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FLYING, RESULTING IN A COMPROMISE OF SAFETY.
3. PILOTS FLYING UNDER A SINGLE-PILOT TYPE RATING MAY WANT TO MENTALLY OR VERBALLY ANNOUNCE THE RESPONSES TO
THE RESPECTIVE “CONDITIONS” AS MENTIONED ABOVE AS A MATTER OF COURSE REGARDLESS OF WHETHER THEY ARE
OPERATING AS A SINGLE PILOT OR AS A CREW.
Table 18-2. EXAMPLE CALLOUTS (IFR AND VFR)
plays. After V1 we will handle all
problems in flight. We will climb to
_____ feet before doing any actions.
I will fly and talk to ATC, and you
can then get into the checklist. If I
do not respond to you or I do something
dangerous, assume controls
and we will sort it out later. Any
questions or comments?”
If flying as a single pilot, the pilot in command
(PIC) does not perform any checklist items
while the aircraft is taxiing. The only flight instrument
check to perform while moving is a
check of heading changes and movement of the
slip indicator. The single-pilot operator should
mentally review the briefing as though working
in a crew environment.
TAKEOFF
Normal
It is recommended to use the flight director
during takeoff. Press the TO/GA button on
the left throttle, then select the HDG mode.
After lining up on centerline, press the heading
knob. Advance power to takeoff detent. At
V1, remove your hand from the throttles to the
yoke and rotate at VR toward the command
bars. With a positive rate of climb, raise the
gear; raise flaps no earlier than V2 + 12.
Rejected (Before V1)
Simultaneously apply the brakes, retard the
throttles to idle, and extend the speedbrakes.
Move the throttles to cutoff if runway departure
is imminent. Notify the tower and accomplish
any other memory items needed.
Engine Failure (After V1)
Maintain directional control, accelerate to and
rotate at VR, climb at V2 and with a positive
rate of climb, retract the landing gear. At 1,500
feet AGL, retract the flaps at V2 + 10 and accelerate
to VENR. A small amount of aileron
into the good engine (pick up the dead engine)
is needed to keep the wings levels (the
yoke will be displaced). Use minimum safe,
minimum enroute, or ATC assigned altitudes.
Rudder trim may be used. If further climbs are
needed, use computed VENR. Retrim rudder
and aileron as needed as speed increases.
Climb
Ensure gear and flaps are up, set power to
climb detent and select autopilot (if desired).
Continue the climb at desired climb speed until
nearing the assigned cruise altitude. Once level,
allow the aircraft to accelerate to the desired
cruise airspeed/Mach. Complete appropriate
checks (refer to the AFM).
Cruise
NOTE
The throttles should be reduced to the
CRU detent or below within 10 minutes
after reaching an intermediate
or final cruise altitude. The use of
CLB during normal operations beyond
10 minutes after reaching
cruise altitude will significantly decrease
engine life and increase operator
costs.
Descent
Complete the appropriate descent checklist
to include checking ATIS and, programming
the G1000 for the arrival, approach and landing
runway. Review the planned approach and
missed approach and cross-check the flight
plan page on the MFD to include headings,
courses, altitudes, DA/MDA and MAP procedures.
Complete the actual approach briefing
before the top of descent. Begin arrival/approach
tasks. Complete appropriate checks.
Approach and Landing
Ensure proper navigation aids are set for
planned approach. Ensure that proper navigation
aids and navigation presentations are set,
tuned, and identified for the planned approach.
CITATION MUSTANG OPERATING MANUAL
510OM-00 18-5
Sample Approach Briefing
“We are flying the ____ approach to
RWY ____. CDIs and bearing pointers
are set to ____ and____. V speeds
and DA/MDA are set in the PFD.
Gear and flaps to be set by the FAF.
Call out 1,000 feet, 500 feet, and
100 feet above minimums. Advise
location of the runway. I’ll call visual
or missed. MAP is ____ to____
and hold at ____. Any questions?”
Single-pilot operators should consider review
of the same procedures.
When leveling off at an intermediate approach
altitude, lead the level-off height with enough
power to maintain the desired speed for the maneuver.
As you configure the aircraft, speed
will decrease. Plan to reach the glideslope
(GS) intercept or final approach fix (FAF)
with the landing gear down, flaps set, and
speed set. If flying a straight-in two-engine approach,
　
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