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Aviation History
2002
2002 - 2789.PDF
Cover story awareness in the congested terminal area. The descent was continued to 3,000ft, and flaps set to 15u as the aircraft slowed to 150kt. Once established on the localiser, gear was lowered and flaps set to full. At glideslope intercept, about 57% N, was required to hold a target approach speed of 120kt (reference speed (VRFF) + 5kt). Power response was good and the flight director allowed me to track both localiser and glideslope easily. Pitch attitude was rela tively flat, the nose on the horizon in a 500ft/min descent. Crab technique Because of the X's long wing and short trailing-link gear, a wings-level crabbed approach is flown in crosswinds. There was a slight left crosswind for our first landing, so only a few degrees of crab were required. This crab technique may feel a bit unusual for most pilots who have grown up flying wing-low approaches. Touchdown should be in a wings-level attitude, using the rud der to align the fuselage with the runway just before touchdown. The flare manoeuvre itself also differs from that of other Citations. Unlike its straight-wing brethren, only a very slight flare - 2-3° of pitch change - is required to establish the landing attitude. Also, no attempt should be made to hold the aircraft off the runway with more and more yoke backpressure. Despite these differences, landing the Citation X is easy: just start pulling the power to idle at about 50ft and flare slightly a few feet above the runway. Once on the runway, I extended the speedbrakes and Snider set the flaps to 15c in preparation for the go-around. When The 5% extra thrust squeezed from the X's Rolls-Royce AE3007 engines gives a 180kg increase in MTOW flaps were in position, I retracted the speedbrakes and advanced power to the take-off detent. After rotating at 120kt, the aircraft lifted off, and Snider retracted the gear and pulled the right AE3007 to idle to simulate an engine failure. At 135kt it took about 45kg rudder pressure to maintain wings-level on runway heading. Flaps were retracted in the climb and the aircraft was accelerated to the en-route speed of 190kt. There was enough trim available to zero out rudder forces in the climb, and I appreciated having a conven tional slip ball on the lower edge of the PFD. Once level at pattern altitude, I cen tred the rudder trim and flew the rest of the approach. The single-engine approach was flown like the two-engined one before it, with 35° flaps, but at Vm +10kt (125kt). If climb per formance is a concern, 15° flaps can be used. Unlike the first approach, where I flared sev eral feet high, this one was on the money, touching down just after the slight flare. The last approach flown was a visual cir cuit with both engines. Final approach speed was 120kt. After a smooth touch down at 115kt, I extended the speedbrakes and lowered the nose to the runway. Firmly on the ground, I selected reverse thrust on both engines and applied the CESSNA CITATION X SPECIFICATIONS main wheel toe brakes. Deceleration was rapid, even though I was not applying enough brake pressure to cycle the anti skid. Thrust reversers were stowed at 70kt. With a 7kt headwind, the 11,770kg aircraft was brought to a halt less than 300m from the touchdown point. Extreme performer During the lh 36min flight, I was able to sample the Citation X at the extremes of its flight envelope. It was easily hand-flown at M0.90 and 43,000ft. The well-appointed cabin was quiet even at high cruise speed. Speedbrakes and a M0.92 maximum oper ating speed allowed the aircraft to get down rapidly from high altitude. Low-speed performance was no less remarkable. Both the clean and landing configuration stalls were as benign as any I have experienced, the latter occurring at only 98kt. Approach speeds were also low, helped by the wide-span leading-edge slats. Landing the Citation X was easy, al though it required different techniques to other Citations. The world's fastest business jet proved easy to fly at both ends of its wide speed range. Increased engine thrust and higher gross weight are just two reasons why customers looking for a fast jet are likely to consider the upgraded Citation X. • Length overall 22.1m Wing span 19.4 Wing area 49.0m2 Maximum operating altitude 51,000ft Maximum take-off weight 16,375kg Max landing weight 14,424kg Max fuel load 5,865k Standard empty weight 9,809kg (not including 2 pilots) Limit Mach 0.92 Maximum cruise speed @ 35,000ft 525kt Take-off field length 1,567m Landing field length 1,036 IFR range (185km alternate + 45min reserve) 5.956km Powerplant 2 x Rolls-Royce AE3007C-1 turbofans 30.09kN @ 30°C and sea level Accommodation Flight crew: two Passengers Typical 8: up to 12 Baggage volume: 2.32m3 www.flightinternational.com FLIGHT INTERNATIONAL 17-23 SEPTEMBER 2002 41
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