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Arizona Type Ratings advantage

Thank you for taking the time to review our website. Arizona Type Ratings (ATR) can satisfy both your initial type rating and recurrent needs, for PIC and SIC pilots. We focus entirely on the Citation 500, CE-510 and CJ 525 series of jets. While the 500, 510 & 525 share numerous similarities of panel layout and systems architecture, enough differences exist to require separate type ratings for the three series. With several thousand aircraft comprising these two Citation series, your Citation type rating will assure you the best opportunity to remain airborne.

 

Why Arizona Type Ratings?

Being based in the Phoenix area offers training freedom and flexibility, rarely seen in other cities. Our several nearby airports provide every type of approach and runway required for ease of training. Weather rarely limits our flight activities. Our instructors have given thousands of hours of training in Citations. ATR has produced its own animated and interactive training program which we think it is the best in the industry.

The CitationJet is an excellent entry level aircraft as well as an efficient and economical alternative to many other heavier jets. In this group of light jets, there are literally thousands of members of the Citation family flying around. We offer classical instruction in small classes of two or three students at our location and in our own aircraft. Or should you prefer, one-on-one training in your aircraft can be facilitated at your location.

The greater Phoenix – Scottsdale area is an excellent place to visit and enjoy while training, as family members will have plenty to entertain them while you are in class.

 

The type ride, what it's really like

It’s another sunny Arizona afternoon as N980DM lifts off the Scottsdale Airport, as it has over a thousand times before. Due to noise abatement and regardless of runway used, a gentle right turn follows and another applicant is on his or her way to a Citation type rating valid for the 500 Series Citations. Shortly after we are airborne, the Williams Gateway ATIS is dialed and monitored. Since all is well at KIWA, we will continue southeast 20 miles or so for several approaches, beginning with an ILS approach to runway 30C. On rare occasions, the ILS could be down or “opposite direction” approaches are conflicting with ILS traffic. If so, an immediate left turn will commence and we are on our way to our alternate, Flagstaff which is 20 minutes to the north of Scottsdale. For most of the year, Flag is a suitable substitute for Type rides.

But as usual, today the ILS is up and approaches are being accepted. On the way there, the applicant may well be subjected to a few abnormals, such as simulated engine fire indications or one of my favorites, an emergency pressurization. It’s amusing to observe the reaction to raw left engine bleed blowing on the applicant for the first time. As any properly trained Citation pilot knows, emergency pressurization is not an emergency at all, just a minor inconvenience. But the first time that high velocity hot air hits you in the face it does get your attention, to say the least. Some crews (trained in simulators only) who have never experienced a real “EMER PRES” scenario have unnecessarily performed emergency descents as a result.

After clearing the heat and dust out of the cabin, we call Phoenix TRACON for vectors to the ILS final approach course. Appropriate checklists are consulted and the autopilot flies a nice approach while the applicant manages energy and attends to configuration chores. As frequently happens on the ”all engine ILS” during check rides, we don’t see the runway and must execute the published missed approach procedure, continuing to a holding pattern entry as missed approaches usually do.

Several tasks in the Airline Transport Pilot and Type Rating Practical Test Standards have already been accomplished. The normal and rejected take-off, area departure and arrival, ILS, published missed approach and hold, as well as numerous emergencies are behind us. After the hold, a non-precision approach of some kind will be demonstrated without the benefit of radar vectors. We will be using our own navigation, demonstrate the procedure turn and most likely the flaps won’t work either. We track the course outbound, perform the procedure turn and start inbound without flaps. The “Abnormal Landing, Flaps Inoperative” checklist is accomplished and the required 20 knots is added to our 100 knot ref speed. The realistic result is an increase in landing distance of 2 to 3 times book numbers, though the checklist suggests only a 1.8 multiplier. Gear comes out early for the drag, and since it is a little warm today and brake energy is a concern, this “flaps inoperative” approach might provide a good opportunity to demonstrate the required rejected landing. So at 20 or 30 feet AGL, when a successful landing is assured, the rejected landing is performed. To add to the excitement, shortly after the engines spool up, one quits.

We are now on a “one engine inoperative” missed approach, leading into a one engine ILS. Again, the appropriate emergency checklist is consulted and the candidate demonstrates the single engine ILS to a full stop. We limit brakes, using the reverser on the operating engine to slow to 60 knots before serious braking commences. The ability to limit braking and thus reduce brake heat is a fringe benefit of operating from a 10,000 foot runway.

After the taxi back, new computations are performed, checklists consulted and the takeoff is briefed. If you have experienced a few jet check rides, the process of elimination suggests what is probably coming next. The V1 cut, or engine failure after V1. We have already briefed the applicant on the importance of keeping his or her feet low on the pedals to avoid dragging a brake, the importance of rotating slowly to the “one engine inoperative” body angle for climb out and why the right hand leaves the thrust levers at V1. Shortly after V1, the engine spools down, requiring significant rudder to hold center line and the climb out commences at a 7 to 8 degree body angle. As we accelerate to V2, we may be able to increase body angle to 10 degrees or so to maintain V2, which is set on the pilot’s airspeed indicator. After we climb through 400 feet AGL minimum and accelerate through V2 plus 10 knots, we can safely retract the flaps without getting that sinking sensation which accompanies premature flap retraction. So far we have done absolutely nothing but fly the airplane. And we may well do nothing but fly the airplane up to 1500 feet, turbine pattern altitude, before we deal with the engine out emergency at all.

We eventually restore the engine and climb up to 8 or 9 thousand feet MSL for the air work portion of the practical test. The order of events may vary, but the tasks to be accomplished are again out of the Airline Transport Pilot and Type Rating Practical Test Standards. We will perform steep turns at 45 degrees and 200 knots. Clean, Take-off & Approach and Landing stalls will all be demonstrated, with one in a shallow turn. Two or more Unusual Attitude recoveries must be tested as well as an engine shutdown and restart, this time for real. Afterwards, we are at 8 or 9000 feet and must descend to 3 or 4 thousand for the last approach. So we might as well demonstrate an Emergency Descent. Even though it may only be a 4 or 5000 foot descent, it’s enough altitude loss to demonstrate technique.

After leveling off from the Emergency Descent, we set up for our final approach, a non-precision approach terminating in a circle to land. If we have not yet accomplished a GPS approach, the process of elimination indicates the final approach will be a GPS. Since we have to get the airplane & ourselves back to Scottsdale, either the GPS-A or GPS-C is our path home. Normally Phoenix Approach is able to grant our “Class B” clearance through their airspace via the GPS “C” approach to the Scottsdale Airport. This is a “circling only” approach, so our requirement to land from a circle will be satisfied with this approach. Appropriate checklists are consulted and configuration changes are made to permit a circle to land, using Category “C” approach speeds. After the roll out, we exit the runway and monitor ground as we taxi to Delta parking.

Assuming standards are met, the aircraft is put away, a photo taken for the “Wall of Fame” and the paperwork is started. A new Citation pilot has joined the ranks of tens of thousands of pilots carrying pilot certificates with the coveted “CE-500” Type Rating.

If this is your first Citation type rating, or you would just like to fly the real thing, give us a call at 602-614-7994. At Arizona Type Ratings, we take tremendous pride in providing our customers with a real flying experience and memories that will last a lifetime.