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Cessna Citation X Manual and Quick Start Guide

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Quickstart Guide:

This document is designed to help users become familiar with some of the many features available in the Eaglesoft Devel-opment Group Cessna Citation X Panel. While the Quick Start section not a comprehensive manual, the features found in this document should help any user “get into the air” with a minimum of frustration and quickly enhance your enjoyment.SIMICONS POPUP: Clicking the X simicon shows us the Simicon Popup. Let’s take a look at these features in the picture below. Note: Right clicking in the center of most popup windows will close that specific window.

The four simicons in the lower left corner are standard FS9 Simicons.The other six simicons toggle the following popup windows.

1. Left Tilt panel2. Right Tilt panel3. Throttle/RMU console4. APU5. FMC6. FMC Trim

HOTSPOTS:• Above the EICAS gauge, clicking the invisible hotspot over the lower left screw head shown here with a Yellow X causes a popup [A/P Set Gauge] to appear for selection of A/P Course, Heading and Altitude setting.• The Heading and Course Knobs must be clicked to be active [emulates real world push and turn action].• Clicking the lower left screw head again toggles the [A/P Set Gauge] to hidden state.• Clicking the [X] simicon next the Virtual First Officer [VF] simicon provides access to the Simicon Popup.• Clicking the Speed Placard above the Standby Airspeed/Altimeter zooms the placard.• All hotspots may be used to Hide/Unhide the listed features. Yellow X is for illustration only and is not on the actualPanel.

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Autopilot Management: Features and Operation.

The CX Autopilot follows normal flight simulation conventions. A few functions should be mentioned here to avoidconfusion.

1. The wheel on Autopilot and Throttle Console is NOT a trim wheel. Clicking above or below the wheel allows the pilot to make speed setting adjustments.

2. The wheel functions as an AIRSPEED/VERTICAL SPEED SET knob when FLC or VS button is active. 3. FLC [Flight Level Control] button functions as an AIRSPEED HOLD button.4. VS [Vertical Speed] button functions as a VERTICAL SPEED HOLD.5. C/O button changes normal airspeed readouts to Mach speed readouts in the PFD.6. PFD SEL toggles between left/right PFD screens.7. VNAV is not modeled.

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Cold and Dark Start Procedure: Let’s begin with the panel loaded Cold and Dark as illustrated below.

ENGINE START PROCEDURE:

You should enter all the data in the FMC to set number of pax, fuel on board, and cargo weight before starting engines, otherwise you’ll be ‘chasing numbers’ on the fuel quantity. Also, by doing this first, and setting the MFD Vspeed to “Auto,” you’ll already have the proper Vspeeds sent to the PFD.

Let’s begin with the Left Tilt panel and APU panel loaded from the Simicons Popup [see above]

The Battery, Generator, and Standby power switches located on the Left Tilt panel should all be turned to the ONPosition.

Avionics switch OFF, Ignition switches NORM.

Fuel: Fuel may be turned ON or OFF by setting Throttle position on the Throttle Console to Idle Cutoff/Idle or byusing the two Red Fuel Cutoff switches located in lower right corner of the Lights/Fuel gauge on Left Tilt panel

Parking Brake should be set before proceeding.

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In the picture below the Generator, Battery and Avionics switches are shown in the ON position and the APU Master and APU Start switches are turned ON. Red Fuel Cutoff switches are OFF

If using Fuel Cutoff keyboard commands [Control+Shift+F1] [Control+Shift+F4] or Idle Cutoff from the ThrottleConsole or Red Fuel Cutoff switches to stop engines use the following procedure to Start Engines.

1. Click APU Master switch ON 2. Click APU Start switch ON and wait for the Green READY TO LOAD light BEFORE you turn on the Generator or the Bleed Valve switches.3. Click Generator switch ON4. Click Bleed Air switch ON5. Click Avionics switch ON

Wait for APU to start then click R square Engine Start button, engine spools and Green Ignition Light shows over Right Engine in EICAS gauge.

Fuel: Move Idle Cutoff on the Throttle Console to Idle, or Red Fuel Cutoff switches to ON. Engine starts.

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In the picture below the APU has been started and the Left Engine Start Button has been clicked. The Left Red Fuel Cutoff switch is ON and Left Engine has started.

Repeat for Left Engine. After starting engines turn off APU Bleed and Generator switches, then APU Start and Master switches. Do not start Left Engine unless the passenger door is closed and secure.

NOTE: After engines are started, shut off the APU, right click to close the APU, close the left tilt panel, open the right tilt panel and turn on the airconditioning PAC switches to initialize the pressurization process.

Cross Start: If you shut the left engine down to drop a passenger off and you do not want to start the APU to get the left engine running, then you can do a cross start. Make sure the Right Bleed valve is not OFF and then open the Isolation valve on the Air Conditioning panel located on the Right tilt panel. The engine should start as described in the aboveprocedure. After start, close the Isolation valve.

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Auto Speed Setting using FMC Trim window and MFD buttons: Let’s take a look at the FMC and MFD functions for Vspeed.

Clicking Vspeeds on MFD lower menu brings us to the MFD menu screen shown below. Clicking the button below the Select Man/Auto text toggles the white rectangle between Manual and Automatic modes. Surrounding the word Auto with the white rectangle and clicking the RTN button causes the MFD vspeeds setting to remain in Automatic mode.

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FMC entry is accomplished by clicking the column of buttons located left and right of the FMC window. See example above:

PAX loading is accomplished by clicking the button to the right of the window nearest the text that reads PASS/0 LBS. Enter number of PAX in scratch pad and it will show as white text.

Clicking the button to the right of the window nearest the text PASS/0 LBS. after typing from scratchpad will enter the information into the FMC and automatically calculates PAX weight.

Repeating this procedure for Cargo and Fuel will automatically calculate T/O weight and Vspeeds.

IMPORTANT! Use actual fuel reading from the EICAS Gauge when entering Fuel weight.

Clicking the speeds button [lower right corner] changes the FMC screen as illustrated above.

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PFD/MFD Auto Vspeed Display:

The picture below illustrates display functions available after entering information into the FMC for number of PAX, weight of Cargo, and Fuel in lbs. Note: the Vspeeds now show in lower MFD and on the PFD airspeed tape. The proce-dure described above was accomplished by setting Vspeed to auto in the MFD lower menu as illustrated earlier.

TAKE OFF NOTE:Trim must be set in Green Arc and Flaps must be set to 5 or 15 before take off. An alarm will sound if either condi-tion is not met. The takeoff warning will also sound if the parking brake is set or the spoilers are extended.

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Citation X Oxygen/Cabin Pressure: Features and Operation.

Oxygen: The Oxygen control and gauge located on the Left tilt panel allows Auto or Manual control of Cabin Oxygen. Auto mode depletes Oxygen at an automatic rate and Manual mode begins Oxygen depletion immediately. Note: IfOxygen canisters become depleted you may replenish Oxygen by stopping all engines and setting parking brake and switching off the Oxygen system.

Pressurization: The pressurization panel needs air to pressurize the cabin. The air comes from the Air Conditioning sys-tem. To operate properly an engine needs to be running and the respective bleed valve and pack must not be in the off po-sition. Normal operation is from both left and right systems but the system will run with a combination of 1 engine the respective bleed valve and the respective pack or the opposite pack with the isolation valve open.  Operation: There are 2 modes: AUTO and ALT SEL. In the auto mode everything is automatic except the rate control in the upper right corner of the gauge. The default setting is 500 feet per minute. By turning the knob clockwise you can go to 1000 fpm and counterclockwise sets 100 fpm. The adjustment is in increments of 100 Ft. In the ALT select mode, you are responsible for setting the target altitude for the pressurization system. On the ground you will set 1000 feet above your cruise altitude in the round pressurization gauge using the lower left knob. The outer ring is the cruise altitude and the inner ring tells you what your cabin altitude will be at that altitude. Once you start your decent, you need to keep setting 1000 feet above your clearance altitude until the inner ring is 500 feet above your landing field elevation. Once you reach this point, you are done setting the pressurization.  If you lose air or activate the dump valve, the aircraft will de-pressurize.

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Climbing:

Users might be surprised how sluggish the CX is after take off. I've set power so it reflects fully loaded performance, which is that at least 5,200 feet of runway is needed for a max load take off.

With 15 degrees of flaps climb out is very modest, until you clean everything up. I find the best technique is to initially climb at no more than 1500 fpm until cleaned up and around 220-230 knots established. A 5 degree flap take off is easy but apparently is not FAR approved. I climb to 10k under 250 knots at 98% power and then lower the nose for 275 knots and then proceed to 35k at 98+%.

You should find 35k in about 19 minutes .... maybe 20. Thereafter direct to 43k whereupon you should have Mach .84+ and 99% thrust. You need to establish level here if fully loaded and build speed to Mach .88 - .9 and then step by step to 47k or 49k. She'll do Mach .92 at 49k but you'll need to burn off up to 30% fuel first. Lightly loaded she goes like a rocket direct to 47k and Mach .92 is not a problem

Rob Young

Display Conditions: Eye CandyHere's a guide on the 'Eye candy' for the Deluxe model. Most are simple enough to figure out.

INITIAL START- On the ramp, engines off. (Controlling the Features.)

If you are starting in the Deluxe or Standard version, you should be in 'External (spot) View' and see your Citation X parked, Parking brake on, engine covers on, and those red 'remove before flight' streamers swaying gently in the breeze.

1. Open the passenger door with Shift-E, the traffic cones, and Red Carpet will be laid out for your special quests. Once they are loaded, close the door, and the cones and carpet will be put away.

2. You should now have pilots seated and working in the flight deck. If you're in the 'Deluxe' your passenger should be seated, She will put on her seatbelt once the parking brake is disengaged, anxious to get going obviously .... as she drums fingers on her lap.

3. You can remove your engine and pitot covers by pressing 'L', turning on the lights, or they will be removed automati-cally when you start your engines.

4. You should still notice your wheel chocks are in place. They will be removed once you disengage the parking brake.

MAINTENANCE CREW PERSON CALL-OUT (Deluxe Model)

1. During Pre-Flight, or any other time, and any location, should you need maintenance attention to your avionics, you can call out a specialist. She will only come out with your aircraft in an Engine-Off configuration.

2. If you start the Simulator with the engines already off, she will come out immediately, once you summon her. **If you pulled up to the hanger, and shut engines down, you will have to wait about 60 seconds, after the actual engine fans stop turning before she gets to you with her tools and replacement parts.

3. You may have the passenger door open or closed, lights on or off, does not matter.

4. To put her to work, with engines at full stop, press SHIFT+E together ...release, then quickly press the 2 key above the letter W.

5. Your avionics bay door, at the left side of the nose, will open and she will set up her work area and get busy. She seems to look at you occasionally and seemingly says ...."Try it now!"

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6. She will leave should you start the engines , but YOU will have to make sure the door is closed. Press the same keys to close.

7. Let's move inside to the flight deck. Follow the 'Quick Start' section to flip on the batteries, some APU power, and fire up the engines.

IN THE CABIN

6. Engines are running ...good. Allow me to show you the cabin. Press 'S' twice, from 'spot view' to enter the Virtual Cabin and Virtual Cockpit. CTRL+SHIFT+ENTER will move you out of your seat toward the middle of the aircraft. Press CNTRL+ENTER to move back into the cabin. Should you desire to move back to your seat, CNTRL+BACKSPACE will return you to the flight deck, and CTRL+SHIFT+BACKSPACE will move you toward the Captain's seat. If you need to raise or lower this seat, press either SHIFT+ENTER to raise or SHIFT+BACKSPACE to lower.

7. Back in the cabin, you will notice the galley, entertainment center, and all the controls and comforts a passenger could want. Most of these things will change, during your flight so keep an eye out. If you are in the 'Deluxe' your passenger is seated, and patiently (although nervous) waiting to get going. Releasing the Parking Brake, will cause her to put on her seatbelt. She will remove this later.

8. Lights. Lights work several ways. First, change your world to night, or dusk. You can light this place up like a sun room, or have just enough light to see what you're doing but not ruin your view outside. To do this while in the cabin, it's easier for me to toggle the 'L' key until all lights are off. Toggle them off ....now, press SHIFT+L once. You will have subtle lighting in the cabin and cockpit. From the cabin, press the CNTRL+L key to toggle your landing lights off and on. How do you know if they are on from inside the cabin? Read the next step.

9. The " Welcome Aboard" wall plaque. Watch this picture of your aircraft, and it will change to show you the current state of your landing lights and tail flood [Night time], as you toggle those keys. It will also show you which aircraft you are currently in, by displaying the present livery, even if you painted it yourself!

10. Entertainment Center- Once your cabin lights are on, your passenger will tune in the 'Travel Watch' channel on the cabin monitor. Here she can get her weather at her destination, (simulated) and other info.

11. To change lighting while in the cockpit, please return to the flight deck, and read the gauges and panels section of the manual. The switches there will set lighting even more precisely.

IN THE CABIN- AIRBORNE

1. After takeoff, but before you raise gear, go to the cabin when the Auto Pilot is set.

2. Raise gear with the 'G' key. Your passenger, (Deluxe model) will make herself more comfortable by removing her seat-belt, fix a refreshing beverage, and begin working on Laptop computer, once she finds her glasses. Her chair will automat-ically move out, the armrest will go down, and the tables will be extending. She is now ready to work away, while occasionally looking out the window at the irresistible views. Give her a nice flight to remember, she loves to fly,...trust me.

3. You most likely missed it, but the Galley also opened up when you retracted the gear, you should be able to find an-other glass there for you.....but it's her wine, you'll have to ask. :)

4. I saw that, sorry ....you can't open the door while in flight! ;)

OTHER LIGHTING

Other lights, such as wing inspections lights, beacons, landing gear bay lights, can be controlled independently from the flight deck, or altogether by pressing the 'L' key.

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Cessna Citation X Manual

TILT PANELSLEFT TILT

The left tilt panel consists of the electrical, fuel and oxygen systems. Also on this panel is the gear handle and indicator lights. I will list the associated CAS messages during the description. The details of those messages can be found in the EICAS section of the manual.

Electrical

The battery switches work in unison and are 2 position switches.

The generator switches are 3 position switches with GEN, OFF and RESET positions. The reset is spring loaded and will return to the OFF position. When in the GEN position, the generators will come online when the engines are started. 

CAS Messages: GEN OFF L-R, GEN OFF L, GEN OFF R

The load shed switch has 3 positions: EMER, NORM and O'RIDE. For normal operations, the switch is left in the NORM position.

    NORM: If generator or APU power is lost and the aircraft is in the air, the PFD, MFD and EICAS will be displayed for 70 seconds.

After 70 seconds, the screens will go dark to save battery power. 

    O'RIDE: This will force the PFD, MFD and EICAS to display on battery power with the aircraft in the air. 

    EMER: This will immediately cause the PFD, MFD and EICAS to go dark when the aircraft is in the air. 

CAS Messages: LOAD SHED OVRD

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The AVIONICS and EICAS power switch work in unison. You must have the Avionics switch ON to receive heading in-formation on the standby HSI.

The BOOST PUMPS switches have 3 positions: NORM, OFF and ON. The switches are usually left in the NORM posi-tion. 

    NORM: The boost pumps will come on in any of the following conditions: Engine start or the opposite tank is selected for fuel crossfeed.

The left pump will also operate if the APU is running or starting and the left engine is not operating.

The IGNITION switches have 3 positions: NORM, OFF and ON. The switches are usually left in the NORM position. If the ignition is ON, a IGN will be displayed in the EICAS next to the FAN%.

    NORM: The respective ignition comes on when the engine ice is selected, during engine start when the N2 is above 13% or a stall.

CAS Messages: FUEL BOOST ON L, FUEL BOOST ON R

The FADEC switches have 3 positions: NORM, RESET and SELECT. The switches are usually left in the NORM posi-tion. The reset portion is spring loaded and will return to the NORM position. The status of the FADEC is indicated on the ECIAS ENG page with A or B.

    NORM: Computer A is selected. 

    SELECT: Computer B is selected.

The STANDBY POWER switch has 3 positions: ON, OFF and TEST. 

    ON: Turns standby power ON. You must have the switch in the ON position to receive heading information on the PFD when the aircraft is on the ground. With the switch in the ON position, a loss of generator power will activate the system. This will be indicated by the red LED light.

    OFF: OFF :)

    TEST: A good test is indicated by the green LED light.

The START buttons are push buttons with a lighted pattern in the middle. When the starter is activated the button will be lighted. To start the engines you must have air pressure. This can be provided by the APU an operating engine. These will be discussed in other sections.

The DISENGAGE button is the same in appearance as the start buttons. When the starter is operating, the disengage but-ton will illuminate. Pressing the button will cancel the start. In this condition both the disengage and start button will ex-tinguish. The External power switch is not active.

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GEAR HANDLE

FUEL AND LIGHTS PANEL

FUELNote: the red fuel cutoff switches are not on the real Citation X. These switches were added to give the simmer the ability to control the fuel without having to open the Console. This comes in handy for engine start. I hope the diehard realism guys won’t be offended by this.

The FUEL CUTOFF switches have 2 positions: ON and OFF. These switches will mirror the throttle lever cutoff.

CAS Messages: L ENGINE SHUTDOWN, R ENGINE SHUTDOWN

The CTR WING XFER switches have 3 positions: NORM, OFF and ON. They are usually left in the NORM mode. These switches pump fuel from the center tank to the wing tanks. The engines always burn out of the wing tanks. When there is center tank fuel, the wing tanks will remain the same until the fuel in the center tank is pumped into the wings. At this point you will start to see the level of the wing tanks drop.

    NORM: This allows the center tank fuel to be transferred to the wing tanks. The pumps work automatically and will shut off when the tank is empty.

    OFF: Turns the pumps off and no fuel will be burned out of the center tank.

    ON: Overrides the auto function and turns the pump on.

CAS Messages: CTR XFER OFF L, CTR XFER OFF R

The fuel crossfeed knob has 3 positions: LH TANK, CROSSFEED OFF and RH TANK. The text makes it look like it has 5 but it is only 3. The LH ENG and RH ENG are just indicators of where that engine is getting fuel during a crossfeed. If you select LH tank, then the white line on the crossfeed knob will connect the left engine with the right tank. Now both

Pretty straightforward. The green LM, RM and NO lights indicate when the respective gear is down and locked. If any of the gear is not in the commanded position, the red UNLOCK light will illuminate.

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engines are burning from the Left tank. There is no LEFT/RIGHT transfer, you can only select what tank you want both engines to burn. The right and left tanks must be within 400 lbs of each other.

    OFF: Each engine burns out of the respective fuel tank

    LH TANK: Both engines burn out of the left fuel tank.

    RH TANK: Both engines burn out of the right fuel tank.

NOTE: If the respective XFER switch is off, that fuel level in that wing tank will start to decrease even with center tank fuel because you are not pumping any of the center tank fuel to the wing.

CAS Messages: FUEL IMBALANCE, FUEL XFEED ON, FUEL XFEED ON

Other fuel related CAS messages: FUEL PRESSURE LOW L, FUEL PRESSURE LOW R, FUEL LEVEL LOW L, FUEL LEVEL LOW R

LIGHTSThe EMERG LIGHT switch has 3 positions: OFF, ON and ARM. The switch should be in ARM for all flight operations. If the lights are activated, the RED LED will illuminate.

    ARM: The lights will come on when ALL power is lost. If you forget to turn the switch off and you shut down the air-craft, the lights will come on.

DIM/BRT: The switch controls all the indicator lights on the panel. This is not gauge lighting. The switch has 2 posi-tions: OFF and DIM ON

    OFF: The indicator lights are on bright setting. This is the normal day time setting.

    DIM ON: The indicator lights are on the dim setting. This is the normal night time setting.

The gauge lighting for this panel is divided into 4 sections. Some gauges may use more than one knob as described be-low.

    FLOOD: This switch is for the flood lighting. It has 2 positions: ON and OFF.

    EH: This controls all the white text that is printed on the panel in the entire cockpit. This is only for the text and does not control the gauges themselves. If there is text that is within the gauge itself, then it will be controlled with the other gauge lighting (LH and CTR). The knob has 3 settings: OFF, DIM and BRIGHT.

    LH: This controls the left hand instruments for the panel. The real aircraft also has a RH knob but for the sake of sim-plification and ease of use we have combined the two. This switch has 3 settings: OFF, DIM and BRIGHT.    CTR: This controls the lighting for the center console gauges. This switch has 3 settings: OFF, DIM and BRIGHT.

NOTE: Because of the complex lighting system used, there may be times when the lights get “out of synch.” If you see a light that should not be on, simply press the “L” key several times until all lights are extinguished. This will “re-synch” the lighting system.

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OXYGEN

The oxygen system consists of an indicator and selector knob. This indicator reads the pressure in the bottle in PSI x 100. Normal pressure is 1600 to 1800 psi. If the system becomes depleted, you can service the system by having the parking brake set, both engine below 10% N2 and the aircraft on the ground. In this condition, place the selector to the OFF position and the mechanic will fill you up.

OFF: The oxygen system is off and cannot be used. This selection is also for servicing.

AUTO:  The system will be activate if the cabin pressure exceeds 14,500 feet. To stop the system you need to lower the cabin or turn the system off.

ON: Overrides the AUTO and activates the system.The Rotary Test knob is a duplicate of the one on the center console. It is not located here in the real aircraft but we thought it would be easier to perform the preflight with-out the console open. The operation of this switch will be discussed on the console sec-tion of the manual.

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RIGHT TILT PANEL

ANTI ICE SYSTEMS

The PITOT/STATIC switches have 2 positions: ON and OFF. Both switches must be ON for the system to work properly. If either switch is OFF, then the P/S-RAT HEAT OFF message will appear in the EICAS. A loss of generator power will also cause a failure.

The WINDSHIELD switches have 3 positions: OFF, ON and O'RIDE. 

    ON: The windshields heat will cycle to keep the windows at the normal operating level.

    O'RIDE: Provides continuous power to the windshields.

Both windshield heat switches must be out of the OFF position for the W/S TEMP test to work on the rotary test knob.

The W/S AIR, STABILIZER and SLAT switches are all ON/OFF switches.

The WING XOVER switch has 2 positions: NORM and XOVER

    NORM: each wing is supplied with bleed air from the respective engine. 

    XOVER: Allows the opposite engine to supply bleed air to the wing ice system.The ENGINE anti ice switches have 2 positions: ON and OFF. When the switch is in the ON position and the IGNITION switch is in the normal position, there will be an IGN annunciation above the respective N1 display on the EICAS screen.

CAS Messages: P/S-RAT HEAT OFF The PITOT/STATIC switches have 2 positions: ON and OFF. Both switches must be ON for the system to work properly. If either switch is OFF, then the P/S-RAT HEAT OFF message will ap-pear in the EICAS. A loss of generator power will also cause a failure.

The WINDSHIELD switches have 3 positions: OFF, ON and O'RIDE. 

    ON: The windshields heat will cycle to keep the windows at the normal operating level.

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    O'RIDE: Provides continuous power to the windshields.

Both windshield heat switches must be out of the OFF position for the W/S TEMP test to work on the rotary test knob.

The W/S AIR, STABILIZER and SLAT switches are all ON/OFF switches.

The WING XOVER switch has 2 positions: NORM and XOVER

    NORM: each wing is supplied with bleed air from the respective engine. 

    XOVER: Allows the opposite engine to supply bleed air to the wing ice system.

The ENGINE anti ice switches have 2 positions: ON and OFF. When the switch is in the ON position and the IGNITION switch is in the normal position, there will be an IGN annunciation above the respective N1 display on the EICAS screen.

CAS Messages: P/S-RAT HEAT OFF

HYDRAULICS AND EXTERIOR LIGHTS

The hydraulic system contains an electric auxiliary pump and 2 engine driven pumps. The aux pump requires generator power to operate. The hydraulic system has an A and B system and are separate from each other. The aux pump will pres-surize both systems when activated. With the aux pump off, the left engine pump will pressurize system A and the right engine will pressurize system B. 

The AUX PUMP is and ON/OFF switch. There must be generator power available to operate this pump.

The PUMP A switch has 2 positions: NORM and UNLOAD.

CAS Messages: HYD AUX PUMP ON

    NORM: The system is closed and will pressurize when the AUX  pump or Left engine pump is operating.

    UNLOAD: The system is open and cannot be pressurized.

CAS Messages: HYD PUMP UNLOAD A, HYD PUMP UNLOAD B

Other hydraulic related CAS messages: HYD VOLUME LOW L, HYD VOLUME LOW R

The ANTISKID switch has 2 positions: NORM and OFF. The switch is usually left in the NORM position.

    NORM: Antiskid is active with the gear in the down position.

CAS Messages: ANTISKID FAIL

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LIGHTS

The RECOG, NAV and TAIL FLOOD switches are ON/OFF switches.

THE GRD REC-GRD REC/ANTI COLL switch has 3 positions: OFF, GRD REC and GRD REC/ANTI COLL.

    OFF: Both strobes and beacons are off.

    GRD REC: The beacon is ON.

    GRD REC/ANTI COLL: The beacon and strobe lights are on.

The SEATBELT switch has 3 positions: OFF, SEAT BELTS and PASS SAFETY.    If power is available then the switch will ding as you change positions.

PRESSURIZATION

For the purposes of simulation, the pressurization system has 2 modes of operation: NORM and ALT SEL.

The pressurization panel needs air to pressurize the cabin. The air comes from the air conditioning system. To operate properly an engine needs to be running and the respective bleed valve and pack must not be in the off position. Normal operation is from both left and right systems but the system will run with a combination of 1 engine the respective bleed valve and the respective pack or the opposite pack with the isolation valve open. Operation:There are 2 modes: NORM and ALT SEL. In the auto mode everything is automatic except the rate control in the upper right corner of the gauge. The default setting is 500 feet per minute. By turning the knob clockwise you can go to 1000 fpm and counterclockwise sets 100 fpm. The adjustment is in 100 foot increments. The NORM mode can be used for op-erations into and out of airports with elevations of 8000 feet and below.

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In the ALT select mode, you are responsible for setting the target altitude for the pressurization system. On the ground you will set 1000 feet above your cruise altitude in the round pressurization gauge using the lower left knob. The outer ring is the cruise altitude and the inner ring tells you what your cabin altitude will be at that altitude. Once you start your decent, you need to keep setting 1000 feet above your clearance altitude until the inner ring is 500 feet above your landing field elevation. Once you reach this point, you are done setting the pressurization. The DUMP VALVE is operated as follows:

OPEN/CLOSE COVER: Click on the center mouse area. With the cover open, clicking on the center area will move the switch to the closed position and close the cover.

MOVE SWITCH: Click on the upper or lower mouse area with the cover open to move the switch in the desired direction.

If you lose air or activate the dump valve, the aircraft will de-pressurize. 

The yellow arc in the pressurization gauge indicates that special procedures are to be followed. If you are operating at an airport that is above 8000 feet, then you must use the ALT SEL mode. By using this mode you are raising the cabin alti-tude at which the CABIN ALT warning will sound. When using the ALT SEL mode, the CABIN ALT will sound at 14,500 feet instead of the normal 10,000 feet. The ALT SEL mode also inhibits the CABIN ALT message. After depar-ture, you must continue to operate in the ALT SEL mode until the needle is out of the yellow arc. At this time you can go back to the NORM mode. 

CAS Messages: CABIN ALT, CABIN ALT

The left indicator will give the cabin altitude and the differential pressure. The large needle indicates cabin altitude in 1000's of feet. The small needle indicates differential pressure. The right indicator displays the rate at which the cabin is climbing or descending.

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AIR CONDITIONING AND PNEUMATIC SYSTEM

To be operational, the following conditions must be met:

    LEFT SYSTEM: 1: Left engine running, Left pack ON

                                 2: Right engine running, Isolation valve open, Left pack ON.

                                 3. APU running. APU bleed valve open, Left pack ON.

    RIGHT  SYSTEM: 1: Right engine running, Right pack ON

                                      2: Right engine running, Isolation valve open, Right pack ON.

                                      3. APU running. APU bleed valve open, Right pack ON.

    Condition 2 is the proper set up for a cross start without the APU running.

L-R ENG BLD AIR selectors have 3 positions: OFF, LP and HP/LP.

    OFF: Bleed valve is closed

    LP: Low pressure bleed valve is open

    HP/LP: Low and high pressure bleed valve are open. The supply temperature will increase.

CKPT and CAB PAC switches have 3 positions: OFF, ON and MAN

    OFF: pac is OFF

    ON/MAN: Manual was not included. Both of these selections will run the AUTO mode.

The ISOLATION valve has 2 positions: CLOSED and OPEN

    CLOSED (vertical): The left and right systems are not connected.

    OPEN (horizontal): The left and right systems are connected.

The TEMP SELECTORS are pretty straight forward. There is a delay when you select the new setting so you need to give the system time to adjust before you make additional adjustments.

The digital display at the top of the gauge is controlled by the selector right below it. The selector has 4 positions: CKPT, CBN and 2 SUPPLY settings.

    CKPT: Displays the temperature in the cockpit.

    CBN: Displays the temperature in the cabin.

    SUPPLY: Displays the temperature in the respective supply system.

Air is supplied to the aircraft through the engines. The each engine has a bleed valve that is controlled by the L-R ENG BLD AIR selectors. The air is the routed to the pack selectors. The packs must be ON for the air to reach the Air conditioning system. The pack mixes conditioned air with bleed air to produce the desired tem-perature. The temperature is controlled by the CKPT/CABIN TEMP SEL selectors. There is an ISOLATION valve that connects the bleed lines before they get to the packs. This selector is usually closed. If open, bleed air from one side can transfer to the other to operate that system.

WARNING! The two PAC switches must be “ON” for the aircraft to pressurize!

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Citation X FMC: Features and Operation.

FMC

NAV

There are 2 FMC's in the Primus 2000 system. In the Eaglesoft Citation X, the FMC's do not have active navigation capabilities. The Flight Plan page does display information about the current waypoint but you cannot create flight plans with these units. They do have the rest of the functions of the real FMC. The FMC has 4 main page areas, PERF, NAV, FPL and PRG. These areas can be accessed using the labeled buttons on the FMC. These areas may have more than one page associated with them and the manual will de-scribe the features and functions of each page. Pressing these buttons will bring up the associated page regardless of the page you are viewing. The Citation X is equipped with 2 FMC and the they can be operated independently. They do communicate with each other and if you enter information in one unit it will also be transferred to the other unit.

The amber areas indicate the active buttons on the Eagle-soft FMC. The buttons on the side of the screen are called Line Select buttons and will activate certain features de-pending on the page. They are referred to as L1, R1 etc. and will be referenced as so in the manual. The numeric pad will display numbers in the scratchpad as shown above. Based on the page being displayed, the respective line select key will transfer that number to the field next to it. Once the data has been transferred, the scratchpad will clear. The CLEAR key can also be used to clear the scratchpad.  If you want to transfer the value of '0' to a field, there is no need to enter 0 in the scratchpad, just hit the line select key next to the field. The line select keys can also be used to go to different pages from the page that you are viewing. If this option is available, then there will be the page name at the bottom next to the L4 or R4 line select key. If more than one page is indicated by the page numbers at the top right of the screen, you may switch pages using the PREV and NEXT keys.

The NAV area has a total of 5 pages, 4 of which can be accessed from the NAV index. The NAV button displays the NAV index page Using the line select keys you can access the page you would like to view.

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The IDENT page is the default page that is displayed when the FMC is powered up. From this page, you can confirm that the active database is current and the date and time are also current. If you want to go back in time to November 12 ,1955, then the database should read correctly. This page is information only, there are no changes that can be made.

This LAST POS gives the position of the FMC when the plane is loaded. During pre-flight you should load it in the FMC using the R1 key. This is depicted in the right picture.

The FLIGHT SUMMARY page give basic information about the flight. When the FMC is loaded, all areas will be blank or with values of 0. When the aircraft takes off, the zulu time will be displayed under the T/O field. The enroute will display 00+00 and will keep track of flight time in hours+minutes. When the aircraft lands, the zulu time will be displayed in the LAND field. The AVG GS displays the average ground speed from the time the aircraft leaves the ground. Using the average ground speed and the flight time, the FMC will calculate the number of miles you traveled over the ground and display it in the DIST->GROUND field. This page is information only, there are no changes that can be made. Now at the end of the flight you can fill out your paperwork. :)

Displays the current position of the FMS. The L1 key gives you access to the 5th NAV page that is not available on the INDEX page. This page is information only, there are no changes that can be made.

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PERFORMANCE

 

Basic VOR/DME information for NAV 1 and NAV 2. This page is information only, there are no changes that can be made.

There are 2 pages in the PERF area. Pressing the PERF button brings up the INIT page and then the speed page can be displayed with the R4 key. The amber boxes indicate the fields that can be changed. The above picture is the default initialization of the per-formance page. To input data, thpe it into the scratchpad and then hit the respective line select key. Normally there is no need to change the Basic Operating Weight of the aircraft but if you need to, the option is there. The Boxes in the fuel field indicate that that information is required. You will not be able to use the automatic function of the V speeds unless there is a number in the fuel Field. 

Note: you enter the number of passengers and not the passenger weight. The weight is automatically calculated.

Example of a loaded performance page.

The V speed page is displayed using the R4 key on the performance page. The left screen shows the default fields and the active keys. Pressing the lines select keys will toggle the information as displayed in the right picture. As noted above, there must be a value in the fuel field of the performance page or the speeds will be 0. The speeds are based on the Gross weight from the performance page. This is important because of the saying "Garbage in = Garbage out". If the perfor-mance page is wrong, then the speeds will be wrong.

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FLIGHT PLAN

 PROGRESS

The Progress page area contains 3 pages, two progress pages and an Air Data page. The first progress page is accessed by pressing the PROG button. You can access both pages by using the PREV and NEXT buttons. The first page displays in-formation about the current waypoint. The FUEL field displays the projected fuel at the waypoint. It gets its information from the performance page so if it displays 0 or a number less than you expect, check the fuel values in the performance page. TOC is the distance it will take to reach the altitude in the autopilot at the aircraft's present performance. Page 2 dis-plays more progress information. The XTK displays how far the aircraft is from the GPS course centerline. DRIFT is the wind drift in degrees. True track and True heading are also displayed. These pages are information only, there are no changes that can be made.

We hope you enjoy the Eaglesoft FMC. Although it does not contain Navigation functionality, it is packed with other fea-tures.

The Flight Plan page consists of a single page displaying information about the current GPS waypoint. The SPD/ALT field displays the auto-pilot speed and altitude select variables. These values can be changed using the scratchpad and the R1 key. Any number less than 1000 will be interpreted as a speed and al numbers above 999 will be interpreted as an altitude.

The AIR DATA page can be accessed with the L4 key from either Progress page. This page displays basic air data informa-tion and is pretty straight forward. This page is information on-ly, there are no changes that can be made.

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Citation X PFD: Features and Operation.

PFD

 

This gives a general description of the PFD. THE STD button sets 29.92/1013 on the altimeter. The normal indications were not labeled. The RA/BARO button toggles the BARO/RA display to the left of the altimeter setting. The PFD is pro-grammed with takeoff logic that affects several different items. The takeoff mode is activated on the ground and is deacti-vated when the airspeed exceeds 230 knots. The takeoff mode will be mentioned several times in the manual. 

The Primary Flight Display (PFD) has all of the major flight instru-ments on one display. The following section will describe all the ele-ments of this display.

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The HSI can be changed from ROSE to ARC mode by pressing the PFD HSI button on the mode panel. The green HSI needle indicates VOR navigation and the Magenta HSI needle indicates GPS navigation. The other buttons on the Mode panel are described in the other documents. When in arc mode and the heading bug is not in view, a small blue arrow will be displayed to show you the shortest turn to that heading.

 When you are in the GPS mode and ILS frequency is tuned in the RMU, a white localizer is displayed. This course can be adjusted using normal means and the white CRS text. This allows you to set up your approach without exiting the GPS mode. When the NAV button is activated the white HSI course will change to the normal Green course needle.

When BARO is selected the altitude tape will display the blue MDA line as displayed above. When you descend below the BARO setting, the white BARO will change to BARO. The line and the orange BARO will not display during takeoff mode. When RA is active, there is no indica-tion in the altimeter tape. When you descend below the RA setting, a MINIMUMS will display in the horizon and the radar altimeter will change to orange as displayed above. This will not display in the takeoff mode.

The pitch limit indicator is displayed when below 1500 feet or the flaps are extended. This displays the pitch at which the aircraft will stall. When the bar in the horizon touches the limit indicator, then the aircraft will stall.

The rising Runway is only displayed below 200 feet and when an ILS fre-quency is tuned. It acts as a localizer needle and will move left and right to show deviation.

The BELOW GLIDE is displayed on an ILS approach when you are a dot and a half low and are below 1000 feet. This can be canceled on the GPWS.You can also see the cross pointer flight director in the picture above. Chang-ing flight directors is explained in the MFD manual under PFD setup. Several other features are also described in the PFD setup section.

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The PFD set gauge controls the bearing pointers and the NAV/GPS selection. The left knob controls the blue needle and the right controls the white needle. When the bearing selection is made, the respective icon will be displayed in the lower left of the PFD. If there is no signal or the signal is an ILS frequency, the needle will not show. As long as the knob is not OFF, the icon will remain on the screen. Selection of the NAV/GPS mode is made using the NAV and FMS buttons.

The PFD has a declutter mode. This mode removes data from the PFD when the pitch is greater than 20, the pitch is less that -30 or the bank is greater that 65 degrees. The following is a list of items removed in the declutter mode.

Flight director mode and annunciations, marker beacons, localizer and glideslope scales, speed bugs and readouts, Radio altitude and RA set,  Altitude select data, Flight director arrow, MDA bug and readout.If the aircraft stalls, the stick pusher is activated and a message is displayed in the horizon similar to the MINIMUMS message. The V speed display on the PFD is described in the MFD document.

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Citation X MFD: Features and Operation.

MFD

The Multi Function Display has many features that make flying a lot easier. In this Section we will explain all the features and we will also reference the other systems that are directly related to the MFD. The first thing we will do is give the ba-sic display and a description of the screen. The more obvious items will not be labeled.

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The green ALT LEVEL LINE displays the position on the map that you will be when you level the aircraft at the selected altitude. This line uses the current performance of the aircraft. The ALT LEVEL LINE is only available in the FMS MAP mode.

There are 3 main options for the Navigation portion of the screen. NAV1, FMS1 or a TRUE NORTH up mode that is only available when you are using the GPS. To change from NAV1 to FMS1, use the panel above the PFD. This panel also turns the bearing pointer needles ON/OFF as well. The above picture shows the FMS (GPS) mode and the following pic-tures show the other 2 modes. To select the TRUE NORTH mode, use the MODE Select panel.

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MENU

PFD SETUP

MFD SETUP

The VEC for the wind will display a needle with the wind direction and velocity. When XY is selected, the wind is displayed in HEADWIND/TAILWIND and LEFT/RIGHT crosswind components.

The Menu consist of a one main page with many selections that will take you to options for that selection. To make a selection just push the button located below the selection. If there is a white box around the selection then that means that the selection is active, If there is a blue box around a selection, then you need to enter data into that field. The left RTN button will take you back to the MAIN menu. I will explain each selection separately. Following is the main menu.

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ET/FT TIMER

There are three timer modes included. They include a regular stop watch, a Flight Time mode and a time set mode. The stop watch mode is con-trolled by the ET button only. This Button will activate the timer and dis-play 00:00 under the clock if no mode is selected or if FLT TIME is active. Once the timer is active then pressing again will start the timer. Pressing a third time will stop the timer and a fourth push will cause the timer to reset and disappear. To start a new timer, just push to start over.

To activate the Flight Time, just push the FLT TIME button. This will display the time in hours and minutes of the flight from take off to touch down. To reset simply push the FLT RESET button.

The last mode is in my opinion the neatest. This mode allows you to set a specific time in and then count from that time down to 0. The illustration above shows the steps involved. First press the button under ET SET. This will place 00:00 in the blue box, which if you remember from earli-er, means that it is waiting for input from you. Use the mouse to set the time using the knob on the right side. Once you have the desired time in minutes and seconds then press the button again. This will put a white box around the time and also display it in the timer window under the clock. The time will stay as is. When you are ready to start the time, press the ET button. The timer will start counting and will continue to 0. When the timer reaches o, the white timer will disappear and orange flashing zeros will be displayed to advise that the timer has reached 0. If you want to erase the timer, press the ET button once to stop it and a sec-ond time to erase it. The countdown mode is displayed in white.

There is a remote ET button on the MODE select panel to the right of the PFD. This button works exactly like the menu ET button and the ET menu does not have to be open to use it. For this reason you can operate the STOP WATCH mode without ever opening the ET menu. Also you can set the timer for countdown and then return to the MAIN menu. Then when you are ready to start the countdown, you can press this remote button to start.

The V SPEED menu has two selections, T/O and LAND. The T/O takes you to the Takeoff speed menu. The first button is the MANUAL/AUTO selection. In AUTO the FMC will set the speeds. In MANUAL, the pilot must set the speeds. The setting of the speeds is the same as the ET timer. The V1 speed is illustrated above and all speeds set the same. Press the button below the speed you want to set. Then when the blue box appears, use the set knob to set the speed. When set, press the button again to put the white box around the speed, then you can go to the other speeds.

The VSPD below the airspeed tape means that at least one of the take off speeds are not set. This message is only shown on the ground. When all three speeds are set, the VSPD goes away and the V SPEEDS are shown on the bottom of the airspeed tape as shown above. The operation of these speeds will be explained in moredetail in the PFD section. The Landing speeds set the same way as the Takeoff speeds.

V SPEEDS

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Citation X EICAS: Features and Operation.

EICAS System.

The Elevator trim indicator has an air mode and a ground mode. In the above picture it is in the ground mode. On the ground you get a text display of the trim along with a green arc on the trim gauge. When you are in the takoff range the needle, T/O and the number will turn green. When in the air, the green arc goes away and the number and the T/O will also not be displayed.The lower portion of the screen contains the MENU. There is a white box that surrounds the active menu. The menu changes the information that is displayed in the area surrounded by the orange line. What is displayed above is the NORM mode. To change modes you simply press the button located below the mode you want to access. The following pictures show the different modes.

The ENG (engine) mode not only displays information in the orange area but it also displays numbers below the ITT, Oil Temp and Oil Press. Also displayed is the Bleed Valve position and the Start Pressure.

To start the engines, you must have bleed pressure. This can be provided by the APU or the opposite engine. When insufficient bleed air is available for start, theSTART PRESS will indicate the pressure in amber as shown above. When suffi-cient pressure is available for start, the START PRESS will show in green. To startengines, the START PRESS must indicate a green number and the BLD AIR VLV needs to indicate OPEN. The following conditions satisfy the engine startingrequirements.

LEFT ENGINE: 1. APU operating APU bleed valve OPEN

2. The Right engine running. Right bleed valve OPEN Isolation valve OPEN.

The word EICAS stands for Engine Instrument and Crew Alerting System. Below you will find a shot of the EICAS screen. This screen is in the Normal mode and has several things going on that you would not normally find happen-ing at the same time. This is just for illustration purposes. Most of the information on the screen is pretty self explan-atory. Those things are not labeled on the picture. If a value exceeds a limit, then the associated pointer, needle or number will turn red

RIGHT ENGINE:

1. APU operating APU bleed valve OPEN

2. The Left engine running. Left bleed valve OPEN Isolation valve OPEN.

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CAS System

As you can see from the picture the messages will always be shown with their priority. All RED messages will be at the top followed by Amber and then Blue. If a new message comes up of the same color, then the current messages will move down and the new message will be displayed on the top of the list of the same color. The only exception to this rule is the two messages L ENG SHUTDOWN and R ENG SHUTDOWN. These two messages will always be displayed on the top of the Blue messages. If a message disappears, then the rest of the messages will move up to fill the gap.

To cut down on the messages on the screen when an engine is shut down by the pilot, there is logic programmed in the system. When you shut an engine down using the throttle lever, the message L ENG SHUTDOWN or R ENG SHUT-DOWN will appear. When these messages are displayed, logic inhibits the respective FUEL PRESS LOW, ENGINE FAILED, OIL PRESS and GEN OFF messages. If the engine is shut down and you lift the throttle to the start position and the starter is not engaged, then the FUEL PRESS LOW, ENGINE FAILED, OIL PRESS and GEN OFF mes-sages will appear and the L ENG SHUTDOWN or R ENG SHUTDOWN will go away.

Below is a list of messages in the system and the conditions that will display them. If there is a message for right and left sides then that will be noted with a L - R and an * at the end of the message instead of writing both messages out.

Warning Messages - 12L - R OIL PRESS* - oil press is below 35 psi. INHIBITED with the respective ENG SHUTDOWN message.

CABIN ALT - Cabin altitude is above 10,000 feet.

GEN OFF L-R - This is actually just one message and it means BOTH generators are off line. INHIBITED with either ENG SHUTDOWN message

NO TAKEOFF - Throttles above 60% and - Flaps not in takeoff range (less than 5 or greater than 15) or spoilers ex-tended or Parking Brake On. INHIBITED in the air

ENGINE FIRE L - R* - You guessed it, You’re on fire.

APU FIRE - APU is on fire

ENGINE FAILED L - R* - Your engine is not running with the throttle lever out of the "OFF" position. INHIBITED with the respective ENG SHUTDOWN message.

FUEL PRESS LOW L - R* - Fuel pressure to respective engine is low. INHIBITED with the respective ENG SHUT-DOWN message.

CAS stands for Crew Alerting System. The Primus 2000 system that is in the Citation X has 4 levels of warning. RED, AMBER, BLUE and WHITE. There are a total of 46 messages in the Eaglesoft CAS system.

RED - Warning - Requires urgent or immediate pilot awareness or action.                                                                                                   

AMBER - Caution - Requires pilot action or awareness, but that action need not be urgent.                                                                                    

BLUE - Advisory - Indicates crew awareness is required. Future crew action may be re-quired but no immediate responses are necessary.    

WHITE - Status - Indicates an operational status or aircraft system status, which war-rants crew awareness.  *For our purposes, white and blue messages will all be displayed as blue messages.

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AMBER Messages - 16MAIN EXIT OPEN - Cabin door open

CBN VENT DOOR OPEN - Small vent door on the cabin door is open - normal when the main exit is open.

HYD PUMP UNLOAD A - B* - Respective hydraulic unload valve is open.

FUEL IMBALANCE - Imbalance of 400 pounds or more between the wing tanks.

FUEL LEVEL LOW L - R* - On the ground when the respective wing tank are below 500 pounds. There is a 30 sec-ond delay on this message to prevent the message coming on directly after touchdown.

GEN OFF L - R* - Respective generator is OFF. INHIBITED with the respective ENG SHUTDOWN message.

SPEED BRAKES - Speed brakes extended below 500 feet AGL.

CABIN ALT - Cabin altitude is between 8,500 feet and 10,000 feet.

FUEL XFEED ON - Fuel cross feed is on and the opposite wing tank has imbalance of +50 pounds or more. In other words you forgot to turn the cross feed OFF. :)

CTR XFER OFF L - R* - Center tank has fuel and the respective transfer switch is OFF.

HYD VOLUME LOW L - R* - Hydraulic volume has fallen below 16% in the respective tank.

BLUE Messages - 18L - R ENG SHUTDOWN*- Respective engine is not running and the Throttle lever is in the OFF position. This mes-sage inhibits the respective OIL PRESS and GEN OFF messages.

NO TAKEOFF - Throttles are below 60% and - Flaps not in takeoff range (less than 5 or greater than 15) or spoilers ex-tended or Parking Brake On. INHIBITED in the air.

APU - The APU is running.

APU GEN OFF - The APU is running and the APU generator is OFF.

PARK BRAKE ON - The parking brake is ON.

P/S-RAT HEAT OFF - Pitot heat is OFF.

HYD AUX PUMP ON - The electric hydraulic pump is ON.

LOAD SHED OVRD - The load switch is in the OVRD position.

SPEED BRAKES - The speed brakes are extended and the aircraft is above 500 feet AGL.

FUEL XFEED ON - Fuel cross feed valve is OPEN.

FUEL BOOST ON L - R* - Respective electric boost pump is ON.

FIRE BOTTL LOW L - R* - Respective fire bottle has been discharged or is low.

FIRE BOTTL LOW APU - APU fire bottle discharged or low.

GPWS G/S CANCEL - The GPWS glideslope cancel button has been pushed.GPWS FLAP OVRD - The GPWS flap override button has been pushed.

FLIGHT IDLE L - R - The GROUND IDLE switch is in the HIGH position.

37

Citation X RMU: Features and Operation.

RMURadio Management Unit

RADIO

There are 2 RMU's on the Citation X. The RMU has 4 pages: NAV/COM. Navigation and 2 Engine pages. Each will be explained below. The picture below indicates the active mouse areas on the control head. The buttons on the left and right side of the screen are called Line Select keys. From now on when one of these keys is referenced in this manual, they will be referred to as L1, L2 etc.

The yellow mouse areas will change the values of the item that has the yellow box around it. This will be explained in each sec-tion and the mouse areas will be referred to as 1,2,3.

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This is the test page. This page is displayed on power up or when you load the aircraft and the aircraft is on the ground. The test takes approximately 15 seconds. It can be cancelled using the TST key and can be activated at any time by pressing the TST key. The circle indicates the test time. As the test progresses, the circle will fill up with yel-low in a clockwise direction. When the circle is full, the test is over and the screen will disappear.After the test, the RMU will default to the RADIO page. The other pages can be ac-cessed using the PGE key. Pressing the PGE key will bring up the PAGE MENU.

Once the PAGE MENU is displayed, you can go to the desired page by pressing the respective Line Select key. The RETURN selection will take you back to the page you were on when you hit the PGE key.

This section will describe the Left RMU. The right has the same function with NAV 2/COM 2. The RMU's use a preset function for the NAV and COM frequencies. The yellow box indicates what is the active selection. The active selection can be changed using the yellow mouse areas on the knob. The active selection can be changed between COM/NAV/ATC/ADF. This is accomplished by using the line select keys adjacent to the desired selection: L2, R2, L3, R3. The de-fault selection is COM. If there is no activity for 20 seconds then the selector will move back to the COM preset. To change the frequency you will use mouse area 1 for changing the fractional values and are 2 to change the whole numbers. Once you have the desired COM frequency set, you can make it active by hitting L1. You can hit R1 to swap the NAV frequencies. The TX at the top of the COM box indicates which COM is active, 1 or 2. This will either be at the top of the LEFT or the RIGHT and not both. The SQ at the top of the COM box indicates that the squelch is on. The will be also be a static noise when this mode is ON. This can be turned ON/OFF using the SQ key.

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ATC

ADF   

    

     

NAVIGATION

Pretty simple. To change the active code you need to hit L3 to activate the ATC code by putting the yellow box around it. Then you can change the code. Mouse area 3 will change the first digit.  Mouse area 2 will change the 2nd digit and Mouse area 1 will change the last 2 digits of the code. Hitting L4 will cycle the transponder between STBY and ON. Either RMU can be used to change the transponder code or turn the transponder ON/OFF. Changes will be displayed on both RMU's. The little green box is where the reply light will show when the transponder is on. The yellow light will flash when the transponder is replying

The ADF is pretty straight forward. To change the frequency, hit R3 and the use the yellow mouse areas. Mouse area 3 will change the first digit. Area 2 will change the 2nd digit. Mouse area 3 will change the last 2 digits. The frequency can be changed with either RMU and the changes will be displayed on both RMU's

This is the standby navigation page. It is accessed using the PAGE MENU. The left RMU displayed navigation data for NAV 1 and the right RMU displayed navigation data for NAV 2. The yellow box operates the same way as the radio page. The 2 se-lections that can be changes from this page are the HSI course and the ADF fre-quency. Once again the default on this page is the CRS since that is the mouse used function. If you have the ADF se-lected and no action is taken in 20 sec-onds, the selector will go back to CRS. The CRS can be adjusted by using mouse area 1. The VOR/ADF bearing pointers can be turned OFF/ON using keys L4 and L5. The text indicates if the pointer is se-lected ON or OFF and not that you have a

good frequency. The needle showing on the course indicator and a bearing number above the text indicates the pointer is receiving good information. You will notice that the ADF pointer is missing and the bearing is also missing. This indi-cates that the ADF pointer is selected ON but is not receiving the selected frequency. The VOR and ADF ARROWS indi-cate that the head (to the station) of the bearing pointer is off the screen. The arrow indicates the direction to turn to go the station. There are arrows on both sides of the screen and only one will be visible at a time. The Glide Slope scale and pointer will only be visible when a Localizer frequency is tuned in the NAV radio. Because of the use of Standby (preset) frequencies, you are not able to change the NAV frequency from this page. This is a limitation in FS. In the real thing, you can select NAV and then change the frequency. Since FS will not allow you to use both standby and non-standby in the same aircraft, you will have to go to the RADIO page to change the frequency.

to an ATC interrogation. The ID indicator at the top of the ATC box indicates that the Identification mode has been acti-vated. This mode will run for 18 seconds. When the identification is done, the indicator will disappear. The ATC Identifi-cation mode can be activated using the ID key. The ID will be displayed on both RMU's regardless of which one you use to activate this mode.

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ENGINE PAGE 1 

ENGINE PAGE 2

This page contains the main engine instrument information. If power is lost to the EICAS screen then this page is auto-matically displayed on the LEFT RMU. Once the page is displayed, you can change pages if you desire. The red numbers indicate that a limitation has been exceeded. The Fuel Quantity is displayed in LEFT/CENTER/RIGHT. The Cabin Altitude is white under normal conditions. It will change to AMBER if the Cab Alt is between 8,500 and 10,000 feet and will turn RED if the Cabin Altitude exceeds 10,000. Pressing the L6 key next to the green PAGE 2 will display ENGINE PAGE 2.

This page is pretty simple. Normal readings are white and RED readings indicate a low value. This page is displayed on the RIGHT RMU if power is lost to the EICAS screen. Pressing the L6 key next to the green PAGE 1 will display the ENGINE PAGE 1.

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CONSOLE

The RMU's are covered in their own section.

This radio is intended to be used for standby purposes. It works just as any other com radio would. 

    EMRG: Automatically displays 121.5 in the active frequency

    SQ: Activates the squelch.

    The top left button is used to swap frequencies.    GROUND COMM: This button will activate the radio on the ground when you have only battery power on the aircraft. There is no need to have the avionics on for this to work. This is intended to be used to pick up your ATIS and clearance without having to turn everything ON. You must have the BATTERY switches ON to use the ground comm function.

STANDBY RADIO

ELEVATOR TRIM

The standby trim will only operate when it is turned ON. To turn ON you must operate the RED guarded switch as follows:

    OPEN/CLOSE COVER: Click on the center mouse area. With the cover open, clicking on the center area will move the switch to the closed position and close the cover.

    MOVE SWITCH: Click on the upper or lower mouse area with the cover open to move the switch in the desired direction.

When the system is activated, moving the NOSE DOWN/NOSE UP switches will activate the elevator trim. Closing the guarded switch will turn the system OFF.

The autopilot wheel operates in the same way as the one on the autopilot panel. The FLIGHT CONTROL shutoff switches are lights only.

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FLAP LEVER

The flap lever has 5 positions: UP, SLATS ONLY, 5, 15 and 35. Clicking at the top of the indicator will move the flaps 1 selection up and clicking at the bottom will move the flaps 1 selection down. With no hydraulic pressure, you cannot change the position of the flaps or slats.

MISC

TAXI and LANDING lights are pretty straight forward.

ENGINE SYNC: Switch has 2 positions: OFF and FAN. When the switch is in the FAN position, a annunciation will be displayed on the EICAS above the target

FAN setting. The annunciation can be white or blue depending on the situation. The White annunciation is displayed when the SYNC is ON and the N1's are separated by more than 3 percent. The Blue annunciation is displayed when the SYNC is ON and the N1's are within 3 percent of each other.

NOTE: So there was no confusion between the fuel cutoff and the light switch mouse areas, the LIGHTS and ENGINE SYNC mouse areas were moved to the text areas above the respective switch.

The X has 2 idle settings, GROUND IDLE and FLIGHT IDLE. When the GRD IDLE switch is in the NORM position, the aircraft will automatically change to FLIGHT IDLE when the aircraft is airborne. On the ground, the aircraft will be in GROUND IDLE. Placing the switch in the HIGH position will place the aircraft in FLIGHT IDLE and the FLIGHT IDLE message will be displayed. This is normally used for touch and go's so the engines will stay at a higher speed.

CAS Messages: FLIGHT IDLE

AUTOPILOT CONTROL

The altitude, course and heading functions work as you would expect with the following additions. On the course knob, if you click and hold the mouse button in the orange area, the course needle will swing and give you the direct course to the station. If the needle has to swing a long way around then the needle will start jumping left and right when it gets close. If this happens, release the mouse and then hold it down again. Now the needle will move to the direct bearing to the station. Clicking the center of the heading knob will automatically set the heading but to the current heading. The areas outside the orange box will operate as the normal course and heading adjustments.The left autopilot set operates the same way except it has no altitude knob.

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ROTARY TEST

    SMOKE/DET: Master Warning Lights and Chime.

        CAS Messages: BAGGAGE SMOKE

   LDG GR: Gear Indicator Lights, Gear Warning Horn.

    FIRE WARN: Master Warning and Caution Lights, Fire Bell, Fire Push Buttons, Bottle Armed Lights.

        CAS Messages: ENGINE FIRE L-R, FIRE DETECT FAIL L, FIRE DETECT FAIL R

   THRUST REV: Reverser Lights

    FLAP: Master Caution Lights and Chime, Flap Reset Light, Flap Indicator changes to Amber.

        CAS Messages: FLAPS FAIL

   W/S TEMP: Master Caution Lights and Chime.

        CAS Messages: WSHLD HEAT INOP L, WSHLD HEAT INOP R, WSHLD O'TEMP L-R

            NOTE: BOTH windshield heat switches must be ON for the test to work.

    OVERSPEED: Overspeed Horn, Master Caution Lights,

        PFD Indications: Altitude: +1000feet

                                  Vertical Speed: +5000 fpm

                                  IAS/mach: 350 knots/ .790M

                                  ADC TEST annunciation

        CAS Messages: FADEC FAULT LA, FADEC FAULT RA

    AOA: Master Warning Lights and Chime, Master Caution Lights, AOA indexer lights.

        CAS Messages: AUTO SLATS FAIL, MINIMUM SPEED, AOA PROBE FAIL L-R, STALL WARN L-R.

    ANNUN: Master Warning Lights, Master Caution Lights, Any Optional Lights.

        CAS Messages: HYD PUMP FAIL A-B, OIL PRESS LOW L-R, FUEL PRESS LOW L-R

The rotary knob is used during the preflight to test various systems and lights. A list of the events for each selection is listed below.

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THROTTLES AND SPOILERSThe spoiler handle has 3 positions: DOWN, ARMED and EXTENDED.You can use the keyboard or you can click on the areas shown above to set the spoilers.

ARMED: The lever will be abeam the white mark

The above picture shows the mouse areas to toggle the fuel valves. The left throttle is in the idle position and the right le-ver is in the cutoff position. The levers must be in the idle position before you can go to cutoff. The fuel valves on the fuel panel will also perform this function. When the fuel levers are in the cutoff position, they cannot be moved with your throttle slider or F3/F4 keys.

RUDDER AND AILERON TRIM

The aileron trim has no indication. To activate the aileron trim, click the aileron switches in the desired direction.

The rudder trim has a knob and an indicator. Click on the left or right side of the knob to activate. Both trims can be adjusted by clicking or holding the mouse down un-til you get the desired result.

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MISCELLANEOUSMODE PANEL

The PFD HSI, ET and MFD MAP functions are described in the PFD and MFD sections of this manual.

The CB button will bring up the Circuit breaker panel as shown below.

The circuit breakers are operated by clicking the desired breaker and it will pop out and that system will no longer be functional. The circuit breakers that are included in the Eaglesoft Citation X are:    

    RMU 1, STBY NAV/COM, FMC 1, GPWS

    RMU 2, STBY HSI, FMC 2, GEAR HORN    PFD 1, MFD 2, EICAS, SPEED HORN

AUDIO PANEL

The active buttons are indicated by orange squares. The active buttons will be indicated by a green light. The green lights are dimmed using the DIM/BRIGHT toggle switch

AOA AND INDEXER

The AOA indicator is electrically driven and the absence of electrical power will produce the OFF flag. At flap settings of 15 and below the white bug will indicate .6. At flap settings greater than 15 the white bug will indicate .7. When the nee-dle reaches 1.0 the aircraft will stall.

The Indexor consists of a green circle with red and yellow arrows. In the Eaglesoft Citation X this indicator displays the difference in the aircraft airspeed and the speed set in the autopilot.

    RED ARROW: The aircraft is more than 10 knots slower than the autopilot speed.

    GREEN CIRCLE: The aircraft is within 10 knots of the autopilot speed.

    YELLOW ARROW: The aircraft is more that 10 knots faster than the autopilot speed.

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MASTER WARNING/CAUTION SYSTEMWhen a message displays on the EICAS system, the respective Warning/Caution light will start to flash. If you press the respective button, the light will extinguish. When in the air, the light is associated with a Warning/Caution chime. The caution chime will play and then silence. The Warning chime will play until the button is pressed or the condition is corrected. If the condition is corrected before you press the button, the light will extinguish. I multiple messages display, you will have to press the button once for each of the same color of message. 

    NOTE: When the red NO TAKEOFF message appears, you can cancel the light, but the chime will play until the condition is corrected.

AUTOPILOT POP UP CONTROL

The left picture is the normal gauge above the EICAS in the Citation X. For the convenience of the simmer, We decided to add an autopilot pop up gauge to make flying the aircraft a little easier. Clicking on the lower left screw, as indicated above, will bring up the autopilot control panel. This panel operates in the same manner as the one's described in the Con-sole section. Clicking the lower left screw again will hide the pop up.

GPWS

The GPWS consists of 4 combination lights/ buttons. 

    LIGHTS

        GRD PROX: The GPWS is issuing a warning or the system is being tested. 

        BELOW G/S: The aircraft is below 1000 feet on an ILS approach and is more that a dot and a half low. This will also appear if you press the button to cancel the GLIDE SLOPE warning. 

        FLAPS OVRD: The FLAPS OVRD button has been pressed and the GPWS is operating in the reduced flap land-ing mode. This mode allows you to land with less than normal flaps and not get the TOO LOW FLAPS warning.

        ALT CALLS: The ALT CALLS button has been pressed. The GPWS altitude call outs are inhibited.

    BUTTONS

        GRD PROX: Tests the GPWS system.

        BELOW G/S: Cancels the below glide slope warning.

        FLAPS OVRD: Activates the reduced flap landing mode.

        ALT CALLS: Cancels the GPWS altitude call outs.

CAS Messages: GPWS G/S CANCEL, GPWS FLAP OVRD

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GPWS SOUNDS

BANK ANGLE: If the aircraft bank angle exceeds 40 degrees. Will reset when the bank falls below 30 degrees.

DON'T SINK: This warning is active during the takeoff mode and is active until the aircraft is above 700 feet. If the aircraft looses 10% of its altitude, the warning will sound every 5 seconds until the aircraft climbs back above thataltitude.

GLIDE SLOPE: This mode is active when a glide slope frequency is available and the aircraft is below 1000 feet. When the aircraft descends below 1½ dots low, the warning will sound every 5 seconds until the condition is corrected. This warning can also be canceled using the BELOW G/S button.

MINIMUMS: This advisory is active when the RA/BARO on the PFD is set to the RA mode. When the aircraft de-scends below the RA setting, the advisory will be played and accompanied by a MINIMUMS message in the horizon of the PFD.

SINK RATE: If the aircraft is below 2500 feet and the vertical speed is between -2500 to -3500 fpm, the advisory will sound every 5 seconds until the condition is corrected.

PULL UP: If the aircraft is below 2500 feet and the vertical speed is more that -3500 fpm, the advisory will sound every 5 seconds until the condition is corrected.

TOO LOW FLAPS: Will sound every 5 seconds when the following conditions are met: • Radar Altitude less than 200 feet. • Flaps less than 25 degrees. • Airspeed less than 190 knots.

With the FLAP OVRD button pushed the flap threshold is reduced to 9 degrees so you can perform a flaps 15 landing without getting the advisory. If you have to make a landing with less than 15 degrees of flaps, then you will have to pull the GPWS circuit breaker.

TOO LOW GEAR: Will sound every 5 seconds when the following conditions are met: • Radar Altitude less than 400 feet. • Gear Up. • Airspeed less than 190 knots.

TOO LOW TERRAIN: Will sound every 5 seconds when the following conditions are met.: • Radar Altitude less than 900 feet. • Airspeed above 250 knots. • Flaps less than 25 degrees. • Gear Up.

ALTITUDE CALL OUTS: The GPWS will make several altitude call outs when you are approaching the landing. The call outs can be canceled using the ALT CALLS button. The call outs are as follows:

1000, 500, 300, 100, 50, 40, 30 ,10

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AUTOPILOT

    STBY: cancels all flight director modes and turns the flight director OFF.

    BANK: Turns on the Half Bank mode for the flight director. This mode is only useful for hand flying. The autopilot will not utilize the half bank mode.

    FLCH: This is the speed hold mode.

    C/O: This toggles the autopilot speed bug between airspeed and mach. The green LED indicates Mach mode.

    V/S: This button changes the function of the wheel. The green LED indicates the wheel is in the vertical speed adjust-ment mode. The absence of a green LED indicates that the wheel is in the airspeed adjustment mode.    WHEEL: The upper part of the wheel increases the value and the lower section decreases the value.

GLARE PANEL

The glare panel has 2 sections: Reverse and Fire warning.

The reverse section contains 3 reverse status lights and an emergency stow switch. When the EMER STOW switch is acti-vated, the engine will not go into reverse. If the engines are in reverse and the EMER STOW switch is activated, the buck-ets will stow. The switch must be returned to NORM to get normal reversing back.

The Fire section contains a Fire Push button and a Bottle Armed button. 

    ENG FIRE PUSH: If the engine is on fire then this button will illuminate. To operate this button, you must click the button once to open the cover and then click again while the cover is open to push the button. The cover will stay open for 5 seconds and then close. Pressing this button will shut down the respective engine. This will also arm the fire bottle as indicated by the illuminated BOT 1 ARMED PUSH button. The button can be reset py opening the switch cover and pressing the button. Resetting the button will also disarm the fire bottle. 

    NOTE: You cannot start the engine with the FIRE PUSH activated.

    NOTE: This button is active at all times, it does not have to be illuminated to operate.

    BOT ARMED PUSH: When the bottle is armed, as indicated by the illuminated button, pressing the button will fire the bottle. When the bottle is fired the respective FIRE BOTTL LOW message will appear on the EICAS. Once the bot-tle is fired it cannot be reset in the air. To reset the bottle, the aircraft must be on the ground, the parking brake set and both engines are below 10% N2. When these conditions are met, then pressing the button will reset the bottle. The reset is confirmed by the FIRE BOTTL LOW message disappearing.

CAS Messages: ENGINE FIRE L, ENGINE FIRE R, FIRE BOTTL LOW L, FIRE BOTTL LOW R

Most of the autopilot functions work as usual. I will describe the functions that are different. The indicator lights can be dimmed us-ing the DIM/BRIGHT switch.

    PFD SEL: Selects the computer that controls the autopilot. A corresponding arrow is located above the horizon on the PFD. The A and B systems will reflect the computer that is being used. 

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APU

The Auxiliary Power Unit (APU) is an alternate way to provide generator power and bleed air to the aircraft when the engines are shut down. The Battery switch must be ON to operate the APU.The operation of the FIRE button is the same as the engines described above. Pressing the button will shut the APU down and if the button is activated, the APU cannot be started. Pressing the but-ton will automatically discharge the APU fire bottle. This is indicated by the FIRE BOTTL LOW APU message on the EICAS. The reset procedureis the same as the Engine fire bottle. The aircraft must be on the ground, the parking brake set and both engines below 10% N2. Then the fire button can be reset. 

    LIGHTS 

        READY TO LOAD: The APU is operating and ready to produce air and electrics. 

        BLEED VALVE OPEN: The APU bleed valve switch is out of the OFF position and the bleed valve is open.

        APU FAIL: The APU system has failed and cannot be used.

        APU RELAY ENGAGE: The APU starter relay is closed.

    SWITCHES

        APU MASTER: Turns the power ON to the APU control panel.

        TEST BUTTON: Pressing tests the APU system, The test will only stay ON as long as you hold the mouse button. The above picture shows the APU in the test MODE. The test mode is accompanied by the CAS messages: APU FIRE and FIRE BOTTL LOW APU.

        APU START 

            OFF: will shut the APU down

            START: Activates the starter when the master switch is ON. The switch is spring loaded and will return to the NORM position.

            NORM: This is the position the switch will remain in while the APU is running.

        APU DISENGAGE: This switch is usually in the NORM position and can be use during the start. The DISEN-GAUGE selection will disengage the starter and the APU will shut down. The APU will not be able to start until the switch is returned to the NORM position.

        APU GENERATOR: The READY TO LOAD light should be illuminated before turning the generator ON.

            RESET: Spring loaded to the OFF position.

        APU BLEED: The READY TO LOAD light should be illuminated before turning the bleed switch ON.

            ON: Low pressure bleed air is supplied to the pneumatic system.

            MAX COOL: Low and high pressure air is supplied to the pneumatics system. You will see an increase in the supply temperature on the Air Conditioning panel. The APU amps gauge indicates the APU generator is online.

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The Virtual First Officer is a feature that allows you to fly with a First Officer that will make certain call outs for you dur-ing various phases of flight. The Green LED indicates that the Virtual First Officer is active. Below is a list of calls and the conditions in which they will sound.

80 KNOTS: On take off when the aircraft exceeds 80 knots.

V1: On take off when the aircraft exceeds V1. This call will not sound if V1 and Vr are the same value.

Vr: On take off when the aircraft exceeds Vr.

GEAR UP: Selecting gear up.

GEAR DOWN: Selecting gear down.

ONE TO GO: When climbing or descending passing 1000 feet from the autopilot selected altitude.

29.92 ON THE ALTIMETER: When the BARO setting on the altimeter is in the HG mode and the aircraft climbs through 17,500 feet.

CHECK ALTIMETER: When the BARO setting on the altimeter is in the HG mode and the aircraft descends below 18,000 feet and is a reminder to set the local altimeter setting.

100 TO GO: When the RA/BARO on the PFD is in the RA mode and the aircraft is 100 feet above the RA setting.

SPOILERS: On the ground when the spoilers are extended.

SIX LIGHTS: On the ground when the reverse is activated. This call confirms that all 6 reverse lights (3 per engine) are illuminated.

SIXTY KNOTS: On Landing when the aircraft decelerates below 60 knots. This is the lowest speed at which thereversers should be used.

FLAP CALLOUTS:

SLATS EXTENDED, SLATS RETRACT, FLAPS UP, FLAPS 5, FLAPS 15, FLAPS 35

VIRTUAL FIRST OFFICER

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STANDBY INSTRUMENTS

STBY ALTIMETER

This gauge is totally separate from the rest of the aircraft. You will have to set the BARO setting independently of the PFD. This is a pure static instrument and is not hooked to an air data com-puter. For this reason it is not as accurate as the PFD and might be 200 to 300 feet off at altitude. This is normal. Remember, it is a standby instrument. This instrument can be lit with standby power only.

STANDBY HORIZON

The standby horizon will operate on battery power or standby power only. If power is lost, the flag will appear and the instrument will slowly start to tumble. You can cage the instrument by clicking the center of the CAGE knob. The OFF flag will also be displayed when the instrument is CAGED. Clicking on the left and right of the CAGE knob will adjust the yellow bars up and down. This instrument can be lit with standby power only

STANDBY HSIThe Standby HSI requires aircraft or Standby power. The Avionics switch must also be ON for the HSI to function. The blue needle is the ADF 1 pointer. The HSI indicator is driven by the NAV 1 radio. The course can be adjusted using the lower left course knob. If power is lost the card will freeze and the HDG flag will appear. When power is applied to the gauge and the head-ing does not match the real heading, the flag will stay in view why teh card moves to the correct heading. When the correct heading is obtained the HDG flag disappears and the instrument is ready to be used. This instrument can be lit with standby power only.

STANDBY ENGINE

This gauge displays with the loss the EICAS screen and a minimum of battery power on theaircraft. When the EICAS screen is restored, the Standby Engine gauge will clear.

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Performance: Operation

Ceiling 51,000 ft (15,545 m) maximum certifiedAirspeed Limits Vmo,350 KIAS (649 km/hr) Mmo.........0.92Pressurization Pressure Differential 9.3 psiRange 3,390 nautical miles (6,278 km) with full fuel and 36,100 lbs (16,375 kg) takeoff weightEngine Rolls Royce AE3007C1 Takeoff Thrust 6,764 lbs (30.09 kN)Outside Dimensions Wingspan 63.6 ft (19.4 m) Overall height 19.0 ft (5.8 m) Overall length 72.3 ft (22.0 m)Cabin Dimensions (with typical interior installed) Height (max. over aisle) 5.6 ft (1.70 m) Width 5.5 ft (1.70 m) Length (Pressure vessel) 28.3 ft (8.6 m)Design Weights & Fuel CapacityENGLISH (METRIC)Maximum ramp weight 36,400 lbs (16,510 kg) Maximum takeoff weight 36,100 lbs (16,375 kg) Maximum landing weight 31,800 lbs (14,424 kg) Maximum zero fuel weight 24,400 lbs (11,068 kg) Maximum fuel capacity (usable) @ 6.7 lbs/gal. 12,938 lbs (5,869 kg) Approximate empty weight* 21,700 lbs (9,843 kg) Two crew and furnishings 400 lbs (181 kg) Total operating weight empty 22,100 lbs (10,024 kg) Useful payload and fuel at ramp (over crew) 14,300 lbs (6,486 kg) Payload with full fuel 1,362 lbs (617 kg) *Approximate empty weight includes aircraft avionics, typical options, interior, engine oil, trapped fluids, and unusable fuel. Note: Performance conditions are based on the International Standard Atmosphere.

(15° Flaps) Required Field Length per FAR 25 TAKEOFF DISTANCE (ft) WEIGHT (lbs) SEA LEVEL 59°F 5000 ft 41°F 5000 ft 77°F 36,100 5,200 35,700 5,035 34,000 4,560 32,000 4,020 30,000 3,770 28,000 3,600 25,000 3,470

Time (min)    TAKEOFF WEIGHT (lbs) Alt(ft) 28,000 32,000 35,700 25,000         9     11     13 35,000         13     16     19 41,000         16     20     25 43,000         18     23     30 45,000         20     28     -- 47,000         24     --     --

Fuel (lbs) TAKEOFF WEIGHT (lbs) Alt(ft) 28,000 32,000 35,700 25,000     550     660     777 35,000     770     932     1,110 41,000     889     1,095     1,340 43,000     943     1,183     1,519 45,000     1,012     1,333     --- 47,000     1,122       ---     ---

Cruise Performance* WEIGHT(lbs) 28,000 32,000 35,000 Altitude (ft) Speed (KTAS)/Fuel Flow (lbs/hr) 37,000     525/2,772 521/2,758 517/2,752 39,000     521/2,493 515/2,476 511/2,474 41,000      516/2,241 509/2,228 504/2,217 43,000     510/2,013 502/2,008 475/1,784 45,000      503/1,806 491/1,799 --- --- 47,000     493/1,625 --- ---    --- ---

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The ideal procedure for long range cruise is to climb direct to FL 410, 430 or 450 at 275 kts. to Mach .83 and then level to build speed to Mach .865 before requesting a block of airspace and commencing a high speed gradual climb.

When you get to FL490 your going to be lighter and you’ll typically be going Mach .88 at a total fuel burn as low as 1400 lbs. When the aircraft lightens up later in the flight you’ll get up to Mach .90-.92 and, on occasion, FL510. For a short flight, with a light fuel load, climb to FL390 and fly at Mach .90

APPROACH AND LANDING:

Again no definitive specs can be found but all indications are:

With approximately 30% fuel left and default passenger loading:

Slats deployed normally under 210 knots 14 miles out 180 knots slowing to 160 knots flap 5 and slow to 150 then flap 15 Once ILS established, less than 135 knots and select full flap (35) and gear when appropriate

Final Approach between 115 and 125 knots depending on load. Nose should be angled up for final approach.

Very light loads: Over the Fence at 112 knots +/- 5 medium load: Over fence at 120 or less.

If nose is pointing down on finals you are too fast. If ILS loses glideslope in final part of approach you'll be too fast again.

Caution: Highly swept wings mean reduced roll stability at low speed and wing tips can easily contact the tarmac on the flare.

POWER:

Cleared for sustained N1 of 100% but in practice keep within 98-99%. For economy, less than this. You may need 99%+ to achieve the magical Mach .92 at very high altitudes unless lightly loaded. Please note the CX fully loaded should not be taken beyond FL430 until fuel is burnt off. If you require FL490 to FL510 it's going to take some time to get there!

Once you are 25,000 feet and above, keep a healthy forward speed to avoid getting behind the "drag curve". Normal climb after 10,000 should result in target speed of 275 knots and thereafter building to at least Mach .78 but preferably Mach .83 - .84. Climbing to very high altitudes should always be started with at least Mach .83 otherwise you will lose momentum.

We hope you enjoy your new Citation X for years to come!

Ron Hamilton, Bob Hayes, Lonny Payne, Aaron Swindle, Rob Young, and the entire Eaglesoft Development Group Team!

Contact: eaglesoftdg@consolidated.netWebsite: http://www.eaglesoftdg1.com