Pilot’s Operating Manual Section - V FLIGHT...

Pilot’s Operating Manual

Section - V

FLIGHT HANDLING

Table of Contents

Page

Sub-section 1 - NORMAL HANDLING ............................................................1-1

Sub-section 2 - ABNORMAL HANDLING .......................................................2-1

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Section VFLIGHT HANDLING



Section - VFLIGHT HANDLING

Sub-section 1NORMAL HANDLING

Table of Contents

Page

TAKEOFF and DEPARTURE......................................................................... 1-3

ENGINE COMPUTERS, RUDDER BIASand T/R CHECKS - BEFORE TAKEOFF ..................................................... 1-3

ICE PROTECTION - BEFORE TAKEOFF.................................................... 1-3

TAXI.............................................................................................................. 1-3

THRUST REVERSERS................................................................................ 1-4

TYPE of RUNWAY SURFACE ..................................................................... 1-4

MINIMUM RUNWAY WIDTH........................................................................1-5

WHEEL BRAKES ......................................................................................... 1-5

TAKE-OFF PROCEDURES.......................................................................... 1-6

TAKE-OFF THRUST .................................................................................... 1-7

Figure 1 - Flight Profile - Normal Takeoff ................................................ 1-8

CLIMB ............................................................................................................. 1-9

CLIMB PROCEDURES ................................................................................ 1-9

SET MAXIMUM CLIMB THRUST............................................................... 1-10

Table 1: N1 Reference Values for Maximum Climb(ENG ANTICE OFF - ENG SYNC ON) .......................................... 1-11

Table 2: N1 Reference Values for Maximum Climb(ENG ANTICE ON - ENG SYNC ON) ............................................ 1-11

CRUISE ......................................................................................................... 1-13

RECOMMENDED INTERMEDIATE CRUISING SPEED ........................... 1-13

RECOMMENDED LONG RANGE CRUISING SPEED.............................. 1-13

MANEUVERING at HIGH ALTITUDES ...................................................... 1-13

Figure 2 - Flight Profile - Climb, Cruise and Descent ............................ 1-14

STABILITY and TRIM CHANGE................................................................. 1-15

RUDDER CONTROL FORCE .................................................................... 1-15

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Page

AIRBRAKES ............................................................................................... 1-15

POSITION ERROR CORRECTIONS......................................................... 1-15

STALLS ...................................................................................................... 1-16

WING GENERAL - ROLL TEST REQUIREMENTS................................... 1-18

AVIONICS and NAVIGATION .................................................................... 1-19

DESCENT and HOLDING ............................................................................ 1-20

DESCENT .................................................................................................. 1-20

Table 3: Time of Descent ....................................................................... 1-20

HOLDING ................................................................................................... 1-21

Figure 3 - Flight Profile - ILS ................................................................. 1-21

Figure 4 - Flight Profile - Non-Precision Approach................................ 1-22

APPROACH and LANDING ......................................................................... 1-23

APPROACH ............................................................................................... 1-23

NORMAL LANDING ................................................................................... 1-23

TWO ENGINE GO-AROUND ..................................................................... 1-23

Figure 5 - Flight Profile - VFR Approach Normal................................... 1-24

Page 1-2 Section - V Sub-section 1NORMAL HANDLING

P/N 140-590037-0007Revision A2: Apr 2010

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Page 1 of 8


TEMPORARY CHANGEP/N 140-590037-0007TC2

PUBLICATION AFFECTED:

AIRPLANE EFFECTIVITY:

DESCRIPTION OF CHANGE:

FILING INSTRUCTIONS:

Section V - FLIGHT HANDLING

Sub-section 1 - NORMAL HANDLING

TAKEOFF and DEPARTURE

ICE PROTECTION - BEFORE TAKEOFF

Refer to Page 2 of 8

Pilot’s Operating Manual, P/N 140-590037-0007.

Insert Temporary Change 2, Page 2 of 8, into Section V - FLIGHT HANDLING,Sub-section 1 - NORMAL HANDLING, to face Page 1-3.

Insert Page 4 of 8 into Section V - FLIGHT HANDLING, Sub-section 2 -ABNORMAL HANDLING, to face Page 2-9. Insert of 8 to face Page 2-10.Insert Page 7 of 8 to face Page 2-12.

All Hawker 900XP airplanes, serials HA-0001 and after.

Revised engine igniter settings for icing conditions.

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Page 2 of 8




Sub-section 1 - NORMAL HANDLING



Read the following text in place of the existing third paragraph:

Set ENG ANTICE 1 and 2 to ON and ENG IGNITION 1 and 2 to AUTO.

Read the following text in place of the existing sixth paragraph:

If necessary, the airframe WING / TAIL ANTICE switch may also be selected ON for takeoff. Switch ENG ANTICE 1 and 2 to OFF and the ENG IGNITION 1 and 2 to AUTO when conditions permit.

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ENGINE COMPUTERS, RUDDER BIAS AND T/R CHECKS - BEFORE TAKEOFF

Refer to the AFM Sub-section 4.10 Normal Procedures - Expanded Normal Procedures forEngine Computer, Rudder Bias and TR Checks.


Icing conditions are defined under Icing General, located in Section 2 - LIMITATIONS of theAirplane Flight Manual. If icing conditions are present, the following procedures are necessaryfor safe operations.

Prime the airframe ice protection system by setting the WING / TAIL ANTICE time switch to runthe pump for 2 minutes. Check that priming is complete before start of takeoff.

Set ENG ANTICE 1 and 2 and ENG IGNITION 1 and 2 to ON.

NOTE: ENG ANTICE 1 and 2 should be selected ON before setting take-off thrust.

When takeoff is made with ENG ANTICE 1 and 2 selected ON, ITT must be monitored duringtakeoff and initial climb. Allowance must be made for the use of ENG ANTICE on performanceby reference to the appropriate figures in the Airplane Flight Manual Sub-section 5.05.

If necessary, the airframe WING / TAIL ANTICE switch may also be selected ON for takeoff.Switch ENG ANTICE 1 and 2 OFF and the ENG IGNITION 1 and 2 OFF when conditions permit.

NOTE: There is a fuel penalty when the engine anti-ice systems are in use.

Whether in icing conditions or not, the SCREEN HEAT L and R and the PITOT / VANE HEAT Land R should be selected ON in flight. The ICE DET switch should normally be set to AUTO, butbefore taxiing in icing conditions, it should be set to OVRD.

TAXI

The airplane may be taxied on normal hard areas. Directional control is normally exercised bynose wheel steering but differential wheel braking is available in the event of nose wheelsteering failure.

For Minimum Turn Radii, refer to Section VI - GROUND OPERATIONS, Sub-section 1 -GROUND HANDLING Figure 1.

CAUTION: THE NOSE WHEEL STEERING SHOULD NOT BE MOVED WHILE THE AIRPLANE IS STATIONARY.

During taxi, test the rudder bias system. Advance throttles to achieve approximately 75% N1 totest RUDDER BIAS.

Select RUDDER BIAS switch A (ON and OFF) and then switch B (ON and OFF), checking thatthe rudder bias system moves the rudder towards the higher-powered engine and then retardthe thrust lever. Repeat the procedure for engine No. 2.

Continued Next Page


Section - V Sub-section 1NORMAL HANDLING


Continued Next Page

TAXI (continued)

Reset both switches to ON, replace guards and check RUDDER BIAS warning light is OFF.

When taxiing in snow or slush, it is recommended that brake applications be made to allow theresidual heat, in the brake friction pack, to dispose of any slush accumulation in the brake units.

THRUST REVERSERS

Before the First Flight of the Day, the thrust reversers and associated annunciators should bechecked for correct operation. With the RUDDER BIAS A and B on, confirm that selection ofthrust reverse on each engine in turn inhibits the rudder bias system.

If the thrust reverser system is known to be inoperative or not serviceable, it must be disabledand locked in the forward thrust position.

The thrust reversers should be armed (ARM annunciator illuminated) before each flight unlessthe system is inoperative or unserviceable.

Reverse thrust is only to be used when the main and nose gears are on the ground.

Movement of the thrust levers above IDLE is inhibited during thrust reverser deployment andstowage. The UNLCK annunciators will illuminate when the thrust reverser doors are not lockedin the stowed position. When the thrust reverser doors are fully deployed the REVSRannunciator will illuminate and, the UNLCK annunciator will remain illuminated.

Maximum reverse thrust is automatically controlled at approximately 65% N1.

TYPE OF RUNWAY SURFACE

Wet Runway

A runway is considered as wet when it is well-soaked but without significant areas of standingwater. A runway is considered well-soaked when there is sufficient moisture on the runwaysurface to cause it to appear reflective.

Slippery Runway

A slippery runway is one which is either covered by compacted snow or is expected to have verylow braking action due to the presence of wet ice. The coefficient of friction is: μ = 0.05

NOTE: A runway referred to as slippery, under these conditions, is extremely more slippery thana wet runway.

Compacted snow is snow which has been compressed into a solid mass which resists furthercompression and will hold together or break into lumps if picked up.

Operation On Unpaved Surfaces

Paved runways are those having a prepared hard surface such as concrete or tarmac. Unpavedrunways are those categorized into natural surface and gravel runways. Takeoff from anunpaved runway with an uphill slope of more than 1.0% is not permitted.

Before operating on unpaved surfaces, the airplane should have the rough field modificationsinstalled. These modifications give protection to the flaps and the under-fuselage beacons andantennas.


P/N 140-590037-0007Revision A2: Apr 2010


Operation On Unpaved Surfaces (continued)

Operation on natural grass and gravel runways is satisfactory if the surface is hard, no ruts ormajor surface irregularities, and there are no large loose stones. Some minor paint chipping canbe expected from small stones thrown up by the nose wheels, but large stones may cause dents.If possible, the pilot should inspect the runway surface before using it.

Tire wear will increase if heavy braking is used, particularly on gravel surfaces. Even if only lightbraking is used, the tires should be visually inspected before each flight.

On unpaved surfaces, it may be desirable to reduce the tire pressures. It is recommended thatthe airplane should not be operated on a surface where the tires leave ruts. If ruts are formed,the tire pressure should be reduced as much as possible.

NOTE: Operation from unpaved runways may be subject to the approval of thelocal airworthiness authorities.

Take-off and landing techniques are similar to those for paved runways, subject to the following:

• Refer to the appropriate Supplement in the Airplane Flight Manual for categories of unpavedrunway from which the airplane is certified to operate.

• Upon landing, heavy braking should be avoided.

• Thrust reversers may be deployed, but should not be used at more engine thrust than reverse idle, except in an emergency.

• After landing, the tires must be inspected for damage.

MINIMUM RUNWAY WIDTH

It has been demonstrated that, in zero crosswind, the maximum deviation from the intendedtake-off line caused by failure of an engine during takeoff can, with prompt corrective action, belimited to 30 ft.

When deciding the minimum runway width necessary for a safe takeoff, allowance should bemade for the dimensions of the airplane and a safety margin should be included.

WHEEL BRAKES

The normal wheel brake system incorporates Maxaret anti-skid units which automatically reducethe brake pressure should a wheel tend to skid.

NOTE: The Maxaret unit does not operate until the wheel is revolving, therefore the brakes mustnot be applied before touchdown.

It should be noted that the emergency braking system by-passes the anti-skid units, thereforecare should be exercised when using this system.

If any of the wheels' fusible plugs blow, the brakes must be inspected and certified serviceablebefore the next takeoff.

The brakes are of adequate capacity to bring the airplane to a stop under all circumstances,including a rejected takeoff from V1, provided the brake procedures in the AFM Section 5.05 arecomplied with.




Continued Next Page

Repeated Wheel Brake Usage

If repeated braked landings are made for crew training or any other reason, the brakes and tiresmay not have time to cool between runs and their temperatures may rise to an undesirable level.The following restrictions should therefore be observed:

• Heavy braking should not be used more than necessary for the purpose of the exercise, andthe landing gear should be extended as long as possible - never less than five minutes ineach circuit.

• Landings with light braking may be repeated at intervals of not less than 15 minutes.

• After a landing with heavy braking, one or more touch and go circuits should be done, and atime of 30 minutes should elapse before the next braked landing.

For established cooling times, refer to the table in the Airplane Flight Manual Section 2 -Limitations.

TAKE-OFF PROCEDURES

Refer to the following paragraphs and referenced figures for recommended take-off sequencesand procedures.

Refer to Figure 1 for a Flight Profile of Normal Takeoff.

Before takeoff, the elevator trim should be set to the position appropriate to the center of gravityof the airplane as shown alongside the green segment of the elevator trim label. Select APR toARM for takeoff. The normal recommended practice is to arm the APR after take-off power hasbeen set.

A flap setting of 15° is recommended unless performance is limited.

NOTE: The yaw damper MUST NOT be engaged for take-off. After take-off, the yaw dampermay be engaged but must be disengaged before touchdown.

At the start of the take-off run, until adequate aerodynamic centering is achieved, the controlcolumn should be held in about the mid position fore-and-aft. If a crosswind is present, some"into wind" aileron may be applied.

A rolling start takeoff may be made when runway length is not limiting, brakes being releasedbefore setting the thrust levers for takeoff. Where field length is limiting, the takeoff should becommenced from a standing start, take-off thrust (N1REF) being attained before the brakes arereleased. Directional control should be maintained by the use of nose wheel steering until therudder becomes effective at approximately 60 KIAS.

The nose wheel should not be raised from the ground until rotation speed is reached, when theairplane should be rotated to the initial climb attitude. Any attempt to rotate at lower speeds wouldrequire the use of larger elevator angles and high stick forces resulting in undesirable rapidrotation. When a positive rate of climb has been established, retract the landing gear. Raise theflaps at approximately 160 KIAS (but not below the final take-off climb speed).

With both engines operating at take-off thrust, the airplane should be allowed to accelerate to anairspeed of 160 KIAS, this airspeed being maintained until obstacle clearance height is reached.


P/N 140-590037-0007Revision A2: Apr 2010


TAKE-OFF PROCEDURES (continued)

Pitch attitude should not be allowed to exceed 20° and at light weights it will therefore benecessary to permit the airspeed to increase above 160 KIAS. This technique allows anadequate margin for obstacle clearance in the event of an engine failure during the initial climb.

APR should be disarmed when a safe height is reached, flaps are retracted and airspeed is notless than final take-off climb speed.

TAKE-OFF THRUST

Initial take-off thrust is obtained when the thrust levers are set fully forward, the MAIN AIR VLVsand F/DK VLV closed with the annunciators on the MWS extinguished and APR armed.

Compensated fan speed (N1) provides the indication of thrust and the Airplane Flight ManualFigures 5.05.1 (ENG ANTICE OFF) or 5.05.2 (ENG ANTICE ON) shows the value of N1 (N1REF)for initial take-off thrust. Maximum take-off thrust (APR thrust) is obtained when the thrust leveris fully forward and the APR has operated (APR legend illuminated). Under some temperatureconditions below ISA, operation of APR does not increase thrust. Both thrusts are determinedby the engine computer.

The engine fuel computer provides two levels of protection against overspeed or over-temperature. The first level will normally prevent the engine limitations from being exceeded butif this should occur, fuel is cut-off automatically by the computer if N1 exceeds 107% or if N2exceeds 107.7%.

Takeoff Thrust Procedures

Before Takeoff

For airfield altitude and ambient temperature look up N1REF in the Airplane Flight Manual Figure5.05.1 (ENG ANTICE OFF) or in Figure 5.05.2 (ENG ANTICE ON).

Takeoff

Advance both thrust levers until they are fully forward. Confirm that N2 and ITT are within limits.Arm APR (white APR ARMED legend illuminates).

Noise Abatement Procedures

If Noise Abatement procedures are required, refer to Sub-section 5.05 of the Airplane FlightManual for setting N1.

Wind Component and Critical Engine

For WIND COMPONENT / CROSSWIND information and information regarding CRITICALENGINE, reference Sub-section 5.05 of the Airplane Flight Manual.

Page 1-7P/N 140-590037-0007Original Issue: Aug 2007



HA05C 061059AA.AI

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Continued Next Page

CLIMBRefer to Figure 2 for a Flight Profile of Climb, Cruise, and Descent.

CLIMB PROCEDURES

The following climb procedures are provided as tabulated data in Section IV - FLIGHTPLANNING DATA, Sub-section 2 - CLIMB.

Fuel, distance and time are tabulated versus take-off weight and altitude at top of climb. Thedata is presented for temperatures in the range from ISA -15°C to ISA +20°C for the followingfive climbs:

All climb procedures include time and fuel allowances for takeoff and initial climb to 160 KIAS at1000 ft, but no distance is credited for this initial climb.

The procedures then accelerate to 250 KIAS (or 230 KIAS for the case of the Optional ClimbSpeed Profile 2) at 5000 ft and continue to 10,000 ft at this speed.

Normal Climb

The Normal Procedure Climb continues at 250 KIAS to 32,780 ft at which IMN = 0.70. The final part of the climb to cruise altitude is at IMN = 0.70.

OptimumTime-To-Height Climb

The Optimum Time-To-Height Procedure Climb continues at 250 KIAS to 27,780 ft at which IMN = 0.63. The final part of the climb to cruise altitude is at IMN = 0.63.

High Speed Climb

The High Speed Procedure Climb continues at 250 KIAS to 10,000 ft, accelerates to 280 KIAS between 10,000 and 12,000 ft and then continues at 280 KIAS to 31,370 ft at which IMN = 0.76. The final part of the climb to cruise altitude is at IMN = 0.76.

Optional Climb Speed Profile 1

The Optional Climb Speed Profile 1 Procedure accelerates to 230 KIAS by 5000 ft and continues to climb at this speed to 31,570 ft at which IMN = 0.63. The final part of the climb is at IMN = 0.63.

Optional Climb Speed Profile 2

The Optional Climb Speed Profile 2 Procedure continues at 250 KIAS to 10,000 ft, accelerates to 260 KIAS by 12,000 ft and con-tinues to climb at 260 KIAS to 28,240 ft at which IMN = 0.66. The final part of the climb to cruise altitude is at IMN = 0.66.




SET MAXIMUM CLIMB THRUST

Maximum Climb Thrust is set by adjusting the thrust levers until the green CLIMB annunciationappears in the N1/ITT gage (located at the lower center of the N1/ITT scales on the pilot’s MFD).

Refer to Table 1 or Table 2 for N1 reference values for maximum climb.

NOTE: When using the CLIMB annunciation in the N1/ITT scale to set Max Climb rating, theachieved N1 should not be more than 1% below the value determined from either theMaximum Climb table or the FMS database.

Deviation from the table or FMS value is dependent on individual engine compensationlevels and the accuracy of the airplane systems. If the achieved N1 is more than 1%below the table/FMS value, refer to the troubleshooting procedures for "Low N1 at Take-off Power Setting" in the TFE731-50R-1H Light Maintenance Manual.

The pilots need not check the Maximum Climb RPM against the following Table 1 or Table 2unless it is believed that climb thrust is not being achieved.

Set climb power as soon as convenient after raising the flaps and landing gear, or after thecompletion of a noise abatement procedure, and allow the airplane to accelerate to achieve therecommended climbing speed at 2000 to 3000 ft.

If rate of climb is not important, a power lower than maximum climb power may be used.

When cruising height is reached, allow the airplane to accelerate to cruising speed and reducepower to within the cruise rating. In some conditions, the initial cruising speed may be below theclimbing speed.




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CRUISERefer to Figure 2 for a Flight Profile of Climb, Cruise, and Descent.

The maximum cruising speed is limited by VMO, MMO, or maximum cruise rating.

RECOMMENDED INTERMEDIATE CRUISING SPEED

• 280 KIAS up to 29,000 ft.

• 0.75 MIND at 31,000 ft and above.

RECOMMENDED LONG RANGE CRUISING SPEED

• 230 KIAS up to 35,000 ft.

• 220 KIAS at 37,000 ft.

• 0.70 MIND at 39,000 ft and above.

Section IV - FLIGHT PLANNING DATA contains performance data related to the aboveprocedures.

Thrust should be adjusted as required to achieve these speeds and any thrust setting up tomaximum recommended cruise thrust may be used.

On most occasions, N1 RPM will be the operating restriction and should be periodically checkedand reset if necessary, especially after a change of altitude or IOAT.

Where the highest practicable cruising altitude is required, the cruise may be started at a speedbelow 220 KIAS or 0.70 MIND and the airplane may be allowed to accelerate as weight decreases,maintaining maximum cruising thrust until the desired speed is reached.

Section IV - FLIGHT PLANNING DATA gives the maximum cruising altitude against weight andtemperature, together with the IAS on which they are based.

These speeds are the lowest at which the airplane will cruise comfortably and no attempt shouldbe made to cruise slower.

MANEUVERING at HIGH ALTITUDES

Refer to the Airplane Flight Manual, Section 2, LIMITATIONS.

At Mach Numbers greater than about 0.7, the buffet onset boundary is defined by an agitationof the ailerons which can be felt through the control column.

At lower Mach Numbers, the boundary is defined by airframe buffet.




HA05C 072360AA.AI

Figure 2Flight Profile - Climb, Cruise and Descent




STABILITY and TRIM CHANGE

Small amplitude dutch roll may occur and can be easily corrected by small aileron movementsor, more effectively, by the use of the yaw damper.

NOTE: The yaw damper also increases directional stability during turbulence.

Changes of trim with power, landing gear, and airbrakes are small. There is a nose down changeof trim as the flaps are extended, becoming distinctive beyond 25°.

The airplane may require a small but increasing amount of lateral trim, particularly whenchanging airspeeds above 0.6 mach number.

Care should be taken to monitor the trim indicator throughout the flight. If necessary, center theaileron trim indicator by use of the aileron trim. The rudder trim should be adjusted to give zerosideslip. In cases of gross mistrim, the ELEV/AIL mistrim annunciator will come on.

NOTE: Center the trim indicator before disconnecting the autopilot.

RUDDER CONTROL FORCE

A load is imposed on the rudder control by a spring strut. On the ground for small deflections,this load is masked by circuit friction and the force required to initiate rudder movement is light,but as the control surface is moved towards full deflection, the required force becomesprogressively greater until, to obtain full movement, a foot force of approximately 65 lb has to beapplied.

Two pneumatic rudder bias struts are provided in order to reduce the control forces necessaryin maintaining unyawed flight after the failure of one engine.

NOTE: Identification of the inoperative engine may not be evident from flight characteristicsalone.

Before takeoff, check the RUDDER BIAS switches are selected ON and check the RUDDERBIAS annunciator is off.

NOTE: Rudder bias is inhibited when thrust reverse is selected.

AIRBRAKES

The airbrakes may be extended at any airspeed in flight. They must not be used when the flapsare extended except when the airplane is on the ground.

POSITION ERROR CORRECTIONS

Refer to the Airplane Flight Manual, Sub-section 5.05 - General.




STALLS

Conditions For Stalls

When intentional stalls are carried out the following conditions apply:

1. The altitude must be above 10,000 ft AGL, 10,000 ft above clouds and below 18,000 ft MSL.

2. Stalls must be conducted during day VMC with good visual horizon.

3. The autopilot must be disengaged.

4. The Stall Identification System must be operative.

5. All the external surfaces must be free from ice.

6. The ventral fuel tank must be empty.

7. The weather radar must be at standby.

Stalls may be demonstrated with the yaw damper switched on or off. To limit the altitude loss, tomaintain acceptable stalling characteristics and to prevent structural abuse, it is stronglyrecommended that the procedure given below should be followed.

Technique For Stalls

The stalling technique is as follows:

1. All stalls are to be made in straight (wings level) flight.

2. Stalls with flaps retracted and in the take-off configuration should be carried out at idle thrust.To reduce altitude loss with approach or landing flaps, thrust should be adjusted not toexceed 77% N1.

Once thrust is set it should not be reduced during the approach to the stall and recovery.

3. The airplane should be trimmed at an airspeed of approximately 1.4 VS1 in the appropriateconfiguration after setting the required thrust.

4. The airspeed should be reduced at not more than one knot per second. Rapid or violentmovements of any control during the approach to the stall should be avoided, particularly atair speeds below the operation of the stick shaker.

With the yaw damper off, any tendency to yaw during the approach to the stall should becorrected by normal use of the rudder.

5. The stall is identified by a short forward movement of the control column provided by the StallIdentification System. The red STALL VLV OPEN annunciators will illuminate. The airplaneshould be allowed to pitch nose down until the stick push has cancelled, and should then berecovered to normal controlled flight. Any tendency to roll should be corrected by use ofailerons.

Do not attempt to hold the airplane in the stall.




Stall Characteristics

CAUTION: A FREQUENT REASON FOR UNACCEPTABLE STALL CHARACTERISTICS IS A TENDENCY TO ROLL AT THE STALL. IT IS ACCEPTABLE FOR A MODERATE ROLL TO OCCUR, PROVIDED THAT NORMAL USE OF AILERONS CAN LIMIT THE ROLL ANGLE TO NO MORE THAN 20°.

AILERON SNATCH MAY OCCUR AT OR PRIOR TO STALL AND IS NOT ACCEPTABLE. THE AILERON SNATCH MAY BE STRONG ENOUGH TO AFFECT RECOVERY USING AILERON INPUT, IN WHICH CASE THE ELEVATOR CONTROL MUST BE MOVED FORWARD TO DECREASE THE ANGLE OF ATTACK AND ALLOW THE RETURN OF NORMAL AILERON CONTROL. IN SUCH AN EVENT THE PILOT MUST BE PREPARED TO RECOVER FROM AN UNUSUAL ATTITUDE.

PILOTS CONDUCTING STALL CHECKS SHOULD HAVE PRIOR EXPERIENCE IN PERFORMING STALLS IN THE HAWKER AND MUST BE PREPARED FOR UNACCEPTABLE STALL BEHAVIOR AT ANY POINT LEADING UP TO AND THROUGHOUT THE MANEUVER.

There is no natural stall warning or aerodynamic buffet prior to the stall.

Stall warning is provided by a stick shaker which is set to operate at an indicated airspeed of 7%to 9% above the stalling speed.

It is acceptable for stick pusher operation to be coincident with the natural stall, provided thatany rolling tendency can be restrained to within 20° of bank angle by normal use of ailerons.Some aerodynamic buffet may occur briefly at the point of stall.

Power-off stalling speeds in terms of indicated air speed (IAS) are given for variousconfigurations in the Airplane Flight Manual, Section 5 - PERFORMANCE, Sub-section 5.05 -GENERAL. These airspeeds apply to an altitude of 15,000 feet and are the stall identificationspeeds at forward CG and therefore differ from the values shown in the AFM Figure 5.10.4 whichare based on the minimum airspeed obtained during the stall.




WING GENERAL - ROLL TEST REQUIREMENTS

Roll Test Requirements

General

In accordance with the Airplane Flight Manual procedures, the airplane must be test flown if:

(a) Wing leading edge change requires a stall test.

(b) Replacement flap assembly is installed.

(c) Replacement aileron assembly is installed.

(d) Replacement winglet assembly is installed.

In-Flight Roll Testing

Trim Settings

1. Set 220 KIAS in level flight with the ENG SYNC selected to N1.

2. Utilizing aileron and rudder trim, trim the airplane to straight and level flight and record thefinal trim settings.

3. Check control yoke for centering by displacing the aileron and then releasing the control yoke.

Aileron Trim Setting units

Rudder Trim Setting units

Yoke Center (Y/N)

NOTE: Aileron and rudder trim shall not require more than 0.2 units of trim. (1 full needle widthfrom the neutral scale mark).

Configuration Change

1. While on a constant heading, maintaining the airspeed specified below and ENG SYNCselected to N1, operate the LANDING GEAR and FLAP sequence.

2. Verify that there are no significant lateral or directional trim changes resulting from thechanges in configurations.

3. Roll amount shall not exceed 10° in 10 seconds.

ROLL

(a) Landing Gear Up to Down position at 220 KIAS..............

(b) Flaps 0° to 15° at 220 KIAS .............................................

(c) Flaps 15° to 25° at 175 KIAS ............................................

(d) Flaps 25° to 45° at 165 KIAS ............................................

(e) Flaps 45° to 15° at 165 KIAS ............................................

(f) Flaps 15° to 0° at 220 KIAS ...............................................

(g) Landing Gear Down to Up position at 220 KIAS................




AVIONICS and NAVIGATION

Flight Management System

NOTE: The Flight Management System present position coordinates are to be checkedfor acceptable accuracy before the airplane flies beyond the range of reliableground navaids.

All data insertions, including ramp coordinates, previously inserted into the Flight ManagementSystem should be recalled and verified, preferably by another member of the aircrew.

The verification should include a comparison of the displayed distances between waypoints andthe distances shown on the flight path.

The installed Long Range navaids should be checked against the FMS position while still inDME coverage before any oceanic crossing. Any FMS messages concerning navigation aidaccuracy should be investigated. Refer to the relevant Flight Management System manual.

NOTE: If there is any doubt as to the correct position, the controlling authority should beinformed particularly on an oceanic flight.

The Flight Management System should be carefully monitored throughout the flight to makecertain that present position and planned forward flight path satisfies the clearance which iscurrently effective.

On oceanic flights, and other remote areas, the monitoring procedures should include a routinecheck of indicated position about 10 minutes after passing each waypoint.

In the vicinity of the equator or prime meridian, care must be taken to make sure that theco-ordinates of data inserts are correctly designated (N/S, E/W).




DESCENT and HOLDING

DESCENT

Descent procedures are based on the requirement that cabin rate of descent should not exceedapproximately 300 feet per minute.

The following table shows the minimum time to descend:

Table 3: Time of Descent

Any descent technique which gives overall times close to these values may be used. If it isdesired to use a high rate of descent for part of the way down, this must be balanced by a lowerrate of descent at some other point to give a reasonable total time.

For fuel economy, it is best to use the lower rate of descent high up, and increase it at loweraltitude.

For maximum range, the descent procedure used is 0.76 MIND down to 31,000 ft and 285 KIASbelow, decelerating to 250 KIAS by 10,000 ft. Adequate supply of air to the cabin is obtained withengines idling and both MAIN AIR VALVES selected OPEN.

From altitudes above 37,000 ft the overall descent time, with power at idle, is too short and,unless some delay lower down is anticipated, the rate of descent above 37,000 ft should bereduced to about 1,000 ft per minute by increasing power. The data in Section IV - FLIGHTPLANNING DATA is based on this technique.

The use of the rough air airspeed reduces rate of descent and increases sector fuel and timeslightly.

Airbrakes are not normally used but may be extended to steepen the descent at any time.

Cruising Altitude Feet Minimum Time Of Descent To 1500 Feet

41,000 19 Minutes

39,000 17 Minutes

37,000 15 Minutes

35,000 13 Minutes

33,000 11 Minutes

31,000 9 Minutes

29,000 7 Minutes

27,000 4 Minutes




HOLDING

Holding, in normal conditions, is carried out with the airplane in a clean configuration.

Holding speeds are given in Section IV - FLIGHT PLANNING DATA. Refer to Figures 3 and 4for Flight Profiles of ILS and Non-Precision Approaches with holding anticipated.

HA05C 061061AA.AI

ILS

Figure 3Flight Profile - ILS

RA

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Figure 4Flight Profile - Non-Precision Approach



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APPROACH and LANDING

APPROACH

Refer to Figure 3 ILS, Figure 4 Non-Precision Approach and Figure 5 VFR Approach Normal.

NORMAL LANDING

Before the airplane descends below 200 ft, the MAIN AIR VLVs must be selected to CLOSE andthe APR armed.

Flying in the traffic pattern should be at 160 KIAS with air brakes closed, flaps 15° and landinggear lowered.

The flaps may be lowered to 45°, reducing airspeed to the recommended approach speed ofVREF +10 KIAS with flaps 45°. Lowering the flaps to 45° causes a nose down change of attitudeand, because of the extra drag, the rate of descent will be increased unless thrust is added.

When nearing the runway, thrust should be reduced so that the airplane crosses the thresholdat VREF. The yaw damper should be disengaged at or above 50 ft.

The nose wheel should be lowered to the surface immediately after touchdown, wheel brakesapplied as necessary (see WHEEL BRAKES in this Sub-section) lift dump selected and thrustreversers deployed as required (see THRUST REVERSERS in this Sub-section).

Nose wheel steering may be used at any speed after landing but for passenger comfort it isrecommended that directional control be maintained by use of rudder and differential brakinguntil below 100 KIAS.

TWO ENGINE GO-AROUND

When the airplane is at or near the forward limit of the center of gravity range, promptlongitudinal retrim is recommended to avoid high stick forces at increased airspeeds.

24 Section - V Sub-section 1NORMAL HANDLING



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Figure 5Flight Profile - VFR Approach Normal



Section - VFLIGHT HANDLING

Sub-section 2ABNORMAL HANDLING

Table of Contents

Page

SLIPPERY RUNWAYS ................................................................................2-5

LANDING...................................................................................................2-5

REJECTED TAKEOFF BEFORE V1 ...........................................................2-5

CONTINUED TAKEOFF - ENGINE FAILURE AFTER V1...........................2-6

ENGINE FAILURE AFTER LIFT-OFF .........................................................2-6

Figure 1 - Flight ProfileTakeoff: Engine Failure After V1 with APR-High and Low Performance Profiles.....................................................2-7

CRUISE with ONE ENGINE INOPERATIVE...............................................2-8

MAXIMUM PERMISSIBLE SPEED .............................................................2-8

FLIGHTS in EXCESS of MMO/VMO ...........................................................2-8

ICING CONDITIONS ....................................................................................2-9

GENERAL .................................................................................................2-9

BEFORE TAKEOFF ..................................................................................2-9

DURING FLIGHT.....................................................................................2-10

Figure 2 - Speed for Use in Icing Conditions.......................................2-11

CLIMB......................................................................................................2-12

CRUISE ...................................................................................................2-12

HOLDING ................................................................................................2-12

DESCENT ...............................................................................................2-12

LEAVING ICING CONDITIONS...............................................................2-12

SEVERE ICING CONDITIONS ..................................................................2-13

PROCEDURES for EXITING SEVERE ICING CONDITIONS.................2-14

2 Section - V Sub-section 2ABNORMAL HANDLING



Page

FLIGHT IN TURBULENT AIR....................................................................2-15

SEVERE TURBULENCE.........................................................................2-15

CLEAR AIR and NON-STORM TURBULENCE ......................................2-15

STORM TURBULENCE ..........................................................................2-15

Figure 3 - Maximum Altitude for Flight When Storm or Severe Turbulence May Be Expected.................................2-16

OPERATION in WINDSHEAR and MICROBURST CONDITIONS ..........2-17

CONVECTIVE WEATHER ......................................................................2-17

WINDSHEAR...........................................................................................2-17

MICROBURST ........................................................................................2-17

Figure 4 - Symmetric Microburst .........................................................2-18

Figure 5 - Asymmetric Microburst .......................................................2-18

Figure 6 - Dry Microburst.....................................................................2-18

DIAGRAM of FLIGHT CREW ACTION ...................................................2-19

LESSONS LEARNED from WINDSHEAR ENCOUNTERS ....................2-20

STANDARD OPERATING TECHNIQUES ..............................................2-20

Figure 7 - Windshear Effects on Rotation Decision.............................2-24

Figure 8 - Windshear Effects on Flight Path During Approach............2-25

FOLLOW STANDARD OPERATING TECHNIQUES..............................2-26

WINDSHEAR RECOVERY TECHNIQUE ...............................................2-27

REPORT the ENCOUNTER....................................................................2-29

AIRPLANES with WINDSHEAR ALERTING SYSTEMS INSTALLED ....2-29

SUMMARY ..............................................................................................2-29

OPERATION in AREAS CONTAMINATED by VOLCANIC ASH.............2-30

GROUND OPERATION ..........................................................................2-30

PRE-START ............................................................................................2-30

TAXI.........................................................................................................2-30

TAKEOFF ................................................................................................2-30

CRUISE ...................................................................................................2-30

LANDING.................................................................................................2-30



Section - V Sub-section 2ABNORMAL HANDLING

Page

APPROACH and LANDING - ONE ENGINE INOPERATIVE ...................2-31

GO-AROUND - ONE ENGINE INOPERATIVE..........................................2-31

EMERGENCY OVERWEIGHT LANDING .................................................2-31

LANDING ABOVE WAT LIMIT with ONE or BOTH ENGINES OPERATING ..................................................................2-32

LANDING with DIGITAL ELECTRONIC ENGINE COMPUTER (DEEC)INOPERATIVE............................................................................................2-32

NO FLAP LANDING ..................................................................................2-32

LANDING with ASYMMETRIC AIR BRAKE.............................................2-32

LANDING by USE of TRIM SYSTEM........................................................2-33

LANDING USING EMERGENCY BRAKING.............................................2-33

AFTER EMERGENCY LANDING ..............................................................2-33

LANDING AFTER GEAR FAILS to FULLY LOCK DOWN.......................2-33

Figure 9 - Flight Profile -Non-Precision Approach Single Engine..............................2-34

Figure 10 - Flight Profile -ILS Approach Single Engine .............................................2-35

Figure 11 - Flight Profile -VFR Approach Single Engine............................................2-36

Figure 12 - Flight Profile -VFR No Flap Approach .....................................................2-37

Figure 13 - Flight Profile -ILS Approach Landing Above WAT Limit ..........................2-38

DITCHING ..................................................................................................2-39

DIRECTION of DITCHING.......................................................................2-39

ACTION ...................................................................................................2-40




SLIPPERY RUNWAYSThe following information is provided for operation on runways which are either:

(a) Covered by compacted snow.

or

(b) Expected to have very low braking action due to the presence of wet ice.

Compacted snow is snow which has been compressed into a solid mass which resists furthercompression and will hold together or break into lumps if picked up.

LANDING

For unfactored landing distances on compacted snow and wet ice, refer to the Airplane FlightManual.

Obtain the landing distance required for the intended landing weight and compare it with therunway length available. Then decide whether the safety margin is adequate, taking into accountthe weather and the possible consequence of an overrun or undershoot.

Landing downhill or with a tailwind on a slippery runway should be avoided. The limitingcombinations of wind and runway gradient are shown in the Airplane Flight Manual.Combinations of wind and gradient shown in the shaded area are not permitted.

Reverse thrust should be used if available, but forward idle thrust should be selected ifdirectional control becomes difficult. If reverse thrust is not being used, deceleration will beassisted by shutting down either engine after normal selection of lift dump.

NOTE: In a crosswind the downwind engine should be shut down.

REJECTED TAKEOFF BEFORE V1Close both thrust levers, apply maximum braking using anti-skid, select airbrakes OPEN andselect reverse idle.

It is recommended that both thrust reversers are deployed even if takeoff has been abandonedfor actual or suspected engine failure, but that power is not increased above reverse idle on amalfunctioning engine.




CONTINUED TAKEOFF - ENGINE FAILURE AFTER V1Refer to Figure 1 for a flight profile of Engine Failure After V1 with APR-High and LowPerformance Profiles.

The APR system on the MFD should automatically apply APR power which will be indicated bythe APR green ON legend on the MFD being illuminated and, unless on the flat rating, a rise ofN1. If the APR green ON legend remains extinguished, immediately push the APR OVRD switch.

The use of aileron on the ground is effective in steering the airplane in the natural sense. In theevent of an engine failure before VR, aileron can be used instinctively to maintain wings level,and further application will help minimize deviation. Rotate at VR.

In a continued takeoff after engine failure where field length or obstacle clearance is limiting, it isimportant that airspeed rise during transition is kept to a minimum and that the initial climb ismade at an airspeed as close as possible to V2.

APR must be cancelled by pushing the APR ARM switch no more than five minutes after start ofthe take-off roll.

ENGINE FAILURE AFTER LIFT-OFFIn the event of engine failure after lift-off but during the initial climb, airspeed should be heldconstant at that obtained at the moment the failure is recognized. The thrust of the remainingengine should be increased to maximum, if it is not already at that thrust, and both MAIN AIRVALVES selected to CLOSE.

APR must be cancelled and maximum continuous rating selected not more than five minutesafter start of the take-off roll.




HA05C 061064AA.AI

Figure 1 - Flight ProfileTakeoff: Engine Failure After V1 with APR-High and Low Performance Profiles




CRUISE with ONE ENGINE INOPERATIVEPerformance data for Single Engine Operation can be found in Section IV - FLIGHT PLANNINGDATA Sub-section 6.

If an engine fails, thrust may be increased up to maximum continuous on the operating engine,to minimize the loss of speed and altitude.

The recommended Long Range cruising speed provided in Section IV - FLIGHT PLANNINGDATA Sub-section 4 gives best range at a fixed altitude. However, it will be an advantage tofrequently reduce the speed to the minimum cruising KIAS in order to reduce the loss of altitude.

This minimum speed is the same as that given for all engine operation and should be used onlyuntil the airplane can accelerate to the Long Range speed.

If obstacle clearance is most important, the en-route climb speed will give the minimum gradientof descent and the best ceiling, but it is too slow for Long Range operation. Therefore, thegeneral procedure is to increase power to maximum continuous and maintain altitude whilespeed falls to the minimum cruising speed. The airplane will then drift down to the single enginecruise ceiling.

When a satisfactory cruise altitude is established, allow the speed to rise to the Long RangeKIAS or higher if range is not critical.

MAXIMUM PERMISSIBLE SPEED

NOTE: The following procedures apply when the airplane is used solely for the purpose of pilottraining or routine test flights with no passengers on board.

FLIGHTS in EXCESS of MMO/VMO

It is permissible, for the purpose of pilot training or routine test flights, to exceed VMO or MMO(as stated in the AFM, Section 2 - LIMITATIONS) provided the following conditions are observed:

• Passengers are not carried.

• There is no significant turbulence.

• The maximum airspeed is an indicated Mach number of 0.82, at an altitude of at least 30,000 ft with wings level and no applied "G".

• The maximum airspeed does not exceed VMO by more than 20 KIAS, at an altitude of nomore than 20,000 ft.

Commence the maneuver in level flight by selecting maximum continuous power and gentlylower the nose if necessary. Recovery action is to reduce power to idle, extend the airbrakes andexecute a gentle pull up.

If a Mach number greater than 0.82 indicated or an airspeed of greater than 20 KIAS above VMOis inadvertently achieved, or if any airframe or aileron buffet is encountered, take recovery actionimmediately.

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Sub-section 2 - ABNORMAL HANDLING

ICING CONDITIONS

BEFORE TAKEOFF

Refer to Page 4 of 8



Insert Page 4 of 8 into Section V - FLIGHT HANDLING, Sub-section 2 -ABNORMAL HANDLING, to face Page 2-9. Insert Page 5 of 8 to face Page 2-10.Insert Page 7 of 8 to face Page 2-12.



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ICING CONDITIONS

BEFORE TAKEOFF

Read the following text in place of the existing third paragraph:

Set ENG ANTICE 1 and 2 to ON and ENG IGNITION 1 and 2 to AUTO.

Read the following text in place of the existing sixth paragraph:

If necessary, the airframe WING / TAIL ANTICE switch may also be selected ON for takeoff. Switch ENG ANTICE 1 and 2 to OFF and the ENG IGNITION 1 and 2 to AUTO when conditions permit.

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ICING CONDITIONS

GENERAL

The Hawker 900XP airplane is approved for flight in icing conditions, however good airmanshipdictates that icing conditions must be avoided whenever possible for the following reasons:

• Ice and snow accumulation will reduce the aerodynamic efficiency of the airplaneby increasing drag and diminishing lift due to airfoil deformation.

• Control movements can be impaired.

• Loss of thrust can occur due to engine inlet duct icing.

All ice detection lights must be operative prior to flight into icing conditions at night.

BEFORE TAKEOFF

If icing conditions are present (reference Icing General located in Section 2 - LIMITATIONS ofthe applicable Airplane Flight Manual), accomplish the following before and during takeoff:

Prime the airframe ice protection system by setting the WING/TAIL ANTICE time switch to runthe pump for two minutes. Check that priming is complete before start of takeoff.

Set ENG ANTICE 1 and 2 and ENG IGNITION 1 and 2 to ON.

NOTE: ENG ANTICE 1 and 2 should be selected ON before setting take-off thrust.

When takeoff is made with ENG ANTICE 1 and 2 selected ON, ITT must be monitored duringtakeoff and initial climb. Allowance must be made for the use of ENG ANTICE on performanceby reference to the appropriate figures in the applicable Airplane Flight Manual, Sub-section4.10 and Section 5.

If necessary, the airframe WING/TAIL ANTICE switch may also be selected ON for takeoff.Switch ENG ANTICE 1 and 2 to OFF and the ENG IGNITION 1 and 2 to OFF when conditionspermit.

NOTE: There is a fuel penalty when the engine antice systems are in use.

Whether in icing conditions or not, the SCREEN HEAT L and R and the PITOT/VANE HEAT Land R should be selected ON in flight.

The ICE DET switch should normally be set to AUTO, but before taxiing in icing conditions, itshould be set to OVRD.




DURING FLIGHT

Maintain the airframe in the fully primed condition (see NOTE 1). If icing conditions are presentor expected during flight, proceed as follows:

ENG IGNITION 1........................................... ON

ENG ANTICE 1.............................................. ON

WING/TAIL ANTICE ...................................... Select for 10 minutes before entering icing(see NOTES 1 & 2).

Airspeed......................................................... Adjust airspeed to 230 KIAS(see NOTE 3).

ENG IGNITION 2........................................... ON

ENG ANTICE 2.............................................. ON

ENG 1 & 2 A/ICE annunciators...................... Extinguished. Monitor during flight in icingconditions. If an annunciator illuminates,increase engine RPM by 5%.

NOTES: 1. The airframe system should be maintained fully primed by selecting the WING/TAIL

ANTICE switch ON for 30 seconds at the start of climb, for 2 minutes at the top of descentand, if icing conditions are expected, preferably for 2 minutes prior to entering icingconditions.

2. If icing conditions still prevail or are expected, a further period of operation should beselected prior to the time switch reaching zero. Termination of the WING/TAIL ANTICEselection will be given by an audio chime.

3. This is a recommended speed. However, if it is necessary to take advantage of the fullrange of airspeeds permitted for flight in icing conditions and if other conditions permit,the airspeed may be adjusted to within the limits given in Figure 2.

4. Allowance should be made for the adverse effects of the engine anti-ice system uponcruise, hold and go-around landing performance (see Section 5 of the Airplane FlightManual).

5. With either of the ENG ANTICE switches selected ON in flight, the windscreentemperature is increased to provide windscreen ice protection. This increase is notprovided when the airplane is on the ground.

There is a fuel penalty with the engine anti-ice systems in use and the systems must be turnedoff when the airplane is clear of icing conditions. With ENG ANTICE selected ON, and thrustlever at idle, a raised N2 is automatically applied to provide intake and engine anti-ice.

When selecting the ENG ANTICE switch ON, an ITT increase of 20° C to 50° C can be expected.Special care must be taken not to exceed the ITT limitations. Appropriate performance tablesmust be used (see previous NOTES 4 & 5).

While in icing conditions, the airspeed must be kept within the range given in Figure 2. Theselimits are set to ensure adequate de-icing fluid is distributed over the wing and tailplane surfaces.

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ICING CONDITIONS

DURING FLIGHT

Read the following procedures in place of the existing procedures:

ENG IGNITION 1 ........................................... AUTO

ENG ANTICE 1.............................................. ON

WING/TAIL ANTICE ...................................... Select for 10 minutes before entering icing(see NOTES 1 & 2).

Airspeed......................................................... Adjust airspeed to 230 KIAS(see NOTE 3).

ENG IGNITION 2 ........................................... AUTO

ENG ANTICE 2.............................................. ON

ENG 1 & 2 A/ICE annunciators...................... Extinguished. Monitor during flight in icingconditions. If an annunciator illuminates,increase engine RPM by 5%.






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Figure 2Speed for Use in Icing Conditions




CLIMB

Climb at 230 KIAS or as required in accordance with Figure 2 with normal climb power.

CRUISE

In all conditions the airplane has sufficient performance to be able to cruise above 30,000 ft,where icing is unlikely to occur.

If it is necessary to cruise in an icing layer, the long range speed should be used. It is usuallymore economical to cruise below the icing layer rather than in it.

HOLDING

Holding should be done at the normal holding speed.

NOTE: The procedural use of 15° flap, for HOLDING or DESCENT, is not permitted in icingconditions.

DESCENT

When descending into icing conditions, select the airframe ice protection system on 2 minutesbefore entering icing (approximately 5000 ft above cloud).

With ENG ANTICE selected in flight and thrust lever at idle, a raised N2 is automatically appliedat which adequate intake and engine anti-ice is available.

NOTE: In icing conditions, ice may accumulate on the unprotected areas between the TKSpanels on the leading edges of the wings.

Descent should be made at 230 KIAS or as required in accordance with Figure 2. Thrust leversmay be closed.

Some airbrakes may give a rate of descent of about 3000 ft per minute. Higher IAS, up to themaximum, may be used if required to give a higher rate of descent.

LEAVING ICING CONDITIONS

ENG ANTICE 1 and 2.................................... OFF

ENG IGNITION 1 and 2................................. OFF

WING/TAIL ANTICE time switch ................... Zero

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ICING CONDITIONS

LEAVING ICING CONDITIONS

Read the following procedures in place of the existing procedures:

ENG ANTICE 1 and 2.................................... OFF

ENG IGNITION 1 and 2 ................................. AUTO

WING/TAIL ANTICE time switch ................... Zero






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SEVERE ICING CONDITIONS

WARNING: SEVERE ICING MAY RESULT FROM ENVIRONMENTAL CONDITIONSOUTSIDE OF THOSE FOR WHICH THE AIRPLANE IS CERTIFIED.

FLIGHT IN FREEZING RAIN, FREEZING DRIZZLE OR MIXED ICINGCONDITIONS (SUPERCOOLED LIQUID WATER AND ICE CRYSTALS) MAYRESULT IN ICE BUILD-UP ON PROTECTED SURFACES EXCEEDING THECAPABILITY OF THE ICE PROTECTION SYSTEM, OR MAY RESULT IN ICEFORMING AFT OF THE PROTECTED SURFACES.

THIS ICE MAY NOT BE SHED USING THE ICE PROTECTION SYSTEMS ANDMAY SERIOUSLY DEGRADE THE PERFORMANCE AND CONTROLLABILITYOF THE AIRPLANE.

During flight, severe icing conditions that exceed those for which the airplane is certified shall bedetermined by the following visual cues.

If one or more of these visual cues exists, immediately request priority handling from Air TrafficControl to facilitate a route or an altitude change to exit the icing conditions:

• Extensive ice accumulation on the airframe in areas not normally observed to collect ice.

• Accumulation of ice on the wing aft of the protected area.

Since the autopilot may mask tactile cues that indicate adverse changes in handlingcharacteristics, use of the autopilot is prohibited when any of the visual cues specified aboveexist, or when unusual lateral trim requirements or autopilot trim warnings are encountered whilethe airplane is in icing conditions.

All icing detection lights must be operative prior to flight into icing conditions at night.

NOTE: This supersedes any relief provided by the Master Minimum Equipment List (MMEL).

The following weather conditions may be conducive to severe in-flight icing:

• Visible rain at temperatures below 0° C ambient air temperature.

• Droplets that splash or splatter on impact at temperatures below 0° C ambientair temperature.




PROCEDURES for EXITING SEVERE ICING CONDITIONS

These procedures are applicable to all flight phases from takeoff to landing. Monitor the ambientair temperature.

While severe icing may form at temperatures as cold as -18° C, increased vigilance is warrantedat temperatures near freezing with visible moisture present.

If the previously specified visual cues for identifying severe icing conditions are observed,accomplish the following:

1. Immediately request priority handling from Air Traffic Control to facilitate a route or an altitudechange to exit the severe icing conditions in order to avoid extended exposure to flightconditions more severe than those for which the airplane has been certified.

2. Avoid abrupt and excessive maneuvering that may exacerbate control difficulties.

3. Do not engage the autopilot.

4. If the autopilot is engaged, hold the control column firmly and disengage the autopilot.

5. If an unusual roll response or uncommanded roll control movement is observed, reduce theangle-of-attack.

6. Do not extend flaps during prolonged operations in icing conditions.

Operation with flaps extended can result in a reduced wing angle-of-attack, with thepossibility of ice forming on the upper surface further aft on the wing than normal, possiblyaft of the protected area.

7. If the flaps are extended, do not retract them until the airframe is clear of ice.

8. Report these weather conditions to Air Traffic Control.




FLIGHT in TURBULENT AIR

SEVERE TURBULENCE

Severe turbulence can be classified into two groups:

• Clear air and non-storm turbulence.

• Storm turbulence.

CAUTION: WHENEVER POSSIBLE, SEVERE TURBULENCE SHOULD BE AVOIDED.

In all types of turbulence it is important to avoid pilot actions which could give rapid changes inattitude, altitude, or airspeed. Whenever possible, achieve a steady condition before enteringturbulence.

Pilot control movement should be kept to the minimum and restricted to limiting long termchanges in attitude and airspeed. All control actions should be small and gentle, and use of thetrim system should be restricted to compensating for intentional change of airspeed.

The airplane should be flown through turbulence on a straight course or, if this is not practicable,bank angles should be limited to approximately 15°.

CLEAR AIR and NON-STORM TURBULENCE

Airspeed need not be reduced except for reasons of passenger comfort. If it is changed, it isrecommended that an airspeed of 230 knots IAS or 0.7 MIND be used.

STORM TURBULENCE

If it is not certain that the conditions are non-storm then they must be assumed to be stormturbulence.

When Severe Turbulence is Forecasted or Expected

The weight/altitude limitation shown in Figure 3 should be observed for that part of the flightwhere severe turbulence is expected in order to avoid the possibility of encountering heavybuffet. The airplane should be stabilized at 230 KIAS or 0.70 MIND, as appropriate, before entryinto the area of turbulence.

Where a change to the flight path is made to avoid a region of storm turbulence, it shall beassumed that severe turbulence might still be expected for the purpose of defining the maximumallowable altitude.

When Severe Turbulence is Not Forecasted or Expected

Airspeed should be changed slowly to 230 KIAS or 0.70 MIND, as appropriate, at constantaltitude.




Figure 3Maximum Altitude for Flight When Storm or Severe Turbulence May Be Expected




Continued Next Page

OPERATION in WINDSHEAR and MICROBURST CONDITIONS

CONVECTIVE WEATHER

This term is taken to mean highly active areas of weather energy such as thunderstorms,rainstorms, virga, extreme turbulence, or tornadoes due to local heating/cooling effects.

WINDSHEAR

This term is taken to mean severe windshear, throughout this part, where airspeed changesexceed 15 KIAS or vertical speed changes exceed 500 ft per minute.

Windshear has long been recognized as a potentially serious hazard to airplanes during landingand takeoff, but may also be experienced in thunderstorm areas, when penetrating weatherfronts, low level jet streams, mountain waves and thermals. Other causes include terrainirregularities and man-made obstructions such as buildings or towers close to the runway.

A windshear encounter is a highly dynamic event.

To think of windshear as an aggravated form of wind gradient is unwise. It can strike suddenlyand with serious effect which in certain circumstances can be catastrophic and may not besuccessfully escaped with any known techniques, even by the most experienced pilots flyingmodern and powerful airplanes.

Statistics indicate that two out of every three windshear accidents or incidents are related toconvective weather conditions, mainly thunderstorms and in particular the most hazardous formof windshear, the microburst.

WARNING: THE FIRST AND MOST VITAL DEFENSE AGAINST WINDSHEARIS AVOIDANCE.

IF THE PRESENCE OF WINDSHEAR IS KNOWN OR SUSPECTED, DO NOTTAKEOFF OR MAKE AN APPROACH TO LAND.

MICROBURST

This term is taken to mean a concentrated, more-powerful form of down draught, which mayoccur anywhere convective weather conditions exist.

Microburst can take the form of:

• Symmetric Microburst (Figure 4)

• Asymmetric Microburst (Figure 5)

• Dry Microburst (Figure 6)




Continued Next Page

MICROBURST (continued)

An airplane transiting the microburst from left to right would experience a small headwindfollowed by a large tailwind.

Figure 5Asymmetric Microburst

Figure 6Dry Microburst

Evaporation of rain below cloud base (virga) causes intense cooling of rain-shaft and subsequent cold air plunge.

Figure 4Symmetric Microburst

An airplane transiting this type of microburst would experience equal headwinds and tailwinds.




DIAGRAM of FLIGHT CREW ACTION

Due to the serious threat imposed by infrequent windshear encounters, an orderly set of actionsis necessary to increase flight crew awareness of weather conditions that produce windshear.

To improve the chances of surviving a windshear encounter, the model of aircrew actions shouldbe incorporated into day-to-day operations to ensure such actions are available and easilyrecalled when needed.

YES

NO

YES

NO

EVALUATE THE WEATHER

ANY SIGNS OF WINDSHEAR?

AVOID KNOWN WINDSHEAR

IS IT SAFE TO CONTINUE?

CONSIDER PRECAUTIONS

FOLLOW STANDARD OPERATING TECHNIQUES

WINDSHEAR RECOVERY TECHNIQUE

REPORT THE ENCOUNTER




LESSONS LEARNED FROM WINDSHEAR ENCOUNTERS

The primary lesson learned is that the best defense against windshear is to avoid it altogether.This is especially important because shears will exist which are beyond the capability of any pilotor airplane.

When avoidance action has failed, other lessons have been learned regarding windshearrecognition and pilot techniques.

These additional lessons are:

• Recognition is difficult and is usually complicated by marginal weather.

• Time available for recognition and recovery is short (as little as 5 seconds).

• Aircrew coordination is essential for prompt windshear recognition and recovery.

• Flight path must be controlled with pitch attitude (unusual stick forces may be required) andlower than normal airspeed may have to be accepted.

STANDARD OPERATING TECHNIQUES

A series of recommendations were formulated under the general heading of Standard OperatingTechniques (SOTs). Having evaluated the weather, the flow chart recommends the aircrewfollow SOTs in an effort to aid them with the early recognition of a windshear encounter.

The SOTs fall into two general headings of air crew awareness and aircrew co-ordination.

The aircrew should be prepared to change to windshear recovery techniques as soon as theSOTs indicate the likelihood of windshear activity.

Evaluate the Weather

In most windshear related accidents that occur, several potential windshear indicators have beenpresent. Windshear indicators are meant to be cumulative.

The more indicators present, the more crews should consider delaying departure or approach.

The weather evaluation process must continue during the takeoff and climb-out and throughoutthe approach and landing.

The following weather information should be examined for any potential windshear conditionsaffecting the flight:

• Terminal Area Forecasts

• Hourly Sequence Reports

• Severe Weather Watch Reports

• LLWAS (Low Level Windshear Alert System) Reports

• SIGMETS (Significant Meteorological Information).

• PIREPS (Pilots Reports) or AIREP SPECIAL (Special Aircraft Observation).

• Airborne Weather Radar

• Visual indicators from the flight compartment.




Avoid Known Windshear

The importance of avoiding severe windshear and microbursts cannot be over-emphasized.

Microburst windshears exist which are beyond the capability of even the largest of airplanes andthe most highly skilled pilots. Avoidance may only mean a ten to twenty minute delay.

A summary of the weather evaluation factors which can be helpful in avoiding windshear isprovided by the following information:

Presence of Convective Weather Near Intended Flight Path

Observation Windshear Probability

• With localized strong winds: Tower reports, or observed dust rings, tornado-like features, etc. ...................... HIGH

• With heavy precipitation:Observed or radar indications of contour, red or attenuation shadow................. HIGH

• With rainshower ................................................................................................... MEDIUM

• With virga............................................................................................................. MEDIUM

• With lightning ....................................................................................................... MEDIUM

• With moderate or greater turbulence:Reported or radar indications .............................................................................. MEDIUM

• With temperature/dew point spread between -1° C and 10° C (30° and 50° F) .. MEDIUM

• ONBOARD WINDSHEAR DETECTION SYSTEM ALERT (If Installed)Reported or observed.......................................................................................... HIGH

PIREP or AIREP SPECIAL of an Airspeed loss or gain

• 15 knots or greater .............................................................................................. HIGH

• Less than 15 knots .............................................................................................. MEDIUM

LLWAS ALERT/WIND Velocity Change

• 20 knots or greater .............................................................................................. HIGH

• Less than 20 knots .............................................................................................. MEDIUM

• Forecast of Convective Weather ......................................................................... LOW




A Key To the Previous Information Is:

HIGH Probability

• Critical attention to be given to this observation.

• A decision to avoid should be made.

MEDIUM Probability

• Consideration should be given to avoiding.

• Precautions should be taken.

LOW Probability

• Consideration should be given to this observation, but a decision to avoid is not generallyindicated.

NOTE: Windshear indicators should be considered cumulative.

Consider Precautions

WARNING: IF THE PRESENCE OF WINDSHEAR IS KNOWN OR SUSPECTED DO NOTTAKE OFF OR MAKE AN APPROACH TO LAND.

However, there are situations when windshear clues do not clearly dictate delaying, but can beinterpreted to mean that conditions are right for windshear activity.

A number of precautionary techniques have been developed which aircrews can take to lessenthe effects of an inadvertent windshear encounter. No “best'” recommendation can be developedfor all conditions. Use of precautions along with even the best recovery piloting skills cannotguarantee a successful escape. Recommended precautions have a relatively small effect on theoutcome of an inadvertent encounter.

Precautions should not replace pilot judgement. If in doubt, do not takeoff or make an approachto land.




Continued Next Page

Take-off Precautions (Figure 7)

1. Use maximum rated take-off thrust, N1 Ref.(Do not use de-rated thrust or flexible thrust techniques, if applicable).

2. Use longest suitable runway. Use the longest runway that avoids suspected areas ofwindshear. The choice also involves consideration of exposure to obstacles after lift off andcrosswind and tailwind limitations.

3. No recommendations have been determined for the use of specific flap settings on takeofffor the Hawker 900XP series airplane.

4. Consider using increased rotation airspeed.

(a) Determine V1, VR and V2 speeds for actual airplane gross weight and flap setting.

(b) Set airspeed bugs to these values in the normal manner.

(c) Determine field length limit maximum weight and corresponding VR for selected runway.

(d) If field length limit VR is greater than actual gross weight VR, use the higher VR (up to 20knots in excess of actual gross weight VR) for takeoff. Airspeed bugs should not be resetto the higher speed.

(e) Rotate to normal initial climb attitude (approximately 12° dependent on take-off weightand flap setting) at the increased VR and maintain this attitude.

If increased airspeed is not used prior to takeoff, acceleration to higher than normal airspeedafter takeoff is not recommended, as pitch attitude reduction at low altitude might producea hazard if windshear were encountered.

5. Do not use speed referenced flight director.

WARNING: IF WINDSHEAR IS ENCOUNTERED AT OR BEYOND THE ACTUAL GROSSWEIGHT (BUG) VR, DO NOT ATTEMPT TO ACCELERATE TO THEINCREASED VR, BUT ROTATE WITHOUT HESITATION.

IN NO CASE SHOULD ROTATION BE DELAYED BEYOND 2000 FT FROMTHE END OF THE USABLE RUNWAY SURFACE.




Continued Next Page

Take-off Precautions (continued)

Windshear effect may force rotation at speed below VR. Rotation should begin no later than 2000ft from end of usable runway.

Approach Precautions (Figure 8)

1. Stabilize approach no later than 1000 ft ARTE.

2. Minimize thrust reductions.

3. Use most suitable runway.

4. Consider using recommended flap setting.

5. Consider using increased approach speed.

6. Use autoflight systems during approach.

Figure 7Windshear Effects on Rotation Decision




Continued Next Page

Approach Precautions (continued)

Microburst reduces airspeed and lift at normal attitude which results in pitch down tendency toregain airspeed.

Thrust Management

Rather than immediately compensating for an airspeed increase by reducing thrust, a briefpause to evaluate speed trends is prudent.

In the absence of a tailwind shear this procedure may result in a higher than normal approachspeed which may have to be accounted for in landing distance.

Landing Flap Selection

Use flaps 45°. Use of flaps 25° should be considered, unless limited by landing distance.

NOTE: Landing distance will increase approximately 10% above the landing distance withflaps 45°.

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GLIDE PATHLIFT

RUNWAYNORMAL APPROACH

GLIDE PATH PITCH DOWN

MICROBURSTLIFT

DESCENDING BELOW GLIDE PATH

FLIGHT ON GLIDE PATH

RUNWAYWINDSHEAR ENCOUNTER

Figure 8Windshear Effects on Flight Path During Approach




Approach Precautions (continued)

Flight Director and Autopilot

During approach it is desirable to utilize the flight director and autopilot to the maximum extentpractical.

However, use of autoflight systems only provide benefits in terms of decreased workload if thisallows the aircrew more time to monitor instruments and weather conditions.

Autoflight systems should be disconnected when continued use appears counter-productive.

FOLLOW STANDARD OPERATING TECHNIQUES

Takeoff

1. Know normal:

• Attitudes

• Climb rates

• Airspeed build-up

2. Know/use all-engine initial climb attitude.

3. Make continuous rotation at normal rate.

4. Cross-check flight director commands (if applicable).

5. Minimize pitch attitude reductions.

6. Pilot Not Flying - Monitor vertical flight path instruments, call out deviations.

7. Know recovery decision guidelines and be prepared to execute the recommended recoveryprocedure as soon as deviations exceed target conditions.

Approach

1. Know normal:

• Attitudes

• Descent rates

• Airspeeds

• Thrust lever position

2. Cross-check flight director commands.

3. Avoid large thrust reductions.

4. Pilot Not Flying - Monitor vertical flight path instruments, call out deviations.

5. Know recovery decision guidelines and be prepared to execute the recommended recoveryprocedure as soon as deviations exceed target conditions.




Aircrew Co-ordination

Pilot Flying:

Should focus attention on flying, taking appropriate action in response to call outs in a windshearencounter.

Pilot Not Flying:

Should focus attention on:

• Airspeed

• Vertical speed

• Altitude

• Pitch attitude

• Glideslope deviation

• Thrust

Any significant deviations from normal indications should be called out using standard flightcompartment call-out procedures.

WINDSHEAR RECOVERY TECHNIQUE

The importance of immediate recognition and action cannot be stressed enough.

The Criteria for Windshear Recognition and Recovery Decision Is:

Takeoff

1. 15 knots sudden variation of airspeed.

2. 500 fpm sudden variation of vertical speed.

3. 5° sudden variation of pitch attitude.

Approach

1. 15 knots sudden variation of airspeed.

2. 500 fpm sudden variation of vertical speed.

3. 5° sudden variation of pitch attitude.

4. 1 dot glideslope displacement.

5. Unusual thrust lever position for a significant period of time.




Takeoff (On the Runway)

Recognition of windshear is difficult during take-off roll since airspeed is changing rapidly. Priorto V1, the takeoff should be rejected if a windshear is encountered. After V1, the takeoff must becontinued.

Recovery Technique

1. Thrust - Verify thrust levers are full forward.

2. Pitch - At normal VR rotate toward 12° at normal pitch rate (but no later than 2000 ft of usablerunway remaining, even if below VR). Pitch attitude should not be increased beyond 12°before lift off.

NOTE: After lift-off, follow After-Lift-off/On Approach Windshear Recovery Technique.

After Lift-off / On Approach

If windshear is inadvertently encountered after liftoff or during an approach, IMMEDIATELYinitiate the recommended recovery technique. If encountered during an approach, DO NOTATTEMPT TO LAND.

However, if during an approach a windshear is encountered which increases the performance ofthe airplane (increasing performance shear), a normal go-around rather than the recoverymaneuver may be accomplished.

Recovery Technique

1. THRUST - Immediately apply full power by advancing thrust levers fully.Select APR OVRD.

2. PITCH - Adjust towards 12° at normal pitch rate.

(a) If flight path is unacceptable, increase pitch attitude beyond 12° in 2° increments.

(b) Always respect stick shaker.

(c) Use intermittent stick shaker as the upper pitch limit. If attitude has been reduced to lessthan 12° to stop stick shaker, increase attitude towards 12° as soon as stick shaker stops.

Once the airplane is climbing and ground contact is no longer an immediate concern,airspeed should be increased by cautious reductions in pitch attitude.

3. CONFIGURATION - Maintain existing configuration.

Additional Considerations

1. Autopilot should be disengaged at the start of the recovery.

2. If time permits, the flight director should be switched off.




REPORT the ENCOUNTER

Report the encounter as soon as possible after recovery.

Use the Following Format:

1. Maximum loss or gain of airspeed.

2. Altitude at which shear was encountered.

3. Location of shear with respect to runway in use.

4. Airplane type.

5. Use the term PIREP or AIREP SPECIAL to encourage re-broadcast.

The contents of this part are based on the FAA PILOT WINDSHEAR GUIDE.

Further information may be found in the FAA WINDSHEAR TRAINING AID, and also the FAAPILOT WINDSHEAR GUIDE which is published as FAA ADVISORY CIRCULAR AC 00-54APPENDIX 1.

The study of these documents is recommended.

AIRPLANES with WINDSHEAR ALERTING SYSTEMS INSTALLED

NOTE: Pilots are directed to read any and all manuals appropriate to their approved windshearsystem.

CAUTION: THE PRESENCE OF A WINDSHEAR DETECTION SYSTEM IN THE AIRPLANE DOES NOT ALLEVIATE THE NEED TO FOLLOW PRECAUTIONS AND STANDARD OPERATING TECHNIQUES AS DESCRIBED IN THE PREVIOUS PARTS OF THIS INFORMATION.

NOTE: Immediate recovery action should be taken as soon as the presence of windshear is recognized, even if the windshear alerting system has not yet given a CAUTION or a WARNING.

An amber Windshear Caution is annunciated for an increasing performance windshear. Ondetection of decreasing performance windshear, a red WINDSHEAR WARNING is annunciatedtogether with the audio message of “WINDSHEAR WINDSHEAR WINDSHEAR" with EGPWSmodes being inhibited for 5 seconds after a windshear warning.

A CAUTION (increasing performance) will most probably serve as a precursor to a WARNING(decreasing performance). The action following a CAUTION on the approach should be anormal go-around. A WARNING at any stage should result in the pilots immediately carrying outthe recovery technique described in the previous section.

SUMMARY

The best defense against windshear is RECOGNITION and AVOIDANCE.

Inadvertent encounters are best negotiated by means of pitch attitude control and thrust,tolerating lower than normal airspeed. Behavioural changes are necessary to break from theinstinct to chase airspeed - a potentially hazardous recovery technique.




OPERATION in AREAS CONTAMINATED by VOLCANIC ASHOperation of the Hawker 900XP airplane, both in flight and on the ground, in areas contaminatedby volcanic ash or dust must be avoided. However, the following information is offered shouldvolcanic ash be unavoidably encountered.

GROUND OPERATION

Volcanic dust will be stirred up by routine maintenance and service activities, and will settle onexposed surfaces and may penetrate air intakes and seals.

PRE-START

Gently brush the ash from the windshields and flying surfaces. Avoid using the APU by usingground power.

TAXI

Keep engine thrust to a minimum. Avoid sharp or high speed turns and keep the engine and APUair valves closed.

TAKEOFF

Allow all dust and ash to settle before takeoff. Make a rolling takeoff by advancing the thrustlevers smoothly to take-off power.

CRUISE

NOTE: If an area contaminated by volcanic ash is encountered during cruise, the aircrew mustdon oxygen masks.

If engines malfunction (surge/increase ITT) select engine ignition ON and retard thrust levers toIDLE.

Where practicable, close engine air valves to prevent dust entering the cabin and descend tominimum safe altitude. Passengers and cabin crew should use cabin oxygen system when themasks drop down.

Fly out of the cloud as soon as possible.

A volcanic cloud is likely to drift downwind for many miles from its source, and will probably beconfined to upper and medium levels. Therefore, contrary to the advice normally given to escapefrom thunderstorms, the quickest way out of a volcanic cloud may well be to turn around.

LANDING

Do not use reverse thrust unless absolutely necessary, and then only to the minimum levelrequired to stop safely. Runway friction, and brake efficiency, may be reduced by ash on therunway.

The use of landing data for a wet or contaminated runway should be considered.




APPROACH and LANDING - ONE ENGINE INOPERATIVERefer to Figure 9 for a Flight Profile of Non - Precision Approach Single Engine.Refer to Figure 10 for a Flight Profile of ILS Approach Single Engine.Refer to Figure 11 for a Flight Profile of VFR Approach Single Engine.

The approach should be made at VREF + 20 knots with flaps 25°.

At a height of about 200 ft, provided that a successful landing is assured, flaps 45° should beselected and the airspeed allowed to slow to VREF.

Alternatively, the airplane may be landed with flaps 25°, using a landing reference speed of VREF+ 5 knots IAS. In this case, lift dump will not be available after touch down. At light weights, VREFshould be increased to 111 KIAS to allow adequate control in the event of a discontinuedapproach.

Reverse thrust on the operative engine may be used on the ground and it is recommended thatthe reverser on the inoperative engine is deployed, if possible, to reduce the asymmetric effecton handling.

GO-AROUND with ONE ENGINE INOPERATIVETo discontinue an approach, set the thrust lever of the operative engine fully forward. Selectflaps 15° (from flaps 45° or 25°) or flaps 0° (from flaps 15°) and retract the landing gear. Rotatethe airplane to an attitude of approximately 12°.

The speed should be maintained at final approach speed during the climb-out. Do not allowspeed to reduce below VREF with flaps 15° or VREF + 10 KIAS with flaps 0°.

NOTES: 1. Under limiting performance conditions, it is more important to establish a climb

and retract the landing gear than to increase airspeed above the minimum.2. The airworthiness requirements do not ensure that there will be a positive climb

performance in the final landing phase with an engine inoperative. Therefore, the decision to discontinue the approach should be made before the flaps are extended to 45°.

EMERGENCY OVERWEIGHT LANDINGIf it is necessary to make a landing at a weight in excess of maximum landing weight, use normaltechniques for approach and landing, touching down as smoothly as possible.

For the purpose of brake cooling, an overweight landing should be considered as a rejectedtakeoff.




LANDING ABOVE WAT LIMIT with ONE or BOTH ENGINES OPERATINGRefer to Figure 13 for a Flight Profile of ILS Approach - Landing Above WAT Limit.

If a landing has to be made shortly after takeoff at a weight at or close to the maximum given inthe Airplane Flight Manual Figure 5.15.1, where the required approach climb gross gradient of2.1% cannot be met with flaps 15° (see AFM Figure 5.55.4), an alternative landing procedure isrequired. The approach should be made with flaps 15° at VREF + 25 KIAS.

When a successful landing is assured, flaps 25° should be selected and airspeed allowed to slowto VREF + 5 KIAS at the threshold. Airbrakes should be selected open immediately aftertouchdown.

When landing with an inoperative engine, reverse thrust on the operative engine may be usedon the ground and it is recommended that the reverser on the inoperative engine is deployed, ifpossible, to reduce the asymmetric effect on handling.

NOTES: 1. Lift Dump is not available with flaps 25°.2. All reference to VREF means the VREF appropriate to flaps 45° and as defined in the AFM

Sub-section 5.10.

LANDING with DIGITAL ELECTRONIC ENGINE COMPUTER (DEEC) INOPERATIVEWhen landing with either or both engines in the manual mode, special care must be taken dueto slow engine(s) acceleration. Depending on conditions, acceleration time will be greatlyincreased. To minimize acceleration time on the affected engine(s), ENG ANTICE should beselected OFF and the MAIN AIR VLV selected CLOSE whenever possible.

NO FLAP LANDINGRefer to Figure 12 for a Flight Profile of VFR No Flap Approach.

In the event of a failure making it impossible to extend the flaps, the landing gear should belowered when airspeed is reduced below 220 KIAS to improve speed stability.

The final approach should be made at VREF + 30 KIAS.

As the runway is approached thrust should be reduced so that the threshold is crossed at VREF+ 15 KIAS. The nosewheel should be lowered to the runway surface immediately after touchdown, the airbrakes opened (if available), wheel brakes applied and reverse thrust used as for anormal landing.

When landing in icing conditions with flap 0°, a further 15 KIAS should be added to the speedsi.e. final approach at VREF + 45 KIAS and the threshold is crossed at VREF + 30 KIAS. Thelanding distance is approximately twice the normal flaps 45° distance.

LANDING with ASYMMETRIC AIR BRAKEIf, as a result of a failure, asymmetric air brake is suspected, the subsequent landing should bemade as a no flap landing using the techniques and airspeeds given above.

The use of flaps is not recommended as large aileron angles will be necessary at low airspeedwith flaps extended.




LANDING by USE of TRIM SYSTEMShould failure of any one of the primary flying controls occur, the following landing technique isrecommended:

Maneuvering in the traffic pattern should be made at approximately 160 KIAS with flaps 15° andthe landing gear down. Steep turns should be avoided. A long final approach should be madewith flaps 45° at VREF + 10 KIAS. If the rudder control has failed, the yaw damper must beswitched off before touchdown.

If the elevator primary control has failed, airspeed may be controlled by the elevator trim and therate of descent by the thrust levers. The final stage of the approach should be fairly flat andtouchdown made by slowly closing the thrust levers. It has been demonstrated that elevator trimremains effective during the landing flare.

If both primary rudder and elevator controls are lost together with a single engine failure, makethe approach at VREF + 20 KIAS, flaps 25° and landing gear down. This airspeed should bemaintained to the threshold and a landing made with flaps 25°.

NOTE: It is not recommended to select flaps to 45° prior to landing, as it is considered unwiseto create a trim change at a late stage of the approach when direct elevator control hasbeen lost.

If the aileron control has failed, it is recommended that the rudder be used for lateral control.However, it may be possible to use the aileron trim control depending on the type of failure.Unless the left aileron itself has jammed, normal use of the trimmer will give some lateral control,the amount depending on how much of the circuit is free to stretch. Should lateral control beseriously impaired, it is recommended that a landing be made with flaps 0°.

The final approach speed should not be less than VREF + 25 KIAS; a greater speed may beneeded to retain sufficient lateral control.

LANDING USING EMERGENCY BRAKINGIf a main braking system failure is suspected but not confirmed before landing, the emergencysystem should not be selected prior to touchdown. The normal brake system should be usedand the emergency system only selected if complete failure of the normal system is confirmedafter touchdown.

NOTE: If committed to using the emergency system, it should be selected with the pedalsreleased.

With emergency selected, anti-skid will not be available so only minimum braking should beapplied and maintained until the airplane slows to taxiing speed. The pedals should not bepumped because rapid exhaustion of the emergency accumulator will occur.

AFTER EMERGENCY LANDINGThe copilot or cabin attendant should open the main entry door or emergency escape hatch, asappropriate, and assist the passengers in leaving the airplane. The pilot should ensure theemergency services have been alerted and shut down the airplane before leaving.

LANDING AFTER GEAR FAILS to FULLY LOCK DOWNRefer to the Airplane Flight Manual, Section 3 - EMERGENCY PROCEDURES.




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Figure 9Flight Profile - Non-Precision Approach Single Engine




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Figure 10Flight Profile - ILS Approach Single Engine




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Figure 11Flight Profile - VFR Approach Single Engine

1500

ft 200

ftV

RE

F 1

11 k

ts

160

kts




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Figure 12Flight Profile - VFR No Flap Approach




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Figure 13Flight Profile - ILS Approach Landing Above WAT Limit




Continued Next Page

DITCHINGThe Hawker 900XP airplane is not certified for ditching, however, the following recommendedprocedures are considered to result in minimum damage to the airplane and the least injury topassengers.

They contain the best available advice, being based largely on model ditching tests on the BritishRoyal Air Force Dominie and general ditching procedures for other airplanes.

These recommendations are not based on tests made with a Hawker 900XP airplane. No suchtests have been carried out.

• State of Sea............ This is better assessed from a height of 500 to 1000 ft, particularly thedirection of swell which may not be as obvious as the less importantwave direction when seen from a lower altitude.

When there is no swell, alight into wind. In the presence of swell, andprovided that drift does not exceed 10° alight parallel to the swell andas nearly into wind as possible. If drift exceeds 10°, alight into wind.

NOTE: Every effort should be made to minimize roll.

Transmit a warning of possible ditching as soon as the emergency arises and while altituderemains. The transmission can be cancelled later if danger is averted.

If possible, the ditching should take place while power is still available. This will enable the mostfavorable conditions to be selected.

DIRECTION of DITCHING

The direction of ditching is mainly dependent on wind and state of sea and these factors may beassessed as follows:

• Wind Direction ........ This may be found by observing the waves, which move and breakdownwind, spray from the wave tops is also a reliable indicator.

• Wind Speed ............ The following conditions can be used as a guide to wind speed:

(a) A few white crests...................................8-17 Knots

(b) Many white crests...................................17-26 Knots

(c) Streaks of foam along the water .............23-35 Knots

(d) Spray from the waves.............................35-43 Knots




DITCHING (continued)

ACTION

Passenger Preparation

• Switch on the appropriate cabin signs and securely stow all personal baggage.

• Make certain that all life jackets are available and their use understood.

• Give instructions for all spectacles and dentures to be removed, with collars and ties loosened.

• Check seat backs are upright and safety belts are fastened.

• Instruct passengers on correct posture for ditching.

• Advise the passengers to use the Emergency Overwing Exit only and do not use the mainentry door. See WARNING below under After Ditching.

During Descent

• Set cabin altitude of 1500 ft.

• Check the dump valve is SHUT.

• Switch on all external lights to aid location of the airplane.

• At night, switch off all lights likely to impair night vision and switch on emergency lighting.

• Check all crew members are at ditching stations with life jackets on and safety harnessestight.

Approach and Touchdown

• Disengage the autopilot.

• Approach at VREF speed with landing gear up and flaps at 45°.

• Check MAIN AIR VLVs 1 & 2 are are selected CLOSE.

• Touchdown at the lowest practicable speed and rate of descent.

• Use landing lights unless mist causes reflected glare.

Under such conditions, when the sea may not be seen clearly before impact, control the rate ofdescent at approximately 200 ft per minute until the airplane strikes the water. Otherwise holdoff until excess speed is lost, aiming to strike the water in a tail down attitude at a speed slightlylower than normal touchdown speed.

After Ditching (or emergency alighting on water)

WARNING: DO NOT OPEN THE MAIN CABIN DOOR. IF THE MAIN CABIN DOOR ISOPENED, ON A SURFACE OTHER THAN FLAT CALM CONDITIONS, WATERWILL ENTER THE CABIN.

• Copilot is to remove the Emergency Overwing Exit and leave the airplane first.

• Copilot is to assist the passengers in leaving the airplane.

• Pilot is to ensure all the passengers are out of the airplane and then leave.

• After leaving the airplane, the Pilot is to make certain all life jackets are inflated correctly.

Pilot’s Operating Manual Section - V FLIGHT...

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Transcript of Pilot’s Operating Manual Section - V FLIGHT...