VSKYLABS 510X-VLJ SPECS & DESCRIPTION
This section is the SPECS & DESCRIPTION docs for the VSKYLABS ‘Test-Pilot’: 510X-VLJ (VSL-510X) add-on for X-Plane Flight Simulator.
The VSKYLABS VSL-510X is a highly-defined Very Light Jet (VLJ) simulation, developed and engineered using the Cessna Citation Mustang (Model 510) as a core reference for a typical, modern VLJ aircraft.
The main purpose of the VSL-510X add-on is to introduce the Very-Light-Jet aircraft category and to allow exploring its operational envelope in X-Plane Flight Simulator, stretching it to its out-of-the-box limits.
DISCLAIMER: The VSKYLABS VSL-510X is an independent VSKYLABS development project which is not affiliated with, endorsed by, or connected to Cessna, Citation, or Textron Aviation Inc. It was not developed as an official rendition of the Citation Mustang, nor claimed to be so.
FOR FLIGHT SIMULATION USE ONLY! NOT FOR REAL-WORLD FLIGHT OPERATIONS
GENERAL DESCRIPTION
Approximate Dimensions:
Overall Height: 13 ft 5 in (4.09 m)
Overall Length: 40 ft 7 in (12.37 m)
Overall Width: 43 ft 2 in (13.16 m)
Wing
Span (does not include tip lights): 42 ft 9 in (13.03 m)
Area: 210.0 ft2 (19.51 m2)
Sweepback at leading edge: 11 degrees
Horizontal Tail
Span (overall) : 17 ft 3 in (5.26 m)
Area: 56.5 ft2 (5.25 m2)
Sweepback at leading edge: 27 degrees
Vertical Tail
Height: 5 ft 9 in (1.75 m)
Area: 37.5 ft2 (3.48 m2)
Sweepback at leading edge: 52 degrees
Cabin Interior
Height (maximum over aisle): 54 in (1.37 m)
Width (window reveal to window reveal): 55 in (1.40 m)
Length (forward pressure bulkhead to aft pressure bulkhead): 14 ft 9 in (4.50 m)
Landing Gear
Tread (main to main): 11 ft 10 in (3.61 m)
Wheelbase (nose to main): 14 ft 4 in (4.37 m)
DESIGN WEIGHTS AND CAPACITIES
Maximum Ramp Weight: 8,730 lb (3,960 kg)
Maximum Takeoff Weight : 8,645 lb (3,921 kg)
Maximum Landing Weight: 8,000 lb (3,629 kg)
Maximum Zero Fuel Weight: 6,750 lb (3,062 kg)
Standard Empty Weight *: 5,359 lb (2,431 kg)
Useful Load: 3,371 lb (1,529 kg)
Fuel Capacity (useable) at 6.70 lb/gal: 2,580 lb (1,170 kg)
* Standard empty weight includes unusable fuel, full oil, standard interior, and standard avionics.
PERFORMANCE
All performance data assumes the standard aircraft configuration operating in International Standard Atmosphere (ISA) conditions with zero wind. Takeoff and landing distances are based on level, dry, hard-surface runways. Actual performance may vary with aircraft configuration, environmental conditions, and operational or ATC procedures.
Takeoff Runway Length: 3,110 ft (948 m)
(Maximum Takeoff Weight, Sea Level, ISA, Balanced Field Length per Part 23 Commuter Category *, 15° Flaps)
Maximum Altitude: 41,000 ft (12,497 m)
Maximum Cruise Speed (± 3%): 340 KTAS (630 km/hr or 391 mph)
(Mid-Cruise Weight, 35,000 ft (11,668 m), ISA)
NBAA IFR Range (100 nm alternate) (± 4%): 1,150 nm (2,130 km or 1,323 mi)
(Maximum Takeoff Weight, Full Fuel, Optimal Climb and Descent, Maximum Cruise Thrust at 41,000 feet)
Landing Runway Length: 2,390 ft (728 m)
(Maximum Landing Weight, Sea Level, ISA, per Part 23 Commuter Category)
STRUCTURAL LIMITATIONS
Limit Speeds
VMO Sea Level to 27,120 ft (8,266 m): 250 KIAS (463 km/hr, 288 mph)
MMO 27,120 ft (8,266 m) and above: Mach 0.63 (indicated)
Flap Extension Speeds
VFE 0° to Takeoff/Approach Extension: 185 KIAS (343 km/hr, 213 mph)
VFE Takeoff/Approach to Landing Extension: 150 KIAS (278 km/hr, 173 mph)
Landing Gear Operating and Extended Speeds
VLO (retracting): 185 KIAS (343 km/hr, 213 mph)
VLO (extending): 250 KIAS (463 km/hr, 288 mph)
VLE: 250 KIAS (463 km/hr, 288 mph)
FUSELAGE
The fuselage has a slightly oval cross-section at floor level to improve foot room, with a dropped aisle running the cabin’s length.
The keyed cabin door, located on the forward left side, uses eight locking pins and a pressure seal, and is equipped with a folding two-step entry stair.
A plug-type emergency exit is positioned on the right side between the fore and aft seats.
Windshields meet bird-strike resistance standards of 14 CFR Part 23. Structural framing surrounds the main door, emergency exit, and windshields.
The nose compartment contains the forward baggage area and the radar assembly behind the composite radome.
The tailcone houses the environmental and electrical components, engine fire-extinguishing system, and an aft baggage compartment accessible through an external door, providing space for skis or other long items.
EMPENNAGE
The aircraft features a T-tail configuration with aluminum spars and skins, and composite fairings and strakes.
The fixed horizontal stabilizer carries two elevators with trim tabs and a 27° leading-edge sweep.
The vertical stabilizer, swept 52° at the leading edge, includes a single rudder with a trim tab and a red LED ground recognition light at the top.
Both stabilizers are equipped with pneumatic de-ice boots for ice protection.
LANDING GEAR
The main landing gear uses trailing-link, single-wheel assemblies with air/oil shocks, retracting inboard into the wings with partial doors.
The nose gear is a single-wheel unit that retracts forward into the fuselage and is fully enclosed by doors.
The system is electrically controlled, hydraulically actuated, and locked in position by uplocks.
The landing gear can be extended and flown up to VMO or 250 KIAS, and retracted at or below 185 KIAS.
Emergency extension is achieved by manually releasing the uplocks and using the pneumatic blow-down system.
Steering is controlled mechanically through the rudder pedals, with an internal shimmy damper and a chinned tire for water and slush deflection.
POWERPLANTS
The aircraft is powered by two Pratt & Whitney Canada PW615F turbofan engines mounted on the aft fuselage.
Each engine produces 1,460 lb (6.49 kN) of thrust at sea-level static conditions and is flat-rated up to 25 °C (77 °F). It has 2.8:1 bypass ratio, twin-spool design with 3 compressor and 2 turbine stages. A forced-mix exhaust improves fuel efficiency and reduces noise.
Dual-channel Full Authority Digital Engine Controls (FADECs) manage thrust, synchronization, and engine protection automatically. Throttle lever detents: takeoff, climb, cruise, and idle, provide consistent power settings for each flight phase.
A speed-brake switch and a takeoff/go-around (TOGA) button are built into each throttle handle.
The FADECs feature automatic relight, time-limited dispatch, and engine synchronization. Electrical power for the FADECs is normally supplied by the aircraft DC system, with engine-driven PMAs maintaining power if DC is lost.
Engine indications and alerts are displayed on the multi-function display (MFD).
A continuous-loop fire detection and single-shot extinguishing system protect each engine nacelle.
FLIGHT CONTROLS
The VSL 510X uses conventional flight controls with trim and autopilot on all three axes.
Dual yokes provide aileron and elevator control, and rudder pedals control rudder, brakes, and nosewheel steering.
Flaps have three selectable positions: UP, TAKEOFF/APPROACH, and LAND, and their position is shown on the MFD.
Speed brakes are electrically actuated and available at any speed, with switches located on the throttle handles.
Pitch, roll, and yaw trim are electrically operated, with a manual elevator trim wheel on the pedestal. Trim positions are displayed on the MFD for aileron and rudder, and mechanically for elevator.
Three autopilot servos (pitch, roll, and yaw) provide full-axis control. The yaw servo also supplies Dutch-roll damping and turn coordination when the autopilot is disengaged.
A control lock is used on the ground to secure the yokes and rudder during parking.
FUEL SYSTEM
The aircraft has two integral wing fuel tanks with a total usable capacity of 2,580 lb (1,170 kg).
Fuel delivery is fully automatic, with each engine normally fed from its respective tank.
Fuel is warmed by an oil-to-fuel heat exchanger, eliminating the need for anti-ice additives.
Each tank contains an electric boost pump used for engine start, transfer operations, and backup during low fuel pressure.
The FADEC-controlled fuel system manages flow to the engines through engine-driven pumps and fuel metering units. Automatic motive-flow pumps maintain a steady supply throughout all flight phases.
Fuel transfer between tanks is pilot-controlled as needed.
Fuel quantity is measured capacitively and displayed on the EICAS.
Refueling is performed through over-wing filler ports with flush caps.
HYDRAULIC SYSTEM
The hydraulic system powers the landing gear and the power brakes.
It uses an electrically driven pump that automatically maintains system pressure through an accumulator.
Pressure is regulated between approximately 1,100 and 1,500 psi, depending on gear position and weight-on-wheels logic, to ensure quick response and minimize pump operation.
Normal operation is fully automatic, with cockpit indications limited to EICAS messages in case of malfunction.
Independent pneumatic systems provide backup for emergency gear extension and braking.
ELECTRICAL SYSTEM
The electrical system provides 28-volt DC power through two engine-driven 300-amp starter-generators operating in a parallel bus configuration. A 30-amp-hour battery supplies power for engine start and serves as limited backup in flight.
System management is fully automatic.
If one generator fails, nonessential equipment will shed automatically to preserve power for essential systems: The vapor cycle air conditioning system will turn off and the electric windshield heat, if selected, will protect only one anti-ice zone per side.
All electrical controls are located on the left cockpit panel, with system status displayed on the MFD.
An external power port is available under the right engine for GPU starts.
PRESSURIZATION AND ENVIRONMENTAL SYSTEMS
The pressurization and environmental system is divided into two zones: cockpit and cabin.
High-pressure bleed air from the left engine supplies the cockpit, while the right engine provides air to the cabin.
Each stream is conditioned through heat exchangers, regulated, and distributed via individual vents. If cockpit airflow is interrupted, a check valve automatically redirects cabin air forward.
Cabin pressurization is fully automatic, maintaining up to 8.3 psi differential, which provides a sea-level cabin up to approximately 21,000 ft, and an 8,000 ft cabin altitude at FL410.
Control is managed through a digital pressurization controller linked to avionics, with settings entered via the PFD landing elevation input. All system data is shown on the MFD, and additional switches are located on the right-hand tilt panel.
The air conditioning system provides independent cockpit and cabin temperature control through separate rheostats on the right-hand panel. It uses an electric compressor and dual evaporators for zone cooling.
The system may operate in flight or on the ground when GPU or engine power is available. If a generator fails in flight, the compressor automatically shuts down to conserve electrical power.
A fresh-air blower and vent system under the nose provides outside airflow to the cockpit when the aircraft is unpressurized.
OXYGEN SYSTEM
The oxygen system uses a 22-cubic-foot (0.62 m³) bottle located in the nose, equipped with a high-pressure gauge and regulator.
Quick-donning, pressure-demand masks with integrated microphones are provided for both pilots.
Each passenger seat and the lavatory area are equipped with automatic constant-flow masks that deploy when needed.
Oxygen flow to the cabin is automatically managed by a sequencing regulator to ensure efficient distribution during depressurization events.
A fresh-air blower and vent system under the nose provides outside airflow to the cockpit when the aircraft is unpressurized.
ICE AND RAIN PROTECTION
The aircraft’s wing, horizontal stabilizer, and vertical stabilizer leading edges are protected by pneumatic de-ice boots inflated with regulated bleed air.
The de-ice cycle operates automatically by timer or can be selected manually if required.
Engine inlet anti-ice uses unconditioned, pressure-regulated bleed air from each engine.
The windshields are electrically heated and defogged using 28-volt DC power. Two independent controllers regulate three heating zones per windshield. In the event of a generator failure, one essential zone on each side remains powered. Windshield heat switches on the left-hand tilt panel are normally left ON for all operations. The windshields are also hydrophobic-coated for rain removal, and the cockpit side windows use dual frost panes for defogging.
The pitot tubes, static ports, and stall warning vane are electrically heated through the main DC system, with one set powered by the emergency bus.
For ice detection, two windshield ice lights are installed on the glareshield, and a wing inspection light on the left fuselage provides illumination for visual checks during night operations.