CAE SimuFlite Citation Bravo, Pilot Training Manual

Page: 202 / 718

3D-8
For Training Purposes Only
Citation Bravo
October 2013
The PF’s takeoff briefing, in accor-
dance with SOP, should be clear, con-
cise, and pertinent to the specific
takeoff. Set airspeed bugs according to
the SOP. Navigation aids should be
tuned and identified; the specific
courses should be set. The altitude
alerter should be set to the proper alti-
tude. When cleared for takeoff, com-
plete all items of the Takeoff checklist.
Takeoff (General)
The primary instruments for setting
takeoff thrust are the N
1
gauges.
Obtain the required takeoff power
settings from the manufacturer’s
AFM or from the CAE SimuFlite
Citation Bravo Operating Hand-
book. The manufacturer’s AFM and
Operating Manual state that this
power is set statically for normal
takeoffs and that charted takeoff per-
formance is based on such a setting.
Normal Standing Takeoff
Refer to profile on page 3D-31.
Hold the brakes firmly and advance
the throttles to approximately 80%
N
1
. Allow the engines to spool up
and stabilize at nearly equal N
1
indi-
cations before advancing the levers to
the desired takeoff N
1
. When power
is set, check engine instruments and
release the brakes smoothly. To opti-
mize coordination, the PM should
monitor the instruments and assist
with the throttles to enable to the PF
to concentrate on directional control.
At 70 KIAS or greater, the PM cross
checks the airspeed indications. At
V
1
, the PF’s right hand moves to the
control wheel in preparation for take-
off rotation.
Rolling Takeoff
A rolling takeoff may be accom-
plished when actual runway length
adequately exceeds takeoff field
length and obstacle clearance is not a
factor. Once the aircraft is aligned
with the runway, apply the brakes
and advance the throttles to 80% .
Release the brakes and adjust power
to the takeoff N
1
setting prior to 60
KIAS. The AFM takeoff field length
data and takeoff N
1
settings assume
a standing start.
Crosswind Takeoff
When required, a crosswind takeoff
may be combined with any other take-
off. Directional and lateral control
throughout a crosswind takeoff are
critical. The PF is responsible for
manipulating the control wheel and
uses the conventional aileron into the
wind technique (i.e., applying full
deflection at the beginning of the take-
off roll and slowly decreasing the
deflection as airspeed increases to V
1
).
Takeoff Rotation
At V
R
, smoothly rotate to a takeoff
pitch attitude of approximately 12°.
Smooth rotation prevents a decrease
in airspeed. Early or late rotation
degrades takeoff performance.
Rejected Takeoff
Refer to profile on pg. 3D-29. For an
abort prior to V
1
, immediately and
simultaneously apply wheelbrakes,
retard throttles to IDLE, extend the
speedbrakes, and deploy the thrust
reversers. When the thrust reversers
are deployed, increase reverse thrust
to help slow the aircraft. Deploying
both thrust reversers for an engine
failure abort is authorized. Consider
not using the thrust reverser of an
engine on fire. Use caution with
asymmetrical reverse; directional
control could be a problem.
Decrease reverser power to idle
reverse by 60 kts. However, maxi-
mum reverse thrust may be used to a