Power management during the approachlanding phase is

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Power management during the approach/landing phase is rela- tively easy in the Citation Excel because an N 1 setting in the 55- 60 percent range will normally result in desired indicated air- W W
CAE SimuFlite 2B-24 Developed for training purposes Citation Excel November 2004 speeds for the various configurations. Depending on air traffic control requirements, thrust necessary for the entire approach can often be set during descent keeping in mind that fan (N 1 ) RPM will decrease slightly for a fixed throttle setting with a decrease in altitude or indicated airspeed. Using a sea level air- port with zero wind at a typical landing weight (17,000 pounds), a throttle setting that results in about 55 percent N 1 in close will give approximate level flight indicated airspeeds of 160 knots clean and 140 with flaps T.O. & APPR. Gear extended, flaps LAND, and commencing an average descent (500 feet per minute) will result in approximately V REF airspeed. Higher field elevations, landing gross weights and/or headwind component will require a greater power setting. For maneuvering prior to final approach, minimum airspeeds of V REF +30, V REF +20 and V REF +10 should be maintained clean, flaps T.0. & APPR and flaps LAND respectively to provide an adequate margin above stall. Speed control on final should be precise for optimum landing performance and this is best accomplished by establishing V REF airspeed well before crossing the threshold. In gusty wind conditions, it is recommended that one half of the steady wind and all of the gust factor in excess of 5 knots be added to V REF . Approaching within approximately 50 feet of airport elevation, power should be gradually reduced to counter the accelera- tion induced by ground effect. Wind velocity and direction will dictate the rate at which the throttles are retarded. In very high surface headwind conditions, as an example, it may be necessary to maintain at or near approach power until close to touchdown. With a tailwind, a fairly rapid power reduction may be necessary in the final descent to landing phase for accurate speed control. In ground effect, where induced drag is reduced, leaving approach power on will cause the air- plane to float to a longer touchdown than desired. Retarding the throttles gradually in the final descent will normally result in idle thrust being reached just before touchdown.
Expanded Normal Procedures Citation Excel Developed for training purposes 2B-25 November 2004 Speed Brake . . . . . . RETRACT (ABOVE 50 FEET AGL) Extended Speed Brakes are not approved for landing. Autopilot/Yaw Damper . . . . . . . . . . . . . . . . . . OFF Autopilot must be disconnected above 180 feet AGL. With yaw damper OFF, pilot has complete rudder authority for landing. If the YAW DAMPER is not turned off it will attempt to override pilot rudder input during touchdown and rollout.

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