Citation 560 - Engine Starting Procedures 

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

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.

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.

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.

@@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.

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.

@@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.

@@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.

@@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.

@@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.

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.

That's a 100% answer & thank you.

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.

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.

@@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.

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?

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

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

@@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.

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

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.

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