24 May 2025, 16:43 [ UTC - 5; DST ]
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Username Protected
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Post subject: Re: Flying the Citation II  Posted: 26 Aug 2018, 16:01 |
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Joined: 01/29/09
Posts: 4750
Post Likes: +2463
Company: retired corporate mostly
Location: Chico,California KCIC/CL56
Aircraft: 1956 Champion 7EC
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Quote: In the 525 series we can operate unless below 85% N2, Maybe your company policy? Can't find that in the manual.  (CJ-4)
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Jeff
soloed in a land of Superhomers/1959 Cessna 150, retired with Proline 21/ CJ4.
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Username Protected
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Post subject: Re: Flying the Citation II Posted: 26 Aug 2018, 17:45 |
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Joined: 03/09/13
Posts: 923
Post Likes: +466
Location: Byron Bay,NSW Australia
Aircraft: C525,C25A,C25C,CL604
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Username Protected wrote: Andrew. I didn’t know about that limit. Does it apply to all CJs? It does the CJ1 and 2. Not sure about 3 and 4 but I would suspect so. Andrew
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Username Protected
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Post subject: Re: Flying the Citation II Posted: 26 Aug 2018, 17:46 |
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Joined: 03/09/13
Posts: 923
Post Likes: +466
Location: Byron Bay,NSW Australia
Aircraft: C525,C25A,C25C,CL604
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Username Protected wrote: Andrew,
My comments were regarding pistons mainly, although I am unaware of limitations in the jet.
I am now curious about use in heavy turb in the jet, but that need is pretty rare vs. in a piston. I only use them at touchdown in the jet currently. Sorry I missed that, thought you were referenceing Mark flight with the turn. Andrew
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Post subject: Re: Flying the Citation II Posted: 26 Aug 2018, 17:51 |
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Joined: 03/09/13
Posts: 923
Post Likes: +466
Location: Byron Bay,NSW Australia
Aircraft: C525,C25A,C25C,CL604
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Username Protected wrote: Thats a weird limitation considering they are typically used to help slow down. Maybe but it stops you taking off with them extended! Andrew
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Username Protected
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Post subject: Re: Flying the Citation II Posted: 26 Aug 2018, 17:51 |
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Joined: 11/18/09
Posts: 1259
Post Likes: +387
Location: Lake Havasu City, AZ (KHII)
Aircraft: 1979 Bonanza V35B
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Username Protected wrote: Andrew. I didn’t know about that limit. Does it apply to all CJs? It does the CJ1 and 2. Not sure about 3 and 4 but I would suspect so. Andrew
So max N2 85%, not min. That makes sense.
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Username Protected
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Post subject: Re: Flying the Citation II Posted: 26 Aug 2018, 20:37 |
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Joined: 01/31/09
Posts: 5193
Post Likes: +3032
Location: Northern NJ
Aircraft: SR22;CJ2+;C510
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Username Protected wrote: I believe that is an auto-retract function to protect against an attempted departure with brakes deployed. Iirc, its set via a microswitch on the throttle linkage and also applies to the 500 series. I believe 85% also closes the outflow valves. Or a go-around or missed approach. Same applies to the CJ2+/3. You check the 85% switch during the flap check. Attachment: 2018-08-26_2036.png
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Allen
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Post subject: Re: Flying the Citation II Posted: 26 Aug 2018, 22:30 |
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Joined: 01/29/09
Posts: 4750
Post Likes: +2463
Company: retired corporate mostly
Location: Chico,California KCIC/CL56
Aircraft: 1956 Champion 7EC
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Quote: In the 525 series we can operate unless below 85% N2, So it should be can not operate.... I remember that from the 500/550, they would retract if they were left extended when attempting a take off. Curious, I didn't remember that from CJ-4 school, so I just reread the training manual and the checklist... surprising, it does not appear to be the same system. Unless there is some hidden FADEC safety that will prevent you from messing up. Checklist only calls for cycling the boards and insuring they retract. Limitation: not below 500 feet AGL in flight. There are many differences between the different CJs.
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Jeff
soloed in a land of Superhomers/1959 Cessna 150, retired with Proline 21/ CJ4.
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Post subject: Re: Flying the Citation II Posted: 27 Aug 2018, 00:19 |
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Joined: 03/09/13
Posts: 923
Post Likes: +466
Location: Byron Bay,NSW Australia
Aircraft: C525,C25A,C25C,CL604
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Username Protected wrote: So it should be can not operate....
I remember that from the 500/550, they would retract if they were left extended when attempting a take off.
Curious, I didn't remember that from CJ-4 school, so I just reread the training manual and the checklist... surprising, it does not appear to be the same system. Unless there is some hidden FADEC safety that will prevent you from messing up. Checklist only calls for cycling the boards and insuring they retract. Limitation: not below 500 feet AGL in flight.
There are many differences between the different CJs. Yep I meant can’t... I’ll fix that The 4 has a different wing and all that so maybe they don’t have the 85% retraction. Andrew
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Post subject: Re: Flying the Citation II Posted: 27 Aug 2018, 11:39 |
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Joined: 01/01/10
Posts: 3499
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Location: Roseburg, Oregon
Aircraft: Citation Mustang
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Username Protected wrote: Typically, the brakes don’t have limitations. . In the 525 series we can’t operate unless below 85% N2, that different in the 550s?Andrew
Same in the Mustang. It’s on the pre-taxi checklist. Speedbrake retraction is triggered by throttle lever angle.
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Post subject: Re: Flying the Citation II Posted: 27 Aug 2018, 11:57 |
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Joined: 01/31/10
Posts: 13418
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Company: 320 Fam
Aircraft: 58TC, E-55, 195
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Username Protected wrote: Same in the Mustang. It’s on the pre-taxi checklist. Speedbrake retraction is triggered by throttle lever angle. Are you running up to 85% pre-taxi?
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