Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

Cessna/Citation II
C551 SP/2

Operating Manual
by

Eaglesoft Development Group

Bill Leaming & Bob Hayes
Ron Hamilton, President
1

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

Introduction
Thank you for your purchase of the Eaglesoft Citation II SP/2. We hope you enjoy flying her as much as we
have enjoyed building this aircraft. The Citation II SP/2 is also known as the Model C-551, which is a singlepilot certified, twin engine business jet. Our model represents a recently refurbished, 1985 aircraft, which has
already provided a long service life.
This Introduction chapter will introduce the 2d panel, mousepoints, and discuss briefly the major instruments.
Detailed information on instrumentation will be covered in Chapter Two: Operating Manual, and Chapter
Three: EHSI. Chapter Four will cover Specifications, Operating Limitations, and Weight & Balance.
Main Panel:

This is a view of the main 2d panel, after the Master Battery and Avionics have been turned on. There are three
hotspots on the 2d panel, described as follows:
1) Toggles on/off a zoomed view of the Engine/Electrical subpanels.
2) Toggles on/off a view of the Course and Heading subpanel, which is normally found on the center throttle
console.
3) Toggles on/off the Simicons, which themselves will open/close various subpanels and popups.
2

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

Introduction
Main Panel:

In the picture above, all three of the hotspots have been activated, so you can see the zoomed view of the
Engine/Electrical subpanel, the AP/YD Master + Pitch + Rudder (Yaw) electrical trim controls, and finally, the
Simicons subpanel.
Please take note that every switch, knob and button on this panel features custom tooltips, which will clearly
identify the control by name, and in the case of many, will provide a digital readout of the value (such as Airspeed, Airspeed Bug, Altimeter Kohlsman setting [both inHg and MB], Heading, Course, etc.), so even though
the text on the panel is small, there is no reason for despair! It was decided that our dedication to producing an
authentic, true-to-scale representation of the actual aircrafts panel was something we werent willing to abandon, so Ive taken great pains to make sure that every control is easily identifiable. Once youve become accustomed to the panel, you might wish to switch off the custom tooltips via the FS Options menu. It is your
choice!

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

Introduction
Main Panel:
Display/Hide Engine/Electrical subpanel

Display/Hide GPS*

Display/Hide Pressurization subpanel

Display/Hide Kneeboard/Checklist*

Display/Hide Throttle Quadrant

Display/Hide ATC Menu*

Display/Hide Map*

Display/Hide ADI & EHSI Zoomed View

Display/Hide Audio Controls subpanel

Display/Hide Engine/Electrical subpanel

NOTE: Asterisked Items are MSFS defaults

Getting Started Quickly:

The following procedure is not an official checklist, but rather is written so that the interminably anxious can
get the aircraft model started quickly and simply for their initial test flight! :)
1) Click on the X to open the Simicons subpanel, and click on the E-Arrow button to open the Eng/Elec panel.
2) Click on the Airplane button to open the Throttle Quad subpanel.
3) Turn on Master Battery and Avionics switches.
4) Make sure the Parking Brake is set (Ctrl-period).
5) Turn on the Right Ignition switch, and then click on the Right Engine Start (round yellow button).
6) As the engine spools up, click TWICE just below the Right Power Lever to switch ON the fuel valves. The
knob will move UP to the Idle detent. (Note: if you have a CH Yoke or other mixture control, make
sure it is fully forward!)
7) After the Right engine is started, switch OFF the R Ignition switch, and turn ON the L Ignition switch.
8) Press the yellow L engine Starter button, and click TWICE just below the Left Power Lever to open fuel
flow, just as you did before.
9) Switch OFF the L Ignition switch, and turn ON L & R Alternators and the Inverter Switch.
10) Close the Eng/Elec & Throttle Quad subpanels, by click on the appropriate Simicons, and Open the Pressurization subpanel.
11) Use the Cruise Altitude knob to preset your planned cruise altitude on the dial.
12) Set Pressure Source knob to
Normal. This will turn on the bleed air
needed by both the pressurization system
to work, and the air conditioning system.
(Note: except for the Cabin Rate and
Emer Dump switch, the remainder of
the knobs will simply click, turn and
make noise...)
13) Using the AP/Trim popup, pre-set elevator trim to 5.5
positive trim, using either the +/- clickspots, or the mousewheel. A tooltip box will provide a digital readout of the
trim setting.

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

Getting Started Quickly:

14) Preset your initial altitude using the AP Control panel, using
the Adjust knob. The V/S is pre-set by the .air file to 1800 fpm,
but you may adjust it manually by setting the Select knob to V/S
and using the Adjust knob. The DH (Decision Height) is likewise
pre-set to 300 AGL, but may be changed at any time either here, or
using the knob on the Radar Altimeter.
15) Preset your initial Airspeed by using the left adjustment knob on
the Airspeed indicator. As you can see by the picture to the right, a
custom tooltip will display a digital reading of the bugs position.
Note also the red line on the outer dial. This is the Vmo (never
exceed speed) limit of 262 KIAS for the aircraft below FL140.
The red line on the Mach Index (white scale) is the Vmo in mach,
which is .705 @ FL280 and above. The Mach Index may be adjusted using the right knob.

16) Turn ON the Flight Director by pressing the button conveniently

labeled FD OFF on the AP Mode Select subpanel.
Take note at this time of the other controls, especially the ALT and
IAS buttons. When you wish to turn control over to the autopilot,
click the AP lever to the UP position, then click on the ALT button.
Take care to notice that the IAS button is split: the left half is for IAS
HOLD, and the right half is for IAS Capture. The latter is a handy
feature when you simply want to hold your current speed without
having to fiddle with the Airspeed Bug on the Airspeed indicator! :)
The other buttons on the AP Mode Select panel work exactly the same as in any of the default FS autopilots,
except the NAV/HSI, ALT SEL, VNAV, and V/S modes which are not modeled by FS, so are inoperative in
this aircraft.
To quickly clear all modes on the AP Mode Select panel, turn OFF the FD mode.
17) After obtaining clearance, taxi out to the active and hold short, using small amounts of power. Make sure
that you dont exceed any N1, ITT, or N2 limits while doing so.
18) While waiting for takeoff clearance, set flaps to 15 minimum! If you fail to set the flaps, you will hear a
very nasty, loud siren! (Note: should you set off the siren, clicking on the Master Warn light will silence the
siren for the current fault condition, but it will be reset for any further fault conditions).
Review your takeoff configuration to be absolutely positive that you have flaps 15, 5 to 7.5 positive trim,
and the parking brake is released, prior to taxiing onto the active for takeoff.
18) Smoothly apply power and begin your takeoff roll, making sure to not exceed either 104% N1, or
96%N2. At 100 KIAS, the VF will call out V1, and at 110 KIAS the VF will call out Rotate! Immediately
raise the gear, and at around 500 AGL, clean up the flaps. Congratulations! You are airborne! :)
5

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

Operating Manual
General:
There are seven flight instruments that are common to both the pilot and (optional) co-pilot. They are operated
by a combination of pitot-static pressures, vacuum and AC/DC electrical power.

Primary Flight Instruments

Altimeters
The altimeter provides a servoed drum/pointer display of barometrically corrected pressure altitude. AC power
from the Avionics bus is required for operation of the altimeter. The barometric pressure is set manually with
the BARO knob and is displayed in inches of mercury and millibars on the baro counters. The altimeter is
driven from an air data computer that provides sensors and electronic output for altitude. Both pilot and co-pilot altimeters are identical.

1) Clicking on the top half of the baro knob will increase/decrease the pressure setting. Mouse tooltips will display the pressure in inHg.
2) Clicking on the lower half of the baro knob will increase/decrease the pressure
setting. Mouse tooltips will display the pressure in millibars.

Airspeed
The airspeed indicators are identical and operate off uncorrected pitot- static input.
The instruments incorporate a single rotating needle, a fixed scale calibrated in
knots and a rotating mach scale. Slots in the airspeed dial at 262 and 277 KIAS
will show red below 14,000 feet and from 14,000-28,000 feet respectively, indicating Vmo limits. The mach limit of .705 above 28,000 feet is indicated by a single
red line. A knob on the lower right corner controls a moveable index that can be
set for reference.
1) Heading Bug Adjust
2) Mach Index Adjust

3) Vmo Limit Line(s)

4) Heading Bug

Vertical Speed Indicators

The two instantaneous vertical speed indicators indicate vertical velocity from 0 to
6,000 feet per minute, either up or down. Their operations differs from conventional VSIs in that there is nearly zero time lag between aircraft displacement and
instrument indication. Accelerometers sense any change in normal acceleration and
displace the needle before an actual pressure change occurs.

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

Attitude Director Indicator

The ADI displays aircraft attitude, computed roll and pitch steering commands and ILS raw data through the expanded localizer
needle. Pitch attitude is marked in five degree increments to 20
of pitch, with additional marks at 30, 40 and 90. A fixed reference airplane displays actual aircraft position relative to the pitch
and roll attitudes of the ADI sphere. Also incorporated is an inclinometer indicating skid or slip conditions (1).
The flight director command bars are visible at all times, but are
not active until the flight director system is in operation. They
are positioned by the FD computer to display pitch and roll steering commands for the mode selected on the AP mode control
panel. Positioning the fixed reference aircraft to align it with the
command bars will give computed steering to intercept and track
a radial, glideslope, or whatever mode may be selected.
1)
2)
3)
4)

Inclinometer
Decision Height Indicator - This illuminates whenever the selected Decision Height is acquired.
Flight Director Command Bars
Localizer Needle

Electronic Horizontal Situation Indicator

The EHSI is a representation of the Sandel 3308 instrument.
This is a very complex instrument and will be covered in detail
in its own chapter of this Operations Handbook.
The Horizontal Situation Display shows heading and navigation
information in a 360 view similar to a conventional mechanical
HSI, or in an EFIS 120 ARC view. This includes compass card,
heading bug, course pointer, course deviation bar, TO/FROM
indicator, glideslope indicator and flags. Heading bug and
course pointer settings include digital, color coded readouts that
make it easy to set precise headings and courses. One button
operation allows primary navigation to be switched quickly between NAV1 and GPS sources, as well as the display of NAV2
and ADF receiver data. The entire display is color coded to
clearly indicate which navigation source is selected: green for
NAV2, yellow for NAV2, and cyan for GPS.
Since the 3308 is capable of displaying a huge amount of information simultaneously, there is a de-clutter
function that will allow you to display as much, or as little information as you desire with the touch of a single
button. You decide how much information to display, and when to display it.

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

Bendix/King VOR2 Display

There are two standard Bendix/King VOR Displays installed on the aircraft, which are driven by the NAV2 radio. They feature localizer and
glideslope deviation needles, TO/FROM, ILS and GS Inop flags. An OBS
(Omni Bearing Selector) knob is used to determine the desired heading
when tracking a radial from a VOR either inbound or outbound.

Radar Altimeter

A Radar Altimeter is installed on the pilots side of the panel only. The
Decision Height may be selected either with the knob on the instrument
display, or by the remote panel just above the radio stack. When the selected DH is reached, a light on the Radar Altimeter will illuminate, and
the signal is repeated electrically to the display on the ADI.

RMI

A dual needle RMI is installed on the pilots side of the main panel. The
two needles are color coded: green for the ADF direction and yellow for the
VOR2 bearing. They are driven by the ADF receiver mounted just above
the main radio panel, and to the right of the Altitude/VS/DH remote selector
unit. These are used mainly for backup instrumentation and cross-checking
against the primary displays on the Sandel 3308 and VOR2 displays.

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

Backup Instruments
Turn and Bank Indicator

The co-pilots backup Turn and Bank Indicator is powered by 28 VDC

from the RH Crossover Bus through a circuit breaker on the left hand
circuit breaker panel. On OFF flag will come into view any time power
is interrupted.

Backup Artificial Horizon

The backup artificial horizon is located on the co-pilots side of the
main panel, just above the Garmin 500 GPS display. It is driven by a
separate attitude gyro which is driven by bleed air from either engine.
The attitude gyro will be operating anytime at least one engine is running. Due to the simplicity and reliability of the system, no warning
flags are provided. System pressure may be monitored through the
pressure indicator installed on the lower right side of the instrument
panel.

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

Engine Operations Display

1
4

All of the engine instruments are mounted in the center of the main panel, just under the glareshield annunciator
panel. Although all of the instruments are driven from the 28 VDC bus, in the event of total electrical failure,
the N1 tape indicator will continue to indicate accurately above 50% RPM as enough electrical current is generated by the tachometer generator to drive the tape servo. However, the N1 and N2 LED displays will extinguish. The Fan (N1) tachometer is located at the 12 oclock position on the engine case and is driven by the
inner shaft from the low speed turbines. The Turbine (N2) tachometer is attached to the accessory case and is
driven by the accessory case gear box. The Inter-turbine temperature (ITT) is a computed temperature determined by multiplying the temperature rise of the air across the bypass duct by a factor of three and adding it to
the exhaust temperatures. This signal then goes to an amplifier and to a servo motor to position the tapes. The
tapes are calibrated from 100 C to 800 C with 700 C being the maximum allowable during any operation.
The fuel flow indicator receives its signal from the fuel flow transmitter down stream of the fuel control valves
and is calibrated from 100 to 2000 PSI.
1) N1 Dial - this is used simply to remind the pilot of the maximum N1 for takeoff and climbout operations.
2) N1 Engine Fan RPM: Redline at 104% RPM, normal range is 25% to 104% RPM
3) ITT: Redline at 700 C, Caution at 680 C to 700 C, normal range is 200 C to 680 C
4) Oil Temperature: Redline at 121 C, normal range is 0 C to 121 C
5) N2 Engine Turbine RPM: Red LEDs, flashing display and audible alert at 96% RPM
6) Fuel Quantity: self-explanatory, calibrated in LBS
7) Fuel Flow: self-explanatory, calibrated in LBS/Hour
8) Oil Pressure: Caution at 70 to 85 psi, normal range 35 to 70 psi, low caution at 35 psi
10

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

Oxygen & Gyro Pressure Panel

Oxygen Pressure: Redline at 2000 psi, normal range
1600 to 1800 psi, low level 0 to 400 psi. Clicking the
hotspot #2 will refill the oxygen system.
Gyro Pressure: normal range 2 to 3 psi
2

Hobbs: Two Hobbs engine time counters are provided, to

record actual engine running time. Click the hotspot #1
to reset the accumulated time to zero. These numbers are
stored to a file on the hard drive each time you unload
the model, or change aircraft. They are NOT affected by
the simulation rate, but measure real time instead.

Pressurization Panel

The pressurization system of the Citation II SP/2 is a model of simplicity, being mostly automatic in operation.
After entering the cockpit and switching on the electrical and avionics systems from the Engine/Electrical subpanel, turn the Pressure Source Selector knob to the GND position to provide ventilation. After engine start,
switch the Pressure Source Selector knob to either LH, or RH engine, or NORMAL if both engines are started.
NOTE: Operation in BOTH HI mode is not approved for takeoff, landing or high power setting requirements!
If for any reason bleed air for the system is lost, switching the Pressure Source Selector to the EMER position
will switch the on the Oxygen supply. Pressure demand oxygen masks are stowed properly on the outboard
side of both pilots seats, and qualify as quick-donning oxygen masks. There is a one and a half hour supply of
oxygen on board, when the system is fully charged.
As part of your takeoff checklist, simply dial in the desired Cruise Altitude and the system will automatically
maintain optimum cabin altitude for your flight envelope. Use the Rate knob to increase pressure if needed, to
allow the system to keep up with your climb rate.
11

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

WARNING: Be sure to monitor the differential pressure to make sure that it never exceeds 8.8 psi, which is the
blowout pressure for the aircrafts hull.
While descending, monitor cabin altitude, and make sure that the cabin is FULLY depressurized before landing.
In the event of an overpressure condition open the RED cover on the EMER DUMP switch, and open the
DUMP switch to quickly dump the cabin pressure. If you are above 10,000, the Master Warning light will illuminate and the Master Warning Siren will be activated. Press the RED Master Warning light to silence the
alarm.

Master Warning Light & Siren

The Master Warning Light system is activated when the aircraft is in a dangerous configuration, or some sub-system is critical. When first activated, the light will come on and the
warning siren will sound an audible alert (as in the case of overpressure, or excessive altitude with the pressurization system inoperative).
If the aircraft is improperly configured for takeoff, advancing either or both throttles past 50% will cause the
Master Warning System to activate. Flaps must be 15 or 35, trim must be between 5 and 7.5 positive, and
the Parking Brake must be released.

Annunciator Panel

There are a wide assortment of indicator lights on the Annunciator Panel, which are mostly self-explanatory. In
general, the goal is to have ALL LIGHTS OFF, except for the DOOR AFT LOCKED light which MUST be
lighted before takeoff, or anytime the left engine is running! Take note that it is normal for the orange LO pressure lights to occasionally come on during ground idle conditions. The other GREEN LIGHTS are simply reminders that certain functions are switched ON.
12

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

Radio Panel

The radio in this aircraft is the factory original Collins equipment. There is only one STANDBY frequency that
is activated for either COM1 or COM2, depending on which green button is active. Note that because of limitations in Flight Simulator 9, it is not possible to fully emulate the actual STANDBY frequency option for the
COM2 radio. All active mouse areas are self-identified with pop up tooltips, to make tuning the radios easier.

Audio Control Panel

The Audio Control Panel, like the Radio, has popup tooltips to indicate what each control is, and where the
mouse click points are. All the functions on the switches are implemented, except for MKR2 (which doesnt
exist in FS9!). The MIC SELECTOR is used to switch audio from COM1, COM2, and BOTH. All the other
knobs simply click and make noise when activated.

13

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

Autopilot Mode Selector, Switch & Annunciator

Autopilot Switch Panel

Annunciator Lights

Autopilot Mode Selector

Altitude Set Panel

The Autopilot System in the C550/551 is scattered all over the cockpit. The Autopilot Mode Selector is located
in the center of the main panel, with the Altitude Set Panel just above the Collins Radio. There are two AP Annunciator Displays: one each above the ADI on the pilot and copilot sides. The AP Master Switch is located
just below the power lever quadrant. For convenience, clicking just underneath the DIM knob on the Mode
Selector will popup a clone of the AP Master Switch panel while in the 2d view.
The Autopilot Switch Panel also contains the Yaw Damper Switch, and electric trim controls for elevator and
rudder trim.
As illustrated, pressing any of the Mode Selector buttons will activate the command and illuminate the button.
The AP in this model is FS Standard, meaning that it functions pretty much like any of the default a/c with
one exception:
1) Pressing the HLD side of the IAS button will HOLD the preset speed of the Airspeed Bug. Pressing the
CAP side of the IAS button will CAPTURE and HOLD the current airspeed.
The Altitude Set Panel has three functions, depending on the SELECT knob position:
1) Set Altitude
2) Set Vertical Speed (defaults to 1800 when AP ALT is selected)
3) Set Decision Height (defaults to 300 AGL when a/c is loaded)
All functions feature popup tooltips to aid you in making the selection. Use the adjust knob to dial in the
desired settings

14

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

ESHI
At Last - an EFIS for You
For years, pilots of large commercial aircraft have enjoyed
the benefits of Electronic Flight Instrumentation Systems
commonly known as EFIS. EFIS displays combine data
from different sources within the aircraft and provide the pilot with a unified view to greatly simplify the instrument
scan and significantly improve positional awareness. A full
EFIS system includes an EADI for attitude and an EHSI for
primary navigation.
EFIS systems are rarely found in general aviation cockpits
because theyre too large, too heave and too expensive. Display screens of five by seven inches are common, and costs
can exceed the entire value of some GA aircraft. This combination of cost, complexity and sheer physical size limits
them to larger jets and turboprops.
The SN3308 provides all the functions of an EHSI in a package thats sized and priced just right for you. The press has
called the Sandel SN3308 The glass cockpit for the rest of
us, and with good reason.

Standard Rose Mode view showing VOR1 tuned to

ISLK, an offset ILS/DME. The red X indicates that
there is no Glide Slope data available.

The Only Three-Inch EHSI

Sandel Avionics invented the breakthrough technology
behind the SN3308 making possible the three-inch electronic HSI. Why three-inch? Because thats the standard size that fits perfectly in most aircraft panels.
FAA-certified as a primary navigation display under
TSO C-113, it cost about the same as a conventional mechanical HSI and can directly upgrade an existing mechanical DG, RMI, or HSI such as a Bendix/King
KCS-55A or IN-831A, Century NSD-360 or Collins PN101.

Standard Rose Mode showing VOR1 tuned to BTV

VOR/DME, at 43.9 Nm, VOR2 is tuned to PLB VOR/
DME, at 34.54 Nm, and the ADF is tuned to SL.

The SN3308 vastly improves situational awareness to

help you fly with more precision, and reduces the likelihood that youll overlook important navigation data during a critical phase of your flight. Information is
displayed in brilliant color from all your avionics, selectable by LED lighted buttons surrounding the display.

Disclaimer
This software is designed for entertainment only. Although it has been designed to resemble and function as
much like the actual avionics as possible, it is not designed as a training device. Only a subset of the real
instruments functions have been simulated, and some functions have been redesigned to function within the
capabilities of Flight Simulator 9. This version has been designed at twice the actual size of the real instrument.
NOT CERTIFIED FOR USE IN REAL FLIGHT OR FLIGHT TRAINING
15

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

Operating the EHSI

The NAV button will select the primary navigation source. Because of
FS limitations, only NAV1 and the
GPS are selectable.

OBI/CRS Bearing
Current Heading

VOR1 Ident
& Distance

Heading Bug Bearing

Ground Speed
Time to Target

The display will indicate what type

of signal is being received as follows: VOR - DME - ILS - LOC or
GPS

The VUE button toggles between the

ROSE mode and the ARC mode.

The BRG button is used to de-clutter

the display, by showing only the desired information as follows:
OFF
VOR1
VOR2 Ident
VOR2
& Distance
ADF
VOR1 + VOR2
VOR1 + ADF
VOR2 + ADF
ALL

Heading Bug Adjust

The O-S is the Omnibearing Sync

button. It will snap the OBI needle
to the current heading.

The H-S button is the Heading Sync

control. It will snap the orange
HDG bug to the current heading

OBI/CRS Adjust

There are a lot of options contained within such a small instrument. However, great care was taken to provide a
carefully color-coded display to help keep the information easy to follow.
VOR1 information is shown in GREEN:
OBI Needle, CDI Needle, VOR1 Arrow, Ident, Distance, Time, and CDI/GS balls.
VOR2 information is shown in BEIGE:
VOR2 Arrow, Ident, and Distance.
ADF information is show in PURPLE:
ADF Arrow and Ident.
GPS information is shown in BLUE:
OBI Needle, CDI Needle, GPS Arrow, Waypoint ID, Distance, Time and CDI ball.

An Example
The easiest way to explain the ESHI is to provide an example of using it on a typical flight. We are flying from
Saranac Lake (KSLK) to Quebec-Lesage (CYQB). We have just taken off from KSLK and are now on an intercept to our desired GPS track. Notice that VOR2 is tuned to YUL, the VOR/DME for Montreal, which provides a cross-check with the GPS data. This is the power of the Sandel EHSI at work. By allowing you to have
multiple data sources simultaneously displayed, your situational awareness is greatly enhanced.
Note also that the desired track, distance and time to waypoint FAWNS is displayed in the upper left, and
the OBS knob has been adjusted to 8 to provide a better visual cue. Even without benefit of the GPS map,
it is easy to see that we are left of the desired track, and are on an intercept course. When the blue GPS arrow
16

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

Operating the EHSI

and the beige VOR2 arrow are in alignment, then we will be

exactly on course. Incidentally, since only VOR1 features
time to station (displayed in the upper right corner below
Groundspeed), by tuning NAV1 to the YUL VOR also, we are
able to see an ETE to that station, which also happens to be
our 4th GPS waypoint.
The picture on the right shows the same data, but in the expanded, ARC mode. Notice that the desired GPS track is
now displayed as a dotted line, and the center CDI is now hidden. This opens up the display and provides an uncluttered
view of the situation, yet continues to provide all the data
needed to remain aware of all the critical information needed
for safe, IFR flight, even in heavy IMC conditions.
17

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

Operating the EHSI

Weve just passed the YUL waypoint, and begun the turn to line up
with the THIBO GPS waypoint. Notice the GPS Arrow & Display
now shows a desired track of 59. After completing the turn, we will
click on the O-S button to re-synch the GPS heading indicator, as
pictured below.

Turning to next waypoint

Now that weve re-synched the GPS heading indicator, notice that
the head of the VOR2 needle is now pointing back to the VOR.
This allows us to continue using this as a cross-check against the
GPS data, to give us a greater sense of security.

Weve clicked the O-S button to resynch the GPS heading indicator

Here, weve passed the THIBO waypoint, and are now tracking the SOKYE waypoint.
Notice that Ive added the UFX ADF beacon to give me an
added visual reference.

18

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

Operating the EHSI

Here we are following vectors from ATC as we approach 6L at CYQB. Notice that we have IUL ILS/DME
tuned to NAV1. The big red X means that we have not yet acquired the glideslope. The ADF is tuned to the
U beacon, which now provides us a clue to the direction we need to fly in order to intercept the localizer centerline. The VOR1 Arrow tells us the current heading to the localizer, and gives us an additional spatial clue as
we fly towards the airport. When the VOR1 Arrow and the ADF Arrow are lined up, we will be at the intersection defined by these two signals.

Here we have acquired the glideslope signal. The AP has switched

to APR mode (after we Armed it, of course), and is now lining the
aircraft up with the localizer signal and will command a descent as
soon as the glideslope indicator indicates that we have traveled far
enough to be centered on the glidepath.

19

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

Operating the EHSI

173

Now we have intersected both the localizer and the glideslope, and have begun our descent to 6L. Notice that
we are 1.0 Nm from the TDZ, at a groundspeed of 164 kts.
Summary:
It is beyond the scope of this document to describe in detail every possible use for the EHSI. Suffice it to say
that any type of procedure that normally would require the pilot to use multiple instruments, such as the HSI,
an RMI, a DME display, and possibly a separate VOR2 indicator, may be easily accomplished on a single, coherent and color-coded display.

20

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

SPECIFICATIONS
Dimensions
Length
Height
Wingspan
Horizontal Stabilizer Span
Wheelbase (Main to Nose Gear)
Stance (Distance between Main Gear)
Cabin
Length (Pressure Vessel)
Height
Width
Capacities
Oil Tank
Fuel (Maximum Usable)
Oxygen (Full Bottle)
Hydraulic Fluid (Resevoir)

47, 3
14, 9.5
51, 8.4
18, 10
18, 2
17, 7
20, 11
4, 9
4, 11
2.08 Gallons Per Engine
~2500 Lbs. Per tank (371 gallons)
500 Liters @ 70 psi (Reduced from system pressure
Of 1600-1800 psi)
65 Gallons

Engines
Type
Manufacturer
Dry Weight
Thrust (TO, Standard Day at Sea Level)
Bypass Ratio

JT15D-4 Turbofan
Pratt & Whitney Aircraft of Canada, Ltd.
557 Lbs.
2500 Lbs.
2.5:1

OPERATING LIMITATIONS
Thrust
Setting

Time Limit
(Minutes)

% Fan
RPM (N1)

ITT
C

% Turbine
RPM (N2)

Oil Temp
C

Oil Pressure
PSI

104

700

96

10 to 121

70 to 85

Maximum
Continuous

Continuous

104

680

96

0 to 121

70 to 85

Maximum
Cruise

Continuous

104

670

96

0 to 121

70 to 85

Idle

Continuous

--

580

49
*

Minus 40
To 121

35
Minimum

Starting

--

--

700 for
2 seconds

--

Minus 40
Minimum

--

Acceleration

--

104

700

96

0 to 121

--

Takeoff

* Idle turbine RPM is 49% +/-0.5% with ignition on. A minimum decrease
of 0.5% will be noted with ignition off.
21

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

OPERATING LIMITATIONS
Overspeed Conditions
Duration

% Fan RPM (N1)

% Turbine RPM (N2)

104-110

Logbook Entry

Transient

Steady State

Action Required

96-98

None

Exceeds 110

Exceeds 98

Refer to
Maintenance Manual

Exceeds 104

Exceeds 96

ITT
Inter-Turbine Temperature indications in excess of 700C or in excess of 680C for more than 5 minutes
require reference to the Maintenance Manual.

Maneuver Load Factor

Flaps Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flaps Extended . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Weight
Max Ramp Weight
Max Takeoff Weight
Max Landing Weight
Max Zero Fuel Weight (Standard)
Max Zero Fuel Weight (Optional)

G Limit
-1.52 to +3.8
0 to +2.0

Model 550

Model 551

13,500 lbs.
13,300 lbs.
12,700 lbs.
9,500 lbs.
11,000 lbs.

12,700 lbs.
12,500 lbs.
12,000 lbs.
9,500 lbs.
11,000 lbs.

Maximum takeoff and landing weights may be additionally restricted due to altitude, temperature and field
length.
Center of Gravity
Forward limit:
At 8,540 lbs or less - 18.0% MAC (276.1 aft of reference datum)
At 13,300 lbs - 22.6% MAC (279.8 aft of reference datum)
At 12,500 lbs - 21.8% MAC (279.9 aft of reference datum)
(Note: Straight line variation between 18.0 and 22.6% MAC)
Altitude
Maximum Operating Altitude:

43,000

22

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

OPERATING LIMITATIONS
Airspeed
Max Operating Speed (Vmo/Mmo)
Above 28,000
.705 Mach
Between 14,000 and 28,000
277 KIAS
(with 11,000 lbs ZFW, 14,000 to 30,500)
262 KIAS
Below 14,000
262 KIAS
Maneuvering Speed (Va)
Refer to Section II of the FAA Approved Airplane Flight Manual
Flaps - 15 (Takeoff and Approach)
202 KIAS
Flaps - 40 (Landing)
176 KIAS
Landing Gear Operating Speed (Vlo)
176 KIAS
Landing Gear Extended Speed (Vle)
176 KIAS
Speed Brake Operation Speed (Vsb)
Vmo/Mmo
Minimum Control Speed - Airborne (Vmca)
77 KIAS
Minimum Control Speed - Ground (Vmcg)
62 KIAS
Maximum Tire Ground Speed
165 KIAS
Takeoff and Landing
Maximum Altitude
14,000
Crosswind Component
23 knots (Demonstrated, not limiting)
Maximum Runway Water/Slush Accumulation
0.4
Maximum Ambient Temperature at Sea Level
50C (51C with Thrust Reversers)
Minimum Ambient Temperature at Sea Level
-54C
Autopilot and Yaw Damper must be OFF
Vertical navigation system must be OFF below 500 AGL
Starting
With External Power (Starter Limit)

Three starts in 30 minutes with 30 seconds between cycles

With Battery Power (Battery Limit)

Three battery starts per hour. If exceeded, deep-cycling and

inspection required

Starting ITT of over 500C is NOT NORMAL

Minimum starting oil temperature is -40C

23

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

OPERATING LIMITATIONS
Pressurization Differential
Normal (Both Valves)

0 to 8.8 psi

Cabin
Seats: For takeoff and landing, all seats must be upright and outboard. The seat adjacent to the emergency
exit must be fully tracked toward the rear of the airplane, and facing forward.
Fan: To meet smoke detection criteria, the cabin fan must be operating any time the aft cabin privacy curtain is closed. If the fan is inoperable, the curtain must remain open unless the toilet is in use.
Authorized Operations
The Citation II is approved for day and night, VFR and IFR operations. Flight into icing conditions is approved.
Aerobatic maneuvers and spins are prohibited. No intentional stalls permitted above 25,000 or at engine
speeds between 61.0% and 65% N1.
Minimum Crew
Minimum Flight Crew for all operations:
Model 550 - 1 pilot and 1 copilot
Model 551 - 1 pilot in left seat
1 Autopilot with Approach Coupling
1 Flight Director
1 Boom Microphone
Transponder Ident Switch on Pilots Control Wheel
The pilot in command must have a C-500 type rating and meet the requirements of FAR 61.58 for two pilot
operation, or FAR 61.57 for single pilot operation (Model 551 only).
The copilot shall possess a multi-engine rating and meet the requirements of FAR 61.55.
Category II operation requires two pilots.
Thrust Reversing
Reverse thrust power must be reduced to the idle detent position at 60 KIAS on landing roll.
Maximum reverse thrust is limited to 94% N1 for ambient temperatures above -18C and 92% N1 for ambient temperatures below -18C.
Maximum allowable thrust reverser deployed time is 15 minutes in any 1 hour period.
Thrust reversing on sod/dirt or gravel runways is not allowed.
Simultaneous usage of both the drag chute (if installed) and the thrust reversers is prohibited.
Pressurization Source Selector
Operation in BOTH HI mode is not approved for takeoff, landing or high power setting requirements.

24

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

Weight and Balance

The Standard Empty Weight center of gravity for most Citation Iis is located approximately 291.0 inches aft of
the Reference Datum Line. Depending on airplane gross weight, the center of gravity of a loaded airplane can
move from 276.1 inches aft of Datum and remain within limits.
As the airplane is loaded, the center of gravity will shift. The amount of shift is dependent on not only the
weight added, but the distance the weight is from the
original center of gravity. Both of these factors can be
considered by multiplying the weight added by the distance from the Reference Datum Line to produce the
loading moment. This information is presented in table form in the following tables.
The contribution each load station makes to center of
gravity shift can be seen by comparing the respective
COG lengths given in the Weight and Moment Table
of the actual Citation II POH, but for sim purposes this
has been simplified considerably.
Each Station Loads Moment Arm has been entered
into the Weight & Balance Form for your convenience. The only data that needs to be looked up is in
the table on the right, where you will find the Moment
Arm for the actual fuel being loaded. Transfer this
number to the form when performing your calculations.
For each Station, multiply the Weight by the Moment
Arm, then divide by 100. Subtotal and Total as indicated on the Form to obtain the final results.
25

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

Weight and Balance Form (Sample)

Avionics Bay

Nose Baggage

Payload Computations
Item
Seat 1

Weight

Arm

Moment/
100

170

131

223

Seat 2

131

Seat 3

170

170

289

Seat 4

200

217

434

Seat 5

217

Seat 6

253

Seat 7

253

Seat 8

288

Seat 9

288

Aft Toilet

325

Aft Closet

325

Pantry

Nose Baggage

60

74

44

Tailcone Baggage

100

442

442

Pantry/Closet

120

170

204

Total Payload

820

--

1636

Basic Empty Wt.

7100

--

20661

Zero Fuel Wt.

Do not exceed
Max ZFW 9500 lbs.

7920

22297

Fuel Loading

3000

8555

*Ramp Weight
Do not exceed max.
Ramp wt. 12,700 lbs.

10920

30852

200

571

*Takeoff Weight
Do not exceed max
TO wt. 12,500 lbs

10720

30281

Less Fuel Enroute

2000

5686

*Landing Weight
Do not exceed max.
Landing wt. 12,000 lbs.

8720

24595

Less Taxi Fuel

26

B
Tailcone
Baggage

* Totals must be within approved weight

and C.G. Limits. It is the responsibility of
the operator to insure that the airplane is
loaded properly. The Basic Empty
Weight C.G. is noted on the Airplane
Weight Form. If the airplane has been
altered, refer to the weight and balance
record for this information.

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

Weight and Balance Form

Avionics Bay

Nose Baggage

Payload Computations
Item

Weight

Arm

Seat 1

131

Seat 2

131

Seat 3

170

Seat 4

217

Seat 5

217

Seat 6

253

Seat 7

253

Seat 8

288

Seat 9

288

Aft Toilet

325

Aft Closet

325

Nose Baggage

74

Tailcone Baggage

442

Pantry/Closet

170

Total Payload

--

Basic Empty Wt.

7100

--

Moment/
100

1
Pantry

20661

Zero Fuel Wt.

Do not exceed
Max ZFW 9500 lbs.

B
Tailcone
Baggage

Fuel Loading
*Ramp Weight
Do not exceed max.
Ramp wt. 12,700 lbs.
Less Taxi Fuel

* Totals must be within approved weight

and C.G. Limits. It is the responsibility of
the operator to insure that the airplane is
loaded properly. The Basic Empty
Weight C.G. is noted on the Airplane
Weight Form. If the airplane has been
altered, refer to the weight and balance
record for this information.

*Takeoff Weight
Do not exceed max
TO wt. 12,500 lbs
Less Fuel Enroute
*Landing Weight
Do not exceed max.
Landing wt. 12,000 lbs.

27