Pilot Operations Handbook (POH)

This POH assumes you the jet have installed and running in X-Plane 11 or XP12.
Please visit the Support Forums as needed for any help needed.

INSTALLATION:

If you have purchased and downloaded the Jet from the X-PLANE.ORG store, and need next steps to install the aircraft (nothing special for those who have done this for other XP aircraft) read this section.
If you already have the jet running up and running … read on.

There are differences between the XP11 and XP12 versions of the jet.
When reading this POH, assume that something is available in BOTH jets UNLESS specifically called out with this label: XP12
The reason for the differences is simply that X-Plane 12 made changes to its flight model (better) and added many features and functions — which we of course added to the jet to make to XP12 Ready.

---

YOUR FIRST TIME WITH THE AIRCRAFT:

BEFORE YOU BEGIN, A WORD TO THE WISE for a great C-560XL flying experience
The C-560XL is study-level, and all things considered, it is upwards of 95% replicated. And it is 99.9% bug free, so everything “just works”.
You may have an opinion on what “study level” means to you, but here is what that means to us (read the “Is this study-level” topic in the FAQ)
This jet’s systems and functions, design, animations, etc., etc., all look, feel and sound like the real jet.

With that study level expectation set, you will need to invest some time to learn a few critical things for hours of predictable and enjoyable flights.
This also means, and we STRONGLY ADVISED against doing this…that you DO NOT jump in and try to start cold and dark right away!! OR make assumptions about how things “should work” based on what you are used to doing “in other jets” — you will be setting yourself up to be frustrated, to get angry, and to think the jet full of bugs when in fact it is 99.9% bug free.

This “please learn before you do” plea from us to you becomes especially critical if you are performing Online Live streaming, or permanent YT-posted reviews of the C-560XL.
We ask you to please be fair and LEARN how the jet operates before flying it for your audience.
You owe YOUR audience that much at a minimum, and frankly to us too, just as a matter of courtesy and being fair and unbiased.
One of our most frustrating things for us as is to watch a reviewer give a negative “influencer/expert-opinion” about something because they did not learn, or take the time to do the homework or practice that’s needed to familiarize themselves with how the jet is designed to operate, or to see them fumble around trying to do things that are out of order and sequence so things don’t work, all while lamenting that it does not work!! to cause the audience to incorrectly draws conclusions that this jet is “full of bugs” . Those are categorically false and unfair judgements about the jets 95% authenticity, or its 99.9% bug-free quality. Please hold yourself to be fair. That’s all we ask.

PLEASE reach out to us on our Support page to ask for help — happy to do that.
We are absolutely open to constructive, fact-based feedback.
This jet was BUILT by listening to feedback from real pilots, testers, UE studies, and our community of customers.

You are setting yourself up to be frustrated (and angry?) if you chose to “just jump in” and start pushing things around because “that’s how you are used to doing things”, and see yourself as being “experienced” — that may be your past experience, and your learning style, but be warned/advised, it is NOT the recommend course of action to be able to have hours of bug-free flying!
Yes, you will find similarities with basic things like the stick movement for the aircraft in the same way all aircraft fly, but this aircraft’s systems and functions replicate the real jet to 95%, and unless you are already a C-560XL pilot, you will need to learn how Cessna designed this jet.

True, there are some things that are not exactly the same — like the addition of a convenient, but totally unrealistic AUGMENTED MODE panel layout that also gives you an Auto throttle — which the real jet does not have, but, generally speaking and for 95% of the time, the jet will function and behave like the real thing, and in a VERY HIGH number of critical functions that matter to the flight and visual experience, you will find a 100% match.

We also recommend that in the early stages, you turn the Sim’s “View/ Show Instrument Click Regions” ON as you get familiar with where everything is, because, unlike what you may have experience with in other jets that have a lot of “space” between instruments, this jet is cramped, has many switches, dials, and some really small buttons!!
Please read this related topic about the many X-Plane Manipulators and the 2 things you can do to have a good button-push experience

Therefore, please, please, please invest the time to learn the jets systems and functions … there, have we said it enough times now :))
— The learning journey should be a part of your overall flight experience goal!

Although it is complex, once learned, everything what Cessna designed into its jet becomes quite intuitive, and it gets really fun and easy to fly — just like the real thing.
So it will therefore take time and repetition for things and events to become second nature and to appreciate that the jet is 95% replicated, 99.9% bug free, and has a simple design beauty and elegance (which was a driving factor for us to build this model to begin with)

 I really do love the way the aircraft flies soooooo smooth.
Everything works as intended.
You really do need to carefully read the manual — I turned the pressurization panel past 50 and didn’t know its FL550 haha passed out.
Lesson learned.

A customer comment in the Support Forum

---

FIRST TIME USERS… READ ME FIRST:
It is STRONGLY RECOMMENDED if you are starting out, to start with engines running for the first couple of hours.
Check the Hobbs airframe-use counter window on the Co-Pilot side-panel, above the APU panel. It cumulatively records the time you spend in the aircraft each time the aircraft is in use.
Doing this will allow you to familiarize yourself with jet functions and where everything is by following the checklists, to then confidently get to the more complicated things like starting from cold and dark.

AS TEMPTING AS IT MAY BE, PLEASE AVOID the impulse to jump right into starting from a cold and dark state from the X-Plane config menu.
This aircraft will bite you if you start making assumptions about how you think things “should” work.
WHY!??
Well, despite how good or experienced a sim pilot you may be, or how many other aircraft you may have experience with, you have PROBABLY never flown a C-560XL.
And as this is a study-level, 95% replica of the real thing, details matter. And you need to first know what terms mean and where to find things first.
Read what that Study-Level means to us (“Is this study-level” in the FAQ)

Trust us in this matter of setting aside C&D for a bit: It is in YOUR interest to avoid becoming frustrated and thinking things do not work.
Instead of trying the precision-riddled, must-follow-exact-steps, and time-consuming (but rewarding experience) of the cold and dark starting procedure, first familiarize yourself with how this jet operates.
This JET IS DIFFERENT. Said one customer in the forums: “You (are) absolutely right about this jet being different from other aircraft, cause it is…..I spent 3hrs trying to figure out how to setup this aircraft from cold n dark state without reading the POH” . The customer was happy to eventually figure it out by himself, but, he reported taking 3 hours!!?? YIKES!
We’ll get you there faster, and with a LOT less aggravation, if you please, please, read and reference this POH often. You DO NOT NEED TO READ IT end to end (if that is not your style) — USE PAGE SEARCH.

If you heed this advice to begin methodically and start with engines running for the first couple of flights to first get acquainted with everything, then please go here.

However, if you disregard this advice, and just HAVE to start cold and dark, or better, once you have a couple of hours experience, then you need to:
1) Load the aircraft to a cold and dark state. This ensures that ALL systems are offline.
         1a) If you simply load with the sim’s “engines running” checked OFF, and you still see a lighted dashboard, this is NOT a bug, but rather, read this COLD AND DARK START section (then return back up here) to understand why you are not ready for a C&D start, and you you can take necessary steps. Return here ONLY after the aircraft is truly COLD AND DARK (C&D) — NOTHING should be on, or running/working. How to set this up correctly is also on our YouTube channel
2) Once the cockpit and aircraft is verifiably C&D, then:
         2a) go outside to the battery compartment labeled: Battery Disconnect, found just aft of the Port wing root. If you are in XP11 you will need to “drift” outside from an internal camera view to the compartment. You will not see the manipulators using an outside camera view. That’s just an XP11 Design. In XP12 LR fixed this and you can see manipulators in outside camera views. Go here for more about X-Plane Manipulator behavior.
         2c) click the leads to connect the battery, close the compartment
         2d) go back into the cockpit. (if you forget to close it you will see a warning annunciator once started) Umm… do not fly with it left open.
         2e) If you are in XP11, and can not open the Compartment, read the “Vulcan” notes in the COLD AND DARK Section (XP12is always Vulcan — but this changes as their Beta changes.)
3) Turn GEN L & R, Battery, Avionics switches OFF in the DC POWER panel section
4) Check the left side panel, under the top big red switch cover, Battery Disconnect; the Switch should be ON (Down); The Interior lights switch under it likewise ON.
5) Back to the dash… in this order:
         5a) Turn the BATT ON switch (UP)
         5b) AVIONICS POWER switch ON. In XP12, take a minute to stop and hear the avionics start/warm up!! — real jet recording!
6) Instruments will be on, EXCEPT the PFD and the MFD will have no power at this stage. This is not a bug. You will need to power them up.
7) The Pilot and Co Pilot PFDs each have their own separate power dials, the MFD has 1 power dial.
         7a) If using the AUGMENTED mode Panel, look at the Center Console/Pedestal for the EFIS control panel.
         7b) If using the REALISTIC mode Panel look for the EFIS control panel on the front dash port of the PFD. More on the REAL, AUGMENTED mode Panel Layouts here.
8) Turn PFD power on for the Pilot and CP PFD’s:
         Use the EFIS control panel, and its location will depend on whether you are using the REAL, AUGMENTED mode Panel Layout.
         The EFIS control panel will display either on the front dashboard (REALISTIC mode) or on the Center Console/Pedestal (AUGMENTED mode)
         8a) If in AUGMENTED MODE, look on the Center console/Pedestal, and turn the Pilot PFD power on by turning the little dial on the top panel of the left side, labeled ON, OFF (TEST on the top surface of the dial), turn ON. The Pilot side PFD will now have power. Do the same for the CP side PFD by using the similar dial but now on the CP side of the Center Console/Pedestal.
         8b) If in REALISTIC MODE the panel will be positioned on the front dashboard and you will turn the Pilot PFD power on by turning the little dial on the top panel on the left side, labeled ON, OFF (TEST on the top surface of the dial). Turn it ON. Do the same using the Button on the the Center Console/Pedestal on the CP-side, to turn the power ON for the CP-side PFD.
          8c) These PFD power dials are also used to conduct the EFIS TEST (Press them in turn) as mentioned called for later on in the checklists.
9) Finally power the MFD power ON by using the MFD CONTROL PANEL found on the Center Console/Pedestal, on the Co Pilots side of it, bottom panel aft dial. Look for the dial labeled with the options — OFF, SG1, NORM, and SG2. — turn to NORM. This powers the MFD instrument on the front dashboard.
11) You are now ready to start the jet.
         To do this you need the Checklists.
         Where are they?
         11a) Click the NORM button on the MFD.
         11b) POP THE PANEL OUT by clicking the MFD face! This is not mandatory, but always a good practice when running checklists because:
         11c) If you change the Battery position to EMER (during an emergency or when conducting checklist tests) the MFD IS SHUT OFF by design to conserve power, and you will not be able to see the checklists.
         As long as the MFD power switch is on, irrespective of the Battery switch position, a popped out Checklist WILL ALWAYS show the checklists.
         So, good practice to always pop out checklists.
12) WARNING: You must run through the CHECKLISTS. Starting with the PREFLIGHT section — DO NOT jump straight to the STARTING section!! The jet is not yet ready to be started.
         Why not?
         This is a 95% replica.
Systems need to be set up in a precise order — like real pilots do when starting the C-560XL. You .
         Therefore, please go through the Checklist sections IN ORDER, beginning from the PREFLIGHT Section.
         Being methodical ensures that everything is ready for an eventual engine start, and some steps to have that successfully happen are in checklists sections that are PRIOR to the “STARTING” stage.

         Be VERY precise and methodical in your approach to starting the aircraft from a cold and dark state, like all real pilot are. It works.
If it does not, its 99.9999% probable that you have not done what the jet requires.

---

CHECKLISTS
Summary: The jet provides 14 REAL-jet, exactly worded checklists, and their 23 sub pages total, that are built into the MFD which real pilots follow across all stages of the flight.
The checklists are accessed from the MFD’s Button Labeled: NORM (for Normal checklists).
Sim-pilots looking for an authentic experience should use these checklists to avoid frustration, wasting time, and to avoid questions like “why doesn’t Fill-In-the-Blank work!!”

Accessing Checklists / Checklist location
Assess depends on what state the aircraft’s systems are in, but in all cases, click the NORM button (top left button on the front MFD) to access them.
If the aircraft is up and running, and all systems are working, click the NORM button. They can then be popped out, resized, or repositioned.
If the aircraft is in the Cold and Dark state, with nothing on, even if the outside battery is not connected, Turn the MFD power dial (center console, second panel down) to NORM
Then Click the NORM button to get access to the checklists. (then begin with PREFLIGHT, NOT STARTING CHECKLIST)

Using Checklists
A checklist’s content is displayed by SCROLLING (NOT clicking) on one of the flight phases.
Once you see content (1/3 means you are on the first of 3 pages), THEN CONTINUE TO SCROLL with the mouse on the flight phase (now underlined too) to page through the content.
You MUST scroll though ALL current flight phase topic pages first to get to a blank page, before you can open another flight-phase topic.
If checklists are displayed, it will cover other MFD screens being used at the time the NORM is called in the MFD, by design.

---

MANIPULATORS (also referred to here in this POH as MANIPS as a short-form label)
Manipulators/Manips are a means to interact with the aircraft parts — like moving a switch, turning a dial moving things like Yokes, throttles, etc.
Not everything can (or should) be “manipulated”, unless designed to do so.
So how would you know if something is designed to be “manipulated” — and therefore to have it “do” something?
If you turn Show click regions to ON in the Sim View menu dropdown, Manipulators then display as semitransparent green objects.
You will interact with these areas to “do work” — like flip switches, push buttons, scroll wheels, grab and move throttles. etc. etc.
If you are moving something, you are using a manip.
Generally, if you mouse over a manip the cursor will change to show you the direction the object will move. And moving the cursor either vertically or horizontally over the manipulator will change its shape.
As an example: A switch can move vertically up or down, and the cursor will change to an up arrow on the top half of the manipulator, and point downward on the lower half to move the switch down. Similarly, dial manip shapes will change to a Left or Right curved arrow, but also change size from small and large if there are multiple-sized dials stacked in the same place.
So why is all of this important?
Manipulator SIZE matters.
The smaller a manipulator is, the more important it becomes to be precise about where the cursor is placed, to use it correctly.
By design, this jet has many small moving objects, all in close proximity to one another.
Therefore, the SIZE of the manips for these objects are naturally constrained to the space available to “cover” the object to help you move and interact with just that single object it is designed to move.
This is ESPECIALLY true when objects that need to be manipulated are close together, and even more so when close things are ALSO small, like, all the small buttons that you would “push” with a Hand or Arrow — places like Starter buttons, or any of the buttons on the RMU, or EFIS control panels, AP … etc.
Since the Manipulators to click these small dials and buttons need to be sized to the button’s or dial’s dimensions, by design, each of those manips WILL ALSO BE SMALL in size.
We can not “make the manipulators bigger”, or even “move them so its easier to interact then” when viewed from different angles, because then they would obviously overlap and that leads to all sorts of negative user-experiences.
Therefore, the Manipulator’s size and position/location WILL MATCH the Button’s/switch’s size and position/location – whatever its size.

With that context, you may find that if you poke a button with the finger of the Manipulator icon, and nothing happens.
This is not a bug.
You are instead simply running into a quirk of X-Plane’s manipulator design (we have nothing to do with this), and making small manips click can sometimes get tricky.

BUT here are 2 things you can do to have a GOOD BUTTON-PUSH MANIPULATOR EXPERIENCE:
         1) Resist the temptation to zoom in to see the buttons to make them look bigger. Its not necessary given #2 solution below. But if you do zoom in, then click more to the opposing corners of the button to activate them — L, R or Top/Bottom half — which will work will depend on the buttons design AND your viewing angle.
         2) If in normal view, you are probably poking the button by placing the “finger” on the button, and clicking to press it, and getting frustrated that the button does not work.
The assumption of using the pointed finger to do the work is natural because of X-Plane’s “hand” icon design.
But, instead of poking it with the finger, try to instead “palm” the button by placing the entire palm of the hand icon on the button .. even if its finger-part is sticking out/off the button frame … then press/click it (or better, scroll the mouse wheel). If that does not work, move the palm slightly to either the L or the R, or the top or bottom of the button, and then click/scroll to get the button to “trigger”.

This all may sound like a weird solution, but trust us it works, and if you must know, its largely due to the way LR designed the hand manipulator to work — its center does the work, not the finger part, and on small buttons and click areas like we have in the C-560XL (that’s is the basic jet’s design, nothing we can do about how Cessna designed it — we just follow), the click-center is the “palm”, not the finger, so you need to palm the button, not poke your finger at it :))

Using manips when in outside Camera modes:
A design feature in XP11 is that manips are not viewable when using one of the sims “outside” camera views — like CHASE as an example. This has nothing to do with the aircraft, and is not a bug. This means that If you need to visit the outside battery compartment as an example, where the manipulator is on the outside of the aircraft, you MUST use one of the internal/cockpit camera view, and then “drift” through the fuselage wall to the outside of the aircraft, move down to the port-side wing-root area where the panel is located, (look for the BATTERY COMPARTMENT label) and then you will be able to interact with it.
LR fixed this in XP12 so you no longer need to drift outside while using an internal camera view, but instead, manips are viewable and useable when using an either inside or outside camera views.

---

ENGINE POWER & THROTTLE DETENTS:
As was noticed in the XPLANE REVIEWS, the C-560XL has a lot of power, (5:1 more than the A380 as an example) and so it is very easy to overpower the jet.

Unlike big heavy airliners or military jets, where it is fashionable to slam the throttles forward-full-gas, resist/DO NOT do that in the C-560XL.
Slamming the jet full on is ONLY for life-threatening emergencies in the real jet. And running them at that for more than 1 minute starts to impact engine perf. (So be the opposite of Nike: Just don’t do it)
There is no need since the aircraft is designed to be light, and fast.
And that is NOT how real 560XL pilots take off anyway. The Jet does NOT need a lot of power to get moving to get airborne.  It is perfectly normal to TAKE OFF (TO) with ~80-85% N1 so as to both extend engine life, and to have climb-out speed and events happen at a more measured and manageable pace.
As a matter of fact, when you lift off, gear up, 10⁰ nose high, you will find the “E” for egress on the speed-tape come up quite quickly and you WILL need to throttle back a bunch to not overspeed the jet that critical Airspeed checkpoint. In the USA the FAA will come down on you if you fly >160 in a TCZ. So slow down hoss!

Be gentle, intentional, and deliberate about using the throttles for the power you need, for the phase of the flight you are in.

Note also, TAKE OFF, CLIMBING, CRUISE is NOT done exclusively and only when the throttles are in the TAKE OFF, CLIMB or CRUISE detents as displayed on the throttle stack, or TO, CLB, CRU indicated on the little THROTTLE DETENT INSTRUMENT on the dash. (left of Pilot PFD).

The amount of throttle-power used should always be a decision that YOU, the Pilot-In-Command (PIC) makes, based on flight and aircraft config; set the throttle to and where it NEEDS to be, based on your desired climb rate, while taking into consideration your flight weight, speed, attitude, weather, or altitude.

Practice climbing to cruise altitudes using a realistic Ascent power profile.

---

THE JOURNEY BEGINS:

If you are in the early stages of your C-560XL flying experience, and have chosen to start the jet with engines running as we suggested above then Bravo!
On Load, you will think you have found your first problem: the aircraft loads with no sound!
But patience grasshopper, after ~10 seconds FMOD will complete loading its custom sounds, and the aircraft is/should be sounding great and running at idle.

WHAT IF YOU FIND THINGS ARE NOT WORKING “like other jets I have flown do”?
Each aircraft is different, so please set aside assumptions that “this aircraft should work like those”. Frankly, there are some we’ve seen that have taken shortcuts to simplify things, but that’s not realistic. We try to maintain 95% realism in everything about this aircraft.
This is a 99.9% bug free aircraft.
Both XP11 and XP12 versions of the aircraft has been through extensive, months long testing. We took our time (even delaying) the initial launch of both XP11 and XP12 versions by months because we at AirSim3D do not believe that paying customers should be treated as Beta Testers. No knock on others, but that’s just not us.

Therefore be guaranteed that, because of those MONTHS of rigorous beta testing, we have very high confidence that all system work as designed.
If something is not working, its is most likely because (and forgive us for being blunt here)
         a) You are incorrectly assuming that something should work in a certain way when it does not work that way in this jet (or it does so differently).
         b) A required procedure is not being executed precisely — precisely being the operative work here — this jet is replicated to 95%, so you are expected to follow the exact steps that pilots follow. There are no shortcuts, by design.

The resolution is to please always refer to, and use, this POH as your guide.
SEARCH (use the Page-FIND function on most browsers) for the topic of interest — use the LABELS in the jet as keywords.

Could you find a bug? .. sure. Nothing is perfect. But we can assure you that IF you do find one we can reliably reproduce, then WE will address it swiftly. 

Requests for new things are always welcomed and will be triaged from a customer experience perspective for fix-prioritization.
And if somethings not clear please don’t hesitate to reach out to the team in the X-Plane C-560XL forums — we are here to help.

---

OK — LET’S GET FLYING!!!

Takeoff: is fairly straight forward

1) For this we need to assume you have completed a number of things:
         a) Checklists were followed/done (or you started the aircraft as we advised, “with engines running”), then the jet should be ready to go with all its systems running
         b) All you see should see is a WHITE GND IDLE annunciator (Ground Idle), on the large up front annunciator panel when the throttles are at idle
         c) You are positioned on a runway somewhere
         d) You have enough fuel (use the sim’s EDIT WEIGHT AND BALANCE menu) 1/2 tanks and 1/2 payload are recommended for beginning flights)
         e) Weather is good — avoid crosswinds for now
         f) You have ATC clearance if you are using it (although we recommend you avoid it for now since it could be a distraction at this early learning stage)
         g) The Engines are purring at idle
         h) Critically, Pressurization and Sources are set correctly you don’t pass out from Hypoxia if you decide to fly higher than 10,000 ft. on your first flights
— if all of this is checked, you are ready for take off.

You should never begin a TAKE OFF with anything but Ground Idle annunciation — which will go off once you begin to rev the engines.
The board must be clear for safe flying.

2) (if not already done) set the N1 Bug using the spring-loaded dial found above the Stand By Radio Management Unit. Usually 80-85% is an adequate N1 target at Sea level, or 90% if the RWY is short, or if the aircraft is heavy, or at high ALT airports. See why ~80-85% N1 power is the recommendation, above.
3) StabMisc warning annunciator still lighted? Read this section
4) Parking/Emergency Brakes off and Control Lock handle IN.
         There is no annunciator in this jet for Regular/Emergency Parking Brakes or Control lock status
5) Throttle up (gently!!) to the N1 bug set previously in #2 above
         a) Watch the small THROTTLE DETENT INSTRUMENT that’s positioned top left of the Pilot/Port-side PFD to know what indent the throttle are at without having to look down at the Center Console/Pedestal Throttle Quadrant.
         b ) It is not mandatory to set the throttle to the detents to Take Off (TO), Climb (CLB), Cruise (CRU)etc. to in fact, TO, CLB or CRU! Factors such as altitude, current speed, configuration, weather, and weight all influence how much power is needed for the phase of the flight you are in. Remember You are the Pilot In Command…so FLY the jet as it needs to be flown in the moment
         c) IN XP12: the throttles will redline if slammed forward, or, if set too high, or at high settings in warmer ambient temps.
DO NOT REDLINE THE THROTTLES. The aircraft has a 5:1 greater power-to-weight ratio, so its not a heavy airliner, or one of the other biz jets modelled to TO of full power, and therefore does NOT need the throttles full-gas for TO! (for emergencies only, and the Aircraft will Zoom with the enormous power it has… its one area where Cessna did not skimp in this jet) You will burn the engines up! TO is modeled to fly realistically. Power should only be to the aforementioned N1 bug setting only.
To fix, throttle back to get out of Red. Your engines will thank you.
Once achieved (using lower power settings) higher airspeeds also allow more air into the engines to cool the engine ITT’s, so learn to always accelerate “in the white” … that is the right way to fly the jet. (but for fun, redline the temps at night and watch the instruments glow!)
6) Remain RWY-line centered with the use of the Rudder pedals — make small movements (See also The JET’s CENTERLINE for how-to-keep-it-centered guidance)
7) Rotate gently at R on speed tape, smoothly continue to pitch up to 10 degrees nose up max (if you do not see R, the jet is not set up for TO correctly — Flaps probably not set correctly — please follow the checklists)
8) At positive climb rate:
         a) Tap brakes to stop wheel spin
         b) Gear up (never extended above 220Kts — the slipstream noise gets progressively louder the faster you are flying with the Gear extended)
         c) Allow the jet to Accelerate to E – Egress speed (it’ll come quickly!!)
9) Throttle back and pitch 10 degrees to maintain E (Egress speed)
         a) Never exceed Flap speed barber-pole brackets! (FYI: the real jet does not have these, but the C-560XL provides them for better sim pilot experience)
10) When needed, Flaps up all the way, then stay above 150kts airspeed
11) While the above is a summary of the take off experience, you really should follow the checklistsfor all flight phases
12) Navigate to your destination. There are 5 ways to do this in the C-560XL — from the simple Dead reckoning method, to the very-sophisticated GPS-enabled VNAV

With flaps up, gear up, maintain ASI >150 at all times.
Happy Flying!

---

CLIMBING A REALISTIC ASCENT / CLIMB PROFILE TO CRUISE ALTITUDE:

First, as fashionable as it is to do in airliners, or “other aircraft” in your hanger, or, as used to doing this as you may be, you should NOT (never??) slam the throttles full-gas forward to Take Off.
If you do that, the engines are then producing 120% power in each engine!! The aircraft WILL ZOOM.
That behavior is
a) Not a bug,
b) Not the way the aircraft is designed to be operated.
That huge excess of power is ONLY provided by the mfgr for EXTREME EMERGENCIES, and the pilots should never operate the engines at full for more than 30 seconds.
So do not do that.
Airliner-style full-gas powered take off is NOT the way real pilots fly this jet. This jet is light AND over-powered BY DESIGN.

INSTEAD, this is what you should do:
Set the N1 bug on the ITT temp gauge to between 80-90%.
THAT is the MAX you should advance the throttles during normal flight to do the same thing that real pilots do to take off.

THEN:
Apply only that power, maintain RWY center-line, and once you have smoothly rotated 10⁰ pitch up when the aircraft is at “R” on the speed tape, then follow this guidance for a realistic climb-power profile to altitude….

The following guidance are general rules of thumb real XL pilots use, BUT, as always, remember that YOU are PIC in command, so fly the jet as YOU deem fit, and more so when guided by ATC

Using this ascent or climb profile will correctly use the jets’ power-curve, and the throttles will correctly follow the detents on the throttle stack
For the ascent, you could use either the Auto Pilot’s VS function, OR the G1000 NOSE UP or NOSE DOWN buttons to fine tune pitch when using the AP
If flying manually, use the pitch wheel (left of the throttles (click its center to quickly center/neutralize it)
DO NOT use the PITCH BUTTONS on the YOKE if on AP — that action will DISENGAGE the AUTOPILOT
At any time, if the AP senses the jet is flying too slow (Angle of attack is too high) — it will by design DISENGAGE to allow the jet’s nose to drop and build safer airspeeds.

         1) Below 10,000ft ALT 225kts pitch at +10^o
         2) 10,000 – 16500 ALT 250kts pitch at + 5^o
         3) 16,515ft ALT, switch Mach .61 pitch at + 2.9^o
         4) At final cruise ALT, 0 pitch, Mach .72

With the guidance above in mind, here is a typical/ideal climb profile to cruising ALT.
This assumes no ATC instructions, and a straight climb-out from Sea Level, using the AUGM mode panel layout’s Auto Throttle to maintain speeds as you climb (but you may also set speeds manually for more of a challenge if you wish)
ON GROUND, DO THIS SETUP FIRST:
         Ensure all checklist items up to Take off are complete. The Annunciator panel should be clear with only “Ground Idle” lighted
         1) Set the ALT target to 40,000
         2) AP TURN Dial to 3
         3) Set N1 bug between 80-90% ITT, with – 90% max (this is important to tell the EEC on Auto Throttle to not redline the engines) — (set using dial/box just above standby Radio)
         4) Use default fuel and weights amounts (loads the jet to mid-range)
         5) Engines is idle, Flaps 1 — wait for a Clear Annunciator panel while the flaps and STAB MISC are cleared.
         6) Brakes off

TAKE OFF and CLIMB:
         7) Advance throttles smoothly, until N1 is at bug — (the “TO” light on little box left of PFD lights up, throttle levers on TO DETENT in Throttle stack)
         8) At “R” on speed tape, (it will come quickly) Rotate and smoothly pitch up 10 degrees
         9) With positive rate, gear up
         10) Throttle back >150 feet AGL to manually maintain Egress “E” speed of 160kts
         11) At 1000 ft, engage AP
         12) Also now engage AT: set 160kts
         13) Flaps up, climbing about 15-1700 fpm
         14) At 3,000 AGL, accelerate to 200 kts using AT speed setting, climbing now ~3000 FPM
         15) Fine tune pitch using:
                  a) G1000 nose up/down buttons OR
                  b) (recommended) engage AP-VS and use its pitch wheel to tune pitch — using the AP-VS option ensures that when the target ALT is reached ALT is captured by the AP
         16) At 8,000 the FADEC/EEC system will get the jet into CLB config to maintain 200Kts
         17) At 10,000 ALT accelerate to 250kts, still in CLB detent, now going 5,000FPM climb — max rate!
         18) At 20,000 ALT pitch down to 5 degrees pitch; Now ~3000 FPM. Maintain 200Kts
         19) Transition to MACH at 26,515 ft (press AT speed dial). Accelerate to 0.60 – 0.62m; Now climbing ~3,20fpm
Now you will start to see the airspeed indicated window begin to slowly wind down, BUT the jet is still maintaining mach.61 true
Watch the AOA INDEXER to make sure the needle is left (less than AOA) of the small yellow line at its 6 o’clock position
That’s showing the wing is generating max lift!
         20) At 30,000 ALT, pitch down to 2.5 deg, still climbing 1500fpm
         21) IF using the AP VS function, the AP will capture the ALT Target at 40,000 as we set in (1)
IF NOT using the AP (just the G1000 nose up/down buttons) then the AP is NOT engaged, and it will NOT capture the ALT target — you will been to level off manually (See 15b) above.
At 40,000 accelerated to .71 mach… throttle might drift into TO detent, but should then settles back down at CLB. — it is normal to see the CLB light on for high speed, high ALT cruise.

If you fly at m.61 at 40,000 the throttle detent on the throttle stack will be square on the CLB detent. This is normal.
Any speed faster (like .71) will move the detent on the throttle stack between CLB and TO, and that’s normal for the EEC to maintain that.
As long as you do not get into to the TO detent area for >5 min, or redline the ITT, or hit max speed aural or PFD warnings, then the aircraft is flying normally.
If weather is gusty, strong cross winds — fly slower.
The EEC uses the CRU detent only for < 20,000 ALT slower cruise flying.

Changed Weights, weather, altitudes, temperatures will all effect this “ideal” climb profile.

---

ABOUT SLIPSTREAM SOUNDS:
The faster you fly, the more you will heard louder air-stream noise.
The jet is usually quite quiet when flown at the proper airspeeds, so hearing loud roaring slipstream sounds means something is not set up correctly:
Causes for loud airstream roaring…
         * Flying with gear down close to/over 220Kts (gear down never extend speed) Over 200 and it is VERY loud — as reported by real pilots in the real jet.
         * Speed brake extensions at higher speeds — BUT, that’s OK — the aircraft IS designed to open the SB’s at ANY airspeed, but its a good sound reference to have
         * Approaching Vne speeds at different ALTs — Watch also the PFD speed-Redline indicator warnings
         * Flying at the top end of the various Flap speeds — Watch the Speed tapes — you should be flying in the mid-to-lower half of each flap’s speed bracket.

---

LANDING:

Autopilot (AP) AutoLandings: The real C-560XL is not certified by the US FAA to land on autopilot. (the real thing also does not have an AUTO THROTTLE either)
Real pilots disengage the AP before TD (usually when the Airport is “clear and close” or at specified ALTs as required for precision and non precision approaches)
Read more in the AP section. Sim pilots for the AirSim3D C-560XL are encouraged to follow this Authentic real-life practice too. 

But, we are in a sim, so, it is possible to land the AirSim3D C-560XL on AP using APRoach tuned to an ILS VOR, OR a GPS APR, but this requires precise speed control using the throttles, and all AOA green cues all the way right down to the RWY threshold. If you wish, to fly the jet using AP-APR, and if your speeds are Flap3 and precisely 110kts + – 2kts, then, when you hear the “50” callout over the runway, chop the throttles to idle, and the jet will flare and AutoLand. With main gear down, the nose will remain elevated — disconnect the AP, gently lower the nose, maintain RWY CENTER, deploy REVERSERS and SPEEDBRAKES (they are not spoilers) and when <60 stow Reversers/Speed brakes, pull flaps all the way up.
Congratulations you have defied the FAA and AUTOLANDED. Expect a heavy fine from them!!

The AirSim3D C-560XL trailer on YouTube flown in XP11 (and using a really early version of the jet — no pilots, no FMOD as examples) demonstrates an AutoLanding on AP at the very end of the trailer.
If you can do the same, Bravo, YOU GOT SKILLS!!! IN XP12 — woo! AP-landings get harder to set up for correct execution — fly the black bar on the speed tape at flaps 3 PRECISELY! Fun to try though!

Landing basics: (use checklists to correctly set the jet up for a safe landing)
          * Follow flap/speed barber poles in the PFD speed tape which appear for each flaps settings — your speeds should never exceed or be below their brackets 
          * Depending on Altitude (ALT) density/temps and weight, your approach power should be 55-70 N1 if all is well/set up correctly
          * For each of the top 2 flap settings, there is a green line Speed Ref marker somewhere on the speed tape within its bracket; Maintain that speed for correct speed and AOA green cues at each flap setting (assuming everything else with the approach is good). HOWEVER: You are the PIC. FLY the Jet first. Its silly to be sitting at perfect AOA while 500 ft. above the Glide Slope as displayed on the ILS!
                  IN XP12: In the improved flight model the aircraft’s weight, alt density, speed, turbulence all play a bigger role that was the case in XP11, for how the jet handles.
                  This is particularly critical at slower flight phases — like during APR etc.
                  Therefore, don’t be surprised if the AP DIS ENGAGES when a gust hits causing the jet to get slow when at higher airport alts or weights and your seed is at or below the markers of reference speeds!
                  This is NOT A BUG. It is the design of the AP keeping the jet safe.
                  If the AP senses that the Jets AOA is too high to maintain the ALT, VS, or GS that it has been tasked to fly, it will disconnect rather than stall the jet.
                  THEREFORE in XP12 especially, have acute situationally awareness of your aircraft limits at each moment of your flight!!
                  If you have gusts, low density air, higher aircraft weights, gear/flaps coming down increasing drag, then FLY FASTER by manually throttling up, or dialing up the speed if using the Auto Throttle, to HIGHER than the reference speed, to fly safely.
          The trick is to fly as fast as is needed to maintain the AOA gauge needle to never be in Yellow/red. As long as you do that, the AP should remain ENGAGED.
          * For the final Flap setting, there is a black line marker, try not to go much below that airspeed — the danger of stalling increases exponentially. To correct: ADD POWER first (NOT pitch or you WILL quickly stall the aircraft), and then if needed a bit of pitch-up (Watch the AOA dial and cues of guidance!), to get above and stay at or above that line, and to get to AOA green cues
          * Manually flying the jet to get the right AOA green cues while on GS is a ballet — a dance with the throttles, the wind, its direction, the ambient temps, your airport altitude, influenced by aircraft weight and configuration, … and they all have to be in harmony, where they ought to be. Where is that?? — its for you as PIC to find out — that’s what precision flying is all about! The margins to shift off green are narrow. One thing affects another (as in the real jet) — so, use small, deliberate movements, small corrections. Make them and then watch how the jet reacts. Practice makes perfect!
          * Don’t change flaps if you are not in the MID-LOWER part of your current Flap setting… you may balloon slightly if the flap change is made when speeds are high…woop-ti-do-tummy-ticklers-for guaranteed for your children passengers! On a more practical note, it will throw you off your Glide Slope.
          * Once over the threshold ease back power, and gently pull back on the yoke. How much?… done correctly, a flare “cushions” the jet to fly in ground effect, onto the ground, not at the ground. (does not stall it). If you “float”, its because your approach speed was higher than needed. (See “green line Speed Ref marker” above)
          * Real Pilots allow the jet to contact the ground smartly to (especially) avoid aquaplaning — all aircraft should actually. “Butter landings” are for gamers, not real pilots, but, fun to record and share
          * Stay on the RWY centerline how-to-do-that here, with rudder, especially with cross wind landings. Rudder pedals are recommended, but not essential to help stay centered
          * For CROSS WIND LANDINGS, maintain directional control with the rudder, and lower the upwind wing slightly, land on that-sides main gear first, and use the rudder to round out out of the crab to center the jet to the runway, and use it aggressively once on the ground to avoid ground loops. Maintain control first, then, once you have that, (and once at least both main gear are down) THEN apply Reversers and Speed brakes. (They are not automatic) Always fly the jet first. Only apply functions after it is under control.
          * First open Speed brakes to help slow down if needed. (They are NOT spoilers that kill lift, by design) They are not auto deployed.
          * When there is weight on ALL BOTH REAR wheels, only then DEPLOY the Throttle Reverse thrusters. And be careful not to let the nose gear slam forward!
                    The reverse buckets take 1.5 secs to deploy.
                    ONLY when you see the white DEPLOY annunciator lighted (Top, THRUST REVERSER panel section), only then APPLY reverser thrust using the throttles.
          * Maintain the RWY center line with rudder >60kts., then use toe brakes gently for steering control below <60kts
                    IN XP12:CAUTION: The amount you push forward on the yoke during a ground roll gets more critical at higher ground speeds.
                    Loading the front wheel by pushing forward on the yoke too aggressively increases the friction of the front wheel on the tarmac, and since it is that wheel that steers the aircraft on the ground, directional control will get progressively more sensitive the higher the ground speed is from the nose-down forces delivered by the aerodynamics of the Elevator and front wheel friction. Then steering may get dicey. If you find that happening, ease back some on the stick to lower the friction of the nosewheel on the ground (reduce sensitivity) to help regain back directional control. (more friction is not more control, its more sensitivity)
          * Stow the throttle reverser buckets when ASI <60 kts. and use symmetric Toe brake as needed to brake and maintain the centerline (ALERT: you did follow the checklists and the Parking brake handle was off (in) when you landed, yes?) Another little trick to try — keep the reverser buckets open under 60 kts, BUT DO NOT throttle — that way they can act as small sails to aid slowing down as you roll down the RWY. But be careful, remember they are still open (annunciators lit up front!) when you begin to use throttles to exit the RWY! Even so, the real practice is to stow them < 60kts.
          * Retract Flaps
          * Speed brakes in
          * QED — you’ve arrived. Job well done.  
          * If you set the Pressurization correctly, your passengers and yourself will arrive safely and in comfort.

---

The JET’s CENTERLINE: A LOT of care and time has been spent to correctly align the pilot’s head position to be centered and aligned with the sight balls on the downtube as in the real jet.
An 85 degree sim field of view (FOV) setting is recommended.
With this your FOV will include the necessary instruments for normal flight, with have low fish-eye distortion.

Generally if the width of the RWY center line is contained within 2 imaginary vertical lines drawn from the mic on the left, and from the screw immediately to its right; then the nosewheel will be travelling on the RWY center line.

The correct head position is when in the pilots or copilots seat, the small white ball (in the tray on the front down tube) is centered exactly in front of the larger orange ball behind it for that side.  From that correct head position, (from the Pilots seat position) the center of the RWY will be located at the small left screw, found just to the right of the cockpit microphone (the object on the front dash with the round blue washer).  

In this jet you do not have to “guess” where the runway center line is anymore!

---

POH INDEX:

Follow the links below for more information — even though the list is numbered, it is in no particular “order” — since each person will need to review things at their pace, and when they need it.

Why is it not in a tradition list — like “other” manuals???
Because we like a more conversational and less “starched” approach.
Yes, “others” may do that, we don’t.
Moving on…

While this “index/list” — call it what you want, is nice, we recommend using the FIND/SEARCH option in your browser to search for items in this POH as there are many topics that are cross referenced, have dependencies on other topic etc., and its impossible (and would be wrong) if we tried to have it “all in one place”.

Take for example the term “PFD” — it has its own topic, but is also reference in over 150 places. So it would be crazy to try to have everything that mentions the PFD, or has dependencies on it, to all be in one big honking topic.

Generally when searching, use the terms and Labels in the Jet to find topics. (like CROSSFEED instead of CROSS FEED)
Even though we wrote the manual, we still use the “Find…” function most often to find what we are looking for.
It works.
Moving on…

Essential switches and functions for general flight safety, planning, and navigation:

         1) Get a quick visual tour of the various parts and views of the Cockpit. Also read why you can expect the cockpit labeling to look less sharp (from a distance), and the overall instrumentation look to darker. IN XP12 compared to XP11 (its an XP12 LR design feature that they are still working on)
         2) To begin, the C-560XL has an on-demand mode that switches between REAL and AUGMENTED mode panel layouts. Find the small switch marked REAL/AUGM on the pilots side, low left.
                  a) If you have the switch on AUGM you will set Flight Director, VOR/GPS navigation options, Auto throttle, and Minimums in the upfront/dashboard MFD control panel.
                  This mode is NOT what’s in the real jet — it is a one-off custom feature not found in the real jet that we intentionally designed to make the SIM experience easier.
                  b) If you have the switch on REAL then all the aforementioned dials and buttons will be moved to the Center Console/Pedestal, between the pilot and co-pilot seats
                  This mode IS what’s in the real jet.
                  c) Auto Throttle is another custom feature added to the jet, but NOT available when the panel is set to be in REALISTIC mode (the real jet does not have Auto throttle)
                  Set your choice of panel mode to the layout that inspires you most when flying.
                  d) Setting Real or Augments modes also has an effect on how the custom AOA INDEXER works
         3) The jet is equipped with a custom, 100% authentically functional, designed, and lighted Auto Pilot (AP). And except for using the G100’s VNAV function, we recommend that you use the custom AP exclusively to fly from one place to another. Therefore, invest time in learning how to use the Jets custom AP to make navigation easy and fun! And so to is the custom Auto Throttle option (button labeled AT and displayed only in Augmented mode up front panel only) along with heading, course, speed, and altitude dials.
         4) The custom PFD is the primary instrument for speed, altitude, pitch and roll, its lower half contains a custom HSI, and its top status bar displays AP status and other flight data. Clicking its face pops-out this instrument. It does not “replay” when in Replay and outside camera view. There are various options to choose from in the EFIS CONTROL PANEL
         5) The MFD with ROSE-ARC MODE displays also contains the aircraft’s authentic checklists, and also has 6 navigation/mapping Sub-modes (buttons) to display flight plan progress and data, and-or directional hoz/vert VOR information from the MFD CONTROL PANEL
         6) The MFD is also the source to display Terrain and Weather Radar, as well as Waypoints, Airports, VOR and ADF station mapping around the aircraft. Clicking its face pops-out this instrument. IN XP12 this has got a make over to display at a higher-resolution. The display in XP11 can not be made sharper due to an XP11 MFD design limitation.
         7) Atop the dash is the all-important aircraft systems Annunciator panel with its No Take off conditions to correct before Take Off.
         8) On the Port and Starboard you will find the Fuse Panels with a total of 143 fuses.  These are non functional — WHY not???!!
         Please read this topic in the FAQ: For the price, we expect things like flight-tablets, working fuse panels!!?
         9) On that same side, you will find the fully functional Large/Guarded/Important Battery and Interior Disconnects and various Vent and Light dimmer dials — all these animate and operate the jet’s lighting.
         10) The aircraft has an extensive array of over 300 real, aimed and tuned bulbs for spectacular night flying from the standard Nav, Tail recognition, Wing Inspection and Strobes, to Custom Pulse Landing lights, (that adjust their pulse/steady for TCAS, Transition alts., and landing Flag/Gear configs!) to something called shark lights… all faithfully modeled, tuned, directed. Pools of light and reflections change when things move, brightness and section-dimmers all work, and there are lights that you can reposition, and much more in the COCKPIT and CABIN LIGHTING section.
         11) The fully functional Yoke provides pitch and roll and has working buttons for finer AP and Trim control with a fully functional TCS option (a fantastic differentiator that is not found in most other XP aircraft). And the Rudder is used to change horizontal direction (a little pro-pilot secret.. use the rudder to make small, quick directional changes with the rudder (“kick it over”) to get the jet to line up with the RWY center line to set up a landing — not aileron roll). All buttons on the Yoke function/work.
         12) Find the 4 Handles beneath the Pilot-side Dashboard to use the PARKING BRAKE, EMERGENCY BRAKES, CONTROL LOCK (sometimes referred to as a GUST LOCK) here; and also the AUX GEAR CONTROL (for emergency gear blow-down) to be used in case of a Hydraulic failure/emergency.
         13) Use the G1000 to load Flight plans that were created in something like Little Map — a free and fun tool to use to create FP’s, and in our opinion easier and more fun that better than punching FMC buttons and getting frustrated with that process. Please read the LR documentation to learn how to operate the G1000 instrument. Read this section about the 5 ways to navigate in the C-560XL , from dead reckoning to the sophisticated GPS VNAV — the C-560XL is capable of it all.
         14) Why no FMC??? Please read this. Honestly though, all we use the G1000 for is to upload Flight plans (which we had more fun creating in things like Little Map) then we forget about it (EXCEPT to VNAV) and instead used the 100% authentic/replicated bug-free Autopilot — which real pilots use 95% of the time anyway. In the jet, clicking on the top and/or lower half of the G1000 will pop out the PFD or MFD respectfully.
         15) There is a neat little lighted Throttle Detent Indicator box found left of the Pilot-side PFD (none on the CP side) to enable you to see where your throttles are positioned without having to look down at the throttle stack. We saw this in the real jet we often visited for reference tours at Boeing field and replicated it! Be sure to also read this to fly a realistic power profiled ascent to cruise altitude the way real pilots do!
         16) Take a look at the COMM/AUDIO Panel if you need to talk/listen to ATC. The Radio Management Unit (RMU) is used to tune radios and transponders that the AP uses to automate flight-leg navigation contained in the flight plan loaded. Below it you will find options to broadcast your IDENT in various modes, including MODE C for Position and ALT.
         17) On either side of the dashboard find the 4-function clock to include automatically tracking your FL/Flight Time, and which operate independently on the Pilot and CP sides, and a DME that displays distance, closure, and station data. Unlike the independent clocks, the same VOR/GPS (L to R) — distance, time-to, closure speed and name station abbreviation data displays in both DME’s. ADF display shows the Station ID only.
         18) Make sure the Main door is locked properly and the Lav doors are stowed open (as it is required). The Emergency Exit is back there too. If not correctly set up, you’ll see lighted upfront Annunciators.
         19) It’s very important to Pressurize the jet — it’s operational ALT is 41,000 ft.! If not pressurized above 10,000 ft., black-out is inevitable (if set in the X-Plane UI). The fully functioning 3-mode pressurization panel does this job, and below it is the panel to set the Air Conditioning units (AC, A/C) internal ambient temps for both Cockpit and Cabin/passenger comfort.
         20) Also on the main Center Console/Pedestal, find many labeled passenger safety, and navigation lights switches under the fully functional Light Paneland theDay/Night instrument brightness switch which makes the instruments bright in the day, but then can also be set for spectacular night-time flying. No “dark cockpits” in this jet!! (It IS correctly labeled, and works per Cessna’s design) Details here: COCKPIT and CABIN LIGHTING section.
         21) The Center Console/Pedestal is also where you will find the ANTI ICE switches. It takes time for flight surfaces and engine deice systems to heat up and work (depending on ambient temps, and other factors) so plan ahead!!
                  IN XP12 you will see Windshield frosting in icing conditions, and at night the icing lights (positioned in the small tube structures at the base of the downtube) will glow the front of the cockpit red to warn of icing! Frost on the WS does not necessarily mean the icing lights will automatically turn on to glow — icing lights only turn on when there is icing on the aircraft.
         22) Further down in the middle section of the Center Console/Pedestal on the left find the large Pitch Trim wheel. Move it forward to lower the aircraft nose down, pulling back on it has the opposite effect.
Click the wheels center to quickly reset it to its neutral position. The Aileron and Rudder trim wheels are positioned on the Center Console/Pedestal, towards the rear — the big dials. Click them in the center to quickly reset them to their centers.
         23) The very important Throttle quadrant to the right, with its reverser paddles.
         24) Further to the right you will find the equally important Flaps setting handle. Set the handle to its first notch for Take off. Read more about Flaps-Flying tail-related STAB MISC warnings.
         25) At the lower end of the throttle block you’ll find the LANDING/TAXI LIGHT switches, including the custom TCAS enabled and flight profiled PULSE LANDING LIGHTS. And the SPEED BRAKE switch under its guard.
         26) To their left find also the ROTARY TEST dial — this works authentically and conducts tests exactly like the real jet does!. It has 11 stations that time and check many jet functions. Be patient as you click through each station and observe how the tests cycle through with relevant instruments visually showing/changing their states as the checks progress. Master and Caution lights also will flash and are cancellable exactly like the real jet.
                  IN XP12, this dial emits real-jet recorded sounds (which also play when needed during flight operations).
         27) The jet has 3 electrical generators to start engines, or to charge its Main and Emergency batteries. Although, unlike Airliners (or maybe other GA aircraft) this jet is quite capable of starting with the Main Battery, provide its has >23 volts. So do not assume (because you do this in other aircraft) you need to have the APU running to start the jet — You’d just be wasting time, and burning extra fuel and imbalances that you will need Fuel Cross Feed to fix, and adding unnecessary use-time on the APU, which the jet owners will not like. Remind yourself, check your assumptions, this jet is 95% realistic, so therefore, different.
         28) The co pilot of the front dashboard contains Auxiliary Power unit (APU) and Battery warnings and annunciators, and the APU PANEL is found on the Co Pilot-sidewall panel of the aircraft. Notice also that there is an aircraft frame continuous time-used counter above it, and an APU time-used counter at the bottom of that panel. The APU switches move, and can start, ONLY if there is main battery power to power and crank it over or charge the battery — although, that’s normally not what’s needed to start; we cover this later in the Engines and Throttles section
         29) The jet includes an authentic replica of a Ground Power Unit (GPU) with a unique “refueling” routine that happens randomly (blue light). It can be connected to the jet and turned on to power the jet and recharge the Main/Emergency batteries. The parking brake is automatically set when the GPU is connected, but is not automatically disengaged once the GPU is disconnected.
         30) If you want to figure out where your TOD should be (given a known distance to airport read from the DME tuned to a VOR) read this excellent article on THINK AVIATION.

Follow the linked topics above to learn more about how to operate them.

---

Basic How-to SYSTEMS:

First a quick visual tour of the cockpit… XP11 images:

         IN XP12: the cockpit has a higher and darker contrast. And labeling is not as quite as sharp.
         THIS IS NOT A BUG, but rather this is the XP12 simulator itself that’s still in the process of being fine tuned in its early beta stages!  The sharp and bright XP11 images you see below DID NOT look this good or as sharp in the early iterations of XP11.
         Please be patient while the XP team updates its Sim v12. With XP12 v0.6 the visuals have become MUCH sharper compared to earlier versions, and our DAY/Night Lighting switches completely solves the “dark cockpit” complaints!!
We do offer a standalone XP11 only jet if that is what you need, get it from the org store here.

100% of all the vital flight and safety systems and instruments work, 95% of all the switches, dials and buttons do some kind of functioning “work”, but all are 100% are animated.
The ones that do no work are very secondary to the flight experience. (which add to gratuitous FPS hits, so we simply animated them but they “do” nothing) — like increasing the Passenger announcements Vol on the Comms Panel.
The panel layout, colors labels, instrument placement knobs and levers are 100% faithful to the real jets we visited, down to panel lines and screw placements and counts!
FYI: all images in this POH are from XP11. Please Video’s on our YT channel for XP12 examples — even better!

For what its worth: In Xp11, you will notice sharp lettering, smooth 3D object edges, smooth shadows, and nicely blended ambient occlusion (like the shadows around the smaller panels or instruments fixtures on the dashboard).
In XP12 Betas, this is not the case — you will see jagged shadows, messy and shimmering edges, blurry lettering.
THESE ARE KNOWN XP12 RENDERING BETA BUGS, it has nothing to do with the aircraft, its textures, its shading, or Lighting.
We fully expect all all the rendering issues in the sim to automatically get better as XP12 matures.

ABOVE: Spectacular Night Time Flying from over 300 real 3D lights. No fake, painted-on LIT pools of light anywhere in this aircraft
Don’t blame us if you now fly more at night!!
The effect is created and delivered by ~300 individually tuned and aimed lights for real-light beam produced Glow and Reflections everywhere
There are No, zero, zip, nada, 2D Lit cockpit area textures, with NO FPS hit! (we used a special technique to achieve this)
Larger lights cast light further; Colored lettering and numbers cast glows on their instrument bezels and surroundings!
IN XP12: Try this, night, dark (no airport lights close, or at altitude) set Main Battery switch to EMEG (down). Observe real light glows!
IN XP12 continued: To then reset out of EMERGENCY, first GENS L, R down to center, then Battery switch all the way UP to Normal, and then bring the Gens back online again.
Move the throttles, or switches, and the reflections on these objects change with their movement
The Pic above shows a specific location on the RT test in progress — this is #9 of a total of 10 authentic tests on this 11 position dial)
Generally you would NEVER want to see every Annunciator panel, AP, and other warnings lighted up like this!!

Back to daytime images below…

Above: Downtube instruments and main annunciator panel
Orange and White “Sight balls” — very important to maintaining the jet on the RYW centerline in the tray above the night-lighted Wet Compass,
AOA INDEXER (box to its Left) for precise GS control,
Individual Engine Reverser and Stow Panels on both sides of the main annunciator panel,
Port and Starboard Engine fire and Extinguisher buttons,
and the all important fully functional Annunciator panel (42 Windows, 81 functions!),
and partially hidden Master Warning and Caution Switch lights on the main dashboard under the Annunciator panel

IN XP12: Added Icing Light Fixtures: The front-top area of the cockpit will glow red at night if Windshield ICING is detected.
The lights come from the small tube-like structures you will see at the base of the downtube that house these lights.
During daylight you will see frost form on the windshield. See the ANTI ICING section for what to do!

Above: The Pilot side panels… L to R: (this view of of the AUGMENTED MODE — the realistic EFIS control panels in this view will be positions on the Center Console/Pedestal.
Fuse panel (non functional), and very important/fully functional) Main battery and Interior (CABIN) lighting Master/disconnect switches, Map and Night lighting dimmers dials.
The last pilot to fly was a slob, spilled coffee, services will clean up at the end of the day. Just an example of the little things added to enhance the immersion.
Move the adjustable Air vent (both Pilot and CP sides)
Amps and Voltage Dials and selectors
Further down and left.. the (AUG REAL) AUGMENTED or REALISTIC on-demand switch. The panel is in Augmented mode providing an Auto Throttle (not present in the real jet, but provided for convenience.)
Below the Amp dials, are the Fuel boost switches, Starter panel, Battery and Engine Gens, Cross Feed options
The Main PFD: AP status panel up top, Speed and ALT tapes sandwich the 3D Artificial Horizon, with VOR, Pitch and other Nav, Wind, and Rates data in the lower window.
Left of the PFD is the AOA, 6-function Clock
Middle left: The PFD/EFIS and MFD config panels
Below them, a 5 function DME — 1 each on both Pilot and CP sides. (display the same data)
Below that, the Comm panel — one channel must be on to hear ATC, + I, M, O marker tone controls
The lowest strip contains the Lighting and Instrument dimmer dials which dim instruments and Electro Luminescence (EL) lettering and labeling for L, C, R dashboard sections.
And below that are (L to R) Park brake, Control Lock, Emergency brake and Emergency Gear Blow down… all fully functional.

ABOVE: The center panel: L to R and Top to bottom:
Dual channel Com/Nav RMU with Mode C ident, Augmented Modes AP Panel with VVI and Bank (TURN) settings, Standby AH, and VOR.
To their right… Engine glass instruments, N1 setting, Standby 2-channel Comms/Nav RMU
The AP Function Buttons, Other FD and function annunciators
The Custom 2-display (ARC, ROSE) and 6 function MFD (Airports, Waypoints, VOR’s, TCAS OPTIONS, with 23 checklists (NORM) + Weather (WXR) and Terrain (TERR) radars (pop out)
Custom G1000 (PFD and MFD popouts)
Annunciated Gear panel with Antiskid

ABOVE, the Co-Pilot side Panels:
Now you see the Antiskid switch in the gear panel.
The other big instruments are duplicates for the Co Pilot (PFD, RMU, Comm panels etc.) with the exception of:
The APU panel on the side panel, aft of the large Starboard Fuse panel. Its includes continuous Airframe (Hobbs) and APU-use counters.
Back to the dashboard: In the top right corner are the APU annunciators: — APU Fire, Bleed air, fail and other annunciators.
Below that the APU alerts: Volts, Battery temps, and O2 status dials.
The CP is not wearing his headset at this time. :))

95% of all instruments you see work, 100% animated.
The ones left out are very secondary to the flight experience. (gratuitous FPS hits, so we simply animated them but that “do” nothing, left them out)
The panel layout is faithful to the real jets we visited, down to panel lines and screw placements and counts!

ABOVE — the ultra realistic wear and tear textured Yoke
This view is also of the REALISTIC panel view — the real EFIS panels are position left of the PFD to replace the AUGMENTED mode paneling layout.
That’s glass on the center button proudly displaying the Mustang Heritage in full 3D!
It has fully functional AP Disconnect, Touch Control Steering (TCS) and Trim butterfly’s buttons and controls on the handles like the real thing
Convenient large Hide and Show areas (tap the top of the Yoke, or the large blank space below the PFD instrument to show-hide the yoke)
A VR ready manipulator covers the Yoke
Notice the REALISTIC MFD config/setting panels. Compare this image to the first one in this section that shows the Augmented mode layout — which has the Auto throttle options
In REALISTIC mode the AP panel is where it is in the real jet — Center Console/Pedestal
(the pics above showed the Realistic Panel layout)

Above & Below: The Center Console/Pedestal
Home to critical (fully functioning) Anti Ice and Windshield heating, Lights, 3-mode Pressurization system with custom Press Profiles, and dual Cabin/Cockpit Temp setting and monitoring.
Trim Wheel to the left, Speed brake (under guard) Individual Throttle controls with individual reverser functions, Flap handle (with integrated Stabilizer mis-compare — the elevator takes 20 seconds to get into place like the real jet does), Engine Sync
And at the bottom, Fully functional 10 station Rotary test (with MW, MC integration) and Landing/Taxi Lights with Custom Pulse Landing lights (integrated with TCAS and automatic altitude and landing/TO flight profiles)

Above, another view of the AUGMENTED MODE panel layout for the EFIS Control panels.
The Center Console/Pedestal between the 2 seats
PFD and MFD power and configuration buttons and dials.
Autopilot, Aileron and Rudder trim wheels.
This is the AUGMENTED MODE VIEW.
The REALISTIC VIEW would move the Pilot-side EFIS control panel up to the Front, positioned to the left of the Pilot PFD.

Finally, and to wrap up the quick tour, a word about the difference between XP12 (below left) and XP11 (right) COCKPIT VISUALS, in the middle of the day.
The Cockpit in XP12 has a much darker, less sharp (especially Ambient Occlusion — the shadowing caused by shapes and crevices) look and feel.
WHY!!??
This is NOT because of anything we have done (like lowering the resolution)
Its important to keep in mind that the light rendering in XP12 (the sim, not our aircraft) has been totally rewritten by LR.
Therefore, things like AO, tone mapping, sharpness are ALL STILL BEING WORKED ON by LR in their XP12 beta effort. The sim is simply not yet prime-time ready.
We expect this to improve in time as LR works through their known AO and sharpness rendering bugs, but we will not (continually) update XP12 textures precisely because the goalpost is being moved around by LR, and no one knows what the final will require us developers to do.
Also we are on XP11 sim version v5 — and XP12 still in beta. Need we say more?
Things will improve in XP12 over time. We have every reason to believe that as in XP12 improves, our textures will look just as nice and sharp as they do in our XP11 aircraft version automatically. (because they ARE sharp and ARE (true) high res PBR-based textures already)
As an example.. look at the difference between the Annunciator panels in the images below — you can see them when they light up, but so dark otherwise in in XP12. In XP11 you can read them in regular sunlight.
So lets all agree that Textures and Lettering/signs in XP12 are not as sharp as in XP11, AO is splotchy, and overall the cockpit IS much darker with much HIGHER CONTRAST in XP12 compared to XP11 — that’s is the way LR has designed it to be (so far).
If you have more questions, feel free to reach to to us on our support page.

Get back to the INDEX

---

---

---

---

AUTO PILOT FUNCTIONS

Keeping in mind the 2 super critical AP-related things mentioned above, the AP in the C-560XL consists of 2 parts:
         1) A strip of 8 AP custom function buttons located below the N1, ITT and Oil Engine Instruments.
         2) The AP controller panel which contains the ENGAGE, YD, Low — buttons, and the TURN (to control the degree of bank/permitted) and VVI wheel.
All buttons are authentically modeled AP functions with real lights (not 2d lit textures).
In line with real jet behavior, the AP Function buttons are soft buttons that do not show any “animation”, except to become off/dull/lighted and cast light on the surrounding physical space when a function is engaged.

         ALERT 1: The correct procedure to engage the AP is to: FIRST turn the AP on, THEN turn on whatever AP function you need to use.
However, if the TURN dial condition is set to 3, and you are in the air, then if you hit a function button first before engaging the AP, that will simultaneously ENGAGE the AP too, but this is not recommended, or real pilot practice. Try not to do that all-in-one-method since that is not the way real pilots fly the jet.

         ALERT 2: It is a pilot-best-practice that any AP function buttons in use (lighted) should always be deactivated first before Disengaging the Auto Pilot. 
If not, the buttons MAY remain lighted, but inactive, and could pose the following problem:
         * If left lighted (engaged status), and then if the AP is re-engaged again, the jet will assume it needs to follow any functions that is Lighted/already engaged, and therefore might react in overly aggressive ways.
         As an example: you are flying way off course from where the Lighted HDG function bug is set. Engaging the AP in this case will immediately turn the jet to that heading.
         Another example: if the Lighted ALT is set to some higher altitude, + the jet is off course from the Lighted HDG bug by say 90 degrees, then if the AP is engaged, the jet will turn and climb aggressively and may exceed the turn constraint annunciator (green curved bar in PFD based on altitudes) and might also stall the jet (unless you have the Auto Throttle working) and you will therefore not be flying safely.
         So, buttons off first, then disengage the AP.

         ALERT 3: You may find that you can not “disengage” the ALT function button IF the ALT BUG is very close to the actual ALT the AP is trying to hook on to. The usually happens when the blue bug is covering the Actual Altitude Window. Be patient. Give the AP about 10-15 seconds and then try to disconnect the ALT function again, and it will. Alternatively you could DISENGAGE the AP and that would also turn the ALT capture off, but that is not the way pilots fly this jet.

AP BUTTON FUNCTIONS: Obviously this assumes the AP is ENGAGED (ON)
HDG sets a compass heading with the use of the heading dial on the PFD controller. HDG can be engaged by pushing the AP HDG button, or the Heading Dial itself — In both cases the dial will light up to show its engaged status.
NAV is Horizontal Navigation. it uses VOR tuning for whichever VOR1 or 2 or GPS is active. CRS is set using Course1 (or 2) dials on the PFD controller. CRS can be engaged by pushing the NAV AP button, or the Course1 or 2 Dials — which light up to show their engaged status.
APR will follow an ILS if it is tuned to a VOR station (this mode engages HDG, NAV and the APR buttons simultaneously). The DME (left and right of the Pilot and CoPilot PFD’s) are available for distance, time and other data.
BC follows a back course heading from a tuned VOR. It does not function in GPS mode. IMPORTANT: Once you pass a station, (watch the DME add miles to show distance to being added) the VOR course must be turned to point BACK TO the station just passed — to whatever outbound course you wish to track (the Triangle in the HSI must be YELLOW and pointing back to the Station just passed). Only then Engage the Back Course Function on the AP. If you do not set this up correctly, and engage BC, the jet will fly BACK to the VOR station! This is by design. It is designed to work backwards, but you have to set it up to do that.

VNAV IN XP11:enables vertical navigation of an entered flight plan.
         SPECIAL VNAV NOTES:
         Since the C-560XL uses the G1000 as its primary flight computer, it is your responsibility to learn to use the G1000 instrument.
         It is ESPECIALLY critical to read the Default G1000 manual from LR to learn how to use the G1000’s VNAV function!!  There are exact and detailed steps to follow (Precisely) to get it to work well.
         There is no VNAV customization in the C-560XL — the jet simply uses the default G1000 functionality with NO code added. Using VNAV is using the G1000 function exclusively.
         Here is a great YouTube lesson from the folks at Laminar, and should be must-do studying if you wish to use the VNAV function. 
         And finally, there is NO VNAV for ascents. This is not an omission, but a basic design of the X-Plane platform… ascent VNAV is not available for general aviation classification aircraft using the G1000 — in which classification the C-560XL sits.

VNAVIN XP12: Given the the AP rule changes LR now has in place in XP12, its even more important to forget about using the G1000 for everything except for loading flight plans, and to always use the jet’s custom AP. More about this change, in the G1000 section.

ALT and VS: These 2 functions are closely associated with one another. They are normally used in concert as one affects the other.
         1) Clicking ALT on the AP strip will instantly set the blue ALT bug to the altitude tape at the moment ALT was pressed. The jet will begin flying to the bug. NOTE… the jet is designed to NOT be aggressive with ALT capture (to avoid G-loads). Speed plays a big role in how aggressive the Jet pitches up or down to intercept ALT — the faster you are, the longer it will take (yes, sometimes yo-yo through the bug) until finally settling down to the ALT bug. This is to minimize airframe and passenger G-load.
         2) ALT is also used to fly to an altitude.  For this:
                  a) FIRST set the desired altitude target using the ALT dials on the PFD controllers (see REAL, AUGMENTED modes above for their location), or look at the Center Console/Pedestal for the ALT SET dial.
                  b) Then Engage VS (NOT ALT —  if you do that you loop back to (1) above)
                  c) With VS engaged notice that the red caret in the VVI arc in the bottom half right side of the PFD, will snap to 0.
                  d) Now SET your desired rate of descent or ascent based on the direction you need to head to your ALT target set in 2a by using the PITCH dial
                  e) The jet will now pitch to the vvi just set. You must Manage Airspeed. VVI can be changed at any time. Watch the AP annunciation in the PFD top bar for in-progress (white) and captured (green) Status.
                  f) When the jet reaches the ALT bug, VS will shut off and ALT will engage automatically.
You have arrived at the preset ALTitude.

Flight Level Change (FLC) IN XP12: Given the the AP rule changes LR now has in place in XP12, its even more important to forget about using the G1000 for everything except for loading flight plans, and to always use the jet’s custom AP. More about this change, in the G1000 section.

Performing a Flight Level Change (FLC):
As a pilot said to us during our FLC design and testing: “You flight level change TO a set altitude“.
This “fly to” concept is important to keep in mind, as the FLC function NEEDS an ALTITUDE TARGET to ascend or descend TO. 
And as a consequence, there are 2 important INPUTS that the jet uses to fly to that target — airspeed, and pitch.

Generally, and in regular airlines and such which have auto throttles, the pilots set their target ALT, engaged the AP’s FLC, the jet captures the CURRENT SPEED, and then based on power, it will pitch up or down to try to maintain that airspeed. This is probably what you are used to.

The C-560XL uses the same concept, BUT since the real C-560XL DOES NOT have an Auto throttle, the jet is designed to execute FLC’s in different ways compared to the observation above. 

Since C-560XL is a 95% replicated jet, it too has no AT in its REALISTIC MODE PANEL, and as a consequence, the ability to “dial in/set” the speed bug in the upfront PFD (Even though you see the blue speed bug in the speed tape) is not available. The exception is when using the G1000 FLC function (IN XP11 ONLY) — more on this in a bit.

The X-Plane version of the C-560XL has been AUGMENTED in a couple of ways (READ MORE HERE) — but most important for this FLC topic — the team ADDED an Auto throttle. You will see and can use the AT ONLY in the AUGMENTED MODE PANEL.

It is therefore very important to keep in mind: What PANEL MODE YOU ARE USING will determine which of the 2 available FLC functions, options, and experiences you will use to fly an FLC in the C-560XL.

It was the AirSim3D Team’s design goal to give you 2 FLC experiences — you need to choose which one you which to use — a REALISTIC, or AUGMENTED FLC experience. 
The 2 experiences are NOT the same.
You can not mix the two and expect the same functionality in both.
This is by design.

Please note, IN XP12: Given the the AP rule changes LR now has in place in XP12, its even more important to forget about using the G1000 for everything except for loading flight plans, and to always use the jet’s custom AP. More about this change, in the G1000 section.

IN XP11 ONLY, THE REALISTIC MODE is the Realistic FLC experience; you MUST use the G1000 instrument’s FLC buttons and experience only. You MUST NOT use the jets AP-FLC, mixed with/and when using the G1000 FLC function.
The Jets FLC Function, used alongside the AUGMENTED MODE’S AT function is a DIFFERENT EXPERIENCE.
So please do not expect the FLC to pitch up or down and maintain the speed bug as it does when using the G1000’s FLC function in XP11.

If you want a Realistic experience where the FLC pitches up or down to maintain the speed bug, then in XP11 use the G1000’s FLC in REALISTIC PANEL MODE.
If you want an Augmented FLC experience that can use AT and the Jets’ AP-FLC button functionality, then use the Jet’s FLC button in AUGMENTED PANEL MODE instead.

1) FLC in REALISTIC PANEL in XP11 ONLY:
This provides the standard speed-bug-capture, then pitch-up-down experience and you will execute an FLC using the G1000’s FLC button (NOT the Jet’s AP-FLC button!)
The AirSim3D team has not touched the G1000 code, it therefore functions as LR has designed. Please refer to the LR G1000 docs for how to use this instrument overall.
To set and run an FLC experience in REALISTIC MODE:
         1) To make executing an FLC using the G1000 easier to set up and monitor, click the TOP half of the G1000 instrument to to pop out its PFD version.
         2) Ensure that the Jets FLC is not running — click the upfront FLC button if it is already lighted (AP must be on to turn it off)
         3) Set your Target ALT using the G1000 dial, or the ALT setting dial on the Center Console/Pedestal — shows VS on its tip of its dial.
         4) Engage the AP — you may do this using the AP engage button on the Jets’ Center Console/Pedestal, or the G1000 AP button. (be sure to have the TURN dial on 3 or the AP will not engage)
         5) Manually throttle up or down to your desired airspeed
         6) Click the G1000 FLC button (again a reminder, NOT the Jet’s AP-FLC button!)
         7) The G1000 will snap its speed bug to your current airspeed.
What happens next is a matter of how much energy the jet has to climb/descend, your current alt, and the target alt.
The G1000 will maintain the airspeed bug, and attempt to climb/descend based on its energy.
Change in the climb and descent can either be quick or slow — it is the G1000 instrument doing its thing. The AirSim3D team has not touched this code/modified its functioning.
You can increase or decrease the throttle, and the G1000 will pitch up or down to try to again capture the bug it set at the beginning of the process.
Remember, as you fly the FLC using the G1000, its important that YOU manage power so the instrument can work. There is no Auto throttle to do this work.

As an example, if you are flying 220 kts at 20,000 and want to FLC down to 10,000, and you keep the throttles where they are, the Jet will merrily fly straight and level/not descend.. why? well its flying 220kts (its speed bug) and if it pitches down, it will speed up and go faster than its speed bug, so it won’t pitch down. So in this case you have to reduce power so speed decreases, then the jet will be able to pitch down, and as it does, it will therefore speed up by the amount it pitches down to equal/maintain the bug.
When flying in REALISTIC PANEL, and an FLC is executed, realistically, and exclusively it uses the G1000 instrument only.

A Pseudo-METHOD to FLC without having to set the ALT in the G1000 is by using the FD Nose up or Nose down buttons — the jet will follow the FD as you manage speed, (but be aware, the jet will not stop descending or climbing without Pilot intervention, and WILL blow past any Target ALT set)

2) FLC in AUGMENTED PANEL in BOTH XP11 & IN XP12:
In this mode you will FLC using the Jet’s AP-FLC button! (NOT the G1000 FLC button!!)
Do not mix the two.

To set and run an FLC experience in AUGMENTED MODE:
         1) Ensure the G1000’s FLC is not engaged (use the top half pop out to see there is no green FLC flag in its warning area — if you see a green FLC in the G1000’s window, disengage the G1000 FLC using the G1000 FLC button.) Then close the G1000 pop out.
         2) Set your target ALT using the AUGMENTED PANEL’s ALT SEL dial on the Dashboard, or the ALT dial on the Center Console/Pedestal (labeled VS), or the G1000’s Alt dial
         3) Engage the AP using the AP engage button on AP-Augmented Panel, the AP-Engage button on the Center Console/Pedestal, or the G1000’s AP button. (BE SURE to have the TURN dial on 3 or the Ap will not engage)
         4) IF you are using the Augmented mode’s AT, set the speed bug using the AT “S” dial. or if not using AT, then you will need to throttle up and down to maintain the FLC speed you desire in the upcoming FLC action.
         5) Engage the FLC button on the front dashboard (Reminder, NOT THE G1000 FLC — again, do not mix the two!) 
         6) The jet will now pitch up or down to begin travelling to the ALT set.
                  IF you have AT on, the jet will automatically maintain the speed bug.
                  If you are NOT using AT, YOU MUST throttle up or down manually to maintain whatever airspeed speed you desire.
                  If the jet gets too slow, the AP may disengage for flight safety. This is normal. You should NEVER see the AOA DIAL needle in the Red/Yellow area.
         7) If the difference between the current and target ALT is great, the jet pitches up/down aggressively (may be up to 12%) to get to the target ALT quickly
                  As with using power to adjust rate in the G1000 scenario, in the Augmented mode FLC engagement too, the amount of power/energy available to the jet plays a very important role:
                  7a) If you give the jet enough power/energy and the Current-to-Target ALT difference is great, it will get going to its target ALT quickly. This is by design.
                  7b) But if you give it low power while in FLC, the jet will (obviously) have a slower climb rate but at some point it will stall if there is not enough power, and if that happens, it will disengage the AT and pitch down to speed up and and overcome the instable situation you have caused with low power. This is by design.
         8 ) When the difference between the Current and Target ALT is great (and assuming the jet is powered adequately) the jet will climb fast, but as it begins to near the target ALT (and this is not as sudden as 300 ft diff) it will gradually lower the pitch so that it gently settles at the blue target ALT
         9) when it nears the target ALT, the FLC will turn off, and the ALT button will automatically engage… you have arrived without any discomfort to your passengers.
         10) BUT (there are always these buts :)) — IF you are approaching your target ALT at high speeds, then expect SOME yo-yoing through the ALT bug as the jet is designed to not overload G’s — so it may take some cycles to settle in.. this is normal.
         11) Another FLC?
                  11a) Disengage ALT
                  11b) Change Target ALT
                  11c) Engage FLC
                  11d) if on AT, speed is managed automatically, if not then manually adjust throttles as needed to maintain the desired speed bug.
We strongly recommend the you avoid using the the G1000’s FLC function, and instead use the C-560XL’s custom AP-FLC (and the rest of its upfront AP-function buttons)

Get back to the INDEX

---

G1000:

The C-560XL in X-Plane 11 and 12 is equipped with the default X-PLANE G1000 instrument.
There is no FMC in this model. Why? Please read this.
You must load flight plans by using the G1000 Flight Plan loading functions (or create one with that instrument) 
Clicking the top half of the G1000 instrument on the dashboard pops out the G1000 PFD; clicking the lower half pops out the G1000 MFD.
Both pop outs can run simultaneously, and these are both X Plane’s default G1000 pop outs provided as-is with no custom code.
The G1000 instrument on the dashboard IS customized to be able to work with the custom AP and clicking its functions are integrated with the custom AP. For example, the FLC button activated the jets Custom FLC, not the default G1000 FLC.
Please refer to LR’s G1000 documentation for loading and interpreting G1000 annunciation and operations.

G1000 IN XP12:
In XP12 LR changed the rules for using their G1000 integration in (all) aircraft.
They now REQUIRE a specific type of AP to be used when an author choses to use the G1000 in all aircraft.
If this is not done, then pilots see missing G1000 annunciators and unstable/unpredictable/broken AP functions — and the forums are full of complaints about how this has broken existing aircraft implementations.
So it is what it is, and as a Mandalorian would conclude: “This is the way!”

That said, this new rule has NO impact on the C-560XL’s custom Auto Pilot (AP), PFD, and MFD. They all functions exactly like the real jet. And we strongly encourage you to use C-560XL’s custom instruments and NOT the G1000 EXCEPT in these 3 specific cases:
Use the G1000 to:
1) Load /change flight plans
2) Fly a descent VNAV profile (see the section below: How to Fly an ADF, VOR APR or GPS/G1000-VNAV routes in the C-560XL / DESCENDING/VERTICAL NAVIGATION (VNAV))
3) Maybe, view things like terrain, airports etc.

Other than that we strongly recommend forgetting the G1000 and instead using:
a) the aircrafts custom PFD and its realistic annunciation integrated with the aircrafts Auto Pilot(AP)
b) its custom Auto Pilot (AP) to fly all flight Nav and profile functions
c) the Auto Throttle (AT) when in Augmented panel mode (see REAL, AUGMENTED modes for more)
d) the realistic Flight Director (buttons)
e) the custom FPV
f) and the custom MFD to view terrain (TERR) , stations, and weather radar (WX)
g) its custom Radios to set COMM and NAV stations

---

How to Fly an ADF, VOR APR or GPS/G1000-VNAV routes in the C-560XL

Summary: To navigate from point to point, you have a 5 navigation options to choose from. Each is fun and challenging to try!
      1) Dead reckoning — Figuring out your location on a map to then deciding on a “reckoned” Heading to get to where you want to go. Wind and weather have a great affect on such Heading decision-making.
             How does one fly a course using dead reckoning?
                           Set the VOR station selector (SEL) V-1
                           Tune the Radio NAV 1 to any VOR station where you see the VOR display in the lower half of the PFD and (hopefully the DME) “come alive”
                           — saying “hopefully” because not all VOR’s broadcast distance.
                           Change the CRS1 dial so the green needles in the HSI center and point TO the VOR1 station.
                           Note the BACK COURSE on the VOR1 dial from the Station to the jet, and the DME distance
                           Then tune the Radio NAV 2 to any different VOR station it picks up on NAV2… set the VOR station selector to SELECT V-2
                           Change the CRS2 dial so the green needles in the HSI center and point to the VOR2 station,
                           Note the BACK COURSE on the VOR2 dial from the Station to the jet, and the DME distance
                           Use a map trace the BACK COURSES data FROM the 2 NAV stations
                           Where they intersect is where the Jet is currently located
                           Once you know where you are on the map, then decide what course heading you need to fly to get to the point on your map you need to get to.
                           You can then continue to use this simple method of triangulation, periodically taking readings and back-course tracing to the 2 VOR stations you tuned to in earlier steps to verify that you are headed in the direction you wish to fly!

The is the way the “old guys” used to fly when there was no GPS, and when flying directly to and from VOR NAV aids was not practical for a given flight — like, what if there was a Mountain range they could not go over and so had to plot a course to fly around it? Fun stuff!

      2) Tuning the Radio to an ADF station:
                           Set the EFIS panel (location is dependent on REAL AUGM panel mode setup) dial Labeled NAV1, to ADF, then fly the yellow directional needles’ direction.
                           Word to the wise here — its very easy to “spiral” around an ADF station since there is no lateral nav information.
                           This gets all the more critical as you get near the station!
                           If you find yourself constantly turning in one direction to try to keep the needle centered, and not getting any closer, you are probably flying in circles around the station, not to it.
                           In this case make a more aggressive turn to the point where the ADF needle starts to move in the OPPOSITE direction — that shows the nose is now more pointed at/to the station.               
                           Generally its pointless to try to fly an ADF precision path once within 5 – 10 miles of the station.
                           Most ADF stations in the world (and in X Plane too) are being retired/shut down. Their days are numbered. But, they are a fun challenge to find and fly.

      3) Flying to and from a VOR station
                           a) Tune the RMU to an in-range VOR nav station
                           b) SELECT NAV 1 or 2 from the EFIS BUTTONS (in REAL mode)
                           c) OR select VOR-1 or VOR-2 using the SELECT dial in AUMG mode
                           d) Set the the aforementioned dial in the ADF point above LEFT to NAV1 (or RIGHT dial to NAV2) to see the Horizontal deviation needles in the HSI
                           e) Set the CRS desired by using the CRS Dials in the EFIS panels
                           f) Fly towards the Horizontal deviation needles in the HSI (in the lower half of the PFD)
                           g) If the station is in range, then you could also fly to the station using the Auto Pilot’s NAV function. But be careful; Always fly to these radials ~45 degrees (or less). If you are approaching the CRS radial set at steeper angles, then set the Jets TURN to higher rates of turn to allow the AP to fly the jet more aggressively to turn and capture the CRS. But that said, if you want to fly realistically, then obey the Bank angle rules to set the TURN to LOW above 10,000 ALT and approach the CRS radial <45 degrees. Plan it so your legs do not have crazy leg-change angles!

      4) Flying a precision approach using an ILS-enabled VOR station
                           a) Tune the ILS station and approach course as you would an VOR station outlined in 3) above
                           b) You will then approach the horizontal line at an angle < 45 degrees — this is critical. The higher the intercept angle, the LOWER the chance of the jet being able to turn and capture the Localizer!
                           c) CRITALLY also, you MUST ALSO approach the GLIDESLOPE (GS) from BELOW the glide slope (GS) line in the HSI instrument
                           d) Generally ILS station activation is limited to a ~25-30 Mile range
                           e) When a-d are satisfied, turn the AP ON, and then engage the APR button, and also turn ALT on — this will keep the jet flying level
                           f) Once GS is in range — you’ll see the Pink diamonds in the PFD and the Horizontal VNAV bar in the HSI drift downward to the center, ALT will click off and GS will engage automatically and the jet will begin to track the GS downward — with the appropriate annunciations showing in the top section of the PFD.
                           f) Be aware: ILS approaches demand precise flap and airspeed management for the AP to follow the GS precisely (see also this topic on Angle of Attack (AOA) instrument interpretations.

      5) Flying a GPS-enabled HNAV and VNAV Flight Plan:
          To do this, you will first need to create a flight plan (we like Little Nav), and load it into the G1000 — there are many online help vid for this, so won’t repeat here.

CLIMBING: There is no automatic ascent VNAV in the C-560XL.
To climb, set: Target ALT (ALT Select dial) and to climb to it you have a choice of:
         i) ENGAGE AP, SET VS to FPM desired to achieve pitch desired. Watch Airspeed to obey flap and AOA/no-stall requirements
         ii) or, after engaging AP, click FLC and the jet will climb to the targeted ALT. Watch Airspeed to obey flap and AOA/no-stall requirements
In both cases, once the Jet reaches ALT, the ALT function will turn on and the aircraft will level off at the targeted ALT.
If needed, then set your next targeted ALT, then use either method above to reach your target ALT
Either method can be used to CLIMB or DESCENT (if not engaging VNAV)

HORIZONTAL NAVIGATION (HNAV): This is not unlike flying 3, 4 above, except, the waypoint is driven from the GPS flight plan (no radio tuning is necessary, the G1000 does that as each leg is flown by the AP)
AP APR must be ON to fly the HNAV plan.
CAUTION: When high and fast, or in gusty weather, and when TURN is restricted to 3, or better to LOW to avoid BANK ANGLE alerts, then if the offset angle between legs is higher than 30^o you can expect the jet to NOT fly the leg-route precisely — in this case, expect some meandering/wobbling to the left and right of the leg CRS, or a longer arc to transition to the next crs radial. This is normal. The larger the angular difference is between waypoints, the slower you will need to fly IF TURN is restricted to LOW, and if you want path-flying precision. (especially if you have restricted airspace on wither side of your flight path.

DESCENDING/VERTICAL NAVIGATION (VNAV)
For this you will use the AP VNAV, then switch to the AP’s APR once at the FAF (final approach fix — a part of all STAR approaches) of your flight plan.
There are some very critical things to monitor and do when executing a VNAV descent, so precision, timing and focus is required (Like any real pilot experiences).
         1) To begin, you must have a valid Flight Plan (FP) loaded into the G1000. There are many videos online showing how to do this, so won’t repeat those steps here.
         2) SELECT GPS in the HSI selector. You should now see the FP track in the G1000, and Needles guidance in the PFD’s (lower half) HSI section. IN XP12 the flight track is no longer displayed in the MFD if not using an FMC — this is how X Plane is designed. The “magenta line” in the MFD has been removed.
         3) To begin so the Approach (APR) can fly the HNAV portion of the FP, you MUST ACTIVATE a leg in the FP in the G1000, AND ALSO “designate” — change the white ALTs in the FP, to be BLUE for ALL the ALTs you want the VNAV to descend to in the G1000 Flight Plan; Please refer to the LR manual for their G1000 functionality on how to do this. You must do this prior to flying the leg. We recommend you do this in the flight-planning phase before the start of the flight, when the aircraft is on the ground. When you do it is up to you, but you MUST have the descent waypoints designated Blue, or descent VNAV will not work.

         4) At least 5 min before the Top of Descent (TOD) on the FP, when your descent profile begins:
                  a) DISCONNECT the AP ALT function. Provided the jet was in stable and level flight, the AP will continue to fly level at the ALT
                  b) LOWER the ALT target to be below the airport you intend to land at (Or at least lower than the next VNAV profiled BLUE altitude target)
                  c) Click the AP VNAV Button. If you do not see a WHITE VNAV annunciation in the PFD annunciator strip, click the AP VNAV Button again until you do see WHITE VNAV — this shows the VNAV system is now Armed. If not properly Armed, VNAV will not work.

         5) When the VNAV is armed, the jet may continue to fly level. This is normal since the descent VNAV is not YET ready to initialize. Be patient. When AP has decided that the descent should begin (defined by your speed and the distance to the next descent point) then VNAV will activate and engage and fly the descent correctly. when that happens, the WHITE VNAV annunciation in the PFD changes to GREEN VNAV — the jets nose will lower, ALT begins decreasing, and the AP VNAV descent is now actively flying the jet to the next VNAV BLUE designated ALT
         6) When VNAV reaches its G1000 designated leg blue ALT — and this may happen before the leg is completed — ALT will click ON in the AP, VNAV will turn to WHITE, and the aircraft will level off.
         7) When you see this leveling off in an active VNAV leg, DO NOT turn ALT off. When VNAV becomes active again, ALT will automatically click OFF, and VNAV will turn GREEN (actively flying the VNAV profile) and the jet will descend to the next G1000 designated leg blue ALT (and then level off again, and then repeat the cycle for each G1000 designated leg blue ALT)
         8) If using a STAR, be sure to DESIGNATE any waypoint ALT (make BLUE in the G1000) the FP has set/listed before reaching the FAF
         9) If transitioning from the normal flight plan to a STAR, depending on the tools you used to set up your flight plan before importing it into the G1000, you might have to ACTIVATE the STAR profile’s DESIGNATED BLUE starting waypoint in the G1000 (see 8 above) BEFORE completing the last valid VNAV profile point, before the STAR begins.

         10) Watch for, and once you see the vertical Pink diamonds appear in the PFD once you cross the FAF, you are in the GPSS precision approach leg of the FP.
                  a) Prior to the FAF you should be flying level, and under the GS if the FP was set up correctly
                  b) Once you see the Vertical Pink-diamonds in the PFD, click AP VNAV OFF
                  c) Leave AP ALT ON
                  d) Now click the AP APR button to now begin flying the GPS mode precision LNAV/VNAV approach
                  e) VOR annunciation in the PFD will probably be green at this point (or will soon become once on the Hoz localizer track) and you will see a WHITE GS annunciation in the PFD ahead of the GS being captured

         11) When GS captured, GS annunciation in the PFD turns GREEN, and the jet begins to descent down the GS for a GPS precision approach. From this point, GS (vertical guidance) and Localizer (Horizontal guidance) will be provided by the AP’s APR function exclusively
         12) It now becomes CRITICALLY IMPORTANT to manage FLAPS at their relevant REF AIRSPEEDS in their individual speed brackets on the SPEED TAPE, in order to maintain correct approach Angle of Attack (AO)
         13) Once Gear is down (never exceed 200kts or you will hear very LOUD SLIPSTREAM noises) the AOA INDEXER on the downtube becomes active
         14) Your aim is to fly the REF marker airspeed (horizontal green and black speed markers) for each flap bracket (or a few kts + or – is OK, but also definitely fly higher ASI if in gusty conditions) with Green chevron AOA indexing. Precision flying managing airspeed, AOA, flap requirements and gear-induced drag is essential to keeping the jet on GS. This comes with practice. It IS challenging. The AP will work hard, but you also must help it by managing the jet to correct REF speeds (the horizontal green and black speed markers) about mid-way in each flap bracket in the SPEED TAPES. At any time, if the AP senses the jet is not safe (slow, high AOA) IT WILL DISCONNECT so the nose can drop to avoid a stall. THIS IS BY DESIGN to keep the jet flying safely! You are the PIC, so safe flying is your responsibility. We recommend NOT using the Auto Throttle at this stage — humans can react to power needs faster. It is always better to go around and try again when the approach is not well set up.

         15) In the real world, the C-560XL (all models) are NOT cleared by the FAA to perform AUTOLAND. (It also really does not have an AUTO THROTTLE either). If you wish to fly like real pilots do, then you should disconnect the APR and manually land per these AP-use restrictions.
                  a) If you do not want to defy the FAA, disconnect the AP, and over the RWY cut power at the “40 ft” call out, gently flare by pulling the yoke back. Your goal is to fly onto the ground, not at it). If you balloon (float upward) you are either too fast, or flaring to aggressively. A good landing takes practice. Butter landings are for simmers, but not what real pilots do — it is correct to allow the jet to contact the ground, smartly if needed, especially in wet conditions, so as to not aqua-plane. Once both main gear are down, activate SPEEDBRAKE and THRUST REVERSERs. <60 kts stow Speed brake, reversers, pull flaps in. Refer to the Checklists (NORM button on the MFD). You have arrived.
                  b) If however, Ms. or Mr. Rebel-I-don’t-like-rules, you wish to fly the jet in on APR all the way down to an Autoland and risk a heavy inquiry/suspension/fine from the FAA, then:
                           i) if you are at green AOA indexer with Flaps 3
                           ii) and ASI is precisely 110kts + – 2kts
                           iii) then when you hear the “50” callout over the runway, chop the throttles to idle, and the jet will flare and AutoLand. It will NOT “butter” the landing. Those are for gaming and likes on FB. It is designed to smartly contact with little bounce to avoid aqua plane-ing. (like real aircraft do)
                  c) With main gear down, the nose will remain elevated — you then need to disconnect the AP, gently lower the nose, maintain RWY CENTER, deploy REVERSERS and SPEEDBRAKES (they are not spoilers) and when <60 stow Reversers/Speed brakes, pull flaps up all the way.

Congratulations you have flown a VNAV profile and AUTOLANDED!

Get back to the INDEX

---

OTHER FUNCTIONS and CAPABILITIES

SETTING THE SPEED BUG in the G1000 in XP11
If using the Realistic Mode Panel the ability to set the Speed Bug in the traditional sense like when its used by the Auto throttle, obviously goes away, because there is realistically no AUTO THROTTLE in this jet.
In this case the speed bug in the PFD now becomes irrelevant for AUTO THROTTLE jet functionality.
It can however be used as a “reference” marker.
How? By using the G1000’s FLC button… but there is a catch: Since the G1000 is set up to match the jet’s it-has-no-auto throttle-General-Aviation classification model in XP’s Plane Maker, (which this jet belongs to) clicking the G1000’s FLC causes the blue speed bug in the PFD and g1000 to snap to the CURRENT SPEED.
You then have 2 choices:
         a) use the FLC as designed in the G1000 — its as-is, we made no code changes, so please refer to LR’s document.
         b) while in FLC mode, use the Nose up and down arrows on the G1000 to change the speed bug, then turn FLC off (which disappears the G1000 speed bug) — but you have now changed the PFD’s speed bug as a speed reference — and then you can use the throttle manually to manage your airspeed.
Please refer to its online manual published by LR for any further G1000 instructions.

While the G1000’s AP and other buttons have been tested for full integration with the Jets custom AP and other instruments, we strongly recommend that you use the jets own Authentic AP and non-G1000 dials and buttons for a better, and more authentic, C-560XL flight experience immersion.

There is a very narrow, limited, known issue of the SMALL dial of the G1000 pop out’s (ONLY) ALT dial not decreasing ALT: (ALL other places a Pilot can use to change ALT work just fine). Since its so isolated, and we have no access to LR’s pop out code to debug this, and every other place ALT setting works, this is not something we can, or will fix.  Please use any of the other places to change (small) alt numbers  — Augmented panel, Physical G1000 on the dashboard, Center Console/Pedestal — all those ALT dials function perfectly (all using standard LR Datarefs we might add) — so why the pop out small alt does not work, makes no sense to us.

Frankly, except for building or loading prebuilt flight plans, or using the VNAV function of the G1000 in XP11 ONLY, (which the C-560XL team has not touched, and comes straight from the G1000), the C-560XL team pilots generally ignored the G1000 in favor of performing ALL other jet functions with C-560XL AP instruments and pop outs.

Get back to the INDEX

---

Go here for a listing of the PFD Annunciators.

IN XP12: Given the the AP rule changes LR now has in place in XP12, its even more important to forget about using the G1000 for everything except for loading flight plans, and to always use the jet’s custom AP. More about this change, in the G1000 section.

POP UP Instruments:
3 available: PFD, MFD, G1000
PFD popup is not touch sensitive. Click the PFD face to popup. Moveable, and re-sizeable. Click the PFD face to close. 
MFD: Click MFD face to popup. Moveable, and re-sizeable. Click the MFD face to close.
Only Checklists in the MFD are touch sensitive to help navigate through the checklists. You can change CHECKLISTS in the MFD or in its popup. See CHECKLISTS section above for more.
Use MFD Left panel dial to set Arc or Rose mode, and the inner dial to select one of the 6 sub-modes.
The right dial changes the MFD range.
MFD Mode set by those dials will sync displays in Dash and in Popup.
G1000 instrument on the dashboard. Click top half on dashboard for G1000 PFD; Click Lower half for the G1000 MFD for terrain/maps.
To close the LR popups hover over the top left corner for the red light, click.

PFD/EFIS Control Panel:

The Image above Left displays the AUGMENTED DASHBOARD LAYOUT
         * The PFD control panel (known as the EFIS control panel) is a custom version of the real EFIS control panel, that includes something the real jet does NOT have: An Auto Throttle. In this mode the REALISTIC EFIS control panel is moved to be placed on the Center Console/Pedestal.
         * The array of small dials (WINGS, SELECT, AT, HSI and MODE changes PFD and MFD functions
         * In this mode, to display WIND DATA look for and click the WIND DATA button on the REALISTIC EFIS control panel is now positioned and found on the Center Console/Pedestal
         * The HSI dial has an inner and outer dial… the inner one changes the 6 MFD sub-modes (APProach, VOR, MAP, NAV, PLAN, 360)
         * The Outer dial change the MFD layout from compass ROSE to ARC layout
         * The Dial under the MODE label does not change the MFD mode (that is by the HSI inner dial mentioned above) — This dial sets MINIMUMS (verbal Call out at the height set, and Yellow lights seen to the Left of the Slip indicator on the PFD)
         * Even while in Augmented mode, the REALISTIC EFIS panel that has moved to the the Center Console/Pedestal, all its buttons continue to function as well
— see the information immediately below for the REALISTIC EFIS Control Panel Button descriptions
         * In this mode, the AP’s VVI wheel, AP engage, Yaw Damper (YD) TURN and LOW functionality is conveniently placed to the right of the PFD, below the RMU. Of note, the REALISTIC AP panel remains on the Center Console/Pedestal, and continues to remain fully functional
         * And finally, notice also that the CRS and HD panel has an added ALT setting dial for easier ALT setting. Again, those REALISTIC placed dials continue to display and function on the Center Console/Pedestal.


The Image above Right displays the REALISTIC DASHBOARD LAYOUT which is the real jets control paneling. In this mode:
         * The Augmented, custom EFIS controller, is replaced by the REALISTIC EFIS controller (and disappears from the Pilot side-Center Console/Pedestal)
         * IN REALISTIC NODE, you will set MINIMUMSin the G1000. Please use this LR document, (search for Minimums) to learn to set minimums in the G1000
         * The 7 Buttons in the panel change and set options to display in the PFD — try them out!
         * The smaller dials underneath them display NAV 1 or 2 relative DIRECTION — single white arrow pointing to the tuned Nav1 station, and a double white arrow showing relative bearing to that station from the current jet position. These DO NOT set which VOR channel is being displayed in the HSI — that is set by using the big Button Labeled NAV1 and NAV2 between the GPS and WIND DATA buttons on the PFD controller.
         * NOTE: Only one set of VOR (Green) needles can be displayed in the HSI at a time.
         * There is only one ADF, so both dials that click to point to ADF serve the same purpose to display the single ADF directional needle (Amber) in the HSI

EFIS PANEL BUTTONS:
         * ARC / ROSE changes the HSI display in the MFD in certain Sub Modes (Change the MFD Sub modes using the dial on the MFD CONTROL PANEL)
         * SPEED / MACH Change the PFD speed-target from KTS to MACH
         * AIRCRAFT SYMBOL 1 & 2 Displays a change in symbols in the PFD
         * IN / HPA Changes Barometer reading options. Click the dial to the right of the IN / HPA button on the PFD to change to STD Baro readings
         * WIND DATA turns wind direction and speed display
         * NAV 1 / 2 changes PDF and DME NAV-station focus (assuming a tuned NAV station)
         * GPS shows GPS route in MFD (Assuming a valid Flight plan has been entered in the G1000)

Get back to the INDEX

---

SELECTING VOR/GPS AP NAVIGATION SOURCES:
         * In AUGMENTED MODE use the SELECT dial to choose what the AP will follow — VOR1, 2, or GPS. You can only fly 1 NAV source at a time.
         * In REALISTIC MODE, use the BUTTONS marked “NAV1-underscore-NAV2” left of the PFD, to choose a NAV source.
            Push or scroll the GPS Button to choose it as a source (usually for Horizontal Nav Flight plan flying.
            The chosen button lights up and casts glow.

You can only use one NAV source at a time.

VNAV? Read this. The jet uses the G1000 for its descent VNAV functionality.
IN XP12: Given the the AP rule changes LR now has in place in XP12, its even more important to forget about using the G1000 for everything except for loading flight plans, and to always use the jet’s custom AP. More about this change, in the G1000 section.

SELECTING VOR/GPS AP NAVIGATION DIRECT-TO NEEDLES:
In addition to displaying VOR HOZ and VERT needles (APR Vertical and Horizontal Nav only when tuned to an ILS station) (sourced above), the HSI (the round dial displayed in the lower half of the PFD) can also display ADF, VOR1 and 2 DIRECT-TO-STATION POINTERS.
Do not confuse these with the NAV/GPS needles (Above)
VOR1 DIRECT-TO-STATION pointer display is a single-line white needle
VOR2 DIRECT-TO-STATION pointer display is a double-line white needle
ADF pointer is a single-line yellow needle
All 3 — Nav 1 and 2 and ADF needles, can be displayed at the same time (very useful for waypoint triangulation!)
Selecting ADF will change the DME to ADF distance Data automatically (if the station is broadcasting the data).
There is only 1 set of VOR1, 2 and ADF nav equipment on the jet, so both Pilot and Co Pilot dials change the same pointers in both sides of the HSI and DME instruments.
Both dials can be used to change to (the single) ADF nav mode.
What stations these needles point to is defined by what VOR stations the RADIO is tuned to.
Once ADF is chosen for a dial, you must then cycle that dial back off, and then back on, to display its VOR needle.

         * In AUGMENTED MODE look at the Center Console/Pedestal pilot side, and find and turn the small dial in the top panel, top left, labeled OFF, NAV1, ADF for NAV1 to set NAV1 direct-to needle displays in the HSI instrument.
Similarly use the dial to its right labeled OFF, NAV2, ADF to to set NAV2 direct-to needle displays in the HSI instrument.
ADF use the SELECT DIAL to choose what the AP will follow — VOR1, 2, or GPS. You can only fly 1 source at a time.

         * In REALISTIC MODE, use the same dials and logic, but now just 1 panel will be displayed on the upfront panel to the left of the PFD on the Pilot side.

THE 3 Big square buttons (vertically laid out in AUG mode and Horizontally in REAL mode):
APU GEN OFF: Lights up when the APU is on, but its GENS are still offline
FD/ AP FD 1 and 2: Scroll or click this button to change the Flight Director options. Its “one way” only. (can’t go backwards)
FD 1 and 2 Display arrows in the PFD annunciator strip to show to which FD is coupled to the Flight guidance system button

MFD CONTROL PANEL:
Only one panel… copilot side Center Console/Pedestal.
Buttons and selection options are synced to the buttons on the MFD instrument bezel on the front dashboard,
MOST important is the large dial for MFD POWER Labeled Off, SG1, NORM, SG2.
To send power to the MFD, turn the dial to NOT be OFF.

TERRAIN (TERR) AND WEATHER (WXR) Radar
MFD power must be on for radars to work.
Radar On/Off controlled by separate WXR and TERR labeled buttons when using the MFD on the dashboard, on its bezel, and their range using the dial on the Right labeled RNG
OR, use the MFD controller on the Center Console/Pedestal, WX TERR button, to cycle them through to off. Be patient with these radars, then may take up to 15 seconds to “power up” and display in the MFD.
You can not have Terrain and Weather displaying at the same time by design.
Radars show on the MFD only by design.

FLIGHT DIRECTORS (FD)(this is relevant as of Jan 2024 — things may change as XP12 beta changes, and if they do, this section will be updated)

COMMONIN XP11 and XP12
1) The C-560XL displays 2 types of custom FD’s annunciations in the PFD that can be accessed from the same button labeled FD/AP PFD 1 FD/AP PFD 2.
Click the button to see the 2 modes.(Wings and CrossPoint– both have slightly different behaviors)
2) The AP button engages the FD in the G1000 popup automatically. There will be no FD visual in the main PFD at this stage without first clicking FD/AP PFD 1 FD/AP PFD 2. This is by design to help declutter the PFD.
3) To view either one of the custom FDs in the PFD, you’ll need to then click the FD/AP PFD 1 and FD/AP PFD 2 button.
4) The FD (As well as the AP) can only be engaged/turned on once airborne. Typically, real C-560XL pilots turn the AP on and off at about 1000 ft AGL after take off or before landing. The real aircraft is not certified for, and does therefore not have the capability to AutoLand, BUT HOWEVER, AutoLand IS an option we provide in the Sim version of this aircraft. Learn more about this custom feature to AutoLand here.
5) When the AP is engaged, the G1000 pop out displays its own FD in the pop out (no CrossPoint available), and that FD can not be turned off without first turning the AP off — this is a feature of the default G1000 pop out, and can not be changed.

FD IN XP11
1) With the AP DISENGAGED, a pilot can look for Vertical or Horizontal navigation with these steps, based on the following conditions:
1a) If flying a GPS route (Assuming the Flight Plan includes HDG and ALT information) ensure that GPS (3) is selected using the SELECT dial in the EFIS panel.
1a1) Then Select NAV in the AP: AP NAV button light will turn on, White LNAV in the PFD status strip
1a1a) If flying the wings FD, turn towards the Wings direction to get on course. This does NOT display Vertical guidance
1a1b) If flying the CrossPoint FD, it will provide guidance for both Horizontal guidance to get to the GPS track, and also Vertical guidance to fly to the intended Altitude target for that way point in the flight plan
2) If flying a non-GPS VOR-station tuned track (HNAV) ensure that 1, or 2 (VOR1 or VOR2) is selected in the SELECT dial in the EFIS panel depending on which VOR station is tuned in the COMM NAV radio.
Non precision VOR navigation is for HORIZONTAL navigation ONLY, no vertical guidance is assumed.
Until the VOR station is “in range”, the FD will provide “straight and level” guidance only, so Pilots must first manually fly a heading needed to get to be in range, and also to intercept the VOR course in The TO direction only UNTIL the VOR station is “in range” — typically this will be determined by the power of the station, and also factors like aircraft altitude and distance or how abeam the aircraft is to the station.
There are many tutorials on how to intercept and fly VOR course tracks online, so won’t repeat those here.
Once the VOR radio is “in range” (you will see the VOR card align to the course radial set with the set to the course from the CRS1 or CRS2 dials, Morse sounds if available, and the Arrows in the VOR instrument (lower half PFD) pointing TO the station — hopefully you are not backtracking away from it or the arrows will point FROM the station) ONLY THEN click the AP NAV button, and then the FD will switch to provide LNAV guidance to get you to the VOR track selected in the VOR.
3) If flying a Precision Approach (ILS) course — so in this case as in 2) above the VOR is tuned to a station that provides both Localizer and Glide Slope beams, Follow everything i 2 above EXCEPT that when the VOR is in range (displaying both the LOC and GS needles in the VOR, and pink diamonds in the PFD, then the Pilot will click the APT ap button. It is strongly advised to use the CROSSPOINT FD option when flying a Precision approach (without the AP engaged) so as to get both vertical AND horizontal Flight guidance.

Flying non-AP-FD-assisted-navigation can be challenging, and the danger here is to get fixated and stare at the PFD to try to constantly stay on course; but practice good situational awareness by not forgetting to look also look outside and at other flight-critical instruments too!!
A more challenging task is to turn the FD’s off — and just use the VOR needles, and/or the pink diamonds in the PFD, to fly the Approach. Thy that at night. And then add crosswind. Very challenging!

2) With the AP ENGAGED and with no other AP function engaged, the AP will automatically level-wings the aircraft BUT CAUTION: it will CONTUNUE to MAINTAIN whatever PITCH the aircraft is flying, at the moment the AP was engaged. This is by design, and its then up to the pilot to use other AP functions to fly the aircraft. PRO TIP: The quickest way to get the aircraft to fly pitch-level is to engage ALT — that will stop the climb or descent, and the AP will fly the aircraft towards the ALTITUDE it was set to at the moment the ALT was engaged. (notice the Green ALT annunciation in the AP STATUS strip in the top part of the PFD to show AP ALT is engaged) Notice that you will NOT see the ALTITUDE BUG (blue) at the point the ALT was engaged. It will remain at the altitude indicated by the altitude TARGET (blue lettering) seen in the small window at the top of the Altitude Tape. This is changed by the EFIS panel’s ALT SEL -PUSH SYNC dial.
2a) To then get to that altitude target, refer to the AP function buttons and its operations in this topic Auto Pilot Function Buttons: HERE.
Once AP functions are engaged, then whether flying GPS, VOR or ILS approaches, the AP takes direction from the FD’s and the pilots task is then to simply observe and monitor to make sure all is well.
Note that it is NOT necessary to have the FD servos engaged (on) for the AP it function.

FD IN XP12
Given the AP rule changes LR now has in place in XP12, its even more important to forget about using the G1000 for everything except for loading flight plans, and to always use the jet’s custom AP. More about this change, in the G1000 section.
And due to those rule changes made by the sim in XP12 WRT the use of Custom Autopilots + the use of instruments like the G1000 (which has its own AP, which while it is fully functional in the aircraft we STRONGLY discourage using the G1000 in favor of using the AUTHENTIC C-560XL AP), note that:
1) With the AP DISENGAGED, turning on the FD for either FD-types will simply point the pilot directions towards a stable LEVEL FLIGHT STATE ONLY. The FD in the disengaged AP scenario provides no Lateral or Horizontal flight guidance (as it did in the XP11 version of the aircraft as noted in the previous paragraphs) This is a result of the new rules the Sim imposed to try to force the use of the G1000 AP, but since we have a highly CUSTON C-560XL AP, the FD in the disconnected state now only points towards Pitch and Lateral stability. If you want a more authentic FD behavior, sorry, you’ll want to fly the XP11 version of the aircraft.
2) With the AP ENGAGED, and with no other AP function engaged, the AP will automatically level-wings the aircraft BUT CAUTION: it will CONTUNUE to MAINTAIN whatever PITCH the aircraft is flying, at the moment the AP was engaged. This is by design, and its then up to the pilot to use other AP functions to fly the aircraft. PRO TIP: The quickest way to get the aircraft to fly pitch-level is to engage ALT — that will stop the climb or descent, and the AP will fly the aircraft towards the ALTITUDE it was set to at the moment the ALT was engaged. (notice the Green ALT annunciation in the AP STATUS strip in the top part of the PFD to show AP ALT is engaged) Notice that you will NOT see the ALTITUDE BUG (blue) at the point the ALT was engaged. It will remain at the altitude indicated by the altitude TARGET (blue lettering) seen in the small window at the top of the Altitude Tape. This is changed by the EFIS panel’s ALT SEL -PUSH SYNC dial.
2a) To then get to that altitude target, refer to the AP function buttons and its operations in this topic Auto Pilot Function Buttons: HERE.
Once AP functions are engaged, then whether flying GPS, VOR or ILS approaches, the AP takes direction from the FD’s and the pilots task is then to simply observe and monitor to make sure all is well.
Note that it is NOT necessary to have the FD servos engaged (on) for the AP it function.

Get back to the INDEX 

---

AP STATUS ANNUNCIATORS in the PFD’s top Annunciator section:
All AP-Status annunciators are visible in the top section/panel in the PFD and are faithfully replicated to true-life and based on the real POH. 
White lettering is for an AP function turned on by one of the AP strip buttons, but not captured.
Green is an indication of being, or when, active/captured.

The PFD Annunciator panel displays:

LATERAL FUNCTION PFD ANNUNCIATORS

• HDG — always green since the AP begins work to get to Course HDG dialed, immediately
• VOR and LNAV — Both White while AP NAV function is engaged but the VOR has not yet been captured (for the VOR station and course needles set). Green VOR, White LNAV when captured.
• LOC — White when used in the APR function, then the Lateral VOR needle is not captured, Green when captured. (see also the associated GS annunciator in the VERTICAL section)
• BC — for Back Course VOR Tracking. VOR and LNAV white until Needle capture, then VOR Green. See the IMPORTANT set up note in the AP function above for the BC button

VERTICAL FUNCTION PFD ANNUNCIATORS

• ALT — Green when ALT bug has been captured
• ASEL — White while VS is engaged, and ALT has not been captured; Replaced with Green ALT once ALT bug is captured
• GS — White until the Glideslope is captured, triggered when APR function is used, and VOR tuned to an ILS station
• FLC — While while FLC is engaged, then replaced with Green ALT when ALT bug is captured.
• VNAV — White VNAV when used with VNAV, then Green when captured
• VS — White ASEL when VS function is engaged with ALT set, and VVI Dial is set in the direction needed for the jet to travel to the ALT set. Replaced with green ALT when ALT bug is captured

AUTOPILOT STATUS PFD ANNUNCIATORS:

• AP OFF / AP ENG — Yellow alert when turned off with Horn; then Green AP ENG when on (See 2 Critical conditions for AP engagement above)
• YD OFF — Yellow alert if the Yaw damper is turned off. Disappears when the YD is on.
• TEST — Red TEST alert displayed (all other annunciators removed) when the PFD is in TEST mode when engaged by pressing on the Test dial on the PFD control panel (Center Console/Pedestal)

OVERSPEED
You may hear and see overspeed sound and visual clues in the PFD Horizon area, and/or in the SPEED TAPES as follows:
         1) < 8,000 ALT, a red warning marker is positioned on the speed tape at 260 kts +.
         2) Above 304 kts , Overspeed beep alert sound
         3) Between 8,000 – 26,500 ALT, red warning marker is positioned on the speed tape at 309 kts +
         3) > 26,500 switch to MACH Speeds. No red Speed tape marker, only Sound warnings as:
                  > 0.75 mach Beep sound
                  > 0.76 MAX SPEED VISUAL in PFD Horizon window

Remedy: You are flying too fast for your ALT; Open the SPEEDBRAKES, reduce THROTTLES and slow down until the warnings are not heard, or seen.

---

PS HEATER AND AOA HEATER ANNUNCIATORS
These display when the Pitot and Static switch is OFF.
However, if improperly configured for takeoff, they may also Light if the Switch is on, but the annunciators will turn off once airborne.
They will light solid if the No takeoff is lighted, and if N1 is above 35 and on the ground that will change them to Blink (N1 too high for ground ops) Throttle back <35 to correct condition.

NO TAKEOFF 

One of 81 possible Annunciators on the 42-panel upfront Annunciator panel showing the Ground Idle and No Take Off Annunciator

To correct No Take Off conditions and have a clean annunciator panel, except ground idle:
At a minimum, Flaps >= 7 deg 
Ideally per the checklists ALSO:
Fuel boost must be ON or Norm 
Anti Skid ON
Speed brake retracted
Wait for stab misc to go off (up to 20 secs… See topic below)
Pitot & Static switch on
Read more about this Annunciator warning.

---

STAB MISCOMPARE:

In addition to Flaps, the entire C-560XL Elevator is also rotated when flaps are set to First notch.
This begins to set the required stabilizer angle by moving the Elevator’s leading edge downward to provide more lift for the nose.

You can see this happening outside.
Look at the place where the Elevator LE meets the fuselage.
Notice the small black line indicators on the fuselage which displays the range of the Elevator setting for Flaps1. This movement takes almost 30 seconds to slowly jack-screw into place.
In the cockpit you may hear the flaps move to the first notch, and stop (in about 8 seconds) but since the stabilizer is still moving, and is out of alignment for the flap setting, you will see that STAB MISC annunciator light stay on until it sets. Meanwhile the Master Caution light will blink, and it can be pressed to turn to solid (signifying that action is noted and being monitored). And then the MC and the STAB MISC annunciator will turn off once the STAB is all aligned.
The jet must NEVER be flown >200 kts with flaps >0
Even if you do retract flaps, continue to fly <200 kts UNTIL the Stab Misc annunciator is out, signifying that the flying stab has returned to neutral — and this can take up to 30 seconds!!
Read more about this Annunciator warning.

Get back to the INDEX

---

---

---

---

TURN DIAL, AP LOW-BANK LIMIT ANNUNCIATOR and “BANK ANGLE” aural warnings

The TURN dial (in REALISTIC mode its found on the Center Console/Pedestal, in AUGMENTED MODE found on the upfront panel – shown in pics below) MUST be positioned at the 3 mark (straight up) for the AP to Engage — assuming the jet is at a safe flying airspeed (not in eminent danger of stalling) AND in the Air.

Once the AP is engaged, aircraft pitch will be maintained, while any roll will be cancelled for level flight.
You will see also a Green AP ENG annunciator in the PFD Annunciator panel
You may then limit the angle/rate of bank the AP will use by setting the TURN dial — 0 to 6 max.

The jet however has REALISTIC Rate-of-Turn, Bank Angle behavior, and warning callouts.
Notice that the images below also show muted reflections on the glass instrument covers found on all instruments on the front panel.

---

Get back to the INDEX

---

NORMAL STOW or DEPLOY ENGINE REVERSERS:
REVERSER STOW (Switch): Each engines’ reverser may be stowed separately. This causes the Reverser on the stowed side to become inoperable . Stowing is performed by using the switch labeled NORM/STOW EMER found in the upfront panel on the left and right sides for Port (L) and Starboard (R) THRUST REVERSER panel, and by placing the switch on the desired side to be stowed, to the the STOW EMER position.
Except for the switch’s UP position, Stowing produces no annunciation. The engine continues to behave normally for normal throttle up and back conditions.

If a Reverser is in its STOW state, its Reverser paddle click zone to DEPLOY it will be unavailable. 

REVERSER DEPLOY:
Reversers can not be deployed while airborne, and can only be deployed when there is full weight of the aircraft on BOTH main gear. 

Do not be in a hurry to turn Reversers on. If properly configured, the jet lands at a very manageable speed.
On landing, and once the main gear are down, push the Yoke slightly forward to keep the nose from bouncing off the runway, deploy Speed brakes, THEN deploy Reversers.  
When you initiate reversers, watch the 3 THRUST REVERSER lights on the main panel.
There is a 1.5 second delay (like the real jet)  between the first two, and final Deploy (white light) while the reverse mechanism is working to open the buckets.
It is not necessary to have throttles at idle when deploying Reversers, but it is a good practice.
ONLY AFTER the DEPLOY light is alight should you put the engines into “reverse” with the throttles. This Reverser sequence and throttle animation is another example of being modeled exactly to the real world experience. 
Throttle-reverser use should not be used <60 kts., although, they may be kept open at at low speeds and at idle to act as “sails” to increase drag to aid stopping. 
Reversers may be used asymmetrically as an aid for icy condition-taxi or landings.
Reversing the jet using Reverse bucket deployed and power is not authorized.

REVERSER OPERATIONS CLICK SPOTS and KEYBOARD MAPPING 
Please turn on Show Instrument Click Regions when looking at the numerous click spots around the throttles for the first time, and until familiar with the locations and operation of each of the several click hot spots that work together to create an authentic C-560XL reverser operation.

Using a Joystick to DEPLOY and operate Thrust Reverser:
It is STRONGLY RECOMMENDED that you first map the TOGGLE THRUST REVERSERS option in the sim’s Key Board mapping function to a user key on the Joystick or Keyboard, and only if the need is to control Reversers asymmetrically, then also map keys to HOLD THRUST REVERSER AT MAX#1 and #2  and/OR TOGGLE THRUST REVERSER #1 and #2 to desired keys. Creating these mappings will allow the sim to use the Joystick throttle slider to advance throttles symmetrically once the Reverser Toggle button deploys the reversers (with the 1.5 second deploy process noted above), and/or for asymmetric (more realistic) Reverser operations, then mappings create the options for yourself to deploy one Bucket (depending on the key for Hold Or Toggle# *) at a time for asymmetric power application.
Asymmetric Reverser power is used by real C-560XL pilots during especially challenging real-life Icy landing and aqua-plaining conditions.

BE AWARE: If 1 reverser is DEPLOY — example Port(L) —  and the other engine — Starboard(R) — Reverser is un deployed (running normally),  then the application of power from the joystick’s throttle will cause the P engine to reverse while the S engine thrusts forward in an asymmetric manner.   This is by design.   In the example, if the rudder pedal is then pushed hard R, the jet will pivot smartly to R around the R gear. This is an extreme, edge case for very icy condition maneuvering and should be applied with extreme caution!!

DEPLOY Thrust reverser using the click spots in 3D space (especially for VR) to:  
         1) DEPLOY reversers by clicking on each individual Reverser handle (these look like little paddles attached to the main throttle stem).
Watch the upfront DEPLOY annunciation: WAIT for the bucket/s to deploy, taking just under 2 seconds, and announced as Deployed with the White DEPLOY annunciators. 
         2) Once DEPLOY is white, the throttle/s will move back out of Idle and the throttle handles will tilt slightly backward, and individual big-throttle handle click spots will hide.
         3) Once in DEPLOY state, 2 added handle click zones are provided per Reverser throttle lever and the Paddle zone first clicked above, now changes function.
DEPLOY STATE operation:
                  a) For asymmetric reverse thrust, click and HOLD the area directly over the lever paddle and pull backward (downward direction in 3d) to apply reversing power to the clicked side, and then forward (up) to reduce power.  
                  b) For symmetric Reverser thrust from both engines, pull the click zone that spans both big throttle handles.  There is also a 2nd a small horizontally shaped “bar” behind the levers, for added convenience.
                  c) To get back to normal Throttle operations, Click the zone ABOVE, and offset to the left or right for each side, of the lever paddles.
In all cases, when in DEPLOY and throttle power changed, the C-560XL’s Main Throttle handles do not move; only the Reverser handles are animated. They move first from Normal to Reverser DEPLOY positions, then if acted on further, also animate up and down tied to thrust power being managed during Reverser operations. 

Get back to the INDEX

---

STARTING ENGINES:

1) Starting the jet with ENGINES running: (highly recommended for those starting out)
There are 3 scenarios:
         1) Load the jet with engines running as a first option when starting X-Plane. If loading the jet in this case, Engines and critical systems are all on. You will need to enter a flight plan and set the conditions for a safe takeoff (see Checklists). 
         2) Load the jet following a previous load of another aircraft. If loading the jet in this case, Engines and critical systems are all on. Pilot needs to enter a flight plan, set the conditions for a safe takeoff (see Checklists). 
         3) If the C-560XL jet is first loaded without engines running, then, without changing aircraft, the C-560XL is reloaded from X-Plane’s Flight Cong aircraft menus with the start with engines running option, then the jet will load with engines running, but you will need to turn the PFD, MFD and other systems on and possibly unlock controls where needed. Please use the Checklists to ensure all Jet settings and systems are set up for a safe flight in this scenario.

To cut fuel to running Engines … simply move throttle/s to the cutoff position — pull them all the way back by clicking each of the Hot spot manipulators to be found just aft and at the base of the 2 throttle handles — one for each engine. Follow the Checklists for a complete shut down to cold and dark.

About those small ENGINE START L, DISENGAGE, R buttons:
The Manipulators to click them are sized to the button dimensions.
We can not make them bigger or they will overlap.
We can but will not create popups and or Tablet-like appliances to be able to check boxes — that costs code (think FPS), and its NOT what real pilots do… they push those buttons.
Authenticity is our north star.

THAT SAID HOWEVER, there are things you can do to have a good start-button-push experience:
         1) Resist the temptation to zoom in to see the buttons to make them look bigger. Its not necessary given #2 solution below. But if you do, then click the TOP half of the button to activate it.
         2) You are probably pointing the ” hands’ finger” on the button, and pressing it, and getting frustrated that its not working. The assumption of using the pointed finger to do the work is natural just because of X-Plane’s icon design.

BUT, instead of using the finger part of the manipulator to push the button, instead try to “palm” the button by placing the entire palm of the hand icon on the button .. even if its finger-part is sticking out/off the button frame…then press/click it. This all may sound like a weird solution, but trust us it works, and if you must know, its partly due to the way LR designed the hand manipulator to work — its center does the work, not the finger, and since this is such a small button and click area, the click-center is the “palm”, not the finger, so you need to palm the button, not poke your finger at it :))

2) The COLD AND DARK START: 
(Performing this should ONLY be attempted when you have a good understanding of most jet systems and functions — its not hard, but you need to know what to click and observe in real time, and the order of steps to perform — Remember this is a 95% replicated jet!)

If you perform this step in X-Plane, and you see the following scenario, then this is NOT STARTING COLD AND DARK —> If you have the jet running, then go to the Sim’s Flight Configuration menu, and uncheck Start with engines running, and then reload the aircraft, then ALL THAT DOES, is start the aircraft with JUST the engines not running, and everything else will be NOT be cold and dark. This is NOT a bug. Read on.

2a) TO LOAD A “TRUE”, 100%, COLD AND DARK STATE:
There are a couple of things to be aware of when trying to get this jet to start in a TRUE COLD AND DARK SCENARIO/state:

         2a 1) If the sim has been started with the C-560XL running (with engines running), if you then simply go to the Sim’s Flight Configuration menu and uncheck the START ENGINES RUNNING box and reload the jet, you will not see a TRUE cold and dark start. If you do this, X-Plane will restart the jet with ONLY the Engines not running (as expected), BUT all the other CUSTOM conditions/systems and functions needed to set the jet up for a TRUE cold and dark start will not happen or be set.
This is not a bug, rather, the Sim has no understanding of all the custom things needed to reset all its systems to 0.
All X-Plane does in this scenario is to start the jet with “Engines not running” (As you asked it to).

         2a 2) In order to load a “TRUE”, 100%, cold and dark state, the Jet must be completely reloaded for all its scripts to kick in and reset ALL its custom/needed systems to be at 0 for a TRUE cold and dark state.
Therefore, if you wish to start in a TRUE cold and dark state (to be able to then follow everything that the Checklists walk you through as real pilots do) you have 2 choices:
                  a) If the sim is has the C-560XL loaded — engines running or not, then go to the Sim’s Flight Configuration menu, and load something like the default Beech Baron aircraft, with/without engines running no matter. Once the Baron’s cockpit is in view, then return to the Sim’s Flight Config menu, and then RELOAD the C-560XL but now UNCHECK the “Start with Engines Running” box. This will load the jet into a true Cold and Dark scenario.
                  b) If the sim is being started, or you have been flying another aircraft and wish to now switch to the C-560XL and begin with a True Cold and Dark scenario, simply click the C-560XL option’s CUSTOMIZE button when on the Aircraft config menu, and uncheck the “Start with Engines Running” box, load the jet, and it will load into a true C&D state.


2b) ONCE LOADED TRUE COLD AND DARK, TO GET STARTED:
Every real 560XL pilot starts and ends their day with this task:
Go to and open the External Battery compartment (found outside, Labeled Battery Disconnect, and Aft of the Port Wing root)
Click on the battery leads to connect the Jet to its Main battery.

One of the last tasks real pilots perform is, after shutting everything down int eh cockpit and cabin, locking the doors, is to return to this “first step” to decouple the main leads from the battery to disconnect everything, and close the Battery compartment.

NOTE: In XP11 You must be using the “Vulkan” option in the sim’s Display settings to view click areas in the Outside camera view.
If using the Opel GL Display settings in XP11 you will need to “drift” through the fuselage using an inside camera view to travel back and outside to view the Outside Battery compartment location.
(Requiring Vulkan to see hot-spots in outside camera view is an X-Plane 11 requirement)
IN XP12, Vulcan is on by default all the time (and not change-able) per the sim’s design.

2c) EXTERNAL/Outside Battery Compartment and Connecting the Main Battery:
Connecting and Disconnecting the battery leads in the outside battery compartment is the first and last task every real-life PIC of a C-560XL performs.
         1) Open the outside Battery Access panel, (found outside, Labeled Battery Disconnect, and Aft of the Port Wing root) and click the connector to connect/disconnect the main battery.
         2) Once connected, head back into the cockpit.
         3) Make sure the GEN switches and the Avionics switch found on the front dashboard DC POWER section of the ENGINE START panel, are in the OFF position.
         4) Turn the Battery switch to ON
         5) And then Avionics ON. You should now see a lighted dashboard but the MFD will still be off.
         6) Send power to the MFD (Center Console/Pedestal, MFD controller panel, Big dial marked with OFF, SG1,  NORM , SG2. Turn dial to Norm)
                  You will now have MFD power, and therefore access to the Checklists.
         7) Call them up by pressing the top left button on MFD instrument on the dashboard (NORM).  Click the MFD screen to view a pop out.
         8) Start with, and follow, the Preflight Checklists to get the jet functioning and ready to fly.

ALERT: Please DO NOT start checklists from the STARTING page when starting cold and dark … begin with PREFLIGHT and methodically run through the topics/pages in turn until you get to STARTING to ensure all systems are up and running to support actually being able to Start the engines.

Return to the Cold and Dark section.

Like the real jet, the start/disengage buttons are soft, so they show no animation by design.

Pressing the DISENGAGE button during a start will stop the starting process.
Wait until N1 is back down to 0 before trying to start once more.

---

Get back to the INDEX

---

FUEL CROSSFEED SWITCH and FUEL X-FEED annunciator

Unlike Airliners, the C-560XL does not transfer fuel between its Port and Starboard Fuel tanks. Instead it has an X-Feed system that enables you to maintain fuel balance if/as needed by selecting which tank to draw fuel from.

Be Aware: The APU in the jet draws fuel from the Right/Starboard tank only. It has a burn rate that is not really noticeable if the engines are running. But if the engines are off and the APU is used over a period of time (to recharge the battery) there will be a noticeable L & R fuel weight fuel load differences.

In the real world this is common when waiting for passengers and using the Air Conditioning to keep the jet cool as an example. (see the separate CABIN/COCKPIT TEMPERATURE PANEL: Section)
Generally, in these conditions (running APU on ground), the jet is started and the CROSSFEED selector kept centered.
Then with the engines on and the run up and taxi to the designated runway, the C-560XL will use the fuel in the L tank (larger quantity) until the weight imbalance is corrected, then, will automatically switch to using fuel from both tanks to maintain a balanced aircraft.
Obviously, you always have the option to manually control which tank the engine/s are being supplied fuel FROM, and is done by selecting the side of the jet that fuel is to be drawn FROM.
As an example, turning the CROSSFEED selector to the L tank will supply the engines with fuel from the L tank only — these can be observed by watching the FUEL QUANTITY numbers per side in the top Right Engine Instrument Panel. When turning the CROSSFEED to either R or L, and if the FUEL BOOST switches are not ON (UP) they will be turned on automatically — Fuel Boost is required for CROSSFEED operations.
Depending on whether an engine is running or not, and which side the selector is turned to, (and if not already done so) the Tank Selected FUEL BOOST switch will be automatically turned on

As Examples:
         1) Both engines running, CROSSFEED set to Center = Fuel is draw from both L and R tanks equally (assuming equal  thrust), No auto Fuel Boost initiated
         2) Both engines running, CROSSFEED set to L tank = Fuel draw from L only (assuming same thrust), L Tank fuel boost on
         3) L running, R off, CROSSFEED set to R tank = Fuel draw from R tank only, R Tank fuel boost on
         4) L running, R off, CROSSFEED set to L tank = Fuel draw from L tank only, No auto boost
         5) Both engines off, APU running — CROSSFEED selector position is irrelevant, APU always draws fuel from the right tank

Get back to the INDEX

---

HYDRAULIC SYSYEM (PUMP FAILURES, CAUSES, EFFECTS, PROCEDURES) Available XP11 v1.5+ , XP12v 1.1+ 
The C-560XL is equipped with 2 Hydraulic (HYD) pumps, each of which are paired to, and driven by, each sides’ engines.
It stands to reason therefore that when an engine is not running, its HYD pump is not working.

BOTH PUMPS MUST HAVE FAILED for the 5 jet functions listed below to stop working.
One running pump, from either engine, will continue to run all hydraulic systems in the Jet, but, land the Jet as soon as, and as safely as, possible when you see a one-sided pump failure (especially when both engines are running normally).

The Hydraulic system runs the following 5 Jet functions:
         1) Gear
         2) Flaps
         3) Engine reversers
         4) Wheel Brakes
         5) Airspeed Brakes (they are not “spoilers” in the true sense of the lift-killing word, like found in other aircraft)

The causes of HYD Pump failures:
         1) Normal wear and tear
         2) Engine fires — deploying Engine Fire suppression for a affected engine takes that side HYD pump offline.

If you see this displayed in the upfront Annunciator panel, then you have a TOTAL HYDRAULIC SYSTEM FAILURE.

EMERGENCY PROCEDURES for each system:
         A) If the system failed with the gear down, then the gear will remain down and can not be retracted.
         B) If the system failed with the gear up, then the gear will up and can be “blown down” when needed. Once blown down, they can not be retracted.

HYDRAULIC INOPERATION EMERGENCY PROCEDURES:
1) GEAR BLOW DOWN
         * Declare an in-flight emergency to ATC.
         * Keep the Gear up until you are on close-final approach — you only get one shot at blowing down the gear with the emergency nitrogen bottle, so time it correctly.
         * Reduce airspeed to under 200 kts
         * When Ready (airport in sight, on GS, ASI ,200Kts) move gear handle down.
         * Pull and turn AUX GEAR CONTROL handle clockwise — big Red T-Handle just to the left of the Anti Ice Switches to blow down the gear.
         * Observe the gear handle panel for 3 green lights confirming the gear is down and locked in place
         * Land

2) FLAPS
         2a) If the system failed with the Flaps > 0 (all up), then the Flaps will remain in that position (despite the handle moving) They can not be retracted.
                  * Declare an in-flight emergency to ATC.
                  * Observe Flaps-down airspeed restrictions.
                  * Land ASAP
         2b) If the system failed with the Flaps == 0 (all up), then the Flaps will remain Up (despite the handle moving). They can not be Extended.
                  * Land when Possible while maintaining safe Airspeeds for 0 degree flaps (>135 kts for safe Angle of Attack — not in Yellow)

3)ENGINE REVERSER
Both Engine reversers for inoperable.
Land on RWYS of sufficient length to allow for braking to slow down the aircraft (which are also not as powerful as they are operating on a limited emergency Nitrogen bottle!)

4) WHEEL BRAKES
Brakes are operable from the emergency Nitro supply, but the braking is not as effective.
Land on RWYS of sufficient length to allow for extra braking distance to slow down the aircraft (Remember, you also do not have reversers working either!)

5)AIRSPEED BRAKES (ASB)
         a) If the system failed with the ASB in the retracted position, then the ASB will remain retracted and can not be extended up
         b) If the system failed with the ASB extended/up position, then the ASB will automatically de-energize and fall back to the retracted position (irrespective of ASB switch position), and can not be extended up.

Get back to the INDEX

---

Electrical System:
The C-560XL has 2 battery systems: An Emergency and Regular battery.
There are also various battery connect/disconnect switches/options, and charging options all authentically modeled.

---

INTERIOR CABIN (ONLY) LIGHTS MASTER SWITCH:
Just fore of the Pilots-side fuse panel is a large RED Cover, over the Interior Master Switch Labeled: INTERIOR MASTER OFF. Generally used in an emergency, if turned off then power to all lights in the Cabin are turned off.

---

---

Get back to the INDEX

MASTER WARNING:
When Lighted, this Switch-Light is a priority to resolve asap.
If you see this, remember to first fly the jet. Keep it under control, then correct the fault indicated asap.
Blinking/steady behavior is the same as in MC above.  Example (on ground, idle, turn both L & R gens off — MW blink and Horn alert.)
MASTER CAUTION: 
Found on both Pilot and Co Pilot sides, these all-important advisory Switch Lights Blink (or are steady once clicked signifying Pilot awareness of the need to assess and resolve an issue)
They have associated fault Annunciator blinks if a systems warning condition/s exist.
(example: if the engines are running, Fuel Boost switches are OFF, the LO FUEL PRESS annunciators and the MC buttons will all blink)
Press the MC button (with the fault still on) and the MC will go off, and the LO FUEL PRESS ANNUN lights will become solid.
They will then will go off only when the abnormality has been rectified — in this case turning the FUEL BOOST switches ON.
MC has no sound alerts.

To see a full list of which annunciators trigger these lights in greater detail and for possible Resolutions, Go Here to the Annunciator Details and Guide Section. (its long!)
ANNUNCIATOR PANEL

SUMMARY:
The jet’s primary Systems and Flight Status Warning and Alert center is the bank of 42 authentic annunciator warning lights placed on top of the main dashboard. 
99% of them work, some serve dual purposes, or if single, monitor L and R status individually.
Every one of its windows are glass coated, and their lights are custom designed, authentic per the real Jets POH, and are hooked into all aircraft systems/rotary test/Master Caution-Master Warn, and faults as needed.
COLORS AND HOW TO REACT:
RED these blinking annunciator warnings are a serious flight risk and need immediate attention. They trigger the Master Warning button to blink and a horn to sound. Clicking the MW button will silence the horn and cause both the MW and blinking Annunciator to turn Steady. The Steady warning annunciators will remain lighted until the condition is Resolved.
AMBER (blinking) alerts mean a system is active but not critical to flight safety. However, its cause needs to be understood and it needs your attention, and in some cases, it needs to be corrected. They trigger a blinking Master Caution with no sound. Clicking the MC will turn MC off, and the Blinking Annunciator will then turn Steady until the condition is corrected/changed/turned off etc. If the MC is blinking and the condition is fixed, both it and the blinking Annunciator will turn off. If the MC is off, an annunciator is steady, and a new annunciator light up, the process is repeated: MC blinks and the NEW annunciator will blink (while the older steady annunciators cancelled, will continue to remain steady)
WHITE is for pilot information, not critical. These usually turn off once the system has finished its work, or the system is back to its normal state (like deploying and retracting speed brakes). But there are some White that turn on and cant be resolved while in the air, like the AC Bearing as one example: the flight service crew will investigate and resolve once you are back on the ground and have exited the aircraft. They pose no flight risk and have no systems effect. Fun to see and understand though!

If the system has a L and R component, then they operate independently as L and R systems. For example, if Left Fuel Boost is on, then only the L side of the Annunciator will light up.

An annunciator may also share the same Annunciator window with another related system because they are closely related, but have different systems which need monitoring, and they may operate independently or in concert as necessary. For example, Low Brake Pressure and Antiskid.

EVERY annunciator on the panel has an X-Plane failure component… if a system fails, as in real-life, you may see one or a combination of annunciators light up.  This is true for 95% of all functions in the C-560XLS, and certainly 100% of all critical flight systems can be failed, and the correct sequence of procedures and steps must be taken to correct the failed condition, like in the real jet.

Certain Annunciators (like anti ice) follow real-world warm up cycles, so they may blink and go steady as they perform their functions like in the real jet. 

To see a full list of what each Annunciator means and its possible Resolution, Go Here to the Annunciator Details Section. (its long!)

Get back to the INDEX

---

Aircraft Ident and Modes:
To set Ident and MODE C as called for by ATC, use the 4 IDENT button functionality on the Lower end of the Primary RMU.
The Left button is for Power, and it will turn the IDENT to STB (Standby).
You may then use the ON button to turn IDENT on, the ALT button to transmit IDENT in Mode C. 

LOW SPEED ALARM
Maintain ASI >150kts at all times when gear is up, or low speed horn will sound. 

---

PRESSURIZATION:

The jets Authentic Pressurization system has 3 Modes selected by a combination of the switches and dials on the Center Console/Pedestal.

PRESSURIZATION PANEL.
Pay particular attention to the SET ALT window, controlled by the black knob to the immediate left of the dial.
Correctly reading and interpreting its numbers are critical to flight safety and are read as follows:
         There are 2 small vertically stacked, non-changeable zeros that represent units and tens in the SET ALT window.
         The Dial to the left sets the desired internal aircraft altitude desired by setting the 3 large numbers in that SET ALT window.
                  They need to interpreted as follows:
                           005 = 500ft
                           050 = 5000ft
                           500 = 50,000ft

So, if you set 500 in the main window, you are setting the internal aircraft to fly/be at 50,000 feet!! NOT 500 ft. You WILL black out once you start passing 10,000 ft. and Master Warning lights and horns will sound. THIS IS NOT A BUG.
You need to set the internal flying pressure of the aircraft to be BLEOW 10,000 ft.

PRESSURIZATION SOURCES:
The large dial with the label PRESS SOURCE, allows you to select the ENGINE bleed air source for internal aircraft pressurization. Obviously the engines must be running to provide pressurization source. LH and RH use L and R engines for source (use in case of Fire in one side as an example), And EMER rapidly re-pressurizes the aircraft to some number <101 depending on the current alt of the aircraft.
Generally, this dial should be set to NORM with engines running, AND maintain >40 N1 for enough pressure (especially Low Pressure will result if on a long glide at high ALT and low N1)

MEANING AND INTERPRETION OF THE 2 HANDS IN THE PRESSURIZATION DIAL:
The Large hand of the dial shows you the the current internal pressure (the height at which) the aircraft is flying, and its read using the outer ring of numbers. it will usually be the same as set in the SET ALT window. UNLESS:
         1) there is a problem (like a pressure leak), and then it will travel to reflect the internal aircraft pressure (and the small hand will like wise move too)
         2) Depending on your altitude height, it has built-in pressurization profiles, and may travel to a number that’s not in the SEL ALT window. This is normal and designed to counter very low high altitude pressures, so as not to stress the aircraft body with too much of a pressure differential.
         BUT IN EITHER CASE: The significance of the large hand is that you never want to see it over 100 (10,000) since that’s a serious flight safety risk because then the internal aircraft altitude pressure is as if its flying ABOVE 10,000 AGL, and (if enabled in the sim) black out is inevitable! See the RED CAB ALT annunciator with blinking MASTER WARNING: section below for remedies.
The small hand shows the difference between the internal and external pressure and is read from the inner ring of numbers. So in our leak case above, and if the aircraft is at say 15,000 feet when there is a leak and this happens, the large hand will be on 10,000 and the small hand will be on 5,000 (1). If this happens at about 20,000 feet, the large will be on ~10,000 and the small will move to about the 10,000ft also (2) signifying 2 times more than safe alt of 10,000.
If there is no leak, and say the SET ALT number is too high (>101 which == 10,100 ft) then the large hand will continue to reflect outside ALT pressure, because there is no Pressurization taking place, and the small hand in this case will move to 0 signifying 0 pressure differential between inside and outside the cabin.
IN ALL CASES: The significance of the small hand is to NEVER allow it to go over the RED LINE signaling that the internal pressure is too great for the hull at the height its being flown, and hull integrity is being compromised — the aircraft is ready to pop like a balloon!! This ultimate failure is not modeled, but the remedy is to DECREASE the internal pressure/height (in other words INCREASE the height the cabin is flying at to lower the difference to take the pressure off the hull) — and of course correct the leak problem first (if possible), or get the hell down to a lower, safe alt under 10K as fast as possible.. Speed Brakes open (the are not spoilers!), idle, dive dive (but not over VNE!!) before you black out!

PRESSURIZATION MODES:
You have the option to use/set any of the 3 Pressurization modes that display in the SET ALT window:
         1) Automatic LANDING ALTITUDE (LA) Mode: With the white MANUAL/AUTO switch set to AUTO simply set the destination airport‘s Landing Alitiude by using the dial left of SET ALT window, and the System does the rest once airborne — the model is mapped to various Authentic Flight Level and landing configs. As you ascend and descend the jet automatically manages internal pressure, and upon landing will have matched the internal pressure to the  LA set.  Reach your destination’s Landing Alt pressure without any hassles!  Be aware, landing at high altitude airports will trigger CAB ALT Master warnings. 
         2) FLIGHT LEVEL (FL) mode: Click the FL button found next to the SET ALT window. Here you will set a desired FL for the jet cabin/cockpit interior. — this is the what the flight level will feel like for the passengers and crew. This is NOT used to set the external AGL/ FL the aircraft is/will be flying at!!  Generally this is only used to help small children and if on medical missions. This mode can not be set to be below 5000 ft, and there is NO upper limit. Be careful with this mode: If the SET ALT is mistakenly set to 500 (with the 2 small zero’s), this will cause a black out as the aircraft climbs past 10,000 since the SET ALT target is set to 50,000ft before the jet will begin to pressurize!  Generally this should be set to somewhere between 050 (5,000 ft) and 099 (9,900 ft).  Further this mode does not automatically track down to the landing field altitude; that will need to be managed manually by the Pilot, and if the LA is lower than the modes minimum of 5,000 ft, then then you must switch over to LA(Auto and dial in the LA being approached) or switch to full manual Mode to be able to manage internal pressures down to 0 pressure differential. 
In FL mode the Aircraft will gradually pressure to the internal altitude desired that’s set after, after takeoff.   Manage pressure settings up or down to ensure that the pressure differential (small hand on the dial) does not reach the red marker. 
         3) Manual — (CA) CABIN ALT is similar to the FL mode except that it is a completely manual mode, and the SET ALT can be set to internal altitudes of 0 ft. The desired internal alt is set by using the WHITE switch to MANUAL and then using the Red up/down spring switch to set the desired internal cab altitude. This mode does not track the landing airport altitudes and must be manually managed end to end.

EXER Button: No function for pilots (mechanics use this on-ground for aircraft maintenance)

RED CAB ALT annunciator with blinking MASTER WARNING: 
This is a serious flight safety risk. Black out (if enabled in the sim) is inevitable if not corrected asap.
The remedy: Click MW to turn the alarm off and for a steady light reminder that will only extinguish automatically once the CAB ALT alarm causes have been addressed and pressurization problems are no longer life threatening.
The root cause is that something is preventing the aircraft from pressurizing once airborne, or, the manually set pressure is too low (Higher than 10,000ft), or there is a fault in the PRESS SOURCE system.
Possible causes:
         * Main Door not closed/locked correctly (there should be a Door Seal warning)  Fix by: lock the door correctly.
         * Press Source Off.  Fix by: Turn PRESS SOURCE dial on
         * Emer Dump switch is on, Fix by: Turn EMER DUMP (red switch) off
         * Long idling glide at altitude: Assuming all the above are ok, performing a long, low power, high alt glide, with N1 <40% will cause the aircraft to not have enough bleed air pressure to maintain the internal safe pressure required. 
         Fix by: 
         1) First and (assuming engines running) turn PRESS SOURCE to EMER to begin rapid re pressurization, and keep it on until the problem is diagnosed/fixed, then turn to Norm.
         2) Unless you see the EMER re pressure working almost immediately — perform a rapid descend to <10,000 to avoid lethal black out (if you have that option turned on in the sim) with Speed Brakes to prevent over speeding. (THEY ARE NOT SPOILERS) while maintaining <260kts ASI
         3) Once black out is no more a concern assess cause factors/correct (list above) and correct or land as soon as permissible.

Get back to the INDEX

---

CABIN/COCKPIT TEMPERATURE PANEL: Panel below pressurization dial.
The temp window displays ambient temp in the Cockpit or Cabin (based on selector switch position directly below it) NOT outside air temp.
To set a desired Cockpit ambient temp: (same for Cabin-side temps setting too)
         * Move middle dial to SEL under the CKPT dial. (Or CAB for Cabin temp setting)
         * Now “set” a desired temp by turning the CKPT TEMP SEL (big dial) L for lower, R for higher
         * See the temp being set in the window
         * The Heater or Air Conditioner (A/C) will start automatically to reach the temp set.
Green indicates that the A/C or Heater (automatically) has reached the temp that was set — the cockpit or cabin temp (depending on the center dials position), has reached the temp set and now no heating or cooling is taking place. Thera are no “packs”to turnbbonnof off. The jet automatically turns on the Heater or A/C as needed.
Blue = cooling A/C on: Temp set is below cockpit or cabin ambient air temp
Red = heater on: Temp set is above cockpit or cabin ambient air temp
Once the ambient cockpit (or cabin) temp desired has been reached, indicator = green.

Move the dial to the CKPT (or CAB) positions to observe the ambient temp changing slowly (up/down as heated or cooled) to reach the temp you set when the dial was in the SEL position.
How much and how rates are determined by ambient OUTSIDE temp. So if sitting in the desert outside very hot, it will take a while for the jet to cool down with the A/C compared to flying at 20K and setting a cooler inside ambient temperature.

Get back to the INDEX

---

---

RMU (Radio Management Unit) 
The Jet has 2, dual channel 2 Comm and 2 Nav channel RMU’s.
The larger of the 2 positioned on the Pilot and CP side are available on main battery only (BATT ON), and the smaller one on both main and EMER battery power.
The relevant Battery + Avionics switch must be on for the both RMU units to operate

The Main RMU:
The station which is on the side of the blue ball indicator, is the ACTIVE station (white text)
Click either of the “Switch Active” buttons in line with the active White text line, to switch between Comm station 1, 2  or VOR station 1, 2 as desired.
The Nav and Comm dials change the station frequencies of the inactive station (BLUE text) 
When desired, use the side ” – ” button to flip the inactive station to become the Active station. This is a good way to keep a FREQ on standby, and ready to be “flipped” up to becomes active (Make sure the ball is on the side you are managing)

To change ATC/TCAS and ADF frequencies, position the mouse just above each number you wish to change to increase, or below the number to decrease it. Watch the cursor change as up or down arrows on the screen vertically aligned to each number, to click to increase/decrease it.
Those Frequencies are always “Active”.
Other small buttons SQ, DIM, 1/2, STO are interactive/light, but really don’t “do” any work.

The XPDR button must be on and display a green light for the unit to have power to transmit or receive signals.
By default, the STBY button is lit showing the unit has power, but it it is NOT transmitting aircraft Ident at this point.
Click ON to begin to transmit the Ident code you have set under ATC/TCAS but without ALT data
Click ALT to be transmitting Mode C (Ident + ALT) — especially useful for real time online ATC-VATSIM scenarios, as those real-life ATC’s need location and altitude transmission to direct the virtual airspace

STANDBY COMM/NAV radio — Available in Regular and Emergency Battery mode (This is the real-jet behavior too)
The main RMU and Stand By units remain sync at all times.
Select Com or NAV focus by PRESSING top/center of Dial (Hand manipulator)
A small triangle displays Radio’s focus (so if pointed to NAV, white frequency is Active, Blue is standby)
Flip Blue button vert to flip Active/Standby focus
Flip Blue button Horz to flip between radio #1 and #2  (1, and 2 indicators are always above COMM)
ROTATE (Arrow manipulator) lower and upper half’s of the dial to change the frequency that is in focus

---

DME

The aircraft Distance measuring Equipment features 2 instruments, Pilot and Co-pilot side and are synchronized to display Data from VOR1 or 2, of the GPS as dialed in the SELECT dial.

DME: 
Tune VOR/ADF stations using either RMU or Stand By radio
If in range, unit displays:
         * Station ID
         * Distance to
         * Time to
         * Closing speed
The display only displays 1 station at a time – that which is set in the PFD control panel focus (Nav1/Nav2 Button)
Unit also displays GPS distance, time, speed data if a flight plan is loaded. Access by pressing the GPS button on the PFD control panel.

EXITs:

IN LAV:
a) Wet wall — manipulate door to open/close — it only opens partially by design. 
Why only part way? Usually this cabinet contains water emergency gear, cleaning supplies. The team decided to save FPS since this art to depict all that would need to be quite large to be sharp and clear. There is no need for that gratuitous FPS expenditure.
b) EMERGENCY exit (inside Lav, Starboard side)
         1) click glass cover to remove
         2) Turn handle.  That’s as much will be offered. Blowing out the Exit door in not going to be done/offered.  Again, the the team decided to save FPS and unnecessary code. 
         3) Return handle to center and replace glass (or annunciator warning in Cockpit)

IN XP12: Find the custom Lights panel in the lav (just right of the Seat) to turn its lights and Instant Water heater (3 settings) on/off.

LAV door

MAIN door/Exit:

         1) OUTSIDE: Find pre catch release button left of handle, or press keyhole. Handle releases (Pops out)
Move handle Down to open — door will swing down/open. 
To close the door, click the handrail (fore of steps) — It will move up, then down, then the door will beg to close.
It does this little jiggle to simulate what happens in the real jet — the operator must first pull that handrail up to unlock the door from its Down/locked position, then push the handrail back down, which unlocks the step so the door can be then closed. This is to prevent children from playing with the door — trying to lift it from the lower step while it is open. (its happens!!) Once unlocked, the door is free to be lifted up to its closed position manually by the operator. The door is VERY well balanced door, so its very easy to swing it up to close once unlatched by the handrail-lift. So we simulate that “lift-to-unlatch”. Another checkmark for realism!
Once closed, turn Handle Up to the Lock position, and back down again to the center position.
Then press center button on handle to push handle back in to recess and fully lock the door. If the door remains unlocked/open you will see a Door Seal Warning Annunciator in cockpit AND the cabin will not seal for altitude (no takeoff condition)
         2) INSIDE: 
         TO OPEN: press button above handle to unlock, the handle release pops IN. (pre catch lever on door frame is not functional) 
Turn large handle in the open direction. The door then swings down to open automatically.
         TO CLOSE (from in or outside) — click on solid handrail on the fore side of the steps door.

In the closed (but unlocked position) turn the handle to the LOCKED position, then back up again to the center position.
Then push the button (which should be IN). This will pop the button OUT and the Handle in simultaneously.
The door is now locked and sealed.
 You ** MUST** lock doors and stow the release buttons prior to flight.
If not done correctly, annunciators will light up on the annunciators panel, and the aircraft will not seal for high altitude — which will have its own set of Master Warnings and flight safety consequences. 
When the main Exit is closed correctly, the handle and release buttons are flush, and all cabin door and Seal annunciators in the upfront annunciators panel are off.

Get back to the INDEX  

---

ANTI ICE

The C-560XL’s Anti ice follows an Authentic aircraft warm up time-process and annunciators.
The warm up process takes into account various aircraft and environment factors and so the warm up period may take anywhere from a short time to over 4 minutes in cold environments as should be expected in the real jet.
Icing on the aircraft will affect performance with the Anti ice is not on/warmed up, so plan anti icing to account for these warm up periods.
For the Anti Icing system to work, the system must have bleed air available from a running engine state; Source select using PRESS SOURCE dial in Center Console/Pedestal.
IN XP12: If you fly into icing conditions, and have not taken planned measures to manage Icing by having the ANTIICE/DEICE switches on for the various parts of the aircraft in time for them to heat up, 2 things will happen:
         1) Your Windshield will progressively fog up
         2) Ice will build on the aircraft (XP does not visually show this), and if untreated, will crash the jet.
To mitigate:
In the day, watch the Windshield — fogging is a sure sign that ice is building… turn WS on and WS Air on too asap. That should clear the WS, but ALSO, turn the Anti ice WING/ENGINE and TAIL switches on/Auto
Hope there is enough time for the system to heat up (see the Annunciator Guide section for TAIL DEICE, WS and WING ANTI-ICE explanations)
Turn the WX radar on in the MFD — use it to fly away/around/descend from the bad weather if possible.
At night, and when you can’t really see icing on the WS, you will see the Red Icing Lights light up just at the base of downtube light up to inform you that there is icing!
These go off once the threat is over. (not necessarily as soon as/when the AntiIce switches are turned on, remember, they take time to heat up their surfaces) These light do come on in the day too, but XP currently does not reflect light from WS icing and so its hard to see them in the glare of daytime.

---

TOE BRAKES: If using Brake pedals L and R for differential braking, pushing both forward brakes the jet equally on both sides. More depressed = more brake force applied.
If fully depressed, you MUST release both brakes at least 1/3 of the way, to enable nosewheel steering and diff braking again.
You should not simply release one from the full depressed position, while one is fully depressed, and expect the jet to turn.

Rudder bias Test:
This is a test performed on ground prior to TO. See the checklist for step by step process.   
Summarized: Both engines must be running with the Park Brake on.
Then, with one side throttle at full idle (verify your N1 is stable), SLOWLY, advance the other throttle up, but not above 70 N1! 
Notice the opposite rudder pedal will move proportionately to N1.
Throttle back.
WAIT for the RPM of the engine just checked to spool down get to Idle — watch N1. The pedals will keep in sync with the engines rev’s.
Once stable at idle, notice the pedals HAVE NOT returned to even. This is by design so you know you are still in the test. Advance the throttles again if you wish, the rudder follows.
If you are done with that side, and with both engines at idle, TAP (either one) of the Rudder pedals.
Notice the pedal will snap to center and out of the Test mode — you are now back to normal Rudder function.
Repeat the other side.
Always wait for the throttle rpms to get back to idle, and tap the rudder pedals to reset them out of rest mode.

FPV
Flight path vector in PFD when in the air continuously computed the aircrafts Vert/hoz vector — usually found in HUDs, but why not!

COFFEE STAIN
Yeah the previous pilot spilled his drink; slob!  … services will clean later.

***************
NOTE: YOU MUST BE RUNNING VULKAN to see OUTSIDE click areas (like outside Main door handles, Battery, GPU, and Baggage compartments, GPU panels etc.) when in outside camera views. 
IF you are using OpenGL, then the only way to access those panels is to be in an inside view, then “float” through the aircraft fuselage to the outside and then the click areas will be available.
This is a XP limitation, nothing to do with the jet.
***************

Get back to the INDEX

---

Baggage door:
Found aft of Battery Panel jet outside.
Opening the door causes the Baggage Cart to appear.  
Click the bags that are INSIDE the hold. 
Stand back while Wizardry unloads them! 
To return bags to the hold, click the bags on the cart and they will be loaded again.

EXTERNAL ELEMENTS: (Chocks, Cones, Flags, Engine covers)
The C-560XL can at any time display any combination of Chocks, Safety cones, External Avionics Flags, and Engine covers in an outside view of the jet.
What is displayed is controlled by the Jet monitoring numerous interconnected, inter-dependent systems and ”states” it is in, at any one time, like, (but not limited to) what state the Jets throttles and engine N1 is, what is physically connected to the jet, the state of systems and functions related to the avionics, battery connections, what running, and what’s not etc. etc. 

This results in over 70 “scenarios” that then dictates what it displayed. It is not as simple as “if the Parking brake is on, then the chocks should be displayed too”. Ummm … what then happens if the pilot pulls the Parking Brake while waiting on the taxiway in line for departure?  Chocks displayed? Not realistic. You can be guaranteed of one thing though; the engine covers will never display if N1 > 0. 

You can not remove elements if you are simulating a walk-around.
Why?
         1) There is no walk around mentioned in the checklists, and then, what if the pilot did not do the walk around? Yes. the team could have worked this out in more, added code, but every bit of code slowly eats into FPS, and therefore the Team decided on a less complicated, good-enough, method and implemented the simpler “managed scenarios” option.
         2) Pilots do add/remove engine covers as a last/first operations task, and sometimes, avionics flags too, but they generally never remove or place chocks and cones — that’s done by ground services. 
Business jets are between Airliners and pure GA (where a pilot does everything).
So if we gave the C-560XL pilot the ability to remove remove engine covers and flags via an in-cockpit tab, but then not be able to remove chocks and cones coz that’s the ground crews jobs, then that would confuse everyone — why give one without the other ?? Then we will get reports of — found a Bug!! :))
So we went the consistency route… let ground services place and remove everything. (and most importantly these events are consistent with that not being mentioned in the cockpit checklists anyway)
Different persons will have differing views about this, but that was our logic and the way it is. This jet is different.
And about “pushback” scenarios. This is not part of the 70 scenarios we looked at. Because, unlike airliners who drive into one-way-in-out airport gates, 99.9% of all biz jet ops are at FBO’s who have drive-in-drive-forward-out ramp gates. Added (and this is for the more tech-minded, there is no XP dataref for this, which means we’d have to invent some trigger, that would be then dependent of all the 3rd party pushback plugins recognizing our unique trigger — too complicated and risky for the end user experience. Therefore, the C-560XL does not support the pushback scenario.
Known visual issue: 
A pilot may notice that when parked at the gate, things like the bases of cones and GPU wires etc. may, at certain Airport locations, look a bit “sunk” into the ground surface. This is not a bug.
The issues is caused by the unevenness of X-Planes underlying mesh elevation at these “uneven” ramp locations. 
Generally major airports that have flat ramp areas will not have/display this issue.

CABIN ELEMENTS:
Window shades open/close. Seats recline (except the 2 in the rear, and entry facing seat). Tables extend and retract like found in the real jet.
The Emergency exit’s glass cover may be removed and handle turned, but the exit does not blow open … a design choice made to save code and fps since its a really edge scenario and would be used by 1% maybe 1% of the time.
Fore of the main door frame when viewing the door inside the cabin, find a lights panel for CABIN LIGHTSand ENTRY LIGHTS.These follow the real jets lighting system exactly.
The door lock panel pins will display red if the door is not properly shut — annunciators in the cockpit warn of this condition, and aircraft pressurization will not be possible.
Each seat has an overhead seat light, and a synced (to that seat-station) table light. (found on the aircraft wall or on the side of the seat for the Exit-facing seat)
In XP11, the overhead seat light for the chair facing the main door is the only one in the cabin that swivels. Further, swiveling any other light in the cabin swivels only that one over the exit seat by design. While this may seem odd, this is another case where this function would be performed by 1% maybe 1% of the time, so we did this just to demonstrate a moving light, to save code and FPS for the rest.
XP12: With the requirements to have higher power machines, now all overhead Lights and Vents are animated.
Emergency floor and cabin lights turn on when the EMER switch (dashboard) is set to ON, with the center LIGHTS switch for Passenger Safety set to PASS SAFETY LIGHTS ON. 
This also turns on wing walkway and “shark” lights to light the area fore of the starboard area where the leading edge meets the fuselage.

Get back to the INDEX

---

ROTARY TEST:

Just below the throttle levers is the place for you to conduct instrument and systems Tests. The tests can conducted with or without engines running, but it should ONLY be done when on the ground. Further, if you are being diligent about following the Checklists, then this Test will be a part of your Preflight activity.

You conduct this test by turning the dial clockwise, to each “station” in turn as there are numerous items to verify to see if all is well with the jets’ systems. 
Prior to conducting the test, it is advisable (but not mandatory) to create a cleared set of upfront annunciators (except GRND IDLE), but if you are following the checklists, the jet will be set up to perform this test correctly.

IN XP12: the dial also emits real-jet sound recordings for each test station as needed.

Turn the TEST dial clockwise to each station in turn, observe the tests, interact with the MCaution, MWarnings, and other alerts as called for in the Station-descriptions below to enable the jet to conduct its internal checks.
1) OFF—The red TEST light is extinguished, and the test system is shut off. 
2) FIRE WARN—Both red ENG FIRE lights illuminate, indicating continuity.
3) DG GEAR—The green NOSE, LH, and RH lights and the red GEAR UNLOCKED lights illuminate, and the gear warning horn sounds.
4) BATT TEMP—BATT O’HEAT/>160° annunciator illuminates, the MASTER WARNING lights flash (cancelable), and the battery temperature gauge indicates 160°F.
5) STICK SHAKER— The AOA gauge needle swings to the top of the red band.
In Augmented dashboard mode: The AOA indexer initially illuminates then extinguishes the amber chevron followed by the green “donut” leaving only the red chevron flashing.
In Realistic dashboard mode: The AOA indexer initially illuminates then extinguishes the amber chevron followed by the green “donut” leaving the red chevron flashing with the yellow “dot”
6) T/REV—Both thrust reverser indicators, ARM, UNLOCK, and DEPLOY lights illuminate. MASTER WARNING lights flash (cancelable).
7) W/S TEMP —  NOTE: The the RT-W/S TEMP test should only be conducted once per rotation. The RT dial MUST be cycled back to Off, and then back again to its station before another W/S TEMP should be conducted. Moving the dial a couple of stops stop over or under and back to the W/S TEMP test will not produce reliable test, by design.
Conducting test prior to engine start,  with both Windshield heat selected OFF, the W/S O’HEAT L–R annunciators illuminate steady for 3 to 4 seconds, then turn off
Conducting test prior to engine start,  with both Windshield heat selected ON,  the W/S FAULT L–R and W/S O’HEAT L–R and annunciators illuminate steady
Conducting test after engine start,  with both Windshield heat selected OFF, the W/S FAULT L–R and W/S O’HEAT L–R annunciators illuminate steady, then after 3 to 4 seconds W/S FAULT L–R will extinguish
Conducting test after engine start,  with both Windshield heat selected ON, the W/S FAULT L–R and W/S O’HEAT L–R annunciators illuminate steady, then after 3 to 4 seconds W/S O’HEAT L–R will extinguish
8) OVER SPEED—The avionics power switch must be ON for valid test indications.
    The following indications occur:
        • Audible overspeed warning signal sounds
        • PFD 1 and PFD 2:
        • 265 KIAS (with red max speed limitation pole)
        • 5,000 feet altitude
        • 2,000 feet fpm descent
Standby Artificial horizon:
        • 265 KIAS
9) ANTISKID—The ANTISKD INOP annunciator flashes for 6 seconds, then extinguishes. The MASTER CAUTION lights illuminate steady (cancelable).
10) ANNU—The avionics switch must be on for valid test indications:
        • All lights on the annunciator panel illuminate
        • MASTER WARNING and MASTER CAUTION illuminate (not cancelable)
        • All lights on the auxiliary annunciator switch panel illuminate
        • Flight director selector mode buttons illuminate left to right and remain steady
        • PFD 1 and PFD 2: • YD OFF
        • All five autopilot control panel lights illuminate
        • Augmented or Realistic dashboard mode: AP panel Buttons steady
        • Engine Instrument panel:
                 — “all 8’s”
                — ITT Temp flashes alternating red/white lights
        • A steady altitude alert tone sounds
11) AVN —The avionics switch must be ON for the avionics check. The following indications are present:
• Annunciator panel (these lights flash):
                 — RADOME FAN
                 — CHECK PFD 1
                 — CHECK PFD 2
   • MASTER CAUTION illuminates (cancelable)
  • Not Annunciator panel (these lights flash)
                 –Flight director selector, APU GEN, PFD1/2 buttons
                 –Augmented mode: AP and LOW buttons
                 — Realistic mode: AP and MFD mode buttons on Center Console/Pedestal 
                 –Flight director selector, APU GEN, PFD1/2 buttons
        • In PFD 1 and PFD 2:
                 –AP OFF (steady)
                 –ROL TRIM (flash)
                 –PIT TRIM (flash)
        •  Auxiliary annunciator buttons panel (below Engine Instruments) all flash
        •  All five autopilot control panel lights flash
        • A steady altitude alert tone sounds
12) SPARE—Not used.

Get back to the INDEX

---

ANNUNCIATOR PANEL DETAILS: Colors, Interpretation and Resolution

ANNUNCIATOR COLOR GUIDE AND HOW TO REACT:
RED annunciators need immediate attention and Cause a Master Warning (MC). Fly the jet first, but deal with the situation ASAP. These are reserved for serious flight safety risks. The MW will be “cancellable” to stop the flashing to steady (and the annunciator will become steady too), but they will only extinguish once the underlying fault is fixed. If another red warning triggers with the MW still steady (fault not fixed) then the MW and the new-triggered red annunciator will start the blink-cancel-steady cycle again for the MW and the new triggered annunciator.
AMBER is for your attention, non-critical. Master Caution (MC) will flash and they follow the same re-trigger behavior for the RED above. Fly the jet first, assess and understand, then act as needed.
Steady Amber, with no MC, is just a sign that a system has been turned on, or is operating in the background as designed. This in normal.
A blinking Amber with NO MC or MW is a sign that a system is not set up correctly for the current flight phase. Follow the guide below for the annunciator exhibiting the behavior to know how to resolve what the blinking behavior is communicating.
WHITE is FYI only, not critical. These can sometimes be fixed while the jet is flying, other not so.
RED and AMBER annunciators cause flashing MW and MC, which are cancellable with a press, and then cause the MW, MC AND the problem Annunciator (if its also flashing) Lights to turn from flashing to Steady.
But they will not extinguish until the problem (the annunciator that fired the Warning) is Resolved.
If the Lights are Steady and another problem occurs the MW or MC as the case may be, will flash begin to again, being cancellable to Steady, and so turn all lights steady until the problems are resolved.

Annunciators on the panel have X-Plane failure components … if a system fails, as in real-life, you may see one or a combination of annunciator light up.  This is true for 95% of all functions in the C-560XLS, and certainly 100% of all critical flight systems can be failed, and the correct sequence of procedures and steps must then be take to correct the failed condition, like in the real jet.

Certain Annunciators (like anti ice) follow real-world warm up cycles, so they may blink and go steady as they perform their functions like in the real jet… see the guide for those details to learn study, and prepare for.

As an example: Plan to turn the anti ice on ahead of time and before you enter icing weather — it takes time to heat up, and if you enter icing conditions before it heats up, then that’s bad piloting, all bets are off. 

---

ANNUNCIATOR GUIDE:
Most of the text in this section is reused from the Real POH. However some editorial license has been exercised to provide you with more context/Explanations for a better SIM experience (with added links in some cases)

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---