How do I study a Citation manual?

[BoilerUP]

*sigh*

Yes, it has been established that a Citation is not that difficult to fly.

But a transition from a single-engine Cessna to a Seminole is a big leap for some people, let alone a jet. Yes, I know a jet is easier to fly than a piston twin, even a turboprop, but if you have no clue how advanced systems work, it could give someone problems. I never said anybody needed a large number of flight hours to handle a jet (I'm proof of that), but my question is in experience. Learning how to think and plan ahead when you are going 350ish knots, as opposed to 120 or even 170 in a light twin, is a big leap that not everybody can make. Its nothing that hasn't been done before, but that doesn't mean it is an easy task for everybody to accomplish.

To the original poster - if you are going to be flying a C-500 series, follow much of the advice in this thread and you'll be fine. Good luck in your future endeavors!

 

[leardrivr]

You guys are makng way to much of this. I mean come on. People are going to think we actualy work for a living. If you wan't to hand fly a non-rvsm 20 series Lear at FL 450 at 3:00 in the morning to some hole in the wall airport. and shoot a non-percision approach with a circling manuever. Than you may need some serious skills. But your run of the mill people operation in a slowtation should be no big deal if you have good situational awearness in your single.

 

[SkyBoy1981]

My first real flying job after instructing was into a Citation. The company sent me out right away for the initial and type rating, which only took two weeks. It wasn't half as difficult as the training that I went through with my airline just to be SIC. Sure, it took a little while to get used to the jet coming from being a single engine CFI, but it wasn't all that difficult. Just study a bit here and there and pay attention in class, you'll be fine.

 

[lawfly]

This thread is old, but what the heck. Not to be cruel, but the first hint of complexity here is the original poster's reaction to the study materials. When I received my Citation materials, I was only to eager to (at least try to) devour them. To each his or her own. My 2 cents: systems. There is also some interactive software, which I still have and which my school provided, which is good practice for the oral and for later review. Maker is "Anijet", I believe. I won't get heavily into the ancillary debate here about the experience prereqs.
The school probably has some; mine did. I was the junior pilot, experience-wise, in my particular class, with everything you see at the left. We had a former DC-9 captain and 757 F.O. (great guy) whose training and checkride I observed before I did my own flying. Recency of experience is relevant, as are your instrument flying skills. It is helpful if you've flown approaches at more than 80 knots. And it doesn't hurt if you've looked at/interacted with turbine gauges before. But your original question was basically, "How do I read/study the materials?" 1.) Thoroughly and, 2.) Systems are of particular importance. I'm more of a text guy than a schematics guy (I'm an attorney, too, so I guess that figures) but I did come away with more of an appreciation for the schematics. I had prior turbine time and had passed the FE written (and the ATP written and flight check) a long time ago, so had some background knowledge. Also, in my course, the callouts were important to commit to memory, along with the maneuvers profiles. Honestly, I absorbed most of that stuff like a sponge. The flying part was a little more challenging, at first, but definitely a fun kind of challenge. By the way, V1, Vr, V2 calculation for each takeoff is different than light piston stuff and the gound checks are different if you've only flown light piston (e.g., anti-ice, speed brakes).

 

[Martin747]

Thank you everybody for your help and understanding. I am into the manual like crazy. I love learning about new systems and aircraft. I am after all new to the turbine matter, (but you gotta start somewhere.)