FlightSafety International

CITATION EXCEL
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GENERAL PILOT INFORMATION

MANEUVERS AND PROCEDURES GUIDE

CITATION EXCEL

The objective of this guide is to supplement the information found in the General Pilot
Information chapter of the PTM (Pilot Training Manual). It is not intended to replace the
procedures specified in the PTM. If conflict exists, follow the procedures in the PTM.

The approved Airplane Flight manual (AFM), Aircraft Operations Manual (AOM), and
checklist procedures will be used to accomplish normal, malfunction, and emergency
operation of the aircraft systems.

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TAXI OPERATIONS
When ready to taxi, release the parking brake and advance the power levers forward.
As the aircraft begins to move forward, test the brakes by depressing the brakes
simultaneously, note any pulling or difference in travel. Check the anti-skid on.
Continue to taxi at a speed, which allows the aircraft to be safely controlled in the event
of brake failure or nosewheel steering malfunction. Avoid making turns at speeds that
put abnormally high side loads on the landing gear.

Flight instruments check:

 Ensure the compass card and magnetic compass decreases in a left turn and
increases in a right turn.
 Both altimeters should read within 75 feet of field elevation and within 75 feet of
each other.
 Ensure the ADI shows level and the Take-Off & go around bars (V Bars) show
10 degrees nose high.
 Ensure Heading mode is selected and the heading indicator is on runway
heading.

Takeoff Brief: Prior to takeoff the following items should be briefed:

 Takeoff data: power setting, type of takeoff, anti-ice requirements

 Reference speeds: V1, Vr, V2, Venr
 Obstacle clearance altitude
 Crew actions concerning abnormalities or emergencies prior to and after V1
 Departure procedure and altitude
 Radios and navigation aids set
 Emergency return or takeoff alternate procedures

NORMAL AND CROSSWIND TAKEOFF

After clearance onto the runway is received, complete the Before Takeoff checklist (hot
items).
Anti-Ice systems – as required
Pitot Heat – on (check light goes out on annunciator panel) except ground idle.
Ignition – on

An acronym for remembering these items is TRIP check:

T - Transponder
R - Radar
I - Ignition
P - Pitot Static heat

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 Advance the throttles at the same rate to the takeoff detent . The EEC (electronic
engine computer) will set the correct power setting.
 If a crosswind exists, apply sufficient aileron into the wind to main positive aircraft
control.
 Check for airspeed increasing and at 80 knots crosscheck airspeed indicators.
 At the appropriate speeds, call V1, ROTATE.
 Place both hands on the control column at the V1.call
 Rotate the aircraft to approximately 10 degrees pitch up at a rate of approximately
three degrees per second
 After liftoff with a positive rate of climb indicated, retract the gear.
 As the airspeed increases through a minimum of V2 + 10 and obstacle clearance,
retract the flaps.
 Continue to accelerate to desired climb speed (cruise climb, max climb, etc.) and
complete the After Takeoff-Climb checklist.

STEEP TURNS
Make sure the practice area is clear before doing any inflight area work.

 Steep turns will be practiced in the cruise configuration in level flight, at 200 Knots
airspeed, and at a bank angle of 45 .
 Each turn will continue for a heading change of at least 180  (normally 360 turn),
and turn reversal may be required.
 Passing 30of bank a slight back-pressure will be required
 Add approximately 3% of power per engine (approximately ½ throttle width) passing
through 30 bank. (app. 60 – 62 % N1)
 The EADI should show about 3 nose high as level flight reference.
 Use the IVSI for instantaneous climb and dive feedback
 If turn reversal is accomplished smoothly and at a reasonable rate, no change in
power is necessary
 Rollout 10-15 prior to desired heading (Dependent on established roll rate; but
experience shows approximately 10 works for most people.)
 Trim as necessary to maintain established turn.

ATP Completion standards are:

Altitude + 100 feet
Bank + 5
Airspeed + 10 KIAS
Heading + 10

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APPROACH TO STALL
Complete the pre-stall checks:
I- Ignition on P - Power (N1 climb power)
C- Compute climb thrust N1 setting R - VRef
C- Compute Vref speed I - Ignition
E- Engine Sync off S - Engine Sync off
Y- Yaw damper off Y - Yaw damper off

The ICCEY or PRISY check may be done prior to the steep turns.

Recovery is made at first indications of the approach to stall. This is normally stick
shaker activation.

There are three stalls: (Usually done without the Flight Director Command Bars)
1. Straight ahead stall - The objective is approach to stall recognition while
maintaining assigned ALTITUDE and HEADING.
 Set the N1 at Flight Idle. (Due to the aft mounted engines, anytime power is
reduced the nose will tend to rise, and tend to fall when power is added.)
 As the airspeed decreases, increase the pitch to maintain altitude. Maintain
level flight and heading.

Technique: During setup, engage the autopilot and set the N1 power to Flight Idle.
Continue with autopilot engaged until App. 150 Knots and disconnect the autopilot with
the red disconnect button. Maintain level flight and heading, proceed with maneuver.

 The stick shaker will activate at approach to stall indication - approximately 10 

nose high.
 Upon stick shaker activation, advance the throttles to the Take-off power detent.
 Maintain level flight pitch attitude (approximately 10  nose up on the EADI),
heading, and altitude. (The nose will tend to pitch down as you add power. Add
backpressure as necessary to counteract this moment.)
 Climb back to reference altitude as necessary (altitude loss should be minimal).
 As the aircraft accelerates lower the nose, maintain forward pressure and trim to
level flight. (reduce power to aid with pressure)
 Maintaining reference altitude and heading.

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2. Turning stall - The objective is approach to stall recognition without loss of

ALTITUDE.
 Set the N1 at Flight Idle. (Due to the aft mounted engines, anytime power is
reduced the nose will tend to rise, and tend to fall when power is added.)
 Lower the flaps to takeoff and approach (15). (Remember the aircraft will
balloon as the flaps lower.)
 Begin a turn to 20 of bank (30  max).

Technique: During setup, engage the autopilot and set the N1 power to approximately
55 – 60 %, configure flaps to take-off/Approach (15).Set the power at Flight Idle with
autopilot engaged, at app. 130 – 135 knots disconnect the autopilot with the red
disconnect button. Turn into the desired bank angle; proceed with maneuver.

 As the airspeed decreases slowly increase the angle of attack to maintain

altitude (approximately 10 nose high on EADI when first stall indication occurs).
 Upon stick shaker activation, advance the throttles to the Take- Off detent.
Technique: Simultaneously slowly roll aircraft to wings level as the power is set
to the Take-Off detent.
 Maintain level flight attitude (approximately 10 nose up attitude). The nose will
tend to pitch down as you add power. Add backpressure as necessary to
counteract this moment.
 Climb back to reference altitude as necessary (altitude loss should be minimal).
 As the aircraft accelerates retract the flaps at VRef + 10 minimum.

Landing Attitude Stall - The objective is approach to stall recognition in landing

configuration with a safe recovery.
 Set the N1 at approximately 50% and configure the aircraft for landing. (Due to
the aft mounted engines, anytime power is reduced the nose will tend to rise, and
tend to fall when power is added.)
 Extend the gear and lower the flaps to 35 degrees setting in the order for a
normal approach ie. Flaps / gear / flaps. (Remember the aircraft will balloon as
the flaps lower.)

Technique: Engage the autopilot and set the N1 power to approximately 65%,
configure flaps to take-off/Approach (15) below 200 knots, lower the landing gear
below 200 knots , and select landing flaps below 175 knots. At approximately 130 to
135 knots set the power to approximately 45- 50 % and disconnect the autopilot with
the red disconnect button. Maintain heading and altitude.

 Maintain level flight and heading as airspeed decreases. As the airspeed

decreases aircraft slows slowly increase the angle of attack to maintain altitude.

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 The stick shaker will activate at approximately 10 nose high. Upon stick shaker
activation, advance the throttles to the approximate N1 power setting and flaps to
approach (15 ).

Landing Attitude Stall contintue:

 Slowly lower the aircraft pitch to about 5 degrees nose high on the EADI. You
may lose as much as 100 to 200 feet in altitude -- but altitude loss should be
minimal.
 When the airspeed approaches the computed VRef begin to raise the nose to
catch and then maintain VRef climb (approximately 10 nose high on EADI).
 Retract the gear when you see a positive rate of climb (first indication of VSI
reversal).
 Climb back to reference altitude as necessary
 At reference altitude, level the aircraft; accelerate to Vref + 10 minimum and
retract the flaps to zero.

TIPS:
 Do a clearing turn (or at least mention one) prior to practicing stalls
 Ensure setup will guarantee recovery by 3000 AGL
 Observe the AOA indicator as the airspeed decreases to be better prepared for
the stick shaker.
 Make sure you do a post stall check (gear and flaps retracted)
 Smoothly re-apply back-pressure when returning to approximately 10 nose high
attitude during the landing configuration stall to avoid secondary shaker.
 Use pitch trim to only 0.6 on the AOA in order to avoid excessive back pressure
during the recovery.
 Maintain a good lookout during the stalls for other traffic in your vicinity
 Set climb power in N1 indicator dial.
 Set VRef and Vapp airspeeds with airspeed bugs.

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UNUSUAL ATTITUDES

Always assume the EADI has failed initially and transition to back-up
instruments. Analyze the situation to determine whether you have a nose high or low
unusual attitude and verify with other flight instruments (airspeed, altitude, etc.) If it can
be confirmed that the EADI is reliable, then it is safe to use it during the recovery.

Nose Low:
 Power as required (Usually requires a power reduction)
 Roll the wings level (coordinated rudder and ailerons).
 Pull out of the dive and return to straight and level flight.
 Extend speed brakes if necessary for excessive speed situations

Nose High:
 Power as required (Usually requires a power increase)
 Increase bank, if necessary, in order to bring the aircraft nose more quickly to the
horizon. (45 is usually adequate; in extreme circumstances--use maximum of
90)
 As the airspeed starts to increase roll the wings level and return to level flight.
 Reduce throttle to maintain a moderate speed.

FLAPS INOPERATIVE APPROACH AND LANDING

 Refer to the checklist for a flaps inoperative landing.

 Add 15 knots to the normal VRef speed (revised VRef speed for no-flap approach)
and add significantly more to the landing distance, the factor is 1.4.
 Fly the approach between the revised VRef and revised Vapp (.5 to .6 AOA
indication). The power setting required will be approximately 45%. N1
 The nose attitude will be approximately 5 nose high for a 3 glide path. Avoid the
tendency to lower the nose to make the sight picture look normal particularly
within the last mile before touchdown.
 Plan on making a firm touchdown with little or minimal flare.
 Reduce power earlier than on an approach with full flaps (to prevent excessive
float) in order to cross the threshold at the revised VRef.
 If speed brakes are available, they may be used to control airspeed on final and
after touchdown.

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NORMAL ILS APPROACH

 The first step of a typical two engine ILS is to check the weather and plan the
approach.
 Set 62% N1 no later than the turn to base leg. The Excel will slowly decelerate to
around 150-160 knots.
 Start the APPROACH Checklist at mid-field downwind, but no later than the
dogleg to final (30 degree offset to final approach course). Extend/ check flaps to
approach.
 When “Cleared for the approach”, Engage APR on the flight director mode
selector. Remain above minimum maneuvering speed for the configuration (52%
N1 should be adequate).
 When the localizer is captured (green APR), put the heading bug on the runway
heading (in case of a missed approach).
 When the glideslope is one dot above centered, put the gear down
 At glideslope capture (green GS) extend flaps to LAND. Technique: Dial in the
missed approach altitude since there is no need to level off at the DA(H).
 Fly the final approach at Vapp+ 10 knots (approximately 48%). Finish the Landing
Check.
 Do not continue past Decision Height / Altitude without the runway environment
in sight.
 After DH, continue to follow the same glidepath to landing. Plan the final to pass
50 ft above the threshold at Vref. and bring the throttles to idle.
 At approximately 35 ft on the radar altimeter, begin a slow flare. Hold the aircraft
off the runway only until the nose is slightly high, then let the main gear touch,
followed by the nose gear.
 After the nose gear touches down, immediately extend the speed brakes and
apply Thrust Reversers.

TIPS:
 Accomplish an Approach briefing.
 Check the weather and identify navigation aids prior to commencing the
approach.
 Make sure gear and flaps extend when selected.
 Monitor display presented on the EADI and make sure the flight director is
working properly.
 Coordinate missed approach instructions with ATC and include the missed
approach instructions in the approach briefing. Always be prepared to execute
the published missed approach (especially during training).

ATP STANDARDS:
+/- 100FT, +/- 10 KNOTS, +/- 5o HDG
¼ scale LOC, GS
A/S +/-5 knots at DH

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SINGLE-ENGINE ILS APPROACH

The main differences in the single engine ILS are power settings and the points
at which the flaps and gear are extended. The only checklist needed is the Single-
Engine Approach and Landing checklist. The power setting required once established
on glideslope is 74 % N1. Typically the flaps are extended to Takeoff and Approach
(15) around the same time as a normal two-engine approach.

 Set the power to 64% N1 until glideslope intercept--then set 52 %.

 Extend the gear at glideslope intercept.
 Flaps remain at Takeoff and Approach (15 degrees) until landing is assured.
 Extend flaps to Land (35) only when landing is assured.
 After DH, continue to follow the same glidepath to landing. . Plan the final to pass
50 ft above the threshold at Vref. and bring the throttles to idle.
 At approximately 35 ft on the radar altimeter, begin a slow flare. Hold the aircraft off
the runway only until the nose is slightly high, then let the main gear touch, followed
by the nose gear.
 After the nose gear touches down, extend the speed brakes and extend the
operating engine’s Thrust Reverser.

 TIPS: Accomplish an Approach briefing

 Check the position of the ball (should be centered or slightly into the good
engine). Large power changes will require the rudder to be re-trimmed.
 Be prepared to go-around and review the single-engine go-around procedure.
 Check the AOA pointer on the EADI and maintain an airspeed that will keep the
pointer at approximately the upper diamond symbol while on final during the
approach. (A power setting of 52% should achieve this if the aircraft is
configured at the proper times.)

ATP STANDARDS:
+/- 100FT
+/- 10 KNOTS
+/- 5o HDG
¼ scale LOC, GS
A/S +/-5 knots at DH

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NON-PRECISION, STRAIGHT-IN APPROACH

 Slow the aircraft to arrive on approximately an 8-10 NM final at 150-160 kias with
flaps set to 15 degrees and the gear up. A power setting of approximately 64%
N1 should help achieve this.
 When “Cleared for the approach”, check flaps to T.O. & Approach.
 Gradually slow the aircraft to the desired approach speed by the FAF (Vapp+10).
 Configure the gear at the final approach fix (recommended at 1-2 miles prior to
the FAF)
 Begin timing, and descend to MDA or step-down altitude. (Power back to
approximately 48% N1 during the descent, at approximately 100-150 feet prior to
desired level off set power up to approximately 74% to hold Vref +10).
 Do not descend below the MDA until runway is in sight and in position to
execute a normal landing.

The technique for programming the Flight Director depends on the type of approach.
Although it is possible to start the descent using the pitch wheel, TCS, IAS (FLC), or VS,
it is recommended that during training you use the following procedure:

VOR NDB / GPS LOC only

Push APR to show VAPP Use HDG mode (NDB) Push NAV to show LOC
Use NAV mode (GPS) (no GS)
Set the MDA or next Set the MDA or next Set the MDA or next
altitude in the alt window altitude in the alt window altitude in the alt window
Gear down 1-2 miles Gear down 1-2 miles Gear down 1-2 miles
from FAF – Three green from FAF– Three green from FAF– Three green
AT FAF: AT FAF: AT FAF:
1. Time 1. Time 1. Time
2. VS 2. VS 2. VS
3. Throttles– 48% N1 3. Throttles– 48% N1 3. Throttles– 48% N1
4. Pitch wheel-set VS 4. Pitch wheel-set VS 4. Pitch wheel-set VS
800fpm-1500fpm 800fpm-1500fpm 800fpm-1500fpm
(1000-1200 fpm (1000-1200 fpm (1000-1200 fpm
recommended) recommended) recommended)

LEVELING AT MDA: LEVELING AT MDA: LEVELING AT MDA:

1. At ASEL–(Alt Sel) 1. At ASEL–(Alt Sel) 1. At ASEL–(Alt Sel)
Throttles 62% N1 Throttles 62% N1 Throttles 62% N1
2. TCS to MDA if 2. TCS to MDA if 2. TCS to MDA if
necessary necessary necessary
3. Wait for time or 3. Wait for time, 3. Wait for time or
visual ref waypoint or visual visual ref
ref

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TIPS:
 Start the descent using the pitch wheel and then select VS on the controller. You
can now set the specific rate of descent you want using the pitch wheel.
 Complete the 5T check (Time/Turn/Throttles/Track//Talk) as you pass the FAF.
 Start adding power 100-200 feet before reaching MDA to ensure airspeed does
not drop below Vapp + 10.
 It is important that the aircraft be at final approach speed at the FAF because of
timing considerations.
 It is a good technique to calculate the VDP (visual descent point) if is not
published. The VDP is usually prior to the Missed Approach point.
 Remember all non-precision approaches are flown with landing flaps except in
single engine then when runway is assured.

ATP STANDARDS:
Prior to FAF:
+/- 100FT
+/- 10 KNOTS
+/- 5o HDG
¼ scale LOC, GS
A/S +/-5 knots
On Final Approach Segment:
¼ scale CDI or +/-5o bearing on RMI
Maintains MDA when reached:
0 to +50 feet

NON-PRECISION, CIRCLING APPROACH

 Using 62% N1, the Excel will slowly decelerate to around 150-160 knots.
 Immediately begin by starting the APPROACH Checklist. Select flaps to approach
(15).
 When “Cleared for the approach”, check flaps Approach(15). Minimum
maneuvering speed with at Takeoff & Approach is Vref+20. Once the flaps are
extended to Land (35), the minimum maneuvering speed is reduced to Vapp +10. At
the FAF flaps to the landing (35),
 The technique for programming the Flight Director depends on the type of approach.
Although it is possible to start the descent using the pitch wheel, TCS, IAS (FLC), or
VS, it is recommended that during training you use the following technique:

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NON-PRECISION, CIRCLING APPROACH (cont.)

1. Start the descent using the pitch wheel.
2. Select VS on the controller; set descent to 1000-1500 fpm in EADI (1200
recommended)
3. Reduce power to approximately 48% N1
4. Complete the 5T check (Time/Turn/Throttles/Track//Talk)
5. Once ALT has been captured use the TCS button to momentarily disable the
autopilot and hand fly down to the MDA if runway and airfield environment not
in sight. Release the TCS button to re-engage the autopilot at or slightly
above the MDA.
6. Set power to approximately 62% N1 at level off at MDA and hold
maneuvering airspeed - 130 to 135 knots recommended.
7. Once the landing runway is in sight, slew the heading bug approximately 30
degrees off the approach course to align the aircraft as directed for spacing to
circle to the landing runway. Keep the landing runway in sight, as this is a
visual maneuver.
8. When spacing appears adequate, slew the aircraft to return to the approach
heading. (base leg for the landing runway).
9. When the landing runway threshold is approximately 45 degrees off the front,
begin a standard rate turn toward the runway and start a descent for landing.

Technique: Set the heading bug on the direction for the landing runway
(autopilot will begin turn); turn pitch wheel to start descent; select landing flaps-
35 degrees. After flaps are down, check airspeed for minimum of Vapp+10;
disengage autopilot with red disconnect button; take over manually to complete
landing.

 All landings should be planned identically, with the target of Vref at 50’ over the
threshhold with the throttles at Idle.

ATP STANDARDS:
Prior to FAF:
+/- 100FT
+/- 10 KNOTS
+/- 5o HDG
¼ scale LOC, GS
A/S +/-5 knots
On Final Approach Segment:
¼ scale CDI or +/-5o bearing on RMI
Maintains MDA when reached: 0 to +100 feet
Bank should not exceed 30o

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TIPS:
 Fly the approach and circling maneuver at approximately 130-135 knots. This will
require approximately 48 % N1 during descents increasing to 74 % N1 (gear
down and flaps at 35) during level altitude portions of the circle.
 Use the beginning of the approach lights on the landing runway as an
intermediate aim point and be there at 200 feet AGL and Vref + 5 knots.
 Do not exceed 30  of bank at any time during the maneuver and a maximum
rate of descent of 1000 fpm during the final turn to the landing runway.

VOR NDB / GPS LOC only

Push APR to show VAPP Use HDG mode (NDB) Push NAV to show LOC
Use NAV mode (GPS) (no GS)
Set the MDA or next Set the MDA or next Set the MDA or next
altitude in the window altitude in the window altitude in the window
Gear down 1-2 miles Gear down 1-2 miles Gear down 1-2 miles
prior to FAF prior to FAF prior to FAF

AT FAF: AT FAF: AT FAF:

1. Time 1. Time 1. Time
2. VS 2. VS 2. VS
3. Throttles – 48% N1 3. Throttles – 48% N1 3. Throttles – 48% N1
4. Pitch wheel-set VS 4. Pitch wheel-set VS 4. Pitch wheel-set VS
(1000 fpm (1000 fpm (1000 fpm
recommended) recommended) recommended)

LEVELING AT MDA: LEVELING AT MDA: LEVELING AT MDA:

1. At ASEL – (Alt Sel) 1. At ASEL – (Alt Sel) 1. At ASEL – (Alt Sel)
Throttles 62% N1 Throttles 62% N1 Throttles 62% N1
2. TCS to MDA (+50/-0) 2 TCS to MDA (+50/-0) 2. TCS to MDA (+50/-0)
if necessary if necessary if necessary
3. Push HDG 3 Turn heading bug for 3. Push HDG
4. Turn heading bug for circle 4. Turn heading bug for
circle circle

LEAVING MDA: LEAVING MDA: LEAVING MDA:

1. Flaps – Land 1. Flaps – Land 1. Flaps – Land
2. Throttles – 50-60% 2. Throttles – 50-60% 2. Throttles – 50-60%
N1 N1 N1
3. A/P – Disconnect 3. A/P – Disconnect 3. A/P – Disconnect
4. Push forward to 4. Push forward to 4. Push to forward
avoid ballooning avoid ballooning avoid ballooning
5. Turn <= 30 deg 5. Turn <= 30 deg 5. Turn <= 30 deg
bank bank bank

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NORMAL MISSED APPROACH

There are a lot of things to do at the missed approach point, but the most
important thing to remember is to fly the airplane!

The assumption will be that the autopilot is engaged for the approach.

1) Push the Go-Around Button (autopilot will disengage)

2) Power – Throttles to go-around power
3) Pitch to the flight director (approximately 10 degrees pitch up)
4) Push HDG -- check heading bug on desired heading
5) Flaps – Takeoff/Approach
6) Gear - up (at positive rate of climb)
7) Flaps – Up (airspeed Vapp+10 minimum and clear of obstacles)

TIPS:
 Remember G/A button/Power/Pitch
 Advance the throttles to Go-Around N1. Technique: Set power to Take-Off
detent.
 Once the gear /flaps are up and aircraft is passing 150 KIAS engage the autopilot
and further reduce power if you are only climbing a few thousand feet. You can
select IAS (FLC) on the controller and set desired climb airspeed.
 Don’t try to change radios / nav frequencies until you have cleaned up your
aircraft and missed approach procedure is under control.
 Follow the command bars closely to ensure that you don’t start a descent at any
time in the missed approach.

ATP STANDARDS:
+/- 100FT
+/- 10 KNOTS
+/- 5o HDG

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SINGLE-ENGINE MISSED APPROACH

Again, there are a lot of things to do at the missed approach point, but the
most important thing to remember is to fly the airplane!

The assumption will be that the autopilot is engaged for the approach.

1) Push the Go-around button

2) Power – Throttles to go-around power (add rudder and aileron as necessary
to maintain runway heading)
3) Pitch to the flight director (10 deg up)
4) Push HDG
5) Flaps – Takeoff/Approach
6) Gear up (at positive rate)
7) Climb at Vapp(min) until clear of obstacles
8) Level off and raise flaps at Vapp+10 minimum
9) Accelerate to Venr
10) Autopilot on – IAS (FLC) on mode selector (set Venr in EADI)

TIPS:
 You will need maximum rudder deflection initially when you start the missed
approach.
 Make sure that you closely follow the command bars and maintain 10 pitch.
 Try to trim out some of the rudder force prior to engaging the autopilot.

ATP STANDARDS:
+/- 100FT
+/- 10 KNOTS
+/- 5o HDG

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ENGINE FAILURE AT V1

Loss of an engine at V1 or higher means the aircraft is committed to continue the

takeoff and fly the single engine climb profile to a safe altitude. The typical profile is gear
up with a positive rate of climb and climb to minimum obstacle clearance altitude at V2
speed. Level off and accelerate to V2+10, and raise the flaps. Maximum rudder
deflection into the good engine is required initially. Some aileron deflection into the
good engine will be required as well.
Before every takeoff make sure that the Go-Around Button is activated and HDG
displayed in the EADI. When committed to takeoff, rotate into the GA (go-around)
command bars and make sure the heading bug is on runway heading. Select HDG on
the mode controller if not displayed in the EADI. When the aircraft is safely under
control and with a positive indication of a climb raise the gear. Continue climb on
runway heading at V2 airspeed to obstacle clearance altitude. Select rudder trim into the
good engine if able during the climb at V2. When reaching at minimum obstacle
clearance, lower the aircraft pitch attitude to just slightly below the command bars for
the V2 climb - or select ALT on the mode controller to help maintain a constant altitude –
and accelerate the the aircraft to Venr. When the airspeed reaches Venr, select IAS
(FLC) and continue climb at Venr Engage the autopilot at Venr if the aircraft is properly
trimmed. Accomplish checklist memory items only after obtaining Venr climb and a
safe altitude clear of obstacles. After obtaining a safe enroute altitude (1500 ft AGL
minimum recommended), complete required checklist procedures.

TIPS:
 Many pilots have difficulty initially identifying the failed engine when there are no
outside references. Do not rely on the “dead-foot/ dead-engine “ technique to
identify the failed engine initially in IMC conditions -- use your instruments.
 Make sure power set so as not to reduce climb capability.
 Make sure the Ball is centered on the turn and slip indicator.
 Fly with both hands on the yoke until the aircraft is safely under control
 As the aircraft accelerates re-trim the rudder in order to keep the Ball centered.
 It is not recommended to trim the aileron until at least 400 feet AGL. Only a slight
turn of the aileron trim wheel is required, if at all.
 Positively Identify the failed engine (check engine instruments) then verify the
failed engine (move the throttle back slowly to idle), before shutting down the
failed engine.
 Takeoff power N1 is limited to five minutes.
 Do not talk to ATC until the aircraft is safely under control and essential
emergency procedures completed.

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