Citation CJ3+ Limitations

14,070 Pounds

13,870 Pounds

12,750 Pounds

10,675 Pounds

400 Pounds

600 Pounds

Limit ground operation of pitot-static heat to two minutes to prevent damage to the pitot tubes and angle-of-attack vane.

Do not operate with wing anti-ice on more than one minute after the WING A/I COLD message has cleared.

At least one engine must be running before the RAT indication on the MFD is used for ambient surface temperature.

Do not exceed 60% N1 with a tailwind component greater than 10 knots.

14,000 Feet

10 Knots

Takeoff may not be initiated with a red message displayed.

Takeoff may not be initiated with an amber message displayed unless the associated system or component has been deferred per an approved Minimum Equipment List (MEL). The "Land as soon as practical" step may be ignored.

Takeoff is prohibited with an amber ENGINE CNTRL FAULT L and/or R message displayed.

The autopilot and yaw damper must be disengaged for takeoff and landing.

Takeoff is prohibited until the battery charging amps is 20 amps or less.

Takeoff is prohibited if the antiskid system is inoperative.

Cabin must be depressurized prior to landing.

Takeoffs and landings are limited to paved runway surfaces.

Except where required by AFM procedures, speedbrakes must be retracted prior to 50 feet AGL for landing.

Extending ground flaps during touch-and-go landings is prohibited.

Takeoff is limited to the flaps 0° configuration when type II, III, or IV anti-ice fluid has been applied to the airplane.

A visual and tactile (hand on surface) check of the wing leading edge and wing upper surface must be performed to ensure the wing is free from frost, ice, snow, or slush when the outside air temperature is less than +6° C or if it cannot be determined that the wing fuel temperature is above 0° C and any of the following conditions exist:

• a. There is visible moisture present (rain, drizzle, sleet, snow, fog, etc.); or
• b. Water is present on the upper wing surface; or
• c. The difference between the dew point and the outside air temperature is 3° C or less; or
• d. The atmospheric conditions have been conducive to frost formation.

The tactile check must be done within 5 minutes of takeoff.

If the aircraft is treated with deice/anti-ice fluid, the tactile check may be completed any time between the final application and takeoff provided the holdover time is not exceeded.

FL450

FL180

FL300

Minimum Speed in RVSM airspace: 150 KIAS

Minimum Weight in RVSM airspace: 8750 Pounds

Mach 0.737 (indicated)

278 KIAS

260 KIAS

200 KIAS

161 KIAS

140 KIAS

• Extended Speed - Vle 200 KIAS
• Operating Speed - Vlo (extending) 200 KIAS
• Operating Speed - Vlo (retracting) 200 KIAS

No Limit

278 KIAS or Mach 0.737

180 KIAS

165 Knots

Acrobatic maneuvers, including spins, are prohibited. Intentional stalls are prohibited above 18,000 Feet.

If the red BATTERY OVERTEMP CAS message displays during ground operations, do not take off until the proper maintenance procedures have been accomplished, even if the message subsequently clears.

Crew and passenger oxygen masks are not approved for use above 40,000 feet cabin altitude.

Prolonged use of passenger masks above 25,000 feet cabin altitude is not recommended.

Prior to flight, the crew oxygen mask must be checked and stowed properly in its receptacle to qualify as a quick donning oxygen mask.

For single pilot operations, a crew oxygen mask must be available for a passenger occupying the right crew seat. The mask must be checked during preflight and passenger briefed on its use.

Cabin temperature must be held at or above 0°C for a minimum of 20 minutes prior to operations above FL240 after a prolonged ground cold soak period (two hours or longer) at ambient temperatures of -10°C or colder. This temperature ensures proper deployment and operation of the passenger oxygen masks. This limitation does not apply if there are no passengers in the cabin.

-0.5 to 9.0 PSI Differential

Icing conditions in flight exist when RAT is +10°C or colder and visible moisture in any form is present.

Icing conditions on the ground exist with an OAT or RAT below +10°C or colder and where surface snow, slush, ice or standing water may be invested by the engines or freeze on engine nacelles, or engine sensor probes.

The wing inspection light must be operative prior to flight into known or forecast icing conditions at night.

All anti-ice and de-ice systems must be On in flight when operating in icing conditions, except:

●Tail de-oce must be off when RAT is below -35°C.

All anti-ice and de-ice systems must be On in flight when operating in icing conditions, except:

● The wing and engine anti-ice systems may be operated in the ENG ONLY position when SAT is below -40°C if it can be visually verified that no ice is accumulating.

Engine anti-ice must be on during ground operations in icing conditions, except selection of anti-ice on is prohibited for 1 minute after ground engine start (to ensure accurate RAT for takeoff). If engine anti-ice was inadvertently turned on prior to 1 minute of engine operation, the anti ice must be turned off for 2 minutes before turning it back on.

Do not operate deice boots what RAT is below -35°C as cracking of the boots may occur.

Failure to operate engine anti-ice may result in amber ENGINE CNTRL FAULT L and/or R messages due to ice accumulation on the engine TT2 probe.

Minimum airspeed for sustained flight in icing conditions (except takeoff, approach, and landing) is 180 KIAS.

In icing conditions, operating the airplane at other than flaps 0° and landing gear up for an extended period of time (except approach and landing) is prohibited.

Minimum engine N2 speed for effective wing anti-icing is 75% N2

Operation in severe icing is prohibited. The airplane has not been designed or certified to provide protection against severe icing conditions, including freezing drizzle, freezing rain, or severe conditions of mixed or clear ice.

Severe icing conditions that exceed those for which the airplane is certificated shall be determined by the following visual cues:

a. Unusually extensive ice accumulation on the airframe and windshield in areas not normally observed to collect ice.

b. Unusual accumulation of ice on the upper surface of the wing (significant accumulations on the heated surfaces, ridge formations running inboard to outboard on the upper surface, runback ice extending more than 18 inches aft of the heated leading edge).

Of one or more of these visual cues exist:

a. Use of autopilot is prohibited.

b. Immediately request priority handling from Air Traffic Control to facilitate a route or altitude change to exit the icing conditions.

c. Leave flaps in current position, do not extend or retract.

d. Avoid abrupt and excessive maneuvering that may aggravate control problems.

e. If unusual or uncommanded roll control movement is observed, reduce angle-of-attack.

Since the autopilot may mask tactile cues that indicate adverse changes in handling or characteristics, use of autopilot is prohibited when:

a. Unusual lateral trim is required while the airplane is in icing conditions.

b. Autopilot trim warnings are encountered while the airplane is in icing conditions.

● Maximum approved fuel imbalance for normal operation: 200 Pounds

● Maximum demonstrated fuel imbalance for emergency return following a fuel system malfunction: 600 Pounds

Unusable Fuel is the fuel remaining in the tanks when the fuel quantity indicator reads zero. Unusable fuel is not useable in flight.

The engine is limited to 10 seconds of continuous flight at zero- or negative-g.

Amber ENGINE CNTRL FAULT L and/or R message displayed: Engine start prohibited

Battery Start Limits: Three battery engine starts per hour

NOTE:

• ● Three generator assisted cross starts are equal to one battery start.
• ● If an external power unit is used for start, no battery cycle is counted.
• ● An in-air starter-assisted restart is equal to one battery start.

Engine starter limits: Three engine starts per 30 minutes

Maximum time to Light-off: 10 seconds (first indication of fuel flow to increase in ITT)

Minimum oil temperature before increase above 80% N2: 10°C

Abort the start if N1 does not indicate rotation before 25% N2, or if the engine stops accelerating for 30 seconds.

Minimum oil temperature (indicated on EIS): - 40°C

Minimum main battery temperature (Lead-acid or NiCad battery: -18°C

NOTE

● At temperatures below -20°C, the MFD may have to operate for up to 10 minutes before the engine displays become useable.

● If the airplane has been cold soaked in ambient temperatures below -40°C, the FADECs must be warmed with electrical power for at least 3 minutes followed by a power cycle with the battery switch.

Maximum Tailwind Component: 10 Knots

Maximum crosswind component: 10 Knots

Minimum battery voltage for battery start: 24 VDC

CAUTION

Normal starter current draw is approximately 1000 amps peak. External power units with variable maximum current should be set to 1100 amps. Use of an external power source with voltage in excess of 29 VDC or current in excess of 1100 amps may damage the starter or gearbox.

Minimum/maximum external power current capacity for start: 800/1100 amps

The maximum number of seats (occupants) approved for the airplane is 10, including crew seats.

The lavatory door or curtain must be latched open for taxi, takeoff, and landing.

The lavatory is limited to one occupant.

Intentional Selection of GROUND FLAPS (55°) in flight is prohibited.

CAUTION

The ground flaps position is not locked out in flight.

The angle-of-attack system may be used as a reference, but does not replace the airspeed display in the PFD as a primary instrument.

Navigation based solely on the ADF is prohibited during WF radio transmissions. Alternate primary means of navigation should be selected prior to HF radio use.

All display units must be operational. Takeoff with a display in reversion mode is prohibited.

The fuel quantity, fuel required, fuel remaining, and gross weight estimate functions of the G3000 are supplemental information only and must he verified by the flight crew.

Do not use data link weather information shown on any display for maneuvering in or near areas of hazardous weather. The data link weather information is intended to assist in avoiding hazardous weather. The actual age of the weather phenomena may be significantly older than the indicated age of the data link weather product.

1. One pilot must remain seated with the seat belt fastened during all autopilot operations.

• 2. Autopilot minimum use height:
• a. Takeoff and Climb - 350 feet above runway
• b. Enroute and Descent - 1000 feet AGL
• c. Approach (All Modes) - 160 feet above runway

Takeoff is prohibited with the GEO LIMITS system message displayed.

Instrument approaches using FMS guidance must be retrieved from the navigation database. The navigation database must be up to date. Inserting waypoints into a published approach is prohibited.

Use of FMS as primary guidance is prohibited on the final approach segment of ILS, LOC, LOC-BC, SDF, or any other approach not approved for GPS overlay.

Prior to the FAF, make sure that the ILS and VOR auto-selected course (as appropriate) matches the final approach course on the published approach.

Use of AP or FF coupled to GS for LDA-GS approaches is prohibited. The GS mode may not capture the glideslope on LDA approaches.

1. Aircraft maneuvering in any flight phase shall not be based solely on information from the SVT. SVT shall not be used as the primary means of terrain, obstacle or traffic avoidance.

2. The SVT shall not be used for primary flight guidance.

3. Descent below published IFR minimums shall not be predicated upon the use of SVT.

Pilots are aurhorized to deviate from their current ATC clearance to the extent necessary to comply with a TCAS resolution advisory (RA).

1. Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with a TAWS alert.

2. When landing at an airport not in the database, TAWS inhibit must be selected on the GTC TAWS settings page to avoid unwanted alerts.

The current database must benused when takeoff/landing performance data is obtained from the FMS.

The V-Speeds, required field lengthand other performance information for a specific operation MUST come from a single source, either AFM, CPCalc, or FMS.

It is the responsibility of the crew to verify all inputs regarding airplane configuration, weight, runway information, and ambient conditions.