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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
not push the nose down. Relax any back pressure
you may be applying. Consider using
some bank to help lower the nose.
Nose Low
If needed, reduce power and/or use speedbrakes
to control airspeed. Roll to an upright
attitude and add back pressure to stop descent.
MISCELLANEOUS
Takeoff and Landing
For takeoff, line up as close to the end of the
runway as possible. While holding the brakes,
advance the throttles toward the TO detent, ensure
that both engines are accelerating together,
and release the brakes. As the aircraft
accelerates, monitor the V speeds and rotate
the aircraft for takeoff VR.
The landing maneuver is preceded by a steady
three-degree approach down to the 50-foot
height point with airspeed at VREF in the landing
configuration. At 50-feet, idle thrust is
selected and the descent is continued into the
flare, establishing a landing attitude. Once on
the ground, maximum wheel braking is initiated
after nose wheel contact and continued
until the aircraft is stopped. While speedbrakes
would normally be extended after landing,
they were not utilized during the
certification process.
Touch-and-Go Landings
If doing touch-and-go landings. Consider using
only TO/APR flaps on those landings; no need
to change flaps on roll. If using LAND flaps
for the landings, consider just holding the
nose wheel off the runway while the other
pilot sets the flaps to TO/APR. If power is
added before the flaps are reset, airspeed will
be higher than normal at liftoff.
CITATION MUSTANG OPERATING MANUAL
510OM-00 18-7
Wheel Fusible Plug
Considerations
Brake application reduces the speed of an aircraft
by means of friction between the brake
stack components. The friction generates heat,
which increases the temperature of the brake
and wheel assembly, resulting in an increased
tire pressure. Each main wheel incorporates
three fuse plugs, which melt at a predetermined
temperature to prevent a possible tire
explosion due to excessively high tire pressure.
Flight crews must take precautions when conducting
repetitive traffic patterns, including
multiple landings/or multiple rejected takeoffs,
to prevent overheating the brakes, which could
melt the fuse plugs and cause loss of all tire
pressure and possible tire and wheel damage.
During such operations, available runway permitting,
　
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