Inflight

Guide

October 2023
Edition 5
Copyright (c) 2023 CJP Safety and Education Foundation, Inc.
All Rights Reserved
Table of Contents
Briefing Guides……………………………….........…....3
ProLine 21 FMS Ops..………….………………..……..5
Autopilot Approach Modes…….………...………...…..9
Descent Approach and Landing Checklist…….……..10
Weather………………………………………………...11
Cold Weather Restricted Airports….…………….......12
Communications / FAA Phone Numbers………..…...13
Takeoff / Landing Data Info.……………….……….....14
AOA References, High Altitude Stalls…………..........18
Hot Weather Ground Ops / Power Settings ….……...20
Cold Weather Ops…………………………….…….…21
Fuel Conversions Jet A…………………………….….23
CJP SOPs……..…………………………………….….24
Pilot IFR Currency (FAA)………………………....….29
Light Gun and Transponder Codes ..……….…….….29
Time of Useful Consciousness Table.……….………...30
Citation Maintenance Facilities / Map………….……31
Database Loading……………………….….………….33
Save FADEC Data……………………….….....………35
NORAD / FAA Intercept Procedures……..……..…...36
TOLD Cards………………………………..………….37
Safe-to-LandSM Cue Cards……………………………38
NOTE: This document contains excerpts from OEM and FAA sources. Ensure you have the latest
information. In all cases the applicable FAR’s and aircraft manuals and checklists govern
operation of your aircraft.

2
BRIEFING GUIDES
PRE-TAKEOFF BRIEFING ITEMS

General
1. Takeoff Data card – complete and review
2. Brief planned Departure procedure and engine out procedure
3. Brief Departure threats and mitigations

Initial Autopilot Plan

1. FD set TO – TO or HDG – TO (and Arm Nav as appropriate)
and set Altitude Preselect
2. Autopilot engage altitude___
3. If low altitude initial level off: CWS, pitch 5 deg., reduce power

Takeoff Malfunctions
1. Designate emergency return: Airport and Runway
Approach type, MSA, Vspeeds
2. Review Memory Items for:
a. Any serious malfunction prior to V1 (consider 70/80 knot max
for amber cautions for runway lengths > 1.5 runway required
b. After V1 for continued takeoff
3. Address other emergency procedures after level off.

Verbal Callouts
Note: If runway margin dictates, establish 70 kts. “Max amber abort speed”

‘Thrust Set’ ‘Airspeed Alive’ ‘Cross-Check 70 knots’

‘V1’* ‘Rotate’ ‘Positive Rate - Gear Up’ ‘Flaps Up’
‘Climb Thrust Set’
*Recommend V1 call at V1-5 knots

3
TOP OF DESCENT BRIEFING ITEMS
General
1. Landing Data Card – complete and review
2. Brief STAR Waypoints, Altitudes, Airspeeds, AP modes, and
planned use of VNAV
3. Brief Approach from Chart Briefing Strip
Review AP Mode Sequencing
If Circling, Draw Protected Radii on MFD Map
Missed Approach Procedure
4. Airport Diagram: Turnoff / Taxi Plan, Hot Spots, Parking

Min Maneuvering Speeds (.6 AoA +10 knots):

Clean: VREF +30 Flaps 15: VREF +20 Flaps 35: VREF +10

Verbal Callouts per the Safe to LandSM Cue Card

Review Approach / Landing Threats and Go Around “Triggers”

Missed Approach Steps: Pickle, Power, Pitch, Flaps - Takeoff and

Approach, Positive Rate – Gear Up, FMS Source – NAV, AP Mode
- NAV, Pitch (Check Alt Bug), Flaps – Up, Climb Thrust

For Visual Approach Missed – Decide at Least 10nm Out

Initial Climb Altitude, Initial Heading and Turn in Pattern,
G-A Power and Flaps Settings

Diversion Plan for Missed or Discontinued Approach

Course, Altitude, Airport, Runway, Planned Approach
Fuel Required, Alternate Wx

Brief Approach Malfunctions

Engine Failure on Approach: Thrust Good Engine – Increase as
Required; Airspeed VAPP then Flaps - Takeoff and Approach

4
PROLINE 21 FMS Ops
Center aircraft in Plan view:
• IDX > POS INIT > FMS POS >MFD ADV > CTR WPT

Circling Aid: Draw circles on MFD for obstacle-protected area

• IDX > FIX, DIS CROSS of 1.7 (or appropriate dist.) at the
approach runway (RWxx in reference spot).
• Then NEXT to create another FIX, DIS CROSS of 1.7 (or
appropriate dist.) at the landing runway.
• Then, draw extended centerline to landing runway:
NEXT blank FIX page, landing runway as reference point, and
reciprocal of landing runway heading as RADIAL CROSS
Crossing restriction prior to Wpt
• WPT/-30 (+ if after Wpt). Insert altitude on right side of line
If offset puts point before another FPL fix, must put in sequence

Change WPT to “Flyover” = Copy waypoint, add /0, reenter to

same line. Displays the “@”symbol after waypoint ID

Closest Point Abeam – IDX>FIX>Abeam Ref (draws dashed

perpendicular line and abeam point as a small circle)

Direct to Previous point in Flt Plan

DIR>PREV, Select Wpt, EXEC

Exit Hold – LEGS>EXIT HOLD>EXEC

Lat/Lon = N4030.5W11030.5

Lat/Lon Crossing point = IDX>FIX enter lat., lon.

Places circle on Flt Plan line at the defined point
(continued next page)

5
NDB = XYZNB

Offset Course FPLN> Lxx or Rxx>Paste to Offset LSK

Radial, Distance = MVY345/35

Radial, Radial = LWM090/PSM201

Visual Approach Aid:

Create a 10 NM ring around the airport in the FIX page.
Inside the ring, plan < 3000’ AGL and < 200 KIAS.
• IDX > KABC airport, create a DIS CROSS of 10NM
• Load visual approach, change default 5 mile final to 3 mile
final (fits into traffic pattern flow better)
• If position on arrival places final fix beyond runway fix,
consider Sequence Inhibit on Legs page to prevent sequencing
• Confirm PAPI/VASI angle (Airport Info chart) is 3 degrees.
If not, match the PAPI/VASI angle in LEGS page
• When cleared for visual, direct to the “RX—“ fix on an angle
of 90 from final creates a base leg that can be tracked on AP
• APPR, VNAV, and set altitude selector to field elevation

Terminal Area Class B Charts

The Class B Jepp Chart on the MFD enables monitoring of Class

B airspace floor altitudes in terminal area with geo-ref position.

VNAV Altitude Entries

If less than 500’ precede with “ / ”or it will be interpreted as speed

After altitude: A = at or above; B = at or below; C = descent to
climb; D = climb to descent. Between altitudes 6000A8000B

(continued next page)

6
Sources For:
Current Lat/Lon: GMT:
MFD Data POS REPORT IDX Status, Chronometer,
or GNSS Status GWX page
IDX GNSS Status
IDX POS INIT
HW/XW/Temp Aloft:
Current GW MFD Data NAV Status
MFD Data TO + Appr. IDX PROG 2/2
Perf. Init. Page

Dest. ETE, FOB: RAIM:

IDX>PROG IDX GPS CTL

Freq. Data for Origin, Dest: Time to Next WPT:

FMS IDX>Frequency MFD upper left corner
Jepp Charts IDX Prog
MFD Data: FPLN PROG

7
Standard Displays Setup
PFD 1
Arc, Needles VOR1, FMS2, TFC On, Terr./RDR Off,
PFD 2
PPOS, Needles VOR1, VOR2, Source FMS1 (yellow), TFC
On, Terr. On
MEM 1 (Use for Dept./Arr.)
PPOS, Text Off, Terr. On, TFC On, VOR, Needles VOR 1,
FMS 2, RDR A/R
MEM 2 (Use Enroute)
PPOS (Plan A/R), Text (MFD Menu) On for Enroute, then
Text VNAV for descent. Eng. Disp. Small Format, Terr. Off,
TFC On, Needles VOR 1, FMS 2,
RDR A/R
MEM 3 (Weather)
GWX, Text Off, Eng. Disp. Large, Terr. Off, TFC Off,
Needles N/A

8
AUTOPILOT APPROACH MODES
APPR for DAs
NAV for MDAs
(Except VOR, use
APPR)

Holding:
Max Speed vs Alt
200 kts < 6,000’
230 kts <14,000’
263kts* >14,000’
*Aircraft limit

Minima:
Use CAT C
(C if IAS > 120)
(D if No * per
CJP SOPs)

Circling Radii
For MSL Alt
Cat C
With
1000 2.7
3000 2.8
5000 3.0
7000 3.2
No * 1.7
(1) Set Missed App Alt once on Glide Slope
(2) Show raw data on PFD2 or bearing pointer for the
* Where the
Nav. Source symbol is absent
(3) VNAV not avail if MAP not at Rwy threshold (Circling means old obstacle
App). Manually control vertical after FAF
(4) Select APPR to get Nav to Nav transfer. Once LOC clearance criteria.
captured, go back to NAV to disable GS tracking

For Circling Approaches TERPS Cat C provides for a .5 NM (150 ft. AGL) straight segment on final for
establishing obstacle clearance radii.

9
10
WEATHER (US / FAA)
Alternate Filing Requirements:
ETA +/- 1 hour:
Destination > 2,000’/3 SM, otherwise alternate required
Note - Aircraft equipped with WAAS may file airports without ground-based navaid
approaches as their alternate if the “A NA” symbol has been removed from the
approach plate. Plan on LNAV only minimums (AIM 1-1-18)

Weather Minimums for airport to qualify as an Alternate

With Precision approach: At least 600’/2SM
If only Non-Precision approach: At least 800’/2SM
No approach: At least 1000’/3SM (VFR)
Fuel Requirements:
Departure > Destination > Alternate + 45 min. at cruise

VFR Minimums
Class B: Clear of Clouds / 3SM
Class C, D, E: 500’ below, 1000’ above, 2000’ horiz / 3SM
Class G (uncontrolled airspace) 1SM day, 3SM night
500’ below, 1000’ above, 2000’ horiz.
Class E, G > 10,000’ MSL
5SM 1000’ below, 1000’ above, 1SM horiz.

Decoding PIREPS
UA = Routine Report UUA = Urgent Report
/OV Location 3-letter Navaid ID, i.e. /OV BOS radial/DME
/TM Time, GMT /FL Altitude
/TP Type Aircraft /SK Cloud (SCT, BKN, OVC)
/WX Flight vis. followed by symbols for Rain, Snow, etc
/TA Air Temp, Celsius /WV Wind direction, speed
/TB Turbulence i.e LGT, MOD or EXTRM
/IC Icing using standard abbreviations
/RM Remarks

11
COLD WEATHER RESTRICTED
AIRPORTS
Manually applying altitude corrections
(Note: ProLine Fusion applies corrections automatically)

Step 1: Determine if there is a "snowflake" icon on the approach chart

(NACO) or minimum temp requirement in Notes section (Jepp).
Step 2: Per CJP SOP, if flying approach at night or in IMC, apply
appropriate altimeter corrections if the temperature of the pressure-
reporting station is below 0°C. Use the “All Segments Method”: Apply
cold temperature corrections to all published altitudes from the IAF to the MA
final holding altitude (see 2a – 2c below). Inform ATC you are applying
corrections

The ILS glideslope and WAAS glidepath are unaffected by cold temperatures
and will provide reliable vertical guidance to the corrected DA/DH. A Baro-
VNAV glidepath will be affected by cold temperatures and must be corrected
when at or below the temperature limit by using the LNAV/VNAV line of
minima to DA/DH.

2.a Enter chart with FAF altitude (AGL) and apply that correction to FAF.
Also apply this correction to all fixes out to the IAF.
2.b. Enter chart with DA/DH/MDA altitude (AGL) and apply that correction to
the DA/DH/MDA and any stepdown fixes.
2.c. Enter chart with MAP Final Hold altitude (AGL) and apply that correction
to the MAP Final Hold altitude.

12
COMMUNICATIONS / FAA No.’s
Flight Watch 122.0 (0600-2200 local)
“Any Radio” 122.2

IFR Clearance at Uncontrolled Fields:

• Use Phone number or the RCO Freq. listed in Chart Supplement
• Communications Section (Airport Facility Directory)
• Or Use the Center Phone number below for ARTCC
• Or Call FSS at 800-992-7433 to get the RAPCON phone #

Lost Communications
Transponder: 7600
Route: Cleared, then Expected, then Filed
Altitude: Highest of assigned, minimum or expected
Leave clearance limit: At EFC, or absent that, to arrive at ETA
NASA ASRS Reports link:
https://asrs.arc.nasa.gov/report/caveat.html?formType=atc
13
TAKEOFF / LANDING DATA INFO
TOFL = Greatest of:
115% of 2-Eng Distance to 35 ft AGL, or
Accel/Stop (from V1), or
1-Eng Accel/Go Distance (= Eng. fail at V1 and climb to 35 ft AGL)
V1 = Max speed enabling a Stop or Min speed to Takeoff to 35’ in
remaining Rwy. This distance is the balanced field length.
V2 = Takeoff safety speed = Speed at 35’ if Single Engine

1st Segment – Liftoff to Gear up and V2

2nd Segment – Gear up to Level off at V2
3rd Segment – Level transition from V2 to VEnr

Climb Gradient Minimums:

Takeoff (2-Eng) 3.3% or 200 Ft/NM (TERPS)
OEI takeoff (2nd segment) gross 2.4% (145 Ft/NM)
net 1.6% (100 Ft/NM)
Approach Gross climb gradient (OEI) 2.1% min. (125 Ft/NM)
Landing Gross climb gradient (2 Eng.) 3.2% min. (190 Ft/NM)

Landing Distance = Total from 50 ft AGL to stopping point

Applying Factors to AFM calculated landing distance data:

CJP SOP: Apply 1.67 factor to AFM computed values
If a visual or electronic GP available, then may use 1.25
Other industry standards for reference, applied to dry Ldg. Dist.:
1.15 for minimum FAA recommended margin
1.25 for 1% down slope
1.67 for Part 135 conservatism to normal AFM landing data
1.92 for Part 135 conservatism Wet Rwy (1.15 x 1.67 = 1.92)

1.15 = Provides Landing within 86% of available distance

1.25 = Provides Landing within 80% of available distance
1.67 = Provides Landing within 60% of available distance
1.92 = Provides Landing within 52% of available distance

14
Runway Declared Distances defined below are available in the
Chart Supplement, Airport Facility Directory (A/FD):

• Clearway is the area beyond the paved runway that is free of all
types of obstructive material
• Stopway is the area used to slow the aircraft in case of an
aborted takeoff
• TORA is the runway length available for the takeoff run.
• TODA is TORA plus clearway when available
• ASDA is TORA plus stopway when available
• LDA is the length of runway available for the ground run of the
landing aircraft

15
Mu values are approximate and intended to be used only to downgrade a condition
code, except as identified in Note 2. Airport managers use their best judgment applying
readings from friction measuring devices.
2 In some cases the runway surface conditions may not be as slippery as the RCAM
assigned values. The airport manager may opt to raise the condition code (no higher
than 3) if the measured Mu is 40 or higher and all other indications
support a higher code than a 0 or 1.

16
RCAM
Reading

*Note, although this equates to FAA RCAM 5, it is worst

wet condition in Textron data. Calls of condition 5, with
1/8” water or slush could be as hazardous as a 2 condition

17
AOA REFERENCES
Stall Warning = .79 - .91 .60 - .70 ≅ V2 (1-Eng)
Stick-Shaker = .80 - .85+
Stall = 1.00 .35 ≅ Max Range Cruise,
Vref = .60 and is also Venr (1-Eng),
Max Endurance, Vy (2-Eng)
Vx (1- or 2-Eng)
Note: AOA values are most useful
at approach speeds and near stall.
AOA is not precise for cruise
settings. Use Mach and airspeed as
primary metrics for Cruise
performance.

Crosscheck AOA and Vref on

approach to catch errors in
configuration or speed
calculations.

CJ3 Glide Ratio is 12.7:1 at Max Glide Speed: This is the glide range
to be expected when flying the glide speeds provided in the Emergency
Procedures Checklist for Maximum Glide Emergency Landing checklist.
If using Foreflight, can insert this value in the Foreflight Glide Advisor
function.

HIGH ALTITUDE STALLS

Pilots should carefully monitor aircraft energy state in high altitude
climbs by cross checking:
• IAS / Mach
• AOA
• Pitch
IAS decay to 1.3Vs (green donut) or AOA>0.5 indicate a possible
behind-the-curve energy state.
18
Flight conditions warranting extra caution include:
• High Weight
• High ISA
• Climb / Descent through the jet stream with large changes in
head-winds or tail-winds
• Turbulence
Reference Mach-Buffet Chart in AFM, copy included below.
If the stick shaker activates, aggressive action should be taken
immediately to regain airspeed.

19
Hot Weather Ground Operations CJ3
(Limitations to be added)

CJ3 Approximate Power Settings

Config Speed N1 setting N1 setting
2 Eng 1 Eng
Below 10,000 ft Clean 250 53% 65%
2000 fpm descent
Terminal area level Clean 180 60% 77%
15 Flaps 155 58% 78%
FAF inbound 35 Flaps, Gear Dn 115 50% NA
3 deg path
15 Flaps, Gear Dn 130 42% 59%
Level (circle) 15 Flaps, Gear Dn 130 60% 78%
Level (MDA) 35 Flaps, Gear Dn 115 64% NA

20
Cold Weather Operations CJ3
On-Ground Operations
Temperature: Operating Constraint:
-54°C / -65°F Minimum Ambient Temp for Takeoff (observing other limits below)

-40°C / -40°F Minimum Temp for Jet A Fuel (EIS). Put aircraft in hangar if exceeded
a) Do Not power up FADECs (via battery on) until they’re warmed above
-40°C. A non-resettable amber Eng. Cntl. Sys fault is possible if < -40°C
(start prohibited with fault).
b) If engine and/or engine oil temperature is below -40°C, the engine
must be preheated prior to start. Min Eng. Oil Temp ind. on EIS is -40°C

-35°C / -31°F Minimum RAT to operate boots (cracking potential)

-18°C / -0°F If the battery has been cold soaked for 2 hours or longer at ambient
surface temperature of -18°C (0°F) or lower, it must be preheated to
above -18°C (0°F) prior to start.

-15°C / +5°F a) “Cold Soak” is defined as > 2 hours below -15°C / airplane parked
without engines and systems operating. Remove battery to a warm area
or use battery heater. Do not use control lock, chock wheels (parking
brake unreliable), retract flaps.
b) Starting after cold soak - use external power or preheated battery.
Terminate start if N2< 8%. Potential “no-start” if <11 volts with start
button.
-10°C / +14°F a) The engine indicating system (EIS) can take 1 to 6 minutes to become
usable after power is applied when cold soaked below -10°C
b) Cabin must be >0°C for >20 min. before takeoff and for flight above
FL240, if cold soaked >2 hours at -10°C or colder, for proper operation of
the Pax O2 masks. N/A if no Pax.
0°C / +32°F Remove O2 masks if parked at <0°C Cabin must be heated to a
temperature of 0°C (+32°F) prior to operation above 24,000 feet.

10ºC / +50°F a) Tactile check of the wing leading edge/upper surface to verify no frost,
ice, snow, or slush if OAT <10ºC and: visible moisture in the air, water on
wing, <3ºC temp-dewpoint spread, or conditions conducive to frost. Also
required if can't determine fuel temp >0°C regardless of OAT.
b) Do not operate engine >80% N2 until Oil Temp >10°C

Notes:
1. Ambient surface temperature must be obtained from the RAT display on the PFD, with at least
one engine running, or from an appropriate ground station. The SAT display is unreliable on the
ground.
2. Icing conditions on the ground exist when the OAT or indicated RAT is +10°C or below, and
where surface snow, slush, ice, or standing water may be ingested by the engines or freeze on
engine nacelles, or engine sensor probes. Use Anti-Ice ON for these conditions, even if “clear and a
million.”

21
In-flight Operations (Cold Weather)
Temperature Operating Constraint:
(RAT):
-54°C / -65°F Minimum Ambient Temp for Takeoff (observing other limits below)

-40°C / -40°F Minimum Temp for Jet A Fuel (EIS). Put aircraft in hangar if exceeded

-40°C / -40°F(SAT) When SAT is below -40°C, wing and engine anti-ice systems may be
operated in ENG ONLY if it can be visually verified no ice is
accumulating.

-30°C / -20°F Minimum RAT to operate boots (cracking potential)

-18°C / -0°F a) When windshield anti-icing is required, WINDSHIELD BLEED AIR

knobs are MAX, and the WINDSHIELD BLEED switch is turned to LOW
if RAT is above -18°C or HI if RAT is -18°C or below.
b) Severe icing can be encountered at temperatures as cold as -18°C.

0°C / +32°F a) Cabin must be >0°C for flight above FL240 for proper operation of
the Pax O2 masks. N/A if no Pax.
+5°C / +10F On descent WINDSHIELD BLEED Switch LOW below 18,000 feet if
landing with temperature/dewpoint spread of less than 5°C (HIGH if
RAT is -18°C or below)

10ºC / +50°F a) Engine anti-ice must be ENG ON or WING/ENG for operations with
indicated RAT of +10°C or below, when flight into visible moisture is a
possibility.
b) The wing/engine anti-ice systems may be operated in the ENG ON
position and the windshield anti-ice and tail deice may be OFF provided
it can be visually verified that no ice is accumulating.

Notes:
1. Flight is prohibited in freezing rain, freezing drizzle, or mixed icing conditions
(supercooled liquid water and ice crystals).
2. Icing conditions exist when the indicated RAT in flight is +10°C or below, and visible moisture in
any form is present (such as clouds, fog with visibility of 1 mile or less, rain, snow, sleet, or ice
crystals).

22
FUEL CONVERSIONS JET A
Pounds Gallons
100 15
200 30
300 45
400 60
500 75
600 90
700 105
800 120
900 135
1000 150

23
CJP SOPs
I. Pilot Physiological Considerations
Duty Day:
a) 8 hours of flight time in any calendar day (12 hours with
safety pilot)
b) Duty day max 14 hours, or 8 hours during 0200-0600; 16
hours with safety pilot, or12 during 0200-0600
c) Rest 10 hours between duty periods; 8 hours with safety pilot

Other Physiological Concerns:

d) Donate blood: wait 72 hours to act as crew
e) SCUBA: pilots and pax don’t fly within 24 hours

II. Hazardous Materials

a) No dry ice on aircraft
b) No lithium batteries in any baggage compartment.
c) Only charge OEM lithium batteries during flight
d) Secure terminals of batteries not installed in a device

III. Flight Planning and Preparation

a) Designate a suitable alternate airport for all flights
i) If destination doesn’t have IAP, alternate should have
acceptable IAP
b) Use 2 current copies of electronic charts on two different
electronic devices, utilizing two different software packages
c) Check cruise performance for planned cruise within 4000’ of
the aircraft ceiling
d) After significant maintenance event: no flight at night / IMC
until day VMC functional check flight has been done

24
If flying VFR:
a) Request VFR flight following if flying >25nm
b) Be able to maintain ≥ 2000’ above the tallest obstacle within
5 miles laterally of route

IV. Runway Field Length Guidelines

a) Takeoff / landing performance computation:
-Count no performance benefit for headwinds.
-If any tailwind is expected to exist, compute using 10 knots
of tailwind component.
b) For landing the computed required field length must be:
≤80% of available landing distance with electronic / visual
descent path indicator (1.25 Factor)
≤60% of available landing distance without path indicator
(1.67 Factor)

V. Surface Operations
a) Max wind for taxi, take off or land is 50 knots, including
gusts
b) Do not operate on any surface with braking action reported
as nil

VI. Takeoff and Departure

a) Use published takeoff minimums for the runway to be used.
b) If takeoff weather is below minimums for the expected
return-to-land runway, identify a suitable takeoff alternate
within 25 NM of the departure airport

25
VII. Enroute
a) No non-operationally necessary conversation below 10,000’
MSL: during any segment of an approach procedure, or
during the last 1000’ before level off during climb or descent
b) No vertical speed mode for autopilot climb above 30,000’
MSL
c) “Minimum Fuel” when fuel state becomes less than fuel to
destination plus 45 minutes at current burn
d) “Emergency Fuel” when fuel less than 45 min at current fuel
flow. Divert to and land at the nearest suitable airport

VIII. Approach and Landing

a) Visual approach minimums:
a. ≥ 1500’ ceiling, and 3 SM day / 5 SM night
b. No visual approach to unfamiliar airport at night
unless the runway is served by an approach with
vertical guidance
c. No visual approach to any airport at night unless the
runway is served by an approach with vertical
guidance or a visual glidepath indication
b) Circling:
a. If approach does not have expanded circling
protection area use Category D minimums
b. Minimum visibility 3 SM day / 5 SM night
c. Minimum ceiling 500’ above the circling MDA
d. At night landing runway must have visual glide path
guidance
c) In IMC / night, apply altimeter corrections if the temperature
of the pressure-reporting station is below 0°C
d) Don’t commence an IAP if prior to the FAF weather reports
indicate surface visibility is less than required for the
approach

26
e) If the reported visibility is less than 1 SM, conduct approach
with the autopilot engaged
f) During any approach autopilot engaged, maintain a hand on
the yoke when the aircraft is below 1,000’ AFL
g) Apply Safe To Land SM Stable Approach and Landing
Criteria for all flights VMC and IMC: Initiate a Go -
Around if the approach cannot be stabilized by the 200’ Go
Around Gate (DA / MDA if Instrument Approach) or earlier
if in the pilot’s judgement approach stability will not be
achieved. Refer to the STL Cue Card
Additionally, touchdown within Longitudinal TPL
(‘Floating’) and Lateral TPL (‘Drifting’) touchdown zone
gates (‘Limit’) or Go Around. Refer to STL Cue Card
h) When flying an approach with Baro-VNAV guidance on
final, the pilot should obtain and cross-check a minimum of
two independent altimeter settings. Possible sources include:
ATIS/ AWOS / ASOS / ATC / METAR via SXM, ADS-
B in, or Datalink
Approaching minimums, the pilot should check the radar
altitude (if equipped), against the charted height above TDZ
at minimums. Understand that variations in terrain and
buildings can cause a difference in displayed RA
If the aircraft has the ability to set two different minimums
alerts (e.g., ProLine 21), consider setting one alert to Radar
height above TDZ and one to Baro minimums
i) When landing on a runway with a parallel runway also
actively being used for landing, load an instrument approach
if one exists and use the autopilot for lateral tracking until
short final, even if flying a visual approach
j) Don’t exceed the demonstrated crosswind component:
If braking action is reported as less than good observe the
following crosswind component restrictions:

27
Braking Action X-Wind Component
Good Max demonstrated
Good-Medium Max minus 5
Medium Max minus 10
Medium-Poor Max minus 15
Poor Max minus 20
Nil Do not operate

IX. Flight Hazards

a) Practice donning your oxygen mask every 90 days
b) No flight in freezing drizzle / rain / severe icing; avoid
continued flight in moderate / greater icing

X. Pilot Limitations, Training and Currency

Observe the following restrictions if the PIC has not flown at least
15 hours as PIC in the last 90 days (or less than 100 hours time in
type):
a) Minimum planned fuel reserve 1 hour
b) Minimum visibility for takeoff is 1 mile
c) On instrument approaches, increase the published minimums
by one-half mile visibility and 200 feet to DA or MDA
d) Do not conduct any approaches in IMC or at night without
vertical guidance
e) Do not land at unfamiliar fields at night unless the runway
used is served by an approach with vertical guidance and
functioning visual approach indicators (VASI / PAPI).
f) Do not conduct circling approaches
g) Perform landings at a weight that allows a full stop in 60
percent of available runway length

Only act as PIC if the following minimum training and currency

requirements have been met:

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h) Logged in an aircraft of the same type, within the preceding
45 days, at least 1 hour of flight time, and 1 takeoff and
landing, and
i) Completed simulator based recurrent training (including a
61.58) in type within the preceding 12 calendar months

PILOT IFR CURRENCY (FAA)

Previous Six Calendar Months: Six approaches, holding
procedures, intercepting / tracking courses
If IFR Currency Lapsed: Six-month grace period to meet
requirements, then after six months, must take IPC

Light Gun Signals Transponder Codes

MEANING
0000 – Never Use

1200 – VFR

7500 – Hijack
(‘special emergency”)
Controller will
discretely ask
“Confirm squawking 7500”

7600 – Communications Failure

7700 – Emergency

Avoid passing through 7500,

7600 or 7700 when changing
squawks to avoid a false alarm
Reply with one of the following
7777 – Do not use, reserved for
Daylight: Rock wings if in flight, move
ailerons/rudder on ground military interceptor ops.
Night: Flash Landing light or navigation lights

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MAINTENANCE FACILITIES
Textron Service Centers
Greensboro, NC KGSO 336-605-7000
Houston, TX KHOU 713-567-5000
Indianapolis, IN KIND 317- 227-3600
Mesa, AZ KIWA 480-840-9400
Milwaukee, WI KMKE 414-744-1500
Newburgh NY KSWF 845-567-9210
Orlando, FL KMCO 407-859-1245
Sacramento, CA KSMF 916-286-4300
San Antonio, TX KSAT 210-357-6120
Tampa, FL KTPA 813-878-4500
Wichita, KS KICT 316-517-6313

Textron MSUs - 1CALL Team 316-517-2090

Rogers, AR KROG Birmingham, AL KBHM
Springfield, MO KSGF Oklahoma City, OK KPWA
Idaho Falls, ID KIDA Baton Rouge, LA KBTR
Hayward, CA KHWD Nashville, TN KBNA
Carlsbad, CA KCRQ Atlanta, GA KPDK
Long Beach, CA KLGB Charleston, SC KJZI
Las Vegas, NV KLAS W. Palm Beach, FL KPBI
Denver, CO KAPA Lakeland, FL KLAL
Lubbock, TX KLBB Wash., DC KIAD
Austin, TX KEDC Philadelphia, PA KPNE
Dallas, TX KDAL Pittsburgh Latrobe, PA KLBE
Kansas City, MO KMKC Akron, OH KCAK
Adrian, MI KLCA

West Star
East Alton, IL KALN 800-922-2421
Chattanooga, TN KCHA 423-661-8900
Grand Junction, CO KGJT 800-255-4193
Perryville, MO KPCD 573-605-6140

Duncan (Not Shown on Map)

Battle Creek, MI KBTL 800-525-2376
Lincoln, NE KLNK 800-228-4277
Provo, UT KPVU 801-342-5600

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DATABASE LOADING
Downloads:
Jepp charts from JDM App.
Transfer to USB in Jeppesen_Disk folder
E-Map files (Collins).
Transfer to USB in the FSU_EMaps folder
J7_Americas Nav database (Collins).
Transfer to USB in the J7-Americas folder
Once per year, XM Graphical Wx files.
Transfer to USB in the xm GWx folder
In the aircraft:
Left side panel
Pull CBs for AOA heater and Brake Syst. Ensure
external lights, landing lights, non-essential
items Off (minimize power draw)
Center pedestal lower right – Enable MX Sw – UP
Connect GPU, complete cockpit/cabin inspection
checklists
Battery – On Avionics Power – On
When DBU loader light changes from yellow to green
Insert USB
Lights will flash yellow then go green,
indicating compatible files
Do not insert/remove USB when
flashing yellow – corrupts files
On MFD
Monitor Database Effectivity Page
On FMS
IDX > MCDU MENU > DBU >
AVAILABLE LRU > UPDATE LIST
When List of LRUs is displayed:
Use FMS1 for Nav Data (J7_Americas files)
(continued next page)
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Use FSU L28 for EMaps, Jepp charts and XM
Graphical Weather files

Update Nav Data

Press LSK next to FMS1
Once list of compatible files appears select
LSK next to current J7 database
Data Load Progress appears, then Checking Files,
then Load in Progress
Data loads sometimes pause at 10%, (normal)
When load complete select
LSK for > Avail LRU
Update EMaps
Press LSK next to FSU L28
Repeat steps above as in Nav Data load using
latest EMaps files in list
When load complete select
LSK for > Avail LRU

Update Jepp Charts

Press LSK next to FSU L28
Repeat steps above as in Nav Data load using
latest Jeppesen files in list
When load complete select
LSK for > Avail LRU

Once per year Update XM GWx files using same

steps as for EMaps and Jepp charts

USB – remove from DBU and close cover (green light)

Monitor MFD to show all data bases update to Current

Note: To get new Nav data base to be active, must

select it:
(continued next page)

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FMS IDX > Status > Database line… Select
secondary (should be the new one)

Paste over Primary (should be the old one in yellow)

Data base selected goes white text with new date
Verify MFD database effectivity also updates

Cleanup:
Avionics Power – Off
Battery – Off
Enable Mx Sw – Down (center pedestal)
Disconnect GPU
All Circuit breakers – Reset

SAVE FADEC DATA

Connect FADEC equipment / laptop
Battery / Avionics Pwr – ON
Launch EMT App on laptop
Setup Ports: COM 4,5,6,7
Once EMT is connected, Click Save FADEC Data button
Click OK at popup window then Exit (lower right corner), then:
Files Created Popup window shows where file is located:
C:\WI_EMT Data\Fadec Data\525-0633\525-0633_YYYY-
MM-DD-HHHH.einfo

To e-mail to Williams, send file as attachment

To: [email protected]
Subj: 525-XXXX Serial number
Send – Automated response will indicate data received

Note: Williams does not actively review these files. If there was an
ECU fault, use instructions in the Williams Automated Response e-
mail.

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