Amazing way to explain the procedure. Thank you for sharing your knowledge.

@citationpro

Жыл бұрын

Thanks for watching! I'm glad you find it useful.

Really good video! I like how you showed what goes off on the panel as the engine starts. If possible please make more videos about The difference of setting in the cockpit while doing a GPU start, generator cross start and a battery start.

@citationpro

3 жыл бұрын

This video actually shows both a battery start and cross gen start. The first engine to be started is 100% from the battery. With the first engine started and generator online, the second engine start is a cross gen start. It utilizes both battery power and generator power to turn the second engine. Doing a GPU start video is a good idea. I'll add that to my list of topics to cover at some point in the future.

very intersting, thank you

Wow amazing thank you 🙏

Thanks for the great videos. You also explain and simple to understand the systems; Excellent presentation... now I know what a professional is supposed to be Captain it will be possible that you can prepare some videos Citation 560XL will be very grateful Thank you very much in advance Robin Raphael Rivera-Pomales

Very cool. Want to own a Citation in the near future. Are they relatively quiet inflight?

@citationpro

2 жыл бұрын

Yes, I'd put them on par with an older airliner when it comes to noise level in the cockpit. If you were to go without headsets and only use the overhead speaker/hand mic, it can be done, but you'd need to raise your voice a bit for call outs to be understood easily. Most of the pilots I work with wear some kind of lightweight ANR headset. The type and quality of the headset is not as important as simply having one. When communicating with passengers in the main cabin from the cockpit, we definitely need to raise our voices to the point of almost shouting.

@loub747

2 жыл бұрын

@@citationpro thanks for getting back to me. I was hoping it was a lot quieter, especially in the back for the passengers. Do most passengers wear headsets? Sorry for all the questions, I really want a SP jet someday when I retire. Preferably one less than a million. So many IIs and SIIs relatively cheap with good engine times.

@citationpro

2 жыл бұрын

@@loub747 , great questions. Most passengers do not wear headsets. Noise in the cabin is no different from the cabin on an older airliner. You don't even have to wear a headset as a pilot, but wearing one certainly makes life easier. Good luck on your future acquisition! The 500-series Citations are a lot of bang for the buck. Just remember the initial purchase price is only a fraction of the cost. Maintenance and depreciation will be large factors also.

@loub747

2 жыл бұрын

@@citationpro thanks. I’m still 5 years away. I may end up with a I, but the extra seats seem nice. The SII looks a deal, I know the engines are impossible to find, and the wing ice is strange. Still, a lot of bang for the buck. Yeah, depreciation is what it is I guess. The maintenance costs I’ll have to do some research into. I’m an airport pilot (747 for 25 years) and do some sim support in the G650. Anyways, thanks for your videos. Good info for sure.

@citationpro

2 жыл бұрын

@@loub747 Sounds like you've done your research. Without knowing anything about your budget or mission, I'd also encourage you to look at King Airs and newer Citations. If you're set on being the sole owner and pilot, a King Air will get you there almost as fast as a Citation I or II at a fraction of the operating cost. King Airs will be stuck down in the weather, but it's not like the Citation I or II will be higher than the mid-30s on anything but the longest legs so you're still going to be dodging thunderstorms. If you're open to leasing back to your local charter company, don't rule out something like an Ultra or something from the CJ lineup. By leasing back the airframe for charter, you might be able to own something considerably nicer than a II for the same budget as a II.

Thanks for the very nice video. Do you also fly the Excel? Why am I asking? I am developing an engine performance model for this aircraft (PW545 engine) and would like to know the typical values of N1 and fuel flow at minimum idle (close to ISA sea level). Based on my calc I am getting around 19% N1 and 230 pph (per engine). The N1 seems a bit too low. Any info would help. Thanks!

@citationpro

Жыл бұрын

Hi Lukas, yes, I do fly the Excel/XLS and you are not far off at all. When I trained on the Excel, I was surprised how low the N1 fan speeds were at idle compared to the 500 series Citations. I can't quote specific numbers and conditions from memory, but I can tell you a training poster from a major sim center depicts the Excel engines running at 22.1% N1 with 47.8% N2 at 1200 feet MSL and 15 degrees C for a temperature. They also depict the XLS (PW545B engine) running at 22.8% N1 with 49.3% N2 at 1300 feet MSL and 15 degrees C temperature. The AFM states the green band on the N1 tape for the Excel/XLS is marked at 20%-100% N1. I take this to mean there are operating conditions under which a 20% N1 speed is normal. I suspect this all relates to bypass ratio. The JT15D engine used in the 500 series Citations has a 2.1:1 bypass ratio. The PW545A engine used in the Excel has a 4.1:1 bypass ratio. It would make sense that a larger N1 fan relative to a smaller N2 core would spin slower at idle. More mass/drag on the N1 fan blades and less exhaust coming out the back to spin them.

@lukasdurdina882

Жыл бұрын

@@citationpro Thanks for your feedback. Very much appreciated. Indeed, older turbojets and low bypass turbofans tend to idle at higher %N2 (and %N1). This has to do with the flow stability through the compressor (axial compressors do not like running at low rpm and older axial compressors were more susceptible to stalling). Modern high bypass turbofans have much lower idle %N1 (typically 20% based on my experience). Here low rpm is needed also to maintain low idle thrust since most of the thrust comes from the bypass. The issue of compressor stability at low power is solved by variable bleed valves and stator vanes to offload the first stages of the high pressure compressor. I will have access to a Citation Excel in 2 weeks so can then check the actual numbers. What is interesting about the PW545 engine is that in the Excel, it is highly derated (3800 lbf rated thrust at N1 around 88% at ISA sea level) and it could give up to 4600 lbf (this thrust would correspond to 100% N1). So it is a fairly low stress engine.

I would like to know about the following information for the Cessna 560 aircraft. List what the main hydraulic system power. I'd appreciate it if you could tell me where I can find the information about this. Thank you so much.

@citationpro

3 жыл бұрын

In the Citation 560 (V, Ultra, and Encore) the main hydraulic system provides power to extend and retract the landing gear, flaps, speed brakes, and thrust reversers. Unfortunately there isn't much information about these systems online. The closest I've been able to find is the flight manual for the Citation Bravo at Smartcockpit.com. This would basically be the same as the 560 aircraft, except the Bravo has electric flaps rather than hydraulic. www.smartcockpit.com/aircraft-ressources/CESSNA_Citation_Bravo-Hydraulics.html If you have any other questions, I'd be happy to answer them.

Does engine oil pressure 'Rising' deserve a glance during the start sequence, or just LO OIL PRESS L or R annunciator Extinguished is good enough. The checklist for Encore says ----> 3. Engine Instruments - CHECK Normal ---> and ---> 3.b. Fuel, Oil, Generator, and Hydraulic Annunciators - EXTINGUISHED.

@citationpro

3 жыл бұрын

I would say a pilot should not worry about either item while the engine is actively starting. Focus on the ITT/N1 fan gauges to protect against a hot start or stuck N1 fan. After the start sequence terminates, check both the oil pressure gauge and annunciator light to ensure oil pressure is operating normally. These engines will run for a little while without proper oil pressure, but serious damage can occur in only a few seconds if the ITT or N1 fan don't start properly.

@N_Wheeler

3 жыл бұрын

That's a 100% answer & thank you.

Hello there, could you please send that company checklist for use on my flight sim. Txs, nice videos.

@citationpro

Жыл бұрын

Hi Carlos, I don't have digital copies of the checklists but I might be able to send you a picture later. What is the best way to contact you?

8:24 you taxi into the ramp, and cut the left engine, ... or, you start only the right engine ... the door seal is pressurized. How would you open the door in the Encore to embark or disembark a person? Some 500 series have a GND[*] selection on PRESS SOURCE, the 560s have OFF - L - NORM - R - EMER. So, how can you open the door if the DOOR SEAL annunciator is extinguished? [*] = I don't know what GND selection is for; have flown 560 only.

@citationpro

3 жыл бұрын

The door seal is nothing more than an inflatable seal which helps keep the cabin sealed tightly to maintain pressurization in flight. It's fine to open the cabin door on the ground with one or both engines running. The door seal will lose pressure as soon as the door is opened, then will automatically reinflate as soon as the door is closed. It uses bleed air from either or both engines to maintain inflation. This bleed air is simply shooting out a little port in the wall of the fuselage, into the door seal, whenever at least one engine is running. The GND mode of the pressurization source selector is completely unrelated to the door seal. Using GND mode shuts off the normal flow control valves of bleed air from the engines and opens a single valve that allows a larger volume of air into the cabin while on the ground. This is used to warm or cool the cabin faster, typically right after engine start or while waiting in line to takeoff. Does this answer your questions? I'm happy to discuss further.

@N_Wheeler

3 жыл бұрын

You answered the Door Seal question 100%, but caused another question - directly related to: I just got the engines started but I'm freezing or I'm sweating profusely (I've been both). If there is no GND selection on PRESS SOURCE, like in the Encore [OFF - L - NORM - R - EMER], how can I get more AC or more heat forced into the cabin? Both seem a trickle compared to what the compressors can deliver.

@citationpro

3 жыл бұрын

@@N_Wheeler , great question! If it makes you feel any better, the GND mode in most Citations is certainly not a miracle cure. It's still pretty anemic and I've done plenty of freezing/sweating regardless of the mode. The tricks I've used, even in NORM mode, are to get as much air flow into the cockpit as possible. Bias the flow distribution all the way to the cockpit, particularly if you're trying to get the cockpit to warm up. Turn the defog fan to high in order to force as much warm air forward into the cockpit as possible. Also remember the cockpit has huge windows. To keep it cool, you need a set of window covers. On a hot day, don't pull the covers away from the windows until you're literally sitting in the cockpit ready to start. On a cold day, park the plane in the sun without window covers and it's amazing how warm the cockpit will stay. I've had days when it's well below freezing outside and with the sun coming in, the cockpit is easily above 50 degrees Fahrenheit.

Starts a lot cooler than a PT 6

@citationpro

3 жыл бұрын

Indeed! I've never even come close to a hot start on these engines, even starting with a tailwind. They're pretty foolproof.

@kristianfletcher5497

3 жыл бұрын

@@citationpro What is your opinion on the S 550 and wet wing and what would be a reasonable speed in cruise

@citationpro

3 жыл бұрын

@@kristianfletcher5497 , unfortunately I don't have any experience with the S550. There aren't many flying compared to the other 500-series jets. Only about 150 S550 jets were ever produced. The only thing I can say with regard to speed, is not many operators buy Citations of any kind for their speed. It's usually about ease of flying, passenger comfort, short field capabilities, etc. They are incredible airplanes, but they are all on the slower end of the spectrum compared to other jets.

@kristianfletcher5497

3 жыл бұрын

@@citationpro Well I am enjoying you stuff. Thanks a bunch

Hi! thank you for this video! There's any chance you share with me the manual of Citation C560? It is just for a personal educational purpose. I will really appreciate it. Please tell me if it's possible and I will give you my email. Best regards!

@citationpro

2 жыл бұрын

Thanks for your interest. Unfortunately I don't have any digital manuals to share. If you go to Smartcockpit.com, the manual for a Citation Bravo and Citation Excel are both available for free download currently. Hopefully that helps you.

@yurua

2 жыл бұрын

@@citationpro thank you for this reference! Good channel! :)