CAE SimuFlite Citation Bravo, Pilot Training Manual

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Flight Controls
Citation Bravo
Developed for Training Purposes
5E-17
March 2009
Preflight and
Procedures
Preflight
During the external inspection,
check all control surfaces for free-
dom of movement and general secu-
rity. Additionally, check the rudder
trim tab to ensure it moves in the
opposite direction of rudder dis-
placement. Check all visible hydrau-
lic lines and components for leaks.
Ensure actual positions and respec-
tive indicators agree. During the pre-
liminary cockpit inspection, ensure
that the control lock is UNLOCKED
(control surfaces should be free for
exterior inspection); the gear handle
is DOWN; the elevator, aileron, and
rudder trims are within the takeoff
trim range; and the flap handle
agrees with FLAP POSITION.
Abnormal
Procedures
The following is a brief explanation
of the abnormal procedures for the
flight controls system. The abnormal
procedures include:
n
electric trim inoperative
n
jammed elevator trim tab
n
flaps inoperative approach and
landing
n
landing with failed primary flight
control cable.
Please refer to your SimuFlite Cita-
tion Bravo Operating Handbook for
specific detailed checklists.
Electric Trim Inoperative
With a failure of the electric trim,
verify the PITCH TRIM CB is set.
With the CB set and if the electric
trim is still inoperative, continue the
flight with the manual elevator trim,
as required.
Jammed Elevator Trim
Tab
In the event of a jammed elevator
trim tab during cruise, maintain trim
speed as long as practical. On the
approach and landing phases of
flight, do not extend the flaps; use the
flap inoperative approach and landing
procedures. Do not use the autopilot.
With a jammed elevator trim tab dur-
ing a takeoff or go-around procedure,
reduce power as necessary to main-
tain 120 KIAS or less. Maintain the
current flap position. Minimum speed
is V
REF
for FULL flaps, V
APP
for 15°
flaps, or V
REF
+ 15 KIAS for flaps 0°
or Unknown. Do not retract landing
gear. Land as soon as practical.
Flaps Inoperative
Approach and Landing
The flaps inoperative approach and
landing checklist is similar to the
normal landing check except for air-
speed and adjustment of landing dis-
tance. For list of specific procedural
steps, please refer to your CAE
SimuFlite Citation Bravo Operating
Handbook.
For airspeed, use flaps 15°, V
REF
+ 8
KIAS; flaps 0° or Unknown, V
REF
+
12 KIAS. Fly “on speed” indication
on angle of attack indicator, cross
checking with airspeed indicator.
Due to the increased airspeed and
low drag configuration, the aircraft
will have an increased tendency to
“float” in ground effect. To counter
this, fly the aircraft onto the runway
using only a slight increase in pitch
(basically a level-off) to reduce the
rate of descent just before touch-
down. (Do not "flare" the aircraft.)
Touchdown attitude will be flatter
than normal and speed should not be
in excess of V
REF
+ 15 KIAS. Land-
ing field length increases approxi-
mately 20% for a no flap landing.
WARNING:
Do not attempt to
use the autopilot if the electric trim
is inoperative. The autopilot will
not be able to trim out servo torque
and disengaging the autopilot with
light servo torque could result in a
significant pitch upset.
NOTE:
After landing from a
no-flap or partial-flap approach,
push the control yoke full forward
after nosewheel touchdown and
extend the speedbrakes BEFORE
deploying the Thrust Reversers. If
not executed correctly, the deploy-
ing T/R's will lift the nosewheel off
the runway, and could cause the
aircraft to become airborne again at
extremely unsafe speeds.