Revision: 1.

Airwork Operations GmbH

ATO Operations Manual
OM-B C550,551
Part 1
Date of Issue: 14.09.2017
Emergency Procedures, Normal Procedures,
Flight Profiles, POH, AFM, Minimum Equipment List,
Checklists, Crew Coordination
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OM-B C550,551 – Table of Contents



Contents

Section 0 – Administration and Control of the Operations Manual – 4

0.1 Introduction 4
0.1.1 Revision Log 4

Section 1 – General – 5
1.1 Applicability 5
1.2 Preface 5
1.3 Simulated Situations in Flight 5
1.3.1 Simulated Single Pilot Operations (SSPO) 5
1.4 Normal Procedures Philosophy and Assumptions 6
1.4.1 Carriage of Passengers 6
1.4.2 Configuration Check 6
1.4.3 Altimeter Setting Procedures 6
1.4.4 Unimproved Runways 6
1.4.5 Autopilot and Flight Director Usage 7
1.4.6 Enroute Navigation 8
1.4.7 Approach Navigation 8
1.4.8 COM Setup 8
1.4.9 Checklist Organization 8

Section 2 – Simulated Abnormal Procedures – 9

2.1 Simulated One Engine Inoperative (SOEI) 9
2.2 Other Limitations 9

Section 3 – Selected Flight Profiles and SOPs – 10

Section 4 – Limitations – 11
4.1 Operating Limitations 11
4.1.1 Non Precision Approach 11
4.1.2 Circling 11
4.1.3 LVTO Takeoff Minima if Training Requirements of OM-A are Not Met 11

Section 5 – Crew Coordination – 12

5.1 Allocation of Tasks in Different Phases of Flight 12

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OM-B C550,551 – Table of Contents



Section 6 – Check Flights – 14

6.1 Part-FCL Check Flights (in Aircraft) 14
6.1.1 General 14
6.1.2 Mandatory Minimum Content for Single Pilot Operations, CAT I 14
6.1.2.1 Additional Content for RVSM Operation and MNPS 15

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OM-B C550,551 – Administration and Control of the Operations Manual

Introduction

Section 0 – Administration and Control of the Operations Manual

0.1 Introduction
This manual describes standard operating procedures and some type specific management items in
the flight operation of
Airwork Operations GmbH
herein to be referenced as AWOG

For references, glossary, document control and Organizational management see OM-A.
For enroute procedures and areas of operation see OM-C.
For training courses and syllabi under ATO approval see applicable Training Manual TM
For training procedures not part of the ATO approval, see the primary operators manual.

The following additional publications are part of the OM-B C550,551

Name Abbrev. Contents Effective Revision Distribution
OM-B C550,551 Part 2 AFM Airplane Flight Manual C551 12 Print
OM-B C550,551 Part 3 FPG Cessna 550/551 Flight Planning Guide 3/1/86 PDF
C551-OP RVSM OP-RVSM Operating Procedures for RVSM airspace 1.0 PDF
Cessna Abbreviated Checklist QRH Cessna Supplied Quick Reference Handbook Revision 4 PDF, Print
Operators Abbreviated Checklist CC Cockpit Card Provided by the Operator or the 180401 or newer PDF
ATO

EU VO 216/2008, Annex IV Article 8 Paragraph 8.a.3

The applicable Minimum Equipment List (MEL), if required, shall be obtained from the primary NCC
or AOC operator of the aircraft.

0.1.1 Revision Log

Revision 1.1 – 14.09.2017

• Changed reference to C551-OP RVSM (part of the AFM) as a separate document to ease RVSM certification

Revision 1 – 18.08.2017
• Initial Issue

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OM-B C550,551 – General

Applicability

Section 1 – General

1.1 Applicability
This manual applies to the Cessna Citation II under ATO-approval and/or NCC-operation by AWOG.

1.2 Preface
This manual is an addition to the AWOG Training Manual (TM) and the Operations Manual OM-A. It
is divided into multiple parts. The first part contains the AWOG Procedures and profiles. The second
part consists of the Airplane Flight Manual of the C551 (AFM). Additional Parts of the OM-B provide
more information on systems, avionics and operations of the Citation II.
This part extends and explicates the AFM. It provides mandatory guidance and procedures only for
procedures and details not specified by the AFM to the detail required for AWOGs flight operations.
In no way does this manual supersede or overrule the Airplane Flight Manual.
The main purpose of OM-B is to standardise the operation within AWOG.
Flight profiles are to be seen as recommendations for the primary training sites and serve as stand-
ards for skill tests and proficiency checks. They can and shall be adapted according to the needs of
the specific mission.

1.3 Simulated Situations in Flight

NCC.OP.200
While carrying passengers, no simulated situations shall be undertaken which require the use of ab-
normal or emergency procedures. A permissible exception are ATO-Flights with exclusively student
pilots as passengers on board.

1.3.1 Simulated Single Pilot Operations (SSPO)

The goal of the type rating training program for the C550,551 is to enable the pilot to operate the air-
craft under single pilot operations (SPO, C551 only) or multi pilot operations (MPO). However, single
pilot operations entails a significantly increased workload and is not suitable for all training opera-
tions and not advisable if another crew member is not available.
Where required for purposes of the type rating training program, single pilot operations will be at-
tained by the instructor tasking the student accordingly. This is referred to as simulated single pilot
operations (SSPO), as opposed to actual single pilot operations (SPO).
Where not stated otherwise, the flight crew shall use the CRM procedures provided in Section 5 –
Crew Coordination.

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OM-B C550,551 – General

Normal Procedures Philosophy and Assumptions

1.4 Normal Procedures Philosophy and Assumptions

Normal procedures should be performed by recall and scan flow. First the pilot does all items of the
relevant procedure and after the completion of all items the pilot will read and response to the check-
list. Challenge Response and task division may be used depending on the needs of the training mis-
sion and the phase of training.

Beware that not all items referenced in the AFM of a procedure will be covered by the abbreviated
checklists. Abbreviated checklists may be used only if the crew has become familiar with the theo-
retical background of the procedure.

A standard scan flow is encouraged; however, the scan flow sequence may be changed as needed
to enable handling certain items in the most logical sequence for existing conditions.

Checklists should be applied as follow-up-safety lists. Read-and-do-lists should only be performed

when the aircraft is stopped and preferably the parking brake is set.

1.4.1 Carriage of Passengers

The carriage of passengers is allowed during all types of operations, provided the restrictions under
OM-B 1.3 Simulated Situations in Flight are adhered to.

1.4.2 Configuration Check

It is the pilot’s responsibility to verify correct system response.

1.4.3 Altimeter Setting Procedures

Refer to OM-A 8.3.3 Altimeter setting procedures.

1.4.4 Unimproved Runways

Operation on unimproved runways is prohibited.

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OM-B C550,551 – General

Normal Procedures Philosophy and Assumptions

1.4.5 Autopilot and Flight Director Usage

During actual or simulated single pilot operations (SPO/SSPO), the autopilot (AP) should be used in
all phases of flight above 1.000 ft AGL. For approaches with weather conditions below the published
minima times two, the autopilot shall be used in all crew configurations.

Whenever lateral or vertical guidance is available, the flight director (FD) should be used and coupled
to the relevant source. When no guidance is available, the FD shall be switched off. See the follow-
ing table as an example of AP/FD configurations for Single Pilot Operations.

Phase of Flight Lateral Guidance Vertical Guidance Mode Annunciation Example Flight Autopilot
KFC-250 Director (AP)
(FD)
Takeoff < 1.000 ft AGL Bank Pitch FLT DIR ON OFF
GO AROUND
Climb > 1.000 ft AGL Heading or NAV Pitch + Altitude FLT DIR ON ON
HDG SEL or GPSS
ALT ARM
AUTOPILOT
Cruise VOR or GPS Altitude FLT DIR ON ON
NAV or GPSS
CPLD
ALT HOLD
AUTOPILOT
Intermediate Approach Heading Altitude or Pitch + FLT DIR ON ON
Altitude HDG SEL
ALT ARM
AUTOPILOT
Non Precision Final Approach VOR or GPS Pitch FLT DIR ON ON
NAV or GPSS
CPLD
ALT ARM
AUTOPILOT
ILS, LPV or LNAV+V Localizer or GPS Glideslope or GPS FLT DIR ON ON
APPR
CPLD
GS CPLD
AUTOPILOT
Traffic Pattern >= 1.000 ft AGL Heading Altitude FLT DIR ON ON
e.g. downwind HDG SEL
ALT ARM
AUTOPILOT
Traffic Pattern < 1.000 ft AGL none none - OFF OFF
e.g. base or final

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OM-B C550,551 – General

Normal Procedures Philosophy and Assumptions

1.4.6 Enroute Navigation

The preferred en route navigation is GPS/RNAV. When available GPSS-steering is to be used instead
of NAV-coupling.

1.4.7 Approach Navigation

During IFR final approach, both GPS/NAV should be set to the approach navaid and crosschecked.
The MFD should display the geo-referenced approach chart with the primary taxi chart selected as
follow-up. Wherever available, a GPS approach or a published GPS-overlay is the preferred type of
non-precision approach procedure.

During GPS-based RNP final approach, both GPS set to the applicable approach procedure. The MFD
should display the geo-referenced approach chart with the primary taxi chart selected as follow-up.

1.4.8 COM Setup

Enroute, COM 2 should be set to 121.5 and monitored, unless needed for ATIS or other purposes.

To safe battery power, if a significant delay is to be expected on the ground before engine start-up, lis-
tening watch and contact to ATC should be maintained by the use of the hand-held COM if available.

1.4.9 Checklist Organization

The checklists according to AFM Section 4 may be abbreviated to suit the operators needs. If they
contain less than specified in the AFM, they shall be labelled “Abbreviated Checklist”.
Four layers of information shall be provided to a student in the cockpit:
1. Memory items, learned in the ground course, and throughout the training. Memory items are
marked by a box in the QRH and are printed bold in AWOGs operator checklist (CC).
2. Operator Checklist (Cockpit Card, CC): If the training client operates on approved or de-
clared Standard Operating Procedures, e.g. an AOC, the clients CC may be used, otherwise
AWOGs Cockpit Card shall be supplied.
3. Pilot’s abbreviated checklist, QRH. In the cockpit, the printed version should be used be-
cause the quick access to the applicable pages is an important skill to acquire.
4. Airplane Flight Manual, AFM

For sources and current versions of these materials, consult section OM-B 0.1 Introduction. The four
sources shall be applied in a layer-model, so information in available in a lower layer (e.g. 2) shall be
used from the next layer, if available.

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OM-B C550,551 – Simulated Abnormal Procedures

Simulated One Engine Inoperative (SOEI)

Section 2 – Simulated Abnormal Procedures

It is necessary and advisable to simulate certain abnormal states and conditions during type rating
and recurrency training. Certain precautions have to be established to provide adequate safety mar-
gins and maximum learning effect.

2.1 Simulated One Engine Inoperative (SOEI)

Simulated One Engine Inoperative flight should normally not be attained by reducing the power of the
failed engine. An actual shutdown should not be attempted in flight.

2.2 Other Limitations

• No actual and intentional cabin decompressions.

• No all engine inoperative flight.

Instructors and examiners are reminded, that training flights with simulated abnormal flight conditions
constitute an accident hotspot for this class of aircraft. When planning a lesson, please remember:

That it’s within the given limitations, doesn’t mean it’s safe!
Use common sense!
Ask yourself: Risk/Benefit? Can it be done in a SIM?

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OM-B C550,551 – Selected Flight Profiles and SOPs

Simulated One Engine Inoperative (SOEI)

Section 3 – Selected Flight Profiles and SOPs

With it’s US-based training operation, Flight Safety has established the quasi-standard for flight pro-
files and standardisation on the C550,551. To facilitate seamless operator transition, these profiles
are adopted by AWOG and are only augmented if required.

See TM C550,551 Part 3 OPERATING TECHNIQUES.

These operating techniques are considered standard operating procedures. A training client may elect
to use it’s own SOPs if they are deemed satisfactory by the type manager. SOPs controlled and ap-
proved under AOC or another EASA operating regime are considered satisfactory for the purpose of
training the operators flight crew.

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OM-B C550,551 – Limitations

Operating Limitations

Section 4 – Limitations

4.1 Operating Limitations

The C550,551 is classified as approach category B.

4.1.1 Non Precision Approach

For non-precision approaches the published approach minima or the minima laid down for category B
in OM-A 8.1.3.4 Non-Precision Approaches, whichever is higher, shall be used.

4.1.2 Circling

For circle to land approaches the published approach minima or the minima laid down for category B
in OM-A 8.1.3.6 Circling, whichever is higher, shall be used.

4.1.3 LVTO Takeoff Minima if Training Requirements of OM-A are Not Met

Not authorized.

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OM-B C550,551 – Crew Coordination

Allocation of Tasks in Different Phases of Flight

Section 5 – Crew Coordination

In multi pilot operations, procedures the following task division shall be used unless other CRM and
SOP procedures are supplied by the ATO customer and are deemed satisfactory by the Type Manager
for the C550,551. CRM-material controlled and approved under AOC or another EASA operating re-
gime, are considered satisfactory for the use in pilot’s training for this operator.

5.1 Allocation of Tasks in Different Phases of Flight

PILOT FLYING (PF) Tasks PILOT MONITORING (PM) Tasks

Flies the airplane – at all times! All phases of flight:

• Handles all radio-traffic
Sets, arms and calls out altitude preselect • Prompts PF for changes in altitude preselect
• Sets SSR-code
Delegates tasks to PM • Sets COM-frequencies
• Monitors PF and calls out any deviations, exceedances or concerns
Requests challenge-response checklists
On the ground:
Calls and conducts cockpit briefings • Performs all FMS-programing tasks, when the aircraft is in motion
except during LVP
Performs all tasks not delegated to PM • Performs passenger briefing

During approach in IMC stays on instruments until MAP or visual During Takeoff:
reference. • Secures and adjusts power levers
• Calls out 60 KIAS xcheck
Initiates and calls out transfer of controls
Enroute:
Never is heads down during ground movement • Programs and sets FMS according to ATC- clearance. Calls out any
change of active WPT, DTK or NAV-source

Descent & Intermediate Approach:

• Programs FMS according to PF request and briefing
• Sets flaps and cabin comfort control according to PF request

Approach:
• FAF to MM or +1.000 ft: Monitors approach. • +1.000 ft or MM to mini-
mum: Looking for outside references
• Sets flaps and cabin comfort control according to PF request

Landing roll:
• Retracts flaps according to PF request

Abnormal: Pressurization Problem:

• Dons O2-mask, monitors PF to do likewise

Abnormal: Gear extension failure:

• Performs manual gear extension
• Performs passenger briefing

Abnormal: Forced or SE landing:

• Performs passenger briefing

Abnormal: Ditching:
• Raises Radio-Contact
• Repeatedly transmits position
• Activates ELT when no radio contact on 121,5 is practicable anymore

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OM-B C550,551 – Check Flights

Part-FCL Check Flights (in Aircraft)

Section 6 – Check Flights

6.1 Part-FCL Check Flights (in Aircraft)

FCL.725 (c)
FCL.740.A (a) and (b)
6.1.1 General

According to EASA Part Skill Tests conducted under FCL.725(c) and Proficiency Checks for Revalidation
conducted under FCL.740.A (a) and renewal under FCL.740 (b) in the aircraft must contain certain
procedures and manoeuvres and adhere to some limitations.

6.1.2 Mandatory Minimum Content for Single Pilot Operations, CAT I

Mandatory items, as listed in LBA “Examiner Report on Skill Test / Proficiency Check for Multi-Pilot
Aeroplanes and High-Performance Complex Aeroplanes with one pilot in Single or Multi-Pilot Operation –
TR MPA, SP Complex HPA MP/SP-OPS”, Version 29.10.2015.

Mandatory Item Remark

1.4 Use of checklist prior to starting engines, starting procedures,
radio and navigation equipment check, selection and setting of
navigation and communication frequencies.
1.6 Before take-off checks
2.6 Rejected take-off at a reasonable speed before reaching V1.
3.4.8 Autopilot/Flight director operation
Normal and abnormal operations of system. Two items from the follow-
ing selection:
3.4.0 Engine (if necessary propeller)
3.4.1 Pressurisation and air- conditioning
3.4.2 Pitot/static system
3.4.3 Fuel system
3.4.4 Electrical system
3.4.5 Hydraulic system
3.4.6 Flight control and trim- system
3.4.7 Anti- and de-icing system, glare shield heating
3.4.9 Stall warning devices or stall avoidance devices, and stability
augmentation devices.
3.4.10 Ground proximity warning system Weather radar, radio altimeter,
transponder.
3.4.11 Radios, navigation equipment, instruments, flight management
system.
3.4.12 Landing gear and brake system.
3.4.13 Flap system.

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OM-B C550,551 – Check Flights

Part-FCL Check Flights (in Aircraft)

Abnormal and emergency procedures. Three items from the following

selection:
3.6.1 Fire drills e.g. Engine,cabin, cargo compartment, flight deck, wing
and electrical fires including evacuation.
3.6.2 Smoke control and removal.
3.6.3 Engine failures, shut-down and restart at a safe height.
3.6.6 Simulated cabin pressure failure / emergency descent.
3.6.7 Incapacitation of flight crew member.
3.6.8 Other emergency procedures as outlined in the AFM:
Recommended items are:
- Single Generator Failure
- Flight with Primary Longitudinal Control Failed
- Emergency Gear Extension
- Flap System Malfunction
- Rough Air Operation
3.9.1 Adherence to departure and arrival routes and ATC instructions.
3.9.3.1 Precision approach flown to a decision height (DH) not less than Mandatory for Skill Tests only
60 m (200 ft) flown manually, without flight director.
3.9.3.4 Precision approach flown simulated OEI with full stop landing OEI OEI simulation has to start before the outer marker

3.9.4 Non-precision approach flown OEI with single engine go-around. Go around to be initiated at published obstacle clearance height
4.3 So satisfy the requirements of 4.3 the go-around shall be flown (OCH/A) or 500 ft above the threshold, whichever is higher.
manually

6.1.2.1 Additional Content for RVSM Operation and MNPS

SPA.RVSM.105(c), SPA.MNPS.105(c)
Theoretical knowledge for RVSM/MNPS operation will be checked by means of an oral test or by any
other suitable method where the quality of the transferred knowledge can be traced and recorded.
The candidate has to pass the knowledge assessment before being entitled to undergo further prac-
tical training and checking in the FSTD or aircraft.

During the Proficiency Check or OPC, the candidate has to demonstrate practical knowledge of RVSM
and MNPS operation.

Flight Crew have to demonstrate their competence in carrying out normal operations within RVSM
airspace. This may be simulated when reaching RVSM/MNPS airspace is not feasible.

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