Hawker 900XP FS Client Guide
Hawker 900XP FS Client Guide
Hawker 900XP FS Client Guide
900XP
PILOT CLIENT GUIDE R E V 2.2
NOTICE
The material contained in this publication is based on information obtained from the air-
craft and avionics manufacturers’ manuals. It is to be used for familiarization and training
purposes only.
At the time of release it contained then-current information. In the event of conflict be-
tween data provided herein and that in publications issued by the manufacturer or regula-
tory agencies, that of the manufacturer or regulatory agencies shall take precedence.
We at FlightSafety International want you to have the best training possible. We welcome
any suggestions you might have for improving this material or any other aspect of our train-
ing program.
NOTICE
Textron Aviation Inc. materials in this training program have been reproduced with
permission and are copyrighted by Textron Aviation Inc.
These items are controlled by the U.S. Government and authorized for export
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Publication History:
Original 0.0................................................ Mar. 2010 Revision 1.4.................................................Feb. 2019
Revision 1.0................................................ May 2010 Revision 1.5............................................... Oct. 2020
Revision 1.1 ��������������������������������������������������Feb. 2011 Revision 2.0.............................................. Mar. 2022
Revision 1.2................................................ Oct. 2016 Revision 2.1............................................... Aug. 2022
Revision 1.3................................................. May 2017 Revision 2.2............................................ Sept. 2023
CHAPTER 1
INITIAL TRAINING
CURRICULUM
CONTENTS
Page
TECHNICAL/CRM OBJECTIVES
Each day, the instructor will cover topics from the materials listed below. Reading assignments will
be given for the following day. Pilots will discuss and practice Crew Resource Management (CRM)
elements during the integration process including, but not limited to situational awareness and the
error chain, crew concept, workload assessment, and time management.
COMPLETION STANDARDS
The pilot must demonstrate required knowledge of aircraft systems, limitations, performance, and
flight planning by successfully completing a written examination with a minimum of 80% (FAA and
Foreign Non-EASA), corrected to 100%. EASA examinations are graded for each section with a
minimum of 75%, corrected to 100%.
PREREQUISITES
Review and understand aircraft normal procedures checklists, memory items, and limitations prior
to simulator training.
TECHNICAL/CRM OBJECTIVES
Pilots will discuss and demonstrate elements of crew resource management (CRM) during the flight
training process including, but not limited to situational awareness and the error chain, crew con-
cept, workload assessment, and time management.
COMPLETION STANDARDS
The pilot must demonstrate normal, abnormal, and emergency procedures and checklists in a
timely and sequentially correct manner, and perform all the maneuvers and procedures in accor-
dance with the applicable Standards document.
INITIAL DAY 1
Ground School 8.00 Hours
INITIAL DAY 2
Ground School 8.00 Hours
• ELECTRICAL • FUEL
• MASTER WARNING • APU
INITIAL DAY 3
Ground School 8.00 Hours
INITIAL DAY 4
Ground School 8.00 Hours
INITIAL DAY 5
Ground School 8.00 Hours
INITIAL DAY 6
Ground School 8.00 Hours
INITIAL DAY 7
Ground School 4.00 Hours
INITIAL DAY 8
Simulator 1 Briefing: 1.0 Hours | Simulator: 4.0 Hours | Debriefing 0.5 Hours
INITIAL DAY 9
Simulator 2 Briefing: 1.0 Hours | Simulator: 4.0 Hours | Debriefing 0.5 Hours
POST-FLIGHT PROCEDURES
• N/A
INITIAL DAY 10
Simulator 3 Briefing: 1.0 Hours | Simulator: 4.0 Hours | Debriefing 0.5 Hours
INITIAL DAY 11
Simulator 4 Briefing: 1.0 Hours | Simulator: 4.0 Hours | Debriefing 0.5 Hours
INITIAL DAY 12
Simulator 5 Briefing: 1.0 Hours | Simulator: 4.0 Hours | Debriefing 0.5 Hours
POST-FLIGHT PROCEDURES
INSTRUMENT PROCEDURES
• N/A
• PRECISION APPROACH
• PRECISION APPROACH, ONE ENGINE INOPERATIVE –
MANUALLY FLOWN
• MISSED APPROACH FROM PRECISION APPROACH
• MISSED APPROACH WITH ONE ENGINE INOPERATIVE
• MISSED APPROACH
• VISUAL APPROACH
INITIAL DAY 13
Simulator 6 (LOS) Briefing: 1.0 Hours | Simulator: 4.0 Hours | Debriefing 0.5 Hours
NOTE
The Normal and Abnormal Procedures tasks will consists of a simple problem that has no
further impact on the flight once diagnosed and corrected and a complex problem that
is not correctable and continues for the duration of the flight.
CHAPTER 2
RECURRENT TRAINING
CURRICULUM
CONTENTS
Page
TECHNICAL/CRM OBJECTIVES
Each day, the instructor will cover topics from the materials listed below. Reading assignments will
be given for the following day. Pilots will discuss and practice Crew Resource Management (CRM)
elements during the integration process including, but not limited to situational awareness and the
error chain, crew concept, workload assessment, and time management.
COMPLETION STANDARDS
The pilot must demonstrate adequate knowledge of the aircraft systems, limitations, performance,
and flight planning by successfully completing a written examination with a minimum of 80%.
PREREQUISITES
Review and understand aircraft normal procedures checklists, memory items, and limitations prior
to simulator training.
TECHNICAL/CRM OBJECTIVES
Pilots will discuss and demonstrate elements of crew resource management (CRM) during the flight
training process including, but not limited to situational awareness and the error chain, crew con-
cept, workload assessment, and time management.
COMPLETION STANDARDS
The pilot must demonstrate normal, abnormal, and emergency procedures and checklists in a
timely and sequentially correct manner, and perform all the maneuvers and procedures in accor-
dance with the applicable Standards document.
RECURRENT DAY 1
Ground School 4.0 Hours
Simulator 1 Briefing: 1.0 Hour | Simulator: 4.0 Hours | Debriefing 0.5 Hour
RECURRENT DAY 2
Ground School 4.0 Hours
Simulator 2 Briefing: 1.0 Hour | Simulator: 4.0 Hours | Debriefing 0.5 Hour
RECURRENT DAY 3
Ground School 4.0 Hours
Simulator 3 Briefing: 1.0 Hour | Simulator: 4.0 Hours | Debriefing 0.5 Hour
NOTE
The Normal and Abnormal Procedures tasks will consist of a simple problem that has no
further impact on the flight once diagnosed and corrected and a complex problem that
is not correctable and continues for the duration of the flight.
CHAPTER 3
REQUIRED KNOWLEDGE
AREAS
CONTENTS
Page
4. The ventral tank transfer valve opens when 6. A mechanical governor in the hydro-me-
the AUX FUEL TRANSFER lever is placed to chanical fuel control provides primary over-
TRANSFER. speed protection at 105% N2.
7. N1 rpm is the primary thrust indicator for 6. A test of the fire detection system produces
setting takeoff thrust on the TFE-731-50R- six or seven lights and a bell.
1H engine.
8. The two APR control switches are APR PNEUMATICS
OVRD and APR ARM.
1. When a main air valve switch is moved from
9. If the red ENG 1 CMPTER annunciator illumi-
the CLOSE position to the LP ON position,
nates, turn the ENG CMPTR switch to OFF.
that main air valve opens, but it will not al-
10. The surge bleed valve will default to the 1/3 low HP air augmentation.
OPEN position if the engine computer has
2. Irrespective of main air valve position, No.
failed or is off.
1 or 2 engine bleed air will always be avail-
able for rudder bias operation.
AUXILIARY POWER UNIT (APU) 3. Placing the MAIN AIR VLV switch to OPEN
1. The APU fire extinguisher will automatically allows HP air to supplement LP air at the
discharge in the event of an APU fire. mixing valve.
2. For the APU, maximum continuous genera- 4. The respective HP AIR 1 or 2 OVHT annun-
tor load is 0.80. ciator may illuminate if the pneumatic mix-
ing valve that mixes engine HP air with LP
3. The red STOP button on the APU control air fails open.
panel accomplishes normal APU shutdown.
4. Do not engage the APU starter for more
than 30 seconds.
ICE AND RAIN PROTECTION
5. Fuel for the APU is provided by the left 1. With the left pitot heat inoperative, ADC 1
main tank. may fail to operate satisfactorily.
6. 30,000 feet pressure altitude is the maxi- 2. The use of engine anti-ice is limited to 10
mum operating altitude for the APU. seconds above 10°C.
7. 20,000 feet pressure altitude is the maxi- 3. The TKS airframe anti-icing system should
mum starting altitude for the APU. be turned on for priming, prior to entering,
and while in icing conditions.
8. A fire extinguisher switch on the APU con-
trol panel can be utilized to discharge a 4. Priming and protection for a period of ap-
separate fire extinguisher into the APU proximately 108 minutes can be expected
shroud. when the TKS reservoir is completely full.
5. With the right pitot heat inoperative, ADC 2
FIRE PROTECTION/FIRE WARNING and the standby airspeed indicator may fail
to operate satisfactorily.
1. The PE bus provides electrical power for 6. Stall vane heating is controlled by the PI-
fire extinguisher SHOT 1. TOT/VANE HEAT switch.
2. The PS2 bus provides electrical power for
fire extinguisher SHOT 2. AIR CONDITIONING
3. In the event of an engine fire, discharge
SHOT 1, and then SHOT 2 if necessary. 1. The cabin temperature control valve con-
trols the cabin delivery air temperature.
4. Without a fire extinguisher, the rear equip-
ment bay has only overheat detection. 2. The crew can adjust the cabin temperature
system by using AUTO or MANUAL modes.
5. The three smoke detectors are located in
the forward baggage compartment, the 3. The PE bus powers the Cabin Temp Manual
rear baggage compartment, and the lava- mode.
tory vanity.
4. Prior to takeoff and landing, the main air gear and flap operation is provided for by
valves and flight deck valve must be posi- the auxiliary hydraulic system.
tioned to CLOSE. 6. Backup pressure is provided for emergen-
5. When too much bleed air is present, a 40 cy operation of wheel brakes by the emer-
psi pressure switch closes the No. 2 main air gency accumulator.
valve to protect the ACM from overspeed. 7. The airspace above the hydraulic fluid in
6. When a duct temperature of approximately the main reservoir is pressurized primarily
115°C is sensed by the duct temperature to minimize pump cavitation.
limiter, the limiter automatically gives partial 8. If both hydraulic pumps fail while airborne,
reduction in temperature and illuminates the pressure remaining in the main accu-
the DUCT OVHT annunciator. mulator will provide pressure for normal
wheel brakes with anti-skid and stick push-
PRESSURIZATION er operation.
9. Without hydraulic pressure in the system,
1. During normal operation, suction to operate
the emergency brake accumulator is initial-
the auto controller is provided by a cabin air
ly charged with nitrogen to approximately
venturi, which is on the forward right hand
1,000 psi.
side of the fuselage behind the baggage
compartment. 10. Without hydraulic pressure in the system,
the thrust reverser accumulator is initially
2. 8.55 psi is maximum cabin differential
charged with nitrogen to approximately
pressure.
1,500 psi.
3. Air for emergency pressurization in flight
can be provided by positioning the F/DK
VLV to OPEN. LANDING GEAR AND BRAKES
4. Suction to open both outflow valves is pro- 1. The landing gear lever is in the UP posi-
vided by the fan-operated venturi, which is tion with the landing gear down and locked
powered from XS2. when there is a landing gear indication
of three green lights along with three red
lights.
HYDRAULICS
2. When braking from the normal system, anti-
1. Both HYD LO PRESS annunciators will illu- skid protection is available.
minate and the indicated pressure will be
3. A solenoid-operated locking mechanism
2,300 psi if both hydraulic engine-driven
preventing landing gear lever movement
pumps fail and all accumulators are work-
prevents inadvertent landing gear retrac-
ing normally.
tion on the ground.
2. The remaining engine-driven hydraulic
4. When the gear is extended or retracted nor-
pump is capable of actuating all subsys-
mally, the main landing gear inboard doors
tems if one engine-driven hydraulic pump
are closed.
fails.
5. A solenoid-operated pawl (device) engages
3. The hydraulic pressure gauge will indi-
to lock the LANDING GEAR selector lever in
cate 3,000 psi and the applicable HYD LO
the down position when the airplane is on
PRESS annunciator will illuminate if one hy-
the ground.
draulic engine-driven pump fails.
6. No green and no red position indicators are
4. 3,000 psi is normal operating pressure for
illuminated when the landing gear is up and
the hydraulic system.
locked and the main gear doors are closed.
5. An alternative source of hydraulic pressure
for emergency extension of the landing
6. 20 amps is the maximum battery charge on 5. Activation of the stick pusher and/or stick
the main airplane batteries immediately be- shaker must be accepted as an indication
fore takeoff. of a stall, and normal stall recovery action
7. Between the two wings, the maximum al- should be taken.
lowed difference in fuel quantity must not 6. For ENGINE FIRE IN FLIGHT, the first imme-
exceed 500 lb. diate action item is:
8. For takeoff and landing, the maximum per- • Thrust Lever (affected engine)......... Close
mitted field pressure altitude is 13,000 feet 7. For Engine Fire, Failure, or Inadvertent
9. At and below 30,000 feet, maximum oil Thrust Reverser Deployment During Take-
temperature is 127°C. off (After V1—Takeoff Continued), the first
10. For takeoff or landing, the minimum field immediate action item is:
pressure altitude is –2,000 feet. • LANDING GEAR
(when positive climb established)......... UP
MINIMUM EQUIPMENT LIST (MEL) 8. For a Rear Equipment Bay Overheat (illu-
mination of REAR BAY OVHT annunciator),
• Be able to read, interpret, and apply the the immediate action items are:
Minimum Equipment List (MEL).
• MAIN AIR VLVs 1 & 2......................... CLOSE
• Be able to find Number Installed, Number
• F/DK VLV....................................... OPEN fully
Required for Dispatch, and Remarks and
Exceptions sections of the MEL. 9. For Depressurization (horn sounds and
Cabin Altitude annunciator illuminates), the
• Determine the number of fuel pumps re-
immediate action items are:
quired for dispatch and requirements to op-
erate in the given condition. • Crew oxygen............................... Don masks
• Mic selector..................................... OXY-MIC
EMERGENCY PROCEDURES 10. For Engine Fire, Failure, or Inadvertent
Thrust Reverser Deployment During Take-
1. The APU and both engine generators are off (Below V1—Takeoff Aborted), the imme-
shut down; according to certification re- diate action items are:
quirements and assuming appropriate load
shedding, batteries 1 and 2 can be expect- • Thrust Levers........................................ Close
ed to last for 30 minutes. • Brakes..................................................... Apply
2. In the event of an APU fire, cockpit indica- • AIR BRAKES........................................ Deploy
tions are APU FIRE warning on APU panel, • Thrust Reversers................................ Deploy
MWS APU FIRE annunciator lit, and fire bell
ringing. 11. For HIGH PRESSURE AIR OVERHEAT (il-
lumination of HP AIR 1 OVHT or HP AIR 2
3. In the event of an engine fire, cockpit indi- OVHT annunciator), the immediate action
cations are fire bell ringing, fire warning an- items are:
nunciators lit, two flashing MWS lights, fire
annunciator on left pilot MFD, possibly a fire • MAIN AIR VLV (affected engine).... CLOSE
annunciator on the right pilot upper PFD, • F/DK VLV.............................................. CLOSE
and a light at the affected HP cock.
12. For Inadvertent Thrust Reverser Deploy-
4. If NO structural damage is suspected, the ment in Flight, the immediate action item is:
immediate action items for EMERGENCY
• HP COCK (affected engine).............. Close
DESCENT are the following:
13. If the oil low pressure annunciator illumi-
• THRUST Levers.................................... Close
nates, the first immediate action item is:
• Speed.............................................. MMO/VMO
• OIL PRESSURE....... Check gauge reading
• AIR BRAKE............................................. OPEN
14. For Engine Fire On the Ground (affected 9. When modifications to the flight plan are
engine), the immediate action items are: made they will be displayed, but not ac-
• START PWR switch (starting only.... PUSH cepted until the EXEC key is pressed.
FOR ABORT 10. To remove or replace the N2, fuel flow, oil
• HP COCK............................................... Close pressure, and oil temperature indications,
press the ENGINE button on the display
• LP COCK................................................ Close control panel.
• ENG EXT............................................. SHOT 1 11. While BARO MIN or RA MIN are set in the
15. For a red windshear warning, the last mem- REFS menu, they do not normally display on
ory item is to select APR OVRD. the PFD unless the aircraft is within 2,500
feet of the selected BARO value or below
16. If both hydraulic pumps fail while in cruise,
2,500 feet AGL.
on landing, the thrust reversers should
be available for one deploy and one stow 12. A green ALTS will be displayed on the PFD
operation. when the autopilot is holding a preselected
altitude.
SPECIAL REQUIREMENTS FOR 13. When climbing through 18,500 feet, the
half-bank mode is automatically selected; it
GLASS COCKPIT AIRCRAFT—EFIS is automatically deselected when descend-
1. If the aircraft is positioned outside of the ing through 18,500 feet.
inbound course, below glide slope, and an 14. Press the DIR key to initiate a direct-to
ILS approach is to be conducted, a white function.
APPR LOC1 (or LOC2) annunciation will ap- 15. When it is initially displayed on the PFD, ei-
pear on the PFD when the APPR button is ther by being selected or by automatic cap-
selected to arm the approach. ture, a new flight guidance mode will flash
2. When BARO MIN is reached during an ap- in green for five seconds before becoming
proach, a yellow MIN annunciation to the steady.
right of the pitch scale flashes for five sec- 16. Pressing the NAV button on the autopilot
onds, then remains steady, and an aural panel will automatically cause the autopilot
"minimums" call sounds. to follow lateral steering commands issued
3. The ESIS should be powered from the by the FMS when the FMS is selected as
Standby Battery No. 6 following an in-flight the navigation source on the navigation dis-
loss of all generators and subsequent loss play and the autopilot is engaged.
of the PE bus.
4. The captain's and the first officer's MFD FLIGHT MANAGEMENT SYSTEMS—
and PFD remain operational during a left
engine-driven generator failure. FMS OR OPTIONAL EQUIPMENT
5. If the MFD fails, press the PFD REV switch 1. A pilot-defined waypoint (airport, runway,
to power down the failed MFD. A composite waypoint, etc.) may not be identified with a
PFD/MFD format will show on the PFD. name that already exists in the database.
6. If the PFD fails, press the MFD REV switch 2. To get to the holding page, the CDU (FMS)
to power down the failed PFD. A composite keystrokes required are IDX, then HOLD.
PFD/MFD format will show on the MFD. 3. At startup, the position of the aircraft where
7. Push the CPL switch to change the flight the system was last switched off is the ref-
guidance control between the two pilots. erence waypoint presented on the position
initialization page.
8. Engine data can be displayed on the right
pilot PFD if the left pilot MFD fails. 4. In the PERF INIT pages, fields that require
a value can be identified by small squares.
1. Runway length available for takeoff is re- º Single engine performance charts
duced by 100 feet if a rolling takeoff is used. º WAT limit charts
2. Add 10 knots to normal approach and land-
ing speeds if icing conditions exist or ice WEIGHT AND BALANCE
has formed on the unprotected parts of the
airframe prior to approach. • Know weight and balance limitations.
• For a given set of conditions from the Per- • Be able to utilize the Fuel Weight versus
formance Tab Data in the checklist, find: Moment charts.
º Maximum takeoff weight, V1, VR, V2, and • Be able to calculate a Zero Fuel Weight and
TOFL (TakeOff Field Length) Takeoff Weight, arm/c.g., moment, % SMC.
º VREF speed • Find forward and aft CG limits from chart.
º Maximum cruise weight for altitude,
maximum takeoff weight to reach a
cruise altitude
SERVICING ON GROUND
1. 50 psi is maximum refueling pressure.
2. If the temperature is greater than 40°C, re-
fueling with the APU running is prohibited.
3. Service the auxiliary hydraulic reservoir to
6 pints.
4. To use a ground power unit for electrical
power, it must be 28 volts DC, capable of
1,500 amps, and with a 1,100 amp limiter.
CHAPTER 4
ENGINE FIRE, FAILURE OR INADVERTENT THRUST OIL LOW PRESSURE REAR EQUIPMENT BAY OVERHEAT BRAKE FAILURE
REVERSER DEPLOYMENT DURING TAKEOFF Total or partial (asymmetric) failure of normal braking.
OR
Below V1—Takeoff Aborted
1. Brake Pedals ............................................. RELEASE
1. Thrust Levers..................................................CLOSE 1. OIL PRESSURE .............CHECK GAUGE READING 1. MAIN AIR VLVs 1 & 2.....................................CLOSE 2. WHEEL BRAKE Lever.................................EMERGY
2. Brakes ............................................................ APPLY If below 49 PSI: 2. F/DK VLV............................................. OPEN FULLY 3. Brake Pedals ...............APPLY GENTLY—USE ONE
3. Air Brakes .................................................... DEPLOY 2. HP COCK (Affected Engine) ..........................CLOSE CONTINUOUS APPLICATION IF POSSIBLE
4. Thrust Reversers ......................................... DEPLOY
HIGH PRESSURE AIR OVERHEAT
ENGINE FIRE ON GROUND 1. HP COCK (Affected Engine) ..........................CLOSE 1. Crew Oxygen ............. DON MASKS—100% EMERG
Fire Bell Sounds and
2. Mic Selector ................................................ OXY–MIC EMERGENCY EVACUATION
3. Cabin Notices ........................................................ON
OR OR 1. Airplane ............................................................ STOP
Fire Bell Sounds and DEPRESSURIZATION 2. WHEEL BRAKE Lever...................................... PARK
Horn Sounds and 3. HP COCKS .....................................................CLOSE
1. START PWR Switch (Starting Only)......... PUSH FOR 4. LP COCKS .....................................................CLOSE
SMOKE FROM AIR CONDITIONING DUCTS
ABORT 5. EMERG LIGHTS (If Required) ........................... MAN
2. HP COCK (Affected Engine) ..........................CLOSE 1. Crew Oxygen ............. DON MASKS—100% EMERG 6. PA ......................................... ORDER EVACUATION
1. Crew Oxygen ........................................ DON MASKS 2. Mic Selector .................................................OXY-MIC 7. DUMP VALVE .................................................. OPEN
3. LP COCK (Affected Engine) ...........................CLOSE
2. Mic Selector ................................................ OXY–MIC 3. Cabin Notices ........................................................ON 8. BATT ................................................................... OFF
4. ENG EXT (Affected Engine) .......................... SHOT 1
H AW K E R 9 0 0 X P M E M O RY I T E M S A N D L I M I TAT I O N S — F O R T R A I N I N G P U R P O S E S O N LY
Copyright © 2020 FlightSafety International, Inc. Unauthorized reproduction or distribution is prohibited. All rights reserved.
ENGINE LIMITATIONS OPERATIONAL LIMITATIONS GARRETT GTCP36-150W
LIMITATIONS AUXILIARY POWER LIMITATIONS (CONT.)
Takeoff—N1 ......................................................100% rpm Maximum temperature for all flight regimes:
Takeoff—N2 ......................................................100% rpm ISA +35°C to 25,000 ft Starting Cycle Limits
WEIGHT LIMITATIONS
ISA +30°C 25,000 ft to 35,000 ft
Takeoff—ITT (APR operating) ..................1022°C (5 min) Maximum transient EGT
Maximum Ramp Weight .....................................28,120 lb ISA +25°C 35,000 ft to 41,000 ft (15 seconds maximum duration) .......... 1400°F to 1500°F
Maximum Takeoff Weight ...................................28,000 lb Takeoff—ITT (APR not operating) ..............999°C (5 min) Minimum temperature—takeoff and landing............ -40°C
Hung start duration
Maximum Landing Weight ................................. 23,350 lb Takeoff (APR operating)—N1 ...........................100% rpm Minimum temperature—enroute .............................. -75°C (above 50% and below 95% RPM)..................10-second
Minimum Operating Weight ............................... 16,100 lb Maximum runway slope for takeoff .... 2% uphill/downhill maximum
Takeoff (APR operating)—N2 ...........................101% rpm
Maximum Zero Fuel Weight ...............................18,450 lb
Maximum continuous N1 ..................................100% rpm Air brake usage .............................Restricted to flaps 0° Shut down the APU if the READY TO LOAD light
Minimum Zero Fuel Weight ................................14,120 lb does not illuminate within 60 seconds of start
Cabin high datum selection ............... Limited to airfields
Maximum Wing Fuel Out of Balance .......................500 lb Maximum continuous N2 ..................................100% rpm greater than 9,000 ft Starter continuous cranking limits:
Wing Fuel Contents Maximum continuous ITT ........................................991°C Inter-compartment door position......Open during takeoff 1st start attempt ...........30 seconds ON/3 minutes OFF
for Ventral Fuel Transfer.............................. 3,300 lb/side
Maximum cruise ITT ................................................974°C and landing
2nd start attempt..........30 seconds ON/3 minutes OFF
AIRSPEED LIMITATIONS Lift dump use .............. Only when aircraft is on ground
(This is not a limitation, but engine life will be extended if 974°C is not
3rd start attempt ........30 seconds ON/30 minutes OFF
exceeded during cruise operation.) Maximum load factor flaps extended ......................... 2.0g
VMO—Flaps 0° (ventral fuel tank empty) ........... 335 KIAS
(Sea level—12,000 ft) Maximum overspeed N1 ....................100.5% N1 (10 sec) Maximum load factor flaps retracted ....................... 2.73g
Maximum Generator Electrical Loads
VMO—Flaps 0° (ventral fuel tank not empty) ..... 280 KIAS Maximum overspeed N2 ....................102.5% N2 (10 sec) Minimum flight crew requirement.......................... 2 pilots
MMO ................................................................... Mach .80 Rejected takeoff = or < 90 KIAS— The Maximum Transient Generator Load May Exceed
Starting ITT (unrestricted)........................................994°C Maximum Continuous Load:
MMO (Mach trim system single rejection waiting period ............................... 25 min
fail/inoperative and autopilot disengaged) ......... Mach .73 Maximum oil temperature—sea level to 30,500’ .....127°C Rejected takeoff = or < 90 KIAS— Maximum Continuous Operation ................................0.80
VA .................................................................... 196 KIAS two or more rejections waiting period .................... 45 min Transient Operation ..............................1.2 < 10 Seconds
Maximum oil temperature—above 30,500’ ..............140°C
VFE/VFO—Flaps 15° .......................................... 220 KIAS Rejected takeoff
VFE/VFO—Flaps 25° .......................................... 175 KIAS Maximum transient oil temperature ............149°C (2 min)
> 90 KIAS requirement .........................Brake inspection Combined Bleed-Air Operations
VFE/VFO—Flaps 45° .......................................... 165 KIAS Minimum oil temperature (starting) .......................... -40°C Maximum pressure differential ............................ 8.55 psi
Air Brakes (Flaps 0° only) .................................... No limit Simultaneous operation of APU bleed air and main engine
Minimum oil temperature (takeoff) .............................30°C Maximum Crosswind (Takeoff at 33 feet) .......... 30 Knots
VLO/VLE ............................................................. 220 KIAS bleed air is not permitted. Both systems may be operated
Bird strike—Normal conditions ........ 280 KIAS to 8,000 ft Oil pressure limit Maximum Crosswind (Landing at 33 feet) ......... 30 Knots briefly (1-minute maximum) during changeover from one
Bird strike—Cold ground soak, (takeoff, maximum continuous, and climb) ...... 65 - 80 psi FUEL LIMITATIONS system to the other.
heat is on for required time limit ...... 280 KIAS to 8,000 ft Oil pressure limit (minimum idle) ............................ 49 psi
Bird strike—Heat is off < -10°C ....... 257 KIAS to 8,000 ft Wing fuel quantity ................................ 1,268 gal/8,500 lb
Oil pressure limit (transient maximum) ................. 100 psi Operation in Known Icing Conditions
Maximum tailwind (takeoff and landing) ............. 10 knots Ventral fuel quantity ................................ 233 gal/1,500 lb
Oil consumption rate...............0.01 gal per hour/15 hour Total fuel quantity .............................. 1,501 gal/10,000 lb Operation in Known Icing Conditions:
ICE PROTECTION LIMITATIONS Minimum wing fuel required Flight operations of the APU are not approved when the
Digital Electronic Engine
Computer (DEEC) ............................. Required for flight with fuel in the ventral tank ..........................3,450 lb/Side airplane is in icing conditions.
Airframe icing requirements........ Must be clear of snow,
ice, frost, and slush before takeoff Ventral tank fuel restriction Ground Deicing Procedures:
Engine synchronizer switch. ....................OFF for takeoff before flight ..............................Completely full or empty
Approved deice fluids ................................. TKS80, R328, The APU must be shut down during ground deicing
or fluid to specification DTD 406B Automatic performance Wing fuel contents operations of the airplane.
reserve (APR) ....................... Must be armed for takeoff, for ventral tank fuel transfer .........................3,300 lb/Side
Icing detection light requirements ....... Must be operative
prior to flight into approach, and landing Maximum wing fuel imbalance
(except for crew training only) APU Operation During Airplane Refueling
icing conditions at night (flight, takeoff, and landing) .................................... 500 lb
Maximum fuel temperature ........................................57°C Airplane refueling with the APU running is limited to single
ALTITUDE LIMITATIONS ELECTRICAL LIMITATIONS
point refuel only. Gravity wing refueling is prohibited with
Maximum battery amps GARRETT GTCP36-150W the APU running.
Maximum operating altitude ............................... 41,000 ft
before takeoff (B1 and B2) ................................. 20 amps AUXILIARY POWER LIMITATIONS
Maximum altitude flaps lowered Starting of the APU while refueling is in progress is prohibited.
or gear extended ................................................ 20,000 ft Maximum continuous generator load ............... 300 amps Operating Limits Airplane refueling with the APU running is prohibited if the
Minimum field pressure altitude Maximum transient generator load ...... 400 amps (2 min) ambient temperature is above 40°C or when the airplane
for takeoff or landing ............................................ -2,000 ft Normal operation ..................................................... 100%
contains JP4 or is being refueled with JP4.
Maximum field pressure altitude Starter limits: Maximum operating EGT....................................... 1350°F
for takeoff or landing ........................................... 13,000 ft 1st Start Attempt 1 ......... 30 Seconds ON/ 1 Minute OFF Airplane boost pumps must be OFF prior to commencing
Maximum operating altitude ............................ 0-30,000 ft
Maximum altitude—Flaps 15° 2nd Start Attempt 2........ 30 Seconds ON/ 1 Minute OFF refueling operations.
pressure altitude
(descent and holding) ......................................... 15,000 ft 3rd Start Attempt 3 .... 30 Seconds ON/ 30 Minutes OFF
Maximum starting altitude.. 0-20,000 ft pressure altitude
H AW K E R 9 0 0 X P M E M O RY I T E M S A N D L I M I TAT I O N S — F O R T R A I N I N G P U R P O S E S O N LY
HAWKER 900XP
PILOT CLIENT GUIDE
CHAPTER 5
MANEUVERS AND
PROCEDURES
CHAPTER 6
CREW RESOURCE
MANAGEMENT
CONTENTS
Page
ILLUSTRATIONS
Figure Title Page
WHAT IS CREW
RESOURCE
MANAGEMENT?
The Federal Aviation Administration describes Reading accident reports, it often seems that
Crew Resource Management (CRM) as “the ef- the flight crew’s problems are easily solved.
fective use of all resources to achieve safe and That preventing an accident seems so simple
efficient flight operations.” Introduced in the in hindsight, but so challenging in practice,
late 1970s in response to several high-profile highlights that the critical difference between
accidents caused by human error, CRM is a set reading about an accident and being in one
of skills designed to avoid, detect, and/or miti- is a matter of the quality of information. When
gate human error and thus enhance safety. reading about the accident, you have access
to much better information than the accident
Originally known as cockpit resource manage- crew—not the least of which is that the current
ment, the name was soon changed in recogni- course of action is going to lead to an accident!
tion of the role that additional crewmembers, If you have the right information, knowing what
maintenance technicians, flight attendants, air to do is a lot easier.
traffic controllers, dispatchers, schedulers, and
line service personnel play in achieving safety Seen from this perspective, we can see that
of flight. CRM is a method of information management.
Used properly, each CRM skill produces the in-
CRM was not designed to reduce the author- formation that the flight crew needs for effec-
ity of the pilot in command; rather, it was de- tive decision making.
veloped as a means to assist with situational
awareness and decision making to increase Most experts agree that a highly coordinated
safety margins and achieve accident- and inci- crew using a standardized set of procedures is
dent-free flight operations. more likely to identify and avoid errors.
Effective communication and the use of brief- a volume of time and space, the comprehen-
ing and debriefing are tools that can be used sion of their meaning, and the projection of
to build the “team concept” and maintain situ- their status in the near future.” This definition
ational awareness. Utilizing a standard set of makes it possible to determine just where SA
callouts provides a means to incorporate CRM. goes wrong.
Standardization keeps all crewmembers “in the
loop” and provides an opportunity to detect an A study of errors in SA found that 77% of the
error early on, before it has an opportunity to time, a failure of situational awareness is due
build into an accident chain. to a problem with perceiving the environment.
Approximately 20% of the time the error lies
Proficiency in CRM requires all crewmembers to within the comprehension stage, and only 3%
have a working knowledge of how to maintain of the time will the error be found in the projec-
situational awareness, techniques for decision tion stage. These findings tell us that if we are
making, desirable leadership and followership to maintain good SA, we must take special care
characteristics, cross-checking and monitoring to maintain our ability to perceive the environ-
techniques, means of fatigue and stress man- ment around us. Figure 6-1 lists strategies to
agement, and communication. prevent a loss of SA, markers that may indicate
a loss of SA, and a strategy to recover your SA
CRM training is an important part of your Flight- if it is lost.
Safety training experience. Throughout your
training event, your instructor will provide gen- The problem with losing situational awareness
eral CRM guidance as well as identify CRM is- is that often one is not aware that SA has been
sues, philosophies, and techniques that are lost. The markers, or “red flags,” listed in Figure
specific to the aircraft you fly. To assist with 6-1 are clues that you may be losing SA. If you
this, the FlightSafety CRM model has been in- notice one or more of the markers are present,
corporated into this training guide. The model you should take steps to ensure that your SA
can be used as a guide or a refresher on how is as good as you think it is. The U.S. National
to incorporate CRM principles into your day-to- Transportation Safety Board (NTSB) has found
day line operations. This model is not intended that accidents are accompanied by a minimum
to replace a formalized course of CRM instruc- of four loss of SA markers, often without the
tion, and attendance at a CRM-specific course crew being aware that SA was lost. Training
is highly recommended. yourself to notice these markers is time well
spent.
Communication barriers can be internal or ex- The goal of inquiry is to increase individual situ-
ternal. Internal barriers can change our percep- ational awareness, the goal of advocacy is to
tion of the value of communicating and also how increase collective situational awareness, and
we communicate. For example, if one member the goal of assertion is to reach a c onclusion.
of the crew believes that what they have to say
doesn’t matter, then they will be reluctant to
communicate with other crew members.
DECISION-MAKING
External communication barriers, such as over-
crowded radio frequencies, can interfere with PROCESS
the sender’s ability to transmit a message, or
with the receiver’s ability to transmit feedback. People make decisions using optimum or nat-
Differences in language or dialect can also be- uralistic decision-making strategies. Neither
come external barriers to communication. strategy is inherently better than the other—
each style has its own strengths and weak-
CRM provides three techniques for overcoming nesses that a person needs to understand to
communication barriers: employ them successfully.
• Inquiry—A technique for increasing your Optimum decision making is most useful when a
own situational awareness person does not have the information or exper-
tise necessary to make a decision. The strength
• Advocacy—A technique for increasing
of this strategy is its ability to gather and orga-
someone else’s awareness
nize information and to carefully consider many
• Assertion—A technique for getting your possible outcomes. This makes it particularly
point across good for new or unusual situations, or for when
it is very important that the best possible, or
When conflict on the flight deck interferes with optimum, decision be made. Its main drawback
communication, it usually originates from one is that its deliberate and controlled process re-
pilot’s tendency to make “solo” decisions. Avoid quires time and structure (Figure 6-3).
this kind of conflict by focusing your questions
and comments on WHAT is right, rather than on In contrast, the strength of naturalistic decision
WHO is right. making is that it requires very little time and
structure. The naturalistic decision flows intui-
COMMUNICATION TECHNIQUES: tively from on the decision maker’s experience
and understanding of the situation. The goal
INQUIRY, ADVOCACY, AND isn’t the best possible decision, but a decision
ASSERTION that is good enough, one that works, satisfying
the decision maker’s needs. It relies heavily on
Inquiry, advocacy, and assertion can be effec- the situational awareness and experience of
tively used in the aviation environment to help the decision maker. If either is lacking, natural-
solve communication problems. istic decision making can lead to bad decisions.
Despite this, the majority of decisions are made
Each item is a step in the process. The steps using the naturalistic strategy.
provide a metaphor that emphasizes the prin-
ciple of escalation. In other words, a person The key to success with either decision-making
must first practice inquiry, then advocacy, then strategy is to make sure you have what the
assertion. strategy requires to work. If you suspect that
your SA may be lacking, then use optimum de-
A person practicing assertiveness is not trying cision making. If you understand the situation,
to be insubordinate or disrespectful; rather, as- and time is of the essence, than naturalistic de-
sertion is an expression of the fact that a level cision making will give you better results.
of discomfort exists with a particular situation.
Assertion is an attempt to seek resolution. The cartoon in Figure 6-4 illustrates these two
styles. Both cavemen are responding to the
same problem—a sabre-toothed tiger—but One should not draw from the cartoon the con-
have taken different approaches to making clusion that optimum decision making is bad—it
their decisions. is simply that he lacked the time necessary for
the process. If adequate time were available,
One caveman, no doubt having some experi- then he may have arrived at a very good deci-
ence with tigers, knows that running is a good sion indeed! On the other hand, if we imagine
plan (particularly if he can out-run the other that this one tiger was tame, but our tall cave-
guy!). He has used naturalistic decision making, man didn’t know it, then his decision to run,
recognizing the problem and implementing a based on faulty situational awareness, has led
solution that should work. to an incorrect decision to run. The key in all of
this is to know when to use each decision-mak-
Our other caveman, perhaps wanting to make
ing strategy and to make sure you have what
the best possible decision (after all, it is very im-
you need to be successful at it.
portant to get this decision right), is thinking all
of his options through. Unfortunately, he may
not have the time to complete the optimum
decision-making process before the tiger has
his dinner.
1SJWBUF$POGJEFOUJBM5PCFTISFEEFECZ'MJHIU4BGFUZBGUFSVTF
HUMAN FACTORS: RESOURCE MANAGEMENT ASSESSMENT CARD
NAME: DATE:
Assessment:
Action Goal Desirable Qualities ID/G/EX/NA/DNO
Self Instructor
• Concise, not rushed, and met SOP
The required briefing was interactive
SOP BRIEFING requirements
and operationally thorough
• Bottom lines were established
Operational plans and decisions were • Shared understanding about plans –
PLANS STATED
communicated and acknowledged “Everybody on the same page”
WORKLOAD Roles and responsibilities were defined • Workload assignments were
ASSIGNMENT for normal and non-normal situations communicated and acknowledged
• Threats and their consequences were
CONTINGENCY Crew members developed effective anticipated
MANAGEMENT strategies to manage threats to safety • Used all available resources to manage
threats
Crew members actively monitored and
MONITOR/ • Aircraft position, settings, and crew
cross-checked systems and other crew
CROSS-CHECK actions were verified
members
Operational tasks were prioritized and
WORKLOAD • Avoided task fixation
properly managed to handle primary
MANAGEMENT • Did not allow work overload
flight duties
Crew members remained alert of the
• Crew members maintained situational
VIGILANCE environment and position of the
awareness
aircraft
• Automation setup was briefed to other
Automation was properly managed to
AUTOMATION members
balance situational and/or workload
MANAGEMENT • Demonstrated effective recovery
requirements
techniques from automation anomalies
• Crew decisions and actions were openly
EVALUATION OF Existing plans were reviewed and
analyzed to make sure the existing plan
PLANS modified when necessary
was the best plan
Crew members asked questions to • Crew members not afraid to express a
INQUIRY investigate and/or clarify current plans lack of knowledge – “Nothing taken for
of action granted” attitude
Crew members stated critical
• Crew members spoke up without
ASSERTIVENESS information and/or solutions with
hesitation
appropriate persistence
COMMUNICATION Environment for open communication • Good cross talk – flow of information
ENVIRONMENT was established and maintained was fluid, clear and direct
Captain showed leadership and • In command, decisive, and encouraged
LEADERSHIP coordinated flight deck activities crew participation
ID= Improvement Desired G=Good EX=Exceptional NA=Not Applicable DNO=Did Not Observe
These commodities, technology or software were exported from the United States in accordance with the Export Administration
Regulations. Diversion contrary to U.S. law is prohibited.
Revision 0.4 FlightSafety International Proprietary Information. All Rights Reserved. Page 1
CHAPTER 7
HANDOUTS
CONTENTS
Page
HAWKER 750/800XP/850XP/900XP
PRO LINE 21 AVIONICS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Primary Flight Display (PFD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Speed Tapes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Multifunction Display (MFD) for Non-IFIS Aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Multifunction Display (MFD) for IFIS Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
MFD IFIS Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Display Control Panel (DCP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
DCP—BARO Knob. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
DCP—ENG Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
DCP—REFS Page 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
DCP—REFS Page 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
DCP—REFS Page 3 (IFIS Aircraft) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
DCP—NAV/BRG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
DCP—RADAR Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
DCP—TILT/RANGE and GCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
Flight Guidance Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
Flight Director Mode Annunciations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
Audio Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
Cursor Control Panel (CCP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
Control Display Unit (CDU). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Collins CDU Roadmap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
FMS/Autopilot Quick Reference Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
ROCKWELL COLLINS WAAS FMS (VERSION 4.0) QUICK REFERENCE GUIDE . . . . . . . 7-27
Select SBAS Provider . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27
Load LPV Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28
Failure of SBAS During LPV Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29
HAWKER 750/800XP/850XP/900XP
PRO LINE 21 AVIONICS
DCP—BARO KNOB
DCP—ENG BUTTON
DIRECT - TO
DEP MFD MFD MFD CDU PAGE
CDU PAGE
DIR FPLN LEGS PERF PREV NEXT CONTROL
NEAREST AIRPORTS ARR MENU ADV DATA CONTROL
MCDU
IDX COPY DEP ARR MAP MAP
MAPS
CLR CLEAR SP
MENU
STATUS
ACTIVE MENU
DEL DELETE LINE
ACT FPLN
TUN SEC
SEC FPLN
TOGGLE BRT DISPLAY
POS INIT FPLN
DIM BRIGHTNESS
OTHER MAP TEXT
FOR TRAINING PURPOSES ONLY
SIDE L/R
HAWKER 900XP
PILOT CLIENT GUIDE
LANDING WEIGHT/FUEL
BEFORE TAKEOFF
The PFD displays LPV TERM in white when within 31NM of the desired airport. The PFD displays LPV
APPR in green after passing the final approach course fix (FACF) if the SBAS system is operational.
Baro-VNAV is used up until LPV APPR is annunciated at which time GPS corrected VNAV (LPV
VNAV) will be used for the remainder of the approach. A slight jump in the vertical deviation indica-
tor may be noticeable during this transition.
Baro-VNAV temperature restrictions DO NOT apply to LPV VNAV.
OR
5. Aircraft can be descended using VNAV with manual selections:
a. Press DEP / ARR —> ARR DATA or Press IDX —> page 2 —> ARR DATA
b. Choose BARO (L4) as the APPR VNAV GP.
c. EXECute VNAV change.
d. Verify VNAV indications have returned on the PFD.
e. Use baro-VNAV to descend to appropriate minimums (LNAV / VNAV or LNAV).
The PFD displays TERM in white when within 31NM of the desired airport. The PFD displays GPS
APPR in green when within 2NM of the FAF.
NAVIGATION INTEGRITY
If the navigation integrity falls outside of tolerance for the phase of flight (enroute or terminal), a
message is displayed on the CDU and PFD. This message is a total FMS integrity message and will
appear whether SBAS is being received or not.
1. A LOSS OF INTEGRITY message appears on the CDU.
2. A LOI or LOI TERM appears on the PFD depending on the 31NM distance from the airport.
3. Use another source of navigation.
RAIM PREDICTION
RAIM prediction will only be necessary when outside the coverage of SBAS or during SBAS NO-
TAM’s indicating an outage of signal integrity.
1. Press IDX —> GNSS CONTROL.
2. Choose NPA RAIM (L5).
3. Destination airport will automatically be filled with flight plan destination airport.
4. Enter satellites that have been NOTAM’d out of service in the deselect option in L3.
5. The ETA is automatically filled when inflight or it can be manually entered in R2 (i.e. when still
on the ground).
These are the possible outcomes of approach RAIM prediction:
• AVAILABLE
• UNAVAILABLE
• REQ PENDING
Approaches Approaches
Uses Baro-VNAV only (±250 ft) LPV minimums
WAAS only (Angular)
LNAV/VNAV minimums
Baro-VNAV (±250 ft)
WAAS when FAA certified (Angular)
LNAV minimums
Baro-VNAV only (±250 ft)
RNAV SID/RNAV STAR ±1NM CDI within 30NM of ARPT ±1NM CDI for entire procedure ("TERM")
±5NM CDI outside of 30NM ±1NM CDI when off procedure within 31NM of ARPT
Must do RAIM prediction ±2NM CDI when off procedure outside 31NM of ARPT
Q Routes/T Routes ±1NM CDI within 30NM of ARPT ±1NM CDI within 31NM of ARPT
Approaches Cannot choose multiple label approaches Can choose multiple label approaches
e.g. RNAV (GPS) Y Rwy 10 / RNAV (GPS) Z Rwy 10
GPS APPR mode~2NM from FAF
LPV APPR mode after FACF
Non-GPS approaches can be flown without L/V APPR mode after FACF
messages GPS APPR mode~2NM from FAF
ARRIVAL DATA
LPV APPROACH
ARRIVAL DATA
LNAV / VNAV
OR
LNAV
NON-GPS
NON-LOCALIZER APPROACHES
WEIGHT LIMITATIONS
WEIGHT LB (KG) UNLESS OTHERWISE NOTED
Maximum Ramp Weight ��������������������������������������������������������������������������������������������������������������� 28,120 (12,755)
Maximum Takeoff Weight ����������������������������������������������������������������������������������������������������������� 28,000 (12,701)
Maximum Landing Weight (except in an emergency).......................................................... 23,350 (10,591)
Maximum Zero Fuel Weight �������������������������������������������������������������������������������������������������������� 18,450 (8369)
Minimum Operating Weight ����������������������������������������������������������������������������������������������������������� 16,100 (7303)
Minimum Zero Fuel Weight ����������������������������������������������������������������������������������������������������������� 14,120 (6405)
Maximum Wing Unsymmetrical Fuel Load �������������������������������������������������������������������������������������� 500 (227)
Maximum Cabin Floor Loading:
Center Aisle................................................................................................................. 60 lb/ft2 (293 kg/m2)
Outboard Raised Area ��������������������������������������������������������������������������������������������� 50 lb/ft2 (244 kg/m2)
Maximum Jacking Weight ���������������������������������������������������������������������������������������������������������� 25,255 (11,456)
NOTE
Refer to the Maintenance Manual for jacking requirements.
27,000
ZONE A
26,000 USABLE ONLY WITH
VENTRAL TANK FUEL
25,000
24,000
MAXIMUM LANDING WEIGHT 23,350 lb
23,000
22,000
21,000
20,000
19,000
MAXIMUM ZERO FUEL WEIGHT 18,450 lb
18,000
17,000
*900XP ONLY
MINIMUM OPERATING WEIGHT 16,100 lb
16,000
15,000
14,000
MINIMUM ZERO FUEL WEIGHT 14,120 lb
13,000
-0.3 -0.2 -0.1 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4
HA00D
060992AA.AI
WEIGHT LIMITATIONS
WEIGHT LB (KG) UNLESS OTHERWISE NOTED
Maximum Ramp Weight ��������������������������������������������������������������������������������������������������������������� 27,120 (12,302)
Maximum Takeoff Weight ����������������������������������������������������������������������������������������������������������� 27,000 (12,247)
Maximum Landing Weight (except in an emergency).......................................................... 23,350 (10,591)
Maximum Zero Fuel Weight �������������������������������������������������������������������������������������������������������� 18,450 (8369)
Minimum Operating Weight ����������������������������������������������������������������������������������������������������������� 14,120 (6405)
Minimum Zero Fuel Weight ����������������������������������������������������������������������������������������������������������� 14,120 (6405)
Maximum Wing Unsymmetrical Fuel Load �������������������������������������������������������������������������������������� 500 (227)
Maximum Cabin Floor Loading:
Center Aisle................................................................................................................. 60 lb/ft2 (293 kg/m2)
Outboard Raised Area ��������������������������������������������������������������������������������������������� 50 lb/ft2 (244 kg/m2)
Maximum Jacking Weight ���������������������������������������������������������������������������������������������������������� 25,255 (11,456)
NOTE
Refer to the Maintenance Manual for jacking requirements.
Where X is the airplane CG, 1.308 feet or 0.399 meters is the arm of the SMC leading edge and
7.263 feet or 2.214 meters is the length of the SMC.
As an example, using the CG datum where X = 0, the % SMC is calculated as follows:
Using Feet Using Meters
(0 + 1.308) x 100 = 18% SMC (0 + 0.399) x 100 = 18% SMC
7.263 2.214
26,000
25,000
24,000
Maximum Landing Weight 23,350 lb
23,000
AIRCRAFT WEIGHT - POUNDS
22,000
21,000
20,000
19,000
Maximum Zero Fuel Weight 18,450 lb
18,000
17,000
16,000
15,000
14,000
Minimum Zero Fuel Weight 14,120 lb
13,000
-0.3 -0.2 -0.1 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1
DISTANCE FROM C.G. DATUM - FEET (POSITIVE AFT)
AIRCRAFT DIMENSIONS
REFERENCE
POINT
11.0 FT
21.166 8.235
FEET FEET
NOTE:
* The decanters (full) are included in this weight. This is the maximum galley supplies allowed. The
actual galley supplies’ weights must be used in practice.
NOTE:
The above zero fuel weight loading represents maximum occupancy with baggage.
The baggage allowable is 30 lb per passenger. The 60 lb of additional baggage is crew baggage.
The maximum zero fuel weight for the Hawker 800XP aircraft with modification 253169A is 18,450 lb.
There are various loadings of zero fuel weight and the arm and weight should be checked against the
CG envelope in the Hawker 800XP Weight and Balance Manual for validity.
*The seat 2 R/H passenger location is for takeoff and landing.
NOTE:
The above zero fuel weight is referenced from the above zero fuel weight loading.
The ventral fuel transfer occurs at a total wing tank fuel weight of 6,600 lb. (ref. Aircraft Flight Manual,
Section 2, page 6).
The maximum ramp weight of the Hawker 800XP aircraft is 28,120 lb. The aircraft weight and arm must
be always checked against the CG envelope in the Hawker 800XP Weight and Balance Manual for
validity.
23
(THOUSANDS)
22
21
20
19
18
17
16
15
14
13
–0.3 –0.2 –0.1 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3
DISTANCE FROM CG DATUM-FEET (+ ALT)
LEGEND
MAX OCCUPANCY
NOTE:
The above CG graph is referenced from the Weight and Balance Manual, Section 1.0, page 5.
This is the CG graph for aircraft with modification 253169A incorporated.
NOTE:
The above zero fuel weight loading represents the occupancy with baggage for a maximum fuel load-
ing configuration.
The baggage allowable is 30 lb per passenger. The 60 lb of additional baggage is crew baggage.
The maximum zero fuel weight for the Hawker 800XP aircraft with modification 253169A is 18,450 lb.
There are various loadings of zero fuel weight and the arm and weight should be checked against the
CG envelope in the Hawker 800XP Weight and Balance Manual for validity.
*The seat 2 R/H passenger location is for takeoff and landing.
NOTE:
The above zero fuel weight is referenced from the above zero fuel weight loading.
The ventral fuel transfer occurs at a total wing tank fuel weight of 6,600 lb. (ref. Aircraft Flight Manual,
Section 2, page 6.
The maximum ramp weight of the Hawker 800XP aircraft is 28,120 lb. The aircraft weight and arm must
be always checked against the CG envelope in the Hawker 800XP Weight and Balance Manual for
validity.
23
(THOUSANDS)
22
21
20
19
18
17
16
15
14
13
–0.3 –0.2 –0.1 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3
DISTANCE FROM CG DATUM-FEET (+ ALT)
LEGEND
MAX OCCUPANCY
NOTE:
The above CG graph is referenced from the Weight and Balance Manual, Section 1.0, page 5.
This is the CG graph for aircraft with modification 253169A incorporated.
NOTE:
*The seat 2 R/H passenger location is for takeoff and landing.
23
(THOUSANDS)
22
21
20
19
18
17
16
15
14
13
–0.3 –0.2 –0.1 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3
DISTANCE FROM CG DATUM-FEET (+ ALT)
LEGEND
MAX OCCUPANCY
MOST AFT
NOTE:
The above CG graph is referenced from the Weight and Balance Manual, Section 1.0, page 5.
This is the CG graph for aircraft with modification 253169A incorporated.
CALL
SWITCH
RAZOR
OUTLET
EXTENDED WORK
CREW CABINET
W/ CREW 29" GALLEY 15" TABLE
ID PLAQUE (1 PLACE) 22" TABLE
8000
7000
6000
FUEL WEIGHT LB
5000
4000
2000
1000
0
–2000 –1000 0 1000 2000 3000 4000 5000 6000 7000
USEFUL LOAD DATA (750, 800XP, 850XP, AND 900XP PRO LINE 21)
OCCUPANTS ARM – FT (M)
Crew.................................................................................................................................................. –17.05 (–5.197)
Jump Seat Observer ������������������������������������������������������������������������������������������������������������������ –14.00 (–4.267)
NOTE
See Part 2 for airplane serial number specific payload data.
The weight and moment of full 192 Imperial gallons (230 U.S. gal) ventral tank fuel is 1,536 lb
+12,849 lb ft. This, when required, must be added to the weight and moment of wing fuel carried.
The total amount of unusable fuel for aircraft fitted with a ventral tank is 10.10 Imperial gallons (12.1
U.S. gal).
Weight ������������������������������������������������������������������������������������������������������������������������������������������������������������� 81.0 lb
Lever �������������������������������������������������������������������������������������������������������������������������������������������������������������� –0.75 ft
Moment ��������������������������������������������������������������������������������������������������������������������������������������������������������� –61 lb ft
In the case of aircraft not fitted with a ventral tank, unusable fuel is 9.50 Imperial gallons (11.4 U.S.
gal).
Weight ����������������������������������������������������������������������������������������������������������������������������������������������������������� 76.0 lb.
Lever arm �������������������������������������������������������������������������������������������������������������������������������������������������������� –1.21 ft
Moment ������������������������������������������������������������������������������������������������������������������������������������������������������� –92 lb ft
The unusable fuel above includes a total in each case of 2.75 Imperial gallons (3.30 U.S. gal), which
is undrainable.
Weight ������������������������������������������������������������������������������������������������������������������������������������������������������������ 22.0 lb
Lever arm ��������������������������������������������������������������������������������������������������������������������������������������������������������–1.30 ft
Moment ������������������������������������������������������������������������������������������������������������������������������������������������������� –29 lb ft
NOTE
See Part 2 for airplane serial number specific payload data.
PASSENGERS
Jump Seat
Seat 1
Seat 2
Seat 3
Seat 4
Seat 5
Seat 6
Seat 7
BAGGAGE
Wardrobe
Forward Baggage
Aft Baggage
Zero-Fuel Weight
Ventral Tank
Ramp Weight
Ground Burnoff
Takeoff Weight
Jump Seat
Seat 1
Seat 2
Seat 3
Seat 4
Seat 5
Seat 6
Seat 7
BAGGAGE
Wardrobe
Forward Baggage
Aft Baggage
EBC
Forward
Middle
Aft
Zero-Fuel Weight
Ramp Weight
Ground Burnoff
Takeoff Weight
CHAPTER 8
ANNUNCIATORS
CONTENTS
Page
ANNUNCIATORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Center Annunciator Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Roof Annunciator Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
ANNUNCIATORS
CENTER ANNUNCIATOR PANEL
ANNUNCIATOR CAUSE FOR ILLUMINATION ANNUNCIATOR CAUSE FOR ILLUMINATION
The emergency brake accumula-
Fire condition in APU.
tor pressure is 2,250 psi or less.
Ground—Rudder bias is not
inhibited.
The indicated engine’s air is not
Flight—Autostow is activated.
available for anti-icing.
Restrict speed to Mach 0.73 or
less, unless autopilot is engaged.
An annunciator on the ICE PROTEC-
TION roof panel is illuminated.
Indicated engine bleed-air tem-
An annunciator on either DC
perature is excessive.
or AC power roof panels is
illuminated.
An overheat condition exists in the A fuel roof panel annunciator is
rear equipment bay. illuminated.
AC POWER
Indicated generator has failed.
CHAPTER 9
SCHEMATICS
CONTENTS
Figure Title Page
TABLE
Table Title Page
BATTERY BATTERY
CONTACTOR CONTACTOR
NO.1 NO.2
LEGEND
BATTERY
POWER
GENERATOR
POWER
BATT 1 BATT 2 GROUND
POWER
EMERGENCY
CONTACTORS
PE BUS
GARRETT
500 A 500 A
BATTERY BATTERY
CONTACTOR CONTACTOR
NO.1 NO.2
BATT 1 BATT 2
PE2
EMERGENCY
CONTACTORS
PE BUS
STARTER BUS
BATTERY BATTERY
CONTACTOR CONTACTOR
NO.1 NO.2
BATT 1 BATT 2
PE2
EMERGENCY
CONTACTORS
PE BUS
STARTER BUS
BATTERY BATTERY
CONTACTOR CONTACTOR
NO.1 NO.2
BATT 1 BATT 2
PE2
EMERGENCY
CONTACTORS
PE BUS
INTERNAL START:
BATTERY SWITCH—ON
LEGEND
START POWER SWITCH—IN BATTERY POWER
NO. 2 STARTER SWITCH—IN
BATTERY BATTERY
CONTACTOR CONTACTOR
NO.1 NO.2
BATT 1 BATT 2
PE2
EMERGENCY
CONTACTORS
PE BUS
BATTERY
BATTERY CONTACTOR
CONTACTOR NO.2
NO.1
BATT 1 BATT 2
PE2
EMERGENCY
CONTACTORS
PE BUS
BATTERY BATTERY
CONTACTOR CONTACTOR
NO.1 NO.2
BATT 1 BATT 2
PE2
EMERGENCY
CONTACTORS
PE BUS
STARTER BUS
BATTERY BATTERY
CONTACTOR CONTACTOR
NO.1 NO.2
BATT 1 BATT 2
PE2
EMERGENCY
CONTACTORS
PE BUS
STARTER BUS
BATTERY
BATTERY CONTACTOR
CONTACTOR NO.2
NO.1
BATT 1 BATT 2
PE2
EMERGENCY
CONTACTORS
PE BUS
800XP/
850XP OVERHEAD
ROOF PANEL MWS PANEL
ENG 1 ENG 2
FUEL FUEL AND FUEL
NOTE:
If the fuel pressure drops below 6.5
(±.5) psi, a pressure switch will
illuminate the respective annunciator
900XP and extinguish the annunciator as the
pressure increases. The annunciator will
be accompanied by the flashing FUEL
repeater annunciator.
LEGEND * SIMILAR FOR LEFT AND * FUEL DRAIN (ON FUEL PUMP MANHOLE)
WATER DRAIN RIGHT SIDE OF AIRCRAFT WING FUEL
* THERMAL RELIEF VALVE TRANSFER VALVE
TANK CONTENTS UNIT
REFUELING FLAP VALVE * NO. 3 GRAVITY-FEED * STACK PIPE
STRINGER (BOTTOM)
NON-RETURN VALVE * NO. 2 VENT * NO. 4 GRAVITY-FEED
STRINGER (TOP) STRINGER (BOTTOM) * FUEL PUMP
JET PUMP
* NO. 1 VENT * SPRING BIASED
PRESSURE PIPE NON-RETURN VALVE
STRINGER (TOP)
VENT PIPE NO. 3 VENT
STRINGER (TOP) * SURGE RELIEF VALVE
SUCTION PIPE * REFUEL VALVE
PRESSURE REFUEL/ * HIGH LEVEL CROSSFEED VALVE
DEFUEL PIPE FLOAT SWITCH AND FUEL RESTRICTOR
GRAVITY-FEED * L.P. VALVE AND
STRINGERS PRESSURE FUEL RESTRICTOR
NO. 3 AND 4 PIPES RESTRICTOR SWITCH MASTER REFUEL VALVE
LOW LEVEL FLOAT SWITCH AUXILIARY FUEL
* SURGE TANK * OVERWING TRANSFER VALVE
FILLER TAPPED FOR APU FEED
* NACA VENT
ASSEMBLY
TEMPERATURE BULB FUEL DRAIN
* OVERFILL INDICATOR
FLOAT SWITCH * VENT FLOAT VALVE REFUEL/DEFUEL VALVE
* FLOAT VALVE
VENTRAL TANK
THERMAL
RELIEF VALVE
800XP/850XP
SPRING BIASED HIGH LEVEL
NON-RETURN VALVE FLOAT SWITCH
FILLER CAP
PRESSURE REDUCING VALVE
VENT LINE
REFUEL/DEFUEL COUPLING
900XP
STACK PIPE
SURGE VALVE
HIGH-LEVEL THERMAL
FLOAT SWITCH RELIEF VALVE
MASTER
REFUEL
VALVE
PRESSURE SWITCH
VENTRAL
VENTRAL TANK REFUEL VALVE TRANSFER
VALVE
TO APU
VENT TEMPERATURE BULB PRESSURE
SURGE SWITCH
TANK PRESSURE SWITCH
VENTRAL
OVERFILL INDICATOR
TANK
FLOAT SWITCH FLOAT VALVE
LEGEND
REFUELING PRESSURE HIGH-LEVEL
FUEL VENT FLOAT SWITCH THERMAL RELIEF
CHECK VALVE VALVE
REFUEL/DEFUEL
COUPLING
VENT
TRANSFER
GEARBOX
ACCESSORY
GEARBOX
PLANETARY
GEARS
NOS. 1, 2, AND
3 BEARINGS
COMMON SCAVENGE
TEMP
CONTROL
P S S S S BYPASS
OIL TANK AIR OIL VALVE
COOLER
OIL PUMPS
PRESSURE AIR OIL
REGULATOR FUEL IN
COOLER
FILTER
LEGEND BYPASS AIR OIL OIL COOLER
FUEL IN COOLER
SUPPLY AIR FUEL
HEATER T P FUEL OUT
PRESSURE FUEL
SCAVENGE ELECTRICAL
FUEL OUT
PUMP DISCHARGE
WING FUEL
TANK HYDROMECHANICAL
FUEL METERING UNIT
PUMP
RELIEF
VALVE
ANTI-ICE
FILTER VALVE
HIGH-PRESSURE
PUMP ELEMENT
ENGINE-DRIVEN
BOOST PUMP
COLD
HOT
FUEL PUMP ASSEMBLY
LEGEND
* OIL/FUEL HEATER
SUPPLY
LOW PRESSURE
HIGH PRESSURE
* NOTE: THE OIL/FUEL HEATER DEPICTED IS ONLY APPLICABLE TO THE -5BR ENGINE BYPASS
PT2
TT2
SURGE BLEED CONTROL
INLET
PRESSURE
INLET
TEMPERATURE
PLA
20° N2
POWER PLA
LEVER DIGITAL ELECTRONIC
POWER LEVER INPUT TM
20° ENGINE CONTROL
OS
MM
0°
ZL PANEL
PE
F27 F28
LEGEND 3A ZL
N1 = LOW-PRESSURE SPOOL SPEED AMBIENT AIR
AUTO
N2 = HIGH-PRESSURE SPOOL SPEED
BYPASS/CORE INLET AIR
PT2 = ENGINE INLET TOTAL PRESSURE O
COMPRESSED AIR F
TT2 = ENGINE INLET TOTAL TEMPERATURE F
ITT = INTERSTAGE TURBINE TEMPERATURE COMBUSTION AIR
OVSPD PROT
PLA = POWER LEVER ANGLE EXHAUST AIR
TM = DC TORQUE MOTOR
COMPUTER OUTPUTS
OS = OVERSPEED SOLENOID
MM = MANUAL MODE SOLENOID COMPUTER INPUTS
LP HP
NO.2
ENG
PRESS
SWITCH HP
VALVE
MIXING VALVE
MWS HP
PRESSURE
AIR 2 OVHT
SWITCH
HYD TANK
PRESS
PRESSURE
REGULATOR AND
SHUTOFF VALVE
MWS HP
AIR 1 OVHT
TO AIR
JET PUMP
LEGEND
HP AIR
ELECTRICAL
NO.1
ENG
LP HP
NO. 1 ENGINE
HP
BLEED
LP
BLEED
HP VLAVE
(CLOSED)
27 PSI
PRESSURE
SWITCH
LEGEND
OVERHEAT HIGH-PRESSURE BLEED AIR
SENSOR
200°C LOW-PRESSURE BLEED AIR
ELECTRICAL
MIXING
HYDRAULIC RESERVOIR VALVE
(CLOSED)
AIR JET PUMP
MAIN AIR
VALVE
(OPEN)
290°C
DUCT
TEMPERATURE
SWITCH
Figure 9-23. Main Air Valve Switch LP ON - Selected - HP Valve & Mixing Valve Closed
NO. 1 ENGINE
HP
BLEED
LP
BLEED
HP VALVE
(OPEN)
27 PSI
PRESSURE
SWITCH
LEGEND
OVERHEAT HIGH-PRESSURE BLEED AIR
SENSOR
200°C LOW-PRESSURE BLEED AIR
MIXED BLEED AIR
ELECTRICAL
MIXING
HYDRAULIC RESERVOIR VALVE
(MODULATING)
AIR JET PUMP
MAIN AIR
VALVE
(OPEN)
290°C
DUCT
TEMPERATURE
SWITCH
Figure 9-24. Main Air Valve Switch OPEN - Selected - HP Valve & Mixing Valve Open
ALTR 1 ALTR 2
NO. 2 NO. 2
INVERTER INVERTER
LH STALL RH STALL
AUTO
VANE VANE
TRANSFER
OVERHEAT OVERHEAT RH A LH B
RH B LH A
SCREEN SCREEN SCREEN SCREEN
TEMP TEMP TEMP TEMP
CONTROL CONTROL CONTROL CONTROL
NORMAL NORMAL
LP HP
PRESS HP
SPRING- SWITCH
LOADED VALVE
RAM AIR
VALVE DOOR
REAR EQUIP
BAY VENT
MIXING VALVE
AUX HEAT
VALVE
WATER
SEPARATOR HYD TANK
PRESS
PRESSURE
REGULATOR AND
HEAT SHUTOFF VALVE
EXCHANGER
ASSEMBLY
MWS HP
AIR 1 OVHT
LOW-LIMIT
TEMP TO AIR
SENSOR JET PUMP
DUCT TEMP
BULB
DUCT
OVERTEMP SW
WATER HP
DUCT TEMP SENSOR INJECTOR FAN AIR VALVE
NOZZLE OUTLET
LEGEND
HP AIR LP AIR APU AIR VALVE NO.1
ENG
2ND STAGE COLD AIR LP HP
COMP
COCKPIT RH
LOWER SIDE RH CABIN FLOOR AIR
PANEL AIR RH FLOOR VALVE
OUTLET DUCT
MANUAL
VALVE DOORWAY AIR
RH COCKPIT
OVERHEAD MANUAL
VALVE ENTRY WAY
AIR GASPER AIR GASPER
COCKPIT LH
LOWER SIDE LH CABIN FLOOR AIR
LH COCKPIT PANEL AIR
OVERHEAD OUTLET DUCT LH CABIN FLOOR
VESTIBULE AIR GASPER AIR VALVE
AIR GASPER
LEFT MAIN
LANDING GEAR
MICROSWITCH
M
FAN-OPERATED VENTURI
CABIN AIR
CHECK VALVE CABIN AIR
MANUAL AMBIENT
CABIN
ALTITUDE
VENTURI CONTROL
CABIN
AIR
TRUE
OUTFLOW/ OUTFLOW/ STATIC
SAFETY VALVE SAFETY AMBIENT
VALVE
CABIN AIR
GROUND
AIR JET PRESS
PUMP TEST
PRESSURE ENG
REGULATOR BLEED
AIR PRESSURE
REGULATOR
PNEUMATIC PNEUMATIC
RELAY RELAY
CABIN CONTROLLER
RATE SELECTOR
ALTITUDE SELECTOR
RH
(28 VDC) PE ENGINE
2
WARNING 0–5PSI VACUUM BLEED AIR
TO PSROV
RH
(28 VDC) PE STATIC PRESSURE MAV
2
AUTO 21-85PSIG BLEED AIR
PRESS
PRESS
TEST FAULT
TEST FAULT
P CABIN
ECS
WOW
P CABIN
THROTTLE
MAN CTRL
LEGEND
FMS#1
ARINC1 BLEED
FMS#2 AUTO
ARINC2
127 LFE FEET
CABIN
CONTROLLER 203 ZALT FEET
206 VAS KNOT PCABIN
DIAL TEST PORT
212 VSI FT/MIN
234 BARO MBAR
MANUAL STATIC
ARINC OUT
FILTER
ASSEMBLY SECONDARY
DCPS CONTROLLER VACUUM
WIRE
STATIC PRESSURE
AIRPLANE AFT
CABIN EQUIPMENT
BAY
CONTROLLER DIAL
VENT
PRESSURE
REGULATING VALVE TO
LH ENG RH ENG ATMOSPHERE
BLEED AIR BLEED AIR
GROUND AIR
CONNECTION
TEMP SWITCH
LH ENG RH ENG
PUMP FULL FLOW PUMP
CAPACITOR
PRESS RELIEF VALVE PRESS
SWITCH SWITCH
SHUTTLE
VALVE THRUST REVERSER
ACCUMULATOR
LANDING
GEAR ON/OFF JUNCTION
VALVE
PRESSURE PRESSURE
SELECTOR MAINTAINING TRANSMITTER
DUMP VALVE PRESS VALVE
FLAPS SWITCH
EMERGENCY STICK
EMER PUSHER
BRAKE BRAKE NORMAL
RESTRICTOR VALVE ACCUMULATOR BRAKE
REDUCING
VALVE REDUCING
AUX TANK VALVE
LEFT RIGHT
AIRBRAKE AIRBRAKE
BRAKE
HAND CONTROL
PUMP VALVE MAIN
ON/OFF
VALVE ACCUMULATOR
FILTER
NOSEWHEEL
STEERING
SHUTTLE
VALVE
NOSE GEAR
MAIN GEAR JACK
JACK AUX
TANK
LEVEL
INDICATOR
SHUTTLE
VALVES
MAIN
GEAR
JACK
FLAP
CONTROL
UNIT RESTRICTORS
LEGEND
MAIN SYSTEM
PRESSURE
AUXILIARY
(HAND PUMP)
PRESSURE CHECK VALVE
RETURN
INLINE FILTER
MECHANICAL
AUX HAND PUMP
CONTROL PRESSURE
RETURN
BRAKE CONTROL
VALVE ELECTRICAL
MAIN
MAIN SYSTEM
SYSTEM PRESSURE
PRESSURE
PRESSURE MAINTAINING
VALVE
PRESSURE
TRANSMITTER
STICK
PUSHER
PRESS PRESS
SWITCH SWITCH
PRESSURE
TRANSMITTER
MAIN REDUCING
VALVE
EMERGENCY
REDUCING
VALVE
PRESSURE
EMERGENCY MAIN
BRAKE TRANSMITTER
ACCUMULATOR ACCUMULATOR
SHUTTLE SHUTTLE
SHUTTLE VALVE SHUTTLE VALVE
VALVE VALVE
MAXARET MAXARET
UNIT UNIT
MODULATOR MODULATOR
UNIT BRAKE UNIT UNIT
LEGEND
PILOT FIRST MAIN SYSTEM PRESSURE
PEDALS OFFICERS
PEDALS REDUCED PRESSURE
RETURN
ELECTRICAL
BRAKE CONTROL
VALVE EMERGENCY BRAKE PRESSURE
MAIN
MAIN SYSTEM
SYSTEM PRESSURE
PRESSURE
PRESSURE MAINTAINING
VALVE
PRESSURE
TRANSMITTER
STICK
PUSHER
PRESS PRESS
SWITCH SWITCH
PRESSURE
TRANSMITTER
MAIN REDUCING
VALVE
EMERGENCY
REDUCING
VALVE
PRESSURE
EMERGENCY MAIN
BRAKE TRANSMITTER
ACCUMULATOR ACCUMULATOR
SHUTTLE SHUTTLE
SHUTTLE VALVE SHUTTLE VALVE
VALVE VALVE
MAXARET MAXARET
UNIT UNIT
MODULATOR MODULATOR
UNIT BRAKE UNIT UNIT
WHEEL
BRAKE
LEVER
PILOT PILOT
MASTER MASTER
CYLINDER CYLINDER
(LH) (RH)
EMRG BRK
LOW PRESS BRAKE CONTROL
VALVE
FROM FROM
COPILOT COPILOT
MASTER MASTER
CYLINDER CYLINDER
EMERGENCY
REDUCING
VALVE
EMERG
L R
WHEEL
BRAKE
AIR
PRESSURE BRAKE
SWITCH UNIT
EMERGENCY
BRAKE
ACCUMULATOR
SHUTTLE
VALVE
TO LEFT
BRAKE
LEGEND
EMERGENCY ACUMULATOR PRESSURE CONTROL PRESSURE
REDUCED PRESSURE RETURN
BRAKING PRESSURE MECHANICAL
ELECTRICAL
WHEEL
BRAKE
LEVER
PILOT’S PILOT’S
MASTER MASTER
CYLINDER CYLINDER
(LH) (RH)
EMRG BRK
LOW PRESS
BRAKE CONTROL
VALVE
EMERGENCY
FROM
REDUCING
MAIN MAIN SYSTEM
VALVE
REDUCING ACCUMULATOR
VALVE
LEFT GEAR RIGHT GEAR
EMERG BRAKE
SUPPLY
RBRAKE
SUPPLY
PRESSURE PRESSURE
PRESSURE L R
AIR SWITCH
WHEEL BRAKE
EMERGENCY PRESSURE
BRAKE TRANSMITTER
ACCUMULATOR
PRESSURE
MAIN HYDRAULIC SYSTEM
TRANSMITTER SUPPLY PRESSURE
BRAKE UNIT
SIMILAR
TO RIGHT
BRAKE
SHUTTLE
VALVE
LEGEND
MAIN HYDRAULIC SYSTEM PRESSURE REDUCED PRESSURE
EMERGENCY BRAKE ACCUMULATOR PRESSURE RETURN
BRAKING PRESSURE MECHANICAL
ELECTRICAL
A RUDDER BIAS B
ON
OFF
PART OF
LH PEDESTAL COVER
LEGEND
LH BLEED AIR
RH LH
RH BLEED AIR
SOLENOID VALVE
HEATER MUFF
LH RH
DROP MASK
UNITS
3RD CREW-
MEMBER CONTENTS
INDICATOR
CHARGING
VALVE
LINE FILTER
CONTENTS AND
BURSTING DISC 1,100 LTR
INDICATOR (OPTIONAL)
PILOT
MASK
MASTER
SUPPLY
VALVE
PASSENGER
VALVE
MANUAL
OVERRIDE
PRESSURE
REGULATOR BAROMETRIC
VALVE TWO 750 LITER
OXYGEN CYLINDERS
(EXISTING)
AUTOMATIC
SHUTOFF VALVE
9-21
PRO LINE 21 FOR HS-125—APPROACH MODES
Approaches to DA (Decision Altitude) Approaches to MDA (Minimum Descent Altitude)
Type Approach ILS RNAV (GPS) to LPV RNAV (GPS) to LNAV min., LOC, LOC/BC,
and Minimums LDA with GS (if WAAS) or LNAV/VNAV VOR*, VOR/DME*, NDB* LDA without GS
APPR to capture course For
Buttons to Engage APPR APPR / VNAV NAV / VNAV LOC and LDA, then select
NAV / VS
LOC1 VS
Flt Guidance Ann. APPR LOC1 GS APPR FMS1 VGP FMS1 VPATH Backcourse: B/C1 VS
What to Set in Missed Approach Altitude MDA
Altitude Selector
Flaps Setting:
Normal Approach 45 25
Single-Engine Approach 25 15