Anyone know why my aircraft suddenly pitches up when about to intercept an ILS?  I am on a 30 degree angle approaching the localizer and the GS needle is above me.  As soon as the localizer needle starts to move the aircraft turns to intercept and suddenly pitches up.  I have to push the yoke and increase throttle to regain control.  My intercept speed is about 130 knots.  I must be doing something wrong. 

 

BTW I have trying to complete my registration on the Eaglesoft website for 2 days and have not received my confirmation email.  Anyone know a better way to get through?

 

Thanks for any suggestions!

 

Airbus

This happens to me when using the default AP. Try using NAV to establish on the localizer first. When the GS indicator starts moving down, then press APP.

Anyone know why my aircraft suddenly pitches up when about to intercept an ILS?  I am on a 30 degree angle approaching the localizer and the GS needle is above me.  As soon as the localizer needle starts to move the aircraft turns to intercept and suddenly pitches up.  I have to push the yoke and increase throttle to regain control.  My intercept speed is about 130 knots.  I must be doing something wrong. 

 

BTW I have trying to complete my registration on the Eaglesoft website for 2 days and have not received my confirmation email.  Anyone know a better way to get through?

 

Thanks for any suggestions!

 

Airbus

I gave up trying to register at that forum. I made several attempts with no success.

 

I never had that issue with to Citation 2.0. I normally engage the nav to intercept localizer. Then press the APP when GS indicator starts to move down.

Unfortunately, Ron is on vacation with his family this week, so forum registrations/approvals may be delayed a few days. Be sure to thank the autobot spammers for this inconvenience. :mad:

Thanks for everyone's help!  I will try using NAV on the citation X approach.  I will wait patiently for Ron's return.  Hope he is having a great time!

 

Airbus

I would also recommend flying faster. This plane handles better at 200-180 knots clean or flaps 5.

I would also recommend flying faster. This plane handles better at 200-180 knots clean or flaps 5.

 

That's a wee bit fast, actually... not to mention you don't land with flaps 5.  Minimum flaps for landing is 15*.

 

Depending on altitude, aircraft weight, temperature... typical Vapp speeds range from 150kts down to 130kts with flaps 5*.

 

The FMS will calculate the necessary V-speeds if you input the correct information... and there is also a couple of really handy gauges in the Citation X cockpit that assist in good approach flying.  On the left-hand side is the AOA (angle of attack) gauge and on the center column above the eyebrow panel is an AOA Indexer.  The AOA gauge has a 'bug' on it that indicates an approach speed zone and the indexer indicates whether you're too fast or too slow or "on the money" with it's indicators.  The Indexer only functions when the gear are down but the AOA gauge is always functional.

That's a wee bit fast, actually... not to mention you don't land with flaps 5.  Minimum flaps for landing is 15*.

 

Depending on altitude, aircraft weight, temperature... typical Vapp speeds range from 150kts down to 130kts with flaps 5*.

 

The FMS will calculate the necessary V-speeds if you input the correct information... and there is also a couple of really handy gauges in the Citation X cockpit that assist in good approach flying.  On the left-hand side is the AOA (angle of attack) gauge and on the center column above the eyebrow panel is an AOA Indexer.  The AOA gauge has a 'bug' on it that indicates an approach speed zone and the indexer indicates whether you're too fast or too slow or "on the money" with it's indicators.  The Indexer only functions when the gear are down but the AOA gauge is always functional.

 

I never said anything about landing with flaps 5, barring them getting stuck there. I meant intercepting the localizer around 8-10 miles. Anything slower will annoy ATC if you're at a major airport where they often want you in the range of 180-160 to the marker. I've never had an unstable approach yet flying it this way and the plane handles much better. This is considering a vectored approach to a busier airport. If flying a full procedure in non-RADAR, or going to Aspen, yeah, slower early of course!

I never said anything about landing with flaps 5, barring them getting stuck there. I meant intercepting the localizer around 8-10 miles. Anything slower will annoy ATC if you're at a major airport where they often want you in the range of 180-160 to the marker. I've never had an unstable approach yet flying it this way and the plane handles much better. This is considering a vectored approach to a busier airport. If flying a full procedure in non-RADAR, or going to Aspen, yeah, slower early of course!

 

Well, the OP is talking about the point where he's intercepting the glideslope... at that point the Citation X needs to be flying Vapp... and if ATC doesn't like it.... too bad... Aviate, Navigate, Communicate.  (that puts ATC last! :wink: )

Well, the OP is talking about the point where he's intercepting the glideslope... at that point the Citation X needs to be flying Vapp... and if ATC doesn't like it.... too bad... Aviate, Navigate, Communicate.  (that puts ATC last!  :wink: )

I don't see any reason to be at Vapp in this aircraft when you intercept the glideslope unless you are intercepting really close in. The Citationair guidelines for a precision approach is for 160 (unless ATC directs otherwise) by the FAF, to be stable by 1000' above the TDZ at +/- 10 knots for the chosen landing flaps target airspeed (Vref+10 for flaps land), and be at Vref over the threshold. Now, I'm going to assume a Cessna subsidiary knows how to fly their own aircraft, and it all works quite nicely this way in your bird too, versus piddling away at 120ish 10 miles out.  B)

I don't see any reason to be at Vapp in this aircraft when you intercept the glideslope unless you are intercepting really close in. The Citationair guidelines for a precision approach is for 160 (unless ATC directs otherwise) by the FAF, to be stable by 1000' above the TDZ at +/- 10 knots for the chosen landing flaps target airspeed (Vref+10 for flaps land), and be at Vref over the threshold. Now, I'm going to assume a Cessna subsidiary knows how to fly their own aircraft, and it all works quite nicely this way in your bird too, versus piddling away at 120ish 10 miles out.  B)

Ok, you're saying 1000' above the TDZ which is usually just inside the FAF.  As example the ILS 19C for KIAD has you at 1500' at the FAF which is about 1200' above the TDZ.  As for Vref+10... for this aircraft there's a 6kt difference, on average, between Vapp and Vref.

 

The FAF is typically only ~3nm out from the TDZ... so I really, really don't get where you're thinking it's a 10nm jaunt.

Ok, you're saying 1000' above the TDZ which is usually just inside the FAF.  As example the ILS 19C for KIAD has you at 1500' at the FAF which is about 1200' above the TDZ.  As for Vref+10... for this aircraft there's a 6kt difference, on average, between Vapp and Vref.

 

The FAF is typically only ~3nm out from the TDZ... so I really, really don't get where you're thinking it's a 10nm jaunt.

It comes from my home airport where they usually vector you to intercept at 3000 which works out to meeting the glide path at ~9 miles. They will usually have you maintain 200 to the loc and then once they see you established, give 160-170 to a four mile final.

That makes for a rather 'hot' landing... what airport is this?

Not really, pretty normal. Not a problem in a C750, even a 737 can hold 170 knots to 4-5 miles.

I've never heard a pilot complain on frequency about it, as said, this is normal at major airport.

 

Anyways, the reason I brought this up in the first place is because I've had more problems with the autopilot intercepting approaches when flying slow (sluggish and meandering), versus going faster. I fly most approaches by hand anyways as this plane handles very well for a sim aircraft!