454
edits
Cessna Citation X: Difference between revisions
Jump to navigation
Jump to search
m
New Infobox, Key press
(Autopilot instructions) |
m (New Infobox, Key press) |
||
| (One intermediate revision by one other user not shown) | |||
| Line 1: | Line 1: | ||
{{ | {{:{{PAGENAME}}/info}} | ||
}} | |||
The '''Cessna Citation X''' (X as in the Roman numeral for ten, not the letter) is a long range medium business jet aircraft. The X is currently the fastest civilian jet in production with a top speed of Mach 0.92 (703 mph). This also makes it the fastest business jet in history. The Citation X is powered by two Rolls-Royce turbofan engines and is built by the [[Cessna Aircraft Company]] in Wichita, Kansas. The Citation brand of business jets encompasses six distinct "families" of aircraft. Although based on the earlier Citation III, VI and VII models the Citation X is a significantly different airplane. It utilizes a totally new wing design, engines, and features a glass cockpit. | The '''Cessna Citation X''' (X as in the Roman numeral for ten, not the letter) is a long range medium business jet aircraft. The X is currently the fastest civilian jet in production with a top speed of Mach 0.92 (703 mph). This also makes it the fastest business jet in history. The Citation X is powered by two Rolls-Royce turbofan engines and is built by the [[Cessna Aircraft Company]] in Wichita, Kansas. The Citation brand of business jets encompasses six distinct "families" of aircraft. Although based on the earlier Citation III, VI and VII models the Citation X is a significantly different airplane. It utilizes a totally new wing design, engines, and features a glass cockpit. | ||
| Line 36: | Line 23: | ||
=== Taxi === | === Taxi === | ||
* Nav lights on | * Nav lights on | ||
* Release parking: Shift | * Release parking: {{Key press|Shift|B}} | ||
* Max Taxiing speed 20 kts | * Max Taxiing speed 20 kts | ||
| Line 50: | Line 37: | ||
* Vr=130 kts (pull hard on yoke such that front wheels leave ground) | * Vr=130 kts (pull hard on yoke such that front wheels leave ground) | ||
* V2=140 kts (rear wheels leave ground) | * V2=140 kts (rear wheels leave ground) | ||
* Retract landing gear as soon as you have left the ground | * Retract landing gear as soon as you have left the ground {{Key press|G}} | ||
* 1500 ft above ground: flaps up | * 1500 ft above ground: flaps up | ||
Climb out | Climb out | ||
| Line 70: | Line 57: | ||
After touchdown | After touchdown | ||
* Lower nose wheel | * Lower nose wheel | ||
* Deploy spoilers | * Deploy spoilers {{Key press|Ctrl-B}} | ||
* Reverse thrust | * Reverse thrust {{Key press|del}} | ||
* at 60 knots: cancel reverse | * at 60 knots: cancel reverse {{Key press|del}} | ||
* Manual brakes | * Manual brakes | ||
Taxi | Taxi | ||
| Line 86: | Line 73: | ||
=== The autopilot === | === The autopilot === | ||
[[File:Citation-x-autopilot.png|thumb|Cockpit screenshot with highlighting of autopilot features | [[File:Citation-x-autopilot.png|thumb|Cockpit screenshot with highlighting of autopilot features]] | ||
''As of version 2.12, the autopilot appears to still have some stability issues, and using either the horizontal localiser or glideslope locking of an ILS signal caused the autopilot to put me into a highly unstable situation (extreme bank angle, upside down), although on the forum I have read of others who have not experienced these difficulties and apparently have carried out semi-automatic landings with the Citation X autopilot. If you encounter instability in any other autopilot mode you can try to turn off auto-coordination (i.e. do not use option --enable-auto-coordination option, which links rudder to aileron movements). Also you must only engage the autopilot from a stable situation, i.e. level or small bank and pitch angles. Please note that I have no knowledge of the internals of the autopilot, so some of the information below might be inaccurate'' | ''As of version 2.12, the autopilot appears to still have some stability issues, and using either the horizontal localiser or glideslope locking of an ILS signal caused the autopilot to put me into a highly unstable situation (extreme bank angle, upside down), although on the forum I have read of others who have not experienced these difficulties and apparently have carried out semi-automatic landings with the Citation X autopilot. If you encounter instability in any other autopilot mode you can try to turn off auto-coordination (i.e. do not use option --enable-auto-coordination option, which links rudder to aileron movements). Also you must only engage the autopilot from a stable situation, i.e. level or small bank and pitch angles. Please note that I have no knowledge of the internals of the autopilot, so some of the information below might be inaccurate'' | ||
| Line 92: | Line 79: | ||
Before the flight you should set the route in the [[route manager]]. In the explanation it is assumed you are familiar with basic autopilot operation in the Cessna, although the Citation X autopilot differs in many aspects. This description is not an exhaustive description of the autopilot modes, but rather a summary that should be sufficient to get you started. | Before the flight you should set the route in the [[route manager]]. In the explanation it is assumed you are familiar with basic autopilot operation in the Cessna, although the Citation X autopilot differs in many aspects. This description is not an exhaustive description of the autopilot modes, but rather a summary that should be sufficient to get you started. | ||
The autopilot can be controlled either from the unit at the top of the instrument panel (marked in red), or from the dedicated GUI menu | The autopilot can be controlled either from the unit at the top of the instrument panel (marked in red), or from the dedicated GUI menu {{Key press|F11}} (marked in green). The keys in the cockpit will light up according to which autopilot mode you are in - no direct visual feedback is associated with key presses in the GUI window but the actual mode is shown in the top of the window. The current horizontal and vertical mode are shown in the top part of the GUI window as well as in the top of the primary flight display (PFD, the left glas panel on pilot side). | ||
Basic mode | Basic mode | ||
* AP: engages/disengages the autopilot - this switch works as a toggle switch. On first engaging the autopilot, it will reduce the bank angle to zero and keep the pitch direction. You can adjust the pitch with the 'nose' up/dn wheel on the autopilot unit, or equivalently the UP and DN buttons on the GUI. It is no longer possible to control the attitude or climb and sink rate directly with the elevator as the autopilot will adjust the elevator trim to counter any movement of the yoke. | * AP: engages/disengages the autopilot - this switch works as a toggle switch. On first engaging the autopilot, it will reduce the bank angle to zero and keep the pitch direction. You can adjust the pitch with the 'nose' up/dn wheel on the autopilot unit, or equivalently the UP and DN buttons on the GUI. It is no longer possible to control the attitude or climb and sink rate directly with the elevator as the autopilot will adjust the elevator trim to counter any movement of the yoke. | ||
(Note that this behaviour is slightly different to that described in <ref>[http://www.scribd.com/doc/78382264/Cessna-Citation-X-Instrumentation-and-Avionics]</ref>) | (Note that this behaviour is slightly different to that described in <ref name="CitXSec3">(Citation X - Section III Instrument and Avionics)[http://www.scribd.com/doc/78382264/Cessna-Citation-X-Instrumentation-and-Avionics]</ref>) | ||
* STBY: cancel all horizontal and vertical modes and revert to basic mode of pitch and roll control | * STBY: cancel all horizontal and vertical modes and revert to basic mode of pitch and roll control | ||
| Line 119: | Line 107: | ||
The CO and YD buttons are active buttons in the cockpit but do not seem to have any effect. | The CO and YD buttons are active buttons in the cockpit but do not seem to have any effect. | ||
=== Configuration speed limits <ref | === Configuration speed limits <ref name="CitXSec3" /> === | ||
{| class="wikitable" | {| class="wikitable" | ||
| Line 129: | Line 117: | ||
|Flaps >15 deg||180 kts | |Flaps >15 deg||180 kts | ||
|- | |- | ||
|Gear down | |Gear down ||210 kts | ||
|} | |} | ||
| Line 138: | Line 126: | ||
Examples: | Examples: | ||
# You are flying at 20000 ft, and the airport is at 1000 ft. Your descent should start at about (20000-1000)/318 | # You are flying at 20000 ft, and the airport is at 1000 ft. Your descent should start at about <sup>(20000-1000)</sup>/<sub>318</sub> ≈ 60 nm left to fly | ||
# You are 10 nm from the airport. Your altitude should be airport altitude plus 318*10 ~ 3200 ft | # You are 10 nm from the airport. Your altitude should be airport altitude plus 318*10 ~ 3200 ft | ||
* Assuming you are at about the correct altitude your vertical descent speed (ft/min) should be 5.3 times your speed relative ground (kts, from GPS, NOT airspeed) | * Assuming you are at about the correct altitude your vertical descent speed (<sup>ft</sup>/<sub>min</sub>) should be 5.3 times your speed relative ground (kts, from GPS, NOT airspeed) | ||
Example: | Example: | ||
# You are flying at 200 kts rel. ground. Your vertical descent speed should be | # You are flying at 200 kts rel. ground. Your vertical descent speed should be 200×5.3 = 1060 <sup>ft</sup>/<sub>min</sub> | ||