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2. Seats and Seat Belts – ADJUST and SECURE.
3. Avionics and Flight Instruments – CHECK.
4. Minimums - SET.
5. PAX SAFETY Switch - PAX SAFETY.
6. Passenger Seats - CHECK FULL UPRIGHT.
7. FUEL TRANSFER Knob - OFF.
8. ANTISKID Switch - ON.
9. LANDING Light Switch - ON.
10. Flap Handle - TO/APR.
11. CAS Messages - CHECK.
12. Crew Briefing - COMPLETE.
510FM-S2-00 S2-AA S2-7
SECTION V - SUPPLEMENTS MODEL 510
SUPPLEMENT 2
FAA APPROVED
U.S. Configuration
NORMAL PROCEDURES (Continued)
BEFORE LANDING
BEFORE INTERCEPTING THE GLIDEPATH
1. Landing Gear - DOWN and LOCKED.
2. Flap Handle - LAND.
3. Airspeed - SVREF +10 maximum.
WHEN INTERCEPTING THE GLIDEPATH
4. Airspeed - SVREF.
5. Speedbrakes - EXTEND.
6. Glideslope - INTERCEPT.
FINAL APPROACH
7. Throttles - MODULATE as necessary to maintain glideslope and SVREF.
CAUTION
AN UNSTABILIZED APPROACH CAN CAUSE INCREASED LANDING
DISTANCE OR A HIGH SINK RATE RESULTING IN A HARD LANDING.
NOTE
Speedbrakes will automatically retract when the throttles are moved to or beyond
approximately 85% N2. Verify the speedbrakes are extended throughout the
approach.
8. Pressurization - CHECK ZERO DIFFERENTIAL.
9. Autopilot and Yaw Damper - OFF prior to 400 feet AGL.
10. CAS Messages - CHECK.
S2-8 S2-AA 510FM-S2-00
MODEL 510 SECTION V - SUPPLEMENTS
SUPPLEMENT 2
FAA APPROVED
Configuration U.S.
PERFORMANCE
STANDARD PERFORMANCE CONDITIONS
All performance in this supplement is based on flight test data and the following conditions:
LANDING
1. The airplane was stabilized on glideslope at SVREF by 400 feet AGL and remained stabilized
to 35 feet AGL.
2. Two engine thrust setting during approach was selected to maintain the steep approach
angle at SVREF.
3. Idle thrust was established at 35 feet AGL and throttles remained in that setting until the
airplane had stopped.
4. Landing flare was initiated at or just below 35 feet AGL using minimum flare to achieve a
firm touchdown on the main gear.
5. Rotation to a three-point attitude was accomplished immediately after touchdown.
6. Maximum wheel braking was initiated immediately on nose wheel contact and continued
throughout the landing roll. Braking was reduced when below the antiskid cutoff speed
(approximately 15 knots groundspeed) to avoid tire skid.
NOTE
• Excessive airspeed or altitude above glidepath at 35 feet AGL, excessive long
flare, or reduced braking effort will significantly increase landing distance.
• If a visual glidepath reference system is not available or is inoperative, or if the
landing distance is to be determined from a height higher than 35 feet AGL, the 50
foot AGL correction factor must be applied.
DEFINITIONS
SVREF: The airspeed for steep approach landings used with full flaps and speed brakes
extended.
CONDITIONS SUMMARY
Wing flaps LAND
Engines Two engines operating
Landing gear Extended
Antiskid system Operative
Speedbrakes Extended
510FM-S2-00 S2-AA S2-9
SECTION V - SUPPLEMENTS MODEL 510
SUPPLEMENT 2
FAA APPROVED
U.S. Configuration
PROCEDURES FOR USE OF STEEP APPROACH
AND LANDING PERFORMANCE TABLES
1. Determine gross weight of airplane at the time of arrival at the destination airport.
2. Obtain airport information; i.e., active runway, available runway length, temperature,
altitude, wind, icing conditions and runway gradient if applicable. Determine that the
temperature is within the ambient temperature limits found in Section II, OPERATING
LIMITATIONS.
3. Determine wind component parallel to active runway from the crosswind component chart
from Section IV, PERFORMANCE, STANDARD CHARTS.
4. Check the Maximum Landing Weight permitted by Climb Requirements or Brake Energy
Limits (Figure S2-1). If these limitations restrict the landing weight, the pilot must burn off
fuel prior to landing.
5. For landing distance, determine the landing distance from 35 feet AGL to stop, VAPP and
SVREF from Figure S2-2. For runways without an operative visual glidepath reference
system, increase the landing distance by 250 feet. This adjusted distance is from 50 feet
AGL to stop. If the runway has a gradient, apply the appropriate factor from the note below.
If the available runway length is less than the landing distance required, the airplane weight
must be reduced.
NOTE
Multiply the landing distance by 1.12 for -1% (downhill) runway gradient, by 1.35 for
-2% (downhill) runway gradient. No adjustment is required for a positive (uphill)
runway gradient.
　
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