Citation Cockpit - Angle of Attack 

Thanks for watching! More videos on the way.

Congrats on the new job! Are you flying a Citation I or II? The Citation II is the oldest variant I have time in. For that airplane, the book says you can take it to FL410, but real world, it rarely makes it that high on anything but the longest legs at the lightest weights. They are so underpowered by jet standards. I'd flight plan for FL350/FL360 on most legs. Still, a great airplane. Enjoy it!

@@citationpro I believe it's a 2 because it has TRs. But, I'm not positive. I don't know bupkis about most GA aircraft. It really is a pig once you get it up past the mid-20s but I've been flying transports for the last 30 years and as such, I am used to planes with bigger balls and far more capability. I took it to 330 last week and then we went to 370 because we were trying to dodge boomers. I really wanted the additional altitude for extra top clearance and visibility. You see, It only has a toy radar! ;) Once we got there it was fine, but there was precious little left so we were very careful. The fuel burn was impressive. The Mach, not so much. We are taking delivery of a Bravo model in the next few weeks. I flew it twice two months ago and it is a MUCH nicer and more capable jet. I am looking forward to flying it.

@@lbowsk That's great, the Bravo is definitely a nicer airplane. As you've already seen, don't put too much trust in the radar with any of these older jets. Try to stay visual and go around buildups whenever possible. Happy flying!

You read my mind! I have one in the works. Thanks for watching.

In these Citations, the AOA probe is a physical vane located on the copilot side of the fuselage. It streamlines into the relative wind in order to provide a reading and requires normal DC electric power to operate. I'd be in favor of two separate AOAs, simply because I like redundancy, although I don't think it's necessary in the straight wing Citations. They have very docile stall characteristics and the AFM clearly says the AOA gauge should be considered a secondary instrument with the airspeed indicator as a primary instrument. As a side note, I've test flown a couple Citations for maintenance checks and specifically checked the accuracy of the AOA probe. The procedure is to load the aircraft to the forward CG limit, then fly in level flight in various configurations (cruise, approach, and landing). Gross weight and airspeed is recorded when flying at 0.6 AOA then compared to a graph of what it should be under those conditions. If it falls outside of a four knot tolerance, it needs to be adjusted. What these checks showed me is that there are quite a few conditions when the AOA might not be perfectly accurate. It made me realize why Cessna declares it a secondary instrument. Great information 90% of the time, but a pilot shouldn't rely solely on AOA during critical maneuvers.

@@citationpro thank you for the response, much appreciated. I got a bit of passion for AOA lately. I think it's a misunderstood or underused sensor in the cockpit. There are couple of ways to measure AOA, a vane is sturdy simplest design. Other question, the AOA on the citation ultra, are the procedures and use described in the manual from AOA sensor manufacturer?

@@diederikschip6190 the manuals do a good job of describing the system and what it does. For example, it describes the approximate AOA reading which will set off the stick shaker, what conditions will cause the cockpit annunciator to illuminate (such as loss of power to the heating element) and so on. It really does not say much about how to actually use the AOA reading in flight though. I believe all of the text comes from Cessna rather than the actual subcontractor who produced the part. Or maybe Cessna produced the part? I don't know. I've never dug into it that deeply.

@@citationpro thanks again, I'm gonna read the manual, if I find it somewhere.

@@diederikschip6190 try www.smartcockpit.com/aircrafts-models.html. They have quite a few Citation manuals there.

I'm glad you liked it. I've been flying so much I haven't had time to put much together lately, but more is on the way.

Sort of but not really. A typical "coffin corner" would be when there is only a few knot margin between overspeeding and stalling. Even at FL450, the Citation has about a 30-50 knot margin, depending on weight and temperature. It is fairly forgiving compared to other jets.

@@citationpro Thanks I have 4000 total time from mostly turboprops. I have never flown jets before and I just got hired for a job flying the Citation. Your videos are very useful, thank you!