Citation 550 Pilots...

FlyGuy9k4

FlyGuy9k4

Old Skool
Looking for a few pilots that are typed in the Citation 550- Need some questions answered specific to that airplane before recurrent training next week. If your on here- would you PM me?

Thanks!
 
I've got a few hours in 'em. What do you need to know? Might be a good refresher for me - recurrent coming up at the end of the month also.
 
Ok ill bite ....So here is the scoop- I need as many CE550 questions thrown at me as possible- Im even looking for it someone made note cards or has some sort of review guide going for a recurrent school. Ive got my first recurrent class coming up as well as an interview. And since ive never done recurrent before i'm looking for as many questions that can be thrown that way in regards to that. Also ive got another interview soon and I would like as much info as possible to cover that route- Guys have said don't worry most guys don't know anything about your plane- they just want to see if YOU DO.- well I find that hard to believe since a guy in one of my classes from a few months ago was a 121 captain and at one time was also a citation check pilot- basically I want to do really well on the interview and especially recurrent since its not my dime paying for it- I want to pass with flying colors.

Anyone got info for me? Ive got the FSI manual and have been going through that- but on recurrent would they be as technical to ask about the compression ratios of the engine or would it be more like- true or false the citation 550 has 9 electrical buses.?

thanks in advance!
 
If it's anything like my recent Cj recurrent was, you're worried about nothing. I was too.


  • Limitations
  • Memory Items
  • Scenario Based Questions
Know that and you should be good. Scenario based will be lots of "what would you do if ___" vs "I'm a molecule of air. Talk to me about my journey through the JT15D.." type questions. Best of luck with the interview! I find more often than not, talking corporate or bizjet 135 they want to know more about if they can stand to be with you for 3-4 days than how much you've memorized the AFM or even how much you know about the systems. There's a checklist for all of that or a memory item. Knowledge is good, but you don't have to re-build it in flight. Best luck with the interview! Those are always nervous but fun!

-mini
 
minitour said:
If it's anything like my recent Cj recurrent was, you're worried about nothing. I was too.


  • Limitations
  • Memory Items
  • Scenario Based Questions
Know that and you should be good. Scenario based will be lots of "what would you do if ___" vs "I'm a molecule of air. Talk to me about my journey through the JT15D.." type questions. Best of luck with the interview! I find more often than not, talking corporate or bizjet 135 they want to know more about if they can stand to be with you for 3-4 days than how much you've memorized the AFM or even how much you know about the systems. There's a checklist for all of that or a memory item. Knowledge is good, but you don't have to re-build it in flight. Best luck with the interview! Those are always nervous but fun!

-mini
Click to expand...

Ah ok- sounds good- Ya the type of interview im going for- lets just say its a VERY technical one- so im expecting the worst.
 
I've got some study guides and gouge sheets for various 500 series Citations. Have you been flying a straight II, SII or Bravo?

Increased gross weight mod? Aft baggage mod? Increased ZFW STC? Steam gauges or glass?

There are so many variations. I got my initial type in-house in s/n 550-0056. I'm flying Bravos in the 900 and 1000 s/n ranges more recently as well as a later 400 s/n. Tell us a little more about the one you've been flying.

They'll probably concentrate on the stuff you would need to know for everyday flying of the thing. Max ramp and TO weights, max landing weight, total fuel capacity, useful load, weight and balance. How to find takeoff fan speeds, v speeds, take off and landing runway req'd, 2nd segment climb. You know, stuff you should be doing everyday and able to do in your sleep as a useful FO.

Oh, and definitely know Vlo, Vle, Venr and flap speeds. Power settings for typical speeds (250 kias, 200 kias, 170 kias, 120 with gear and flaps 35).

Brief a takeoff, brief an approach, tell a joke (not below 10k'), brief a go-around.

Congrats on the interviews!
 
I work at FSI Toledo and am current and typed in CE500 series and work with the 550 program as well.

You will see alot of electrical specific stuff such as "what turns a boost pump on?" or What does it mean when the green ignition lights are on?

You can expect some model specific stuff with regards to the anti-ice and de-ice.

Little questions like, when you start the first engine off of a battery start you get one of the associated start lights to light up. When you start the second engine, both start lights are illuminated. What is going on here?


Just systems knowledge.

Where are you going for recurrent?

BTW recurrents are sort of a broad overview covering as much material as possible in a short amount of time. Are you doing a 61.58 or 135.297?

Also, recurrents tend to be very operational based and discussion based, as to initials which tend to be lecture and learn.
 
FlyGuy9k4 said:
Anyone got info for me? Ive got the FSI manual and have been going through that- but on recurrent would they be as technical to ask about the compression ratios of the engine or would it be more like- true or false the citation 550 has 9 electrical buses.?
Click to expand...

If someone asks if there are 9 busses, you're at the wrong place. The idea of laundry lists is gone from most sys courses. What x things happen when you push the fire switch? Well, if 4 things happen and 2 don't, what can you do about it? Zilch. What you ARE concerned with is that the bottles arm and you can fire them. And then there is the fire checklist. I would be more interested in knowing what is the min runway length you would want if you had a fire and had to land immediately and ballpark your Vref for max wt landing. (4000ft is our ops spec min but we can and do operate down to 3600ft with a dry runway.. and this is NORMAL ops, not emergency)

If you want to know a system, try to understand what it is doing. For example, the electrical sys. Where to start? The battery. Why? Because you can understand the logic of the elect schematic if you start there. Batt is connected to the hot batt bus and then to the batt bus.

You have 2 gens that connect to the respective main bus. From there to the inverters and to the respective AC busses. So you have essentially built the elect sys and can see the logic. It is not just memory but understanding. but yes, know the limits.

Again, a company is really looking to see if you will fit in with the culture and be an asset. Airlines do not hire pilots. They hire PEOPLE who happen to be pilots. There is a big difference.
 
minitour said:
Sorry for trying to help. Best of luck

-mini
Click to expand...


No sir- don't be sorry at all- if anything my apologies for coming off the wrong way- i appreciate any help with this. I will write back to the other responses in a few hours- Thanks everyone for the help- I look forward to adding my two cents to this discussion in a little while...

Thanks again!
 
puddlejumper said:
I've got some study guides and gouge sheets for various 500 series Citations. Have you been flying a straight II, SII or Bravo?

Increased gross weight mod? Aft baggage mod? Increased ZFW STC? Steam gauges or glass?

There are so many variations. I got my initial type in-house in s/n 550-0056. I'm flying Bravos in the 900 and 1000 s/n ranges more recently as well as a later 400 s/n. Tell us a little more about the one you've been flying.

They'll probably concentrate on the stuff you would need to know for everyday flying of the thing. Max ramp and TO weights, max landing weight, total fuel capacity, useful load, weight and balance. How to find takeoff fan speeds, v speeds, take off and landing runway req'd, 2nd segment climb. You know, stuff you should be doing everyday and able to do in your sleep as a useful FO.

Oh, and definitely know Vlo, Vle, Venr and flap speeds. Power settings for typical speeds (250 kias, 200 kias, 170 kias, 120 with gear and flaps 35).

Brief a takeoff, brief an approach, tell a joke (not below 10k'), brief a go-around.

Congrats on the interviews!
Click to expand...

I have been flying an SII- so any questions based on that platform would be perfect too!- with the weight mod- we are 153MTOW I believe with aft baggage- and stock steam gauge with a G430 CA side breaker mount- Im almost 100% positive we are serial number S550-0093. Thanks so much for the help! Great advice!

Crockrocket94 said:
I work at FSI Toledo and am current and typed in CE500 series and work with the 550 program as well.

You will see alot of electrical specific stuff such as "what turns a boost pump on?" or What does it mean when the green ignition lights are on?

You can expect some model specific stuff with regards to the anti-ice and de-ice.

Little questions like, when you start the first engine off of a battery start you get one of the associated start lights to light up. When you start the second engine, both start lights are illuminated. What is going on here?


Just systems knowledge.

Where are you going for recurrent?

BTW recurrents are sort of a broad overview covering as much material as possible in a short amount of time. Are you doing a 61.58 or 135.297?

Also, recurrents tend to be very operational based and discussion based, as to initials which tend to be lecture and learn.
Click to expand...

Im completing it all under 61.85- im glad to hear about the TPYE of questions to expect- it helping to calm the nerves of trying to "know everything" - even though thats impossible haha. Im glad to hear that its operational based as well- im praying at the interview they do not dig too much into our ops - meaning just keeping it part 91 ops since that is all we do- nothing close to 135- I didn't even have flows or limitations to memorize- Im just starting to do this all myself- We got in house SIC type ratings because the CA has his single pilot waiver- well we fly to mexico lots- and obviously you have to have a second crew member for the 550 in that case- So all the training was done by the Chief- thats where the training stopped- all other learning- systems- etc etc- everything from the daily ops of flying the plane itself (the easy part)- ive had to self teach myself- and now with the interview coming up I don't want to be that guy!- I know that I have a SIC CE500 Type rating - and the guy next to be may have the exact same thing as well- he could be current FSI trained as well and im not- and at the interview they will not care how we were trained- they will care if we know what we are doing or not- so its my responsibility to get as much info down and to continue to learn as much as I can about the jet before the interview. I was taught and still learning a TON about how to operate the jet- and I still ask questions every chance I get- but my knowledge of- THIS LIGHT CAME ON- HOW DOES IT AFFECT THE OTHERS SYSTEMS- well im afraid its very week.

Orange Anchor said:
If someone asks if there are 9 busses, you're at the wrong place. The idea of laundry lists is gone from most sys courses. What x things happen when you push the fire switch? Well, if 4 things happen and 2 don't, what can you do about it? Zilch. What you ARE concerned with is that the bottles arm and you can fire them. And then there is the fire checklist. I would be more interested in knowing what is the min runway length you would want if you had a fire and had to land immediately and ballpark your Vref for max wt landing. (4000ft is our ops spec min but we can and do operate down to 3600ft with a dry runway.. and this is NORMAL ops, not emergency)

If you want to know a system, try to understand what it is doing. For example, the electrical sys. Where to start? The battery. Why? Because you can understand the logic of the elect schematic if you start there. Batt is connected to the hot batt bus and then to the batt bus.

You have 2 gens that connect to the respective main bus. From there to the inverters and to the respective AC busses. So you have essentially built the elect sys and can see the logic. It is not just memory but understanding. but yes, know the limits.

Again, a company is really looking to see if you will fit in with the culture and be an asset. Airlines do not hire pilots. They hire PEOPLE who happen to be pilots. There is a big difference.
Click to expand...

This is GREAT ADVICE and thanks very much for what to expect on the type of questions im using that kind of question for each system to try and get to the root of these systems- its pretty tough teaching yourself these things.

LineUpAndWait said:
Have you tried these guys:

http://www.smartcockpit.com/plane/cessna/CITATION-BRAVO/
Click to expand...

Can't get the website to work properly- but I'll continue trying- THANKS!
 
The SII is one I've not flown nor have any study guides for. Sorry about that.

Here are a couple links for some extra study (as if you need more to look at):

AirplaneDriver.net

JetSystemsOnline (Basic electrical system operation)

Just looking at the above one, seems messed up since the 2nd starter light doesn't come on for cross-gen start, weird...

Smart Cockpit is pretty handy too, especially to review speeds and limitations.
 
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