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plan to have flaps set at LAND by the
FAF; this permits a stabilized approach
throughout final. If flying a one-engine approach,
use flaps TO/APR on final. Decide
early if the landing will be with flaps TO/APR
or LAND; ensure sufficient runway is available
for reduced flaps. Landing with flaps
TO/APR allows for a stabilized approach
throughout final. If circling to land, plan to fly
the approach with flaps TO/APR until you decide
landing is assured; then select LAND.
Plan to arrive over the threshold at VREF for
the flap setting desired at 50 feet above the runway
with the yaw damper off. Idle power can
then be selected. Following a normal landing,
deploy speedbrakes and apply wheel brakes simultaneously.
When clear of the runway, accomplish
the after landing checks.
After Landing
If flying as a crew, the checks may be performed
while taxiing. If flying as a single pilot, taxi the
aircraft clear of the runway, stop, and complete
the after-landing check. No checklists are to be
read while the aircraft is taxiing.
AIRWORK MANEUVERS
STEEP TURNS
Steep turns are flown at 45° of bank and 200
knots. Establish a base heading and altitude.
Maintain the altitude during the maneuver and
use the base heading for the turn reversal and
final roll out. Use of the flight director and elevator
trim is an option for the pilot.
A pitch attitude of about 2.5° should hold level
flight in the turns. A slight increase in N1 (approximately
2%–4%) is required to maintain
target airspeed. If a moderate roll in rate is
used to begin the maneuver, plan to use a approximately
20° heading lead point for reversing
the turn and for the final roll out.
APPROACH TO STALLS
Full stalls are prohibited above FL180. Initiate
recovery at the first indication of an impending
stall (either aerodynamic buffet or aural
stall warning). Maintain altitude during the approach
to stall. If wings level, maintain heading.
If in a turn, use 20° of bank. Trim to the
“green circle” for the current flap position.
When initiating recovery, use takeoff power
and level the wings. Return to the starting altitude
as soon as performance allows. The
goal is minimum altitude loss.
Clean Configuration
Set power to approximately 40% N1 and maintain
altitude. Speedbrakes can be used if required
to reduce speed. Trim the aircraft as
required to the open green circle on the airspeed
indicator. The landing gear warning horn will
sound passing through 130 knots (silence the
horn if desired). At stall warning, maintain
pitch and move the throttles to the TO detent.
As speed increases, return to the starting altitude,
retrim, and adjust power as required.
CITATION MUSTANG OPERATING MANUAL
18-6 510OM-00
Takeoff Configuration
Set power to approximately 50% N1 and maintain
altitude. Trim the aircraft until the airspeed
reaches the open green circle on the airspeed indicator.
Silence the gear warning horn as speed
decreases below 130 knots. Set flaps to TO/APR
and roll into 20° bank. At stall warning, maintain
pitch attitude and level the wings. Advance
throttles to the TO detent. As speed increases,
return to the starting altitude and accelerate to
VREF + 10 knots. Select the flaps UP and adjust
power as required.
Landing Configuration
Set power to approximately 50% N1 and maintain
altitude. Trim the aircraft until the airspeed
reaches the open green circle on the
airspeed indicator. Lower the flaps to TO/APR
and extend the landing gear. Once the landing
gear is down, lower the flaps to LAND.
At stall warning, initiate recovery by pressing
the GA button while maintaining pitch
attitude as required. Advance throttles to the
TO detent. When the stall indication ceases,
select the flaps to TO/APR. Verify positive rate
of climb and retract the landing gear.
Accelerate to VREF + 10 knots and raise the
flaps to UP. Return to starting altitude and adjust
power as required.
UNUSUAL ATTITUDE
RECOVERIES
Unusual attitudes do not have to be severe to
be unusual; they are simply not what you expected.
Recognize the attitude by all three attitude
indicators. Confirm by reference to
airspeed, altitude, and heading changes. Use
the best instrument available to control the
recovery. Return to wings-level, level flight before
chasing command bars. Do not put yourself
into a second unusual attitude with rapid
control inputs.
Nose High
If needed, add power to preserve airspeed. Do
　
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