Hawker 800xp Poh Feb2012

PILOT’S OPERATING MANUAL
P/N 140-590032-0007
for
Applicable to Airplane Serials 258541, 258556, 258567 and After

Equipped with Collins Pro Line 21 Avionics
that have not installed Hawker Beechcraft Winglet Kits.
Copyright © 2012 Hawker Beechcraft Corporation. All rights reserved.

Hawker and Beechcraft are trademarks of Hawker Beechcraft Corporation.
Original Issue: Feb, 2002
Revision A5: Feb, 2012
Pilot’s Operating Manual
Introduction
This Pilot’s Operating Manual is applicable to the Hawker 800XP airplane serials 258541,
258556, 258567 and after equipped with Collins Pro Line 21 avionics and is incomplete without
the current FAA Approved Airplane Flight Manual, P/N 140-590032-0005.
The 140-590032-0007 Pilot’s Operating Manual is only applicable to those Hawker 800XP Pro
Line 21 equipped airplanes that have not installed Hawker Beechcraft winglet kits.
If any data inconsistency exists between this Pilot’s Operating Manual and the FAA Approved
Airplane Flight Manual, the Airplane Flight Manual shall be the governing authority. Illustrations
in this Pilot’s Operating Manual may depict optional equipment, not installed in all airplanes.
NOTE
Raytheon Aircraft Company, which has been renamed Hawker Beechcraft Corporation, is
now owned by Hawker Beechcraft, Inc. Neither Hawker Beechcraft, Inc. nor Hawker
Beechcraft Corporation are affiliated any longer with Raytheon Company. Any Raytheon
marks contained in this document are owned by Raytheon Company and are employed
pursuant to a limited license granted by Raytheon Company.
Published By
Hawker Beechcraft Corporation

P.O. Box 85
Wichita, Kansas 67201
U.S.A.
The export of these commodities, technology or software are subject to the US Export Administration
Regulations. Diversion contrary to US law is prohibited. For guidance on
export control requirements, contact the Commerce Department’s Bureau
of Export Administration at 202-482-4811 or visit the US Department of
Commerce website.
P/N 140-590032-0007
Revision A4: Sep, 2010
LIST OF EFFECTIVE PAGES
P/N 140-590032-0007
This List of Effective Pages contains all current pages issued to this manual at Revision A5. It should
be used to ensure the manual is complete and up to date.
Section & Page Revision & Date Section & Page Revision & Date
Title Page Revision A5: Feb, 2012 4 Revision A1: Nov, 2002
Introduction 5 Revision A1: Nov, 2002
Page
6 Original Issue: Feb, 2002
LIST OF
7 Revision A1: Nov, 2002
EFFECTIVE
PAGES Revision A5: Feb, 2012 8 Original Issue: Feb, 2002
Pages 1 thru 16 9 Revision A2: Nov, 2004
LOG OF See 10 Revision A2: Nov, 2004
TEMPORARY LOG OF
Section II - OPERATING LIMITATIONS
CHANGES TEMPORARY CHANGES
1 Original Issue: Feb, 2002
LOG OF
REVISIONS Revision A5: Feb, 2012 2 Original Issue: Feb, 2002
Pages 1 thru 2 3 Original Issue: Feb, 2002
LOG OF 4 Original Issue: Feb, 2002
REVISIONS Revision A4: Sep, 2010 Section III - SYSTEMS DESCRIPTION
Pages 1 thru 4
Table of Contents
LOG OF
REVISIONS Revision A3: Apr, 2008
Page 1 of 1 2 Revision A2: Nov, 2004
Sub-section 1: Master Warning System
LOG OF
REVISIONS Revision A2: Nov, 2004 1-1 Original Issue: Feb, 2002
Pages 1 thru 10 1-2 Original Issue: Feb, 2002
LOG OF 1-3 Original Issue: Feb, 2002
REVISIONS Revision A1: Nov, 2002 1-4 Original Issue: Feb, 2002
Pages 1 thru 9
1-5 Revision A1: Nov, 2002
LOG OF
REVISIONS 1-6 Original Issue: Feb, 2002
Pages 1 of 1 1-7 Revision A1: Nov, 2002
Section I - GENERAL 1-8 Original Issue: Feb, 2002
1 Original Issue: Feb, 2002 1-9 Original Issue: Feb, 2002
2 Original Issue: Feb, 2002 1-10 Original Issue: Feb, 2002
Page 1 of 16

(continued)
1-11 Original Issue: Feb, 2002 2-29 Revision A1: Nov, 2002
1-12 Original Issue: Feb, 2002 2-30 Original Issue: Feb, 2002
Sub-section 2: Engines 2-33 Revision A1: Nov, 2002
2-5 Revision A1: Nov, 2002 2-38 Revision A1: Nov, 2002
2-12 Revision A1: Nov, 2002 Sub-section 3: Fuel System
2-13 Revision A1: Nov, 2002 3-1 Revision A4: Sep, 2010
2-14 Original Issue: Feb, 2002 3-2 Revision A4: Sep, 2010
2-25 Revision A1: Nov, 2002 Sub-section 4: Fire Protection
2-26 Revision A1: Nov, 2002 4-1 Original Issue: Feb, 2002
Page 2 of 16 P/N 140-590032-0007


(continued)
Sub-section 5: Hydraulics 6-18 Revision A4: Sep, 2010
5-3 Revision A1: Nov, 2002 Sub-section 7: Stall Warning/Identification
Sub-section 6: Flight Controls 7-12 Revision A2: Nov, 2004
6-1 Revision A4: Sep, 2010 Sub-section 8: Landing Gear
6-2 Revision A4: Sep, 2010 8-1 Original Issue: Feb, 2002
6-4 Revision A4: Sep, 2010 8-3 Revision A2: Nov, 2004
P/N 140-590032-0007 Page 3 of 16


(continued)
8-14 Revision A2: Nov, 2004 Sub-section 10: Environmental
Sub-section 9: Electrical Power 10-7 Revision A2: Nov, 2004
9-12 Revision A4: Sep, 2010 Sub-section 11: Ice Protection
Page 4 of 16 P/N 140-590032-0007


(continued)
Sub-section 12: Oxygen System 13-20 Original Issue: Feb, 2002
12-1 Original Issue: Feb, 2002 Sub-section 14: Equipment & Furnishings
Sub-section 13: Lighting System 14-12 Original Issue: Feb, 2002
13-7 Revision A1: Nov, 2002 Sub-section 15: Emergency Equipment
13-14 Revision A1: Nov, 2002 Sub-section 16: Water & Waste
P/N 140-590032-0007 Page 5 of 16


(continued)
16-6 Original Issue: Feb, 2002 Section IV - FLIGHT PLANNING DATA
16-7 Original Issue: Feb, 2002 Table of Contents
16-8 Original Issue: Feb, 2002 1 Revision A5: Feb, 2012
Sub-section 17: Avionics 2 Revision A3: Apr, 2008
17-1 Revision A4: Sep, 2010 Sub-section 1: General
17-10 Revision A4: Sep, 2010 Sub-section 2: Preflight
Sub-section 18: Pitot-Static System 2-13 Revision A1: Nov, 2002
Page 6 of 16 P/N 140-590032-0007


(continued)
P/N 140-590032-0007 Page 7 of 16


(continued)
Page 8 of 16 P/N 140-590032-0007


(continued)
2-171 Revision A1: Nov, 2002 Sub-section 3: Climb
P/N 140-590032-0007 Page 9 of 16


(continued)
Sub-section 4: Cruise En-Route 4-32 Original Issue: Feb, 2002
Page 10 of 16 P/N 140-590032-0007


(continued)
Sub-section 5: Normal Descent 6-25 Revision A4: Sep, 2010
Sub-section 6: Single Engine 6-32 Revision A5: Feb, 2012
6-1 Revision A4: Sep, 2010 6-33 Revision A5: Feb, 2012
P/N 140-590032-0007 Page 11 of 16


(continued)
6-34 Revision A5: Feb, 2012 8-16 Revision A3: Apr, 2008
6-42 Revision A4: Sep, 2010 8-24 Revision A3: Apr, 2008
Sub-section 7: Unfactored Landing Sub-section 9: Extended Range
7-1 Original Issue: Feb, 2002 Operations (Non-ETOPS)
7-2 Original Issue: Feb, 2002 9-1 Revision A5: Feb, 2012
9-2 Revision A5: Feb, 2012
7-5 Revision A2: Nov, 2004 Section V - FLIGHT HANDLING
7-6 Revision A2: Nov, 2004 Table of Contents
Sub-section 8: Gear Down Performance 1 Original Issue: Feb, 2002
8-1 Revision A3: Apr, 2008 2 Original Issue: Feb, 2002
8-2 Revision A3: Apr, 2008 Sub-section 1: Normal Handling
8-3 Revision A5: Feb, 2012 1-1 Revision A4: Sep, 2010
8-4 Revision A3: Apr, 2008 1-2 Revision A4: Sep, 2010
Page 12 of 16 P/N 140-590032-0007


(continued)
Sub-section 2: Abnormal Handling 2-33 Original Issue: Feb, 2002
2-6 Revision A1: Nov, 2002 Section VI - GROUND OPERATIONS
2-7 Revision A1: Nov, 2002 Table of Contents
2-8 Revision A1: Nov, 2002 1 Original Issue: Feb, 2002
2-9 Revision A1: Nov, 2002 2 Original Issue: Feb, 2002
2-10 Revision A1: Nov, 2002 Sub-section 1: Ground Handling
P/N 140-590032-0007 Page 13 of 16


(continued)
Sub-section 2: Ground Servicing 2-32 Revision A2: Nov, 2004
Page 14 of 16 P/N 140-590032-0007


(continued)
2-53 Revision A2: Nov, 2004 20 Revision A1: Nov, 2002
2-62 Revision A2: Nov, 2004 Section VIII - SUPPLEMENTS
2-63 Revision A2: Nov, 2004 See LOG OF SUPPLEMENTS
Section VII - SAFETY INFORMATION
P/N 140-590032-0007 Page 15 of 16

Intentionally left blank
Page 16 of 16 P/N 140-590032-0007

LOG OF TEMPORARY CHANGES
Issue Date: September 22, 2010
Serials 258541, 258556, 258567 and After
P/N 140-590032-0007
for
AIRPLANES EQUIPPED WITH COLLINS PRO LINE 21 AVIONICS
Active Temporary Changes must be inserted into this manual.
Part Number Subject Date

140-590032-0007TC1 (Incorporated into POM at Revision A2) Cancelled
NOTE: This Log of Temporary Changes must be filed in the front of this POM immediately in front
of the Log of Revisions pages. This page replaces any Log of Temporary Changes dated
prior to the issue date near the top of this page.
Page 1 of 2
Page 2 of 2 P/N 140-590032-0007LOTC

September 22, 2010
LOG OF REVISIONS
P/N 140-590032-0007
NOTE: Revision bars in the margin of a revision page indicate the addition, deletion or revision
of pertinent or technical data only. Pages replaced in a revision that do not have revision
bars are replaced for pagination, formatting or editorial reasons only with no pertinent
or technical data changes.
SECTION & PAGES DESCRIPTION

Title Page Revised Copyright and updated for Revision A5.
List of Effective Pages Updated for Revision A5.
Pages 1 thru 16
Log of Revisions Provided for changes made in Revision A5.
Pages 1 thru 2
Section IV - FLIGHT Revised to include new Sub-section 9 - EXTENDED
PLANNING DATA RANGE OPERATIONS (Non-ETOPS).
Table of Contents
Page 1
Sub-section 6 - Single Engine Revised Single Engine MCT Cruise tables.
Pages 6-32 thru 6-41
Sub-section 8 - Gear Down INTRODUCTION; revised 2nd sentence of last
Performance paragraph.
Page 8-3
Sub-section 9 - Extended Added Sub-section 9 - Extended Range Operations
Range Operations (Non-ETOPS) to Section IV - Flight Planning Data.
(Non-ETOPS)
Pages 9-1 thru 9-4
A5
Page 1 of 2
Page 2 of 2 P/N 140-590032-0007A5

Log Of Revisions
LOG OF REVISIONS
P/N 140-590032-0007
Revision A4: September 2010

Title and Introduction Revised Title Page copyright statement. Revised applicability
Pages statements. Revised footers for Revision A4.
List of Effective Pages Revised entries to reflect Revision A4 changes. Revised footers
Pages 1 thru 16 for Revision A4.
Log of Temporary Provided new Log of Temporary Changes for Revision A4.
Changes
Pages 1 and 2
Log of Revisions Provided new Log of Revisions for Revision A4.
Pages 1 thru 4
Section III - SYSTEMS Revised headers to Hawker Beechcraft format and footers for
DESCRIPTION Revision A4.
Sub-section 3 - Fuel
System
Pages 3-1 thru 3-12
Page 3-9 JET PUMPS, removed a hyphen from "jet pump".
Page 3-10 FUEL PRESSURE SWITCH, revised "ENG 1" and "ENG 2 LO
PRESS" to "FUEL 1 LO PRESS" and "FUEL 2 LO PRESS".
Sub-section 6 - Flight Revised headers to Hawker Beechcraft format and footers for
Controls Revision A4.
Pages 6-1 thru 6-20
Page 6-1 Table of Contents, revised "Aileron Geared and Trim Tabs" and
"Rudder Geared and Trim Tabs" to "Aileron Trim Tabs" and
"Rudder Trim Tabs".
Page 6-5 Revised "Aileron Geared and Trim Tabs" to "Aileron Trim Tabs".
Page 6-7 Revised "Rudder Geared and Trim Tabs" to "Rudder Trim Tabs".
Page 6-14 Mach Trim, revised "ELEV/AIL TRIM" to "MACH TRIM FAIL"
and added NOTE.
A4
Page 1 of 4
Sub-section 9 - Electrical Revised headers to Hawker Beechcraft format and footers for
Power Revision A4.
Pages 9-1 thru 9-24
Page 9-5 Figure 1, removed a green bar connecting the Starter Busbar to
the PS2 Busbar.
Page 9-12 Figure 4, revised APU GEN FAIL annunciator.
Page 9-16 DOUBLE GENERATOR FAILURE, removed XE FAIL
annunciator.
Page 9-17 Figure 6, removed GEN 2 FAIL annunciator.
Page 9-19 Figure 8, removed APU GEN FAIL annunciator.
Sub-section 17 - Avionics Revised headers to Hawker Beechcraft format and footers for
Pages 17-1 thru 17-22 Revision A4.
Page 17-1 Table of Contents, added "ACP" to "Operation" and revised the
indentation of four entries.
Page 17-10 Incorporated Temporary Change 3.
Page 17-22 MODE 7, revised "WINDHEAR" to "WINDSHEAR".
Section IV - FLIGHT Revised headers to Hawker Beechcraft format and footers for
PLANNING DATA Revision A4.
Sub-section 6 - Single
Engine
Pages 6-1 thru 6-42
Page 6-1 Table of Contents, added "SINGLE ENGINE" to "DRIFT
DOWN"; added "SINGLE ENGINE MAXIMUM CONTINUOUS
THRUST FOR DESCENT AND CRUISE".
Page 6-2 Added the following Table of Contents listings: "SINGLE
ENGINE HIGH SPEED DESCENT", "SINGLE ENGINE MAXI-
MUM CONTINUOUS THRUST CRUISE", and tables from
10,000 ft through 27,000 ft.
Page 6-3 Added "SINGLE ENGINE" to "DRIFT DOWN" heading.
Page 6-4 INTRODUCTION, added Single Engine
Maximum Continuous Thrust for Descent and
Cruise heading and text.
Page 6-9 Added Figure number and title to chart.
Pages 6-30 and 6-31 Added Single Engine Maximum Continuous Thrust High Speed
Descent tables.
Pages 6-32 thru 6-42 Added Single Engine Maximum Continuous Thrust Cruise
tables and an intentionally left blank page.
A4
Page 2 of 4
Section V - FLIGHT Revised headers to Hawker Beechcraft format and footers for
HANDLING Revision A4.
Sub-section 1 - Normal
Handling
Pages 1-1 thru 1-26
Pages 1-1 and 1-2 Revised Table of Contents for Revision A4 additions and page
shifts.
Page 1-3 TAXI, replaced selected rudder bias and thrust reverser
information. THRUST REVERSERS, added "(T/Rs)" to heading
and referred thrust reverser checks to new ENGINE
COMPUTER, RUDDER BIAS AND T/R CHECKS text.
Pages 1-3 and 1-4 Added ENGINE COMPUTER, RUDDER BIAS AND T/R
CHECKS.
Page 1-7 Under "Repeated Wheel Brake Usage", revised AFM reference
for established cooling times to "Section 2 - LIMITATIONS".
Page 1-15 STABILITY AND TRIM CHANGE, removed selected text
regarding aileron and rudder trim.
Pages 1-15 and 1-16 Incorporated Temporary Change 2 and shifted data.
Page 1-17 Added "(FMS)" to Flight Management System heading.
Page 1-19 Revised "14 CFR 91.32" to "14 CFR 91.211" in three places.
Section VI - GROUND Revised headers to Hawker Beechcraft format and footers for
OPERATIONS Revision A4.
Sub-section 1 - Ground
Handling
Pages 1-1 thru 1-22
Page 1-2 Added "Installation of Engine Covers" heading to Table of
Contents.
Page 1-4 EQUIPMENT NECESSARY, revised "Raytheon Aircraft
Company" to "Hawker Beechcraft Corporation"; revised text
and added new text for FAA FSAT publications.
Page 1-5 FROST REMOVAL, removed a hyphen from "defrosting".
Page 1-6 DE-ICING THE LANDING GEAR, removed a hyphen from
"Brush off".
Page 1-7 Incorporated Temporary Change 4.
Page 1-8 PREFLIGHT INSPECTION, added icing and frost text.
Page 1-11 BETWEEN FLIGHTS, revised "Raytheon Aircraft Company" to
"Hawker Beechcraft Corporation"; revised text and added new
text for FAA FSAT publications.
A4
Page 3 of 4
Sub-section 1 - Ground ENGINE START, revised "Motor" to "motor".
Handling (continued)
Page 1-12
A4
Page 4 of 4
LOG OF REVISIONS
P/N 140-590032-0007
Revision A3: April 2008

Title and Logo Pages Revised Title Page to include Hawker Beechcraft and
Hawker Beechcraft Corporation logos. Moved
introduction paragraph to Logo Page. Updated footers for
Revision A3. Added text and NOTE to Logo Page.
List Of Effective Pages Revised headers and updated the List Of Effective Pages
Pages 1 thru 16 for Revision A3.
Log Of Revisions Provided a list of Revision A3 changes.
Page 1
Section IV - FLIGHT PLANNING DATA

Page 1 Revised headers and Table of Contents for the addition
of Sub-section 8 - Gear Down Performance.
Page 2 Revised format.
Sub-section 8 - Gear Down Performance
Pages 1 thru 24 Provided a divider tab for Gear Down Performance.
Added Gear Down Performance data.
A3
Page 1 of 1
Hawker 800XP Pro Line 21 Pilot’s Operating Manual
LOG OF REVISIONS
Airplane Serial Nos. 258541, 258556, 258567 and After

P/N 140-590032-0007
Revision A2: November 2004
for
SECTION & PAGE DESCRIPTION

Pages replaced in this Revision A2 which do not have revision bars are replaced for pagination,
formatting and editorial reasons only with no technical changes.
Title Page New Title page for Revision A2.
Logo Page New Logo page for Revision A2.
List of Effective Pages Updated for Revision A2.

Pages 1 thru 16
Log of Revisions Updated for Revision A2.
Pages 1 thru 10
Section I - General
Page 9 Added a period after (Figure 2).

Removed terms of Captain and First Officer.
Page 10 Changed terms of "CAPTAIN and FIRST

OFFICER" to read "PILOT and COPILOT".
Section III - SYSTEMS DESCRIPTION
Page 1 Added PITOT-STATIC SYSTEM.
Page 2 Updated company header (no technical change).
A2
Page 1 of 10
SECTION & PAGE (Continued) DESCRIPTION (Continued)

Sub-section 2 - ENGINES
Page 2-19 Moved Figure 4 title above footer line.

(no technical change)
Page 2-20 Updated company header (no technical change).
Page 2-35 Added anti-icing information.
Sub-section 3 - FUEL
Page 3-1 Added REFUEL/DEFUEL CONTROL and

INDICATIONS.
Page 3-3 Added (if installed) to ventral tank information.
Page 3-5 Changed wording of "Legend" to read "Key".
Page 3-8 Added REFUEL/DEFUEL CONTROLS and

INDICATIONS heading for incorporating RAC
Service Bulletin Sb 24-3641 information.
Sub-section 5 - HYDRAULICS
Page 5-7 Moved Figure 1 title above footer line

(no technical change).
Page 2 of 10 Log of Revisions

Revision A2: Nov, 2004

Sub-section 7 - STALL WARNING/IDENTIFICATION
Page 7-1 Added Figure 1- Stall Valve Annunciators

Updated Figure numbers.
Added Figure 4 - Stall System Pitot Static Block
Diagram.
Added SYSTEM ANNUNCIATORS heading.
Added SYSTEM POWER SUPPLIES heading.
Added STALL WARNING and
IDENTIFICATION LOGIC heading.
Deleted Figure 6A.
Page 7-3 Added NOTE for airplane serialization reference to

Section VIII - SUPPLEMENTS.
Under The system consist of, added information
to listing.
Added words of "pitot" and "static" to the 7th bullet.
Deleted reference to EGPWS from text.
Added the word "located" to text.
Page 7-4 Added Figure 1 reference.

Changed Figure references in text.
Added Figure 3 reference.
Added information for warning signals disconnecting the
autopilot and operating the stick shaker.
Deleted superfluous text.
Page 7-5 Changed Figure number.
Page 7-6 Changed wording of "left pitot head" to read "right

pitot head".
Added Figure 4 reference.
Changed Figure number.
Page 7-7 Added Figure 4 block diagram of the Pitot Static

and Stall Vent System.
Page 7-8 Added Figure 5 reference to text.

Added MWS Panel identification.
Added Figure 5 - System Fault Annunciators.
Log of Revisions Page 3 of 10


Pages 7-9 Pagination only (no technical change).
Pages 7-10 Added two headers of SYSTEM ANNUNCIATORS

and SYSTEM POWER SUPPLIES.
Pages 7-11 Re-formatted Figure 6 to a foldout page.

Incorporated Figure 6A - Stall System Flow Logic
from old page 7-12 onto the new foldout page 7-11.
Page 7-12 Incorporated Figure - 6A onto Page 7-11.

This page became Intentionally left blank.
Sub-section 8 - LANDING GEAR
Page 8-3 Changed "annunciator" to plural "annunciators".

Provided new illustration of gear annunciators.
Page 8-9 Added gear annunciators illustration.
Page 8-13 Changed gear annunciators illustration.
Page 8-16 Changed Wheel Brake Lever illustration.
Sub-section 9 - ELECTRICAL POWER
Pages 9-21 Updated company header (no technical change).
Page 9-22 Re-configured annunciators on Figure 8.
Sub-section 10 - ENVIRONMENTAL



Page 10-7 Removed text referencing "dolls eye" indicator.
Page 10-17 Moved Figure 2 title above footer line and inserted
Key above color provisions.
Sub-section 13 - LIGHTING SYSTEM
Page 13-15 Changed illustration for clarity

Sub-section 14 - EQUIPMENT and FURNISHINGS


Sub-section 17 - AVIONICS
Page 17-1 Added HF Radio Transmissions
Page 17-2 Re-paginated Table of Contents (no technical change).

Page 17-6 Changed legend on Flight Guidance Panel SPEED

knob. "MATCH changed to MACH".


Page 17-10 Edited text for an optional ACP.
Moved Figure 5 to Page 17-11.
Incorporated Temporary Change TC1, HF Radio
Transmissions.
Page 17-11 Re-located Audio Control Panel from Page 17-10

and provided an optional installation with Figure 5.
Pages 17-12 & 17-13 Added text for the operation of the optional
installations of the Audio Control Panel.
Pages 17-14 thru 17-22 Pages re-numbered for pagination only and
updated company headers (no technical change).
Sub-section 18 - PITOT-STATIC SYSTEM
Pages 18-1 thru 18-6 Addition of PITOT-STATIC SYSTEM.
Sub-section 7 - UNFACTORED LANDING

Section V - FLIGHT HANDLING
Sub-section 1 - NORMAL HANDLING
Page 1-22 Under NORMAL LANDING - Changed text "APR

should not be armed" to read "APR armed".
Sub-section 2 - ABNORMAL HANDLING


Page 2-14 Removed the word "where" from text.
Page 2-19 Removed the word "best" from text.
Page 2-23 Editorial change only, added period after

"if applicable" - no technical change.
Page 2-30 Changed terms of "First Officer" and "Captain" to

read "copilot" and "pilot".
Page 2-37 Changed terms of "Captain" and "First Officer" to

read "Pilot" and "Copilot".
Section VI - GROUND OPERATIONS
Sub-section 1 - GROUND HANDLING
Page 1-1 Updated TOC for reformatting changes.
Page 1-2 Updated TOC for reformatting changes.
Page 1-3 Changed number listing to bullets (no technical change).
Pages 1-13 thru 1-16 Re-formatted GROUND MANEUVERING

procedures.
Page 1-13 Added Figures 1 & 2 references.
Page 1-14 Combined illustrations for clarity.


Page 1-15 Revised Figure references.
Page 1-16 Re-located thrust reverser locking pins illustration.
Pages 1-18 Added the word "Mooring" to Procedure.

Re-worded the NOTE.
Pages 1-19 and 1-20 Updated company header (no technical change).
Page 1-21 Added Figure reference.

Changed term of "First Officer’s" to read "copilot’s".
Sub-section 2 - GROUND SERVICING
Page 2-1 Changed PRESSURE REFUELING - DEFUELING

to read PRESSURE REFUELING and
DEFUELING.
Added GRAVITY REFUELING and DEFUELING.
Deleted Figure 12A
Page 2-2 Reversed Figures 17 & 18 titles to match

Nosewheel and Mainwheel location in the manual.
Changed heading to read NITROGEN INFLATION.
Added Figure 25 - Flight Compartment Oxygen
Services Panel.
Changed heading title to read REPLENISH
OXYGEN SYSTEM.
Changed Figure numbers.
Pages 2-3 thru 2-10 Updated company header (no technical change).
Page 2-11 Added fuel loading information to NOTE 1.
Page 2-12 Changed Figure 6 to display pilot’s CDU for

refueling.
Page 2-13 Added steps to procedure.


Page 2-15 Added RAC Service Bulletin SB 24-3641
information for Refueling Control and Indication.
Added reference of FIgure 8 to Water Draining.
Added the word "FOLLOWING" to the CAUTION:
Page 2-16 Added Service Bulletin information.
Pages 2-17 thru 2-33 Re-formatted refuel and defuel information to

provide information for airplanes with or without the
incorporation of Service Bulletin SB 24-3641.
Added statement of Airworthiness Requirements.
Page 2-34 Re-formatted NOTE into NOTES.

Added CAUTION.
Edited step text and added Figure reference.
Pages 35 & 36 Updated company header (no technical change).
Page 2-37 Replaced Figure 11 for clarity of ground operation.
Page 2-39 Re-formatted Figure 12 to a foldout page.

Incorporated Figure 12A - Energizing DC Busbars
(continued) onto the new foldout page 2-39.
Corrected annunciator nomenclature for the
following: BATT 1 CNTCTR, BATT 2 CNTCTR and
BUS TIE OPEN.
Page 2-40 Enlarged Figure 13 for clarity.
Page 2-44 Replaced Figure 15 for update and clarity.
Pages 2-46 Added equipment for tire pressures.

Added CAUTION for servicing with nitrogen.
Changed pressure range from 0-200 psi to read
0-260 psi.


Page 2-56 Added adapter to equipment listing in Table 7.

Changed "diagrams" to read "graphs" in NOTE 1.
Added CAUTIONS and NOTE:
Page 2-57 Added header of NITROGEN INFLATION

(continued).
Added CAUTION.
Replaced Figure 22 for clarity
(no technical change)
Pages 2-58 & 2-59 Updated company header (no technical change).
Page 2-60 Added Figure 25 reference to CHECK OXYGEN

CONTENTS and updated step text.
Provided Figure 25 - Flight Compartment Oxygen
Services Panel.
Page 2-61 Changed heading of REPLENISH SYSTEM to

read REPLENISH OXYGEN SYSTEM.
Added WARNINGS.
Added step (1).
Changed Figure number to 26.
Page 2-62 Added header of REPLENISH OXYGEN SYSTEM

(continued).
Added sub-steps (a) and (b).
Changed CAUTION to WARNING.
Page 2-63 Change Figure number reference in header.

Reversed liters and gallons value for standard
presentation.
Added steps 1 & 7
Added Figure 12 reference to steps.
Page 2-64 Updated annunciator locations.

Changed Figure number to 27.
A2

LOG OF REVISIONS
Serial Nos. 258541, 258556, 258567 and After
P/N 140-590032-0007
for

Title Page
Page Updated for Revision A1. Restated ’Export
Statement’.
List of Effective Pages
Pages 1 thru 16 Updated for Revision A1.
Log of Revisions
Pages 1 thru 9 Updated for Revision A1.
Section I - General
Page 3 Changed ’Hawker 800XP’ to read ’Hawker 800XP
Pro Line 21’. Indented notes.
Page 4 Changed ’Hawker 800XP’ to read ’Hawker 800XP
Pro Line 21’. Was ’Co-pilot’, now ’Copilot’.
Pages 5 & 7 Indented bullets and notes.
Section III - SYSTEM DESCRIPTION

Sub-section 1 - MWS
Pages 1-5 and 1-7 Indented bullets and notes.
Page 1 of 9
Sub-section 2 - Engines
Page 2-5 Was ’de-icing’, now ’deicing’. Indent bullets.
Pages 2-7, 2-12, 2-13, 2-15, 2-16, 2-18, Indent bullets and notes. For conformity, changed
2-21, 2-22, 2-23, 2-25, 2-26, 2-29, 2-33, temperature callouts, ex: 103° C or 98° F.
2-35, 2-38, 2-40 and 2-41
Page 2-9 Add parenthesis close ’)’ in sentence.
Pages 2-31 and 2-32 Reprint for improved graphics.
Page 2-36 Deleted ’be’, indent bullets and notes.
Page 2-42 and 2-43 Corrected LATCH ACTUATOR reference on
OUTBOARD view of DOOR LATCH ASSEMBLY.
Sub-section 3 - Fuel System
Pages 3-3, 3-7, 3-8, 3-10 and 3-11 Indent notes and bullets.
Page 3-4 Reprint for improved graphics.
Page 3-9 Add space between ’No.’ and ’1’.
Page 3-12 Changed lettering style in graphics from BOLD to
PLAIN.
Sub-section 4 - Fire Protection
Pages 4-4, 4-5 and 4-8 Indent bullets and notes.
Page 4-6 Add space between ’No.’ and ’1’. Changed ’No 2’ to
’No. 2’. Indent notes.
Page 4-7 Changed line color for ENGINE 1, SHOT 2, from
red to green.
Sub-section 5 - Hydraulics
Pages 5-3, 5-5, 5-10 and 5-13 Indent bullets and notes. Add space between ’No.’
and ’1’.
Page 5-4 Removed period for conformity.
Page 5-6 Correct spelling for annunciator, was EMERG, now
EMRG.
Page 5-7 Correct spelling of PRESSURIZE, added DETAIL
B, moved DETAIL A.
Pages 5-9 and 5-12 Changed ’No 1’ to ’No. 1’ and ’No 2’ to ’No. 2’.
Indent bullets and notes.
Page 5-14 Changed ’level’ to ’lever’, indent notes.
Sub-section 6 - Flight Controls
Page 6-1 Deleted POWER SUPPLY.....Pg 6-14, from TOC.
Page 2 of 9
Pages 6-3 and 6-17 Changed Co-pilot’s to Copilot’s for conformity in
manual. Indent bullets.
Pages 6-4, 6-6, 6-7, 6-8, 6-11, 6-13, Reprint for improved graphics.
6-16 and 6-18
Pages 6-5, 6-12, 6-19 and 6-20 Indent bullets and notes.
Sub-section 7 - Stall Warning/Identification
Page 7-3 Indent bullets.
Page 7-8 Changed Co-pilot’s to Copilot’s for conformity in
manual. Indent bullets.
Page 7-9 Added space to correct placard callouts.
Sub-section 8 - Landing Gear
Page 8-3 Indent bullets and notes. For conformity, made
panel callout black.
Page 8-6 Center page text box. Indent bullets.
Page 8-7 Duplicated page, removed and inserted correct
text. Indent bullets.
Page 8-8 Was ’PRESSURISED’, Now ’PRESSURIZED’.
Center page text box.
Page 8-13 Center page text box. Indent bullets. For confor-
mity, made panel callout black.
Sub-section 9 - Electrical Power
Pages 9-3, 9-8, and 9-16 Was ’BUSTIE’, now ’BUS TIE’, to correct annuncia-
tor call out. Indent notes.
Pages 9-4, 9-6, 9-7, 9-10, 9-12, Changed ’No’ to ’No.’ and add a space where
9-14, 9-17 and 9-18 needed, to correctly identify as a number. Indent
notes.
Page 9-5 Correct spelling of annunciator, was ’FAI1L’, now
’FAIL’. Changed ’No’ to ’No.’ to correctly identify as
a number. Changed ’PE2’ to ’PE 2’ to conform to
callout. Changed CNCTR to CNTCTR two places.
Page 9-9 Correct annunciator spelling, was ’BATT CNCTR’,
now ’BATT CNTCTR’. Minor format change.
Page 9-11 Changed art to depict correct call outs.
Page 9-13 Indent notes. Changed art to depict correct call out.
Page 9-15 Was ’BUSTIE’, now ’BUS TIE’, to correct annuncia-
tor call out. Indent notes. Correct graphic to show
proper leader call out.
Page 3 of 9
Page 9-19 Was ’BUSTIE’, now ’BUS TIE’, to correct annuncia-
tor call out. Changed ’No’ to ’No.’ and add a space
where needed, to correctly identify as a number.
Indent notes.
Pages 9-20 and 9-21 Changed XS1, XS2, INV1 and INV2 to XS 1, XS 2,
INV 1 and INV 2, to correctly identify annunciators.
Changed ’No.1’ and ’No.2’ to ’No. 1’ and ’No. 2’ for
conformity. Indent bullets.
Page 9-22 Changed ’No’ to ’No.’ where applicable to identify
as a number. Changed ’PS 1’, ’PS 2’, ’XS1’ and
’XS2’ to ’PS1’, ’PS2’, ’XS 1’ and ’XS 2’ for confor-
mity.
Sub-section 10 - Environmental
Pages 10-3, 10-7, 10-8, 10-9, 10-10 and For conformity, changed temperature callouts, ex:
10-11 103° C or 98° F. Indent notes and bullets.
Page 10-13 Indent bullets. For conformity, made panel callout
black.
Page 10-14 Clarified language, now ’will provide a’. For confor-
mity, made panel callout black.
Page 10-16 Changed ’No 2’ to ’No. 2’ to properly identify as a
number. Changed ’co-pilot’ to ’copilot’ for confor-
mity. Indent note.
Sub-section 11 - Ice Protection
Page 11-3 For conformity, changed temperature callouts,
ex: 103° C or 98° F. Indent notes and bullets.
Pages 11-4, 11-8 and 11-12 Indent notes and bullets.
Page 11-6 Add US values. Changed ’XS2’ to ’XS 2’ to conform
to annunciator callout. Indent note.
Page 11-13 Add space between PROT and repeater, to clarify
sentence. Indent bullets.
Page 11-14 Swap annunciators, to show true location. Updated
Pitot Heat art.
Sub-section 12 - Oxygen System
Page 12-9 Indent note.
Sub-section 13 - Lightning Systems
Page 13-2 Add ’Figure 6’ to Table of Contents. Add ’Table 4’ to
the end of EXTERIOR LIGHTING POWER
SOURCES in the Table of Content.
Page 4 of 9
Pages 13-3 and 13-15 Add piece of art for locator.
Pages 13-7, 13-11, 13-12, 13-13 and Indent bullets and notes.
13-18
Page 13-14 Changed black and white art to colored art.
Sub-section 14 - Equipment and Furnishings
Page 14-7 Changed art to show correct annunciator location.
Page 14-8 Changed art. Add view of new switch.
Page 14-13 Changed 13.8 to 13.8" in artwork.
Page 14-14 Changed art.
Sub-section 15 - Emergency Equipment
Page 15-4 Indent note.
Sub-section 16 - Water/Waste
ex: 103° C or 98° F. Indent bullets.
Sub-section 17 - Avionics
Page 17-1 Add SWITCHES/ANNUNCIATORS page to TOC.
Pages 17-3, 17-14 and 17-16 Reprint for improved graphics.
Pages 17-4, 17-17 and 17-18 Indent bullets.
Page 17-5 Changed art to show correct annunciator location.
Page 17-6 Changed art, CVR MIKE, now with leader.
Page 17-10 Add re-bussing kit information.
Page 17-15 Corrected annunciator nomenclature, was GPWS
TERRAIN INHIBIT, now TERR INHIB. Minor format
change. Changed EGPWC to EGPWS in ’Self Test’
section. Added SWITCHES/ANNUNCIATORS sec-
tion. Indent notes.
Page 17-19 Corrected annunciator nomenclature, was GS
CANCEL, now GS INHIB. Indent bullets and note.
Page 17-20 Add additional altitude callouts. Indent bullets.
Page 17-21 Due to the addition of information, data moved to
next page.

Sub-section 1 - General
Page 5 of 9
Page 1-6 Add note.
Sub-section 2 - Preflight
Pages 2-3, 2-19, 2-20, 2-21, 2-35, 2-36, Indent bullets and notes.
2-97 and 2-159
Pages 2-9, 2-10, 2-11, 2-13, 2-15, 2-16, For conformity, changed temperature callouts,
2-37, 2-38, 2-41 thru 2-44, 2-47 thru ex: 103° C or 98° F. Indent notes.
2-51, 2-53 thru 2-56, 2-59, 2-60, 2-73,
2-74, 2-77 thru 2-80, 2-83 thru 2-86,
2-88 thru 2-92, 2-94, 2-95, 2-96, 2-98,
2-99, 2-100, 2-102, 2-103, 2-105, 2-108,
2-109, 2-110, 2-111, 2-114 thru 2-117,
2-120, 2-121, 2-134, 2-135, 2-138
thru 2-141, 2-144 thru 2-147, 2-150
thru 2-153, 2-160, 2-161, 2-164 thru
2-167, 2-170, 2-171, 2-178, 2-179,
2-182 thru 2-185 and 2-187 thru 2-189
Pages 2-39, 2-40, 2-45, 2-46, 2-52, 2-57, For conformity, changed temperature callouts,
2-58, 2-75, 2-76, 2-81, 2-82, 2-87, 2-93, ex: 103° C or 98° F. Add comma to numbers 10,000
2-101, 2-104, 2-106, 2-107, 2-112, and greater.
2-113, 2-118, 2-119, 2-136, 2-137,
2-142, 2-143, 2-148, 2-149, 2-154,
2-155, 2-156, 2-157, 2-162, 2-163,
2-168, 2-169, 2-180, 2-181 and 2-186
Pages 2-63, 2-64, 2-69, 2-124, 2-125, Add comma to numbers 10,000 and greater
2-130, 2-131, 2-174 and 2-175
Pages 2-65, 2-66, 2-70, 2-71, 2-72, Reprint for improved shading.
2-126, 2-127, 2-132, 2-133, 2-176,
2-177 and 2-194 thru 2-197
Pages 2-200 and 2-201 For conformity, changed temperature callouts,
ex: 103° C or 98° F. Indent notes. Changed 50lb/hr
to 50 lb/hr.
Sub-section 3 - Climb
Pages 3-1, 3-3 thru 3-7, 3-10 thru 3-21 For conformity, changed temperature callouts,
and 3-24 thru 3-29 ex: 103° C or 98° F.
Pages 3-9, 3-23 and 3-30 Reprint for improved shading.
Sub-section 4 - Cruise En-Route
Page 4-1 Corrected altitude callout in TOC, two places, from
15.000 ft to 15,000 ft.
ex: 103° C or 98° F. Indent bullets.
Page 4-9 Remove lines from table cells where not needed.
Page 6 of 9
Page 4-59 Indent notes.
Sub-section 6 - Single Engine
Pages 6-1, 6-3, 6-10 thru 6-13 and 6-16 For conformity, changed temperature callouts,
thru 6-19 ex: 103° C or 98° F. Indent bullets.
Page 6-4 Add period at end of sentence.
Page 6-8 Moved graphic number for conformity.
Page 6-9 Top line of graph redrawn.
Pages 6-21 thru 6-28 Reprint for improved shading.
Sub-section 7 - Unfactored Landing
Pages 7-3 and 7-4 Indent bullets and notes.

Sub-section 1 - Normal Handling
Page 1-3 Add RUDDER BIAS test information.
1-16 and 1-17
Page 1-5 Reprint for improved shading.
Page 1-8 Correct the subscript text size.
ex: 103° C or 98° F. Indent bullets and notes.
Page 1-11 Changed -5. to -5 in upper table.
Sub-section 2 - Abnormal Handling
Page 2-1 Changed V1 to V1 to properly show as subscript
text.
2-19, 2-24, 2-25, 2-27 thru 2-30, 2-36
and 2-37
Pages 2-7, 2-8, 2-11, 2-12 and 2-18 For conformity, changed temperature callouts,
Page 2-16 Reprint for improved shading.
Page 2-20 In section TAKE-OFF FLAP SELECTION, cor-
rected aircraft serial from ’125 series’ to ’Hawker
800XP Pro Line 21 series’. In warning, changed
VR to VR, in two places.
Page 2-21 Changed ’ft.’ to ’ft’ for conformity.
Page 2-26 Was ’GPWS’, now ’EGPWS’. Changed ’ft.’ to ’ft’ for
conformity. Indent notes.
Page 7 of 9

Sub-section 1 - Ground Handling
Page 1-1 Add EQUIPMENT NECESSARY to TOC.
Page 1-2 Additional information caused text shift.
Page 1-3 Was ’Hawker 800XP’, Now ’Hawker 800XP Pro
Line 21. Was ’PRECATIONS’, Now ’PRECAU-
TIONS’. For conformity, changed temperature call-
outs, ex: 103° C or 98° F.
Page 1-4 Add complete title of FSAT.
Pages 1-5, 1-9, 1-13, 1-17 and 1-18 Indent bullets and notes.
Page 1-6 Was ’wit’, now ’with’. Indent bullets and notes.
Page 1-7 Changed paragraph to bullet.
Pages 1-10 and 1-12, For conformity, changed temperature callouts,
Page 1-11 Corrected acronym, was FAST, now FSAT. In
WARNING, deleted comma. For conformity,
changed temperature callouts,
Page 1-22 Add paragraph heading.
Sub-section 2 - Ground Servicing
Page 2-1 Corrected Table of Contents Header.
Page 2-3 Corrected airplane model serial. For conformity,
changed temperature callouts, ex: 103° C or 98° F.
Indent notes.
Pages 2-4, 2-17, 2-27 and 2-50 For conformity, changed temperature callouts, ex:
103° C or 98° F. Indent notes and bullets.
Pages 2-5, 2-10, 2-11, 2-15, 2-16, 2-19, Indent notes and bullets.
2-20, 2-21, 2-23, 2-31, 2-35, 2-38, 2-40
and 2-45
Pages 2-6 and 2-13 Changed spacing on items 1 for conformity.
Page 2-9 For conformity, changed No.1 to No. 1, by adding
space.
Page 2-22 Item 4., was ’value’, now ’valve’. Indent notes and
bullets.
Page 2-30 Deleted ’Figure’ reference in footer.
Page 2-36 Corrected Figure 17 by redrawing lines.
Page 8 of 9
Page 2-51 Add standard US values. For conformity, changed
temperature callouts, ex: 103° C or 98° F. Indent
notes and bullets. Changed spacing for conformity.

Pages 1 thru 4, 11 thru 16, 19, 21, 25, Align text frame with header and footer.
27 and 28
Pages 5, 6, 8, 9, 10, 17, 20, 22 and 23 Indent bullets and notes. Align text frame with
header and footer.
Pages 7 and 26 Add periods. Indent bullets. Align text frame with
header and footer.
Page 18 For conformity, changed temperature callouts, ex:
103° C or 98° F. Align text frame with header and
footer.
Page 24 Changed text for conformity, was ’ten thousand
feet’, now ’10,000 feet’. Align text frame with
header and footer.
A1
Page 9 of 9
LOG OF REVISIONS
Serial Nos. 258541, 258556, 258567 and After

P/N 140-590032-0007
Original Issue - February 2002
for
All Sections and Pages Original Issue, Refer to the List Of Effective Pages.
Page 1 of 1
Pro Line 21
Section - I
GENERAL
Table of Contents
Page
MANUAL INTRODUCTION ............................................................................ 3

REVISIONS and TEMPORARY CHANGES ................................................ 3
SUPPLEMENTS .......................................................................................... 3
CONTENTS ................................................................................................. 4
AIRPLANE GENERAL ................................................................................... 4
Figure 1 - General Dimensions ................................................................ 6
DIMENSIONAL DATA.................................................................................. 7
TERMS and DEFINITIONS ............................................................................ 9
Figure 2 - Definition of Areas ................................................................. 10
Pilot’s Operating Manual Page 1

Hawker 800XP Pro Line 21
Section I - GENERAL
Page 2 Pilot’s Operating Manual

Section I - GENERAL
MANUAL INTRODUCTION
This Pilot Operating Manual (POM) consists of seven main sections and a supplements section which
provides information for the safe and efficient operation of the Hawker 800XP airplanes equipped with
Collins Pro Line 21 avionics.
NOTE: Main sections which are not divided into Sub-sections have the main section identifier at the
top of the page, i.e. this Section I - GENERAL with the page numbering being standard
sequential, i.e. Page 1,2,3,4,5 etc.
Main sections which are divided into Sub-sections also have the main section identifier at the
top of the page, i.e. Section III - SYSTEMS DESCRIPTION. However, the page numbering
consists of the Sub-section preceding the page number, i.e. for main Section III - SYSTEMS
DESCRIPTION containing Sub-section 1 MASTER WARNING SYSTEM, the page
numbering is 1-1, 1-2, 1-3 etc.
REVISIONS and TEMPORARY CHANGES

Revisions
Revisions are issued periodically and affect all Hawker 800XP Pro Line 21 POM’s. Revisions are issued
as replacement pages to the main manual and provide the revision date in the footer of the page with
revision bars in the margin of the page indicating additional, deleted or revised technical data.
With each issue of a revision, a new List Of Effective Pages (LOEP) will be issued listing all the pages
and dates for the current standard of the Pilot’s Operating Manual. The LOEP does not include
Temporary Changes or pages introduced by other organizations without the involvement of Raytheon
Aircraft Company. Also, a new Log of Revisions will be issued which defines each new page and
description of changes.
All revisions incorporated into this manual will be accompanied by an Instruction Sheet, which may be
filed in the front of the manual or discarded after compliance.
Temporary Changes
These changes are printed on yellow paper and are issued to all airplanes. They provide information of
an urgent matter which requires incorporation into the POM in advance of the manual revision
procedure.
The changes made by the issuance of a temporary change will be incorporated into the main manual
at the time of the next manual revision with the temporary change being cancelled and removed from
the manual.
Upon issuance of a temporary change, a new LOG OF TEMPORARY CHANGES will be issued. This
log provides the current status of all temporary changes issued to the Pilot’s Operating Manual and shall
be filed in the front of the manual immediately following the LOG OF REVISIONS.
SUPPLEMENTS
All supplements applicable to this manual, approved by Raytheon Aircraft Company, are incorporated
in the back of this manual. These supplements will be issued with a LOG OF SUPPLEMENTS filed at
the front of the supplements.

Section I - GENERAL
CONTENTS
A table of contents is provided at the front of each section.
SECTION 1 .................................GENERAL
SECTION 2 .................................OPERATING LIMITATIONS
SECTION 3 ................................ SYSTEMS DESCRIPTION (17 Sub-sections)
SECTION 4 .................................FLIGHT PLANNING DATA (7 Sub-sections)
SECTION 5 .................................FLIGHT HANDLING (2 Sub-sections)
SECTION 6 .................................GROUND OPERATIONS (2 Sub-sections)
SECTION 7 .................................SAFETY INFORMATION
SUPPLEMENTS
AIRPLANE GENERAL
The Hawker 800XP Pro Line 21 is a twin turbofan engine, low wing monoplane airplane, certified for
world-wide operation and intercontinental range by day or night.
The airplane is operated by two crew, Pilot and Copilot, and can carry up to fifteen passengers in a
"business express" configuration. The standard layout is an eight-seat executive configuration. A third
crew member may be carried to carry out in-flight attendants duties.
A Collins Pro Line 21 avionics system is installed with an intricate network of subsystems
interconnected and managed by the Integrated Avionics Processor System (IAPS). Avionics
information can be found in this Pilot’s Operating Manual, SECTION III, Sub-section 17 and the Collins
Pro Line 21 Avionics System Pilot’s Guide (P/N 523-0780409-001117).
Each turbofan engine has hydraulically-operated thrust reversers installed and each engine is
controlled by a digital electronic engine control unit backed up by a hydro-mechanical reversionary unit.
A single hydraulic system pressurized by engine driven pumps (one per engine) supplies power for
landing gear and doors, nose-wheel steering, wheel brakes, stall identification system, wing flaps,
airbrakes and thrust reverser functions. Back-up hydraulic supplies are provided to operate the wheel
brakes, stall identification, thrust reversers, lowering landing gear, and retraction or lowering of the flaps.
The main electrical services are supplied with 28 VDC from starter/generators, one starter/generator
installed on each engine. Emergency power is provided by batteries. Where AC power is required, it is
supplied by either engine driven alternators (208V 3-phase) or static inverters. A fluid anti-icing system
is installed along the leading edge of wings and tailplane. Hot air is used to keep the main engine air
intake and starter/generator cooling air intake free of ice.

Section I - GENERAL
Electric heating is provided for the following:
• Windshields • Rudder bias struts
• Pitot heads • Engine intake temperature and pressure sensors:
• Static plates (a) Pt2
• Auxiliary pitot head (b) Tt2
• Stall vanes
A gaseous breathable oxygen system is installed for use by crew and passengers during emergency
conditions. The system also provides a therapeutic supply.
Fire detection and protection systems are installed for the main engines and for the APU. Overheat
detection is provided for the rear equipment bay.
Engine bleed air is tapped from the engines for the pressurization, air conditioning, rudder bias systems
and hydraulic reservoir pressure.
A gas-turbine APU may be installed to provide DC electrical power and air conditioning. For description
and operation of the APU (if installed), refer to the Airplane Flight, Section 7 - SUPPLEMENTS
General Dimensions of the airplane are presented in Figure 1.

Section I - GENERAL
Figure 1
General Dimensions

Section I - GENERAL
DIMENSIONAL DATA
Wing
Span .................................................. 51 ft 4 1/2 in ..........................15.66 m
Aspect Ratio ...................................... 7.06
Gross wing area ............................... 374 sq ft ................................34.75 sq m
Fuselage
Overall length (including tail) ............. 51 ft 1.64 in ...........................15.59 m
Cabin
Length (including vestibule) ............... 21 ft 8 in ................................6.6 m
Head room......................................... 5 ft 9 in ..................................1.75 m
Width ................................................. 6 ft 0 in ..................................1.83 m
Aisle width ......................................... 1 ft 6 in ..................................0.41 m
Passenger Entry Door

Height ................................................ 4 ft 3 in ..................................1.30 m
Width ................................................. 2 ft 3 in ..................................0.68 m
Average height of
door sill above ground ....................... 3 ft 6 in ..................................1.07 m
Windows
Height ................................................ 1 ft 2 1/2 in ............................0.36 m
Width ................................................. 10 in ......................................0.25 m
Emergency Exit
Height ................................................ 3 ft 0 in ..................................0.91 m
Width ................................................. 1 ft 8 in ..................................0.51 m
Forward Luggage Bay Capacity

Traditional .......................................... 21.0 cu ft ...............................0.593 cu m
Open Plan.......................................... 13.9 cu ft ...............................0.394 cu m
Aft Luggage Bay Capacity

Capacity............................................. 38.0 cu ft ...............................1.076 cu m
Landing Gear
Track (Main gear)............................... 9 ft 2 in ..................................2.79 m
Wheel base........................................ 21 ft 1/2 in .............................6.41 m
Maximum nose wheel angle
(using cockpit control)........................ 45° each side
NOTE: With nose wheel steering disconnected the nose wheel is free to castor through 360 .

Section I - GENERAL
Minimum Turning Radius Using Nosewheel Steering
Inside Wheel ..................................... 15 ft 9 in ................................ 4.80 m
Outside Wingtip ................................. 47 ft 2 in ................................ 14.38 m
Mainwheel
Tire size............................................. 23 X 7.00-12, 12 Ply Tubeless
Tire pressure ..................................... 135 lb / sq in
Nosewheel
Tire size............................................. 18 X 4.25-10, 6 Ply Tubeless
Tire pressure ..................................... 100 lb / sq in
Speed Rating .................................... Dunlop Model DR 6385T Rated at 190 mph,
All Other Models Rated at 210 mph.

Section I - GENERAL
TERMS and DEFINITIONS
The following terms and definitions are used in this POM when describing locations or functions of
equipment or systems (see Figure 2).
Terms Definitions
Pilot The left side of the airplane looking towards the nose.
(No. 1) Side
Copilot The right side of the airplane looking towards the nose.
(No. 2) Side
Flight Compartment The accommodation for the flight crew, contained within the pressurized
area from forward of the vestibule to the front pressure bulkhead.
Vestibule The space leading from the main entry door, contained within the
pressurized area, bounded by the rear bulkhead of the flight compartment
and the forward bulkhead of the passenger cabin. Usually contains furnish-
ings such as galleys, wardrobes, luggage and other stowages.
Passenger Cabin The accommodation for passengers within the pressurized area from the
front cabin bulkhead to the rear cabin bulkhead.
Toilet Compartment The area between the rear bulkhead of the passenger cabin and the rear
pressure bulkhead. The area contains toilet and washbasin facilities on the
rear pressure bulkhead, and an avionics rack and rear baggage
compartment which is enclosed in a cabinet on the right wall of the
compartment.
Rear Baggage
The area above the aft avionics rack in the toilet compartment.
Compartment
On-Side Term to describe those controls, display devices and equipment of dual
provisioned systems, which are located in the flight compartment on the
same side as the pilot using them:
i.e. On-side to the Pilot are the No. 1 systems.

Cross-Side Term to describe those systems being used by a pilot, but which have con-
trols, display devices and equipment, which are located on the opposite
side of the flight compartment:
i.e. Cross-side to the Pilot are the No. 2 systems.

Reversionary Term used to describe the transfer from a cross-side system to the pilot's
on-side system. The transfer may be made by a pilot's selection, or
automatically within the equipment:
i.e. if a No.1 system fails, the Pilot can make a reversionary selection to
obtain the required data or power supply from the equivalent No. 2 system
for presentation on his on-side display device.

Section I - GENERAL
PILOT
CAPTAIN'S FIRST
COPILOTOFFICER'S
(NO. 1) SIDE (NO. 2) SIDE
FLIGHT COMPARTMENT
OUTWARD OPENING
DOOR WITH INTEGRAL
STAIRS
VESTIBULE
AREA
PASSENGER
CABIN
TOILET
COMPARTMENT
PRESSURE DOME
M6365_0
NO. 1 SIDE NO. 2 SIDE HA00C
014725AA.AI
Figure 2
Definition of Areas

Pro Line 21
Section - II
OPERATING LIMITATIONS
Table of Contents
Page
GENERAL ..................................................................................................... 3


GENERAL
For operating limitations, refer to the FAA approved Airplane Flight Manual, P/N 140-590032-0005
Section 2 - LIMITATIONS


Pro Line 21
Section - III
SYSTEMS DESCRIPTION
Table of Contents
Page
Sub-section 1 - MASTER WARNING SYSTEM ................................................. 1-1

Sub-section 2 - ENGINES ...................................................................................2-1
Sub-section 3 - FUEL SYSTEM ..........................................................................3-1
Sub-section 4 - FIRE PROTECTION...................................................................4-1
Sub-section 5 - HYDRAULICS ............................................................................5-1
Sub-section 6 - FLIGHT CONTROLS..................................................................6-1
Sub-section 7 - STALL WARNING/IDENTIFICATION ........................................7-1
Sub-section 8 - LANDING GEAR ........................................................................8-1
Sub-section 9 - ELECTRICAL POWER...............................................................9-1
Sub-section 10 - ENVIRONMENTAL ................................................................10-1
Sub-section 11 - ICE PROTECTION.................................................................11-1
Sub-section 12 - OXYGEN SYSTEM ................................................................12-1
Sub-section 13 - LIGHTING SYSTEMS ............................................................13-1
Sub-section 14 - EQUIPMENT and FURNISHINGS .........................................14-1
Sub-section 15 - EMERGENCY EQUIPMENT..................................................15-1
Sub-section 16 - WATER and WASTE..............................................................16-1
Sub-section 17 - AVIONICS ..............................................................................17-1
Sub-section 18 - PITOT-STATIC SYSTEM .......................................................18-1


Pro Line 21
Section - III
SYSTEMS DESCRIPTION
Sub-section 1
MASTER WARNING SYSTEM
Table of Contents
Page
GENERAL .......................................................................................................1-3
ANNUNCIATOR TYPES .................................................................................1-3
MWS ARRANGEMENT ..................................................................................1-3
REPEATER ANNUNCIATORS .......................................................................1-3
Figure 1 - Master Warning Annunciations and Controls ...........................1-4
SYSTEM OPERATION ...................................................................................1-5
ACKNOWLEDGEMENT .................................................................................1-5
ANNUNCIATION SEQUENCE........................................................................1-6
Table 1: Annunciation Sequence .............................................................1-6
TESTING .........................................................................................................1-7
DIM CONTROL FAILURE .....................................................................1-7
M W S MASTER WARNING LAMP FAILURE .........................................1-7
POWER SUPPLIES ........................................................................................1-7
ANNUNCIATORS WITH ASSOCIATED MWS REPEATERS ........................1-8
ELECTRICAL.........................................................................................1-8
ICE PROTECTION ................................................................................1-9
FUEL ....................................................................................................1-10
ENGINE FIRE WARNING ...................................................................1-11
DUCT OVHT REPEATER ANNUNCIATOR ........................................1-11
MWS ANNUNCIATORS - WITHOUT A REPEATER ...................................1-12
Table 2: M W S Annunciators - W ithout a Repeater.................................1-12
Pilot’s Operating Manual Page 1-1

Page 1-2 Sub-section 1 Pilot’s Operating Manual

MASTER WARNING SYSTEM Original Issue: Feb, 2002
GENERAL
A master warning system (MWS) consisting of annunciation logic, displays and associated controls is
provided to alert or advise the crew to the status of the airplane systems.
ANNUNCIATOR TYPES
The annunciator captions are illum inated against a black background and are color coded as follows:
EMERGENCY
These indicate a hazardous fault condition which requires im m ediate flight
ENG 1 crew action and are accompanied by the flashing red M W S warning lamps.
FIRE
ABNORMAL
These indicate a fault condition which is not im m ediately hazardous and
MAIN AIR does not require urgent action by the flight crew. The M W S master warning
VALVE 2 lamps do not operate with this warning.
ADVISORY
These are advisory indications of system status and do not require any
AIR remedial action from the flight crew.
BRAKE
MWS ARRANGEMENT (Figure 1)
A main M W S panel with annunciators is located on the center instrument panel with a M W S DIM
variable control and a NORM/DIM OVRD switch located adjacent to the main M W S panel. A MW S D IM
FAIL annunciator is located on the copilot instrument panel above the PFD/MFD.
Two red master warning lamps, each with a push-to-cancel switch, are located on the glareshield, one
in front of each pilot. Additional annunciators are arranged in groups in the system areas of the
overhead roof panel. An ANNUN test button is located in the test section of the overhead roof panel.
REPEATER ANNUNCIATORS
The M W S panel also provides repeater annunciators which have an upward pointing arrow.
When illuminated, these annunciators indicate to the flight crew that an additional warning annuncia-
tor has illuminated on the overhead roof panel.
Typical Repeater Annunciator
ENG 1
FIRE
Pilot’s Operating Manual Sub-section 1 Page 1-3

Original Issue: Feb, 2002 MASTER WARNING SYSTEM
ENG 1 ENG 2 REFUEL BATT 1

FUEL FUEL ON CNTCTR
AUX FUEL WING FUEL REAR BAY BATT 2

TFR XFD/TFR DOOR CNTCTR
FUEL 1 FUEL 2 GEN 1 BUS TIE GEN 2

IGN ON
LO PRESS LO PRESS FAIL OPEN FAIL
XS 1 XE XS 2
L SCREEN R SCREEN ALTR 1 ALTR 2 FAIL FAIL FAIL
OVHT OVHT FAIL FAIL
INV 1 STBY INV INV 2
Overhead Roof Panel FAIL ON FAIL
L VANE R VANE SIDE SCRN ICE
HTR FAIL HTR FAIL OVHT DETECTED
L PITOT R PITOT ANTICE ANTICE

HTR FAIL HTR FAIL LO PRESS LO QTY
APU MACH TRIM

REVERSER
FIRE FAIL
HP AIR 1 REAR BAY HP AIR 2

OVHT OVHT OVHT ENG 1 ENG 2
FIRE FIRE
ENG 1 CABIN ENG 2
FIRE ALTITUDE FIRE
MWS
OIL 1 ELEV/AIL OIL 2 DIM
LO PRESS TRIM LO PRESS FAIL
HYD 1 HYD 2 MWS

HYD OVHT LO PRESS
LO PRESS
Glareshield
MAIN AIR AUX HYD MAIN AIR
VALVE 1 LO LEVEL VALVE 2
ENG 1 EMRG BRK ENG 2

CMPTER LO PRESS CMPTER
ENG 1 ICE ENG 2

A/ICE PROT A/ICE
DUCT
ELECT FUEL PFD MFD MFD PFD
OVHT
ENT DOOR RUDDER

APU ON
UNLOCKED BIAS
ICE PROT FUEL STALL Pilot Instrument Panel Copilot Instrument Panel
SELECTED XFD TFR IDENT
Center Instrument
Panel
AIR BRAKE
Figure 1
Master Warning Annunciations and Controls

SYSTEM OPERATION
When a system status change or fault condition occurs, the appropriate annunciator illuminates at
maximum intensity.
In the event of a red warning, both MWS red master warning lamps will flash and if the red annunciator
is located on the overhead roof panel, the associated repeater annunciator illuminates with a steady
intensity. If the roof panel annunciator is amber, the repeater flashes.
NOTES:
1. A repeater annunciator will illuminate steady should associated red and amber
annunciators illuminate together.
2. When any annunciation is initiated, all previously dimmed annunciators will increase in
brightness.
ACKNOWLEDGEMENT
Either pilot can acknowledge the warning by pushing either MWS red master warning lamp on the
glareshield with the following results:
• The MWS red master warning lamps are cancelled.
• The brightness of the annunciator (and repeater where applicable) reduces to the level selected by
the MWS dimmer switch.
• The repeater, if flashing, changes to steady.
Should an additional system status change or failure occur, the relevant annunciator illuminates at
maximum intensity and any dimmed annunciator increases in brightness.
Subsequent dimming is achieved by pushing either MWS red master warning lamp. This low lighting
level is maintained until the system fault clears causing the annunciator to extinguish or until another
system status change or failure occurs.
White annunciators are always illuminated at the set dim level and do not cause an increase in
brightness of existing warnings to occur.

Revision A1: Nov, 2002 MASTER WARNING SYSTEM
ANNUNCIATION SEQUENCE
Table 1: Annunciation Sequence
Annunciator Annunciator Annunciator state and

Location Color intensity level when first Attention Event
illuminated
AMBER Illuminates steady at REPEATER

maximum intensity
Overhead Flashes at maximum
Roof Panel intensity
Illuminates steady at
WHITE dimmed intensity None
(as set on MWS DIM control)
MWS
Master warning lamps flash

RED Illuminates steady at (on Glareshield)
maximum intensity
REPEATER
MWS
Main Panel
maximum intensity
AMBER None
maximum intensity
Illuminates steady
WHITE at dimmed intensity None
(as set on MWS DIM control)

TESTING
Pushing the ANNUN test button on the overhead roof panel results in the following:
• All of the overhead and MWS panel annunciators, including white, illuminate at maximum intensity.
• The amber repeater annunciators will flash and the red repeater annunciators illuminate steady.
• The MWS master warning lamps flash alternatively at an even rate.
NORM MWS
ANNUN
MWS
DIM
FAIL
DIM OVRD DIM
DIM CONTROL FAILURE

If a warning occurs and the associated annunciator fails to illuminate due to an open-circuit failure of
the dimming circuit, the amber MWS DIM FAIL annunciator will illuminate on the MWS panel.
The flight crew should set the NORM/DIM OVRD switch to the DIM OVRD position. This causes the
warning annunciator to illuminate at maximum intensity and the MWS DIM FAIL annunciator will
extinguish.
When the warning is acknowledged, the annunciator will remain at the maximum level of intensity.
MWS MASTER WARNING LAMP FAILURE

The MWS red master warning lamp control channel contains dual circuitry which provides a back-up,
and a means of indicating a single failure. A failure is indicated by alternate flashing at an uneven rate
(one faster than the other) of the two lamps.
FAILED SIDE WORKING SIDE
SLOW RATE NORMAL RATE

OF FLASH OF FLASH
MWS MWS
POWER SUPPLIES
The MWS is powered from PE busbar via three circuit breakers located on panel DA-D:
• MWS PWR 1 and 2
• MWS TEST
The MWS dimming circuit is powered from a secondary busbar - MWS DIM bus.

Revision A1: Nov, 2002 MASTER WARNING SYSTEM
ANNUNCIATORS WITH ASSOCIATED MWS REPEATERS
ELECTRICAL
Overhead Roof Panel
BATT 1
CNTCTR
BATT 2
CNTCTR
GEN 1 BUS TIE GEN 2
FAIL OPEN FAIL
DC Power Section
XS 1 XE XS 2
FAIL FAIL FAIL
INV 1 INV 2
FAIL FAIL
AC Power Section
The illumination of any of the above electrical annunciators on the Overhead Roof Panel will be
accompanied by the illumination of the associated MWS repeater shown below:
Pilot Instrument Panel Copilot Instrument Panel
PFD MFD MFD PFD
Center Instrument
Panel
ELECT

ICE PROTECTION
Overhead Roof Panel
L SCREEN R SCREEN ALTR 1 ALTR 2

OVHT OVHT FAIL FAIL
L VANE R VANE SIDE SCRN ICE

HTR FAIL HTR FAIL OVHT DETECTED
L PITOT R PITOT ANTICE ANTICE

HTR FAIL HTR FAIL LO PRESS LO QTY
Ice Protection Section
The illumination of any of the above ice protection annunciators on the Overhead Roof Panel will be
accompanied by the illumination of the associated M W S repeater shown below:
PFD MFD MFD PFD
Center Instrument
Panel
ICE
PROT

FUEL
Overhead Roof Panel Overhead Roof Panel
ENG 1 ENG 2 REFUEL AUX FUEL WING FUEL

FUEL FUEL ON TFR XFD/TFR
FUEL 1 FUEL 2
LO PRESS LO PRESS
The illumination of any of the above fuel The illumination of either of the above fuel
annunciators on the Overhead Roof Panel annunciators on the Overhead Roof Panel will
will be accompanied by the illum ination of the be accompanied by the illum ination of the
associated M W S repeater shown below: associated M W S repeater shown below:
FUEL
FUEL
XFD TFR
PFD MFD MFD PFD
Center Instrument
Panel

ENGINE FIRE WARNING
Overhead Roof Panel Forward Extension
ENG 1 ENG 2
FIRE FIRE
The illumination of either of the above fire warning annunciators on the Overhead Roof Panel Forward
Extension will be accompanied by the illum ination of the respective M W S repeater shown below:
ENG 1 ENG 2
FIRE FIRE
PFD MFD MFD PFD
Center Instrument
Panel
DUCT OVHT REPEATER ANNUNCIATOR
PFD MFD MFD PFD
Center Instrument
DUCT Panel
OVHT
This repeater illum inates on the M W S panel and directs attention to the DUCT TEMP indicator on the
Overhead Roof Panel ENVIRONMENTAL section.

MWS ANNUNCIATORS - WITHOUT A REPEATER
Table 2: MWS Annunciators - Without a Repeater

Red Annunciators Location Amber Annunciators Location
APU M W S panel
REVERSER M W S panel
(if installed)
FIRE
HP AIR 1 or 2 M W S panel ELEV/AIL M W S panel

OVHT TRIM
REAR BAY MACH TRIM

M W S panel M W S panel
OVHT FAIL
CABIN HYD 1 or 2
M W S panel M W S panel
ALTITUDE LO PRESS
OIL 1 or 2 M W S panel HYD OVHT M W S panel

LO PRESS
MAIN AIR M W S panel

VALVE 1 or 2
AUX HYD M W S panel

LO LEVEL
ENG 1 or 2 M W S panel
CMPTER
EMRG BRK M W S panel

LO PRESS
ENG 1 or 2 M W S panel
A/ICE

Table 2 continued: MWS Annunciators - Without a Repeater
Red Annunciator Location Amber or White Location

Annunciators
ENT DOOR M W S panel

UNLOCKED
RUDDER M W S panel
BIAS
STALL M W S panel
IDENT
REAR BAY Overhead panel

DOOR
APU M W S panel
ON (if installed)
ICE PROT M W S panel

SELECTED
Flight Compartment
IGN ON Overhead Roof Panel
AIR BRAKE M W S panel
STBY INV Flight Compartment

ON Overhead Roof Panel


Pro Line 21
Section - III
SYSTEMS DESCRIPTION
Sub-section 2
ENGINES
Table of Contents
Page
GENERAL.......................................................................................................2-5
DESCRIPTION................................................................................................2-6
Figure 1 - Engine Cutaway View ..............................................................2-6
FAN ..............................................................................................................2-6
COMPRESSOR SECTION ..........................................................................2-6
Low Pressure Spool N1 .........................................................................2-7
High Pressure Spool N2 ........................................................................2-7
COMBUSTION CHAMBER..........................................................................2-7
TURBINE SECTION ....................................................................................2-7
ACCESSORY DRIVE...................................................................................2-7
OPERATION...................................................................................................2-8
Figure 2 - Gas Flow During Engine Operation .........................................2-8
ENGINE INDICATING SYSTEM (EIS) ...........................................................2-9
N1 RPM DISPLAYS....................................................................................2-10
N1 REFERENCE DISPLAYS......................................................................2-11
ITT DISPLAYS............................................................................................2-12
N2 RPM DISPLAYS....................................................................................2-13
FUEL FLOW DISPLAYS ............................................................................2-14
OIL PRESSURE DISPLAYS ......................................................................2-14
OIL TEMPERATURE DISPLAYS ...............................................................2-15
ENGINE FIRE WARNING ANNUNCIATIONS............................................2-15
CLIMB ANNUNCIATIONS..........................................................................2-15
AUTOMATIC POWER RESERVE (APR) DISPLAYS .................................2-15
ENGINE SYSTEMS and COMPONENTS ....................................................2-16
ENGINE OIL...............................................................................................2-16
Oil Pump Assembly .............................................................................2-16
Figure 3 - Engine Lubrication System....................................................2-17
Oil Filter ...............................................................................................2-18
Oil Tank ...............................................................................................2-18
Fuel Heater..........................................................................................2-18
Air/Oil Cooler .......................................................................................2-18
Figure 4 - Engine Views .........................................................................2-19
Fuel/Oil Cooler ....................................................................................2-21
Oil Venting ...........................................................................................2-21
Low Oil Pressure Annunciators ...........................................................2-21

Page
IGNITION ................................................................................................... 2-22

Ignition Unit ......................................................................................... 2-22
Igniter Plugs and Leads ...................................................................... 2-22
Ignition Switches ................................................................................. 2-22
FUEL CONTROL ....................................................................................... 2-23
Fuel Pump........................................................................................... 2-23
Anti-ice Valve................................................................................... 2-25
Filter Bypass.................................................................................... 2-25
Figure 5 - Engine-Driven Fuel Pump Assembly..................................... 2-24
Filter Clogged .................................................................................. 2-25
Fuel Control Unit ................................................................................. 2-25
Inlet Pressure and Temperature Sensor.......................................... 2-25
Digital Electronic Engine Control (Fuel Computer).......................... 2-26
Figure 6 - DEEC - Engine Interface ....................................................... 2-27
Surge Bleed Valve ........................................................................... 2-28
Fuel Flow Divider Assembly ............................................................ 2-28
Fuel Atomizers................................................................................. 2-28
Fuel Heating .................................................................................... 2-28
Fuel Flow Indicating......................................................................... 2-29
Additional Fuel System Components .............................................. 2-29
POWER CONTROLS ................................................................................ 2-30
Engine Thrust Levers .......................................................................... 2-30
Audible Warnings and Interlocks......................................................... 2-30
High Pressure (HP) Fuel Cock Levers ................................................ 2-30
Figure 7 - Fuel Controls ......................................................................... 2-31
Engine Synchronizer........................................................................... 2-32
Power Supply................................................................................... 2-32
BLEED AIR and VENTILATION .................................................................. 2-33
Figure 8 - Engine Bleed Air and Ventilation ........................................... 2-33
ANTI-ICING ............................................................................................... 2-33
Figure 9 - Engine Anti-icing System ...................................................... 2-34
Power Supplies ................................................................................... 2-35
AIRPLANE SERVICES .............................................................................. 2-36
AUTOMATIC PERFORMANCE RESERVE (APR)...................................... 2-36
CONTROLS ............................................................................................... 2-36
Figure 10 - APR System ........................................................................ 2-37
OPERATION .............................................................................................. 2-38
Automatic Mode .................................................................................. 2-38
Manual Mode ...................................................................................... 2-38
Failure Modes ..................................................................................... 2-38

ENGINES Original Issue: Feb, 2002
Page
THRUST REVERSERS ................................................................................2-39

DESCRIPTION...........................................................................................2-39
CONTROLS and INDICATORS..................................................................2-39
ARM ....................................................................................................2-39
OFF .....................................................................................................2-40
UNLCK ................................................................................................2-40
REVRS ................................................................................................2-40
REVERSER ASSEMBLY and OPERATION...............................................2-40
Initiate..................................................................................................2-40
Deploy .................................................................................................2-41
Stow ....................................................................................................2-41
Autostow..............................................................................................2-42
Automatic Thrust Lever Retard/Autostow System ...............................2-42
SYSTEM SAFETY .....................................................................................2-42
Figure 11 - Thrust Reverser Operating Mode -
Overstow and Latch .............................................................2-42
Figure 12 - Thrust Reverser Operating Mode -

Deploy..................................................................................2-43

Original Issue: Feb, 2002 ENGINES

GENERAL
The airplane is powered by two Garrett AiResearch Model TFE 731-5BR-1H turbofan engines installed
in pods mounted on pylons; one each side of, and integral with, the rear fuselage.
Firewalls divide each pod into two fire zones which are ventilated by ram air; both zones incorporate a
fire/overheat warning system. The two shot fire extinguishing system discharges only into zone 1, the
forward zone.
For more information on the engine fire protection system refer to Sub-section 4, FIRE PROTECTION.
Hot air is bled from the engine to pressurize and air condition the airplane, to operate the rudder bias
system and for engine anti-icing. Each engine has a combined starter/generator and can be started
from either the airplanes batteries or an external power supply. Each engine has an AC alternator which
provides deicing to the pilot’s windshields.
The engine consists of five major components:
• Fan
• Low Pressure (LP) Spool
• High Pressure (HP) Spool
• Annular Combustion Chamber
• Transfer and Accessory Gearboxes
Engine power and fuel shut off controls for each engine are operated by separate thrust and high
pressure (HP) cock levers on the pilot’s central control pedestal with engine starting, ignition and antice
controls being located on the flight compartment overhead roof panel.
Indications of N1, N2, ITT, oil pressure, oil temperature and fuel flow are displayed on the pilot’s Multi
Function Display. Annunciators associated with the engine are on the main MWS and overhead roof
panel.

Revision A1: Nov, 2002 ENGINES
DESCRIPTION
The engine is a two-spool-transonic-stage-compressor, front fan jet engine. It is a light weight modular
design for ease of maintenance. The simplicity of the design eliminates the need for variable geometry
inlet guide vanes. This minimizes the weight of the engine, the possibility of the inlet vanes icing up is
reduced and the noise is also reduced. Use of a reverse flow combustion chamber reduces the overall
length of the engine and provides a cool skin concept for the external surfaces of the turbine section.
Figure 1
Engine Cutaway View
FAN
The fan is an axial flow unit that moves large quantities of air into the bypass and core inlets. The bypass
section consists of the fan spinner support, fan rotor assembly, fan bypass stator, fan duct assembly
and the bypass fan support and shaft section. The fan is driven by the low pressure N1 spool through
the planetary gear section.
COMPRESSOR SECTION
Air enters the engine through the air inlet section located immediately aft of the fan bypass section and
continues on to the LP compressor where it is compressed and forced through the interstage diffuser
assembly to the HP compressor where it is further compressed and discharged into the combustion
chamber.

Low Pressure Spool N1
The LP N1 spool consists of a four stage, low pressure, axial flow compressor and a three stage, low
pressure turbine. Both the compressor and the turbines are mounted on a common shaft.
NOTE: A stage is one rotor (rotating blades) and one stator (non rotating vanes).
Each stage of the axial flow compressor utilizes rotating compressor blades to accelerate the air,
followed by static stator vanes which decelerate the air, converting kinetic energy into pressure. This
provides a steady rise in pressure through the compressor stages, without significant change to overall
velocity.
High Pressure Spool N2

The high pressure spool N2 consists of a single stage centrifugal compressor driven by a single stage
turbine through an outer concentric shaft. The centrifugal compressor consists of an impeller (rotor), a
diffuser and a compressor manifold.
As in axial flow compressors, air is picked up and accelerated outwards towards the diffuser. When the
accelerating air reaches the diffuser its velocity is reduced, converting kinetic energy into pressure. The
high pressure spool also drives the accessory gearbox through a tower shaft and transfer gear
reduction system.
COMBUSTION CHAMBER
The compressed air flows into a single reverse flow annular combustion chamber in the turbine section
where it is mixed with atomized fuel supplied by twelve duplex fuel nozzles. The twelve duplex fuel
nozzles consists of primary nozzles used for starting and secondary nozzles used in conjunction with
the primary nozzles for all other phases of engine operations.
The fuel-air mixture is ignited by the two igniter plugs located at the six and seven o’clock positions
within the combustion chamber. After the ignition cuts-out, combustion is self sustaining and the
combustion gases are then directed to the turbine by the transition liner. The hot gases pass through
both the high and low pressure turbines, driving both rotating compressor assemblies and then exiting
through the exhaust nozzles with the bypassed air.
TURBINE SECTION
The turbine section contains four (one high pressure, three low pressure) axial flow turbine wheels and
four stator assemblies. On leaving the turbine, the exhaust gases enter a mixer compound-thrust-nozzle
system, where they mix with the bypass air before discharging through a convergent-divergent nozzle.
The high pressure turbine rotor assembly is air cooled to allow an increased turbine inlet temperature.
ACCESSORY DRIVE
An accessory drive gearbox and transfer gearbox are driven from the high pressure N2 spool. The
transfer gearbox is driven by a vertical shaft and in turn drives the accessory gearbox through a
horizontal gearshaft.
The accessory drive gearbox provides shaft power for airplane accessories (hydraulic pump, starter/
generator and alternator) which are mounted on the forward face of the accessory gearbox. The fuel
pump, fuel control unit and oil pump are all mounted on the rear face of the accessory gearbox.

OPERATION
When the engine is operating, the single-stage fan draws air through the nacelle inlet duct. The outer
diameter of the fan accelerates a moderately large air mass at a low velocity into the full-length bypass
duct. At the same time, the inner diameter of the fan accelerates an air mass into the engine core.
The pressure of this air is increased by the LP compressor and directed to the HP compressor where
the air pressure is further increased and ducted aft to the combustor. A precise amount of this air enters
the reverse-flow combustor where fuel is injected by twelve spray nozzles.
The mixture is initially ignited by two igniter plugs and expanded through the turbine. The HP turbine
extracts enough energy to drive the HP compressor and the transfer and accessory gears. The LP
turbine extracts enough energy to drive the LP compressor, the planetary gear and the fan.
The remaining gas energy is accelerated aft through the exhaust pipe and joins the fan airflow from the
bypass duct to provide the total direct thrust.
Figure 2
Gas Flow During Engine Operation

ENGINE INDICATING SYSTEM (EIS)
The EIS provides full time displays of engine Fan RPM N1, ITT and a part time, pop-up or
pilot-selectable display of engine RPM N2, fuel flow, oil pressure and oil temperature on the left MFD.
Fuel quantity for each wing tank and ventral tank status are normally displayed on the right MFD. The
EIS also displays alerts and warnings for operation outside normal limits.
The digital read-outs for the engine parameters and the pointers for N1 and ITT will flash for 5 seconds
when they first turn yellow and stop flashing if they turn green (white for ITT) in less than the 5 second
time period. The digital read-outs and pointers will flash for 5 seconds when they first turn red, continue
to flash if they turn yellow within the 5 second period, but stop flashing if they turn green (white for ITT)
in that 5 second time period.
The part time engine parameters (N2, fuel flow, oil temperature, oil pressure and fuel temperature read-
outs and legends) are automatically displayed when an out of limit or engine miscompare condition
occurs.
The ENGINE button on the Display Control Panel (DCP) is used to manually control the display of the
part time engine parameters. The first push of the DCP ENGINE button removes the parameters,
provided that all read-outs are within normal operating limits. The last change by either pilot controls
the EIS on all currently enabled displays. Declutter is not allowed when an engine miscompare is active.
Two sources for N1, N2 and ITT exist for each engine. One is the Data Concentrator Unit (DCU) and the
other is the Engine Data Concentrator (EDC). The left DCU is the priority source for the left engine, and
the right DCU is the priority source for the right engine with the cross-side DCU being the secondary
source.
The EDC is the third priority source with automatic selection between data sources being provided. The
DCU is the source for fuel flow, oil pressure, oil temperature and engine fire warning data. The DCU is
the interface between the avionics and the airplane subsystems. The primary function of the DCU is
acquisition, concentration, and transmittal of analog and discrete engine data. The EDC provides partial
control of the respective engine when it is ON (active). In the event of loss of either EDC data, the
current declutter state remains until manually changed or an out of limit condition automatically calls up
the parameters.
Engine information normally appears only on the Multi-Function Display (MFD). If display reversion
switching causes the MFD to become a Primary Flight Display (PFD), the engine information remains
displayed on that MFD (now a PFD). When display reversion switching shuts off the MFD display, then
the engine information shows on the on-side PFD.
Left MFD Engine Display

L ft MFD E i Di l
N1 RPM DISPLAYS
The N1 indication provides engine RPM measured against a fixed 100% value and shares the same
scale with the ITT indication.
Normal scale range for the N1 portion of the scale is 20 to 100% with an overlimit scale to 110%. Gray
tick marks are at 20, 40, 60, 80 and 110%. There is a red radial tick mark at the 100% normal redline.
The N1 digital display appears below the N1 legend and pointer icon, to the left of the N1 indication. The
N1 digital display has a range of 0 to 110%.
The normal limit for N1 is 100% and the N1 pointer and digital read-out are green when N1 is within
100%. If N1 is between 100.1% and 103.0% (Transient Limit) for less than 5 seconds, the N1 pointer
and digital read-out turn yellow. If N1 exceeds 103.0% (Redline) or exceeds the Transient time limit, the
N1 pointer and digital read-out turn red.
The N1 pointer is removed and four yellow dashes and a decimal point are displayed for the digital read-
out if all sources of N1 are flagged.
NORMAL LIMIT TRANSIENT LIMIT REDLINE LIMIT

(Green) (Yellow) (Red)
100.1% ≤ N1 ≤ 103.0%
100.1% ≤ N1 ≤ 103.0%
N1 ≤ 100.0% for 5 seconds or longer
for less than 5 seconds
or
N1 ≥ 103.1%

N1 REFERENCE DISPLAYS
The N1 reference consists of a single digital N1 REF read-out and individual N1 REF bugs on each N1
scale. N1 REF may be set manually by the pilot using the REFS menu or it may be provided by the FMS.
The REFS menu on the PFD automatically selects N1 REF to OFF MODE upon initial power-up on the
ground and maintains the last selected state and last active value thereafter. The N1 REF FMS MAN
selection and manual N1 REF values are synchronized between the PFDs so when either pilot changes
the on-side controls, the N1 REF state/values on all displays are set the same.
When the REFS menu is appearing on the PFD, pushing the line select key, next to the N1 REF legend,
controls the N1 REF. The first push of the N1 REF key selects MAN mode and the flashing cyan colored
box appears around the last active manually set N1 REF value. The FMS legend becomes smaller and
white, while the MAN legend becomes larger cyan colored text.
The N1 REF value can now be changed using the MENU ADV knob on the DCP. The second push of
the N1 REF line select key removes the flashing box and places a solid box around the FMS MAN
legend.
Pushing the N1 REF line select key when MAN control is ON, reselects FMS control. The FMS legend
becomes the larger cyan colored text, the MAN legend becomes the smaller white text and the manual
N1 REF read-out is removed from the menu. The current valid N1 REF supplied by the FMS shows in a
magenta color beneath the FMS legend.
Left MFD Engine Display
When MAN control is ON, pushing and holding the N1 REF line select key for more than one second
will select MAN control to OFF. The larger cyan colored MAN legend turns to smaller white text, the
manual N1 REF is removed and the cyan colored N1 read-out and bugs are removed from the N1
display.
When displayed, the N1 REF appears between the N1/ITT scales and consists of a 3 or 4 digit read-out
with a decimal preceding the tenths digit. A triangular N1 REF icon precedes the digital read-out. The
icon and read-out are cyan colored in MAN control.
The thrust limit legend TO, GA, MCT, CLB, CRZ and TGT immediately follow the N1 REF icon, with the
digital display beneath, and are magenta colored in FMS control.

The triangular N1 REF bug is positioned on the perimeter of each N1 scale with the apex of the triangle
at the point that corresponds with the N1 REF digital read-out. The bug is the same color as the digital
read-out and is removed when the read-out does not appear. In the FMS mode, each bug is placed at
the position corresponding to the lower of the two FMS inputs.
In FMS control, the N1 REF icon, thrust limit legend and digital read-out are placed in a yellow box and
the N1 REF value shows in yellow when:
• N1 thrust limit values from the FMSs differ by more than 1%.
• Data input from one FMS is reported invalid when airspeed is less than 50 KIAS.
The N1 miscompare annunciation will flash for 5 seconds when first displayed, then remains steady.
In FMS control, if neither FMS is sending a selected thrust limit or the N1 REF data from both FMS’s is
failed, not received or outside the N1 REF display ranges:
• The N1 REF digital read-out and bugs are removed.
• The REFS menu FMS read-out and the thrust limit legend on the EIS display are replaced by three
magenta colored dashes.
ITT DISPLAYS
Ten thermocouples, two pairs of five thermocouples connected in parallel to create an averaging circuit,
are located in the gas path between the high pressure turbine and the first stage of the low pressure
turbine. These thermocouples measure the Interstage Turbine Temperature (ITT) and send signals to
the Engine Data Concentrator (EDC) and the fuel computer.
The ITT display indicates the temperature between the first and second turbine stages in °C. The ITT
display consists of a scale, pointer and digital read-out for each engine. The ITT and N1 share a scale
for the same engine.
The ITT scale range is 200 to 1100° C. The gray tick marks on the ITT scale represent 200, 400, 600,
800 and 1100° C. There is a red radial tick mark at the ITT Normal Limit, as listed in the following table,
for the respective Operating Condition. In order to present the Normal Limit at the same scale position
for all Operating Conditions, the scaling between 800° C and 1100° C changes slightly for each
Operating Condition. Therefore, a small ITT pointer movement may occur when transitioning between
Operating Conditions.
The ITT pointer is positioned at the ITT digital display value, except the ITT pointer only appears when
ITT is above 200° C. The ITT pointer is the same color as the digital display and flashes when the display
flashes. The ITT digital display appears below the N1 digital read-out, to the left of the N1/ITT indication
with a range of 0 to 1100° C.
The ITT digital read-out and pointer are white when ITT is within the normal limit and red when ITT is
above the normal limit.
If all sources of ITT are flagged or missing, the ITT pointer is removed and four yellow dashes with a
decimal point are displayed for the digital read-out. The following lists the ITT normal and redline limits
for engine start and engine operation.

ENGINES Revision A1: Nov, 2002
OPERATING NORMAL LIMIT REDLINE LIMIT

CONDITION (Green) (Red)
START ITT ≤ 978° C ITT ≥ 980° C
RUN ITT ≤ 968° C ITT ≥ 970° C
RUN
APR - ARM ITT ≤ 978° C ITT ≥ 980° C
APR Not Active
RUN
APR - ARM ITT ≤ 996° C ITT ≥ 998° C
APR Active
N2 RPM DISPLAYS
N2 RPM appears in the top right corner of the display. N2 is a standardized display of engine RPM
measured against a fixed 100% value. The N2 displays consist of digital read-outs for each engine. A
gray N2 legend appears between the left and right digital read-outs. Display range is 0 to 120%.
The N2 digital read-out is green when N2 is within the normal limit, yellow when N2 is within the transient
limit and red when N2 is in the redline.
Four yellow dashes and a decimal point replace the N2 read-out if all sources of N2 are flagged or
missing. The following lists the normal, transient and redline limits for N2
NORMAL LIMIT TRANSIENT LIMIT REDLINE LIMIT

(Green) (Yellow) (Red)
100.1% ≤ N2 ≤ 103.0%
for 5 seconds or longer
or
100.1% ≤ N2 ≤ 103.0%
N2 ≥ 103.1%
for less than 5 seconds
or
or
N2 ≤ 100% 100.1% ≤ N2 ≤ 100.8%
100.1% ≤ N2 ≤ 100.8%
for 5 minutes or longer when
for less than 5 minutes when
the APR is active
the APR is active
or
N2 ≥ 100.9%
when the APR is active

FUEL FLOW DISPLAYS
Fuel flow appears below the N2 display in the top right corner of the MFD. The fuel flow display consists
of digital read-outs for each engine and a FF legend. The gray FF legend separates the left and right
digital read-outs. The read-outs, up to 4 digits, are green and normally in pounds per hour (PPH), but
may be displayed in kilograms per hour (KPH). Range is 0 to 2800 PPH or 0 to 1500 KPH.
A fuel flow volume sensor and fuel flow temperature sensor for each engine are interfaced with the
on-side Data Concentrator Unit. Four yellow dashes are displayed if fuel flow from all sources is flagged
or missing.
OIL PRESSURE DISPLAYS

Oil pressure appears below fuel flow in the top right corner of the MFD. The oil pressure display can
appear up to 3-digits for each engine. A gray OIL PRESS legend, with OIL placed below PRESS,
appears between the left and right digital read-outs. Range is 0 to 150 PSI. Oil pressure is normally
displayed in green, but changes colors as listed in the following information.
The oil pressure digital read-out is green when OP is within the normal limits, yellow when OP is within
the transient limits and red when OP is in the redline.
A single oil pressure sensor from each engine interfaces with its on-side Data Concentrator Unit. Three
yellow dashes are displayed if oil pressure from all sources is flagged or missing.
OPERATING NORMAL LIMIT TRANSIENT LIMIT REDLINE LIMIT

CONDITION (Green) (Yellow) (Red)
OP ≤ 24
Engine Running
25 ≤ OP ≤ 46 47 ≤ OP ≤ 55
or
or for less than 3 minutes
N2 < 80% 47 ≤ OP ≤ 55
OP ≤ 24
for 3 minutes or longer
Engine Not Running
or
OP ≥ 56
47 ≤ OP ≤ 55 OP ≤ 24
for less than 3 minutes or
or 47 ≤ OP ≤ 55
N2 ≥ 80% 38 ≤ OP ≤ 46
25 ≤ OP ≤ 37 for 3 minutes or longer
or
OP ≥ 56

OIL TEMPERATURE DISPLAYS
Oil temperature for each engine appears below oil pressure for each engine in the top right corner of
the MFD. The oil temperature display is a digital read-out for each engine with a gray TEMP legend,
placed below the gray OIL legend. Range is 0 to 150° C.
The oil temperature digital read-out is green when the temperature is within the normal limits, yellow
when within the transient limits and red when in the redline.
A single oil temperature sensor from each engine interfaces with its on-side Data Concentrator Unit.
Three yellow dashes are displayed if oil temperature data from all sources is flagged or missing.
OPERATING NORMAL LIMIT TRANSIENT LIMIT REDLINE LIMIT

CONDITION (Green) (Yellow) (Red)
128° C ≤ OT ≤ 149° C
Altitude ≤ 30,000 ft
128° C ≤ OT ≤ 149° C for 2 minutes or longer
or 0° C ≤ OT ≤ 127° C
Altitude Invalid
OT ≥ 150° C
141° C ≤ OT ≤ 149° C
141° C ≤ OT ≤ 149° C for 2 minutes or longer
Altitude > 30,000 ft 0° C ≤ OT ≤ 140° C
OT ≥ 150° C
ENGINE FIRE WARNING ANNUNCIATIONS

A fire annunciation displays when the Data Concentrator Unit receives a signal indicating an engine fire
condition exists.
The red FIRE legend appears in the lower center of the applicable N1/ITT scale. The FIRE legend
flashes for 5 seconds when first displayed, then remains steady. The FIRE legend will display for at least
5 seconds.
CLIMB ANNUNCIATION
Maximum Climb Thrust is set by adjusting the thrust levers until the green CLIMB annunciation appears
at the lower center of the N1/ITT scales. CLIMB shares the display location with the FIRE annunciation;
the FIRE annunciation takes priority over CLIMB.
AUTOMATIC POWER RESERVE (APR) DISPLAYS

An APR ARM or active annunciation appears when the Data Concentrator Unit receives a signal
indicating automatic power reserve APR - ARM or active condition exists. A white APR ARM legend
appears in the lower center between the left and right N1/ITT scales.
APR appears above the ARM legend and will appear at any time except when the APR active
annunciation is displayed. The APR active annunciation consists of a green boxed APR legend in the
same location as the APR ARM annunciation. The box and APR legend flash for 5 seconds when first
displayed, then remain steady.
Control for the automatic power reserve is via an APR ARM and APR OVRD switch on the center
instrument panel.

ENGINE SYSTEMS and COMPONENTS
• ENGINE OIL
• IGNITION
• FUEL CONTROL
• POWER CONTROLS
ENGINE OIL (Figure 3)
Oil under pressure lubricates the engine bearings and the transfer, accessory and planetary gearboxes.
The system consists of:
(a) Oil Tank and Sight Gauge

(b) Oil Pump and Chip Detector
(c) Oil Filter and Bypass Valve
(d) Air/Oil Cooler and Bypass Valve
(e) Fuel to Oil Cooler
(f) Oil to Fuel Cooler
(g) Breather Pressurizing Valve
(h) Pressure and Temperature Transmitters and Indicators
Rotation of the engine-driven oil pump draws oil from the reservoir. Oil under pressure flows through a
pressure regulator, filter and temperature control components to the engine bearings, the transfer
gearbox, accessory gearbox and the front fan planetary gear assembly.
Oil Pump Assembly

An oil pump assembly is located on the accessory drive gearbox. It contains a single oil pressure pump
and four scavenge pumps. The pressure pump draws oil from the reservoir and supplies sufficient
pressure to force the oil through the engine components that require lubricating.
The scavenge pumps collect oil from the planetary gear assembly and the forward engine bearings, the
aft engine bearings, the transfer gearbox and the mid engine bearings, and the accessory drive
gearbox. A common discharge line connects the four scavenge pumps to the engine oil reservoir.
An adjustable pressure regulator in the pumps helps to provide a constant oil pressure by compensating
for changes in the airplane altitude.
A magnetic chip detector is on the aft housing of the pump. All oil scavenged from the engine flows past
the detector. The detector catches any magnetic particles present in the oil due to engine wear for
inspection purposes.

VENT
No 4 and 5 No 6
BEARINGS BEARING
BREATHER
PRESSURIZING
VALVE
TRANSFER
GEARBOX
ACCESSORY
GEARBOX
ANTI-SYPHON
ORIFICE
PLANETARY GEARS
Nos 1, 2 and 3
BEARINGS
OIL TANK
TEMPERATURE
CONTROL & BYPASS
VALVES
AIR/OIL
P S S S S COOLERS (3)
COMMON
SCAVENGE
OIL PUMPS
CHIP DETECTOR
FUEL
IN
PRESSURE
REGULATOR FILTER
OIL
COOLER
BYPASS FUEL FUEL
FUEL HEATER T P OUT
IN
∆ P INDICATOR
FUEL
OUT
OIL PRESSURE
LEGEND INLET OIL SCAVENGE OIL SENSE LINE
HIGH PRESSURE OIL VENT LINE
Figure 3
Engine Lubrication System

Oil Filter
A filter is provided to remove impurities from the oil. The oil filter consists of a disposable element
enclosed in a metal housing on the right side of the accessory drive gearbox.
Engine protection against filter clogging is provided by an oil filter bypass indicator valve located
adjacent to the oil filter. The valve opens when the pressure drop across the filter is excessive to bypass
lubricating oil around the filter.
An integral differential ∆P pressure indicator on the valve visually flags a clogged filter condition before
bypassing occurs. A thermal lockout device on the ∆P indicator prevents actuation under cold oil
conditions although the bypass valve will bypass oil under these conditions.
Oil Tank
A 1.65 US gallon capacity oil reservoir is located on the right side of the engine fan bypass housing.
The reservoir has a liquid level sight gauge and a filler cap on the right side of the tank. A filler tube and
cap are located on the left side of the tank which allows for oil tank replenishing when access to the right
side is restricted. Viewing ports are provided on the right side of the engine. (Figure 4)
Fuel Heater
An externally mounted fuel heater is located on the left side of the engine. The fuel heater provides oil-
to-fuel heat exchanging to prevent ice formation in the fuel system from clogging the fuel filter and any
other components.
Fuel flow through the fuel heater is thermostatically controlled to provide the optimum operating
temperature. Excess oil pressure with cold oil is prevented by a pressure bypass valve.
Air/Oil Cooler
After oil leaves the fuel heater, it passes through the air/oil coolers in the engine bypass duct. The air/
oil cooler consists of three segments: one half segment and two quarter segments.
Each segment is a finned unit with oil lines running through it. Together the three segments form the
inner surface of the fan duct.
A temperature controlled integral bypass valve directs oil that is hotter than 65° C through the three
segments of the air/oil cooler. Air flowing through the duct cools the oil that passes through the cooler.
Below this temperature, the valves bypass the oil around the air/oil cooler.
If the heat exchangers become obstructed, the temperature control valve bypasses the oil around them.
After the oil leaves the air/oil coolers, the flow splits. Part of the oil flows to the engine bearing sumps
(HP rotor shaft), the transfer gearbox assembly and the accessory gearbox. The remaining oil flows
through the oil temperature regulator (fuel/oil cooler) and then on to the planetary gear assembly.

ALTERNATOR
COOLING AIR
EXHAUST
Outboard View of No. 1 Engine Outboard View of No. 2 Engine
ALTERNATOR
COOLING AIR
EXHAUST
Inboard View of No. 1 Engine Inboard View of No. 2 Engine
Figure 4
Engine Views


Fuel/Oil Cooler
The fuel/oil cooler (oil temperature regulator) uses airplane fuel to maintain the oil at a constant
temperature and consists of a temperature control valve and a heat exchanger. Fuel constantly flows
through the unit and oil only flows through the unit if it is above a set temperature.
If the oil temperature exceeds 99° C the control valves open to route the oil through the cooler. From
the fuel/oil cooler, oil then lubricates the fan shaft bearings and the front LP spool bearings.
After travelling to all the main sump areas, oil then drains by gravity to the lowest point of each sump
and is then drawn back to the engine oil reservoir by the scavenge pumps.
Oil Venting
Vent lines interconnect the oil sumps to the oil tank assembly and the breather pressurizing valve. The
breather pressurizing valve provides an ambient vent for the oil system at low altitudes and at high
altitude increases the internal engine vent and tank pressure to ensure proper oil pump operation.
Low Oil Pressure Annunciators

A pressure switch, located in each engine oil supply line, operates the red OIL 1 LO PRESS and OIL 2
LO PRESS annunciators on the MWS.
PFD MFD MFD PFD
Center Instrument
Panel
OIL 1 OIL 2
and/or
LO PRESS LO PRESS
Normally, engine oil pressure holds the switch open. If the pressure drops below 23 PSI, the switch
closes to complete a circuit which will cause the respective annunciator to illuminate. Once the pressure
exceeds 25 PSI, the switch will open to break the circuit and extinguish the annunciator.

IGNITION
Each engine has an independent ignition system that consists of:
• Ignition Unit
• Igniter Plugs and Leads
• ENG IGNITION Switches
• IGN ON Annunciators
Ignition Unit
An ignition unit on the upper left side of the fan bypass housing is a high voltage, capacitor discharge,
radio noise-suppressed, intermittent sparking type unit that uses a 10 to 30 VDC power supply. The
ignition system receives power from the PE busbar. Each unit provides separate and independent
outputs of 18,000 to 24,000 volts to the igniter plugs.
During the engine start cycle, a micro switch on each HP fuel lever provides ignition unit activation once
the engine reaches 10% N2.
Once the engine reaches self-sustaining speed, the relays de-energize to remove power from the
ignition units. Manual operation of the ignition unit is through the ENG IGNITION switch in the ON
position. If required, the unit can be operated continuously.
Igniter Plugs and Leads

The igniter plugs, on the annular combustion chamber at the six and seven o’clock positions, operate
independently of each other. Each receives power from the ignition unit through separate high-tension
leads. Each plug fires at a rate of approximately two sparks per second when triggered by the ignition
unit.
Ignition Switches
Each engine has a two-position (ON/OFF) ENG IGNITION switch on the flight compartment overhead
roof panel. In the ON position, the switch will illuminate an IGN ON annunciator on the flight
compartment overhead roof panel and will supply the ignition unit with 28 VDC from the PE busbar
through the No. 2 start auxiliary relay.
The annunciator only indicates that power is available to the ignition unit. Verification of the igniter firing
requires the ENG IGNITION switch to be turned to the ON position and listening for two distinct snaps
in the engine area.
Overhead Roof Panel
ENG IGNITION
1 ON 2
IGN ON
OFF

FUEL CONTROL
The engine fuel control system consists of:
• Fuel Pump Assembly (Figure 5)

• Hydro-mechanical Fuel Control Unit (FCU)
• Digital Electronic Engine Control (DEEC)
• Fuel Flow Divider Assembly
• Fuel Atomizers
The fuel control system pumps, filters, meters and atomizes the airplane fuel before the ignition system
ignites it to produce thrust.
Fuel Pump (Figure 5)

An engine-driven fuel pump on the rear of the accessory gearbox provides high pressure fuel to the fuel
control system. The pump assembly consists of:
• Booster Pump Element

• Fuel Filter
• Filter Bypass Valve
• High Pressure Pump Element
• Relief Valve
• FCU - attached to the rear of the pump
Anti-Ice Valve
An anti-icing valve is provided within the fuel pump assembly to mix warm fuel from the fuel heater with
the discharge flow of the booster pump to prevent icing of the fuel filter element.
Filter Bypass
The filter bypass valve allows fuel to bypass the filter if an excessive pressure drop across the filter
occurs. When an excessive differential pressure condition exists, an electrical pressure switch will
cause the respective annunciator on the overhead roof panel to illuminate, accompanied by a repeater
annunciator on the MWS panel.
Overhead Roof Panel
MWS Panel
ENG 1 ENG 2
and/or FUEL
FUEL FUEL

FUEL CONTROL
LEGEND UNIT
SUPPLY PUMP
DISCHARGE
LOW-PRESSURE
PUMP FUEL FEED
HYDRO-
HIGH-PRESSURE MECHANICAL
COLLECTOR PUMP FUEL
TANK METERING
UNIT
ENG 1 ENG 1 ENG 2

FUEL and/or
FUEL FUEL
∆ P INDICATOR
PUMP
FILTER HIGH RELIEF
BYPASS PRESSURE
PUMP VALVE
ELEMENT
FUEL
TEMPERATURE
REFERENCE
BOOST
PUMP
THERMO-
STATIC
CAPSULE COLD
BYPASS
FILTER RETURN
HOT
ANTI-ICE
VALVE
OIL/FUEL HEATER
INTERSTAGE
PRESSURE TAP
(SAFETY CAPPED)
OIL OIL
Figure 5
Engine-Driven Fuel Pump Assembly

Filter Clogged
If the filter begins to clog, the following events will occur:
• At 6 to 8 psi ∆p the amber annunciator will illuminate on the MWS.

• At 9 to 12 psi ∆p the filter bypass valve opens to deliver fuel to the high pressure pump.
The annunciator will remain illuminated for as long as the fuel filter remains clogged.
Fuel Control Unit

The fuel pump-driven FCU contains:
• Fuel Metering Section

• Power Lever Input Pot
• Shutoff Valve
• Outlet Pressurizing Valve
• Ultimate Overspeed Solenoid
• Mechanical Governor (N2)
The mechanical governor functions has two modes:
• An overspeed governor for the HP rotor if the fuel computer is operative.

• A hydro-mechanical control when the fuel computer is inoperative.
An operating fuel computer (DEEC) electrically controls fuel flow scheduling by setting the FCU
metering section pressure drop according to thrust lever and engine inputs. The FCU has two shutoff
valves in series.
The thrust lever actuates one valve and the electronic engine computer actuates the other valve. If the
computer senses an ultimate overspeed condition, the computer closes the shutoff valve, fuel flow
stops, and the engine shuts down.
Inlet Pressure and Temperature Sensor

An inlet pressure and temperature sensor is located on the cowling forward of the fan inlet. The sensor
contains electrical elements for sensing inlet air temperature (Tt2) and a pressure tap for sensing inlet
air pressure (Pt2). Both inlet parameters are required by the fuel computer and an electrical anti-icing
element is contained in the sensor.

Digital Electronic Engine Control (Fuel Computer)

Two Digital Electronic Engine Controls (DEECs) are located in the rear equipment bay.
Each DEEC controls the engine acceleration and deceleration. Separate ENG CMPTR switches on the
flight compartment overhead roof panel allow automatic (AUTO) or overspeed protection (OVSPD
PROT) mode selection. Both DEECs receive 28 VDC from the PE busbar in the automatic mode.
Overhead Roof Panel
ENG CMPTR
1 AUTO 2
O
F
F
OVSPD PROT
During acceleration and deceleration, the DEECs provide governing, limiting and scheduling response
to the thrust lever and engine inputs. Inputs to each computer are:
• Engine Inlet Pressure (Pt2)

• Engine Inlet Temperature (Tt2)
• Interstage Turbine Temperature (ITT)
• N2 speed
• N1 speed
• Thrust Lever Position
Each DEEC provides appropriate output current to the torque motor of the associated FCU based on
the various inputs. Circuits within the DEEC monitor N1 and N2 continuously to provide overspeed
protection. The computer commands the engine to shut down if the engine speed exceeds 109 or 110%
N2 .
If an overspeed occurs, the primary overspeed circuit arms an electronic switch which energizes the
overspeed solenoid that cuts fuel to the engine. This function is called the ultimate overspeed
protection.
A MANUAL/NORMAL switch on the front of the DEEC CASE (rear equipment bay) and the flight
compartment overhead roof panel ENG CMPTR switches control the overspeed protection.

The DEEC MANUAL/NORMAL switch must be in the NORMAL position and the ENG CMPTR switch
must be in the AUTO position for the system to function. If the electronic engine control malfunctions,
the FCU on the engine automatically switches to the manual mode and the respective ENG CMPTER
annunciator will illuminate.
Pilot Instrument Panel Copilot Instrument Panell
PFD MFD MFD PFD
Center Instrument
ENG 1 ENG 2
and/or Panel
CMPTER CMPTER
The DEEC compensates the engine operating parameters for different fuel types. Failure to adjust fuel
specific gravity increases the possibility of the engine surging and high turbine temperatures during
start, acceleration and deceleration.
Figure 6
DEEC - Engine Interface

Surge Bleed Valve
Under certain conditions, gas turbine engines tend to surge and stall. For each compressor RPM, there
is a relationship between the amount of air flow and the pressure gradient; a disturbance results in the
engine surging. A surge bleed valve protects against this problem. The DEEC controls the position of
the surge bleed valve which is located between the LP compressor and the HP compressor, to prevent
compressor stalls and surges. If the valve opens, compressed air flows into the bypass duct smoothing
out the pressure gradient throughout the engine.
The DEEC normally positions the surge bleed valve fully open for start and idle conditions and fully
closed for high RPM conditions. For transient RPM conditions, however, the DEEC modulates the surge
bleed valve in response to impending stall conditions. With the DEEC off or failed, the surge bleed valve
remains 1/3 open.
Fuel Flow Divider Assembly

The fuel flow divider is between the fuel control unit and the fuel atomizers. During the engine start, the
divider routes fuel at a reduced pressure to the primary atomizers.
As the start sequence continues and the RPM increases, the fuel flow and pressure difference across
the divider orifice increases; fuel passes into the secondary lines that supply the fuel atomizers.
Fuel Nozzles
Each engine uses twelve duplex (primary and secondary) fuel nozzles on two manifold assemblies;
each manifold contains six duplex nozzles. Fuel swirls and breaks into microscopic droplets as it passes
through the atomizer orifice into the combustion chamber. The primary and secondary fuel nozzles
provide a finely atomized fuel spray pattern.
Fuel Heating
The fuel heater permits oil-to-fuel heat exchange to maintain the desired temperature and prevents ice
formation in the fuel system from clogging the fuel pump assembly fuel filter.
A portion of the engine fuel supply is diverted through the fuel heater by the thermostatically operated
anti-ice valve located in the fuel pump. An appropriate amber ENG 1 FUEL or ENG 2 FUEL annunciator,
located on the roof overhead panel and a repeater annunciator located on the MWS panel, will
illuminate when the temperature of the fuel in the associated fuel pump becomes excessive.
Overhead Roof Panel
MWS Panel
ENG 1 ENG 2
and/or FUEL
FUEL FUEL

Fuel Flow Indicating
Each engine fuel flow indicating system consists of:
• Fuel Flow Transmitter

• Data Concentrator Unit (DCU)
• Flow Rate Indication
The transmitter is a turbine-driven motor that rotates and generates an AC electrical signal as fuel flows
past it. The AC voltage passes through a converter where DC voltage is supplied to the Data
Concentrator Unit (DCU) which supplies the data to the MFD for the fuel flow indications.
The fuel flow indicating system uses 28 VDC power from the PS1 and PS2 busbars. The left system
receives power from the PS1 busbar, and the right system receives power from the PS2 busbar.
Additional Fuel System Components

Additional fuel system components are the associated fuel lines and plenum drain valves. No fuel is
allowed to drain from the plenum in normal operations, but any fuel accumulation during a false start is
drained.

POWER CONTROLS
Engine Thrust Levers

Each thrust lever on the center control pedestal mechanically connects through cables and a teleflex
control to a fuel control unit. Movement of the thrust lever directly drives the fuel control unit from idle to
full power. In response to thrust lever movements and engine parameters, the electronic engine
computer (DEEC) provides an electric signal to the hydro-mechanical fuel control unit torque motor. The
fuel control unit either decreases or increases the flow of fuel to the engine to provide overspeed and
over-temperature protection.
With the DEEC failed and OVSPD PROT selected, or OFF selected, through the ENG CMPTR switch
on the overhead panel, the thrust lever directly controls the engine power through the fuel control
governor. The thrust lever positions are in relationship to the angle of rotation of the control shaft on the
FCU. The full aft (0°) position is the engine fuel cutoff position. The idle (or engine start) position is
forward at 20°. To move the fuel valve from idle to cutoff or from cutoff to idle, the HP fuel cock lever
must be lifted. The fuel valve has unrestricted travel from idle to full thrust.
Audible Warnings and Interlocks

The thrust levers operate two micro-switches through a cam on the thrust lever cable drum shaft.
Reducing power below 65% N1 RPM with the landing gear not locked down below 150 kts completes a
circuit that sounds a warning horn.
Increasing power with the air brakes extended while the landing gear is down will complete a circuit that
sounds a warning horn. A mechanical locking device interconnects both thrust levers to prevent
simultaneous application of engine power above 60% N1 with the elevator gust lock installed. Although
one thrust lever at a time can be advanced to any setting.
High Pressure (HP) Fuel Cock Levers (Figure 7)

Each high pressure (HP) fuel cock lever connects mechanically through cables and teleflex controls to
the fuel control unit. The levers control the opening and closing of the fuel control units from off (no fuel
flow) to the idle fuel valve setting. The levers also connect mechanically with the hydraulic supply valves.
Closing of a HP fuel cock lever simultaneously isolates the respective engine’s hydraulic fluid supply.
A cam and spring at the OFF and ON positions of each HP fuel cock control lever mechanically lock the
levers in either position. Before moving the lever, the knob must be pulled out to unlock it. The lever
automatically locks once it reaches the OPEN or CLOSED positions.
Microswitches within each lever control power to the engine igniter units. In OFF, a circuit opens to
remove power to the igniter unit. In ON, the switch closes to supply power to the respective unit. A red
warning light is above the ON position of each HP fuel cock control lever. The light will illuminate in
combination with the fire warning system as a reminder to close the respective cock.

STOP BOLTS HP
(FULL) (IDLE) COCK
LEVER
THROTTLE LEVER TO MICROSWITCH

HP COCK LEVER
LINKAGE
based on V2079
Figure 7
Fuel Controls

Engine Synchronizer
The engine synchronizer provides synchronization of the engines. Using the three position ENG SYNC
switch, synchronization of either the low pressure fan N1 or the high pressure turbine N2 speeds can be
selected in the cockpit.
The left engine (No. 1) is the master engine and the right engine (No. 2) is the slave. The system
compares either the N1 or N2 speeds of the engines. The synchronizer processes speed signals from
each engine and provide a trim signal to the electronic engine computer of the slave engine to reduce
any speed difference.
Synchronization has limited authority and can occur only when speed differential is within the authority
range. The maximum authority range is 2.5% N2 at thrust setting midrange; authority range decreases
as engine speed increases or decreases from the thrust setting midrange. The synchronizer has no
effect at the full thrust settings.
The OFF position of the switch removes the DC power from the synchronizer; the N1 and N2 positions
select the spool that will be used for synchronization. Operation of the synchronizer requires both
engine computer switches to be in the AUTO positions.
With APR armed the synchronizer is inoperative. When a synchronizer is switched off, the N1 RPM
indication displays N1 RPM compensated for the thrust of the engine.
When the synchronizer is switched to N1 or N2, the N1 RPM indication displays true N1 RPM.
Power Supply
The engine synchronizer system uses 28 VDC from the PS1 busbar.
Overhead Roof Panel
ENG SYNC
N1
N2
OFF

BLEED AIR and VENTILATION
Air is bled from two stages of the engine compressor to provide supplies for:
• Nacelle Inlet Cowl Anti-icing

• Airplane Services
Ram air is used to ventilate the area of the cowling surrounding the engine compressor stages between
the front and rear firewalls.
Figure 8
Engine Bleed Air and Ventilation
ANTI-ICING
An ENG ANTICE ON-OFF switch, located on the overhead roof panel ice protection section, is provided
for each engine. With either or both switches selected to ON, an ICE PROT SELECTED annunciator
on the MWS panel will illuminate.
Overhead Roof Panel
ENG ANTICE
1 ON 2
MWS Panel
ICE
OFF
PROT

PE BUSBAR
MWS DIM BUS
ICE PROT
SELECTED
ENG ANTICE
TO ENGINE DIGITAL 1 ON 2
COMPUTER IDLE
2 SEC
SCHEDULE
DELAY
TO Pt2 and Tt2
HEATING CIRCUITS
OFF
ENG 1
A/ICE
PRESSURE
6 PSI
SWITCH
ANTI-ICING
VALVE
PICCOLO TUBE
FROM ENGINE HP BLEED
Figure 9
Engine Anti-icing System

The ENG ANTICE switches for the engine intake ice protection system may be selected ON at any
engine speed including the use of maximum take-off thrust for takeoff and go-around.
Engine inlet anti-icing should be used in flight continuously during expected icing conditions.
When icing conditions do not exist, the inlet anti-icing should not be used above 50° F (10° C) ambient
conditions for more than 10 seconds.
If anti-icing is required during takeoff, it should be turned ON prior to setting take-off power.
Each switch controls a servo-operated anti-icing on-off valve. When ON is selected, the following events
occur:
• The anti-icing valve opens and high pressure air is bled from the HP compressor and ducted
forward to anti-ice the nacelle inlet cowl.
• Electrical power is supplied to Pt2 and Tt2 sensor probe heaters.

• In flight, the digital fuel computers are reset to a schedule that incorporates a raised idle RPM.
A pressure switch, which operates at 6 psi, is tapped into the air bleed pipe from the engine. When the
air pressure is low, the switch operates and illuminates ENG 1 or 2 A/ICE annunciator on the MWS
panel. The anti-icing valve is energized to the closed position (with busbar energized and ENG ANTICE
switch selected to OFF), spring-biased to the open position. This provides anti-icing fail-safe operation
in the event of an electrical malfunction.
Prior to the opening of an anti-icing valve, or during any subsequent system failure, the pressure switch
will register a low pressure condition and the appropriate ENG A/ICE annunciator will be illuminated at
the MWS dim pre-set level.
PFD MFD MFD PFD
Center Instrument
Panel
ENG 1 ENG 2
and/or
A/ICE A/ICE
The annunciator will remain illuminated at the dim level until the nacelle anti-icing air supply rises above
6 psi and the pressure switch contacts change over. Then the annunciator extinguishes. A timer in the
circuit makes sure the annunciator will brighten to full intensity, should the pressure switch not operate
within 2 seconds. The time delay also inhibits nuisance flashing of the annunciator during normal
system operation.
Power Supplies
DC supplies for the engine anti-icing system are taken from the PE busbar. The supplies to the pressure
switch are routed via the main gear weight-on wheels switch relay network.

AIRPLANE SERVICES
Each engine has two bleed ports used for the airplane services
• One low pressure (LP) bleed port on the inboard side of each engine takes bleed air aft of the last
stage of the axial compressor.
• A high pressure (HP) bleed port takes air from downstream of the centrifugal compressor.
Each bleed air system contains check valves that prevent air from returning to the engines at low engine
speeds or during engine shutdown. The airplane uses LP bleed air for air conditioning, normal
pressurization, emergency pressurization and hydraulic reservoir pressurization. HP bleed air
supplements LP bleed air supplying these services at low power settings. The rudder bias system
receives power from the LP bleed air system only.
NOTE: For further information, refer to Sub-section 10 Environmental System and

Sub-section 6 Flight Controls.
AUTOMATIC PERFORMANCE RESERVE (APR)
When armed, the APR system allows an automatic increase in engine performance in the event of an
engine failure or transient fault during takeoff, or during a go-around following a single engine approach.
There will be no increase in thrust if the ambient conditions are such that the engines are N1 RPM
limited (at normal rating). The APR system is powered from the PE busbar and consists of two
mechanically latching, push on/push off, control switches in the flight compartment plus an APR/
Sychronizer control unit in the rear equipment bay.
CONTROLS
Two control switches, the LH one labelled APR OVRD and the RH one APR ARM are mounted on the
pilots center instrument panel. The ARM switch has an APR ARMED white annunciator which will be
illuminated when the switch is pushed to arm the system and will not illuminate when the switch is
pushed again to disarm the system. The APR OVRD switch has an APR green annunciator which will
illuminate when the system is armed and triggered, either automatically by N2 difference or manually
by pushing and latching the OVRD switch.
PFD MFD MFD PFD
Center Instrument
Panel
APR
APR OVRD APR ARM
APR
APR ARMED

PE 2 BUS DIM BUS
ARM SWITCH OVRD SWITCH
INDICATION
INDICATION RELAY 2
APR RELAY 1
APR
ARMED
AUTO
SYNCHRONIZER
SWITCH DISARMED
ENGINE RPM
← N2 → N1
OFF
ARMED OVRD
APR/SYNCHRONIZER
CONTROLLER
FUEL FUEL
COMPUTER COMPUTER
1 2
ENGINE 1 ENGINE 2
(MASTER) (SLAVE)
Figure 10
APR System

OPERATION
In both automatic and manual modes the engine fuel computers limit maximum takeoff power to the
APR rating although under normal conditions, the APR control unit electrically trims down the settings
to the lower normal ratings. When the APR is triggered the control unit allows the computers to reset to
the APR ratings; normal engine response to the thrust lever movement is retained.
When armed, APR is triggered automatically if the engine N2 signals, received from the synchronizer
and compared by the APR controller, differ by more that 5% N2.
Increase in thrust is obtained by allowing the engines to be run at higher operating limits; the N2 rotor
speed increasing approximately 0.75% (max) and the interstage turbine temperature (ITT) rising
approximately 18° C (max).
Automatic Mode
In auto mode the system functions in conjunction with the engine synchronizer system.
Manual Mode
When armed, to cater for an auto mode malfunction, the system may also be triggered by manual
selection of APR OVRD.
NOTE: There is a penalty in terms of engine life whenever an engine operates at APR levels - see
the Airplane Flexible Maintenance Schedule for further details. Therefore manual selection
of APR should only be made when it is essential to do so.
To cancel APR mode after manual selection, both the APR OVRD and APR ARM switches should be
delatched. If only the APR ARM switch is delatched, APR will be cancelled but will be triggered again
as soon as the APR ARM switch is pushed.
Failure Modes
Failure of electrical power to the APR/sychronizer controller will also result in both fuel computers
resetting to the APR ratings.
The synchronizer must be serviceable to supply N2 comparisons for the APR auto mode. Manual
APR OVRD is independent of N2 signals.
An engine fuel computer must be serviceable and selected to AUTO in order to respond to APR. Should
an engine computer fail, or is selected to manual, with APR armed, APR will be triggered in the other
engine if engine speed differences exceed 5% N2.

THRUST REVERSERS
DESCRIPTION
The thrust reverser assembly consists of clamshell type doors which, when stowed, form the final
section of the engine exhaust nozzle. The reverser doors are held in the stowed positions by a latching
system until released by the sequenced actuation of a series of switches and relays.
Two fan flaps within each installation are used to reduce the temperature at the clamshell doors while
in reverse mode; these are stowed and deployed in conjunction with the clamshell doors. Each thrust
lever has a solenoid operated baulk arrangement which mechanically prevents selection of reverse
thrust until the reverser doors are fully deployed. Each reverse thrust selector lever has a stop to limit
the thrust obtainable at the full reverse thrust position.
CONTROLS and INDICATORS

An electrical control panel, located on the lower section of the center instrument panel, provides L/H
and R/H THRUST REVERSER POWER switchlights which illuminate ARM or OFF. Amber UNLCK and
green REVRS annunciators are also provided on the panel. An amber REVERSER annunciator,
located on the MWS panel, illuminates to indicate the existence of a malfunction of either reverser.
PFD MFD MFD PFD
REVERSER
Center Instrument
Panel
L/H THRUST REVERSER R/H
UNLCK ARM ARM UNLCK

POWER
REVRS OFF OFF REVRS
ARM
Pushing this switch initiates a sequence, which upon completion makes sure the thrust reverser is ready
for deployment. The white ARM annunciator will illuminate when the ready for deployment sequence
has been completed.
The white ARM annunciator will only illuminate when the following conditions are satisfied:
1. Weight on airplane wheels.

2. Thrust lever at idle.
3. Hydraulic pressure available at reverser control valves.

OFF
Power to the thrust reverser system is OFF and indicated by the illumination of this white annunciator.
UNLCK
An amber annunciator which illuminates if one or more thrust reverser door latches are not locked and
when the doors are moving or deployed.
REVRS
A green annunciator which illuminates when the thrust reverser doors are fully deployed. Each thrust
reverser is actuated through an independent and identical hydraulic sub-system powered from the
airplane’s main system. The two systems both share a common accumulator.
Thrust reverse levers are mounted in a piggyback configuration on the engine thrust levers and each
thrust lever provides control for stow, deploy and reverse thrust for its respective engine.
Each engine thrust lever has a solenoid-operated baulk (lockout) which mechanically prevents selection
of reverse thrust until the reversers are fully deployed. Each engine thrust lever also has a stop to
mechanically limit the obtainable reverse thrust when the thrust reverser lever is increased to its
maximum thrust position.
An automatic engine thrust lever retard system is incorporated in the event of a stow or deploy
malfunction.
REVERSER ASSEMBLY and OPERATION

Each thrust reverser assembly is an electromechanically controlled, hydraulically operated, target-type
thrust reverser consisting of:
• Upper and lower clamshell type doors located on the rear of each engine nacelle.
• Hydraulic actuators and associated linkages that position the reverser doors upon either stow or
deploy commands.
• Latches which hold the reverser doors in the stowed position until released by sequentially
actuated switches and relays.
• Fan flaps, located within each fan duct, assist in temperature reduction on the doors. They deploy
and stow in conjunction with the doors.
The complete sequence of operation to cycle the reverse thrust system from stowed to deployed and
return to stowed can be grouped into three main phases of initiate, deploy and stow.
Initiate
When the POWER switch is pushed, the ARM annunciator will illuminate and an isolation solenoid
energizes to make pressure available to the latch, deploy and stow solenoid valves if the following
conditions are met:
• Weight-on-wheels switches recognize an on-the-ground condition.
• Engine thrust lever is in the IDLE position.
• Hydraulic pressure is available (400 psi minimum).

Deploy
Initially the stow and latch isolation solenoids are simultaneously energized, which directs pressure to
the stow side of the primary actuators, the latch actuators and the thrust lever retard actuator.
The thrust reverser doors will be driven to the overstow position, allowing the door latches to clear the
latch receptacle. As the latch switches operate and the doors unlock, the UNLCK annunciator will
illuminate.
NOTE: The tendency of the exhaust forces on the doors is toward deploy whenever the engine is
running. When engaged, the latches cannot be disengaged unless the overstow condition
can be realized.
When the unlatch switches operate, the stow solenoid is de-energized and the deploy solenoid
energized retracting the primary actuators to deploy the reverser doors and extend the fan flaps into the
engine bypass airstream. The UNLCK and REVRS annunciators will illuminate.
After initial deployment, the reverse thrust lever baulk is released and additional reverse thrust may be
commanded by pulling the levers toward maximum reverse. A mechanical stop is set at a
predetermined thrust setting.
A deploy command inhibits operation of rudder bias to prevent rudder movement due to asymmetric
thrust. The airbrake warning horn and the ELEV/AIL trim annunciator is also inhibited.
Stow
Moving the reverse thrust lever to the stow position de-energizes the stow/deploy relay and closes the
unlatched solenoid. Deploy power is removed from the latch switches, the stow valve solenoid is
energized and hydraulic power is routed to the close side of the primary actuator, closing the reverser
doors.
Fan flaps are spring-loaded closed and the engine thrust lever retard actuator is limited to IDLE. When
the reverser doors reach fully locked, stow pressure is removed.
The stow valve solenoid is energized and hydraulic power operates the primary actuator to close the
reverser doors. The fan flaps will return to the closed position under spring pressure from an internal
system. Pressure is applied to the thrust lever retard actuator to limit it to the idle position. When the
reverser doors reach the fully locked position, stow pressure is removed.
Pushing the POWER switch off removes hydraulic pressure from the deploy, stow and latch valves and
the pressure switch in the control selector valve.

Autostow
The stow sequence (autostow) will always be activated when at least one pair of door latches on the
same side of the reverser is not locked and a valid deploy signal is not present, irrespective of the
position of the POWER switch. If the POWER switch is off the reverser will stow.
Automatic Thrust Lever Retard/Autostow System

The thrust lever retard system will automatically move the engine FCU engine thrust lever arm to the
idle position when a stow or overstow condition is recognized. If both door latches on the same side of
the reverser move towards an abnormal position, both door latch microswitches will automatically ARM
the reverser and initiate a stow cycle (autostow) which in turn activates the thrust lever retard system to
force the engine thrust lever to move to the idle position.
SYSTEM SAFETY
A reverse thrust selector installed to each engine thrust lever is operable only when the associated
thrust lever is fully retarded to the engine idle position. Detents locate the selector in either the stow or
deploy positions. When on the ground, the reverser doors may be secured in either the stowed or
deployed positions by use of safety pins with flags attached.
PRESSURE
SWITCH T/R ACCUMULATOR
LATCH
ISOLATION
HYDRAULIC
STOW PRESSURE
CONTROL LINE FROM
(SELECTOR) AIRPLANE
TO OPPOSITE SYSTEM
VALVE T/R SYSTEM THERMAL PRESSURE
RELIEF RELEASE
VALVE VALVE
HYDRAULIC
RETURN LINE
DEPLOY TO AIRPLANE
SYSTEM
FAN FAN
FLAP FLAP
ACTUATOR ACTUATOR
PRIMARY
ACTUATOR
INBOARD OUTBOARD FUEL
2 2 1 CONTROLLER
1
1 1
THROTTLE
RETARD
3 ACTUATOR
3 IDLE
DOOR LATCH ASSEMBLY POSITION
Door Latch Assembly Legend
1. Latch Switch
2. Unlatch Switch
3. Latch Actuator
Figure 11
Thrust Reverser Operating Mode - Overstow and Latch

PRESSURE
SWITCH T/R ACCUMULATOR
LATCH
ISOLATION
HYDRAULIC
STOW PRESSURE
CONTROL LINE FROM
(SELECTOR) AIRPLANE
TO OPPOSITE SYSTEM
VALVE T/R SYSTEM THERMAL PRESSURE
RELIEF RELEASE
VALVE VALVE
HYDRAULIC
RETURN LINE
DEPLOY TO AIRPLANE
SYSTEM
FAN FAN
FLAP FLAP
ACTUATOR ACTUATOR
PRIMARY
ACTUATOR
INBOARD OUTBOARD
FUEL
2 2 CONTROLLER
1 1
1 1
THROTTLE
RETARD
ACTUATOR
3 IDLE
DOOR LATCH ASSEMBLY 3
POSITION
Door Latch Assembly Legend
1. Latch Switch
2. Unlatch Switch
3. Latch Actuator
Figure 12
Thrust Reverser Operating Mode - Deploy


Section III
SYSTEMS DESCRIPTION
Sub-section 3
FUEL SYSTEM
Table of Contents
Page
GENERAL.......................................................................................................3-3
WING TANKS .................................................................................................3-3
Figure 1 - Wing Tank Crossfeed and Transfer..........................................3-4
FUEL TANK VENTING ................................................................................3-4
DRAIN VALVES ...........................................................................................3-4
REFUEL/DEFUEL FILLER POINTS ............................................................3-4
Figure 2 - Fuel Feed System ...................................................................3-5
Figure 3 - Refuel/Defuel System .............................................................3-6
Gravity Filler ..........................................................................................3-7
Pressure Refueling................................................................................3-7
Table 1: Pressure Refueling Quantities ...................................................3-7
FUEL PROBES and FLOAT SWITCHES ....................................................3-7
FUEL QUANTITY INDICATIONS ...................................................................3-8
REFUEL/DEFUEL CONTROL and INDICATIONS ......................................3-8
ENGINE FUEL FEED SYSTEM......................................................................3-9
FUEL PUMPS ..............................................................................................3-9
JET PUMPS .................................................................................................3-9
FUEL PRESSURE SWITCH ......................................................................3-10
LOW PRESSURE COCKS and LEVERS ..................................................3-10
HIGH PRESSURE COCKS and LEVERS .................................................3-10
Fuel To Engine Cutoff .........................................................................3-10
AUXILIARY TANK TRANSFER ...................................................................3-11
WING TANK CROSSFEED and TRANSFER ..............................................3-11
FUEL XFD TFR ANNUNCIATOR ..............................................................3-12
FUEL FLOW INDICATIONS.........................................................................3-12
FUEL TEMPERATURE INDICATOR ...........................................................3-12
P/N 140-590032-0007 Page 3-1

Page 3-2 Section III Sub-section 3 P/N 140-590032-0007

FUEL SYSTEM Revision A4: Sep, 2010
GENERAL
The fuel storage system consists of three fuel tanks:
• Two integral fuel tanks, one in each wing
• A ventral fuel tank under the lower aft fuselage (if installed)
The system has both a wing tank to wing tank transfer capability, and a crossfeed capability from either
wing tank to one or both of the engines. A fuel transfer system permits fuel transfer from the auxiliary
ventral tank into either one or both of the wing tanks.
Jet pumps use motive flow action from electrical fuel pumps to draw fuel from the wings into the number
one compartment (aft center wing section). The electrical fuel pumps deliver pressurized fuel to the
engines. The fuel system has a gravity refueling and a pressure refueling/defueling capability.
For information on the engine fuel system components refer to Sub-section 2 ENGINES.
WING TANKS
Each wing is a sealed structure (wet wing) forming a tank which is divided into six anti-surge
compartments by spars allowing fuel to pass via stringers to the No. 1 compartment which acts as the
fuel reservoir.
With the fuel pumps operating, and the appropriate transfer selection made, fuel can be transferred
between the wing tanks, and from the ventral tank to the wing tanks.
NOTE: The engines cannot receive fuel directly from the ventral tank, the fuel from the ventral tank
must be transferred to the wing tanks first.
Fuel cross-feed and wing to wing transfer is controlled by a lever labelled WING FUEL/X-FEED/
TRANSFER located on the lower center console.
When the WING FUEL cock is moved to the center X-FEED position, the fuel cross-feed valve is
opened to connect both engine feed lines together. This allows either fuel pump to supply fuel to both
engines. Non-return valves prevent fuel being fed back into the tank with the inoperative fuel pump.
When cross-feeding the fuel is drawn from one wing tank only. This results in the wings becoming
progressively out of balance.
NOTE: The maximum lateral imbalance permitted is 500 lbs.
This is monitored on the left and right wing fuel contents indications displayed on the Copilot’s
Multifunction Display (MFD).
To correct any out-of-balance the WING FUEL cock is moved to the bottom TRANSFER position. The
inter-wing transfer valve opens in addition to the cross-feed valve (already opened) and transfer of fuel
from the heavy wing to the lighter wing takes place via the jet pump.
P/N 140-590032-0007 Section III Sub-section 3 Page 3-3

Revision A4: Sep, 2010 FUEL SYSTEM
Figure 1
Wing Tank Crossfeed and Transfer
FUEL TANK VENTING

Each fuel tank is vented to the atmosphere through the vent surge tank in the wing tip. Each vent tank
incorporates a NACA intake that pressurizes the vent system. Fuel that spills into the vent surge tank
syphons back into the wing tanks as the tank level falls. Each wing tank is vented to the vent surge tank
at its outboard end via a float valve and at its inboard end via a stringer in the wing top skin. The float
valve prevents fuel loss through the vent during in-flight maneuvering.
The ventral tank vents into the left wing tank through two vent float valves, non-return valves, a pipe and
a wing stringer.
DRAIN VALVES
One fuel drain valve and one water drain valve per wing fuel tank are located on the lower surface of
the center wing section. In addition a drain valve below the vent surge tank allows water checks or
complete draining.
A fuel drain valve and fuel tank water drain valve for the ventral tank is found on the lower forward
surface of the ventral tank.
REFUEL/DEFUEL FILLER POINTS

All tanks may be pressure refueled/defueled, through a coupling at the rear of the airplane. Alternatively,
the wing tanks and the ventral tank may be gravity filled through a filler neck provided in each tank.

Key During operation of the wing transfer valve (1)

WING FUEL
the WING FUEL XFD TFR annunciator will
Valves Pipe lines XFD TFR
illuminate on the overhead roof panel.
1. WING TRANSFER 1
FEED FROM WING
2. No 1 LOW PRESSURE
WING TRANSFER
3. CROSS FEED
SUCTION TRANSFER
4. No. 2 LOW PRESSURE CROSS FEED
5. VENTRAL TANK TRANSFER FEED TO ENGINES and APU (if installed)
6. APU FEED
WATER DRAIN
CHECK VALVE
JET PUMP (colored as pipe)

P P
P FUEL PUMP
SUCTION
FEED
STRAINER
AUX FUEL
2 3 4 TFR
5
During operation of the ventral tank
transfer valve (5) the AUX FUEL TFR
annunciator will illuminate on the
overhead roof panel.
6
TO APU
(if installed) PRESS PRESS
SWITCH VENTRAL TANK SWITCH
No 1 No 2
ENGINE ENGINE
FUEL 1 FUEL 2
LO PRESS LO PRESS
Figure 2
Fuel Feed System

Figure 3
Refuel/Defuel System

Gravity Filler
A flush mounted fuel filler assembly is located on the upper surface of each wing near the outboard
leading edge. The assembly includes a wing skin adaptor, flap valve, lockable cap and a lanyard that
attaches the cap to the wing. Each cap is recessed to allow for the flush fitting handles and is marked
with an arrow to indicate the open and closed positions. The filler cap adaptor also incorporates a
rubber flap valve that prevents fuel spillage during flight, in the event that the cap is inadvertently left off.
The ventral tank is gravity fueled through the ventral tank filler assembly, which is accessible through a
hinged door aft of the rear equipment bay door beneath the aft section of the right engine. The ventral
tank is gravity fueled in the same manner as the wing tank.
Pressure Refueling
A standard type 2 1/2 inch pressure refueling coupling is accessible through a hinged door recessed
into the ventral tank fairing at the rear right side of the airplane. The airplane fuel system accepts a
maximum refueling supply pressure of 50 psi.
Incorporated into the fuel system is a pressure reducing valve that reduces the refueling pressure within
the system to 25 psi. Restrictors limit flow rates into tanks and surge relief valves modulate transient
high pressures.
Table 1: Pressure Refueling Quantities

Tank U.S. Gallons Liters
Wing Left 631 2391
Wing Right 631 2391
Ventral Tank 224 850
Total 1486 5632
NOTES:
1. When gravity refueling is used the tank capacities will increase by 3 U.S. gallons
(11 Liters).
2. For airplanes without an external toilet servicing facility, the capacity of the ventral tank
will increase by 5 U.S. gallons (19 liters).
FUEL PROBES and FLOAT SWITCHES

Both wing tanks have a capacitance type contents indicating system. Six capacitance type transmitter
probes in each wing supply fuel quantity information to the fuel quantity indications on the Copilot’s
Multifunction Display (MFD).
The fuel probes are positioned within the tanks so that between certain limits, the airplane attitude does
not effect the indicated contents. A high level/low level float switch in the ventral tank supplies fuel level
information to the Data Concentrator Unit (DCU) which is then indicated on the Copilot’s Multifunction
Display (MFD).

FUEL QUANTITY INDICATIONS
The left and right fuel quantity indications on the Copilot’s MFD display the quantity of fuel in each wing
tank. The fuel quantity indications display the actual usable fuel in level flight. The ventral tank fuel
indication receives fuel level information from the associated high level/low level float switch via the
DCU. The indication displays either FULL, EMPTY or a cross-hatch pattern, the cross-hatch pattern
indicating that the fuel level is between full and empty or that electrical power is off. The tanks also
contain a small amount of unusable fuel most of which may be drained together with any water content
from the tanks via the water/fuel drains.
PFD MFD MFD PFD
PILOT'S CENTER
Center Instrument
INSTRUMENT PANEL
HAWKER 800XP Panel
INSTRUMENT PANEL
2000 FUEL
2000 FUEL 2000
2000 15
QTYLBS
QTY LBS 25
FLAPS
VENTRAL FULL 45
VENTRAL FULL
M6920_0
HA00C
016562AA
The fuel distribution system is divided into three subsystems:
• Engine feed system
• Wing tank transfer system
• Auxiliary tank transfer system
The engine feed system supplies positive pressure fuel from an electric fuel pump in the rear center
wing section to the engine driven pump in the engine fuel control. The wing tank transfer system allows
fuel balancing between the wing fuel tanks in flight and on the ground. The auxiliary transfer system
distributes fuel from the ventral tank in equal portions to the left and right wing tank systems.
REFUEL/DEFUEL CONTROL and INDICATIONS

During refueling, with airplane batteries ON, fuel quantity is monitored by paging through the pilot’s
CDU to the ENGINE page. This process will also power up other units on the airplane creating a drain
on the airplane batteries.
Drain of the airplane batteries has been reduced on airplanes which have incorporated RAC Service
Bulletin SB 24-3641. Incorporation of this SB allows the display of fuel quantity on the pilot’s CDU
following the selection of the Refuel Control Panel POWER switch to ON. Selecting the airplane
batteries to ON (for these airplanes) is not required.

ENGINE FUEL FEED SYSTEM
FUEL PUMPS
Two electrically operated fuel pumps, one per wing tank, located in the fuel reservoir (compartment
No. 1), supply fuel to their respective engines and also provide motive flow fuel to its associated jet
pumps. Non-return valves in the fuel pump outlets and the sides of the fuel pump reservoirs make sure
the direction of fuel flow is from the wing tanks to the engines. In the event of a single pump failure, a
cross-feed facility permits the operational pump to feed both engines.
Each fuel pump is controlled by a three position rocker switch on the flight compartment overhead roof
panel. The switch positions are: ON/OFF/EMERG. The normal operating position is ON, and power to
the pumps is taken from the PS1 busbar for the left pump and the PS2 busbar for the right pump.
When the EMERG position is selected both pumps are powered from PE busbar. Under normal
conditions, each fuel pump delivers fuel to its respective engine via a low pressure fuel cock.
Overhead Roof Panel
L PUMP R PUMP
ON ON
O
F
F
EMERG EMERG
Should both fuel pumps fail, fuel still gravity feeds into the fuel reservoir of each wing so that the engine
driven pumps can draw the fuel for operation under suction feed. Warning of pump failure is provided
by a FUEL 1 LO PRESS and/or FUEL 2 LO PRESS amber annunciator located on the overhead roof
panel. To alert the flight crew of these warnings, these annunciators are accompanied by a flashing
repeater annunciator located on the MWS panel.
FUEL 1 FUEL 2
and/or and FUEL
LO PRESS LO PRESS
JET PUMPS
Each fuel pump also supplies fuel to two jet pumps. One jet pump drains fuel from the wing manifold
stringers to maintain the wing reservoir full. It also makes sure a fuel supply is provided to the fuel pump
during momentary negative "g" conditions. The second jet pump forms part of the fuel transfer system
and induces a flow into the associated wing tank reservoir from either the opposite wing tank or the
ventral tanks, dependent on the transfer selection made.
The transfer system jet pumps also operate a scavenge system which continuously transfers fuel
between the center section beam and the fuel pump reservoirs to prevent water accumulation. Jet
pumps only operate when their inlets are completely submerged and when their associated fuel pumps
are on.

FUEL PRESSURE SWITCH

A pressure switch in each fuel line, upstream of the engine driven pumps, monitors fuel pressure.
The pressure switch illuminates the FUEL 1 LO PRESS or FUEL 2 LO PRESS annunciators on the
overhead roof when the pressure drops below 6.5 (± .5) psi and extinguishes the annunciators when
the fuel pressure increases. The FUEL repeater annunciator, on the MWS panel, will also illuminate to
direct the flight crew’s attention to the overhead roof panel.
LOW PRESSURE COCKS and LEVERS

A low pressure (LP) fuel cock valve, one in each engine supply line, isolates the engine fuel feed pipes
from the wing tanks and provides system shutdown for engine fire control procedures. The LP COCK
levers, one for each engine, are located on the center control pedestal and mechanically open and close
the LP fuel cock valves when moved up or down respectively.
To operate, lift a hinged guard installed above the control levers before the levers are moved to the
closed (down) position. The LP COCK levers also incorporate a spring loaded knob to lock the lever in
either the open or closed positions.
NOTE: Closing the No. 1 LP COCK lever will also close the fuel supply to the APU (if installed).
HIGH PRESSURE COCKS and LEVERS

The HP COCK levers, one for each engine, are located above the LP COCK levers on the center control
pedestal and open and close the manual fuel shutoff valve inside the fuel control unit.
Each shutoff valve opens or closes when the associated HP COCK control lever is moved up or down
respectively. The HP COCK levers incorporate a spring loaded knob to lock the lever in either the open
or closed positions. Opening the HP COCK lever during the engine start cycle initiates ignition.
Fuel To Engine Cutoff

Placing the HP COCK in the closed position, closes the manual fuel shutoff valve, moves the thrust lever
to the idle position and shuts off fuel to the engine should an engine fire occur. The hydraulic supply
valve is also closed by this action as a fire control measure.

AUXILIARY TANK TRANSFER

The AUX FUEL TRANSFER lever is located on the center control pedestal and mechanically actuates
the ventral tank transfer valve. Moving the lever to the down position opens the transfer valve and the
white AUX FUEL TFR annunciator on the overhead roof panel will illuminate.
AUX FUEL
TFR
With both fuel pumps operating, fuel transfers from the ventral tank to both wing tanks with jet pump
operation in approximately 10 minutes.
When only one fuel pump is operational, the fuel from the ventral tank can only transfer to the wing with
the operational fuel pump running. Under this condition the transfer process time may increase to over
18 minutes.
NOTE: To make sure the fuel in the ventral tank has been completely transferred, the AUX FUEL
TRANSFER lever should be left open for at least 2 minutes after the completion of fuel
transfer and the airplane has reached it’s cruising altitude.
If both fuel pumps are inoperative the fuel in the ventral tank cannot be transferred.
NOTE: Overweight landing procedure and inspection is required for any landing made with fuel in
the ventral tank.
Moving the AUX FUEL TRANSFER lever to the up position closes the ventral tank transfer valve and
the white AUX FUEL TFR annunciator will extinguish. Auxiliary fuel transfer process should begin as
soon as the indicated fuel in each wing reduces to 3300 lbs.
WING TANK CROSSFEED and TRANSFER

The WING FUEL cock is located on the center control pedestal and mechanically actuates the wing
tank crossfeed valve and the transfer valves. The WING FUEL cock has three positions:
• WING FUEL up gate position (all valves closed)
• X-FEED center position (crossfeed valve open)
• TRANSFER bottom position (crossfeed and transfer valves open)
The WING FUEL position closes the crossfeed and transfer valves and allows fuel to feed from the left/
right wing tanks to the left/right engines respectively. The lever should be in this position for all normal
flight conditions.
The X-FEED position opens the crossfeed valve and allows fuel from either wing tank to feed one or
both engines. In the event of a fuel pump failure, the X-FEED position enables the operating fuel pump
to supply both engines.
The TRANSFER position opens the transfer valve and enables wing to wing fuel transfer. With the lever
in the TRANSFER position and a single fuel pump operating, fuel transfers from the opposite wing tank
to the wing tank containing the operating fuel pump.

FUEL XFD TFR ANNUNCIATOR

The white FUEL XFD TFR repeater annunciator on the MWS panel will illuminate when the WING FUEL
cock is in either the X-FEED or the TRANSFER position.
FUEL
XFD TFR
FUEL FLOW INDICATIONS
Dual FUEL FLOW indications on the Pilot’s Multifunction Display (MFD) provide a visual account of the
fuel consumption rate. A flow transmitter on each engine sends a signal through the Engine Indicating
System and displays the fuel flow figures on the Pilot’s MFD.
PFD MFD MFD PFD
PILOT'S CENTER Center Instrument

INSTRUMENT PANEL Panel
HAWKER 800XP
INSTRUMENT PANEL
2000 FUEL 2000 84.7 N2 84.7

15
QTY LBS 25
FLAPS 730 FF 730
VENTRAL FULL 45
46 PRESS 46
OIL
120 TEMP °C 125
M6920_0
HA00C
016562AA
FUEL TEMPERATURE INDICATOR
A temperature bulb in the left engine fuel supply line is electrically connected to the outside air/fuel
temperature indicator on the upper left area of the center control pedestal. The indicator displays the
fuel temperature when the PUSH FUEL TEMP switch is pushed.
PUSH
OAT FUEL
TEMP
PUSH
Outside Air/Fuel
Temperature
Indicator A RUDDER BIAS B
Upper Left Area

Center Control Pedestal

Section - III
SYSTEMS DESCRIPTION
Sub-section 4
FIRE PROTECTION
Table of Contents
Page
GENERAL ......................................................................................................4-3
Figure 1 - Engine Fire Detection and Warning System
Component Locations.............................................................4-3
CONTROLS and INDICATIONS....................................................................4-4

ENGINE FIRE DETECTION SYSTEM ...........................................................4-4
OVERHEAT.................................................................................................4-4
FIRE ............................................................................................................4-5
WARNINGS.................................................................................................4-5
TESTING .....................................................................................................4-5
ENGINE FIRE EXTINGUISHING SYSTEM ...................................................4-6
OPERATION ...............................................................................................4-6
REAR EQUIPMENT BAY OVERHEAT .........................................................4-6
BAGGAGE BAY and TOILET SMOKE (if installed)....................................4-6
Figure 2 - Engine Fire Extinguisher System............................................4-7
BCF PORTABLE FIRE EXTINGUISHER ......................................................4-8
Figure 3 - BCF Portable Fire Extinguisher ..............................................4-8

Original Issue: Feb, 2002 FIRE PROTECTION

FIRE PROTECTION Original Issue: Feb, 2002
GENERAL
Each engine is divided into two zones for fire detection purposes. Each zone is equipped with a fire or
overheat detection element connected to a responder. When a fire or overheat is detected in a zone,
an audible and visual warning is initiated. Two twin-shot fire extinguishers are provided in the rear
equipment bay and are connected to each engine through tubing.
Figure 1
Engine Fire Detection and Warning System Component Locations

Original Issue: Feb, 2002 FIRE PROTECTION
CONTROLS and INDICATIONS
Overhead Roof Panel
Fire Warning
Test Switches
ENG
FIRE
FIRE
ENG 1 EXT ENG 2 EXT
ENG 1 ENG 2
1 FIRE FIRE 1
S BELL CANCEL S
H H
O O
T BELL BELL T
CNCLD CNCLD
2 2
EXT 1 EXT 2
FIRED 1 2 FIRED
ENGINE FIRE DETECTION SYSTEM

Fire or overheat in each engine zone is detected by a continuous pneumatic sensing capillary type
detector element connected to a fire/overheat responder. The detector element is a sealed capillary
tube filled with helium gas and a hydrogen-charged core material.
The sensor has two sensing functions:
• Overheat sensing of average temperature increase.
• Fire sensing of discrete temperatures caused by impinging flame or hot gases.
OVERHEAT
The sensor acts as a fixed volume device filled with helium gas. When the average temperature in the
engine detection zone increases, the helium gas pressure rises in proportion. An alarm switch in the
responder is triggered when a pre-set average temperature is reached.

FIRE PROTECTION Revision A1: Nov, 2002
FIRE
The hydrogen-filled core in the sensor releases large quantities of gas whenever a small section of the
tube is heated to a pre-set temperature, by flame or a local hot spot. The hydrogen gas triggers the
alarm switch in the responder.
Both the overheat and fire detection functions are reversible. When the detected temperature reduces
to normal level, the warnings cease.
WARNINGS
The flight compartment engine fire, visual and audible, warnings are activated by the responder. The
sensor does not trigger false alarms if mechanical damage occurs to the sensor. Each pair of
responders is connected to:
• An associated ENG 1 or ENG 2 FIRE annunciator (overhead roof panel).
• The MWS master warning lamps (glareshield).
• An associated ENG 1 or ENG 2 FIRE repeater annunciator (MWS panel).
• FIRE legend in the lower center of the applicable N1/ITT scale.
• An associated HP cock red fire warning lamp (directly above the HP cocks).
• A fire warning bell.
The operation of the fire warning bell may be cancelled by pushing the relevant BELL CANCEL 1 or 2
switch/annunciator on the forward extension of the overhead roof panel. The white BELL CNCLD
annunciator, integral with the switch, illuminates.
TESTING
Each engine fire/overheat detector system is provided with an ENG FIRE warning TEST switch. These
switches are located on the TEST section of the overhead roof panel.
When either switch is pushed:
• The associated ENG 1 or ENG 2 FIRE annunciator illuminates.
• The MWS master warning lamps flash until acknowledged.
• The associated ENG 1 or ENG 2 FIRE repeater annunciator illuminates.
• FIRE legend will flash for 5 seconds and then remain steady in the lower center
of the applicable N1/ITT scale.
• The associated HP cock red warning lamp illuminates.
• The fire warning bell sounds.

Revision A1: Nov, 2002 FIRE PROTECTION
ENGINE FIRE EXTINGUISHING SYSTEM
Engine fire extinguishant is supplied from two dual-head, single-shot extinguisher bottles located in the
rear equipment bay. The extinguishant is distributed from the bottles by tubing connected to twin high-
rate discharge nozzles mounted one on each engine pylon wall and located to discharge into the
associated engine bay.
Each extinguisher, via the dual extinguisher head, is piped to both engines which allows either one shot
of extinguishant per engine or two shots of extinguishant to a single engine, as necessary.
OPERATION
Discharge of each bottle is achieved by the firing of electrically operated cartridge units mounted in the
dual head of the bottles. Firing of the cartridges is controlled by two ENG EXT baulked selector
switches, one for each engine.
When either switch is selected to SHOT 1 or SHOT 2 the relevant cartridge fires and one bottle is
completely discharged into the appropriate engine. At the same time, adjacent to the selector switch,
an associated EXT FIRED transparent indicator fuse turns red.
NOTE: Figure 2 shows a fire occurred in No. 1 engine and extinguisher bottle 1 has been used
(shot 1).
The second bottle is still available for use, either in No. 1 engine (shot 2) or in No. 2 engine
(shot 1) should the need arise.
Two pressure relief discharge indicators, located on the fuselage below the left engine pylon, are
connected one to each bottle and are visible for walk around inspections. The indicators normally
display a green disc.
In the event of excessive pressure in the bottle, a safety disc ruptures to release the contents. The
released extinguishant flows to the discharge indicator and blows out the green disc to reveal a bright
red interior and the discharged bottle must be replaced before the next flight.
REAR EQUIPMENT BAY OVERHEAT
An overheat condition in the rear equipment bay is detected by six thermally-operated switches and
indicated by a single REAR BAY OVHT annunciator on the MWS panel.
Operation of one or more of the switches connects a supply to the annunciator and activates the MWS
master warning lamps which flash until acknowledged.
NOTE: The fire warning bell does not sound.

BAGGAGE BAY and TOILET SMOKE (if installed)
The airplane normally has three smoke detectors installed. The smoke detectors are located in the
forward baggage compartment, the aft baggage compartment and the toilet vanity.
If smoke is detected, a red REAR BAGG SMOKE annunciator on the MWS panel illuminates and the
MWS master warning lights flash until acknowledged.
NOTE: The fire warning bell does not sound.

FIRE
ENG 1 EXT ENG 2 EXT
ENG 1 ENG 2
1 FIRE FIRE 1
S BELL CANCEL S
H H
O O
T BELL BELL T
CNCLD CNCLD
2 2
EXT 1 EXT 2
FIRED 1 2 FIRED
ENGINE 1 - SHOT 2
ENGINE 2 - SHOT 2
ENGINE 1 - SHOT 1 ENGINE 2 - SHOT 1
EXTINGUISHER EXTINGUISHER
BOTTLE (FIRED) BOTTLE (UNUSED)
TWIN CHECK
VALVES CHECK TWIN
NOZZLES NOZZLES
VALVES
PRESSURE RELIEF
DISCHARGE INDICATORS
Figure 2
Engine Fire Extinguisher System
(depicts engine 1 warning and extinguisher 1, shot 1 fired)

Revision A1: Nov, 2002 FIRE PROTECTION
BCF PORTABLE FIRE EXTINGUISHER
A single portable hand-operated extinguisher, stowed on the flight compartment left bulkhead, provides
BCF extinguishant for fighting fires in the interior of the fuselage.
A second BCF extinguisher is located in the passenger cabin in a location determined by the cabin
layout.
Either extinguisher is suitable for the following types of fires:
• Vaporized liquids such as kerosene, hydraulic fluid and similar.
• Electrical fires.
• The early stages of fires involving freely burning materials such as wood, paper and cloth.
The extinguishant is a charge of 1.5 kg of BCF (Halon 1211) propelled by a pressurized charge of dry
nitrogen. Operation of the extinguisher is controlled by a manual trigger. A safety catch is on the
mounting bracket to prevent operation of the trigger when the extinguisher is stowed. The extinguisher
is retained in the mounting bracket by a strap and fastener.
Releasing the trigger interrupts the flow and seals the nozzle to prevent any leakage of extinguishant.
NOTE: A re-charged extinguisher must be installed in the airplane once an extinguisher has been
completely or partially used.
Figure 3
BCF Portable Fire Extinguisher

Pro Line 21
Section - III
SYSTEMS DESCRIPTION
Sub-section 5
HYDRAULICS
Table of Contents
Page
GENERAL.......................................................................................................5-3
MAIN HYDRAULIC SYSTEM.......................................................................5-3
AUXILIARY HYDRAULIC SYSTEM.............................................................5-3
MAIN SYSTEM ...............................................................................................5-4
FLUID STORAGE ........................................................................................5-4
POWER GENERATION...............................................................................5-5
High Pressure Relief .............................................................................5-5
Low Pressure Indication ........................................................................5-5
Hand Pump ...........................................................................................5-5
MAINTAINED PRESSURE PATHS .............................................................5-5
Thrust Reversers...................................................................................5-5
Wheel Brakes Emergency Path ............................................................5-6
Accumulators ........................................................................................5-6
NON-MAINTAINED PRESSURE PATHS ....................................................5-6
Figure 1 - Main Hydraulic System Components ......................................5-7
KEY TO FIGURE 2 ......................................................................................5-8
Figure 2 - Main Hydraulic System............................................................5-9
AUXILIARY SYSTEM ...................................................................................5-10
Figure 3 - Auxiliary Hydraulic System Components...............................5-10
Figure 4 - Auxiliary Hydraulic System ....................................................5-11
CONTROLS and INDICATIONS ................................................................5-12
FLUID STORAGE ......................................................................................5-12
OPERATION ..............................................................................................5-12
Figure 5 - Operation of Auxiliary Hydraulic System Selector Handle.....5-13
RESETTING THE MAIN SYSTEM.............................................................5-14


HYDRAULICS Original Issue: Feb, 2002
GENERAL
Hydraulic power is provided by independent Main and Auxiliary systems for operation of the following
services:
MAIN HYDRAULIC SYSTEM

• Normal extension and retraction of the landing gear
• Normal and emergency operation of the wheel brakes
• Nosewheel steering
• Normal operation of the flaps
• Operation of the airbrakes
• Stall identification (stick push)
• Operation of the thrust reversers
AUXILIARY HYDRAULIC SYSTEM

• Emergency extension of the landing gear
• Emergency operation of the flaps
This Sub-section only covers the generation of hydraulic power.
Refer to the following Sub-sections for details of the hydraulic services:
• Sub-section 2 ENGINES (for thrust reversers)
• Sub-section 6 FLIGHT CONTROLS (Flaps, Airbrakes and Stall identification)
• Sub-section 8 LANDING GEAR (also wheel brakes and nosewheel steering)

Revision A1: Nov, 2002 HYDRAULICS
MAIN SYSTEM
Table 1: Indicators and Annunciators
Item Location Parameter

psi
Combined BRAKES (2)
Center instrument panel Brakes: 2000
and SUPPLY indicator
Supply: 3000
HYD OVHT Main MWS panel Hydraulic fluid overheat warning 90° C
HYD 1 Main supply low pressure warning

Main MWS panel
LO PRESS ≤1500 psi
EMRG BRK Emergency brakes accumulator low

Main MWS panel
LO PRESS pressure warning ≤ 2250 psi
Accumulator pressure
indicators Rear equipment bay Initial charge at 1000 psi
(main and wheel brakes)
Accumulator pressure
Rear equipment bay Initial charge at 1500 psi
indicators (thrust reversers)
Main reservoir contents level Parameters stated on label next to
Rear equipment bay
tube reservoir
Main reservoir air pressure
Rear equipment bay 0 to 30 psi is normal
gauge
FLUID STORAGE
System fluid is stored in a spherical shaped reservoir located in the rear equipment bay. Fluid contents
are displayed in a level indicator tube, integral with the reservoir.
Air, tapped from both engines is used to pressurize the reservoir to make sure a supply is fed to the
pumps under all flight conditions.
The air is supplied to the reservoir via check valves and a pressure reducing valve.
The reservoir has an inward and outward relief valve as well as a pressure gauge.

HYDRAULICS Revision A1: Nov, 2002
POWER GENERATION
Fluid is supplied from the reservoir through a suction filter to the two variable-delivery engine driven
pumps, one per engine.
An on/off valve in each suction line is interconnected to the related HP cock lever. Isolation of the
hydraulic fluid supply is therefore simultaneous with engine shut-down. When an on/off valve is closed,
a closed-circuit via the valve provides a full volume supply to the pump for lubrication.
Each pump delivers fluid at a nominal pressure of 3000 psi via a low pressure switch, snubber and
check valve, to the pressure filter in the main delivery line to the airplane systems.
A capacitor is installed in the delivery line from the No. 1 pump.
High Pressure Relief

Two full-flow relief valves are located in tappings off the delivery line from each pump and are provided
to limit the maximum pump pressure in the event of the failure of the pump pressure control.
Should the pump delivery pressure rise above 3750 psi, the relief valve operates to pass fluid into the
return line.
Low Pressure Indication

The low pressure switch operates if the pump pressure falls to 1500 psi. A time delay prevents the
associated HYD # LO PRESS annunciator illuminating until the timed period has elapsed. This prevents
a spurious annunciation due to temporary low pressure conditions caused by system fluctuations. Once
the annunciation is illuminated, it remains so until the pressure rises above 1850 psi.
Hand Pump
The Main system can be pressurized for ground servicing purposes by a hand pump located in the rear
equipment bay. The hand pump inlet is connected to the line from the suction filter. When operated, the
pump passes pressurized fluid through a check valve, into the main system.
MAINTAINED PRESSURE PATHS

Fluid passes through a Pressure Maintaining Valve (PMV) to the normal wheel brake and stall
identification paths.
The PMV shuts off if the pressure upstream of it falls to 2300 psi. This makes sure the pressure in the
main accumulator is sufficient for several operations of the stall identification system and operation of
the normal wheel brakes when landing.
Thrust Reversers
Fluid stored in the thrust reverser accumulator is prevented from leaking back to the main system by a
check valve.

Wheel Brakes Emergency Path
Main system pressure is distributed through a check valve to the emergency brake accumulator and
the emergency brake reducing valve.
Should the main system pressure fail, the check valve retains the pressure stored in the emergency
brakes accumulator. For details of the number of brake applications available using the fluid from the
accumulator, refer to Sub-section 8 LANDING GEAR.
Low pressure (below 2250 psi) in the path or accumulator is indicated by the illumination of the EMRG
BRK LO PRESS annunciator on the main MWS panel.
Accumulators
Three piston-type accumulators, each installed with a pressure indicator and a gas charging valve, are
located in the rear equipment bay. The piston separates charges of gas from the hydraulic fluid.
With no hydraulic pressure in the system, the main system and the emergency brake accumulators are
initially charged with nitrogen at 1000 psi.
The initial charge for the thrust reverser accumulator is 1500 psi.
NON-MAINTAINED PRESSURE PATHS

The landing gear, flaps, airbrakes and nose wheel steering paths are directly fed with system pressure
with no provision to cover delivery pressure failure.

ISOLATION VALVE
STALL IDENT UNIT

ISOLATION VALVE
AIR BRAKE
ACTUATOR
AIR BRAKE
ACTUATOR
Figure 1
Main Hydraulic System Components

KEY TO FIGURE 2
Component Identification Pipeline Colors
1. Capacitor Air ......................................
2. Pressure switch and snubber Suction ..............................
3. Full flow relief valves Pressure ............................
4. Ground servicing hand pump Return ...............................
5. Emergency brakes reducing valve Emergency Brakes ............
6. Normal brakes reducing valve Maintained Pressure .........
7. Pressure transmitter
8. Thrust reverser release valve
9. Pressure relief valve, thrust reverser

and nose wheel steering

No. 1 ENGINE PRESSURE

BLEED AIR No. 2 ENGINE PRESSURE GAUGE
BLEED AIR REDUCING
VALVE MAIN
RESERVOIR
GROUND AIR
SUCTION
CONNECTION FILTER
HYD OVHT
No. 1 HP No. 2 HP TEMP
COCK COCK SWITCH
ON/OFF ON/OFF
VALVE VALVE
lubrication loop
EDP EDP (when HP cock
is closed)
1
HYD 1
3 3 HYD 2
LO PRESS LO PRESS
2 2
8
PRESSURE THRUST 9
FILTER REVERSER
ACCUMULATOR
THRUST
4 REVERSERS
LANDING
GEAR
EMRG BRK PRESS.

LO PRESS PMV FLAPS
SWITCH
AIRBRAKES
NOSE WHEEL 9
STEERING
EMERGENCY BRAKE
ACCUMULATOR
SPEED
7 CONTROL
RESTRICTOR
5 6
STALL IDENT’N
SYSTEM (STICK PUSH)
BRAKE PRESSURE
CONTROL GAUGE
VALVE
MAIN
ACCUMULATOR
TO BRAKE UNITS
Figure 2
Main Hydraulic System

AUXILIARY SYSTEM
The auxiliary hydraulic system provides an alternative source of hydraulic power for landing gear
lowering and flaps operation. The system is hand-operated, and when selected, is independent of the
main system.
The following notes must be observed:
NOTES:
1. Emergency lowering of the landing gear is available regardless of the setting of the
landing gear selector lever but the flaps must be selected to the required setting.
2. When using the auxiliary system, lowering of the landing gear always occurs before
operation of the flaps.
3. The system cannot be used to raise the landing gear.
4. Following the selection of the auxiliary system, it must be reset manually before the
main system can be used to operate the landing gear.
CAUTION: IF A SELECTION OF THE AUXILIARY SYSTEM HAS BEEN MADE FOLLOWING A MAIN
SYSTEM FAILURE, THE AUXILIARY SYSTEM MUST NOT BE RESET IN FLIGHT. IGNORING
THIS CAUTION COULD RESULT IN THE LANDING GEAR COLLAPSING ON TOUCHDOWN.
Figure 3
Auxiliary Hydraulic System Components

MWS PANEL
AUX HYD LANDING

LO LEVEL GEAR
ON/OFF VALVE SELECTOR
LEVEL DUMP
INDICATOR
VALVE
RESERVOIR
FILTER
FLAP CONTROL
UNIT
MAIN
SYSTEM
SHUTTLE
VALVE
NOSE
GEAR
ACTUATOR
KEY
AUXILIARY
SYSTEM
SHUTTLE
VALVES
MAIN
SYSTEM
SUCTION
MAIN
RETURN GEAR
ACTUATORS
CIRCUIT SHOWN WITH SELECTOR HANDLE PULLED
Figure 4
Auxiliary Hydraulic System

Original Issue: Feb, 2002 HYDRAULICS
CONTROL LOCATION
Left side of center instrument panel,
AUX HYD SYSTEM PULL selector handle
adjacent to FMS No. 1 display
EMERG HYD PUMP operating handle socket Pilot’s floorboard, adjacent to the center pedestal
AUX HYD LO LEVEL annunciator MWS main panel
Auxiliary reservoir contents level indicator tube Visible from nose gear bay
FLUID STORAGE
The fluid supply for the auxiliary system is contained in a 6.01 U.S. pints (2.84 liter) reservoir located
adjacent to the nose gear bay.
A float switch in the reservoir is connected to an AUX HYD LO LEVEL annunciator. The annunciator
will illuminate when approximately 0.6 U.S. pint (0.28 liter) of fluid has been drawn out of the reservoir.
A full reservoir provides sufficient fluid for at least one emergency lowering of the landing gear, and
followed by at least one extension of the flaps to the landing position.
OPERATION
Selection of the auxiliary system is by pulling the red-handled AUX HYD SYSTEM PULL selector
handle.
Prior to selection, the system valves are set for normal main hydraulic system operation, i.e:
• On/off valve - open to relieve fluid seepage from the Auxiliary system.
• Dump valve - set to connect Main system pressure and system return to the main and nose gear
lines.
• Shuttle valves - With no pressure in the auxiliary system, the shuttle valves close the auxiliary
system supply ports on the landing gear jacks, allowing main system pressure to operate the
jacks.
With the lever in the normal position, a baulk prevents operation of the auxiliary system hand pump.
The system is prepared for use by first inserting the rudder gust lock handle into the AUX HYD SYSTEM
hand pump socket and then firmly pulling the red-handled PULL handle. This action operates the
system valves as follows:
• On/off valve - closed to prevent the auxiliary system fluid passing to the return line.
• Dump valve - set to cut-off the main system pressure and remove any main system pressure in
the landing gear path by interconnecting the normal up and down lines of the main and nose gear
jacks to the return line.
Pulling the control lever also releases the baulk and permits operation of the hand pump. The control
lever is held in the selected position by a spring unit.

Manual operation of the hand pump draws fluid from the auxiliary reservoir. The fluid is delivered via
the check valve and the shuttle valves to the down side of the main and nose gear jacks. Fluid from the
check valve is also delivered to the flap control unit.
NOTE: Shortly after the commencement of emergency lowering, hand pump resistance decreases
(when the gear uplocks release) and the AUX HYD LO LEVEL annunciator is illuminated.
Continued operation of the hand pump locks the gear down.
CAUTION: WHEN OPERATING THE AUXILIARY HYDRAULIC SYSTEM TO LOWER

THE LANDING GEAR, THE HAND PUMP ACTION MUST BE CONTINUED,
AFTER 3 GREENS ARE ACHIEVED, UNTIL POSITIVE RESISTANCE IS
FELT TO MAKE SURE THE LANDING GEAR IS DOWN AND LOCKED.
Selection of the flaps and operation of the hand pump will move the flaps to the required position.
Figure 5
Operation of Auxiliary Hydraulic System Selector Handle

RESETTING THE MAIN SYSTEM
Following use of the auxiliary system, the main system must be reset before normal operation of the
landing gear.
NOTES:
1. With the main system pressurized normally, the setting of the AUX HYD SYSTEM PULL
control lever has no effect on flaps operation.
2. If a selection is made to demonstrate or exercise the auxiliary system, operation of the
flaps will be from the main system.
To reset the system, first make sure the LANDING GEAR selector lever is in the down position, then
push the AUX HYD SYSTEM PULL lever fully in. This action opens the on/off valve to vent fluid
pressure in the auxiliary system lines to the return. The shuttle valves move back to connect the main
system to the down side of the gear jacks.
With the on/off valve open the check valve prevents normal pressure from the main system return line
draining the auxiliary reservoir and the baulk is repositioned by the spring unit to prevent movement of
the hand pump socket.

Section III
SYSTEMS DESCRIPTION
Sub-section 6
FLIGHT CONTROLS
Table of Contents
Page
GENERAL ...................................................................................................... 6-3

PRIMARY CONTROLS .................................................................................. 6-3
AILERON CONTROL SYSTEM................................................................... 6-3
Figure 1 - Aileron Control System ........................................................... 6-4
Aileron Trim Tabs.................................................................................. 6-5
Aileron Out-Of-Trim Warning ................................................................ 6-5
RUDDER CONTROL SYSTEM ................................................................... 6-6
Figure 2 - Rudder Control System ........................................................... 6-6
Rudder Trim Tabs ................................................................................. 6-7
Figure 3 - Rudder Trim System ............................................................... 6-7
Rudder Bias System ............................................................................. 6-8
Electric Heating..................................................................................... 6-9
Figure 4 - Rudder Bias System ............................................................. 6-10
ELEVATOR CONTROL SYSTEM ............................................................. 6-11
Figure 5 - Elevator Control System ....................................................... 6-11
Elevator Trim System.......................................................................... 6-12
Elevator Out-Of-Trim Warning ............................................................ 6-12
Figure 6 - Elevator Trim System ............................................................ 6-13
Mach Trim ........................................................................................... 6-14
SECONDARY CONTROLS.......................................................................... 6-15
FLAP SYSTEM .......................................................................................... 6-15
Flap Control System ........................................................................... 6-15
Figure 7 - Flap Control System.............................................................. 6-16
Indications and Warnings.................................................................... 6-17
Power Supplies ................................................................................... 6-18
Emergency Operation ......................................................................... 6-18
AIRBRAKE CONTROL SYSTEM .............................................................. 6-18
Figure 8 - Airbrake Control System ....................................................... 6-19
Lift Dump............................................................................................. 6-20
Annunciations and Warnings .............................................................. 6-20
Power Supplies ................................................................................... 6-20
P/N 140-590032-0007 Page 6-1


FLIGHT CONTROLS Revision A4: Sep, 2010
GENERAL
The aileron, elevator and rudder are primary controls operated manually by cable-activated circuits from
dual ram’s-horn type control columns and adjustable rudder pedals.
Trim tabs are installed on the rudder, elevator and left aileron. The elevator trim tab may also be
operated by a servo motor which is controlled by the pilot using the electric trim switches or by the
autopilot and mach trim system.
The airbrakes, powered by the main hydraulic system, are selected by the AIRBRAKE selector lever,
which is labelled SHUT and OPEN with an infinite selection of intermediate positions. A third position,
labelled DUMP, is available after lifting the selector lever through a baulk at the OPEN position.
Wing flaps, which are hydraulically powered, are installed at the wing trailing edge. Labelled selection
positions are 0° (UP), 15°, 25° and 45° (FULLY DOWN). A lift dump position at 75° is available via the
airbrake DUMP selection.
Emergency lowering is available via the auxiliary hydraulic system. A flap position indication is displayed
on the Copilot’s Multifunction Display (MFD). A rudder bias system, powered by engine bleed air,
automatically applies opposite rudder to counteract the effect of asymmetric thrust resulting from a
single engine failure. A stall warning (stick shake) and identification system (stick push) is also provided.
(Refer to Sub-section 7 STALL WARNING/IDENTIFICATION)
Internal gust locks are provided to lock the control surfaces when the airplane is parked or moored. The
internal gust locks are also linked to a throttle baulk which prevents both throttles being advanced
beyond 60% N1 when the gust locks are engaged. A single throttle can be advanced to full power, but
the other throttle is then baulked at 55-60% N1. The gust locks are rated for wind gusts of up to 80 knots.
PRIMARY CONTROLS
AILERON CONTROL SYSTEM (Figure 1)

Movement of the ram’s-horn type handwheel on either control column operates the ailerons
differentially. Each handwheel operates a lever at the bottom of the column through chains and cables.
A connecting rod interconnects the levers of each column. The left column lever is also connected to a
pulley drum. From the pulley drum a combination of cables and tie-rods operate a pulley in each wing,
which are connected to the aileron by levers and links. Each aileron control surface has a mass balance
weight installed to prevent flutter and a horn balance to reduce the aerodynamic loads felt by the pilot.
Primary stops, located at the left and right aileron inboard hinges, limit the aileron range of movement.
The stop bolt in the aileron hinge contacts a fixed stop in the wing structure and limits the upward
movement of the aileron.
Downward movement of the aileron is halted when the primary stop of the opposite aileron takes effect.
Secondary stops are located at the bottom of each control column.

Revision A4: Sep, 2010 FLIGHT CONTROLS
Figure 1
Aileron Control System

Aileron Trim Tabs
Each aileron has a servo-action geared tab mounted on its trailing edge. The tab is connected to the
aileron by twin connecting rods, and moves in the opposite sense to the aileron to lighten the
aerodynamic loads on the pilot’s handwheel. The connecting rods for the left aileron tab are connected
to a manually operated trim actuator.
Aileron Geared Tab Servo-action
The trim actuator is connected by a cable system to a trim handwheel mounted on the center control
pedestal, immediately below the rudder trim handwheel.
RUDDER TRIM
Top View
AILERON TRIM
Aileron Trim Handwheel

Top View
Aileron Out-Of-Trim Warning

A warning of the aileron being out of trim for take-off is given by the illumination of the ELEV/AIL TRIM
annunciator (on the MWS panel) if the following conditions apply:
• Aircraft weight is on wheels.
• Both engine thrust levers are advanced to more than approximately 60% N1 power.
• Aileron trim is more than approximately 1 unit left or right.
ELEV/AIL MWS Panel Annunciator

TRIM

RUDDER CONTROL SYSTEM (Figure 2)
The rudder is hinged from the rear of the vertical stabilizer and extends upwards from the rear cone of
the fuselage to just below the under-surface of the horizontal stabilizer.
Movement of the rudder pedals is transmitted by connecting rods and a bell crank to a pulley drum
under the flight compartment floor. Cables transmit the movement of the pulley drum to a quadrant
installed at the bottom of the rudder torque tube. A spring strut connected to the lower portion of the
rudder torque tube provides a centering force at the extreme travel. An autopilot servo motor is also
connected to the base of the torque tube.
Primary stops are located at the rudder lower hinge to determine the range of movement in both
directions. Secondary stops are located at each rudder pedal assembly.
Figure 2
Rudder Control System

Rudder Trim Tabs (Figure 3)
Two separate tabs are hinged at the trailing edge of the rudder. The upper tab is linked to the rudder by
a connecting rod, the lower tab is linked by rods to a screw trim actuator unit.
Figure 3
Rudder Trim System

Both tabs provide an anti-servo action while the position of the lower tab may be controlled manually by
the rudder trim handwheel mounted on the center control pedestal, immediately above the aileron trim
handwheel.
RUDDER TRIM
Top View
Rudder Trim Handwheel

Top View
AILERON TRIM
Rudder Bias System (Figure 4)

Two air powered struts are connected between the fuselage and the rudder torque tube quadrant to
provide an automatic application of rudder bias to counteract asymmetric thrust caused by failure or
malfunction of one engine.
The engine bleed air system is interconnected to the struts in such a manner that each engine supplies
air to opposing sides of the strut pistons with a solenoid valve installed in each strut.
The solenoid valves are normally in the closed position when the RUDDER BIAS selector switches (A
and B) are set to their ON positions. Accidental operation of the switches is prevented by a guard on
each switch.
Should a leak occur in one supply line to a strut, the resulting loss of air would create an imbalance of
forces which would bias the rudder to one side.
The rudder bias switches are located in the upper left area of the center control pedestal immediately
above the elevator trim mechanical indication.
Selecting the RUDDER BIAS switch on the affected side to OFF, equalizes the pressures on both sides
of the strut. The strut on the good side then maintains a balance of forces on the rudder.
An amber MWS warning, RUDDER BIAS illuminates when either RUDDER BIAS switch (A or B) is set
to the OFF position.

Fuel
OAT Temp
PUSH Switch
Upper Left Area

A RUDDER BIAS B
ON
RUDDER
BIAS
MWS Panel Annunciator
OFF
(Switches shown with guard open)
Electric Heating
An electric heater muff on each strut makes sure ice will not prevent operation of the strut or solenoid
valve. Each muff has two elements which are supplied separately from the L and R PITOT/VANE HEAT
switches on the overhead roof panel. Each switch controls the power supply to one heating element of
each strut.
Pitot Vane
Busbar Circuit Breaker
Switch
Left PS1 RUD BIAS HEAT LH > DA-D E/8
Right PS2 RUD BIAS HEAT RH > DA-D F/8
Overhead Roof Panel
PITOT / VANE HEAT

L ON R
OFF

Figure 4
Rudder Bias System

ELEVATOR CONTROL SYSTEM (Figure 5)
The elevator control surfaces are hinged from the rear of the horizontal stabilizer and each is installed
with a mass balance weight to prevent flutter and a horn balance to reduce the aerodynamic loads felt
by the pilot. A spring and a g-weight are connected to the left control circuit to provide acceptable stick
force characteristics.
A stick shaker motor is attached to each control column and is operated by the stall warning system. A
stick pusher unit is connected to the elevator cable system to provide a positive push forward (pitch
down) at the onset of stall identification. The cable circuit also provides an input for the autopilot servo
unit.
Primary stops controlling the range of elevator movement are located on the middle hinge of each
control surface. Secondary stops are located at the pulley drums under the flight compartment floor.
Figure 5
Elevator Control System

Elevator Trim System (Figure 6)
A trim tab is installed on each elevator and is manually controlled from an elevator trim handwheel,
located on the left side of the central control pedestal.
Operation of the elevator moves the trim tab to give servo action. The autopilot servo motor is used to
provide pitch trim, mach trim and electric trim functions. The pitch trim and electric trim functions are
described more extensively in Sub-section 17 AVIONICS.
If necessary these functions can be overridden by arresting the movement of the elevator trim
handwheel, which turns as the automatic system applies trim via the servo.
ELEVATOR
TRIM
Elevator Trim Handwheel
NOSE DOWN
35
T.O.
C.G.% 25
15

Top View
Elevator Out-Of-Trim Warning

A warning of the elevator being out of trim for takeoff is given by the illumination of the ELEV/AIL TRIM
annunciator (on the MWS panel) if the following conditions apply:
• Aircraft weight is on wheels.
• Both engine thrust levers are advanced to more than approximately 60% N1.
• The elevator trim is outside the "green" band.
ELEV/AIL
MWS Panel Annunciator
TRIM

Figure 6
Elevator Trim System

Mach Trim
The Mach trim system is incorporated into the Integrated Avionics Processor System (IAPS) and uses
the same pitch trim servomotor as the manual electric trim and the auto electric trim systems. The Mach
trim system receives Mach number data from the air data computers and computes trim tab deflection
to increase longitudinal stability at Mach numbers above 0.75 Mach when the autopilot is not engaged.
Faults which render the system inoperative (fail passive) will result in a warning given by the MACH
TRIM FAIL annunciator coming on at the top right of the MWS panel.
MACH TRIM MWS Panel Annunciator

FAIL
The MACH TRIM FAIL annunciator is powered from the PE busbar.
NOTE: During initial airplane power up, the MACH TRIM FAIL annunciator may illuminate until the
autopilot system is engaged and disengaged. If the MACH TRIM FAIL annunciator does not
extinguish, there is a fault within the Mach Trim system.

SECONDARY CONTROLS
FLAP SYSTEM
Interconnected slotted flaps are hydraulically powered from a single flap control unit and transmission
shafting. The flap control unit is normally supplied from the main hydraulic system but an independent
fluid supply from the auxiliary hydraulic system is available in the event of a main system failure.
Flap Control System (Figure 7)

The flap selector lever is connected by a cable to an input lever on the flap control unit. A spring strut
and a spring drum in the cable run compensate for any movement lag. Movement of the input lever
connects hydraulic pressure to operate a hydraulic motor in the flap control unit.
The motor drives the transmission shafting to move the flaps in the selected direction. The motor is
stopped automatically should a control cable failure occur.
When the flaps reach the selected position, the hydraulic pressure is removed from the motor. Further
movement of the flaps is arrested and they are locked at the required angle. Friction devices prevent
the flaps moving away from the selected position in the event of hydraulic failure.
A synchronizing cable circuit is provided to prevent the occurrence of an asymmetric flap condition and
should one flap cease to move, the synchronizing circuit isolates the hydraulic supply to the flap motor,
the flaps stop moving and maintain the position attained at the moment of failure.
A flap servo baulk stops additional movement of the flap control unit input lever from the landing
position. The baulk is released and the lever moved to the lift dump position by an interconnection with
the airbrake control, when this is moved into the lift dump position.

Figure 7
Flap Control System

Indications and Warnings
Flap position is displayed on the Copilot’s Multifunction Display (MFD). This indication also provides the
lift dump position.
Pilot
Pilot’sInstrument
InstrumentPanel
Panel Co-pilot’s InstrumentPanel
Copilot Instrument Panel
PFD MFD MFD PFD
PILOT'S CENTER Center Instrument

INSTRUMENT PANEL
HAWKER 800XP Panel
INSTRUMENT PANEL
2000 FUEL 2000 15

QTY LBS 25
FLAPS
VENTRAL FULL 45
DUMP
M6920_0
HA00C
016562AA
A mechanical indication located adjacent to the thrust levers show the position of the flap selector lever
and the flap positions are marked against the corresponding gates of the slot in which the lever moves.
A warning horn sounds if the flaps are selected to the 25° or 45° positions when the landing gear is not
locked down. The flaps are controlled by a selector lever located on the right side of the center control
pedestal. The lever moves in a gated slot which corresponds with the following flap positions:
• 0° ............... UP
FLAPS
Mechanical
• 15° ............TAKE-OFF 0° Position Indication
• 25° ............. APPROACH 15°
25°
45°
Selector Lever
F
L
A
P
S
0°
15°
25°
45°

A baulk, at the 15° slot, prevents inadvertent selection of the up, approach or landing positions. The
baulk is released by pushing the selector lever into the 15° slot in the gate. Additional movement of the
flaps downwards from the landing position to a lift dump position, is controlled by the airbrake selector
lever.
Power Supplies
The flap position indication is powered from PS1(a) busbar via circuit breaker FLAP POS (M/7) on panel
DA-D. The warning horn is powered from PE(a) busbar via circuit breaker HORN (K/1) on panel DA-D.
Emergency Operation
The flaps may be operated by means of the auxiliary hydraulic system. Using the auxiliary system the
flaps can be lowered to any pre-set position from 0° to 45°. Lift dump and airbrakes are not available.
The emergency flap selection is made using the normal flap control lever. Position indication is still
available as long as PS1(a) busbar is energized.
AIRBRAKE CONTROL SYSTEM (Figure 8)

A pair of airbrakes per wing are powered by the main hydraulic system. Of each pair, one airbrake
extends from the wing upper surface, the other one from the wing lower surface.
Control of the airbrakes is by means of an AIRBRAKE selector lever located on the center control
pedestal, immediately left of the thrust levers. The selector lever moves in a slot, which has a scale
marked with three positions of SHUT, OPEN and DUMP. The normal (flight and ground) operating range
is from the SHUT to the fully OPEN selections while intermediate positions are obtained by leaving the
selector lever at the required setting within the range.
AIR BRAKE
Airbrake Selector Lever A

I
R
B
R
A
K HORN
ISOLATE
E
1 2
OPEN

DUMP
Thrust Levers

Figure 8
Airbrake Control System
A system of cables run from the AIRBRAKE selector lever to a hydraulic selector valve mounted on each
airbrake actuator. Main hydraulic system pressure is utilized to operate the airbrakes through a
hydraulic actuator in each wing. To allow for control system failure, the selector valve is biased to the
SHUT position.
NOTE: There is no service available from the auxiliary hydraulic system for the airbrakes should the
main hydraulic system fail.

Lift Dump
The AIRBRAKE selector is interconnected with the input lever to the flap control unit. Selection of
airbrake between the SHUT and OPEN positions does not affect the flap position.
During the landing run, and the flaps selected to the 45° (Land) position, lifting the AIRBRAKE selector
and then moving it rearwards into the DUMP position automatically lowers the flaps from the 45° setting
to 75°, and also opens the airbrakes further to provide maximum drag.
Annunciations and Warnings

The airbrake system has a white, system status, annunciator on the MWS panel which illuminates when
the airbrakes are extended from the SHUT position.
AIRBRAKE
AIR BRAKE MWS Panel Annunciator
A warning horn sounds if all of the following conditions occur:
• The landing gear is down.
• Both thrust levers are advanced to more than 60% of N1 power.
• The airbrakes are extended from the SHUT position.
Power Supplies
The AIR BRAKE annunciator is powered from PS2(a) busbar via circuit breaker AIRBRAKE (L/2) on
panel DA-D.

Pro Line 21
Section - III
SYSTEMS DESCRIPTION
Sub-section 7
STALL WARNING/IDENTIFICATION
Table of Contents
Page
GENERAL ..................................................................................................... 7-3

SYSTEM LOGIC......................................................................................... 7-3
CONTROLS and ANNUNCIATIONS .......................................................... 7-3
OPERATION ................................................................................................. 7-4
STALL WARNING SYSTEM....................................................................... 7-4
STALL IDENTIFICATION SYSTEM ........................................................... 7-4
Figure 1 - Stall Valve Annunciators ........................................................ 7-4
Figure 2 - Variation of Stall Identification Angle With
Rate of Increase of Vane Angle ............................................. 7-5
THIRD STALL IDENTIFICATION CHANNEL ............................................. 7-6
Figure 3 - Stall Warning and Identification.............................................. 7-6
Figure 4 - Stall System Pitot Static Block Diagram................................. 7-7
SYSTEM FAULTS and ANNUNCIATIONS .................................................. 7-8
Figure 5 - System Fault Annunciators .................................................... 7-8
FLAP ASYMMETRY ................................................................................... 7-9
WEIGHT-ON-WHEELS ASYMMETRY....................................................... 7-9
SSU SELF TEST ........................................................................................ 7-9
SYSTEM ANNUNCIATORS........................................................................ 7-10
Table 1: Summary of Annunciators ...................................................... 7-10
SYSTEM POWER SUPPLIES..................................................................... 7-10
Table 2: Power Supplies....................................................................... 7-10
STALL WARNING and IDENTIFICATION LOGIC ..................................... 7-11
Figure 6 - Stall System Flow Logic ....................................................... 7-11


STALL WARNING/IDENTIFICATION Revision A2: Nov, 2004
GENERAL
NOTE: This section applies to 800XP Pro Line 21 airplanes prior to Serial No. 258675.
For airplanes Serial Nos. 258675 and subsequent, refer to Section VIII SUPPLEMENTS for
Supplement P/N 140-590032-0041.
A stall warning and identification system is provided to emphasize the airplane’s natural cues available
at the point of stall.
The system functions are

• Stick shaker (warning)
• Stick pusher (identification)
The system consists of

• Two sensing channels, each utilizing an airflow angle sensor vane.
• Two Signal Summing Units (SSUs).
• Two stick shaker motors.
• A hydraulic operated actuator with two electro-hydraulic valves.
• A third sensing channel, which utilizes pitot pressure from the right pitot head, static pressure from
the forward static plates and stall vent pressure from the left and right stall vents.
• A stall identification sensor.
• Annunciators and test switches.
SYSTEM LOGIC
1. It is impossible for a stick push to occur before a stall warning (stick shake).
2. No single active fault of an SSU or relay can cause the operation of a stall valve or the associated
red STALL VALVE annunciator.
3. The autopilot is disengaged when a stall warning signal is initiated. This prevents the autopilot from
attempting to counteract the resulting stick shake operation or a subsequent stick push.
CONTROLS and ANNUNCIATIONS

System faults are indicated on two groups of amber annunciators, one per pilot.
Three STALL switches are located in the TEST section of the overhead roof panel. Anti-icing heating of
the airflow sensor vanes is controlled from the PITOT/VANE HEAT switches.
Indication of failure of the vane heaters is provided by the two amber L and R VANE HTR FAIL
annunciators also located on the overhead roof panel and by the ICE PROT repeat annunciator on the
MWS panel.
There are no control switches, the stall warning part of the system becomes armed on takeoff
(no weight-on-wheels), while the stall identification part of the system becomes armed 6 seconds after
takeoff.

Revision A2: Nov, 2004 STALL WARNING/IDENTIFICATION
OPERATION
STALL WARNING SYSTEM

The stall warning system uses an electrically driven stick shaker on each control column to provide a
physical warning of an approaching stall to the pilots.
Angle of attack is derived from two electrically heated airflow angle sensor vanes mounted one on each
side of the forward fuselage. Electrical signals proportional to vane angle are sensed in the associated
Signal Sensor Unit which also receives inputs relating to flap angle. From the flap angle signal, the SSU
calculates the point of stall warning. When the vane angle corresponds to that point the SSU provides
an output to operate the stick shaker motor on each control column.
The stall warning system is inhibited while the airplane is on the ground with weight-on-wheels to
prevent wind gusts triggering false stick shaker operations. At takeoff, the system is armed and begins
monitoring the pitch attitude of the airplane.
STALL IDENTIFICATION SYSTEM

The stall identification system uses a hydraulic stick pusher to force the control column forward (pitch
down) at the calculated point of stall. The stick pusher is powered by main hydraulic system pressure
(backed by the main accumulator), the rate of operation being controlled by a fluid restrictor.
Control of the hydraulic pressure to the stick pusher is via two independent stall valves (A and B),
connected in series and mounted integral with the stick pusher. Both stall valves must be open to
activate the unit.
STALL STALL
VLV A VLV B
OPEN OPEN M6950_0
HA00C
017045AA.AI
Figure 1
Stall Valve Annunciators
The output from one SSU energizes one stall valve, and an associated red STALL VLV (A or B) OPEN
annunciator is illuminated to indicate that the valve is being signalled to open (reference Figure 1).
The SSU uses the vane sensor and flap angle inputs to calculate the point of stall. The rate of increase
of vane angle may also modify the calculation, i.e. the point of stall being advanced when the rate of
increase is high dynamic stall (reference Figure 2).
When the vane angle agrees with the calculated point of stall, the SSU produces an output
(stall identification) to energize the associated stall valve and annunciator.
When a SSU produces a stall warning output, which is then followed by an identification signal, the
warning signal latches the stall identification relay for the same channel (reference Figure 3). A warning
signal from either channel will disconnect the autopilot and operate the stick shaker. The latch is
removed when the warning output ceases. This makes sure the stick push is maintained until the
airplane has reached a nose-down attitude well below the stall point.

28
FLAP 0° IDENT
26
FLAP > 0° IDENT
VANE ANGLE to HFD (Degrees)
24
FLAP 0° WARN
22 FLAP 15/25° WARN
20
FLAP 45° WARN
18
16
14
0 1 2 3 4 5 6 7 9
VANE RATE - DEGREES/SECOND
NOTE: HFD is the Horizontal Fuselage Datum.
Figure 2
Variation of Stall Identification Angle with Rate of Increase of Vane Angle

THIRD STALL IDENTIFICATION CHANNEL
A third channel for stall identification is provided by a pitot/static system which uses pitot pressure (P2)
from the right pitot head, static pressure (S6) from the forward static vents and a vent pressure (V) from
left and right stall vents. The stall vents are located on the under-side of the left and right wings
(reference Figure 4).
These pressures are sensed by a capsule operated stall detector, which is set to produce an output at
a point between the settings for the stall warning and identification signals from the SSUs.
The output from the third channel sensor energizes a relay which connects the stall identification output
from one channel’s SSU to the stall valve of the other channel. Thus, with the third channel output
activated, both stall valves A and B will open following a stall identification output from only one SSU,
thereby ensuring system integrity should a SSU fail.
HYDRAULIC
PRESSURE
SSU
VANE I WARN
ANGLE N
SENSOR P
U STALL
IDENT VALVE A
T PITOT
3rd CHANNEL PRESSURE
STALL VENT
LEFT and 3rd

FLAP RIGHT
ANGLE CHANNEL
STICK -
SHAKER
MOTORS
3rd CHANNEL STATIC

STALL VENT PRESSURE
I STALL
N IDENT
VANE VALVE B
P
ANGLE U
T WARN
SENSOR
SSU
STICK PUSHER
Figure 3
Stall Warning and Identification

Right Forward
Left Forward Static Vent Plate
S6
Static Vent Plate 6
Stall Ident
(Autopilot Disconnected)
V Right
Pitot
Stall
Detector P Head
S
P2
Pitot
Isolation
Valve
V
Stall
Detector P
P2
S
Stall Ident
3rd Channel
Left Right
Stall S6 Stall
Vent Vent
V1 V2
LEGEND
= Pitot Pressure = Pitot Drain
= Static Pressure = Static Drain
= Stall Vent Pressure = Stall Vent Drain
Figure 4
Stall System Pitot Static Block Diagram
SYSTEM FAULTS and ANNUNCIATIONS
The duplication of the stall warning system makes sure a single passive fault cannot prevent a stick
shake occurring. Should an active fault develop, the faulty system can be isolated via the appropriate
circuit breaker.
The remaining good system will still operate both stick shaker motors. The stall identification system is
designed that a single active fault cannot give an inadvertent stick push, while making sure a single
passive fault would not prevent a push operation occurring, when required.
All annunciator warnings in the stall warning and identification system will also cause a repeater STALL
IDENT annunciator on the MWS panel to illuminate (reference Figure 5). The power to energize a stall
valve is routed via the identification relay of one channel and the warning relay of the other channel.
A monitoring circuit will cause an IDENT 1 or IDENT 2 annunciator (depending on the channel at fault)
to be illuminated after a 4 second time delay, if an identification signal from one SSU has been triggered
without a warning signal from the other SSU.
The IDENT 1 or IDENT 2 annunciators are part of the IDENT/INHIB switches provided for both pilots.
When an IDENT annunciator illuminates, either pilot can push the associated switch to inhibit the faulty
channel. The INHIB annunciator part of the switch will then illuminate. The third channel sensor,
together with the remaining SSU would provide a stick push operation when required.
MWS Panel
M6949_0
HA00C
017044AA.AI
Figure 5
System Fault Annunciators
The pilots may attempt to reset the failed channel by operating an INHIBIT RESET switch located on
the stall diagnostic panel (forward side of the Pilot’s bulkhead).
Should the channel fail again after reset, it should be inhibited and left in that condition for the remainder
of the flight.

FLAP ASYMMETRY
If asymmetry between the left and right flap positions exists for more than 2 seconds, then the FLAP
annunciator (Pilot’s group only) will illuminate.
WEIGHT-ON-WHEELS ASYMMETRY
If asymmetry between the positions of the left and right weight-on-wheels relays exists for more than 4
seconds, then a SQUAT annunciator (Copilot’s group only) will illuminate.
SSU SELF TEST

A built-in test within the SSU detects the following faults:
• Loss of 26 VDC supply
• Loss of internal power or short circuit
• Loss of airflow angle sensor excitation
• Loss of flap position input
• Airflow angle sensor transformer winding open or short circuit
If any of the above occur, an external relay causes a SSU annunciator to illuminate. If the weight-on-
wheels switch is in the flight condition, a magnetic indicator associated with the faulty SSU will display
white. The magnetic indicators are located on the stall identification diagnostic panel.

SYSTEM ANNUNCIATORS
Table 1: Summary of Annunciators
Function Annunciator MWS Panel

Airflow angle sensor left or VANE HTR FAIL
# VANE ICE
right vane heating L (R) HTR FAIL
malfunction PROT
Flap position asymmetry FLAP FLAP
Stall identification
IDENT 1 (2) (3) IDENT #
channel 1 (2) (3) fault
STALL
IDENT
Signal Summing Unit fault SSU SSU
Weight-On-Wheels
SQUAT SQUAT
asymmetry
STALL
STALL VLV
Stall valve A (B) operating VLV #
A (B) OPEN
OPEN
SYSTEM POWER SUPPLIES
Table 2: Power Supplies

Panel Location
Circuit Breaker Circuit or Equipment Busbar
Row/Column
DA-D
STALL IDENT 1 26 VAC input to SSU 1 XS 1
B/1
DA-D 28 VDC to stall valve 1 and
STALL VLV A PS1(a)
B/4 annunciators
DA-D STALL WARN
28 VDC to stick shaker motor 1 PS1(a)
B/6 MOTOR 1 (LH)
DA-D
STALL IDENT 2 26 VAC input to SSU 2 XS 2
B/2
DA-D 28 VDC to stall valve 2 and
STALL VLV B PS2(a)
B/5 annunciators
DA-D STALL WARN
28 VDC to stick shaker motor 2 PS2(a)
B/7 MOTOR 2 (RH)
DA-D
STALL IDENT 3 28 VDC to SSU 3 PE
B/3

STALL WARNING and IDENTIFICATION LOGIC (Figure 6)
START ANGLE OF ATTACK

CONTINUES TO INCREASE
ANGLE OF ATTACK MONITORED BY

AIRFLOW ANGLE SENSOR
STALL WARNING TRIGGER POINT &

STALL IDENTIFICATION TRIGGER
POINT MODIFIED BY FLAP ANGLE STALL IDENTIFICATION TRIGGER POINT Channel 3
MODIFIED BY RATE OF INCREASE OF
ANGLE OF ATTACK. SSU 1 AND/OR APPROACHING STALL SENSED AT
SSU 2 INITIATE IDENTIFICATION SIGNAL UNDER-WING PRESSURE VENTS
ANGLE WHEN THE AIRPLANE IS AT POINT OF STALL 3rd CHANNEL SENSOR IS ACTIVATED
NO
OF ATTACK
INCREASING?
YES BOTH SSU IDENT ONLY ONE SSU

IDENT SIGNAL NEAR NO
SIGNALS OPERATED
OPERATED TO STALL?
Channel 1 Channel 2 YES

SSU 1 CALCULATES APPROACHING SSU 2 CALCULATES APPROACHING
STALL AND INITIATES A WARNING STALL AND INITIATES A WARNING
SIGNAL SIGNAL 3rd CHANNEL RELAY ENERGIZES
TO CONNECT ACTIVE SSU OUTPUT
TO BOTH STALL VALVES
WARNING SIGNAL FROM EITHER CHANNEL

DISCONNECTS AUTOPILOT AND OPERATES
THE STICK SHAKER OR
ANGLE PREVENTIVE
NO
OF ATTACK ACTION TAKEN
INCREASING? BY PILOT
STALL VALVE A STALL VALVE B
AND
OPEN OPEN
YES
STICK PUSHER ACTIVATED
Figure 6
Stall System Flow Logic


STALL WARNING/IDENTIFICATION
Pro Line 21
Section - III
SYSTEMS DESCRIPTION
Sub-section 8
LANDING GEAR
Table of Contents
Page
GENERAL ...................................................................................................... 8-3

CONTROLS - ANNUNCIATORS - INDICATORS.......................................... 8-3
GEAR POSITIONS ...................................................................................... 8-3
Gear Locked Down ............................................................................... 8-3
Gear Unlocked ...................................................................................... 8-3
Gear Locked Up.................................................................................... 8-3
STANDBY INDICATIONS............................................................................ 8-4
Main Gear ............................................................................................. 8-4
Nose Gear............................................................................................. 8-4
WARNING HORN........................................................................................ 8-5
LANDING GEAR SELECTOR and BAULK OVERRIDE............................... 8-6
Figure 1 - Landing Gear Selector and Baulk Override ............................ 8-6
RETRACTION and EXTENSION ................................................................... 8-7
Figure 2 - Landing Gear Hydraulic System ............................................. 8-8
MAIN GEAR ................................................................................................... 8-9
WEIGHT-ON-WHEELS SWITCHES ........................................................... 8-9
NOSE GEAR .................................................................................................. 8-9
NOSE GEAR BAY DOORS ......................................................................... 8-9
Figure 3 - Main Landing Gear................................................................ 8-10
Figure 4 - Nose Landing Gear ............................................................... 8-11
Figure 5 - Nose Gear Doors Release Strut ........................................... 8-12
POWER SUPPLIES................................................................................... 8-12
AUXILIARY HYDRAULIC SYSTEM ............................................................ 8-13
LOWERING SEQUENCE .......................................................................... 8-13
Figure 6 - Auxiliary Hydraulic System.................................................... 8-14
WHEELS and BRAKES............................................................................... 8-15
LOCATION of CONTROLS and INDICATORS ......................................... 8-15
MAIN WHEELS.......................................................................................... 8-15
NOSE WHEELS ........................................................................................ 8-15
WHEEL BRAKES ...................................................................................... 8-15
Normal System Operation................................................................... 8-15
Wheel Brake Lever ............................................................................. 8-15
Figure 7 - Wheel Brake Lever................................................................ 8-16

Page
Figure 8 - Combined Hydraulic Pressure Indicator and

Emergency Wheel Brake Annunciators................................ 8-17
Emergency System Operation with
Main System Pressure Exhausted ..................................................... 8-17
POWER SUPPLIES .................................................................................. 8-18
NOSE WHEEL STEERING.......................................................................... 8-18
OPERATION ............................................................................................. 8-18
Figure 9 - Nose Gear Steering System ................................................. 8-19

LANDING GEAR Original Issue: Feb, 2002
GENERAL
The airplane has a hydraulically-powered retractable landing gear incorporating nitrogen charged shock
absorber struts and nose wheel steering. Each main gear has two wheels and retracts inboard into
wheel wells in the fuselage. Each main wheel well has a fairing attached to the landing gear and a
hydraulically-operated door.
The nose gear has two wheels which retract forward into a bay with hinged doors and a fairing on the
landing gear.
Hydraulic pressure is supplied from the main hydraulic system for the normal lowering and retraction of
the gear. An auxiliary hydraulic system is provided for lowering the gear should the main hydraulic
system or landing gear selection controls fail.
Details of the hydraulic system are provided in Sub-section 5 - HYDRAULICS.
CONTROLS - ANNUNCIATORS - INDICATORS
The gear position annunciators are located in a pyramid cluster on the center instrument panel to the
right of the master warning system panel.
GEAR POSITIONS
Gear Locked Down

• Green annunciators illuminated
NOTE: The red GEAR annunciators are also illuminated when the gear selector lever is not in the
down position with landing gear locked down.
Gear Unlocked
• Red annunciators illuminated
Gear Locked Up
• Both green and red annunciators extinguished
Gear Position Annunciators
N GEAR
N GEAR
L GEAR R GEAR
L GEAR R GEAR

Revision A2: Nov, 2004 LANDING GEAR
STANDBY INDICATIONS
Main Gear
Standby main gear downlock indication is provided by an independent circuit connected to green
L GEAR and R GEAR annunciators located on the right side console.
L GEAR R GEAR
Standby Main Gear

Downlock Annunciators
L GEAR R GEAR
Right Side Console
Nose Gear
As the nose gear locks down, a mechanical post indicator extends from the top left of the center control
pedestal.
Fuel
OAT Temp
PUSH Switch
Nose Gear
Mechanical
Post Indicator A RUDDER BIAS B
Upper Left Area


LANDING GEAR Revision A2: Nov, 2004
WARNING HORN
A warning horn sounds if the gear is not locked down when the flaps are extended beyond the 15°
position. In this instance, the warning horn cannot be cancelled.
The warning horn will also sound if the gear is not locked down and either thrust lever is closed to obtain
between 60% and 70% N1 RPM (nominal) with IAS below 150 kts. In this case, the warning horn can
be cancelled by a switch on the forward side of the LH thrust lever. The audible warning is repeated if
the second thrust lever is closed after a previous warning has been cancelled and not reinstated. The
warning horn system resets when IAS is greater than 160 kts.
PE BUSBAR
GEAR
WARN
CTL
LEFT THRUST LEVER < 70%N1, > 60% N1
RIGHT THRUST LEVER > 70%N1, < 60% N1
IAS < 150 KTS (RESETS WHEN IAS >160 KTS)
FLAPS 25° (SELECTED)

GEAR POSITION SWITCH
(MADE WHEN GEAR IS NOT LOCKED DOWN)
FLAPS 45° (NOT SELECTED)
HORN
Gear Warning Horn Diagram

Original Issue: Feb, 2002 LANDING GEAR
LANDING GEAR SELECTOR and BAULK OVERRIDE
A LANDING GEAR selector lever is provided to control the normal raising and lowering of the landing
gear. The lever operates in a two-gated slot in the center instrument panel and is connected to a
hydraulic selector valve located in the nose gear bay.
When the airplane is on the ground, a solenoid-operated pawl engages to lock the landing gear selector
in the down position. At take-off, when the airplane weight comes off the wheels, the solenoid operates
to withdraw the pawl allowing the selector lever to be moved away from the LANDING GEAR DOWN
position. The pawl re-engages when the airplane lands.
The airplane has a LANDING GEAR BAULK OVRD PUSH button located next to the LANDING GEAR
selector lever. If the Baulk fails to disengage when the airplane is airborne, pushing the button
disengages the pawl. While the push button is pushed the landing gear selector can be moved to the
up position.
CAUTION: THE LANDING GEAR BAULK OVRD CONTROL COULD BE OPERATED WHEN THE
AIRPLANE IS ON THE GROUND. A WARNING THAT THE LANDING GEAR SELECTOR IS
NOT IN THE DOWN POSITION IS PROVIDED BY ALL RED AND GREEN GEAR POSITION
ANNUNCIATORS BEING ILLUMINATED AT THE SAME TIME.
SHOULD THIS WARNING BE IGNORED, A STEADY HORN AUDIBLE WARNING WILL

SOUND IF THE ENGINE START PWR IS SELECTED.
CENTER
INSTRUMENT
PANEL
Figure 1
Landing Gear Selector and Baulk Override

RETRACTION and EXTENSION (Figure 2)
With the weight of the airplane off the wheels, selecting LANDING GEAR up allows main hydraulic
system pressure into the gear up pipelines. This pressure operates hydraulic jacks, one on each main
gear, and one on the nose gear. Additionally, main pressure is routed via sequence valves and reversing
valves to operate the two main gear wheel well door actuators.
Retraction sequence is as follows:
• Main gear wheel well doors open.
• Nosewheel steering isolated (nose wheel self-centers).
• Nose gear doors open.
• Nose gear locks up and doors shut.
• Main gear locks up.
• Wheel well doors shut and lock.
Subsequent LANDING GEAR down selection diverts main hydraulic system pressure to the gear down
pipelines.
Extension sequence is as follows:
• Main and nose gears unlock and doors open.
• Main and nose gears lock down.
• Main gear wheel well doors shut but do not lock up.
• Nose gear doors shut.
• Nosewheel steering reconnects.
Main system pressure is dumped when the auxiliary hydraulic system is used to lower the landing gear.
In this case, the wheel well doors are pushed open by the extending main gear and remain open with
the gear locked down.

TO RETURN MAIN SYSTEM PRESSURE DIAGRAM SHOWS:

FILTER LANDING GEAR SELECTED ‘UP’
GEAR ‘UP’ PIPELINES
PRESSURIZED
RESTRICTOR AND LANDING GEAR ‘DOWN’ PIPELINES
IN-LINE FILTERS GEAR VENTED TO RETURN
SELECTOR DOOR ACTUATORS RETRACTED
NON RETURN VALVE (DOOR CLOSED)
GEAR ACTUATORS EXTENDED
(GEAR UP)
DUMP
VALVE
DOOR DOOR
ACTUATOR ACTUATOR
SEQUENCE SEQUENCE
VALVE VALVE
MAIN GEAR MAIN GEAR

ACTUATOR ACTUATOR
AUXILIARY AUXILIARY
HYDRAULIC HYDRAULIC
SYSTEM SHUTTLE NOSE SYSTEM
VALVE GEAR SHUTTLE
ACTUATOR VALVE
AUXILIARY
NOTE: For Auxiliary Hydraulic System, HYDRAULIC
See Figure 6. SYSTEM
Figure 2
Landing Gear Hydraulic System

MAIN GEAR (Figure 3)
Each main oleo-pneumatic leg retracts inwards into a wheel well in the wing. The well is covered with
the gear up by a fairing hinged to the wing, and linked to the gear. Additional fairing is provided by a
wheel well door, hydraulically-actuated to shut when the gear locks up.
When the gear is selected down, the door opens until the gear locks down, then closes to cover the well.
Each main gear is stabilized in the down position by a side stay located between the leg and the main
wing structure. The side stay also forms the main locking component in both the extended and retracted
positions.
WEIGHT-ON-WHEELS SWITCHES
Weight-On-Wheels (WOW) microswitch clusters are installed on the left and right gear. These switches
provide control function to various circuits when the airplane is airborne or on the ground.
NOSE GEAR (Figure 4)
The self-centering nose landing gear retracts forward, and is faired in the up and down positions by two
doors hinged to the nose structure and attached to the retracting mechanism. A small fairing attached
to the rear of the landing gear completes the closure of the bay when the gear is retracted.
The oleo-pneumatic leg is attached to a fitting on each side of the nose gear bay, and is stabilized in
the down position by a drag stay which also forms the main locking component in both the extended
and retracted positions. A spring strut maintains the drag strut in the locked position.
The nose gear leg incorporates an attachment for towing purposes. When this attachment is used, the
steering must be disconnected. A steering disconnect pin is located immediately under the towing pin
hole.
NOSE GEAR BAY DOORS (Figure 5)

The door operating mechanism incorporates a release strut which allows the doors to be opened on
the ground for access.
Access to the release strut when the doors are closed is via an aperture between the rear of the doors
and the gear leg. The strut assembly consists of a lower and upper strut. To latch the doors closed, the
upper strut telescopes into the lower and is retained by a hook engaging a pin. The hook is pivoted on
and off the pin by a lever which is retained in the closed position by a spring-loaded latch.
When the lever is open, or not latched closed, a microswitch illuminates the N GEAR red annunciator
to indicate the doors are either open or not correctly latched.
CENTER INSTRUMENT PANEL
N GEAR
N GEAR
L GEAR R GEAR
INDICATION OF NOSE GEAR DOORS
M6951_0
OPEN OR UNLATCHED HA00C
017046AA.AI

HYDRAULIC RETRACTION
ACTUATOR
DOOR
ACTUATOR
Figure 3
Main Landing Gear

HYDRAULIC
RETRACTION
ACTUATOR
STEERING DISCONNECT PIN

(REMOVED WHEN TOWING AIRPLANE)
STEERING
ACTUATOR
Figure 4
Nose Landing Gear

Figure 5
Nose Gear Doors Release Strut
POWER SUPPLIES
DC power distribution is as follows:
PE Busbar
Normal landing gear position annunciators (6)
Warning horn control and warning horn
PS1 Busbar
Landing gear lever lock solenoid
PS2 Busbar
Standby landing gear downlock annunciators (2)

AUXILIARY HYDRAULIC SYSTEM (Figure 6)
The auxiliary hydraulic system is selected by pulling the AUX HYD SYSTEM handle. This action dumps
any pressure in the normal landing gear system lines to the reservoir and isolates the auxiliary system
from the main system return line.
It is not necessary to select the gear down in order to lower it. Operating the auxiliary system hand pump
directs hydraulic fluid to the gear actuators via lines independent of the normal extension circuit.
LOWERING SEQUENCE
• The nose gear uplock is released, the nose bay doors open and the gear extends.
• The main gear uplocks are released, the wheel well doors are unlocked and the main gear extends
pushing the doors open.
• As the nose gear locks down, the mechanical linkage closes the nose bay doors.
• When the main gear has locked down, the wheel well doors are left open.
Although it is not necessary to select the gear down when using the auxiliary system, it is recommended
to do so after the gear has locked down, to avoid the possibility of a subsequent retraction of the gear
when the airplane is on the ground. Selecting the gear down will also cancel the gear red annunciations.
The annunciations presented below are illuminated when the gear has been lowered via the auxiliary
system, but the selector lever has not been moved to the down position.
CENTER INSTRUMENT PANEL
N GEAR
N GEAR
L GEAR R GEAR
INDICATION OF NOSE GEAR DOORS
M6951_0
OPEN OR UNLATCHED HA00C
017046AA.AI

MWS PANEL
AUX HYD
LO LEVEL LANDING
GEAR
ON/OFF VALVE SELECTOR
LEVEL DUMP
INDICATOR VALVE
RESERVOIR
FILTER
FLAP CONTROL
UNIT
MAIN
SYSTEM
SHUTTLE
VALVE
NOSE
GEAR
ACTUATOR
SHUTTLE
VALVES
KEY MAIN
GEAR
AUXILIARY ACTUATORS
SYSTEM
MAIN
SYSTEM
SUCTION
RETURN CIRCUIT SHOWN WITH SELECTOR HANDLE PULLED
Figure 6
Auxiliary Hydraulic System

WHEELS and BRAKES
LOCATION of CONTROLS and INDICATORS
Item Location
WHEEL BRAKE lever (Figure 7) Right side of center control pedestal
BRAKES (2) and SUPPLY combined hydraulic pressure Center instrument panel below the
indicator (Figure 8) MWS panel
WHEEL BRAKE EMERG annunciators L and R Right of combined hydraulic pres-

(Figure 8) sure indicator
MAIN WHEELS
The main landing gears each have two identical wheels with tubeless tires. Each wheel contains a
fusible plug which releases air from the tire in the event of excessive wheel heat.
Each pair of wheels is mounted on a staggered stub axle so that the outer wheel is slightly forward of
the inner wheel. During retraction, the gear twists to bring the inner wheel directly over the outer wheel.
This action permits the wheels to be stowed in a wheel well of the smallest possible size.
NOSE WHEELS
The nose landing gear has two identical wheels with tubeless tires rotating on a common axle.
WHEEL BRAKES
Normal System Operation
Main hydraulic system power is used to operate calliper-type disc brakes via Maxaret anti-skid units.
Master cylinders, operated by toe brake pedals through spring-struts, provide straight line and
differential braking during normal and emergency operation. With the WHEEL BRAKE lever fully
forward, main hydraulic system pressure, backed by the main accumulator, passes to a brake control
valve via a main reducing valve. The control valve, in response to movement of the master cylinders,
directs the related pressure through modulator units and Maxaret units to each brake unit.
Wheel Brake Lever (Figure 7)

Selection of braking for normal, emergency and parking use is controlled by a WHEEL BRAKE lever
moving over a notched rack between a NORMAL mark (fully forward) and a rearward PARK BRAKE
section.
An EMERGY position (first rearward notch) is marked in red. The WHEEL BRAKE lever is held in the
emergency position and in progressive parking positions by a pawl engaging into the notched rack. A
push button on the WHEEL BRAKE lever releases the pawl to permit movement of the lever from the
EMERGY or PARK BRAKE positions. The lever can be moved rearwards from NORMAL to EMERGY
without releasing the pawl.

Further rearward movement of the WHEEL BRAKE lever into the PARK BRAKE range progressively
applies the brakes and at 1000 psi, the white WHEEL BRAKE EMERG annunciators illuminate. Full
parking pressure is applied when the WHEEL BRAKE lever is in the PARK BRAKE position.
Pressure, supplied by the emergency brake accumulator, is maintained at the brake units by a lever
mechanism which operates the brake control valve. A spring strut, initially loaded by the rearward
movement of the WHEEL BRAKE lever, operates to reset the control valve when the WHEEL BRAKE
lever is released to the NORMAL or EMERGY position.
Figure 7
Wheel Brake Lever

A combined hydraulic pressure indicator shows the BRAKE pressures (upper indication) applied to the
left and right brake units during normal operation.
The BRAKE indications are electrically operated from pressure transmitters connected into the normal
supply lines to the brake units. The indicator also provides the main hydraulic system SUPPLY pressure
(lower indication).
Left Gear Right Gear

Brake Supply Pressure Brake Supply Pressure
BRAKE
PSI x 1000
2 2
1 1 EMERG
0
OFF
0 L R WHEEL
OFF
4
BRAKE
SUPPLY 0
3 1
2
Main Hydraulic System

Supply Pressure
Figure 8
Combined Hydraulic Pressure Indicator and Emergency Wheel Brake Annunciators
Emergency System Operation with Main System Pressure Exhausted

Movement of the WHEEL BRAKE lever rearward into the EMERGY notch effects the change from
normal to emergency operation. An emergency reducing valve opens to allow emergency brakes
accumulator pressure to enter the brake control valve. Brake pedal movement now results in pressure
being applied directly to the brake units. Shuttle valves operate to isolate the normal supply so that the
modulator units and Maxaret units are inoperative.
With the emergency system selected, the BRAKE indications continue to show normal system
pressure to the brakes (provided there is still pressure in this system) but do not show emergency
system braking pressure. WHEEL BRAKE EMERG annunciators with the legends L and R are provided
to the right of the combined indicator and provide an indication of applied pressure to each brake unit.
Each annunciator is controlled by a pressure switch connected into the emergency supply line to the
related brake unit. During brake pedal operation, the white annunciators are illuminated when the
applied pressure reaches 1000 psi and remain on until the pressure is released to below this value.
The WHEEL BRAKE EMERG annunciators also act as a reminder that the anti-skid facility is isolated
and that braking is direct.

POWER SUPPLIES
DC power distribution is as follows:
PE Busbar
WHEEL BRAKE EMERG annunciators
PS1 Busbar
BRAKES applied pressure indicators
NOSEWHEEL STEERING (Figure 9)
CAUTION: A STEERING DISCONNECT PIN MUST BE REMOVED BEFORE TOWING THE AIRPLANE.
(Refer to Section 6, Sub-section 1 - GROUND HANDLING)
OPERATION
Hydraulic pressure is provided from the main hydraulic system for operation of the nose wheel steering.
CAUTION: NOSE WHEEL STEERING IS NOT AVAILABLE WHEN THE MAIN HYDRAULIC PRESSURE IS
LESS THAN 2300 PSI. THE AUXILIARY HYDRAULIC SYSTEM CANNOT POWER THE
STEERING SYSTEM.
When the nose gear is locked down, nose wheel steering is available through a range of 45° left and
right of the center line. Steering is controlled from a handwheel located on the left-side console.
Rotation of the handwheel operates the selector valve input via cables and linkage. Movement of the
selector valve directs hydraulic pressure to either extend or retract the steering actuator. The nose gear
is turned in the required direction by the steering actuator.
When the required degree of turn has been reached, feedback through linkage connected to the
landing gear moves the selector valve input to a neutral position. The nose gear stops turning and the
selected angle is maintained. A steering on/off valve is operated by the nose gear mechanical
indication linkage. The on/off valve is only selected on when the nose gear is locked down. After lift-off
the nose gear is centered by the action of cams in the oleo strut.
WARNING: THE STEERING HANDWHEEL MUST BE FREE FROM OBSTRUCTION DURING

GEAR LOWERING. FAILURE TO MAKE SURE THE HANDWHEEL IS FREE TO
MOVE MAY RESULT IN THE AIRPLANE VEERING OFF THE RUNWAY
IMMEDIATELY ON TOUCHDOWN.
The reason the handwheel must be free from obstruction during gear lowering is that the geometry of
the linkage from the handwheel to the selector valve causes the handwheel to rotate while the gear is
lowering or retracting. The handwheel must be free to turn and to find its neutral position again prior to
the gear locking down.
When the steering on/off valve is selected off, the steering actuator is isolated from the main hydraulic
pressure for the purpose of preventing the gear being turned and striking the wheel bay.

Figure 9
Nose Gear Steering System


Section III
SYSTEMS DESCRIPTION
Sub-section 9
ELECTRICAL POWER
Table of Contents
Page
GENERAL ...................................................................................................... 9-3

CONTROLS and INDICATIONS.................................................................... 9-3
EXTERNAL POWER ................................................................................... 9-3
BATTERY SUPPLIES.................................................................................. 9-4
AMMETERS ................................................................................................ 9-4
Figure 1 - DC Electrical System - De-energized...................................... 9-5
VOLTMETER............................................................................................... 9-6
EXT BATT CHG ON/OFF switch ................................................................. 9-6
Figure 2 - Ground Power Connected with
External Battery Charge Switch ON........................................ 9-7
BATT EMERG-ON-OFF switch ................................................................... 9-8
BATT ISOLATE BATT 1-NORM-BATT 2 switch.......................................... 9-9
Figure 3 - Battery Switch ON................................................................. 9-10
BUS TIE CLOSE-OPEN switch ................................................................. 9-11
GEN 1 AND GEN 2 CLOSE-TRIP switch .................................................. 9-11
Figure 4 - Normal Flight Conditions ....................................................... 9-12
ENGINE START USING EXTERNAL POWER............................................ 9-13
ABORT START.......................................................................................... 9-13
Figure 5 - Internal Start with No. 2 Engine Selected ............................. 9-14
ENGINE START USING BATTERY POWER .............................................. 9-15
WITH A GENERATOR ON LINE ............................................................... 9-15
DC POWER GENERATION ...................................................................... 9-15
SINGLE GENERATOR FAILURE.............................................................. 9-16
DOUBLE GENERATOR FAILURE ............................................................ 9-16
Figure 6 - Single Generator Failure ....................................................... 9-17
Figure 7 - Double Generator Failure...................................................... 9-18
APU GENERATOR (if APU installed) ........................................................ 9-19
OVERVOLTAGE PROTECTION ............................................................... 9-19
Figure 8 - APU (if installed) Generator On-Line .................................... 9-19
AC POWER .................................................................................................. 9-20
CONTROLS and INDICATIONS................................................................ 9-20
STATIC INVERTERS ................................................................................ 9-21
Starting No. 1 Inverter ............................................................................. 9-21
Starting No. 2 Inverter ............................................................................. 9-21
Failure Of A Main Inverter ....................................................................... 9-21
Failure Of Both Main Inverters ................................................................ 9-21
140-590032-0007 Page 9-1
Page
AC POWER DISTRIBUTION .................................................................... 9-22

Figure 8 - Inverter System Busbars - Simplified.................................... 9-22
ALTERNATOR POWER SUPPLY ............................................................ 9-23
Page 9-2 Section III Sub-section 9 140-590032-0007

ELECTRICAL POWER Revision A4: Sep, 2010
GENERAL
The airplane utilizes both DC and AC systems with emergency systems available for certain instrument
and avionics requirements. The 28 VDC system uses a tied-busbar powered from engine driven starter/
generators and backed-up by batteries. A third starter/generator driven from the Auxiliary Power Unit (if
installed) is also available.
Power from the engine-driven generators and the APU generator is distributed by two essential busbar
systems, PS1 and PS2. In normal flight conditions the two PS busbars are tied in parallel by a bus tie
controlled by a BUS TIE switch, selected to CLOSE. Each generator circuit contains a voltage regulator
which stabilizes the busbars at 28 ± 0.75 VDC. With a generator on line, selecting the BUS TIE switch
to CLOSE connects the two PS busbars in parallel. A start busbar links the start power source (either
the ground supply contactor or the internal start contactor) with the individual engine 1 and 2 start
contactor or the APU start contactor. AC power is supplied through two systems, one using inverters,
the other engine driven alternators.
EXTERNAL POWER
A standard three pin 28 VDC external power receptacle is located at the right rear fuselage. For external
starts, a ground power unit capable of supplying 28 VDC with a minimum output of 42 kW (short term
capability of 28 VDC x 1500 AMPS) and having a limiter operating at 1100 AMPS must be used.
Overhead Roof Panel
EXT PWR
ON
OFF
External Ground Power Receptacle
External power is connected to the airplane busbars through a ground power contactor. Contactor
operation is controlled by the EXT PWR switch supplied from the third pin of the external power
receptacle. With external power available and the EXT PWR switch ON and the EXT BATT CHG switch
OFF, the No. 1 and No. 2 batteries are disconnected from the busbars. Selecting the BATT switch to ON
has no effect.
140-590032-0007 Section III Sub-section 9 Page 9-3

Revision A4: Sep, 2010 ELECTRICAL POWER
CAUTION: NO. 1 BATTERY MAY BE EXCESSIVELY DISCHARGED AND DAMAGED IF THE ROOF
SWITCH ON PANEL DA AND THE ENTRY LIGHT SWITCH ON THE FORWARD CABIN
BULKHEAD ARE LEFT ON FOR LONG PERIODS WHILE EXTERNAL POWER IS APPLIED.
THE VESTIBULE ROOF LIGHT AND THE ENTRY LIGHT ARE CONNECTED VIA THEIR
SWITCHES DIRECTLY TO NO. 1 BATTERY AND WILL COME ON IRRESPECTIVE OF THE
POSITION OF THE EXT PWR, EXT BATT CHG OR BATT SWITCHES.
With the EXT BATT CHG switch ON, each battery is connected to its associated busbar (PS1 and PS2)
and charged from the external power supply. The external power cannot be paralleled with the airplane
generators.
BATTERY SUPPLIES
Two 24 VDC, 28 ampere-hour sealed lead acid main batteries, No. 1 and No. 2, are located in the rear
equipment bay. These batteries provide internal power for engine starting and also maintain essential
services in the event of a double generator failure.
NOTE: When the correct emergency drill is carried out together with prompt shedding of non-
essential loads, the batteries can maintain essential services for a minimum of 60 minutes.
In addition to the main battery supplies, three 24 VDC 4 ampere-hour sealed lead acid batteries Nos.
3, 4 and 5 are located in the rear equipment bay. These batteries provide electrical power for the
emergency lighting and essential services during emergency conditions.
Also, one 24 VDC 4 ampere-hour sealed lead acid battery No. 6 is located in the avionics shelf of the
aft cabin. This battery provides electrical power to the Electronic Standby Instrument System (ESIS) in
the event of a double generator failure and the output of the PE busbar being less than 21 VDC.
AMMETERS
Two ammeters are provided in the flight compartment on the overhead roof panel and provide generator
load and battery charge current. Display selection is by operation of push switches labelled AMPS BATT
and 0-40, located between the ammeters. The scale of 0-450A has a yellow segment from 300 to 400A,
and a red segment from 400 to 450A. Each ammeter normally indicates its related generator load.
When the AMPS BATT switch is operated, the battery charge currents are displayed.
If a low charge current (below 40A) cannot easily be read, the 0-40 push switch may also be operated
to select an ammeter range of 0-40A. Release of both switches will revert the ammeter displays to their
respective generator loads on the 0-450A scales.
Overhead Roof Panel

0-40
200 200
300 300
111
1 111
100 AMPS 100
400 400
BATT
A A
DC DC

EXTERNAL POWER
140-590032-0007
ENG 2
ENG 1
OPERATING

OPERATING GROUND POWER
CONTACTOR No. 2
No. 1 APU
STARTER STARTER STARTER
GEN GEN APU START GEN

GEN 1 CONTACTOR APU GEN
FAIL FAIL
GEN LINE GEN LINE

CONTACTOR 2 GEN 2
CONTACTOR 1 STARTER BUSBAR APU GEN
FAIL
CONTACTOR
GEN SHUNT 1 BUS TIE GEN SHUNT 2 APU GEN
CONTACTOR SHUNT
PS1 BUSBAR PS2 BUSBAR

PWR ON BUS TIE
FUSE BATT BATT 1 PUSH FOR OPEN BATT 2 BATT FUSE
Figure 1
SHUNT CONTACTOR ABORT CONTACTOR SHUNT
1 INT START 2
CONTACTOR
ELECTRICAL POWER
BATT 1 BATT 2
Section III Sub-section 9

PE 2
DC Electrical System De-energized

1 BATT 2
BATT 1 EMERGENCY CNTCTR
2
CNTCTR CONTACTORS
POWER POWER
DIODE POWER FUSE DIODE
POWER
DIODE DIODE
PE BUSBAR
Page 9-5
VOLTMETER
A 0-40V voltmeter and selector switches are provided in the flight compartment on the overhead roof
panel. The voltmeter scale has a red segment between 32V and 40V. The voltmeter may display, by
selection on the switches, the voltage of the batteries (1 thru 6), busbars PE, PS1 or PS2. The positions
on the switches are labelled B1, PS1, PE, PS2, B2, XFER and B3, B4, B5, B6, OFF.
Overhead Roof Panel
DC VOLTS
20
10 30
111
40
v
DC
PE B5
PS1 PS2 B4 B6
B1 B2 B3 OFF
XFER
EXT BATT CHG ON/OFF switch

The No. 1 battery is charged from the PS1 busbar, and No. 2 battery is charged from the PS2.
As a generator comes on-line, the associated battery contactor closes automatically and the charge
begins. The batteries may also be charged from an external power source by selecting the EXT BATT
CHG switch to ON.
Rates of charges should be monitored on the generator ammeters during external charging and when
the charge rate drops to less than 5 AMPS the EXT BATT CHG switch should be selected OFF.
During external charging, if the power supply voltage rises or falls beyond preset limits, the charging will
automatically terminate.
Overhead Roof Panel
EXT BATT CHG

ON
OFF

- + +
EXTERNAL POWER
CONTACTOR
ENG 1 ENG 2
No. 1 No. 2 APU
OPERATING OPERATING GEN
GEN GEN
APU START
GEN LINE GEN LINE

GEN 1 CONTACTOR STARTER BUSBAR CONTACTOR GEN 2 APU GEN
FAIL No. 2 FAIL FAIL
No. 1
GEN SHUNT GEN SHUNT APU GEN

No. 1 BUS TIE No. 2 SHUNT
OPEN
TO PS1(a) and PS1(b) TO PS2(a) and PS2(b)

BUSBARS BUSBARS
PWR ON
INTERNAL START
PUSH FOR CONTACTOR
ABORT
BATT 1 BATT 2
CNTCTR BATT 1 BATT 2 CNTCTR
EMERGENCY CONTACTORS PE 2
POWER POWER POWER

POWER DIODE DIODE
DIODE DIODE
PE BUSBAR
Figure 2
Ground Power Connected with External Battery Charge Switch ON
BATT EMERG-ON-OFF switch
With no generators or external power supplying the busbars, selection of the BATT switch to ON will
connect both batteries in parallel to busbar PE via the emergency contactors.
When any generator comes on-line both emergency contactors remain closed. The generator fed PS
busbar is connected to its related battery to commence charging, by closure of the associated battery
contactor.
Both batteries may be charged from one generator by selecting the BUS TIE switch momentarily to the
CLOSE position.
EMERG selection energizes both emergency contactors via independent circuits and connects both
batteries to the PE busbar powering the essential services.
Overhead Roof Panel
BATT
EMERG
ON
BATT 1
CNTCTR
BATT 2 OFF
CNTCTR
EMERG selection - annunciator illuminated
ON selection - annunciator extinguished

BATT ISOLATE BATT 1-NORM-BATT 2 switch
NORM selection closes both battery contactors to permit batteries to charge when the generators come
on line, or external power is available.
Selecting the switch to either BATT 1 or BATT 2 will open the associated battery contactor, to isolate
the battery from its charge source.
The relevant BATT CNTCTR annunciator will illuminate and the ELECT repeater on the MWS will flash.
Overhead Roof Panel
BATT ISOLATE
BATT 1
BATT 1
NORM
CNTCTR
BATT 2
CNTCTR
BATT 2
NORM selection - annunciator extinguished
BATT 1 or BATT 2 selection - annunciator illuminated and the repeater annunciator flashes
ELECT
MWS panel

- + +
EXTERNAL POWER
CONTACTOR
ENG 2 No. 2
No. 1 ENG 1 APU
STARTER STARTER
STARTER OPERATING
OPERATING GEN GEN
GEN
APU START
GEN LINE GEN LINE

GEN 2 APU GEN
GEN 1 CONTACTOR STARTER BUSBAR CONTACTOR FAIL FAIL
FAIL No. 1 No. 2

No. 1 BUS TIE SHUNT
No. 2
OPEN
TO PS1(a) AND PS1(b)

BUSBARS
BUSBARS
PWR ON
PUSH FOR INTERNAL START
CONTACTOR
ABORT
BATT 1 BATT 2
EMERGENCY CONTACTORS
PE 2
POWER POWER POWER

POWER DIODE DIODE
DIODE DIODE
PE BUSBAR
Figure 3
Battery Switch ON

BUS TIE CLOSE-OPEN switch
Following an abnormal electrical condition, selecting the BUS TIE switch to OPEN splits the busbar
system into two single-channel busbars.
Overhead Roof Panel
BUS TIE
CLOSE
BUS TIE
OPEN
OPEN selection - annunciator illuminated
OPEN
CLOSE selection - annunciator extinguished
GEN 1 and GEN 2 CLOSE-TRIP switches

A three position, spring-loaded to center, generator control switch labelled GEN 1 or GEN 2
CLOSE/TRIP is connected into each generator circuit. Operated momentarily to the TRIP position, it
will disconnect its associated generator from the busbars and isolate its field circuit and illuminate the
following annunciators. Operated to the CLOSE position, and held for 5 seconds, will reset the
generator field circuit, and subsequent release to the center position will allow the Generator Line
Contactor (GLC) to close, provided that no fault exists, to connect the generator to the busbars.
Overhead Roof Panel
GEN 1 GEN 2
FAIL and/or FAIL
GEN 1 GEN 2
CLOSE CLOSE
TRIP TRIP

- + +
EXTERNAL POWER
CONTACTOR
ENG 2 No. 2
No. 1 ENG 1 APU
STARTER STARTER
STARTER OPERATING
OPERATING GEN GEN
GEN
APU START
GEN LINE GEN LINE APU GEN

CONTACTOR STARTER BUSBAR CONTACTOR
No. 2
FAIL
No. 1

No. 1 No. 2 SHUNT

BUSBARS
BUSBARS
PWR ON
CONTACTOR
ABORT
BATT 1 BATT 2
EMERGENCY CONTACTORS
PE 2
POWER POWER POWER

POWER DIODE DIODE
DIODE DIODE
PE BUSBAR
Figure 4
Normal Flight Conditions

ENGINE START USING EXTERNAL POWER
Selecting the EXT PWR switch to ON with a suitable external power supply unit will energize all busbars
including the start busbar providing that internal start power has not been previously selected.
Operation of the START PWR push switch illuminates the PWR ON/PUSH FOR ABORT annunciator
and brings the start circuit to a state of readiness for ENGINE START switch selection. This push switch
operation also inhibits an internal start.
A warning horn will sound if the switch is operated and the LANDING GEAR selector is not in the down
position.
Overhead Roof Panel
ENGINE START
START
ENG 1 PWR ENG 2
PWR ON
OPERATING PUSH FOR OPERATING
ABORT
NOTES:
1. No. 1 avionics and other essential loads should only be used prior to engine starting.
2. No. 2 engine is started first and then its generator is used as detailed below.
At ENGINE START switch operation (ENG 1 or 2) the Generator Control Unit (GCU) initiates the start
cycle. Illumination of the OPERATING annunciator indicates completion of the start hold-on circuit,
allowing release of the ENGINE START switch.
With the start busbar connected to the starter/generator, the engine motors. When N2 RPM reaches
10% or more and N1 is indicating, the HP cock is selected open to supply fuel to the engine and also
energizes the igniter unit through the HP cock microswitch.
As the engine reaches self sustaining speed, the GCU initiates a start cut-off sequence. At cut-off, the
OPERATING annunciator extinguishes.
ABORT START
The starting sequence may be aborted at any time by a second operation of the START PWR switch.
This initiates a start cut-off sequence by removing the supply to the GCU and extinguishes the PWR
ON PUSH FOR ABORT and OPERATING annunciators.

- + +
EXTERNAL POWER
CONTACTOR
ENG 1 ENG 2 No. 2

No. 1 APU
GEN OPERATING OPERATING GEN GEN
APU START
GEN LINE GEN 2

GEN 1 GEN LINE
CONTACTOR STARTER BUSBAR CONTACTOR FAIL APU GEN
FAIL No. 2 FAIL
No. 1
GEN SHUNT APU GEN

BUS TIE No. 2
GEN SHUNT OPEN
SHUNT
No. 1
TO PS1(a) AND PS1(b) TO PS2(a) AND PS2(b)

BUSBARS BUSBARS
PWR ON
CONTACTOR
ABORT
BATT 1 BATT 2
POWER POWER POWER

POWER
DIODE DIODE DIODE
DIODE
PE BUSBAR
Figure 5
Internal Start with No. 2 Engine Selected

ENGINE START USING BATTERY POWER (Figure 5)
Selecting the BATT switch to ON energizes PE busbar and makes the battery power available at the
internal start contactor. Operation of the START PWR energizes the internal start contactors which
connect both batteries to the start busbar and brings the system to a state of readiness for ENGINE
START.
When the START PWR switch is operated the integral PWR ON PUSH FOR ABORT annunciator
illuminates and the generator fed busbars and both batteries are connected to the start busbar.
Pushing either ENGINE START switch (ENG 1 or 2) illuminates the OPERATING annunciator and
busbars PS1 and PS2, with the generator, will be disconnected from the start busbar. The engine starter
is then energized from the batteries.
WITH A GENERATOR ON LINE

With a main engine or APU generator on-line, and the BUS TIE closed, the generator and both batteries
will be connected to busbars PS1, PS2 and PE.
Overhead Roof Panel

ENGINE START
START
ENG 1 PWR ENG 2
PWR ON
ABORT
DC POWER GENERATION
Two 28 VDC starter/generators, one driven from each engine, serve as the primary source of power for
the airplane. The generators are self-exciting and each produce a rated power output of 9 kW when the
engine reaches self-sustaining speed. A third starter/generator, driven from the APU (if installed) is also
available. The output voltage of each generator is stabilized by an associated generator control unit
(GCU). The GCUs provide load equalization when the generator outputs are paralleled.
For engine starting, the generator operates as a starter motor powered by a 28 VDC ground supply, or
by the airplane main batteries connected in parallel. At starter cut-off, the generator control unit (GCU)
voltage regulator assumes control of the starter/generator field. Provided the quality of generator output
is satisfactory, an output from the GCU will close the generator line contactor (GLC) connecting the
generator to its associated busbar (PS1 or PS2). When the GLC closes, the related GEN FAIL
annunciator extinguishes.
NOTES:
1. Closure of the GLC is inhibited when busbar voltage is higher than generated voltage
and when EXT POWER is ON.
2. Should the generator have been previously tripped manually, it will require to be
manually reset.

In the event of reverse current, overvoltage, or over excitation faults being detected, the GCU will signal
the GLC to open, thereby removing the faulty system from the busbars and illuminating the relevant
GEN FAIL annunciator.
NOTE: An attempt to reinstate an off-line generator can be made using the GEN CLOSE-TRIP
switch.
SINGLE GENERATOR FAILURE (Figure 6)

A faulty generator may be tripped off-line automatically by its GCU, or by operation of the GEN CLOSE-
TRIP switch to the momentary TRIP position. With the unserviceable generator off-line, operating the
BUS TIE switch to CLOSE closes the BUS TIE contactor so that the serviceable generator feeds
busbars PS1 and PS2 as well as PE.
DOUBLE GENERATOR FAILURE (Figure 7)

Following a double generator failure, both generator contactors open. Both battery contactors also open
to prevent the batteries from powering the non-essential loads on PS1 and PS2 busbars.
The following annunciators will illuminate.

Overhead Roof Panel
BATT 1
CNTCTR
BATT 2 XS 1 XS 2
CNTCTR FAIL FAIL
GEN 1 BUS TIE GEN 2 INV 1 STBY INV INV 2
FAIL OPEN FAIL FAIL ON FAIL
Repeater annunciator flashes
ELECT
MWS panel
Selection of the BATT switch to EMERG connects direct supplies from the batteries to the emergency
contactors to make sure they remain energized closed. These supplies also make sure the battery
contactors are opened, should they have failed to do so due to a fault in the automatic circuits. To
achieve the maximum time on battery power, it is necessary that load-shedding is carried out.
Refer to the Pilot Checklist - EMERGENCY PROCEDURES - for DOUBLE GENERATOR FAILURE.

- + +
EXTERNAL POWER
CONTACTOR
ENG 1 ENG 2 No. 2

No. 1 APU
GEN GEN
APU START
GEN LINE GEN LINE

GEN 1
CONTACTOR STARTER BUSBAR CONTACTOR
APU GEN
FAIL No. 2 FAIL
No. 1

No. 1 No. 2 SHUNT

BUSBARS BUSBARS
PWR ON
CONTACTOR
ABORT
BATT 1 BATT 2
POWER POWER POWER POWER

DIODE DIODE DIODE DIODE
PE BUSBAR
Figure 6
Single Generator Failure

- + +
EXTERNAL POWER
CONTACTOR
ENG 1 ENG 2 No. 2

No. 1 APU
GEN GEN
APU START
GEN LINE GEN LINE GEN 2

GEN 1
CONTACTOR STARTER BUSBAR CONTACTOR FAIL
APU GEN
FAIL No. 2 FAIL
No. 1

BUS TIE No. 2
No. 1 SHUNT
OPEN

BUSBARS BUSBARS
PWR ON
CONTACTOR
ABORT
BATT 1 BATT 1 BATT 2 BATT 2

CNTCTR CNTCTR
POWER POWER POWER POWER

DIODE DIODE DIODE DIODE
PE BUSBAR
Figure 7
Double Generator Failure

APU GENERATOR (if APU installed)
The generator driven by the APU is rated at 28 VDC at 250 AMPS. When the APU is running, operating
the APU GEN switch, located on the APU control panel - vestibule panel inner face, to CLOSE and held
for 5 seconds causes the APU generator contactor to close. The electrical output of the APU is
connected to PS2 busbar and selecting the BUS TIE switch to CLOSE also connects the APU output
to PS1.
OVERVOLTAGE PROTECTION
The GCU overvoltage protection circuit operates when the generator terminal voltage rises above 32.5
VDC. This opens the generator field and signals the GLC to open, disconnecting the generator from its
busbar.
- + +
EXTERNAL POWER
CONTACTOR
ENG 1 ENG 2
No. 1 No. 2 APU
GEN GEN
APU START
GEN LINE GEN LINE

GEN 1 CONTACTOR STARTER BUSBAR CONTACTOR GEN 2
FAIL No. 2 FAIL
No. 1

No. 1 No. 2 SHUNT
TO PS1(a) and PS1(b) TO PS2(a) and PS2(b)

BUSBARS BUSBARS
PWR ON
INTERNAL START
PUSH FOR CONTACTOR
ABORT
BATT 1 BATT 2
POWER POWER POWER

POWER DIODE DIODE
DIODE DIODE
PE BUSBAR
Figure 8
APU (if installed) Generator On-Line

AC POWER
AC power is supplied from two sources:
• DC driven static inverters
• Engine driven alternators

All controls and indicators, with the exception of the ELECT repeater annunciator on the MWS panel,
are located on the AC POWER section of the overhead roof panel. The main inverter START-STOP
switches are three position switches, spring-loaded to the center position.
The illumination of the XE FAIL annunciator will also result in the red flashing MWS master warning
lamps on the glareshield to operate. The ELECT repeater annunciator will flash when any of the
following annunciators illuminate:
Overhead Roof Panel
Repeater annunciator flashes AC POWER
ELECT
XS 1 XE XS 2
MWS panel FAIL FAIL FAIL
FAIL ON FAIL
START ARM START
100
80 120
111
60 140
v
AC
B5 XE
XS1 XS2
B4 B6
STOP OFF STOP
B3 OFF
XFER
The AC VOLTS indicator is calibrated to read from 50 to 150 VAC. Its face has a red segment from 50
volts to 100 volts and another red segment from 130 volts to 150 volts.
Voltage on busbars XS 1, XE and XS 2 may be displayed by selection of the associated voltmeter rotary
switch.

STATIC INVERTERS
Two 1500VA, 115V, 400 Hz. main static inverters, designated No. 1 and No. 2, are installed in the rear
equipment bay. Under normal operating conditions, these main inverters provide power to the airplane’s
AC busbars. A 250VA, 115V, 400Hz. standby inverter is installed in the rear equipment bay to power
essential AC services in the event of failure of both main inverters.
Starting No. 1 Inverter

Momentarily selecting INV 1 switch to the START position causes the following actions:
• Energize No. 1 inverter and connect its output to XS 1 busbar.
• Busbars XE and XS 2 will be supplied from XS 1 via the auto transfer circuit.
• The following annunciators will extinguish: XS 1 FAIL, INV 1 FAIL, XE FAIL and XS 2 FAIL. The
red MWS master warning lamps will also cease to operate.
• Annunciator INV 2 will remain illuminated.
Starting No. 2 inverter

With the No. 1 inverter on-line, momentarily selecting the INV 2 switch to START causes the following
actions:
• Energizes No. 2 inverter.
• Disconnect busbar XS 2 from the output of No. 1 inverter.
• Connect No. 2 inverter output to XS 2 busbar.
• INV 2 FAIL annunciator and the ELECT repeater annunciator to go out.
Failure Of a Main Inverter

Failure of one main inverter results in the related INV FAIL annunciator and ELECT repeater to
illuminate. The auto transfer circuit connects the remaining main inverter to all three busbars.
Failure Of Both Main Inverters

Provided the STBY INV switch is selected to ARM, failure of both main inverters results in the following
actions:
• Energizes the standby inverter and connect its output to XE busbar.
• The STBY INV ON annunciator will illuminate.
• The XS 1, INV 1, XS 2 and INV 2 FAIL annunciators will illuminate, together with the ELECT
repeater.
NOTE: If the standby inverter fails while operating, the XE FAIL annunciator will illuminate and the
MWS master warning lamps will flash.

AC POWER DISTRIBUTION
Two main busbars XS 1 and XS 2 and an essential busbar XE are provided. During normal operation,
busbars XS 1 and XE are fed by No. 1 inverter and XS 2 by No. 2 inverter.
In the event of a single main inverter failure, the remaining main inverter output will be automatically
switched to supply all three busbars. If failure of both main inverters should occur, essential services
supplied from busbar XE will be maintained by the standby inverter.
PS 1 PE PS 2

START START START
STOP STOP STOP
No. 1 INVERTER STBY INVERTER No. 2 INVERTER

FAIL ON FAIL
STALL
VANE
HEAT
XE
XE FAIL
AUTO TRANSFER
XS 1 XS 2
XS 1 XS 2
FAIL FAIL
Figure 8
Inverter System Busbars - Simplified

ALTERNATOR POWER SUPPLY
The AC generated power is supplied from two 208V, frequency wild, three phase alternators, one driven
by each engine. This supply is used to power the windscreen and side screen heating and the vane
heaters.
Each alternator is controlled by an ALTERNATOR 1 or 2 ON/OFF switch located at the top of the ICE
PROTECTION section of the overhead roof panel.
Failure of an alternator is indicated by an ALTR 1 or 2 FAIL annunciator on the overhead roof panel.
Overhead Roof Panel
ALTERNATOR
1 ON 2
OFF


Pro Line 21
Section - III
SYSTEMS DESCRIPTION
Sub-section 10
ENVIRONMENTAL
Table of Contents
Page
GENERAL .................................................................................................. 10-3

BLEED AIR SYSTEM................................................................................. 10-3
ENGINE AIR BLEED ............................................................................... 10-3
MIXING VALVE ........................................................................................ 10-3
MAIN AIR VALVE..................................................................................... 10-3
PRESSURE REGULATOR and SHUT-OFF VALVE................................. 10-4
AIR CYCLE MACHINE............................................................................... 10-4
Figure 1 - Air Supply and Distribution .................................................. 10-5
OVERSPEED PROTECTION .................................................................. 10-7
COLD AIR UNIT (CAU)............................................................................ 10-7
LOW LIMIT TEMPERATURE CONTROL SYSTEM ................................ 10-8
DUCT TEMPERATURE ............................................................................. 10-8
CABIN TEMPERATURE CONTROL SYSTEM ......................................... 10-9
AUTO MODE ........................................................................................... 10-9
MANUAL MODE ...................................................................................... 10-9
FLOOD AIR CONTROL ........................................................................... 10-10
AUXILIARY HEATING SYSTEM ............................................................. 10-11
RAM AIR .................................................................................................. 10-11
REAR EQUIPMENT BAY VENTILATION .............................................. 10-12
CABIN RECIRCULATED AIR SUPPLY.................................................. 10-12
PRESSURIZATION CONTROL SYSTEM ............................................... 10-13
INDICATOR............................................................................................ 10-13
AUTOMATIC CONTROL........................................................................ 10-14
Pneumatic Relay ............................................................................. 10-15
Absolute Pressure Regulators ........................................................ 10-15
MANUAL CONTROL ............................................................................. 10-15
GROUND AIR CONDITIONING ............................................................... 10-15
CABIN DEPRESSURIZATION WARNING .............................................. 10-16
DUMP VALVE ........................................................................................ 10-16
Figure 2 - Pressurization System ...................................................... 10-17


ENVIRONMENTAL Original Issue: Feb, 2002
GENERAL
Bleed air is tapped from both engines and conditioned to acceptable temperature levels by an air
conditioning pack incorporating a three-wheel air cycle machine. Conditioned air is ducted to the flight
compartment and passenger cabin to provide ventilation, heating and pressurization. Temperature
levels, set manually, are automatically controlled.
Pneumatic controls automatically maintain required pressurization (cabin altitude) while manual
controls provide emergency selections of air conditioning and pressurization. On the ground,
conditioned air is supplied by the APU (if installed) and the air cycle machine when the main engines
are not running.
BLEED AIR SYSTEM
ENGINE AIR BLEED

Bleed air from each engine enters the rear equipment bay via two ducts in each pylon. Low Pressure
(LP) air is ducted from a flow limiting venturi to a mixing valve. When both Main Air Valves (MAV) are
selected open, High Pressure (HP) air is ducted from a flow limiting venturi to a solenoid-operated shut-
off valve then to the mixing valve.
MIXING VALVE
The mixing valve regulates HP air (when it is demanded by LP air low pressure) and mixes the HP and
LP air supplies to maintain at the outlet of the valve a minimum pressure of 20 psi and limits the
temperature to approximately 270° C.
The amount of HP air used is dependent on the LP air pressure available. When the LP air pressure
falls to 30 psi, the HP valve is opened but the mixing valve does not mix any HP air into the system until
the LP air pressure falls to 22 psi and below.
MAIN AIR VALVE

Air from each mixing valve is fed through an electrically actuated main air valve (MAV) and a non return
valve (NRV) into a common supply duct. The MAV and HP valve selections are made by means of two
switches, MAIN AIR VLV 1 and MAIN AIR VLV 2, on the overhead roof panel.
The switch selections of CLOSE, LP and OPEN affect the system as follows:
• CLOSE - MAV and HP valve are both selected closed.
• LP ON - MAV selected open and HP valve selected closed.
• OPEN - MAV selected open.

HP valve ‘armed’ but the valve position is controlled by the LP duct pressure switch.

Revision A1: Nov, 2002 ENVIRONMENTAL
MAIN AIR VLV

Overhead Roof Panel
1 OPEN 2
LP
ON
CLOSE
Time delay units are incorporated in the open circuit of the MAVs to prevent an initial surge of air to the
cabin. The No. 1 MAV has a staggered open/delay logic control, and takes approximately 20 seconds
to reach the fully open position. The No. 2 MAV is fast acting but is delayed by 30 seconds before
running fully open in approximately one second.
PRESSURE REGULATOR and SHUT-OFF VALVE

From each main air valve the air is ducted via a non-return valve, and then via a common duct to a
pressure regulator and shut-off valve unit, (PRSOV) and a pressure reducing and flow restricting venturi
to an air cycle machine.
AIR CYCLE MACHINE
The air cycle machine (ACM) consists of a three-wheel cold air unit (CAU), and primary and secondary
heat exchangers which are cooled by ram air. Excess water is removed by a water separator at the exit
from the ACM. To enhance the cooling performance this water is ejected back into the ram air flow
above the primary heat exchanger.
Pressure
Switch
Ram Air Inlet Water (Overspeed
injection protection)
Low Limit Temperature

Control Valve from
Primary PRSOV
Duct Heat Exchanger
Low Limit Compressor
Temperature
Sensor
water
to Cabin separator
Fan
Turbine
Secondary
Heat Exchanger

ENVIRONMENTAL Original Issue: Feb, 2002
Figure 1
Air Supply and Distrubution


ENVIRONMENTAL
OVERSPEED PROTECTION
A pressure switch downstream of the PRSOV, protects the ACM from overspeed should the PRSOV
fail. The pressure switch operates on a rising pressure of 40 psi to signal the No. 2 MAV to close.
The No. 1 MAV remains open and the maximum flow to the CAU is restricted by the venturi in the
No. 1 LP bleed duct.
Closure of the No. 2 MAV will be indicated by the MWS panel annunciator, MAIN AIR VLV 2 illumination.
NOTE: The illuminated MAIN AIR VLV 2 annunciator indicates that the position of the main air valve
No. 2 does not agree with the selection made on the MAIN AIR VLV 2 switch.
The closure of No. 2 MAV results in a decrease in system pressure. To avoid cycling of the valve, a latch
circuit maintains the closed signal. The system can be reset by selecting the MAIN AIR VLV 2 switch
to CLOSE, this action causes the MAIN AIR VLV 2 annunciator to extinguish. If the system pressure
has fallen, No. 2 MAV will subsequently open when the switch is selected OPEN.
COLD AIR UNIT (CAU)

The CAU consists of a fan, a compressor and a turbine mounted on a common shaft. Bleed Air from
the venturi enters the ACM via the primary heat exchanger, which cools the air to an acceptable level
for the CAU.
The primary exchanger is cooled by ram air from an intake at the base of the fin. The cooled air from
the primary heat exchanger enters the CAU compressor, which raises its pressure and temperature
before it is cooled by the secondary heat exchanger. The secondary heat exchanger uses ram air as
the cooling medium.
From the secondary heat exchanger, the air is expanded and cooled through the turbine. The energy
extracted in this process is used to drive the compressor and the fan. The fan is used to draw cooling
air through the ram air system.
At the exit from the turbine, the air temperature is below dewpoint and water is condensed out in the
form of fog. To prevent the formation of ice, the temperature of the air before entry into the water
separator is controlled by the low limit temperature control system. The water separator extracts
approximately 2/3 of the water from the airflow.
The drained water is injected back into the heat exchanger cooling air to enhance the cooling capacity.
The temperature of the air down stream of the water separator is controlled by the cabin temperature
control valve.

LOW LIMIT TEMPERATURE CONTROL SYSTEM
The air temperature at the inlet to the water separator is limited by a control circuit to a minimum
temperature of about 2°C to prevent freezing and subsequent blockage of the water separator. Warm
air is routed from the primary heat exchanger outlet via the Low Limit Temperature Control Valve
(LLTCV) to the inlet of the water separator.
NOTE: In extremely cold conditions the temperature at the inlet may drop as low as -8°C when cabin
temp is set to max cool (auto or manual).
In the unlikely event that freezing would occur at the water separator due to high humidity at
these cold temperatures, the bypass valve in the water separator would open and allow
continued flow.
The operation of the LLTCV is controlled by a low limit control sensor in the duct downstream of the
water separator. The low limit temperature control system operates independently of any other system
and can override cold selections made by the flight crew.
DUCT TEMPERATURE
A DUCT TEMP indicator is connected to a temperature sensor located in the duct downstream of the
silencer. This temperature may be considered as the cabin air inlet temperature.
Should the temperature be exceeded, a duct over temperature sensor, set at 115°C, will cause a DUCT
OVHT amber repeater annunciator to illuminate on the MWS panel, which draws attention to the DUCT
TEMP indicator located on the overhead roof panel.
The over temperature signal will also cause the cabin temperature control valve to be motored fully
closed. When the temperature in the duct falls, normal automatic control is restored and the DUCT
OVHT repeater annunciator extinguishes.
Overhead Roof Panel
DUCT TEMP
+50
0
100
DUCT MWS Annunciator Panel
°C OVHT
DUCT

ENVIRONMENTAL Revision A2: Nov, 2004
CABIN TEMPERATURE CONTROL SYSTEM
Temperature of the air delivered to the cabin may be varied by the flight crew via selections on the
CABIN TEMP AUTO-MANUAL/COOL-HOT temperature selector. AUTO or MANUAL are the two
modes of operation for the cabin temperature system.
AUTO MODE
In the AUTO mode, the required temperature in the cabin is selected by positioning the selector be-
tween COOL and HOT. Temperature is not indicated on the temperature selector, however a full COOL
selection corresponds to 18.32° C (65° F), and a full HOT selection corresponds to 31.1° C (88° F).
A temperature controller using signals from the selector switch, a duct temperature sensor, and a cabin
temperature sensor unit, determines whether an increase or decrease of temperature is required.
Resulting signals from the controller cause the cabin temperature control valve to open or close
accordingly. A CABIN TEMP indicator, on the overhead roof panel, is connected to a temperature bulb
at the right forward cabin bulkhead position. An electrically operated fan draws air through a grill in the
cabin and across the temperature bulb and the cabin temperature sensor. The duct over temperature
limiting sensor and the low limit control system both remain operative in the MANUAL mode.
Overhead Roof Panel
CABIN TEMP
AUTO
20 30
10 40
0 50
°C
COOL HOT
CABIN MANUAL
MANUAL MODE
The MANUAL mode is selected by moving the CABIN TEMP selector through a detent to the MANUAL
spring-loaded center-off position. Holding the selector to either COOL or HOT (as required) directly
controls the position of the cabin temperature control valve. Releasing the CABIN TEMP selector to the
center-off position, stops the cabin temperature control valve in the attained position. The duct over
temperature limiting sensor and the low limit control system both remain operative in the MANUAL
mode.

CAUTION: THE FAN FOR THE TEMPERATURE INDICATOR BULB AND THE CABIN
TEMPERATURE SENSOR IS INOPERATIVE WHEN MANUAL IS SELECTED.
THE DUCT TEMPERATURE SHOULD BE MONITORED TO CHECK THE CABIN AIR

INLET TEMPERATURE IS NOT ALLOWED TO EXCEED FLIGHT CREW AND
PASSENGER COMFORT LEVELS, NOR SHOULD HOT SELECTIONS ACTIVATE
DUCT OVERTEMP LIMITS.
NOTE: In extremely cold conditions the temperature at the inlet may drop as low as -8 C when cabin
temp is set to max cool (auto or manual).
In the unlikely event that freezing would occur at the water separator due to high humidity at
these cold temperatures, the bypass valve in the water separator would open and allow
continued flow.
FLOOD AIR CONTROL
Temperature controlled air enters the pressure cabin through a silencer, a non return valve and an
electrically operated two-way flood open/close valve, which is controlled by a CABIN FLOOD switch on
the overhead roof panel.
Overhead Roof Panel
CABIN
FLOOD
OPEN
CLOSE
With FLOOD OPEN selected, all the conditioned air is supplied to a cabin flood flow outlet, at roof level
at the right rear of the passenger cabin.
With FLOOD CLOSE selected, the air supply to the cabin flood flow outlet is cut-off and temperature
controlled air is supplied to the cabin high level outlets and the flight compartment duct.

AUXILIARY HEATING SYSTEM
The auxiliary heating system supplies the flight compartment with a variable supply of hot air via a heat
augmentor in the main supply system. Control of the auxiliary system valve is by the F/DK VLV switch
on the overhead roof panel.
Overhead Roof Panel
F/DK VLV
OPEN
CLOSE
The supply is tapped from upstream of the main air valve of No. 2 engine via a non return valve. If, while
the flight compartment auxiliary heating valve is open, an overheat of 115° C is detected in the outlet
duct, then the flight compartment auxiliary heating valve is closed, and remains closed until selected
manually open.
RAM AIR
Ram air from the dorsal air intake is used primarily as a cooling medium for the heat exchanger but it
can also be introduced into an unpressurized cabin for ventilation purposes. The cabin supply is ducted
from the ram air intake and fed into the cabin through an electrically operated ram air valve and a non
return valve, and into the flood flow duct.
The ram air valve is controlled by a micro-switch which operates when the DUMP VALVE lever is
selected fully OPEN.
The ram air passes through the CAU heat exchanger assisted by a fan driven by the CAU turbine, and
is ducted to atmosphere through a grille in the airplane skin. If the intake becomes obstructed, a spring
loaded door in the intake duct opens inwards to permit air from the rear equipment bay to enter the
intake and supply the CAU heat exchanger.

REAR EQUIPMENT BAY VENTILATION
A tapping is taken from the dorsal fin air intake to provide an air supply for rear equipment bay
ventilation. There are no controls or indications for this supply.
CABIN RECIRCULATED AIR SUPPLY

An electrically operated fan draws air from the rear of the cabin and recirculates it via individual
controllable outlets on each passenger service unit (one outlet per passenger seat position).
The recirculated air is also supplied to two further outlets in the flight compartment. The fan is controlled
from a CABIN FAN switch in the ENVIRONMENTAL section of the flight compartment overhead roof
panel.
Overhead Roof Panel
CABIN
FAN
ON
OFF

PRESSURIZATION CONTROL SYSTEM
INDICATOR
A triple pointer CABIN pressure indicator is located on the copilot’s instrument panel at the lower right
of the PFD. The three pointers are:
• An "A" pointer which displays cabin altitude.
• A plain white pointer which indicates cabin altitude rate of change.
• A pointer with red and white diagonal hash marks which displays cabin differential pressure.
PFD MFD MFD PFD
Center Instrument
Panel

AUTOMATIC CONTROL
Cabin pressure is controlled by two outflow/safety valves on the rear pressure bulkhead. During normal
operation both valves are automatically controlled, but in the event of system malfunction, manual
control of one outflow/safety valve is available.
Each outflow valve is operated by the differential between the cabin pressure and a reference pressure,
sensed from a CABIN CONTROLLER via a pneumatic relay.
PFD MFD MFD PFD
Center Instrument
Panel
2 1
3
S ALT
26 24
N
28
C A BI
x 10 0 0
AC F T
FT
MIN
CABIN I
CONTROLLER
MAX
RATE
The CABIN CONTROLLER is located on the copilot’s instrument panel, right of the PFD. The controller
has two rotary selector knobs, one at the center and one offset at the bottom left.
The center knob controls the rotation of a dial with an outer and an inner scale. Both scales show
ALTitude graduated in FT x 1000. The outer displays the selected CABIN altitude. With a CABIN altitude
set, the inner scale shows the associated airplane altitude at a nominal cabin differential pressure of
8.55 psi. This will provide a 7500 feet cabin altitude at an airplane altitude of 41,000 feet.
The offset knob labelled RATE and marked with an arrow, is used to adjust cabin altitude rate of change.
The range is from approximately 2000 ft/min, with the knob set at MAX, to 50 ft/min with the knob set
at MIN. Setting the arrow vertically provides a rate of change of approximately 500 ft/min.
During automatic operation, cabin air passes through a filter into the pressure controller. The controller
is connected to ambient via two pneumatic relays and a venturi.

Pneumatic Relay
Each pneumatic relay senses cabin pressure changes as referenced by the pressure controller. These
pressure changes cause the associated outflow valve to operate via an absolute pressure regulator.
The pneumatic relays are connected to a single air jet pump. This pump, operated by engine bleed air,
ensures that the desired differential between the outflow valve reference pressure and cabin pressure
is maintained.
Absolute Pressure Regulators

The absolute pressure regulators are safety devices, set to maintain cabin altitude at 13,500 ± 1500 feet
in the event of system malfunction. In this condition, the regulators operate to prevent further reduction
of the reference pressures. This causes the outflow valves to shut in an attempt to restore cabin
pressure.
MANUAL CONTROL
Manual control of pressurization is achieved by operation of a shut-off valve and a needle valve. The
shut-off valve, labelled PRESSURIZATION CONTROL has two positions, NORMAL and GROUND
TEST. This valve is connected into the ambient bleed to the pressure controller. With NORMAL
selected, the bleed is open and automatic pressurization control is available.
Selecting GROUND TEST closes the controller ambient bleed; this causes the outflow valves to shut.
Subsequently, cabin pressure can be controlled by the needle valve labelled MANUAL CABIN
ALTITUDE CONTROL. This valve connects one of the outflow valves to ambient via a venturi in the
forward luggage bay.
Rotating the MANUAL CABIN ALTITUDE CONTROL valve between INCREASE and DECREASE,
adjusts the pressure differential required to operate the outflow valve and allows a desired cabin altitude
and rate of change to be attained.
GROUND AIR CONDITIONING
With main engine(s) running and MAIN AIR VALVE(S) OPEN or with APU (if installed) running and APU
AIR OPEN, air conditioning is available on the ground by means of a fan-operated venturi. The fan is
electrically-operated and controlled by a PRESSN OVRD - AUTO switch via the landing gear lever lock
circuit.
With the airplane on the ground and AUTO set, the fan operates so the venturi reduces the reference
pressures and causes the outflow valves to open. Air circulates through the cabin with normal
temperature control available. On takeoff, the venturi fan switches off automatically; pressurization
control then operates from the normal pressure differentials. The OVRD position is used to switch off
the venturi fan in the event of auto mode failure, or to achieve cabin pressurization on the ground for
maintenance purposes.
Each outflow valve incorporates an inward relief facility. At a negative pressure differential of 0.5 psi the
outflow valves open to allow reverse flow, at ambient, to enter the cabin. In this condition, the cabin
altitude changes at airplane altitude rate of change irrespective of control settings. Also incorporated in
each outflow valve is a pressure relief valve.
The relief valve cracks open when cabin differential pressure exceeds 8.6 psi, to exhaust outflow valve
reference pressure. This causes the outflow valve to open and restrict the maximum cabin differential
pressure to 8.8 psi In this condition, normal pressurization control is inoperative.

Original Issue: Feb, 2002 ENVIRONMENTAL
CABIN ALTITUDE
(Roof Panel Test Area)
HORN
HORN
ISOLATE
FLAPS 15°
CABIN
ALTITUDE
Normal Datum
Pressure Switch
9300 ft ± 300 ft
CABIN
HIGH
DATUM
High Datum
Pressure Switch
14,000 ft ± 300 ft
CABIN DEPRESSURIZATION WARNING
A normal datum pressure switch operates and illuminates the CABIN ALTITUDE red annunciator on the
MWS panel. A warning horn sounds when the cabin altitude reaches 9300 ± 300 ft. The horn may be
silenced by pushing a HORN ISOLATE button on the left thrust lever knob. A CABIN ALT button, on the
TEST section of the overhead roof panel, is provided for checking the warning system.
NOTE: With flaps lowered beyond 15 °, the depressurization warning horn is electrically isolated.
A second pressure switch is installed to permit take-off and landing at airfields above 9000 ft elevation.
The high altitude datum pressure switch is controlled by an illuminated push button switch labelled
CABIN HIGH DATUM on the copilot’s instrument panel.
When the button is pushed and illuminated, the high altitude datum pressure switch controls the set-
point of the depressurization warning at 14,000 ± 300 ft.
When the push button is not operated and not illuminated, the normal datum pressure switch 9300
± 300 ft controls the set-point.
DUMP VALVE
A butterfly type dump valve on the right sidewall of the nose gear bay can be set between OPEN and
SHUT, by movement of a DUMP VALVE operating lever. The operating lever is located to the right of
FMS No. 2 display screen.
The dump valve is used in conjunction with the ram air supply, (DUMP VALVE lever fully OPEN), to
provide ventilation when the cabin is unpressurized in flight.
Pressure Cabin Shell

PRESSN
OVRD
Cabin Pressure Pressurization
Controller FLT
Low Weight
Air Jet Override
Pressure Pump On
Auxiliary Port Wheels GRD AUTO
Tank Volume Switch
Tank
Vacuum
Valve
Engine Bleed Low
Air Pressure
Fan Venturi Tube Port
Pneumatic Pneumatic
PRESSURIZATION
Relay Relay
CONTROL
MANUAL CABIN NRV NRV
ALTITUDE CONTROL
Absolute Air
Air Filter Pressure
Key
Assembly Regulators Cabin Pressure....................
Cabin Air
Venturi Rate Pressure.......................
Reference Pressure...............
Cabin Air
Inlet Regulated Vacuum.................
Outflow Outflow True Static Atmosphere..........
Low Pressure Safety Valve Safety Valve Control Pressure....................
Port
Atmosphere Atmosphere True Static

Port Bleed Port Atmosphere
Figure 2
Pressurization System


ENVIRONMENTAL
Pro Line 21
Section - III
SYSTEMS DESCRIPTION
Sub-section 11
ICE PROTECTION SYSTEM
Table of Contents
Page
GENERAL ................................................................................................11-3
SYSTEM OPERATION.............................................................................11-3
ROTARY-CUTTER ICE DETECTOR ....................................................11-4
WING SPOTLIGHTS .............................................................................11-4
Figure 1 - Ice Detection Components ................................................11-5
FLUID STORAGE..................................................................................11-6
Warning Annunciators.....................................................................11-6
POWER SUPPLIES...............................................................................11-6
Figure 2 - Airframe Ice Protection System........................................ 11-7
ENGINE BLEED AIR ANTI-ICING .......................................................... 11-8
Warning Annunciators.....................................................................11-8
Figure 3 - Engine Anti-icing System ................................................. 11-9
ICE PROTECTION - WINDSCREENS .................................................. 11-10
ELECTRICAL HEATING SYSTEM......................................................11-10
Figure 4 - Windscreen Electrical Heating ....................................... 11-11
POWER SUPPLIES.............................................................................11-12
PITOT, STATIC, RUDDER BIAS and
AIRFLOW ANGLE SENSOR HEATING ............................................... 11-13
OPERATION........................................................................................11-13
POWER SUPPLIES.............................................................................11-14


ICE PROTECTION Original Issue: Feb, 2002
GENERAL
An airframe fluid ice protection system is provided for the leading edges of the wings and the horizontal
stabilizers. The system is controlled by a single timer switch. An audio warning is given when the system
switches off. Location of components in the vestibule area is shown in Figure 2.
Hot air is used to keep the main engine air intake and starter/generator cooling air intake free of ice with
electric heating provided for windscreens, pitot heads, forward static plates and stall vanes, rudder bias
struts and engine inlet temperature and pressure sensors Pt2 and Tt2.
SYSTEM OPERATION
A WING/TAIL ANTICE timer switch controls an electrically-operated pump for up to 10 minutes. When
initially selected, the first minute of operation is at a high flow rate, after which, the system reverts to
normal flow. If icing conditions still prevail or are expected, and therefore a further period of operation
is required, this should be selected before the timer switch reaches zero.
Using this procedure the system will remain on the normal flow rate, without first delivering a high rate
flow and therefore fluid will be conserved. When the timer switch returns to zero, the pump is de-
energized and a warning chime sounds via the airplane audio system.
Overhead Roof Panel
MINS
10 0
ANTICE ANTICE
LO PRESS LO QTY
MWS Panel
ICE
PROT
NOTE: At very low temperatures (-28° C or less) ice crystals can exist in the atmosphere, but do not
present a hazard. If the airframe ice protection system is used at these low temperatures, the
water/alcohol content of the fluid will evaporate, leaving solidified glycol which together with
the impinging ice crystals can give the appearance of ice. Use of the airframe ice protection
system, under these conditions, is not advisable.
Therefore, operation of the WING/TAIL ANTICE timer switch should be limited to the priming
procedures, and additional use in flight only when weather conditions warrant.

Revision A1: Nov, 2002 ICE PROTECTION
De-icing fluid is drawn from the tank through a suction filter to the pump, and then via a pressure filter
and check valve to the head compensating valve. The head compensating valve ensures equal fluid
pressure at the wings and horizontal stabilizers proportioning units.
Fluid is fed from the head compensating valve to the three proportioning units, one located in each wing,
the other between the horizontal stabilizers. A check valve is incorporated in each proportioning unit
outlet to prevent back-flow when the system is inoperative. Each proportioning unit splits the main flow
down to the requirements of the individual distributor panels. This arrangement makes sure the fluid
supply is maintained to the remaining outlets should a pipe become disconnected.
At each distributor panel, fluid is fed through a metering tube into a cavity. From the cavity the fluid
passes through a micro-porous plastic sheet and through a titanium outer skin of greater porosity to
escape into the atmosphere. Airflow then causes the fluid to spread rearward over the wings and
horizontal stabilizer surfaces.
ROTARY-CUTTER ICE DETECTOR (Figure 1)

Formation of ice is detected automatically after takeoff and manual selection of the detector is available
for operation on the ground.
Power supplies to the ice detector are fed through the weight-on-wheels switch relay system and
controlled by an ICE DET AUTO-OVRD switch. With the switch selected to AUTO, the detector operates
when the airplane becomes airborne. Selecting the switch to OVRD by-passes the weight switch relay
so that the detector runs on the ground and in flight.
NOTE: The ICE DET switch should be selected to OVRD before taxiing in icing conditions.
The ice detector unit consists of an AC powered motor driving a serrated rotor which rotates in close
proximity to a fixed knife-edge cutter.
When ice forms on the rotor, the gap between the rotor and adjacent cutter is filled. The skimming action
of the cutter against the ice causes a rise in motor torque which rotates the motor slightly within its
mounting. Rotation of the motor actuates a microswitch which connects a DC power supply, via a time
delay relay, to illuminate an ICE DETECTED annunciator located on the overhead roof panel. The ice
warning is also indicated on the MWS by the illumination of the ICE PROT repeater annunciator.
Pushing an ICE DET TEST button illuminates both annunciators.
The time delay relay maintains the ice warning signal during intermittent rises in motor torque. When
ice ceases to form, a spring returns the motor to the normal position, the microswitch opens and after
a delay (60 seconds) the warning is cancelled.
WING SPOTLIGHTS (Figure 1)

Two spotlights, one on each wing fairing and controlled by a ICE ON-OFF switch, illuminates the left
and right wing leading edges for night visual inspection.

ICE PROTECTION Revision A1: Nov, 2002
ICE DETECTION
SPOTLIGHT
(Same Right Side)
ROTARY-CUTTER
ICE DETECTOR
Overhead Roof Panel
ICE
DETECTED
ICE DET
MWS Panel
LOGO/ICE AUTO
ICE
L
PROT
O
G
O
Figure 1 OVRD
Ice Detection Components

Original Issue: Feb, 2002 ICE PROTECTION
FLUID STORAGE
De-icing fluid for the system is stored in a tank with an approximate capacity of 10.04 gallons (38 liters).
For a tank indicating full, priming and protection for at least 85 minutes is provided. The fluid contents
indicator on the right side console reads FULL above 8.19 gallons (31 liters), and reads EMPTY when
there are approximately 12 minutes protection still available.
A tank filler cap is accessible from inside the airplane forward of the main entry door. After filling a
completely empty system, the vent valve, located below the tank filler, should be pushed for 10 seconds
to bleed the pump.
NOTE: The vent valve must not be operated while the pump is running.
Warning Annunciators
With the pump running, system low pressure is indicated by the illumination of an amber ANTICE LO
PRESS annunciator on the overhead roof panel and the MWS ICE PROT flashing repeater annunciator.
Overhead Roof Panel
ANTICE ANTICE
LO PRESS LO QTY MWS Panel
ICE
PROT
Fluid low quantity is indicated by the illumination of an amber ANTICE LO QTY annunciator on the
overhead roof panel and the MWS ICE PROT repeater annunciator flashing. When these warnings
occur, 30 minutes of fluid usage remains.
POWER SUPPLIES
Electrical power distribution to the equipment is as follows:
Rotary-Ice Detector .......................................Busbar XS 2
Ice Warning Annunciators .............................Busbar PS2
Left Wing Inspection Spotlight.......................Busbar PS1
Right Wing Inspection Spotlight ....................Busbar PS2

Figure 2
Airframe Ice Protection System

ENGINE BLEED AIR ANTI-ICING
Air is bled from two stages of the engine compressor to provide supplies for:
• Nacelle inlet cowl anti-icing
• Airplane services
An ENG ANTICE ON-OFF switch, located on the roof panel ice protection section, is provided for each
engine. With either or both switches selected to ON, an ICE PROT SELECTED annunciator on the
MWS panel is illuminated.
Each switch controls a servo-operated anti-icing on-off valve. When ON is selected, the following events
occur:
• The anti-icing valve opens and high pressure air is bled from the HP compressor and ducted
forward to anti-ice the nacelle inlet cowl.
• Electrical power is supplied, via the fuel computer switch when set to AUTO, to the Pt2 and Tt2
sensor probe heaters located in the inlet.
• In flight, the engine digital computers are reset to a schedule that incorporates a raised idle rpm to
compensate for the effect on thrust.
• The temperature provided by the A panel windscreen heating film is raised from the normal setting
to ensure adequate anti-icing performance.
Warning Annunciators
With the ENG ANTICE switched ON, low pressure flow into the inlet cowl is detected by a pressure
switch set at 6 psi and indicated by the illumination of the MWS annunciators ENG A/ICE and ICE PROT
repeater. Full details of the bleed air anti-icing system are contained in Sub-section 2 ENGINES.
Overhead Roof Panel
ENG ANTICE
1 ON 2
MWS Panel
ICE PROT ENG 1 ENG 2

SELECTED A/ICE A/ICE
OFF

PE BUSBAR
MWS DIM BUS
ICE PROT
SELECTED
ENG ANTICE
1 ON 2
TO ENGINE DIGITAL
COMPUTER IDLE
2 SEC
SCHEDULE
DELAY
TO Pt2 and Tt2
HEATING CIRCUITS
OFF
ENG 1
A/ICE
PRESSURE
6 PSI
SWITCH
ANTI-ICING
VALVE
PICCOLO TUBE
FROM ENGINE HP BLEED
Figure 3
Engine Anti-icing System

ICE PROTECTION - WINDSCREENS
The two forward facing curved windscreens ('A' screens) and the left and right forward sidescreens ('B'
screens) are anti-iced and anti-misted by electrical heating.
ELECTRICAL HEATING SYSTEM

Power for windscreen and sidescreen heating is supplied from two 208V, frequency wild, three phase
alternators, one driven from each main engine. Each alternator is controlled by an associated
ALTERNATOR 1 (2) ON/OFF switch. The alternator driven from No. 1 engine normally powers the left
windscreen and the right sidescreen; the one driven from No. 2 engine, the right windscreen and the
left sidescreen. If an alternator fails, the other automatically supplies both windscreens, but both
sidescreens are disconnected. Alternator failure is indicated by the illumination of an associated ALTR
FAIL 1 (2) annunciator and the MWS ICE PROT repeater annunciator.
The two forward facing panels of the windshield each incorporate a gold film heating element. Power
supplies, from the alternator to the elements, are controlled by SCREEN HEAT ON-OFF switches (L or
R). With SCREEN HEAT ON, the panel temperature, detected by integral sensing elements, is
regulated by thermal controllers, one for each windscreen.
In the event of overheat occurring in a panel, a related SCREEN OVHT annunciator and the MWS ICE
PROT repeater annunciator will illuminate. At the same time, a relay operates to disconnect the power
supply to the overheating element.
When the airplane is on the ground or in flight without ENG ANTICE selected, the windshields are
heated to a lower temperature setting. In flight, with ENG ANTICE selected, the temperature is
controlled at a higher value.
Overhead Roof Panel

ALTERNATOR
1 ON 2
OFF
SCREENHEAT
1 ON 2
L SCREEN R SCREEN ALTR 1 ALTR 2

OVHT OVHT FAIL FAIL
SIDE SCRN
OVHT
OFF
MWS Panel
ICE
PROT

ICE PROTECTION Original Issue: Feb, 2002
Figure 4
Windscreen Electrical Heating

POWER SUPPLIES
Power distribution to the equipment is as follows:
PE busbar supplies:
• ALTR 1 (2) FAIL annunciators.
• L (R) SCREEN OVHT annunciators.
• SIDE SCRN OVHT annunciator MWS ICE PROT repeater annunciator SCREEN HEAT L ON/OFF
control PS2 busbar supplies.
• SCREEN HEAT R ON/OFF control.
No. 1 engine alternator supplies:

• Left windscreen panel heat normal power supply.
• Right sidescreen panel heat supply.
No. 2 engine alternator supplies:

• Right windscreen panel heat normal power supply.
• Left sidescreen panel heat supply.

PITOT, STATIC, RUDDER BIAS STRUT and AIRFLOW ANGLE SENSOR HEATING
Ice protection in the form of electrical heating is provided for the following:
• Two pitot heads, one located each side of the forward fuselage.
• Two forward static plates, one located each side of the nose section.
• Two rudder bias struts, connected to the rudder quadrant.
• Two airflow angle sensors, one located each side of the forward fuselage.
OPERATION
Each pitot head contains an electrical heating element controlled by a PITOT/VANE HEAT L or R ON-
OFF switch. Each switch also controls one element of a double element heating muff installed on each
of the two rudder bias struts.
L & R PITOT HTR FAIL annunciators illuminate with the MWS ICE PROT repeater annunciator flashing
whenever a PITOT/VANE HEAT L or R switch is OFF, or when both switches are ON and the current
draw by either pitot head element is insufficient.
Annunciator dimming is via the MWS dimmer.
A single ammeter and a L-R selector switch are provided. Selecting L or R connects the ammeter to the
associated pitot head heater circuit. With PITOT/VANE HEAT switched ON for at least 1 minute,
readings of between 5 and 10 amps indicate satisfactory operation of the pitot heaters only. Actual
power consumption depends on the ambient temperature. The rudder bias heaters are not connected
to the ammeter.
The left and right forward static plates are electrically heated. The electrical power supply to the heating
element of each static plate is via a relay controlled by the PITOT/VANE HEAT R switch, and the weight
switch relay system. Heating is only available when the airplane is in flight.
Ice protection for each airflow angle sensor is provided by a vane heater element, and a case heater
element. The case heater element is thermostatically controlled.
The power supply to the heater elements is 115 VAC, and is derived as follows:
(1) Two windscreen alternators on line: left sensor elements from No. 1 alternator - right sensor
elements from No. 2 alternator.
(2) One windscreen alternator off line and No. 1 and No. 2 inverters on line: elements of both sensors
from No. 2 inverter.
(3) One windscreen alternator off line, and either No. 1 or No. 2 inverter off line: elements of both
sensors disconnected.
The heating elements of each airflow angle sensor are controlled by an associated PITOT/VANE HEAT
L or R switch.
A vane heater failure is indicated by the lighting of an associated L or R VANE HTR FAIL annunciator,
and the MWS ICE PROT repeater annunciator.

Revision A1: Nov, 2002 ICE PROTECTION
Overhead Roof Panel

6 9
111
3 12
0 15
v
PITOT AMPS
L R
PITOT/VANE HEAT
L ON R
L VANE R VANE
HTR FAIL HTR FAIL
L PITOT R PITOT
MWS Panel
HTR FAIL HTR FAIL
ICE
OFF PROT
POWER SUPPLIES
DC power supplies to the pump and chime unit are taken from busbar PS2. Supplies to the
ANTICE LO PRESS, ANTICE LO QTY annunciators and the MWS ICE PROT repeater
annunciator is taken from busbar PE.
The fluid contents indicator is supplied from busbar PE when the airplane is on the ground, and
busbar PS2 when in flight. Switching of power supplies is controlled by a weight-on-wheels
microswitch.

Pro Line 21
Section - III
SYSTEMS DESCRIPTION
Sub-section 12
OXYGEN SYSTEM
Table of Contents
Page
GENERAL ................................................................................................. 12-3

Figure 1 - Oxygen Cylinder Assembly ................................................ 12-3
Figure 2 - Oxygen System .................................................................. 12-4
SERVICING ............................................................................................... 12-5
Figure 3 - Oxygen Box Assembly ....................................................... 12-5
OPERATION ............................................................................................. 12-6
Figure 4 - Flight Compartment Oxygen Panel on Left Console .......... 12-6
PORTABLE OXYGEN SMOKE SET ...................................................... 12-7
Figure 5 - Portable Oxygen Smoke Set .............................................. 12-7
FLIGHT CREW SUPPLY ........................................................................ 12-8
Mask - Regulator.............................................................................. 12-8
Figure 6 - Oxygen Mask and Regulator (Mod. No. 25A025A) ............ 12-8
Goggles............................................................................................ 12-9
Figure 7 - Smoke Goggles and Mask-Regulator ................................ 12-9
THERAPEUTIC SUPPLY ....................................................................... 12-9
PASSENGER SUPPLY ........................................................................ 12-10
Figure 8 - Passenger Oxygen Box Locations and Mask Stowage.... 12-10
Figure 9 - Oxygen Mask Folding and Stowage................................. 12-11


OXYGEN SYSTEM Original Issue: Feb, 2002
GENERAL
Two 750 liter oxygen cylinders (with provision for a third 750 liter cylinder) are mounted in the rear
equipment bay between frames 24 and 25. The cylinders are charged to 1800 psi and normally supply
oxygen to two quick-release sockets in the flight compartment, two therapeutic outlets and eight drop-
out mask units in the passenger cabin and one drop-out mask unit in the toilet compartment.
OPTIONAL 750 LITER

OXYGEN CYLINDER
TAIL
750 LITER
OXYGEN
CYLINDERS
FRAME 24
VENT HOSE
SCREENS
BLANKING PLUG IF
SEALED BOX BLANKINGTHIRD
PLUG IF 3rd CYLINDER NOT INSTALLED
CYCLINDER
IS NOT
Figure 1
Oxygen Cylinder Assembly
An automatic shut-off valve is located in the oxygen box assembly (Figure 3) which will shut-off the
supply of oxygen should there be a rupture of the supply pipeline downstream of the valve. Provision
is made to install a regulator and quick-release socket in the forward vestibule cabinet for a third crew
member, a drop-out mask in the vestibule, and for additional drop-out mask units in the passenger
cabin depending on the number of seats.
Cylinder pressure is reduced to a nominal 70 psi by a pressure regulator incorporating a relief valve
operating at 90 psi. The pressure regulator has an integral grounding lug attached to two bonding leads
from the adjacent system piping.
The supply for the therapeutic outlets is taken directly from the pressure regulator. The drop-out masks
supply is taken from the pressure regulator through a baromatic valve and the passenger supply valve.
The baromatic valve automatically causes the masks to fall to the half-hang position at a certain cabin
altitude and can be operated manually to release the masks at any altitude.

Original Issue: Feb, 2002 OXYGEN SYSTEM
750 LITER
OXYGEN CYLINDERS
750 LITER
OXYGEN
CYLINDERS
NOTE: A blanking plug is installed if an optional cylinder is not installed.
Figure 2
Oxygen System

SERVICING
The oxygen cylinders are charged through a charging valve in the oxygen box assembly which is
situated in the right hand rear fuselage between frames 24 and 25.
A contents indicator is mounted next to the charging valve. The charging supply passes through a line
filter and bursting disc assembly before joining the pipeline from the cylinders to the automatic shut-off
valve.
The automatic shut-off valve is also located in the oxygen box assembly and is provided to shut off the
oxygen supply should there be a rupture of the supply pipeline downstream of the valve.
All system piping is made from stainless steel or light alloy, except for hoses which connect the oxygen
cylinders, drop-out mask units, therapeutic outlets, and the mask quick-release sockets.
Figure 3
Oxygen Box Assembly

OPERATION
Oxygen from the storage cylinders is fed to the master SUPPLY valve on the flight compartment oxygen
panel on the left console.
Opening the master SUPPLY valve allows oxygen to flow to the contents indicator and the pressure
regulator, then, at 70 psi to the combined mask-regulators, therapeutic outlets and the baromatic valve.
1/2
1/4 3/4
EMPTY FULL
OXYGEN
OXYGEN
CONTENTS
PASSENGER SUPPLY
EMERGENCY
PU L L
SUPPLY
TEST
PULL TO OPERATE
PUSH FOR OFF ON
Figure 4
Flight Compartment Oxygen Panel on Left Console

PORTABLE OXYGEN SMOKE SET
The Puritan-Zep portable oxygen smoke set comprises a single 312 liter capacity oxygen cylinder and
a smoke mask. The cylinder rests in a fixture secured to the rear of the flight compartment right console.
Pre-Mod. 252939: The top of the cylinder is secured to the forward face of panel DA by a toggle
fastener.
Post-Mod. 252939: The cylinder is secured by a toggle fastener, and hinged bracket which covers
electrical power points on panel DA.
NOTE
GOGGLE STOWAGE ON
LEFT SIDE SIMILAR
MASK
STOWAGE
2nd FLASHLIGHT
OXYGEN
CYLINDER
HINGED OXYGEN
CYLINDER MOUNTING PANEL
PANEL DA
FORWARD
Figure 5
Portable Oxygen Smoke Set

FLIGHT CREW SUPPLY
Mask-Regulator
Under normal flight conditions the mask-regulator is selected to the —N“ position. At this setting the ratio
of oxygen to air increases with an increase in altitude until at approximately 30,000 feet, when 100%
oxygen is supplied.
Between 35,000 and 41,000 feet 100% oxygen at a positive pressure is automatically maintained.
However, 100% oxygen is available at any altitude when the mask regulator is selected to the 100%
position.
Turning the mask regulator knob to EMERGENCY provides a 100% oxygen supply under positive
pressure. The regulator can be functionally tested by setting the selector to the 100% position and
pushing the regulator knob to TEST position. The flow of oxygen can be checked by feel; the test can
be carried out with the mask in its stowage.
Figure 6
Oxygen Mask and Regulator (Mod. No. 25A025A)

Goggles
Combined smoke goggles and mask-regulators are provided for the flight crew with the goggles stowed
in the flight compartment left and right side consoles.
NOTE: Headsets and hats must be removed before donning oxygen masks.
Figure 7
Smoke Goggles and Mask-Regulator
THERAPEUTIC SUPPLY
Oxygen for therapeutic use is available at two self-sealing outlets in the passenger cabin. These outlets
incorporate a check valve, spring-loaded against its seating and sealed by two sealing rings.
When the bayonet adapter of the therapeutic mask is inserted, the hollow probe of the adapter unseats
the check valve and enters the sealing rings. Oxygen then flows to the mask as shown by an indicator
integral with the mask hose.

Revision A1: Nov, 2002 OXYGEN SYSTEM
PASSENGER SUPPLY
The emergency drop-out passenger mask unit consists of a mask and hose assembly and an
emergency mask stowage. The emergency mask stowage boxes are provided in the airplane ceiling
structure above the passengers' heads and supply oxygen to the single face masks. The stowage
opens automatically or manually and allows the mask to drop into the half hang position during an
emergency.
The mask has a lightweight molded face-piece which can be held against the face with one hand. Metal
plates on either side of the base give it support and secure a filter. The mask supply hose assembly
consists of two hoses joined by the flow indicator. When the mask is in the stowed position, the flow
indicator is held in the carrier clip in the stowage box. In this position the check valve in the flow indicator
is held closed and prevents flow of oxygen.
DETAIL A DETAIL B
Figure 8
Passenger Oxygen Box Locations and Mask Stowage

Figure 9
Oxygen Mask Folding and Stowage


Pro Line 21
Section - III
SYSTEMS DESCRIPTION
Sub-section 13
LIGHTING SYSTEMS
Table of Contents
Page
GENERAL ................................................................................................. 13-3

ENTRANCE LIGHTING............................................................................. 13-3
Figure 1 - Main Entry Doorway Lighting and Controls ........................ 13-3
FLIGHT COMPARTMENT LIGHTING ...................................................... 13-4
INSTRUMENT and PANEL LIGHTING .................................................. 13-4
Figure 2 - Flight Compartment Lighting .............................................. 13-5
Figure 3 - Flight Compartment Bulkhead Lighting .............................. 13-6
WANDER LIGHT .................................................................................... 13-6
SPOTLIGHT ........................................................................................... 13-6
CHART LIGHTS ..................................................................................... 13-6
STORM LIGHTS..................................................................................... 13-6
PAD LIGHTS .......................................................................................... 13-6
STANDBY LIGHTING............................................................................. 13-7
EMERGENCY LIGHTING....................................................................... 13-7
AUXILIARY POWER UNIT PANEL LIGHTING (if installed)................... 13-7
FLIGHT COMPARTMENT LIGHTING POWER SOURCES Table 1: ... 13-7
PRINCIPAL DIMMER CONTROLS Table 2: ......................................... 13-8
ANNUNCIATORS ................................................................................... 13-9
GALLEY LIGHTING ................................................................................ 13-10
Figure 4 - Typical Galley................................................................... 13-10
PASSENGER CABIN LIGHTING............................................................ 13-11
GENERAL LIGHTING........................................................................... 13-11
READING LIGHTS ............................................................................... 13-11
AISLE FLOOD LIGHTING .................................................................... 13-11
WARDROBE LIGHTING....................................................................... 13-11
VESTIBULE LIGHTING ........................................................................ 13-11
PASSENGER NOTICES ...................................................................... 13-11
STANDBY LIGHTING........................................................................... 13-11
CABIN LIGHTING POWER SOURCES Table 3: ................................. 13-12
EMERGENCY LIGHTING (if installed) .................................................. 13-13
TOILET COMPARTMENT LIGHTING .................................................... 13-14
Figure 5 - Toilet Compartment.......................................................... 13-14
AFT BAGGAGE COMPARTMENT LIGHTING....................................... 13-15
REAR EQUIPMENT BAY LIGHTING ..................................................... 13-15
MISCELLANEOUS INTERIOR LIGHTING and CONTROLS................. 13-15

Initial Issue: Feb, 2002
Page
Figure 6 - Interior Lighting Control Panel .......................................... 13-15

EXTERIOR LIGHTING............................................................................. 13-16
NAVIGATION LIGHTS .......................................................................... 13-16
ANTI-COLLISION BEACONS ............................................................... 13-16
LANDING and TAXI LIGHTS ................................................................ 13-16
WING ICE-INSPECTION SPOTLIGHTS .............................................. 13-16
Figure 7 - Exterior Lighting Control Panel ......................................... 13-16
Figure 8 - Exterior Lighting................................................................ 13-17
STROBE LIGHTS ................................................................................. 13-18
LOGO LIGHTS (if installed) .................................................................. 13-18
BOARDING LIGHT ............................................................................... 13-18
PULSE LIGHT ....................................................................................... 13-18
EXTERIOR LIGHTING POWER SOURCES Table 4: .......................... 13-19

LIGHTING SYSTEMS Revision A1: Nov, 2002
GENERAL
Particular lighting installations may vary from the standard installation. This section provides a typical
installation of interior and exterior lighting.
ENTRANCE LIGHTING
Entrance lighting is provided by a step light mounted on the rear face of the forward cabinet and a twin
light assembly mounted in the vestibule roof. Lights are installed in the main entry doorway top and
bottom step risers. Switching is by an ENTRY LIGHTS switch on an interior lighting control panel
located straight across from the entry door, left of the refuel panel.
ENTRY
LIGHTS
Refuel Panel
AISLE
(Shown Open)
LIGHTS
LIGHTING VEST
FIXTURES LIGHTS
BRT
UP
LIGHTS
DIM
GALLEY
MASTER
CABIN
LIGHTS
O’RIDE
Interior Lighting Control Panel

Main Entry Doorway
Figure 1
Main Entry Doorway Lighting and Controls

Revision A1: Nov, 2002 LIGHTING SYSTEMS
FLIGHT COMPARTMENT LIGHTING
INSTRUMENT and PANEL LIGHTING (Figure 2)

Circuit control for the electroluminescent display panels, instruments and the pedestal lighting is
provided by a “successive action” LTS MASTER push button switch on the overhead roof panel and the
dimming controls on the overhead roof panel and the left and right glareshields. The LTS MASTER
switch incorporates an ON caption, which illuminates when pushed.
The main instrument panel and glareshield panel lighting is provided by electroluminescent display
panels individually attached to the instrument panels and the glareshield.
The instrument electroluminescent display panels are controlled by the two rotary dimmer switches
located on the left and right glareshield side control panels and labelled INSTRUMENT PANEL -
PANELS. The glareshield side and upper electroluminescent display panels are controlled by the two
rotary dimmer switches located on the left and right glareshield side control panels and labelled
GLARESHIELD PANEL.
Floodlights and emergency lights are mounted on brackets in two places on each lower canopy rail and
in four places under the main instrument panel glareshield. The flood lights are controlled by a rotary
dimmer switch located on the left and right glareshield side control panels and labelled PANEL LTS -
FLOOD. The emergency lights are controlled by a three position switch on the left and right glareshield
side control panels and labelled PANEL LTS - EMERG/OFF/STORM.
The panel-mounted instruments have integral lights controlled by the two rotary dimmer switches
located on the left and right glareshield side control panels and labelled INSTRUMENT PANEL - INST.
The primary flight displays and the multi-function displays have integral lighting and are controlled by
the two rotary dimmer switches located on the left and right glareshield side control panels and labelled
INSTRUMENT PANEL - DISPLAYS.
Where a requirement for panel or instrument lighting is desirable and no integral lighting exists,
panel-mounted pillar lights are utilized. These are controlled by a rotary dimmer switch located on the
left glareshield side control panel and labelled PEDESTAL.
The pilot side console lighting is controlled by a rotary dimmer switch located on the left glareshield side
control panel and labelled CONSOLE - PANEL. The copilot side console lighting is controlled by rotary
dimmer switches located on the right glareshield side control panel and labelled CONSOLE - PANEL
and DIGIT.
The overhead roof panel lighting is provided by two electroluminescent display panels individually
attached to the rear and forward panels. The roof panel instruments have integral lights. The overhead
roof panels and instrument lighting is controlled by two rotary dimmer switches located on the right side
of the overhead roof panel labelled PANEL DIM and INSTR DIM.

LIGHTING SYSTEMS Original Issue: Feb, 2002
NOTE:
FOR INDIVIDUAL INSTRUMENT CVR
PANEL ARRANGEMENTS MIKE
INCLUDING ELECTROLUMINESCENT CVR
MIKE
PANELS REFER TO CHAPTER 31
FD BARS
GLARESHIELD
<
FD BARS PANEL
ANNUN GLARESHIELD +
<
BRT PANEL
+ DIM
INSTRUMENT PANEL
PANELS INST DISPLAYS
INSTRUMENT PANEL
CONSOLE
FLIGHT ANNUN PAD PANEL DIGIT
CONSOLE TEST STANDBY COMPASS
PANEL PAD MIC ATC
INTEGRAL LIGHT
LAMP KEY IDENT
ATC MIC
IDENT KEY PEDESTAL
CHARTLIGHT
LAMP CHART LAMP
CHART LIGHT
CHART PANEL LTS
FLOOD EMERG
PANEL LTS PANEL DIM OFF
EMERG FLOOD MASTER LIGHT SW STORM
OFF
STORM
INSTR DIM
PAD
PAD LAMP
LIGHT PAD
PAD LIGHT
LAMP
F
L
A
N
D
I
N
G
A
B
G
E
A
R
STORM
STORM LIGHT
LAMP STORM
STORMLAMP
LIGHT
INST PANEL
STORM
FLOOD LIGHT
LAMPS
SIDE CONSOLE INST PANEL

FLOODLIGHT
FLOOD LAMP FLOOD
FLOOD LAMPS
LIGHTS
SIDE CONSOLE INST PANEL

EMERGENCY LIGHT EMERGENCY
EMERG LAMPS LIGHT
(RH SIDE (LH SIDE (LH SIDE
C SIMILAR) B SIMILAR) A SIMILAR) M5532
HA00B995356AA
Figure 2
Flight Compartment Lighting

Original Issue: Feb, 2002 LIGHTING SYSTEMS
CHART/WANDER
LIGHT SWITCH WANDER LIGHT
SOCKET
STORM LIGHT
SPOTLIGHT
PANEL DA SWITCH
Looking Aft
SPOTLIGHT
(DA PANEL LIGHTING)
Figure 3
Flight Compartment Bulkhead Lighting
WANDER LIGHT (Figure 3)

A CHART/WANDER LIGHT three position switch plus a wander light socket is located on the upper
inward face of panel DA. The wander light is stowed in the right glove compartment and power is
supplied from the PE busbar.
SPOTLIGHT (Figure 3)
A bull’s-eye type spotlight, with universal mounting, is installed on the forward face of the flight
compartment left bulkhead with a control switch provided directly above. The primary use of the
spotlight is to light the inward face of panel DA. Electrical power is supplied from the PE busbar.
CHART LIGHTS (Figures 2 & 3)

Two chart lights, one for each crew member, are mounted on the crew services panel. The lights are
controlled by either the associated dimmer controls, also located on the crew services panel, or the
CHART/WANDER LIGHT switch, located on the inward face of the right bulkhead, panel DA. The
CHART/WANDER LIGHT switch will override the dimmer controls and turn both lights to full intensity.
Electrical power is supplied to the chart lights from the PE busbar.
STORM LIGHTS (Figures 2 & 3)

Storm lighting is provided to give high intensity white light to prevent crew flash blindness during
lightning conditions. The lights are installed above the pilot and copilot instrument panels, on the flight
compartment right bulkhead and one above each side console. The EMERG-OFF-STORM switches
located on the left and right glareshield side panels control all storm lights when STORM is selected.
Electrical power for the lights is supplied from the PS2 busbar.
PAD LIGHTS (Figure 2)

Two pad lights are mounted, one on each upper canopy rail, and are controlled by rotary dimmer
switches located on the left and right glareshield panels labelled PAD. The left pad light is supplied from
the PS1 busbar and the right from the PS2 busbar.

STANDBY LIGHTING
Electrical power for standby lighting is available when the PE busbar is energized. The following lights
are connected to the PE busbar, and are switched by their normal operating switches to provide standby
lighting.
• Standby compass (E2B) light

• Chart lights
• Spotlight
• Wander light
EMERGENCY LIGHTING
Electrical power for the flight compartment emergency lights, positioned on the lower canopy rail and
under the instrument panel glareshield, is supplied from the essential busbar PE. The emergency lights
provide the vital instrument panel fascia lighting and are controlled by the STORM-OFF-EMERG
switches mounted on the left and right glareshields, when selected to EMERG.
AUXILIARY POWER UNIT PANEL LIGHTING (if APU installed)

The translucent APU panel is illuminated from behind by parallel wired bulbs. These bulbs illuminate
when the APU master switch is ON.
FLIGHT COMPARTMENT LIGHTING POWER SOURCES

Table 1
PS1 Busbar
Flood lights
Left pad light
Left and right glareshield side and upper display electroluminescent panels
Left, center and right main panel instrument lighting
E2B compass (NORM)
Center console pillar and panel lights
Center console instrument lighting
Overhead Roof panel lighting
PS2 Busbar
Storm lights
Right pad light
Overhead Roof panel instrument lighting
Left, center and right main instrument panel electroluminescent display panels
PE Busbar
Emergency lights
Chart lights
Spotlight
DA panel wander light
Annunciator Brt/Dim supply 1
Annunciator Brt/Dim supply 2
E2B compass (EMERG)

PRINCIPAL DIMMER CONTROLS
Table 2
Dimmer Supply
Panel Lighting Service
(voltage) Busbar
Overhead Roof Panel *INSTR DIM Overhead roof panel PS2

(5 VDC) instrument integral lighting
*PANEL DIM E2B compass lighting PS1

(5 VDC) (NORM)
Overhead roof forward panel
lighting
Overhead roof main panel
lighting
Left Glareshield PAD Left pad light PS1

(28 VDC)
*GLARESHIELD PANEL Left glareshield side and PS1

(5 VDC) upper electroluminescent
panels
*INSTRUMENT PANEL Left electroluminescent PS2

PANELS panels
(5 VDC) Center electroluminescent
panels
*INSTRUMENT PANEL Secondary flight display PS1

INST Angle of attack
(5 VDC) Brake pressure indicator
Outside air/Fuel temperature
indicator
INSTRUMENT PANEL Left PFD -

DISPLAYS Left MFD
(28 VDC)
PANEL LTS FLOOD Left and center flood lights PS1

(28 VDC)
PANEL LTS Emergency lights or storm PE (emerg)

EMERG/OFF/STORM lights PS2 (storm)
(28 VDC)
*PEDESTAL Control pedestal pillar lights PS1

(5 VDC) Display panel lighting
CONSOLE - PANEL Pilot console lighting PS1
* Circuits controlled by LTS MASTER switch through relays.

Dimmer Supply
Panel Lighting Service
(voltage) Busbar
Right Glareshield PAD Right pad light PS2

(28 VDC)
*GLARESHIELD PANEL Right glareshield side and PS1

(5 VDC) upper electroluminescent
panel
*INSTRUMENT PANEL Right electroluminescent PS2

PANELS panels
(5 VDC) Center electroluminescent
panels
*INSTRUMENT PANEL Cabin pressure controller PS1

INST Triple indicator gauge
(5 VDC)
INSTRUMENT PANEL Right PFD -

DISPLAYS Right MFD
(28 VDC)
PANEL LTS FLOOD Right and center flood lights PS1

(28 VDC)
PANEL LTS Emergency lights or storm PE (emerg)

EMERG/OFF/STORM lights PS2 (storm)
(28 VDC)
CONSOLE - PANEL - DIGIT Copilot console lighting PS2
* Circuits controlled by LTS MASTER switch through relays.
ANNUNCIATORS
The lighting intensity control for the MWS annunciators is provided by a dimmer and a switch located
on the center instrument panel. A MWS DIM FAIL annunciator is positioned at the top of the left
instrument panel. The MWS ANNUN test push switch is located on the test panel at the top of the
overhead roof panel and will illuminate most of the annunciators at full intensity. For details of the
operation of annunciators associated with the master warning system, refer to Sub-section 1 - MASTER
WARNING SYSTEM.
The lighting control of the MWS annunciators is by variable dimming effected by a rotary MWS DIM
control in conjunction with a NORM - DIM OVRD switch. Should the dimming circuit fail, resulting in loss
of light to the annunciator, the NORM - DIM OVRD switch may be selected to the OVRD position; this
effectively bypasses the dimming circuit and connects a 28 VDC supply direct to the annunciators. Both
power supplies are taken from the PE busbar.
The flight annunciator illumination intensity is controlled by the ANNUN BRT/DIM switch located on the
left side glareshield panel. This switch also controls the landing gear and wheel brake emergency
annunciator illumination levels.

GALLEY LIGHTING (Figure 4)
An incandescent light strip is installed on the back of the upper shelf of the upper galley section and
controlled by the GALLEY UP LIGHTS switch on the galley switch panel. The galley work lighting is
provided by a twin fluorescent light assembly to illuminate the working surface and controlled by the
GALLEY WORK LIGHTS switch on the galley switch panel.
The circuit breaker panel is located in the galley circuit breaker compartment.
GALLEY SWITCH PANEL
GALLEY GALLEY COFFEE WATER

UP WORK HEAT HEAT
LIGHTS LIGHTS SWITCH PANEL
CUSTOM WATER
CONTAINER
MINIATURES
MICROWAVE CUP
DISPENSERS
COFFEE
COUNTER BREWER
STORAGE
PULL OUT
WORK
SANDWICH SURFACE UTENSILS
TRAY
CONDIMENTS
DRAWER
MISC.
MISCELLANEOUS
STORAGE
STORAGE ICE / COLD
STORAGE
PLATES WASTE
WINE / SPIRITS
NAPKINS
STORAGE
BOWLS
SODA CANS
M6356_0
HA03C
014655AA.AI
Figure 4
Typical Galley

PASSENGER CABIN LIGHTING
GENERAL LIGHTING
NOTE: For the position of lights and switches refer to Figure 1 or Figure 3 and for details of power
supplies refer to Table 1.
Passenger cabin general lighting is provided by left and right roof-mounted fluorescent tubes.
Two inverter/ ballast units provide momentary high voltage outputs to four power units to enable the
lights to become fully illuminated. The roof-mounted light installations each contain two fluorescent
tubes, one tube of each installation being supplied from the left-hand inverter ballast unit and the other
from the right-hand inverter ballast unit. This arrangement ensures continuity of lighting in the event of
failure of a lighting supply.
READING LIGHTS
An individual reading light and push switch is provided above each passenger position.
AISLE FLOOD LIGHTING

Cabin aisle flood lighting is provided by six flood light units each containing 4 bulbs, which are installed
in the cabin forward and rear ankle ducts on the left-side. The aisle flood lighting is controlled by the
interior lighting control panel AISLE LIGHTS switch located left of the refuel panel.
WARDROBE LIGHTING
The wardrobe interior lighting is provided by a twin light assembly positioned in the wardrobe upper
section. The lights are connected in parallel, supplied from the PS2 busbar, and controlled by an
illuminated push-switch mounted on the upper right hand section of the wardrobe.
VESTIBULE LIGHTING
Vestibule lighting is provided by a step light mounted on the rear face of the forward cabinet, and a twin
light assembly mounted in the vestibule roof and are controlled by the interior lighting control panel
VEST LIGHTS switch located left of the refuel panel.
PASSENGER NOTICES
FASTEN BELTS/NO SMOKING notices are installed in the passenger cabin forward and rear
bulkheads. Notice illumination is provided by integrally installed lights, controlled by a SEAT BELTS
ON-OFF switch and a three-position NO SMKG ON-OFF-AUTO switch. Both switches are located on
the flight compartment overhead roof panel and selection of either switch to ON, will illuminate the
appropriate part of the safety notices.
Notice illumination is accompanied by activation of an audio system chime unit. When selected, the NO
SMKG switch AUTO position will automatically illuminate the safety notices NO SMOKING characters
and operate the chime unit when the nose landing gear is locked down and the relevant busbars are
energized.
STANDBY LIGHTING
Electrical power for the passenger cabin and toilet standby lights is supplied from the essential busbar
PE. Two standby lights are installed in the passenger cabin roof and one in the toilet compartment.

CABIN LIGHTING POWER SOURCES
Table 3
PE Busbar
Cabin standby lights
Toilet standby lights
PS1 Busbar
Cabin floor lights (left-hand inverter)
Reading lights (left-hand inverter)
PS2 Busbar
Cabin flood lights (right-hand inverter)
Toilet lights
FWD and rear luggage bay lights
Reading lights (right-hand PSU's)
Battery 1 (in flight)
Vestibule roof light
Step lights
Refuel panel (DB) lights
Aisle lights
NOTE: With the landing gear microswitch in the GND position the following services are
supplied from Battery 1:
• Vestibule roof light.
• Cabin flood lighting. (right-hand inverter)
• Step lights.
• Toilet lights.
• Refuel panel lights.
• Aisle lights.

EMERGENCY LIGHTING (if installed)
The emergency lighting system is powered by a forward and aft battery supply and provides emergency
cabin and exterior lighting automatically whenever PE power is interrupted or lost with the capability to
be manually overridden.
A three position switch, MAN-ARM-OFF, located on the flight compartment overhead roof panel,
controls the DC power from a forward and aft battery power supply.
The forward power supply provides lighting for the forward entrance door EXIT sign, floor lighting for the
entry way (in the aft base of the crew cabinet) and four cabin aisle lights. The aft power supply provides
lighting for the escape hatch area, over/under right wing, three cabin aisle lights, the L/H forward and
aft overhead cabin reading lights and the R/H two middle overhead reading lights.
An amber EMERG LTS OFF annunciator, adjacent to the emergency light switch, will illuminate anytime
the switch is in the OFF position and PE is powered.
A sonalert system warns the flight crew whenever the emergency lights switch is in the ARM or MAN
position and PE power has been interrupted or lost. The sonalert may be cancelled by pushing the
HORIZON WARN CANCEL button located on the pilot instrument panel.
PE Power (Battery Master) - ON

"ARM" - ARMING Emergency Lights Emergency Lights Switch - ARM
EMERG LTS OFF annunciator - Extinguished
PE Power (Battery Master) - ON
"MAN" - Manual Emergency Lights Emergency Lights Switch - MAN
EMERG LTS OFF annunciator - Extinguished
Emergency Lights Switch - OFF
"OFF" - ARMING Emergency Lights EMERG LTS OFF annunciator - Illuminated
PE Power (Battery Master) - OFF
NOTE: Turning PE power OFF prior to turning the Emergency Lights switch OFF sounds
a sonalert and illuminates the emergency lights. Select the Emergency Lights
switch to OFF and turn the PE Power (Battery Master) ON then OFF. This action
disables the Emergency Lighting System.

TOILET COMPARTMENT LIGHTING (Figure 5)
The toilet compartment is illuminated by six fluorescent tubes mounted in the roof trim to provide a
concealed lighting effect when the main airplane power is turned on. Additional lighting is controlled by
switching on the toilet lighting control panel located above the mirror. Supply is from the PS2 busbar.
TOILET LIGHTING CONTROL PANEL
LAV READ MIRROR BAGGAGE

LIGHTS LIGHT LIGHTS LIGHTS
Figure 5
Toilet Compartment

AFT BAGGAGE COMPARTMENT LIGHTING
A roof-mounted twin-bulb tube is installed in the aft baggage compartment and is controlled by the
BAGGAGE LIGHTS switch on the toilet lighting control panel. One bulb of the aft baggage compartment
light is illuminated whenever the main toilet lights are on, the other is illuminated together with the toilet
bulb whenever the main cabin lights are on.
REAR EQUIPMENT BAY LIGHTING
A light and socket are installed in the roof of the rear equipment bay to give general area lighting and
power supply for a plug-in wander light. Control of the switch is by manual selection to ON or OFF and
automatic selection to OFF when the door is closed. Two pillar lights supply light for the hydraulic tank
level indicators. Electrical 28 VDC supply to both the light and power point socket is taken from busbar
PE through an ON/OFF switch on the structure adjacent to the bay door hinge.
MISCELLANEOUS INTERIOR LIGHTING and CONTROLS
The dome/exit light is a dual bulb unit (one general purpose, one emergency) above the MED header
panel. The control is from VEST LIGHTS switch on the interior lighting control panel left of the refuel
panel.
ENTRY
LIGHTS
AISLE
LIGHTS
VEST
LIGHTS
BRT
UP
LIGHTS
DIM
GALLEY
MASTER Refuel Panel
(Shown Open)
CABIN
LIGHTS
O’RIDE
Figure 6
Interior Lighting Control Panel

EXTERIOR LIGHTING
NAVIGATION LIGHTS (Figures 7 and 8)

These lights give a high-intensity red (left wingtip), green (right wingtip), and white (tail unit) light. All
three lights are controlled by a single switch labelled NAV-OFF on flight compartment overhead roof
panel forward extension.
ANTI-COLLISION BEACONS (Figures 7 and 8)

These provide two rotating beams of red light. Each beacon contains two reflector bulbs mounted in
tandem on oscillating platforms. Both beacons are controlled by a single switch labelled BEACON - OFF
on the overhead roof panel forward extension. A moisture drain is provided by the hollow lens cover
retaining bolt when the beacon is installed in the lower (inverted) position. The drain is closed with a
grubscrew when the beacon is installed in the upper position. Additional drainage for the lower-mounted
beacon includes drain holes in the lens cover forward and aft of the attachment bosses.
LANDING and TAXI LIGHTS (Figures 7 and 8)

Mounted together in each wing leading edge, these lights are sealed-beam units controlled by switches
labelled L LANDING R - TAXI - OFF, on the overhead roof panel forward extension. Selecting the
switches to the LANDING position will operate the landing lights and switching to the TAXI position will
operate the taxi lights.
CAUTION: THE 450 WATT LANDING LIGHTS MUST BE USED ONLY IN FLIGHT CONDITIONS, OR ONLY
BRIEFLY ON THE GROUND TO CHECK FUNCTIONING. THE TRANSPARENT PANEL WILL
SUSTAIN HEAT DAMAGE.
WING ICE-INSPECTION SPOTLIGHTS (Figures 7 and 8)

A wing ice inspection light is installed in both the left and right wing fairing, and consists of a sealed
beam unit assembly, mounted on a bracket with provision for light beam angle adjustment. The lights
illuminate the wing leading edges when the LOGO-ICE-OFF control switch, on the flight compartment
overhead roof panel forward extension, is selected to ICE.
Overhead Roof Panel
EXTERIOR LIGHTS
Forward Extension
LOGO/ICE STROBE NAV BEACON L LANDING R
L T
O A
G X
O I
OFF OFF OFF OFF OFF
Figure 7
Exterior Lighting Control Panel

NAVIGATION LIGHT (GREEN)
STROBE
LIGHT
LANDING LIGHTS
RIGHT LOGO
TAXI LIGHT FLOOD LIGHT
LANDING LIGHT (if installed)
LANDING LIGHT LEFT LOGO

FLOOD LIGHT
1 TAXI LIGHT 2 (if installed)
STROBE NAVIGATION LIGHT (RED)

LIGHT
LEFT LOGO
FLOOD LIGHT
(if installed)
NAVIGATION LIGHT
(WHITE)
STROBE LIGHT
BOARDING LIGHT
WING ICE INSPECTION SPOTLIGHT
(Same Right Side)
Figure 8
Exterior Lighting

STROBE LIGHTS (Figures 7 & 8)
Strobe lighting provides additional airplane identification to the standard airplane position light
presentations.
The strobe lighting system consists of three flashing white condenser discharge strobe lights, three
power supply units (PSU's 1, 2 and 3) and a STROBE light control switch. The control switch is located
on the flight compartment overhead roof panel forward extension labelled STROBE - OFF.
NOTE: Turn off strobe light when taxiing near other airplanes or when flying in fog or clouds.
Standard position lights must be used for all night operations.
A strobe light is installed in each wing tip, and one on the rear fuselage extremity. Each strobe light is
connected to its own power supply unit.
All three PSU's are installed in the passenger cabin left side below the passenger seating. In operation
the lights flash simultaneously at 60 flashes per minute (±5 FPM at the rated voltage).
LOGO LIGHTS (if installed Figures 7 & 8)

The vertical stabilizer logos are illuminated by lights mounted on the underside of the left and right
horizontal stabilizers. Both lights are controlled by a single LOGO-ICE-OFF switch located on the
EXTERIOR LIGHTS section of the flight compartment overhead roof panel forward extension.
BOARDING LIGHT (Figure 8)

The ground area and bottom steps of the main entry doorway are illuminated by the boarding light which
is also located with the wing ice inspection light in the left wing to fuselage front fairing assembly.
The boarding light is controlled by a switch on panel DA and a second switch on the forward vestibule
cabinet, labelled ROOF/STEP. The supply is taken from battery No. 1 so that it may be switched ON
without selection of the BATTERY master switch.
PULSE LIGHT
The pulse light is a four channel electrical switching device which connects to the external lighting
system of the airplane. The system operates by flashing the landing and nose taxi lights 45 times per
minute in a variety of patterns. Thus, creating an illusion of exaggerated motion that other pilots can
immediately recognize and avoid.
The pulse light may be utilized any time the pilot desires, although it is recommended that the landing
lights are switched to steady rate (full time) when the airplane is within 200 feet AGL at night. The pulse
light should not be operated in clouds at night or in close proximity of other airplanes on the ground,
due to possible pilot disorientation.
The pulse light is powered by 24/28 VDC with an amp load no greater than 25 AMPS per channel or
600 WATTS per channel.

EXTERIOR LIGHTING POWER SOURCES
Table 4
PE Busbar
Navigation lights
Left wing landing light
Left wing taxi light
Vestibule/ground lights
PS1 Busbar
Left and right wing inspection spotlights
Strobe lights
Right nose taxi light
PS2 Busbar
Right wing landing light
Right wing taxi light
Anti-collision beacons
Tailplane flood lights
Left nose taxi light
Battery 1
Boarding light


Pro Line 21
Section - III
SYSTEMS DESCRIPTION
Sub-section 14
EQUIPMENT and FURNISHINGS
Table of Contents
Page
GENERAL ..................................................................................................14-3
FLIGHT COMPARTMENT .........................................................................14-3
CREW SEATS .........................................................................................14-3
Figure 1 - Crew Seat ...........................................................................14-4
3rd CREW MEMBER SEAT ....................................................................14-5
Figure 2 - 3rd Crew Member Seat .......................................................14-5
CREW CABINET AREA ..........................................................................14-5
Figure 3 - Flight Compartment ............................................................14-6
Figure 4 - Flight Compartment Main Instrument Panels......................14-7
Figure 5 - Flight Compartment Overhead Roof Panels .......................14-8
Figure 6 - Flight Compartment (looking aft).........................................14-9
Figure 7 - Flight Compartment Side Consoles ..................................14-10
Figure 8 - Flight Compartment Center Pedestal................................14-11
GALLEY ...................................................................................................14-12
Figure 9 - Typical Galley ...................................................................14-12
PASSENGER CABIN...............................................................................14-13
Figure 10 - Typical Interior Layout.....................................................14-13
SEATING ARRANGEMENTS ...............................................................14-14
Figure 11 - Passenger Right Side Console Control...........................14-14
Figure 12 - Typical 3 Seat Divan .......................................................14-14
CARGO and ACCESSORY COMPARTMENT........................................14-15
LUGGAGE COMPARTMENT................................................................14-15
MAIN RADIO/AVIONICS COMPARTMENTS .......................................14-15
Figure 13 - Cargo and Accessory Compartments .............................14-16
TOILET COMPARTMENT .......................................................................14-17
Figure 14 - Typical Toilet Compartment ............................................14-17


EQUIPMENT and FURNISHINGS Original Issue: Feb, 2002
GENERAL
Due to individual customer requirements, the equipment and furnishings may vary from the standard
installation. This Sub-section provides the typical installation of a flight compartment, vestibule area,
passenger cabin, galley, toilet compartment and cargo and accessory compartments.
FLIGHT COMPARTMENT
Stowages for miscellaneous flight and airplane equipment are provided in the left and right consoles
and on the flight compartment rear bulkheads. A tray is mounted in the structure below the pilot's seat
and can be swung out where it spans the area between both pilots' seats.
CREW SEATS
Seat Height Adjustment
Two crew seats, the pilot's and copilot‘s, are installed in the flight compartment and are adjustable for
height, fore and aft travel. Each seat is equipped with Teleflex inertia-reel type shoulder strap assembly
and lap belt. A life-jacket is stowed in a container mounted beneath each seat.
When the seat height adjustment handle is pulled upward, the height lock pins are disengaged from the
holes in the height lock plates. Spring tension, supplied by the two bungee cords, causes the seat to
rise.
When the adjustment handle is released, the height lock pins engage with holes in the height lock plates
to retain the seat pan in the required position.
Thigh Pad Position and Override

When the thigh support adjustment control knob is turned, two bevel gears mounted on the cross shaft
are rotated, which, in turn, rotate a threaded drive shaft under each thigh pad. The rotating drive shaft
causes crossheads to move towards or away from slide housings thereby raising or lowering the thigh
pads. The mechanisms are under constant spring tension within the slide housings and support the
thigh weight under normal conditions.
When the seat occupant uses the rudder controls of the airplane and thereby applies pressure to the
thigh pads, the spring tension is overridden and the crosshead slide tubes are pushed into the slide
housing allowing the thigh pad to move downwards. When the pressure on the thigh pad is relaxed, the
pad returns to its pre-set position.
Recline Adjustment Mechanism

When the recline control handle is pulled upward, a spring-loaded latch plate is withdrawn by a cable
from contact with a coarse threaded nut within the recline unit.
Application of pressure on the backrest rotates the threaded nut and allows the strut to be pushed into
the recline unit. The spring is compressed and the backrest reclines.
When the control handle is released, the spring-loaded latch plate re-engages with the coarse threaded
nut and the backrest is locked in the required position. If the control handle is again pulled upward, and
pressure released from the backrest, the spring, which was compressed by the recline operation, re-
asserts itself, causing the threaded nut to rotate in the opposite direction.
The strut pushes on the backrest, which returns to an upright position and is locked upon release of the
control handle.

Original Issue: Feb, 2002 EQUIPMENT and FURNISHINGS
Armrests
When the control knob is turned, a screw adjuster increases or decreases the distance between the
armrest drive plate and the pivot block via a drive shaft, thereby raising or lowering the armrest. The
inboard armrest can be stowed by rotating the arm to the rear of the seat.
A slot in the barrel of the adjuster screw takes up any height adjustment and allows the armrest to align
parallel to the seat back. When fully folded, the armrest is pushed in towards the center of the seat,
reducing the seat width. The outboard armrest may be raised to an almost vertical position where it will
be held by a friction clutch until returned to the horizontal position by the occupant.
Back Cushion Lumbar Support

The seat back cushion is adjustable for up-down and in-out lumbar support. Lumbar in-out adjustment
is controlled by a handwheel on the right side of the seat. When the handwheel is rotated, the
movement is transmitted through worm and wheel gears to the cross shaft, to which two relay arms are
connected.
As the relay arms rotate, the lumbar cushion moves forward or backward in relation to the spine
structure. The up-down movement of the back cushion is controlled by a handwheel on the left side of
the seat. When rotated, the worm and wheel assembly causes rotation of a vertical shaft and a screw
at the top of this shaft causes the crossbar to be raised or lowered, moving the back cushion to the
desired position.
Figure 1
Crew Seat

3rd CREW MEMBER SEAT
The 3rd crew member seat is an additional seat which can be attached to the inboard rails of each crew
seat. A three point inertia reel harness is anchored to the seat frame and the luggage compartment
upper shelf structure.
The seat is installed by engaging the seat slides with the crew seat rails, then locating the locking pin
holes in the seat rails and the seat slides, and then locking the pins into position.
Figure 2
3rd Crew Member Seat
CREW CABINET AREA

The crew cabinet area is located forward of the main entry door, adjacent to the APU control panel
(if installed) and provides a mic socket and volume control for a 3rd crew member. The crew cabinet
also consists of stowage areas for life vests and various pilot manuals. All stowage area doors must be
closed, to clear the flight compartment aisle, for takeoff and landing.

CREW SERVICES ROOF PANEL `CG`

OVERHEAD
PANEL (MAINPANEL
ROOF SECTION)
OVERHEAD
ROOF ROOF
PANEL `CG`
PANEL CONTROL DISPLAY UNIT
(FWD
FWDSECTION)
EXTENTION PANEL `CT`
CENTER INSTRUMENT GLARE SHIELD

PANEL `CC` PANEL `CY`
F
S
L
A
N
D
I
N
G
G
E
A
R
LEFT SIDE RIGHT SIDE

CONSOLE CONTROL CONSOLE
LEFT HAND PEDESTAL RIGHT HAND
INSTRUMENT PANEL INSTRUMENT
PANEL `CA` PANEL `CD`
M5874
HA00B995504AA
Figure 3
Flight Compartment

STANBY
HORIZON PUSH TO INHIB STALL IDENT
PUSH TO INHIB STALL IDENT
HORIZON 1 2 FAULT 3
1 2 FAULT 3 WARN
MWS IDENT 1 IDENT 2 IDENT 3 STALL STALL
IDENT 1 IDENT 2 SSU IDENT 3 STALL STALL DIM VALVE B BAG
SQUAT VALVE A
VALVE A VALVE B FAIL INHIB INHIB INHIB OPEN FIRE
CANCEL OPEN
INHIB INHIB FLAP INHIB OPEN OPEN
CPWS
FLAP TERR
STANBY STANBY
HORIZON OVRD INHIB
HORIZON
HORIZON HORIZON
WARN ALT CABIN CABIN
GS CALLS WARN HIGH HIGH
DATUM DATUM
INHIB INHIB
CANCEL CANCEL CABIN
TEMP
N GEAR CPWS
CPWS CPIT CAB
N GEAR
L GEAR R GEAR
L GEAR R GEAR
APU MACH TRIM

REVERSER
FIRE FAIL
DIM
NORM
HP AIR 1 REAR BAY HP AIR 2
L
OVHT OVHT OVHT DIM OVRD A
N
GEAR OVRD D
I
ENG 1 CABIN ENG 2 N

G
PFD MFD FIRE ALTITUDE FIRE G

E
A
MFD PFD CABIN
PRESSURE
R
CONTROL
OIL 1 ELEV/AIL OIL 2
LO PRESS TRIM LO PRESS
BRAKE HYD 1 HYD 2

PRESSURE BRAKE HYD OVHT
AOA COMPUTER PRESSURE
EMERG
WHEEL
LO PRESS LO PRESS
L R
C-87705-4 BRAKE
APR OVRD APR ARM APR ARM CABIN ALTITUDE
APR MAIN AIR AUX HYD MAIN AIR DIFF PRESSURE
APR
ARM VALVE 1 LO LEVEL VALVE 2 RATE OF CLIMB

RADIO RH TRANSFER CMPTER LO PRESS CMPTER
ENG 1 ICE ENG 2

A/ICE PROT A/ICE
ELECT FUEL DUCT

OVHT
ELT ELT
ENT DOOR APU ON RUDDER

UNLOCKED BIAS
AIR VENT AUDIO
ICE PROT FUEL STALL AIR VENT
SELCAL
MIC SELECT AHRS LH TRANSFER RADIO SELECTED XFD TFR IDENT CONTROL
1 VHF 2 1 HF 2
+ -
VHF1 VHF2 HF1
PA HF2 MODE RADIO 1 1 2 3 A B C D E F G 1 2 3 A B C D E F G PANEL 1 VHF 2 1 HF 2
SELCAL
MIC SELECT
1 VOR/ILS 2 1 ADF 2 PA OFF CDU AHS ADC VHF1 VHF2 HF1
NORM
ON
RADIO 1
4 5 6 H I J K L M N 4 5 6 H I J K L M N
AIR BRAKE
(ACP) PA HF2
NORM 1 VOR/ILS 2 1 ADF 2 PA OFF
1 DME 2 1 MKR 2 REV REV REV OFF 7 8 9 7 8 9
O P Q R S T U O P Q R S T U
EMERG SLEW FAN RADIO 2 0/ +/ - V W X Y Z / 0/ +/ - V W X Y Z / 1 DME 2 1 MKR 2
NORM
V
0
NORM PHONE I/C CABIN BOOM-MIC PFD MFD FAIL ON RH TRANSFER AHRS
I
C
E TONE SPKR-
PUSH
VOX-
PUSH
FLT OXY-MIC
REV REV L R
RADIO 2
OFF CDU AHS ADC + - MODE V
0
I
NORM PHONE I/C CABIN
EMERG
BOOM-MIC
REV REV REV NORM C

E TONE SPKR-
PUSH
VOX-
PUSH
FLT OXY-MIC
PFD MFD
R PFD SLEW
ENG
AUDIO CONTROL PANEL (ACP) OAT SMOKE DETECT TEST LH
IN
RH
IN
CAT II
ENABLE REV REV SELECT
COCKPIT VOICE RECORDER PUSH

FUEL
FWD LAV AFT HP HP DISABLE

(CVR) TEMP
CONTROL ON ON ON UNLCK ARM ARM UNLCK

POWER NAV/COM
DISPLAY REVRS OFF OFF REVRS
LH CONSOLE M5878_0
UNITS CONTROL
HA00B
995509AA.AI (CDU) OFF OFF OFF PANEL RH CONSOLE
A RUDDER BIAS B
M5879_1 M5880_0
HA00B HA00B
995510AA.AI 995511AA.AI
Pilot Instrument Panel Center Instrument Panel Copilot Instrument Panel
Figure 4
Flight Compartment
Main Instrument Panels
Revision A2: Nov, 2004 EQUIPMENT and FURNISHINGS
TEST
1 3 1 1 F/DK VLV
OPEN
STALL ENG HP AIR ICE CABIN VMO
ANNUN FIRE OVHT DET ALT EGPWS MMO AOA SELCAL
2 2 2
STOP
BATT ISOLATE EXT BATT EXT PWR EMERG
1
ALTERNATOR
ON 2
ENGINE START EMERG BATT 1 CHG ON ON MAN
EMERG CLOSE
ENG 1 ARM ENG 2 EMERG A
LTS LTS R S/N 258577 AND AFTER
PWR ON ON
MASTER M
ON
ABORT
OFF
DETAIL A
OFF BATT 2 OFF OFF OFF
OFF DC POWER 0-40
AC POWER
P
L SCREEN R SCREEN ALTR 1 ALTR 2 ENG 1 ENG 2 REFUEL BATT 1
FAIL FUEL FUEL ON CNCTR AMPS AMPS AMPS
OVHT OVHT FAIL XS 1 XE XS 2
L VANE R VANE SIDE SCRN ICE AUX FUEL WING FUEL REAR BAY BATT 2 BATT FAIL FAIL
FAIL
HTR FAIL HTR FAIL OVHT DETECTED TFR XFD/TFR DOOR CNCTR INV 2
P INV 1 STBV INV
L PITOT R PITOT ANTICE ANTICE FUEL 1 FUEL 2 GEN 1 BUSTIE GEN 2 FAIL ON FAIL
IGN ON
FAIL FAIL LO PRESS LO QTY LO PRESS LO PRESS FAIL OPEN FAIL
GEN 1 BUSTIE GEN 2 DC VOLTS AC VOLTS INV 1 STBY INV INV 2 NO SMKG
WING/TAIL ANTICE ICE DET L PUMP R PUMP ARM AUTO
CLOSE CLOSE CLOSE START START
AUTO ON ON
VOLTS VOLTS
AMPS O OFF
F
F
PE B5 XE
PS1 PS2 B4 B6 XS1 XS2
TRIP OPEN TRIP STOP OFF STOP ON
PITOT AMPS OVRD EMERG EMERG ELECTRICAL PANEL
L R DIM
B1 B2 B3 OFF
F/DK VLV MAIN AIR VLV
SCREEN HEAT PITOT/VANE HEAT ENG ANTICE ENG IGNITION ENG CMPTR ENG SYNC CABIN XFER OPEN 2
1 OPEN
L ON R L ON R 1 ON 2 1 ON 2 1 AUTO 2 N1 CABIN CABIN FAN PRESSN
CABIN TEMP
FLOOD FLOOR ON OVRD DUCT TEMP AUTO
OPEN OPEN LP
O ON
F N2 INSTR
F TEMP TEMP DIM
CLOSE CLOSE
OFF OFF OFF OFF OVSPD PROT OFF COOL HOT
CLOSE CLOSE OFF AUTO MANUAL
ICE PROTECTION FUEL AIR CONDITIONING A
EXTERIOR LIGHTS FIRE ENG 2 EXT

SEAT
BELTS
LOGO/ICE STROBE NAV BEACON L LANDING R ENG 1 EXT
ENG 1 ENG 2
1 1 ON
FIRE FIRE
T S S
L A H BELL CANCEL H
O X O O
G
O I T T
2 2 OFF M5873_1
HA00B
OFF OFF OFF OFF OFF EXT 1 2 EXT 2
1 995503AA.AI
FIRED FIRED
Figure 5
Flight Compartment
Overhead Roof Panels
EQUIPMENT and FURNISHINGS Revision A2: Nov, 2004
WANDER
WANDER LIGHT STALL IDENT
STORM LAMP
STORM LIGHT PASSENGER OXYGEN
LAMP SWITCH
SWITCH DIAGNOSTIC PANEL
SUPPLY VALVE
HEADSET
SUB PANEL A
SUB PANEL D WANDER STOWAGE HOOK
WANDER LIGHT
SOCKET
LAMP SOCKET
ENTRY LIGHT
SWITCH

SILICA GEL
SPOTLAMP
VIEWING WINDOWS STORM LIGHT SILICA GEL
&& SWITCH
SWITCH VIEWING WINDOWS
CRASH
AXE
HEADSET, OXYGEN & HEADSET, OXYGEN &

MASK/MIC SOCKETS MASK/MIC SOCKETS
MANUAL
FIRE
STOWAGE
EXTINGUISHER
FIRE -
WARNING FLASHLIGHT
BELL
Figure 6
TRAY
Sub-section 14
EQUIPMENT and FURNISHINGS
Flight Compartment (looking aft)
RADIO AND
ELECTRONIC
LIFE JACKET STOWAGE EQUIPMENT
SUN VISORS STOWAGE
RUDDER GUST LOCK/AUXILIARY
HYDRAULIC SYSTEM HANDPUMP WARNING HORN
HANDLE STOWAGE
V8636_1.AI
LIFE JACKET STOWAGE
Page 14-9
AIR OUTLET
AIR OUTLET
AUDIO SELECTOR PANEL AUDIO SELECTOR PANEL
NAV / COMM
CVR-120 CONTROLLER CONTROLLER
OXYGEN PANEL DE-ICING FLUID

CONTENTS
LEFT-HAND CONSOLE RIGHT-HAND CONSOLE
MANUAL CABIN
PRESSURIZATION CONTROL
ALTITUDE CONTROL
INCREASE
GROUND
TEST
DECREASE
NORMAL
PITOT ISOLATION
ISOLATE
DEPRESS
TO OPERATE
L GEAR R GEAR NORMAL
A
M5900
HA00B995531AA
Figure 7
Flight Compartment Side Consoles

NOSE GEAR THRUST

HORN ISOLATE
MECHANICAL REVERSER
PUSH BUTTON
INDICATOR LEVERS
A
U
THRUST DUMP VALVE
X LEVERS
THROTTLES
P
AUXILIARY HYDRAULIC U H
Y
L
SYSTEM SELECTOR L D
HANDLE S
Y
S
T
E
M
SMOKE
AIR BRAKES OAT WHEEL
PUSH
FWD BRAKE
FUEL
TEMP 1 2
ON ON ON
SOCKET FOR
EMERGENCY HYDRAULIC ELEVATOR OFF OFF O
TRIM A RUDDER BIAS B
HAND PUMP NOSE DOWN
35
ELEVATOR TRIM T0 25
SHUT
CG 1/2
A
15
HAND WHEEL I
R
B
R
A
K PAGE ADV
RUDDER TRIM NOSE UP
E
FLAPS
o LINE ADV
0
RUDDER TRIM
OPEN o CKLST
15
ON/OFF
o
25
o
45
EMERGENCY HYDRAULIC DUMP
HAND PUMP HANDLE

(GUST LOCK BAR)
STOWAGE BEHIND
STOWAGE ON RH SEAT
COPILOT SEAT FIRE WARNING
SUPPORT STRUCTURE
LIGHTS
AILERON TRIM
AILERON TRIM
FLAPS
AUXILIARY FUEL
TRANSFER CONTROL H.P. COCKS
WING FUEL L.P. COCKS GUARD

CROSSFEED AND
TRANSFER CONTROL L.P. COCKS
M5851
HA00B995480AA
Figure 8
Flight Compartment Center Pedestal

GALLEY
The galley is located on the left side of the airplane aft of the entry door and consists of liquid containers,
hot cup, decanter rack, drain dish, ice drawer, glasses drawer, cold food box, hot meal oven, waste bin
and various drawers and cupboards.
Electrical supplies are provided to the oven, hot cup, hot beverage container, drain heater and
refreshment cabinet light. The drain dish is connected to an overboard drain. A heater is attached to the
drain pipe immediately inboard of the drain exit from the fuselage. Control of the galley functions is
provided by a galley switch panel located on the upper left of the galley.
GALLEY SWITCH PANEL
GALLEY GALLEY WATER

UP WORK
SWITCH
COFFEE PANEL
HEAT
HEAT
LIGHTS LIGHTS
CUSTOM WATER
CONTAINER
MINIATURES
MINIATURES
MICROWAVE CUP
DISPENSERS
COFFEE
COUNTER BREWER
STORAGE
PULL OUT
WORK
TRAY
CONDIMENTS
DRAWER
MISC.
MISCELLANEOUS
STORAGE
STORAGE ICE / COLD
STORAGE
PLATES WASTE
WINE / SPIRITS
NAPKINS
STORAGE
M6356_0
BOWLS HA03C
SODA CANS 014655AA.
Figure 9
Typical Galley

PASSENGER CABIN
Figure 10
Typical Interior Layout

Revision A1: Nov, 2002 EQUIPMENT and FURNISHINGS
SEATING ARRANGEMENTS
The seating arrangements comprise individual forward or aft facing seats with side consoles for
entertainment control and a three seat divan. Each individual seat position is provided with a lap type
safety belt.
Forward
Figure 11
Passenger Right Side Console Control
A three-seat divan comprises a base assembly with seat cushions, back cushions and a safety lap/
shoulder belt assembly at each seat position. The base assembly is attached to the floor and sidewall
seat rails. The two outer back cushions are attached to the sidewall by velcro tape while the center back
cushion can be hinged forward to double as a table. Fixed arm rests are attached at both ends of the
base assembly with a small stowage compartment being provided in the divan base.
LAP/SHOULDER BELT ASSEMBLIES
M6357_0
HA03C
014656AA.AI
Figure 12
Typical 3 Seat Divan
EQUIPMENT and FURNISHINGS Revision A1: Nov, 2002
CARGO and ACCESSORY COMPARTMENTS
LUGGAGE COMPARTMENT
A luggage compartment is installed in the vestibule area of all airplanes, with luggage retained within
the compartment by a zip fastened nylon net. The compartment is normally enclosed by a folding slat
type curtain.
A loading label, giving each compartments capacity and maximum floor loadings, is attached to the
interior trim panels.
MAIN RADIO/AVIONICS COMPARTMENTS

Radio racks and structure for the installation of electronic equipment are provided at various locations,
such as under each pilot seat structure, under the luggage compartment, in the wing fairing avionics
rack and in the rear avionics compartment.
Flight Compartment Seats

Access to the compartment under the pilot seat structure is via a grill guard panel. Access to the
compartment under the copilot seat is via a grill guard panel inboard of the seat structure and a panel
on the top of the seat structure.
Luggage Compartment
The radio compartment under the luggage compartment is concealed by trim panels which can be
removed for maintenance purposes.
Wing Fairing
Equipment in the wing fairing avionics rack is accessible by removing two panels on the fairing
underside.
Rear Avionics Bay

Access to rear avionics compartment is provided by two doors in the toilet compartment and one door
in the rear luggage bay forward bulkhead.
Nose Equipment Bay

The unpressurized nose equipment bay houses the nose landing gear and various avionics boxes. The
nose equipment bay can be accessed either through the nose cone (after removing the weather radar)
or through two access panels located on either side of the nose structure aft of the nose cone. A metal
splash guard protects the equipment in the bay and a shield attached over the bay forward opening
similarly protects the weather radar scanner.
Rear Equipment Bay

The rear equipment bay is unpressurized and access to the bay, via a hinged door on the underside of
the fuselage, is only possible with the airplane on the ground. Pipelines forward of the access door, are
enclosed by covers secured with quick-release fasteners. A box structure on the left-hand side of the
bay houses main hydraulic system components.

Figure 13
Cargo and Accessory Compartments

TOILET COMPARTMENT
The typical toilet compartment consists of a console assembly, flushing toilet with a fore and aft
positioned toilet services bulkhead. Access is provided to the rear baggage compartment and the
avionics compartment from within the toilet compartment.
The washbasin console is installed on the right side and incorporates washing facilities, provision for
toilet requisites and the filling point for the wash water tank.
The toilet service’s bulkhead forms the mounting structure for a hinged mirror (to provide access to an
avionics compartment/baggage compartment), an electric razor stowage socket and switch, an air
louver, mirror lamps and switch.
Electrical supplies to the razor socket are taken via a static inverter mounted in the avionics
compartment behind the hinged mirror. Water is pumped from a heated water tank below the wash
basin.
AIR LOUVER
Figure 14
Typical Toilet Compartment


Pro Line 21
Section - III
SYSTEMS DESCRIPTION
Sub-section 15
EMERGENCY EQUIPMENT
Table of Contents
Page
GENERAL ................................................................................................. 15-3

EQUIPMENT LOCATION.......................................................................... 15-3
FLIGHT COMPARTMENT...................................................................... 15-3
VESTIBULE ............................................................................................ 15-3
PASSENGER CABIN ............................................................................. 15-3
TOILET COMPARTMENT ...................................................................... 15-3
EMERGENCY LOCATOR TRANSMITTER (ELT).................................... 15-4
PROTECTIVE BREATHING EQUIPMENT (PBE) .................................... 15-5
Figure 1 - Protective Breathing Equipment......................................... 15-5


EMERGENCY EQUIPMENT Original Issue: Feb, 2002
GENERAL
Emergency equipment is stored in the following compartments:
• Flight compartment
• Crew Cabinet
• Passenger cabin
• Toilet compartment
EQUIPMENT LOCATION
The location, number of and composition of the emergency equipment varies according to the
furnishing options chosen and the floorplan.
The following, is a list of the emergency equipment and the typical compartments/areas in which
they are stored.
FLIGHT COMPARTMENT
• Lifejackets: One beneath each crew seat.
• Portable Fire Extinguisher (BCF TYPE 34H): Secured to left bulkhead behind the pilot seat.
• Axe: Secured to left bulkhead behind the pilot seat.
• Flashlight: Secured to left bulkhead behind the pilot seat.
• Combination Oxygen Mask and Goggles: One above each side console.
VESTIBULE
• Third Crew Member Lifejacket: Stowed in the crew cabinet.
• Therapeutic Oxygen Masks: Two stowed in the crew cabinet.
PASSENGER CABIN
• Lifejackets: One in a pocket under each fore and aft facing passenger seat. Three in 3 seat divan
under the forward two seat cushions.
• Protective Breathing Equipment: One in the underfloor document compartment between the crew
seats.
• Fire Extinguisher: Rear face of forward LH bulkhead.
• Passenger Emergency Oxygen Masks: Drop down from headliner.
TOILET COMPARTMENT
• First Aid Kit: Stowed behind toilet backrest.
• Passenger Emergency Oxygen Mask: Drop down from headliner.

Revision A1: Nov, 2002 EMERGENCY EQUIPMENT
EMERGENCY LOCATOR TRANSMITTER (ELT)
The ELT is a compact self powered emergency locating transmitter designed to activate
automatically under disabling emergency conditions, or manually from the cabin to summon assistance
in other than a disabling emergency condition. The system operates on the international distress
frequencies of 121.5 MHz, 243.0 MHz and 406.025 MHz. In operation, the ELT transmits a down sweep
audio tone at approximately three sweeps per second.
The transmitter is self powered by an alkaline battery and is mounted inside the tailcone. An impact
switch automatically activates the transmitter following a 5g nominal impact along the flight axis
of the airplane. Power output is 50 mW effective radiated power on each frequency.
Controls permit a remote test and reset with manual activation remotely or from the transmitter
mounted switch.
A three position, guarded switch is installed in the transmitter. For normal automatic operation, this
switch is set to the ARM position. The transmitter can be tested by setting the ARM-OFF-ON switch to
the ON position. This should be done with the antenna connected, and only within the first 5 minutes of
an hour for a maximum of three pulses (see FAA Advisory Circular No. 4313, Chapter 12, paragraph
21).
An ELT remote control switch, located on the left side of the copilot’s instrument panel, has three
positions which are placarded ON, ARM and RESET. The remote control unit switch has a guard to
prevent inadvertent activation. To operate, the switch lever is pulled up and pushed to the RESET or ON
position. To reset the transmitter impact switch in case of inadvertent activation, set the remote switch
to RESET and then back to ARM.
The tip of the remote control unit switch has a red light emitting diode. The LED will illuminate
continuously any time the ELT is transmitting. A slowly flashing red light indicates that the transmitter is
OFF or that the transmitter battery pack must be replaced. A quickly flashing red light indicates that the
remote control unit battery must be replaced.
NOTE: Whenever the transmitter is turned off, the remote will not sense the transmitter battery pack.
The remote will flash slowly to warn the pilot that the transmitter is incapable of sending a
rescue signal.
WARNING: ACCORDING TO FAA REGULATIONS, THE BATTERY PACK MUST BE

REPLACED IF THE UNIT HAS BEEN TRANSMITTING CONTINUOUSLY FOR
MORE THAN ONE HOUR.

EMERGENCY EQUIPMENT Revision A1: Nov, 2002
PROTECTIVE BREATHING EQUIPMENT (PBE)
The PBE is installed for use by crew members in the event of fire or smoke from cabin furnishings or
equipment, other than from electrical/electronic sources, producing burning dripping plastic with toxic
fumes. The PBE gives breathing protection for a minimum duration of 15 minutes.
The PBE unit consists of a loose fitting double layered hood constructed of Teflon coated fiberglass
cloth with an overhood of Kynol fabric, a polysulfone housing assembly, a clear visor, an elastic
neoprene neck seal, a scrubber unit and a life support pack.
The PBE unit is stored in a sealed fire retardent polyethylene case which is located in the underfloor
document compartment between the crew seats.
When the Pull To Actuate ring is removed from the unit, chemical decomposition occurs within the solid
state oxygen supply (generator) liberating O2 which is fed through the primary flow nozzle of the venturi.
This creates a gas flow from the hood through the scrubber unit, which removes excess moisture and
particulates, which is then mixed with the low pressure oxygen in the venturi and fed back into the hood.
Any surplus gas is vented from the hood through a vent valve, which is installed in the scrubber unit.
SOLID STATE
OXYGEN SUPPLY
PULL TO ACTUATE (GENERATOR)
RING
RELIEF
VALVE
HOOD
OXYGEN
VENTURI NOZZLE FLOW
TO HOOD
HOOD
EXHALATION
GAS FLOW
FILTER
VENT SCRUBBER M6358_0
VALVE HA03C
014657AA.AI
Figure 1
Protective Breathing Equipment

Original Issue: Feb, 2002 EMERGENCY EQUIPMENT

EMERGENCY EQUIPMENT Original Issue: Feb, 2002
Pro Line 21
Section - III
SYSTEMS DESCRIPTION
Sub-section 16
WATER/WASTE
Table of Contents
Page
GENERAL ................................................................................................. 16-3

WATER SYSTEM...................................................................................... 16-3
LAVATORY WATER TANK .................................................................... 16-3
LAVATORY WATER PUMP ................................................................... 16-3
GALLEY WATER.................................................................................... 16-4
Figure 1 - Galley Master Switch and Typical Galley ........................... 16-4
WASTE SYSTEM ...................................................................................... 16-5
TOILET ................................................................................................... 16-5
Figure 2 - Typical Toilet Compartment ............................................... 16-5
Figure 3 - Typical Toilet with External Servicing Facility .................... 16-6
Figure 4 - Toilet Ground Servicing...................................................... 16-7

Initial Issue: Feb, 2002

WATER and WASTE Initial Issue: Feb, 2002
GENERAL
The water and waste system consists of a basin with heated running water located in a lavatory at the
rear of the passenger cabin and an electrically flushing toilet with external servicing facilities.
WATER SYSTEM
Wash water is stored in a 2.3 gallon heated water tank with a water pump controlled by operation of the
faucet.
LAVATORY WATER TANK

The water tank contains a triple element low voltage immersion heater, controlled to 40° C ± 2°, and
water level microswitches. Provided the tank is full, the water heater comes into operation immediately
when the TOILET WASH WATER push switch, on galley panel FG-A, is selected. The switch light
illuminates to show system operation.
The water level microswitches operate as follows:
• The high-level switch contacts are closed when the tank is full and open immediately the float starts
to fall.
• The low level switch contacts open when the minimum water level (just above the elements) is
reached to isolate water heater power supplies preventing overheating of the elements.
LAVATORY WATER PUMP

A counterclockwise rotation of the faucet will energize the pump for continuous operation until the faucet
is released. The pump is a self contained 12 VDC geared pump designed to prevent leakage and
contamination of the water supply and requires little maintenance. The pump boosts air pressure into
the water lines at 20 psig (approximately) above cabin air pressure.
Electrical power for the water pump is normally provided from busbar PS2 through the GALLEY
POWER and TOILET WASH WATER switches on the galley switch panel. For ground operation, the
system may be connected to the No. 1 battery through the ROOF/STEP light switch selected to the ON
position. Pushing the drain button allows the basin contents to drain away to a heated overboard drain
mast.

Revision A1: Nov, 2002 WATER and WASTE
GALLEY WATER (Figure 1)
The galley water system, depending on options selected, has either a heated 2.23 gallon water tank,
an unheated 2.07 gallon water tank or both.
With the heated water tank, the water temperature is thermostatically controlled to approximately 100°
by factory setting and cannot be adjusted. The water tank has a spigot and tube assembly located on
the front face of the tank to deliver the water to a cup or glass.
When the GALLEY MASTER switch on the interior lighting control panel is pushed, the galley busbar
is connected to the PE busbar and indicated by the illumination of a small LED in the top left corner of
the switch. This provides a power supply, via circuit breakers, for the galley electrical equipment.
INTERIOR LIGHTING FWD

CONTROL PANEL
(PANEL IS LOCATED STRAIGHT

ACROSS FROM THE ENTRY
DOOR, ON THE FORWARD SIDE
OF THE REFUEL PANEL)
GALLEY MASTER SWITCH
REFUEL PANEL
REFUEL PANEL DOOR SHOWN OPEN

GALLEY SWITCH PANEL
GALLEY GALLEY COFFEE WATER

UP WORK
LIGHTS LIGHTS
SWITCHHEAT
HEAT PANEL
CUSTOM WATER
CONTAINER
MINIATURES
MICROWAVE CUP
DISPENSERS
COFFEE
COUNTER BREWER
STORAGE
PULL OUT
WORK
TRAY
CONDIMENTS
DRAWER
MISC.
MISCELLANEOUS
STORAGE
STORAGE ICE / COLD
STORAGE
PLATES WASTE
WINE / SPIRITS
NAPKINS
STORAGE
BOWLS
SODA CANS
Figure 1
Galley Master Switch and Typical Galley

WASTE SYSTEM
TOILET (Figures 2 & 3)

An electrical flushing toilet (Monogram 4620-17) with external servicing facilities is installed at the rear
of the passenger cabin. The toilet is a self-contained removable unit consisting of a tank, motor, pump
and a filter.
Operation of the flushing system is by a PRESS TO FLUSH timer button on the vanity unit. Electrical
power is normally provided from PS2 busbar and selection of the ROOF LIGHT switch (panel DA, top
inboard face) or the ROOF/STEP LIGHT switch (forward vestibule cabinet, rear face) to ON connects a
battery No. 1 supply to the coil of the entry lights relay.
Operating the PRESS TO FLUSH timer button will connect the power supply to the motor-driven
flushing pump and rotating filter for approximately 8 seconds. Flushing liquid cascades in a thin curtain
over the complete inner surface of the toilet bowl from the flushing channel surrounding the upper rim
of the bowl. Waste is carried directly to the tank and prevented from re-entry by means of a restrictor in
the bottom of the bowl. Flushing liquid is filtered out of the tank through a self-cleaning rotary filter and
pumped up to the flush channel (reference Figure 4).
VIEW OF TYPICAL
LAVATORY
VIEW WITH TOILET

COVER REMOVED
M6359_0
HA03C
014658AA.AI
Figure 2
Typical Toilet Compartment

Initial Issue: Feb, 2002 WATER and WASTE
DRAIN VALVE
ASSEMBLY
ELECTRICAL
CONNECTION
BOWL
MOTOR-PUMP
-FILTER
CARTRIDGE
ASSEMBLY
GROUND FLUSH
INLET
M6360_0
HA03C
014659AA.AI
Figure 3
Typical Toilet with External Servicing Facility

DETAIL A
Figure 4
Toilet Ground Servicing

Initial Issue: Feb, 2002 WATER and WASTE

Section III
SYSTEMS DESCRIPTION
Sub-section 17
AVIONICS
Table of Contents
Page
GENERAL ................................................................................................. 17-3

SYSTEMS and CONTROLS ..................................................................... 17-3
Figure 1 - Push-To-Test Panel ...................................................... 17-3
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) .................... 17-3
DISPLAY CONTROL PANELS (DCP) ................................................. 17-4
FLIGHT GUIDANCE PANEL (FGP) .................................................... 17-4
CONTROL DISPLAY UNITS (CDU) .................................................... 17-4
Figure 2 - Main Instrument Panels ................................................ 17-5
Figure 3 - Glareshield Control Panels ........................................... 17-6
FLIGHT GUIDANCE SYSTEM (FGS) ................................................. 17-7
ATTITUDE HEADING SYSTEM (AHS) ............................................... 17-7
FLIGHT MANAGEMENT SYSTEM (FMS)........................................... 17-7
AIR DATA SYSTEM (ADS).................................................................. 17-7
ENGINE INDICATING SYSTEM (EIS) ................................................ 17-7
WEATHER RADAR SYSTEM ............................................................. 17-8
TRAFFIC ALERT and COLLISION AVOIDANCE SYSTEM
(TCAS II) .............................................................................................. 17-8
COMPONENT LOCATIONS................................................................ 17-9
Figure 4 - Component Locations ................................................... 17-9
RADIO SENSOR SYSTEM (RSS)..................................................... 17-10
AUDIO INTEGRATING SYSTEM ...................................................... 17-10
Audio Control Panel (ACP)............................................................. 17-10
HF Radio Transmissions ................................................................ 17-10
Figure 5 - Audio Control Panel (ACP) ......................................... 17-11
ACP Operation ............................................................................... 17-12
Microphone Jacks .......................................................................... 17-13
Flight Compartment Speakers........................................................ 17-13
Oxygen Mask Assemblies .............................................................. 17-13
P/N 140-590032-0007 Page 17-1

Page
ENHANCED GROUND PROXIMITY WARNING SYSTEM

(EGPWS) with WINDSHEAR ............................................................. 17-14
EGPWS Features ........................................................................... 17-14
Figure 6 - Terrain Clearance Floor Alert Envelope ...................... 17-15
Figure 7 - Improved Terrain Clearance Floor Envelope............... 17-15
Self Test.......................................................................................... 17-16
Switches/Annunciators ................................................................... 17-16
Figure 8 - Runway Field Clearance Floor Envelope .................... 17-17
EGPWS Operating Modes .............................................................. 17-18

AVIONICS
GENERAL
The Hawker 800XP Collins Pro Line 21 avionics system is an intricate network of subsystems
interconnected and managed by the Integrated Avionics Processor System (IAPS).
This Sub-section provides general information of the systems with expanded information on the
Enhanced Ground Proximity Warning System (EGPWS). For expanded information on other avionics
systems components and operating procedures, refer to the Hawker 800XP Collins Pro Line 21
Avionics System Pilot’s Guide, P/N 523-0780409-001117.
SYSTEMS and CONTROLS

The majority of the avionics displays and controls are located on the main instrument panels,
glareshield panels and side consoles. A push-to-test panel is located in the flight compartment at the
top of the overhead roof panel and provides test functions for certain systems.
TEST
1 3 1 1
STALL ENG HP AIR ICE CABIN VMO
ANNUN FIRE OVHT DET ALT EGPWS MMO AOA SELCAL
2 2 2
Figure 1
Push-To-Test Panel
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) Figure 2
The system consists of four 8" X 10" color composite Adaptive Flight Displays (AFD). These AFDs are
provided as two Primary Flight Displays (PFD) and two Multifunction Displays (MFD).
Each PFD displays airplane attitude, heading, airspeed, altitude, vertical speed, flight guidance system
annunciations and navigation data on a single integrated display. The PFD also provides engine or fuel
and flaps display information when selected in reversionary mode.
The upper region of the PFD is used to present the basic "T" instruments, an Attitude Director Indicator
(ADI), altitude scale, airspeed scale and vertical speed scale. Flight guidance system mode information
displays in the area above the ADI.
The lower region of the PFD is used to present a Horizontal Situation Indicator (HSI) with a full compass
rose or partial compass arc, as selected by the pilot. Map format is available in revisionary mode.
Weather radar or EGPWS information can be overlaid on the partial arc format or map format. The
space to either side of the HSI format is used to present a lateral navigation data field, a weather radar
mode field, EGPWS mode field, system messages and selected menus.
The area along the bottom of the PFD is used to present radio tuning, time and temperature displays.
Normal control, reversion and warning annunciations are also presented. In the case of a failed AFD,
either the PFD or the MFD can be manually reverted to a composite MFD/PFD format. This format
presentation includes Engine Indicating System (EIS) displays across the top of the format and the
basic "T" information presented below.

AVIONICS
Each MFD can be used to present a variety of information, including: Present Position Map; TCAS; FMS
based textual data; Navigation Data; Weather Radar and EGPWS. Engine data is typically presented
on the Pilot’s MFD. The Copilot’s MFD can present fuel gauging data, the flap display and the electronic
checklist.
Line select keys are provided on each side of the displays and are used to control the basic display
formats. The bezel mounted line select keys along with the Display Control Panel (DCP) and Flight
Guidance Panel (FGP) provide primary pilot interface to control the PFD and MFD. Control of the radar,
NAV sources and bearing pointers is through the DCP and the PFD line select keys. Control of the
course, preselect heading, altitude and speed references is through the Flight Guidance Panel (FGP).
DISPLAY CONTROL PANELS (DCP) Figure 3

Each PFD/MFD display pair has a dedicated DCP to control the display and menu functions on their
respective PFD/MFDs.
The DCPs are located on the glareshield panels directly above the respective PFD/MFDs they normally
control. The DCP, when combined with the line select keys on the PFD, provides control of the Weather
Radar, NAV source, bearing pointers, V speeds, BARO Minimums (Barometric Altitude-based Minimum
Descent Altitude) and RA Minimums (Radio Altitude-based Decision Height Minimums).
FLIGHT GUIDANCE PANEL (FGP) Figure 3

The FGP is used to control the Flight Guidance System and is located in the center of the glareshield
panel.
Command of the Flight Guidance System is accomplished by using the lateral and vertical mode select
switches, VS/pitch wheel, autopilot switches, FD switches and various control knobs of the FGP along
with the yoke mounted synchronization (SYNC), autopilot disconnect (AP DISC), and go-around (GA)
switches.
Attitude reference, heading reference, airspeed reference, vertical speed reference and VS pitch
reference are also controlled from the FGP.
CONTROL DISPLAY UNITS (CDU) Figure 2

Two CDUs are installed side by side in the lower section of the center instrument panel. Each CDU is
a color LCD-based display unit with an integrated keyboard having 16 keys and a full alphanumeric
keypad. In addition to the integrated keyboard, each CDU has six line select keys located in the bezel
on each side of the color LCD display.
The CDUs are used to control the Radio Sensor System (RSS) and provide integrated control of several
combinations of airplane communications (including a normal means of radio tuning) and navigation
radio subsystems.
The CDUs can also provide the following functions:
• Control display for the Flight Management System (FMS).

• Stand-alone control for radios.
• Back-up display for engine data.
• Back-up display for Global Positioning System (GPS) data.
• MFD menus

AVIONICS
STANBY
HORIZON PUSH TO INHIB STALL IDENT
PUSH TO INHIB STALL IDENT HORIZON 1 2 FAULT 3
1 2 WARN
FAULT 3 MWS STALL
IDENT 1 IDENT 2 IDENT 3 STALL
STALL STALL DIM SQUAT VALVE A VALVE B BAG
IDENT 1 IDENT 2 SSU IDENT 3
FAIL INHIB INHIB OPEN FIRE
VALVE A VALVE B CANCEL INHIB OPEN
INHIB INHIB FLAP INHIB OPEN OPEN
CPWS
FLAP TERR
STANBY STANBY
HORIZON OVRD INHIB
HORIZON
HORIZON ALT HORIZON CABIN CABIN
WARN GS WARN
CALLS HIGH HIGH
DATUM DATUM
INHIB INHIB
CANCEL CANCEL CABIN
TEMP
N GEAR CPWS
CPWS CPIT CAB
N GEAR
L GEAR R GEAR
L GEAR R GEAR
APU MACH TRIM

REVERSER
FIRE FAIL DIM
NORM
HP AIR 1 REAR BAY HP AIR 2 L
OVHT OVHT OVHT DIM OVRD A
N
GEAR OVRD D
I
N
ENG 1 CABIN ENG 2 G
PFD MFD FIRE ALTITUDE FIRE G

E
A
R
MFD PFD CABIN
PRESSURE
CONTROL
OIL 1 ELEV/AIL OIL 2
LO PRESS TRIM LO PRESS
BRAKE
PRESSURE HYD 1 HYD 2
AOA COMPUTER BRAKE HYD OVHT
PRESSURE
EMERG
WHEEL
LO PRESS LO PRESS
C-87705-4 L R
BRAKE
APR OVRD APR ARM
APR ARM CABIN ALTITUDE
MAIN AIR AUX HYD MAIN AIR DIFF PRESSURE
APR APR
RATE OF CLIMB
ARM VALVE 1 LO LEVEL VALVE 2

RADIO RH TRANSFER CMPTER LO PRESS CMPTER
ENG 1 ICE ENG 2

A/ICE PROT A/ICE
ELECT FUEL DUCT

OVHT ELT
ELT
ENT DOOR APU ON RUDDER

UNLOCKED BIAS
AIR VENT AUDIO
AIR VENT
SELCAL
AHRS ICE PROT FUEL STALL CONTROL
1 VHF 2 1 HF 2
MIC SELECT LH TRANSFER RADIO SELECTED XFD TFR IDENT PANEL
1 VOR/ILS 2 1 ADF 2
VHF1 VHF2 HF1
PA
PA OFF
HF2 MODE + - CDU AHS ADC RADIO 1
ON
1 2 3 A B C D E F G 1 2 3 A B C D E F G
(ACP)
1 VHF 2 1 HF 2
SELCAL
PA
MIC SELECT
VHF1 VHF2 HF1
HF2
NORM
NORM REV REV REV
RADIO 1 4 5 6 H I J K L M N 4 5 6 H I J K L M N 1 VOR/ILS 2 1 ADF 2 PA OFF
1 DME 2 1 MKR 2
OFF AIR BRAKE
7 8 9 O P Q R S T U 7 8 9 O P Q R S T U NORM
EMERG SLEW FAN RADIO 2
1 DME 2 1 MKR 2
V
NORM PHONE I/C CABIN BOOM-MIC PFD MFD FAIL ON 0/ +/ - V W X Y Z / 0/ +/ - V W X Y Z / RH TRANSFER AHRS
+ -
0 EMERG
I
C
E TONE SPKR- VOX- FLT OXY-MIC
REV REV L R
RADIO 2
OFF CDU AHS ADC
MODE V
0
NORM PHONE I/C CABIN BOOM-MIC
PUSH PUSH I
REV REV REV NORM C

E TONE SPKR-
PUSH
VOX-
PUSH
FLT OXY-MIC
PFD MFD R PFD SLEW

ENG
AUDIO CONTROL PANEL (ACP) REV REV SELECT
SMOKE DETECT TEST LH RH CAT II
OAT IN IN ENABLE
COCKPIT VOICE RECORDER
PUSH FWD LAV AFT HP HP DISABLE
(CVR) FUEL
TEMP
CONTROL ON ON ON UNLCK ARM ARM UNLCK NAV/COM

POWER
LH CONSOLE M5878_0 DISPLAY REVRS OFF OFF REVRS CONTROL
HA00B
995509AA.AI UNITS PANEL RH CONSOLE
(CDU) OFF OFF
A RUDDER BIAS B
OFF M5880_0
M5879_1 HA00B
HA00B 995511AA.AI
995510AA.AI
Pilot Instrument Panel Center Instrument Panel Copilot Instrument Panel
Figure 2
Main Instrument Panels
AVIONICS
ENGINE REFS NAV / BRG RADAR GCS
L
A
N
D
I
N
G
G
E
A
R
BARO MENU ADV TILT RANGE
PUSH PUSH
PUSH
MENU AUTO
STD
SET TILT
Collins
DISPLAY CONTROL PANEL
MWS
F CVR
MIKE
S FD BARS
<
GLARESHIELD
PANEL
+
INSTRUMENT PANEL
CONSOLE
PAD PANEL DIGIT
MIC ATC
KEY IDENT
PANEL LTS
FLOOD EMERG
OFF
STORM
FD VS DOWN FLC NAV HDG APPR ALT YD AP FD
CRS1 SPEED HDG ALT YD/AP DISC CRS2

1/2 BANK CPL
VNAV
PUSH PUSH PUSH
PUSH PUSH
DIRECT CANCEL DIRECT
SYNC
UP
FLIGHT GUIDANCE PANEL
CVR
MIKE
F MWS
FD BARS
S
ANNUN GLARESHIELD
<
BRT PANEL
+ DIM
INSTRUMENT PANEL
CONSOLE
PANEL PAD
ENGINE REFS NAV / BRG RADAR GCS
ATC MIC
IDENT KEY PEDESTAL
PANEL LTS BARO MENU ADV TILT RANGE

EMERG FLOOD
OFF PUSH PUSH
PUSH
STORM MENU AUTO
STD
SET TILT
Collins
M5877/2
DISPLAY CONTROL PANEL HA00B995508AA
Figure 3
Glareshield Control Panels
AVIONICS
FLIGHT GUIDANCE SYSTEM (FGS)
The FGS provides autopilot and dual flight guidance functions by utilizing two identical computers, three
primary servos, a pitch trim servo and a flight guidance panel.
The Flight Guidance Computers (FGC) receive Attitude Heading System (AHS) data directly from the
Attitude Heading Computer (AHC) to provide independent flight guidance computation while operating
together to provide 3-axis autopilot, pitch trim, Mach trim and yaw damper functions.
The two FGCs apply differential autopilot command drive to each primary servo to move the airplane
elevator, aileron and rudder control surfaces.
ATTITUDE HEADING SYSTEM (AHS)

The AHS is a dual reference system consisting of two AHC-3000 Attitude Heading Computers (AHC),
two FDU-3000 Flux Detector Units (FDU) and two External Compensation Units (ECU).
The AHS supplies attitude, stabilized magnetic or free gyro heading and linear acceleration data to the
Flight Guidance System, Electronic Flight Instrument System, Integrated Avionics Processor System
and Weather Radar System.
The AHCs are functionally and physically isolated from each other and replace the conventional vertical
gyro, directional gyro, three rate gyros, and three linear accelerometers. The AHS has two operational
modes, slaved and Directional Gyro (DG) mode.
FLIGHT MANAGEMENT SYSTEM (FMS)

The Flight Management System provides flight plan management, multisensor navigation, and radio
tuning. The FMS consists of two Flight Management Computers (FMC), two Control Display Units
(CDU) used to control the FMS and a Data Base Unit.
The FMC is a lateral and vertical navigator used by the autopilot to fly a programmed flight plan and
provides coupled VNAV, NAV-to-NAV capture, navaid data base storage and several control/planning
functions.
The Data Base Unit is a data loader used primarily to load monthly data base updates to the FMC and
to load and download maintenance data from the MDC maintenance computer.
AIR DATA SYSTEM (ADS)

Dual ADSs sense and process data obtained from the air mass around the airplane. The two Air Data
Computers (ADC) connect to the pitot/static air input ports and to a temperature sensor. The ADCs
process air data and provide output parameters to the AFDs, AHCs and the IAPS concentrators.
ENGINE INDICATING SYSTEM (EIS)

The EIS digitizes airplane engine data for input to the avionics system while converting avionics digital
data into outputs that drive airplane annunciators and aural horns.
The EIS consists of four Data Concentration Units (DCUs). Two units are wired as DCUs and two units
are wired as Engine Data Concentrators (EDCs).
The DCUs transfer airplane sensor information (analog fuel flow, strut status, etc.) to the IAPS
concentrators while transferring caution/warning advisory information from the Flight Control
Computers to the annunciators. The EDUs also provide redundant engine data to the displays.

AVIONICS
WEATHER RADAR SYSTEM
The Weather Radar System is a fully integrated system that detects precipitation, moisture-based
turbulence and ground feature returns in front of the airplane which can be displayed on the Primary
Flight Displays (PFDs) or the Multifunction Flight Displays (MFDs) and features the following operating
modes:
Mode Description
The basic weather detection mode. Depicts areas of precipita-
WX tion with four different colors, determined by reflectivity
(Weather) Mode strength.
Used to depict the display colors on the MFD/PFD as

MAP Mode
accentuated ground features.
Contains WX mode features and includes detection of
WX+T
precipitation related turbulence targets, including wind shifts
(Weather Plus Turbulence) Mode
that contain precipitation.
TURB Shows areas of precipitation-related turbulence within 50 nauti-
(Turbulence) Mode cal miles.
TARGET Used as an alert for precipitation and/or precipitation related
(Target/Turbulence Alert) Mode turbulence.
TRAFFIC ALERT and COLLISION AVOIDANCE SYSTEM (TCAS II)

The TCAS II system protects a volume of airspace around the airplane by warning pilots of the presence
of other transponder equipped aircraft.
The system interrogates Mode C and Mode S transponders in nearby aircraft and a computer analyzes
their replies to identify potential and predicted collision threats. The system advises the pilot when to
climb, descend or maintain altitude to avoid passing too close to the threat aircraft.
Resolution maneuvers between aircraft equipped with TCAS II are automatically co-ordinated by the
use of Mode S data link communication. The system provides two types of flight compartment displays
to the EFIS and aural alerts to the airplane audio system.

AVIONICS
COMPONENT LOCATIONS
Figure 4
Component Locations

AVIONICS
RADIO SENSOR SYSTEM (RSS)
The Radio Sensor System consists of the radios and controls used for voice communication, navigation
and operation in the Air Traffic Control (ATC) environment.
AUDIO INTEGRATING SYSTEM

The audio integrating system controls the output of the communications and navigation receivers to the
flight crew and airplane speakers.
The system consists of two Audio Control Panels (ACP) which command two digital audio control
amplifiers and an audio interphone amplifier for signal processing. The ACPs also command a
passenger speaker amplifier which provides the Seat Belt and No Smoking sign chime tones and also
allows the flight crew to address the passengers. An aural warning generator is installed which provides
aural warnings to both digital audio control amplifiers.
Audio Control Panel (ACP) Figures 2 and 5

An ACP is installed on the forward area of the pilot and copilot side consoles.
An optional ACP installation is provided, reference Figure 5 on the following page.
The power supply for No. 1 ACP is provided by the PE busbar through the AUDIO 1 CTL circuit breaker.
The power supply for No. 2 ACP is provided by the PS2 busbar through the AUDIO 2 CTL circuit
breaker.
For aircraft with KIT 149-3410 installed, the power supply for No. 1 and No. 2 ACPs are provided by the
PE busbar through the AUDIO 1 CTL and AUDIO 2 CTL circuit breakers.
HF Radio Transmissions
Hawker Beechcraft Corporation considers the following indication fluctuations to be normal and
acceptable providing that the indications return to a normal reading when the HF radio transmission
ceases (the interference should be noted by the Flight Crew, but it is not considered to be detrimental
to flight safety):
• Fuel quantity indications may increase, depending on frequency set and amount of fuel
in the tanks.
• Flight deck or cabin indications/indicators (i.e. oil temperature, oil pressure, flap position,
cabin/duct temperature and OAT, etc.).
• N1 indications.
• N2 indications.
• ITT indications.
• Erroneous ELT annunciations, without ELT activation.
• No fluctuations are permitted in navigational indications (i.e. VOR, LOC, GPS, Glide Slope, etc.)
except as permitted in the Airplane Flight Manual Section 2 - LIMITATIONS.

AVIONICS
SELCAL
1 VHF 2 HF MIC SELECT
OFF
OFF PA
HF VHF1
VHF2 VHF2
1 VOR/ILS 2 ADF
VHF1 HF
PA OFF
OFF
1 DME 2 1 MKR 2 PA
NORM Standard ACP Installation
EMERG
NORM PHONE I/C AUTOCOM BOOM-MIC
TONE SPKR- OFF OXY-MIC

PHONE
M8504_0.AI
SELCAL
1 VHF 2 1 HF 2 MIC SELECT
OFF
HF2 PA
HF1 VHF1
VHF2 VHF2
1 VOR/ILS 2 1 ADF 2 Optional ACP installation
VHF1 HF1
PA HF2
based on requested
OFF
NORM
Optional Customer Equipment
1 DME 2 1 MKR 2 PA
(ACP shown with HF 2 and ADF 2

EMERG
NORM PHONE I/C AUTOCOM BOOM-MIC Customer Options installed)
TONE SPKR- OFF OXY-MIC

PHONE
M8503_0.AI
Figure 5
Audio Control Panel (ACP)
AVIONICS
ACP Operation
Control Function
A SELCAL lamp is located above each respective

SELCAL indicator lamps transceiver and illuminates when a ground to air
SELCAL signal is received or SELCAL is tested.
VHF 1, VHF 2, HF 1, and HF 2 (if option installed)

TRANSCEIVER switches/volumes receiver switch functions and volume controls.
The OUT position enables receiver audio.
6 or 12 position rotary switch (dependent on ACP
MIC SELECT switch installation) Refer to Figure 5.
Selects transmission source.
VOR/ILS 1 and 2, ADF 1, and ADF 2 (if option installed),

DME 1 and 2, MKR 1 and 2 receiver switch functions
RECEIVER switches/volumes
and volume controls. The OUT position enables receiver
audio.
PA volume is only connected to the output at the ACP

PA Volume when the Transmit Select Switch is in the PA position
and the Transmit PTT is pushed.
When switched to EMERG, this feature is designed to

allow the operator to switch transmit and interphone
functions to the cross-side audio control panel. This
NORM/EMERG switch
feature allows the operator to retain most of the
station’s normal function even in the event of failure of
that station.
NORM position - Voice and Ident enabled.

NORM/VOICE/TONE switch VOICE position - Voice only enabled.
TONE position - Ident only enabled.
Headphone and loudspeaker volume control and SPKR

PHONE volume SPKR-PHONE ON/OFF switching. The OUT position turns loudspeaker
ON.
Interphone volume control. The IN position turns

I/C (Interphone) switch/volume
microphone ON continuously.
When the AUTOCOM switch is in the AUTOCOM

position the channel selected by the rotary MIC
SELECT switch shall auto enable (automatically on)
even if the receiver function and volume control knob is
AUTOCOM switch not enabled (out position). The receiver function and
volume control knob can still be used to adjust volume
for that channel selected by the MIC SELECT switch.
The receiver function and volume control knob will not
illuminate while disabled.

AVIONICS
Control Function
BOOM-MIC position - Sets the BOOM mic input as the

microphone input to the audio
control panel.
OXY-MIC position - Sets the OXY mic input as the

BOOM-MIC/OXY-MIC switch
microphone input to the ACP.
Also turns ON the following digital
amplifier functions: INPH Hot
switch, INPH to SPKR switch and
Speaker switch.
Microphone Jacks
There are two identical microphone jack assemblies which are mounted by the left and right side
consoles. They are used to interface the pilot’s headset and microphones with the airplane
communication and navigation systems. A stowage boot and microphone jack are also provided on
each pilot’s control yoke for operation and stowage of the hand mic.
Flight Compartment Speakers

Some audio outputs cannot be muted and are, therefore, always heard over both speakers regardless
of the speaker selection on the audio panels. The flight compartment unmuted audio system has an
emergency bypass circuit between the ACP and VHF COMM NAV which will produce aural warning
tones through the speakers.
Oxygen Mask Assemblies

There are two identical oxygen mask assemblies located above the left and right side consoles. The
assemblies contain microphone connectors which provide the flight crew with an additional method of
voice communication.

AVIONICS
ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS) with WINDSHEAR
The EGPWS provides voice and visual predictive warnings to the flight crew alerting them to the
proximity of possible terrain hazards by presenting PULL UP and GND PROX annunciations on the
PFD, graphical representations of terrain and peaks elevation value on the PFD/MFD. The EGPWS also
provides Windshear Caution and Warning alerts. Alerts appear on the PFD, when commanded by the
EGPWS system, in addition to Mode and Fault annunciations when appropriate.
The Enhanced Ground Proximity Warning Computer (EGPWC) combines data input from the
Integrated Avionics Processor System (IAPS) and the Global Positioning System (GPS) into a flight
profile which is analyzed with regard to radio altitude. Depending on the flight mode, airspeed and
absolute altitude, the computer generates voice and visual cautions and warnings based on pre-
programmed values and airplane performance specifications.
The EGPWC receives inputs from the Angle of Attack (AOA) and Stick Shaker Margin with other
discrete inputs to calculate the minimum safe altitude. The EGPWC also has Envelope Modulation and
Aural Declutter. The Envelope Modulation is an automatic feature which tailors the operation of the
EGPWS at certain locations to reduce nuisance warnings and/or give added protection. The Aural
Declutter feature reduces the repetition of the warning messages.
EGPWS Features
The EGPWS system has 7 operating modes, all of which are controlled by switching logic based upon
radio altitude, airspeed, vertical speed, landing gear, flap position and terrain closure.
The EGPWC can detect and warn of both increasing and decreasing performance windshears and also
compute the Terrain Clearance Floor (TCF) when the airplane is on approach, using high resolution
terrain database grids.
The TCF is usually computed at 700 ft Above Ground Level (AGL) until the airplane is within 15 nautical
miles (nm) from the airport. The TCF then slopes over the next 3 nm from 700 ft AGL to 400 ft AGL.
This level extends from 12 nm to 4 nm from the airport. The TCF then slopes from 400 ft AGL to 0 ft to
let the airplane land. Adjacent to the runway the TCF alert envelope is limited to a minimum of 245 ft
AGL.
Reference Figures 6 and 7 for depictions of Terrain Clearance.
The Terrain Awareness Display (TAD) gives an image of the surrounding terrain on the Weather Radar
screen using green, yellow and red dots in differing densities. This display is generated by the EGPWC
which compares the terrain data to the position and altitude of the airplane, if no terrain data is available
the area is colored magenta.
When a "CAUTION TERRAIN" alert is generated, approximately 60 seconds before a potential conflict,
areas within ± 90° of the airplane track which enter the terrain caution envelope are shown as solid
yellow areas.
When a "TERRAIN TERRAIN PULL UP" warning is generated, approximately 30 seconds before a
potential conflict, areas of terrain within ± 90° of the airplane track which enter the terrain warning
envelope are shown as solid red areas.

AVIONICS
1/2 RUNWAY LENGTH
ENVELOPE BIAS FACTOR
15NM
12NM
4NM
400 700
30
M6914_0
TCF ALERT ENVELOPE HA00C
016398AA
Figure 6
Terrain Clearance Floor Alert Envelope
245 FT
CONVENTIONAL TCF
CONVENTIONAL TCF
BIAS FACTOR
BIAS FACTOR
700' AGL 45§
400' AGL RUNWAY
TERRAIN TERRAIN
4 NM 12 NM 15 NM
245 FT
IMPROVED TCF ENVELOPE
IMPROVED TCF ENVELOPE PLAN VIEW
M6915_0
HA00C
016399AA.AI
Figure 7
Improved Terrain Clearance Floor Envelope

AVIONICS
The EGPWS Terrain video is inhibited by pushing the TERR INHIB switch. If the EGPWS terrain video
is showing, pushing the TERR INHIB switch makes the video stop and TERR is shown in amber.
NOTE: The basic EGPWS modes 1-6 and windshear mode 7 remain active when the Terrain
Awareness Alerting is manually inhibited.
Peaks and obstacles are two supplemental features of TAD. Peaks provides additional terrain display
features for enhanced situational awareness, independent of the airplane’s altitude. This includes digital
elevations for the highest and lowest displayed terrain and additional elevation (color) bands.
The obstacles feature utilizes an obstacle database for obstacle conflict alerting and display. EGPWS
caution and warning visual and audio alerts are provided when a conflict is detected. Also, when TAD
is enabled, obstacles are graphically displayed similar to terrain.
A Runway Field Clearance Floor (RFCF) feature is also included. This is similar to the TCF feature
except that RFCF is based on the current airplane position and height above the destination runway
using Geometric Altitude (in lieu of Radio Altitude) and provides improved protection at locations where
the surrounding terrain is significantly lower than the runway. Reference Figure 8 for a depiction of the
Runway Field Clearance Floor Envelope.
Geometric Altitude is a computed pseudo-barometric altitude, based on the GPS altitude, which is
designed to reduce or eliminate altitude errors resulting from temperature extremes, non-standard
pressure altitude conditions and altimeter miss-sets.
Self Test
The EGPWS performs a self test each time power is applied to the computer and when manually
selected. Any failures during the self test are annunciated to the pilots both visually and aurally.
Switches/Annunciators
Annunciators and switches (external to the EGPWS) control and annunciate the status of the various
modes of the EGPWS. There are four switches/annunciators located on the Center Instrument Panel
between the pilot’s and copilot’s MFD. Refer to Figure 2. Located in the overhead control panel is the
EGPWS TEST pushbutton. Refer to Figure 1.
The functions of the various switches/annunciators are as follows:
1. EGPWS TEST — Not a light. Momentary push button to initiate system self-test.
2. FLAP OVRD — Background illuminates white when flap warnings disabled. Alternate action button
to override or restore mode 2 and mode 4 flap warnings.
3. GS INHIB — Background illuminates white when glideslope is inhibited. Momentary push switch
to inhibit or restore glideslope mode 5 warning.
4. TERR INHIB — Background illuminates white when terrain display is inhibited. Pressing the TERR
INHIB switch inhibits TAD and TCF alerting and display, including Obstacles and Peaks when
enabled. This is used when position accuracy is inadequate or when operating at airports not in
the database. Neither loss nor inhibiting TAD/TCF effects the basic GPWS functions (modes 1-7).
5. ALT CALLS INHIB — Background illuminates white when altitude call outs inhibited. Momentary
push switch to inhibit mode 6 altitude callouts.

AVIONICS
5.0NM
(1.5 + KRF) NM (OUTER LIMIT)
RFCF CEILING (300 FT. ABOVE FIELD)

MINIMUM RUNWAY FIELD CLEARANCE. FT
KRF
FIELD RFCF
ELEVATION ALERT AREA
RUNWAY
END
(NO LOWER LIMIT)
RFCF ALERT ENVELOPE
5500
5000
4500
4000
RWY
3500 RFCF ALERT ENVELOPE
3000
2500
2000 TCF ENVELOPE
1500
-2 -1 0 1 2 3 4 5 6 7
DISTANCE TO CENTER OF RUNWAY (NM) M6916_0
HA00C
016400AA.AI
Figure 8
Runway Field Clearance Floor Envelope

AVIONICS
EGPWS Operating Modes
There are 7 modes of operations:
Mode Operational Envelope

MODE 1 This mode is active for all phases of flight when the radio altimeter
Excessive Descent Rate indicates between 10 and 2450 ft AGL. The mode envelope identifies
Alert/Warning the minimum radio altitude permitted based on a given descent rate.
If the airplane flight profile goes into the alert envelope, the EGPWS
PULL UP annunciator illuminates and the "SINKRATE" voice warning is
heard. If the airplane flight profile goes into the warning envelope, the
PULL UP annunciator stays on and the voice warning changes to a
continuous "PULL UP".
Upon going out of the Mode 1 envelope, the voice message stops and
the PULL UP annunciator extinguishes.
MODE 2 This mode is active for all phases of flight and airplane configurations.
Terrain Closure Rate The Mode 2 warning envelope changes with airplane speed and
Warning configuration and has two sub-modes:
• Mode 2A is active when the flaps are in any position other than
landing and the airplane is not on the glideslope centerline.
• Mode 2B is active when the flaps are in the landing position or when
ILS is in use and the airplane is on the glideslope with less than 2
dots deviation.
When the airplane flight profile goes into either the Mode 2A or 2B
envelope, the PULL UP annunciator illuminates and the "TERRAIN
TERRAIN" voice warning sounds. After the "TERRAIN TERRAIN"
warning, one of three results will occur:
1. If the airplane flight profile goes out of the warning envelope, no

additional warnings are generated and the PULL UP annunciator
extinguishes.
2. If the flight profile stays in the warning envelope and the flaps or gear
are not in the landing configuration, a continuous "WHOOP
WHOOP" tone and "PULL UP" message is heard until the airplane
goes out of the Mode 2 warning envelope.
3. If the flight profile stays in the warning envelope and the flaps and
gear are in the landing configuration, the "TERRAIN TERRAIN"
message continues until the airplane goes out of the Mode 2
warning envelope.
Upon going out of the Mode 2 warning envelope, the voice messages
stop and the PULL UP annunciator extinguishes.

AVIONICS

MODE 3 This mode is active when the radio altimeter indicates between 30 and
Alert To Descent 1500 ft AGL, either the landing gear or flaps are UP, and the EGPWS is
After Takeoff in the takeoff mode (enabled by a successful landing previous to the
current takeoff).
The Mode 3 warning envelope changes with airspeed, radio altitude

and vertical speed. Mode 3 is enabled when vertical speed becomes
negative, and stays active until the altitude loss is fully recovered. When
the altitude loss is recovered, Mode 3 resets and continues to scan for
negative vertical speed.
If the airplane flight profile goes into the Mode 3 warning envelope, the
PULL UP annunciator illuminates and the "DON’T SINK" voice warning
sounds. The PULL UP annunciator stays on and the "DON’T SINK"
message continues until the airplane gets a positive rate of climb.
Upon going out of the Mode 3 warning envelope, the voice messages
stop and the PULL UP annunciator extinguishes.
MODE 4 This mode is active when the radio altimeter indicates 30 ft AGL or
Alert To more. Modes 4A and 4B alert the flight crew to insufficient terrain
Insufficient Terrain clearance during cruise and approach. Mode 4C alerts the flight crew to
Clearance insufficient terrain clearance during takeoff or go-around.
• Mode 4A is active when the landing gear is UP, and the EGPWS is
in the approach mode. If the airplane flight profile goes into the
Mode 4A warning envelope at less than 190 kts, the PULL UP
annunciator illuminates and the continuous "TOO LOW GEAR"
warning sounds.
If the flight profile goes into the Mode 4A warning envelope at more
than 190 kts, the "TOO LOW TERRAIN" warning sounds and the
PULL UP annunciator illuminates.
• Mode 4B is active when the landing gear is DOWN, and the

EGPWS is in the approach mode. If the flight profile goes into the
Mode 4B warning envelope at less than 159 kts, the PULL UP
annunciator illuminates and the "TOO LOW FLAPS" warning
sounds. The message will continue until the flaps are lowered or
the airplane goes out of the Mode 4B warning envelope. If the flight
profile goes into the Mode 4B warning envelope at more than 159
kts, the PULL UP annunciator illuminates and the "TOO LOW
TERRAIN" warning sounds.
• Mode 4C is active when the radio altimeter indicates 245 ft AGL or

above, or above 100 ft AGL with landing gear or flaps not in the
landing configuration. If the flight profile goes into the Mode 4C
warning envelope, the PULL UP annunciator illuminates and the
"TOO LOW TERRAIN" warning sounds.
Upon going out of the warning envelopes, the voice warnings stop and
the PULL UP annunciator extinguishes.

AVIONICS

MODE 5 This mode is active when the following conditions are present:
Alert To
Descent Below • A valid glideslope signal is present.
Glideslope
• The EGPWS is in the approach mode or the flaps are in the landing
configuration.
• GS INHIB button has not been used to cancel glideslope.
• The landing gear is in the DOWN position.
• Radio altimeter indicates more than 30 ft AGL.
• Mode 5 is not inhibited by back course select or other inhibit signal.
Pushing the illuminated GS INHIB switch momentarily cancels the

glideslope alerts until the cancel logic is reset. Pushing the illuminated
GS INHIB switch resets the cancel logic. The cancel logic resets auto-
matically when the radio altimeter indicates more than 1500 ft AGL or
less than 30 ft AGL or a non-ILS frequency is selected.
The Mode 5 alert envelope is enabled by glideslope deviations over

1.3 dots and radio altitudes between 300 and 1000 ft AGL (typical). The
Mode 5 warning envelope is enabled by glideslope deviations over 2
dots and radio altitudes below 300 ft AGL.
If the airplane flight profile goes into the alert envelope, the soft
"GLIDESLOPE" warning sounds and the GLIDESLOPE annunciator
illuminates.
If the airplane flight profile goes into the warning envelope, the loud
"GLIDESLOPE" warning sounds and the GLIDESLOPE annunciator
illuminates.
Upon going out of the Mode 5 alert or warning envelope, the voice
messages stop and the GLIDESLOPE annunciator extinguishes.
NOTE: To permit maneuvering on final approach with an unreliable

glideslope, the GLIDESLOPE message can be inhibited by
pushing the GS INHIB switchlight when the airplane is below
2000 ft AGL. The GLIDESLOPE messages are automatically
inhibited during Back Course approaches.

AVIONICS

MODE 6 This mode is active for all phases of flight and airplane configurations.
Altitude Callouts/Bank
Angle Mode 6 gives voice altitude callouts and indications.
The standard callouts will be Menu 76 with smart callout:
• TWO THOUSAND FIVE HUNDRED (at 2500 ft AGL)
• ONE THOUSAND (at 1000 ft AGL)
• FIVE HUNDRED (at 500 ft AGL)
• FOUR HUNDRED (at 400 ft AGL)
• THREE HUNDRED (at 300 ft AGL)
• TWO HUNDRED (at 200 ft AGL)
• ONE HUNDRED (at 100 ft AGL)
• FIFTY (at 50 ft AGL)
• FORTY (at 40 ft AGL)
• THIRTY (at 30 ft AGL)
• TWENTY (at 20 ft AGL)
• TEN (at 10 ft AGL)
• MINIMUMS (based on the Decision Height)
Some airplanes will have menu 14:
• ONE THOUSAND (at 1000 ft AGL)
• FIVE HUNDRED (at 500 ft AGL)
• MINIMUMS (based on the Decision Height)
• BANK ANGLE
Mode 6 excessive bank angle warnings are divided into two types
based on radio altitude.
• Below 150 ft AGL, maximum allowable bank angle is computed as

a function of the radio altitude (e.g. less bank angle is allowed as
altitude decreases). Below 30 ft AGL the maximum allowable bank
angle is 10° and is inhibited below 5 ft AGL.
• Above 150 ft AGL, the maximum allowable bank angle is 40°.
If the airplane bank angle exceeds the maximum allowable bank angle
above 150 ft AGL, the "BANK ANGLE BANK ANGLE" voice warning
sounds with a ¾ second pause between the warnings. Upon rolling
back below the maximum allowable bank angle the voice messages
stop.

AVIONICS

MODE 6 If the airplane bank angle exceeds the maximum allowable bank angle
Altitude Callouts/Bank below 150 ft AGL, the "BANK ANGLE BANK ANGLE" voice warning
Angle (continued) sounds with no pause between the warnings. On rolling back below the
maximum allowable bank angle, the voice messages stop.
"BANK ANGLE BANK ANGLE" will sound again if the roll attitude
increases by 20%. When the roll attitude increases to 40% above the
first callout angle "BANK ANGLE" sounds continuously.
The "SMART" 500 ft warning helps the pilots when on a non-precision

approach and stays silent when on a precision approach with vertical
guidance.
The warning "FIVE HUNDRED" sounds at 500 ft AGL if the pilot’s

instruments are not selected to an in-use ILS signal, a deviation from
the ILS glideslope of greater than 2 dots or if the glideslope is can-
celled.
MODE 7 This mode is active for windshear detection during takeoff mode from
Windshear Detection rotation to 1500 ft AGL or if the airplane is reconfigured for landing. The
mode is also active for windshear detection during approach or
go-around modes when the radio altitude is between 1500 ft and 10 ft
AGL. The EGPWS can detect both increasing performance windshears
(e.g. increasing headwind, decreasing tailwind, updraft), as well as
decreasing performance windshears (e.g. decreasing headwind,
increasing tailwind, downdraft).
If the airplane flight profile indicates an increasing performance

windshear, the WNDSHR CAUTION annunciator illuminates and the
"CAUTION WINDSHEAR" warning sounds. Upon going out of the
windshear caution conditions, the voice messages stop and the
WNDSHR CAUTION annunciator extinguishes.
If the airplane flight profile indicates a decreasing performance

windshear, the WNDSHR WARN annunciator illuminates and the siren
and "WINDSHEAR WINDSHEAR WINDSHEAR" audible warnings
sound.
Upon going out of the windshear warning conditions, the voice

message and siren stop and the WNDSHR WARN annunciator
extinguishes.

AVIONICS
Pro Line 21
Section - III
SYSTEMS DESCRIPTION
Sub-section 18
PITOT-STATIC SYSTEM
Table of Contents
Page
GENERAL ................................................................................................. 18-3

PITOT HEADS........................................................................................ 18-3
STATIC VENT PLATES .......................................................................... 18-3
STATIC VENTS...................................................................................... 18-3
EQUIPMENT ISOLATION ...................................................................... 18-4
STALL VENTS ....................................................................................... 18-4
Figure 1 - Pitot Static System Block Diagram................................... 18-5


PITOT STATIC SYSTEM Revision A2: Nov, 2004
GENERAL
The pitot-static system supplies the source pressure for the No. 1 and No. 2 Air Data Computers, an
Electronic Standby Instrument System Air Data Unit, the Stall Warning and Identification System, and the
Airplane Cabin Differential Pressure Indicator.
Provisions are made available for the connection of additional equipment.
The pitot-static system pressure lines and components are shown in a block diagram on Figure 1.
PITOT HEADS
Two pitot heads are mounted, one on each side of the fuselage nose and provide independent supplies
of pitot pressure to the following:
Left Pitot Head (P1)

• Air Data Computer No. 1
Right Pitot Head (P2)
• Standby Airspeed Indicator
• Stall Detectors
• Additional equipment connections.
STATIC VENT PLATES

A static vent plate is mounted on each side of the forward fuselage. Each static plate provides two static
ports (static ports 5 & 6, reference Figure 1). These sources provide static pressure to the following:
Static 5 (S5)
Static 6 (S6)
• Stall Detectors
STATIC VENTS
Static vents are provided on each side of the aft fuselage (static vents 8 & 9, reference Figure 1). These
static vents are respectively connected and provide static pressure to the following:
Static 8 (S8)
• Electronic Standby Instrument System (ESIS) Air Data Unit
Static 9 (S9)
• Cabin Differential Pressure Indicator
• Additional Equipment Connections

Revision A2: Nov, 2004 PITOT-STATIC SYSTEM
EQUIPMENT ISOLATION
A PITOT ISOLATION valve, located on the copilot’s side console, provides isolation of the stall detectors
and any additional equipment from the Air Data Computer No. 2 and the ESIS Air Data Unit.
With the valve in the NORMAL position, P2 pitot pressure is supplied from the right pitot head to all relevant
instruments and equipment.
Operating the valve from NORMAL to ISOLATE maintains P2 pitot pressure to the Air Data Computer
No. 2 and the ESIS Air Data Unit but isolates the stall detectors and any additional equipment (reference
Figure 1).
STALL VENTS
A stall vent is mounted under each wing and interconnected by pressure lines to the two stall detectors
(reference Figure 1).

Right Forward
Left Forward Static Vent Plate
S6
Static Vent Plate 6
5 5
S5
6
Copilot Cabin Pressure

Instrument Panel Controller
S6
No. 1 No. 2
Left Air Data Air Data Right
Pitot Computer Computer Pitot
Head Head
ESIS
Air Data Unit
S9
S8 P2
P1
Stall Ident P2
(Autopilot Disconnected)
Pitot
Isolation
V
Valve
Stall P2
Detector P P2
S Connections for
Additional Equipment
S9
S6
Left Rear
Static Vents
S9 Right Rear
9 Static Vents
V S8
S8 8
8 Stall
Detector P S9
9
Left S Right
Stall Stall Ident Stall
Vent 3rd Channel Vent
V1 V2
LEGEND
= Pitot Pressure = Pitot Drain
= Static Pressure = Static Drain
= Static Pressure = Stall Vent Drain
Figure 1
Pitot Static System Block Diagram
Revision A2: Nov, 2004 PITOT-STATIC SYSTEM

Section - IV
FLIGHT PLANNING DATA
Table of Contents
Page
SUB-SECTION 1 - GENERAL...........................................................................1-1
SUB-SECTION 2 - PREFLIGHT........................................................................2-1
SUB-SECTION 3 - CLIMB.................................................................................3-1
SUB-SECTION 4 - CRUISE EN-ROUTE...........................................................4-1
SUB-SECTION 5 - NORMAL DESCENT ..........................................................5-1
SUB-SECTION 6 - SINGLE ENGINE ................................................................6-1
SUB-SECTION 7 - UNFACTORED LANDING..................................................7-1
SUB-SECTION 8 - GEAR DOWN PERFORMANCE ........................................8-1
SUB-SECTION 9 - EXTENDED RANGE OPERATIONS (Non-ETOPS) ..........9-1
P/N 140-590032-0007
Page 1
Page 2 Section - IV P/N 140-590032-0007

Revision A3: Apr, 2008
Pro Line 21
Section - IV
Sub-section 1
GENERAL
Table of Contents
Page
INTRODUCTION ......................................................................................... 1-3

SPEED and TEMPERATURE RELATIONSHIPS....................................... 1-4
DETERMINATION OF TEMPERATURES RELATIVE TO ISA ................ 1-4
Figure 1 - ISA Temperatures ................................................................ 1-4
DETERMINATION OF SPEED and
TEMPERATURE CORRECTION ............................................................. 1-5
Figure 2 - Speed and Temperature Correction..................................... 1-6
CEILING DATA ........................................................................................... 1-7
Table 1: MAXIMUM CRUISE ALTITUDE ............................................. 1-7
Table 2: MAXIMUM CRUISE WEIGHT ................................................ 1-7
Table 3: MAXIMUM TAKE-OFF WEIGHT for CRUISE ALTITUDE ...... 1-8


GENERAL Original Issue: Feb, 2002
INTRODUCTION
This Sub-section contains general speed and atmospheric data. It also contains ceiling data giving the
relationship between maximum altitude and maximum weight. It also contains relationships between
true Mach number, true airspeed and true outside air temperature with indicated values of airspeed,
altitude and temperature.
The true Mach number on the graph differs slightly from the indicated Mach number by the magnitude
of the position error given in Sub-section 5.05 of the Airplane Flight Manual.
It also provides ceiling data which will give maximum altitude for a given weight or weight for a given
altitude.
The limits are determined by the most critical of two considerations:
• The maximum cruise altitude of 41,000 ft.
• Ability to climb at 200 ft/min at 0.7M.
Data for buffet margins is provided in the Airplane Flight Manual Sub-section 5.05, Figure 5.05.7.

Revision A1: Nov, 2002 GENERAL
SPEED and TEMPERATURE RELATIONSHIPS
DETERMINATION OF TEMPERATURES RELATIVE TO ISA

Relationship to ISA conditions can be determined by entering the chart with a known altitude and
temperature.
45
40
35
30
ALTITUDE - thousands of feet
I SA
25
+40
I SA
+30
C
I SA
+20
C
I SA
20
C
+10
I SA
C
ISA
-1 0
IS A
15
C
-2 0
I SA
-30
C
I SA
C
-4 0
I SA
10
C
-50
ISA
C
-6 0
C
-60 -40 -20 0 20 40 60
TRUE OUTSIDE AIR TEMPERATURE - C
M7015_0.AI
Figure 1
ISA Temperatures
GENERAL Revision A1: Nov, 2002
DETERMINATION OF SPEED and TEMPERATURE CORRECTION
Figure 2 allows true values of Mach number, airspeed, and outside air temperature to be determined
from indicated values of airspeed, altitude and temperature.
The true Mach number obtained will differ from indicated Mach number by the magnitude of the position
error given in Sub-section 5.05 of the Aircraft Flight Manual.
The chart assumes zero instrument error. In practice, the allowable tolerances on the altimeter and
combined speed indicator are such that there may be discrepancies of up to 0.01 Mach number or 3
knots airspeed in instrument readings. This should be considered when using the charts and the
tabulated cruise enroute data in Sub-section 4.

Original Issue: Feb, 2002 GENERAL
NOTE: Refer to the Airplane Flight Manual for maximum altitude limitation.
Figure 2
Speed and Temperature Correction
GENERAL Revision A1: Nov, 2002
CEILING DATA
Table 1
MAXIMUM CRUISE ALTITUDE
TEMPERATURE RELATIVE TO ISA °C
-15 -10 -5 0 +5 +10 +15 +20
WEIGHT lb MAXIMUM CRUISE ALTITUDE ft
27,000 40,600 40,400 39,800 39,100 38,300 37,400 36,400 34,300
26,000 41,000 41,000 40,600 39,900 39,000 38,100 37,100 35,400
25,000 41,000 41,000 41,000 40,700 39,800 38,700 37,700 36,400
24,000 41,000 41,000 41,000 41,000 40,600 39,500 38,400 37,100
23,000 41,000 41,000 41,000 41,000 41,000 40,400 39,200 38,000
22,000 41,000 41,000 41,000 41,000 41,000 41,000 40,000 38,800
21,000 41,000 41,000 41,000 41,000 41,000 41,000 40,800 39,600
20,000 41,000 41,000 41,000 41,000 41,000 41,000 41,000 40,500
NOTE: These weights and altitudes are determined by either the maximum altitude of 41,000 ft,
or by a 200 ft/min rate of climb limit at M = 0.7.
Table 2
MAXIMUM CRUISE WEIGHT
-15 -10 -5 0 +5 +10 +15 +20
CRUISE
MAXIMUM CRUISE WEIGHT lb
ALTITUDE ft
35,000 26,400
36,000 25,500
37,000 26,100 24,100
38,000 26,100 24,600 22,900
39,000 25,900 24,600 23,200 21,700
40,000 26,700 25,900 24,800 23,500 22,000 20,600
41,000 26,400 26,300 25,400 24,700 23,600 22,300 20,700 19,300

Original Issue: Feb, 2002 GENERAL
CEILING DATA
Table 3
MAXIMUM TAKE-OFF WEIGHT for CRUISE ALTITUDE
-15 -10 -5 0 +5 +10 +15 +20
CRUISE
MAXIMUM TAKE-OFF WEIGHT lb
ALTITUDE ft
35,000 28,000
36,000 27,100
37,000 27,500 25,600
38,000 27,400 25,900 24,300
39,000 27,100 25,800 24,500 23,000
40,000 27,800 27,100 26,000 24,700 23,200 21,900
41,000 27,500 27,400 26,500 25,800 24,700 23,400 21,900 20,500

GENERAL Original Issue: Feb, 2002
Pro Line 21
Section - IV
Sub-section 2
PREFLIGHT
Table of Contents
Page
INTRODUCTION ......................................................................................... 2-3

Figure 1 - Definitions and Terms for Various Phases of Flight ............. 2-5
FUEL LOADING PLAN and WORKED EXAMPLE.................................... 2-6
FUEL LOADING PLAN ............................................................................. 2-6
WORKED EXAMPLE................................................................................ 2-9
EQUIVALENT STILL AIR DISTANCE (ESAD)
ALLOWANCES and RESERVE FUEL ..................................................... 2-19
END ALLOWANCES ................................................................................ 2-20
OPERATION FROM and INTO HIGH ALTITUDE AIRFIELDS ................ 2-20
RESERVE FUEL ....................................................................................... 2-20
DIVERSION ............................................................................................ 2-20
HOLDING ............................................................................................... 2-20
EN ROUTE ALLOWANCE...................................................................... 2-21
ICING CONDITIONS ................................................................................. 2-21
EQUIVALENT STILL AIR DISTANCE Tabulated Data ........................... 2-22
SECTOR TIME and FUEL ........................................................................ 2-35
INTRODUCTION .................................................................................... 2-35
SECTOR TIME and FUEL - HIGH SPEED PROCEDURE ....................... 2-36
INTRODUCTION .................................................................................... 2-36
SECTOR TIME and FUEL - INTERMEDIATE PROCEDURE .................. 2-97
INTRODUCTION .................................................................................... 2-97
SECTOR TIME and FUEL - LONG RANGE PROCEDURE................... 2-159
INTRODUCTION .................................................................................. 2-159
DIVERSION TIME and FUEL.................................................................. 2-191
INTRODUCTION .................................................................................. 2-191
HOLDING FUEL FLOW .......................................................................... 2-199
INTRODUCTION .................................................................................. 2-199


PREFLIGHT Original Issue: Feb, 2002
INTRODUCTION
The data in this Sub-section allows the determination of total time and fuel required, using one of the
three standard procedures:
• High speed
• Intermediate
• Long Range
Definitions and terms used for referring to the various phases of the flight are illustrated on Figure 1.
A method for pre-flight planning of time and fuel required is provided in a worked example in this Sub-
section. The data necessary to perform the calculations can be found throughout this Sub-section.
The Diversion Time and Fuel data may also be used for short sectors.

Revision A1: Nov, 2002 PREFLIGHT

FUEL END SECTOR FUEL RESERVE FUEL FUEL END
ALLOWANCES HIGH SPEED, INTERMEDIATE OR LONG RANGE PROCEDURE ALLOWANCES

START and TAKEOFF and CLIMB CRUISE DESCENT HOLD DIVERSION APPROACH TAXI-IN
TAXI-OUT and LAND
CLIMB
CRUISE
DESCENT
Figure 1
PREFLIGHT
Sub-section 2
1500 ft 1500 ft
1000 ft 1000 ft
Definitions and Terms for Various Phases of Flight

SECTOR DISTANCE DIVERSION
DISTANCE
DESTINATION ALTERNATE
NOT TO SCALE
Page 2-5
FUEL LOADING PLAN and WORKED EXAMPLE
FUEL LOADING PLAN

A fuel loading plan is an essential aid to flight planning.
The following plan, recommended by Raytheon Aircraft Company, is provided together with a worked
example illustrating its use in pre-flight planning.
The fuel loading plan is arranged in five Parts:
1. Permissible weights
2. Zero fuel weight
3. Flight plan
4. Fuel summary
5. Loading check
It is recommended that Parts 1 to 4 are completed for each flight.
Part 5 serves as a useful cross-check of results calculated in the preceding Parts.
A copy of the Fuel Loading Plan, arranged for convenience on one side of a sheet, is presented on the
following page. This sheet may be copied by operators for their own use.

FUEL LOADING PLAN
Trip Date: ................................. From: ................................................. Destination: .................................................... Alternate: ...............................................
Part 1 PERMISSIBLE WEIGHTS lb Part 3B FLIGHT PLAN Weights lb Part 4 FUEL SUMMARY
(from AFM) Times min and fuels lb Approach, 10
Zero Fuel Weight 5 Taxi-in
Permissible
APR ‘ON’ 1 Approach fuel 10
Take-off Weight Diversion 11
Taxi-in fuel
Holding 12
Permissible DESTINATION 2 Diversion Arrival Weight
Additional Reserves (if required)
Landing Weight ALTERNATE Diversion fuel
3 11 Sector 13
Maximum Zero Fuel Weight 4 Weight at end of Hold
Taxi-out
Holding fuel for min.
at altitude. 12 TOTAL FUEL REQUIRED 15
Part 2 ZERO FUEL WEIGHT lb Additional fuel Reserves

Part 5 LOADING CHECK (optional)
(if required)
Operating Weight (from Weight
and Balance Manual) Values
Destination Arrival Weight
t
Zero Fuel Weight 5 must not
Passengers (No. of Pax x exceed:
standard weight allowance)
Interpolation ‘scratchpad’
Total Fuel required 15
ISA
Baggage
Arr. wt

Time Time
ISA
Arr. wt RAMP WEIGHT 5 + 15 28120 lb
Zero Fuel Weight Fuel Fuel
Check does not exceed 4 Taxi-out fuel
5
t Interpolation ACTUAL TAKE-OFF WEIGHT
Interpolated
Part 3A FLIGHT PLAN DISTANCES values
at
1
Should equal 14
Sector Diversion
Distance nm 6 Distance nm 8 Fuel to Destination 10 + 13 16

ISA
Still Air Time Still Air Time Arr. wt
Time Time
ISA
Arr. wt
DESTINATION LANDING
WEIGHT 14 - 16 17 2
min. 7 min. 9
Fuel Fuel
Mean Still Mean Still Diversion fuel 11
Air 6 Air 8
Speed= 60 x Speed= 60 x
Sector LANDING WEIGHT AT
Sector Fuel 13
9 Time ALTERNATE 17 - 11 3
7
Equivalent Equivalent Take-off Weight 14
Sector Still Air Diversion Still
Distance nm Air Distance nm
Pilot’s Operating Manual Sub-section 2

Initial Issue: Feb, 2002 FUEL LOADING PLAN Page 2-7
PREFLIGHT

PREFLIGHT Initial Issue: Feb, 2002
WORKED EXAMPLE
The pages that follow contain a worked example using the FUEL LOADING PLAN. The example is
based on the flight profile in Figure 1. The reader is progressively guided through the Parts of the FUEL
LOADING PLAN with text describing each Part before moving to the next Part.
DATA
The data used for the worked example is listed below:
Departure Airfield Elevation ...........................................................2000 ft

Runway Length................................................. 5800 ft dry
Runway Slope...................................................Zero
No Clearway, Stopway or Obstacles
Temperature .....................................................66° F
Wind Component..............................................Zero
Distance to Destination ........................................................................... 1900 nm

En Route Wind........................................................................................ 20 kt tailwind
En Route Temperature............................................................................ ISA +5° C
High Speed Procedure Required
Destination Airfield Elevation ...........................................................2000 ft

Runway Slope...................................................Zero
Temperature .....................................................77° F
Wind Component..............................................Zero
Holding Allowance 30 Minutes at 5000 ft ISA +5° C

Diversion Distance............................................................120 nm
Wind ................................................................. 20 kt headwind
Temperature .....................................................ISA +5° C
Alternate Airfield Elevation ........................................................... Sea Level

Runway Slope................................................... Zero
Temperature ..................................................... 86° F
Wind Component.............................................. 10 kt headwind
Payload 4 Passengers Plus 120 lb Baggage

CALCULATION
Part 1 - PERMISSIBLE WEIGHTS (from AFM)
Permissible Take-off Weight
Temperature °C = 5 ( °F -32) = 19° C
9
Since there are no obstacles the permissible take-off weight will be the lowest of:
1. Maximum take-off weight from AFM Section 2 = 28,000 lb.
2. WAT limited weight from AFM Sub-section 5.15.
3. Field Length limited weight from AFM Sub-section 5.20.
From AFM Sub-section 5.15 for departure airfield it can be seen that the WAT and tire speed limits at
both flap settings are greater than 28,000 lb.
From AFM Sub-section 5.20, assuming Flaps 15°:
Allowable take-off weight = Greater than 28,000 lb.
Permissible take-off weight = 28,000 lb.
Permissible Landing Weight at Destination

Temperature °C = 5 (77 -32) = 25° C
9
From AFM Section 2 Maximum Landing Weight = 23,350 lb.
From AFM Sub-section 5.45 Landing WAT limit = 25,170 lb.
From AFM Sub-section 5.50, the maximum weight for a landing field length of 4350 ft = 21,500 lb.
Permissible landing weight at the destination is therefore the lowest of these three weights,
i.e. 21,500 lb.

PREFLIGHT Revision A1: Nov, 2002
Permissible Landing Weight at Alternate
Temperature.................................... 86° F = 30° C.
Maximum Landing Weight .............. 23,350 lb.
WAT Limitation ................................ 25,930 lb.
Field Length Limitation (wet)........... 22,350 lb.
Permissible Landing Weight at Alternate = 22,350 lb.
Maximum Zero Fuel Weight (from AFM Section 2) = 18,450 lb.
Part 1 of the FUEL LOADING PLAN can now be completed as shown below:
Part 1 - PERMISSIBLE WEIGHTS lb (from AFM)
Permissible Take-off Weight APR ON 28,000 1
DESTINATION 21,500 2
Permissible Landing Weight
ALTERNATE 22,350 3
Maximum Zero Fuel Weight 18,450 4

Part 2 - ZERO FUEL WEIGHT
Data for this part is obtained from Section 6 (Weight and Balance) of the Airplane Flight Manual.
Operating Weight
A typical Operating Weight is defined in the Weight and Balance section of the AFM and consists of the
Basic Weight stated at the beginning of the Weight and CG Schedule plus the following items:
All fluids
Lifejackets and dinghies (if carried)
Food and Drink
Passenger Service items
Crew with Manuals and Baggage
The typical Operating Weight corrected for any known variations to the above items may be 16,100 lb.
Passengers
The standard weight allowance is 170 lb per passenger.
4 x 170 = 680 lb
Baggage weight may be weighed or estimated= 120 lb
Zero Fuel Weight, the sum of Operating Weight, Passengers and baggage = 16,900 lb. This is less than
the Maximum Zero Fuel Weight of 18,450 lb 4 already obtained from the AFM.
The FMS may be used to calculate the Zero Fuel Weight, using the procedure given below:
1. Select the FUEL page 1 which is the fuel and weight entry page. This will display the EMPTY WT
used for the last flight.
2. Enter number of passengers at the PAX line and the baggage weight at the CARGO line.
3. The ZERO FUEL WEIGHT (ZFW) is automatically calculated based on these three prior entries.
Part 2 of the FUEL LOADING PLAN may now be completed.
Part 2 - ZERO FUEL WEIGHT lb

Operating Weight (from Weight and Balance section of AFM) 16,100
Passengers (No. of Pax x standard weight allowance) 680
Baggage 120
Zero Fuel Weight = sum of above. 16,900
Check does not exceed 4 5

Part 3A - FLIGHT PLAN DISTANCES
If there is a headwind or tailwind component, then an Equivalent Still Air Distance (ESAD) must be
estimated for the sector from the departure airfield to the destination, and for diversion from the
destination to the alternate airfield.
An approximate still air speed is first determined and then knowing the actual distance, wind and mean
speed, the equivalent distances may be obtained from the (EQUIVALENT STILL AIR DISTANCE) tables
in this section.
Equivalent Sector Distance

Obtain an approximate still air Sector time from the tables for an appropriate procedure (High Speed,
Intermediate or, Long Range) assuming a reserve fuel of say, 2000 lb to give an approximate arrival
weight.
For this example we shall use the High Speed Procedure data for ISA conditions (an acceptable
approximation to ISA+5° C) and an approximate arrival weight of 16,900 lb + 2000 lb = 18,900 lb.
This gives a Sector time for 1900 nm of about 270 minutes at the highest achievable cruise altitude of
39,000 ft.
Mean Sector speed is thus: 60 x 1900 = 422 kt

270
and the ESAD from this section is 1814 nm by interpolation between the 400 kt and 450 kt tables at a
Sector distance of 1900 nm and a tailwind of 20 kt.
Equivalent Diversion Distance

The ESAD for the diversion is obtained in a similar way using Zero Fuel Weight plus approach and
landing fuel as the arrival weight.
In this case we shall choose an altitude of 15,000 ft on the basis of the approximate rule of assuming
10,000 ft altitude per 80 nm of diversion distance.
This makes sure that cruise distance will be at least half the total distance.
(A lower diversion fuel could be achieved by assuming climb to a higher altitude and a shorter cruise)
From this section (Diversion Time and Fuel) for an arrival weight of 17,000 lb and 15,000 ft cruise
altitude, we see that time is 28 minutes for a diversion distance of 120 nm.
Mean still air speed = 60 x 120 = 257 kt

28
If we use the conservative rule of assuming 50% actual tailwind component or 150% headwind
component, then ground speed will be 30 kt less than this.
ESAD = distance x mean still air speed

ground speed
= 120 x 257
227
= 136 nm

Part 3A of the FUEL LOADING PLAN may now be completed.
Part 3A - FLIGHT PLAN DISTANCES

Sector Diversion
Distance nm
1900 6 Distance nm
120 8
Still Air Time - minutes 270 7 Still Air Time - minutes 28 9

Mean Still Air Speed kts. 60 X 6 Mean Still Air Speed kts. 60 X 8
422 257
7 9
Equivalent Sector Still Air Distance nm 1814 Equivalent Diversion Still Air Distance nm 136

Part 3B FLIGHT PLAN Fuels and Times
The total fuel quantity required is built up starting at the zero fuel weight and moving through the flight
profile (Figure 1) in the reverse direction adding fuel for each phase until a take-off weight is obtained.
Zero Fuel Weight (already determined) = 16,900 lb

Approach, Land, and Taxi-in (from ESAD)......................150 lb
Add to give Diversion Arrival Weight...............................17,050 lb
Diversion fuel (from Diversion Time Fuel)
Diversion Distance and Altitude > 136 nm at 15,000 ft:

• for 17,000 lb arrival weight, fuel...................................740 lb
• for 20,000 lb arrival weight, fuel................................... 778 lb
• for 17,050 lb arrival weight, fuel................................... 741 lb
NOTE: This fuel may be reduced by 30 lb because the airfield at start of diversion is at 2000 ft
altitude.
Diversion fuel required ................................................... 711lb

Weight at end of Holding................................................ 17,761 lb
Holding fuel flow at 5000 ft, ISA, at mean weight, of say, 18,100 lb equals 1110 lb per hour (antice off).
Add 25 lb per hour for ISA +5° C = 1135 lb
Therefore Holding fuel for 30 minutes.............................568 lb

Weight at start of Hold ....................................................18,329 lb
NOTE: At this point any other reserves may be added if required i.e. a second approach allowance,
or en route allowance etc. Destination arrival weight will include these extra reserves.
Sector time and fuel for the ESAD of 1814 nm should be read from this section (High Speed Procedure)
for temperatures and arrival weights above and below those required. The Interpolation “scratchpad”
portion of the FUEL LOADING PLAN is provided to facilitate interpolation.
High Speed Sector Time and Fuel. Cruise at 39,000 ft.
Interpolation “scratchpad”
ISA Time 254 Time 260 ISA
Arrival wt Arrival wt
Fuel 7040 Fuel 7182
17,000 20,000
ISA +5 C Time 254 Time 260.5 ISA +5 C
17,000 Fuel 6733 Fuel 6919 20,000
ISA +10 C Time 254 Time 261
ISA +10 C
Arrival wt Arrival wt
Fuel 6426 Fuel 6655
17,000 20,000

For the required arrival weight of 18,329 lb the values will be:
Time = 257 min.

Fuel = 6815 lb
NOTE: This fuel may be reduced by 30 lb because the departure airfield is at 2000 ft altitude.
Take-off weight = 18,329 + 6785 .................................. 25,114 lb
Parts 3B, 4 and 5 of the FUEL LOADING PLAN can now be completed.
Part 3B - FLIGHT PLAN Weights (lb) Times (min) and Fuels (lb)
Zero Fuel Weight 5 16,900
Approach Fuel 100 10
Taxi-in Fuel 50
Diversion Arrival Weight 17,050
Diversion Fuel 711 11
Weight at End of Hold 17,761

Holding fuel for 30 min.
568 12
at 5000 ft altitude.
Additional Fuel Reserves (if required) 0
Destination Arrival Weight 18,329
Interpolation “scratchpad”
ISA
Time 254 Time 260
ISA
Arrival wt
17,000 Fuel 7040 Fuel 7182 Arrival wt
20,000
ISA +5 Time 254 Time 260.5 ISA +5
17,000 Fuel 6733 Fuel 6919 20,000
ISA 10 C Time 254 Time 261 ISA +10 C
Arrival wt
17,000 Fuel 6426 Fuel 6655 Arrival wt
20,000
Sector Time 257 min Sector Fuel 6785 lb 13
Take-off Weight 25,114 lb 14

Part 4 - FUEL SUMMARY

Approach 10 100 lb
Taxi-in 50 lb
Diversion 11 711 lb
Holding 12 568 lb
Additional Reserves (if required) 0
Sector 13 6785 lb
Taxi-out 100 lb
TOTAL FUEL REQUIRED 8314 lb
Part 5 - LOADING CHECK (optional)

Values must not
Zero Fuel Weight 5 16,900 exceed:
Total Fuel required 15 8314
RAMP WEIGHT 5 + 15 25,214 28,120 lb
Taxi-out Fuel 100
1
ACTUAL TAKE-OFF WEIGHT 25,114 28,000
Should equal: 14
Fuel to Destination 10 + 13 6885 16

DESTINATION LANDING 21,500
WEIGHT
18,229
14 - 16 17 2
Diversion Fuel 11 711
LANDING WEIGHT AT ALTERNATE 17 - 11 17,518 22,350 3

Original Issue: Feb, 2002 PREFLIGHT

EQUIVALENT STILL AIR DISTANCE (ESAD) ALLOWANCES and RESERVE FUEL
When a Sector or Diversion is to be flown in other than zero wind conditions it will be necessary to
estimate an Equivalent Still Air distance (ESAD) for purposes of determining the fuel required.
ESAD values may be determined from the tables in this Sub-section, or calculated from the formula:
ESAD = Distance x Airspeed

Airspeed - Wind
In this Sub-section the following conventions will be used:
• Distances in nautical miles.
• Airspeeds and wind components in knots.
• Airspeed is the cruise true airspeed or the mean still air sector speed in knots.
• Headwinds are positive and tailwinds are negative.
The Tables in this sub-section give ESAD values over a range of sector distances for headwinds and
tailwinds of up to 160 knots. Data is provided for true air speed values of 350, 400 and 450 knots.
Cruise true air speeds may be determined from Figure 2 in Sub-section 1 - GENERAL (Speed and
Temperature Correction) or the sector distance may be divided by the still air sector time read from the
tables (High Speed, Intermediate and Long Range Procedures) of this Sub-section i.e.:
Cruise true air speed = Sector distance

Still air sector time
Crosswinds
Even with no headwind or tailwind component, the ESAD will be greater than sector distance if there is
a high crosswind. Increase ESAD if the conditions below apply:
Wind speed (irrespective of component) > 10% of airplane speed and either:
(a) Crosswind > Tailwind component

(b) Crosswind > 50% of headwind component
ESAD should be increased above the values read from the table or calculated from the formula by the
following amounts:
Wind Speed
Airplane True Air Speed ≤ 0.1 0.2 0.3 0.4 0.5
Increase in ESAD zero +1% +3% +6% +12%

END ALLOWANCES
The following fuel allowances may be used:
• Engine start ................... 20 lb for both engines.
• Taxi................................ 10 lb per minute pre takeoff or post landing.
A typical pre take-off allowance is 100 lb for start and taxi-out, but considerably more may be needed
at some airfields. Pre takeoff fuel must be allowed for when calculating the total fuel required, but it is
not included in the take-off weight.
NOTE: Take-off weight plus pre take-off fuel must not exceed the maximum ramp weight.
• Approach Visual Flight Rules (VFR)..................................30 lb

Instrument Flight Rules (IFR) ..........................100 lb
• Circuits 2000 lb/hour approximately, with flaps 15° and landing gear extended.
OPERATION FROM and INTO HIGH ALTITUDE AIRFIELDS
The Sector fuel tables are based on take-off and landing at sea level.
If take-off is made from a higher airfield then sector fuel may be reduced by 15 lb per 1000 feet airfield
altitude. This allows for the shorter climb to cruise altitude and the corresponding longer cruise, giving
the same sector distance.
Landing at a high altitude airfield has no significant effect on sector fuel.
RESERVE FUEL
DIVERSION
Diversion fuel can be read from the tables (Diversion Time and Fuel) of this Sub-section .
These include an allowance of approximately 50 lb (varying with weight) which may be used to cover a
discontinued approach and climb to 1000 ft. The minimum distance shown in the table for a given
altitude may consist only of take-off, climb, and descent with no appreciable cruise. It will sometimes
be possible to use this altitude for a diversion but it may be necessary to plan for a lower altitude.
Diversion at cruising altitude should be dealt with by adding the appropriate diversion air distance to the
sector air distance before entering the sector fuel table.
HOLDING
Holding fuel for any required period is calculated from the fuel flows in Sub-section 2 - PREFLIGHT
(Holding Fuel Flow). Allowance is made in the table for the increase in drag due to flying circuits using
25° bank.
A typical holding allowance at the alternate is 30 minutes at low altitude or 45 minutes higher up. This
will in most cases be sufficient to cover landing at the alternate, but an additional approach allowance
may be added if required.
NOTE: A go-around must not be attempted with less than 400 lb of fuel in the tanks.

Additional Holding Allowance
On some routes an additional holding allowance will be needed at the destination.
EN ROUTE ALLOWANCE
A contingency allowance, usually in the form of a percentage of sector fuel, may be added to the
reserves. A typical figure is 5%.
Total NBAA IFR Reserve Fuel

As a rough guide, Total NBAA IFR reserve fuel including 200 nm diversion and 35 minutes holding at
5000 ft, will be 1500 lb for a Zero Fuel Weight of approximately 17,500 lb.
ICING CONDITIONS
• Climb - The effect of climbing through a 10,000 feet icing layer is to increase the normal climb time
by up to 1.5 minutes. The effect on sector fuel and time does not exceed 50 lb or one minute.
• Cruise - Fuel flow is increased by approximately 100 lb/hr up to 25,000 feet and by approximately
150 lb/hr at higher altitudes.
• Descent - The penalty in fuel for descending through a 10,000 feet icing layer is 100 lb. There is
no significant effect on distance.

EQUIVALENT STILL AIR DISTANCE Tabulated Data
350 kt TAS
Sector Distance 50 - 1200 nm
HEADWIND kt
SECTOR DIST
nm 160 140 120 100 90 80 70 60 50 40 30 20 10
50 92 83 76 70 67 65 63 60 58 56 55 53 51
100 184 167 152 140 135 130 125 121 117 113 109 106 103
150 276 250 228 210 202 194 188 181 175 169 164 159 154
200 368 333 304 280 269 259 250 241 233 226 219 212 206
250 461 417 380 350 337 324 313 302 292 282 273 265 257
300 553 500 457 420 404 389 375 362 350 339 328 318 309
350 645 583 533 490 471 454 438 422 408 395 383 371 360
400 737 667 609 560 538 519 500 483 467 452 438 424 412
450 829 750 685 630 606 583 563 543 525 508 492 477 463
500 921 833 761 700 673 648 625 603 583 565 547 530 515
550 1013 917 837 770 740 713 688 664 642 621 602 583 566
600 1105 1000 913 840 808 778 750 724 700 677 656 636 618
650 1197 1083 989 910 875 843 813 784 758 734 711 689 669
700 1289 1167 1065 980 942 907 875 845 817 790 766 742 721
750 1382 1250 1141 1050 1010 972 938 905 875 847 820 795 772
800 1474 1333 1217 1120 1077 1037 1000 966 933 903 875 848 824
850 1566 1417 1293 1190 1144 1102 1063 1026 992 960 930 902 875
900 1658 1500 1370 1260 1212 1167 1125 1086 1050 1016 984 955 926
950 1750 1583 1446 1330 1279 1231 1188 1147 1108 1073 1039 1008 978
1000 1842 1667 1522 1400 1346 1296 1250 1207 1167 1129 1094 1061 1029
1050 1934 1750 1598 1470 1413 1361 1313 1267 1225 1185 1148 1114 1081
1100 2026 1833 1674 1540 1481 1426 1375 1328 1283 1242 1203 1167 1132
1150 2118 1917 1750 1610 1548 1491 1438 1388 1342 1298 1258 1220 1184
1200 2211 2000 1826 1680 1615 1556 1500 1448 1400 1355 1313 1273 1235
AW10C790-1

350 kt TAS
TAILWIND kt
SECTOR DIST
10 20 30 40 50 60 70 80 90 100 120 140 160 nm
49 47 46 45 44 43 42 41 40 39 37 36 34 50
97 95 92 90 88 85 83 81 80 78 74 71 69 100
146 142 138 135 131 128 125 122 119 117 112 107 103 150
194 189 184 179 175 171 167 163 159 156 149 143 137 200
243 236 230 224 219 213 208 203 199 194 186 179 172 250
292 284 276 269 263 256 250 244 239 233 223 214 206 300
340 331 322 314 306 299 292 285 278 272 261 250 240 350
389 378 368 359 350 341 333 326 318 311 298 286 275 400
438 426 414 404 394 384 375 366 358 350 335 321 309 450
486 473 461 449 438 427 417 407 398 389 372 357 343 500
535 520 507 494 481 470 458 448 438 428 410 393 377 550
583 568 553 538 525 512 500 488 477 467 447 429 412 600
632 615 599 583 569 555 542 529 517 506 484 464 446 650
681 662 645 628 613 598 583 570 557 544 521 500 480 700
729 709 691 673 656 640 625 610 597 583 559 536 515 750
778 757 737 718 700 683 667 651 636 622 596 571 549 800
826 804 783 763 744 726 708 692 676 661 633 607 583 850
875 851 829 808 788 768 750 733 716 700 670 643 618 900
924 899 875 853 831 811 792 773 756 739 707 679 652 950
972 946 921 897 875 854 833 814 795 778 745 714 686 1000
1021 993 967 942 919 896 875 855 835 817 782 750 721 1050
1069 1041 1013 987 963 939 917 895 875 856 819 786 755 1100
1118 1088 1059 1032 1006 982 958 936 915 894 856 821 789 1150
1167 1135 1105 1077 1050 1024 1000 977 955 933 894 857 824 1200
AW10C790-2

350 kt TAS
HEADWIND kt
SECTOR DIST
nm 160 140 120 100 90 80 70 60 50 40 30 20 10
1250 2303 2083 1902 1750 1683 1620 1563 1509 1458 1411 1367 1326 1287
1300 2395 2167 1978 1820 1750 1685 1625 1569 1517 1468 1422 1379 1338
1350 2487 2250 2054 1890 1817 1750 1688 1629 1575 1524 1477 1432 1390
1400 2579 2333 2130 1960 1885 1815 1750 1690 1633 1581 1531 1485 1441
1450 2671 2417 2207 2030 1952 1880 1813 1750 1692 1637 1586 1538 1493
1500 2763 2500 2283 2100 2019 1944 1875 1810 1750 1694 1641 1591 1544
1550 2855 2583 2359 2170 2087 2009 1938 1871 1808 1750 1695 1644 1596
1600 2947 2667 2435 2240 2154 2074 2000 1931 1867 1806 1750 1697 1647
1650 3039 2750 2511 2310 2221 2139 2063 1991 1925 1863 1805 1750 1699
1700 3132 2833 2587 2380 2288 2204 2125 2052 1983 1919 1859 1803 1750
1750 3224 2917 2663 2450 2356 2269 2188 2112 2042 1976 1914 1856 1801
1800 3316 3000 2739 2520 2423 2333 2250 2172 2100 2032 1969 1909 1853
1850 3408 3083 2815 2590 2490 2398 2313 2233 2158 2089 2023 1962 1904
1900 3500 3167 2891 2660 2558 2463 2375 2293 2217 2145 2078 2015 1956
1950 3592 3250 2967 2730 2625 2528 2438 2353 2275 2202 2133 2068 2007
2000 3684 3333 3043 2800 2692 2593 2500 2414 2333 2258 2188 2121 2059
2050 3776 3417 3120 2870 2760 2657 2563 2474 2392 2315 2242 2174 2110
2100 3868 3500 3196 2940 2827 2722 2625 2534 2450 2371 2297 2227 2162
2150 3961 3583 3272 3010 2894 2787 2688 2595 2508 2427 2352 2280 2213
2200 4053 3667 3348 3080 2962 2852 2750 2655 2567 2484 2406 2333 2265
2250 4145 3750 3424 3150 3029 2917 2813 2716 2625 2540 2461 2386 2316
2300 4237 3833 3500 3220 3096 2981 2875 2776 2683 2597 2516 2439 2368
2350 4329 3917 3576 3290 3163 3046 2938 2836 2742 2653 2570 2492 2419
2400 4421 4000 3652 3360 3231 3111 3000 2897 2800 2710 2625 2545 2471
2450 4513 4083 3728 3430 3298 3176 3063 2957 2858 2766 2680 2598 2522
2500 4605 4167 3804 3500 3365 3241 3125 3017 2917 2823 2734 2652 2574
AW10C790-3

350 kt TAS
TAILWIND kt
SECTOR DIST
10 20 30 40 50 60 70 80 90 100 120 140 160 nm
1215 1182 1151 1122 1094 1067 1042 1017 994 972 931 893 858 1250
1264 1230 1197 1167 1138 1110 1083 1058 1034 1011 968 929 892 1300
1313 1277 1243 1212 1181 1152 1125 1099 1074 1050 1005 964 926 1350
1361 1324 1289 1256 1225 1195 1167 1140 1114 1089 1043 1000 961 1400
1410 1372 1336 1301 1269 1238 1208 1180 1153 1128 1080 1036 995 1450
1458 1419 1382 1346 1313 1280 1250 1221 1193 1167 1117 1071 1029 1500
1507 1466 1428 1391 1356 1323 1292 1262 1233 1206 1154 1107 1064 1550
1556 1514 1474 1436 1400 1366 1333 1302 1273 1244 1191 1143 1098 1600
1604 1561 1520 1481 1444 1409 1375 1343 1313 1283 1229 1179 1132 1650
1653 1608 1566 1526 1488 1451 1417 1384 1352 1322 1266 1214 1167 1700
1701 1655 1612 1571 1531 1494 1458 1424 1392 1361 1303 1250 1201 1750
1750 1703 1658 1615 1575 1537 1500 1465 1432 1400 1340 1286 1235 1800
1799 1750 1704 1660 1619 1579 1542 1506 1472 1439 1378 1321 1270 1850
1847 1797 1750 1705 1663 1622 1583 1547 1511 1478 1415 1357 1304 1900
1896 1845 1796 1750 1706 1665 1625 1587 1551 1517 1452 1393 1338 1950
1944 1892 1842 1795 1750 1707 1667 1628 1591 1556 1489 1429 1373 2000
1993 1939 1888 1840 1794 1750 1708 1669 1631 1594 1527 1464 1407 2050
2042 1986 1934 1885 1838 1793 1750 1709 1670 1633 1564 1500 1441 2100
2090 2034 1980 1929 1881 1835 1792 1750 1710 1672 1601 1536 1475 2150
2139 2081 2026 1974 1925 1878 1833 1791 1750 1711 1638 1571 1510 2200
2188 2128 2072 2019 1969 1921 1875 1831 1790 1750 1676 1607 1544 2250
2236 2176 2118 2064 2013 1963 1917 1872 1830 1789 1713 1643 1578 2300
2285 2223 2164 2109 2056 2006 1958 1913 1869 1828 1750 1679 1613 2350
2333 2270 2211 2154 2100 2049 2000 1953 1909 1867 1787 1714 1647 2400
2382 2318 2257 2199 2144 2091 2042 1994 1949 1906 1824 1750 1681 2450
2431 2365 2303 2244 2188 2134 2083 2035 1989 1944 1862 1786 1716 2500
AW10C790-4

400 kt TAS
HEADWIND kt
SECTOR DIST
nm 160 140 120 100 90 80 70 60 50 40 30 20 10
50 83 77 71 67 65 63 61 59 57 56 54 53 51
100 167 154 143 133 129 125 121 118 114 111 108 105 103
150 250 231 214 200 194 188 182 176 171 167 162 158 154
200 333 308 286 267 258 250 242 235 229 222 216 211 205
250 417 385 357 333 323 313 303 294 286 278 270 263 256
300 500 462 429 400 387 375 364 353 343 333 324 316 308
350 583 538 500 467 452 438 424 412 400 389 378 368 359
400 667 615 571 533 516 500 485 471 457 444 432 421 410
450 750 692 643 600 581 563 545 529 514 500 486 474 462
500 833 769 714 667 645 625 606 588 571 556 541 526 513
550 917 846 786 733 710 688 667 647 629 611 595 579 564
600 1000 923 857 800 774 750 727 706 686 667 649 632 615
650 1083 1000 929 867 839 813 788 765 743 722 703 684 667
700 1167 1077 1000 933 903 875 848 824 800 778 757 737 718
750 1250 1154 1071 1000 968 938 909 882 857 833 811 789 769
800 1333 1231 1143 1067 1032 1000 970 941 914 889 865 842 821
850 1417 1308 1214 1133 1097 1063 1030 1000 971 944 919 895 872
900 1500 1385 1286 1200 1161 1125 1091 1059 1029 1000 973 947 923
950 1583 1462 1357 1267 1226 1188 1152 1118 1086 1056 1027 1000 974
1000 1667 1538 1429 1333 1290 1250 1212 1176 1143 1111 1081 1053 1026
1050 1750 1615 1500 1400 1355 1313 1273 1235 1200 1167 1135 1105 1077
1100 1833 1692 1571 1467 1419 1375 1333 1294 1257 1222 1189 1158 1128
1150 1917 1769 1643 1533 1484 1438 1394 1353 1314 1278 1243 1211 1179
1200 2000 1846 1714 1600 1548 1500 1455 1412 1371 1333 1297 1263 1231
1250 2083 1923 1786 1667 1613 1563 1515 1471 1429 1389 1351 1316 1282
1300 2167 2000 1857 1733 1677 1625 1576 1529 1486 1444 1405 1368 1333
1350 2250 2077 1929 1800 1742 1688 1636 1588 1543 1500 1459 1421 1385
AW9C185-1

400 kt TAS
TAILWIND kt
SECTOR DIST
10 20 30 40 50 60 70 80 90 100 120 140 160 nm
49 48 47 45 44 43 43 42 41 40 38 37 36 50
98 95 93 91 89 87 85 83 82 80 77 74 71 100
146 143 140 136 133 130 128 125 122 120 115 111 107 150
195 190 186 182 178 174 170 167 163 160 154 148 143 200
244 238 233 227 222 217 213 208 204 200 192 185 179 250
293 286 279 273 267 261 255 250 245 240 231 222 214 300
341 333 326 318 311 304 298 292 286 280 269 259 250 350
390 381 372 364 356 348 340 333 327 320 308 296 286 400
439 429 419 409 400 391 383 375 367 360 346 333 321 450
488 476 465 455 444 435 426 417 408 400 385 370 357 500
537 524 512 500 489 478 468 458 449 440 423 407 393 550
585 571 558 545 533 522 511 500 490 480 462 444 429 600
634 619 605 591 578 565 553 542 531 520 500 481 464 650
683 667 651 636 622 609 596 583 571 560 538 519 500 700
732 714 698 682 667 652 638 625 612 600 577 556 536 750
780 762 744 727 711 696 681 667 653 640 615 593 571 800
829 810 791 773 756 739 723 708 694 680 654 630 607 850
878 857 837 818 800 783 766 750 735 720 692 667 643 900
927 905 884 864 844 826 809 792 776 760 731 704 679 950
976 952 930 909 889 870 851 833 816 800 769 741 714 1000
1024 1000 977 955 933 913 894 875 857 840 808 778 750 1050
1073 1048 1023 1000 978 957 936 917 898 880 846 815 786 1100
1122 1095 1070 1045 1022 1000 979 958 939 920 885 852 821 1150
1171 1143 1116 1091 1067 1043 1021 1000 980 960 923 889 857 1200
1220 1190 1163 1136 1111 1087 1064 1042 1020 1000 962 926 893 1250
1268 1238 1209 1182 1156 1130 1106 1083 1061 1040 1000 963 929 1300
1317 1286 1256 1227 1200 1174 1149 1125 1102 1080 1038 1000 964 1350
AW9C185-2

400 kt TAS
HEADWIND kt
SECTOR DIST
nm 160 140 120 100 90 80 70 60 50 40 30 20 10
1400 2333 2154 2000 1867 1806 1750 1697 1647 1600 1556 1514 1474 1436
1450 2417 2231 2071 1933 1871 1813 1758 1706 1657 1611 1568 1526 1487
1500 2500 2308 2143 2000 1935 1875 1818 1765 1714 1667 1622 1579 1538
1550 2583 2385 2214 2067 2000 1938 1879 1824 1771 1722 1676 1632 1590
1600 2667 2462 2286 2133 2065 2000 1939 1882 1829 1778 1730 1684 1641
1650 2750 2538 2357 2200 2129 2063 2000 1941 1886 1833 1784 1737 1692
1700 2833 2615 2429 2267 2194 2125 2061 2000 1943 1889 1838 1789 1744
1750 2917 2692 2500 2333 2258 2188 2121 2059 2000 1944 1892 1842 1795
1800 3000 2769 2571 2400 2323 2250 2182 2118 2057 2000 1946 1895 1846
1850 3083 2846 2643 2467 2387 2313 2242 2176 2114 2056 2000 1947 1897
1900 3167 2923 2714 2533 2452 2375 2303 2235 2171 2111 2054 2000 1949
1950 3250 3000 2786 2600 2516 2438 2364 2294 2229 2167 2108 2053 2000
2000 3333 3077 2857 2667 2581 2500 2424 2353 2286 2222 2162 2105 2051
2050 3417 3154 2929 2733 2645 2563 2485 2412 2343 2278 2216 2158 2103
2100 3500 3231 3000 2800 2710 2625 2545 2471 2400 2333 2270 2211 2154
2150 3583 3308 3071 2867 2774 2688 2606 2529 2457 2389 2324 2263 2205
2200 3667 3385 3143 2933 2839 2750 2667 2588 2514 2444 2378 2316 2256
2250 3750 3462 3214 3000 2903 2813 2727 2647 2571 2500 2432 2368 2308
2300 3833 3538 3286 3067 2968 2875 2788 2706 2629 2556 2486 2421 2359
2350 3917 3615 3357 3133 3032 2938 2848 2765 2686 2611 2541 2474 2410
2400 4000 3692 3429 3200 3097 3000 2909 2824 2743 2667 2595 2526 2462
2450 4083 3769 3500 3267 3161 3063 2970 2882 2800 2722 2649 2579 2513
2500 4167 3846 3571 3333 3226 3125 3030 2941 2857 2778 2703 2632 2564
2550 4250 3923 3643 3400 3290 3188 3091 3000 2914 2833 2757 2684 2615
2600 4333 4000 3714 3467 3355 3250 3152 3059 2971 2889 2811 2737 2667
2650 4417 4077 3786 3533 3419 3313 3212 3118 3029 2944 2865 2789 2718
2700 4500 4154 3857 3600 3484 3375 3273 3176 3086 3000 2919 2842 2769
2750 4583 4231 3929 3667 3548 3438 3333 3235 3143 3056 2973 2895 2821
2800 4667 4308 4000 3733 3613 3500 3394 3294 3200 3111 3027 2947 2872
2850 4750 4385 4071 3800 3677 3563 3455 3353 3257 3167 3081 3000 2923
2900 4833 4462 4143 3867 3742 3625 3515 3412 3314 3222 3135 3053 2974
2950 4917 4538 4214 3933 3806 3688 3576 3471 3371 3278 3189 3105 3026
3000 5000 4615 4286 4000 3871 3750 3636 3529 3429 3333 3243 3158 3077
AW9C185-3

400 kt TAS
TAILWIND kt
SECTOR DIST
10 20 30 40 50 60 70 80 90 100 120 140 160 nm
1366 1333 1302 1273 1244 1217 1191 1167 1143 1120 1077 1037 1000 1400
1415 1381 1349 1318 1289 1261 1234 1208 1184 1160 1115 1074 1036 1450
1463 1429 1395 1364 1333 1304 1277 1250 1224 1200 1154 1111 1071 1500
1512 1476 1442 1409 1378 1348 1319 1292 1265 1240 1192 1148 1107 1550
1561 1524 1488 1455 1422 1391 1362 1333 1306 1280 1231 1185 1143 1600
1610 1571 1535 1500 1467 1435 1404 1375 1347 1320 1269 1222 1179 1650
1659 1619 1581 1545 1511 1478 1447 1417 1388 1360 1308 1259 1214 1700
1707 1667 1628 1591 1556 1522 1489 1458 1429 1400 1346 1296 1250 1750
1756 1714 1674 1636 1600 1565 1532 1500 1469 1440 1385 1333 1286 1800
1805 1762 1721 1682 1644 1609 1574 1542 1510 1480 1423 1370 1321 1850
1854 1810 1767 1727 1689 1652 1617 1583 1551 1520 1462 1407 1357 1900
1902 1857 1814 1773 1733 1696 1660 1625 1592 1560 1500 1444 1393 1950
1951 1905 1860 1818 1778 1739 1702 1667 1633 1600 1538 1481 1429 2000
2000 1952 1907 1864 1822 1783 1745 1708 1673 1640 1577 1519 1464 2050
2049 2000 1953 1909 1867 1826 1787 1750 1714 1680 1615 1556 1500 2100
2098 2048 2000 1955 1911 1870 1830 1792 1755 1720 1654 1593 1536 2150
2146 2095 2047 2000 1956 1913 1872 1833 1796 1760 1692 1630 1571 2200
2195 2143 2093 2045 2000 1957 1915 1875 1837 1800 1731 1667 1607 2250
2244 2190 2140 2091 2044 2000 1957 1917 1878 1840 1769 1704 1643 2300
2293 2238 2186 2136 2089 2043 2000 1958 1918 1880 1808 1741 1679 2350
2341 2286 2233 2182 2133 2087 2043 2000 1959 1920 1846 1778 1714 2400
2390 2333 2279 2227 2178 2130 2085 2042 2000 1960 1885 1815 1750 2450
2439 2381 2326 2273 2222 2174 2128 2083 2041 2000 1923 1852 1786 2500
2488 2429 2372 2318 2267 2217 2170 2125 2082 2040 1962 1889 1821 2550
2537 2476 2419 2364 2311 2261 2213 2167 2122 2080 2000 1926 1857 2600
2585 2524 2465 2409 2356 2304 2255 2208 2163 2120 2038 1963 1893 2650
2634 2571 2512 2455 2400 2348 2298 2250 2204 2160 2077 2000 1929 2700
2683 2619 2558 2500 2444 2391 2340 2292 2245 2200 2115 2037 1964 2750
2732 2667 2605 2545 2489 2435 2383 2333 2286 2240 2154 2074 2000 2800
2780 2714 2651 2591 2533 2478 2426 2375 2327 2280 2192 2111 2036 2850
2829 2762 2698 2636 2578 2522 2468 2417 2367 2320 2231 2148 2071 2900
2878 2810 2744 2682 2622 2565 2511 2458 2408 2360 2269 2185 2107 2950
2927 2857 2791 2727 2667 2609 2553 2500 2449 2400 2308 2222 2143 3000
AW9C185-4

450 kt TAS
HEADWIND kt
SECTOR DIST
nm 160 140 120 100 90 80 70 60 50 40 30 20 10
50 78 73 68 64 63 61 59 58 56 55 54 52 51
100 155 145 136 129 125 122 118 115 113 110 107 105 102
150 233 218 205 193 188 182 178 173 169 165 161 157 153
200 310 290 273 257 250 243 237 231 225 220 214 209 205
250 388 363 341 321 313 304 296 288 281 274 268 262 256
300 466 435 409 386 375 365 355 346 338 329 321 314 307
350 543 508 477 450 438 426 414 404 394 384 375 366 358
400 621 581 545 514 500 486 474 462 450 439 429 419 409
450 698 653 614 579 563 547 533 519 506 494 482 471 460
500 776 726 682 643 625 608 592 577 563 549 536 523 511
550 853 798 750 707 688 669 651 635 619 604 589 576 563
600 931 871 818 771 750 730 711 692 675 659 643 628 614
650 1009 944 886 836 813 791 770 750 731 713 696 680 665
700 1086 1016 955 900 875 851 829 808 788 768 750 733 716
750 1164 1089 1023 964 938 912 888 865 844 823 804 785 767
800 1241 1161 1091 1029 1000 973 947 923 900 878 857 837 818
850 1319 1234 1159 1093 1063 1034 1007 981 956 933 911 890 869
900 1397 1306 1227 1157 1125 1095 1066 1038 1013 988 964 942 920
950 1474 1379 1295 1221 1188 1155 1125 1096 1069 1043 1018 994 972
1000 1552 1452 1364 1286 1250 1216 1184 1154 1125 1098 1071 1047 1023
1050 1629 1524 1432 1350 1313 1277 1243 1212 1181 1152 1125 1099 1074
1100 1707 1597 1500 1414 1375 1338 1303 1269 1238 1207 1179 1151 1125
1150 1784 1669 1568 1479 1438 1399 1362 1327 1294 1262 1232 1203 1176
1200 1862 1742 1636 1543 1500 1459 1421 1385 1350 1317 1286 1256 1227
1250 1940 1815 1705 1607 1563 1520 1480 1442 1406 1372 1339 1308 1278
1300 2017 1887 1773 1671 1625 1581 1539 1500 1463 1427 1393 1360 1330
1350 2095 1960 1841 1736 1688 1642 1599 1558 1519 1482 1446 1413 1381
AW9C186-1

450 kt TAS
TAILWIND kt
SECTOR DIST
10 20 30 40 50 60 70 80 90 100 120 140 160 nm
49 48 47 46 45 44 43 42 42 41 39 38 37 50
98 96 94 92 90 88 87 85 83 82 79 76 74 100
147 144 141 138 135 132 130 127 125 123 118 114 111 150
196 191 188 184 180 176 173 170 167 164 158 153 148 200
245 239 234 230 225 221 216 212 208 205 197 191 184 250
293 287 281 276 270 265 260 255 250 245 237 229 221 300
342 335 328 321 315 309 303 297 292 286 276 267 258 350
391 383 375 367 360 353 346 340 333 327 316 305 295 400
440 431 422 413 405 397 389 382 375 368 355 343 332 450
489 479 469 459 450 441 433 425 417 409 395 381 369 500
538 527 516 505 495 485 476 467 458 450 434 419 406 550
587 574 563 551 540 529 519 509 500 491 474 458 443 600
636 622 609 597 585 574 563 552 542 532 513 496 480 650
685 670 656 643 630 618 606 594 583 573 553 534 516 700
734 718 703 689 675 662 649 637 625 614 592 572 553 750
783 766 750 735 720 706 692 679 667 655 632 610 590 800
832 814 797 781 765 750 736 722 708 695 671 648 627 850
880 862 844 827 810 794 779 764 750 736 711 686 664 900
929 910 891 872 855 838 822 807 792 777 750 725 701 950
978 957 938 918 900 882 865 849 833 818 789 763 738 1000
1027 1005 984 964 945 926 909 892 875 859 829 801 775 1050
1076 1053 1031 1010 990 971 952 934 917 900 868 839 811 1100
1125 1101 1078 1056 1035 1015 995 976 958 941 908 877 848 1150
1174 1149 1125 1102 1080 1059 1038 1019 1000 982 947 915 885 1200
1223 1197 1172 1148 1125 1103 1082 1061 1042 1023 987 953 922 1250
1272 1245 1219 1194 1170 1147 1125 1104 1083 1064 1026 992 959 1300
1321 1293 1266 1240 1215 1191 1168 1146 1125 1105 1066 1030 996 1350
AW9C186-2

450 kt TAS
HEADWIND kt
SECTOR DIST
nm 160 140 120 100 90 80 70 60 50 40 30 20 10
1400 2172 2032 1909 1800 1750 1703 1658 1615 1575 1537 1500 1465 1432
1450 2250 2105 1977 1864 1813 1764 1717 1673 1631 1591 1554 1517 1483
1500 2328 2177 2045 1929 1875 1824 1776 1731 1688 1646 1607 1570 1534
1550 2405 2250 2114 1993 1938 1885 1836 1788 1744 1701 1661 1622 1585
1600 2483 2323 2182 2057 2000 1946 1895 1846 1800 1756 1714 1674 1636
1650 2560 2395 2250 2121 2063 2007 1954 1904 1856 1811 1768 1727 1688
1700 2638 2468 2318 2186 2125 2068 2013 1962 1913 1866 1821 1779 1739
1750 2716 2540 2386 2250 2188 2128 2072 2019 1969 1921 1875 1831 1790
1800 2793 2613 2455 2314 2250 2189 2132 2077 2025 1976 1929 1884 1841
1850 2871 2685 2523 2379 2313 2250 2191 2135 2081 2030 1982 1936 1892
1900 2948 2758 2591 2443 2375 2311 2250 2192 2138 2085 2036 1988 1943
1950 3026 2831 2659 2507 2438 2372 2309 2250 2194 2140 2089 2041 1994
2000 3103 2903 2727 2571 2500 2432 2368 2308 2250 2195 2143 2093 2045
2050 3181 2976 2795 2636 2563 2493 2428 2365 2306 2250 2196 2145 2097
2100 3259 3048 2864 2700 2625 2554 2487 2423 2363 2305 2250 2198 2148
2150 3336 3121 2932 2764 2688 2615 2546 2481 2419 2360 2304 2250 2199
2200 3414 3194 3000 2829 2750 2676 2605 2538 2475 2415 2357 2302 2250
2250 3491 3266 3068 2893 2813 2736 2664 2596 2531 2470 2411 2355 2301
2300 3569 3339 3136 2957 2875 2797 2724 2654 2588 2524 2464 2407 2352
2350 3647 3411 3205 3021 2938 2858 2783 2712 2644 2579 2518 2459 2403
2400 3724 3484 3273 3086 3000 2919 2842 2769 2700 2634 2571 2512 2455
2450 3802 3556 3341 3150 3063 2980 2901 2827 2756 2689 2625 2564 2506
2500 3879 3629 3409 3214 3125 3041 2961 2885 2813 2744 2679 2616 2557
2550 3957 3702 3477 3279 3188 3101 3020 2942 2869 2799 2732 2669 2608
2600 4034 3774 3545 3343 3250 3162 3079 3000 2925 2854 2786 2721 2659
2650 4112 3847 3614 3407 3313 3223 3138 3058 2981 2909 2839 2773 2710
2700 4190 3919 3682 3471 3375 3284 3197 3115 3038 2963 2893 2826 2761
2750 4267 3992 3750 3536 3438 3345 3257 3173 3094 3018 2946 2878 2813
2800 4345 4065 3818 3600 3500 3405 3316 3231 3150 3073 3000 2930 2864
2850 4422 4137 3886 3664 3563 3466 3375 3288 3206 3128 3054 2983 2915
2900 4500 4210 3955 3729 3625 3527 3434 3346 3263 3183 3107 3035 2966
2950 4578 4282 4023 3793 3688 3588 3493 3404 3319 3238 3161 3087 3017
3000 4655 4355 4091 3857 3750 3649 3553 3462 3375 3293 3214 3140 3068
AW9C186-3

450 kt TAS
TAILWIND kt
SECTOR DIST
10 20 30 40 50 60 70 80 90 100 120 140 160 nm
1370 1340 1313 1286 1260 1235 1212 1189 1167 1145 1105 1068 1033 1400
1418 1388 1359 1332 1305 1279 1255 1231 1208 1186 1145 1106 1070 1450
1467 1436 1406 1378 1350 1324 1298 1274 1250 1227 1184 1144 1107 1500
1516 1484 1453 1423 1395 1368 1341 1316 1292 1268 1224 1182 1143 1550
1565 1532 1500 1469 1440 1412 1385 1358 1333 1309 1263 1220 1180 1600
1614 1580 1547 1515 1485 1456 1428 1401 1375 1350 1303 1258 1217 1650
1663 1628 1594 1561 1530 1500 1471 1443 1417 1391 1342 1297 1254 1700
1712 1676 1641 1607 1575 1544 1514 1486 1458 1432 1382 1335 1291 1750
1761 1723 1688 1653 1620 1588 1558 1528 1500 1473 1421 1373 1328 1800
1810 1771 1734 1699 1665 1632 1601 1571 1542 1514 1461 1411 1365 1850
1859 1819 1781 1745 1710 1676 1644 1613 1583 1555 1500 1449 1402 1900
1908 1867 1828 1791 1755 1721 1688 1656 1625 1595 1539 1487 1439 1950
1957 1915 1875 1837 1800 1765 1731 1698 1667 1636 1579 1525 1475 2000
2005 1963 1922 1883 1845 1809 1774 1741 1708 1677 1618 1564 1512 2050
2054 2011 1969 1929 1890 1853 1817 1783 1750 1718 1658 1602 1549 2100
2103 2059 2016 1974 1935 1897 1861 1825 1792 1759 1697 1640 1586 2150
2152 2106 2063 2020 1980 1941 1904 1868 1833 1800 1737 1678 1623 2200
2201 2154 2109 2066 2025 1985 1947 1910 1875 1841 1776 1716 1660 2250
2250 2202 2156 2112 2070 2029 1990 1953 1917 1882 1816 1754 1697 2300
2299 2250 2203 2158 2115 2074 2034 1995 1958 1923 1855 1792 1734 2350
2348 2298 2250 2204 2160 2118 2077 2038 2000 1964 1895 1831 1770 2400
2397 2346 2297 2250 2205 2162 2120 2080 2042 2005 1934 1869 1807 2450
2446 2394 2344 2296 2250 2206 2163 2123 2083 2045 1974 1907 1844 2500
2495 2441 2391 2342 2295 2250 2207 2165 2125 2086 2013 1945 1881 2550
2543 2489 2438 2388 2340 2294 2250 2208 2167 2127 2053 1983 1918 2600
2592 2537 2484 2434 2385 2338 2293 2250 2208 2168 2092 2021 1955 2650
2641 2585 2531 2480 2430 2382 2337 2292 2250 2209 2132 2059 1992 2700
2690 2633 2578 2526 2475 2426 2380 2335 2292 2250 2171 2097 2029 2750
2739 2681 2625 2571 2520 2471 2423 2377 2333 2291 2211 2136 2066 2800
2788 2729 2672 2617 2565 2515 2466 2420 2375 2332 2250 2174 2102 2850
2837 2777 2719 2663 2610 2559 2510 2462 2417 2373 2289 2212 2139 2900
2886 2824 2766 2709 2655 2603 2553 2505 2458 2414 2329 2250 2176 2950
2935 2872 2813 2755 2700 2647 2596 2547 2500 2455 2368 2288 2213 3000
AW9C186-4


SECTOR TIME and FUEL
INTRODUCTION
Sector time and fuel are tabulated against air distance and cruise altitude. The tables cover a range of
arrival weights and en-route temperatures with data provided for three procedures as follows:
• High Speed Procedure
• Intermediate Procedure
• Long Range Procedure
Maximum initial cruise altitude determined by a minimum rate of climb of 200 fpm may be obtained from
the data provided in Sub-section 1 - GENERAL (Ceiling Data).
Diversion Time and fuel data (which may also be used for short sectors) is provided in (Diversion Time
and Fuel) of this Sub-section.
Holding fuel flows are tabulated in (Holding Fuel Flow) of this Sub-section.
The climb procedures are defined in Sub-section 3 - CLIMB and descent procedures are defined in Sub-
section 5 - NORMAL DESCENT.
SECTOR TIME and FUEL INDEX OF CHARTS
Procedure High Speed Intermediate Long Range

Page Ref. Page Ref. Page Ref.
ISA -15 Low Altitude 2-37 to 2-42 2-97 to 2-103 not applicable
High Altitude 2-43 to 2-48 2-104 to 2-109 2-160 to 2-165
ISA -10 Low Altitude 2-49 to 2-54 2-110 to 2-115 not applicable
ISA Low Altitude 2-61 to 2-66 2-122 to 2-127 not applicable
ISA +10 Low Altitude 2-73 to 2-78 2-134 to 2-139 not applicable
ISA +20 Low Altitude 2-85 to 2-90 2-146 to 2-151 not applicable

SECTOR TIME and FUEL - HIGH SPEED PROCEDURE
INTRODUCTION
High Speed Procedure is defined as follows:
• Normal Climb.
• Cruise at VMO/MMO or Maximum Cruise Thrust whichever is slower.
• Normal Descent.
The Sector Time and Fuel tables are presented for:
• Low Altitudes which range from 8000 to 27,000 ft.
• High Altitudes which range from 29,000 to 41,000 ft.

HIGH SPEED PROCEDURE
ISA - 15 C
Low Altitude Arrival Weight 17,000 lb
ALTITUDE 8000 ft 10,000 ft 15,000 ft 19,000 ft

SECTOR SECTOR SECTOR SECTOR
AIR DIST TIME FUEL TIME FUEL TIME FUEL TIME FUEL
nm min lb min lb min lb min lb
100 20 713 20 682 20 628 20 598
200 37 1379 37 1325 35 1208 35 1128
300 54 2045 53 1969 51 1787 50 1658
400 71 2711 69 2612 66 2367 64 2187
500 88 3378 86 3255 82 2946 79 2717
600 104 4047 102 3899 97 3525 94 3246
700 121 4722 118 4548 113 4107 109 3776
800 138 5397 135 5197 128 4692 124 4310
900 155 6072 151 5846 144 5278 138 4845
1000 172 6747 167 6496 159 5863 153 5381
1100 189 7423 184 7145 174 6448 168 5916
1200 205 8109 200 7800 190 7033 183 6451
1300 222 8796 217 8460 205 7621 197 6986
1400 239 9483 233 9120 221 8215 212 7523
1500 249 9779 236 8809 227 8068
1600 251 9403 242 8613
1700 267 9996 257 9158
1800 272 9703
8XC020A-1

ISA - 15 C
Arrival Weight 17,000 lb Low Altitude
21,000 ft 23,000 ft 25,000 ft 27,000 ft ALTITUDE

TIME FUEL TIME FUEL TIME FUEL TIME FUEL AIR DIST
min lb min lb min lb min lb nm
20 586 20 578 20 569 20 567 100
35 1093 34 1066 34 1046 34 1042 200
49 1600 49 1555 48 1522 47 1517 300
64 2107 63 2044 62 1998 61 1992 400
78 2615 77 2532 76 2475 75 2467 500
93 3122 91 3021 90 2951 88 2942 600
107 3629 105 3509 104 3427 102 3418 700
122 4139 120 3999 117 3903 116 3893 800
136 4652 134 4495 131 4386 129 4375 900
151 5166 148 4990 145 4870 143 4859 1000
165 5679 162 5486 159 5353 157 5342 1100
180 6192 176 5981 173 5837 170 5826 1200
194 6705 191 6476 187 6320 184 6309 1300
209 7218 205 6972 201 6804 197 6793 1400
223 7737 219 7468 215 7287 211 7277 1500
238 8260 233 7973 229 7777 225 7768 1600
252 8783 247 8478 243 8272 238 8264 1700
267 9306 262 8984 257 8766 252 8761 1800
281 9829 276 9489 271 9260 266 9257 1900
290 9994 285 9754 279 9754 2000
2100
8XC020A-2

ISA - 15 C
Low Altitude
Arrival Weight 20,000 lb

100 21 729 21 701 21 649 21 620
200 38 1403 37 1349 36 1233 35 1155
300 54 2077 53 1996 51 1818 50 1690
400 71 2751 70 2644 67 2402 65 2224
500 88 3429 86 3296 82 2987 80 2759
600 105 4108 102 3951 98 3576 95 3297
700 122 4788 119 4605 113 4164 109 3836
800 138 5468 135 5259 129 4752 124 4376
900 155 6156 152 5918 144 5341 139 4915
1000 172 6844 168 6579 159 5935 154 5454
1100 189 7532 184 7240 175 6530 169 5999
1200 206 8220 201 7901 190 7125 183 6545
1300 222 8908 217 8562 206 7720 198 7090
1400 237 9596 232 9223 221 8315 213 7635
1500 245 9886 235 8911 228 8177
1600 250 9503 242 8716
1700 266 10,082 257 9254
1800 272 9792
NOTE: Shaded areas are to be used for interpolation purposes. 8XC021A-1

ISA - 15 C

21 613 21 602 21 596 21 594 100
35 1125 35 1096 35 1077 35 1075 200
50 1636 49 1591 49 1559 48 1555 300
64 2147 63 2085 63 2041 62 2036 400
79 2658 78 2579 76 2523 75 2516 500
93 3172 92 3074 90 3005 89 2997 600
108 3690 106 3573 104 3492 103 3485 700
122 4207 120 4072 118 3979 116 3973 800
137 4724 135 4571 132 4467 130 4461 900
151 5242 149 5070 146 4954 144 4949 1000
166 5763 163 5571 160 5441 157 5437 1100
180 6287 177 6078 174 5936 171 5936 1200
195 6811 191 6585 188 6431 185 6436 1300
209 7335 206 7092 202 6926 198 6935 1400
224 7859 220 7599 216 7421 212 7435 1500
238 8382 234 8107 230 7916 226 7935 1600
253 8906 248 8614 243 8411 239 8435 1700
267 9430 263 9121 257 8906 253 8935 1800
282 9954 277 9628 271 9401 267 9434 1900
291 10,135 285 9896 280 9934 2000
2100

ISA - 15 C
Low Altitude

100 21 750 21 722 21 675 21 647
200 38 1430 37 1377 37 1265 36 1186
300 55 2113 54 2033 52 1854 51 1726
400 72 2799 70 2691 67 2445 66 2267
500 88 3485 87 3349 83 3036 80 2811
600 105 4173 103 4009 98 3629 95 3354
700 122 4862 119 4670 114 4225 110 3900
800 139 5551 135 5330 129 4821 125 4447
900 156 6240 151 5991 144 5417 140 4995
1000 172 6929 165 6652 159 6013 154 5542
1100 189 7617 179 7313 174 6609 169 6089
1200 193 7974 189 7205 184 6636
1300 204 7801 199 7183
1400 214 7731
1500

ISA - 15 C

21 642 21 631 22 631 22 626 100
36 1159 36 1131 36 1118 35 1115 200
50 1676 50 1630 49 1605 49 1605 300
65 2194 64 2130 63 2093 63 2094 400
79 2715 78 2635 77 2585 76 2588 500
94 3235 93 3139 91 3077 90 3083 600
108 3759 107 3644 105 3569 104 3577 700
123 4285 121 4152 119 4066 117 4078 800
137 4811 135 4660 133 4563 131 4579 900
152 5337 149 5168 147 5060 145 5080 1000
166 5863 164 5675 161 5556 158 5581 1100
181 6389 178 6183 175 6053 172 6082 1200
196 6915 192 6691 189 6550 185 6583 1300
210 7441 206 7199 203 7047 199 7084 1400
225 7967 220 7706 216 7544 213 7585 1500
230 8041 226 8086 1600
1700
1800

ISA - 15 C
High Altitude
ALTITUDE 29,000 ft 31,000 ft 33,000 ft 35,000 ft

100 20 568 20 558 21 553 21 545
200 34 1070 34 1035 34 1001 34 970
300 47 1573 47 1512 48 1449 48 1395
400 60 2075 61 1989 61 1896 62 1820
500 74 2577 74 2466 75 2344 76 2245
600 87 3079 88 2943 89 2791 89 2671
700 101 3582 101 3420 102 3239 103 3096
800 114 4088 115 3897 116 3687 117 3521
900 127 4608 129 4392 130 4142 131 3946
1000 141 5128 142 4891 143 4616 144 4396
1100 154 5648 156 5389 157 5090 158 4851
1200 168 6168 169 5888 171 5564 172 5306
1300 181 6688 183 6387 184 6039 186 5761
1400 195 7209 196 6886 198 6513 200 6216
1500 208 7741 210 7384 211 6987 213 6671
1600 221 8287 223 7904 225 7462 227 7127
1700 235 8833 237 8430 239 7965 241 7586
1800 248 9379 250 8955 252 8471 255 8070
1900 262 9925 264 9481 266 8976 268 8555
2000 280 9482 282 9039
2100 293 9988 296 9523
8XC035-1

ISA - 15 C
Arrival Weight 17,000 lb High Altitude
37,000 ft 39,000 ft 41,000 ft ALTITUDE

SECTOR SECTOR SECTOR
TIME FUEL TIME FUEL TIME FUEL AIR DIST
min lb min lb min lb nm
100
35 952 35 920 35 883 200
48 1361 49 1314 49 1254 300
62 1770 63 1708 63 1625 400
76 2179 76 2103 77 1996 500
90 2588 90 2497 90 2367 600
104 2997 104 2892 104 2738 700
118 3406 118 3286 118 3109 800
131 3815 132 3680 132 3481 900
145 4236 146 4075 146 3852 1000
159 4675 159 4483 160 4226 1100
173 5113 173 4893 174 4601 1200
187 5551 187 5302 188 4977 1300
201 5990 201 5711 202 5352 1400
215 6428 215 6121 216 5727 1500
228 6866 229 6530 231 6103 1600
242 7305 243 6939 245 6478 1700
256 7749 257 7349 259 6854 1800
270 8198 271 7760 273 7229 1900
284 8648 285 8173 287 7607 2000
298 9098 300 8585 302 7986 2100
312 9548 314 8998 317 8364 2200
326 9997 328 9411 331 8743 2300
342 9824 346 9121 2400
360 9500 2500
375 9878 2600
2700
8XC035-2

ISA - 15 C
High Altitude

100 21 594 21 588 21 585 22 580
200 35 1109 35 1080 35 1052 35 1027
300 48 1624 48 1572 49 1519 49 1474
400 61 2139 62 2065 62 1986 63 1922
500 75 2654 75 2557 76 2454 77 2369
600 88 3173 89 3049 90 2921 90 2816
700 102 3704 102 3559 103 3402 104 3272
800 115 4234 116 4070 117 3889 118 3743
900 128 4764 129 4580 131 4377 132 4213
1000 142 5295 143 5091 144 4865 145 4683
1100 155 5836 156 5604 158 5352 159 5154
1200 169 6385 170 6133 172 5854 173 5627
1300 182 6935 184 6662 185 6363 187 6113
1400 196 7484 197 7191 199 6873 201 6599
1500 209 8049 211 7720 212 7383 214 7086
1600 222 8593 224 8226 226 7893 228 7572
1700 235 9048 237 8688 240 8403 242 8111
1800 248 9353 250 9102 253 8913 256 8661
1900 260 9536 263 9493 267 9422 270 9182
2000 281 9932 285 9658
2100 294 10,442 299 10,124
NOTE: Shaded areas are to be used for interpolation purposes. 8XC036-1

ISA - 15 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
36 1007 36 966 36 935 200
49 1439 50 1375 50 1310 300
63 1871 64 1783 64 1684 400
77 2303 77 2191 78 2058 500
91 2736 91 2599 92 2432 600
105 3169 105 3008 106 2806 700
119 3616 119 3418 120 3181 800
132 4062 133 3829 135 3558 900
146 4509 147 4241 149 3935 1000
160 4955 161 4653 163 4312 1100
174 5402 176 5065 178 4688 1200
188 5851 190 5476 192 5065 1300
202 6301 204 5889 206 5443 1400
216 6752 218 6302 221 5822 1500
230 7202 232 6715 236 6202 1600
244 7653 247 7128 250 6581 1700
258 8104 261 7541 265 6960 1800
273 8554 275 7955 280 7340 1900
287 9005 290 8368 294 7719 2000
301 9455 304 8781 309 8098 2100
315 9906 318 9194 324 8477 2200
329 10,357 333 9607 338 8857 2300
347 10,020 353 9236 2400
368 9615 2500
382 9995 2600
2700

ISA - 15 C
High Altitude

100 22 623 22 616
200 35 1156 36 1128 36 1102 36 1079
300 49 1688 49 1640 50 1591 50 1552
400 62 2223 63 2153 63 2080 64 2025
500 76 2765 76 2674 77 2579 78 2504
600 89 3308 90 3196 91 3081 91 2985
700 103 3856 103 3721 104 3582 105 3466
800 116 4409 117 4254 118 4098 119 3953
900 129 4961 130 4787 132 4613 133 4442
1000 143 5514 144 5320 145 5151 147 4932
1100 156 6067 157 5853 159 5704 160 5421
1200 170 6619 171 6386 172 6260 174 5910
1300 183 7172 185 6919 186 6803 188 6399
1400 197 7725 198 7452 199 7328 202 6889
1500 212 7985 213 7841 216 7378
1600 227 8352 230 7867
1700
1800

ISA - 15 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
36 1054 37 1016 37 983 200
50 1501 51 1426 51 1369 300
64 1947 65 1837 66 1746 400
78 2395 79 2247 80 2124 500
92 2846 93 2660 95 2502 600
106 3297 107 3072 109 2879 700
120 3747 122 3485 124 3257 800
134 4198 136 3899 138 3637 900
148 4648 150 4313 153 4018 1000
162 5099 165 4727 168 4400 1100
177 5550 179 5141 183 4781 1200
191 6000 194 5555 198 5162 1300
205 6451 208 5969 212 5543 1400
219 6902 222 6383 227 5925 1500
233 7352 237 6797 242 6306 1600
247 7803 251 7211 257 6687 1700
266 7625 272 7068 1800
280 8039 286 7450 1900
2000
2100

ISA - 10 C
Low Altitude

100 20 710 20 686 20 633 20 600
200 37 1379 36 1330 35 1213 35 1132
300 53 2048 53 1975 51 1794 49 1664
400 70 2716 69 2619 66 2374 64 2195
500 87 3385 85 3263 81 2954 79 2727
600 103 4057 101 3908 96 3534 93 3259
700 120 4736 117 4561 112 4117 108 3790
800 137 5415 134 5213 127 4705 122 4327
900 154 6093 150 5866 142 5293 137 4865
1000 170 6772 166 6518 157 5881 152 5404
1100 187 7451 182 7170 173 6468 166 5942
1200 204 8139 198 7829 188 7056 181 6480
1300 220 8827 215 8491 203 7647 196 7018
1400 237 9515 231 9153 218 8242 210 7558
1500 247 9815 234 8838 225 8104
1600 249 9434 240 8651
1700 254 9197
1800 269 9743
8XC023A-1

ISA - 10 C

20 589 20 577 20 570 20 568 100
34 1098 34 1068 34 1048 34 1045 200
49 1607 48 1559 48 1525 47 1522 300
63 2116 62 2050 61 2003 61 1998 400
77 2625 76 2541 75 2481 74 2475 500
92 3134 90 3032 89 2959 88 2951 600
106 3643 104 3523 103 3437 101 3428 700
120 4156 118 4015 116 3914 114 3904 800
135 4673 132 4513 130 4399 128 4390 900
149 5189 147 5011 144 4884 141 4876 1000
163 5706 161 5509 158 5369 155 5362 1100
178 6222 175 6006 171 5854 168 5849 1200
192 6739 189 6504 185 6339 182 6335 1300
207 7255 203 7002 199 6824 195 6822 1400
221 7777 217 7501 213 7309 209 7308 1500
235 8302 231 8008 226 7800 222 7803 1600
250 8827 245 8515 240 8295 236 8303 1700
264 9352 259 9022 254 8789 249 8802 1800
278 9877 273 9529 268 9284 263 9302 1900
282 9779 276 9801 2000
2100
8XC023A-2

ISA - 10 C
Low Altitude

100 21 732 21 706 20 650 21 623
200 37 1405 37 1355 36 1237 35 1160
300 54 2079 53 2004 51 1823 50 1696
400 70 2753 69 2653 66 2410 65 2233
500 87 3434 85 3306 82 2997 79 2769
600 104 4117 102 3962 97 3588 94 3309
700 121 4799 118 4618 112 4179 108 3850
800 137 5483 134 5273 127 4769 123 4391
900 154 6174 150 5935 143 5360 138 4932
1000 171 6866 166 6599 158 5955 152 5473
1100 187 7557 183 7263 173 6551 167 6021
1200 204 8249 199 7927 188 7148 182 6569
1300 220 8941 215 8591 204 7744 196 7118
1400 235 9632 229 9255 219 8340 211 7666
1500 243 9919 233 8936 226 8213
1600 248 9532 240 8760
1700 255 9306
1800 269 9851

ISA - 10 C

21 613 21 603 21 598 21 598 100
35 1127 35 1099 35 1080 34 1080 200
49 1640 49 1596 48 1563 48 1563 300
64 2154 63 2092 62 2046 61 2045 400
78 2668 77 2589 76 2529 75 2528 500
92 3184 91 3086 90 3012 88 3010 600
107 3704 105 3586 103 3501 102 3503 700
121 4224 119 4087 117 3989 115 3995 800
135 4744 133 4587 131 4478 129 4487 900
150 5265 147 5088 145 4966 142 4979 1000
164 5788 161 5590 158 5455 156 5471 1100
179 6315 175 6100 172 5950 169 5972 1200
193 6842 190 6609 186 6447 183 6474 1300
207 7368 204 7119 200 6943 196 6976 1400
222 7895 218 7628 214 7439 210 7478 1500
236 8421 232 8138 227 7935 223 7980 1600
250 8948 246 8647 241 8432 237 8482 1700
265 9474 260 9157 255 8928 250 8984 1800
279 10,001 274 9666 269 9424 264 9486 1900
282 9921 277 9988 2000
2100

ISA - 10 C
Low Altitude

100 21 753 21 726 21 677 21 650
200 38 1433 37 1380 36 1267 36 1191
300 54 2116 53 2036 52 1858 50 1731
400 71 2804 69 2697 67 2451 65 2275
500 88 3493 86 3357 82 3043 80 2821
600 104 4184 102 4022 97 3638 94 3367
700 121 4876 118 4687 113 4238 109 3916
800 138 5567 134 5353 128 4838 124 4466
900 154 6258 150 6019 143 5438 138 5015
1000 171 6950 166 6685 159 6038 153 5564
1100 187 7641 182 7351 174 6638 168 6111
1200 198 8018 189 7237 182 6659
1300 204 7837 197 7207
1400 212 7754
1500

ISA - 10 C

21 642 21 634 22 630 22 627 100
36 1162 35 1135 35 1119 35 1120 200
50 1681 49 1636 49 1608 49 1612 300
64 2202 64 2139 63 2097 62 2105 400
79 2725 78 2645 77 2589 76 2602 500
93 3248 92 3152 90 3081 89 3100 600
107 3774 106 3659 104 3574 103 3598 700
122 4302 120 4169 118 4073 116 4102 800
136 4831 134 4679 132 4571 130 4607 900
151 5359 148 5189 145 5070 143 5111 1000
165 5888 162 5699 159 5568 157 5615 1100
176 6208 173 6067 170 6120 1200
187 6566 184 6624 1300
197 7128 1400
1500

ISA - 10 C
High Altitude

100 20 570 20 562 21 555
200 33 1076 34 1043 34 1007 34 976
300 47 1583 47 1523 47 1458 48 1404
400 60 2089 60 2003 61 1910 61 1832
500 73 2595 74 2484 74 2361 75 2261
600 86 3101 87 2964 88 2813 89 2689
700 100 3607 101 3444 101 3265 102 3117
800 113 4117 114 3925 115 3716 116 3545
900 126 4641 127 4423 128 4176 129 3973
1000 140 5164 141 4923 142 4653 143 4427
1100 153 5688 154 5424 155 5130 157 4885
1200 166 6211 167 5925 169 5607 170 5343
1300 179 6734 181 6426 182 6083 184 5801
1400 193 7258 194 6927 196 6560 197 6259
1500 206 7795 208 7428 209 7037 211 6717
1600 219 8343 221 7952 223 7514 225 7175
1700 232 8891 234 8479 236 8021 238 7639
1800 246 9439 248 9007 250 8528 252 8120
1900 259 9986 261 9534 263 9034 266 8601
2000 277 9541 279 9081
2100 293 9562
8XC038-1

ISA - 10 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
34 955 35 920 35 888 200
48 1366 48 1317 49 1261 300
62 1778 62 1713 62 1633 400
75 2190 76 2109 76 2006 500
89 2602 89 2506 90 2378 600
103 3013 103 2902 103 2751 700
116 3425 117 3298 117 3123 800
130 3837 130 3695 131 3496 900
144 4261 144 4091 145 3868 1000
157 4701 158 4500 158 4242 1100
171 5141 172 4910 172 4617 1200
185 5581 185 5319 186 4992 1300
199 6021 199 5729 200 5366 1400
212 6461 213 6139 214 5741 1500
226 6900 227 6548 228 6116 1600
240 7340 241 6958 242 6490 1700
253 7785 254 7367 256 6865 1800
267 8234 268 7778 270 7240 1900
281 8683 283 8191 285 7619 2000
295 9132 297 8603 299 7998 2100
309 9581 311 9016 314 8376 2200
325 9428 328 8755 2300
339 9841 342 9133 2400
357 9512 2500
371 9891 2600
2700
8XC038-2

ISA - 10 C
High Altitude

100 21 593 21 585 21 584
200 34 1111 35 1081 35 1055 35 1028
300 48 1630 48 1577 48 1525 49 1479
400 61 2148 61 2073 62 1996 62 1930
500 74 2666 75 2569 75 2466 76 2381
600 87 3189 88 3065 89 2937 90 2832
700 101 3722 101 3576 102 3420 103 3291
800 114 4254 115 4088 116 3909 117 3763
900 127 4787 128 4599 129 4399 130 4234
1000 140 5320 142 5111 143 4888 144 4706
1100 154 5866 155 5626 156 5377 158 5178
1200 167 6419 168 6157 170 5881 171 5652
1300 180 6971 182 6688 183 6391 185 6134
1400 194 7524 195 7219 197 6902 199 6616
1500 207 8085 208 7750 210 7413 212 7098
1600 220 8635 222 8271 224 7923 226 7581
1700 232 9121 235 8746 237 8434 240 8127
1800 245 9458 248 9160 251 8945 254 8685
1900 257 9639 261 9543 264 9455 267 9207
2000 278 9966 281 9676
2100 295 10,135

ISA - 10 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
35 1008 36 970 36 939 200
49 1443 49 1379 50 1313 300
63 1878 63 1788 64 1687 400
76 2313 77 2197 78 2061 500
90 2747 91 2606 92 2435 600
104 3183 104 3015 105 2809 700
118 3630 118 3425 119 3184 800
131 4077 132 3835 134 3560 900
145 4524 146 4245 148 3936 1000
159 4971 160 4656 162 4312 1100
173 5417 174 5066 176 4688 1200
186 5866 188 5476 190 5063 1300
200 6315 202 5889 205 5442 1400
214 6764 216 6302 219 5822 1500
228 7214 230 6715 234 6201 1600
242 7663 244 7128 248 6581 1700
256 8112 259 7541 263 6961 1800
270 8562 273 7955 277 7341 1900
284 9011 287 8368 292 7721 2000
298 9460 301 8781 306 8101 2100
311 9909 315 9194 321 8481 2200
329 9607 335 8860 2300
344 10,021 350 9240 2400
364 9620 2500
379 10,000 2600
2700

ISA - 10 C
High Altitude

100 22 621
200 35 1154 36 1129 36 1102 36 1081
300 48 1688 49 1642 49 1593 50 1554
400 62 2225 62 2156 63 2085 63 2027
500 75 2771 76 2679 76 2587 77 2506
600 88 3317 89 3202 90 3091 91 2988
700 102 3869 102 3729 103 3595 104 3469
800 115 4423 116 4265 117 4109 118 3952
900 128 4978 129 4802 130 4624 132 4435
1000 141 5532 143 5338 144 5145 145 4918
1100 155 6087 156 5874 157 5668 159 5401
1200 168 6642 169 6411 171 6193 173 5884
1300 181 7196 183 6947 184 6717 186 6367
1400 194 7751 196 7484 197 7236 200 6850
1500 210 8020 211 7749 214 7333
1600 224 8258 227 7817
1700
1800

ISA - 10 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
36 1055 37 1020 37 991 200
50 1503 51 1430 51 1375 300
64 1951 64 1840 65 1751 400
78 2398 78 2250 79 2128 500
91 2846 92 2662 94 2507 600
105 3294 107 3074 108 2886 700
119 3743 121 3487 123 3265 800
133 4193 135 3900 137 3645 900
147 4644 149 4313 152 4025 1000
161 5095 163 4727 167 4406 1100
175 5545 178 5141 181 4786 1200
189 5996 192 5554 196 5166 1300
203 6447 206 5968 211 5547 1400
217 6897 220 6382 225 5927 1500
231 7348 235 6795 240 6307 1600
245 7799 249 7209 254 6688 1700
263 7622 269 7068 1800
277 8036 284 7448 1900
2000
2100

ISA
Low Altitude

100 20 713 20 691 20 631 20 597
200 36 1387 36 1341 35 1217 34 1133
300 53 2060 52 1990 50 1803 49 1669
400 69 2733 68 2640 65 2390 63 2204
500 85 3406 84 3290 80 2976 77 2740
600 102 4084 99 3940 95 3562 92 3276
700 118 4767 115 4597 110 4151 106 3811
800 134 5451 131 5254 125 4743 120 4352
900 151 6134 147 5911 140 5335 135 4895
1000 167 6817 163 6567 155 5927 149 5437
1100 184 7502 179 7224 170 6519 163 5979
1200 200 8195 195 7888 184 7111 178 6521
1300 216 8887 211 8554 199 7707 192 7063
1400 233 9580 227 9221 214 8308 206 7608
1500 242 9887 229 8909 221 8159
1600 244 9510 235 8709
1700 250 9260
1800 264 9811
8XC026A-1

ISA

20 584 20 575 20 567 20 564 100
34 1097 34 1069 33 1048 33 1047 200
48 1610 47 1563 47 1530 47 1531 300
62 2124 61 2057 60 2012 60 2014 400
76 2637 75 2551 74 2494 73 2497 500
90 3151 89 3045 87 2976 86 2980 600
104 3664 103 3539 101 3458 99 3463 700
118 4180 116 4035 114 3940 113 3946 800
132 4700 130 4536 128 4429 126 4437 900
146 5219 144 5037 141 4918 139 4928 1000
161 5739 158 5538 155 5408 152 5419 1100
175 6258 172 6039 168 5897 165 5911 1200
189 6777 185 6540 182 6386 179 6402 1300
203 7297 199 7041 195 6875 192 6893 1400
217 7823 213 7544 209 7365 205 7384 1500
231 8351 227 8054 222 7862 218 7886 1600
245 8880 240 8563 236 8362 231 8391 1700
259 9409 254 9073 249 8861 245 8896 1800
273 9937 268 9583 263 9361 258 9400 1900
276 9861 271 9905 2000
2100
8XC026A-2

ISA
Low Altitude

100 20 736 20 706 20 654 21 623
200 37 1414 36 1361 35 1244 35 1162
300 53 2092 52 2016 50 1833 49 1702
400 69 2771 68 2670 65 2423 64 2242
500 86 3457 84 3330 80 3014 78 2781
600 102 4144 100 3992 95 3610 92 3325
700 118 4832 116 4653 110 4207 107 3871
800 135 5520 132 5314 125 4803 121 4416
900 151 6217 148 5982 140 5400 135 4962
1000 168 6913 163 6650 155 6001 150 5508
1100 184 7610 179 7318 170 6603 164 6059
1200 200 8306 195 7987 185 7205 178 6610
1300 216 9004 211 8659 200 7807 193 7162
1400 231 9706 226 9335 215 8409 207 7713
1500 239 10,013 229 9010 221 8265
1600 244 9608 236 8816
1700 250 9368
1800 265 9919
1900
2000
2100

ISA

21 612 21 600 21 595 21 595 100
35 1129 34 1099 34 1083 34 1083 200
49 1646 48 1598 48 1570 47 1572 300
63 2164 62 2096 61 2058 61 2061 400
77 2681 76 2595 75 2545 74 2550 500
91 3201 90 3095 88 3033 87 3039 600
105 3724 103 3600 102 3526 100 3535 700
119 4247 117 4104 115 4019 114 4032 800
133 4769 131 4609 129 4513 127 4529 900
147 5292 145 5113 142 5006 140 5025 1000
161 5820 159 5620 156 5499 153 5522 1100
175 6350 172 6132 169 6000 166 6028 1200
189 6881 186 6644 183 6501 180 6533 1300
204 7411 200 7155 196 7003 193 7039 1400
218 7942 214 7667 210 7504 206 7545 1500
232 8472 227 8179 223 8005 219 8051 1600
246 9003 241 8691 237 8506 232 8556 1700
260 9533 255 9203 250 9007 246 9062 1800
274 10,064 269 9715 264 9509 259 9568 1900
277 10,010 272 10,073 2000
2100

ISA
Low Altitude

100 21 754 21 728 21 673 21 649
200 37 1441 37 1389 36 1271 35 1194
300 53 2130 53 2051 51 1869 50 1740
400 70 2824 68 2715 66 2466 64 2287
500 86 3517 84 3380 81 3064 79 2836
600 102 4213 100 4049 96 3664 93 3385
700 119 4910 116 4719 111 4268 107 3938
800 135 5606 132 5389 126 4873 122 4491
900 152 6302 148 6059 141 5478 136 5045
1000 168 6998 163 6730 156 6082 150 5598
1100 184 7694 179 7400 171 6687 165 6152
1200 195 8071 186 7292 179 6706
1300 201 7896 193 7260
1400 208 7814
1500

ISA

21 640 21 631 22 629 22 627 100
35 1163 35 1136 35 1122 35 1122 200
49 1687 49 1640 49 1614 48 1618 300
64 2212 63 2146 62 2108 62 2114 400
78 2739 77 2656 76 2606 75 2617 500
92 3266 90 3165 89 3103 88 3119 600
106 3795 104 3676 103 3602 101 3623 700
120 4326 118 4189 116 4107 114 4131 800
134 4857 132 4702 130 4611 128 4639 900
148 5388 146 5216 143 5116 141 5147 1000
162 5918 159 5729 157 5621 154 5655 1100
176 6449 173 6242 170 6125 167 6164 1200
190 6980 187 6755 184 6630 181 6672 1300
204 7511 201 7268 197 7135 194 7180 1400
218 8042 215 7781 211 7639 207 7688 1500

ISA
High Altitude

100 20 562 20 555
200 33 1074 34 1040 34 1008 34 978
300 46 1586 47 1526 47 1464 47 1410
400 59 2098 60 2011 60 1921 61 1843
500 72 2610 73 2496 73 2378 74 2275
600 85 3122 86 2982 87 2835 87 2707
700 98 3634 99 3467 100 3292 100 3139
800 111 4149 112 3953 113 3749 114 3571
900 124 4670 125 4447 126 4210 127 4003
1000 137 5192 138 4943 139 4680 140 4446
1100 150 5714 151 5438 153 5150 154 4891
1200 163 6236 165 5934 166 5620 167 5336
1300 176 6758 178 6430 179 6090 181 5781
1400 189 7279 191 6925 192 6560 194 6226
1500 202 7804 204 7421 206 7030 207 6671
1600 216 8329 217 7920 219 7500 221 7116
1700 229 8855 230 8419 232 7973 234 7561
1800 242 9381 244 8918 246 8447 248 8009
1900 255 9906 257 9417 259 8920 261 8458
2000 270 9917 272 9394 275 8906
2100 286 9868 288 9354
2200 302 9803
2300
2400
8XC041-1

ISA
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
34 953 34 910 35 882 200
48 1365 48 1288 48 1224 300
61 1777 61 1666 62 1567 400
74 2189 75 2044 76 1909 500
88 2601 89 2422 89 2251 600
101 3014 102 2800 103 2593 700
115 3426 116 3178 116 2935 800
128 3838 129 3557 130 3277 900
141 4252 143 3935 144 3621 1000
155 4669 156 4314 158 3968 1100
168 5086 170 4696 171 4315 1200
182 5503 184 5078 185 4662 1300
196 5920 197 5460 199 5009 1400
209 6337 211 5842 213 5356 1500
223 6754 225 6223 227 5703 1600
236 7171 238 6605 241 6050 1700
250 7589 252 6987 255 6403 1800
263 8011 266 7369 269 6759 1900
277 8433 280 7755 284 7116 2000
291 8855 294 8146 298 7472 2100
305 9278 308 8537 312 7828 2200
318 9700 322 8928 327 8184 2300
336 9319 341 8540 2400
351 9710 2500
2600
2700
8XC041--2

ISA
High Altitude

100 21 586 21 581
200 34 1106 35 1075 35 1045 35 1020
300 47 1626 48 1569 48 1514 48 1464
400 60 2146 61 2063 61 1983 62 1908
500 73 2666 74 2557 74 2452 75 2352
600 86 3187 87 3051 88 2921 88 2796
700 99 3711 100 3548 101 3391 102 3241
800 112 4235 113 4046 114 3863 115 3687
900 125 4760 127 4544 128 4335 129 4133
1000 139 5284 140 5042 141 4807 142 4580
1100 152 5809 153 5540 154 5278 156 5026
1200 165 6334 166 6040 168 5751 169 5473
1300 178 6860 179 6540 181 6224 183 5921
1400 191 7385 193 7040 194 6698 196 6370
1500 204 7911 206 7540 208 7171 210 6819
1600 217 8436 219 8027 221 7645 223 7268
1700 230 8962 233 8507 235 8117 237 7717
1800 244 9487 246 8983 248 8588 250 8166
1900 257 10,012 259 9463 261 9059 264 8615
2000 272 9951 275 9529 278 9064
2100 288 9999 291 9513
2200 305 9962
2300
2400

ISA
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
35 997 36 961 36 933 200
49 1413 49 1342 50 1290 300
62 1829 63 1722 64 1637 400
76 2245 76 2103 77 1984 500
89 2661 90 2483 91 2331 600
103 3076 104 2864 105 2679 700
116 3495 117 3244 119 3031 800
130 3914 131 3630 133 3382 900
144 4334 145 4015 147 3734 1000
157 4753 159 4400 162 4086 1100
171 5173 173 4786 176 4441 1200
184 5592 187 5171 190 4799 1300
198 6015 201 5557 205 5158 1400
212 6437 215 5948 219 5517 1500
226 6860 229 6341 234 5875 1600
240 7282 243 6734 248 6198 1700
253 7704 258 7127 262 6503 1800
267 8127 272 7520 277 6814 1900
281 8549 286 7914 291 7156 2000
295 8971 300 8307 306 7532 2100
309 9394 315 8700 321 7926 2200
322 9816 329 9093 337 8327 2300
343 9486 352 8715 2400
357 9879 2500
2600
2700

ISA
High Altitude

100
200 35 1136 36 1107 36 1083 36 1060
300 48 1660 49 1605 49 1555 49 1507
400 61 2184 62 2103 62 2028 63 1953
500 74 2709 75 2602 76 2500 76 2401
600 88 3233 88 3102 89 2973 90 2849
700 101 3758 102 3601 103 3445 103 3297
800 114 4284 115 4101 116 3919 117 3745
900 127 4811 128 4600 129 4393 131 4195
1000 140 5337 141 5094 143 4867 144 4645
1100 153 5863 155 5584 156 5341 158 5094
1200 166 6389 168 6074 170 5815 171 5544
1300 180 6916 181 6569 183 6290 185 5994
1400 193 7442 195 7068 196 6764 199 6443
1500 206 7968 208 7570 210 7238 212 6893
1600 223 7712 226 7343
1700 239 7792
1800
1900
2000
2100

ISA
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
36 1041 37 1022 200
50 1461 50 1405 51 1372 300
64 1880 64 1792 65 1728 400
77 2300 78 2178 80 2084 500
91 2721 92 2566 94 2442 600
105 3143 106 2955 109 2803 700
118 3565 120 3345 123 3140 800
132 3988 135 3735 137 3458 900
146 4412 149 4130 152 3825 1000
160 4835 163 4526 167 4204 1100
174 5258 178 4921 183 4580 1200
188 5681 192 5316 198 4946 1300
201 6105 206 5712 213 5305 1400
215 6528 221 6107 227 5659 1500
229 6951 235 6502 242 6013 1600
243 7375 249 6898 1700
257 7798 264 7293 1800
278 7688 1900
292 8084 2000
2100

ISA + 10 C
Low Altitude

100 20 715 20 689 20 630 20 598
200 36 1394 35 1343 34 1220 34 1138
300 52 2073 51 1998 49 1810 48 1677
400 68 2751 67 2653 64 2400 62 2216
500 84 3430 82 3307 79 2990 76 2755
600 100 4113 98 3963 93 3580 90 3295
700 116 4799 113 4624 108 4173 104 3834
800 132 5486 129 5285 123 4770 118 4379
900 148 6173 145 5945 137 5366 133 4926
1000 164 6859 160 6606 152 5963 147 5473
1100 180 7549 176 7267 167 6560 161 6019
1200 197 8247 192 7936 182 7157 175 6566
1300 213 8946 207 8608 196 7758 189 7113
1400 229 9645 223 9280 211 8363 203 7662
1500 238 9952 226 8968 217 8217
1600 240 9572 231 8771
1700 245 9326
1800 259 9880
8XC029A-1

ISA + 10 C

20 584 20 575 20 571 20 564 100
34 1101 34 1074 33 1057 33 1049 200
48 1618 47 1572 47 1542 46 1534 300
61 2136 61 2071 60 2028 59 2019 400
75 2653 74 2570 73 2513 72 2505 500
89 3170 88 3069 86 2999 85 2990 600
103 3687 101 3568 99 3484 98 3475 700
117 4208 115 4068 113 3970 111 3960 800
130 4731 128 4573 126 4463 124 4454 900
144 5254 142 5078 139 4957 137 4949 1000
158 5777 155 5584 152 5451 150 5444 1100
172 6301 169 6089 166 5944 163 5938 1200
186 6824 182 6594 179 6438 176 6433 1300
199 7347 196 7099 192 6932 189 6928 1400
213 7879 209 7607 205 7426 202 7423 1500
227 8412 223 8123 219 7927 215 7927 1600
241 8946 236 8638 232 8430 228 8432 1700
255 9479 250 9154 245 8933 241 8938 1800
263 9670 258 9436 254 9443 1900
272 9939 267 9949 2000
2100
8XC029A-2

ISA + 10 C
Low Altitude

100 20 739 20 706 20 653 21 625
200 36 1424 36 1366 35 1247 35 1168
300 52 2108 51 2026 50 1842 49 1711
400 68 2792 67 2686 64 2436 63 2254
500 84 3482 83 3350 79 3032 77 2797
600 101 4172 98 4016 94 3632 91 3345
700 117 4861 114 4681 109 4232 105 3896
800 133 5554 130 5346 123 4832 119 4446
900 149 6255 145 6017 138 5432 133 4996
1000 165 6956 161 6689 153 6037 147 5547
1100 181 7657 176 7361 167 6643 162 6103
1200 197 8358 192 8034 182 7249 176 6659
1300 212 9063 206 8718 197 7855 190 7216
1400 225 9783 221 9409 211 8460 204 7772
1500 235 10,103 226 9066 218 8326
1600 240 9672 232 8878
1700 246 9429
1800 260 9981

ISA + 10 C

21 614 21 604 21 599 21 594 100
35 1135 34 1107 34 1090 34 1083 200
48 1656 48 1611 48 1582 47 1575 300
62 2178 62 2115 61 2073 60 2067 400
76 2699 75 2619 74 2564 73 2559 500
90 3223 89 3124 87 3055 86 3051 600
104 3749 102 3633 101 3552 99 3549 700
117 4276 116 4142 114 4049 112 4048 800
131 4803 129 4651 127 4546 125 4547 900
145 5329 143 5160 140 5043 138 5046 1000
159 5862 156 5671 153 5540 151 5545 1100
173 6396 170 6188 167 6045 164 6052 1200
186 6931 183 6704 180 6550 177 6560 1300
200 7465 197 7220 193 7055 190 7067 1400
214 8000 210 7737 206 7561 203 7574 1500
228 8535 224 8253 220 8066 216 8081 1600
242 9069 237 8769 233 8571 229 8588 1700
256 9604 251 9286 246 9076 242 9095 1800
264 9802 259 9581 255 9603 1900
273 10,086 268 10,110 2000
2100

ISA + 10 C
Low Altitude

100 21 758 21 730 21 676 21 647
200 37 1449 36 1394 36 1276 35 1198
300 53 2142 52 2059 50 1877 49 1748
400 69 2839 67 2729 65 2480 64 2300
500 85 3537 83 3399 80 3083 78 2855
600 101 4237 99 4074 94 3687 92 3409
700 117 4937 114 4750 109 4295 106 3965
800 133 5637 130 5426 124 4903 120 4522
900 149 6337 145 6102 139 5511 134 5078
1000 165 7037 160 6778 153 6118 148 5634
1100 181 7737 176 7454 168 6726 162 6191
1200 183 7334 177 6747
1300 198 7942 191 7304
1400 205 7860
1500

ISA + 10 C

21 639 22 633 22 629 22 624 100
35 1167 35 1144 35 1127 35 1124 200
49 1694 49 1655 48 1624 48 1624 300
63 2223 62 2166 62 2122 61 2124 400
77 2754 76 2678 75 2624 74 2628 500
90 3285 89 3191 88 3125 87 3131 600
104 3819 103 3705 101 3627 100 3636 700
118 4356 116 4223 115 4134 113 4145 800
132 4893 130 4741 128 4640 126 4654 900
146 5429 143 5259 141 5147 139 5163 1000
160 5966 157 5777 154 5653 152 5672 1100
174 6503 170 6295 168 6160 165 6181 1200
187 7040 184 6813 181 6667 178 6690 1300
201 7577 198 7331 194 7173 191 7199 1400
215 8114 211 7849 207 7680 204 7708 1500

ISA + 10 C
High Altitude

100 21 560
200 34 1036 34 1004 34 977 34 953
300 46 1513 47 1455 47 1403 47 1353
400 59 1990 60 1906 60 1829 61 1753
500 72 2467 73 2357 73 2255 74 2152
600 85 2943 86 2809 86 2681 87 2552
700 98 3420 99 3260 100 3107 100 2951
800 111 3897 112 3711 113 3533 114 3351
900 124 4375 125 4163 126 3959 127 3751
1000 137 4855 138 4616 139 4386 140 4151
1100 150 5334 151 5069 152 4814 153 4554
1200 163 5813 164 5522 165 5242 167 4956
1300 176 6293 177 5975 179 5670 180 5359
1400 189 6772 190 6428 192 6099 194 5762
1500 202 7251 203 6882 205 6527 207 6165
1600 215 7732 216 7335 218 6955 220 6568
1700 228 8214 230 7790 232 7383 234 6971
1800 241 8696 243 8247 245 7814 247 7374
1900 254 9178 256 8705 258 8246 261 7779
2000 267 9660 269 9162 272 8678 274 8187
2100 283 9619 285 9111 288 8595
2200 299 9543 302 9002
2300 312 9975 315 9410
2400 329 9818
8XC044-1

ISA + 10 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
34 933 35 907 200
48 1305 48 1247 48 1207 300
61 1677 62 1587 62 1517 400
75 2050 75 1926 76 1828 500
88 2422 88 2266 89 2139 600
101 2794 102 2605 103 2450 700
115 3167 115 2945 117 2761 800
128 3539 129 3285 131 3075 900
141 3911 142 3625 144 3389 1000
155 4285 156 3969 158 3704 1100
168 4660 170 4312 172 4018 1200
182 5036 183 4656 186 4333 1300
195 5411 197 4999 200 4648 1400
209 5787 211 5343 214 4969 1500
223 6163 225 5686 229 5291 1600
236 6538 238 6030 243 5612 1700
250 6914 252 6377 257 5934 1800
263 7289 266 6729 272 6256 1900
277 7667 281 7080 2000
291 8050 295 7432 2100
305 8433 309 7784 2200
319 8816 323 8135 2300
333 9199 337 8487 2400
347 9582 351 8838 2500
361 9966 2600
2700
8XC044--2

ISA + 10 C
High Altitude

100 22 588
200 35 1066 35 1041 35 1017 35 1001
300 48 1545 48 1493 48 1445 49 1403
400 61 2023 61 1946 62 1873 62 1805
500 73 2501 74 2398 75 2301 75 2207
600 86 2979 87 2851 88 2729 89 2608
700 99 3459 100 3304 101 3156 102 3010
800 112 3939 113 3759 114 3586 116 3413
900 125 4419 127 4214 128 4017 129 3818
1000 139 4899 140 4669 141 4447 142 4222
1100 152 5379 153 5124 154 4877 156 4627
1200 165 5861 166 5579 168 5307 169 5031
1300 178 6344 179 6036 181 5738 183 5436
1400 191 6827 193 6493 194 6171 197 5842
1500 204 7309 206 6950 208 6603 210 6251
1600 217 7792 219 7406 221 7036 224 6660
1700 230 8266 232 7863 235 7468 238 7068
1800 243 8736 246 8320 248 7901 251 7477
1900 256 9211 259 8776 262 8333 265 7886
2000 269 9694 272 9233 275 8766 279 8294
2100 285 9690 288 9198 292 8703
2200 302 9631 306 9111
2300 315 10,063 320 9520
2400 333 9929

ISA + 10 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
36 987 36 976 200
49 1362 50 1320 50 1297 300
63 1737 63 1663 64 1613 400
76 2112 77 2006 78 1929 500
90 2486 91 2349 92 2250 600
103 2861 104 2692 107 2571 700
117 3236 118 3040 121 2894 800
130 3614 132 3387 136 3218 900
144 3993 146 3734 149 3505 1000
158 4371 160 4082 163 3775 1100
172 4749 174 4432 177 4096 1200
185 5128 188 4785 192 4424 1300
199 5506 203 5138 207 4754 1400
213 5889 217 5492 222 5077 1500
227 6273 231 5845 236 5395 1600
241 6658 245 6219 250 5736 1700
255 7042 259 6603 264 6160 1800
269 7427 273 6977 277 6567 1900
283 7812 288 7336 2000
297 8196 302 7685 2100
311 8581 317 8036 2200
325 8965 332 8395 2300
339 9350 347 8760 2400
354 9734 361 9128 2500
368 10,119 2600
2700

ISA + 10 C
High Altitude

100
200 36 1101 36 1081 36 1067 36 1054
300 49 1581 49 1535 50 1497 50 1459
400 62 2060 62 1990 63 1927 63 1864
500 75 2542 75 2445 76 2358 77 2268
600 88 3025 89 2902 90 2790 91 2675
700 101 3508 102 3358 103 3221 104 3082
800 114 3991 115 3815 116 3653 118 3489
900 127 4474 128 4272 130 4086 131 3898
1000 140 4957 142 4730 143 4519 145 4308
1100 153 5439 155 5189 157 4952 159 4717
1200 167 5922 168 5648 170 5385 173 5127
1300 180 6405 182 6106 184 5818 186 5537
1400 193 6888 195 6564 197 6252 200 5946
1500 206 7371 208 7020 211 6685 214 6356
1600 219 7854 221 7475 224 7118 228 6766
1700 235 7930 238 7551 241 7175
1800 251 7984 255 7585
1900 269 7995
2000
2100

ISA + 10 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
37 1048 200
50 1431 51 1407 51 1384 300
64 1810 65 1756 66 1703 400
78 2188 79 2109 81 2031 500
92 2569 94 2464 96 2359 600
106 2951 108 2820 111 2687 700
120 3334 122 3179 125 3019 800
134 3717 136 3541 139 3366 900
148 4104 151 3904 1000
162 4490 166 4267 1100
176 4876 180 4630 1200
190 5263 195 4993 1300
204 5649 209 5356 1400
219 6035 224 5719 1500
233 6422 239 6081 1600
247 6808 1700
261 7194 1800
275 7580 1900
289 7967 2000
2100

ISA + 20 C
Low Altitude

100 20 717 20 688 20 635 20 598
200 35 1400 35 1346 34 1229 34 1142
300 51 2083 50 2005 49 1824 48 1686
400 67 2767 66 2663 63 2418 61 2230
500 83 3450 81 3322 78 3012 75 2774
600 99 4137 96 3982 92 3607 89 3318
700 114 4828 112 4648 107 4204 103 3862
800 130 5519 127 5314 121 4805 117 4412
900 146 6210 142 5979 135 5405 131 4963
1000 162 6901 158 6645 150 6005 145 5514
1100 178 7596 173 7311 164 6606 158 6064
1200 193 8299 189 7985 179 7206 172 6615
1300 209 9003 204 8661 193 7812 186 7166
1400 225 9706 219 9337 208 8421 200 7721
1500 222 9031 214 8280
1600 237 9641 228 8840
1700 242 9400
1800 255 9959
8XC032A-1

ISA + 20 C

20 590 20 578 21 572 100
34 1111 34 1080 34 1058 34 1025 200
47 1632 47 1582 47 1545 47 1487 300
61 2154 60 2084 60 2031 60 1949 400
74 2675 73 2587 73 2518 73 2411 500
88 3196 87 3089 86 3004 86 2873 600
102 3718 100 3591 99 3490 99 3334 700
115 4243 113 4095 112 3977 112 3796 800
129 4771 127 4605 125 4466 125 4259 900
142 5299 140 5114 138 4956 138 4724 1000
156 5828 153 5624 151 5446 151 5189 1100
169 6356 166 6133 164 5936 164 5654 1200
183 6884 180 6643 177 6425 177 6119 1300
197 7413 193 7153 190 6915 191 6584 1400
210 7949 206 7665 203 7405 204 7049 1500
224 8486 220 8185 217 7898 217 7513 1600
237 9023 233 8704 230 8392 230 7983 1700
251 9560 246 9224 243 8886 243 8452 1800
260 9743 256 9380 257 8921 1900
270 9874 270 9390 2000
283 9860 2100
8XC032A--2

ISA + 20 C
Low Altitude

100 20 738 20 709 20 652 21 623
200 36 1426 36 1372 35 1251 35 1172
300 52 2114 51 2036 49 1850 49 1722
400 67 2803 66 2699 64 2449 62 2271
500 83 3498 82 3368 78 3048 76 2820
600 99 4194 97 4038 93 3653 90 3373
700 115 4890 112 4709 107 4258 104 3927
800 131 5588 128 5379 122 4862 118 4481
900 147 6293 143 6056 136 5467 132 5035
1000 162 6998 158 6733 151 6077 145 5590
1100 178 7704 174 7411 165 6688 159 6151
1200 194 8409 189 8088 179 7298 173 6711
1300 209 9123 203 8778 194 7908 187 7272
1400 222 9851 217 9474 208 8518 201 7832
1500 222 9113 215 8392
1600 238 9666 229 8953
1700 242 9513
1800 256 10,073

ISA + 20 C

21 615 21 604 22 596 100
35 1141 35 1112 35 1089 35 1059 200
48 1668 48 1620 48 1578 48 1523 300
62 2194 61 2128 61 2066 61 1988 400
75 2720 74 2636 74 2555 74 2452 500
89 3249 88 3145 87 3043 87 2916 600
102 3781 101 3658 100 3534 100 3381 700
116 4313 114 4171 113 4025 114 3848 800
130 4845 128 4684 126 4517 127 4314 900
143 5377 141 5198 140 5008 140 4780 1000
157 5914 154 5713 153 5499 153 5246 1100
170 6453 168 6233 166 5993 166 5713 1200
184 6992 181 6753 179 6488 180 6184 1300
198 7531 194 7272 193 6982 193 6654 1400
211 8076 207 7792 206 7476 206 7125 1500
224 8626 221 8312 219 7970 220 7595 1600
237 9180 234 8832 232 8465 233 8066 1700
250 9734 247 9351 246 8959 246 8536 1800
261 9871 259 9453 260 9007 1900
272 9947 273 9478 2000
286 9948 2100

ISA + 20 C
Low Altitude

100 20 761 21 731 21 676 22 650
200 36 1458 36 1400 36 1281 35 1205
300 52 2157 51 2071 50 1886 49 1761
400 68 2857 67 2746 65 2494 63 2318
500 84 3558 82 3421 79 3104 77 2875
600 100 4265 97 4098 93 3715 91 3433
700 115 4972 113 4776 108 4327 105 3994
800 131 5678 128 5455 122 4939 119 4556
900 147 6385 143 6152 137 5551 133 5103
1000 163 7092 157 6889 151 6163 147 5640
1100 179 7798 171 7667 166 6775 161 6175
1200 180 7387 175 6719
1300 195 7999 190 7276
1400 204 7841
1500

ISA + 20 C

22 642 22 637 100
35 1175 36 1152 36 1126 36 1104 200
49 1708 49 1667 49 1617 49 1571 300
63 2241 62 2181 62 2108 63 2037 400
76 2778 75 2698 75 2600 76 2505 500
90 3315 89 3214 89 3093 89 2973 600
103 3854 102 3732 102 3586 102 3441 700
117 4394 115 4254 115 4082 116 3911 800
131 4935 129 4776 128 4578 129 4383 900
144 5476 142 5297 142 5074 142 4854 1000
158 6016 155 5819 155 5571 156 5325 1100
171 6557 169 6341 168 6067 169 5797 1200
185 7098 182 6863 182 6563 182 6268 1300
199 7638 195 7385 195 7059 196 6739 1400
209 7907 208 7555 209 7210 1500
222 8051 222 7682 1600
1700
1800

ISA + 20 C
High Altitude

100
200 34 995 34 976 35 961 35 948
300 47 1433 47 1389 48 1351 48 1316
400 60 1870 60 1802 61 1742 61 1684
500 73 2308 74 2215 74 2132 75 2052
600 86 2745 87 2628 87 2523 88 2420
700 99 3183 100 3041 100 2913 101 2788
800 112 3620 113 3454 114 3304 115 3156
900 125 4057 126 3867 127 3694 128 3524
1000 138 4498 139 4282 140 4085 141 3892
1100 152 4938 152 4700 153 4479 155 4261
1200 165 5378 166 5117 167 4874 168 4635
1300 178 5818 179 5535 180 5270 182 5009
1400 191 6259 192 5952 194 5665 196 5383
1500 204 6699 205 6370 207 6061 209 5757
1600 217 7139 219 6787 220 6456 223 6131
1700 231 7580 232 7205 234 6852 236 6505
1800 244 8025 245 7623 247 7247 250 6879
1900 257 8470 259 8046 261 7644 264 7253
2000 271 8916 272 8468 274 8046 277 7627
2100 284 9361 286 8891 288 8447 291 8009
2200 297 9806 299 9314 302 8849 305 8392
2300 313 9736 315 9251 319 8774
2400 329 9653 333 9157
2500 347 9539
2600 361 9922
2700
8XC047-1

ISA + 20 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
35 939 200
48 1282 49 1251 49 1233 300
62 1625 62 1566 63 1525 400
75 1968 76 1881 77 1816 500
89 2311 90 2196 91 2108 600
102 2654 103 2512 105 2401 700
116 2997 117 2829 119 2693 800
129 3340 131 3147 133 2990 900
143 3686 145 3466 147 3286 1000
156 4035 158 3785 1100
170 4383 172 4104 1200
184 4732 186 4423 1300
198 5080 200 4748 1400
211 5429 214 5073 1500
225 5777 229 5398 1600
239 6127 243 5723 1700
253 6483 257 6048 1800
267 6840 1900
281 7196 2000
295 7552 2100
309 7908 2200
323 8264 2300
337 8620 2400
8XC047--2

ISA + 20 C
High Altitude

100
200 35 1039 36 1022 36 1014 36 1013
300 48 1479 49 1438 49 1408 50 1385
400 62 1918 62 1854 63 1803 63 1758
500 75 2357 75 2270 76 2197 77 2130
600 88 2796 88 2686 89 2592 90 2503
700 101 3236 102 3102 103 2986 104 2875
800 114 3678 115 3521 116 3382 117 3248
900 127 4120 128 3941 130 3780 131 3623
1000 141 4563 142 4361 143 4179 145 4001
1100 154 5005 155 4780 157 4577 159 4378
1200 167 5448 168 5200 170 4976 172 4755
1300 180 5893 182 5620 184 5374 186 5133
1400 194 6339 195 6044 197 5774 200 5510
1500 207 6786 209 6468 211 6177 214 5891
1600 221 7232 222 6893 225 6581 228 6276
1700 234 7679 236 7317 239 6984 242 6661
1800 247 8115 250 7741 252 7387 256 7046
1900 261 8547 263 8165 266 7790 270 7431
2000 274 8983 277 8590 280 8194 284 7815
2100 287 9429 290 9014 294 8597 299 8200
2200 301 9881 304 9438 307 9000 313 8585
2300 317 9863 321 9403 327 8970
2400 335 9806 341 9355
2500 355 9739
2600 369 10,124
2700

ISA + 20 C
High Altitude
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
36 1018 200
50 1366 50 1355 50 1347 300
64 1715 64 1677 65 1641 400
77 2063 78 1999 79 1937 500
91 2412 92 2323 94 2235 600
105 2761 106 2648 108 2536 700
119 3113 121 2976 123 2837 800
133 3465 135 3304 137 3140 900
147 3816 148 3629 150 3440 1000
160 4169 162 3954 1100
175 4527 177 4295 1200
189 4885 192 4635 1300
203 5244 206 4977 1400
217 5602 221 5312 1500
231 5967 235 5650 1600
246 6343 250 6028 1700
261 6711 265 6379 1800
275 7075 1900
289 7440 2000
304 7807 2100
318 8176 2200
333 8546 2300
347 8917 2400

ISA + 20 C
High Altitude

100
200 37 1086 37 1079 37 1080
300 50 1528 50 1499 51 1480 51 1466
400 63 1970 64 1918 64 1879 65 1845
500 76 2413 77 2338 78 2279 79 2224
600 90 2859 91 2761 92 2679 93 2603
700 103 3304 104 3183 105 3080 107 2985
800 116 3750 117 3606 119 3481 121 3368
900 130 4198 131 4031 133 3883 135 3750
1000 143 4646 145 4456 146 4288 149 4136
1100 157 5089 158 4881 160 4693 163 4522
1200 170 5528 172 5306 174 5097 177 4907
1300 184 5967 185 5731 188 5502 191 5293
1400 197 6409 199 6157 202 5906 205 5679
1500 210 6856 213 6582 216 6311 220 6065
1600 224 7306 226 7007 229 6716 234 6451
1700 237 7758 240 7432 243 7120 248 6837
1800 253 7857 257 7525 262 7223
1900 271 7929 276 7608
2000 290 7994
2100

ISA + 20 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
200
51 1462 52 1470 300
65 1822 66 1806 400
80 2179 80 2139 500
94 2540 95 2484 600
108 2900 110 2827 700
122 3260 124 3156 800
137 3624 900
151 3991 1000
166 4359 1100
180 4728 1200
195 5096 1300
210 5464 1400
224 5833 1500

SECTOR TIME and FUEL - INTERMEDIATE PROCEDURE
INTRODUCTION
Intermediate Procedure is defined as follows:
• Normal Climb.
• Cruise at 280 KIAS/0.75 IMN or Maximum Cruise Thrust, whichever is slower.
• Normal Descent.
• Low Altitudes which range from 5000 to 27,000 ft.
• High Altitudes which range from 29,000 to 41,000 ft.

INTERMEDIATE PROCEDURE
ISA - 15 C
Low Altitude Arrival Weight 17,000 lb

100 23 689 22 628 22 586 21 566
200 44 1323 42 1197 40 1096 38 1033
300 65 1957 61 1766 58 1606 55 1500
400 86 2590 81 2335 76 2116 72 1967
500 107 3224 100 2904 94 2626 89 2434
600 128 3860 120 3473 112 3136 106 2901
700 149 4510 139 4048 130 3646 123 3368
800 170 5160 159 4633 148 4164 140 3835
900 190 5809 178 5218 167 4689 158 4314
1000 211 6459 198 5802 185 5213 175 4795
1100 232 7109 217 6387 203 5737 192 5275
1200 253 7770 237 6972 221 6261 209 5755
1300 274 8440 256 7561 239 6785 226 6235
1400 295 9110 276 8163 257 7310 243 6716
1500 316 9780 295 8765 275 7847 260 7196
1600 315 9368 293 8389 277 7685
1700 334 9970 311 8931 294 8182
1800 329 9472 311 8679
1900 328 9176
2000 345 9673
2100
8XC050-1

ISA - 15 C

21 558 21 553 21 546 21 544 100
38 1005 37 981 36 959 36 943 200
54 1453 53 1410 52 1371 51 1343 300
71 1901 69 1839 67 1784 66 1742 400
87 2349 85 2268 83 2196 81 2141 500
104 2797 101 2697 99 2608 96 2540 600
120 3244 117 3126 114 3021 111 2940 700
137 3692 133 3555 130 3433 126 3339 800
153 4147 149 3985 145 3845 141 3738 900
170 4606 165 4426 161 4267 156 4143 1000
187 5066 181 4867 176 4691 172 4554 1100
203 5526 198 5307 192 5114 187 4964 1200
220 5986 214 5748 208 5538 202 5375 1300
236 6446 230 6189 223 5962 217 5786 1400
253 6906 246 6629 239 6385 232 6197 1500
269 7366 262 7070 254 6809 247 6608 1600
286 7839 278 7512 270 7233 262 7019 1700
303 8314 294 7968 285 7663 277 7430 1800
319 8790 310 8424 301 8101 292 7854 1900
336 9265 326 8880 317 8539 307 8279 2000
352 9740 342 9336 332 8977 323 8705 2100
358 9792 348 9415 338 9131 2200
363 9853 353 9557 2300
368 9982 2400
8XC050-2

ISA - 15 C
Low Altitude

100 24 715 23 653 22 613 22 594
200 44 1360 42 1233 40 1133 39 1070
300 65 2005 62 1812 58 1654 56 1547
400 86 2649 81 2392 76 2174 73 2024
500 107 3304 101 2974 95 2694 90 2500
600 128 3962 120 3565 113 3221 107 2978
700 149 4620 140 4156 131 3752 124 3465
800 170 5277 159 4748 149 4283 141 3951
900 191 5948 179 5339 167 4814 158 4438
1000 212 6621 198 5942 185 5345 175 4925
1100 233 7293 218 6548 203 5887 192 5411
1200 253 7966 237 7153 221 6432 209 5909
1300 274 8639 257 7758 239 6976 226 6408
1400 295 9312 276 8360 258 7521 243 6907
1500 316 9985 295 8945 275 8054 260 7406
1600 310 9422 292 8570 277 7905
1700 325 9910 309 9089 294 8404
1800 326 9623 311 8903
1900 328 9402
2000 346 9901
2100

ISA - 15 C

22 591 21 583 21 580 21 580 100
38 1047 37 1021 37 1000 36 988 200
55 1503 54 1459 52 1420 51 1396 300
71 1959 70 1896 68 1841 67 1803 400
88 2415 86 2334 84 2261 82 2211 500
104 2871 102 2771 99 2682 97 2619 600
121 3335 118 3214 115 3105 112 3027 700
137 3801 134 3661 130 3535 127 3443 800
154 4267 150 4108 146 3964 142 3860 900
171 4733 166 4555 161 4394 157 4276 1000
187 5199 182 5002 177 4824 172 4693 1100
204 5671 198 5448 193 5254 187 5109 1200
220 6149 214 5905 208 5688 202 5527 1300
237 6627 230 6362 224 6129 217 5955 1400
253 7106 246 6820 239 6569 233 6382 1500
270 7584 262 7277 255 7009 248 6810 1600
287 8062 279 7735 270 7450 263 7238 1700
303 8540 295 8192 286 7890 278 7666 1800
320 9019 311 8649 302 8330 293 8094 1900
337 9497 327 9107 317 8771 308 8522 2000
353 9975 343 9564 333 9211 323 8950 2100
359 10,022 348 9651 338 9378 2200
364 10,092 353 9806 2300
369 10,234 2400

ISA - 15 C
Low Altitude

100 24 742 23 681 23 645 22 627
200 45 1399 43 1274 41 1175 39 1114
300 66 2061 62 1867 59 1706 56 1602
400 86 2729 82 2465 77 2242 73 2091
500 107 3397 101 3063 95 2782 90 2585
600 128 4073 121 3665 113 3321 107 3079
700 149 4750 140 4275 131 3867 124 3574
800 170 5426 160 4884 149 4414 141 4076
900 191 6103 179 5487 167 4962 159 4578
1000 212 6779 199 6084 186 5509 176 5080
1100 233 7456 218 6679 204 6056 192 5582
1200 254 8132 238 7273 222 6604 209 6084
1300 258 7872 240 7151 226 6584
1400 258 7699 243 7084
1500 260 7584
1600 277 8084
1700
1800

ISA - 15 C

22 625 22 618 22 621 22 620 100
39 1091 38 1065 37 1050 37 1037 200
55 1557 54 1513 53 1479 52 1454 300
72 2023 70 1960 69 1909 67 1871 400
88 2496 86 2413 84 2344 82 2292 500
105 2970 102 2867 100 2780 97 2717 600
121 3443 118 3321 115 3217 113 3141 700
138 3922 134 3778 131 3656 128 3566 800
154 4401 150 4237 147 4098 143 3995 900
171 4880 167 4697 162 4540 158 4425 1000
187 5359 183 5156 178 4982 173 4854 1100
204 5839 199 5616 193 5424 188 5283 1200
221 6318 215 6075 209 5867 203 5713 1300
237 6797 231 6535 224 6309 218 6142 1400
254 7276 247 6994 240 6751 233 6571 1500
270 7756 263 7453 255 7193 248 7001 1600
279 7913 271 7635 263 7430 1700
287 8077 279 7859 1800

ISA - 15 C
High Altitude

100 20 542 20 544 21 546 21 544
200 35 931 35 930 35 909 35 885
300 50 1321 49 1316 49 1272 50 1225
400 64 1710 63 1702 64 1635 64 1566
500 79 2099 78 2088 78 1998 79 1907
600 94 2489 92 2474 93 2361 93 2248
700 108 2878 106 2860 107 2724 108 2589
800 123 3267 120 3247 121 3087 122 2929
900 138 3657 135 3633 136 3450 137 3270
1000 152 4049 149 4020 150 3813 151 3611
1100 167 4450 163 4420 165 4183 166 3952
1200 181 4852 177 4820 179 4562 180 4307
1300 196 5254 192 5221 193 4941 195 4666
1400 211 5656 206 5621 208 5321 209 5025
1500 225 6058 220 6021 222 5700 224 5384
1600 240 6460 234 6421 236 6079 238 5743
1700 255 6861 249 6822 251 6458 253 6102
1800 269 7263 263 7222 265 6837 267 6461
1900 284 7673 277 7628 280 7216 282 6820
2000 299 8092 291 8046 294 7600 297 7179
2100 313 8511 306 8465 308 8000 311 7540
2200 328 8930 320 8883 323 8400 326 7924
2300 343 9349 334 9301 337 8800 340 8308
2400 357 9768 349 9720 352 9200 355 8692
2500 366 9600 369 9076
2600 380 10,000 384 9460
2700 398 9844
8XC065-1

ISA - 15 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
35 870 35 854 35 844 200
50 1190 50 1156 50 1136 300
65 1510 65 1459 64 1428 400
79 1830 79 1761 79 1721 500
94 2150 94 2064 94 2013 600
108 2470 108 2366 108 2305 700
123 2790 123 2669 123 2597 800
137 3110 137 2971 137 2889 900
152 3430 152 3274 152 3182 1000
167 3750 167 3576 167 3474 1100
181 4072 181 3879 181 3766 1200
196 4414 196 4190 196 4069 1300
210 4755 210 4521 210 4396 1400
225 5097 225 4852 225 4723 1500
240 5439 240 5183 240 5051 1600
254 5781 254 5513 254 5378 1700
269 6123 269 5844 269 5705 1800
283 6464 283 6175 283 6033 1900
298 6806 298 6506 298 6360 2000
313 7148 313 6837 313 6687 2100
327 7490 327 7168 327 7015 2200
342 7863 342 7499 342 7355 2300
356 8239 356 7872 357 7724 2400
371 8615 371 8252 371 8094 2500
386 8991 386 8632 386 8463 2600
400 9367 400 9012 401 8833 2700
415 9744 415 9392 416 9202 2800
429 9772 430 9572 2900
445 9941 3000
8XC065-2

ISA - 15 C
High Altitude

100 21 581 21 585 21 590 21 594
200 36 979 36 981 36 965 36 948
300 50 1377 50 1377 50 1340 50 1302
400 65 1775 64 1773 65 1715 65 1656
500 80 2173 78 2170 79 2089 80 2011
600 94 2571 93 2566 93 2464 94 2365
700 109 2969 107 2962 108 2839 109 2719
800 124 3377 121 3367 122 3219 123 3073
900 138 3786 135 3775 136 3606 138 3441
1000 153 4195 150 4183 151 3994 152 3810
1100 168 4604 164 4590 165 4382 167 4180
1200 182 5013 178 4998 180 4770 181 4549
1300 197 5422 192 5406 194 5158 196 4918
1400 212 5841 207 5823 208 5546 210 5287
1500 226 6262 221 6244 223 5949 225 5661
1600 241 6683 235 6665 237 6352 239 6049
1700 255 7103 250 7086 252 6755 254 6437
1800 270 7524 264 7507 266 7158 268 6825
1900 285 7945 278 7928 280 7561 283 7213
2000 299 8366 292 8352 295 7964 297 7601
2100 314 8787 306 8777 309 8367 312 7988
2200 329 9208 320 9203 324 8769 326 8376
2300 343 9629 334 9629 338 9172 341 8764
2400 358 10,050 348 10,056 352 9574 356 9152
2500 367 9976 370 9540
2600 381 10,377 385 9927
2700 399 10,315

ISA - 15 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
36 935 36 924 36 922 200
51 1271 51 1246 51 1240 300
65 1607 65 1569 65 1558 400
80 1943 80 1891 80 1877 500
94 2278 94 2214 95 2195 600
109 2614 109 2536 109 2514 700
124 2950 124 2859 124 2832 800
138 3295 138 3182 138 3159 900
153 3650 153 3533 153 3509 1000
167 4005 167 3884 168 3859 1100
182 4359 182 4235 182 4209 1200
197 4714 197 4587 197 4559 1300
211 5069 211 4938 211 4909 1400
226 5424 226 5289 226 5259 1500
240 5795 240 5646 241 5634 1600
255 6177 255 6033 255 6011 1700
270 6560 270 6420 270 6388 1800
284 6942 284 6807 285 6764 1900
299 7324 299 7195 300 7141 2000
314 7706 314 7582 314 7518 2100
328 8088 328 7969 327 7899 2200
343 8470 343 8356 341 8291 2300
357 8852 357 8744 355 8691 2400
372 9234 372 9131 370 9097 2500
387 9616 387 9518 385 9506 2600
401 9998 401 9905 400 9916 2700
416 10,380 416 10,293 415 10,326 2800
430 10,680 430 10,737 2900
444 11,148 3000

ISA - 15 C
High Altitude

100 22 623 22 626
200 37 1033 36 1035 37 1022 37 1010
300 51 1443 51 1444 51 1410 51 1380
400 66 1853 65 1854 65 1798 66 1750
500 81 2265 79 2265 80 2187 80 2120
600 95 2681 93 2680 94 2585 95 2500
700 110 3096 108 3095 108 2983 109 2881
800 124 3512 122 3510 123 3381 124 3262
900 139 3935 136 3933 137 3783 138 3645
1000 154 4360 150 4356 152 4188 153 4036
1100 168 4784 165 4780 166 4594 167 4428
1200 183 5208 179 5204 180 5000 182 4820
1300 198 5632 193 5628 195 5406 197 5212
1400 212 6056 207 6053 209 5812 211 5603
1500 227 6480 221 6479 224 6217 226 5995
1600 242 6904 235 6904 238 6623 240 6387
1700 256 7328 249 7330 252 7029 255 6778
1800 271 7753 264 7756 267 7435 269 7170
1900 286 8177 278 8182 281 7840 284 7562
2000 296 8246 298 7953
2100 313 8345
2200
2300
2400

ISA - 15 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
37 1004 37 1000 37 994 200
51 1360 52 1354 52 1349 300
66 1715 66 1708 66 1706 400
81 2071 81 2062 81 2063 500
95 2436 95 2425 96 2429 600
110 2806 110 2799 110 2799 700
124 3177 124 3173 125 3169 800
139 3547 139 3548 140 3546 900
154 3934 154 3940 155 3929 1000
168 4323 168 4337 170 4311 1100
183 4712 183 4734 184 4739 1200
197 5101 198 5131 198 5197 1300
212 5490 212 5528 212 5668 1400
227 5879 227 5925 226 6119 1500
241 6269 242 6323 241 6533 1600
256 6658 256 6720 256 6918 1700
271 7047 271 7117 271 7289 1800
285 7436 286 7514 286 7656 1900
300 7825 300 7911 300 8039 2000
315 8214 315 8309 2100
330 8706 2200
2300
2400

ISA - 10 C
Low Altitude

100 23 693 22 632 22 591 21 568
200 44 1328 42 1203 40 1102 38 1038
300 65 1964 61 1774 57 1614 55 1507
400 85 2600 80 2344 75 2125 72 1976
500 106 3236 100 2915 93 2636 89 2445
600 127 3875 119 3485 111 3147 105 2915
700 147 4527 138 4062 129 3659 122 3384
800 168 5178 157 4648 147 4179 139 3853
900 189 5830 177 5233 165 4706 156 4334
1000 210 6482 196 5819 183 5232 173 4816
1100 230 7134 215 6404 201 5758 190 5298
1200 251 7798 235 6990 219 6284 207 5780
1300 272 8469 254 7580 237 6811 224 6262
1400 292 9141 273 8185 255 7337 240 6744
1500 313 9812 292 8789 273 7877 257 7226
1600 312 9393 290 8420 274 7717
1700 331 9997 308 8963 291 8216
1800 326 9507 308 8715
1900 325 9214
2000 342 9713
2100
8XC053-1

ISA - 10 C

21 561 21 553 21 548 21 547 100
37 1010 37 984 36 962 35 948 200
54 1459 53 1415 51 1376 50 1350 300
70 1909 68 1847 67 1790 65 1751 400
86 2358 84 2278 82 2204 80 2152 500
103 2807 100 2709 98 2618 95 2553 600
119 3256 116 3140 113 3032 110 2954 700
136 3705 132 3571 128 3446 125 3355 800
152 4162 148 4004 144 3860 140 3756 900
168 4624 164 4447 159 4283 155 4163 1000
185 5086 180 4889 175 4709 170 4575 1100
201 5548 196 5332 190 5135 185 4988 1200
217 6010 211 5774 205 5561 200 5400 1300
234 6472 227 6217 221 5987 215 5812 1400
250 6934 243 6659 236 6413 230 6225 1500
267 7396 259 7102 252 6839 244 6637 1600
283 7872 275 7547 267 7265 259 7049 1700
299 8349 291 8004 283 7698 274 7462 1800
316 8827 307 8462 298 8137 289 7889 1900
332 9305 323 8919 313 8577 304 8317 2000
349 9782 339 9376 329 9017 319 8745 2100
355 9834 344 9457 334 9173 2200
359 9896 349 9601 2300
2400
8XC053-2

ISA - 10 C
Low Altitude

100 23 718 23 658 22 615 22 597
200 44 1364 42 1238 40 1137 38 1075
300 65 2011 61 1819 58 1659 55 1553
400 86 2657 81 2399 76 2180 72 2031
500 106 3315 100 2983 94 2702 89 2509
600 127 3976 119 3577 112 3231 106 2988
700 148 4636 138 4170 130 3764 123 3477
800 168 5297 158 4764 147 4297 140 3966
900 189 5970 177 5358 165 4830 156 4455
1000 210 6644 196 5963 183 5363 173 4944
1100 231 7319 216 6569 201 5907 190 5433
1200 251 7993 235 7175 219 6453 207 5934
1300 272 8668 254 7782 237 7000 224 6435
1400 293 9342 273 8379 255 7546 241 6937
1500 313 10,017 292 8966 272 8088 258 7438
1600 308 9487 290 8616 275 7940
1700 325 10,011 307 9142 292 8441
1800 324 9679 308 8943
1900 325 9444
2000 342 9946
2100

ISA - 10 C

21 592 21 585 21 583 21 585 100
38 1049 37 1024 37 1005 36 994 200
54 1507 53 1464 52 1427 51 1403 300
71 1965 69 1903 67 1849 66 1812 400
87 2423 85 2342 83 2271 81 2221 500
103 2881 101 2781 98 2692 96 2630 600
120 3348 117 3226 114 3117 111 3040 700
136 3816 133 3675 129 3549 126 3458 800
152 4284 148 4124 144 3982 141 3877 900
169 4752 164 4572 160 4414 156 4296 1000
185 5220 180 5021 175 4846 171 4714 1100
202 5694 196 5470 191 5278 185 5133 1200
218 6174 212 5929 206 5715 200 5553 1300
234 6655 228 6389 222 6157 215 5983 1400
251 7135 244 6850 237 6599 230 6413 1500
267 7616 260 7310 252 7041 245 6843 1600
284 8096 276 7770 268 7483 260 7273 1700
300 8577 292 8230 283 7925 275 7703 1800
317 9057 308 8690 299 8367 290 8133 1900
333 9538 323 9150 314 8809 305 8564 2000
350 10,018 339 9611 329 9251 320 8994 2100
355 10,071 345 9693 335 9424 2200
360 10,135 350 9854 2300
2400

ISA - 10 C
Low Altitude

100 24 746 23 685 22 648 22 631
200 44 1406 42 1277 40 1181 39 1119
300 65 2069 62 1870 58 1714 56 1607
400 86 2736 81 2472 76 2252 73 2097
500 106 3404 100 3074 94 2793 89 2594
600 127 4083 120 3679 112 3334 106 3090
700 148 4762 139 4288 130 3881 123 3588
800 169 5441 158 4896 148 4429 140 4092
900 189 6120 177 5501 166 4978 157 4596
1000 210 6800 197 6100 184 5527 174 5101
1100 231 7479 216 6698 202 6075 191 5605
1200 252 8158 236 7295 220 6624 207 6110
1300 256 7891 238 7172 224 6614
1400 255 7721 241 7118
1500 258 7623
1600 275 8127
1700
1800
8XC055-1
NOTE: Shaded areas are to be used for interpolation purposes.

ISA - 10 C

22 626 22 621 22 622 22 623 100
38 1094 38 1070 37 1054 37 1042 200
55 1562 54 1519 53 1485 52 1461 300
71 2030 69 1967 68 1917 67 1881 400
87 2505 85 2422 83 2353 82 2303 500
104 2981 101 2878 99 2792 96 2729 600
120 3456 117 3333 114 3230 111 3154 700
137 3938 133 3793 130 3670 126 3580 800
153 4421 149 4255 145 4113 141 4013 900
169 4903 165 4718 160 4557 156 4446 1000
186 5386 181 5180 176 5000 171 4879 1100
202 5869 197 5643 191 5443 186 5312 1200
219 6352 213 6105 207 5887 201 5745 1300
235 6835 229 6568 222 6330 216 6177 1400
251 7317 245 7031 237 6774 231 6610 1500
268 7800 261 7493 253 7217 246 7043 1600
276 7956 268 7661 261 7476 1700
284 8104 276 7909 1800

ISA - 10 C
High Altitude

100 20 546 21 549 21 550
200 35 937 35 936 35 913 35 893
300 49 1328 49 1323 49 1277 49 1235
400 64 1720 63 1710 63 1641 64 1578
500 78 2111 77 2097 77 2004 78 1921
600 93 2502 91 2484 92 2368 92 2264
700 107 2893 105 2871 106 2731 107 2607
800 122 3284 119 3258 120 3095 121 2950
900 136 3675 133 3645 134 3459 135 3293
1000 151 4069 147 4033 149 3822 150 3636
1100 165 4473 161 4433 163 4193 164 3979
1200 180 4876 176 4834 177 4573 178 4337
1300 194 5280 190 5235 191 4953 193 4698
1400 209 5684 204 5635 205 5333 207 5059
1500 223 6087 218 6036 220 5713 221 5419
1600 237 6491 232 6437 234 6093 236 5780
1700 252 6895 246 6837 248 6472 250 6141
1800 266 7298 260 7238 262 6852 265 6501
1900 281 7711 274 7645 277 7232 279 6862
2000 295 8132 288 8064 291 7618 293 7223
2100 310 8552 302 8483 305 8018 308 7588
2200 324 8973 317 8902 319 8419 322 7974
2300 339 9393 331 9320 333 8820 336 8359
2400 353 9814 345 9739 348 9221 351 8745
2500 362 9621 365 9130
2600 379 9516
2700 394 9901
8XC068-1

ISA - 10 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
35 876 35 859 35 853 200
49 1200 49 1165 50 1147 300
64 1523 64 1471 64 1441 400
78 1847 78 1777 78 1735 500
93 2170 93 2082 93 2029 600
107 2493 107 2388 107 2323 700
122 2817 122 2694 122 2617 800
136 3140 136 2999 136 2911 900
150 3464 150 3305 150 3205 1000
165 3787 165 3611 165 3499 1100
179 4114 179 3917 179 3793 1200
194 4458 194 4234 194 4105 1300
208 4803 208 4568 208 4437 1400
223 5147 223 4902 223 4769 1500
237 5491 237 5237 237 5101 1600
251 5836 251 5571 251 5432 1700
266 6180 266 5906 266 5764 1800
280 6524 280 6240 280 6096 1900
295 6868 295 6575 295 6428 2000
309 7213 309 6909 309 6760 2100
323 7560 323 7244 323 7092 2200
338 7940 338 7582 338 7453 2300
352 8319 352 7966 353 7824 2400
367 8699 367 8350 367 8194 2500
381 9079 381 8734 382 8564 2600
396 9458 396 9118 396 8935 2700
410 9838 410 9502 411 9305 2800
424 9886 425 9675 2900
3000
8XC068-2

ISA - 10 C
High Altitude

100 21 584 21 586 21 594
200 36 984 35 983 36 969 36 952
300 50 1385 49 1380 50 1345 50 1308
400 65 1785 64 1777 64 1720 64 1665
500 79 2185 78 2174 78 2096 79 2021
600 94 2586 92 2571 92 2471 93 2377
700 108 2986 106 2969 107 2847 107 2734
800 122 3396 120 3374 121 3227 122 3090
900 137 3807 134 3783 135 3615 136 3460
1000 151 4218 148 4191 149 4003 150 3831
1100 166 4629 162 4599 164 4391 165 4202
1200 180 5040 176 5007 178 4779 179 4573
1300 195 5451 190 5416 192 5167 194 4944
1400 209 5872 205 5833 206 5556 208 5315
1500 224 6295 219 6255 220 5960 222 5692
1600 238 6718 233 6676 235 6364 237 6081
1700 253 7141 247 7098 249 6768 251 6470
1800 267 7564 261 7519 263 7172 265 6860
1900 282 7987 275 7941 277 7576 280 7249
2000 296 8410 289 8363 292 7980 294 7638
2100 311 8833 303 8784 306 8384 308 8027
2200 325 9256 317 9206 320 8788 323 8416
2300 340 9679 331 9627 334 9192 337 8806
2400 354 10,102 345 10,049 349 9596 352 9195
2500 363 10,000 366 9584
2600 380 9973
2700 395 10,363

ISA - 10 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
36 942 36 933 36 930 200
50 1280 50 1258 50 1253 300
65 1619 65 1584 65 1576 400
79 1957 79 1910 79 1900 500
94 2296 94 2236 94 2223 600
108 2634 108 2562 108 2546 700
122 2973 122 2888 122 2870 800
137 3321 137 3216 137 3207 900
151 3679 151 3571 151 3561 1000
166 4036 166 3927 166 3915 1100
180 4393 180 4283 180 4269 1200
194 4751 194 4638 195 4623 1300
209 5108 209 4994 209 4977 1400
223 5466 223 5350 224 5338 1500
238 5843 238 5716 238 5715 1600
252 6229 252 6107 253 6091 1700
267 6615 267 6497 267 6468 1800
281 7001 281 6887 282 6844 1900
296 7387 295 7278 297 7221 2000
310 7772 310 7668 311 7597 2100
324 8158 324 8059 326 7974 2200
339 8544 339 8449 340 8351 2300
353 8930 353 8839 355 8727 2400
368 9316 368 9230 370 9104 2500
382 9701 382 9620 384 9480 2600
397 10,087 396 10,010 399 9857 2700
411 10,473 411 10,401 414 10,233 2800
425 10,791 428 10,610 2900
3000

ISA - 10 C
High Altitude

100 22 624
200 36 1036 36 1039 36 1026 36 1017
300 51 1447 50 1449 51 1415 51 1389
400 65 1859 64 1858 65 1804 65 1761
500 80 2274 79 2270 79 2194 80 2133
600 94 2693 93 2686 93 2592 94 2513
700 109 3111 107 3101 107 2990 108 2895
800 123 3530 121 3517 122 3388 123 3277
900 138 3955 135 3940 136 3791 137 3661
1000 152 4380 149 4364 150 4198 151 4055
1100 167 4805 163 4788 164 4605 166 4449
1200 181 5229 177 5212 179 5010 180 4842
1300 196 5654 191 5636 193 5411 194 5236
1400 210 6079 205 6060 207 5809 209 5630
1500 224 6504 220 6484 222 6204 223 6024
1600 239 6929 234 6908 236 6598 238 6418
1700 253 7354 248 7333 250 6991 252 6811
1800 268 7779 262 7757 265 7384 266 7205
1900 282 8204 276 8181 279 7776 281 7599
2000 293 8169 295 7993
2100

ISA - 10 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
37 1011 37 1009 37 1004 200
51 1370 51 1368 51 1361 300
65 1729 66 1727 66 1721 400
80 2087 80 2086 80 2082 500
94 2456 94 2453 95 2451 600
109 2830 109 2832 109 2823 700
123 3204 123 3211 124 3194 800
138 3578 138 3590 139 3573 900
152 3970 152 3987 153 3953 1000
166 4363 167 4388 168 4333 1100
181 4756 181 4788 182 4779 1200
195 5149 196 5188 195 5265 1300
210 5543 210 5588 209 5751 1400
224 5936 225 5988 224 6194 1500
239 6329 239 6389 239 6587 1600
253 6722 254 6789 254 6955 1700
268 7116 268 7189 268 7313 1800
282 7509 283 7589 283 7689 1900
297 7902 297 7989 297 8099 2000
311 8295 312 8390 2100

ISA
Low Altitude

100 23 700 22 637 21 590 21 568
200 43 1340 41 1211 39 1106 37 1041
300 64 1980 60 1784 56 1622 54 1515
400 84 2621 79 2358 74 2138 70 1989
500 104 3261 98 2932 92 2654 87 2462
600 124 3904 117 3506 109 3170 104 2936
700 145 4561 136 4087 127 3685 120 3409
800 165 5217 154 4677 144 4211 137 3883
900 185 5873 173 5267 162 4741 153 4368
1000 206 6530 192 5857 180 5272 170 4854
1100 226 7186 211 6446 197 5802 186 5340
1200 246 7856 230 7036 215 6332 203 5826
1300 267 8532 249 7633 232 6863 219 6312
1400 287 9209 268 8242 250 7393 236 6797
1500 307 9885 287 8851 267 7940 252 7283
1600 306 9460 285 8487 269 7780
1700 303 9035 285 8284
1800 320 9582 302 8787
1900 318 9290
2000 335 9793
2100
8XC056-1

ISA

21 559 21 554 20 549 20 548 100
37 1014 36 989 36 966 35 953 200
53 1468 52 1424 51 1384 50 1358 300
69 1922 67 1859 66 1802 64 1763 400
85 2376 83 2294 81 2220 79 2168 500
101 2830 98 2730 96 2638 94 2574 600
117 3284 114 3165 111 3056 108 2979 700
133 3738 130 3600 126 3474 123 3384 800
149 4199 145 4037 141 3892 137 3789 900
165 4665 161 4484 156 4319 152 4200 1000
181 5130 176 4931 171 4748 167 4617 1100
197 5596 192 5377 186 5177 181 5034 1200
213 6061 207 5824 201 5606 196 5450 1300
229 6527 223 6270 217 6035 210 5867 1400
245 6992 239 6717 232 6465 225 6284 1500
261 7458 254 7164 247 6894 240 6700 1600
277 7940 270 7615 262 7323 254 7117 1700
294 8422 285 8076 277 7761 269 7535 1800
310 8904 301 8537 292 8205 284 7967 1900
326 9386 316 8998 307 8649 298 8399 2000
342 9867 332 9460 322 9092 313 8831 2100
348 9921 337 9536 327 9263 2200
352 9980 342 9695 2300
2400
8XC056-2

ISA
Low Altitude

100 23 722 22 659 22 620 21 600
200 43 1374 41 1244 39 1145 38 1082
300 64 2026 60 1829 57 1671 54 1564
400 84 2678 79 2414 75 2196 71 2046
500 104 3340 98 3002 92 2721 88 2528
600 125 4004 117 3599 110 3255 104 3012
700 145 4668 136 4196 127 3792 121 3505
800 165 5331 155 4793 145 4329 137 3999
900 186 6009 174 5390 162 4867 154 4492
1000 206 6689 193 6001 180 5404 170 4985
1100 226 7368 212 6612 198 5953 187 5479
1200 247 8048 231 7224 215 6504 203 5984
1300 267 8690 249 7835 233 7054 220 6489
1400 287 9306 268 8435 250 7604 236 6995
1500 307 9936 287 9021 267 8148 253 7500
1600 304 9590 284 8686 269 8005
1700 301 9222 286 8511
1800 319 9761 303 9017
1900 319 9524
2000 336 10,032
2100

ISA

21 593 21 587 21 585 21 588 100
37 1056 37 1030 36 1011 36 1001 200
53 1518 52 1473 51 1437 50 1414 300
69 1980 68 1916 66 1862 65 1827 400
86 2443 83 2359 81 2288 80 2240 500
102 2905 99 2802 97 2714 94 2654 600
118 3376 115 3251 112 3143 109 3068 700
134 3848 130 3704 127 3578 123 3491 800
150 4319 146 4156 142 4013 138 3914 900
166 4791 161 4609 157 4447 153 4337 1000
182 5263 177 5062 172 4882 167 4760 1100
198 5742 192 5515 187 5317 182 5183 1200
214 6226 208 5979 202 5759 197 5608 1300
230 6711 224 6442 217 6205 211 6042 1400
246 7196 239 6906 232 6652 226 6476 1500
262 7680 255 7370 247 7098 240 6910 1600
278 8165 270 7833 263 7545 255 7344 1700
294 8649 286 8297 278 7991 270 7779 1800
310 9134 301 8760 293 8438 284 8213 1900
326 9619 317 9224 308 8884 299 8647 2000
343 10,103 333 9688 323 9331 314 9081 2100
348 10,151 338 9777 328 9515 2200
353 10,224 343 9949 2300
2400

ISA
Low Altitude

100 23 749 23 687 22 646 22 632
200 44 1413 42 1285 40 1185 38 1126
300 64 2081 61 1884 57 1724 55 1619
400 84 2753 80 2489 75 2266 71 2114
500 105 3426 98 3094 92 2811 88 2615
600 125 4111 117 3703 110 3355 105 3115
700 145 4795 136 4318 128 3906 121 3616
800 166 5479 155 4932 145 4459 138 4123
900 186 6163 174 5547 162 5004 154 4630
1000 206 6847 193 6162 179 5546 171 5138
1100 227 7531 212 6776 197 6090 187 5647
1200 231 7391 214 6646 204 6158
1300 250 8005 232 7213 220 6669
1400 250 7788 237 7180
1500 253 7691

ISA

22 627 22 623 22 625 22 628 100
38 1099 37 1077 37 1061 37 1052 200
54 1572 53 1530 52 1496 51 1475 300
70 2045 68 1984 67 1932 66 1899 400
86 2524 84 2442 82 2372 80 2326 500
102 3004 100 2902 97 2813 95 2756 600
118 3484 115 3361 112 3254 110 3186 700
134 3970 131 3824 127 3698 124 3617 800
150 4456 146 4289 142 4147 139 4053 900
166 4942 162 4754 158 4596 154 4489 1000
182 5428 177 5219 173 5045 168 4926 1100
198 5914 193 5683 188 5494 183 5362 1200
214 6400 209 6148 203 5943 197 5799 1300
230 6886 224 6613 218 6392 212 6235 1400
246 7372 240 7078 233 6841 227 6671 1500
262 7858 255 7543 248 7290 241 7108 1600
271 8008 263 7740 256 7544 1700
279 8189 271 7981 1800

ISA
High Altitude

100 20 547 20 550
200 35 943 34 940 34 920 35 903
300 49 1339 48 1329 48 1286 49 1248
400 63 1734 62 1719 62 1652 63 1594
500 77 2130 76 2108 76 2018 77 1940
600 91 2526 89 2498 90 2384 91 2285
700 105 2921 103 2887 104 2750 105 2631
800 120 3317 117 3277 118 3116 119 2976
900 134 3712 131 3666 132 3482 133 3322
1000 148 4111 145 4057 146 3848 147 3667
1100 162 4519 158 4461 160 4222 161 4013
1200 176 4927 172 4865 174 4605 175 4374
1300 190 5334 186 5269 187 4988 189 4739
1400 205 5742 200 5672 201 5371 203 5103
1500 219 6149 214 6076 215 5754 217 5468
1600 233 6557 227 6480 229 6137 231 5832
1700 247 6965 241 6884 243 6520 245 6197
1800 261 7372 255 7288 257 6903 259 6561
1900 275 7790 269 7702 271 7286 273 6925
2000 290 8213 283 8127 285 7677 287 7290
2100 304 8636 296 8552 299 8083 301 7663
2200 318 9059 310 8977 313 8489 315 8054
2300 332 9482 324 9402 327 8894 329 8446
2400 346 9905 338 9827 341 9300 343 8837
2500 354 9706 357 9228
2600 371 9619
2700
8XC071-1

ISA
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
35 888 35 875 35 870 200
49 1214 49 1185 49 1168 300
63 1541 63 1496 63 1466 400
77 1867 77 1806 77 1764 500
91 2194 91 2116 91 2062 600
105 2520 105 2427 105 2360 700
119 2846 119 2737 119 2658 800
133 3173 133 3047 133 2956 900
147 3499 148 3357 148 3254 1000
162 3826 162 3668 162 3558 1100
176 4156 176 3978 176 3887 1200
190 4505 190 4302 190 4215 1300
204 4854 204 4642 204 4544 1400
218 5204 218 4982 218 4872 1500
232 5553 232 5322 232 5200 1600
246 5902 246 5661 246 5529 1700
260 6251 260 6001 260 5857 1800
274 6600 274 6341 274 6186 1900
288 6950 288 6681 289 6540 2000
303 7299 302 7021 303 6894 2100
317 7658 317 7361 318 7247 2200
331 8043 331 7717 332 7601 2300
345 8428 345 8101 346 7955 2400
359 8813 359 8485 361 8309 2500
373 9198 373 8869 375 8663 2600
387 9583 388 9253 2700
401 9968 402 9637 2800
2900
3000
8XC071--2

ISA
High Altitude

100 21 588 21 591
200 35 992 35 991 35 975 35 964
300 50 1396 49 1391 49 1354 50 1324
400 64 1800 63 1791 63 1733 64 1684
500 78 2204 77 2191 77 2111 78 2043
600 92 2608 90 2590 91 2490 92 2403
700 106 3013 104 2990 105 2869 106 2763
800 120 3425 118 3400 119 3252 120 3122
900 135 3839 132 3812 133 3644 134 3497
1000 149 4252 146 4225 147 4036 148 3873
1100 163 4666 159 4637 161 4428 162 4249
1200 177 5080 173 5050 174 4820 176 4625
1300 191 5493 187 5463 188 5212 190 5001
1400 205 5918 201 5887 202 5606 204 5376
1500 220 6344 215 6315 216 6015 218 5761
1600 234 6770 228 6743 230 6425 232 6156
1700 248 7195 242 7170 244 6834 246 6551
1800 262 7621 256 7598 258 7243 260 6946
1900 276 8047 270 8021 272 7652 274 7341
2000 290 8473 283 8440 286 8058 288 7735
2100 305 8898 298 8850 300 8457 302 8130
2200 319 9324 313 9247 315 8853 316 8525
2300 333 9750 327 9632 329 9246 330 8920
2400 347 10,176 341 10,010 342 9638 344 9315
2500 356 10,030 358 9710
2600 372 10,105
2700

ISA
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
36 959 36 949 36 941 200
50 1302 50 1280 50 1271 300
64 1645 64 1611 64 1598 400
78 1988 78 1943 78 1925 500
92 2331 92 2274 92 2252 600
106 2674 106 2605 106 2579 700
120 3016 120 2936 120 2923 800
134 3369 134 3270 135 3269 900
148 3732 148 3631 149 3615 1000
163 4095 163 3993 163 3960 1100
177 4457 177 4355 177 4308 1200
191 4820 191 4717 192 4666 1300
205 5183 205 5079 206 5024 1400
219 5545 219 5441 221 5381 1500
233 5932 233 5816 235 5739 1600
247 6323 247 6205 249 6107 1700
261 6714 262 6593 262 6528 1800
275 7105 276 6982 276 6915 1900
289 7496 290 7371 291 7303 2000
304 7887 304 7759 305 7690 2100
318 8278 319 8148 319 8077 2200
332 8668 333 8536 334 8464 2300
346 9059 347 8925 348 8851 2400
360 9450 361 9313 363 9238 2500
374 9841 376 9702 377 9625 2600
388 10,232 390 10,090 2700
402 10,623 404 10,479 2800
2900
3000

ISA
High Altitude

100
200 36 1043 36 1046 36 1037 36 1029
300 50 1458 50 1459 50 1430 50 1406
400 64 1873 64 1873 64 1824 64 1783
500 79 2291 77 2289 78 2219 78 2160
600 93 2712 91 2711 92 2622 92 2546
700 107 3134 105 3134 106 3025 107 2935
800 121 3555 119 3556 120 3428 121 3324
900 135 3982 133 3987 134 3837 135 3716
1000 150 4410 146 4418 148 4249 149 4116
1100 164 4838 160 4849 162 4662 163 4516
1200 178 5265 174 5280 176 5063 177 4916
1300 192 5693 188 5712 190 5454 191 5316
1400 206 6120 202 6143 204 5838 205 5716
1500 220 6548 216 6574 218 6220 219 6116
1600 235 6975 229 7005 232 6608 233 6516
1700 249 7403 243 7436 246 7007 247 6917
1800 263 7830 257 7868 259 7413 261 7317
1900 273 7824 275 7717
2000 289 8117
2100

ISA
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
36 1026 37 1023 200
51 1391 51 1387 51 1371 300
65 1757 65 1754 65 1725 400
79 2122 79 2121 80 2081 500
93 2495 93 2493 94 2439 600
107 2875 107 2874 109 2802 700
121 3254 121 3256 123 3221 800
135 3634 136 3638 136 3684 900
149 4033 150 4030 150 4068 1000
163 4433 164 4425 165 4454 1100
178 4832 179 4819 179 4840 1200
192 5232 193 5213 194 5227 1300
206 5631 207 5607 209 5613 1400
220 6031 222 6001 223 5999 1500
234 6431 236 6395 238 6385 1600
248 6830 250 6789 1700
263 7230 265 7184 1800
277 7629 279 7578 1900
291 8029 293 7972 2000
305 8429 307 8366 2100
8XC073-2

ISA + 10 C
Low Altitude

100 23 703 22 636 21 593 21 572
200 43 1348 40 1215 38 1113 37 1050
300 62 1992 59 1793 56 1633 53 1527
400 82 2636 78 2372 73 2153 69 2005
500 102 3281 96 2951 90 2673 86 2482
600 122 3929 115 3529 107 3193 102 2960
700 142 4590 133 4116 125 3713 118 3437
800 162 5251 152 4711 142 4243 134 3915
900 182 5912 171 5306 159 4777 151 4405
1000 202 6572 189 5901 176 5311 167 4895
1100 222 7233 208 6496 194 5846 183 5385
1200 242 7910 226 7091 211 6380 199 5875
1300 262 8592 245 7694 228 6914 215 6365
1400 282 9274 264 8306 245 7448 232 6855
1500 302 9957 282 8918 263 8001 248 7345
1600 301 9531 280 8553 264 7848
1700 297 9105 280 8356
1800 314 9658 297 8863
1900 313 9371
2000 329 9878
2100
8XC059-1

ISA + 10 C

21 563 21 558 21 558 21 555 100
36 1022 36 997 35 979 35 963 200
52 1480 51 1436 50 1399 49 1372 300
68 1938 66 1875 65 1820 63 1781 400
84 2396 82 2314 80 2241 78 2189 500
99 2854 97 2754 94 2662 92 2598 600
115 3312 112 3193 109 3083 106 3007 700
131 3770 127 3632 124 3504 121 3415 800
147 4236 143 4074 139 3925 135 3824 900
162 4706 158 4523 154 4356 149 4239 1000
178 5175 173 4973 168 4789 164 4660 1100
194 5645 189 5423 183 5222 178 5080 1200
210 6115 204 5873 198 5655 192 5501 1300
225 6585 219 6322 213 6087 207 5921 1400
241 7054 234 6772 228 6520 221 6341 1500
257 7526 250 7222 242 6953 235 6762 1600
273 8012 265 7679 257 7386 250 7182 1700
288 8498 280 8145 272 7830 264 7606 1800
304 8984 295 8610 287 8277 278 8042 1900
320 9470 311 9076 301 8724 293 8478 2000
336 9955 326 9542 316 9171 307 8913 2100
331 9618 321 9349 2200
336 9785 2300
2400
8XC059-2

ISA + 10 C
Low Altitude

100 23 726 22 661 22 622 21 605
200 43 1382 41 1251 39 1152 38 1091
300 63 2039 59 1842 56 1682 54 1576
400 83 2695 78 2432 73 2212 70 2062
500 103 3362 97 3026 91 2742 86 2547
600 123 4030 115 3627 108 3280 102 3035
700 143 4699 134 4229 125 3821 119 3533
800 163 5367 152 4830 142 4362 135 4031
900 183 6050 171 5432 160 4904 151 4529
1000 202 6734 190 6048 177 5445 167 5027
1100 222 7419 208 6664 194 6000 184 5526
1200 242 8103 227 7279 211 6556 200 6035
1300 262 8751 245 7895 229 7111 216 6544
1400 282 9368 264 8507 246 7667 232 7053
1500 302 10,014 282 9083 262 8199 248 7562
1600 298 9589 279 8727 265 8075
1700 296 9276 281 8590
1800 314 9857 298 9107
1900 314 9624
2000 331 10,142
2100

ISA + 10 C

21 599 21 594 21 594 21 595 100
37 1065 36 1041 36 1024 36 1010 200
53 1531 52 1488 51 1453 50 1427 300
69 1997 67 1935 66 1882 64 1844 400
84 2464 82 2382 80 2311 79 2261 500
100 2930 98 2829 95 2740 93 2678 600
116 3405 113 3281 110 3172 107 3096 700
131 3882 128 3738 125 3611 122 3523 800
147 4358 143 4195 140 4050 136 3950 900
163 4835 159 4652 154 4489 150 4377 1000
179 5312 174 5109 169 4927 165 4805 1100
194 5796 189 5567 184 5366 179 5232 1200
210 6285 205 6034 199 5812 193 5662 1300
226 6773 220 6501 214 6261 208 6100 1400
242 7262 235 6968 228 6711 222 6538 1500
258 7751 250 7435 243 7160 236 6976 1600
273 8239 266 7902 258 7609 251 7413 1700
289 8728 281 8369 273 8058 265 7851 1800
305 9217 296 8836 287 8508 279 8289 1900
321 9706 311 9303 302 8957 294 8727 2000
337 10,194 327 9770 317 9406 308 9165 2100
332 9855 322 9602 2200
337 10,040 2300
2400

ISA + 10 C
Low Altitude

100 23 754 22 691 22 652 22 635
200 43 1423 41 1294 39 1194 38 1134
300 63 2095 60 1897 57 1737 54 1632
400 83 2772 78 2506 74 2284 71 2133
500 103 3450 97 3116 91 2832 87 2637
600 123 4139 115 3729 108 3381 103 3140
700 143 4828 134 4346 126 3937 119 3647
800 163 5517 153 4963 143 4493 135 4159
900 183 6205 171 5580 160 5050 152 4672
1000 203 6894 190 6197 177 5606 168 5185
1100 223 7583 208 6814 193 6162 184 5697
1200 227 7431 209 6718 200 6210
1300 245 8048 225 7274 216 6722
1400 243 7830 232 7235
1500 249 7747

ISA + 10 C

22 632 22 630 22 631 100
38 1109 37 1087 37 1071 36 1063 200
53 1587 52 1543 51 1510 51 1490 300
69 2066 68 2000 66 1949 65 1917 400
85 2548 83 2463 81 2392 79 2347 500
101 3031 98 2927 96 2838 94 2781 600
116 3514 113 3390 111 3284 108 3214 700
132 4004 129 3858 125 3732 122 3649 800
148 4495 144 4328 140 4183 137 4089 900
163 4985 159 4798 155 4634 151 4529 1000
179 5476 175 5268 170 5086 165 4969 1100
195 5967 190 5738 185 5537 180 5409 1200
211 6457 205 6207 199 5988 194 5849 1300
227 6948 220 6677 214 6440 209 6289 1400
242 7438 236 7147 229 6891 223 6730 1500
258 7929 251 7617 244 7342 237 7170 1600
266 8087 259 7794 252 7610 1700
266 8050 1800

ISA + 10 C
High Altitude

100 21 557
200 34 956 34 953 34 934 35 921
300 48 1355 48 1350 48 1307 48 1273
400 62 1754 61 1747 62 1680 62 1625
500 76 2152 75 2143 75 2052 76 1977
600 90 2551 88 2540 89 2425 89 2329
700 104 2950 102 2936 102 2798 103 2681
800 118 3348 115 3333 116 3170 117 3034
900 132 3747 129 3730 130 3543 131 3386
1000 145 4150 142 4129 143 3916 144 3738
1100 159 4562 156 4539 157 4298 158 4090
1200 173 4975 169 4950 171 4687 172 4461
1300 187 5387 183 5361 184 5077 186 4833
1400 201 5800 196 5772 198 5467 199 5205
1500 215 6212 210 6182 212 5857 213 5577
1600 229 6624 223 6593 225 6247 227 5949
1700 243 7037 237 7004 239 6637 241 6320
1800 257 7449 251 7414 252 7027 254 6692
1900 270 7876 264 7839 266 7417 268 7064
2000 284 8306 278 8268 280 7821 282 7436
2100 298 8735 291 8698 293 8232 296 7826
2200 312 9165 305 9127 307 8643 309 8223
2300 326 9595 318 9557 321 9055 323 8621
2400 332 9986 334 9466 337 9019
2500 348 9877 351 9417
2600 364 9815
2700
8XC074-1

ISA + 10 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
35 911 35 900 200
48 1246 49 1215 49 1197 300
62 1580 62 1530 62 1498 400
76 1914 76 1844 76 1798 500
90 2248 90 2159 90 2099 600
104 2582 104 2474 104 2400 700
117 2916 117 2788 118 2701 800
131 3251 131 3103 132 3010 900
145 3585 145 3417 146 3322 1000
159 3919 159 3747 159 3634 1100
173 4260 173 4084 173 3946 1200
186 4616 187 4420 187 4257 1300
200 4973 200 4756 201 4569 1400
214 5329 214 5092 216 4889 1500
228 5686 228 5428 230 5210 1600
242 6042 242 5765 244 5532 1700
255 6399 256 6101 259 5854 1800
269 6755 270 6447 273 6175 1900
283 7111 284 6798 2000
297 7468 298 7148 2100
311 7841 312 7499 2200
325 8222 326 7850 2300
339 8603 341 8200 2400
353 8984 355 8551 2500
367 9365 369 8901 2600
381 9746 2700
8XC074--2

ISA + 10 C
High Altitude

100 22 598
200 35 1006 35 1008 35 993 36 986
300 49 1414 49 1415 49 1379 49 1354
400 63 1822 62 1822 63 1765 63 1721
500 77 2230 76 2229 76 2151 77 2088
600 91 2638 89 2636 90 2537 91 2455
700 105 3046 103 3043 104 2923 104 2822
800 119 3465 116 3459 117 3314 118 3190
900 133 3885 130 3878 131 3713 132 3571
1000 146 4305 143 4297 144 4111 145 3955
1100 160 4724 157 4716 158 4510 159 4338
1200 174 5144 171 5134 172 4909 173 4721
1300 188 5565 184 5553 185 5308 187 5104
1400 202 5997 198 5985 199 5711 200 5487
1500 216 6428 211 6418 213 6126 214 5883
1600 230 6860 225 6850 226 6541 228 6284
1700 244 7292 238 7282 240 6955 242 6686
1800 258 7724 252 7715 254 7370 256 7088
1900 271 8155 265 8115 267 7784 269 7490
2000 285 8587 279 8506 281 8199 283 7892
2100 299 9019 292 8913 295 8614 297 8293
2200 313 9451 306 9344 308 9028 311 8695
2300 327 9883 320 9783 322 9443 324 9097
2400 333 10,219 336 9858 338 9499
2500 349 10,272 352 9900
2600 366 10,302
2700

ISA + 10 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
36 981 36 978 200
49 1332 50 1313 50 1297 300
63 1683 63 1648 64 1613 400
77 2034 77 1983 78 1929 500
91 2385 91 2318 92 2250 600
105 2736 105 2654 107 2571 700
118 3087 119 3001 121 2894 800
132 3447 133 3347 136 3218 900
146 3818 147 3694 149 3558 1000
160 4188 161 4040 161 3895 1100
174 4558 175 4389 176 4217 1200
188 4928 189 4742 191 4550 1300
202 5298 203 5094 205 4883 1400
215 5670 218 5447 220 5219 1500
230 6053 232 5799 235 5535 1600
244 6436 246 6171 249 5871 1700
258 6819 260 6557 262 6299 1800
272 7203 274 6920 277 6638 1900
286 7586 289 7278 2000
300 7969 303 7640 2100
314 8353 318 8003 2200
328 8736 332 8367 2300
342 9119 346 8732 2400
356 9503 361 9096 2500
370 9886 375 9460 2600
384 10,269 2700

ISA + 10 C
High Altitude

100
200 36 1061 36 1062 36 1057 37 1051
300 50 1482 50 1483 50 1456 50 1436
400 64 1903 63 1903 64 1856 64 1821
500 78 2326 77 2325 77 2256 78 2206
600 92 2753 90 2751 91 2665 92 2599
700 106 3180 104 3178 105 3075 105 2995
800 120 3608 117 3605 118 3485 119 3391
900 133 4043 131 4041 132 3900 133 3790
1000 147 4478 144 4477 146 4318 147 4196
1100 161 4913 158 4913 159 4736 160 4602
1200 175 5348 172 5349 173 5155 174 5008
1300 189 5783 185 5785 187 5573 188 5414
1400 203 6218 199 6221 200 5992 202 5820
1500 217 6654 212 6657 214 6410 216 6226
1600 231 7089 226 7093 227 6828 229 6632
1700 245 7524 239 7529 241 7247 243 7038
1800 259 7959 253 7966 255 7665 257 7444
1900 268 8084 271 7849
2000 284 8255
2100

ISA + 10 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
37 1050 200
51 1425 51 1407 51 1385 300
64 1797 65 1756 66 1706 400
78 2169 79 2109 81 2038 500
92 2545 94 2463 96 2367 600
106 2925 108 2817 111 2688 700
120 3306 122 3198 125 3039 800
134 3687 135 3586 136 3486 900
148 4073 150 3949 1000
162 4459 164 4312 1100
176 4845 179 4675 1200
191 5232 194 5038 1300
205 5618 209 5402 1400
219 6004 223 5765 1500
233 6391 238 6129 1600
247 6777 1700
261 7163 1800
276 7550 1900
290 7936 2000
304 8322 2100

ISA + 20 C
Low Altitude

100 22 702 22 638 21 600 21 576
200 42 1352 40 1221 38 1123 37 1058
300 61 2002 58 1805 55 1647 53 1539
400 81 2651 76 2388 72 2170 69 2021
500 101 3301 95 2972 89 2693 84 2503
600 120 3955 113 3555 106 3217 100 2984
700 140 4620 131 4146 123 3740 116 3466
800 160 5286 149 4744 140 4274 132 3948
900 179 5951 168 5342 157 4813 148 4443
1000 199 6616 186 5940 174 5351 164 4937
1100 219 7281 204 6539 190 5890 180 5432
1200 238 7965 223 7137 207 6428 196 5926
1300 258 8651 241 7745 224 6967 212 6421
1400 278 9338 259 8363 241 7507 228 6915
1500 277 8980 258 8064 244 7410
1600 296 9598 275 8621 260 7919
1700 292 9178 276 8430
1800 309 9735 292 8941
1900 308 9452
2000 323 9963
2100
8XC062-1

ISA + 20 C

21 573 21 566 21 566 100
36 1035 36 1010 35 991 35 977 200
52 1497 51 1453 50 1417 49 1390 300
67 1959 66 1896 64 1842 63 1803 400
83 2420 81 2339 79 2267 77 2216 500
98 2882 96 2782 93 2693 91 2629 600
113 3344 111 3226 108 3118 105 3042 700
129 3806 126 3669 122 3543 119 3455 800
144 4276 141 4115 137 3969 133 3868 900
160 4750 156 4569 151 4405 147 4287 1000
175 5224 171 5024 166 4842 161 4712 1100
191 5698 186 5478 180 5279 175 5137 1200
206 6172 201 5932 195 5716 190 5561 1300
222 6647 216 6386 209 6153 204 5986 1400
237 7121 230 6840 224 6590 218 6410 1500
253 7599 245 7294 238 7027 232 6835 1600
268 8089 260 7757 253 7464 246 7259 1700
284 8579 275 8227 268 7914 260 7690 1800
299 9069 291 8697 282 8365 274 8131 1900
315 9559 306 9167 297 8816 288 8572 2000
321 9637 311 9267 302 9012 2100
326 9719 316 9453 2200
330 9894 2300
2400
8XC062--2

ISA + 20 C
Low Altitude

100 23 730 22 665 22 625 21 608
200 42 1390 40 1258 38 1159 37 1100
300 62 2049 58 1851 55 1694 53 1591
400 81 2708 77 2444 72 2228 69 2082
500 101 3380 95 3041 89 2763 85 2573
600 121 4055 113 3648 106 3305 101 3066
700 140 4729 132 4255 123 3851 117 3567
800 160 5404 150 4862 140 4397 133 4067
900 180 6092 168 5470 157 4943 149 4568
1000 199 6781 187 6090 174 5489 165 5069
1100 219 7470 205 6710 191 6048 181 5572
1200 239 8158 223 7330 208 6608 197 6087
1300 258 8809 241 7950 225 7167 213 6601
1400 278 9429 260 8562 242 7726 229 7115
1500 278 9160 258 8280 244 7630
1600 294 9743 275 8830 260 8144
1700 291 9380 276 8658
1800 308 9931 292 9173
1900 308 9687
2000 324 10,201
2100

ISA + 20 C

21 606 21 601 21 600 100
37 1077 36 1052 36 1038 36 1025 200
52 1547 51 1504 51 1471 50 1447 300
68 2018 66 1955 65 1904 64 1868 400
83 2489 81 2407 80 2337 78 2290 500
99 2959 96 2858 94 2771 92 2712 600
114 3439 111 3315 109 3207 106 3134 700
130 3919 126 3777 123 3650 120 3566 800
145 4400 141 4238 138 4093 134 3998 900
161 4881 156 4700 152 4537 148 4430 1000
176 5361 171 5162 167 4980 162 4862 1100
191 5850 186 5625 181 5424 177 5295 1200
207 6342 201 6096 196 5875 191 5731 1300
222 6834 216 6568 210 6329 205 6173 1400
238 7326 231 7039 225 6783 219 6615 1500
253 7818 246 7510 239 7237 233 7058 1600
269 8310 261 7981 254 7691 247 7500 1700
284 8802 276 8452 269 8145 261 7942 1800
300 9294 291 8924 283 8599 275 8385 1900
315 9787 306 9395 298 9054 289 8827 2000
321 9866 312 9508 303 9270 2100
327 9962 317 9712 2200
331 10,154 2300
2400

ISA + 20 C
Low Altitude

100 23 758 22 694 22 656 22 642
200 42 1433 41 1301 39 1204 38 1144
300 62 2111 59 1907 56 1752 54 1647
400 82 2793 77 2521 73 2303 70 2151
500 101 3475 95 3135 90 2857 86 2661
600 121 4168 114 3753 107 3411 102 3170
700 141 4861 132 4377 124 3970 118 3682
800 160 5555 150 5000 141 4530 134 4197
900 180 6248 169 5624 157 5081 149 4712
1000 200 6941 187 6247 173 5625 165 5227
1100 219 7634 205 6870 190 6167 181 5742
1200 223 7494 207 6717 197 6256
1300 242 8117 224 7274 213 6771
1400 241 7835 229 7286
1500 245 7801

ISA + 20 C

22 640 22 641 100
37 1122 37 1104 37 1089 37 1083 200
53 1604 52 1565 51 1532 51 1515 300
68 2085 67 2027 66 1976 65 1946 400
84 2574 82 2493 80 2423 79 2382 500
99 3062 97 2961 95 2874 93 2822 600
115 3550 112 3429 110 3324 107 3262 700
130 4045 127 3901 124 3777 121 3703 800
146 4540 142 4375 139 4233 135 4147 900
161 5035 157 4848 153 4690 149 4591 1000
177 5529 172 5322 168 5146 163 5036 1100
192 6024 187 5796 182 5602 177 5480 1200
208 6519 202 6270 197 6059 192 5924 1300
223 7014 217 6744 211 6515 206 6368 1400
238 7509 232 7217 226 6971 220 6813 1500
254 8004 247 7691 240 7428 234 7257 1600
262 8165 255 7884 248 7701 1700
262 8145 1800

ISA + 20 C
High Altitude

100
200 34 967 34 968 35 954 35 945
300 48 1373 48 1369 48 1332 48 1304
400 62 1778 61 1770 61 1711 62 1663
500 75 2183 74 2170 75 2089 75 2022
600 89 2588 88 2571 88 2468 89 2381
700 103 2993 101 2972 102 2846 102 2740
800 116 3399 114 3373 115 3224 116 3099
900 130 3804 127 3774 128 3603 129 3458
1000 144 4213 141 4177 142 3981 143 3817
1100 157 4630 154 4590 155 4367 156 4176
1200 171 5048 167 5003 169 4760 170 4547
1300 184 5465 181 5416 182 5153 183 4920
1400 198 5883 194 5829 195 5547 197 5293
1500 212 6300 207 6242 209 5940 211 5666
1600 225 6717 220 6655 222 6333 224 6038
1700 239 7135 234 7068 236 6726 238 6411
1800 253 7553 247 7481 249 7119 252 6784
1900 266 7986 260 7902 262 7512 265 7157
2000 280 8420 274 8326 276 7913 279 7530
2100 294 8854 288 8749 290 8315 293 7910
2200 307 9287 301 9172 304 8717 307 8292
2300 321 9721 315 9595 317 9119 321 8675
2400 331 9521 335 9057
2500 345 9923 349 9440
2600 363 9822
2700
8XC077-1

ISA + 20 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
35 938 200
49 1276 49 1250 49 1233 300
62 1613 62 1565 63 1525 400
76 1951 76 1880 77 1816 500
89 2289 90 2194 91 2108 600
103 2626 103 2509 105 2401 700
116 2964 117 2826 119 2693 800
130 3301 131 3145 133 2990 900
143 3644 145 3464 147 3286 1000
157 3992 158 3784 1100
171 4340 172 4103 1200
185 4688 186 4423 1300
198 5036 200 4748 1400
212 5384 214 5073 1500
226 5732 229 5398 1600
240 6081 243 5723 1700
254 6437 257 6048 1800
268 6792 1900
282 7148 2000
296 7504 2100
310 7859 2200
324 8215 2300
338 8571 2400
8XC077--2

ISA + 20 C
High Altitude

100
200 36 1023 36 1019 36 1013 36 1010
300 49 1438 49 1431 49 1405 50 1384
400 63 1852 62 1842 63 1796 63 1754
500 77 2266 76 2253 76 2187 77 2125
600 90 2680 89 2664 90 2578 90 2496
700 104 3095 102 3075 103 2969 104 2866
800 117 3517 115 3491 116 3362 118 3237
900 131 3942 129 3909 130 3759 131 3612
1000 145 4366 142 4327 143 4157 145 3989
1100 158 4791 156 4746 157 4555 159 4367
1200 172 5215 169 5164 170 4953 173 4744
1300 186 5641 182 5582 184 5351 186 5121
1400 199 6076 196 6006 198 5750 200 5499
1500 213 6512 209 6430 211 6153 214 5880
1600 227 6947 223 6855 225 6556 228 6265
1700 240 7382 236 7279 239 6960 242 6649
1800 254 7817 250 7703 253 7363 256 7034
1900 268 8252 264 8127 266 7766 270 7419
2000 281 8688 277 8552 280 8169 285 7804
2100 295 9123 291 8976 294 8573 299 8189
2200 308 9558 304 9400 308 8976 313 8573
2300 322 9993 318 9824 321 9379 327 8958
2400 335 9782 341 9343
2500 349 10,186 355 9728
2600 369 10,112
2700

ISA + 20 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
36 1018 200
50 1366 50 1355 50 1346 300
64 1715 64 1677 65 1640 400
77 2063 78 1999 79 1934 500
91 2412 92 2323 94 2232 600
105 2761 106 2648 108 2531 700
119 3113 121 2976 123 2831 800
133 3465 135 3310 137 3142 900
147 3816 148 3641 150 3464 1000
160 4169 162 3966 1100
175 4527 177 4306 1200
189 4885 191 4646 1300
203 5244 206 4987 1400
217 5602 221 5323 1500
231 5968 235 5662 1600
246 6344 250 6040 1700
261 6711 265 6391 1800
275 7076 1900
290 7441 2000
304 7808 2100
318 8177 2200
333 8546 2300
348 8917 2400

ISA + 20 C
High Altitude

100
200 37 1079 37 1079 37 1080
300 50 1504 50 1499 51 1480 51 1466
400 64 1930 64 1918 64 1879 65 1845
500 78 2357 77 2338 78 2279 79 2224
600 91 2790 91 2761 92 2679 93 2603
700 105 3222 104 3183 105 3080 107 2985
800 119 3655 118 3606 119 3481 121 3368
900 132 4093 131 4031 133 3883 135 3750
1000 146 4531 145 4456 146 4288 149 4136
1100 160 4969 158 4881 160 4693 163 4522
1200 173 5407 172 5306 174 5097 177 4907
1300 187 5845 186 5731 188 5502 191 5293
1400 201 6283 199 6157 202 5906 205 5679
1500 214 6722 213 6582 216 6311 220 6065
1600 228 7160 226 7007 229 6716 234 6451
1700 241 7598 240 7432 243 7120 248 6837
1800 255 8036 253 7857 257 7525 262 7223
1900 271 7929 276 7608
2000 290 7994
2100

ISA + 20 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
200
51 1460 51 1462 300
65 1822 66 1806 400
80 2181 81 2146 500
94 2541 95 2486 600
108 2899 110 2823 700
122 3260 124 3156 800
137 3624 900
151 3991 1000
166 4359 1100
180 4728 1200
195 5096 1300
210 5464 1400
224 5833 1500
8XC079-2


SECTOR TIME and FUEL - LONG RANGE PROCEDURE
INTRODUCTION
Long Range Procedure is defined as follows:
• Normal Climb
• Cruise at 230/220 KIAS/0.70 IMN or Maximum Cruise Thrust, whichever is slower.
• Normal Descent
• High Altitudes which range from 29,000 to 41,000 ft

LONG RANGE PROCEDURE
ISA - 15 C
High Altitude

100 21 531 21 534 21 542 21 543
200 39 873 38 862 37 857 37 850
300 56 1215 55 1190 54 1173 52 1157
400 74 1557 72 1517 70 1488 68 1464
500 91 1899 89 1845 87 1803 84 1771
600 109 2241 106 2173 103 2119 100 2078
700 127 2583 123 2500 120 2434 116 2385
800 144 2925 140 2828 136 2750 132 2692
900 162 3267 157 3156 152 3065 148 2999
1000 179 3609 174 3483 169 3381 164 3306
1100 197 3951 191 3811 185 3696 180 3613
1200 215 4308 208 4146 202 4012 196 3919
1300 232 4666 225 4489 218 4344 212 4237
1400 250 5023 242 4832 235 4675 228 4560
1500 267 5381 259 5175 251 5007 243 4883
1600 285 5739 276 5518 268 5339 259 5206
1700 302 6096 293 5861 284 5670 275 5529
1800 320 6454 310 6204 301 6002 291 5853
1900 338 6812 327 6547 317 6334 307 6176
2000 355 7169 344 6890 334 6665 323 6499
2100 373 7530 361 7233 350 6997 339 6822
2200 390 7908 378 7582 367 7329 355 7145
2300 408 8286 395 7947 383 7671 371 7468
2400 426 8665 412 8312 400 8026 387 7813
2500 443 9043 429 8677 416 8380 403 8161
2600 461 9422 446 9042 433 8735 419 8510
2700 478 9800 463 9408 449 9089 435 8858
2800 480 9773 465 9444 450 9206
2900 482 9798 466 9555
3000 482 9903
8XC080-1

ISA - 15 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
37 843 36 838 36 834 200
53 1134 52 1120 51 1106 300
69 1426 67 1401 67 1378 400
85 1717 83 1682 82 1650 500
101 2008 98 1964 98 1922 600
117 2300 114 2245 113 2194 700
133 2591 129 2526 129 2466 800
149 2882 145 2808 144 2738 900
165 3174 160 3089 160 3010 1000
181 3465 176 3370 175 3282 1100
197 3757 191 3652 191 3554 1200
212 4048 207 3933 206 3826 1300
228 4358 222 4225 222 4112 1400
244 4668 238 4529 237 4414 1500
260 4978 253 4834 253 4715 1600
276 5288 269 5139 269 5016 1700
292 5598 284 5443 284 5318 1800
308 5908 300 5748 300 5619 1900
324 6219 315 6052 315 5920 2000
340 6529 331 6357 331 6222 2100
356 6839 346 6662 346 6523 2200
372 7149 362 6966 362 6824 2300
388 7459 377 7271 377 7126 2400
404 7795 393 7580 393 7452 2500
420 8139 408 7924 408 7793 2600
436 8482 424 8269 424 8135 2700
452 8826 440 8613 439 8476 2800
468 9169 455 8957 455 8817 2900
484 9513 471 9302 470 9159 3000
8XC080-2

ISA - 15 C
High Altitude

100 22 576 21 583 21 593 21 599
200 39 930 38 923 38 920 37 918
300 57 1284 55 1262 54 1248 53 1237
400 74 1637 72 1601 71 1575 69 1555
500 92 1991 90 1940 87 1903 85 1874
600 110 2345 107 2279 104 2230 101 2193
700 127 2699 124 2618 120 2558 117 2512
800 145 3054 141 2957 137 2885 133 2830
900 162 3419 158 3305 153 3218 149 3151
1000 180 3784 175 3656 170 3558 164 3484
1100 197 4150 192 4007 186 3898 180 3816
1200 215 4515 209 4359 202 4238 196 4149
1300 233 4880 226 4710 219 4578 212 4481
1400 250 5246 243 5061 235 4919 228 4814
1500 268 5616 260 5412 252 5259 244 5147
1600 285 5998 277 5775 268 5602 260 5479
1700 303 6380 294 6144 285 5960 276 5827
1800 321 6762 311 6513 301 6319 292 6179
1900 338 7144 328 6882 318 6677 308 6532
2000 356 7526 345 7251 334 7036 324 6884
2100 373 7908 362 7620 351 7394 340 7236
2200 391 8284 379 7989 367 7753 356 7588
2300 414 8607 396 8358 376 8154 371 7940
2400 448 8874 413 8727 380 8576 387 8292
2500 489 9109 430 9096 387 8999 403 8644
2600 535 9330 447 9465 401 9389 419 8997
2700 567 9623 464 9834 421 9738 435 9349
2800 481 10,203 444 10,062 451 9701
2900 465 10,375 467 10,053
3000 483 10,405

ISA - 15 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
37 912 37 911 36 916 200
53 1217 52 1209 52 1210 300
69 1522 68 1507 68 1504 400
85 1827 83 1805 83 1799 500
101 2131 99 2103 99 2093 600
117 2436 114 2400 114 2388 700
133 2741 130 2698 130 2682 800
149 3045 145 2996 145 2976 900
165 3363 161 3303 161 3288 1000
181 3686 176 3623 176 3608 1100
197 4008 192 3944 192 3927 1200
213 4331 207 4264 207 4246 1300
229 4653 223 4585 223 4566 1400
245 4975 238 4905 238 4885 1500
261 5298 254 5225 254 5204 1600
277 5625 269 5546 269 5546 1700
293 5974 285 5893 285 5895 1800
309 6323 300 6243 300 6244 1900
325 6671 316 6594 316 6592 2000
341 7020 331 6945 331 6941 2100
357 7369 347 7295 347 7290 2200
373 7718 363 7646 356 7639 2300
389 8066 378 7996 362 7988 2400
405 8415 394 8347 369 8338 2500
421 8764 409 8698 382 8688 2600
437 9112 425 9048 400 9040 2700
453 9461 440 9399 420 9395 2800
469 9810 456 9750 440 9751 2900
485 10,159 471 10,101 457 10,109 3000

ISA - 15 C
High Altitude

100 22 623 22 632
200 40 989 39 984 38 984 38 985
300 57 1354 56 1336 55 1325 54 1318
400 75 1720 73 1689 71 1666 69 1652
500 92 2086 90 2041 88 2007 85 1985
600 110 2461 107 2401 104 2354 101 2323
700 127 2836 124 2763 120 2705 117 2667
800 145 3211 141 3125 137 3056 133 3011
900 163 3587 158 3487 153 3407 149 3355
1000 180 3972 175 3857 170 3764 165 3704
1100 198 4357 192 4229 186 4126 181 4061
1200 215 4742 209 4602 203 4489 197 4418
1300 233 5127 226 4974 219 4851 213 4775
1400 250 5512 243 5346 236 5214 229 5132
1500 268 5896 260 5718 252 5576 245 5489
1600 285 6281 277 6091 269 5939 261 5846
1700 303 6665 294 6463 285 6301 277 6203
1800 320 7049 311 6835 302 6664 292 6560
1900 338 7433 328 7207 318 7026 308 6918
2000 355 7817 345 7580 335 7389 324 7275
2100 373 8201 362 7952 351 7751 340 7632
2200 379 8324 368 8114 356 7989
2300 372 8346
2400

ISA - 15 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
38 987 37 991 37 995 200
54 1310 53 1314 52 1318 300
70 1633 68 1636 68 1642 400
86 1957 84 1958 83 1966 500
102 2284 99 2281 99 2296 600
117 2622 115 2621 115 2637 700
133 2960 130 2961 130 2978 800
149 3299 146 3301 146 3320 900
165 3639 161 3641 161 3675 1000
181 3994 177 3999 177 4032 1100
197 4349 192 4358 192 4389 1200
213 4705 208 4717 204 4749 1300
229 5060 223 5075 215 5115 1400
245 5416 239 5434 226 5482 1500
261 5771 255 5793 239 5852 1600
278 6127 270 6151 255 6222 1700
294 6482 286 6510 273 6592 1800
310 6838 301 6868 290 6962 1900
326 7193 317 7227 307 7333 2000
342 7549 332 7586 321 7702 2100
358 7904 348 7944 335 8070 2200
374 8260 363 8303 2300
379 8661 2400

ISA - 10 C
High Altitude
100 21 536 21 541 21 547
200 38 879 38 870 37 865 36 860
300 56 1222 55 1198 53 1183 52 1169
400 73 1565 71 1527 70 1501 68 1479
500 91 1908 88 1855 86 1819 83 1788
600 108 2251 105 2183 102 2137 99 2097
700 125 2594 122 2512 118 2455 115 2407
800 143 2937 139 2840 135 2772 131 2716
900 160 3280 155 3169 151 3090 146 3026
1000 178 3623 172 3497 167 3408 162 3335
1100 195 3966 189 3826 183 3726 178 3645
1200 212 4324 206 4162 200 4045 193 3954
1300 230 4682 223 4507 216 4379 209 4276
1400 247 5040 239 4851 232 4713 225 4602
1500 264 5399 256 5196 249 5047 241 4928
1600 282 5757 273 5541 265 5382 256 5255
1700 299 6116 290 5885 281 5716 272 5581
1800 317 6474 307 6230 297 6050 288 5907
1900 334 6832 324 6575 314 6384 304 6233
2000 351 7191 340 6919 330 6718 319 6560
2100 369 7553 357 7264 346 7052 335 6886
2200 386 7932 374 7616 362 7386 351 7212
2300 403 8312 391 7982 379 7734 367 7540
2400 421 8692 408 8349 395 8091 382 7892
2500 438 9071 425 8716 411 8447 398 8244
2600 456 9451 441 9082 428 8804 414 8596
2700 473 9831 458 9449 444 9160 430 8948
2800 475 9816 460 9517 445 9300
2900 476 9873 461 9652
3000
8XC083-1

ISA - 10 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
36 850 36 845 36 844 200
52 1143 51 1129 51 1119 300
68 1437 66 1412 66 1393 400
84 1731 82 1696 82 1667 500
100 2024 97 1980 97 1942 600
115 2318 112 2264 112 2216 700
131 2611 128 2548 128 2491 800
147 2905 143 2832 143 2765 900
163 3199 158 3115 158 3040 1000
179 3492 174 3399 173 3314 1100
194 3786 189 3683 189 3589 1200
210 4081 204 3967 204 3863 1300
226 4393 220 4263 219 4158 1400
242 4706 235 4571 235 4460 1500
257 5019 250 4879 250 4763 1600
273 5331 266 5187 265 5066 1700
289 5644 281 5495 281 5369 1800
305 5957 296 5803 296 5672 1900
321 6269 312 6111 311 5975 2000
336 6582 327 6418 327 6277 2100
352 6895 342 6726 342 6580 2200
368 7207 358 7034 357 6883 2300
384 7520 373 7342 373 7189 2400
400 7866 388 7663 388 7532 2500
415 8212 404 8011 403 7876 2600
431 8559 419 8359 419 8219 2700
447 8906 434 8707 434 8563 2800
463 9253 450 9055 449 8906 2900
479 9599 465 9403 465 9250 3000
8XC083-2

ISA - 10 C
High Altitude
100 21 580 21 586 21 598
200 39 935 38 927 37 928 37 925
300 56 1289 55 1268 54 1258 53 1247
400 74 1644 72 1608 70 1587 68 1569
500 91 1999 88 1949 86 1917 84 1891
600 108 2353 105 2290 103 2247 100 2213
700 126 2708 122 2631 119 2576 116 2535
800 143 3064 139 2971 135 2906 131 2857
900 161 3430 156 3321 151 3242 147 3182
1000 178 3796 173 3675 168 3585 163 3518
1100 195 4162 189 4028 184 3928 178 3853
1200 213 4528 206 4381 200 4271 194 4189
1300 230 4895 223 4735 216 4614 210 4525
1400 247 5261 240 5088 233 4957 226 4861
1500 265 5632 257 5442 249 5300 241 5196
1600 282 6015 274 5807 265 5648 257 5532
1700 300 6398 290 6177 282 6008 273 5887
1800 317 6782 307 6547 298 6368 289 6243
1900 334 7165 324 6917 314 6729 304 6600
2000 352 7548 341 7286 330 7089 320 6956
2100 369 7931 358 7656 347 7449 336 7312
2200 386 8314 376 7979 363 7809 351 7669
2300 404 8697 396 8277 379 8169 367 8025
2400 421 9080 416 8586 396 8529 383 8381
2500 439 9464 436 8936 412 8890 399 8738
2600 456 9847 454 9323 428 9250 414 9094
2700 473 10,230 471 9728 444 9610 430 9450
2800 487 10,127 461 9970 446 9807
2900 477 10,330 462 10,163
3000

ISA - 10 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
37 920 36 921 36 925 200
53 1228 52 1223 52 1221 300
68 1535 67 1524 67 1517 400
84 1842 82 1826 82 1813 500
100 2149 98 2127 97 2109 600
116 2457 113 2428 113 2405 700
132 2764 128 2730 128 2701 800
147 3071 144 3031 143 2997 900
163 3393 159 3343 159 3315 1000
179 3719 174 3666 174 3637 1100
195 4045 190 3990 189 3958 1200
211 4370 205 4314 205 4280 1300
226 4696 220 4637 220 4602 1400
242 5022 236 4961 235 4924 1500
258 5348 251 5285 251 5249 1600
274 5682 266 5609 266 5600 1700
289 6034 282 5964 281 5951 1800
305 6385 297 6318 297 6302 1900
321 6737 312 6672 312 6653 2000
337 7089 328 7026 327 7004 2100
353 7441 343 7380 343 7355 2200
368 7792 358 7734 358 7706 2300
384 8144 374 8089 373 8057 2400
400 8496 389 8443 389 8408 2500
416 8848 404 8797 404 8759 2600
432 9199 420 9151 419 9110 2700
447 9551 435 9505 435 9461 2800
463 9903 450 9859 450 9812 2900
479 10,255 466 10,213 465 10,163 3000

ISA - 10 C
High Altitude
100 22 626
200 39 993 38 991 38 992 37 994
300 56 1360 55 1346 54 1336 53 1331
400 74 1727 72 1700 70 1680 69 1667
500 91 2094 89 2054 87 2024 84 2003
600 109 2470 106 2415 103 2374 100 2345
700 126 2847 123 2778 119 2726 116 2694
800 143 3223 139 3141 135 3079 132 3043
900 161 3601 156 3504 152 3431 147 3392
1000 178 3987 173 3876 168 3791 163 3746
1100 196 4374 190 4249 184 4155 179 4107
1200 213 4760 207 4623 201 4519 195 4469
1300 230 5147 224 4996 217 4883 210 4830
1400 248 5533 240 5370 233 5248 226 5192
1500 265 5919 257 5743 249 5612 242 5553
1600 282 6305 274 6117 266 5976 258 5914
1700 300 6691 291 6490 282 6341 273 6276
1800 317 7077 308 6863 298 6705 289 6637
1900 334 7463 324 7237 315 7069 305 6999
2000 352 7849 341 7610 331 7434 321 7360
2100 369 8234 358 7984 347 7798 336 7721
2200 363 8162 352 8083
2300
2400

ISA - 10 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
37 996 37 1002 37 1006 200
53 1324 52 1327 52 1332 300
69 1653 68 1652 67 1660 400
85 1981 83 1978 83 1987 500
101 2313 98 2304 98 2323 600
116 2654 114 2647 113 2667 700
132 2996 129 2991 129 3011 800
148 3338 144 3334 144 3358 900
164 3683 160 3680 159 3716 1000
179 4041 175 4042 175 4075 1100
195 4399 190 4405 187 4435 1200
211 4757 206 4768 197 4821 1300
227 5114 221 5131 208 5216 1400
243 5472 236 5493 222 5602 1500
258 5830 252 5856 238 5973 1600
274 6188 267 6219 256 6334 1700
290 6546 282 6582 273 6689 1800
306 6903 298 6944 289 7041 1900
322 7261 313 7307 303 7396 2000
337 7619 328 7670 316 7759 2100
353 7977 344 8033 328 8133 2200
369 8334 359 8395 2300
2400

ISA
High Altitude
100 21 541 21 547
200 38 887 37 880 36 877 36 873
300 55 1234 53 1212 52 1198 51 1185
400 72 1580 70 1544 68 1518 67 1497
500 89 1926 86 1877 84 1839 82 1808
600 106 2273 103 2209 100 2160 97 2120
700 123 2619 119 2542 116 2481 113 2432
800 140 2965 136 2874 132 2801 128 2743
900 157 3312 152 3206 148 3122 143 3055
1000 174 3658 169 3539 164 3443 159 3367
1100 191 4005 185 3871 180 3764 174 3679
1200 208 4367 202 4212 196 4086 189 3990
1300 225 4729 218 4560 211 4422 205 4315
1400 242 5092 234 4909 227 4758 220 4645
1500 259 5454 251 5257 243 5094 236 4974
1600 276 5817 267 5605 259 5430 251 5304
1700 293 6179 284 5953 275 5766 266 5633
1800 310 6542 300 6302 291 6102 282 5963
1900 327 6904 317 6650 307 6438 297 6292
2000 344 7267 333 6998 323 6774 312 6621
2100 361 7637 350 7347 339 7110 328 6951
2200 378 8020 366 7706 355 7446 343 7280
2300 395 8404 383 8075 371 7800 359 7616
2400 412 8787 399 8444 386 8159 374 7971
2500 429 9171 415 8812 402 8518 389 8326
2600 446 9554 432 9181 418 8877 405 8681
2700 463 9938 448 9550 434 9236 420 9036
2800 465 9919 450 9596 435 9391
2900 466 9955 451 9746
3000
8XC086--1

ISA
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
36 866 35 864 35 864 200
51 1163 50 1154 50 1140 300
67 1461 65 1443 65 1416 400
82 1758 80 1732 80 1691 500
97 2056 95 2022 95 1967 600
113 2353 110 2311 110 2243 700
128 2651 125 2600 125 2518 800
144 2948 140 2890 140 2794 900
159 3246 155 3179 155 3070 1000
175 3543 170 3468 170 3345 1100
190 3840 185 3758 185 3633 1200
205 4141 200 4047 200 3933 1300
221 4459 215 4352 215 4233 1400
236 4778 230 4664 230 4533 1500
252 5096 245 4976 245 4833 1600
267 5414 260 5289 260 5133 1700
283 5732 275 5601 275 5433 1800
298 6051 290 5913 290 5732 1900
314 6369 305 6225 305 6032 2000
329 6687 320 6538 320 6350 2100
344 7006 335 6850 335 6685 2200
360 7324 350 7162 350 7020 2300
375 7652 365 7474 364 7355 2400
391 8002 380 7816 379 7690 2500
406 8353 395 8170 394 8025 2600
422 8704 410 8524 409 8359 2700
437 9054 425 8878 424 8694 2800
452 9405 440 9232 2900
468 9755 455 9587 3000
8XC086--2

ISA
High Altitude
100 21 588 21 597
200 38 946 38 942 37 940 36 941
300 55 1305 54 1286 53 1272 52 1266
400 72 1663 70 1630 69 1604 67 1591
500 89 2022 87 1975 85 1936 82 1916
600 106 2380 103 2319 101 2269 98 2241
700 123 2738 120 2663 116 2601 113 2566
800 140 3098 136 3008 132 2933 129 2891
900 157 3469 153 3361 148 3271 144 3219
1000 174 3840 169 3717 164 3616 159 3559
1100 191 4211 186 4074 180 3961 175 3898
1200 208 4581 202 4430 196 4306 190 4238
1300 225 4952 219 4786 212 4651 205 4577
1400 242 5323 235 5142 228 4996 221 4917
1500 259 5701 251 5499 244 5341 236 5256
1600 276 6087 268 5869 260 5692 251 5597
1700 293 6473 284 6241 276 6055 267 5956
1800 310 6860 301 6613 292 6418 282 6316
1900 327 7246 317 6985 307 6781 298 6675
2000 344 7633 334 7357 323 7144 313 7034
2100 361 8019 350 7728 339 7506 328 7393
2200 380 8320 368 8035 355 7869 344 7752
2300 402 8467 387 8314 371 8232 359 8111
2400 428 8583 407 8623 387 8595 374 8471
2500 455 8818 427 8990 403 8958 390 8830
2600 482 9297 445 9400 419 9321 405 9189
2700 502 9941 461 9815 435 9684 421 9548
2800 476 10,202 451 10,047 436 9907
2900 467 10,410 451 10,266
3000

ISA
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
36 942 36 943 35 944 200
52 1255 51 1248 51 1244 300
67 1567 66 1554 66 1543 400
83 1879 81 1860 81 1842 500
98 2191 96 2165 96 2141 600
113 2504 111 2471 111 2440 700
129 2816 126 2777 126 2749 800
144 3128 141 3082 140 3068 900
160 3456 156 3399 155 3387 1000
175 3787 171 3728 170 3707 1100
191 4118 186 4058 185 4026 1200
206 4450 201 4387 200 4353 1300
222 4781 216 4716 215 4695 1400
237 5112 231 5046 230 5037 1500
252 5443 246 5375 245 5379 1600
268 5788 261 5712 260 5721 1700
283 6144 276 6074 271 6063 1800
299 6499 291 6435 278 6427 1900
314 6855 306 6797 292 6799 2000
330 7210 321 7158 307 7171 2100
345 7566 336 7519 321 7542 2200
360 7922 351 7881 335 7914 2300
376 8277 366 8242 350 8286 2400
391 8633 381 8604 364 8657 2500
407 8989 396 8965 378 9029 2600
422 9344 411 9326 392 9401 2700
438 9700 426 9688 407 9773 2800
453 10,056 441 10,049 2900
468 10,411 456 10,410 3000

ISA
High Altitude
100
200 39 1006 38 1004 37 1008 37 1013
300 56 1377 54 1362 53 1353 52 1354
400 73 1748 71 1719 69 1699 68 1696
500 90 2119 87 2077 85 2044 83 2038
600 107 2499 104 2440 101 2395 98 2383
700 124 2879 120 2806 117 2751 114 2734
800 141 3259 137 3172 133 3107 129 3086
900 158 3641 153 3537 149 3463 145 3437
1000 175 4032 170 3912 165 3826 160 3794
1100 192 4422 186 4289 181 4194 175 4159
1200 209 4813 203 4665 197 4562 191 4523
1300 226 5203 220 5004 212 4930 206 4887
1400 243 5593 238 5337 228 5298 221 5251
1500 260 5984 256 5690 244 5666 237 5616
1600 277 6374 275 6074 260 6034 252 5980
1700 294 6764 292 6463 276 6402 268 6344
1800 311 7155 309 6845 292 6770 283 6708
1900 328 7545 326 7215 308 7139 298 7072
2000 345 7936 342 7580 324 7507 314 7437
2100 358 7948 340 7875 329 7801
2200 356 8243 344 8165
2300
2400

ISA
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
37 1017 37 1022 200
52 1350 51 1355 51 1360 300
68 1683 66 1687 66 1693 400
83 2016 81 2020 81 2034 500
99 2352 96 2352 96 2379 600
114 2699 111 2703 111 2728 700
129 3045 126 3054 125 3081 800
145 3392 141 3406 136 3449 900
160 3743 156 3761 150 3813 1000
176 4106 171 4130 165 4191 1100
191 4470 186 4498 179 4568 1200
207 4833 201 4867 193 4946 1300
222 5196 216 5236 207 5323 1400
238 5559 231 5605 221 5701 1500
253 5923 246 5974 236 6079 1600
269 6286 261 6343 250 6456 1700
284 6649 276 6711 1800
299 7013 291 7080 1900
315 7376 306 7449 2000
330 7739 321 7818 2100
346 8103 336 8187 2200
361 8466 351 8556 2300
2400

ISA +10 C
High Altitude
100 21 556
200 37 906 37 898 36 896 35 896
300 54 1257 53 1235 51 1221 50 1213
400 71 1608 69 1572 67 1546 65 1531
500 87 1958 85 1909 83 1871 81 1848
600 104 2309 101 2246 98 2196 96 2165
700 121 2659 117 2583 114 2521 111 2482
800 137 3010 133 2920 129 2846 126 2799
900 154 3361 149 3257 145 3171 141 3116
1000 171 3711 165 3594 160 3496 156 3433
1100 187 4063 182 3931 176 3821 171 3750
1200 204 4430 198 4277 192 4149 186 4068
1300 220 4797 214 4630 207 4491 201 4399
1400 237 5164 230 4982 223 4832 216 4733
1500 254 5531 246 5334 238 5174 231 5067
1600 270 5897 262 5687 254 5516 246 5401
1700 287 6264 278 6039 270 5857 261 5735
1800 304 6631 294 6391 285 6199 276 6069
1900 320 6998 310 6744 301 6541 291 6403
2000 337 7365 327 7096 316 6883 306 6737
2100 354 7744 343 7448 332 7224 321 7071
2200 370 8131 359 7817 347 7567 336 7406
2300 387 8518 375 8191 363 7931 351 7754
2400 404 8905 391 8565 379 8295 366 8113
2500 420 9292 407 8939 394 8658 381 8473
2600 437 9680 423 9313 410 9022 396 8833
2700 439 9687 425 9385 411 9193
2800 441 9749 427 9553
2900 442 9913
3000
8XC089-1

ISA +10 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
35 894 35 894 200
51 1196 50 1185 49 1176 300
66 1499 64 1476 64 1456 400
81 1801 79 1767 79 1735 500
96 2104 94 2059 93 2015 600
111 2407 108 2350 108 2294 700
126 2709 123 2641 123 2574 800
141 3012 138 2932 137 2858 900
156 3314 152 3223 152 3151 1000
171 3617 167 3515 167 3445 1100
186 3920 182 3825 181 3739 1200
201 4227 196 4135 196 4032 1300
217 4549 211 4446 211 4326 1400
232 4871 226 4756 225 4620 1500
247 5194 240 5066 240 4933 1600
262 5516 255 5377 255 5246 1700
277 5838 270 5687 269 5559 1800
292 6160 284 5997 284 5873 1900
307 6482 299 6316 298 6186 2000
322 6805 314 6654 2100
337 7127 328 6991 2200
352 7449 343 7329 2300
368 7792 358 7666 2400
383 8149 372 8004 2500
398 8506 387 8341 2600
413 8863 402 8679 2700
428 9220 2800
443 9576 2900
458 9933 3000
8XC089--2

ISA +10 C
High Altitude
100 21 604
200 38 967 37 965 36 965 36 970
300 54 1330 53 1313 52 1303 51 1300
400 71 1693 69 1661 68 1640 66 1630
500 88 2055 85 2009 83 1978 81 1959
600 104 2418 101 2357 99 2315 96 2289
700 121 2781 118 2705 114 2652 111 2619
800 138 3145 134 3053 130 2990 126 2949
900 154 3520 150 3412 145 3333 141 3281
1000 171 3895 166 3773 161 3684 156 3625
1100 188 4270 182 4135 177 4034 171 3969
1200 204 4644 198 4496 192 4385 186 4313
1300 221 5019 214 4858 208 4735 202 4657
1400 238 5394 230 5219 223 5086 217 5001
1500 254 5778 247 5581 239 5437 232 5345
1600 271 6169 263 5959 255 5797 247 5693
1700 288 6559 279 6336 270 6164 262 6058
1800 304 6950 295 6713 286 6531 277 6422
1900 321 7340 311 7091 301 6898 292 6787
2000 338 7731 327 7468 317 7266 307 7151
2100 354 8121 343 7845 332 7633 322 7515
2200 372 8436 361 8165 348 8000 337 7880
2300 394 8622 379 8464 364 8367 352 8244
2400 418 8790 398 8790 379 8734 367 8609
2500 444 9069 417 9166 395 9102 382 8973
2600 469 9551 435 9576 410 9469 397 9337
2700 451 9978 426 9836 412 9702
2800 442 10,203 427 10,066
2900 442 10,431
3000

ISA +10 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
36 973 36 977 200
51 1289 50 1290 50 1289 300
66 1606 65 1599 65 1591 400
81 1923 80 1909 80 1892 500
96 2239 94 2219 94 2204 600
111 2556 109 2528 109 2516 700
127 2873 124 2848 123 2832 800
142 3190 138 3172 138 3153 900
157 3521 153 3497 153 3474 1000
172 3858 168 3821 165 3801 1100
187 4194 182 4146 175 4132 1200
202 4531 197 4483 189 4473 1300
217 4867 212 4827 203 4833 1400
232 5204 226 5171 217 5193 1500
247 5540 241 5516 231 5555 1600
262 5896 256 5860 246 5886 1700
278 6260 275 6144 266 6131 1800
293 6623 299 6434 307 6231 1900
308 6986 314 6797 323 6595 2000
323 7350 330 7160 2100
338 7713 345 7523 2200
353 8076 361 7886 2300
368 8440 376 8249 2400
383 8803 391 8612 2500
398 9166 407 8975 2600
413 9530 422 9338 2700
429 9893 2800
444 10,256 2900
459 10,620 3000

ISA +10 C
High Altitude
100
200 38 1030 38 1032 37 1040 37 1046
300 55 1406 54 1394 53 1391 52 1392
400 72 1782 70 1756 68 1743 67 1738
500 88 2158 86 2118 84 2094 82 2083
600 105 2541 102 2487 99 2450 97 2432
700 121 2926 118 2858 115 2812 112 2789
800 138 3310 134 3230 131 3174 127 3145
900 155 3696 150 3602 146 3535 142 3501
1000 171 4090 166 3983 162 3904 157 3864
1100 188 4484 183 4364 177 4276 172 4234
1200 205 4878 199 4745 193 4647 187 4604
1300 221 5272 215 5126 208 5019 202 4974
1400 238 5666 231 5507 224 5390 217 5344
1500 255 6059 247 5888 240 5762 232 5714
1600 271 6453 263 6269 255 6133 247 6084
1700 288 6847 279 6650 271 6505 262 6454
1800 305 7241 295 7031 286 6876 277 6824
1900 321 7635 311 7412 302 7248 292 7194
2000 338 8028 327 7793 317 7619 307 7564
2100 343 8174 333 7991 323 7934
2200 349 8362 338 8303
2300
2400

ISA +10 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
37 1053 200
52 1395 51 1401 50 1408 300
67 1734 66 1737 64 1744 400
82 2073 81 2079 78 2093 500
97 2413 95 2423 92 2448 600
112 2767 110 2775 106 2797 700
127 3121 126 3115 123 3132 800
142 3475 145 3453 148 3434 900
157 3835 160 3810 164 3789 1000
173 4205 176 4181 1100
188 4575 191 4552 1200
203 4945 207 4922 1300
218 5314 222 5293 1400
233 5684 238 5664 1500
248 6054 253 6034 1600
263 6424 269 6405 1700
278 6794 1800
293 7164 1900
308 7534 2000
324 7904 2100
339 8274 2200
2300
2400

ISA +20 C
High Altitude
100
200 37 924 36 925 36 928 35 932
300 53 1280 52 1266 51 1259 50 1254
400 69 1635 68 1607 66 1590 65 1577
500 86 1990 84 1949 81 1921 80 1900
600 102 2346 99 2290 97 2251 94 2223
700 118 2701 115 2631 112 2582 109 2546
800 135 3056 131 2972 127 2913 124 2868
900 151 3411 147 3314 142 3244 138 3191
1000 167 3767 162 3655 158 3574 153 3514
1100 184 4124 178 3996 173 3905 168 3837
1200 200 4496 194 4349 188 4239 183 4160
1300 216 4867 210 4707 204 4587 197 4499
1400 233 5239 226 5065 219 4934 212 4840
1500 249 5611 241 5424 234 5281 227 5182
1600 265 5982 257 5782 249 5628 242 5523
1700 282 6354 273 6140 265 5976 256 5865
1800 298 6726 289 6499 280 6323 271 6207
1900 314 7097 305 6857 295 6670 286 6548
2000 331 7469 320 7216 310 7017 300 6890
2100 347 7857 336 7575 326 7365 315 7232
2200 363 8250 352 7954 341 7720 330 7573
2300 380 8642 368 8333 356 8089 345 7938
2400 396 9034 384 8711 371 8458 359 8305
2500 412 9427 399 9090 387 8827 374 8672
2600 429 9819 415 9469 402 9196 389 9040
2700 431 9848 417 9565 404 9407
2800 432 9934 418 9774
2900
3000
8XC092-1

ISA +20 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
35 933 200
50 1239 49 1236 49 1231 300
65 1545 64 1533 63 1515 400
80 1851 78 1830 78 1799 500
94 2157 92 2127 92 2085 600
109 2463 107 2424 107 2372 700
124 2769 121 2722 121 2660 800
139 3075 135 3030 135 2951 900
153 3381 150 3337 150 3243 1000
168 3699 164 3644 1100
183 4021 179 3951 1200
198 4343 193 4259 1300
213 4665 207 4573 1400
227 4987 222 4892 1500
242 5309 236 5212 1600
257 5631 250 5531 1700
272 5953 265 5851 1800
287 6289 1900
301 6631 2000
316 6973 2100
331 7315 2200
346 7657 2300
360 7999 2400
375 8341 2500
2600
2700
2800
2900
3000
8XC092--2

ISA +20 C
High Altitude
100
200 37 993 37 994 36 1004 36 1015
300 54 1361 53 1348 52 1348 51 1352
400 70 1728 68 1703 67 1691 66 1689
500 86 2096 84 2057 82 2035 80 2026
600 103 2463 100 2411 97 2379 95 2364
700 119 2831 116 2766 113 2723 110 2701
800 135 3200 131 3120 128 3067 124 3038
900 152 3579 147 3484 143 3415 139 3377
1000 168 3959 163 3851 158 3771 154 3729
1100 184 4339 179 4219 174 4127 169 4082
1200 201 4719 195 4586 189 4484 183 4435
1300 217 5099 210 4954 204 4840 198 4787
1400 233 5478 226 5321 219 5196 213 5140
1500 250 5870 242 5692 235 5552 228 5493
1600 266 6266 258 6074 250 5922 242 5855
1700 282 6662 274 6456 265 6295 257 6227
1800 299 7058 289 6838 280 6669 272 6600
1900 315 7454 305 7220 296 7043 287 6972
2000 331 7850 321 7603 311 7417 301 7344
2100 348 8246 337 7985 326 7791 316 7717
2200 364 8641 353 8367 341 8164 331 8089
2300 380 9037 368 8749 357 8538 346 8462
2400 396 9433 384 9131 372 8912 360 8834
2500 413 9829 400 9513 387 9286 375 9207
2600 429 10,225 416 9896 403 9660 390 9579
2700 431 10,278 418 10,034 404 9952
2800 433 10,407 419 10,324
2900
3000

ISA +20 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
36 1026 200
51 1349 50 1354 50 1362 300
65 1671 65 1667 63 1670 400
80 1993 79 1982 77 1981 500
95 2316 93 2300 91 2301 600
110 2638 108 2621 105 2628 700
125 2972 122 2947 118 2942 800
139 3306 138 3251 135 3229 900
154 3640 157 3526 160 3400 1000
169 3973 172 3833 1100
184 4314 187 4157 1200
198 4662 202 4499 1300
213 5009 217 4841 1400
228 5357 232 5183 1500
239 5755 243 5579 1600
249 6205 241 6206 1700
263 6580 255 6584 1800
278 6954 1900
292 7329 2000
306 7703 2100
320 8078 2200
334 8453 2300
349 8827 2400
363 9202 2500
2600
2700
2800
2900
3000

ISA + 20 C
High Altitude
100
200 38 1060 37 1070 37 1088
300 54 1442 53 1439 52 1446 51 1456
400 71 1824 69 1807 67 1804 66 1812
500 87 2205 85 2176 83 2163 81 2167
600 103 2594 100 2549 98 2523 96 2523
700 119 2983 116 2926 113 2891 110 2890
800 136 3372 132 3303 128 3258 125 3256
900 152 3765 148 3681 144 3626 140 3622
1000 168 4165 164 4068 159 4001 155 3996
1100 185 4564 179 4454 174 4380 169 4373
1200 201 4964 195 4841 190 4758 184 4751
1300 217 5364 211 5228 205 5136 199 5128
1400 234 5763 227 5615 220 5515 214 5506
1500 250 6163 243 6002 235 5893 228 5884
1600 266 6563 259 6389 251 6271 243 6261
1700 283 6962 274 6776 266 6650 258 6639
1800 299 7362 290 7163 281 7028 273 7016
1900 315 7761 306 7550 296 7406 288 7394
2000 332 8161 322 7936 312 7785 302 7772
2100 338 8323 327 8163 317 8149

ISA + 20 C
37,000 ft 39,000 ft 41,000 ft ALTITUDE

100
200
51 1465 51 1472 300
66 1810 66 1804 400
81 2159 82 2144 500
96 2511 97 2493 600
109 2880 110 2857 700
122 3275 119 3306 800
136 3645 900
151 4020 1000
165 4401 1100
179 4782 1200
193 5163 1300
208 5543 1400
222 5924 1500


DIVERSION TIME and FUEL
INTRODUCTION
This Sub-section contains tabulated data for diversion times and fuels versus diversion distance and
diversion cruise altitude. The tables cover a range of arrival weights for ISA conditions however, they
also may be used for other temperatures since the effect of temperature on diversion times and fuel is
negligible.
Diversion times and fuels have been calculated using the Long Range Procedure. They include fuel and
time allowances for discontinued approach and climb to 1000 ft, which are similar to those assumed for
take-off and initial climb in the Sector Time and Fuel tables. Therefore the diversion tables also may be
used to determine Sector Time and Fuels using the Long Range Procedure for short sectors.

ISA Arrival Weight 17,000 lb

DIVERSION DIVERSION DIVERSION DIVERSION
20 7 185
40 12 305 11 288
60 17 424 16 394 15 377 14 376
80 22 543 20 501 19 473 18 463
100 27 662 25 608 23 568 22 549
120 32 781 30 715 28 663 26 636
140 37 900 34 821 32 759 30 723
160 41 1020 39 928 36 854 34 810
180 46 1139 43 1035 40 950 38 897
200 51 1258 48 1142 45 1045 42 984
220 56 1377 53 1248 49 1141 46 1070
240 61 1496 57 1355 53 1236 50 1157
260 66 1615 62 1462 58 1332 54 1244
280 71 1735 66 1569 62 1427 58 1331
300 76 1854 71 1675 66 1522 62 1418
320 81 1973 75 1782 70 1618 66 1505
340 86 2092 80 1889 75 1713 70 1591
360 91 2211 85 1996 79 1809 74 1678
380 96 2330 89 2102 83 1904 78 1765
400 101 2450 94 2209 87 2000 82 1852
420 106 2569 98 2316 92 2095 86 1939
440 111 2688 103 2423 96 2191 90 2026
460 115 2807 108 2529 100 2286 94 2112
480 120 2926 112 2636 104 2381 98 2199
500 125 3045 117 2743 109 2477 102 2286
520 130 3165 121 2850 113 2572 106 2373
540 135 3284 126 2956 117 2668 110 2460
560 140 3403 130 3063 121 2763 114 2547
580 145 3522 135 3170 126 2859 118 2633
600 150 3641 140 3277 130 2954 122 2720
NOTE: Effects of temperature on time and fuel are negligible. 9XC095-1

Arrival Weight 17,000 lb ISA

20
40
14 377 60
18 460 18 461 18 462 18 466 80
22 543 22 540 21 537 21 539 100
26 626 25 620 25 612 25 611 120
30 709 29 699 29 688 28 684 140
34 792 33 778 32 763 32 756 160
38 875 37 857 36 838 35 828 180
41 958 40 936 39 914 39 901 200
45 1041 44 1015 43 989 42 973 220
49 1124 48 1094 47 1065 46 1045 240
53 1207 52 1173 50 1140 49 1118 260
57 1290 55 1252 54 1215 53 1190 280
61 1373 59 1332 58 1291 56 1262 300
65 1456 63 1411 61 1366 60 1335 320
69 1539 67 1490 65 1441 63 1407 340
72 1622 70 1569 69 1517 67 1479 360
76 1705 74 1648 72 1592 70 1552 380
80 1788 78 1727 76 1667 74 1624 400
84 1871 82 1806 79 1743 77 1696 420
88 1954 86 1885 83 1818 81 1769 440
92 2037 89 1965 87 1893 84 1841 460
96 2120 93 2044 90 1969 88 1913 480
100 2202 97 2123 94 2044 91 1986 500
103 2285 101 2202 98 2120 95 2058 520
107 2368 104 2281 101 2195 98 2130 540
111 2451 108 2360 105 2270 102 2203 560
115 2534 112 2439 108 2346 105 2275 580
119 2617 116 2518 112 2421 109 2347 600
NOTE: Effects of temperature on time and fuel are negligible. 8XC095-2


20 7 198
40 12 321 11 305
60 17 443 16 415 15 406 15 407
80 22 566 21 525 20 504 19 496
100 27 688 25 635 24 602 23 586
120 32 811 30 745 28 700 27 675
140 37 933 34 855 32 798 31 765
160 41 1056 39 965 37 897 35 854
180 46 1178 43 1075 41 995 39 943
200 51 1300 48 1185 45 1093 43 1033
220 56 1423 53 1295 49 1191 47 1122
240 61 1545 57 1405 54 1289 51 1212
260 66 1668 62 1515 58 1387 55 1301
280 71 1790 66 1625 62 1486 59 1391
300 76 1913 71 1735 66 1584 63 1480
320 81 2035 76 1845 71 1682 67 1570
340 86 2158 80 1955 75 1780 71 1659
360 91 2280 85 2065 79 1878 75 1748
380 96 2403 89 2175 83 1977 79 1838
400 101 2525 94 2285 88 2075 83 1927
420 106 2648 99 2395 92 2173 87 2017
440 111 2770 103 2505 96 2271 91 2106
460 116 2896 108 2615 100 2369 95 2196
480 120 3022 112 2725 105 2467 99 2285
500 125 3148 117 2835 109 2566 103 2374
520 130 3274 122 2948 113 2664 107 2464
540 135 3400 126 3061 117 2762 111 2553
560 140 3526 131 3174 122 2860 115 2643
580 145 3652 135 3287 126 2960 119 2732
600 150 3778 140 3399 130 3061 123 2822
NOTES: 1. Effects of temperature on time and fuel are negligible. 8XC096-1
2. Shaded areas are to be used for interpolation purposes.


20
40
15 410 60
19 496 18 496 18 498 18 510 80
22 582 22 578 22 579 21 584 100
26 667 26 660 25 656 25 659 120
30 753 29 741 29 734 29 734 140
34 838 33 823 33 812 32 808 160
38 923 37 905 36 890 36 883 180
42 1009 41 986 40 968 39 958 200
46 1094 44 1068 43 1046 43 1032 220
49 1180 48 1150 47 1124 46 1107 240
53 1265 52 1231 51 1202 50 1182 260
57 1350 56 1313 54 1279 53 1256 280
61 1436 59 1395 58 1357 57 1331 300
65 1521 63 1477 62 1435 60 1406 320
69 1607 67 1558 65 1513 64 1480 340
73 1692 71 1640 69 1591 67 1555 360
77 1778 75 1722 73 1669 71 1630 380
80 1863 78 1803 76 1747 74 1704 400
84 1948 82 1885 80 1825 78 1779 420
88 2034 86 1967 83 1902 81 1854 440
92 2119 90 2048 87 1980 85 1928 460
96 2205 93 2130 91 2058 88 2003 480
100 2290 97 2212 94 2136 92 2078 500
104 2375 101 2294 98 2214 95 2153 520
108 2461 105 2375 102 2292 99 2227 540
111 2546 108 2457 105 2370 102 2302 560
115 2632 112 2539 109 2448 106 2377 580
119 2717 116 2620 113 2525 109 2451 600
NOTES: 1.Effects of temperature on time and fuel are negligible. 8XC096-2
2.Shaded areas are to be used for interpolation purposes.


20 7 216
40 12 342 12 326
60 17 468 16 440 15 428 15 433
80 22 594 21 553 20 529 19 529
100 27 720 25 666 24 630 23 621
120 32 847 30 779 28 731 27 713
140 37 973 34 892 32 832 31 805
160 42 1099 39 1005 37 933 35 897
180 47 1225 44 1119 41 1034 39 989
200 52 1351 48 1232 45 1135 43 1082
220 57 1477 53 1345 49 1236 47 1174
240 62 1603 57 1458 54 1337 51 1266
260 66 1729 62 1571 58 1438 55 1358
280 71 1856 67 1684 62 1539 59 1450
300 76 1984 71 1798 66 1640 63 1542
320 81 2112 76 1912 71 1741 67 1634
340 86 2240 80 2027 75 1842 71 1726
360 91 2368 85 2142 79 1944 75 1818
380 96 2496 90 2257 83 2047 79 1910
400 101 2624 94 2372 88 2150 83 2003
420 106 2752 99 2488 92 2253 87 2097
440 111 2880 103 2603 96 2356 91 2191
460 116 3009 108 2718 100 2459 95 2285
480 121 3137 113 2833 105 2562 99 2379
500 126 3265 117 2949 109 2665 103 2473
520 131 3393 122 3064 113 2768 107 2568
540 136 3524 126 3179 117 2871 111 2662
560 140 3655 131 3294 122 2975 115 2756
580 145 3786 136 3410 126 3078 119 2850
600 150 3917 140 3527 130 3181 123 2944


20
40
60
19 531 18 534 80
23 619 22 618 22 622 22 629 100
26 707 26 702 26 703 25 706 120
30 795 30 787 29 783 29 784 140
34 883 33 871 33 863 32 861 160
38 971 37 955 37 943 36 938 180
42 1060 41 1040 40 1024 39 1015 200
46 1148 45 1124 44 1104 43 1093 220
50 1236 48 1208 47 1184 46 1170 240
54 1324 52 1292 51 1264 50 1247 260
57 1412 56 1377 55 1345 53 1325 280
61 1500 60 1461 58 1425 57 1402 300
65 1588 64 1545 62 1505 60 1479 320
69 1676 67 1629 66 1585 64 1557 340
73 1764 71 1714 69 1666 68 1634 360
77 1852 75 1798 73 1746 71 1711 380
81 1940 79 1882 76 1826 75 1788 400
85 2029 82 1966 80 1906 78 1866 420
88 2119 86 2051 84 1987 82 1943 440
92 2209 90 2137 87 2067 85 2020 460
96 2299 94 2224 91 2149 89 2098 480
100 2389 97 2310 95 2232 92 2177 500
104 2480 101 2396 98 2314 96 2256 520
108 2570 105 2482 102 2396 99 2335 540
112 2660 109 2568 105 2478 103 2414 560
116 2750 112 2655 109 2561 106 2493 580
119 2840 116 2741 113 2643 110 2572 600


HOLDING FUEL FLOW
INTRODUCTION
This Sub-section provides tabulated data for holding fuel flow versus weight and holding altitude.
The data is provided for engine antice off and engine antice on. The fuel flows are calculated with the
assumption that the holding is accomplished while flying circuits with 25° bank and the extra drag for
this condition is allowed for.

HOLDING FUEL FLOW
ENGINE ANTICE OFF
ALTITUDE ft 1500 5000 10,000 15,000 20,000 25,000 30,000 35,000
WEIGHT lb KIAS TOTAL FUEL FLOW lb/hr
16,000 165 1038 1010 971 938 899 867 850 849
17,000 170 1086 1057 1017 981 940 909 891 879
18,000 175 1135 1105 1060 1023 982 951 934 922
19,000 180 1185 1154 1107 1066 1025 995 978 967
20,000 185 1236 1204 1153 1111 1068 1038 1022 1011
21,000 190 1288 1250 1197 1154 1111 1080 1065 1054
22,000 194 1339 1297 1243 1197 1156 1125 1109 1098
23,000 198 1387 1343 1287 1240 1199 1169 1150 1139
24,000 202 1433 1388 1332 1283 1242 1213 1193 1181
25,000 206 1481 1434 1378 1328 1286 1258 1236 1222
26,000 210 1527 1481 1425 1375 1333 1303 1279 1264
8XC098
NOTE: Total fuel flow is increased by approximately 50 lb/hr for every 10° C above ISA and
decreased by approximately 50 lb/hr for every 10° C below ISA.

HOLDING FUEL FLOW
ENGINE ANTICE ON
ALTITUDE ft 1500 5000 10,000 15,000 20,000 25,000 30,000 35,000
16,000 165 1163 1131 1088 1051 1007 971 952 951
17,000 170 1216 1184 1139 1099 1053 1018 998 984
18,000 175 1272 1239 1188 1147 1101 1066 1047 1034
19,000 180 1314 1280 1228 1182 1137 1103 1085 1072
20,000 185 1392 1356 1298 1251 1203 1169 1151 1138
21,000 190 1449 1406 1347 1298 1250 1215 1198 1186
22,000 194 1532 1484 1422 1369 1322 1287 1269 1256
23,000 198 1587 1536 1472 1419 1372 1337 1316 1303
24,000 202 1639 1588 1524 1468 1421 1388 1365 1351
25,000 206 1694 1641 1576 1519 1471 1439 1414 1398
26,000 210 1747 1694 1630 1573 1525 1491 1463 1446
8XC098
NOTE: Total fuel flow is increased by approximately 50 lb/hr for every 10° C above ISA and
decreased by approximately 50 lb/hr for every 10° C below ISA.


Pro Line 21
Section - IV
Sub-section 3
CLIMB
Table of Contents
Page
INTRODUCTION .......................................................................................... 3-3

NORMAL CLIMB.......................................................................................... 3-4
ISA -15° C.................................................................................................. 3-4
ISA -10° C.................................................................................................. 3-6
ISA ............................................................................................................. 3-8
ISA +5° C................................................................................................. 3-10
ISA +10° C............................................................................................... 3-12
ISA +15° C............................................................................................... 3-14
ISA +20° C............................................................................................... 3-16
OPTIMUM TIME-TO-HEIGHT CLIMB........................................................ 3-18
ISA -15° C................................................................................................ 3-18
ISA -10° C................................................................................................ 3-20
ISA ........................................................................................................... 3-22
ISA +10° C............................................................................................... 3-24
ISA +15° C............................................................................................... 3-26
ISA +20° C............................................................................................... 3-28
PRESSURE RATE OF CLIMB................................................................... 3-30
Figure 1 - Normal Procedure
Pressure Rate of Climb - Antice Off ................................. 3-30


CLIMB Original Issue: Feb, 2002
INTRODUCTION
Climb fuel, distance and time are tabulated versus take-off weight and altitude at top of climb.
Fuel and time for takeoff and initial climb to 160 KIAS at 1000 ft are included. The data is presented for
temperatures in the range from ISA -15° C to ISA + 20° C.
TABLES ARE PRESENTED FOR TWO CLIMBS:

Normal Climb and Optimum Time-to-Height Climb. Both climb procedures commence at 160 KIAS at
1000 ft and accelerate to 250 KIAS at 5000 ft.
NORMAL CLIMB (Reference the charts on pages 3-4 through 3-17)

From 5000 ft, the normal climb continues at 250 KIAS to 32,000 ft
at which IMN = 0.70. The final part of the climb to cruise altitude is at IMN = 0.70.
OPTIMUM TIME-TO-HEIGHT CLIMB (Reference the charts on pages 3-18 through 3-29)
From 5000 ft, the optimum time-to-height climb continues at 250 KIAS to 28,000 ft
at which IMN = 0.63. The final part of the climb to cruise altitude is at IMN = 0.63.
A GRAPH IS PRESENTED FOR PRESSURE RATE OF CLIMB:

NORMAL PROCEDURE PRESSURE RATE OF CLIMB
This data is provided in Figure 1 which shows the instantaneous rates of climb for varying altitudes,
climb weights and temperatures relative to ISA, with ANTICE OFF.

Revision A1: Nov, 2002 CLIMB
NORMAL CLIMB
TABLE UNITS
ISA - 15° C
Take-off Weight (TOW) ................... pounds
FUEL .............................................. pounds
DIST ............................................... nautical miles
TIME ............................................... minutes
ALTITUDE (x 1000 ft) AT TOP OF CLIMB
TOW 1 3 5 7 9 11 13 15 17 19 21
FUEL 62 96 128 151 173 194 216 237 259 281 304
19,000 DIST 0 1 3 5 6 7 9 11 12 14 17
TIME 1 2 2 2 3 3 3 4 4 4 5
FUEL 65 101 135 160 183 205 228 251 274 297 321
20,000 DIST 0 2 3 5 6 8 10 11 13 15 18
TIME 1 2 2 3 3 3 4 4 4 5 5
FUEL 69 107 142 168 193 217 241 265 289 314 339
21,000 DIST 0 2 4 5 7 8 10 12 14 16 19
TIME 1 2 2 3 3 3 4 4 4 5 5
FUEL 72 112 150 177 203 228 253 279 304 331 357
22,000 DIST 0 2 4 6 7 9 11 13 15 17 20
TIME 1 2 2 3 3 4 4 4 5 5 6
FUEL 75 117 157 186 213 239 266 293 320 348 376
23,000 DIST 0 2 4 6 8 9 11 13 16 18 21
TIME 1 2 2 3 3 4 4 5 5 5 6
FUEL 78 123 164 195 223 251 279 307 336 365 395
24,000 DIST 0 2 4 6 8 10 12 14 16 19 22
TIME 1 2 3 3 3 4 4 5 5 6 6
FUEL 81 129 172 204 233 263 292 322 352 382 414
25,000 DIST 0 2 5 7 8 10 12 15 17 20 23
TIME 1 2 3 3 4 4 4 5 5 6 7
FUEL 84 134 180 213 244 275 306 337 368 400 433
26,000 DIST 0 2 5 7 9 11 13 15 18 21 24
TIME 1 2 3 3 4 4 5 5 6 6 7
FUEL 87 140 188 223 255 287 319 352 385 418 453
27,000 DIST 0 2 5 7 9 11 14 16 19 22 25
TIME 1 2 3 3 4 4 5 5 6 7 7
FUEL 90 146 196 232 266 299 333 367 401 437 473
28,000 DIST 0 2 5 8 10 12 14 17 20 23 27
TIME 2 2 3 4 4 5 5 6 6 7 7
8XC103-1

CLIMB Revision A1: Nov, 2002
NORMAL CLIMB
TABLE UNITS
ISA - 15° C
Take-off Weight (TOW)................... pounds
FUEL.............................................. pounds
TIME .............................................. minutes

23 25 27 29 31 33 35 37 39 41 TOW
327 351 376 402 431 462 488 518 551 588 FUEL
19 22 25 29 34 39 44 50 58 67 DIST 19,000
5 6 6 7 8 9 9 10 12 13 TIME
346 371 398 427 457 490 519 551 588 628 FUEL
20 23 27 31 36 42 47 54 62 73 DIST 20,000
6 6 7 7 8 9 10 11 12 14 TIME
365 393 421 451 484 520 550 585 625 671 FUEL
21 25 28 33 38 44 50 58 67 78 DIST 21,000
6 6 7 8 9 10 11 12 13 15 TIME
385 414 444 476 511 549 582 620 664 716 FUEL
23 26 30 35 40 47 53 61 71 85 DIST 22,000
6 7 8 8 9 10 11 12 14 16 TIME
405 436 468 502 539 580 616 657 705 765 FUEL
24 28 32 37 43 50 57 65 77 92 DIST 23,000
7 7 8 9 10 11 12 13 15 17 TIME
426 458 492 528 567 611 649 694 749 818 FUEL
25 29 34 39 45 53 60 70 82 100 DIST 24,000
7 8 8 9 10 11 12 14 16 19 TIME
446 480 516 554 596 643 684 733 795 878 FUEL
27 31 35 41 47 56 64 74 88 109 DIST 25,000
7 8 9 10 11 12 13 15 17 20 TIME
467 503 541 582 626 676 720 774 845 947 FUEL
28 32 37 43 50 59 67 79 95 121 DIST 26,000
8 8 9 10 11 13 14 16 18 22 TIME
489 526 566 609 656 709 757 817 900 1032 FUEL
29 34 39 45 53 62 71 84 103 137 DIST 27,000
8 9 10 11 12 13 15 17 20 25 TIME
510 550 592 637 687 744 796 864 961 1150 FUEL
31 35 41 47 55 65 75 90 112 160 DIST 28,000
8 9 10 11 12 14 15 18 21 29 TIME

NORMAL CLIMB
TABLE UNITS
ISA - 10° C
FUEL .............................................. pounds
TIME ............................................... minutes
TOW 1 3 5 7 9 11 13 15 17 19 21
FUEL 62 97 129 153 175 197 219 241 264 287 310
19,000 DIST 0 2 3 5 6 8 9 11 13 15 17
TIME 1 2 2 2 3 3 3 4 4 5 5
FUEL 65 102 136 162 185 208 232 255 279 303 328
20,000 DIST 0 2 4 5 7 8 10 12 14 16 18
TIME 1 2 2 3 3 3 4 4 4 5 5
FUEL 69 107 144 170 195 220 244 269 294 320 346
21,000 DIST 0 2 4 5 7 9 10 12 14 17 19
TIME 1 2 2 3 3 3 4 4 5 5 6
FUEL 72 113 151 179 205 231 257 283 310 337 365
22,000 DIST 0 2 4 6 7 9 11 13 15 18 21
TIME 1 2 2 3 3 4 4 4 5 5 6
FUEL 75 118 158 188 216 243 270 298 326 355 384
23,000 DIST 0 2 4 6 8 10 12 14 16 19 22
TIME 1 2 3 3 3 4 4 5 5 6 6
FUEL 78 124 166 197 226 255 283 312 342 372 403
24,000 DIST 0 2 4 6 8 10 12 14 17 20 23
TIME 1 2 3 3 3 4 4 5 5 6 6
FUEL 81 129 174 206 237 267 297 327 358 390 423
25,000 DIST 0 2 5 7 9 11 13 15 18 21 24
TIME 1 2 3 3 4 4 5 5 6 6 7
FUEL 84 135 181 216 247 279 310 342 375 408 443
26,000 DIST 0 2 5 7 9 11 13 16 19 22 25
TIME 1 2 3 3 4 4 5 5 6 6 7
FUEL 87 141 189 225 258 291 324 358 392 427 463
27,000 DIST 0 2 5 7 10 12 14 17 20 23 27
TIME 1 2 3 3 4 4 5 5 6 7 7
FUEL 90 147 198 235 269 304 338 373 409 446 483
28,000 DIST 0 2 5 8 10 12 15 17 20 24 28
TIME 2 2 3 4 4 5 5 6 6 7 8
8XC104-1

NORMAL CLIMB
TABLE UNITS
ISA - 10° C
FUEL.............................................. pounds
TIME .............................................. minutes

23 25 27 29 31 33 35 37 39 41 TOW
334 359 385 413 443 476 503 534 568 607 FUEL
20 23 27 31 35 41 47 53 61 71 DIST 19,000
5 6 7 7 8 9 10 11 12 13 TIME
354 380 409 438 470 505 535 568 606 649 FUEL
21 25 28 33 38 44 50 57 65 76 DIST 20,000
6 6 7 8 8 9 10 11 13 14 TIME
374 402 432 464 498 536 568 604 645 693 FUEL
23 26 30 35 40 47 53 61 70 82 DIST 21,000
6 7 7 8 9 10 11 12 14 15 TIME
394 424 456 490 526 567 601 640 686 740 FUEL
24 28 32 37 43 50 56 65 75 89 DIST 22,000
6 7 8 9 10 11 12 13 14 17 TIME
415 447 480 516 555 599 636 678 729 791 FUEL
25 29 34 39 45 53 60 69 81 96 DIST 23,000
7 7 8 9 10 11 12 14 15 18 TIME
436 469 505 543 585 631 671 717 774 847 FUEL
26 31 35 41 48 56 64 73 86 105 DIST 24,000
7 8 9 10 11 12 13 14 16 19 TIME
457 492 530 570 615 664 707 758 822 909 FUEL
28 32 37 43 50 59 67 78 93 115 DIST 25,000
7 8 9 10 11 12 14 15 18 21 TIME
478 516 556 599 646 698 745 800 874 982 FUEL
29 34 39 45 53 62 71 83 100 127 DIST 26,000
8 9 9 10 12 13 14 16 19 23 TIME
500 540 582 627 677 733 783 846 931 1071 FUEL
31 36 41 48 56 66 76 89 108 144 DIST 27,000
8 9 10 11 12 14 15 17 20 26 TIME
523 564 609 656 710 770 824 894 996 1198 FUEL
32 37 43 50 59 69 80 95 118 170 DIST 28,000
8 9 10 12 13 14 16 18 22 30 TIME

NORMAL CLIMB
TABLE UNITS
ISA
FUEL .............................................. pounds
TIME ............................................... minutes
TOW 1 3 5 7 9 11 13 15 17 19 21
FUEL 62 98 132 157 181 204 228 252 276 302 328
19,000 DIST 0 2 3 5 7 8 10 12 15 17 20
TIME 1 2 2 2 3 3 4 4 4 5 5
FUEL 65 104 140 166 191 216 241 267 293 319 347
20,000 DIST 0 2 4 5 7 9 11 13 16 19 22
TIME 1 2 2 3 3 3 4 4 5 5 6
FUEL 69 109 147 175 201 228 254 281 309 337 367
21,000 DIST 0 2 4 6 8 10 12 14 17 20 23
TIME 1 2 2 3 3 4 4 4 5 6 6
FUEL 72 115 155 184 212 240 268 296 326 356 387
22,000 DIST 0 2 4 6 8 10 12 15 18 21 24
TIME 1 2 2 3 3 4 4 5 5 6 6
FUEL 75 120 162 193 223 252 281 312 342 374 407
23,000 DIST 0 2 4 6 8 11 13 16 19 22 26
TIME 1 2 3 3 3 4 4 5 6 6 7
FUEL 78 126 170 203 234 264 295 327 360 393 428
24,000 DIST 0 2 5 7 9 11 14 16 20 23 27
TIME 1 2 3 3 4 4 5 5 6 6 7
FUEL 81 132 178 212 245 277 309 343 377 412 449
25,000 DIST 0 2 5 7 9 12 14 17 21 24 29
TIME 1 2 3 3 4 4 5 5 6 7 8
FUEL 84 137 186 222 256 290 324 359 395 432 471
26,000 DIST 0 2 5 7 10 12 15 18 22 26 30
TIME 1 2 3 3 4 4 5 6 6 7 8
FUEL 87 143 194 232 267 303 338 375 413 452 493
27,000 DIST 0 2 5 8 10 13 16 19 23 27 31
TIME 1 2 3 4 4 5 5 6 7 7 8
FUEL 90 149 202 242 279 316 353 392 431 472 515
28,000 DIST 0 3 6 8 11 14 17 20 24 28 33
TIME 2 2 3 4 4 5 5 6 7 8 9
8XC105-1

NORMAL CLIMB
TABLE UNITS
ISA
Take-off Weight (TOW) ...................pounds
FUEL...............................................pounds
DIST................................................nautical miles
TIME ...............................................minutes

23 25 27 29 31 33 35 37 39 41 TOW
355 383 412 444 478 516 549 586 628 675 FUEL
24 27 32 37 43 50 56 64 75 87 DIST 19,000
6 7 7 8 9 10 11 12 14 16 TIME
376 406 438 471 508 549 585 625 671 725 FUEL
25 29 34 39 45 53 60 69 80 94 DIST 20,000
6 7 8 9 10 11 12 13 15 17 TIME
397 429 463 500 539 583 622 666 717 778 FUEL
27 31 36 42 48 57 65 74 86 102 DIST 21,000
7 8 8 9 10 12 13 14 16 18 TIME
419 453 489 528 571 618 660 708 765 835 FUEL
28 33 38 44 51 60 69 79 93 112 DIST 22,000
7 8 9 10 11 12 14 15 17 20 TIME
442 478 516 558 603 654 699 752 816 899 FUEL
30 35 40 47 55 64 73 85 100 122 DIST 23,000
8 8 9 10 12 13 14 16 18 22 TIME
465 503 544 588 636 691 740 797 870 973 FUEL
32 37 43 49 58 68 78 91 108 135 DIST 24,000
8 9 10 11 12 14 15 17 20 24 TIME
488 528 571 618 670 729 782 845 930 1060 FUEL
33 39 45 52 61 72 83 97 117 152 DIST 25,000
8 9 10 11 13 14 16 18 21 26 TIME
511 554 600 650 705 768 826 897 998 1172 FUEL
35 41 47 55 65 76 88 104 128 174 DIST 26,000
9 10 11 12 14 15 17 19 23 30 TIME
536 581 629 682 740 808 872 952 1075 FUEL
37 43 50 58 68 81 94 111 141 DIST 27,000
9 10 11 13 14 16 18 21 25 TIME
560 608 659 715 777 850 920 1013 1168 FUEL
38 45 52 61 72 86 100 120 158 DIST 28,000
10 11 12 13 15 17 19 22 28 TIME

NORMAL CLIMB
TABLE UNITS
ISA + 5° C
FUEL .............................................. pounds
TIME ............................................... minutes
TOW 1 3 5 7 9 11 13 15 17 19 21
FUEL 62 100 135 161 186 211 236 261 287 314 341
19,000 DIST 0 2 4 6 7 9 11 14 16 19 23
TIME 1 2 2 3 3 3 4 4 5 5 6
FUEL 65 105 142 171 197 223 249 276 304 332 361
20,000 DIST 0 2 4 6 8 10 12 15 18 21 24
TIME 1 2 2 3 3 4 4 5 5 6 6
FUEL 69 111 150 180 208 235 263 292 321 351 382
21,000 DIST 0 2 4 6 8 10 13 16 19 22 26
TIME 1 2 2 3 3 4 4 5 5 6 7
FUEL 72 116 158 189 219 248 277 308 339 370 403
22,000 DIST 0 2 4 7 9 11 14 16 20 23 27
TIME 1 2 3 3 3 4 4 5 6 6 7
FUEL 75 122 166 199 230 260 292 324 356 390 425
23,000 DIST 0 2 5 7 9 12 14 17 21 24 29
TIME 1 2 3 3 4 4 5 5 6 7 7
FUEL 78 127 174 208 241 273 306 340 374 410 447
24,000 DIST 0 2 5 7 10 12 15 18 22 26 30
TIME 1 2 3 3 4 4 5 6 6 7 8
FUEL 81 133 182 218 252 286 321 356 393 430 469
25,000 DIST 0 2 5 8 10 13 16 19 23 27 32
TIME 1 2 3 3 4 5 5 6 7 7 8
FUEL 84 139 190 228 264 300 336 373 412 451 492
26,000 DIST 0 3 6 8 11 14 17 20 24 29 34
TIME 1 2 3 4 4 5 5 6 7 8 9
FUEL 87 145 199 239 276 313 351 391 431 472 516
27,000 DIST 0 3 6 9 11 14 18 21 25 30 35
TIME 1 2 3 4 4 5 6 6 7 8 9
FUEL 90 151 207 249 288 327 367 408 450 494 540
28,000 DIST 0 3 6 9 12 15 18 22 27 31 37
TIME 2 2 3 4 5 5 6 7 7 8 9
8XC106-1

NORMAL CLIMB
TABLE UNITS
ISA + 5° C
FUEL .............................................. pounds
TIME ............................................... minutes

23 25 27 29 31 33 35 37 39 41 TOW
370 400 432 466 504 547 583 624 672 727 FUEL
26 31 35 41 48 56 64 73 85 100 DIST 19,000
7 7 8 9 10 11 12 14 15 18 TIME
392 424 458 496 536 582 622 667 720 783 FUEL
28 33 38 44 51 60 68 79 92 109 DIST 20,000
7 8 9 10 11 12 13 15 17 19 TIME
415 449 486 526 570 619 663 712 771 843 FUEL
30 35 40 47 54 64 73 85 99 119 DIST 21,000
7 8 9 10 11 13 14 16 18 21 TIME
438 475 514 556 604 657 705 759 825 911 FUEL
32 37 43 50 58 68 78 91 107 130 DIST 22,000
8 9 10 11 12 14 15 17 19 23 TIME
462 501 542 588 639 697 748 808 883 988 FUEL
33 39 45 53 62 73 84 97 116 144 DIST 23,000
8 9 10 11 13 14 16 18 21 25 TIME
486 527 572 620 674 737 793 859 947 1080 FUEL
35 41 48 56 65 78 89 104 126 162 DIST 24,000
9 10 11 12 13 15 17 19 22 28 TIME
511 554 601 653 711 779 840 913 1018 1199 FUEL
37 43 50 59 69 82 95 112 138 187 DIST 25,000
9 10 11 13 14 16 18 20 24 32 TIME
536 582 632 687 749 822 889 972 1100 FUEL
39 46 53 62 73 87 102 120 152 DIST 26,000
10 11 12 13 15 17 19 22 27 TIME
562 611 663 722 788 867 941 1037 1201 FUEL
41 48 56 66 77 93 108 130 171 DIST 27,000
10 11 12 14 16 18 20 24 30 TIME
588 640 696 758 829 914 996 1109 1334 FUEL
43 50 59 69 82 98 116 141 197 DIST 28,000
10 12 13 15 17 19 22 25 34 TIME

NORMAL CLIMB
TABLE UNITS
ISA + 10° C
FUEL .............................................. pounds
TIME ............................................... minutes
TOW 1 3 5 7 9 11 13 15 17 19 21
FUEL 62 101 138 166 192 218 245 272 300 328 357
19,000 DIST 0 2 4 6 8 10 13 15 18 22 25
TIME 1 2 2 3 3 4 4 5 5 6 6
FUEL 65 106 146 175 203 231 259 288 318 348 379
20,000 DIST 0 2 4 6 9 11 14 16 20 23 27
TIME 1 2 2 3 3 4 4 5 5 6 7
FUEL 69 112 153 185 215 244 274 305 336 368 401
21,000 DIST 0 2 5 7 9 12 14 17 21 25 29
TIME 1 2 2 3 3 4 5 5 6 6 7
FUEL 72 118 161 195 226 257 289 321 355 389 424
22,000 DIST 0 2 5 7 10 12 15 18 22 26 30
TIME 1 2 3 3 4 4 5 5 6 7 8
FUEL 75 123 170 205 238 270 304 338 373 410 447
23,000 DIST 0 2 5 8 10 13 16 20 23 28 32
TIME 1 2 3 3 4 4 5 6 6 7 8
FUEL 78 129 178 215 250 284 319 356 393 431 471
24,000 DIST 0 2 5 8 11 14 17 21 25 29 34
TIME 1 2 3 3 4 5 5 6 7 8 8
FUEL 81 135 186 225 262 298 335 373 412 453 495
25,000 DIST 0 3 6 9 11 14 18 22 26 31 36
TIME 1 2 3 4 4 5 6 6 7 8 9
FUEL 84 141 195 236 274 312 351 391 432 475 519
26,000 DIST 0 3 6 9 12 15 19 23 27 32 38
TIME 1 2 3 4 4 5 6 7 7 8 9
FUEL 87 147 204 246 286 326 367 409 453 498 544
27,000 DIST 0 3 6 9 13 16 20 24 29 34 40
TIME 1 2 3 4 5 5 6 7 8 9 10
FUEL 90 154 213 257 299 341 384 428 474 521 570
28,000 DIST 0 3 7 10 13 17 21 25 30 35 42
TIME 2 2 3 4 5 6 6 7 8 9 10
8XC107-1

NORMAL CLIMB
TABLE UNITS
ISA + 10° C
FUEL.............................................. pounds
TIME .............................................. minutes

23 25 27 29 31 33 35 37 39 41 TOW
388 420 455 494 537 586 627 674 730 796 FUEL
30 34 40 46 54 64 73 84 98 117 DIST 19,000
7 8 9 10 11 13 14 15 17 20 TIME
412 447 484 526 573 625 671 722 785 861 FUEL
31 37 42 50 58 69 79 91 107 128 DIST 20,000
8 8 9 11 12 13 15 17 19 22 TIME
436 473 514 558 609 666 716 773 843 933 FUEL
33 39 45 53 62 74 85 98 116 141 DIST 21,000
8 9 10 11 13 14 16 18 20 24 TIME
461 501 544 592 646 709 763 826 906 1016 FUEL
35 41 48 56 66 79 91 106 126 157 DIST 22,000
8 9 11 12 13 15 17 19 22 27 TIME
486 529 575 626 685 753 813 882 975 1116 FUEL
38 44 51 60 71 84 98 114 137 177 DIST 23,000
9 10 11 13 14 16 18 20 24 30 TIME
512 557 607 662 725 798 864 942 1052 1247 FUEL
40 46 54 63 75 90 104 123 151 205 DIST 24,000
9 11 12 13 15 17 19 22 26 34 TIME
539 587 639 698 766 846 918 1006 1141 FUEL
42 49 57 67 80 96 112 132 167 DIST 25,000
10 11 12 14 16 18 21 24 29 TIME
566 617 672 735 808 895 975 1076 1253 FUEL
44 51 60 71 85 102 120 143 189 DIST 26,000
10 12 13 15 17 19 22 25 32 TIME
594 648 707 774 852 947 1036 1155 FUEL
46 54 64 75 90 109 128 156 DIST 27,000
11 12 14 16 18 21 23 27 TIME
622 679 742 814 898 1002 1102 1248 FUEL
49 57 67 79 95 116 138 172 DIST 28,000
11 13 14 16 19 22 25 30 TIME

NORMAL CLIMB
TABLE UNITS
ISA + 15° C
FUEL .............................................. pounds
TIME ............................................... minutes
TOW 1 3 5 7 9 11 13 15 17 19 21
FUEL 62 102 141 171 199 227 255 285 315 345 377
19,000 DIST 0 2 4 7 9 12 14 17 21 25 29
TIME 1 2 2 3 3 4 4 5 6 6 7
FUEL 65 108 149 181 211 240 271 302 334 367 401
20,000 DIST 0 2 5 7 10 12 15 19 22 26 31
TIME 1 2 2 3 4 4 5 5 6 7 8
FUEL 69 114 157 191 222 254 286 319 353 388 425
21,000 DIST 0 2 5 8 10 13 16 20 24 28 33
TIME 1 2 3 3 4 4 5 6 6 7 8
FUEL 72 119 165 201 234 268 302 337 373 410 449
22,000 DIST 0 2 5 8 11 14 17 21 25 29 35
TIME 1 2 3 3 4 5 5 6 7 8 8
FUEL 75 125 174 211 247 282 318 355 393 433 474
23,000 DIST 0 2 6 9 11 15 18 22 26 31 37
TIME 1 2 3 3 4 5 5 6 7 8 9
FUEL 78 131 182 222 259 296 334 374 414 456 500
24,000 DIST 0 3 6 9 12 15 19 23 28 33 39
TIME 1 2 3 4 4 5 6 7 7 8 9
FUEL 81 137 191 233 272 311 351 392 435 479 526
25,000 DIST 0 3 6 9 13 16 20 24 29 35 41
TIME 1 2 3 4 5 5 6 7 8 9 10
FUEL 84 144 200 244 285 326 368 412 457 504 552
26,000 DIST 0 3 7 10 13 17 21 26 31 37 43
TIME 1 2 3 4 5 5 6 7 8 9 10
FUEL 87 150 209 255 298 341 386 432 479 528 580
27,000 DIST 0 3 7 10 14 18 22 27 32 39 45
TIME 1 2 3 4 5 6 7 8 9 10 11
FUEL 90 157 219 267 312 357 403 452 502 554 608
28,000 DIST 0 3 7 11 15 19 23 28 34 40 48
TIME 2 3 4 4 5 6 7 8 9 10 11
8XC108-1

NORMAL CLIMB
TABLE UNITS
ISA + 15° C
FUEL.............................................. pounds
TIME .............................................. minutes

23 25 27 29 31 33 35 37 39 41 TOW
411 447 486 530 582 642 693 748 815 899 FUEL
34 39 46 54 64 77 88 102 120 144 DIST 19,000
8 9 10 11 13 14 16 18 21 24 TIME
436 475 517 565 622 688 744 806 882 981 FUEL
36 42 49 57 69 83 96 111 131 160 DIST 20,000
8 9 10 12 13 16 17 20 23 27 TIME
463 504 550 602 663 735 798 867 953 1076 FUEL
38 44 52 61 74 89 103 120 143 180 DIST 21,000
9 10 11 13 14 17 19 21 24 30 TIME
490 534 583 639 705 785 855 931 1032 1192 FUEL
40 47 55 65 79 96 112 130 157 205 DIST 22,000
9 11 12 13 15 18 20 23 27 34 TIME
518 565 617 678 750 837 915 1001 1121 FUEL
43 50 59 70 84 103 121 142 174 DIST 23,000
10 11 13 14 16 19 22 25 29 TIME
546 596 652 717 796 892 978 1076 1225 FUEL
45 53 62 74 90 110 130 154 194 DIST 24,000
10 12 13 15 17 20 23 27 32 TIME
575 628 688 758 843 949 1046 1160 1356 FUEL
48 56 66 79 96 118 141 168 221 DIST 25,000
11 12 14 16 18 22 25 29 37 TIME
605 662 726 801 894 1011 1120 1255 FUEL
51 59 70 84 102 127 152 185 DIST 26,000
12 13 15 17 20 23 27 32 TIME
635 696 764 845 946 1075 1201 1367 FUEL
53 63 74 89 109 136 165 206 DIST 27,000
12 14 16 18 21 25 29 35 TIME
667 731 804 891 1001 1146 1293 1508 FUEL
56 66 78 94 116 147 180 233 DIST 28,000
13 14 16 19 22 27 31 39 TIME

NORMAL CLIMB
TABLE UNITS
ISA + 20° C
FUEL .............................................. pounds
TIME ............................................... minutes
TOW 1 3 5 7 9 11 13 15 17 19 21
FUEL 62 104 145 177 207 237 267 299 331 365 400
19,000 DIST 0 2 5 8 10 13 16 20 23 28 33
TIME 1 2 2 3 4 4 5 5 6 7 8
FUEL 65 110 153 187 219 251 283 317 352 388 425
20,000 DIST 0 2 5 8 11 14 17 21 25 30 35
TIME 1 2 3 3 4 4 5 6 7 7 8
FUEL 69 115 162 197 231 265 300 336 373 411 451
21,000 DIST 0 2 6 9 11 15 18 22 27 31 37
TIME 1 2 3 3 4 5 5 6 7 8 9
FUEL 72 121 170 208 244 280 317 355 394 435 477
22,000 DIST 0 3 6 9 12 15 19 23 28 33 39
TIME 1 2 3 4 4 5 6 6 7 8 9
FUEL 75 128 179 219 257 295 334 374 416 459 505
23,000 DIST 0 3 6 10 13 16 20 25 30 35 42
TIME 1 2 3 4 4 5 6 7 8 9 10
FUEL 78 134 188 230 270 310 351 394 438 484 532
24,000 DIST 0 3 7 10 14 17 22 26 32 37 44
TIME 1 2 3 4 5 5 6 7 8 9 10
FUEL 81 140 197 242 284 326 369 414 461 510 561
25,000 DIST 0 3 7 11 14 18 23 28 33 40 47
TIME 1 2 3 4 5 6 7 8 9 10 11
FUEL 84 147 207 253 297 342 387 435 485 536 590
26,000 DIST 0 3 7 11 15 19 24 29 35 42 49
TIME 1 2 3 4 5 6 7 8 9 10 12
FUEL 87 153 216 265 312 358 406 457 509 563 621
27,000 DIST 0 3 8 12 16 20 25 31 37 44 52
TIME 1 3 4 4 5 6 7 8 9 11 12
FUEL 90 160 226 277 326 375 425 478 533 591 651
28,000 DIST 0 4 8 12 17 21 26 32 39 46 55
TIME 2 3 4 5 6 7 8 9 10 11 13
8XC109-1

NORMAL CLIMB
TABLE UNITS
ISA + 20° C
FUEL...............................................pounds
TIME ...............................................minutes

23 25 27 29 31 33 35 37 39 41 TOW
437 477 521 572 634 709 774 844 928 1038 FUEL
38 45 52 62 75 92 108 126 149 183 DIST 19,000
9 10 11 13 14 17 19 22 25 30 TIME
464 508 556 611 679 762 836 915 1013 1149 FUEL
41 48 56 67 81 100 117 138 165 208 DIST 20,000
9 10 12 13 15 18 21 24 28 34 TIME
493 540 591 652 726 819 901 992 1107 1286 FUEL
43 51 60 72 87 108 128 151 184 239 DIST 21,000
10 11 13 14 17 20 22 26 30 38 TIME
523 572 628 694 775 878 972 1076 1214 FUEL
46 54 64 77 94 117 140 166 205 DIST 22,000
10 12 13 15 18 21 24 28 34 TIME
553 607 667 738 827 943 1050 1170 1342 FUEL
49 58 68 82 100 127 152 183 232 DIST 23,000
11 12 14 16 19 23 26 31 38 TIME
584 641 706 783 881 1011 1134 1275 1506 FUEL
52 61 73 87 108 137 167 203 268 DIST 24,000
12 13 15 17 20 24 29 34 43 TIME
616 677 747 830 938 1084 1226 1397 FUEL
55 65 77 93 115 149 183 227 DIST 25,000
12 14 16 18 22 26 31 38 TIME
649 714 789 880 998 1165 1332 1548 FUEL
58 69 82 99 124 162 202 258 DIST 26,000
13 15 17 19 23 29 34 42 TIME
683 753 833 931 1062 1252 1453 FUEL
61 73 87 105 133 176 224 DIST 27,000
14 16 18 21 25 31 38 TIME
717 791 876 981 1123 1336 1605 FUEL
64 76 91 111 141 189 254 DIST 28,000
14 16 19 22 26 33 42 TIME

OPTIMUM TIME-TO-HEIGHT CLIMB
TABLE UNITS
ISA -15° C
FUEL .............................................. pounds
TIME ............................................... minutes
TOW 1 3 5 7 9 11 13 15 17 19 21
FUEL 62 96 128 151 173 194 216 238 259 281 304
19,000 DIST 0 1 3 5 6 7 9 11 12 14 17
TIME 1 2 2 2 3 3 3 4 4 4 5
FUEL 65 101 135 160 183 206 228 251 274 298 321
20,000 DIST 0 2 3 5 6 8 10 11 13 15 18
TIME 1 2 2 3 3 3 4 4 4 5 5
FUEL 69 107 142 168 193 217 241 265 289 314 339
21,000 DIST 0 2 4 5 7 8 10 12 14 16 19
TIME 1 2 2 3 3 3 4 4 4 5 5
FUEL 72 112 149 177 203 228 253 279 305 331 358
22,000 DIST 0 2 4 6 7 9 11 13 15 17 20
TIME 1 2 2 3 3 4 4 4 5 5 6
FUEL 75 117 157 186 213 239 266 293 320 348 376
23,000 DIST 0 2 4 6 8 9 11 13 16 18 21
TIME 1 2 2 3 3 4 4 5 5 5 6
FUEL 78 123 164 195 223 251 279 307 336 365 395
24,000 DIST 0 2 4 6 8 10 12 14 16 19 22
TIME 1 2 3 3 3 4 4 5 5 6 6
FUEL 81 128 172 204 234 263 292 322 352 382 414
25,000 DIST 0 2 5 7 8 10 12 15 17 20 23
TIME 1 2 3 3 4 4 4 5 5 6 7
FUEL 84 134 180 213 244 275 306 337 368 400 433
26,000 DIST 0 2 5 7 9 11 13 15 18 21 24
TIME 1 2 3 3 4 4 5 5 6 6 7
FUEL 87 140 188 223 255 287 319 352 385 418 453
27,000 DIST 0 2 5 7 9 11 14 16 19 22 25
TIME 1 2 3 3 4 4 5 5 6 7 7
FUEL 90 146 196 232 266 299 333 367 401 437 473
28,000 DIST 0 2 5 8 10 12 14 17 20 23 26
TIME 2 2 3 4 4 5 5 6 6 7 7
8XC193-1

TABLE UNITS
ISA -15° C
FUEL...............................................pounds
TIME ...............................................minutes

23 25 27 29 31 33 35 37 39 41 TOW
327 351 376 398 420 442 466 493 522 556 FUEL
19 22 25 28 32 35 40 45 52 60 DIST 19,000
5 6 6 7 7 8 9 10 11 12 TIME
346 371 398 422 445 469 495 524 557 595 FUEL
20 23 27 30 34 38 43 48 56 65 DIST 20,000
6 6 7 7 8 9 9 10 12 13 TIME
365 393 421 447 471 497 525 556 593 636 FUEL
21 25 28 32 36 40 45 52 60 70 DIST 21,000
6 6 7 8 8 9 10 11 12 14 TIME
385 414 444 472 498 525 555 589 631 680 FUEL
23 26 30 34 38 43 48 55 64 76 DIST 22,000
6 7 7 8 9 10 11 12 13 15 TIME
405 436 468 497 525 554 586 624 670 728 FUEL
24 28 32 36 40 45 51 59 69 83 DIST 23,000
7 7 8 9 9 10 11 12 14 17 TIME
426 458 492 523 552 583 618 660 713 781 FUEL
25 29 33 38 42 48 54 63 74 91 DIST 24,000
7 8 8 9 10 11 12 13 15 18 TIME
446 480 516 549 580 614 652 698 758 843 FUEL
27 31 35 40 45 50 57 67 80 101 DIST 25,000
7 8 9 9 10 11 12 14 16 20 TIME
467 503 541 576 609 645 686 738 808 918 FUEL
28 32 37 42 47 53 61 71 87 114 DIST 26,000
8 8 9 10 11 12 13 15 18 22 TIME
489 526 566 603 638 677 722 781 863 1022 FUEL
29 34 39 44 50 56 65 76 95 134 DIST 27,000
8 9 10 10 11 12 14 16 19 26 TIME
510 550 592 631 668 710 760 826 929 FUEL
31 35 41 46 52 59 68 82 105 DIST 28,000
8 9 10 11 12 13 15 17 21 TIME

TABLE UNITS
ISA -10° C
FUEL .............................................. pounds
TIME ............................................... minutes
TOW 1 3 5 7 9 11 13 15 17 19 21
FUEL 62 97 129 153 175 197 219 242 264 287 310
19,000 DIST 0 2 3 5 6 8 9 11 13 15 17
TIME 1 2 2 2 3 3 3 4 4 5 5
FUEL 65 102 136 162 185 209 232 255 279 304 328
20,000 DIST 0 2 4 5 7 8 10 12 14 16 18
TIME 1 2 2 3 3 3 4 4 4 5 5
FUEL 69 107 144 170 195 220 245 269 295 320 347
21,000 DIST 0 2 4 5 7 9 10 12 14 17 19
TIME 1 2 2 3 3 3 4 4 5 5 6
FUEL 72 113 151 179 205 231 257 284 310 338 365
22,000 DIST 0 2 4 6 7 9 11 13 15 18 21
TIME 1 2 2 3 3 4 4 4 5 5 6
FUEL 75 118 158 188 216 243 270 298 326 355 384
23,000 DIST 0 2 4 6 8 10 12 14 16 19 22
TIME 1 2 2 3 3 4 4 5 5 6 6
FUEL 78 124 166 197 226 255 284 313 342 373 404
24,000 DIST 0 2 4 6 8 10 12 14 17 20 23
TIME 1 2 3 3 3 4 4 5 5 6 6
FUEL 81 129 174 206 237 267 297 328 359 390 423
25,000 DIST 0 2 5 7 9 11 13 15 18 21 24
TIME 1 2 3 3 4 4 5 5 6 6 7
FUEL 84 135 181 216 248 279 311 343 375 409 443
26,000 DIST 0 2 5 7 9 11 13 16 19 22 25
TIME 1 2 3 3 4 4 5 5 6 6 7
FUEL 87 141 189 225 259 291 324 358 392 427 463
27,000 DIST 0 2 5 7 10 12 14 17 20 23 26
TIME 1 2 3 3 4 4 5 5 6 7 7
FUEL 90 147 198 235 270 304 339 374 409 446 484
28,000 DIST 0 2 5 8 10 12 15 17 20 24 28
TIME 2 2 3 4 4 5 5 6 6 7 8
8XC194-1

TABLE UNITS
ISA -10° C
FUEL.............................................. pounds
TIME .............................................. minutes

23 25 27 29 31 33 35 37 39 41 TOW
334 359 385 409 431 454 479 507 538 572 FUEL
20 23 26 30 33 37 42 47 54 63 DIST 19,000
5 6 7 7 8 8 9 10 11 13 TIME
354 381 408 434 458 482 509 539 573 612 FUEL
21 24 28 32 36 40 45 51 58 68 DIST 20,000
6 6 7 8 8 9 10 11 12 14 TIME
374 402 432 459 484 511 540 572 610 655 FUEL
22 26 30 34 38 42 48 54 63 73 DIST 21,000
6 7 7 8 9 9 10 11 13 15 TIME
394 424 456 485 512 540 571 607 649 701 FUEL
24 27 32 36 40 45 51 58 67 80 DIST 22,000
6 7 8 8 9 10 11 12 14 16 TIME
415 447 480 511 540 570 603 643 691 750 FUEL
25 29 33 38 42 48 54 62 72 87 DIST 23,000
7 7 8 9 10 11 12 13 15 17 TIME
436 469 505 537 568 601 637 680 734 805 FUEL
26 31 35 40 45 50 57 66 78 95 DIST 24,000
7 8 9 9 10 11 12 14 16 19 TIME
457 492 530 564 597 632 671 720 781 869 FUEL
28 32 37 42 47 53 61 70 84 105 DIST 25,000
7 8 9 10 11 12 13 15 17 21 TIME
479 516 556 592 627 664 707 761 833 948 FUEL
29 34 39 44 50 56 64 75 91 119 DIST 26,000
8 9 9 10 11 12 14 15 18 23 TIME
501 540 582 620 657 698 745 805 891 1056 FUEL
31 35 41 47 52 59 68 80 99 140 DIST 27,000
8 9 10 11 12 13 14 16 20 27 TIME
523 564 608 649 689 732 784 852 959 FUEL
32 37 43 49 55 63 72 86 110 DIST 28,000
8 9 10 11 12 14 15 18 22 TIME

TABLE UNITS
ISA
FUEL .............................................. pounds
TIME ............................................... minutes
TOW 1 3 5 7 9 11 13 15 17 19 21
FUEL 62 98 132 157 181 204 228 252 277 302 328
19,000 DIST 0 2 3 5 7 8 10 12 15 17 20
TIME 1 2 2 2 3 3 4 4 4 5 5
FUEL 65 104 139 166 191 216 241 267 293 320 347
20,000 DIST 0 2 4 5 7 9 11 13 16 18 22
TIME 1 2 2 3 3 3 4 4 5 5 6
FUEL 69 109 147 175 201 228 254 282 309 338 367
21,000 DIST 0 2 4 6 8 9 12 14 17 20 23
TIME 1 2 2 3 3 4 4 4 5 6 6
FUEL 72 115 154 184 212 240 268 297 326 356 387
22,000 DIST 0 2 4 6 8 10 12 15 18 21 24
TIME 1 2 2 3 3 4 4 5 5 6 6
FUEL 75 120 162 193 223 252 282 312 343 375 408
23,000 DIST 0 2 4 6 8 11 13 16 19 22 26
TIME 1 2 3 3 3 4 4 5 5 6 7
FUEL 78 126 170 203 233 264 296 327 360 394 428
24,000 DIST 0 2 5 7 9 11 14 16 20 23 27
TIME 1 2 3 3 4 4 5 5 6 6 7
FUEL 81 131 178 212 244 277 310 343 377 413 449
25,000 DIST 0 2 5 7 9 12 14 17 21 24 28
TIME 1 2 3 3 4 4 5 5 6 7 7
FUEL 84 137 186 222 256 290 324 359 395 432 471
26,000 DIST 0 2 5 7 10 12 15 18 22 25 30
TIME 1 2 3 3 4 4 5 6 6 7 8
FUEL 87 143 194 232 267 303 339 375 413 452 493
27,000 DIST 0 2 5 8 10 13 16 19 23 27 31
TIME 1 2 3 4 4 5 5 6 7 7 8
FUEL 90 149 202 242 279 316 353 392 432 473 515
28,000 DIST 0 3 6 8 11 13 17 20 24 28 33
TIME 2 2 3 4 4 5 5 6 7 8 9
8XC195-1

TABLE UNITS
ISA
FUEL.............................................. pounds
TIME .............................................. minutes

23 25 27 29 31 33 35 37 39 41 TOW
355 383 412 439 464 490 518 549 583 623 FUEL
24 27 31 36 40 44 50 56 64 74 DIST 19,000
6 7 7 8 9 9 10 11 13 14 TIME
376 406 437 466 493 521 551 585 623 668 FUEL
25 29 34 38 42 47 53 60 69 80 DIST 20,000
6 7 8 9 9 10 11 12 14 15 TIME
398 429 463 494 522 553 585 622 665 716 FUEL
27 31 36 40 45 51 57 64 74 87 DIST 21,000
7 7 8 9 10 11 12 13 15 17 TIME
419 453 489 522 553 585 620 661 709 768 FUEL
28 33 38 43 48 54 60 69 80 94 DIST 22,000
7 8 9 10 10 11 12 14 16 18 TIME
442 478 516 551 584 619 657 701 756 826 FUEL
30 34 40 45 51 57 64 74 86 103 DIST 23,000
8 8 9 10 11 12 13 15 17 20 TIME
465 503 543 580 615 653 694 744 806 892 FUEL
31 36 42 48 54 60 68 79 93 114 DIST 24,000
8 9 10 11 12 13 14 16 18 22 TIME
488 528 571 610 648 688 733 789 861 970 FUEL
33 38 45 51 57 64 73 84 100 127 DIST 25,000
8 9 10 11 12 13 15 17 19 24 TIME
511 554 599 641 681 724 775 836 922 1072 FUEL
35 40 47 53 60 68 77 90 109 147 DIST 26,000
9 10 11 12 13 14 16 18 21 27 TIME
535 580 628 673 715 762 818 888 992 1231 FUEL
36 42 49 56 63 72 82 97 120 180 DIST 27,000
9 10 11 12 14 15 17 19 23 33 TIME
560 607 658 705 751 802 863 944 1078 FUEL
38 44 52 59 67 76 87 104 135 DIST 28,000
10 11 12 13 14 16 18 20 25 TIME

TABLE UNITS
ISA +10° C
FUEL .............................................. pounds
TIME ............................................... minutes
TOW 1 3 5 7 9 11 13 15 17 19 21
FUEL 62 101 138 166 192 218 244 271 299 327 356
19,000 DIST 0 2 4 6 8 10 13 15 18 22 25
TIME 1 2 2 3 3 4 4 5 5 6 6
FUEL 65 106 145 175 203 230 258 287 317 347 378
20,000 DIST 0 2 4 6 9 11 13 16 19 23 27
TIME 1 2 2 3 3 4 4 5 5 6 7
FUEL 69 112 153 185 214 243 273 304 335 367 400
21,000 DIST 0 2 5 7 9 12 14 17 21 24 29
TIME 1 2 2 3 3 4 5 5 6 6 7
FUEL 72 117 161 194 225 256 288 320 353 387 422
22,000 DIST 0 2 5 7 10 12 15 18 22 26 30
TIME 1 2 3 3 4 4 5 5 6 7 8
FUEL 75 123 169 204 237 270 303 337 372 408 445
23,000 DIST 0 2 5 8 10 13 16 19 23 27 32
TIME 1 2 3 3 4 4 5 6 6 7 8
FUEL 78 129 177 214 249 283 318 354 391 429 469
24,000 DIST 0 2 5 8 11 14 17 20 24 29 34
TIME 1 2 3 3 4 5 5 6 7 8 8
FUEL 81 135 186 224 261 297 334 372 411 451 493
25,000 DIST 0 3 6 8 11 14 18 22 26 30 36
TIME 1 2 3 4 4 5 6 6 7 8 9
FUEL 84 141 194 235 273 311 350 390 431 473 517
26,000 DIST 0 3 6 9 12 15 19 23 27 32 37
TIME 1 2 3 4 4 5 6 7 7 8 9
FUEL 87 147 203 246 285 325 366 408 451 496 542
27,000 DIST 0 3 6 9 12 16 20 24 28 34 39
TIME 1 2 3 4 5 5 6 7 8 9 10
FUEL 90 153 212 256 298 340 382 426 472 519 568
28,000 DIST 0 3 7 10 13 17 20 25 30 35 41
TIME 2 2 3 4 5 6 6 7 8 9 10
8XC197-1

TABLE UNITS
ISA +10° C
FUEL.............................................. pounds
TIME .............................................. minutes

23 25 27 29 31 33 35 37 39 41 TOW
386 419 453 485 515 546 579 615 657 706 FUEL
29 34 39 45 50 56 63 71 81 94 DIST 19,000
7 8 9 10 10 11 12 14 15 17 TIME
410 445 481 516 548 582 617 657 705 762 FUEL
31 36 42 48 53 60 67 76 87 102 DIST 20,000
8 8 9 10 11 12 13 15 17 19 TIME
434 471 511 548 582 618 657 701 755 823 FUEL
33 38 45 51 57 64 72 81 94 112 DIST 21,000
8 9 10 11 12 13 14 16 18 21 TIME
459 498 541 580 617 656 699 748 809 890 FUEL
35 41 47 54 61 68 77 88 102 123 DIST 22,000
8 9 10 12 13 14 15 17 19 23 TIME
484 526 571 614 654 696 742 797 868 969 FUEL
37 43 50 57 65 73 82 94 111 137 DIST 23,000
9 10 11 12 13 15 16 18 21 25 TIME
510 555 603 648 691 736 787 849 933 1064 FUEL
39 46 53 61 69 77 88 101 121 156 DIST 24,000
9 10 12 13 14 15 17 19 23 28 TIME
537 584 635 683 729 778 835 905 1006 1196 FUEL
41 48 56 64 73 82 93 109 133 183 DIST 25,000
10 11 12 14 15 16 18 21 25 33 TIME
564 613 668 720 769 823 885 966 1092 FUEL
44 51 59 68 77 87 100 118 148 DIST 26,000
10 12 13 14 16 17 19 22 27 TIME
591 644 702 757 810 869 939 1033 1202 FUEL
46 54 63 72 81 93 107 128 168 DIST 27,000
11 12 14 15 17 18 21 24 31 TIME
619 675 737 796 853 918 997 1109 FUEL
48 56 66 76 86 99 115 139 DIST 28,000
11 13 14 16 17 19 22 26 TIME

TABLE UNITS
ISA +15° C
FUEL .............................................. pounds
TIME ............................................... minutes
TOW 1 3 5 7 9 11 13 15 17 19 21
FUEL 62 102 141 171 199 227 256 285 315 346 377
19,000 DIST 0 2 4 7 9 12 14 17 21 25 29
TIME 1 2 2 3 3 4 4 5 6 6 7
FUEL 65 108 149 181 211 241 271 302 334 367 401
20,000 DIST 0 2 5 7 10 12 15 19 22 26 31
TIME 1 2 2 3 4 4 5 5 6 7 8
FUEL 69 114 157 191 223 254 286 320 354 388 425
21,000 DIST 0 2 5 8 10 13 16 20 24 28 33
TIME 1 2 3 3 4 4 5 6 6 7 8
FUEL 72 119 166 201 235 268 302 337 373 411 449
22,000 DIST 0 2 5 8 11 14 17 21 25 30 35
TIME 1 2 3 3 4 5 5 6 7 8 8
FUEL 75 125 174 212 247 282 318 355 394 433 474
23,000 DIST 0 2 6 9 11 15 18 22 26 31 37
TIME 1 2 3 3 4 5 5 6 7 8 9
FUEL 78 131 183 222 260 297 335 374 415 456 500
24,000 DIST 0 3 6 9 12 15 19 23 28 33 39
TIME 1 2 3 4 4 5 6 7 7 8 9
FUEL 81 137 191 233 272 311 351 393 436 480 526
25,000 DIST 0 3 6 10 13 16 20 25 29 35 41
TIME 1 2 3 4 5 5 6 7 8 9 10
FUEL 84 144 200 244 285 326 368 412 457 504 552
26,000 DIST 0 3 7 10 13 17 21 26 31 37 43
TIME 1 2 3 4 5 5 6 7 8 9 10
FUEL 87 150 210 255 299 342 386 432 480 529 580
27,000 DIST 0 3 7 11 14 18 22 27 33 39 45
TIME 1 2 3 4 5 6 7 8 9 10 11
FUEL 90 157 219 267 312 357 404 452 502 554 608
28,000 DIST 0 3 7 11 15 19 23 29 34 41 48
TIME 2 3 4 4 5 6 7 8 9 10 11
8XC198-1

TABLE UNITS
ISA +15° C
FUEL.............................................. pounds
TIME .............................................. minutes

23 25 27 29 31 33 35 37 39 41 TOW
411 446 485 523 559 595 632 672 720 778 FUEL
34 39 46 52 59 66 74 83 95 111 DIST 19,000
8 9 10 11 12 13 14 16 18 20 TIME
436 475 517 557 596 635 676 720 775 844 FUEL
36 42 49 56 63 71 80 90 103 122 DIST 20,000
8 9 10 12 13 14 15 17 19 22 TIME
463 504 549 593 635 678 722 771 834 918 FUEL
38 44 52 60 68 76 86 97 113 135 DIST 21,000
9 10 11 12 14 15 16 18 21 24 TIME
490 534 582 630 675 721 769 825 898 1002 FUEL
40 47 55 64 72 82 92 105 123 151 DIST 22,000
9 11 12 13 15 16 18 20 23 27 TIME
517 564 617 668 716 767 820 883 969 1106 FUEL
43 50 59 68 77 87 99 113 134 172 DIST 23,000
10 11 13 14 15 17 19 21 25 31 TIME
546 596 652 706 759 814 873 945 1049 1249 FUEL
45 53 62 72 82 93 106 122 148 203 DIST 24,000
10 12 13 15 16 18 20 23 27 36 TIME
575 628 688 747 804 863 929 1012 1142 FUEL
48 56 66 77 88 100 114 132 165 DIST 25,000
11 12 14 16 17 19 21 25 30 TIME
604 661 725 788 850 916 991 1087 1259 FUEL
51 59 70 81 93 106 122 144 187 DIST 26,000
12 13 15 17 18 20 23 27 33 TIME
635 695 764 832 899 972 1057 1172 FUEL
53 63 74 86 99 114 132 158 DIST 27,000
12 14 16 17 20 22 25 29 TIME
666 730 803 876 950 1032 1130 1272 FUEL
56 66 78 91 105 122 143 175 DIST 28,000
13 14 16 18 21 23 27 32 TIME

TABLE UNITS
ISA +20° C
FUEL .............................................. pounds
TIME ............................................... minutes
TOW 1 3 5 7 9 11 13 15 17 19 21
FUEL 62 104 145 177 207 237 267 299 332 365 400
19,000 DIST 0 2 5 8 10 13 16 20 24 28 33
TIME 1 2 2 3 4 4 5 5 6 7 8
FUEL 65 110 153 187 219 251 284 317 352 388 425
20,000 DIST 0 2 5 8 11 14 17 21 25 30 35
TIME 1 2 3 3 4 4 5 6 7 7 8
FUEL 69 116 162 198 231 265 300 336 373 411 451
21,000 DIST 0 2 6 9 11 15 18 22 27 32 37
TIME 1 2 3 3 4 5 5 6 7 8 9
FUEL 72 122 170 208 244 280 317 355 395 435 478
22,000 DIST 0 3 6 9 12 16 19 24 28 34 40
TIME 1 2 3 4 4 5 6 6 7 8 9
FUEL 75 128 179 219 257 295 334 375 417 460 505
23,000 DIST 0 3 6 10 13 16 20 25 30 36 42
TIME 1 2 3 4 4 5 6 7 8 9 10
FUEL 78 134 188 230 270 311 352 395 439 485 533
24,000 DIST 0 3 7 10 14 17 22 26 32 38 44
TIME 1 2 3 4 5 5 6 7 8 9 10
FUEL 81 140 197 242 284 326 370 415 462 511 562
25,000 DIST 0 3 7 11 14 18 23 28 34 40 47
TIME 1 2 3 4 5 6 7 8 9 10 11
FUEL 84 147 207 254 298 342 388 436 486 537 591
26,000 DIST 0 3 7 11 15 19 24 29 35 42 50
TIME 1 2 3 4 5 6 7 8 9 10 12
FUEL 87 153 216 266 312 359 407 457 510 564 622
27,000 DIST 0 3 8 12 16 20 25 31 37 44 52
TIME 1 3 4 4 5 6 7 8 9 11 12
FUEL 90 160 226 278 327 376 426 479 535 592 653
28,000 DIST 0 4 8 12 17 21 27 32 39 47 55
TIME 2 3 4 5 6 7 8 9 10 11 13
8XC199-1

TABLE UNITS
ISA +20° C
FUEL.............................................. pounds
TIME .............................................. minutes

23 25 27 29 31 33 35 37 39 41 TOW
437 477 521 565 606 649 692 739 794 863 FUEL
38 45 53 61 69 78 88 99 114 133 DIST 19,000
9 10 11 12 14 15 17 18 21 24 TIME
465 508 556 603 649 695 743 795 858 942 FUEL
41 48 56 65 74 84 95 108 124 148 DIST 20,000
9 10 12 13 15 16 18 20 22 26 TIME
494 540 592 643 693 743 796 854 928 1034 FUEL
44 51 60 70 80 91 103 117 136 167 DIST 21,000
10 11 13 14 16 17 19 21 24 29 TIME
523 573 629 685 738 794 852 918 1007 1146 FUEL
46 54 64 75 86 97 111 126 150 190 DIST 22,000
10 12 13 15 17 19 21 23 27 33 TIME
554 607 668 728 786 847 912 988 1096 1299 FUEL
49 58 69 80 92 105 119 138 166 225 DIST 23,000
11 13 14 16 18 20 22 25 30 39 TIME
585 642 707 772 836 902 975 1065 1201 FUEL
52 61 73 85 98 112 129 150 186 DIST 24,000
12 13 15 17 19 21 24 27 33 TIME
617 678 748 818 887 961 1045 1151 1333 FUEL
55 65 77 91 105 120 139 165 213 DIST 25,000
12 14 16 18 20 23 26 30 37 TIME
650 715 790 867 942 1025 1122 1251 FUEL
58 69 82 97 112 130 151 182 DIST 26,000
13 15 17 19 21 24 28 33 TIME
684 754 834 917 1000 1094 1208 1370 FUEL
62 73 87 103 120 140 165 204 DIST 27,000
14 16 18 20 23 26 30 36 TIME
719 793 880 970 1063 1170 1307 1522 FUEL
65 77 92 109 128 151 182 233 DIST 28,000
14 16 19 21 24 28 33 41 TIME

PRESSURE RATE OF CLIMB
Figure 1
Normal Procedure Pressure Rate of Climb - Antice Off

Pro Line 21
Section - IV
Sub-section 4
CRUISE EN-ROUTE
Table of Contents
Page
INTRODUCTION ......................................................................................... 4-3

HIGH SPEED CRUISE ................................................................................ 4-5
5000 ft....................................................................................................... 4-5
7000 ft....................................................................................................... 4-6
9000 ft....................................................................................................... 4-7
11,000 ft.................................................................................................... 4-8
13,000 ft.................................................................................................... 4-9
15,000 ft.................................................................................................. 4-10
17,000 ft.................................................................................................. 4-11
19,000 ft.................................................................................................. 4-12
21,000 ft.................................................................................................. 4-13
23,000 ft.................................................................................................. 4-14
25,000 ft.................................................................................................. 4-15
27,000 ft.................................................................................................. 4-16
29,000 ft.................................................................................................. 4-17
31,000 ft.................................................................................................. 4-18
33,000 ft.................................................................................................. 4-19
35,000 ft.................................................................................................. 4-20
37,000 ft.................................................................................................. 4-21
39,000 ft.................................................................................................. 4-22
41,000 ft.................................................................................................. 4-23
INTERMEDIATE CRUISE ......................................................................... 4-25
9000 ft..................................................................................................... 4-25
11,000 ft.................................................................................................. 4-26
13,000 ft.................................................................................................. 4-27
15,000 ft.................................................................................................. 4-28
17,000 ft.................................................................................................. 4-29
19,000 ft.................................................................................................. 4-30
21,000 ft.................................................................................................. 4-31
23,000 ft.................................................................................................. 4-32
25,000 ft.................................................................................................. 4-33
27,000 ft.................................................................................................. 4-34
29,000 ft.................................................................................................. 4-35
31,000 ft.................................................................................................. 4-36

Page
INTERMEDIATE CRUISE (Continued)

33,000 ft .................................................................................................. 4-37
35,000 ft .................................................................................................. 4-38
37,000 ft .................................................................................................. 4-39
39,000 ft .................................................................................................. 4-40
41,000 ft .................................................................................................. 4-41
LONG RANGE CRUISE ............................................................................ 4-43
230 KIAS ................................................................................................. 4-43
33,000 ft .................................................................................................. 4-45
35,000 ft .................................................................................................. 4-46
37,000 ft .................................................................................................. 4-47
39,000 ft .................................................................................................. 4-48
41,000 ft .................................................................................................. 4-49
CRUISE AIR MILES per lb of FUEL......................................................... 4-51
Figure 1 - 20,000 ft ISA ...................................................................... 4-51
Figure 2 - 25,000 ft ISA ...................................................................... 4-52
Figure 3 - 31,000 ft ISA ...................................................................... 4-53
Figure 4 - 33,000 ft ISA ...................................................................... 4-54
Figure 5 - 35,000 ft ISA ...................................................................... 4-55
Figure 6 - 37,000 ft ISA ...................................................................... 4-56
Figure 7 - 39,000 ft ISA ...................................................................... 4-57
Figure 8 - 41,000 ft ISA ...................................................................... 4-58
EN-ROUTE FUEL CHECK ........................................................................ 4-59
INSTRUCTIONS FOR USE OF TABLE .................................................. 4-59

CRUISE - ENROUTE Original Issue: Feb, 2002
INTRODUCTION
Cruise true airspeed, fuel flow and indicated airspeed are tabulated in this Sub-section for a range of
temperatures from ISA -10° C to ISA + 20° C , for three procedures:
• High speed Cruise (VMO/MMO/Maximum Cruise Thrust).
• Intermediate Cruise (280 KIAS/0.75 IMN).
• Long Range Cruise (230/220 KIAS/0.70 IMN).
Graphical charts of nautical air miles per lb of fuel versus weight and speed appear in this Sub-section
with altitudes being covered from 20,000 ft to 41,000 ft in ISA conditions.
The enroute fuel check, located at the back of this Sub-section, allows quick estimation of the fuel
required to complete the flight to a destination.

Revision A1: Nov, 2002 CRUISE - ENROUTE

HIGH SPEED CRUISE
5000 ft
TEMPERATURE RELATIVE TO ISA C
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
WEIGHT AMBIENT TEMP C -10 -5 0 5 10 15 20 25
lb
IOAT C -2 3 8 13 18 24 29 34
KTAS 288 290 293 296 298 301 304 306
18,000 TOTAL FUEL FLOW 1802 1824 1849 1873 1896 1919 1942 1965
lb/hr
KIAS 280 280 280 280 280 280 280 280

KTAS 288 290 293 296 298 301 304 306
20,000 TOTAL FUEL FLOW 1824 1847 1872 1896 1919 1942 1965 1989
lb/hr
KIAS 280 280 280 280 280 280 280 280

KTAS 288 290 293 296 298 301 304 306
22,000 TOTAL FUEL FLOW 1852 1875 1900 1923 1947 1971 1994 2018
lb/hr
KIAS 280 280 280 280 280 280 280 280

KTAS 288 290 293 296 298 301 304 306
24,000 TOTAL FUEL FLOW 1883 1907 1931 1955 1979 2003 2028 2052
lb/hr
KIAS 280 280 280 280 280 280 280 280

KTAS 288 290 293 296 298 301 304 306
26,000 TOTAL FUEL FLOW 1916 1939 1964 1989 2013 2038 2062 2087
lb/hr
KIAS 280 280 280 280 280 280 280 280

KTAS 288 290 293 296 298 301 304 306
27,000 TOTAL FUEL FLOW 1932 1955 1980 2005 2030 2054 2079 2104
lb/hr
KIAS 280 280 280 280 280 280 280 280
NOTE: VMO is limited to the birdstrike speed up to 8000 feet. 8XC112

Original Issue: Feb, 2002 CRUISE - ENROUTE
HIGH SPEED CRUISE
7000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
WEIGHT AMBIENT TEMP C -14 -9 -4 1 6 11 16 21
lb
IOAT C -6 -1 5 10 15 20 25 30
KTAS 296 299 301 304 307 310 312 315
18,000 TOTAL FUEL FLOW 1775 1798 1820 1844 1867 1890 1913 1936
lb/hr
KIAS 280 280 280 280 280 280 280 280

KTAS 296 299 301 304 307 310 312 315
20,000 TOTAL FUEL FLOW 1797 1820 1843 1866 1890 1913 1937 1960
lb/hr
KIAS 280 280 280 280 280 280 280 280

KTAS 296 299 301 304 307 310 312 315
22,000 TOTAL FUEL FLOW 1825 1847 1871 1895 1918 1942 1966 1990
lb/hr
KIAS 280 280 280 280 280 280 280 280

KTAS 296 299 301 304 307 310 312 315
24,000 TOTAL FUEL FLOW 1856 1878 1903 1927 1951 1975 1999 2023
lb/hr
KIAS 280 280 280 280 280 280 280 280

KTAS 296 299 301 304 307 310 312 315
26,000 TOTAL FUEL FLOW 1888 1911 1935 1960 1985 2009 2034 2058
lb/hr
KIAS 280 280 280 280 280 280 280 280

KTAS 296 299 301 304 307 310 312 315
27,000 TOTAL FUEL FLOW 1904 1927 1952 1977 2001 2026 2051 2075
lb/hr
KIAS 280 280 280 280 280 280 280 280
NOTE: VMO is limited to the birdstrike speed up to 8000 feet. 8XC113

HIGH SPEED CRUISE
9000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
WEIGHT AMBIENT TEMP C -18 -13 -8 -3 2 7 12 17
lb
IOAT C -6 0 5 10 15 21 26 31
KTAS 363 366 370 373 377 380 384 387

18,000 TOTAL
lb/hr
FUEL FLOW 2351 2381 2413 2444 2475 2506 2536 2566
KIAS 335 335 335 335 335 335 335 335
KTAS 363 366 370 373 377 380 384 387
20,000 TOTAL
lb/hr
FUEL FLOW 2364 2395 2427 2458 2489 2520 2550 2580
KIAS 335 335 335 335 335 335 335 335
KTAS 363 366 370 373 377 380 384 387
22,000 TOTAL
lb/hr
FUEL FLOW 2382 2413 2445 2476 2508 2538 2569 2599
KIAS 335 335 335 335 335 335 335 335
KTAS 363 366 370 373 377 380 384 387
24,000 TOTAL
lb/hr
FUEL FLOW 2400 2431 2464 2496 2527 2558 2589 2619
KIAS 335 335 335 335 335 335 335 335
KTAS 304 307 310 313 316 319 322 324
26,000 TOTAL
lb/hr
FUEL FLOW 1859 1882 1907 1931 1956 1980 2004 2028
KIAS 280 280 280 280 280 280 280 280
KTAS 304 307 310 313 316 319 322 324
27,000 TOTAL
lb/hr
FUEL FLOW 1875 1898 1923 1948 1972 1997 2021 2046
KIAS 280 280 280 280 280 280 280 280
NOTE: VMO is limited to the ventral tank full speed at higher weights. 8XC114

HIGH SPEED CRUISE
11,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
WEIGHT AMBIENT TEMP C -22 -17 -12 -7 -2 3 8 13
lb
IOAT C -9 -4 2 7 12 17 23 28
KTAS 373 377 381 384 388 391 395 398

18,000 TOTAL
lb/hr
FUEL FLOW 2329 2360 2393 2425 2456 2487 2517 2547
KIAS 335 335 335 335 335 335 335 335
KTAS 373 377 381 384 388 391 395 398
20,000 TOTAL
lb/hr
FUEL FLOW 2342 2373 2407 2439 2470 2500 2531 2561
KIAS 335 335 335 335 335 335 335 335
KTAS 373 377 381 384 388 391 395 398
22,000 TOTAL
lb/hr
FUEL FLOW 2358 2389 2423 2455 2487 2516 2547 2578
KIAS 335 335 335 335 335 335 335 335
KTAS 373 377 381 384 388 391 395 398
24,000 TOTAL
lb/hr
FUEL FLOW 2374 2406 2440 2472 2504 2534 2565 2596
KIAS 335 335 335 335 335 335 335 335
KTAS 313 316 319 322 325 328 331 334
26,000 TOTAL
lb/hr
FUEL FLOW 1832 1855 1880 1905 1929 1953 1977 2002
KIAS 280 280 280 280 280 280 280 280
KTAS 313 316 319 322 325 328 331 334
27,000 TOTAL
lb/hr
FUEL FLOW 1847 1871 1896 1921 1946 1970 1995 2019
KIAS 280 280 280 280 280 280 280 280

HIGH SPEED CRUISE
13,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
WEIGHT AMBIENT TEMP C -26 -21 -16 -11 -6 -1 4 9
lb
IOAT C -12 -7 -2 4 9 14 19 25
KTAS 382 386 390 394 398 401 405 409

18,000 TOTAL
lb/hr
FUEL FLOW 2291 2322 2355 2388 2420 2449 2479 2510
KIAS 334 334 334 334 334 334 334 334
KTAS 382 386 390 394 398 401 405 409
20,000 TOTAL
lb/hr
FUEL FLOW 2304 2336 2369 2402 2432 2463 2493 2524
KIAS 334 334 334 334 334 334 334 334
KTAS 382 386 390 394 398 401 405 409
22,000 TOTAL
lb/hr
FUEL FLOW 2319 2350 2384 2417 2449 2478 2509 2540
KIAS 334 334 334 334 334 334 334 334
KTAS 382 386 390 394 398 401 405 409
24,000 TOTAL
lb/hr
FUEL FLOW 2335 2367 2401 2434 2464 2495 2526 2557
KIAS 334 334 334 334 334 334 334 334
KTAS 322 326 329 332 335 338 341 344
26,000 TOTAL
lb/hr
FUEL FLOW 1807 1831 1856 1880 1905 1929 1954 1979
KIAS 280 280 280 280 280 280 280 280
KTAS 322 326 329 332 335 338 341 344
27,000 TOTAL
lb/hr
FUEL FLOW 1823 1847 1872 1897 1922 1947 1972 1996
KIAS 280 280 280 280 280 280 280 280

Revision A1: Nov, 2002 CRUISE - ENROUTE
HIGH SPEED CRUISE
15,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
WEIGHT AMBIENT TEMP C -30 -25 -20 -15 -10 -5 0 5
lb
IOAT C -16 -10 -5 0 6 11 16 21
KTAS 391 395 399 402 406 410 414 418

18,000 TOTAL
lb/hr
FUEL FLOW 2232 2263 2295 2328 2358 2388 2418 2449
KIAS 331 331 331 331 331 331 331 331
KTAS 391 395 399 402 406 410 414 418
20,000 TOTAL
lb/hr
FUEL FLOW 2246 2277 2310 2342 2372 2402 2433 2464
KIAS 331 331 331 331 331 331 331 331
KTAS 391 395 399 402 406 410 414 418
22,000 TOTAL
lb/hr
FUEL FLOW 2260 2291 2324 2356 2386 2417 2448 2479
KIAS 331 331 331 331 331 331 331 331
KTAS 391 395 399 402 406 410 414 418
24,000 TOTAL
lb/hr
FUEL FLOW 2277 2308 2341 2374 2403 2434 2465 2497
KIAS 331 331 331 331 331 331 331 331
KTAS 332 336 339 342 346 349 352 355
26,000 TOTAL
lb/hr
FUEL FLOW 1782 1806 1831 1856 1881 1906 1931 1956
KIAS 280 280 280 280 280 280 280 280
KTAS 332 336 339 342 346 349 352 355
27,000 TOTAL
lb/hr
FUEL FLOW 1798 1823 1848 1873 1899 1924 1949 1974
KIAS 280 280 280 280 280 280 280 280

HIGH SPEED CRUISE
17,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
WEIGHT AMBIENT TEMP °C -34 -29 -24 -19 -14 -9 -4 1
lb
IOAT °C -19 -14 -8 -3 2 8 13 18
KTAS 399 403 407 411 415 419 423 427

18,000 TOTAL
lb/hr
FUEL FLOW 2176 2206 2238 2269 2299 2328 2360 2390
KIAS 328 328 328 328 328 328 328 328
KTAS 399 403 407 411 415 419 423 427
20,000 TOTAL
lb/hr
FUEL FLOW 2190 2220 2252 2283 2313 2343 2373 2405
KIAS 328 328 328 328 328 328 328 328

KTAS 399 403 407 411 415 419 423 427
22,000 TOTAL
lb/hr
FUEL FLOW 2204 2234 2266 2297 2327 2358 2389 2420
KIAS 328 328 328 328 328 328 328 328

KTAS 399 403 407 411 415 419 423 427
24,000 TOTAL
lb/hr
FUEL FLOW 2222 2252 2284 2315 2346 2377 2407 2439
KIAS 328 328 328 328 328 328 328 328

KTAS 342 346 349 353 356 359 363 366
26,000 TOTAL
lb/hr
FUEL FLOW 1758 1783 1809 1834 1859 1884 1909 1934
KIAS 280 280 280 280 280 280 280 280

KTAS 342 346 349 353 356 359 363 366
27,000 TOTAL
lb/hr
FUEL FLOW 1775 1800 1825 1851 1876 1902 1927 1952
KIAS 280 280 280 280 280 280 280 280

HIGH SPEED CRUISE
19,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
WEIGHT AMBIENT TEMP °C -38 -33 -28 -23 -18 -13 -8 -3
lb
IOAT °C -22 -17 -12 -6 -1 4 10 15
KTAS 407 411 415 420 424 428 432 436

18,000 TOTAL
lb/hr
FUEL FLOW 2122 2153 2184 2214 2245 2273 2304 2334
KIAS 325 325 325 325 325 325 325 325

KTAS 407 411 415 420 424 428 432 436
20,000 TOTAL
lb/hr
FUEL FLOW 2136 2167 2199 2228 2260 2288 2319 2349
KIAS 325 325 325 325 325 325 325 325

KTAS 407 411 415 420 424 428 432 436
22,000 TOTAL
lb/hr
FUEL FLOW 2151 2182 2213 2243 2275 2303 2334 2365
KIAS 325 325 325 325 325 325 325 325

KTAS 407 411 415 420 424 428 432 436
24,000 TOTAL
lb/hr
FUEL FLOW 2169 2201 2232 2262 2293 2322 2354 2385
KIAS 325 325 325 325 325 325 325 325

KTAS 353 356 360 364 367 371 374 378
26,000 TOTAL
lb/hr
FUEL FLOW 1734 1759 1786 1810 1836 1862 1887 1910
KIAS 280 280 280 280 280 280 280 280

KTAS 353 356 360 364 367 371 374 378
27,000 TOTAL
lb/hr
FUEL FLOW 1750 1776 1803 1827 1853 1879 1904 1928
KIAS 280 280 280 280 280 280 280 280

HIGH SPEED CRUISE
21,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -26 -20 -15 -10 -4 1 6 12
KTAS 416 420 424 429 433 437 442 446

18,000 TOTAL
lb/hr
FUEL FLOW 2074 2107 2137 2166 2195 2224 2255 2287
KIAS 322 322 322 322 322 322 322 322
KTAS 416 420 424 429 433 437 442 446
20,000 TOTAL
lb/hr
FUEL FLOW 2088 2121 2151 2180 2210 2239 2271 2301
KIAS 322 322 322 322 322 322 322 322

KTAS 416 420 424 429 433 437 442 446
22,000 TOTAL
lb/hr
FUEL FLOW 2104 2137 2167 2196 2226 2255 2289 2319
KIAS 322 322 322 322 322 322 322 322

KTAS 416 420 424 429 433 437 442 446
24,000 TOTAL
lb/hr
FUEL FLOW 2123 2156 2186 2215 2245 2276 2308 2338
KIAS 322 322 322 322 322 322 322 322

KTAS 363 367 371 375 379 383 386 390
26,000 TOTAL
lb/hr
FUEL FLOW 1707 1733 1760 1785 1810 1835 1860 1885
KIAS 280 280 280 280 280 280 280 280

KTAS 363 367 371 375 379 383 386 390
27,000 TOTAL
lb/hr
FUEL FLOW 1724 1750 1777 1802 1827 1852 1877 1901
KIAS 280 280 280 280 280 280 280 280

HIGH SPEED CRUISE
23,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -29 -24 -18 -13 -7 -2 3 9
KTAS 424 429 433 438 442 447 451 456

18,000 TOTAL
lb/hr
FUEL FLOW 2039 2070 2100 2129 2157 2188 2220 2249
KIAS 319 319 319 319 319 319 319 319

KTAS 424 429 433 438 442 447 451 456
20,000 TOTAL
lb/hr
FUEL FLOW 2053 2084 2114 2143 2171 2204 2235 2264
KIAS 319 319 319 319 319 319 319 319

KTAS 424 429 433 438 442 447 451 456
22,000 TOTAL
lb/hr
FUEL FLOW 2071 2102 2132 2160 2190 2223 2254 2283
KIAS 319 319 319 319 319 319 319 319

KTAS 424 429 433 438 442 447 451 456
24,000 TOTAL
lb/hr
FUEL FLOW 2090 2121 2150 2178 2211 2243 2274 2304
KIAS 319 319 319 319 319 319 319 319

KTAS 375 379 383 387 391 395 399 402
26,000 TOTAL
lb/hr
FUEL FLOW 1684 1709 1735 1760 1785 1810 1834 1859
KIAS 280 280 280 280 280 280 280 280

KTAS 375 379 383 387 391 395 399 402
27,000 TOTAL
lb/hr
FUEL FLOW 1700 1725 1751 1776 1801 1826 1852 1877
KIAS 280 280 280 280 280 280 280 280
NOTE: VMO is limited to the ventral tank full speed at higher weights.

HIGH SPEED CRUISE
25,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -32 -27 -21 -16 -10 -5 0 6
KTAS 433 438 443 448 452 457 462 466

18,000 TOTAL
lb/hr
FUEL FLOW 2030 2058 2086 2118 2151 2181 2209 2228
KIAS 316 316 316 316 316 316 316 315
KTAS 433 438 443 448 452 457 462 464
20,000 TOTAL
lb/hr
FUEL FLOW 2044 2073 2100 2134 2167 2196 2224 2226
KIAS 316 316 316 316 316 316 316 314

KTAS 433 438 443 448 452 457 462 463
22,000 TOTAL
lb/hr
FUEL FLOW 2063 2091 2118 2155 2188 2216 2244 2224
KIAS 316 316 316 316 316 316 316 313

KTAS 433 438 443 448 452 457 462 461
24,000 TOTAL
lb/hr
FUEL FLOW 2082 2110 2139 2177 2209 2237 2264 2221
KIAS 316 316 316 316 316 316 316 312

KTAS 387 391 395 399 404 408 412 416
26,000 TOTAL
lb/hr
FUEL FLOW 1671 1695 1720 1747 1772 1796 1822 1846
KIAS 280 280 280 280 280 280 280 280

KTAS 387 391 395 399 404 408 412 416
27,000 TOTAL
lb/hr
FUEL FLOW 1687 1712 1738 1764 1789 1814 1839 1864
KIAS 280 280 280 280 280 280 280 280

HIGH SPEED CRUISE
27,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -35 -30 -24 -19 -14 -8 -3 2
KTAS 443 448 452 457 462 467 470 466

18,000 TOTAL
lb/hr
FUEL FLOW 2064 2094 2133 2168 2198 2223 2228 2112
KIAS 313 313 313 313 313 313 312 306

KTAS 443 448 452 457 462 467 469 465
20,000 TOTAL
lb/hr
FUEL FLOW 2080 2113 2152 2186 2216 2241 2226 2110
KIAS 313 313 313 313 313 313 311 305

KTAS 443 448 452 457 462 467 468 463
22,000 TOTAL
lb/hr
FUEL FLOW 2100 2138 2175 2209 2238 2268 2224 2107
KIAS 313 313 313 313 313 313 310 303

KTAS 443 448 452 457 462 467 466 460
24,000 TOTAL
lb/hr
FUEL FLOW 2129 2167 2204 2237 2265 2295 2220 2103
KIAS 313 313 313 313 313 313 309 301

KTAS 399 403 408 412 417 421 425 430
26,000 TOTAL
lb/hr
FUEL FLOW 1672 1700 1728 1753 1777 1804 1833 1860
KIAS 280 280 280 280 280 280 280 280

KTAS 399 403 408 412 417 421 425 430
27,000 TOTAL
lb/hr
FUEL FLOW 1689 1719 1746 1771 1796 1822 1853 1880
KIAS 280 280 280 280 280 280 280 280

HIGH SPEED CRUISE
29,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -38 -33 -28 -22 -17 -12 -7 -2
KTAS 450 455 461 466 469 470 469 466

18,000 TOTAL
lb/hr
FUEL FLOW 2211 2255 2290 2331 2299 2201 2100 1993
KIAS 308 308 308 308 307 304 300 295
KTAS 450 455 461 466 468 468 467 464
20,000 TOTAL
lb/hr
FUEL FLOW 2250 2293 2328 2371 2296 2198 2097 1990
KIAS 308 308 308 308 306 303 299 294

KTAS 450 455 461 465 466 466 466 461
22,000 TOTAL
lb/hr
FUEL FLOW 2296 2337 2373 2391 2293 2194 2094 1986
KIAS 308 308 308 308 305 302 298 292

KTAS 450 455 461 463 464 465 463 457
24,000 TOTAL
lb/hr
FUEL FLOW 2364 2400 2439 2387 2289 2191 2089 1980
KIAS 308 308 308 307 304 301 296 289

KTAS 412 416 421 426 430 435 439 444
26,000 TOTAL
lb/hr
FUEL FLOW 1699 1725 1749 1772 1805 1839 1866 1890
KIAS 280 280 280 280 280 280 280 280

KTAS 412 416 421 426 430 435 439 444
27,000 TOTAL
lb/hr
FUEL FLOW 1720 1745 1767 1792 1828 1860 1887 1910
KIAS 280 280 280 280 280 280 280 280

HIGH SPEED CRUISE
31,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -43 -37 -32 -26 -21 -16 -11 -6
KTAS 447 452 457 462 465 466 466 464

18,000 TOTAL
lb/hr
FUEL FLOW 2076 2116 2154 2192 2155 2062 1970 1873
KIAS 296 296 296 296 294 292 288 284

KTAS 447 452 457 462 464 464 464 461
20,000 TOTAL
lb/hr
FUEL FLOW 2119 2163 2197 2232 2152 2059 1967 1869
KIAS 296 296 296 296 293 290 287 282

KTAS 447 452 457 461 462 462 462 458
22,000 TOTAL
lb/hr
FUEL FLOW 2188 2223 2265 2248 2148 2054 1963 1863
KIAS 296 296 296 295 292 289 285 280

KTAS 447 452 457 459 459 460 458 453
24,000 TOTAL
lb/hr
FUEL FLOW 2255 2284 2332 2244 2142 2050 1956 1855
KIAS 296 296 296 293 290 287 283 276

KTAS 425 430 435 439 444 449 454 447
26,000 TOTAL
lb/hr
FUEL FLOW 1765 1788 1822 1856 1888 1914 1947 1847
KIAS 280 280 280 280 280 280 280 272

KTAS 425 430 435 439 444 449 451 444
27,000 TOTAL
lb/hr
FUEL FLOW 1787 1813 1847 1883 1914 1944 1943 1842
KIAS 280 280 280 280 280 280 278 270

HIGH SPEED CRUISE
33,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -47 -42 -36 -31 -25 -20 -15 -11
KTAS 443 448 453 458 462 463 463 461
18,000 TOTAL
lb/hr
FUEL FLOW 1920 1963 1997 2035 2017 1927 1843 1754
KIAS 283 283 283 283 282 279 276 272
KTAS 443 448 453 458 460 460 460 457
20,000 TOTAL
lb/hr
FUEL FLOW 1986 2028 2059 2098 2013 1922 1839 1748
KIAS 283 283 283 283 280 277 274 270

KTAS 443 448 453 456 457 457 457 452
22,000 TOTAL
lb/hr
FUEL FLOW 2057 2093 2128 2106 2008 1917 1833 1740
KIAS 283 283 283 282 279 276 272 266

KTAS 443 448 453 454 455 455 453 446
24,000 TOTAL
lb/hr
FUEL FLOW 2135 2166 2191 2102 2003 1912 1824 1730
KIAS 283 283 283 280 277 274 270 263

KTAS 438 444 449 452 452 451 447 439
26,000 TOTAL
lb/hr
FUEL FLOW 2059 2093 2130 2098 1999 1904 1814 1719
KIAS 280 280 280 279 276 271 266 258

KTAS 438 444 449 450 451 447 444 435
27,000 TOTAL
lb/hr
FUEL FLOW 2096 2126 2166 2095 1995 1897 1808 1713
KIAS 280 280 280 278 274 269 264 255

HIGH SPEED CRUISE
35,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -51 -46 -40 -35 -30 -25 -20 -15
KTAS 439 444 449 454 457 458 458 456

18,000 TOTAL
lb/hr
FUEL FLOW 1798 1835 1871 1902 1875 1788 1712 1630
KIAS 270 270 270 270 269 266 263 259

KTAS 439 444 449 454 455 455 455 451
20,000 TOTAL
lb/hr
FUEL FLOW 1874 1911 1941 1973 1870 1783 1706 1622
KIAS 270 270 270 270 267 264 261 256

KTAS 439 444 449 452 452 452 451 445
22,000 TOTAL
lb/hr
FUEL FLOW 1959 1990 2026 1969 1865 1777 1699 1612
KIAS 270 270 270 268 265 262 258 252

KTAS 439 444 447 449 449 448 444 437
24,000 TOTAL
lb/hr
FUEL FLOW 2042 2077 2030 1965 1860 1770 1686 1600
KIAS 270 270 269 267 264 260 254 247

KTAS 438 442 444 446 445 441 436 427
26,000 TOTAL
lb/hr
FUEL FLOW 2098 2096 2023 1960 1852 1756 1673 1586
KIAS 270 269 267 265 261 256 250 241

KTAS 436 440 442 444 442 438 431 418
27,000 TOTAL
lb/hr
FUEL FLOW 2092 2091 2018 1957 1847 1750 1663 1574
KIAS 269 268 266 263 259 254 246 236

8XC127

HIGH SPEED CRUISE
37,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -54 -49 -43 -38 -33 -28 -22 -18
KTAS 436 441 447 452 453 454 454 451

18,000 TOTAL
lb/hr
FUEL FLOW 1717 1751 1782 1817 1732 1646 1576 1499
KIAS 258 258 258 258 256 253 250 246

KTAS 436 441 447 450 450 451 450 445
20,000 TOTAL
lb/hr
FUEL FLOW 1802 1830 1867 1829 1726 1640 1569 1489
KIAS 258 258 258 257 254 251 248 242

KTAS 436 441 445 447 447 447 443 437
22,000 TOTAL
lb/hr
FUEL FLOW 1882 1916 1877 1824 1721 1632 1556 1478
KIAS 258 258 257 255 252 249 244 237

KTAS 434 439 441 443 442 439 435 425
24,000 TOTAL
lb/hr
FUEL FLOW 1912 1928 1869 1818 1713 1618 1542 1462
KIAS 257 257 255 253 249 244 239 230

KTAS 430 435 437 438 435 428 418 396
26,000 TOTAL
lb/hr
FUEL FLOW 1897 1914 1856 1809 1699 1598 1517 1427
KIAS 255 254 252 250 244 238 229 214

KTAS 428 432 434 435 430 422 402
27,000 TOTAL
lb/hr
FUEL FLOW 1888 1906 1850 1802 1691 1587 1494
KIAS 253 253 251 248 242 234 219

8XC128

HIGH SPEED CRUISE
39,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -54 -49 -43 -38 -33 -28 -23 -18
KTAS 436 442 447 449 449 450 450 444

18,000 TOTAL
lb/hr
FUEL FLOW 1658 1684 1711 1653 1561 1486 1423 1349
KIAS 247 247 246 244 242 239 236 230

KTAS 436 442 444 446 446 445 442 435
20,000 TOTAL
lb/hr
FUEL FLOW 1733 1767 1703 1649 1556 1477 1410 1339
KIAS 247 247 245 243 240 237 232 225

KTAS 434 438 440 441 440 437 431 421
22,000 TOTAL
lb/hr
FUEL FLOW 1743 1756 1694 1643 1547 1462 1395 1322
KIAS 245 244 242 240 236 232 226 217

KTAS 429 433 435 434 430 423 409
24,000 TOTAL
lb/hr
FUEL FLOW 1726 1740 1682 1634 1533 1441 1364
KIAS 242 241 239 236 231 224 213

KTAS 422 426 425 424 415
26,000 TOTAL
lb/hr
FUEL FLOW 1704 1719 1659 1620 1514
KIAS 238 237 233 230 222

KTAS 416 420 419 417 401
27,000 TOTAL
lb/hr
FUEL FLOW 1685 1701 1648 1612 1496
KIAS 234 234 230 226 214

8XC129

HIGH SPEED CRUISE
41,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -54 -49 -43 -38 -33 -28 -24 -19
KTAS 436 442 443 445 445 444 440 432

18,000 TOTAL
lb/hr
FUEL FLOW 1579 1609 1541 1483 1405 1335 1273 1207
KIAS 235 235 233 231 228 225 220 213
KTAS 433 438 439 440 437 435 428 416
20,000 TOTAL
lb/hr
FUEL FLOW 1586 1598 1532 1476 1393 1321 1258 1191
KIAS 234 233 231 228 224 220 213 205

KTAS 428 433 433 432 425 416 397
22,000 TOTAL
lb/hr
FUEL FLOW 1569 1582 1519 1466 1378 1295 1222
KIAS 230 230 227 224 217 210 197

KTAS 420 424 421 419 407
24,000 TOTAL
lb/hr
FUEL FLOW 1544 1557 1496 1452 1356
KIAS 226 225 221 216 207

8XC130


INTERMEDIATE CRUISE
9000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
WEIGHT AMBIENT TEMP °C -18 -13 -8 -3 2 7 12 17
lb
IOAT °C -9 -4 1 6 11 17 22 27
KTAS 304 307 310 313 316 319 322 324

18,000 TOTAL FUEL FLOW 1746 1768 1791 1814 1837 1860 1884 1906
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 304 307 310 313 316 319 322 324
20,000 TOTAL FUEL FLOW 1768 1790 1813 1837 1860 1884 1907 1930
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 304 307 310 313 316 319 322 324
22,000 TOTAL FUEL FLOW 1796 1818 1842 1865 1889 1913 1936 1960
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 304 307 310 313 316 319 322 324
24,000 TOTAL FUEL FLOW 1827 1849 1874 1898 1922 1946 1970 1994
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 304 307 310 313 316 319 322 324
26,000 TOTAL FUEL FLOW 1859 1882 1907 1931 1956 1980 2004 2028
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 304 307 310 313 316 319 322 324
27,000 TOTAL FUEL FLOW 1875 1898 1923 1948 1972 1997 2021 2046
lb/hr
KIAS 280 280 280 280 280 280 280 280
8XC134

INTERMEDIATE CRUISE
11,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
WEIGHT AMBIENT TEMP °C -22 -17 -12 -7 -2 3 8 13
lb
IOAT °C -13 -8 -2 3 8 13 18 24
KTAS 313 316 319 322 325 328 331 334

18,000 TOTAL FUEL FLOW 1719 1741 1764 1787 1810 1833 1856 1879
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 313 316 319 322 325 328 331 334
20,000 TOTAL FUEL FLOW 1741 1763 1786 1810 1833 1856 1879 1902
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 313 316 319 322 325 328 331 334
22,000 TOTAL FUEL FLOW 1768 1791 1815 1839 1862 1886 1909 1933
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 313 316 319 322 325 328 331 334
24,000 TOTAL FUEL FLOW 1800 1822 1847 1871 1895 1919 1943 1967
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 313 316 319 322 325 328 331 334
26,000 TOTAL FUEL FLOW 1831 1855 1880 1905 1929 1953 1977 2002
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 313 316 319 322 325 328 331 334
27,000 TOTAL FUEL FLOW 1847 1871 1896 1921 1946 1970 1995 2019
lb/hr
KIAS 280 280 280 280 280 280 280 280
8XC135

INTERMEDIATE CRUISE
13,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
WEIGHT AMBIENT TEMP °C -26 -21 -16 -11 -6 -1 4 9
lb
IOAT °C -16 -11 -6 -1 5 10 15 20
KTAS 322 326 329 332 335 338 341 344

18,000 TOTAL FUEL FLOW 1694 1715 1738 1762 1785 1808 1831 1854
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 322 326 329 332 335 338 341 344
20,000 TOTAL FUEL FLOW 1715 1737 1761 1785 1808 1831 1854 1878
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 322 326 329 332 335 338 341 344
22,000 TOTAL FUEL FLOW 1743 1766 1790 1814 1838 1861 1885 1908
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 322 326 329 332 335 338 341 344
24,000 TOTAL FUEL FLOW 1774 1798 1822 1847 1871 1895 1919 1943
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 322 326 329 332 335 338 341 344
26,000 TOTAL FUEL FLOW 1807 1831 1856 1880 1905 1929 1954 1979
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 322 326 329 332 335 338 341 344
27,000 TOTAL FUEL FLOW 1823 1847 1872 1897 1922 1947 1972 1996
lb/hr
KIAS 280 280 280 280 280 280 280 280
8XC136

INTERMEDIATE CRUISE
15,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
WEIGHT AMBIENT TEMP °C -30 -25 -20 -15 -10 -5 0 5
lb
IOAT °C -19 -14 -9 -4 1 7 12 17
KTAS 332 336 339 342 346 349 352 355

18,000 TOTAL FUEL FLOW 1667 1689 1713 1736 1760 1783 1806 1829
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 332 336 339 342 346 349 352 355
20,000 TOTAL FUEL FLOW 1689 1712 1736 1760 1783 1806 1830 1854
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 332 336 339 342 346 349 352 355
22,000 TOTAL FUEL FLOW 1718 1741 1765 1789 1813 1837 1861 1885
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 332 336 339 342 346 349 352 355
24,000 TOTAL FUEL FLOW 1749 1773 1798 1822 1847 1871 1896 1920
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 332 336 339 342 346 349 352 355
26,000 TOTAL FUEL FLOW 1782 1806 1831 1856 1881 1906 1931 1956
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 332 336 339 342 346 349 352 355
27,000 TOTAL FUEL FLOW 1798 1823 1848 1873 1899 1924 1949 1974
lb/hr
KIAS 280 280 280 280 280 280 280 280
8XC137

INTERMEDIATE CRUISE
17,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
WEIGHT AMBIENT TEMP °C -34 -29 -24 -19 -14 -9 -4 1
lb
IOAT °C -23 -18 -12 -7 -2 3 9 14
KTAS 342 346 349 353 356 359 363 366

18,000 TOTAL FUEL FLOW 1643 1666 1690 1712 1736 1759 1783 1806
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 342 346 349 353 356 359 363 366
20,000 TOTAL FUEL FLOW 1665 1689 1713 1736 1760 1784 1807 1831
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 342 346 349 353 356 359 363 366
22,000 TOTAL FUEL FLOW 1694 1718 1742 1766 1790 1815 1839 1863
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 342 346 349 353 356 359 363 366
24,000 TOTAL FUEL FLOW 1726 1750 1775 1799 1824 1849 1874 1898
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 342 346 349 353 356 359 363 366
26,000 TOTAL FUEL FLOW 1758 1783 1809 1834 1859 1884 1909 1934
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 342 346 349 353 356 359 363 366
27,000 TOTAL FUEL FLOW 1775 1800 1825 1851 1876 1902 1927 1952
lb/hr
KIAS 280 280 280 280 280 280 280 280
8XC138

INTERMEDIATE CRUISE
19,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -26 -21 -16 -10 -5 0 5 11
KTAS 353 356 360 364 367 371 374 378

18,000 TOTAL FUEL FLOW 1619 1642 1667 1689 1713 1737 1760 1784
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 353 356 360 364 367 371 374 378
20,000 TOTAL FUEL FLOW 1641 1664 1689 1712 1736 1760 1784 1807
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 353 356 360 364 367 371 374 378
22,000 TOTAL FUEL FLOW 1670 1694 1719 1743 1767 1792 1816 1840
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 353 356 360 364 367 371 374 378
24,000 TOTAL FUEL FLOW 1701 1726 1752 1776 1801 1826 1851 1874
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 353 356 360 364 367 371 374 378
26,000 TOTAL FUEL FLOW 1734 1759 1786 1810 1836 1862 1887 1909
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 353 356 360 364 367 371 374 378
27,000 TOTAL FUEL FLOW 1750 1776 1803 1827 1853 1879 1904 1928
lb/hr
KIAS 280 280 280 280 280 280 280 280
8XC139

INTERMEDIATE CRUISE
21,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -29 -24 -19 -14 -8 -3 2 7
KTAS 363 367 371 375 379 383 386 390

18,000 TOTAL FUEL FLOW 1597 1620 1646 1669 1692 1716 1740 1764
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 363 367 371 375 379 383 386 390
20,000 TOTAL FUEL FLOW 1617 1641 1667 1690 1714 1738 1762 1786
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 363 367 371 375 379 383 386 390
22,000 TOTAL FUEL FLOW 1644 1669 1695 1719 1743 1767 1792 1817
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 363 367 371 375 379 383 386 390
24,000 TOTAL FUEL FLOW 1675 1700 1727 1751 1775 1800 1825 1848
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 363 367 371 375 379 383 386 390
26,000 TOTAL FUEL FLOW 1707 1733 1760 1785 1810 1835 1860 1884
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 363 367 371 375 379 383 386 390
27,000 TOTAL FUEL FLOW 1724 1750 1777 1802 1827 1852 1877 1903
lb/hr
KIAS 280 280 280 280 280 280 280 280
8XC140

INTERMEDIATE CRUISE
23,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -33 -27 -22 -17 -11 -6 -1 4
KTAS 375 379 383 387 391 395 399 402

18,000 TOTAL FUEL FLOW 1576 1600 1625 1648 1671 1695 1718 1743
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 375 379 383 387 391 395 399 402
20,000 TOTAL FUEL FLOW 1596 1620 1646 1669 1692 1716 1741 1766
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 375 379 383 387 391 395 399 402
22,000 TOTAL FUEL FLOW 1623 1647 1673 1697 1720 1745 1769 1794
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 375 379 383 387 391 395 399 402
24,000 TOTAL FUEL FLOW 1653 1678 1703 1728 1752 1777 1801 1827
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 375 379 383 387 391 395 399 402
26,000 TOTAL FUEL FLOW 1684 1709 1735 1760 1785 1810 1835 1860
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 375 379 383 387 391 395 399 402
27,000 TOTAL FUEL FLOW 1700 1725 1751 1776 1801 1827 1852 1877
lb/hr
KIAS 280 280 280 280 280 280 280 280
8XC141

INTERMEDIATE CRUISE
25,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -36 -30 -25 -20 -14 -9 -4 1
KTAS 387 391 395 399 404 408 412 416

18,000 TOTAL FUEL FLOW 1560 1585 1609 1632 1654 1679 1703 1728
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 387 391 395 399 404 408 412 416
20,000 TOTAL FUEL FLOW 1581 1605 1630 1653 1676 1701 1725 1750
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 387 391 395 399 404 408 412 416
22,000 TOTAL FUEL FLOW 1609 1633 1658 1681 1706 1730 1754 1779
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 387 391 395 399 404 408 412 416
24,000 TOTAL FUEL FLOW 1639 1664 1689 1714 1738 1762 1787 1812
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 387 391 395 399 404 408 412 416
26,000 TOTAL FUEL FLOW 1671 1695 1720 1747 1772 1796 1822 1846
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 387 391 395 399 404 408 412 416
27,000 TOTAL FUEL FLOW 1687 1712 1738 1764 1789 1813 1839 1864
lb/hr
KIAS 280 280 280 280 280 280 280 280
8XC142

INTERMEDIATE CRUISE
27,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -39 -33 -28 -23 -17 -12 -7 -1
KTAS 399 403 408 412 417 421 425 430

18,000 TOTAL FUEL FLOW 1557 1582 1606 1631 1656 1680 1704 1729
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 399 403 408 412 417 421 425 430
20,000 TOTAL FUEL FLOW 1579 1604 1628 1654 1679 1703 1728 1752
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 399 403 408 412 417 421 425 430
22,000 TOTAL FUEL FLOW 1608 1632 1658 1685 1709 1733 1760 1785
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 399 403 408 412 417 421 425 430
24,000 TOTAL FUEL FLOW 1640 1664 1693 1719 1743 1769 1794 1822
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 399 403 408 412 417 421 425 430
26,000 TOTAL FUEL FLOW 1672 1700 1728 1753 1777 1803 1833 1860
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 399 403 408 412 417 421 425 430
27,000 TOTAL FUEL FLOW 1689 1719 1746 1771 1796 1821 1853 1880
lb/hr
KIAS 280 280 280 280 280 280 280 280
8XC143

INTERMEDIATE CRUISE
29,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -42 -36 -31 -26 -20 -15 -10 -4
KTAS 412 416 421 426 430 435 439 444

18,000 TOTAL FUEL FLOW 1565 1589 1617 1643 1667 1691 1720 1748
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 412 416 421 426 430 435 439 444
20,000 TOTAL FUEL FLOW 1588 1615 1642 1667 1691 1717 1748 1775
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 412 416 421 426 430 435 439 444
22,000 TOTAL FUEL FLOW 1620 1648 1675 1699 1722 1753 1783 1810
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 412 416 421 426 430 435 439 444
24,000 TOTAL FUEL FLOW 1659 1686 1711 1734 1761 1796 1825 1849
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 412 416 421 426 430 435 439 444
26,000 TOTAL FUEL FLOW 1699 1725 1749 1772 1805 1839 1865 1890
lb/hr
KIAS 280 280 280 280 280 280 280 280
KTAS 412 416 421 426 430 435 439 444
27,000 TOTAL FUEL FLOW 1720 1745 1768 1792 1828 1860 1888 1910
lb/hr
KIAS 280 280 280 280 280 280 280 280
8XC144

INTERMEDIATE CRUISE
31,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -45 -39 -34 -29 -23 -18 -12 -7
KTAS 423 428 432 437 442 447 452 456

18,000 TOTAL FUEL FLOW 1589 1612 1637 1659 1689 1722 1751 1776
lb/hr
KIAS 279 279 279 279 279 279 279 279
KTAS 423 428 432 437 442 447 452 456
20,000 TOTAL FUEL FLOW 1619 1641 1665 1686 1722 1754 1782 1805
lb/hr
KIAS 279 279 279 279 279 279 279 279
KTAS 423 428 432 437 442 447 452 456
22,000 TOTAL FUEL FLOW 1655 1677 1699 1728 1763 1794 1821 1843
lb/hr
KIAS 279 279 279 279 279 279 279 279
KTAS 423 428 432 437 442 447 452 453
24,000 TOTAL FUEL FLOW 1698 1719 1743 1777 1811 1841 1866 1856
lb/hr
KIAS 279 279 279 279 279 279 279 276
KTAS 423 428 432 437 442 447 452 447
26,000 TOTAL FUEL FLOW 1741 1761 1793 1828 1861 1888 1916 1846
lb/hr
KIAS 279 279 279 279 279 279 279 272
KTAS 423 428 432 437 442 447 451 444
27,000 TOTAL FUEL FLOW 1765 1789 1821 1856 1888 1915 1943 1842
lb/hr
KIAS 279 279 279 279 279 279 278 270
8XC145

INTERMEDIATE CRUISE
33,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -49 -44 -38 -33 -28 -22 -17 -11
KTAS 419 424 429 434 438 443 448 453

18,000 TOTAL FUEL FLOW 1475 1496 1518 1539 1564 1597 1627 1654
lb/hr
KIAS 267 267 267 267 267 267 267 267
KTAS 419 424 429 434 438 443 448 453
20,000 TOTAL FUEL FLOW 1511 1532 1554 1574 1606 1638 1668 1693
lb/hr
KIAS 267 267 267 267 267 267 267 267
KTAS 419 424 429 434 438 443 448 453
22,000 TOTAL FUEL FLOW 1554 1574 1595 1622 1655 1687 1714 1740
lb/hr
KIAS 267 267 267 267 267 267 267 267
KTAS 419 424 429 434 438 443 448 446
24,000 TOTAL FUEL FLOW 1598 1618 1643 1673 1706 1736 1764 1730
lb/hr
KIAS 267 267 267 267 267 267 267 263
KTAS 419 424 429 434 438 443 447 439
26,000 TOTAL FUEL FLOW 1649 1672 1701 1734 1766 1796 1813 1719
lb/hr
KIAS 267 267 267 267 267 267 266 258
KTAS 419 424 429 434 438 443 444 435
27,000 TOTAL FUEL FLOW 1678 1702 1734 1768 1800 1832 1809 1713
lb/hr
KIAS 267 267 267 267 267 267 264 255
8XC146

INTERMEDIATE CRUISE
35,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -53 -48 -43 -37 -32 -26 -21 -16
KTAS 415 420 425 430 435 440 444 449

18,000 TOTAL FUEL FLOW 1366 1392 1412 1434 1457 1491 1521 1550
lb/hr
KIAS 254 254 254 254 254 254 254 254
KTAS 415 420 425 430 435 440 444 449
20,000 TOTAL FUEL FLOW 1409 1434 1454 1476 1507 1540 1570 1596
lb/hr
KIAS 254 254 254 254 254 254 254 254
KTAS 415 420 425 430 435 440 444 445
22,000 TOTAL FUEL FLOW 1455 1479 1499 1528 1559 1592 1620 1612
lb/hr
KIAS 254 254 254 254 254 254 254 252
KTAS 415 420 425 430 435 440 444 437
24,000 TOTAL FUEL FLOW 1508 1532 1558 1589 1623 1654 1686 1600
lb/hr
KIAS 254 254 254 254 254 254 254 247
KTAS 415 420 425 430 435 440 436 427
26,000 TOTAL FUEL FLOW 1568 1594 1624 1658 1697 1729 1673 1585
lb/hr
KIAS 254 254 254 254 254 254 250 241
KTAS 415 420 425 430 435 438 431 418
27,000 TOTAL FUEL FLOW 1607 1634 1667 1704 1738 1750 1663 1574
lb/hr
KIAS 254 254 254 254 254 254 246 236
8XC147

INTERMEDIATE CRUISE
37,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -56 -50 -45 -40 -34 -29 -23 -18
KTAS 413 418 423 428 433 437 442 447

18,000 TOTAL FUEL FLOW 1273 1302 1323 1342 1370 1402 1430 1454
lb/hr
KIAS 243 243 243 243 243 243 243 243
KTAS 413 418 423 428 433 437 442 445
20,000 TOTAL FUEL FLOW 1319 1346 1365 1391 1421 1453 1479 1489
lb/hr
KIAS 243 243 243 243 243 243 243 242
KTAS 413 418 423 428 433 437 442 437
22,000 TOTAL FUEL FLOW 1374 1400 1424 1453 1484 1516 1548 1478
lb/hr
KIAS 243 243 243 243 243 243 243 237
KTAS 413 418 423 428 433 437 435 425
24,000 TOTAL FUEL FLOW 1440 1469 1496 1527 1562 1594 1542 1462
lb/hr
KIAS 243 243 243 243 243 243 239 230
KTAS 413 418 423 428 433 428 418 396
26,000 TOTAL FUEL FLOW 1537 1571 1603 1638 1668 1598 1517 1427
lb/hr
KIAS 243 243 243 243 243 238 229 214
KTAS 413 418 423 428 430 422 402
27,000 TOTAL FUEL FLOW 1598 1636 1666 1699 1691 1587 1494
lb/hr
KIAS 243 243 243 243 242 234 219
8XC148

INTERMEDIATE CRUISE
39,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -56 -50 -45 -40 -34 -29 -23 -18
KTAS 413 418 423 428 433 437 442 444

18,000 TOTAL FUEL FLOW 1197 1223 1244 1267 1295 1325 1348 1349
lb/hr
KIAS 232 232 232 232 232 232 232 230
KTAS 413 418 423 428 433 437 441 435
20,000 TOTAL FUEL FLOW 1251 1275 1300 1327 1356 1385 1410 1338
lb/hr
KIAS 232 232 232 232 232 232 232 225
KTAS 413 418 423 428 433 437 431 421
22,000 TOTAL FUEL FLOW 1321 1352 1378 1405 1441 1462 1395 1322
lb/hr
KIAS 232 232 232 232 232 232 226 217
KTAS 413 418 423 428 430 423 409
24,000 TOTAL FUEL FLOW 1437 1477 1508 1542 1533 1441 1364
lb/hr
KIAS 232 232 232 232 230 224 213
KTAS 413 418 423 424 415
26,000 TOTAL FUEL FLOW 1568 1604 1635 1620 1514
lb/hr
KIAS 232 232 232 230 222
KTAS 413 418 419 417 401
27,000 TOTAL FUEL FLOW 1635 1661 1648 1612 1496
lb/hr
KIAS 232 232 230 226 214
8XC149

INTERMEDIATE CRUISE
41,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -56 -50 -45 -40 -34 -29 -24 -19
KTAS 413 418 423 428 433 438 440 432

18,000 TOTAL FUEL FLOW 1149 1168 1196 1224 1247 1269 1273 1207
lb/hr
KIAS 221 221 221 221 221 221 220 213
KTAS 413 418 423 428 433 435 428 416
20,000 TOTAL FUEL FLOW 1215 1243 1271 1302 1332 1321 1258 1191
lb/hr
KIAS 221 221 221 221 221 220 214 205
KTAS 413 418 423 428 425 415 397
22,000 TOTAL FUEL FLOW 1323 1368 1392 1423 1378 1294 1223
lb/hr
KIAS 221 221 221 221 217 209 197
KTAS 413 418 421 419 406
24,000 TOTAL FUEL FLOW 1456 1484 1496 1452 1356
lb/hr
KIAS 221 221 221 216 207
KTAS 406 410 409 403
26,000 TOTAL FUEL FLOW 1505 1521 1474 1435
lb/hr
KIAS 217 217 213 208
8XC150


LONG RANGE CRUISE
230 KIAS

ALTITUDE ft
-15 -10 -5 0 +5 +10 +15 +20
KTAS 353 357 361 366 370 373 377 381

31,000 TOTAL FUEL FLOW
lb/hr 1184 1204 1222 1243 1263 1283 1305 1327
KTAS 342 346 350 354 357 361 365 369
lb/hr 1197 1213 1232 1253 1274 1294 1313 1334
KTAS 331 334 338 342 345 349 352 356
lb/hr 1210 1226 1245 1264 1284 1303 1323 1343
KTAS 320 324 327 331 334 338 341 344
lb/hr 1224 1240 1258 1276 1294 1313 1333 1353
KTAS 310 314 317 320 323 327 330 333
lb/hr 1245 1261 1279 1297 1315 1333 1351 1371
KTAS 301 304 307 310 313 316 320 323
lb/hr 1267 1283 1300 1317 1335 1353 1371 1389
KTAS 291 294 297 300 303 306 309 312
lb/hr 1289 1305 1321 1338 1354 1372 1390 1408
KTAS 282 285 288 291 294 297 300 302
lb/hr 1312 1327 1343 1360 1377 1394 1411 1429
NOTE: The above table is calculated at 22,000 lb airplane weight. 8XC152-1
Correction to fuel flow for different airplane weights

WEIGHT lb lb/hr
27,000 +100
26,000 +80
24,000 +40
22,000 0
20,000 -30
18,000 -60

LONG RANGE CRUISE
230 KIAS
ALTITUDE ft -15 -10 -5 0 +5 +10 +15 +20
KTAS 274 277 280 282 285 288 290 293

lb/hr 1335 1348 1364 1381 1398 1416 1433 1451
KTAS 266 268 271 274 276 279 281 284
lb/hr 1357 1371 1388 1404 1421 1439 1457 1474
KTAS 258 261 263 266 268 271 273 275
lb/hr 1377 1392 1409 1425 1442 1461 1479 1497
KTAS 251 253 256 258 260 263 265 267
9000 TOTAL FUEL FLOW
lb/hr 1400 1415 1431 1448 1466 1484 1503 1522
KTAS 243 246 248 250 253 255 257 259
lb/hr 1421 1437 1453 1471 1489 1507 1525 1544
KTAS 237 239 241 243 246 248 250 252
lb/hr 1442 1457 1474 1492 1510 1528 1546 1564
KTAS 230 232 234 236 238 240 243 245
lb/hr 1467 1483 1501 1518 1536 1554 1571 1589
KTAS 224 226 228 230 232 234 236 238
lb/hr 1491 1508 1526 1543 1561 1578 1596 1614
NOTE: The above table is calculated at 22,000 lb airplane weight. 8XC152-2
Correction to fuel flow for different airplane weights

WEIGHT lb lb/hr
27,000 +100
26,000 +80
24,000 +40
22,000 0
20,000 -30
18,000 -60

LONG RANGE CRUISE
33,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -53 -48 -43 -37 -32 -27 -21 -16
KTAS 365 369 374 378 382 386 390 395

18,000 TOTAL FUEL FLOW 1115 1136 1154 1172 1192 1211 1232 1254
lb/hr
KIAS 230 230 230 230 230 230 230 230
KTAS 365 369 374 378 382 386 390 395
20,000 TOTAL FUEL FLOW 1147 1170 1187 1204 1224 1246 1268 1289
lb/hr
KIAS 230 230 230 230 230 230 230 230
KTAS 365 369 374 378 382 386 390 395
22,000 TOTAL FUEL FLOW 1182 1204 1221 1238 1259 1283 1305 1328
lb/hr
KIAS 230 230 230 230 230 230 230 230
KTAS 365 369 374 378 382 386 390 395
24,000 TOTAL FUEL FLOW 1222 1244 1260 1278 1304 1327 1349 1370
lb/hr
KIAS 230 230 230 230 230 230 230 230
KTAS 365 369 374 378 382 386 390 395
26,000 TOTAL FUEL FLOW 1274 1297 1315 1337 1361 1383 1404 1435
lb/hr
KIAS 230 230 230 230 230 230 230 230
KTAS 365 369 374 378 382 386 390 395
27,000 TOTAL FUEL FLOW 1304 1329 1350 1372 1394 1415 1444 1474
lb/hr
KIAS 230 230 230 230 230 230 230 230
8XC155

LONG RANGE CRUISE
35,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -56 -51 -46 -40 -35 -30 -24 -19
KTAS 378 382 387 391 396 400 405 409

18,000 TOTAL FUEL FLOW 1120 1143 1161 1176 1198 1221 1243 1264
lb/hr
KIAS 230 230 230 230 230 230 230 230
KTAS 378 382 387 391 396 400 405 409
20,000 TOTAL FUEL FLOW 1154 1178 1196 1213 1238 1259 1281 1303
lb/hr
KIAS 230 230 230 230 230 230 230 230
KTAS 378 382 387 391 396 400 405 409
22,000 TOTAL FUEL FLOW 1190 1214 1235 1255 1278 1298 1320 1350
lb/hr
KIAS 230 230 230 230 230 230 230 230
KTAS 378 382 387 391 396 400 405 409
24,000 TOTAL FUEL FLOW 1233 1261 1285 1306 1327 1347 1378 1408
lb/hr
KIAS 230 230 230 230 230 230 230 230
KTAS 378 382 387 391 396 400 405 409
26,000 TOTAL FUEL FLOW 1295 1328 1351 1371 1393 1422 1454 1482
lb/hr
KIAS 230 230 230 230 230 230 230 230
KTAS 378 382 387 391 396 400 405 409
27,000 TOTAL FUEL FLOW 1336 1367 1390 1409 1438 1469 1499 1526
lb/hr
KIAS 230 230 230 230 230 230 230 230
8XC156

LONG RANGE CRUISE
37,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -58 -53 -48 -43 -37 -32 -27 -21
KTAS 376 381 385 390 394 399 403 407

18,000 TOTAL FUEL FLOW 1056 1076 1096 1113 1135 1156 1175 1195
lb/hr
KIAS 220 220 220 220 220 220 220 220
KTAS 376 381 385 390 394 399 403 407
20,000 TOTAL FUEL FLOW 1091 1111 1132 1154 1175 1194 1213 1240
lb/hr
KIAS 220 220 220 220 220 220 220 220
KTAS 376 381 385 390 394 399 403 407
22,000 TOTAL FUEL FLOW 1132 1154 1182 1203 1222 1240 1269 1296
lb/hr
KIAS 220 220 220 220 220 220 220 220
KTAS 376 381 385 390 394 399 403 407
24,000 TOTAL FUEL FLOW lb/ 1192 1224 1249 1268 1288 1318 1346 1371
hr
KIAS 220 220 220 220 220 220 220 220
KTAS 376 381 385 390 394 399 403 396
26,000 TOTAL FUEL FLOW 1279 1307 1330 1354 1384 1414 1443 1426
lb/hr
KIAS 220 220 220 220 220 220 220 213
KTAS 376 381 385 390 394 399 402
27,000 TOTAL FUEL FLOW 1326 1350 1379 1405 1435 1468 1494
lb/hr
KIAS 220 220 220 220 220 220 219
8XC157

LONG RANGE CRUISE
39,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -58 -52 -47 -42 -36 -31 -26 -20
KTAS 387 392 397 402 406 411 415 420

18,000 TOTAL FUEL FLOW 1048 1065 1092 1113 1132 1148 1175 1200
lb/hr
KIAS 217 217 217 217 217 217 217 217
KTAS 387 392 397 402 406 411 415 420
20,000 TOTAL FUEL FLOW 1083 1111 1136 1154 1172 1198 1225 1248
lb/hr
KIAS 217 217 217 217 217 217 217 217
KTAS 387 392 397 402 406 411 415 420
22,000 TOTAL FUEL FLOW 1144 1171 1193 1209 1239 1267 1291 1316
lb/hr
KIAS 217 217 217 217 217 217 217 217
KTAS 387 392 397 402 406 411 409
24,000 TOTAL FUEL FLOW 1225 1250 1278 1306 1332 1361 1364
lb/hr
KIAS 217 217 217 217 217 217 213
KTAS 387 392 397 402 406
26,000 TOTAL FUEL FLOW 1326 1359 1394 1422 1453
lb/hr
KIAS 217 217 217 217 217
KTAS 387 392 397 402 401
27,000 TOTAL FUEL FLOW 1383 1419 1455 1481 1497
lb/hr
KIAS 217 217 217 217 214
8XC158

LONG RANGE CRUISE
41,000 ft
-15 -10 -5 0 +5 +10 +15 +20

CRUISE
lb
IOAT °C -58 -52 -47 -42 -36 -31 -26 -20
KTAS 388 392 397 402 406 411 415 420

18,000 TOTAL FUEL FLOW 1004 1027 1047 1064 1079 1105 1128 1147
lb/hr
KIAS 207 207 207 207 207 207 207 207
KTAS 388 392 397 402 406 411 415 416
20,000 TOTAL FUEL FLOW 1062 1083 1101 1118 1146 1169 1188 1192
lb/hr
KIAS 207 207 207 207 207 207 207 205
KTAS 388 392 397 402 406 411 397
22,000 TOTAL FUEL FLOW 1140 1160 1190 1214 1236 1267 1223
lb/hr
KIAS 207 207 207 207 207 207 197
KTAS 388 392 397 402 406
24,000 TOTAL FUEL FLOW 1234 1265 1299 1329 1356
lb/hr
KIAS 207 207 207 207 207
KTAS 388 392 397 402
26,000 TOTAL FUEL FLOW 1344 1374 1400 1427
lb/hr
KIAS 207 207 207 207
KTAS 388 392 397
27,000 TOTAL FUEL FLOW 1398 1425 1454
lb/hr
KIAS 207 207 207
8XC159


CRUISE AIR MILES per lb of FUEL
Figure 1
CRUISE AIR MILES per lb of FUEL - 20,000 ft ISA

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

EN ROUTE FUEL CHECK
INSTRUCTIONS FOR USE OF TABLE 4

ALTITUDE ft PRESENT WEIGHT thousands of lb
The numbers in the instructions below refer to the stage numbers shown on the table.
41,000 19 21 22 23 24
1. Enter the left part of the table with 1 headwind or tailwind as appropriate, then 39,000 19 21 22 23 24 25 26
move down to the ground distance to go 2 . Move across to the right to identify 3 37,000 19 21 22 24 25 26
the entry row in part 5 . 35,000 19 21 22 23 24 25 26 27
33,000 19 20 21 23 24 25 26 27
2. Enter the top part with cruise altitude 3 and move along that row to the present 31,000 19 20 21 23 24 25 27
weight 4 . Move down to identify the entry column in part 5 .

1 HEADWIND <----(KT)----> TAILWIND
3. The intersection of the row and column thus identified in part 5 of the table will 100 80 60 40 20 0 -20 -40 -60 -80 -100
show the fuel required to cover the remaining distance to the destination.
149 160 170 180 189 200 210 220 230 240 250 440 440 450 460 470 490 490 500 510 520 530 530 540 560
NOTES:
225
300
240
320
255
340
270
360
285
380
300
400
315
420
330
440
345
460
360
480
375
500
710
870
710
970
730
1010
750
1030
760
1060
780
1090
800
1110
810
1130
820
1140
840
1160
860
1180
860
1200
880
1220
910
1260
1. If the ground distance to go falls between two values in the table
then interpolate the fuel required from the corresponding rows in
375
450
400
480
425
510
450
540
475
570
500
600
525
630
550
660
575
690
600
720
625
750
1140
1410
1240
1520
1290
1570
1320
1610
1350
1640
1390
1690
1420
1730
1440
1760
1460
1780
1480
1810
1520
1850
1530
1870
1560
1910
1610
1970
part 5 . 525
600
560
640
595
680
630
720
665
760
700
800
735
840
770
880
805
920
840
960
875
1000
1680
1960
1780
2060
1850
2140
1900
2190
1940
2240
2010
2320
2040
2360
2080
2400
2110
2430
2140
2470
2190
2530
2220
2560
2260
2610
2320
2690
GROUND DISTANCE TO GO nm
2. The effect of temperature on the en route fuel check is negligible. 675 720 765 810 855 900 945 990 1035 1080 1125 2240 2340 2430 2490 2550 2630 2680 2730 2760 2810 2870 2910 2960 3040
750 800 850 900 950 1000 1050 1100 1150 1200 1250 2630 2720 2790 2850 2940 3010 3060 3090 3140 3210 3260 3310 3410
825
900
880
960
935
1020
990
1080
1045
1140
1100
1200
1155
1260
1210
1320
1265
1380
1320
1440
1375
1500
2910
3210
3020
3320
3100
3410
3160
3480
3270
3590
3330
3660
3380
3720
3430
3770
3480
3830
3560
3910
3610
3960
3670
4030
3780
4150
FUEL (lb) TO 1500 feet

975
1050
1040
1120
1105
1190
1170
1260
1235
1330
1300
1400
1365
1470
1430
1540
1495
1610
1560
1680
1625
1750
3500
3790
3620
3920
3720
4030
3790
4110
3910
4240
3990
4320
4060
4390
4110
4450
4170
4520
4260
4620
4320
4670
4390
4760
4520
4890
1125
1200
1200
1280
1275
1360
1350
1440
1425
1520
1500
1600
1575
1680
1650
1760
1725
1840
1800
1920
1875
2000
4110 4240
4560
4350
4670
4440
4760
4570
4910
4660
5000
4730
5080
4790
5140
4870
5220
4970
5320
5030
5390
5110
5480
5260
5630
1275
1350
1360
1440
1445
1530
1530
1620
1615
1710
1700
1800
1785
1890
1870
1980
1955
2070
2040
2160
2125
2250
4870
5200
5000
5330
5090
5430
5240
5580
5340
5680
5420
5770
5490
5840
5570
5920
5680
6040
5750
6110
5840
6210
6010
6380
2
1425 1520 1615 1710 1805 1900 1995 2090 2185 2280 2375
5660 5760 5920 6020 6110 6180 6270 6380 6460 6560 6730
5
1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 2500 5990 6100 6270 6370 6460 6540 6630 6750 6820 6930 7110
1575
1650
1680
1760
1785
1870
1890
1980
1995
2090
2100
2200
2205
2310
2310
2420
2415
2530
2520
2640
2625
2750
6340 6440 6610
6940
6720
7040
6810
7140
6890
7220
6980
7310
7100
7430
7180
7510
7280
7620
7470
7810
1725
1800
1840
1920
1955
2040
2070
2160
2185
2280
2300
2400
2415
2520
2530
2640
2645
2760
2760
2880
2875
3000
7290 7410
7760
7500
7850
7580
7930
7680
8020
7810
8150
7880
8230
8000
8340
8190
8530
1875
1950
2000
2080
2125
2210
2250
2340
2375
2470
2500
2600
2625
2730
2750
2860
2875
2990
3000
3120
3125
3250
8080 8180 8260
8630
8360
8730
8490
8860
8570
8940
8680
9060
8880
9260
2025
2100
160
2240
295
2380
430
2520
565
2660
2700
2800
2835
2940
2970
3080
3105
3220
3240
3360
3375
3500
8960
9320
9060
9420
9190
9560
9270
9640
9380
9750
9580
9950
8XC170
Pilot’s Operating Manual Sub-section 4

Revision A1: Nov, 2002 CRUISE - ENROUTE Page 4-59

Pro Line 21
Section - IV
Sub-section 5
NORMAL DESCENT
Table of Contents
Page
INTRODUCTION ..........................................................................................5-3
NORMAL DESCENT ISA.............................................................................5-4


NORMAL DESCENT Original Issue: Feb, 2002
INTRODUCTION
Descent Fuel, Distance and Time are tabulated in this Sub-section against Arrival Weight.
The data is presented for a descent at 0.76 IMN/285/250 KIAS in ISA conditions.
The descent procedure specifies a constant 1000 ft/min rate of descent down to 37,000 ft, where the
thrust is reduced to idle for the remainder of the descent to 1500 ft.
The effect of temperature on descent fuel, distance and time is negligible and the descent ends at the
arrival weight at 160 KIAS and 1500 ft altitude.
No allowances are included for Approach or Landing.

Original Issue: Feb, 2002 NORMAL DESCENT
NORMAL DESCENT
TABLE UNITS
ISA
Arrival Weight ................................. pounds
FUEL .............................................. pounds
TIME ............................................... minutes
ALTITUDE (x 1000 ft) AT TOP OF DESCENT

ARRIVAL
1.5 3 5 7 9 11 13 15 17 19 21
WEIGHT
FUEL 0 19 33 40 46 54 60 64 69 73 77
17,000 DIST 0 6 13 16 20 24 28 31 34 37 41
TIME 0 2 4 5 5 6 7 8 8 9 9
FUEL 0 19 34 41 48 56 62 66 71 76 80
18,000 DIST 0 6 13 17 21 25 29 32 36 39 42
TIME 0 2 4 5 6 6 7 8 8 9 9
FUEL 0 19 35 42 49 57 64 68 73 78 83
19,000 DIST 0 6 13 17 21 26 30 33 37 40 44
TIME 0 2 4 5 6 7 7 8 9 9 10
FUEL 0 19 35 42 50 59 65 70 75 80 85
20,000 DIST 0 6 14 18 22 27 31 34 38 42 45
TIME 0 2 4 5 6 7 8 8 9 9 10
FUEL 0 19 35 43 51 60 67 72 77 82 87
21,000 DIST 0 6 14 18 22 27 32 35 39 43 47
TIME 0 2 4 5 6 7 8 8 9 10 10
FUEL 0 19 36 44 52 61 68 73 79 84 89
22,000 DIST 0 6 14 18 22 28 32 36 40 44 48
TIME 0 2 4 5 6 7 8 9 9 10 11
FUEL 0 19 36 44 52 62 69 75 80 86 91
23,000 DIST 0 6 14 18 23 28 33 37 41 45 49
TIME 0 2 4 5 6 7 8 9 9 10 11
FUEL 0 19 36 45 53 63 70 76 82 88 93
24,000 DIST 0 6 14 19 23 29 34 38 42 46 50
TIME 0 2 4 5 6 7 8 9 10 10 11
FUEL 0 19 37 45 54 64 72 78 83 89 95
25,000 DIST 0 6 14 19 24 29 34 39 43 47 52
TIME 0 2 4 5 6 7 8 9 10 11 11
FUEL 0 19 37 45 54 65 73 79 85 91 97
26,000 DIST 0 6 14 19 24 30 35 39 44 48 53
TIME 0 2 4 5 6 8 8 9 10 11 11
8XC171-1
NOTE: The effect of temperature on descent fuel, distance and time is negligible.
NORMAL DESCENT
TABLE UNITS
ISA
Arrival Weight ................................. pounds
FUEL .............................................. pounds
TIME ............................................... minutes
ALTITUDE (x 1000 ft) AT TOP OF DESCENT

ARRIVAL
23 25 27 29 31 33 35 37 39 41 WEIGHT
81 85 89 93 97 100 103 107 142 174 FUEL
44 47 51 54 57 60 63 67 81 95 DIST 17,000
10 10 11 11 12 12 12 13 15 17 TIME
84 88 93 97 101 104 107 112 146 178 FUEL
46 49 53 57 60 63 66 69 84 98 DIST 18,000
10 10 11 12 12 12 13 13 15 17 TIME
87 91 96 100 104 108 111 116 150 183 FUEL
48 51 55 59 62 65 69 72 87 101 DIST 19,000
10 11 11 12 12 13 13 14 16 18 TIME
90 94 99 104 108 111 115 119 154 187 FUEL
49 53 57 61 65 68 71 75 89 104 DIST 20,000
11 11 12 12 13 13 14 14 16 18 TIME
92 97 102 107 111 114 118 123 158 191 FUEL
51 55 59 63 67 70 73 77 92 106 DIST 21,000
11 12 12 13 13 14 14 15 17 19 TIME
94 99 104 109 114 117 122 126 162 196 FUEL
52 56 61 65 69 72 76 80 94 109 DIST 22,000
11 12 12 13 14 14 15 15 17 19 TIME
96 102 107 112 116 120 124 129 165 200 FUEL
53 58 62 66 71 74 78 82 96 111 DIST 23,000
11 12 13 13 14 14 15 15 17 19 TIME
98 104 109 114 119 123 127 132 169 205 FUEL
55 59 64 68 72 76 80 84 99 113 DIST 24,000
12 12 13 14 14 15 15 16 18 20 TIME
100 106 111 117 122 126 130 135 172 209 FUEL
56 61 65 70 74 78 82 86 101 115 DIST 25,000
12 13 13 14 15 15 16 16 18 20 TIME
102 108 114 119 124 128 133 138 176 214 FUEL
57 62 67 71 76 80 84 88 102 117 DIST 26,000
12 13 14 14 15 15 16 16 18 20 TIME
8XC171-2
NOTE: The effect of temperature on descent fuel, distance and time is negligible.
Original Issue: Feb, 2002 NORMAL DESCENT

Section IV
Sub-section 6
SINGLE ENGINE
Table of Contents
Page
INTRODUCTION ......................................................................................... 6-3

SINGLE ENGINE CEILING ...................................................................... 6-3
SINGLE ENGINE DRIFT DOWN.............................................................. 6-3
SINGLE ENGINE CRUISE ....................................................................... 6-4
SINGLE ENGINE MAXIMUM CONTINUOUS THRUST
FOR DESCENT AND CRUISE................................................................. 6-4
SINGLE ENGINE......................................................................................... 6-5
SINGLE ENGINE MINIMUM CRUISE SPEED and
MAXIMUM CRUISE ALTITUDE ............................................................... 6-5
SINGLE ENGINE MAXIMUM CRUISE WEIGHT ..................................... 6-6
SINGLE ENGINE LONG RANGE CRUISE SPEED ................................. 6-6
SUMMARY of SINGLE ENGINE CEILINGS............................................... 6-7
OBSTACLE CLEARANCE ......................................................................... 6-8
RANGE AFTER ENGINE FAILURE ........................................................... 6-9
SINGLE ENGINE DRIFT DOWN............................................................... 6-10
ISA -15° C............................................................................................... 6-10
ISA -10° C............................................................................................... 6-12
ISA .......................................................................................................... 6-14
ISA +10° C .............................................................................................. 6-16
ISA +20° C .............................................................................................. 6-18
SINGLE ENGINE LONG RANGE CRUISE............................................... 6-20
11,000 ft.................................................................................................. 6-20
13,000 ft.................................................................................................. 6-21
15,000 ft.................................................................................................. 6-22
17,000 ft.................................................................................................. 6-23
19,000 ft.................................................................................................. 6-24
21,000 ft.................................................................................................. 6-25
23,000 ft.................................................................................................. 6-26
25,000 ft.................................................................................................. 6-27
27,000 ft.................................................................................................. 6-28
SINGLE ENGINE HOLDING - FUEL FLOW
ENGINE ANTICE OFF............................................................................... 6-29
P/N 140-590032-0007 Page 6-1

Page
SINGLE ENGINE HIGH SPEED DESCENT.............................................. 6-30

SINGLE ENGINE MAXIMUM CONTINUOUS THRUST CRUISE ............. 6-32
10,000 ft .................................................................................................. 6-32
11,000 ft .................................................................................................. 6-33
13,000 ft .................................................................................................. 6-34
15,000 ft .................................................................................................. 6-35
17,000 ft .................................................................................................. 6-36
19,000 ft .................................................................................................. 6-37
21,000 ft .................................................................................................. 6-38
23,000 ft .................................................................................................. 6-39
25,000 ft .................................................................................................. 6-40
27,000 ft .................................................................................................. 6-41
Page 6-2 Section IV Sub-section 6 P/N 140-590032-0007

SINGLE ENGINE
INTRODUCTION
This Sub-section contains one engine inoperative data.
SINGLE ENGINE CEILING

This Sub-section provides the following data:
A summary of single engine ceilings for a range of weights and temperatures, at:
• En-route climb speed.
• Minimum cruise speed.
• Long range cruise speed.
More comprehensive data is provided at minimum cruise speed:
• Maximum cruise altitude versus weight and temperature.
• Maximum cruise weight versus altitude and temperature.
These ceilings are based on average airplane performance and are intended only for estimating
altitudes for use in fuel planning. Since they do not contain any margin they must not be used for
checking obstacle clearance.
Where obstacle clearance after engine failure is relevant, it should be checked using the en-route net
gradient data in the Airplane Flight Manual. This will show a net ceiling lower than the en-route data
given in this Sub-section (SUMMARY OF SINGLE ENGINE CEILINGS).
Ceilings obtained from the AFM for an en-route net gradient of zero are shown in this Sub-section
(OBSTACLE CLEARANCE).
SINGLE ENGINE DRIFT DOWN

This Sub-section (SINGLE ENGINE DRIFT DOWN) contains tables of time, distance and fuel used from
engine failure to final sustainable altitude versus weight and altitude at engine failure. These tables
cover temperatures from ISA -15° C to ISA +20° C with antice off.
It is assumed that the drift down is conducted at maximum continuous thrust at the minimum cruise
speed for the weight at engine failure.
P/N 140-590032-0007 Section IV Sub-section 6 Page 6-3

SINGLE ENGINE
SINGLE ENGINE CRUISE
This Sub-section contains data tables for (SINGLE ENGINE LONG RANGE CRUISE).
If an engine fails, the cruise altitude is reduced, with a subsequent reduction in air miles per lb. To
minimize the loss of range, the thrust on the operative engine should be increased to maximum
continuous thrust and the speed reduced to the recommended single engine cruise speed (refer to the
table for Long Range Cruise Speed) and allow the airplane to drift down to its new cruise altitude.
The increase in fuel required is substantial and the possibility of engine failure must be considered when
planning a long flight with no en-route alternates, since this case may determine the fuel reserve
required.
Fuel required may be calculated on the assumption of an instantaneous loss of height from two-engine
to single engine altitude. If in the particular case it is practicable to do the gradual drift down mentioned
above, there will be a savings of approximately 150 lb of fuel compared with the instantaneous loss of
height.
Figure 1 - Range After Engine Failure shows the effect on range of the loss of altitude associated with
an engine failure.
Single Engine Holding Fuel Flows are also provided in this Sub-section.
SINGLE ENGINE MAXIMUM CONTINUOUS THRUST FOR DESCENT AND CRUISE

This Sub-section provides single engine maximum continuous thrust data for descent and cruise.
The descent data is presented for daylight operations at ISA. An altitude range from the top of the
descent down to 14,000 feet is provided for a range of weights. Maximum descent speed is 0.70 Mach/
300 KIAS.
The cruise data is provided as a function of cruise altitudes, weights and temperatures for daylight
operations at ISA. Speed is listed in both Knots True Airspeed (KTAS) and Knots Indicated Airspeed
(KIAS). Total fuel flow is given in pounds per hour.

SINGLE ENGINE
SINGLE ENGINE
SINGLE ENGINE MINIMUM CRUISE SPEED and

MAXIMUM CRUISE ALTITUDE
-15 -10 -5 0 +5 +10 +15 +20
MINIMUM SPEED
CRUISE MAXIMUM CRUISE ALTITUDE ft
KIAS
WEIGHT lb
26,000 210 25,800 25,200 23,900 22,500 21,400 20,300 18,800 16,700
25,000 206 26,800 26,200 25,100 23,700 22,500 21,600 20,100 18,300
24,000 202 27,800 27,400 26,300 25,000 23,800 22,800 21,400 19,900
23,000 198 28,700 28,500 27,500 26,300 25,000 23,900 22,600 21,300
22,000 194 29,700 29,500 28,700 27,600 26,200 25,100 23,800 22,600
21,000 189 30,700 30,500 29,800 29,000 27,500 26,300 25,000 23,800
20,000 185 31,600 31,500 30,900 30,200 28,800 27,500 26,200 25,000
19,000 180 32,500 32,400 32,000 31,500 30,300 28,900 27,500 26,300
18,000 175 33,400 33,300 33,000 32,600 31,700 30,500 28,800 27,700
8XC172
NOTE: These altitudes are determined with the operative engine running at
Maximum Continuous Thrust.

SINGLE ENGINE
SINGLE ENGINE
SINGLE ENGINE MAXIMUM CRUISE WEIGHT

-15 -10 -5 0 +5 +10 +15 +20
CRUISE
MAXIMUM CRUISE WEIGHT lb
ALTITUDE ft
17,000 25,800
19,000 25,800 24,600
21,000 26,300 25,400 24,300 23,200
23,000 25,600 24,600 23,800 22,700 21,700
25,000 26,200 25,100 23,900 22,900 22,000 21,000 19,900
27,000 24,800 24,300 23,400 22,400 21,300 20,400 19,300 18,500

29,000 22,700 22,500 21,700 20,900 19,800 18,900 17,800 16,900
31,000 20,600 20,500 19,900 19,400 18,400 17,600
33,000 18,400 18,300 18,000 17,700 17,000

8XC173
SINGLE ENGINE LONG RANGE CRUISE SPEED

CRUISE LONG RANGE
WEIGHT lb CRUISE SPEED
26,000 240 KIAS
25,000 235 KIAS
24,000 230 KIAS
23,000 225 KIAS

22,000 220 KIAS
21,000 215 KIAS
20,000 210 KIAS
19,000 205 KIAS
18,000 200 KIAS

8XC174

SINGLE ENGINE
SUMMARY of SINGLE ENGINE CEILINGS
SINGLE ENGINE CEILING ft AT

TEMPERATURES RELATIVE TO
ISA °C
ENGINE
WEIGHT lb SPEED KIAS -15 0 +10 +20
ANTICE
EN ROUTE CLIMB 0% 180 OFF 24,450 21,450 19,300 15,850
EN ROUTE CLIMB 1.1% 180 OFF 20,800 17,150 14,500 11,100
26,000 MINIMUM CRUISE 210 OFF 25,800 22,500 20,300 16,700
LONG RANGE CRUISE 240 OFF 23,100 18,800 16,000 11,800
LONG RANGE CRUISE 240 ON 20,200 14,100 12,000 7800
LONG RANGE CRUISE 230 ON 22,400 16,400 14,400 9800
LONG RANGE CRUISE 194 ON 24,900 20,100 17,000 12,600
8XC175A
NOTE: These ceilings are based on average performance with the operative engine running at
Maximum Continuous Thrust. To check obstacle clearance, use the en route net gradient in
the Airplane Flight Manual.
AFM en route net ceilings with zero net gradient are presented in the table on the following
page.

SINGLE ENGINE
OBSTACLE CLEARANCE
Cruise Ceiling for Zero En Route Net Gradient
-15 -10 -5 0 +5 +10 +15 +20
CRUISE WEIGHT lb MAXIMUM CRUISE ALTITUDE ft
17,300 16,300 15,100 13,800 12,500 10,900 9100 7100

29,000
11,000 9600 8200 7000 5500 3200 200 ---
18,600 17,500 16,200 14,900 13,600 12,600 10,400 8500
28,000
12,300 11,100 9700 8400 7100 5200 2500 ---
19,800 18,700 17,500 16,200 14,700 13,300 11,700 9800
27,000
13,800 12,600 11,200 9800 8400 6800 4500 1200
21,200 20,000 18,800 17,500 16,100 14,600 13,000 11,200
26,000
15,100 14,000 12,700 11,400 10,000 8300 6300 3700
22,000 21,000 19,800 18,500 17,200 15,600 14,000 12,100
25,000
16,300 15,200 14,100 12,700 11,500 9800 8100 5800
23,000 22,000 21,000 19,700 18,300 16,800 15,200 13,400
24,000
17,500 16,300 15,100 13,800 12,500 11,000 9300 7300
24,200 23,200 22,100 21,000 19,700 18,200 16,700 14,800
23,000
18,800 17,700 16,500 15,200 13,900 12,500 10,800 8900
25,200 24,100 23,200 22,200 21,000 19,600 18,000 16,200
22,000
20,000 18,800 17,700 16,400 15,100 13,600 12,100 10,100
26,300 25,500 24,500 23,500 22,300 21,000 19,500 17,700
21,000
21,300 20,200 19,000 17,700 16,500 15,100 13,600 11,800
27,500 26,600 25,700 24,700 23,700 22,500 21,000 19,400
20,000
23,000 21,900 20,700 19,500 18,200 16,700 15,200 13,400
28,600 27,800 27,000 26,000 24,800 23,600 22,300 20,700
19,000
24,400 23,400 22,300 21,100 19,800 18,300 16,700 14,800
29,800 29,100 28,300 27,500 26,400 25,200 24,000 22,600
18,000
26,100 25,000 23,800 22,700 21,400 20,000 18,500 16,700
NOTES: 8XC176
1. With ENGINE ANTICE ON use shaded values.
2. These altitudes are based upon Airplane Flight Manual Fig. 5.40.1.

SINGLE ENGINE
RANGE AFTER ENGINE FAILURE
Figure 1
Range After Engine Failure

SINGLE ENGINE
ISA -15° C
These ceilings are based on average performance at Maximum Continuous Thrust and a constant
drift down KIAS (minimum cruise speed at start of drift down weight).
To check obstacle clearance use the EN ROUTE NET GRADIENT in the Airplane Flight Manual which
will give a lower ceiling than the final drift down altitudes below.
ALTITUDE ft WEIGHT lb
AT ENGINE AT ENGINE 20,000 21,000 22,000 23,000 24,000 25,000 26,000 27,000
FAILURE FAILURE
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -60 -60 -59 -59 -58 -58 -57 -57
TIME min 41 42 43 45 47 48 50 51
41,000 DISTANCE nm 203 212 221 234 245 254 263 271
FUEL USED lb 600 640 685 750 810 865 920 975
FINAL ALTITUDE ft 31,530 31,170 30,300 29,400 28,490 27,570 26,660 25,730
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -61 -61 -60 -60 -59 -59 -58 -58
TIME min 38 39 41 43 45 47 48 49
39,000 DISTANCE nm 189 198 207 221 233 243 252 261
FUEL USED lb 570 610 660 725 785 845 900 955
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -62 -62 -61 -61 -60 -60 -60 -59
TIME min 35 36 38 41 43 44 46 47
37,000 DISTANCE nm 172 181 192 207 219 230 240 249
FUEL USED lb 535 575 625 695 755 815 875 930
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -61 -60 -60 -59 -59 -59 -58 -58
TIME min 31 32 34 37 40 42 44 45
35,000 DISTANCE nm 150 160 173 190 204 216 226 236
FUEL USED lb 480 520 580 655 720 780 840 900
8XC177-1

SINGLE ENGINE
ISA -15° C
FAILURE FAILURE
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -57 -57 -56 -56 -56 -55 -55 -55
TIME min 24 26 30 33 36 39 41 43
33,000 DISTANCE nm 117 129 148 168 184 198 210 221
FUEL USED lb 385 435 505 595 665 735 800 860
CONSTANT KIAS 189 194 198 202 206 210 214
IOAT AT START °C -53 -53 -53 -52 -52 -52 -51
TIME min 10 20 27 31 34 37 39
31,000 DISTANCE nm 47 101 134 157 174 189 202
FUEL USED lb 165 355 485 580 660 735 805
FINAL ALTITUDE ft 30,820 30,070 29,210 28,320 27,430 26,520 25,610
CONSTANT KIAS 198 202 206 210 214
IOAT AT START °C -49 -49 -49 -48 -48
TIME min 7 21 27 31 35
29,000 DISTANCE nm 34 102 135 158 176
FUEL USED lb 130 390 530 630 720
FINAL ALTITUDE ft 28,910 28,170 27,330 26,450 25,550
CONSTANT KIAS 206 210 214
IOAT AT START °C -45 -45 -45
TIME min 4 20 27
27,000 DISTANCE nm 20 98 134
FUEL USED lb 80 405 565
FINAL ALTITUDE ft 26,960 26,270 25,440
CONSTANT KIAS
IOAT AT START °C
TIME min
25,000 DISTANCE nm
FUEL USED lb
FINAL ALTITUDE ft
8XC177-2

SINGLE ENGINE
ISA -10° C
FAILURE FAILURE
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -55 -54 -54 -53 -53 -52 -52 -51
TIME min 41 42 43 47 49 51 53 55
41,000 DISTANCE nm 208 217 226 244 258 271 282 293
FUEL USED lb 615 660 705 790 860 930 995 1060
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -56 -56 -55 -55 -54 -54 -53 -53
TIME min 38 40 41 45 47 49 51 53
39,000 DISTANCE nm 193 202 211 231 246 259 271 283
FUEL USED lb 590 630 675 765 835 905 975 1045
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -57 -56 -56 -56 -55 -55 -54 -54
TIME min 35 37 38 42 45 47 49 51
37,000 DISTANCE nm 176 185 196 217 232 247 259 271
FUEL USED lb 550 590 640 730 805 880 950 1020
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -55 -55 -55 -54 -54 -53 -53 -53
TIME min 31 33 35 39 42 45 47 49
35,000 DISTANCE nm 154 165 177 200 217 232 245 258
FUEL USED lb 495 540 595 690 770 845 915 990
8XC178-1

SINGLE ENGINE
ISA -10° C
FAILURE FAILURE
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -52 -52 -51 -51 -51 -50 -50 -49
TIME min 25 27 30 35 39 42 44 47
33,000 DISTANCE nm 121 134 151 178 197 214 229 243
FUEL USED lb 400 450 520 630 720 795 875 950
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -49 -48 -48 -48 -47 -47 -47 -46
TIME min 4 11 21 29 34 37 41 43
31,000 DISTANCE nm 20 56 106 145 170 190 208 224
FUEL USED lb 70 195 380 525 635 725 815 895
CONSTANT KIAS 198 202 206 210 214
IOAT AT START °C -44 -44 -44 -43 -43
TIME min 12 24 30 35 39
29,000 DISTANCE nm 60 120 153 179 198
FUEL USED lb 225 460 600 715 810
TIME min 14 25 31
27,000 DISTANCE nm 72 127 160
CONSTANT KIAS 214
IOAT AT START °C -36
TIME min 16
25,000 DISTANCE nm 83
FUEL USED lb 360
FINAL ALTITUDE ft 24,560
8XC178-2

SINGLE ENGINE
ISA
FAILURE FAILURE
CONSTANT KIAS 185 189 194 198 202 206
IOAT AT START °C -44 -44 -43 -43 -42 -42
TIME min 50 49 52 55 57 59
41,000 DISTANCE nm 254 253 273 289 301 312
FUEL USED lb 780 785 870 950 1020 1085
FINAL ALTITUDE ft 30,050 29,860 28,680 27,410 26,120 24,840
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -45 -45 -44 -44 -43 -43 -42 -42
TIME min 48 46 50 53 55 58 60 61
39,000 DISTANCE nm 240 239 259 276 289 301 312 321
FUEL USED lb 750 755 845 925 1000 1065 1135 1200
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -46 -46 -45 -45 -45 -44 -44 -43
TIME min 44 44 48 51 53 56 58 59
37,000 DISTANCE nm 222 223 245 261 275 288 299 310
FUEL USED lb 710 720 815 895 970 1040 1110 1175
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -45 -45 -44 -44 -43 -43 -42 -42
TIME min 41 40 44 48 51 53 55 57
35,000 DISTANCE nm 201 204 227 245 260 274 285 297
FUEL USED lb 660 675 770 855 935 1010 1080 1150
8XC179-1

SINGLE ENGINE
ISA
FAILURE FAILURE
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -42 -41 -41 -40 -40 -40 -39 -39
TIME min 35 35 40 44 47 50 53 55
33,000 DISTANCE nm 172 178 204 225 242 258 270 282
FUEL USED lb 575 605 710 805 885 965 1040 1110
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -38 -38 -38 -37 -37 -36 -36 -36
TIME min 25 27 34 39 43 47 50 52
31,000 DISTANCE nm 123 135 172 198 218 237 252 265
FUEL USED lb 425 470 610 725 820 910 985 1065
CONSTANT KIAS 194 198 202 206 210 214
IOAT AT START °C -34 -34 -33 -33 -33 -32
TIME min 22 31 37 42 45 48
29,000 DISTANCE nm 109 156 187 211 229 245
FUEL USED lb 400 585 715 825 915 1005
CONSTANT KIAS 198 202 206 210 214
IOAT AT START °C -30 -30 -30 -29 -29
TIME min 15 27 35 40 44
27,000 DISTANCE nm 72 136 174 199 220
FUEL USED lb 280 535 700 815 920
CONSTANT KIAS
IOAT AT START °C
TIME min
25,000 DISTANCE nm
FUEL USED lb
FINAL ALTITUDE ft
8XC179-2

SINGLE ENGINE
ISA +10° C
FAILURE FAILURE
CONSTANT KIAS 185 189 194 198
IOAT AT START °C -34 -33 -33 -32
TIME min 54 56 58 60
41,000 DISTANCE nm 277 286 297 309
FUEL USED lb 855 905 960 1030
FINAL ALTITUDE ft 28,440 27,210 26,010 24,850
CONSTANT KIAS 185 189 194 198 202 206
IOAT AT START °C -35 -34 -34 -33 -33 -32
TIME min 52 54 56 58 60 63
39,000 DISTANCE nm 263 274 284 297 312 326
FUEL USED lb 825 880 940 1005 1085 1165
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -36 -35 -35 -35 -34 -34 -33 -33
TIME min 49 51 53 56 58 61 64 66
37,000 DISTANCE nm 246 258 270 283 298 313 328 342
FUEL USED lb 790 850 910 980 1060 1140 1225 1310
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -35 -34 -34 -33 -33 -32 -32 -31
TIME min 45 48 50 53 56 59 61 64
35,000 DISTANCE nm 226 240 253 268 284 299 314 329
FUEL USED lb 740 805 870 945 1030 1110 1195 1285
8XC180-1

SINGLE ENGINE
ISA +10° C
FAILURE FAILURE
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -31 -31 -30 -30 -30 -29 -29 -28
TIME min 41 44 47 50 53 56 59 62
33,000 DISTANCE nm 201 219 234 251 268 284 300 316
FUEL USED lb 675 750 825 905 990 1075 1160 1250
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -28 -28 -27 -27 -26 -26 -26 -25
TIME min 34 39 43 46 50 53 56 59
31,000 DISTANCE nm 168 192 211 231 250 267 284 300
FUEL USED lb 575 675 760 850 940 1030 1120 1215
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -25 -24 -24 -23 -23 -23 -22 -22
TIME min 23 32 37 42 46 50 53 57
29,000 DISTANCE nm 112 154 183 207 228 248 265 284
FUEL USED lb 400 555 670 775 875 975 1065 1165
CONSTANT KIAS 189 194 198 202 206 210 214
IOAT AT START °C -21 -20 -20 -20 -19 -19 -19
TIME min 15 28 35 41 45 49 53
27,000 DISTANCE nm 74 135 172 199 223 243 263
FUEL USED lb 275 510 660 785 895 995 1105
CONSTANT KIAS 198 202 206 210 214
IOAT AT START °C -17 -16 -16 -16 -15
TIME min 22 32 38 44 48
25,000 DISTANCE nm 105 154 188 214 238
FUEL USED lb 415 620 770 895 1015
8XC180-2

SINGLE ENGINE
ISA +20° C
FAILURE FAILURE
CONSTANT KIAS 185
IOAT AT START °C -23
TIME min 61
41,000 DISTANCE nm 308
FUEL USED lb 930
FINAL ALTITUDE ft 26,630
TIME min 58 61 63
39,000 DISTANCE nm 294 305 319
CONSTANT KIAS 185 189 194 198 202
IOAT AT START °C -26 -25 -24 -24 -23
TIME min 56 59 61 64 67
37,000 DISTANCE nm 278 291 306 321 338
FUEL USED lb 875 955 1030 1115 1205
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -24 -24 -23 -23 -22 -22 -21 -21
TIME min 53 56 59 62 65 69 74 78
35,000 DISTANCE nm 260 275 291 308 325 345 370 393
FUEL USED lb 840 920 1000 1085 1175 1285 1425 1565
8XC181-1

SINGLE ENGINE
ISA +20° C
FAILURE FAILURE
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -21 -20 -20 -20 -19 -19 -18 -18
TIME min 49 53 56 59 62 67 72 77
33,000 DISTANCE nm 239 258 275 292 310 331 357 381
FUEL USED lb 790 880 960 1050 1145 1255 1395 1540
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -18 -17 -17 -16 -16 -16 -15 -15
TIME min 44 49 53 56 60 64 69 74
31,000 DISTANCE nm 214 238 256 275 294 316 342 367
FUEL USED lb 720 830 915 1005 1105 1220 1360 1510
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -14 -14 -13 -13 -13 -12 -12 -12
TIME min 37 44 49 52 56 61 66 72
29,000 DISTANCE nm 179 213 235 255 276 299 326 352
FUEL USED lb 620 760 855 955 1055 1175 1320 1470
CONSTANT KIAS 185 189 194 198 202 206 210 214
IOAT AT START °C -11 -10 -10 -10 -9 -9 -9 -8
TIME min 24 37 43 48 52 57 63 69
27,000 DISTANCE nm 116 178 206 230 254 279 308 335
FUEL USED lb 410 650 770 880 990 1120 1270 1425
CONSTANT KIAS 189 194 198 202 206 210 214
IOAT AT START °C -7 -7 -6 -6 -6 -5 -5
TIME min 24 34 41 47 53 59 65
25,000 DISTANCE nm 113 163 197 226 256 286 315
FUEL USED lb 425 625 770 900 1050 1205 1365
8XC181-2

SINGLE ENGINE
SINGLE ENGINE
LONG RANGE CRUISE
11,000 ft
CRUISE -15 -10 -5 0 +5 +10 +15 +20

WEIGHT
lb AMBIENT TEMP °C -22 -17 -12 -7 -2 3 8 13
IOAT °C -17 -12 -7 -2 3 8 13 19

KTAS 225 227 229 231 233 236 238 240
18,000 TOTAL FUEL FLOW 976 989 1002 1015 1029 1043 1056 1069
lb/hr
KIAS 200 200 200 200 200 200 200 200
KTAS 236 238 241 243 245 247 250 252
20,000 TOTAL FUEL FLOW 1070 1086 1101 1116 1131 1145 1159 1173
lb/hr
KIAS 210 210 210 210 210 210 210 210
KTAS 247 250 252 254 257 259 261 264
22,000 TOTAL FUEL FLOW 1173 1189 1206 1222 1238 1253 1268 1284
lb/hr
KIAS 220 220 220 220 220 220 220 220
KTAS 258 261 263 266 268 271 273 275
24,000 TOTAL FUEL FLOW 1278 1294 1311 1328 1346 1362 1379 1395
lb/hr
KIAS 230 230 230 230 230 230 230 230
KTAS 269 272 274 277 280 282 285 287
26,000 TOTAL FUEL FLOW 1383 1400 1419 1439 1457 1475 1493 1510
lb/hr
KIAS 240 240 240 240 240 240 240 240
8XC182

SINGLE ENGINE
SINGLE ENGINE
LONG RANGE CRUISE
13,000 ft
CRUISE -15 -10 -5 0 +5 +10 +15 +20

WEIGHT
lb AMBIENT TEMP °C -26 -21 -16 -11 -6 -1 4 9
IOAT °C -21 -16 -11 -5 0 5 10 15

KTAS 232 234 236 239 241 243 245 248
18,000 TOTAL FUEL FLOW 966 979 993 1007 1021 1035 1048 1062
lb/hr
KIAS 200 200 200 200 200 200 200 200
KTAS 243 246 248 250 253 255 257 260
20,000 TOTAL FUEL FLOW 1062 1078 1093 1108 1123 1137 1151 1166
lb/hr
KIAS 210 210 210 210 210 210 210 210
KTAS 254 257 260 262 265 267 269 272
22,000 TOTAL FUEL FLOW 1163 1180 1196 1212 1227 1243 1258 1273
lb/hr
KIAS 220 220 220 220 220 220 220 220
KTAS 266 268 271 274 276 279 281 284
24,000 TOTAL FUEL FLOW 1267 1283 1300 1317 1334 1352 1369 1385
lb/hr
KIAS 230 230 230 230 230 230 230 230
KTAS 277 280 283 285 288 291 293 289
26,000 TOTAL FUEL FLOW 1372 1388 1409 1430 1449 1466 1483 1455
lb/hr
KIAS 240 240 240 240 240 240 240 234
8XC183
NOTE: Shaded values are for the maximum speed attainable at the given conditions.

SINGLE ENGINE
SINGLE ENGINE
LONG RANGE CRUISE
15,000 ft
CRUISE -15 -10 -5 0 +5 +10 +15 +20

WEIGHT
lb AMBIENT TEMP °C -30 -25 -20 -15 -10 -5 0 5
IOAT °C -24 -19 -14 -9 -4 1 6 11

KTAS 239 241 244 246 249 251 253 256
18,000 TOTAL FUEL FLOW 955 970 984 998 1012 1026 1040 1054
lb/hr
KIAS 200 200 200 200 200 200 200 200
KTAS 251 253 256 258 261 263 266 268
20,000 TOTAL FUEL FLOW 1053 1069 1084 1098 1113 1127 1142 1157
lb/hr
KIAS 210 210 210 210 210 210 210 210
KTAS 262 265 268 270 273 276 278 281
22,000 TOTAL FUEL FLOW 1153 1170 1185 1200 1216 1232 1248 1264
lb/hr
KIAS 220 220 220 220 220 220 220 220
KTAS 274 277 280 282 285 288 290 293
24,000 TOTAL FUEL FLOW 1257 1272 1288 1308 1327 1344 1360 1371
lb/hr
KIAS 230 230 230 230 230 230 230 230
KTAS 286 289 292 294 297 300 296 282
26,000 TOTAL FUEL FLOW 1365 1386 1406 1425 1442 1462 1436 1366
lb/hr
KIAS 240 240 240 240 240 240 234 221
8XC184

SINGLE ENGINE
SINGLE ENGINE
LONG RANGE CRUISE
17,000 ft
CRUISE -15 -10 -5 0 +5 +10 +15 +20

WEIGHT
lb AMBIENT TEMP °C -34 -29 -24 -19 -14 -9 -4 1
IOAT °C -28 -23 -18 -13 -8 -2 3 8

KTAS 246 249 251 254 256 259 261 264
18,000 TOTAL FUEL FLOW 946 961 976 990 1004 1017 1031 1045
lb/hr
KIAS 200 200 200 200 200 200 200 200
KTAS 258 261 264 266 269 271 274 276
20,000 TOTAL FUEL FLOW 1044 1059 1075 1089 1103 1118 1134 1149
lb/hr
KIAS 210 210 210 210 210 210 210 210
KTAS 270 273 276 279 281 284 287 289
22,000 TOTAL FUEL FLOW 1146 1162 1176 1191 1209 1226 1242 1257
lb/hr
KIAS 220 220 220 220 220 220 220 220
KTAS 282 285 288 291 294 297 300 291
24,000 TOTAL FUEL FLOW 1252 1269 1289 1308 1325 1340 1359 1310
lb/hr
KIAS 230 230 230 230 230 230 230 221
KTAS 294 298 301 304 306 304 292
26,000 TOTAL FUEL FLOW 1372 1391 1410 1430 1450 1430 1369
lb/hr
KIAS 240 240 240 240 240 235 224
8XC185

SINGLE ENGINE
SINGLE ENGINE
LONG RANGE CRUISE
19,000 ft
CRUISE -15 -10 -5 0 +5 +10 +15 +20

WEIGHT
lb AMBIENT TEMP °C -38 -33 -28 -23 -18 -13 -8 -3
IOAT °C -32 -27 -21 -16 -11 -6 -1 4

KTAS 254 257 259 262 265 267 270 272
18,000 TOTAL FUEL FLOW 939 953 968 982 996 1009 1022 1037
lb/hr
KIAS 200 200 200 200 200 200 200 200
KTAS 266 269 272 275 278 280 283 286
20,000 TOTAL FUEL FLOW 1038 1053 1068 1081 1095 1114 1129 1144
lb/hr
KIAS 210 210 210 210 210 210 210 210
KTAS 279 282 285 288 290 293 296 298
22,000 TOTAL FUEL FLOW 1143 1157 1175 1193 1209 1225 1239 1253
lb/hr
KIAS 220 220 220 220 220 220 220 219
KTAS 291 294 297 300 303 306 299 285
24,000 TOTAL FUEL FLOW 1257 1277 1295 1311 1332 1349 1304 1245
lb/hr
KIAS 230 230 230 230 230 230 222 209
KTAS 304 307 310 312 305 297
26,000 TOTAL FUEL FLOW 1379 1403 1423 1434 1393 1352
lb/hr
KIAS 240 240 240 239 231 223
8XC186

SINGLE ENGINE
SINGLE ENGINE
LONG RANGE CRUISE
21,000 ft
CRUISE -15 -10 -5 0 +5 +10 +15 +20

WEIGHT
lb AMBIENT TEMP °C -42 -37 -32 -27 -22 -17 -12 -7
IOAT °C -35 -30 -25 -20 -15 -10 -4 1

KTAS 262 265 268 270 273 276 279 281
18,000 TOTAL FUEL FLOW 932 948 962 976 989 1002 1019 1034
lb/hr
KIAS 200 200 200 200 200 200 200 200
KTAS 275 278 281 284 287 289 292 295
20,000 TOTAL FUEL FLOW 1037 1050 1064 1081 1098 1115 1129 1144
lb/hr
KIAS 210 210 210 210 210 210 210 210
KTAS 288 291 294 297 300 303 303 292
22,000 TOTAL FUEL FLOW 1147 1165 1184 1201 1217 1237 1238 1185
lb/hr
KIAS 220 220 220 220 220 220 218 208
KTAS 301 304 307 310 308 302 287
24,000 TOTAL FUEL FLOW 1268 1292 1311 1330 1317 1283 1228
lb/hr
KIAS 230 230 230 230 226 219 206
KTAS 313 317 315 302 292
26,000 TOTAL FUEL FLOW 1397 1416 1407 1343 1305

lb/hr
KIAS 240 240 236 224 214
8XC187

SINGLE ENGINE
SINGLE ENGINE
LONG RANGE CRUISE
23,000 ft
CRUISE -15 -10 -5 0 +5 +10 +15 +20

WEIGHT
lb AMBIENT TEMP °C -46 -41 -36 -31 -26 -21 -16 -11
IOAT °C -39 -34 -28 -23 -18 -13 -8 -3

KTAS 271 274 276 279 282 285 288 291
18,000 TOTAL FUEL FLOW 934 948 962 973 991 1008 1024 1038
lb/hr
KIAS 200 200 200 200 200 200 200 200
KTAS 284 287 290 293 296 299 302 297
20,000 TOTAL FUEL FLOW 1043 1059 1076 1095 1111 1128 1147 1122
lb/hr
KIAS 210 210 210 210 210 210 210 205
KTAS 297 300 304 307 310 305 293
22,000 TOTAL FUEL FLOW 1166 1184 1205 1223 1241 1215 1163
lb/hr
KIAS 220 220 220 220 220 214 203
KTAS 310 314 317 307 296
24,000 TOTAL FUEL FLOW 1292 1311 1332 1278 1237

lb/hr
KIAS 230 230 230 220 210
KTAS 323 318 303
26,000 TOTAL FUEL FLOW 1429 1393 1322

lb/hr
KIAS 240 233 220
8XC188

SINGLE ENGINE
SINGLE ENGINE
LONG RANGE CRUISE
25,000 ft
CRUISE -15 -10 -5 0 +5 +10 +15 +20

WEIGHT
lb AMBIENT TEMP °C -50 -45 -40 -35 -30 -25 -20 -15
IOAT °C -42 -37 -32 -27 -22 -16 -11 -6

KTAS 280 283 286 289 292 295 298 300
18,000 TOTAL FUEL FLOW 945 956 973 991 1008 1023 1042 1056
lb/hr
KIAS 200 200 200 200 200 200 200 200
KTAS 294 297 300 303 306 308 296 280
20,000 TOTAL FUEL FLOW 1065 1082 1101 1121 1138 1146 1096 1044
lb/hr
KIAS 210 210 210 210 210 209 199 186
KTAS 307 310 314 311 301 287
22,000 TOTAL FUEL FLOW 1188 1204 1225 1212 1171 1131
lb/hr
KIAS 220 220 220 216 206 195
KTAS 320 321 308
24,000 TOTAL FUEL FLOW 1316 1313 1254

lb/hr
KIAS 230 228 216
KTAS 311 301
26,000 TOTAL FUEL FLOW 1329 1291

lb/hr
KIAS 223 213
8XC189

SINGLE ENGINE
SINGLE ENGINE
LONG RANGE CRUISE
27,000 ft
CRUISE -15 -10 -5 0 +5 +10 +15 +20

WEIGHT
lb AMBIENT TEMP °C -53 -48 -43 -38 -33 -28 -23 -18
IOAT °C -46 -41 -35 -30 -25 -20 -15 -11

KTAS 289 292 296 299 302 305 298 285
18,000 TOTAL FUEL FLOW 966 983 1003 1022 1041 1060 1030 983
lb/hr
KIAS 200 200 200 200 200 200 193 183
KTAS 303 306 310 313 305 292
20,000 TOTAL FUEL FLOW 1082 1103 1117 1139 1109 1069
lb/hr
KIAS 210 210 210 210 202 191
KTAS 317 320 313 298
22,000 TOTAL FUEL FLOW 1204 1221 1185 1139

lb/hr
KIAS 220 220 212 200
KTAS 309 303
24,000 TOTAL FUEL FLOW 1228 1210

lb/hr
KIAS 214 207
KTAS

lb/hr
KIAS
8XC190

SINGLE ENGINE
SINGLE ENGINE HOLDING - FUEL FLOW
ENGINE ANTICE OFF
ALTITUDE ft
1500 5000 10,000 15,000 20,000 25,000 30,000 35,000

16,000 165 880 859 832 812 794 789 803 846
17,000 170 926 906 878 857 842 839 860
18,000 175 974 952 923 903 890 890 917
19,000 180 1022 1000 970 951 941 943 979
20,000 185 1071 1048 1017 1000 993 999 1045
21,000 190 1118 1094 1064 1048 1043 1055
22,000 194 1165 1141 1112 1099 1096 1113
23,000 198 1211 1187 1158 1148 1147 1172
24,000 202 1257 1233 1206 1198 1200 1233
25,000 206 1304 1280 1255 1249 1254
26,000 210 1351 1327 1306 1300 1309
8XC192
NOTE: Total fuel flow is increased by approximately 50 lb/hr for every 10° C above ISA
and decreased by approximately 50 lb/hr for every 10° C below ISA.

SINGLE ENGINE
SINGLE ENGINE
HIGH SPEED DESCENT
ISA
Single Engine High Speed Descent MCT

0.70 M/300 KIAS
Units: FUEL- LB, DIST - NM, TIME - MIN
Top of
Descent Wt - ALTITUDE (x1000) AT TOP OF DESCENT - FT
lb
14 15 17 19 21 23 25
FUEL 0 53 128 181 220 252 277
17,000 DIST 0 11 28 41 52 61 69
TIME 0 2 5 7 8 10 11
FUEL 0 53 130 185 226 259 285
18,000 DIST 0 11 29 42 54 63 71
TIME 0 2 5 7 9 10 11
FUEL 0 53 131 187 230 265 291
19,000 DIST 0 11 29 43 55 65 73
TIME 0 2 5 7 9 10 11
FUEL 0 53 132 189 233 269 296
20,000 DIST 0 11 29 44 55 66 74
TIME 0 2 5 7 9 10 12
FUEL 0 53 132 191 236 273 301
21,000 DIST 0 11 29 44 56 67 76
TIME 0 2 5 7 9 11 12
FUEL 0 53 133 193 239 276 305
22,000 DIST 0 11 30 44 57 67 77
TIME 0 2 5 7 9 11 12
FUEL 0 52 132 193 240 278 308
23,000 DIST 0 11 29 44 57 68 77
TIME 0 2 5 7 9 11 12
FUEL 0 51 131 192 239 278 308
24,000 DIST 0 11 29 44 57 68 78
TIME 0 2 5 7 9 11 12
FUEL 0 50 129 190 238 278 308
25,000 DIST 0 11 29 44 57 69 78
TIME 0 2 5 7 9 11 12
FUEL 0 49 128 189 237 277 308
26,000 DIST 0 11 28 43 56 68 78
TIME 0 2 5 7 9 11 12
RGAPDE001A-01

SINGLE ENGINE
SINGLE ENGINE
HIGH SPEED DESCENT
ISA
Single Engine High Speed Descent MCT

0.70 M/300 KIAS
Units: FUEL- LB, DIST - NM, TIME - MIN
Top of
ALTITUDE(x1000) AT TOP OF DESCENT - FT Descent Wt -
lb
27 29 31 33 35 37 39 41
298 321 347 372 397 421 443 463 FUEL
76 84 93 103 113 114 134 145 DIST 17,000
12 13 14 16 17 17 20 22 TIME
307 331 357 382 407 431 454 473 FUEL
78 87 96 106 116 127 137 148 DIST 18,000
12 13 15 16 18 19 21 22 TIME
314 339 365 391 416 440 462 482 FUEL
80 89 98 108 118 129 140 150 DIST 19,000
12 14 15 16 18 20 21 23 TIME
320 345 371 398 423 447 469 489 FUEL
82 91 100 110 120 131 142 152 DIST 20,000
13 14 15 17 18 20 22 23 TIME
325 351 377 404 429 453 476 495 FUEL
83 92 102 112 122 133 144 154 DIST 21,000
13 14 16 17 19 20 22 23 TIME
330 356 383 409 434 459 481 500 FUEL
85 94 103 113 124 134 146 155 DIST 22,000
13 14 16 17 19 20 22 24 TIME
333 359 386 412 438 462 484 502 FUEL
86 94 104 114 125 135 146 156 DIST 23,000
13 15 16 17 19 21 22 24 TIME
334 360 387 414 439 463 484 502 FUEL
86 95 105 115 125 136 146 156 DIST 24,000
13 15 16 18 19 21 22 24 TIME
334 361 388 415 440 463 484 502 FUEL
86 95 105 115 127 136 146 155 DIST 25,000
13 15 16 18 19 21 22 24 TIME
334 361 388 415 440 463 483 500 FUEL
86 95 105 115 126 136 146 155 DIST 26,000
13 15 16 18 19 21 22 23 TIME
RGAPDE001A-02

SINGLE ENGINE
SINGLE ENGINE
MAXIMUM CONTINUOUS THRUST CRUISE
10,000 ft
TEMPERATURE RELATIVE TO ISA ºC
CRUISE
-15 -10 -5 0 +5 +10 +15 +20
WEIGHT
lb AMBIENT TEMP ºC -22 -17 -12 -7 -2 3 8 13
KTAS 347 351 348 342 335 328 320 311
TOTAL FUEL FLOW
18,000 lb/hr
2016 2043 1992 1917 1833 1754 1671 1592
KIAS 316 316 310 302 293 284 274 264

KTAS 346 349 346 340 333 325 317 308
TOTAL FUEL FLOW
20,000 lb/hr
2017 2044 1990 1915 1831 1753 1669 1590
KIAS 314 315 308 300 291 282 272 261

KTAS 344 348 344 338 330 322 313 304
TOTAL FUEL FLOW
22,000 lb/hr
2017 2045 1988 1912 1829 1750 1667 1588
KIAS 313 313 306 298 288 279 268 258

KTAS 342 346 341 335 327 319 309 299
TOTAL FUEL FLOW
24,000 lb/hr
2018 2045 1986 1909 1826 1748 1665 1586
KIAS 311 311 304 295 285 276 265 254

KTAS 309 312 315 318 321 315 305 295
TOTAL FUEL FLOW
26,000 lb/hr
1713 1736 1757 1778 1802 1745 1663 1584
KIAS 280 280 280 280 280 272 262 251

RGALCR012B-01

Revision A4:
A5: Sep,
Feb, 2010
2012
SINGLE ENGINE
SINGLE ENGINE
11,000 ft
CRUISE
-15 -10 -5 0 +5 +10 +15 +20
WEIGHT
KTAS 350 352 348 342 335 328 320 311
TOTAL FUEL FLOW
18,000 lb/hr
1989 2004 1939 1864 1784 1707 1627 1551
KIAS 314 313 306 298 289 280 270 261

KTAS 348 351 346 340 333 326 317 308
TOTAL FUEL FLOW
20,000 lb/hr
1988 2004 1936 1862 1782 1706 1625 1549
KIAS 312 311 304 296 287 278 268 257

KTAS 346 349 343 337 330 322 313 303
TOTAL FUEL FLOW
22,000 lb/hr
1988 2004 1934 1859 1780 1703 1623 1546
KIAS 310 309 302 293 284 275 264 254

KTAS 344 347 341 334 326 318 309 299
TOTAL FUEL FLOW
24,000 lb/hr
1988 2004 1931 1856 1776 1700 1621 1544
KIAS 308 308 299 290 281 271 261 250

KTAS 313 316 319 322 322 314 305 295
TOTAL FUEL FLOW
26,000 lb/hr
1710 1732 1753 1778 1773 1698 1618 1542
KIAS 280 280 280 280 277 268 257 247

RGALCR012B-02

Revision A5:
A4: Feb,
Sep, 2012
2010
SINGLE ENGINE
SINGLE ENGINE
13,000 ft
CRUISE
-15 -10 -5 0 +5 +10 +15 +20
WEIGHT
lb AMBIENT TEMP ºC -26 -21 -16 -11 -6 -1 4 9
KTAS 355 353 347 342 335 328 320 311
TOTAL FUEL FLOW
18,000 lb/hr
1939 1905 1829 1758 1685 1614 1539 1466
KIAS 309 304 296 288 280 272 262 253

KTAS 353 351 345 339 332 325 316 307
TOTAL FUEL FLOW
20,000 lb/hr
1938 1903 1826 1755 1682 1611 1536 1464
KIAS 307 303 294 286 278 269 259 249

KTAS 351 349 343 336 329 321 312 303
TOTAL FUEL FLOW
22,000 lb/hr
1936 1900 1824 1752 1679 1608 1534 1462
KIAS 306 301 292 283 274 265 256 245

KTAS 349 346 339 332 324 317 308 298
TOTAL FUEL FLOW
24,000 lb/hr
1935 1897 1820 1748 1675 1605 1532 1459
KIAS 303 298 289 280 271 262 252 242

KTAS 322 326 329 328 320 312 303 293
TOTAL FUEL FLOW
26,000 lb/hr
1706 1734 1759 1743 1671 1602 1529 1457
KIAS 280 280 280 276 267 258 248 238

RGALCR012B-03

Revision A4:
A5: Sep,
Feb, 2010
2012
SINGLE ENGINE
SINGLE ENGINE
15,000 ft
CRUISE
-15 -10 -5 0 +5 +10 +15 +20
WEIGHT
KTAS 358 353 347 340 334 328 320 311
TOTAL FUEL FLOW
18,000 lb/hr
1868 1792 1718 1649 1583 1519 1449 1380
KIAS 302 295 286 278 271 263 253 244

KTAS 356 350 344 337 331 323 315 306
TOTAL FUEL FLOW
20,000 lb/hr
1865 1790 1715 1646 1580 1515 1446 1378
KIAS 301 293 284 276 268 259 250 240

KTAS 354 348 340 333 326 319 310 301
TOTAL FUEL FLOW
22,000 lb/hr
1863 1787 1711 1642 1576 1511 1444 1375
KIAS 299 290 281 273 264 255 246 236

KTAS 351 344 336 329 322 314 306 297
TOTAL FUEL FLOW
24,000 lb/hr
1859 1783 1707 1638 1572 1508 1441 1373
KIAS 296 287 278 269 260 251 242 233

KTAS 332 336 332 324 317 309 301 290
TOTAL FUEL FLOW
26,000 lb/hr
1717 1742 1703 1633 1567 1505 1438 1369
KIAS 280 280 274 265 256 248 238 227

RGALCR012B-04

Revision A5:
A4: Feb,
Sep, 2012
2010
SINGLE ENGINE
SINGLE ENGINE
17,000 ft
CRUISE
-15 -10 -5 0 +5 +10 +15 +20
WEIGHT
lb AMBIENT TEMP ºC -34 -29 -24 -19 -14 -9 -4 1
KTAS 357 352 346 340 335 329 321 313
TOTAL FUEL FLOW
18,000 lb/hr
1759 1692 1620 1555 1502 1449 1386 1321
KIAS 293 286 277 270 263 255 247 238

KTAS 355 350 342 336 330 324 316 307
TOTAL FUEL FLOW
20,000 lb/hr
1757 1690 1617 1551 1498 1445 1383 1318
KIAS 291 283 274 266 259 251 243 234

KTAS 352 346 338 331 325 319 311 302
TOTAL FUEL FLOW
22,000 lb/hr
1753 1686 1613 1547 1493 1441 1380 1316
KIAS 288 280 271 262 255 247 239 230

KTAS 348 341 334 326 320 314 306 297
TOTAL FUEL FLOW
24,000 lb/hr
1749 1682 1608 1542 1489 1437 1377 1313
KIAS 285 277 267 258 251 243 235 226

KTAS 342 337 329 321 315 308 299 286
TOTAL FUEL FLOW
26,000 lb/hr
1733 1678 1604 1537 1484 1433 1373 1307
KIAS 280 273 263 254 247 239 230 217

RGALCR012B-05

Revision A4:
A5: Sep,
Feb, 2010
2012
SINGLE ENGINE
SINGLE ENGINE
19,000 ft
CRUISE
-15 -10 -5 0 +5 +10 +15 +20
WEIGHT
lb AMBIENT TEMP ºC -38 -33 -28 -23 -18 -13 -8 -3
KTAS 356 351 345 338 333 328 321 314
TOTAL FUEL FLOW
18,000 lb/hr
1656 1589 1522 1459 1417 1375 1318 1261
KIAS 283 276 268 259 253 247 239 231

KTAS 353 347 340 333 328 323 316 308
TOTAL FUEL FLOW
20,000 lb/hr
1654 1586 1519 1454 1412 1371 1314 1258
KIAS 281 273 264 255 249 243 235 227

KTAS 349 343 335 328 323 318 310 303
TOTAL FUEL FLOW
22,000 lb/hr
1649 1583 1514 1449 1408 1367 1311 1255
KIAS 277 269 260 251 245 239 231 223

KTAS 344 338 330 322 317 312 305 294
TOTAL FUEL FLOW
24,000 lb/hr
1644 1579 1510 1445 1403 1363 1307 1250
KIAS 273 265 256 247 241 235 226 216

KTAS 339 333 325 317 311 305 293
TOTAL FUEL FLOW
26,000 lb/hr
1639 1575 1506 1440 1398 1357 1300
KIAS 269 261 252 243 236 229 218

RGALCR012B-06

Revision A5:
A4: Feb,
Sep, 2012
2010
SINGLE ENGINE
SINGLE ENGINE
21,000 ft
CRUISE
-15 -10 -5 0 +5 +10 +15 +20
WEIGHT
KTAS 354 350 343 335 331 327 320 313
TOTAL FUEL FLOW
18,000 lb/hr
1560 1501 1433 1374 1337 1302 1249 1196
KIAS 273 266 258 249 244 238 231 223

KTAS 350 345 337 330 326 321 314 307
TOTAL FUEL FLOW
20,000 lb/hr
1556 1498 1428 1369 1332 1298 1245 1193
KIAS 270 262 253 245 239 234 226 219

KTAS 345 340 332 324 320 316 308 299
TOTAL FUEL FLOW
22,000 lb/hr
1550 1493 1424 1365 1328 1293 1241 1189
KIAS 266 258 249 241 235 229 222 213

KTAS 340 335 327 319 314 309 298 284
TOTAL FUEL FLOW
24,000 lb/hr
1545 1489 1419 1360 1323 1288 1235 1180
KIAS 261 254 245 237 231 224 214 202

KTAS 335 329 321 312 304 295
TOTAL FUEL FLOW
26,000 lb/hr
1539 1485 1415 1354 1315 1279
KIAS 257 250 241 231 223 214

RGALCR012B-07

Revision A4:
A5: Sep,
Feb, 2010
2012
SINGLE ENGINE
SINGLE ENGINE
23,000 ft
CRUISE
-15 -10 -5 0 +5 +10 +15 +20
WEIGHT
KTAS 352 348 340 333 329 325 317 310
TOTAL FUEL FLOW
18,000 lb/hr
1471 1423 1357 1301 1265 1231 1180 1129
KIAS 263 256 248 240 234 229 221 213

KTAS 347 342 334 327 323 318 311 303
TOTAL FUEL FLOW
20,000 lb/hr
1465 1418 1352 1296 1260 1226 1175 1125
KIAS 259 252 243 235 230 224 216 208

KTAS 341 337 329 322 317 312 302 289
TOTAL FUEL FLOW
22,000 lb/hr
1458 1412 1347 1292 1255 1221 1169 1117
KIAS 254 248 239 231 225 219 210 199

KTAS 336 331 323 315 307 299
TOTAL FUEL FLOW
24,000 lb/hr
1452 1406 1342 1286 1248 1212
KIAS 250 243 235 226 218 210

KTAS 330 325 314 301
TOTAL FUEL FLOW
26,000 lb/hr
1444 1400 1335 1277
KIAS 245 238 228 216

RGALCR012B-08

Revision A5:
A4: Feb,
Sep, 2012
2010
SINGLE ENGINE
SINGLE ENGINE
25,000 ft
CRUISE
-15 -10 -5 0 +5 +10 +15 +20
WEIGHT
KTAS 349 346 338 330 326 321 313 305
TOTAL FUEL FLOW
18,000 lb/hr
1379 1341 1281 1227 1191 1158 1107 1058
KIAS 252 246 238 230 224 218 210 203

KTAS 343 339 332 324 319 314 304 292
TOTAL FUEL FLOW
20,000 lb/hr
1370 1334 1276 1223 1186 1153 1101 1051
KIAS 247 241 233 225 219 213 204 194

KTAS 337 333 325 317 310 302
TOTAL FUEL FLOW
22,000 lb/hr
1362 1327 1270 1218 1181 1144
KIAS 242 237 228 220 213 205

KTAS 330 326 317 305
TOTAL FUEL FLOW
24,000 lb/hr
1353 1319 1263 1210
KIAS 237 232 222 211

KTAS 321 315 300
TOTAL FUEL FLOW
26,000 lb/hr
1341 1306 1248
KIAS 231 223 210

RGALCR012B-09

Revision A4:
A5: Sep,
Feb, 2010
2012
SINGLE ENGINE
SINGLE ENGINE
27,000 ft
CRUISE
-15 -10 -5 0 +5 +10 +15 +20
WEIGHT
KTAS 343 341 335 328 321 315 305 295
TOTAL FUEL FLOW
18,000 lb/hr
1273 1253 1205 1163 1121 1086 1035 989
KIAS 239 235 228 220 213 207 198 189

KTAS 336 335 328 321 312 304 288
TOTAL FUEL FLOW
20,000 lb/hr
1264 1245 1199 1158 1115 1079 1024
KIAS 234 230 223 216 207 199 186

KTAS 329 328 320 311 296
TOTAL FUEL FLOW
22,000 lb/hr
1255 1237 1192 1150 1105
KIAS 229 225 217 208 196

KTAS 320 316 303
TOTAL FUEL FLOW
24,000 lb/hr
1242 1224 1176
KIAS 222 217 205

KTAS
TOTAL FUEL FLOW

26,000 lb/hr
KIAS
RGALCR012B-10

Revision A5:
A4: Feb,
Sep, 2012
2010
SINGLE ENGINE

SINGLE ENGINE
Pro Line 21
Section - IV
Sub-section 7
UNFACTORED LANDING
Table of Contents
Page
INTRODUCTION ......................................................................................... 7-3

INSTRUCTIONS FOR USE OF THE CHART ............................................. 7-4
Figure 1 - Unfactored Landing Distance Required ............................... 7-5


UNFACTORED LANDING Original Issue: Feb, 2002
INTRODUCTION
Figure 1 shows the unfactored landing distance required from 50 feet (15.24m) to stop on a dry, wet or
slippery surface. The associated conditions are the same as those given for landing field length in Sub-
section 5.50 of the Airplane Flight Manual.
It is recommended that landing weights should be obtained from the AFM Sub-section 5.50 whenever
possible, however, there may be occasions where runway length available is too short to allow operation
to 14 CFR Part 121 standards and where a lower standard of safety is acceptable to the operator and
to the Airworthiness Authority.
Figure 1 shows the shortest achievable landing distance; in order to achieve this distance it is necessary
to:
• Achieve VREF accurately at the threshold.
• Touchdown within 800 ft of the threshold.
• Select lift dump and apply full braking very rapidly.
In using this information obtain the landing distance required for the intended weight and compare it
with the runway length available. It is necessary to decide whether the safety margin is adequate, taking
into account the weather and the possible consequence of an overrun or undershoot caused by
attempts to touch down early.
NOTE: Instructions for the use of Figure 1 is provided on the following page.

Revision A1: Nov, 2002 UNFACTORED LANDING
INSTRUCTIONS FOR USE OF THE CHART
The broken arrowed line illustrates the use of Figure 1.
• Enter with landing weight and go up to the airfield altitude.
• Move right to the reference line of the wind correction grid.
• Follow the guidelines to the appropriate wind component and then to the reference line of runway
slope correction grid which is used in a similar way.
• Proceed to the reference line for runway condition.
• If the runway is not dry, follow the guidelines to the appropriate condition and read the unfactored
landing distance required on the right hand scale.
NOTES:
1. The wind grid is factored in such a way that the effect of not more than 50% of headwinds
and not less than 150% of tailwinds is obtained. Reported winds may therefore be used
directly in the grids, but when a landing is to be made into a headwind greater than 40
knots the chart is to be read at 40 knots.
2. Figure 1 is based on ISA temperature conditions as required by the operating reg-

ulations.
For information, landing distance is increased by about 3% for 10° increase in

temperature.
3. Figure 1 includes the effect on landing distance of a very slippery surface having a
braking coefficient of friction of 0.05 and is intended to cover the effect of icy surfaces
and hydroplaning.
Figure 1 is valid for runways with approximately zero gradient and with no tailwind.
Landing downhill or with a tailwind on a slippery runway should be avoided if possible.
The limiting combinations of wind and gradient for which Figure 1 is valid are shown on
figure 5.50.3 of the Airplane Flight Manual.
Combinations of wind and gradient lying in the shaded area are not permitted.
No reduction in stopping distance is credited for the use of reverse thrust and it is
assumed that when reverse thrust is not being used, one engine is shut down after
touchdown to assist deceleration.

UNFACTORED LANDING Revision A1: Nov, 2002
Figure 1
Unfactored Landing Distance Required

UNFACTORED LANDING
Page 7- 6 Sub-section 7 Pilot’s Operating Manual

UNFACTORED LANDING Revision A2: Nov, 2004
Section - IV
Sub-section 8
GEAR DOWN PERFORMANCE
Table of Contents
Page
INTRODUCTION ......................................................................................... 8-3

GEAR DOWN CLIMB
160 KIAS / 210 KIAS
ISA -15° C ................................................................................................. 8-4
ISA -10° C ................................................................................................. 8-5
ISA -5° C ................................................................................................... 8-6
ISA ............................................................................................................ 8-7
ISA +5° C .................................................................................................. 8-8
ISA +10° C ................................................................................................ 8-9
ISA +15° C .............................................................................................. 8-10
ISA +20° C .............................................................................................. 8-11
GEAR DOWN CRUISE
1000 ft ..................................................................................................... 8-12
3000 ft ..................................................................................................... 8-13
5000 ft ..................................................................................................... 8-14
7000 ft ..................................................................................................... 8-15
9000 ft ..................................................................................................... 8-16
11,000 ft .................................................................................................. 8-17
13,000 ft .................................................................................................. 8-18
15,000 ft .................................................................................................. 8-19
17,000 ft .................................................................................................. 8-20
19,000 ft .................................................................................................. 8-21
20,000 ft .................................................................................................. 8-22
GEAR DOWN DESCENT
210 KIAS
ISA .......................................................................................................... 8-23
P/N 140-590032-0007 Page 8-1

Revision A3: Apr, 2008
Page 8-2 Section IV - Sub-section 8 P/N 140-590032-0007

GEAR DOWN PERFORMANCE Revision A3: Apr, 2008
INTRODUCTION
This Sub-section provides gear down flight planning data for climb, cruise and descent and is
for use in planning abnormal operations only. Normal operations require landing gear retraction
capability to meet AFM takeoff and climb performance. Data is provided up to the maximum
permissible altitude of 20,000 feet with the landing gear extended.
Climb time, fuel and distance are tabulated versus take-off weight and altitude at the top of the
climb. The gear down climb speed profile commences at 160 KIAS at 1000 feet and accelerates
to 210 KIAS at 5000 feet (maintaining airspeed below VLE/VLO minus 10 kts, 210 KIAS). Data
is provided for a range of temperatures from ISA -15° C to ISA +20° C.
Cruise data is tabulated for 210 KIAS at altitudes from 1000 feet to 20,000 feet. Data is provided
for a range of temperatures from ISA -15° C to ISA +20° C.
Descent data is tabulated against arrival weight. The descent speed is 210 KIAS down to the
1500 foot arrival altitude. The effect of temperature variation on descent fuel, distance, and time
is negligible.
P/N 140-590032-0007 Section IV - Sub-section 8 Page 8-3

Revision A5:
A3: Feb, 2012
Apr, 2008 GEAR DOWN PERFORMANCE
GEAR DOWN CLIMB

160 KIAS/210 KIAS
ISA -15° C
TABLE UNITS
Take-off Weight (TOW)…… pounds

FUEL………………………… pounds
DIST…………………………… nautical miles
TIME………………………… minutes

TOW
1 3 5 7 9 11 13 15 17 19 20
FUEL 62 97 132 161 189 216 244 273 302 333 349
19,000 DIST 0 1 3 5 6 8 10 11 14 16 17
TIME 1 2 2 3 3 3 4 4 5 5 6
FUEL 65 103 139 170 200 229 258 289 320 353 370
20,000 DIST 0 2 3 5 7 8 10 12 14 17 19
TIME 1 2 2 3 3 4 4 5 5 6 6
FUEL 68 108 147 180 211 242 273 305 338 373 391
21,000 DIST 0 2 4 5 7 9 11 13 15 18 20
TIME 1 2 2 3 3 4 4 5 5 6 6
FUEL 72 114 155 189 223 255 288 322 357 394 414
22,000 DIST 0 2 4 6 7 9 11 14 16 19 21
TIME 1 2 2 3 3 4 4 5 6 6 7
FUEL 75 119 163 199 234 269 303 339 377 416 437
23,000 DIST 0 2 4 6 8 10 12 14 17 20 22
TIME 1 2 3 3 4 4 5 5 6 7 7
FUEL 78 125 171 210 246 283 319 357 397 439 461
24,000 DIST 0 2 4 6 8 10 13 15 18 22 24
TIME 1 2 3 3 4 4 5 6 6 7 7
FUEL 81 131 179 220 259 297 336 376 418 463 486
25,000 DIST 0 2 4 7 9 11 13 16 19 23 25
TIME 1 2 3 3 4 5 5 6 7 7 8
FUEL 84 137 188 231 272 312 353 396 440 487 513
26,000 DIST 0 2 5 7 9 12 14 17 20 24 26
TIME 1 2 3 4 4 5 5 6 7 8 8
FUEL 87 143 196 242 285 327 371 416 463 513 540
27,000 DIST 0 2 5 7 10 12 15 18 22 26 28
TIME 1 2 3 4 4 5 6 6 7 8 9
FUEL 90 149 205 253 298 343 389 436 486 539 568
28,000 DIST 0 2 5 8 10 13 16 19 23 27 29
TIME 2 2 3 4 5 5 6 7 8 9 9
RGANOC001A

GEAR DOWN CLIMB

160 KIAS/210 KIAS
ISA -10° C
TABLE UNITS


TOW
1 3 5 7 9 11 13 15 17 19 20
FUEL 62 98 133 163 192 220 249 279 309 342 358
19,000 DIST 0 1 3 5 6 8 10 12 14 17 18
TIME 1 2 2 3 3 3 4 4 5 6 6
FUEL 65 104 141 173 203 233 263 295 328 362 380
20,000 DIST 0 2 3 5 7 9 10 13 15 18 20
TIME 1 2 2 3 3 4 4 5 5 6 6
FUEL 68 109 148 182 214 246 278 312 346 383 402
21,000 DIST 0 2 4 5 7 9 11 13 16 19 21
TIME 1 2 2 3 3 4 4 5 6 6 7
FUEL 72 115 156 192 226 259 294 329 366 405 425
22,000 DIST 0 2 4 6 8 10 12 14 17 20 22
TIME 1 2 2 3 3 4 5 5 6 7 7
FUEL 75 120 164 202 238 273 310 347 386 428 449
23,000 DIST 0 2 4 6 8 10 12 15 18 22 23
TIME 1 2 3 3 4 4 5 5 6 7 7
FUEL 78 126 173 212 250 288 326 366 407 451 475
24,000 DIST 0 2 4 6 9 11 13 16 19 23 25
TIME 1 2 3 3 4 4 5 6 6 7 8
FUEL 81 132 181 223 263 302 343 385 429 476 501
25,000 DIST 0 2 5 7 9 11 14 17 20 24 26
TIME 1 2 3 3 4 5 5 6 7 8 8
FUEL 84 138 190 234 276 318 360 405 452 502 528
26,000 DIST 0 2 5 7 10 12 15 18 21 26 28
TIME 1 2 3 4 4 5 6 6 7 8 9
FUEL 87 144 199 245 289 333 378 425 475 528 556
27,000 DIST 0 2 5 8 10 13 16 19 23 27 30
TIME 1 2 3 4 4 5 6 7 8 9 9
FUEL 90 150 208 257 303 349 397 447 499 555 586
28,000 DIST 0 2 5 8 11 13 16 20 24 29 31
TIME 2 2 3 4 5 5 6 7 8 9 10
RGANOC002A

Revision A3: Apr, 2008 GEAR DOWN PERFORMANCE
GEAR DOWN CLIMB

160 KIAS/210 KIAS
ISA -5° C
TABLE UNITS


TOW
1 3 5 7 9 11 13 15 17 19 20
FUEL 62 99 135 166 196 225 256 287 320 355 373
19,000 DIST 0 2 3 5 7 8 10 13 15 18 20
TIME 1 2 2 3 3 4 4 5 5 6 6
FUEL 65 104 142 175 207 239 271 305 339 376 396
20,000 DIST 0 2 3 5 7 9 11 14 16 20 21
TIME 1 2 2 3 3 4 4 5 5 6 7
FUEL 68 110 150 185 219 252 286 322 359 398 419
21,000 DIST 0 2 4 6 7 10 12 14 17 21 23
TIME 1 2 2 3 3 4 4 5 6 7 7
FUEL 72 116 158 195 231 266 302 340 380 421 444
22,000 DIST 0 2 4 6 8 10 13 15 18 22 24
TIME 1 2 2 3 4 4 5 5 6 7 7
FUEL 75 121 166 205 243 280 319 359 401 445 469
23,000 DIST 0 2 4 6 8 11 13 16 20 24 26
TIME 1 2 3 3 4 4 5 6 6 7 8
FUEL 78 127 175 216 255 295 336 378 423 470 496
24,000 DIST 0 2 4 7 9 11 14 17 21 25 27
TIME 1 2 3 3 4 5 5 6 7 8 8
FUEL 81 133 183 227 268 310 353 399 446 497 524
25,000 DIST 0 2 5 7 9 12 15 18 22 26 29
TIME 1 2 3 3 4 5 6 6 7 8 9
FUEL 84 139 192 238 282 326 372 419 470 524 553
26,000 DIST 0 2 5 7 10 13 16 19 23 28 31
TIME 1 2 3 4 4 5 6 7 8 9 9
FUEL 87 145 201 249 296 342 390 441 495 552 583
27,000 DIST 0 2 5 8 10 13 17 20 25 30 33
TIME 1 2 3 4 5 5 6 7 8 9 10
FUEL 90 152 210 261 310 359 410 463 520 582 615
28,000 DIST 0 3 5 8 11 14 17 21 26 31 35
TIME 2 2 3 4 5 6 6 7 8 10 10
RGANOC003A

GEAR DOWN CLIMB

160 KIAS/210 KIAS
ISA
TABLE UNITS


TOW
1 3 5 7 9 11 13 15 17 19 20
FUEL 62 100 136 168 199 231 263 297 332 370 390
19,000 DIST 0 2 3 5 7 9 11 14 17 20 22
TIME 1 2 2 3 3 4 4 5 5 6 7
FUEL 65 105 144 178 211 245 279 315 352 392 414
20,000 DIST 0 2 4 5 7 9 12 15 18 21 24
TIME 1 2 2 3 3 4 4 5 6 7 7
FUEL 68 111 152 188 223 258 295 333 373 416 438
21,000 DIST 0 2 4 6 8 10 13 16 19 23 25
TIME 1 2 2 3 3 4 5 5 6 7 7
FUEL 72 117 160 198 235 273 312 352 395 440 464
22,000 DIST 0 2 4 6 8 11 13 17 20 24 27
TIME 1 2 3 3 4 4 5 6 6 7 8
FUEL 75 122 169 209 248 287 329 372 417 466 492
23,000 DIST 0 2 4 6 9 11 14 18 21 26 28
TIME 1 2 3 3 4 4 5 6 7 8 8
FUEL 78 128 177 219 261 303 346 392 440 492 520
24,000 DIST 0 2 5 7 9 12 15 19 23 27 30
TIME 1 2 3 3 4 5 5 6 7 8 9
FUEL 81 134 186 230 274 319 365 413 465 520 550
25,000 DIST 0 2 5 7 10 13 16 20 24 29 32
TIME 1 2 3 4 4 5 6 7 8 9 9
FUEL 84 140 195 242 288 335 384 436 490 550 582
26,000 DIST 0 2 5 8 10 13 17 21 25 31 34
TIME 1 2 3 4 4 5 6 7 8 9 10
FUEL 87 147 204 253 302 352 404 458 517 580 615
27,000 DIST 0 2 5 8 11 14 18 22 27 33 36
TIME 1 2 3 4 5 5 6 7 8 10 11
FUEL 90 153 213 265 317 369 424 482 544 612 649
28,000 DIST 0 3 6 8 12 15 19 23 28 35 38
TIME 2 2 3 4 5 6 7 8 9 10 11
RGANOC004A

GEAR DOWN CLIMB

160 KIAS/210 KIAS
ISA +5° C
TABLE UNITS


TOW
1 3 5 7 9 11 13 15 17 19 20
FUEL 62 101 139 173 206 239 274 310 348 389 410
19,000 DIST 0 2 4 6 8 10 12 15 19 22 25
TIME 1 2 2 3 3 4 4 5 6 7 7
FUEL 65 107 147 183 218 254 291 329 370 413 436
20,000 DIST 0 2 4 6 8 10 13 16 20 24 26
TIME 1 2 2 3 3 4 5 5 6 7 8
FUEL 68 112 156 193 231 268 307 348 392 438 462
21,000 DIST 0 2 4 6 9 11 14 17 21 25 28
TIME 1 2 2 3 4 4 5 6 7 8 8
FUEL 72 118 164 204 243 283 325 369 415 464 490
22,000 DIST 0 2 4 7 9 12 15 18 22 27 30
TIME 1 2 3 3 4 5 5 6 7 8 9
FUEL 75 124 173 215 257 299 343 389 439 491 520
23,000 DIST 0 2 5 7 10 12 16 19 24 29 32
TIME 1 2 3 3 4 5 6 6 7 9 9
FUEL 78 130 181 226 270 315 362 411 464 520 551
24,000 DIST 0 2 5 7 10 13 17 21 25 31 34
TIME 1 2 3 4 4 5 6 7 8 9 10
FUEL 81 136 190 238 284 332 382 434 490 551 584
25,000 DIST 0 2 5 8 11 14 18 22 27 33 36
TIME 1 2 3 4 4 5 6 7 8 10 10
FUEL 84 142 200 250 299 349 402 458 518 583 619
26,000 DIST 0 2 5 8 11 15 19 23 28 35 38
TIME 1 2 3 4 5 6 6 8 9 10 11
FUEL 87 149 209 262 314 367 423 483 547 617 655
27,000 DIST 0 3 6 9 12 16 20 25 30 37 41
TIME 1 2 3 4 5 6 7 8 9 11 12
FUEL 90 155 219 275 329 386 445 509 577 652 693
28,000 DIST 0 3 6 9 13 17 21 26 32 39 43
TIME 2 2 3 4 5 6 7 8 10 11 12
RGANOC005A

GEAR DOWN CLIMB

160 KIAS/210 KIAS
ISA +10° C
TABLE UNITS


TOW
1 3 5 7 9 11 13 15 17 19 20
FUEL 62 102 142 178 213 249 286 325 367 410 433
19,000 DIST 0 2 4 6 8 11 14 17 21 25 27
TIME 1 2 2 3 3 4 5 6 6 7 8
FUEL 65 108 151 189 226 264 304 346 389 436 461
20,000 DIST 0 2 4 6 9 12 15 18 22 27 29
TIME 1 2 2 3 4 4 5 6 7 8 8
FUEL 68 114 159 200 239 280 322 366 413 463 490
21,000 DIST 0 2 4 7 9 12 15 19 24 28 31
TIME 1 2 3 3 4 5 5 6 7 8 9
FUEL 72 120 168 211 253 295 340 388 438 491 520
22,000 DIST 0 2 5 7 10 13 16 20 25 30 33
TIME 1 2 3 3 4 5 6 7 8 9 9
FUEL 75 126 177 222 267 312 360 410 464 521 552
23,000 DIST 0 2 5 8 11 14 17 22 27 32 36
TIME 1 2 3 4 4 5 6 7 8 9 10
FUEL 78 132 186 234 281 329 380 434 491 553 586
24,000 DIST 0 2 5 8 11 15 19 23 28 34 38
TIME 1 2 3 4 5 5 6 7 9 10 11
FUEL 81 138 195 246 296 347 401 459 520 587 623
25,000 DIST 0 3 6 9 12 16 20 25 30 37 41
TIME 1 2 3 4 5 6 7 8 9 10 11
FUEL 84 144 205 259 312 366 423 485 551 622 661
26,000 DIST 0 3 6 9 13 16 21 26 32 39 43
TIME 1 2 3 4 5 6 7 8 10 11 12
FUEL 87 151 215 272 328 385 446 512 582 660 702
27,000 DIST 0 3 6 10 13 17 22 28 34 42 46
TIME 1 2 3 4 5 6 7 9 10 12 13
FUEL 90 158 225 285 344 405 470 540 616 699 745
28,000 DIST 0 3 7 10 14 18 23 29 36 44 49
TIME 2 3 4 5 6 7 8 9 11 12 14
RGANOC006A

GEAR DOWN CLIMB

160 KIAS/210 KIAS
ISA +15° C
TABLE UNITS


TOW
1 3 5 7 9 11 13 15 17 19 20
FUEL 62 104 147 186 224 263 303 346 391 440 465
19,000 DIST 0 2 4 7 9 12 16 19 24 29 32
TIME 1 2 2 3 4 4 5 6 7 8 9
FUEL 65 110 156 197 238 279 322 368 416 468 496
20,000 DIST 0 2 5 7 10 13 17 21 25 31 34
TIME 1 2 3 3 4 5 6 6 7 9 9
FUEL 68 116 165 209 252 295 341 390 442 498 528
21,000 DIST 0 2 5 8 11 14 18 22 27 33 36
TIME 1 2 3 3 4 5 6 7 8 9 10
FUEL 72 122 174 221 266 313 361 414 469 529 561
22,000 DIST 0 2 5 8 11 15 19 23 29 35 38
TIME 1 2 3 4 4 5 6 7 8 10 11
FUEL 75 129 184 233 281 331 383 438 498 562 597
23,000 DIST 0 3 6 9 12 16 20 25 31 37 41
TIME 1 2 3 4 5 6 7 8 9 10 11
FUEL 78 135 193 246 297 350 405 465 528 598 636
24,000 DIST 0 3 6 9 13 17 21 26 33 40 44
TIME 1 2 3 4 5 6 7 8 10 11 12
FUEL 81 142 203 259 313 369 428 492 561 636 678
25,000 DIST 0 3 6 10 14 18 23 28 35 43 47
TIME 1 2 3 4 5 6 7 9 10 12 13
FUEL 84 148 214 273 330 390 453 521 596 677 722
26,000 DIST 0 3 7 10 14 19 24 30 37 46 51
TIME 1 2 3 4 5 7 8 9 11 13 14
FUEL 87 155 225 287 348 411 479 552 632 720 769
27,000 DIST 0 3 7 11 15 20 25 32 40 49 54
TIME 1 3 4 5 6 7 8 10 11 13 15
FUEL 90 163 236 301 367 434 505 584 670 766 819
28,000 DIST 0 3 8 12 16 21 27 34 42 52 58
TIME 2 3 4 5 6 7 9 10 12 14 15
RGANOC007A

GEAR DOWN CLIMB

160 KIAS/210 KIAS
ISA +20° C
TABLE UNITS


TOW
1 3 5 7 9 11 13 15 17 19 20
FUEL 62 107 154 196 237 280 324 372 423 477 507
19,000 DIST 0 2 5 8 11 14 18 22 27 33 37
TIME 1 2 3 3 4 5 6 7 8 9 10
FUEL 65 113 163 208 252 297 345 396 450 509 541
20,000 DIST 0 2 5 8 12 15 19 24 29 36 39
TIME 1 2 3 4 4 5 6 7 8 10 11
FUEL 68 119 172 220 267 315 366 421 479 543 577
21,000 DIST 0 3 6 9 12 16 20 25 31 38 42
TIME 1 2 3 4 5 6 7 8 9 10 11
FUEL 72 126 182 233 283 334 389 447 510 578 615
22,000 DIST 0 3 6 9 13 17 22 27 34 41 45
TIME 1 2 3 4 5 6 7 8 10 11 12
FUEL 75 133 192 246 300 354 412 475 543 617 657
23,000 DIST 0 3 6 10 14 18 23 29 36 44 48
TIME 1 2 3 4 5 6 7 9 10 12 13
FUEL 78 139 203 260 317 375 437 505 578 658 702
24,000 DIST 0 3 7 11 15 19 25 31 38 47 52
TIME 1 2 3 4 5 7 8 9 11 13 14
FUEL 81 146 214 275 335 397 464 536 615 703 751
25,000 DIST 0 3 7 11 16 21 26 33 41 51 56
TIME 1 2 4 5 6 7 8 10 12 14 15
FUEL 84 154 225 290 354 421 492 570 656 751 804
26,000 DIST 0 3 8 12 17 22 28 35 44 54 60
TIME 1 3 4 5 6 7 9 10 12 15 16
FUEL 87 161 237 306 374 445 521 605 698 802 861
27,000 DIST 0 4 8 13 18 23 30 38 47 58 65
TIME 1 3 4 5 6 8 9 11 13 16 17
FUEL 90 169 249 322 395 471 552 643 743 857 922
28,000 DIST 0 4 9 14 19 25 32 40 50 63 70
TIME 2 3 4 5 7 8 10 12 14 17 18
RGANOC008A

GEAR DOWN CRUISE
1,000 ft
CRUISE
-15 -10 -5 0 +5 +10 +15 +20
WEIGHT
lb AMBIENT TEMP ºC -2 3 8 13 18 23 28 33
KTAS
204 206 208 210 212 213 215 217
TOTAL FUEL FLOW
18,000 lb/hr 1886 1908 1932 1955 1979 2003 2027 2050
KIAS 210 210 210 210 210 210 210 210

KTAS
204 206 208 210 212 213 215 217
TOTAL FUEL FLOW
20,000 lb/hr 1916 1939 1963 1987 2012 2036 2059 2082
KIAS 210 210 210 210 210 210 210 210

KTAS
204 206 208 210 212 213 215 217
TOTAL FUEL FLOW
22,000 lb/hr 1952 1975 2000 2025 2050 2073 2097 2120
KIAS 210 210 210 210 210 210 210 210

KTAS
204 206 208 210 212 213 215 217
TOTAL FUEL FLOW
24,000 lb/hr 1998 2022 2047 2072 2097 2121 2144 2168
KIAS 210 210 210 210 210 210 210 210

KTAS
204 206 208 210 212 213 215 217
TOTAL FUEL FLOW
26,000 lb/hr 2050 2075 2101 2126 2151 2175 2199 2224
KIAS 210 210 210 210 210 210 210 210

KTAS
204 206 208 210 212 213 215 217
TOTAL FUEL FLOW
27,000 lb/hr 2077 2102 2128 2154 2178 2203 2227 2252
KIAS 210 210 210 210 210 210 210 210

RGANCR001A

GEAR DOWN CRUISE
3,000 ft
CRUISE
-15 -10 -5 0 +5 +10 +15 +20
WEIGHT
lb AMBIENT TEMP ºC -6 -1 4 9 14 19 24 29
KTAS
210 212 214 216 218 220 221 223
TOTAL FUEL FLOW
18,000 lb/hr 1858 1880 1904 1929 1952 1974 1997 2019
KIAS 210 210 210 210 210 210 210 210

KTAS
210 212 214 216 218 220 221 223
TOTAL FUEL FLOW
20,000 lb/hr 1888 1911 1936 1961 1983 2006 2029 2052
KIAS 210 210 210 210 210 210 210 210

KTAS
210 212 214 216 218 220 221 223
TOTAL FUEL FLOW
22,000 lb/hr 1924 1948 1973 1997 2020 2044 2067 2090
KIAS 210 210 210 210 210 210 210 210

KTAS
210 212 214 216 218 220 221 223
TOTAL FUEL FLOW
24,000 lb/hr 1970 1994 2019 2043 2067 2091 2115 2139
KIAS 210 210 210 210 210 210 210 210

KTAS
210 212 214 216 218 220 221 223
TOTAL FUEL FLOW
26,000 lb/hr 2022 2046 2072 2096 2121 2146 2170 2194
KIAS 210 210 210 210 210 210 210 210

KTAS
210 212 214 216 218 220 221 223
TOTAL FUEL FLOW
27,000 lb/hr 2049 2073 2099 2124 2149 2173 2198 2223
KIAS 210 210 210 210 210 210 210 210

RGANCR002A

GEAR DOWN CRUISE
5,000 ft
CRUISE
-15 -10 -5 0 +5 +10 +15 +20
WEIGHT
lb AMBIENT TEMP ºC -10 -5 0 5 10 15 20 25
KTAS
216 218 220 222 224 226 228 230
TOTAL FUEL FLOW
18,000 lb/hr 1830 1853 1875 1898 1921 1944 1967 1990
KIAS 210 210 210 210 210 210 210 210

KTAS
216 218 220 222 224 226 228 230
TOTAL FUEL FLOW
20,000 lb/hr 1860 1883 1906 1929 1953 1976 1999 2021
KIAS 210 210 210 210 210 210 210 210

KTAS
216 218 220 222 224 226 228 230
TOTAL FUEL FLOW
22,000 lb/hr 1895 1919 1943 1966 1990 2013 2037 2060
KIAS 210 210 210 210 210 210 210 210

KTAS
216 218 220 222 224 226 228 230
TOTAL FUEL FLOW
24,000 lb/hr 1941 1964 1989 2013 2037 2061 2085 2108
KIAS 210 210 210 210 210 210 210 210

KTAS
216 218 220 222 224 226 228 230
TOTAL FUEL FLOW
26,000 lb/hr 1992 2016 2042 2066 2091 2115 2140 2164
KIAS 210 210 210 210 210 210 210 210

KTAS
216 218 220 222 224 226 228 230
TOTAL FUEL FLOW
27,000 lb/hr 2019 2043 2069 2094 2119 2143 2168 2193
KIAS 210 210 210 210 210 210 210 210

RGANCR003A

GEAR DOWN CRUISE
7,000 ft
CRUISE
-15 -10 -5 0 +5 +10 +15 +20
WEIGHT
lb AMBIENT TEMP ºC -14 -9 -4 1 6 11 16 21
KTAS
222 224 227 229 231 233 235 237
TOTAL FUEL FLOW
18,000 lb/hr 1804 1826 1848 1871 1894 1917 1939 1961
KIAS 210 210 210 210 210 210 210 210

KTAS
222 224 227 229 231 233 235 237
TOTAL FUEL FLOW
20,000 lb/hr 1834 1856 1879 1902 1924 1948 1971 1994
KIAS 210 210 210 210 210 210 210 210

KTAS
222 224 227 229 231 233 235 237
TOTAL FUEL FLOW
22,000 lb/hr 1870 1892 1916 1940 1963 1986 2010 2033
KIAS 210 210 210 210 210 210 210 210

KTAS
222 224 227 229 231 233 235 237
TOTAL FUEL FLOW
24,000 lb/hr 1915 1938 1963 1987 2011 2035 2058 2082
KIAS 210 210 210 210 210 210 210 210

KTAS
222 224 227 229 231 233 235 237
TOTAL FUEL FLOW
26,000 lb/hr 1967 1991 2016 2040 2065 2089 2114 2138
KIAS 210 210 210 210 210 210 210 210

KTAS
222 224 227 229 231 233 235 237
TOTAL FUEL FLOW
27,000 lb/hr 1993 2017 2043 2068 2093 2117 2142 2167
KIAS 210 210 210 210 210 210 210 210

RGANCR004A

GEAR DOWN CRUISE
9,000 ft
CRUISE
-15 -10 -5 0 +5 +10 +15 +20
WEIGHT
lb AMBIENT TEMP ºC -18 -13 -8 -3 2 7 12 17
KTAS
229 231 233 236 238 240 242 244
TOTAL FUEL FLOW
18,000 lb/hr 1778 1799 1823 1845 1867 1889 1912 1935
KIAS 210 210 210 210 210 210 210 210

KTAS
229 231 233 236 238 240 242 244
TOTAL FUEL FLOW
20,000 lb/hr 1807 1829 1853 1876 1899 1921 1944 1967
KIAS 210 210 210 210 210 210 210 210

KTAS
229 231 233 236 238 240 242 244
TOTAL FUEL FLOW
22,000 lb/hr 1843 1866 1890 1913 1937 1960 1983 2007
KIAS 210 210 210 210 210 210 210 210

KTAS
229 231 233 236 238 240 242 244
TOTAL FUEL FLOW
24,000 lb/hr 1889 1912 1936 1961 1985 2008 2032 2056
KIAS 210 210 210 210 210 210 210 210

KTAS
229 231 233 236 238 240 242 244
TOTAL FUEL FLOW
26,000 lb/hr 1940 1964 1989 2014 2039 2063 2088 2112
KIAS 210 210 210 210 210 210 210 210

KTAS
229 231 233 236 238 240 242 244
TOTAL FUEL FLOW
27,000 lb/hr 1966 1991 2016 2042 2066 2091 2116 2141
KIAS 210 210 210 210 210 210 210 210

RGANCR005A

GEAR DOWN CRUISE
11,000 ft
CRUISE
-15 -10 -5 0 +5 +10 +15 +20
WEIGHT
KTAS
236 238 241 243 245 247 250 252
TOTAL FUEL FLOW
18,000 lb/hr 1755 1777 1799 1821 1844 1867 1890 1913
KIAS 210 210 210 210 210 210 210 210

KTAS
236 238 241 243 245 247 250 252
TOTAL FUEL FLOW
20,000 lb/hr 1784 1806 1829 1852 1876 1898 1921 1945
KIAS 210 210 210 210 210 210 210 210

KTAS
236 238 241 243 245 247 250 252
TOTAL FUEL FLOW
22,000 lb/hr 1821 1842 1867 1890 1914 1937 1960 1984
KIAS 210 210 210 210 210 210 210 210

KTAS
236 238 241 243 245 247 250 252
TOTAL FUEL FLOW
24,000 lb/hr 1865 1889 1913 1938 1962 1986 2010 2035
KIAS 210 210 210 210 210 210 210 210

KTAS
236 238 241 243 245 247 250 252
TOTAL FUEL FLOW
26,000 lb/hr 1917 1941 1966 1991 2016 2041 2066 2091
KIAS 210 210 210 210 210 210 210 210

KTAS
236 238 241 243 245 247 250 252
TOTAL FUEL FLOW
27,000 lb/hr 1943 1967 1993 2018 2044 2071 2095 2120
KIAS 210 210 210 210 210 210 210 210

RGANCR006A

GEAR DOWN CRUISE
13,000 ft
CRUISE
-15 -10 -5 0 +5 +10 +15 +20
WEIGHT
KTAS
243 246 248 250 253 255 257 260
TOTAL FUEL FLOW
18,000 lb/hr 1732 1755 1778 1800 1824 1847 1869 1892
KIAS 210 210 210 210 210 210 210 210

KTAS
243 246 248 250 253 255 257 260
TOTAL FUEL FLOW
20,000 lb/hr 1762 1785 1808 1831 1855 1879 1902 1925
KIAS 210 210 210 210 210 210 210 210

KTAS
243 246 248 250 253 255 257 260
TOTAL FUEL FLOW
22,000 lb/hr 1799 1822 1846 1869 1893 1918 1942 1965
KIAS 210 210 210 210 210 210 210 210

KTAS
243 246 248 250 253 255 257 260
TOTAL FUEL FLOW
24,000 lb/hr 1844 1868 1893 1917 1942 1968 1992 2016
KIAS 210 210 210 210 210 210 210 210

KTAS
243 246 248 250 253 255 257 260
TOTAL FUEL FLOW
26,000 lb/hr 1896 1920 1946 1972 1999 2024 2048 2073
KIAS 210 210 210 210 210 210 210 210

KTAS
243 246 248 250 253 255 257 260
TOTAL FUEL FLOW
27,000 lb/hr 1922 1947 1974 2000 2027 2052 2077 2102
KIAS 210 210 210 210 210 210 210 210

RGANCR007A

GEAR DOWN CRUISE
15,000 ft
CRUISE
-15 -10 -5 0 +5 +10 +15 +20
WEIGHT
KTAS
251 253 256 258 261 263 266 268
TOTAL FUEL FLOW
18,000 lb/hr 1707 1730 1753 1776 1799 1823 1847 1870
KIAS 210 210 210 210 210 210 210 210

KTAS
251 253 256 258 261 263 266 268
TOTAL FUEL FLOW
20,000 lb/hr 1737 1760 1784 1807 1832 1856 1880 1903
KIAS 210 210 210 210 210 210 210 210

KTAS
251 253 256 258 261 263 266 268
TOTAL FUEL FLOW
22,000 lb/hr 1774 1797 1821 1847 1871 1896 1920 1944
KIAS 210 210 210 210 210 210 210 210

KTAS
251 253 256 258 261 263 266 268
TOTAL FUEL FLOW
24,000 lb/hr 1820 1844 1870 1896 1921 1947 1971 1995
KIAS 210 210 210 210 210 210 210 210

KTAS
251 253 256 258 261 263 266 268
TOTAL FUEL FLOW
26,000 lb/hr 1871 1898 1926 1952 1977 2003 2028 2051
KIAS 210 210 210 210 210 210 210 210

KTAS
251 253 256 258 261 263 266 268
TOTAL FUEL FLOW
27,000 lb/hr 1897 1927 1954 1980 2006 2032 2057 2081
KIAS 210 210 210 210 210 210 210 210

RGANCR008A

GEAR DOWN CRUISE
17,000 ft
CRUISE
-15 -10 -5 0 +5 +10 +15 +20
WEIGHT
lb AMBIENT TEMP ºC -34 -29 -24 -19 -14 -9 -4 1
KTAS
258 261 264 266 269 271 274 276
TOTAL FUEL FLOW
18,000 lb/hr 1684 1706 1729 1754 1778 1801 1825 1847
KIAS 210 210 210 210 210 210 210 210

KTAS
258 261 264 266 269 271 274 276
TOTAL FUEL FLOW
20,000 lb/hr 1713 1736 1761 1786 1811 1834 1858 1882
KIAS 210 210 210 210 210 210 210 210

KTAS
258 261 264 266 269 271 274 276
TOTAL FUEL FLOW
22,000 lb/hr 1750 1774 1801 1826 1851 1875 1899 1923
KIAS 210 210 210 210 210 210 210 210

KTAS
258 261 264 266 269 271 274 276
TOTAL FUEL FLOW
24,000 lb/hr 1798 1824 1852 1877 1902 1927 1951 1975
KIAS 210 210 210 210 210 210 210 210

KTAS
258 261 264 266 269 271 274 276
TOTAL FUEL FLOW
26,000 lb/hr 1853 1879 1907 1933 1959 1983 2009 2033
KIAS 210 210 210 210 210 210 210 210

KTAS
258 261 264 266 269 271 274 276
TOTAL FUEL FLOW
27,000 lb/hr 1880 1907 1935 1961 1987 2013 2038 2064
KIAS 210 210 210 210 210 210 210 210

RGANCR009A

GEAR DOWN CRUISE
19,000 ft
CRUISE
-15 -10 -5 0 +5 +10 +15 +20
WEIGHT
KTAS
266 269 272 275 278 280 283 286
TOTAL FUEL FLOW
18,000 lb/hr 1662 1685 1710 1735 1759 1783 1806 1829
KIAS 210 210 210 210 210 210 210 210

KTAS
266 269 272 275 278 280 283 286
TOTAL FUEL FLOW
20,000 lb/hr 1692 1717 1743 1768 1791 1815 1839 1863
KIAS 210 210 210 210 210 210 210 210

KTAS
266 269 272 275 278 280 283 286
TOTAL FUEL FLOW
22,000 lb/hr 1733 1757 1783 1809 1832 1857 1881 1905
KIAS 210 210 210 210 210 210 210 210

KTAS
266 269 272 275 278 280 283 286
TOTAL FUEL FLOW
24,000 lb/hr 1782 1807 1834 1860 1884 1910 1933 1958
KIAS 210 210 210 210 210 210 210 210

KTAS
266 269 272 275 278 280 283 286
TOTAL FUEL FLOW
26,000 lb/hr 1837 1862 1890 1916 1941 1966 1991 2017
KIAS 210 210 210 210 210 210 210 210

KTAS
266 269 272 275 278 280 283 286
TOTAL FUEL FLOW
27,000 lb/hr 1864 1890 1918 1945 1970 1995 2020 2046
KIAS 210 210 210 210 210 210 210 210

RGANCR010A

GEAR DOWN CRUISE
20,000 ft
CRUISE
-15 -10 -5 0 +5 +10 +15 +20
WEIGHT
KTAS
271 274 277 279 282 285 288 290
TOTAL FUEL FLOW
18,000 lb/hr 1653 1677 1702 1727 1751 1773 1796 1820
KIAS 210 210 210 210 210 210 210 210

KTAS
271 274 277 279 282 285 288 290
TOTAL FUEL FLOW
20,000 lb/hr 1685 1709 1734 1759 1783 1807 1830 1855
KIAS 210 210 210 210 210 210 210 210

KTAS
271 274 277 279 282 285 288 290
TOTAL FUEL FLOW
22,000 lb/hr 1725 1749 1775 1800 1825 1849 1873 1897
KIAS 210 210 210 210 210 210 210 210

KTAS
271 274 277 279 282 285 288 290
TOTAL FUEL FLOW
24,000 lb/hr 1775 1800 1826 1852 1877 1901 1925 1951
KIAS 210 210 210 210 210 210 210 210

KTAS
271 274 277 279 282 285 288 290
TOTAL FUEL FLOW
26,000 lb/hr 1829 1855 1883 1909 1933 1958 1983 2010
KIAS 210 210 210 210 210 210 210 210

KTAS
271 274 277 279 282 285 288 290
TOTAL FUEL FLOW
27,000 lb/hr 1857 1883 1911 1937 1962 1987 2012 2039
KIAS 210 210 210 210 210 210 210 210

RGANCR011A

GEAR DOWN DESCENT

ISA 210 KIAS
TABLE UNITS
Arrival Weight……….pounds
FUEL………………………pounds
DIST……………………….nautical miles
TIME……………………….minutes
ARRIVAL ALTITUDE (x 1000 ft) AT TOP OF DESCENT

WEIGHT 1.5 3 5 7 9 11 13 15 17 19 20
FUEL 0 5 11 16 22 28 33 39 44 49 52
17,000 DIST 0 2 4 7 9 12 15 17 20 23 24
TIME 0 1 1 2 3 3 4 4 5 6 6
FUEL 0 5 11 17 23 29 35 41 46 52 54
18,000 DIST 0 2 5 7 10 13 15 18 21 24 25
TIME 0 1 1 2 3 3 4 5 5 6 6
FUEL 0 5 12 18 24 30 36 42 48 54 57
19,000 DIST 0 2 5 7 10 13 16 19 22 25 26
TIME 0 1 1 2 3 3 4 5 6 6 7
FUEL 0 5 12 19 25 32 38 44 50 56 59
20,000 DIST 0 2 5 8 11 14 17 20 23 26 27
TIME 0 1 1 2 3 4 4 5 6 6 7
FUEL 0 5 13 19 26 33 39 46 52 58 61
21,000 DIST 0 2 5 8 11 14 17 20 24 27 28
TIME 0 1 1 2 3 4 5 5 6 7 7
FUEL 0 6 13 20 27 34 40 47 54 60 63
22,000 DIST 0 2 5 8 11 15 18 21 24 28 29
TIME 0 1 1 2 3 4 5 5 6 7 7
FUEL 0 6 13 21 28 35 42 48 55 61 65
23,000 DIST 0 2 5 9 12 15 18 22 25 28 30
TIME 0 1 2 2 3 4 5 6 6 7 8
FUEL 0 6 14 21 28 36 43 50 56 63 66
24,000 DIST 0 2 6 9 12 15 19 22 26 29 31
TIME 0 1 2 2 3 4 5 6 7 7 8
FUEL 0 6 14 22 29 36 44 51 58 64 68
25,000 DIST 0 2 6 9 12 16 19 23 26 30 32
TIME 0 1 2 2 3 4 5 6 7 7 8
FUEL 0 6 14 22 30 37 45 52 59 66 69
26,000 DIST 0 2 6 9 13 16 20 23 27 30 32
TIME 0 1 2 3 3 4 5 6 7 8 8
RGANDE001A
Note: The effect of temperature on descent fuel, distance and time is negligible.


Section - IV
Sub-section 9
EXTENDED RANGE OPERATIONS (Non-ETOPS)
Table of Contents
Page
INTRODUCTION ..........................................................................................9-3
EXTENDED RANGE OPERATIONS (Non-ETOPS) ...................................9-3
P/N 140-590032-0007 Page 9-1


EXTENDED RANGE OPERATIONS (Non-ETOPS) Revision A5: Feb, 2012
INTRODUCTION
This section presents information for Hawker 800XP Part 135 operators to conduct flights without
requiring FAA Extended Operations (ETOPS) approval.
EXTENDED RANGE OPERATIONS (Non-ETOPS)
The Hawker 800XP's 180 minute distance is 1027 nm.
Any flight that remains within 1027 nm of an adequate airport at all times does not require the
Part 135 certificate holder to have ETOPS authorization.
The 180 minute distance represents that travelled in 3 hours with one engine inoperative, after
an engine failure in cruise. It is based on FAA Information for Operators (InFO) 08019, “14 CFR
Part 135 Extended Operational (ETOPS) Guidance,” and the following assumptions:
• Standard conditions.
• Still air (no wind).
• Sea-level takeoff at maximum takeoff weight (28,000 lb).
• Climb to 39,000 ft per the Normal Climb profile.
• Level off and cruise per the High Speed Cruise procedure.
• Engine failure at 1027 nm from the departure airport (weight 23,524 lb).
• Descent to 15,000 ft per the Single Engine High Speed Descent profile.
• Level off and cruise at 15,000 ft per the Single Engine Maximum Continuous Thrust Cruise
profile until reaching the destination airport or the diversion airport.
NOTE: This information addresses only the applicability of the ETOPS rule on certain routes.
Determining the applicability of the ETOPS rule is only one aspect of actual operational
long range flight planning, which includes, among other considerations:
• Weather and winds.
• Equal Time Point (ETP) calculations for planned contingencies (engine failure,
depressurization, medical emergency, etc.).
• Aircraft maintenance status.
• Crew member status.
• Unplanned contingencies.
• Fuel planning for single engine operation.
— To maximize single engine range when ETOPS authorization is not required, use
the Single Engine Drift Down and the Single Engine Long Range Cruise
procedures in this manual.

Revision A5: Feb, 2012 EXTENDED RANGE OPERATIONS (Non-ETOPS)
The 180 minute distance of 1027 nm was calculated as follows:
• From the Single Engine High Speed Descent data:
Top Of Descent Descent Bottom Of Descent

Altitude Weight Fuel Distance Time Altitude Weight
(ft) (lb) (lb) (nm) (min) (ft) (lb)
39000 23524 484 146 22 14000 23040
15000 23524 51 11 2 14000 23473
subtracting 2nd row from 1st row:
39000 23524 433 135 20 15000 23091
• From the Single Engine Maximum Continuous Thrust (MCT) Cruise data at 15,000 ft, the
following table was prepared by linear interpolation:
— Single Engine Maximum Continuous Thrust (MCT) Cruise at 15,000 ft:
Weight TAS Fuel Flow

(lb) (knot) (lb/hr)
18000 340 1649
20000 337 1646
22000 333 1642
24000 329 1638
• From the above table, the following Single Engine Maximum Continuous Thrust (MCT)
Cruise performance data at 15,000 ft was calculated (all numbers rounded to the nearest
unit):
Weight (lb) KTAS Fuel Distance Time

Start End Avg Avg (lb) (nm) (min)
23091 21997 22544 332 1094 221 40
21997 20353 21175 335 1644 335 60
20353 18708 20308 336 1645 336 60
Cruise Total = 4383 892 160
• Adding the fuel, distance, and time from the Single Engine High Speed Descent to 15,000
ft and the Single Engine Maximum Continuous Thrust (MCT) Cruise at 15,000 ft, the
following results were obtained:
Fuel Distance Time

(lb) (nm) (min)
4816 1027 180
(433+4383) (135+892) (20+160)

EXTENDED RANGE OPERATIONS (Non-ETOPS) Revision A5: Feb, 2012
Pro Line 21
Section - V
FLIGHT HANDLING
Table of Contents
Page
Sub-section 1 - NORMAL HANDLING ...............................................................1-1

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

Page 2 Pilot’s Operating Manual-

Section V
FLIGHT HANDLING
Sub-section 1
NORMAL HANDLING
Table of Contents
Page
TAKEOFF AND DEPARTURE ........................................................................1-3

TAXI ..............................................................................................................1-3
THRUST REVERSERS (T/Rs) .....................................................................1-3
ENGINE COMPUTER, RUDDER BIAS AND T/R CHECKS.........................1-3
ENGINE COMPUTERS ............................................................................1-3
RUDDER BIAS .........................................................................................1-4
T/Rs ..........................................................................................................1-4
TYPE OF RUNWAY SURFACE....................................................................1-4
WET RUNWAY.........................................................................................1-4
SLIPPERY RUNWAY ...............................................................................1-5
OPERATION ON UNPAVED SURFACES ...............................................1-5
MINIMUM RUNWAY WIDTH ........................................................................1-5
Figure 1 - Minimum Turn Radii ................................................................ 1-6
WHEEL BRAKES..........................................................................................1-7
REPEATED WHEEL BRAKE USAGE......................................................1-7
TAKEOFF ........................................................................................................1-7
ICE PROTECTION - BEFORE TAKEOFF ....................................................1-7
TAKEOFF PROCEDURES ...........................................................................1-8
TAKEOFF THRUST ......................................................................................1-9
NOISE ABATEMENT PROCEDURES .....................................................1-9
TAKEOFF THRUST PROCEDURES .......................................................1-9
BEFORE TAKEOFF............................................................................1-9
TAKEOFF ...........................................................................................1-9
UP TO 80 KIAS...................................................................................1-9
ABOVE 80 KIAS AND BELOW V1 ..................................................... 1-9
WIND COMPONENT AND CRITICAL ENGINE .......................................1-9
Figure 2 - Flight Profile - Normal Takeoff............................................... 1-10
CLIMB........................................................................................................... 1-11
Table 1 - N1 REFERENCE VALUES FOR MAXIMUM CLIMB
ENGINE ANTI-ICING OFF - SYNC ON .................................. 1-12
Table 2 - N1 REFERENCE VALUES FOR MAXIMUM CLIMB
ENGINE ANTI-ICING ON - SYNC ON.................................... 1-12
Figure 3 - Flight Profile - Climb, Cruise and Descent............................. 1-13
CRUISE ........................................................................................................ 1-14
MANEUVERING AT HIGH ALTITUDES .....................................................1-14
STABILITY AND TRIM CHANGE ...............................................................1-14
RUDDER CONTROL FORCE.....................................................................1-15
AIRBRAKES................................................................................................1-15
POSITION ERROR CORRECTIONS .........................................................1-15
STALLS.......................................................................................................1-15
CONDITIONS FOR STALLS ................................................................. 1-15
P/N 140-590032-0007
Page 1-1
Page
TECHNIQUES FOR STALLS ................................................................ 1-16

STALL CHARACTERISTICS ................................................................. 1-16
AVIONICS AND NAVIGATION .................................................................. 1-17
FLIGHT MANAGEMENT SYSTEM (FMS)............................................. 1-17
DURATION OF OXYGEN SUPPLY FOR
PRIVATE CATEGORY AIRPLANES ......................................................... 1-18
Table 3 - DURATION OF OXYGEN SUPPLY -
PRIVATE CATEGORY ........................................................... 1-18
COMPLIANCE WITH 14 CFR 91.211........................................................ 1-19
Table 4 - DURATION OF OXYGEN SUPPLY - 14 CFR 91.32 .............. 1-19
COMPLIANCE WITH 14 CFR 135.157...................................................... 1-20
Table 5 - DURATION OF OXYGEN SUPPLY - 14 CFR 135.157 .......... 1-20
DESCENT AND HOLDING........................................................................... 1-21
DESCENT .................................................................................................. 1-21
Table 6 - TIME OF DESCENT ............................................................... 1-21
HOLDING ................................................................................................... 1-22
Figure 4 - Flight Profile - ILS .................................................................. 1-22
Figure 5 - Flight Profile - Non-Precision Approach................................. 1-23
APPROACH AND LANDING........................................................................ 1-24
APPROACH ............................................................................................... 1-24
NORMAL LANDING ................................................................................... 1-24
TWO ENGINE GO-AROUND..................................................................... 1-24
Figure 6 - Flight Profile - VFR Approach Normal ................................... 1-25
Page 1-2 Section V Sub-section 1 P/N 140-590032-0007

NORMAL HANDLING
TAKEOFF AND DEPARTURE
TAXI
The airplane may be taxied on normal hard areas. Directional control is normally exercised by
nosewheel steering but differential wheel braking is available in the event of nosewheel steering failure.
Figure 1 provides minimum turning radii.
CAUTION: THE NOSEWHEEL STEERING SHOULD NOT BE MOVED WHILE THE AIRPLANE IS
STATIONARY.
When taxiing in snow or slush, it is recommended that brake applications be made to allow the residual
heat, in the brake friction pack, to dispose of any slush accumulation in the brake units.
THRUST REVERSERS (T/Rs)

Before the First Flight of the Day, the thrust reversers and associated annunciators should be checked
for correct operation as described under ENGINE COMPUTER, RUDDER BIAS AND T/R CHECKS.
If the thrust reverser system is known to be inoperative or not serviceable, it must be disabled and
locked in the forward thrust position.
The thrust reversers should be armed (ARM annunciator illuminated) before each flight unless the
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 and stowage.
The UNLCK annunciators will illuminate when the thrust reverser doors are not locked in the stowed
position. When the thrust reverser doors are fully deployed the REVSR annunciator will illuminate and,
the UNLCK annunciator will remain illuminated.
Maximum reverse thrust is automatically controlled at approximately 65% N1.
ENGINE COMPUTER, RUDDER BIAS AND T/R CHECKS

The following ENGINE COMPUTERS, RUDDER BIAS and T/R CHECKS may be performed separately
or in combination:
Engine Computers
ENG CMPTRs ................................................................. Select OVRSPD PROT
ENG 1 & ENG 2 CMPTER annunciators ........................ Illuminated
Thrust Levers .................................................................. Advance slowly

Verify proper engine acceleration and response.
Thrust Levers .................................................................. Idle
ENG CMPTRs ................................................................. Select AUTO
ENG 1 & ENG 2 CMPTER annunciators......................... Extinguished
P/N 140-590032-0007 Section V Sub-section 1 Page 1-3

NORMAL HANDLING
Rudder Bias
RUDDER BIAS switches A & B........................................ OFF
RUDDER BIAS annunciator............................................. Illuminated
Left Thrust Lever.............................................................. Advance to approximately 85% N2
Verify no movement of rudder pedals due to rudder bias input.
RUDDER BIAS switch A .................................................. ON
Verify rudder pedals deflect to the left.
RUDDER BIAS switch A .................................................. OFF
Verify rudder bias input is removed.
RUDDER BIAS switch B .................................................. ON
RUDDER BIAS switch A .................................................. ON
Verify rudder pedals deflect further to the left.
Left Thrust Lever.............................................................. Retard to Idle
Repeat the procedure using the right Thrust Lever.
T/Rs
RUDDER BIAS switches A & B ....................................... ON
RUDDER BIAS annunciator............................................. Extinguished
Left Thrust Lever.............................................................. Advance to approximately 85% N2
Left T/R ARM annunciator ............................................... Extinguished
Right Engine T/R ............................................................. Deploy
Verify rudder bias input is removed.
REVERSER annunciator ................................................. Remains extinguished
Right T/R UNLCK & REVRS annunciators ...................... Illuminated
Right Engine T/R ............................................................. Stow
Right T/R UNLCK & REVRS annunciators ...................... Extinguished
Left Thrust Lever.............................................................. Retard to Idle
Repeat the procedure using the right Thrust Lever and left T/R.
TYPE OF RUNWAY SURFACE

Wet Runway
A runway is considered as wet when it is well soaked but without significant areas of standing water.
A runway is considered well soaked when there is sufficient moisture on the runway surface to cause it
to appear reflective.

NORMAL HANDLING
Slippery Runway
A slippery runway is one which is either covered by compacted snow or is expected to have very low
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 than a
wet runway.
Compacted snow is snow which has been compressed into a solid mass which resists further
compression 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.
Unpaved runways are those categorized into natural, grass, and gravel runways.
Takeoff from an unpaved 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 modifications installed.
These modifications give protection to the flaps and the under-fuselage beacons and antennas.
Operation on natural grass and gravel runways is satisfactory if the surface is hard, no ruts or major
surface irregularities, and there are no large loose stones. Some minor paint chipping can be 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 light braking
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 that the
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 the local airworthiness
authorities.
Takeoff 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 unpaved runway
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 intended take-off line
caused by failure of an engine during takeoff can, with prompt corrective action, be limited to 30 ft.
When deciding the minimum runway width necessary for a safe takeoff, allowance should be made for
the dimensions of the airplane and a safety margin should be included.

NORMAL HANDLING
Figure 1
Minimum Turn Radii

NORMAL HANDLING
WHEEL BRAKES
The normal wheel brake system incorporates Maxaret anti-skid units which automatically reduce the
brake pressure should a wheel tend to skid.
NOTE: The Maxaret unit does not operate until the wheel is revolving, therefore the brakes must not
be applied before touchdown.
It should be noted that the emergency braking system by-passes the anti-skid units, therefore care
should be exercised when using this system.
If any of the wheels' fusible plugs blow, the brakes must be inspected and certified serviceable before
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 are complied with.
Repeated Wheel Brake Usage

If repeated braked landings are made for crew training or any other reason, the brakes and tires may
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, and the
landing gear should be extended as long as possible - never less than five minutes in each circuit.
• Landings with light braking may be repeated at intervals of not less than fifteen minutes. After a
landing with heavy braking, one or more touch and go circuits should be done, and a time 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.
TAKEOFF
Refer to the following paragraphs and referenced figures for recommended takeoff sequences and
procedures.
ICE PROTECTION - BEFORE TAKEOFF

Prime the airframe ice protection system by setting the WING/TAIL ANTICE time switch to run the pump
for two minutes. Check that priming is complete before start of takeoff.
If the outside air temperature is 10° C or below and is associated with conditions of high humidity, i.e.,
mist or fog reducing visibility to approximately 1 mile (1,600 meters), or with a wet runway surface, 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 during takeoff
and initial climb.
Allowance must be made for the use of ENG ANTICE on performance by 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 to OFF and the ENG IGNITION 1 and 2 to off when conditions permit.
NORMAL HANDLING
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 L and R
should be selected ON in flight.
The ICE DET switch should normally be set to AUTO, but before taxiing in icing conditions, it should be
set to OVRD.
TAKEOFF PROCEDURES
Refer to Figure 2 for a Flight Profile of Normal Takeoff and to Section 4.10 of the Airplane Flight Manual.
Before takeoff, the elevator trim should be set to the position appropriate to the center of gravity of the
airplane as shown alongside the green segment of the elevator trim label. Select APR to ARM for
takeoff.
The normal recommended practice is to arm the APR after take-off power has been 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 damper may
be engaged but must be disengaged before touchdown.
At the start of the take-off run, until adequate aerodynamic centering is achieved, the control column
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 released before
setting the thrust levers for takeoff.
Where field length is limiting, the takeoff should be commenced from a standing start, take-off thrust
(N1REF) being attained before the brakes are released. Directional control should be maintained by the
use of nose wheel steering until the rudder becomes effective at approximately 60 KIAS.
The nose wheel should not be raised from the ground until rotation speed is reached, when the airplane
should be rotated to the initial climb attitude. Any attempt to rotate at lower speeds would require the
use of larger elevator angles and high stick forces resulting in undesirable rapid rotation.
When a positive rate of climb has been established, retract the landing gear. Raise the flaps 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 an airspeed of 160 KIAS, this airspeed
being maintained until obstacle clearance height is reached.
Pitch attitude should not be allowed to exceed 20° and at light weights it will therefore be necessary to
permit the airspeed to increase above 160 KIAS. This technique allows an adequate 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 not less
than final take-off climb speed.

NORMAL HANDLING
TAKEOFF THRUST
Initial take-off thrust is obtained when the thrust levers are set fully forward, the MAIN AIR VLVs and
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 Manual
Figures 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 lever is fully forward and the APR has
operated (APR legend illuminated). Under some temperature conditions below ISA, operation of APR
does not increase thrust. Both thrusts are determined by 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 being exceeded but if this should occur, fuel is cut-
off automatically by the computer if N1 or N2 exceeds predetermined values. (107% N1 or 109% N2)
Noise Abatement Procedures

If Noise Abatement procedures are required, refer to Sub-section 5.05 of the Airplane Flight Manual for
setting N1.
Takeoff Thrust Procedures
Before Takeoff
For airfield altitude and ambient temperature look up N1REF in the Airplane Flight Manual Figure 5.05.1
(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).
Up To 80 KIAS
If indicated N1 is more than 1% below N1REF - abandon the takeoff.
Above 80 KIAS and Below V1

Takeoff may be continued if indicated N1 does not fall more than 2% below N1REF, unless engine failure
is suspected. Monitor engine limitations.
Wind Component and Critical Engine

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

NORMAL HANDLING
Figure 2
Flight Profile - Normal Takeoff

NORMAL HANDLING
CLIMB
Refer to Figure 3 for a Flight Profile of Climb, Cruise, and Descent.
For the following procedures, refer to Section IV - FLIGHT PLANNING DATA.

Climb fuel, distance and time are tabulated versus take-off weight and altitude at top of climb.
The data is presented for temperatures in the range from ISA -15°C to ISA +20°C.
Tables are presented for two climbs:
• Normal Procedure Climb ................................................ Section IV - Sub-section 3
The Normal Procedure Climb continues at 250 KIAS to 32,000 ft. at which IMN = 0.70.
The final part of the climb to cruise altitude is at IMN = 0.70.
• Optimum Time-To-Height Procedure Climb....................Section IV - Sub-section 3
The Optimum Time-To-Height Procedure Climb continues at 250 KIAS to 28,000 ft. at which
IMN = 0.63. The final part of the climb to cruise altitude is at IMN = 0.63.
Both climb procedures include time and fuel allowances for takeoff and initial climb to 160 KIAS at 1000
ft, but no distance is credited for this initial climb. The procedures then accelerate to 250 KIAS at 5000
ft and continue to 10,000 ft at this speed. Maximum Climb Thrust is set by adjusting the thrust levers
until the green CLIMB annunciation appears in the N1/ITT gage (located at the lower center of the
N1/ITT scales on the pilot’s MFD).
NOTE: When using the CLIMB annunciation in the N1/ITT scale to set Max Climb rating, the
achieved N1 should not be more than 1% below the value determined from either the
Maximum Climb Chart or the FMS database. Deviation from the chart or FMS value is
dependent on individual engine compensation levels and the accuracy of the airplane
systems. If the achieved N1 is more than 1% below the chart/FMS value, refer to the
troubleshooting procedures for "Low N1 at Takeoff Power Setting" in the TFE731-5BR Light
Maintenance Manual.
Refer to Tables 1 and 2 for chart values.
The pilots need not check the Maximum Climb RPM against the chart unless they believe that climb
thrust is not being achieved.
Set climb power as soon as convenient after raising the flaps and landing gear, or after the completion
of a noise abatement procedure, and allow the airplane to accelerate to achieve the recommended
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 reduce power
to within the cruise rating. In some conditions, the initial cruising speed may be below the climbing
speed.

NORMAL HANDLING
Table 1
N1 REFERENCE VALUES FOR MAXIMUM CLIMB
ENGINE ANTI-ICING OFF - SYNC ON
ALTITUDE TEMPERATURE °C
FT
-55 -50 -45 -40 -35 -30 -25 -20 -15 -10 -5. 0 5 10 15 20 25 30 35 40
41,000 98.7 99.8 100.0 100.0 100.0 99.7 98.8 98.0 97.1
40,000 98.7 99.8 100.0 100.0 100.0 100.0 99.0 98.3 97.4 96.5
35,000 98.7 99.8 100.0 100.0 100.0 100.0 100.0 99.3 98.3 97.4 96.6
30,000 98.6 99.7 100.0 100.0 100.0 100.0 100.0 100.0 99.1 98.2 97.3 96.5 95.6
25,000 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.4 98.8 98.2 97.4 96.6 95.6
20,000 98.3 98.3 98.3 98.3 98.3 98.3 98.3 98.2 97.4 96.9 96.4 95.8 95.2 94.4 93.6 92.6
15,000 98.3 98.3 98.3 98.3 98.3 98.3 98.3 98.3 98.2 97.4 96.7 96.0 95.3 94.5 93.8 92.9 91.9 90.8
10,000 89.3 90.3 91.3 92.3 93.3 94.2 95.2 96.2 97.2 98.1 97.6 96.9 96.3 95.5 94.8 94.0 93.1 92.1 90.9
5000 82.9 83.8 84.8 85.8 86.7 87.7 88.6 89.5 90.4 91.3 92.2 93.1 93.9 94.8 94.9 94.1 93.2 92.2 91.0 89.8
Sea Level 77.6 78.5 79.4 80.3 81.2 82.1 83.0 83.8 84.7 85.5 86.4 87.2 88.0 88.8 89.6 90.4 91.2 92.0 91.0 89.7
Table 2
N1 REFERENCE VALUES FOR MAXIMUM CLIMB
ENGINE ANTI-ICING ON - SYNC ON
ALTITUDE TEMPERATURE °C
FT
-55 -50 -45 -40 -35 -30 -25 -20 -15 -10 -5 0 5 10 15
41,000 98.7 99.4 99.6 99.8 99.2 98.2 97.5 96.7 95.8
40,000 98.7 99.8 100.0 100.0 99.5 98.6 97.8 96.9 96.1 95.3
35,000 98.7 99.8 100.0 100.0 100.0 99.3 98.6 97.8 96.9 95.9 95.1
30,000 98.6 99.7 100.0 100.0 100.0 99.9 99.2 98.5 97.7 96.7 95.8 95.0 94.1
25,000 100.0 100.0 100.0 100.0 100.0 99.5 98.9 98.4 97.9 97.3 96.7 95.9 95.1 94.1
20,000 98.3 98.3 98.3 98.3 98.3 98.1 97.2 96.6 95.9 95.4 94.9 94.3 93.7 92.8 92.0
15,000 98.3 98.3 98.3 98.3 98.3 98.3 98.2 97.5 96.7 95.9 95.2 94.5 93.8 93.0 92.1
10,000 89.3 90.3 91.3 92.3 93.3 94.2 95.2 96.2 97.2 97.0 96.1 95.4 94.8 94.0 93.2
5000 82.9 83.8 84.8 85.8 86.7 87.7 88.6 89.5 90.4 91.3 92.2 93.1 93.9 94.1 93.3
Sea Level 77.6 78.5 79.4 80.3 81.2 82.1 83.0 83.8 84.7 85.5 86.4 87.2 88.0 88.8 89.6

NORMAL HANDLING
Figure 3
Flight Profile - Climb, Cruise and Descent

NORMAL HANDLING
CRUISE
Refer to Figure 3 for a Flight Profile of Climb, Cruise, and Descent.
The maximum cruising speed is limited by VMO, MMO, or maximum cruise rating.
The recommended Intermediate cruising speed is:

• 280 KIAS up to 29,000 ft.
• 0.75 MIND at 31,000 ft and above.
The recommended Long Range cruising speed is:

• 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 above procedures.
Thrust should be adjusted as required to achieve these speeds and any thrust setting up to maximum
recommended cruise thrust may be used.
On most occasions, N1 RPM will be the operating restriction and should be periodically checked and
reset if necessary, especially after a change of altitude or Indicated Outside Air Temperature (IOAT).
Where the highest practicable cruising altitude is required, the cruise may be started at a speed below
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 and
temperature, together with the IAS on which they are based.
These speeds are the lowest at which the airplane will cruise comfortably and no attempt should be
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 agitation of the
ailerons which can be felt through the control column.
At lower Mach numbers, the boundary is defined by airframe buffet.
STABILITY AND TRIM CHANGE

Small amplitude dutch roll may occur and can be easily corrected by small aileron movements or, 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 change of trim
as the flaps are extended, becoming distinctive beyond 25°.

NORMAL HANDLING
The airplane may require a small but increasing amount of lateral trim, particularly when changing
airspeeds above 0.6 mach number. Care should be taken to monitor the trim indicator throughout the
flight.
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 becomes progressively greater until, to
obtain full movement, a foot force of approximately 65 lb has to be applied.
Two pneumatic rudder bias struts are provided in order to reduce the control forces necessary in
maintaining unyawed flight after the failure of one engine.
NOTE: Identification of the inoperative engine may not be evident from flight characteristics alone.
Before takeoff, check the RUDDER BIAS switches are selected ON and check the RUDDER BIAS
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 flaps are
extended except when the airplane is on the ground.
POSITION ERROR CORRECTIONS

Refer to the Airplane Flight Manual, Sub-section 5.05.
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 in standby.
Stalls may be demonstrated with the yaw damper switched on or off.
To limit altitude loss, to maintain acceptable stalling characteristics and to prevent structural abuse, it is
strongly recommended that the following Technique For Stalls procedure be followed:

NORMAL HANDLING
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 to exceed 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 appropriate
configuration after setting the required thrust.
4. The airspeed should be reduced at not more than one knot per second. Rapid or violent movements
of any control during the approach to the stall should be avoided, particularly at air speeds below
the operation of the stick shaker.
With the yaw damper off, any tendency to yaw during the approach to the stall should be corrected
by normal use of the rudder.
5. The stall is identified by a short forward movement of the control column provided by the Stall
Identification System. The red STALL VLV OPEN annunciators will illuminate. The airplane should
be allowed to pitch nose down until the stick push has cancelled, and should then be recovered to
normal controlled flight. Any tendency to roll should be corrected by use of ailerons.
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.
Continued Next Page

NORMAL HANDLING
Stall Characteristics (continued)
It is acceptable for stick pusher operation to be coincident with the natural stall, provided that any 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 various configurations in
the Airplane Flight Manual Figure 5.05.6. These airspeeds apply to an altitude of 15,000 feet and are
the stall identification speeds at forward CG and therefore differ from the values shown in the AFM
Figure 5.10.4 which are based on the minimum airspeed obtained during the stall.
AVIONICS AND NAVIGATION

Flight Management System (FMS)
NOTE: The Flight Management System present position co-ordinates are to be checked for
acceptable accuracy before the airplane flies beyond the range of reliable ground navaids.
All data insertions, including ramp co-ordinates, previously inserted into the Flight Management System
should be recalled and verified, preferably by another member of the aircrew.
The verification should include a comparison of the displayed distances between waypoints and the
distances shown on the flight path.
The installed Long Range navaids should be checked against the FMS position while still in DME
coverage before any oceanic crossing. Any FMS messages concerning navigation aid accuracy 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 be informed
particularly on an oceanic flight.
The Flight Management System should be carefully monitored throughout the flight to make certain that
present position and planned forward flight path satisfies the clearance which is currently effective.
On oceanic flights, and other remote areas, the monitoring procedures should include a routine check
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 the co-ordinates
of data inserts are correctly designated (N/S, E/W).

NORMAL HANDLING
DURATION OF OXYGEN SUPPLY FOR PRIVATE CATEGORY AIRPLANES
This table provides the oxygen duration times for complete depletion of the usable oxygen contents for
emergency descent from altitude, followed by continued cruise at 15,000 feet.
Oxygen is supplied to 2 crew members and all passengers
NOTE: The crew regulator will be on 100% during the emergency descent and a 2 minutes period at
15,000 feet, then switched to the NORMAL mode.
The airplane is required to descend below 10,000 feet when the oxygen is depleted.
Table 3 - Duration of Oxygen Supply - Private Category

Number of
Passengers Duration Time In Minutes
2 Bottles 3 Bottles
0 177 270
1 80 122
2 61 94
3 50 76
4 42 64
5 36 55
6 32 49
7 28 43
8 26 39
9 23 35
10 21 32
11 20 30
12 18 28
13 17 26
14 16 25
15 15 23

NORMAL HANDLING
DURATION OF OXYGEN SUPPLY FOR COMPLIANCE WITH 14 CFR 91.211
This table provides the oxygen duration times for an emergency descent and continued cruise at 15,000
feet. After the given period, the airplane is required to descend to 12,500 feet. The oxygen supply to the
passengers is stopped at this altitude by closing the passenger isolation valve.
NOTE: The barometric control valve can only be reset below 11,000 feet.
For times quoted less than 30 minutes, this procedure allows 30 minutes minimum supplementary
oxygen supply to 2 crew members as stipulated in 14 CFR 91.211 requirements with total usable
oxygen contents depleted.
The crew regulator will be on 100% during emergency descent and a 2 minute period at 15,000 feet,
then switched to the NORMAL mode.
Table 4 - Duration of Oxygen Supply - 14 CFR 91.211

Number of Duration Time In Minutes
Passengers 2 Bottles 3 Bottles
0 177 270
1 80 122
2 61 94
3 50 76
4 42 64
5 36 55
6 32 49
7 27 43
8 24 39
9 21 35
10 19 32
11 18 30
12 16 27
13 14 25
14 13 23
15 12 22

NORMAL HANDLING
DURATION OF OXYGEN SUPPLY FOR COMPLIANCE WITH 14 CFR 135.157
This table provides the oxygen duration times for an emergency descent and continued cruise at 15,000
feet.
Oxygen supply to the passengers is reduced to 10% ten minutes after oxygen initiation.
After the given period, the airplane is required to descend to 10,000 feet. The oxygen supply is
completely stopped to the passengers at this altitude.
For times quoted less than 120 minutes this procedure allows 120 minutes minimum supplementary
oxygen supply to the 2 crew members as stipulated in 14 CFR 135.137 requirements with total usable
oxygen contents depleted.
Table 5 - Duration of Oxygen Supply - 14 CFR 135.157

Number of Duration Time In Minutes
Passengers 2 Bottles 3 Bottles
0 177 270
1 37 122
2 30 118
3 25 112
4 18 105
5 12 100
6 - 93
7 - 86
8 - 80
9 - 74
10 - 68
11 - 42
12 - 38
13 - 34
14 - 30
15 - 26

NORMAL HANDLING
DESCENT and HOLDING
DESCENT
Descent procedures are based on the requirement that cabin rate of descent should not exceed
approximately 300 feet per minute.
The following table shows the minimum time to descend:
Table 6 - Time Of Descent
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
Any descent technique which gives overall times close to these values may be used. If it is desired to
use a high rate of descent for part of the way down, this must be balanced by a lower rate 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 lower altitude.
For maximum range, the descent procedure used is 0.76 MIND down to 31,000 ft and 285 KIAS below,
decelerating to 250 KIAS by 10,000 ft. Adequate supply of air to the cabin is obtained with engines 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 be reduced to about 1,000
ft per minute by increasing power. The data in Section 4 - FLIGHT PLANNING DATA is based on this
technique.
The use of the rough air airspeed reduces rate of descent and increases sector fuel and time slightly.
Airbrakes are not normally used but may be extended to steepen the descent at any time.

NORMAL HANDLING
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 4 and 5 for Flight Profiles of ILS and Non-Precision Approaches with holding
anticipated.
Figure 4
Flight Profile - ILS

NORMAL HANDLING
Figure 5
Flight Profile - Non-Precision Approach

NORMAL HANDLING
APPROACH AND LANDING (Figures 4, 5 and 6)
APPROACH
Refer to Figures 4, 5 and 6 for ILS, Non-Precision and VFR Normal approaches.
NORMAL LANDING
Before the airplane descends below 200 feet, the MAIN AIR VLVs must be selected to CLOSE and the
APR armed.
Flying in the traffic pattern should be at 160 KIAS with air brakes closed, flaps 15° and landing gear
lowered.
The flaps may be lowered to 45°, reducing airspeed to the recommended approach speed of VREF +10
KIAS with flaps 45°. Lowering the flaps to 45° causes a nose down change of attitude and, 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 threshold at VREF.
The yaw damper should be disengaged at or above 50 feet.
The nose wheel should be lowered to the surface immediately after touchdown, wheel brakes applied
as necessary (see WHEEL BRAKES in this Sub-section) lift dump selected and thrust reversers
deployed as required (see THRUST REVERSERS in this Sub-section).
Nosewheel steering may be used at any speed after landing but for passenger comfort it is
recommended that directional control be maintained by use of rudder and differential braking until below
100 KIAS.
TWO ENGINE GO-AROUND

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

NORMAL HANDLING
Figure 6
Flight Profile - VFR Approach Normal

NORMAL HANDLING

NORMAL HANDLING
Pro Line 21
Section - V
FLIGHT HANDLING
Sub-section 2
ABNORMAL HANDLING
Table of Contents
Page
SLIPPERY RUNWAYS ............................................................................... 2-3

LANDING.................................................................................................. 2-3
OPERATION IN HIGH SURFACE TAILWINDS ......................................... 2-3
REJECTED TAKEOFF BEFORE V1........................................................... 2-3
CONTINUED TAKEOFF (ENGINE FAILURE AFTER V1).......................... 2-4
ENGINE FAILURE AFTER LIFT-OFF ........................................................ 2-4
Figure 1 - Flight Profile
Takeoff: Engine Failure After V1 with
APR-High and Low Performance Profiles ............................ 2-5
CRUISE WITH ONE ENGINE INOPERATIVE ............................................ 2-6
MAXIMUM PERMISSIBLE SPEED............................................................. 2-6
FLIGHTS IN EXCESS OF MMO/VMO ........................................................ 2-6
ICING CONDITIONS ................................................................................... 2-7
ICING GENERAL ........................................................................................ 2-7
AIRFRAME ICING .................................................................................... 2-7
WING/TAIL ANTICE FLUIDS ................................................................... 2-7
BEFORE TAKE-OFF ................................................................................ 2-8
IN FLIGHT ................................................................................................ 2-8
CLIMB....................................................................................................... 2-9
CRUISE .................................................................................................... 2-9
HOLDING ................................................................................................. 2-9
DESCENT................................................................................................. 2-9
Figure 2 - Speed for Use in Icing Conditions ...................................... 2-10
LEAVING ICING CONDITIONS.............................................................. 2-11
SEVERE ICING CONDITIONS.................................................................. 2-11
PROCEDURES FOR EXITING SEVERE ICING CONDITIONS ............ 2-12
FLIGHT IN TURBULENT AIR ................................................................... 2-12
CLEAR AIR and NON-STORM TURBULENCE....................................... 2-13
STORM TURBULENCE ......................................................................... 2-13
Figure 3 - Maximum Altitude for Flight When Storm or
Severe Turbulence May Be Expected ................................ 2-13
OPERATION IN WINDSHEAR and MICROBURST CONDITIONS ......... 2-14
CONVECTIVE WEATHER ..................................................................... 2-14
MICROBURST........................................................................................ 2-14
WINDSHEAR.......................................................................................... 2-14

Page
Figure 4 - Symmetric Microburst ......................................................... 2-15

Figure 5 - Asymmetric Microburst ....................................................... 2-15
Figure 6 - Dry Microburst .................................................................... 2-15
DIAGRAM OF FLIGHT CREW ACTION ................................................. 2-16
LESSONS LEARNED FROM WINDSHEAR ENCOUNTERS................. 2-16
STANDARD OPERATING TECHNIQUES.............................................. 2-17
Figure 7 - Windshear Effects on Rotation Decision ............................ 2-21
Figure 8 - Windshear Effects on Flight Path During Approach ........... 2-22
FOLLOW STANDARD OPERATING TECHNIQUES.............................. 2-23
WINDSHEAR RECOVERY TECHNIQUE ............................................... 2-24
REPORT THE ENCOUNTER ................................................................. 2-26
AIRPLANES WITH WINDSHEAR ALERTING
SYSTEMS INSTALLED .......................................................................... 2-26
SUMMARY .............................................................................................. 2-26
OPERATION IN AREAS CONTAMINATED BY VOLCANIC ASH ........... 2-27
GROUND OPERATION .......................................................................... 2-27
PRE-START ............................................................................................ 2-27
TAXI ........................................................................................................ 2-27
TAKEOFF................................................................................................ 2-27
CRUISE................................................................................................... 2-27
LANDING ................................................................................................ 2-27
APPROACH and LANDING (ONE ENGINE INOPERATIVE) .................. 2-28
GO-AROUND (ONE ENGINE INOPERATIVE) ......................................... 2-28
EMERGENCY OVERWEIGHT LANDING ................................................. 2-28
LANDING ABOVE WAT LIMIT WITH ONE
OR BOTH ENGINES OPERATING ........................................................... 2-29
LANDING WITH ENGINE FUEL COMPUTER INOPERATIVE ................ 2-29
NO FLAP LANDING .................................................................................. 2-29
LANDING WITH ASYMMETRIC AIR BRAKE .......................................... 2-29
LANDING BY USE OF THE TRIM SYSTEM............................................. 2-30
LANDING USING EMERGENCY BRAKING ............................................ 2-30
AFTER EMERGENCY LANDING.............................................................. 2-30
LANDING AFTER GEAR FAILS TO FULLY LOCK DOWN ..................... 2-30
Figure 9 - Flight Profile Non-Precision Approach - Single Engine ...... 2-31
Figure 10 - Flight Profile ILS Approach - Single Engine...................... 2-32
Figure 11 - Flight Profile VFR Approach - Single Engine.................... 2-33
Figure 12 - Flight Profile VFR No Flap Approach................................ 2-34
Figure 13 - Flight Profile ILS Approach - Landing Above WAT Limit .. 2-35
DITCHING.................................................................................................. 2-36
DIRECTION OF DITCHING .................................................................... 2-36
ACTION................................................................................................... 2-36

ABNORMAL HANDLING Original Issue: Feb, 2002
SLIPPERY RUNWAYS
The 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 further
compression 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 Flight Manual.
Obtain the landing distance required for the intended landing weight and compare it with the runway
length available. Then decide whether the safety margin is adequate taking into account the weather
and the possible consequence of an overrun or undershoot.
Landing downhill or with a tailwind on a slippery runway should be avoided. The limiting combinations
of wind and runway gradient are shown in the Airplane Flight Manual. Combinations of wind and
gradient lying in the shaded area are not permitted.
Reverse thrust should be used if available, but forward idle thrust should be selected if directional
control becomes difficult. If reverse thrust is not being used, deceleration will be assisted by shutting
down either engine after normal selection of lift dump.
NOTE: In a crosswind the downwind engine should be shut down.
OPERATION IN HIGH SURFACE TAILWIND

When the reported wind speed at a height of 33 ft (10 m) exceeds 20 knots and has a tail component,
70% N1 should not be exceeded except during takeoff.
For takeoff, the brakes should be released before 70% N1 is reached and the thrust levers advanced
smoothly so that the full thrust is achieved at an airspeed of approximately 15 knots.
REJECTED TAKEOFF BEFORE V1

Apply maximum braking using anti-skid, close both thrust levers, select airbrakes OPEN and select
reverse idle.
It is recommended that both thrust reversers are deployed even if takeoff has been abandoned for
actual or suspected engine failure, but that power is not increased above reverse idle on a
malfunctioning engine.

Revision A1: Nov, 2002 ABNORMAL HANDLING
CONTINUED TAKEOFF (ENGINE FAILURE AFTER V1)
The APR system should automatically apply APR power which will be indicated by the APR green ON
legend being illuminated and, unless on the flat rating, a rise of N1. 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 the event
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 is
important that airspeed rise during transition is kept to a minimum and that the initial climb is made 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 of the
take-off roll.
ENGINE FAILURE AFTER LIFT-OFF

In the event of engine failure after lift-off, during the initial climb, airspeed should be held constant at
that obtained at the moment the failure is recognized. The thrust of the remaining engine should be
increased to maximum, if it is not already at that thrust, and both MAIN AIR VALVES selected to CLOSE.
APR must be cancelled and maximum continuous rating selected not more than five minutes after start
of the take-off roll.

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

Original Issue: Feb, 2002 ABNORMAL HANDLING
CRUISE WITH ONE ENGINE INOPERATIVE
Performance data for Single Engine Operation can be found in Section IV - FLIGHT PLANNING DATA
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 PLANNING DATA
Sub-section 4 gives best range at a fixed altitude. However, it will be an advantage to frequently 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 only until
the airplane can accelerate to the Long Range speed.
If obstacle clearance is most important, the en-route climb speed will give the minimum gradient of
descent and the best ceiling, but it is too slow for Long Range operation. Therefore, the general
procedure is to increase power to maximum continuous and maintain altitude while speed falls to the
minimum cruising speed. The airplane will then drift down to the single engine cruise ceiling.
When a satisfactory cruise altitude is established, allow the speed to rise to the Long Range KIAS 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 pilot
training 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) 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 feet
with wings level and no applied "G".
• The maximum airspeed does not exceed VMO by more than 20 KIAS, at an altitude of no more than
20,000 feet.
Commence the maneuver in level flight by selecting maximum continuous power and gently lower the
nose if necessary. Recovery action is to reduce power to idle, extend the airbrakes and execute a gentle
pull up.
If a Mach number greater than 0.82 indicated or an airspeed of greater than 20 KIAS above VMO is
inadvertently achieved, or if any airframe or aileron buffet is encountered, take recovery action
immediately.

ABNORMAL HANDLING Revision A1: Nov, 2002
ICING CONDITIONS
The Hawker 800XP is approved for flight in icing conditions, however, good airmanship dictates that
icing conditions must be avoided whenever possible, due to the following reasons:
• Ice and snow accumulation will reduce the aerodynamic efficiency of the airplane by 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.
Icing conditions exist when visible moisture is present and visibility is reduced to 3000 feet or less, plus:
(a) During ground operations, take-off, initial climb, or go-around the OAT or SAT is 5° C (41° F)
or below
or
(b) In flight the TAT is 10° C or below
Warning of icing is given by an ice detector system.
ICING GENERAL
If ice has formed on the airframe prior to approach, or icing conditions exist, the flight speeds for use
on approach are provided in Figure 2.
AIRFRAME ICING
The airplane must be clear of snow, ice and frost before takeoff with the exception of the following areas:
• Frost is allowable on the underside of the wings over the general area of the fuel tanks provided
that the depth does not exceed 0.125 inch (3 mm).
If frost is present in this region, the WAT limited take-off weight must be reduced by 1000 lb (454
kg) and the net flight path reference and fourth segment climb gradients must be obtained using a
weight 1000 lb (454 kg) higher than the actual weight.
• Frost is allowable on the fuselage provided the layer is thin enough to distinguish the surface
features such as paint lines or markings underneath, but all vents, probes and ports must be clear
of frost.
WING/TAIL ANTICE FLUIDS
Only de-ice fluids TKS80, R328 or fluid to specification DTD 406B must be used.
NOTE: A tank indicating FULL provides priming and protection for a period of at least
85 minutes.

BEFORE TAKE-OFF
Prime the airframe ice protection system by setting the WING/TAIL ANTICE time switch to run the pump
for two minutes. Check that priming is complete before start of takeoff.
If the outside air temperature is 10° C or below and is associated with conditions of high humidity, i.e.,
mist or fog reducing visibility to approximately 1 mile (1600 meters), or with a wet runway surface, 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 take-off is made with ENG ANTICE 1 and 2 selected ON, ITT must be monitored during takeoff
and initial climb. Allowance must be made for the use of ENG ANTICE on performance by reference to
the appropriate figures in the Airplane Flight Manual, Sub-section 4.10 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 conditions permit.
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 L and R
should be selected ON in flight. The ICE DET switch should normally be set to AUTO, but before taxiing
in icing conditions, it should be set to OVRD.
IN FLIGHT
Maintain the airframe system in the fully primed condition (see NOTE 1).
If icing conditions are present or expected during flight, proceed as follows:
ENG IGNITION 1.................................................................. ON
ENG ANTICE 1 .................................................................... ON
WING/TAIL ANTICE............................................................. Select before entering icing and

set for 10 minutes.
(see NOTES 1 and 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 icing
conditions)
NOTES:
1. The airframe system should be maintained fully primed by selecting it on for 30 seconds
at the start of climb, for 2 minutes at the top of descent, and, if icing conditions are
expected, preferably for 2 minutes prior to entering icing conditions.
2. If icing conditions still prevail or are expected, a further period of operation should be
selected prior to the time switch reaching zero. Termination of the WING/TAIL ANTICE
selection will be given by an audio chime.

NOTES: CONTINUED
3. This is a recommended speed. However, if it is necessary to take advantage of the full
range 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 anticing system upon
cruise, hold and go-around landing performance (see Section 5 of the Airplane Flight
Manual).
5. With either of the ENG ANTICE switches selected ON in flight, the windscreen
temperature is increased to provide windscreen ice protection. This increase is not
provided when the airplane is on the ground.
Monitor during flight in icing conditions. If an annunciator comes on, increase engine RPM by 5%.
There is a fuel penalty with the engine anti-ice systems in use and the systems must be turned off when
the airplane is clear of icing conditions.
When selecting the ENG ANTICE switch ON, an ITT increase of 20° to 50° C can be expected and
special care must be taken not to exceed the ITT limitations.
Appropriate performance tables must be used when the ENG ANTICE switch is selected ON.
While in icing conditions, the airspeed must be kept within the range given in Figure 2. These limits are
set to make sure adequate de-icing fluid is distributed over the wing and tailplane surfaces.
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 feet, 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 usually more
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, is not permitted in icing conditions.
DESCENT
When descending into icing conditions, select the airframe ice protection system on 2 minutes before
entering icing (approximately 5000 feet above cloud). With ENG ANTICE selected in flight and thrust
lever at idle, a raised N2 is automatically applied at which adequate intake and engine anti-ice is
available.

NOTES:
1. The procedural use of flap 15° for descent is not permitted in icing conditions.
2. In icing conditions, ice may accumulate on the unprotected areas between the TKS
panels on the leading edges of the wings.
Descent should be made at 230 KIAS or as required in accordance with Figure 2. Thrust levers may be
closed. Some airbrakes may give a rate of descent of about 3000 feet per minute. Higher IAS, up to the
maximum, may be used if required to give a higher rate of descent.
Figure 2
Speed for Use in Icing Conditions

LEAVING ICING CONDITIONS
ENG ANTICE 1 and 2........................................................... OFF
ENG IGNITION 1 and 2 ........................................................ OFF
WING/TAIL ANTICE time switch .......................................... Zero
SEVERE ICING CONDITIONS
WARNING: SEVERE ICING MAY RESULT FROM ENVIRONMENTAL CONDITIONS OUTSIDE

OF THOSE FOR WHICH THE AIRPLANE IS CERTIFIED.
FLIGHT IN FREEZING RAIN, FREEZING DRIZZLE OR MIXED ICING CONDITIONS

(SUPERCOOLED LIQUID WATER AND ICE CRYSTALS) MAY RESULT IN ICE
BUILD-UP ON PROTECTED SURFACES EXCEEDING THE CAPABILITY OF THE
ICE PROTECTION SYSTEM, OR MAY RESULT IN ICE FORMING AFT OF THE
PROTECTED SURFACES.
THIS ICE MAY NOT BE SHED USING THE ICE PROTECTION SYSTEMS AND MAY
SERIOUSLY DEGRADE THE PERFORMANCE AND CONTROLLABILITY OF THE
AIRPLANE.
During flight, severe icing conditions that exceed those for which the airplane is certified shall be
determined by the following visual cues.
If one or more of these visual cues exists, immediately request priority handling from Air Traffic Control
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 handling characteristics,
use of the autopilot is prohibited when any of the visual cues specified above exist, or when unusual
lateral trim requirements or autopilot trim warnings are encountered while the 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 ambient air temperature.

PROCEDURES FOR EXITING SEVERE ICING CONDITIONS
These procedures are applicable to all flight phases from takeoff to landing. Monitor the ambient air
temperature.
While severe icing may form at temperatures as cold as -18° C, increased vigilance is warranted at
temperatures near freezing with visible moisture present. If the visual cues specified in the Limitations
Section of this manual 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 altitude
change to exit the severe icing conditions in order to avoid extended exposure to flight conditions
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 ram’s-horn control column firmly and disengage the autopilot.
5. If an unusual roll response or uncommanded roll control movement is observed, reduce the angle-
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 the possibility of
ice forming on the upper surface further aft on the wing than normal, possibly aft 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 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 in attitude,
altitude, or airspeed. Whenever possible, achieve a steady condition before entering turbulence.
Pilot control movement should be kept to the minimum and restricted to limiting long term changes in
attitude and airspeed. All control actions should be small and gentle, and use of the trim 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 is
recommended 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 storm turbulence.
When Severe Turbulence Is Forecast Or Expected

The weight/altitude limitation shown in Figure 3 should be observed for that part of the flight where
severe turbulence is expected in order to avoid the possibility of encountering heavy buffet. The airplane
should be stabilized at 230 KIAS or 0.70 MIND, as appropriate, before entry into the area of turbulence.
Where a change to the flight path is made to avoid a region of storm turbulence, it shall be assumed
that severe turbulence might still be expected for the purpose of defining the maximum allowable
altitude.
When Severe Turbulence Is Not Forecast Or Expected

Airspeed should be changed slowly to 230 KIAS or 0.70 MIND, as appropriate at constant altitude.
1.8G MANEUVER AT THE

ROUGH AIRSPEED OF 0.70MIND
Figure 3
Maximum Altitude for Flight When Storm or Severe Turbulence May Be Expected

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.
MICROBURST
This term is taken to mean a concentrated, more-powerful form of downdraught, which may occur
anywhere convective weather conditions exist.
Microburst can take the form of:
• Symmetric Microburst
• Asymmetric Microburst
• Dry Microburst
Refer to Figures 4, 5 and 6.
WINDSHEAR
This term is taken to mean severe windshear, throughout this part, where airspeed changes exceed
15 knots or vertical speed changes exceed 500 feet per minute.
Windshear has long been recognized as a potentially serious hazard to airplanes during landing and
takeoff, but may also be experienced in thunderstorm areas, when penetrating weather fronts, low level
jet streams, mountain waves and thermals. Other causes include terrain irregularities 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 suddenly and with
serious effect which in certain circumstances can be catastrophic and may not be successfully escaped
with any known techniques, even by the most experienced pilots flying modern and powerful airplanes.
Statistics indicate that two out of every three windshear accidents or incidents are related to convective
weather conditions, mainly thunderstorms and in particular the most hazardous form of windshear, the
microburst.
WARNING: THE FIRST AND MOST VITAL DEFENSE AGAINST WINDSHEAR IS AVOIDANCE.
IF THE PRESENCE OF WINDSHEAR IS KNOWN OR SUSPECTED,

DO NOT TAKEOFF OR MAKE AN APPROACH TO LAND.

Figure 4
Symmetric Microburst
An airplane transiting this type of microburst would experience equal headwinds and tailwinds.
Figure 5
Asymmetric Microburst
An airplane transiting the microburst from left to right would experience a small headwind followed
by a large tailwind.
Figure 6
Dry Microburst
Evaporation of rain below cloud base (virga) causes intense cooling of rain-shaft and subsequent
cold air plunge.

DIAGRAM OF FLIGHT CREW ACTION
Due to the serious threat imposed by infrequent windshear encounters, an orderly set of actions is
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 should be
incorporated into day-to-day operations to make sure such actions are available and easily recalled
when needed.
EVALUATE THE WEATHER
NO
ANY SIGNS OF
WINDSHEAR?
AVOID KNOWN
YES WINDSHEAR
IS IT SAFE NO
TO CONTINUE?
YES
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 pilot or
airplane.
When avoidance action has failed, other lessons have been learned regarding windshear recognition
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 co-ordination is essential for prompt windshear recognition and recovery.
• Flight path must be controlled with pitch attitude (unusual stick forces may be required) and lower
than normal airspeed may have to be accepted.
STANDARD OPERATING TECHNIQUES

A series of recommendations were formulated under the general heading of Standard Operating
Techniques (SOTs).
Having evaluated the weather, the flow chart recommends the aircrew follow 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 air crew co-ordination.
The aircrew should be prepared to change to windshear recovery techniques as soon as the SOTs
indicate the likelihood of windshear activity.
Evaluate the Weather

In most windshear related accidents that occur, several potential windshear indicators have been
present.
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 throughout the
approach and landing.
The following weather information should be examined for any potential windshear conditions affecting
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 clues 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 and the
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 is provided 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 generally indicated.
NOTE: Windshear clues should be considered cumulative.
Consider Precautions
WARNING: IF THE PRESENCE OF WINDSHEAR IS KNOWN OR SUSPECTED DO NOT TAKE

OFF OR MAKE AN APPROACH TO LAND.
However, there are situations when windshear clues do not clearly dictate delaying, but can be
interpreted to mean that conditions are right for windshear activity.
A number of precautionary techniques have been developed which aircrews can take to lessen the
effects of an inadvertent windshear encounter.
No recommendation can be developed for all conditions.
Use of precautions along with even the best recovery piloting skills cannot guarantee a successful
escape.
Recommended precautions have a relatively small effect on the outcome of an inadvertent encounter.
Precautions should not replace pilot judgement. If in doubt, do not takeoff or make an approach to land.
Take-off Precautions
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. (see following information)
3. Take-off flap setting. (see following information)
4. Consider using increased rotation airspeed. (see following information)
5. Do not use speed referenced flight director.

Runway Selection
Use the longest runway that avoids suspected areas of windshear.
The choice also involves consideration of exposure to obstacles after lift off and crosswind and tailwind
limitations.
Take-off Flap Selection

No recommendations have been determined for the use of specific flap settings on takeoff for the
Hawker 800XP Pro Line 21 series airplane.
Increased Rotation Airspeed

1. Determine V1, VR, and V2 speeds for actual airplane gross weight and flap setting.
2. Set airspeed bugs to these values in the normal manner.
3. Determine field length limit maximum weight and corresponding VR for selected runway.
4. If field length limit VR is greater than actual gross weight VR, use the higher VR (up to 20 knots in
excess of actual gross weight VR) for takeoff. Airspeed bugs should not be reset to the higher speed.
5. Rotate to normal initial climb attitude (approximately 12° dependent on take-off weight and flap
setting) at the increased VR and maintain this attitude.
If increased airspeed is not used prior to take-off, acceleration to higher than normal airspeed after
takeoff is not recommended, as pitch attitude reduction at low altitude might produce a hazard if
windshear were encountered.
WARNING: IF WINDSHEAR IS ENCOUNTERED AT OR BEYOND THE ACTUAL GROSS

WEIGHT (BUG) VR, DO NOT ATTEMPT TO ACCELERATE TO THE INCREASED
VR, BUT ROTATE WITHOUT HESITATION.
IN NO CASE SHOULD ROTATION BE DELAYED BEYOND 2000 FEET FROM THE

END OF THE USABLE RUNWAY SURFACE.

Windshear effect may force rotation at speed below VR. Rotation should begin no later than 2,000 ft
from end of usable runway.
Figure 7
Windshear Effects on Rotation Decision
Approach Precautions
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.

Microburst reduces airspeed and lift at normal attitude which results in pitch down tendency to regain
airspeed.
Figure 8
Windshear Effects on Flight Path During Approach
Thrust Management
Rather than immediately compensating for an airspeed increase by reducing thrust, a brief pause to
evaluate speed trends is prudent.
In the absence of a tailwind shear this procedure may result in a higher than normal approach speed
which may have to be accounted for in landing distance.
Landing Flap Selection

Use flaps 45°. If the Airplane Flight Manual includes landing distance charts for flaps 25°, use flaps 25°
unless limited by landing distance.

Flight Director and Autopilot
During approach it is desirable to utilize the flight director and autopilot to the maximum extent practical.
However, use of autoflight systems only provide benefits in terms of decreased workload if this allows
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 recovery
procedure 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 recovery
procedure 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 windshear
encounter.
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 flight
compartment 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 are:
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 Runway)

Recognition of windshear is difficult during take-off roll since airspeed is changing rapidly.
Prior to V1 the takeoff should be rejected if a windshear is encountered and the decision is made that
sufficient runway is available to stop the airplane. After V1 the takeoff must be continued.

Recovery Technique
1. Thrust - immediately apply full power.
2. Pitch - At normal VR rotate toward 12° at normal pitch rate (but no later than 2000 ft of usable runway
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, IMMEDIATELY initiate the
recommended recovery technique. If encountered during an approach, DO NOT ATTEMPT TO LAND.
However, if during an approach a windshear is encountered which increases the performance of the
airplane (increasing performance shear), a normal go-around rather than the recovery maneuver may
be accomplished.
Recovery Technique
1. THRUST - Immediately apply full power.
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.
3. CONFIGURATION - Maintain existing configuration.
Thrust
Advance thrust levers fully. Select APR and OVERRIDE.
Pitch
Use intermittent stick shaker as the upper pitch limit. If attitude has been reduced to less than 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.
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 FAA PILOT
WINDSHEAR GUIDE which is published as FAA ADVISORY CIRCULAR AC 00-54 APPENDIX 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 windshear
system.
A typical system is armed after takeoff and on approach and go-around. The system is only operative
between 50 ft and 1500 ft radio altitude.
NOTE: Immediate recovery action should be taken as soon as the presence of windshear is
recognized by the pilots, 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. On detection
of decreasing performance windshear, a red WINDSHEAR WARNING is annunciated together with the
audio message of “WINDSHEAR WINDSHEAR WINDSHEAR" with EGPWS modes 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).
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.
The action following a CAUTION on the approach should be a normal go-around. A WARNING at any
stage should result in the pilots immediately carrying out the 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 the instinct to chase airspeed - a potentially
hazardous recovery technique.

OPERATION IN AREAS CONTAMINATED BY VOLCANIC ASH
Operation of the Hawker 800XP airplane, both in flight and on the ground, in areas contaminated by
volcanic ash or dust must be avoided. However, the following information is offered should volcanic ash
be unavoidably encountered.
GROUND OPERATION
Volcanic dust will be stirred up by routine maintenance and service activities, and will settle on exposed
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 using ground
power.
TAXI
Keep engine thrust to a minimum. Avoid sharp or high speed turns and keep the engine and APU air
valves closed.
TAKEOFF
Allow all dust and ash to settle before takeoff. Make a rolling takeoff by advancing the thrust levers
smoothly to take-off power.
CRUISE
NOTE: If an area contaminated by volcanic ash is encountered during cruise, the aircrew must don
oxygen masks.
If engines malfunction (surge/increase ITT) select engine ignition on and retard thrust levers to IDLE.
Where practicable, close engine air valves to prevent dust entering the cabin and descend to minimum
safe altitude. Passengers and cabin crew should use cabin oxygen system when the masks 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 be confined
to upper and medium levels. Therefore, contrary to the advice normally given to escape from
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 level required to
stop safely. Runway friction, and brake efficiency, may be reduced by ash on the runway.
The use of landing data for a wet or contaminated runway should be considered.

APPROACH AND LANDING (ONE ENGINE INOPERATIVE)
Refer 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 feet, provided that a successful landing seems to be assured, flaps 45° should
be selected 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, VREF should be
increased to 111 KIAS to allow adequate control in the event of a discontinued approach.
APR power may be used, but is not necessary to meet the limits for landing weight, altitude and
temperature (WAT) given in Sub-section 5.45.
If APR power is required, push the APR ARM switch and check that both APR ARMED (white) and APR
(green) legends illuminate. APR power will be available immediately during the remainder of the
approach and in the event of a subsequent go-around.
Reverse thrust on the operative engine may be used on the ground and it is recommended that the
reverser on the inoperative engine is deployed, if possible, to reduce the asymmetric effect on handling.
GO-AROUND (ONE ENGINE INOPERATIVE)

To discontinue an approach, set the thrust lever of the operative engine fully forward. Select flaps 15°
(from flaps 45° or 25°) or flaps 0° (from flaps 15°) and retract the landing gear. Rotate the airplane to
an attitude of approximately 12°.
The speed should be maintained at final approach speed during the climb-out. Do not allow speed 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 LANDING
If it is necessary to make a landing at a weight in excess of maximum landing weight, use normal
techniques for approach and landing, touching down as smoothly as possible.
For the purpose of brake cooling, an overweight landing should be considered as a rejected takeoff.

LANDING ABOVE WAT LIMIT WITH ONE OR BOTH ENGINES OPERATING
Refer 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 in the
Airplane Flight Manual Figure 5.15.1, where the required approach climb gross gradient of 2.1% cannot
be met with flaps 15° (see AFM Figure 5.55.4), an alternative landing procedure is required.
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 slow to VREF + 5 KIAS at the threshold. Airbrakes
should be selected open immediately after touchdown.
When landing with an inoperative engine, reverse thrust on the operative engine may be used on the
ground and it is recommended that the reverser on the inoperative engine is deployed, if possible, 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 ENGINE FUEL COMPUTER INOPERATIVE
When landing with either or both engines in the manual mode, special care must be taken due to slow
engine(s) acceleration. Depending on conditions, acceleration time will be greatly increased.
To minimize acceleration time on the affected engine(s), ENG ANTICE should be selected OFF and the
MAIN AIR VLV selected CLOSE whenever possible.
NO FLAP LANDING
In the event of a failure making it impossible to extend the flaps, the landing gear should be lowered
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
touch down, the airbrakes opened (if available), wheel brakes applied and reverse thrust used as for a
normal landing.
When landing in icing conditions with flap 0°, a further 15 KIAS should be added to the speeds i.e. final
approach at VREF + 45 KIAS and the threshold is crossed at VREF + 30 KIAS. The landing distance is
approximately twice the normal flaps 45° distance.
LANDING WITH ASYMMETRIC AIR BRAKE
If, as a result of a failure, asymmetric air brake is suspected, the subsequent landing should be made
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 airspeed with flaps extended.

LANDING BY USE OF TRIM SYSTEM
Should failure of any one of the primary flying controls occur, the following landing technique is
recommended.
Maneuvering in the traffic pattern should be made at approximately 160 KIAS with flaps 15° and the
landing gear down. Steep turns should be avoided. A long final approach should be made with flaps 45°
at VREF + 10 KIAS.
If the rudder control has failed, the yaw damper must be switched off before touchdown.
If the elevator primary control has failed, airspeed may be controlled by the elevator trim and the rate of
descent by the thrust levers. The final stage of the approach should be fairly flat and touchdown made
by slowly closing the thrust levers. It has been demonstrated that elevator trim remains effective during
the landing flare.
If both primary rudder and elevator controls are lost together with a single engine failure, make the
approach at VREF + 20 KIAS, flaps 25° and landing gear down. This airspeed should be maintained to
the threshold and a landing made with flaps 25°.
NOTE: While it is normal to select flaps 45° on a single engine landing, it is considered unwise to
create a trim change at a late stage of the approach when direct elevator control has been
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 be seriously 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 be needed to retain sufficient lateral control.
LANDING USING EMERGENCY BRAKING
If a main braking system failure is suspected but not confirmed before landing, the emergency system
should not be selected prior to touchdown. The normal brake system should be used and the
emergency system only selected if complete failure of the normal system is confirmed after touchdown.
NOTE: If committed to using the emergency system, it should be selected with the pedals released.
With emergency selected, anti-skid will not be available so only minimum braking should be applied and
maintained until the airplane slows to taxiing speed. The pedals should not be pumped because rapid
exhaustion of the emergency accumulator will occur.
AFTER EMERGENCY LANDING

The copilot or cabin attendant should open the main entry door or emergency escape hatch, as
appropriate, and assist the passengers in leaving the airplane. The pilot should make sure the
emergency services have been alerted and shut down the airplane before leaving.
LANDING AFTER GEAR FAILS TO FULLY LOCK DOWN
Refer to the Airplane Flight Manual, Section 3 - EMERGENCY PROCEDURES

Figure 9
Flight Profile - Non-Precision Approach-Single Engine

Figure 10
Flight Profile - ILS Approach-Single Engine

Figure 11
Flight Profile - VFR Approach-Single Engine

Figure 12
Flight Profile - VFR No Flap Approach

Figure 13
Flight Profile - ILS Approach-Landing Above WAT Limit

DITCHING
The Hawker 800XP is not certified for ditching, however, the following recommended procedures are
considered to result in the minimum of airplane damage and the least injury to passengers.
They contain the best available advice, being based largely on model ditching tests on the British Royal
Air Force Dominie and general ditching procedures of other airplane (reference R & M No. 2917). These
recommendations are not based on tests made with a Hawker 800XP. No such tests have been carried
out.
• State of Sea ............ This is better assessed from a height of 500 to 1000 ft, particularly the
direction of swell which may not be as obvious as the less important wave
direction when seen from a lower altitude.
When there is no swell, alight into wind. In the presence of swell, and
provided that drift does not exceed 10° alight parallel to the swell and as
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 altitude remains.
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 most
favorable conditions to be selected.
DIRECTION OF DITCHING
The direction of ditching is mainly dependent on wind and state of sea and these factors may be
assessed as follows:
• Wind Direction ......... This may be found by observing the waves, which move and break
downwind, 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
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 not to use the main entry
door.
Depressurization
• Depressurize cabin by 1500 ft above sea level.
• Close MAIN AIR VALVES 1 and 2 and check that the dump valve is closed.
During Descent
• 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 harnesses tight.
Approach and Touchdown

• Disengage the autopilot.
• Approach with landing gear up and flaps at 45°.
• 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 of descent
at approximately 200 ft per minute until the airplane strikes the water. Otherwise hold off until excess
speed is lost, aiming to strike the water in a tail down attitude at a speed slightly lower than normal
touchdown speed.
After Ditching (or emergency alighting on water)
WARNING: DO NOT OPEN THE MAIN ENTRANCE DOOR. IF THE MAIN ENTRANCE DOOR IS
OPENED, ON A SURFACE OTHER THAN FLAT CALM CONDITIONS, WATER WILL
ENTER THE CABIN.
• Copilot to remove the Emergency Overwing Exit and leave the airplane first.
• Copilot to assist the passengers in leaving the airplane.
• Pilot is to make certain that 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.


Pro Line 21
Section - VI
GROUND OPERATIONS
Table of Contents
Page
Sub-section 1 - GROUND HANDLING ..............................................................1-1

Sub-section 2 - GROUND SERVICING .............................................................2-1

Page 2 Pilot’s Operating Manual-

Section VI
GROUND OPERATIONS
Sub-section 1
GROUND HANDLING
Table of Contents
Page
INTRODUCTION ........................................................................................... 1-3
AIRPLANE DE-ICING .................................................................................. 1-3
EQUIPMENT NECESSARY ......................................................................... 1-3
SNOW REMOVAL ........................................................................................ 1-4
FROZEN SNOW AND ICE FILMS................................................................ 1-5
FROST REMOVAL ....................................................................................... 1-5
ICE REMOVAL ............................................................................................. 1-5
REMOVAL OF SLEET AND FREEZING RAIN ............................................ 1-6
CHECKS AFTER CLEARING SNOW, FROST OR ICE............................... 1-6
DE-ICING THE WINDSHIELD...................................................................... 1-6
DE-ICING THE LANDING GEAR ................................................................. 1-6
REMOVAL OF SALT OR CHEMICAL AGENTS .......................................... 1-7
COLD WEATHER PROCEDURES (Snow, Slush and Ice)...................... 1-8
PREFLIGHT INSPECTION........................................................................... 1-8
TAXIING ....................................................................................................... 1-8
BEFORE TAKEOFF ..................................................................................... 1-8
TAKEOFF ..................................................................................................... 1-9
LANDING...................................................................................................... 1-9
SHUTDOWN AND SECURING .................................................................... 1-9
COLD SOAK CONDITIONS ..................................................................... 1-10
INTRODUCTION ........................................................................................ 1-10
UPON ARRIVAL ......................................................................................... 1-10
BETWEEN FLIGHTS.................................................................................. 1-11
PREPARATION FOR FLIGHT.................................................................... 1-11
APU START (if installed) ............................................................................ 1-11
AFTER APU START................................................................................... 1-11
ENGINE START ......................................................................................... 1-12
IMMEDIATELY BEFORE TAKEOFF .......................................................... 1-12
GROUND MANEUVERING ....................................................................... 1-13
TOWING ..................................................................................................... 1-13
Towing Procedure................................................................................ 1-13
Figure 1 -Towbar Installation .................................................................. 1-14
PARKING and MOORING ........................................................................ 1-15
PARKING.................................................................................................... 1-15
Parking Procedure ............................................................................... 1-15
Figure 2 - Landing Gear Locking Pins Location ..................................... 1-15
P/N 140-590032-0007 Page 1-1

Page
PARKING and MOORING (Continued)
Figure 3 - Thrust Reverser Locking Pins................................................. 1-16
COVERS AND BLANKS .............................................................................1-17
Installation of Engine Covers................................................................1-17
Figure 4 - Covers and Blanks.................................................................. 1-17
MOORING................................................................................................... 1-18
Mooring Procedure...............................................................................1-18
Figure 5 - Airplane Mooring..................................................................... 1-18
Figure 6 - Main and Nose Landing Gear Mooring................................... 1-19
GUST LOCKS ............................................................................................. 1-20
INSTALLATION OF AILERONS and ELEVATOR GUST LOCK ................ 1-20
REMOVAL OF AILERONS and ELEVATOR GUST LOCK ........................ 1-20
Figure 7 - Gust Lock - Ailerons and Elevator .......................................... 1-20
INSTALLATION OF RUDDER GUST LOCK .............................................. 1-21
REMOVAL OF RUDDER GUST LOCK ...................................................... 1-21
Figure 8 - Gust Lock - Rudder................................................................. 1-21
Page 1-2 Section VI Sub-section 1 P/N 140-590032-0007

GROUND HANDLING
INTRODUCTION
This Sub-section contains information for the ground handling of the Hawker 800XP Pro Line 21
airplane. The procedures are provided for pilots who may be required to accomplish their own ground
handling.
AIRPLANE DE-ICING
CAUTION: DO NOT OPERATE THE APU (IF INSTALLED) WHILE DE-ICING IS IN PROGRESS.
INGESTION OF DE-ICING FLUID MAY CAUSE SERIOUS MALFUNCTIONS.
ALL PRECAUTIONS MUST BE TAKEN TO PREVENT DE-ICING FLUID ENTERING

THE APU INTAKE DURING AIRPLANE DE-ICING.
EQUIPMENT NECESSARY
• Power operated de-icing trolley (capable of delivering heated fluid and equipped with spray lances)
• Ground servicing platforms (of sufficient height to enable the operator to direct the spray onto all
airfoil surfaces)
• Air blast facility (capable of supplying hot or cold air)
• Brooms
• Rubber squeegees
WARNING: MAKE SURE THE AIRPLANE IS GROUNDED BEFORE COMMENCING THESE

OPERATIONS.
DE-ICING FLUIDS ARE TOXIC. AVOID CONTACT WITH SKIN AND EYES, WEAR
GOGGLES AND PROTECTIVE CLOTHING.
CAUTION: DO NOT APPLY HOT SPRAY DIRECTLY ONTO WINDOW PANEL OR SEALS.
During these operations, the surfaces will be very slippery due to snow, ice or de-icing fluid. Use a
servicing stand whenever possible or use mainplane mats and safety belts and always stand upwind of
the airplane when applying fluids.
The de-icing fluid used must be to concentration and at a temperature in accordance with the fluid
manufacturer’s instructions, providing the following limitations are not exceeded:
CAUTION: MAKE SURE PROPER FLUID APPLICATION EQUIPMENT AND CORRECT

APPLICATION PROCEDURES ARE USED BY QUALIFIED PERSONNEL.
1. The temperature of the fluid applied to the airplane must not exceed 80° C (176° F).
2. If the spray rate per lance exceeds 12 gal/min (45 l/min), reduce the temperature to 60° C (140° F).
CAUTION: DE-ICING FLUID MUST NOT COME INTO CONTACT WITH LANDING GEAR
ELECTRICAL PLUGS OR HARNESS.
BEFORE APPLYING FLUID, WHERE OPERATIONS PERMIT, MAKE SURE THAT ALL
COVERS AND BLANKS ARE INSTALLED.
For application of de-icing fluids, the flaps and airbrakes are to be fully retracted and the thrust reversers
are to be in the stowed position.
P/N 140-590032-0007 Section VI Sub-section 1 Page 1-3

GROUND HANDLING
If the airplane is in a configuration different from that stated previously, inspect and clear all hinges and
mechanisms of frozen deposits before attempting to alter the configuration.
The period of time an operator can remain on the ground (hold over time) after application of any
de-ice fluid is dependent on many factors, including Outside Air Temperature, type of precipitation, type
of fluid applied and concentration of fluid.
High wind velocity and jet blast may cause a degradation of the protective film, thereby shortening the
protection time considerably.
Refer to Hawker Beechcraft Corporation approved 125/Hawker Chapter 20 Standard Practices Manual,
Section 20-95-101 (pages 1 and 2) for airplane-specific approved de-icing fluids.
The FAA publishes a Flight Standards Information Bulletin for Air Transportation (FSAT) that provides
generically approved Type I, Type II, Type III and Type IV de-icing fluids, guidelines for application
procedures, charts for Holdover Times, and other related information.
Holdover time tables, obtained from www.faa.gov, search "HOLDOVER TIME TABLES", shall only be
used as part of an approved ground-deicing program. When the website cannot be accessed or
questions arise, contact FAA Flight Standards, Washington D.C. at 202-267-8166 or Hawker Beechcraft
Corporation at 1-800-429-5372 or 316-676-3140.
De-icing is the removal of ice, frost, and snow from the airplane’s exterior after it has formed.
Anti-icing is a means of keeping the surface clear of subsequent accumulations of ice, snow and frost.
Removal of these accumulations is necessary prior to takeoff. Airfoil contours may be altered by the ice
and snow to the extent that their lift qualities will be seriously impaired.
Ice and snow on the fuselage can increase drag and weight.
Prior to take-off the pilot in command must be satisfied the aircraft is clear of frost, snow, or ice within
the limitations stated in the Aircraft Flight Manual, Section 2.
If the holdover time (reference a current copy of the FSAT) is exceeded and visual/tactile investigation
of the flight surfaces is not possible, the aircraft should be returned for further treatment with de-icing
fluid prior to take-off.
SNOW REMOVAL
CAUTION: CARE MUST BE TAKEN WHEN REMOVING SNOW FROM AREAS WHERE VORTEX
GENERATORS ARE INSTALLED.
The removal of frozen deposits by chipping or scraping is not recommended.
The recommended removal of snow is to brush it off with a squeegee, soft brush, or mop. Care must
be exercised not to damage any components that may be attached to the outside of the airplane, such
as antennas, vents, stall warning vanes, etc.
Remove loose snow from the airplane before heating the airplane interior. At low temperatures, the
snow may melt and refreeze to build up a considerable depth of ice.
If the airplane has been hangared and snow is falling, coat the airplane surfaces with an anti-icing
solution.
Snow falling on the warm surface will have a tendency to melt, then refreeze. After snow has been
removed from the airplane, inspect the airplane for evidence of residual snow.

GROUND HANDLING
If ice has formed under the snow, clear by spraying with de-icing fluid.
Special attention should be given to all vents, openings, static ports, control surfaces, hinge points, and
the wing, tail, and fuselage surfaces for obstructions or accumulations of snow.
Check the exterior of the airplane for damage to external components that may have occurred during
the snow removal operations.
Control surfaces should be moved to confirm full and free movement. The landing gear mechanism,
doors, wheel wells, uplocks and microswitches should be checked for ice deposits that may impair
function.
NOTE: When the airplane is hangared to melt snow, any melted snow may freeze again if the
airplane is subsequently moved into freezing temperatures. Any measures taken to remove
frozen deposits while the airplane is on the ground must also prevent the possibility of
refreezing of the liquid.
Following snow removal, should freezing precipitation continue, the airplane surface should be treated
for icing.
FROZEN SNOW AND ICE FILMS

Clear any loose snow, then apply de-icing fluid in accordance with the manufacturer’s instructions.
Brush the snow as the fluid is being applied to assist in breaking up the deposits, and to retain the fluid
on the deposit.
When all frozen deposits have been removed, give a final light spray of de-icing fluid.
FROST REMOVAL
Frost that may form on the wing fuel tank bottom skins need not be removed prior to flight.
Frost that may accumulate on other portions of the wing, the tail surfaces, or on any control surface,
must be removed prior to flight.
Frost that cannot be removed by wiping with a gloved hand or soft towel must be removed by placing
the airplane in a warm hangar or by the application of a de-icing fluid in accordance with the
manufacturer’s instructions.
After removal of all frost from the airplane exterior, check all external components for damage that may
have occurred during frost removal.
Under severe frost forming conditions, after defrosting, give a further light application of the
concentrated fluid to make sure the maximum hold-over period is met.
ICE REMOVAL
Moderate or heavy ice and residual snow deposits should be removed with a de-icing fluid. No attempt
should be made to remove ice deposits or break an ice bond by force.
After completing the de-icing process, the airplane should be inspected to make sure its condition is
satisfactory for flight.
All external surfaces should be examined for residual ice or snow, special attention should be given to
all vents, openings, static ports, control surfaces, hinge points, and the wing, tail, and fuselage surfaces
for obstructions or accumulations of ice or snow.

GROUND HANDLING
Control surfaces should be moved to confirm full and free movement. The landing gear mechanism,
doors, wheel wells, uplocks and microswitches should be checked for ice deposits that may impair
function.
NOTE: When the airplane is hangared to melt ice, any melted ice may freeze again if the airplane is
subsequently moved into freezing temperatures. Any measures taken to remove frozen
deposits while the airplane is on the ground must also prevent the possible refreezing of the
liquid.
Following ice removal, should freezing precipitation continue, the airplane surface should be treated for
icing.
REMOVAL OF SLEET AND FREEZING RAIN

CAUTION: AFTER SPRAYING, EXAMINE SURFACE THOROUGHLY TO MAKE SURE
CONTAMINATION IS REMOVED, AS ICE FORMED BY FREEZING RAIN IS DIFFICULT
TO SEE UNDER THE DE-ICING FLUID.
Spray with undiluted fluid (hot if possible).
CHECKS AFTER CLEARING SNOW, FROST OR ICE

Check that the following are free from frost, ice or frozen deposits:
• Static vents
• Stall warning vents
• Pitot heads
• Drain mast
• All intakes/exhausts
• All control surfaces, hinges and mechanisms
• Airbrakes
• Flaps
• Thrust reversers
• Landing gear
DE-ICING THE WINDSHIELD
Lightly spray the windshield with windshield wash fluid. If smearing occurs, wipe clear with a warm
damp rag.
DE-ICING THE LANDING GEAR

Brush off loose accumulations of snow with a soft brush.
CAUTION: DE-ICING FLUID MUST NOT COME INTO CONTACT WITH LANDING GEAR
ELECTRICAL PLUGS, BRAKE UNITS AND HARNESSES.
Remove stubborn deposits with a rag soaked in de-icing fluid.
Make sure the tires are free from ice and that the wheels are free to move.

GROUND HANDLING
REMOVAL OF SALT OR CHEMICAL AGENTS
CAUTION: DO NOT USE HIGH PRESSURE WATER AS DAMAGE MAY RESULT TO ELECTRICAL
EQUIPMENT AND LUBRICATED COMPONENTS.
Where contamination has occurred on the structure after landing at airfields where snow and ice had
been dispersed with salt or chemical agents, carry out the following:
• Wash down the affected area with clean water as soon as possible. A wetting agent such as
TEEPOL or Comprex A may be added in small quantities.
When time or conditions prevent removal of the contamination at out-stations, this must be noted in the
Technical Log so that the appropriate action can be taken to remove it at base.
Airplanes operating on runways which have been treated with Runway De-icer Agents should have
corrosion preventative lubricant applied to the main landing gear side stay shims.
The lubricant should be applied as directed in the Airplane Flexible Maintenance Schedule (AFMS),
Part 7 Lubrication, Lubrication Requirements.
The lubricants specified in the Lubrication Requirements will provide corrosion protection to offset the
effects of runway de-icer agents which can be detrimental to long term landing gear operation.
Monthly application will provide protection for airplanes operating on de-iced runways.

GROUND HANDLING
COLD WEATHER PROCEDURES (Snow, Slush and Ice)
PREFLIGHT INSPECTION
Make sure that the tires are not frozen to the ramp, and that the brakes are free of ice contamination.
De-icing or anti-icing solutions may be used on the tires and brakes if they are frozen. Solutions which
contain a lubricant, such as oil, must not be used as they will decrease the effectiveness of the brakes.
In addition to the normal exterior preflight inspection, special attention should be given to all vents,
openings, static ports, control surfaces, hinge points, and the wing, tail, and fuselage surfaces for
accumulations of ice or snow. Removal of these accumulations is necessary prior to takeoff.
Airfoil contours may be altered by the ice and snow to the extent that their lift qualities will be seriously
impaired. Ice and snow on the fuselage can increase drag and weight.
No attempt should be made to remove ice deposits or break an ice bond by force.
Frost that may form on the wing fuel tank bottom skins need not be removed prior to flight. Frost that
may accumulate on other portions of the wing, the tail surfaces, or on any control surface, must be
removed prior to flight.
For frost accumulation and removal, refer to the Airplane Flight Manual Section 2 - LIMITATIONS (ICE
PROTECTION LIMITATIONS - Airframe Icing) and the FAA published FSAT.
Unless engine inlet covers have been installed during snow or icing conditions, the rotor blades should
be turned by hand in the direction of normal rotation to make sure they are free to rotate prior to starting
engines. The removal of frozen deposits by chipping or scraping is not recommended. A soft brush,
squeegee, or mop may be used to clear snow that is not adhering to the surfaces.
If use of de-icing/anti-icing fluids are required to produce a clean airplane, special attention must be
given to the pitot masts, static ports, fuel vents, cockpit windows and the area forward of the cockpit
windows to make sure these components and areas are free of the de-icing/anti-icing solution.
Complete the normal preflight procedures, including a check of the flight controls for complete freedom
of movement.
TAXIING
Taxiing through deep snow or slush should be avoided when possible. Snow and slush can be forced
into brake assemblies which may cause the brakes to freeze during a prolonged hold on the ground or
during the subsequent flight. Keep flaps retracted during taxiing to avoid throwing snow or slush into
flap mechanisms and to minimize damage to flap surfaces.
Glaze ice can be difficult to see, therefore, taxi slowly and allow more clearance from objects when
maneuvering the airplane.
BEFORE TAKEOFF
After completion of the normal before takeoff checklist, verify that the airplane is still free of frozen
contaminants. Make sure the runway is free from hazards such as snow drifts, glazed ice, and ruts. If
visible moisture is to be encountered during take-off, engine anti-ice must be turned on.
WARNING: ICE, FROST, OR SNOW ON TOP OF DE-ICING/ANTI-ICING SOLUTIONS MUST BE

CONSIDERED AS ADHERING TO THE AIRPLANE. TAKEOFF SHOULD NOT BE
ATTEMPTED.

GROUND HANDLING
TAKEOFF
Allow additional take-off distance when snow or slush is on the runway. Extra cycling of the landing gear
when above 500 feet AGL may help clear any contamination from the gear system.
LANDING
Braking and steering are less effective on slick runways. Also, at higher speeds, hydroplaning may occur
under wet runway conditions. Use the rudder to maintain directional control until the tires make solid
contact with the runway surface. Selecting reverse thrust can effectively reduce stopping distances on
slick runways.
NOTE: Reverse thrust may cause snow or moisture to be thrown forward, temporarily reducing
visibility.
SHUTDOWN and SECURING

If possible, avoid setting the parking brake. This will help reduce the possibility of freezing the brakes.
Proper chocking can be used to prevent the airplane from rolling.

GROUND HANDLING
COLD SOAK CONDITIONS
INTRODUCTION
This section provides information for operation of the airplane into and out of airfields where the local
ambient temperature is predominantly below -20° C and the airplane cannot be housed in a heated
hangar.
Cold Soak conditions are defined as exposure to average ambient temperatures below -20° C for
periods in excess of four hours, when it is assumed that all airplane components have stabilized at the
ambient temperature.
UPON ARRIVAL
1. Drain the water system and toilet unit.
2. If the airplane cannot be housed in a heated hanger, remove the airplane main batteries and store
in a warm environment.
NOTE: The removal of the airplane main batteries will make sure the temperature of each battery
is not less than -10° C prior to the next take-off, thereby preserving the emergency flight
time capability.
3. Remove any packed snow from the wheel wells, landing gear, and all control surfaces.
NOTE: Make sure the airplane wheels are securely chocked and the PARK BRAKE is released to
prevent the brakes freezing.
4. Install covers or blanks to the following:
• Engine Intakes
• Jet Pipe Exhausts
• Nose and Main Gear Wheels
• Pitot Heads and Static Vents
• Windshield
• Ice Detector Head
• Dorsal Air Intake
• Stall Warning Vents

GROUND HANDLING
BETWEEN FLIGHTS
If the meteorological reports predict the onset of freezing rain or heavy frost deposits, a de-icing spray
of cold (hot, if cold is not available) concentrated fluid is strongly recommended.
Refer to Hawker Beechcraft Corporation approved 125/Hawker Chapter 20 Standard Practices Manual,
Section 20-95-101 (pages 1 & 2) for airplane-specific approved de-icing fluids.
The FAA publishes a Flight Standards Information Bulletin for Air Transportation (FSAT) that provides
generically approved Type I, Type II, Type III and Type IV de-icing fluids, guidelines for application
procedures, charts for Holdover Times, and other related information.
Holdover time tables, obtained from www.faa.gov, search "HOLDOVER TIME TABLES", shall only be
used as part of an approved ground-deicing program. When the website cannot be accessed or
questions arise, contact FAA Flight Standards, Washington D.C. at 202-267-8166 or Hawker Beechcraft
Corporation at 1-800-429-5372 or 316-676-3140.
PREPARATION FOR FLIGHT
WARNING: IN ACCORDANCE WITH THE LIMITATIONS STATED IN THE AIRPLANE FLIGHT

MANUAL, BEFORE TAKE-OFF, THE AIRPLANE MUST BE CLEAR OF ICE, FROST
AND SNOW.
NOTE: When icing conditions prevail, airplane de-icing procedures must be carried out immediately
prior to flight as stated at the beginning of this section.
If a hot-air supply ground truck is available, this may be used to heat the following areas:
• Engine and Gearboxes

• Rear Equipment Bay
• Cabin
If previously removed, install the airplane main batteries and make sure the temperature of each battery
is not less than -10° C.
Check that all blanks and covers have been removed and all servicing is complete.
APU START (if installed)

Refer to the Airplane Flight Manual, Section 7 - Supplements.
AFTER APU START

• Turn bleed air on.
• Power up the Avionics and use ground hot-air supply (if available) to warm the cabin and assist in
satisfactory operation of equipment.
• Check for the correct operation of all battery powered emergency equipment.

GROUND HANDLING
ENGINE START
Check the following are free of ice and snow:
• Engine Intakes
• Fan Blades
• Spinners and Cowlings
• Vents
• Inlets
• Drains
• Jet Exhausts
To assist satisfactory starts, approximately 10 minutes before start, motor each engine for 30 seconds
with the fuel off.
NOTE: If the start is unsuccessful, use ground hot-air supply (if available) to warm the engine prior
to the next attempt.
Before takeoff, the minimum oil temperature for thrust settings above idle is +30° C.
IMMEDIATELY BEFORE TAKEOFF

• Make sure the full range of movement on all flying controls, flaps, and airbrakes can be achieved.
• Make sure the engine oil is at the correct temperature for adequate fuel filter de-icing, as specified
in the Airplane Flight Manual Limitations.
Attention is drawn to the Airplane Flight Manual Limitations, in particular:
• Air Temperature
• Minimum Fuel Temperature
• Oil Temperature
• Bird Strike Protection

GROUND HANDLING
GROUND MANEUVERING
TOWING
Towbar 25-6Y1647 uses the steering disconnect pin 25-8UN357 as a towing pin.
The shear pins for the towbar are:
• Pt. No. 25-6Y1659 for side loads

• Pt. No. 25-6Y1661 for push/pull loads
Towing Procedure
1. Make sure the nose and main gear locking pins are installed (Figure 2).
2. Check that a pressure of 2000 psi minimum is indicated on the emergency brake accumulator
gauge in the rear equipment bay. If necessary, top up the system by operating the hydraulic hand
pump located adjacent to the accumulator.
3. Disconnect the steering by withdrawing the quick release pin and remove the steering disconnect
pin (Figure 1). Stow the quick release pin in the hole at the head of the disconnect pin.
4. Locate and attach the towbar to the torque link sleeve by inserting the steering disconnect pin in the
tow position of the sleeve. Turn the towbar safety catch to lock the tow pin.
5. Connect the towbar to the tractor.
6. Station a competent brake operator in the flight compartment and position an observer at each wing
tip and at the rear of the airplane if it is to be pushed.
7. Establish a suitable communication between the brake operator and the tractor driver.
8. Place the WHEELBRAKE lever to the EMERG position until ready to move the airplane.
9. If required, switch NAV lights ON.
10. Close the entry door.
11. Tow the airplane steadily at a speed not exceeding 5 mph (8 kph).
12. On arrival at the parking position, center the nose gear, check the brake pressure, and top up as
necessary.
Set the WHEELBRAKE lever fully to the PARK position and place chocks at the front and rear of the
main and nose gear wheels.
13. Disconnect the towbar. Insert the steering disconnect pin through the torque link sleeve and steering
sleeve.
Lock the disconnect pin by inserting the quick release pin through the 0.25 inch diameter hole
recessed in the forward face of the torque link sleeve (Figure 1).
Make sure the quick release pin is locked in position with the indicator groove exposed and level
with the head (Figure 1).
If a pattern type towbar is used for towing, which does not provide a catch to retain the steering
disconnect pin, the disconnect pin should be retained by the use of the quick release pin.

GROUND HANDLING
CAUTION: MAKE SURE THE QUICK RELEASE PIN

IS PROPERLY INSTALLED.
Figure 1
Towbar Installation

GROUND HANDLING
PARKING and MOORING
PARKING
Parking Procedure
1. Position the airplane nose into wind and center the nose gear wheels.
2. Place the WHEELBRAKE lever fully to the PARK position.
3. Install the landing gear locking pins (Figure 2). If required, the nose gear doors can be opened
manually.
4. Install the thrust reverser locking pins (Figure 3).
5. Install the internal flying control gust locks (Figures 7 and 8).
6. Check that a pressure of 2000 psi minimum is indicated on the emergency brake accumulator
gauge in the rear equipment bay. If necessary, top up the system by operating the hydraulic hand
pump located adjacent to the accumulator.
7. Position the wheel chocks front and rear of the nose and main gear wheels.
8. Once the airplane is chocked, the WHEELBRAKE lever can be released.
CAUTION: ALLOW PITOT HEADS TO COOL BEFORE INSTALLING THE PITOT COVERS.
9. Install the protective covers and blanks as necessary (Figure 4).

10. If the ambient temperature is likely to drop below freezing point, drain the water/waste system.
Figure 2
Landing Gear Locking Pins Location

GROUND HANDLING
STOWED POSITION
DEPLOYED POSITION
Figure 3
Thrust Reverser Locking Pins

GROUND HANDLING
COVERS AND BLANKS (Figure 4)
Covers and blanks should be used to protect the following:
• Stall Warning Vents • Cold Air Unit Exhaust

• Static Vents • Engine Intake and Exhaust
• Pitot Heads • APU (if installed) Intake, Exhaust and Generator
• Dorsal Air Intake Cooling
NOTE: The dorsal intake blank is positioned using the folding handle stowed with the blank. Using a
servicing mat and observing the KEEP OFF areas, stand on the left wing to install the blank.
Additional covers and blanks may be used to protect the following:

• Main Wheels • Ice Detector Head • Nose Wheels • Windshields
NOTE: If used, make sure the inside of the windshield cover is clean and free from all contaminates
before installing and do not drag the cover over the screen.
Installation of Engine Covers

(a) Position the intake/exhaust covers over the engine pod intake and exhaust with the interconnecting
strap to the outboard side of the pod.
(b) Attach the snap fasteners of the forward and rear inboard straps to the snap fasteners on the
underside of the pylon.
(c) Adjust the tensioners on all three straps to make sure of the even positioning and security of the
fasteners.
Figure 4
Covers and Blanks

GROUND HANDLING
MOORING
CAUTION: ATTACH MOORING ROPES ONLY TO THE PARTS OF THE STRUCTURE SHOWN IN
FIGURES 5 AND 6.
Mooring Procedure
1. Provided the airplane is headed into wind and the parking brakes are used in conjunction with
chocks front and rear of the main and nose gear wheels, no mooring is necessary in winds of less
than 40 knots.
2. When winds are expected to exceed 40 knots, moor the airplane as shown in Figures 5 and 6.
UP TO 40 KNOTS
Airplane headed into wind Normal Parking
40 TO 60 KNOTS
Airplane headed into wind, brakes on, wheel chocks lashed, and main wheels moored.
NOTE: Use two inch sisal or manila rope at all attachment points. Allow sufficient slack for contraction
of rope in wet weather.
Figure 5
Airplane Mooring

GROUND HANDLING
60 to 80 KNOTS
If the airplane cannot be flown out or hangared:

• Airplane headed into wind
• Fueled
• Brakes on
• Wheel chocks lashed
• Main wheels moored with additional turns
• Nose wheel moored
MAIN GEAR
NOSE GEAR
Figure 6
Main and Nose Landing Gear Mooring

GROUND HANDLING
GUST LOCKS
INSTALLATION OF AILERONS and ELEVATOR GUST LOCK (Figure 7)
1. Release the gust lock from the stowage clip. Set the control column fully forward and fully left. Swing
the lock around, and with the handwheel in the neutral position, attach the claws on the handwheel.
2. Close the spigots on the claws into the handwheel bushes by pushing the knurled ring down and
turning clockwise. Make sure the plunger engages the bush in the mounting bracket.
REMOVAL OF AILERONS and ELEVATOR GUST LOCK

1. Turn the knurled ring counter-clockwise to release the claws spigots from the handwheel bushes.
2. Set the control column fully left and fully forward. Swing the gust lock back and secure into the
stowage clip.
Figure 7
Gust Lock - Ailerons and Elevator

GROUND HANDLING
INSTALLATION OF RUDDER GUST LOCK (Figure 8)
1. Remove the gust lock from the stowage.
2. Set the rudder pedals at the neutral position.
3. Lift the cover in the floor and insert the gust lock through the gust lock lever and bracket.
REMOVAL OF RUDDER GUST LOCK
1. Lift the gust lock from the lever and bracket.
2. Close the floor cover.
3. Stow the gust lock behind the copilot’s seat.
Figure 8
Gust Lock - Rudder

GROUND HANDLING

GROUND HANDLING
Pro Line 21
Section - VI
GROUND OPERATIONS
Sub-section 2
GROUND SERVICING
Table of Contents
Page
INTRODUCTION ............................................................................................. 2-3

ENGINE GROUND RUNNING ........................................................................ 2-3
ENGINE START ........................................................................................... 2-3
Figure 1 - Engine Danger Zones .............................................................. 2-4
ENGINE SHUTDOWN.................................................................................. 2-4
ENGINE OIL SERVICING ............................................................................ 2-5
Table 1: Engine Oil Capacities ................................................................. 2-5
Table 2: Engine Oil Consumption............................................................. 2-5
Figure 2 - Engine Oil Contents Viewing Ports .......................................... 2-7
Figure 3 - Engine Oil System Replenishment Details............................... 2-8
THRUST REVERSERS ................................................................................... 2-9
Figure 4 - Thrust Reverser Pins ............................................................... 2-9
FUEL SYSTEM.............................................................................................. 2-10
GENERAL................................................................................................... 2-10
Figure 5 - Fuel Tanks and Compartments .............................................. 2-10
FUEL CAPACITIES .................................................................................... 2-10
Table 3: Fuel Capacities......................................................................... 2-10
APPROVED FUEL SPECIFICATIONS....................................................... 2-11
FUEL LOADING ......................................................................................... 2-11
Figure 6 - Fuel System Servicing Points ................................................ 2-12
OPERATION OF THE PRESSURE REFUELING COUPLING .................. 2-13
Figure 7 - Pressure Refueling Coupling ................................................. 2-14
PRESSURE and GRAVITY FUELING........................................................ 2-15
Figure 8 - Water Drain Tool .................................................................... 2-16
POWER SUPPLIES.................................................................................... 2-16
PRESSURE REFUELING and DEFUELING.............................................. 2-17
GRAVITY REFUELING and DEFUELING.................................................. 2-26
Figure 9 - Wing Tank Filler Cap.............................................................. 2-35
Figure 10 - Ventral Tank Filler Cap ........................................................ 2-36
Figure 11 - Gravity Defueling Drain Adaptor .......................................... 2-37
ELECTRICAL SYSTEM ................................................................................ 2-38
GENERAL................................................................................................... 2-38
ENERGIZE DC BUSBARS ......................................................................... 2-38
Figure 12 - Energizing DC Busbars ........................................................ 2-39
Figure 13 - External Ground Power Receptacle..................................... 2-40

Page
HYDRAULIC SYSTEM ................................................................................. 2-41

TANK CAPACITIES ................................................................................... 2-41
Table 4: Capacities of Reservoirs .......................................................... 2-41
CHECK HYDRAULIC PRESSURE ............................................................ 2-41
RELEASE HYDRAULIC PRESSURE ........................................................ 2-41
CHECK MAIN HYDRAULIC SYSTEM RESERVOIR ................................. 2-41
Table 5: Equipment and Materials ......................................................... 2-41
REPLENISH MAIN RESERVOIR............................................................... 2-42
REPLENISH AUXILIARY RESERVOIR ..................................................... 2-42
CHARGE ACCUMULATORS..................................................................... 2-42
Figure 14 - Hydraulic Indications............................................................ 2-43
Figure 15 - Hydraulic Servicing Points ................................................... 2-44
Figure 16 - Main Hydraulic Reservoir..................................................... 2-45
LANDING GEAR .......................................................................................... 2-46
TIRE PRESSURES .................................................................................... 2-46
Figure 17 - Variation of Minimum Nosewheel Tire Pressure
with Take-off and Landing Weights .................................... 2-47
Figure 18 - Variation of Minimum Mainwheel Tire Pressure
with Take-off and Landing Weights .................................... 2-48
WHEEL REMOVAL .................................................................................... 2-49
TREAD WEAR CHECK.............................................................................. 2-49
TIRE INSPECTION .................................................................................... 2-49
Figure 19 - Construction of a Typical Tire .............................................. 2-50
PERMISSIBLE DAMAGE FOR TIRES ...................................................... 2-51
Table 6: Maximum Permissible Damage Penetration ............................ 2-51
Figure 20 - Permissible Tire Damage .................................................... 2-52
Figure 20A - Permissible Tire Damage (continued) ............................... 2-53
WORN TIRES and NON-PERMISSIBLE TIRE DAMAGE ......................... 2-54
Figure 21 - Non-Permissible Tire Damage............................................. 2-55
GEAR ASSEMBLIES ................................................................................... 2-56
NITROGEN INFLATION ............................................................................ 2-56
Table 7: Material Required..................................................................... 2-56
Figure 22 - Gear Charging Valves ......................................................... 2-57
Figure 23 - Main Gear - Pressure/Extension Graph............................... 2-58
Figure 24 - Nose Gear - Pressure/Extension Graph .............................. 2-59
OXYGEN SYSTEM ....................................................................................... 2-60
CHECK OXYGEN CONTENTS ................................................................. 2-60
Figure 25 - Flight Compartment Oxygen Services Panel....................... 2-60
REPLENISH OXYGEN SYSTEM............................................................... 2-61
Figure 26 - Oxygen Charging Point (Right Side of Rear Fuselage) ....... 2-61
AIRFRAME ICE PROTECTION SYSTEM.................................................... 2-63
REPLENISH SYSTEM TANK .................................................................... 2-63
PRIME SYSTEM ........................................................................................ 2-63
PURGE SYSTEM....................................................................................... 2-63
Figure 27 - Ice Protection Servicing Points ............................................ 2-64

GROUND SERVICING Revision A2: Nov, 2004
INTRODUCTION
This Sub-section contains information for the ground servicing of the Hawker 800XP Pro Line 21
airplane. The procedures are provided for pilots who may be subjected to completing their own ground
servicing.
ENGINE GROUND RUNNING

ENGINE START
Ground running at power settings above idle, for other than brief periods, can cause the local air
temperatures to exceed limits in the following areas:
1. Engine Bays - Ignition exciters and fuel pump.

2. Rear Equipment Bay - Main engine fire bottles.
Therefore, when ground running an engine for longer than a brief period, open the engine cowling doors
and the rear equipment bay door.
NOTE: Engine anti-icing must not be used if the ambient air temperature is above +10° C. For engine
running limitations, refer to the Airplane Maintenance Manual.
1. Position the airplane (preferably headed into wind and standing on concrete which is free from
cracks, joints, debris, dust, and spilt fuel and/or oil), so that all buildings, etc. will be clear of the
Engine Danger Zones (Figure 1).
2. Center the nose gear and chock all wheels.
3. Remove all covers and blanks and make sure the engine intakes and exhausts are free from foreign
matter.
4. Observe normal fire precautions.
5. Connect the appropriate external electrical power supply suitable for starting engines (if available)
or use the airplane APU (if installed).
If no external power supply is available, use the APU (if installed) to support airplane services and
the internal batteries to start the engines.
NOTE: For APU operation, refer to the AFM Section 7 - SUPPLEMENTS.
6. Make sure serviceable batteries are installed in the airplane.

7. Check the danger zones are clear of all equipment and personnel (Figure 1).
8. Start the engines and do not deliberately exceed the operating limitations. If the operating limitations
are accidentally exceeded, the conditions must be recorded in the engine log book quoting the
nature and degree of excess.
The following must be adhered to during engine ground running:
CAUTION: DO NOT DEPLOY THRUST REVERSERS WITH THE COWLING DOORS OPEN, OR
WHEN RUNNING ENGINES AT POWER SETTINGS ABOVE IDLE. IF THE THRUST
REVERSERS ARE DEPLOYED IN EITHER CIRCUMSTANCE, DAMAGE MAY OCCUR.

Revision A2: Nov, 2004 GROUND SERVICING
FULL THROTTLE
Velocity falls
below 15 MPH
FULL THROTTLE
Temperature
below 30° C
100 ft
50 ft
16 ft Radius
75 ft
150 ft
Area to be cleared prior to engine start.
Area to be cleared if take-off power is to be used.
Area to be cleared if Thrust Reversers are to be used (Reverse Idle Only)
Figure 1
Engine Danger Zones
ENGINE SHUTDOWN
Upon engine shutdown, roll down times may vary between engines. Investigate any roll down time of
less than 60 seconds.
Upon completion of the engine run, the cowling doors and the rear equipment bay door should be
closed and secured.

ENGINE OIL SERVICING
WARNING: SYNTHETIC OIL CAN BE TOXIC, AVOID PROLONGED CONTACT WITH THE SKIN.
CAUTION: DO NOT ALLOW OIL TO CONTAMINATE THE AIRPLANE OR EXTERIOR OF THE

ENGINE.
Table 1 - Engine Oil Capacities
Measurements U.S. Pints Liters

Total Capacity of System 25.0 11.3
Total Capacity of Tank 13.2 6.3
Consumable Oil 3.0 1.4
NOTE: A card listing approved oils is located in the airplane manual stowage. The consumable
quantity stated above, and on the card, refers to the oil available for use below the minimum
level on the sight-glass and is sufficient for more than 12 hours engine operation at maximum
oil consumption.
Table 2 - Engine Oil Consumption
Measurements U.S. Liters

Gallon
Maximum Permissible
.01 .036
Per Hour
NOTE: Consumption is measured over a 15 hour period.
Approved Engine Oils

For Approved Engine Oils refer to the Airplane Flight Manual, Section 2 - LIMITATIONS.
Check Engine Oil Contents (Figure 2)

NOTE: Check the oil level within 1 hour of engine shut-down. If the oil level is not checked within this
period, start the engine and run at idle for 5 minutes, then check the oil level. The oil level is
indicated at the bottom of the sight glass float ball.
1. Check the level of oil at the oil tank sight glass, visible through the viewing port in the cowling lower
access door.
2. Record the quantity of oil required.

Replenish Engine Oil via the Oil Tank (Right Side of Engine - Figure 3)
1. Open the cowling lower door to get access to the oil tank on the right side of the engine.
2. Push the oil tank filler cap down, with minimal force, and turn 90° counter-clockwise before lifting
from the tank.
3. Make sure the container is very clean and add oil to the tank until the level at the sight glass registers
FULL.
4. Inspect and, if necessary, renew the filler cap seal.
5. Insert the filler cap into the tank and push down and turn 90° clockwise to secure. Do not use
excessive force.
6. Record the quantity required to fill the system.
7. Close the cowling lower access door and secure.
Replenish Engine Oil via the Filler Tube (Left Side of Engine - Figure 3)
1. Open the cowling door to get access to the oil filler tube on the left side of the engine.
2. Push the filler cap down, with minimal force, and turn 90° counter-clockwise before lifting from the
tank.
3. Make sure the container is very clean and add oil to the filler tube until the level at the sight glass
registers FULL.
4. Inspect and, if necessary, renew the filler cap seal.
5. Insert the filler cap into the filler tube and push down and turn 90° clockwise to secure.
6. Do not use excessive force.
7. Record the quantity required to fill the system.
8. Close the cowling lower access door and secure.

INBOARD LEFT ENGINE
OUTBOARD RIGHT ENGINE
Figure 2
Engine Oil Contents Viewing Ports

Figure 3
Engine Oil System Replenishment Details

THRUST REVERSERS
WARNING: MAKE SURE THE THRUST REVERSER SYSTEM IS DISABLED BEFORE ANY
WORK IS COMPLETED ON THE SYSTEM OR ANY OTHER SYSTEM WHICH IS
OPERATED BY ELECTRICAL AND/OR HYDRAULIC POWER.
THIS IS ESPECIALLY IMPORTANT WHEN WORKING NEAR THE THRUST

REVERSER DOORS.
MAKE SURE ALL OF THE FOLLOWING PRECAUTIONS ARE COMPLETED

BEFORE STARTING ANY MAINTENANCE WORK:
1. Make sure the electrical power is off.

2. Pin the thrust reverser doors in the stowed or deployed position (Figure 4).
3. Open the stow and deploy circuit breakers for No. 1 and No. 2 thrust reversers.
4. Disconnect the electrical connectors from both control selector valves located below the hydraulic
box in the rear equipment bay.
STOWED POSITION
DEPLOYED POSITION
Figure 4
Thrust Reverser Pins

FUEL SYSTEM
GENERAL
Fuel is stored in integral tanks in each wing and in a ventral tank beneath the rear fuselage, as shown
in Figure 5.
All tanks can be pressure refuelled and defueled, through a coupling which is accessible through a door
on the right side of the ventral tank rear fairing, or alternatively, all tanks can be gravity filled through a
filler neck in each tank.
Access to the ventral tank filler neck is through a door on the left side of the tank rear fairing.
CENTER SPAR
Figure 5
Fuel Tanks and Compartments
FUEL CAPACITIES
Capacities quoted in Table 3 are achieved following gravity refueling.
NOTE: Contents indicators register usable fuel only.
Table 3 - Fuel Capacities
Tank U.S. GAL LITERS

Total Usable Total Usable
Wing - Left 634 2400
Wing - Right 634 2400
TOTAL 1268 4800
If Ventral Tank Installed 233 882
TOTAL with Ventral Tank 1501 5682
NOTES:
1. After pressure refueling, the contents of each wing tank will be 1.7 U.S. gallons less and
the contents of the ventral tank will be reduced by 2.5 U.S. gallons.
2. The contents is reduced by 3.3 U.S. gallons for airplanes which have an external toilet
servicing facility.

APPROVED FUEL SPECIFICATIONS
Aviation Kerosene to the current approved issue of specifications
• British .......................... DEF STAN 91-87 D.E.R.D. 2453

DEF STAN 91-91 D.E.R.D. 2494
• American ..................... ASTM D1655/JET A
ASTM D1655/JET A-1
MIL-T-83133/JP8
• Canadian ..................... CAN/CGSB 3.23/JET A
CAN/CGSB 3.23/JET A-1
• Russian ....................... GOST 10227-86 TS-1
GOST 10227-86 T-1
GOST 10227-86 RT
• Chinese ....................... GB 6537-94/No. 3 JET FUEL
Aviation Wide-Cut fuel to the current approved issue of the following specification
• British .......................... DEF STAN 91-88 D.E.R.D. 2454
• American ..................... ASTM D1655/JET B
MIL-T-5624 JP4
• Canadian ..................... CAN/CGSB 3.22/JET B
• Russian ....................... GOST 10227-86 T2
Fuel Additives (Anti-Static)

STADIS 450 additive may be used in concentrations not exceeding 3 parts per million (ppm) by
volume.
SIGBOL additive TU38-101741-78 may be used in concentrations not exceeding 0.0005% by volume.
FUEL LOADING (Figure 6)

Fuel tanks may be filled in any sequence provided that the appropriate refuel instructions are observed
and the following preflight fuel loading conditions are achieved.
NOTES:
1. Fuel contained in the wing tanks shall be equally disposed between the two wing tanks.
The maximum out of balance between wing tanks for flight is 500 lb (227 kg).
2. Fuel must not be carried in the ventral tank unless each main wing tank contains at least
3450 lb (1565 kg) of fuel.
3. Before flights on which it is to be utilized, the ventral tank must be filled completely. For other
flights it must be empty.

VENTRAL TANK VENT COLLECTOR

*
REAR WALL TANK DRAIN VALVE BOND POINT
(FAIRING REMOVED)
FUEL DRAIN
VALVE
ENG 2 REFUEL
FUEL ON
GRAVITY REFUEL BONDING WING FUEL REAR BAY
POINT (ACCESS SPIGOT XFD/TFR DOOR
THROUGH FAIRING A FUEL 2

LO PRESS
IGN ON
DOOR) C
R PUMP
ON
FUEL TANK B
WATER DRAIN
VALVE
BONDING PRESSURE REFUEL/
SPIGOT DEFUEL COUPLING
FUEL TANK WATER A
DRAIN VALVES
VENT COLLECTOR
(UNDER PANELS)
TANK DRAIN VALVE VENTRAL TANK ACCESS
REAR FAIRING DOOR
CROCODILE
FILLER CAP EARTH CLIP
D DUST
COVER
BLANKING
CAP ON
B LANYARD
TYPICAL
HOSE LANYARD
E END UNIT STOWAGE
FILLER CAP
CDU C
REFUEL CONTROL PRESSURE REFUEL/
PANEL DEFUEL COUPLING
ENGINE / FUEL DATA
0.0 N1 0.0 SHUT/ SHUT/ SHUT/ SHUT/
0 ITT 0 OPEN OPEN OPEN OPEN
0.0 N2 0.0 MASTER VALVE VALVE VALVE VALVE
OVER OVER OVER

0 OIL PRESS 1 FLOW PRESS FLOW
FULL FULL FULL
22 OIL TEMP °C
C 22 PRESS TO TEST P TO T PRESS TO TEST
LEFT RIGHT
ON REFUEL REFUEL
0 FUEL FLOW 0
ON
1940 FUEL QTY LBS 2020 OFF
VENTRAL - EMPTY
OFF
OFF DEFUEL OFF
POWER MASTER VENTRAL L WING R
E D M8100
HA00B986973AA
Figure 6
Fuel System Servicing Points

OPERATION OF THE PRESSURE REFUELING COUPLING (Figure 7)
To Remove The Cover From The Airplane Coupling
1. Open the access door.
2. Slide the finger hole towards the center to release the handle.
3. Rotate the handle counter-clockwise to remove the cover.
To Connect The Hose End Pressure Controller (HEPC)

1. Check the air pressure gauge on the HEPC registers 50 lb./sq.in.
2. Remove the dust cover from the HEPC.
3. Holding the handwheel, push the nose coupling of the HEPC into engagement with the airplane
coupling.
4. Rotate the HEPC clockwise to the limit of its travel, approximately 40°.
5. Connect the HEPC ground clip to the grounding point.
6. Move the valve operating lever to the OPEN position to engage the interlock.
To Disconnect The Hose End Pressure Controller (HEPC)

1. Move the valve operating lever to the CLOSED position.
2. Disconnect the HEPC ground clip from the grounding point.
3. Rotate the handwheel counter-clockwise and disengage the HEPC from the airplane coupling.
4. Install the dust cover to the HEPC.
To Install The Cover To The Airplane Coupling

1. Stow the lanyard into the container of the cover.
2. Install the cover to the airplane coupling.
3. Turn the cover clockwise to lock and then close the handle.
4. Close the access door.

Figure 7
Pressure Refueling Coupling

PRESSURE and GRAVITY FUELING
The airplane provides for pressure refueling through a coupling at the rear of the ventral tank
(Figure 6) or by gravity refueling through a filler cap in each outer wing (Figure 9) and the left side of
the ventral tank rear wall (Figure 10).
Refueling Control and Indication

All refuels are controlled from a refuel control panel, located on the right side of the forward vestibule,
adjacent to the forward bulkhead (Figure 6). The refuel control panel includes the tank refuel valve
switches and indicates the valves position and FULL condition of all tanks. The ventral tank contents
are displayed as either FULL, EMPTY or crosshatched as appropriate.
When the airplane 28 VDC busbars are energized, the refuel control panel electrical power is normally
supplied from the PE busbar circuit breakers and through the left weight-on-wheels switch. Both wing
tank fuel contents and the ventral tank contents are displayed on either the pilot’s or copilot’s CDU
engine page and the copilot’s MFD.
When the airplane has no external power, the APU is not running or the batteries are not switched ON,
the refuel control panel and the refuel/defuel circuits can be energized by the use of the POWER
switch on the refuel control panel.
(a) For Airplane Serial No. 258670 and subsequent or for airplanes with SB 24-3641 embodied:
The refuel control panel POWER switch also energizes the left CDU and two of the Data
Control Units (DCU) from the battery busbar which allows the fuel contents indications to be
displayed.
(b) For airplanes prior to Airplane Serial No. 258670 which do not have SB 24-3641 embodied:
Fuel contents indications will not be available because the right MFD and the left CDU are not
energized.
The refuel control panel is illuminated when either the door or vestibule ENTRY LIGHT is switched ON.
Parking the Airplane

If possible, park the airplane on level ground. If the ground slopes, park the airplane facing down the
slope.
Water Draining (Figures 6 & 8)

CAUTION: INVESTIGATE ANY CONTAMINATION, OTHER THAN WATER, IN THE FOLLOWING
DRAINED SAMPLE.
Using the water drain tool, drain all water from tanks before and after refueling.
After refueling, delay the water drain check, if possible, for about 30 minutes. Free water readily
separates from the fuel but water in extremely fine droplets will remain suspended for at least 10
minutes. If the drain sample appears cloudy, it contains water and further time is required to allow this
water to settle.
NOTE: If the tank fuel temperature is below 0° C, the water drains may be frozen and ineffective with
water accumulating over successive flights. In these circumstances, it is essential that water
drain checks are complied with at the first opportunity when the tank temperature rises above
0° C.

Figure 8
Water Drain Tool
To Drain Water From The Wing Center Tanks, Use This Release Tool With The Extension Blade.
1. Insert the blade of the release tool in the slot of the drain valve spindle.
2. Turn the tool and valve counter-clockwise 1/4 turn and push up.
3. Continue to drain until the drains container appears to be full.
4. Release the pressure on the drain tool and allow the drain to move downwards to the closed
position.
5. Turn the drain tool and valve clockwise to lock the drain valve in position.
6. Check the sample and repeat the drain procedure if necessary.
NOTE: This tool may be used without the extension blade for draining the vent surge and ventral
tank.
POWER SUPPLIES
Refuel/defuel preferably with external power connected. If external power is not available, the airplane
batteries may be used but do not use other electrical equipment as a battery voltage reduction may
occur affecting indicator readings.
CAUTION: DO NOT USE THE BATTERIES FOR LONGER THAN NECESSARY.
If RAC Service Bulletin SB 24-3641 has been incorporated, the fuel quantity can be monitored on the
pilot’s CDU following the selection of the refuel control panel POWER switch to ON. Selecting the
airplane batteries to ON (for these airplanes) is not required.

PRESSURE REFUELING and DEFUELING
Pressure Refueling
Before starting the procedure, operators of airplanes equipped with a ventral tank must read the
refueling instructions given in 25-8PF315 AIRPLANES WITH VENTRAL TANK. This document is
located in the manual stowage area in the airplane.
WARNING: IF AN APU IS INSTALLED, THE AIRPLANE CAN BE PRESSURE REFUELED WITH

THE APU IN OPERATION ONLY IF THE FOLLOWING CONDITIONS APPLY:
• THE AIRPLANE IS PRESSURE REFUELED, NOT GRAVITY REFUELED.
• THE APU IS IN COMPLIANCE WITH THE SUPPLEMENTAL TYPE CERTIFICATE

(STC) SUPPLEMENT PROVIDED IN THE AIRPLANE FLIGHT MANUAL SECTION
7 - SUPPLEMENTS.
• THE AMBIENT TEMPERATURE IS LESS THAN 104° F (40° C).
• THERE ARE NO PASSENGERS ON THE AIRPLANE.
WARNING: THE APU MUST NOT BE USED IF THE AIRPLANE CONTAINS OR WILL
BE REFUELLED WITH A WIDE CUT FUEL E.G. JP4.
WARNING: DO NOT START THE APU WHILE A REFUEL IS IN PROGRESS.
Limitations
• Maximum refuel pressure (gauge) ...............50 psi (3.515 kg/sq.cm)
• Maximum refuel rate.....................................144 US Gal/min (545 Ltrs/min)
• Maximum defuel suction...............................11.0 psi (0.773 kg/sq.cm)
NOTE: The minimum wing tank fuel load with a full ventral tank is 1000 lb (454 kg) each wing.
Test Refuel Control System Before Refuel

(1) On the refuel control panel, select the refuel MASTER switch ON and check the
MASTER VALVE indicator shows OPEN (Figure 6).
(2) Check the flight compartment overhead roof panel REFUEL ON annunciator is
illuminated.
(3) On the refuel control panel, select the VENTRAL and L & R WING switches to
REFUEL.
(4) Do a system check using the PRESS TO TEST.
(a) Push the LEFT OVER FLOW PRESS TO TEST and check:
• OVER FLOW is indicated.
• MASTER VALVE indicates SHUT.
• All three REFUEL VALVES indicate SHUT.
(b) Release the LEFT OVER FLOW PRESS TO TEST and check all indications are
the same as those at the end of step (2).

Test Refuel Control System Before Refuel (continued)
(c) Push the RIGHT OVER FLOW PRESS TO TEST and check:
• OVER FLOW is indicated.
• MASTER VALVE indicates SHUT.
• All three REFUEL VALVES indicate SHUT.
(d) Release the RIGHT OVER FLOW PRESS TO TEST and check all indications are
the same as those at the end of step (2).
(e) Push the VENTRAL P TO T and check:
• FULL is indicated.
• VALVE indication changes from OPEN to SHUT.
(f) Release the VENTRAL P TO T and check that all indications are the same as those
at the end of step (2).
(g) Push the L WING PRESS TO TEST and check:
(h) Push the R WING PRESS TO TEST and check:
(5) Select the VENTRAL and L & R WING tank REFUEL switches OFF and check:
• All VALVE indications revert to SHUT.
(6) Push the OVER PRESS PRESS TO TEST for more than 1 second, then release and
check:
• OVER PRESS is indicated.
• MASTER VALVE indicates SHUT and remains SHUT.
(7) Select the refuel MASTER switch OFF, then after approximately 2 seconds, select ON
and check the MASTER VALVE reopens.
Airworthiness Requirements
The previous Test Refuel Control System Before Refuel, Step (4) sub-steps (a) thru (h) is given to show
compliance with United States F.A.R. Part 25.979.

Connect and Disconnect the Refuel Hose (Figures 6).
(1) To remove the cover from the airplane coupling:
(a) Open the access door.
(b) Push the finger hole towards the center to release the handle, then turn the handle
counter-clockwise to remove the cover.
(2) To connect the Hose End Pressure Controller (HEPC):

(a) Make sure the air pressure gauge, on the HEPC, shows 50 psi (3.45 bar).
(b) Remove the dust cover from the HEPC.
(c) Hold the handwheel, push the HEPC up and put its nose coupling into engagement
with the airplane coupling; turn the HEPC clockwise to the limit of its travel,
approximately 40°.
(d) Connect the HEPC grounding clip to the grounding point. Move the valve operation
lever to the open position to engage the interlock.
(3) To disconnect the HEPC:

(a) Move the valve operation lever to the closed position.
(b) Disconnect the HEPC grounding clip from the grounding point.
(c) Turn the handwheel counter-clockwise and disengage the HEPC from the airplane
coupling.
(d) Install the dust cover to the HEPC.
(4) To install the cover to the airplane coupling:
(a) Put the lanyard in the container on the cover.
(b) Install the cover to the coupling.
(c) Turn the cover clockwise to lock and then close the handle.
(d) Close the access door.

Preparation for Pressure Refueling
Specific preparations are provided below for airplanes which have Service Bulletin SB 24-3641
incorporated or do not have Service Bulletin SB 24-3641 incorporated:
I. Airplane Serial No. 258670 and subsequent, or airplanes with Raytheon Aircraft Company
Service Bulletin SB 24-3641 incorporated and pressure refueling with the airplane
batteries only:
II. Airplanes prior to Serial No. 258670 which do not have Raytheon Aircraft Company
Service Bulletin SB 24-3641 incorporated and pressure refueling with the airplane
batteries only:
III. All airplanes pressure refueling when external power or the APU is available:
Depending on the configuration of the airplane, refer to the appropriate steps under I, II, or III to prepare
for Pressure Refueling:
I. Airplane Serial No. 258670 and subsequent, or airplanes with Raytheon Aircraft Company Service
Bulletin SB 24-3641 incorporated and pressure refueling with the airplane batteries only:
(1) Calculate the fuel load required.

CAUTION: INVESTIGATE ANY CONTAMINATION, OTHER THAN WATER, OF THE FOLLOWING
DRAINED SAMPLE.
(2) Drain all water from the tanks (Figures 6 & 8).
(3) Make sure the fuel L & R PUMP switches are selected OFF.
(4) On the refuel control panel, select the POWER switch ON (Figure 6).
The Engine/Fuel data page will automatically be displayed on the pilot’s CDU.
NOTE: A sonalert will sound and the overhead panel REFUEL ON annunciator
illuminates when the POWER switch is selected ON. The sonalert will stop
when the MASTER switch is selected ON.
(5) If the wings are to be only partially filled, check the wing FUEL contents displayed on
the pilot’s CDU and make sure the indication shows the correct current fuel state.
(6) Open both LP COCKS (lever fully up).
(7) Make sure the WING FUEL/X FEED/TRANSFER lever is selected to WING FUEL
(lever fully up).
(8) Refer forward to Pressure Refueling Procedure and continue with steps 1 thru 14:

Preparation for Pressure Refueling (continued)
II. Airplanes prior to airplane Serial No. 258670 which do not have Raytheon Aircraft Company Service
Bulletin SB 24-3641 incorporated and pressure refueling with the airplane batteries only:

DRAINED SAMPLE.
(5) Switch off all non-essential loads.
NOTE: Due to drain on the airplane batteries, do not prolong refueling.
(a) On either CDU, push and release the IDX button.
(b) On the CDU, push and release R-LSK2.
The Engine/Fuel data page will be displayed on the CDU.
the CDU and make sure the indication shows the correct current fuel state.
(lever fully up).
(9) Refer forward to Pressure Refueling Procedure and continue with steps 1 thru 14:
III. All airplanes pressure refueling when external power or the APU is available:

DRAINED SAMPLE.
(4) Energize the 28 VDC busbars.
(b) On the CDU, push and release the R-LSK2.

Preparation for Pressure Refueling (continued)
(lever fully up).
(8) Make sure the AUX FUEL TRANSFER lever is selected CLOSED
(lever fully up).
(9) Refer below to Pressure Refueling Procedure and continue with steps 1 thru 14:
Pressure Refueling Procedure

(1) Comply with local refueling safety precautions.
(2) Bond the refuel vehicle to the airplane and connect the hose to airplane refuel coupling.
(3) Bond the hose coupling to the airplane.
NOTE: A refuel vehicle with either 'hose end' or 'on board' pressure regulation may be
used.
(4) Open the refuel vehicle delivery valve, then adjust the refuel vehicle pump output
pressure and commence pumping fuel into airplane tanks:
(a) Hose end regulation (50 psi MAX) only - adjust refueling vehicle pump output
pressure to 65-70 psi (4.4 - 4.83 bar).
(b) On board regulation only - adjust the refuel vehicle pump output pressure to
50 psi (3.45 bar).
(5) On the refuel control panel, select the switches of the tanks to be refueled to REFUEL.
WARNING: STOP REFUELING IN THE EVENT OF FIRE, FUEL LEAKAGE, OR SPILLAGE.

STOP THE APU OR SWITCH OFF EXTERNAL AND/OR BATTERY ELECTRICAL
POWER.
(6) Terminate fueling when all tanks are completely filled.
On the refuel control panel, select each tank REFUEL switch OFF when its associated
tank indicates FULL and check the associated tank refuel valve indicates SHUT.

Pressure Refueling Procedure (continued)
(7) Partial filling of wing tanks only -
Select each wing tank REFUEL switch to OFF when tank content is:
Contents Required for Each Wing lb (kg) Underfill by lb (kg)

1000 (454) to 1500 (680) 200 (91)
1500 (680) to 2000 (907) 150 (68)
2000 (907) to 2500 (1134) 100 (45)
2500 (1134) to 3000 (1361) 50 (23)
Above 3000 (1361) At quantity required
NOTES:
1. Allow the fuel to settle for approximately 2 minutes to make sure the content
indications are satisfactory
2. The maximum out of balance between wing tanks for flight is 500 lb (227 kg).
(8) On the refuel control panel, select the refuel MASTER switch OFF and check all refuel
valve indicators indicate SHUT.
(9) Check the total fuel uplift with the fuel supplier.
(10) If the POWER switch was selected ON, select OFF.
(11) Check the flight compartment overhead roof panel REFUEL ON annunciator is
extinguished.
(12) Disconnect the hose bonding lead, uncouple the refueling hose and disconnect the
vehicle bonding lead. Install the blanking cap to the airplane coupling and close the
coupling access door.
(13) If necessary, de-energize the DC busbars.
(14) Report all unusual incidents, in the refuel system, to the pilot before flight.
Unserviceability of Tank Refuel Valve Actuators

The L and R WING and VENTRAL tank refuel valve actuators are provided with manual operating
levers for use in the event of actuator failure.
In this instance, the associated tank may be refueled by manual control of the affected valve, but a
signalling system should be arranged to instruct the operator to shut the valve when the associated
TANK FULL indicator illuminates.
NOTE: The associated tank refuel VALVE position indicator must be serviceable for this manual
operation.

Defueling
Preparation for Suction Defueling

Service Bulletin SB 24-3641 incorporated and suction defueling with the airplane batteries
only:
Service Bulletin SB 24-3641 incorporated and suction defueling with the airplane batteries
only:
III. All airplanes suction defueling when external power or the APU is available:
for Suction Defueling:
Bulletin SB 24-3641 incorporated and suction defueling with the airplane batteries only:
(1) Calculate fuel quantity to be off-loaded.

NOTE: For airplanes equipped with a ventral tank, the ventral tank must be off-loaded
completely with any precise load adjustments made in the wing tanks.

DRAINED SAMPLE.
WARNING:APU (if installed) MUST NOT BE RUNNING.
NOTE: A sonalert will sound and the overhead panel REFUEL ON annunciator will
illuminate when the POWER switch is selected ON. The sonalert will stop
Engine/Fuel data page will automatically be displayed on the pilot’s CDU.
(4) If the wings are to be only partially defueled, check the wing FUEL contents displayed
on the pilot’s CDU and make sure the indication shows the correct current fuel state.
(6) Refer forward to Suction Defueling Procedure and continue with steps 1 thru 14:

Preparation for Suction Defueling (continued)
II. Airplanes prior to airplane Serial No. 258670 which do not have Raytheon Aircraft Company
Service Bulletin SB 24-3641 incorporated and suction defueling with the airplane batteries only:
(1) Calculate the fuel quantity to be off-loaded.

DRAINED SAMPLE.
NOTE: Due to drain on the airplane batteries, do not prolong defueling.
on the CDU and make sure the indication shows the correct current fuel state.
III. All airplanes suction defueling when external power or the APU is available:

DRAINED SAMPLE.

Suction Defueling Procedure
CAUTION: DO NOT EXCEED MAXIMUM DEFUEL SUCTION OF 11.0 psi (0.759 bar).
(1) Bond the refuel vehicle or hydrant to the airplane.

(2) Open the fuel coupling access door, remove protective covers, connect bonding lead of
hose coupling to airplane grounding point, connect refuel/defuel hose to the airplane
coupling (Figures 6 & 7).
(3) On the refuel control panel, select the refuel MASTER switch ON. Check the MASTER
VALVE magnetic indicator displays OPEN and the flight compartment overhead roof
panel REFUEL ON annunciator is illuminated.
(4) Defuel the ventral tank:
(a) Check the LP cock levers are shut.
(b) On the refuel control panel, select the REFUEL-OFF-DEFUEL switch to DEFUEL
and check the ventral tank VALVE magnetic indicator displays OPEN.
(c) Defuel the ventral tank until the CDU legend displays EMPTY.
(d) Check the ventral tank VALVE magnetic indicator displays SHUT.
(e) Select the REFUEL-OFF-DEFUEL switch OFF.
(5) Defuel the wing tanks:
(a) Select the LP cock levers OPEN.
(b) Check the MASTER VALVE indicator displays OPEN.
(c) Defuel the required quantity of fuel.
(6) On the refuel control panel, select the refuel MASTER switch OFF and check the
MASTER VALVE magnetic indicator displays SHUT.
(7) If the refuel control panel POWER switch was selected ON, select OFF.
(8) On the flight compartment overhead roof panel, check the REFUEL ON annunciator is
extinguished.
(9) Close the LP cocks.
(10) Disconnect the refuel/defuel coupling and associated bonding lead from the airplane.
(11) Re-install protective covers to airplane and hose couplings.
(12) Close the refuel/defuel access door.
(13) Disconnect the refuel vehicle or the hydrant bonding lead.
(14) If necessary, de-energize DC busbars.

GRAVITY REFUELING and DEFUELING
Gravity Refueling Wing Tanks
Preparation for Gravity Refueling Wing Tanks

Service Bulletin SB 24-3641 incorporated and gravity refueling wing tanks with the
airplane batteries only:
Service Bulletin SB 24-3641 incorporated and gravity refueling wing tanks with the
III. All airplanes gravity refueling wing tanks when external power or the APU is available:
for Gravity Refueling Wing Tanks:
Bulletin SB 24-3641 incorporated and gravity refueling wing tanks with the airplane batteries only:
NOTE: Although there is no mandatory order in which wing tanks must be filled, refuel these tanks
simultaneously if possible. The maximum out of balance between wing tanks for flight is
500 lb (227 kg).
(1) Calculate fuel load required.

DRAINED SAMPLE.
(2) Drain all water from tanks.
WARNING: APU (if installed) MUST NOT BE RUNNING.

Preparation for Gravity Refueling Wing Tanks (continued)
the pilot’s CDU and make sure the indication shows the correct current fuel state.
(6) Refer forward to Gravity Refueling Wing Tanks Procedure and continue with steps
1 thru 14:
Bulletin SB 24-3641 incorporated and gravity refueling wing tanks with the airplane batteries only:

DRAINED SAMPLE.
(4) Energize the 28 VDC busbars from the airplane batteries.
(7) Refer forward to Gravity Refueling Wing Tanks Procedure and continue with steps
1 thru 14:

Preparation for Gravity Refueling Wing Tanks (continued)
III. All airplanes gravity refueling wing tanks when external power or the APU is available:

DRAINED SAMPLE.
(4) If the wings are to be only partially refueled, check the wing FUEL contents displayed
(6) Refer below to Gravity Refueling Wing Tanks Procedure and continue with steps
1 thru 14:
Gravity Refueling Wing Tanks Procedure

(1) Bond the refuel vehicle or the hydrant to the airplane.
(2) Check the fuel contents of each tank as displayed on the CDU.
(3) Put the wing skin protection mat in position on the wing at the filler point (Figure 9).
(4) Bond the refuel nozzle to the bonding spigot on the wing, unlock and remove the filler
cap from wing.
(a) Turn the handle to release cap.
(b) Lift the handle from the recess.
(c) Remove the cap from the skin adapter.
(5) Refuel to the level required, both tanks at the same time if possible.
(6) The wing tanks are full when the fuel level gets to the filler neck flap valve. Do not
overfill.
(7) Check the fuel contents of each tank as displayed on the CDU.

Gravity Refueling Wing Tanks Procedure (continued)
(8) Remove the refuel nozzle, install and lock the filler cap, disconnect nozzle bonding
lead.
(a) Engage the cap into the skin adapter with the arrow on the cap pointed forward.
(b) Turn the handle to lock and the seal cap.
(c) Lower the handle into the recess.
(9) Disconnect the refuel vehicle or hydrant bonding lead.
(10) Remove the wing skin protection mat from the wing.

DRAINED SAMPLE.
(12) If the POWER switch on the refuel control panel was selected to ON, select the
POWER switch to OFF.
(13) Check the overhead roof panel REFUEL ON annunciator is extinguished.

Gravity Refueling Ventral Tank
Preparation for Gravity Refueling Ventral Tank

Service Bulletin SB 24-3641 incorporated and gravity refueling ventral tank with the
Service Bulletin SB 24-3641 incorporated and gravity refueling ventral tank with the
III. All airplanes gravity refueling ventral tank when external power or the APU is available:
for Gravity Refueling Ventral Tank:
Bulletin SB 24-3641 incorporated and gravity refuel ventral tank with the airplane batteries only:
NOTE: If the ventral tank is to be used in flight it must be full and each wing must contain
more than 3450 lb (1565 kg) of fuel.
After the ventral tank has been refueled to full and after the 28 VDC has been de-
energized and energized, the CDU indication may present a crosshatch indication
due to settling. To confirm the ventral tank is full, a small amount of fuel can be
transferred into the ventral tank.

DRAINED SAMPLE.
(1) Drain all water from the ventral tank using the water drain.
WARNING: APU (if installed) MUST NOT BE RUNNING.
(4) Refer forward to Gravity Refueling Ventral Tank Procedure and continue with steps
1 thru 16:

Preparation for Gravity Refueling Ventral Tank (continued)
Bulletin SB 24-3641 incorporated and gravity refueling ventral tank with the airplane batteries only:

DRAINED SAMPLE.
(2) Drain all water from the ventral tank using the water drain (Figures 6 & 8).
(4) Energize the 28 VDC busbars from the airplane batteries.
(7) Refer forward to Gravity Refuel Ventral Tank Procedure and continue with steps
1 thru 16:
III. All airplanes gravity refuel ventral tank when external power or the APU is available:

DRAINED SAMPLE.
(2) Drain all water from the ventral tank using the water drain (Figures 6 & 8).
(5) Refer forward to Gravity Refuel Ventral Tank Procedure and continue with steps
1 thru 16:

Gravity Refuel Ventral Tank Procedure
(1) Check the VENTRAL tank contents legend on the CDU displays EMPTY.
(2) Check the AUX FUEL TRANSFER valve is shut (lever up).
(3) Bond the refuel vehicle or hydrant to the airplane.
(5) Open the gravity refuel access door in the ventral tank rear fairing (Figure 10).
(6) Bond the filling nozzle to the bonding spigot on the tank.
(7) Remove the filler cap from the tank.
(8) Pump fuel into the tank until full and withdraw the nozzle.
(9) Check the filler cap is serviceable, install and secure the cap to the tank. Disconnect
the bonding lead and close the access door.
(10) Check the VENTRAL tank contents legend on the CDU displays FULL.
(11) Disconnect the refuel vehicle or hydrant bonding lead.
(12) If the POWER switch on the refuel control panel was selected to ON, select the
POWER switch to OFF.
(13) Check the overhead roof panel REFUEL ON annunciator is extinguished.
(15) Drain water from the tank.
CAUTION: LEAVE THE AUX FUEL TRANSFER VALVE SHUT OR FUEL MAY TRANSFER FROM
THE VENTRAL TANK TO THE WING TANKS.
(16) Refuel all other tanks as required for flight.
Gravity Defuel Tanks

Equipment Required:
• Gravity Defuel Drain Adapter P/N 25Y867A (Figure 11).
• Suction Defuel Drain Adapter P/N 25Y635A.
NOTES:
1. 25Y867A is a sub-assembly of 25Y635A and can be obtained separately.
2. Fuel may be off-loaded by gravity into a container, or by suction into a refuel vehicle
or hydrant.
(1) Calculate fuel load required.

DRAINED SAMPLE.
(2) Drain all water from the tanks.
(4) Bond the refuel vehicle, hydrant or container to the airplane.
(5) Place a wing skin protection mat on the wing at the filling point for the tank being
defueled (Figure 9).
(6) Unlock and remove the filler cap.
(7) Unscrew the blanking adapter from the fuel drain valve and install the drain adapter to
the tank.
NOTE: 25Y867A is for gravity defuel, 25Y635A is for suction defuel.
(8) Off-load fuel as required from each tank.
(9) Remove the drain adapter and install the blanking adapter to the fuel drain valve.
(10) Reinstall the filler cap(s) and lock.
(11) Remove the wing skin protection mat.

To Remove the Filler Cap
1. Lift the handle from the recess.

2. Rotate the handle to release the cap.
3. Withdraw the cap from the skin adapter.
To Reinstall the Filler Cap
1. Insert the cap into the skin adapter with the arrow on the cap facing forward.
2. Rotate the handle to lock and seal the cap.
3. Lower the handle into the recess.
Figure 9
Wing Tank Filler Cap

Figure 10
Ventral Tank Filler Cap

WING LEADING
EDGE
FUEL DRAIN
ADAPTER
25Y-867A
M8009_0.AI
Figure 11
Gravity Defueling Drain Adaptor

ELECTRICAL SYSTEM
CAUTION: IF IT IS INTENDED TO PARK THE AIRPLANE IN AMBIENT TEMPERATURES BELOW
-10° C FOR A PERIOD OF 12 HOURS OR MORE, THE AIRPLANE BATTERIES MUST
BE REMOVED TO A WARMER ENVIRONMENT.
CAUTION: TO PREVENT EXCESSIVE DISCHARGE AND POSSIBLE DAMAGE TO NO. 1

BATTERY, MAKE SURE THE MISCELLANEOUS LIGHTS (ROOF, STEP, REFUEL
PANEL ETC.), ARE SWITCHED OFF. OPERATE EITHER THE ROOF LIGHT SWITCH
(PANEL DA) OR THE ROOF/STEP LIGHT SWITCH (LH FORWARD CABIN
BULKHEAD) WHEN GROUND POWER IS ON AND/OR WHEN THE AIRPLANE IS TO
BE LEFT UNATTENDED FOR LONG PERIODS.
NOTES:
1. To avoid drain on airplane batteries it is recommended that testing of electrical services
be performed using external ground supply incorporating overvoltage protection.
2. For external starts, a ground power unit capable of supplying 28 VDC with a minimum
output of 42 kW (short term capability of 28 volts x 1500 AMPS) having a limiter
operating at 1100 AMPS must be used.
GENERAL
Primary DC power distribution is effected by busbars designated PS1, PS2, and PE. During ground
servicing, the busbars can be energized from the APU generator or ground supplies. PE busbar may
also be energized from the airplane batteries, provided their use is severely restricted.
ENERGIZE DC BUSBARS
WARNING: MAKE SURE THE THRUST REVERSERS ARE STOWED AND THE THRUST
REVERSER LEVERS IN THE FLIGHT COMPARTMENT ARE AT THE STOW
POSITION BEFORE ENERGIZING THE DC BUSBARS.
CAUTION: THE APU MASTER SWITCH SHOULD NEVER BE LEFT IN THE ON POSITION WITH
THE APU NOT RUNNING BECAUSE FUEL PUMP CAVITATION CAN OCCUR WITH
SUBSEQUENT PUMP DAMAGE OR FAILURE.
To energize the DC busbars refer to Figures 12 and 12A. The external ground supplies are connected
to the airplane electrical system via a three pin plug located on the right side rear fuselage (Figure 13).

APU (if installed)

Running at Governed Speed
DC APU
Ground Supply Generator
Check the APU MASTER, BATTERY, EXT POWER and external On the APU control panel,
ground supply switches are selected OFF. check the following annunciator, is extinguished.
Connect ground power supply to the airplane receptacle (Figure 13).
APU
Switch the external power supply ON and wait at least GEN
30 seconds to select the EXT POWER switch ON.
Power Power
Diode Diode
On the overhead roof panel, Monitor the battery voltage on B1, B2, and PE
the following annunciators will illuminate. If a ground power supply is connected and by using the voltmeter selector switch.
switched ON with the APU generator output
BATT 1
isolated, the above annunciator will illuminate.
CNTCTR ESSENTIAL DC BUSBAR - PE
BATT 2
CNTCTR
GEN 1 BUS TIE GEN 2
PE2
FAIL OPEN FAIL
The busbar system is energized from the ground power supply.

The airplane and APU generator outputs are isolated.
Select the EXT BATT CHG switch ON. When the BATTERY switch is selected to EMERG,
No. 1 and No. 2 batteries are connected in parallel
to supply PE busbar.
Monitor busbar voltages PS1 - PE - PS2 on the
When the EXT POWER switch is selected OFF
voltmeter using the selector switch. Operate AMPS
and the BATTERY switch is selected ON,
BATT push switch to check the battery charge. If less
the No. 1 and No. 2 batteries will connect in
than 40 AMPS, operate 0-40 push switch for accurate
parallel to supply the PE busbar.
ammeter reading.
No. 1 No. 2
PS1 BUSBAR PS2 BUSBAR Battery Battery
With the generator line contactor CLOSED

and the BUS TIE switch selected CLOSE,
PS1 and PS2 busbars will be linked.
Figure 12
Energizing DC Busbars

Figure 13
External Ground Power Receptacle

GROUND SERVICING
HYDRAULIC SYSTEM
TANK CAPACITIES
Table 4 - Capacities of Reservoirs
Reservoir U.S. Pints Liters
Main 19.22 9.10
Auxiliary 6.01 2.84
CHECK HYDRAULIC PRESSURE

1. Energize the DC busbars.
2. Read the pressure indication on the hydraulic main system gauge on the triple indicator (Figure 14).
RELEASE HYDRAULIC PRESSURE
1. Release the main accumulator pressure as follows:
(a) Make sure the WHEEL BRAKE lever is set to NORMAL (fully forward).
(b) Operate the foot brake pedals until, with the brakes fully applied, zero pressure is indicated on
both the brake indicators.
2. Release the emergency brake accumulator pressure as follows:

(a) Set the WHEEL BRAKE lever to EMERGY.
(b) Operate the foot brake pedals until the emergency brake accumulator pressure gauge reads 950
to 1000 psi.
CHECK MAIN HYDRAULIC SYSTEM RESERVOIR (Figure 15 & 16)

Table 5 - Equipment and Materials
Equipment - Material Part - Type

Wrench - Reservoir Filler Cap 25Y189A
• MIL-H-5606
• DEF STAN 91-48
• Aeroshell Fluid 4
Fluid
• Mobil Aero-Hydraulic Oil HFA
• Hydraulic Oil AA
• Univis J - 43
Flashlight Local Supply
1. Make sure the landing gear is DOWN, airbrakes are SHUT, and thrust reversers are stowed.
2. Gain access to the main hydraulic reservoir in the rear equipment bay and release the thrust
reverser accumulator pressure as follows:
(a) Set the spring loaded handle of the thrust reverser pressure release valve, located on the
hydraulic box, to the OPEN position to depressurize the thrust reverser accumulator until the
pressure gauge reads 1450 to 1500 psi.
(b) After the pressure has dissipated, release the handle.

REPLENISH MAIN RESERVOIR (Figure 15 & 16)
CAUTION: BEFORE REPLENISHMENT, MAKE SURE THE FILTER IN THE FILLER NECK IS IN
POSITION AND UNDAMAGED. ALWAYS USE A CLEAN CONTAINER AND CLEAN
FLUID.
1. After releasing the accumulator pressure, check the fluid level of the reservoir in the level indicator
tube against the appropriate markings on the adjacent label.
2. If replenishment is required, release the reservoir air pressure by slowly removing the filler cap and
replenish the reservoir as necessary.
3. Check the pressure release hole in the filler cap is unobstructed and the sealing ring is undamaged
and correctly seated.
4. Reinstall the filler cap.
5. Clean up any spilled fluid.
REPLENISH AUXILIARY RESERVOIR (Figure 15)
CAUTION: BEFORE REPLENISHMENT, MAKE SURE THE FILTER IN THE FILLER NECK IS IN
POSITION AND UNDAMAGED. ALWAYS USE A CLEAN CONTAINER AND CLEAN
FLUID.
1. Release the front radome fasteners and secure the radome in the open position.
2. In the nose gear bay, peel back the velcro secured fabric cover on the forward bulkhead and gain
access to the auxiliary reservoir.
3. Check the fluid level in the tank level indicator tube and replenish the reservoir as necessary.
NOTE: To prevent a possible misreading, shine a flashlight from behind the indicator tube.
4. Remove the lockwire and slowly remove the filler cap.

5. Replenish the reservoir until the fluid is visible in the filler neck and rises to the top of the level
indicator tube.
6. Check the sealing ring on the filler neck is undamaged and correctly seated.
7. Reinstall the filler cap and safety wire.
8. Energize the PE busbar and check that the AUX HYD LO LEVEL annunciator, located on the MWS
panel, does not illuminate.
9. De-energize the PE busbar.
10. Reposition the velcro fabric cover on the forward bulkhead.
11. Close the radome and secure the front fasteners.
CHARGE ACCUMULATORS (Figure 15)
1. Release the hydraulic pressure as previously instructed.
2. Gain access to the rear equipment bay by opening the rear equipment bay door.
3. Check the accumulator nitrogen pressure indicators read a minimum of 950 to 1000 psi.
4. Check for pressure in the T/R accumulator.
WARNING: DO NOT POINT COMPRESSED NITROGEN TOWARDS CLOTHING, HANDS, OR
ANY OTHER PART OF THE BODY. INJECTION INTO THE SKIN MUST RECEIVE
IMMEDIATE MEDICAL ATTENTION.

5. If necessary, charge the accumulators through the charging valves with a supply of dry nitrogen.
CAUTION: APPLY NITROGEN SLOWLY TO PREVENT DAMAGE TO THE ACCUMULATORS AND
TO PREVENT FALSE READINGS DUE TO OVERHEATING.
6. After charging, check the charging valves for leaks.
Center
Instrument
Panel
PFD MFD MFD PFD
HYD 1 HYD HYD 2

LO PRESS OVHT LO PRESS BRAKES
PSI x 1000
AUX HYD
LO LEVEL 2 2
1 1
EMRG BRK 0
0
LO PRESS OFF
OFF
4
SUPPLY 0
MWS Annunciators
3 1
2
Triple Indicator
Figure 14
Hydraulic Indications

LEVEL
INDICATOR
FILLER CAP
B
A
FULL THREE
LARGE ACCS
EMPTY
FULL ONE
LARGE ACC
LEVEL INDICATOR FILLER CAP A
3000 PSI
AUXILIARY RESERVOIR
FULL TWO
LARGE ACCS
3000 PSI
FULL THREE
LARGE ACCS
3000 PSI
HYDRAULIC SYSTEM
CHECK FLUID LEVEL
C
AIR BRAKES IN
T/R STOWED
U/C DOWN
F
C
AIR PRESSURE
GAUGE
THRUST REVERSER D
ACCUMULATOR HYDRAULIC QUICK
E RELEASE CONNECTION
(3 OFF)
EMERGENCY BRAKE
PRESSURE RELEASE VALVE
F NORMAL BRAKE
THRUST REVERSER
PRESSURE RELEASE
PRESSURE RELEASE VALVE
VALVE
EMERGENCY
ACCUMULATOR
GAUGE
B
D MAIN SYSTEM RESERVOIR
AND ACCUMULATORS
CAPACITORS
MAIN
E ACCUMULATOR M7155_0
HA00B
986043AA
FORWARD
Figure 15
Hydraulic Servicing Points

Figure 16
Main Hydraulic Reservoir

LANDING GEAR
TIRE PRESSURES
Tire Inflation Gauge NT62604MSB
Tire Inflation Trolley Local Supply
The following pressures may be used, up to maximum take-off weight, for general operation from
normal runway surfaces. These values are with Weight-On-Wheels.
CAUTION: USE ONLY NITROGEN FOR TIRE INFLATION. WHEN A TIRE IS INFLATED, FILL THE
TIRE WITH NITROGEN SLOWLY TO PREVENT A RAPID TEMPERATURE INCREASE
AND INCORRECT READINGS.
• Main Wheels 135 + 10/ - 0 psi.

• Nose Wheels 100 + 10/ - 0 psi.
In some circumstances, for example when operating at reduced weights or from unpaved runways, it
may be desirable to reduce tire pressures below those given above. If ruts are formed, the tire pressures
should be reduced as much as possible. Minimum tire pressures are shown in Figures 17 and 18 as a
function of take-off and landing weights.
The landing case may determine main wheel tire pressures for short range operations. A tolerance of
+10, - 0 psi is recommended for pressures quoted above or Figures 17 and 18. With the airplane
standing on its wheels, check the tire pressures with an inflation gauge (pressure range 0-260 psi) and
a screw on inflation connector.
NOTE: The UNLOADED figures quoted in Figures 17 and 18 apply only when there is no load on the
tire.
Except as stated below, only nitrogen is to be used for tire inflation. The use of high pressure nitrogen
bottles is recommended, but it is essential that a suitable pressure reducing valve is incorporated in the
delivery line. Inflate the tires to the required pressures. If nitrogen is not available it is permissible to use
dry air for inflation provided that, at the earliest opportunity, the tire is completely re-charged with
nitrogen.
NOTES:
1. Pressure loss at ambient temperature must not exceed 5% of the inflation pressure
during any 24 hour period.
2. After landing, there will be a rise in main wheel tire pressure due to brake heat.
3. Allowance must be made for this pressure rise when checking tire pressures if the
duration of the stop does not permit waiting for the gas in the tire to cool.

Figure 17
Variation of Minimum Nosewheel Tire Pressure with Take-off and Landing Weights

TIRE PRESSURE - POUNDS PER SQUARE INCH
Figure 18
Variation of Minimum Mainwheel Tire Pressure with Take-off and Landing Weights

WHEEL REMOVAL
Special tools are required for wheel removal and installation, therefore, reference must be made to the
Airplane Maintenance Manual.
TREAD WEAR CHECK
1. Unless otherwise stated by the appropriate Airworthiness Authority, reject a tire when it is fully worn
as defined by the following.
2. Use the center groove as a wear indicator.
If the tread pattern, shown in Figure 19, does not have a center groove, use the grooves adjacent
to the center rib. A tire is fully worn when the tread is worn to the base of the wear indicating
groove(s).
NOTE: A tire worn beyond the above defined limit cannot normally be retreaded.
TIRE INSPECTION
1. Examine the tire tread as previously defined in Tread Wear Check and reject a tire which is fully
worn.
2. Visually examine the tire for evidence of overheating. Signs of overheating are, blistering, chafing,
melting, or the start of bead failure shown by irregularities in the molding lines near the tire bead.
Reject a tire which has been subjected to excessive heat.
3. Examine the nose wheel tires for cracking along the chine/side-wall junctions. Cracking up to 0.016
in. in depth is permitted. Reject a chined tire with the following:
(a) A crack deeper than 0.016 in. and more than 1.0 inch in length.
(b) A crack deeper than 0.093 in. at any point.
4. Examine the general condition of the tires by using the illustrations and notes provided in Figures
19, 20, 20A and 21 for guidance.

REINFORCING TREAD
CORD
BREAKERS,
IF INCORPORATED
SIDEWALL
RUBBER
CASING PLIES,
LAYERS OF CORD
BEAD BEAD CHAFER

STEEL WIRE CHAFER PLY
CORE BEAD HEEL
OVERLAP
BEAD BEAD BEAD BASE
WRAPPER FILLERS BEAD APEX
STRIP
CROWN
SHOULDER
SIDE WALL
CHINE
BEAD
Tire Terminology Chine Type Nose Wheel Tire
Figure 19
Construction of a Typical Tire

PERMISSIBLE DAMAGE FOR TIRES (Figures 20 & 20A)
1. Refer to Figure 20, example (2)

Superficial cuts affecting tread and/or sidewall rubber not exposing the breakers or the cords of the
casing plies.
(a) Cuts in the tread area are within the limits of Table 6.
(b) The cut does not exceed 1.50 in. in length, measured in the outer cord layer and not more than
0.50 in. in length, measured at the point of maximum penetration.
(c) Any two areas of maximum damage are not less than 60° apart.
NOTE: Maximum damage is given as a cut through the maximum permitted number of plies
detailed in Table 6.
Table 6 - Maximum Permissible Damage Penetration
Maximum
Tire Part No. Location Permissible
Damage Penetration
DR14625T Main Wheel 2 Plies
DR6384T Nose Wheel 1 Ply
DR6385T Nose Wheel 1 Ply
2. Refer to Figure 20, examples (3) and (4)

Cracking or splits in the side wall when the cords of the casing plies are not exposed.
3. Refer to Figure 20, example (1) and Figure 20A, example (5)
Unevenly worn tires or tires worn on the shoulder until worn to the base of the tread pattern or to
the limit of wear defined in item 1, whichever occurs sooner.
4. Refer to Figure 20A, example (6)

Skid burns or scalds when the damage does not go through to the base of the tread pattern or is
not likely to cause serious out of balance.
5. Refer to Figure 20A, example (7)

Tires which have been subjected to sideways scrubbing until fully worn as defined in item 1.
6. Rubber blisters in the lower sidewall if:

(a) The blisters do not exceed two in number and neither exceeds 1 in. in diameter.
(b) The blisters are not less than 12.0 in. apart when measured around the circumference.
NOTE: Within these limits both blisters may be located in the same sidewall.

UNEVEN WEAR TYPICAL FLINT CUT

(1) (2)
SIDEWALL SPLITS SIDEWALL CRACKING

(3) (4)
Figure 20
Permissible Tire Damage

EXCESSIVE WEAR ON SHOULDER SKID BURN OR SCALD

(5) (6)
SIDEWAYS SCRUBBING
(7)
Figure 20A
Permissible Tire Damage (continued)

WORN TIRES and NON-PERMISSIBLE TIRE DAMAGE (Figure 21)

Bulges in the crown area or other extensive rubber damage.

Open tread joints or other extensive cuts.

The sidewall of the tire must be clear of creasing or buckling.

Splits at base of the tread groove or other extensive cuts.

This damage is similar to a skid burn or scald but is more extensive by exposing or cutting the casing
cords.
6. Rubber blisters in the upper and lower sidewall.
7. Leaking tires.

BULGES IN THE CROWN AREA OPEN TREAD JOINT

(1) (2)
SIDEWALL CREASING OR BUCKLING SPLITTING AT BASE OF TREAD GROVE

(3) (4)
TIRE SCUFFED EXPOSING OR CUTTING CASING CORDS

(5)
Figure 21
Non-Permissible Tire Damage

GEAR ASSEMBLIES
NITROGEN INFLATION
Table 7 - Material Required
Equipment - Material Part - Item Number

Turner Inflation Adapter Turner 772
Gauge (0-600 psi) Turner F29/24/600
Gauge (0-1500 psi) Turner F29/24/1500
Adapter 25-9Y27-1A
NOTES:
1. The inflation graphs, Figures 23 and 24, are based on the assumption that the oil level
is correct. When the oil level is correct, the gear can be inflated to the pressure to
correspond with the extension. The gear extension must NOT be adjusted, by altering
the gas pressure, if any doubt exists about the oil level.
2. It is recommended that only nitrogen should be used for inflation.
WARNING: DO NOT POINT COMPRESSED NITROGEN TOWARDS THE CLOTHING, HANDS,

OR ANY OTHER PART OF THE BODY. INJECTION INTO THE SKIN MUST RECEIVE
IMMEDIATE MEDICAL ATTENTION.
WARNING: ALWAYS OPERATE THE VALVES SLOWLY. A RAPID INCREASE IN PRESSURE

CAN CAUSE AN EXPLOSION. PRESSURIZED EQUIPMENT, HOSES, ADAPTERS
AND GAUGES MUST BE KEPT CLEAN AND FREE FROM OIL OR GREASE.
WARNING: IF A LEAK OCCURS AT THE CHARGING VALVE ADAPTER, THE ADAPTER MUST
NOT BE OVER TIGHTENED. CLOSE THE CHARGING VALVE AND CHARGING
CART STOP VALVE AND DEPRESSURIZE THE HOSE.
WARNING: THE CHARGING VALVE ADAPTER SHOULD BE REMOVED FOR EXAMINATION BY

MAINTENANCE PERSONNEL. USE AN INFLATION ADAPTER TO RELEASE
NITROGEN PRESSURE.
CAUTION: FAILURE TO RELIEVE THE PRESSURE SLOWLY MAY RESULT IN DAMAGE TO

THE STRUT INTERNAL STOPS.
1. Examine for signs of oil leakage.

CAUTION: ONLY NITROGEN IS TO BE USED TO CHARGE THE LEG.
NOTE: The use of high pressure nitrogen bottles is recommended, but an applicable pressure
reducing valve is to be used in the delivery line.
2. Remove the charging valve cap and connect the charging adapter with gauge (Figure 22).
3. Check that the extension of the gear is correct for the pressure reading obtained on the pressure
indicator (Figures 23 and 24).
NOTE: Should the gear extension be incorrect, check the oil level.

NITROGEN INFLATION (continued)
CAUTION: WHEN ADDING PRESSURIZED NITROGEN TO THE GEAR CHARGING POINTS,

FILL WITH NITROGEN SLOWLY TO PREVENT TEMPERATURE INCREASE AND
INCORRECT PRESSURE INDICATIONS.
4. Inflate as necessary with nitrogen until pressure/extension is within limits given.

5. Shut off charging supply.
6. Disconnect charging equipment, and check for leaks.
7. Install the charging valve cap.
CHARGING POINTS
NOSE GEAR MAIN GEAR
V2973/1
HA00B986938AA
Figure 22
Gear Charging Valves

Figure 23
Main Gear - Pressure/Extension Graph

Figure 24
Nose Gear - Pressure/Extension Graph

OXYGEN SYSTEM
CHECK OXYGEN CONTENTS (Figure 25)
WARNING: THE MASTER SUPPLY VALVE MUST BE FULLY OPEN OR CLOSED, FINGER
TIGHT ONLY. DO NOT ATTEMPT TO STOP A LEAK BY OVER-TIGHTENING.
(1) Open the master SUPPLY valve on the oxygen panel (pilot’s left side console) and
check the contents indicator.
(2) Close the master SUPPLY valve.
Figure 25
Flight Compartment Oxygen Services Panel

REPLENISH OXYGEN SYSTEM (Figure 26)
WARNING: OXYGEN FORMS AN EXPLOSIVE MIXTURE WITH OIL, GREASE, FUEL OR METAL
DUST. USE DEGREASED TOOLS AND CLEAN HANDS.
WARNING: MAKE SURE NO ELECTRICAL OR MOTOR DRIVEN GROUND EQUIPMENT IS

CONNECTED TO THE AIRPLANE.
WARNING: MAKE SURE A CARBON DIOXIDE FIRE EXTINGUISHER IS IMMEDIATELY

AVAILABLE.
WARNING: ONLY OXYGEN THAT CONFORMS TO THE CORRECT SPECIFICATION MUST BE

USED TO REPLENISH THE SYSTEM. DO NOT USE INDUSTRIAL OR WELDING
OXYGEN.
The airplane must be serviced with oxygen conforming to one of the following specifications:
• BS 2N3 1990
• ISO 2046
• DEF STAN 68-21
• MIL-0-27210
1. Open the oxygen charging point access door on the right side of the rear fuselage.
Figure 26
Oxygen Charging Point (Right Side of Rear Fuselage)

REPLENISH OXYGEN SYSTEM continued
2. Connect the oxygen charging rig to the airplane charging valve as follows:
WARNING: BEFORE BONDING THE OXYGEN CHARGING RIG TO THE AIRPLANE, MAKE
SURE BOTH THE RIG AND THE AIRPLANE ARE INDIVIDUALLY BONDED TO
GROUND.
(a) Make sure the airplane is bonded to ground.
(b) On the oxygen charging rig, connect one bonding cable to ground.
(c) Connect the bonding cable on the charging rig to an appropriate bonding stud on the airplane.
(d) Remove the charging valve cap and connect the hose from the oxygen charging rig to the
charging valve.
WARNING: DO NOT OPEN VALVES OR INCREASE PRESSURE RAPIDLY.
3. Open the rig delivery valve and set the regulator valve to charge the system slowly to approximately
1900 psi.
4. Close the rig delivery valve and allow the system to cool to ambient temperature.
5. Check the system contents on the adjacent contents indicator and top up if necessary until the
indicator shows FULL, when the system pressure will be 1800 psi at 21° C.
6. Remove the oxygen charging rig from the airplane as follows:
(a) If a top up of the system was performed, make sure the rig delivery valve is closed.
(b) Disconnect the hose from the oxygen charging valve and install the charging valve cap.
(c) Remove the bonding cable from the charging rig to the bonding stud on the airplane.
(d) Remove the bonding cable from ground to the charging rig.
(e) Remove the airplane ground bonding.
(f) Close and secure the charging point access door.

AIRFRAME ICE PROTECTION SYSTEM (Figure 27)
REPLENISH SYSTEM TANK
The recommended fluids are:
• TKS fluid R 328.
• TKS fluid 80.
• De-icing fluid to specification DTD 406B.
The tank capacity is 8.45 gallons (38 liters).
NOTE: These fluids may be mixed if necessary.
1. Energize PS2 busbar (Figure 12).
2. Make sure the system is fully primed, as described below.
3. Remove the filler cap and, with reference to the gauge, replenish the tank.
NOTE: The replenishing fluid should not be below 0° C (32 ° F)
4. Check the filler cap washer is serviceable.
5. Install and tighten the filler cap.
6. Clean up any spilled fluid.
7. De-energize PS2 busbar.
PRIME SYSTEM
Make sure the system is fully primed by the following instructions:
2. Make sure the contents indicator on the copilot’s side console is at a minimum of 1/4.
3. Push the vent valve adjacent to the tank filler cap for at least 10 seconds.
4. Set the WING/TAIL ANTICE time switch to run for 2 minutes.
5. Check that fluid flows from all distributor panels. If not, reselect the time switch for brief periods until
flow occurs.
6. Replenish the system tank as instructed previously.
PURGE SYSTEM
2. Make sure the contents indicator on the copilot’s side console is at a minimum of 1/4.
3. Push the vent valve adjacent to the tank filler cap for at least 10 seconds.
4. Set the WING/TAIL ANTICE time switch to run for 10 minutes.
5. Before the switch reaches zero, reselect for an extra two minutes.
6. Check that fluid flows from all distributor panels. If not, reselect the time switch for brief periods until
flow occurs.
NOTE: The system must be run for at least 12 minutes during purging.
7. Replenish the system tank as instructed previously.

1
/
2
1 3
/ /
4 4
E F
DE-ICE
FLUID
TANK CONTENTS GAUGE

ON RIGHT HAND CONSOLE
VENT
ICE
COVER
DETECTED
ANTICE ANTICE
LO PRESS LO QTY
ICE DET
WING / TAIL ANTICE
MAIN RISING AUTO
MINS
VENT PIPE
10 0
SECONDARY
VENT PIPE
OVRD
PART OF
TO TANK ROOF PANEL CG
FILLER
CONTENTS
TRANSMITTER
TO MANUAL
VENT VALVE
PUMP VENT
DE-ICING
PIPE
FLUID TANK
FRAME 6
FRAME 8
M6260
HA00B995896AA
Figure 27
Ice Protection Servicing Points

Pro Line 21
Section - VII
SAFETY INFORMATION
Table of Contents
Page
INTRODUCTION .............................................................................................3
GENERAL .......................................................................................................3
SOURCES OF INFORMATION....................................................................3
FAA APPROVED AIRPLANE FLIGHT MANUAL AND
PILOT’S OPERATING MANUAL..................................................................3
RAYTHEON AIRCRAFT COMPANY SERVICE PUBLICATIONS ...............4
FEDERAL AVIATION REGULATIONS.........................................................5
AIRWORTHINESS DIRECTIVES.................................................................5
AERONAUTICAL INFORMATION MANUAL................................................5
ADVISORY INFORMATION .........................................................................6
FAA ADVISORY CIRCULARS .....................................................................6
FAA GENERAL AVIATION NEWS ...............................................................8
FAA ACCIDENT PREVENTION PROGRAM ...............................................8
ADDITIONAL INFORMATION ......................................................................8
GENERAL INFORMATION ON SPECIFIC TOPICS ......................................9
MAINTENANCE............................................................................................9
HAZARDS OF UNAPPROVED MODIFICATIONS.....................................10
FLIGHT PLANNING....................................................................................10
PASSENGER SAFETY PROCEDURES GUIDES .....................................11
STOWAGE OF ARTICLES.........................................................................11
FLIGHT OPERATIONS ..............................................................................11
General ................................................................................................11
Preflight Inspection ..............................................................................11
Weight and Balance.............................................................................11
Autopilot ...............................................................................................12
Flutter...................................................................................................12
Turbulent Weather ...............................................................................13
Windshear............................................................................................14
Flight In Icing Conditions......................................................................15
Weather Radar.....................................................................................17
Mountain Flying....................................................................................18
VFR At Night ........................................................................................19
Vertigo - Disorientation ........................................................................19
Flight With One Engine Inoperative .....................................................20
Minimum Control Airspeed VMCA .........................................................20
Basic Single Engine Procedures..........................................................21
Engine Failure During Takeoff .............................................................21

Page
FLIGHT OPERATIONS (CONTINUED)

Stalls, Slow Flight and Training ........................................................... 21
Spins ................................................................................................... 21
Vortices - Wake Turbulence ................................................................ 23
Takeoff and Landing Conditions.......................................................... 23
MEDICAL FACTS FOR PILOTS ................................................................ 24
General................................................................................................ 24
Fatigue ................................................................................................ 24
Hypoxia ............................................................................................... 24
Hyperventilation................................................................................... 25
Alcohol................................................................................................. 26
Alcohol or Drugs .............................................................................. 26
Drugs................................................................................................... 27
Scuba Diving ....................................................................................... 27
Carbon Monoxide and Night Vision..................................................... 27
Decompression Sickness .................................................................... 27
A FINAL WORD............................................................................................ 28

INTRODUCTION
Raytheon Aircraft Company has developed this special summary of safety information to refresh pilots’
and owner’s knowledge of safety related subjects. Topics in this section are dealt with in more detail in
FAA Advisory Circulars and other publications pertaining to the subject of safe flying.
The skilled pilot recognizes that safety consciousness is an integral, and never-ending, part of his or her
job. Be thoroughly familiar with your airplane. Know its limitations and your own.
Maintain your currency, or fly with a qualified instructor until you are current and proficient. Practice
emergency procedures at safe altitudes and airspeeds, preferably with a qualified instructor pilot, until
the required action is instinctive. Periodically review this Safety Information as part of your recurrency
training regimen.
Raytheon airplanes are designed and built to provide you with many years of safe and efficient
transportation. By maintaining your airplane properly and flying it prudently you will realize its full
potential.
WARNING: BECAUSE YOUR AIRPLANE IS A HIGH PERFORMANCE, HIGH SPEED

TRANSPORTATION VEHICLE, DESIGNED FOR OPERATION IN A THREE-
DIMENSIONAL ENVIRONMENT, SPECIAL SAFETY PRECAUTIONS MUST BE
OBSERVED TO REDUCE THE RISK OF FATAL OR SERIOUS INJURIES TO
THE PILOT(S) AND OCCUPANT(S).
It is mandatory that you fully understand the contents of this publication and the other operating and
maintenance manuals which accompany the airplane; that FAA requirements for ratings, certifications
and review be scrupulously complied with; and that only persons who are properly licensed and rated,
and thoroughly familiar with the contents of the Pilot’s Operating Manual and FAA Approved Airplane
Flight Manual be allowed to operate the airplane.
WARNING: IMPROPER OPERATION OR MAINTENANCE OF AN AIRPLANE, NO MATTER

HOW WELL BUILT INITIALLY, CAN RESULT IN CONSIDERABLE DAMAGE OR
TOTAL DESTRUCTION OF THE AIRPLANE, ALONG WITH SERIOUS OR
FATAL INJURIES TO ALL OCCUPANTS.
GENERAL
As a pilot, you are responsible to yourself and to those who fly with you, to other pilots and their
passengers and to people on the ground, to fly wisely and safely. The following information in this Safety
Information publication covers several subjects in limited detail.
SOURCES OF INFORMATION
There is a wealth of information available to the pilot created for the sole purpose of making flying safer,
easier and more efficient. Take advantage of this knowledge and be prepared for an emergency in the
remote event that one should occur.
FAA APPROVED AIRPLANE FLIGHT MANUAL AND PILOT’S OPERATING MANUAL

You must be thoroughly familiar with the contents of your operating manuals, placards and checklists to
ensure safe utilization of your airplane. When the airplane was manufactured, it was equipped with the
following: placards, FAA Approved Airplane Flight Manual and Pilot’s Operating Manual. If the airplane
has changed ownership, the FAA Approved Airplane Flight Manual, Vendor Manuals and Pilot’s
Operating Manual may have been misplaced or may not be current. If missing or out of date,
replacement manuals may be obtained by contacting Raytheon Aircraft Company.

RAYTHEON AIRCRAFT COMPANY SERVICE PUBLICATIONS
Raytheon Aircraft Company publishes a wide variety of manuals, service letters, service instructions,
service bulletins, safety communiques and other publications for the various models of Raytheon
Aircraft Company airplanes. Information on how to obtain publications relating to your airplane may be
obtained by contacting Raytheon Aircraft Company - Technical Manual Distribution Center (TMDC), or
by referring to Service Bulletin SB 00-2001, or by visiting the web site at:
http://www.raytheonaircraft.com/support/pubs/publications.asp
Raytheon Aircraft Company automatically mails original issues and revisions of Raytheon Service
Bulletins (Mandatory, Recommended and Optional), FAA Approved Airplane Flight Manual
Supplements, reissues and revisions of FAA Approved Airplane Flight Manuals, Flight Handbooks,
Owner’s Manuals, Pilot’s Operating Manuals and Pilot’s Operating Handbooks, and original issues and
revisions of Raytheon Safety Communiques to Raytheon airplane owners addresses as listed by the
FAA Aircraft Registration Branch List and the Raytheon Aircraft International Owner Notification Service
List. While this information is distributed by Raytheon Aircraft Company, we can not make changes in
the name or address furnished by the FAA. The owner must contact the FAA regarding any changes to
name or address. Their address is: FAA Aircraft Registration Branch (AAC250) P.O. Box 25082,
Oklahoma City, OK 73125, Phone (405) 680-2131.
It is the responsibility of the FAA owner of record to ensure that any mailings from Raytheon Aircraft
Company are forwarded to the proper persons. Often the FAA registered owner is a bank, financing
company, or an individual not in possession of the airplane. Also, when an airplane is sold, there is a
lag in processing the change in registration with the FAA. If you are a new owner, contact Raytheon
Aircraft Company and ensure that your manuals are up to date.
Raytheon Aircraft Company provides a subscription service which provides for direct factory mailing of
Raytheon Aircraft publications applicable to a specific serial number airplane. Details concerning the
fees and ordering information for this subscription service are available from TMDC at the following
address:
TMDC
Raytheon Aircraft Company
P.O. Box 85
Wichita, KS 67201-9863
From time to time Raytheon Aircraft Company issues Raytheon Safety Communiques dealing with the
safe operation of a specific series of airplanes, or airplanes in general. It is recommended that each
owner/operator maintain a current file of these publications. Back issues of Raytheon Safety
Communiques may be obtained without charge by sending a request including airplane model and
serial number to TMDC at the address listed above.

FEDERAL AVIATION REGULATIONS
14 CFR Part 91, General Operating and Flight Rules, is a document of law governing operation of
airplanes and the owner’s and pilot’s responsibilities. Some of the subjects covered are:
• Responsibilities and Authority of the Pilot-In-Command
• Certificates Required
• Alcohol and Drugs
• Flight Plans
• Preflight Action
• Fuel Requirements
• Flight Rules
• Maintenance, Preventive Maintenance, Alterations, Inspection and Maintenance Records
You, as a pilot, have responsibilities under government regulations. The regulations are designed for
your protection and the protection of your passengers and the public. Compliance is mandatory.
AIRWORTHINESS DIRECTIVES
14 CFR Part 39 specifies that no person may operate a product to which an Airworthiness Directive
issued by the FAA applies, except in accordance with the requirements of that Airworthiness Directive.
Airworthiness Directives (AD’s) are not issued by the manufacturer. They are issued and available from
the FAA.
AERONAUTICAL INFORMATION MANUAL

The Aeronautical Information Manual (AIM) is designed to provide airmen with basic flight information
and ATC procedures for use in the national airspace system of the United States.
It also contains items of interest to pilots concerning health and medical facts, factors affecting flight
safety, a pilot/controller glossary of terms in the Air Traffic Control system, information on safety, and
accident/hazard reporting. It is revised at six-month intervals and can be purchased from the
Superintendent of Documents, U.S. Government Printing Office, Washington, D.C. 20402.
This document contains a wealth of pilot information. Among the subjects are:
• Controlled Airspace
• Emergency Procedures
• Services Available to Pilots
• Weather and Icing
• Radio Phraseology and Technique
• Mountain Flying

• Airport Operations
• Wake Turbulence - Vortices
• Clearances and Separations
• Medical Facts for Pilots
• Preflight
• Bird Hazards
• Departures - IFR
• Good Operating Practices
• Enroute - IFR
• Airport Location Directory
• Arrival - IFR
All pilots must be thoroughly familiar with and use the information in the AIM.
ADVISORY INFORMATION
NOTAMS (Notices to Airmen) are documents that have information of a time-critical nature that would
affect a pilot’s decision to make a flight; for example, a closed airport, terminal radar out of service, or
enroute navigational aids out of service.
FAA ADVISORY CIRCULARS

The FAA issues Advisory Circulars to inform the aviation public in a systematic way of non regulatory
material of interest. Advisory Circulars contain a wealth of information with which the prudent pilot
should be familiar.
A complete list of current FAA Advisory Circulars is published in AC 00-2, which lists Advisory Circulars
that are for sale, as well as those distributed free of charge by the FAA, and provides ordering
information.
Many Advisory Circulars which are for sale can be purchased locally in aviation bookstores or at FBO’s.
These documents are subject to periodic revision. Be certain the Advisory Circular you are using is the
latest revision available. Some of the Advisory Circulars of interest to pilots are:
00-6 (for sale) .........Aviation Weather

00-21 ......................Shoulder Harness
00-24 ......................Thunderstorms
00-30 ......................Rules of Thumb for Avoiding or Minimizing Encounters with Clear Air Turbulence
00-45 (for sale) .......Aviation Weather Service
00-46 ......................Aviation Safety Reporting Program
00-50 ......................Low Level Windshear
20-32 ......................Carbon Monoxide (CO) Contamination in Aircraft - Detection and Prevention

20-35 ..................... Tie-Down Sense
20-43 ..................... Aircraft Fuel Control
20-93 ..................... Flutter Due to Ice or Foreign Substance on or in Aircraft Control Surfaces
20-105 ................... Engine Power-Loss Accident Prevention
21-4 ....................... Special Flight Permits for Operation of Overweight Aircraft
43-5 ....................... Airworthiness Directives for General Aviation Aircraft
43-9 ....................... Maintenance Records: General Aviation Aircraft
43-12 ..................... Preventive Maintenance
60-4 ....................... Pilot’s Spatial Disorientation
60-6 ....................... Airplane Flight Manuals (AFM), Approved Manual Materials, Markings and
Placards - Airplanes.
60-13 ..................... The Accident Prevention Counsellor Program
61-21 (for sale) ...... Flight Training Handbook
61-23 (for sale) ...... Pilot’s Handbook of Aeronautical Knowledge
61-27 (for sale) ...... Instrument Flying Handbook
61-67 ..................... Hazards Associated with Spins in Airplanes Prohibited from Intentional Spinning
61-84 ..................... Role of Preflight Preparation
67-2 (for sale) ........ Medical Handbook for Pilots
90-23 ..................... Wake Turbulence
90-42 ..................... Traffic Advisory Practices at Nontower Airports
90-48 ..................... Pilot’s Role in Collision Avoidance
90-66 ..................... Recommended Standard Traffic Patterns for Airplane Operations at Uncontrolled
Airports.
90-85 ..................... Severe Weather Avoidance Plan (SWAP)
91-6 ....................... Water, Slush and Snow On the Runway
91-8 ....................... Use of Oxygen by General Aviation Pilots/Passengers
91-11-1 .................. Guide to Drug Hazards in Aviation Medicine
91-13 ..................... Cold Weather Operation of Aircraft
91-15 (for sale) ...... Terrain Flying
91-23 (for sale) ...... Pilot’s Weight and Balance Handbook
91-25 ..................... Loss of Visual Cues During Low Visibility Landings
91-35 ..................... Noise, Hearing Damage and Fatigue in General Aviation Pilots
91-43 ..................... Unreliable Airspeed Indications
91-46 ..................... Gyroscopic Instruments - Good Operating Practices
91-50 ..................... Importance of Transponder Operations and Altitude Reporting
91-51 ..................... Airplane De-ice and Anti-ice Systems
103-4 ..................... Hazards Associated with Sublimation of Solid Carbon Dioxide (Dry Ice) Aboard
Aircraft.
210-5A ................... Military Flying Activities
FAA GENERAL AVIATION NEWS
FAA General Aviation News is published by the FAA in the interest of flight safety. The magazine is
designed to promote safety in the air by calling the attention of general aviation airmen to current
technical, regulatory and procedural matters affecting the safe operation of airplanes. FAA General
Aviation News is sold on subscription by the Superintendent of Documents, Government Printing Office,
Washington D.C. 20402.
FAA ACCIDENT PREVENTION PROGRAM

The FAA assigns accident prevention specialists to each Flight Standards and General Aviation District
Office to organize accident prevention program activities. In addition, there are over 3,000 volunteer
aviators serving as accident prevention counsellors, sharing their technical expertise and professional
knowledge with the general aviation community. The FAA conducts seminars and workshops, and
distributes invaluable safety information under this program.
Usually the airport manager, the FAA Flight Service Station (FSS), or Fixed Base Operator (FBO), will
have a list of accident prevention counsellors and their phone numbers available. All Flight Standards
and General Aviation District Offices have a list of the counsellors serving the District.
ADDITIONAL INFORMATION
The National Transportation Safety Board and the Federal Aviation Administration periodically issue, in
greater detail, general aviation pamphlets concerning aviation safety. FAA Regional Offices also publish
material under the FAA General Aviation Accident Prevention Program. These can be obtained at FAA
Offices, Weather Stations, Flight Service Stations or Airport Facilities.
Some of these are titled:
• 12 Golden Rules for Pilots
• Weather or Not
• Disorientation
• Plane Sense
• Weather Info Guide for Pilots
• Wake Turbulence
• Don’t Trust to Luck, Trust to Safety
• Rain, Fog, Snow
• Thunderstorm - TRW
• Icing
• Pilot’s Weather Briefing Guide
• Thunderstorms Don’t Flirt ... Skirt ’em
• IFR-VFR - Either Way Disorientation Can Be Fatal
• IFR Pilot Exam-O-Grams

• VFR Pilot Exam-O-Grams
• Impossible Turn
• Windshear
• Estimating Inflight Visibility
• Is the Aircraft Ready for Flight
• Tips on Mountain Flying
• Tips on Desert Flying
• Always Leave Yourself an Out
• Some Hard Facts About Soft Landings
• Weight and Balance, An Important Safety Consideration for Pilots
GENERAL INFORMATION ON SPECIFIC TOPICS

MAINTENANCE
Safety of flight begins with a well maintained airplane. Make it a habit to keep your airplane and all of
its equipment in airworthy condition. Keep a "Squawk List" on board and see that all discrepancies,
however minor, are noted and properly repaired.
Schedule your maintenance regularly, and have your airplane serviced by a reputable organization. Be
suspicious of bargain prices for maintenance, repair and inspections.
If repairs or modifications are made to the flight control system, make sure the control surfaces are
properly balanced and the controls can be moved freely from the cockpit through their designed range
of travel.
It is the responsibility of the owner and the operator to make sure the airplane is maintained in an
airworthy condition and that proper maintenance records are kept. Use only genuine Raytheon Aircraft
Company approved parts obtained from Raytheon Aircraft Company approved sources, in conjunction
with the maintenance and repair of Raytheon airplanes.
Genuine Raytheon Aircraft Company parts are produced and inspected under rigorous procedures to
make sure of airworthiness and suitability for use in Raytheon airplane applications. Parts purchased
from sources other than Raytheon Aircraft Company, even though outwardly identical in appearance,
may not have had the required tests and inspections performed, may be different in fabrication
techniques and materials, and may be dangerous when installed in an airplane.
Salvaged airplane parts, reworked parts obtained from non-Raytheon Aircraft Company approved
sources or parts, components, or structural assemblies, the service history of which is unknown or
cannot be authenticated, may have been subjected to unacceptable stresses or temperatures or have
other hidden damage not discernible through routine visual or usual non destructive testing techniques.
This may render the part, component or structural assembly, even though originally manufactured by
Raytheon Aircraft Company, unsuitable and unsafe for airplane use.
Raytheon Aircraft Company expressly disclaims any responsibility for malfunctions, failures, damage or
injury caused by use of non-Raytheon Aircraft Company parts.

Airplanes operated for Air Taxi or other than normal operation, and airplanes operated in humid tropics,
or cold and damp climates, etc., may need more frequent inspections for wear, corrosion and/or lack of
lubrication. In these areas, periodic inspections should be performed until the operator can establish
inspection periods based on experience (FAA Approval required).
NOTE: The required periods do not constitute a guarantee that the item will reach the period without
malfunction, as the aforementioned factors cannot be controlled by the manufacturer.
Corrosion and its effects must be treated at the earliest possible opportunity. A clean, dry surface is
virtually immune to corrosion. Make sure that all drain holes remain unobstructed. Protective films and
sealants help to keep corrosive agents from contacting metallic surfaces. Corrosion inspections should
be made most frequently under high-corrosion-risk operating conditions, such as in areas of excessive
airborne salt concentrations (e.g., near the sea) and in high-humidity areas (e.g., tropical regions).
If you have purchased a used airplane, have your mechanic inspect the airplane registration records,
logbooks and maintenance records carefully. An unexplained period of time for which the airplane has
been out of service, or unexplained significant repairs may well indicate the airplane has been seriously
damaged in a prior accident. Have your mechanics inspect a used airplane carefully. Take the time to
make sure you really know what you are buying when you buy a used airplane.
HAZARDS OF UNAPPROVED MODIFICATIONS

Many airplane modifications are approved under Supplemental Type Certificates (STC’s). Before
installing an STC on your airplane, check to make sure the STC does not conflict with other STC’s that
have already been installed. Because approval of an STC is obtained by the individual STC holder
based upon modification of the original type design, it is possible for STC’s to interfere with each other
when both are installed. Never install an unapproved modification of any type, however innocent the
apparent modification may seem. Always obtain proper FAA approval.
Airplane owners and maintenance personnel are particularly cautioned not to make attachments to, or
otherwise modify, seats from original certification without approval from the FAA Engineering and
Manufacturing District Office having original certification responsibility for that make and model.
Any unapproved attachment or modification to seat structure may increase load factors and metal
stress which could cause failure of seat structure at a lesser "g" force than exhibited for original
certification. Examples of unauthorized attachments found are drilling holes in seat tubing to attach fire
extinguishers and drilling holes to attach approach plate book bins to seats.
FLIGHT PLANNING
14 CFR Part 91 requires that each pilot in command, before beginning a flight, familiarize himself with
all available information concerning that flight, and, for Transport Category airplanes, states take-off
weight, landing weight and field length limitations which must be observed.
Obtain a current and complete preflight briefing. This should consist of local, enroute and destination
weather and enroute navaid information. Enroute terrain and obstructions, alternate airports, airport
runways active, length of runways, and take-off and landing distances for the airplane for conditions
expected should be known.
The prudent pilot will review the planned enroute track and stations and make a list for quick reference.
If a flight is to be made VFR, it is strongly recommended to file a flight plan with a Flight Service Station.
Also, advise Flight Service Stations of changes or delays of one hour or more and remember to close
the flight plan at destination.

The pilot must be completely familiar with the performance of the airplane and performance data in the
Checklist and FAA Approved Airplane Flight Manual. The resultant effect of temperature and pressure
altitude must be taken into account in performance. An applicable FAA Approved Airplane Flight Manual
must be aboard the airplane at all times, including the weight and balance forms and equipment list.
PASSENGER SAFETY PROCEDURES GUIDES

Raytheon Aircraft Company has available, for your airplane, Passenger Safety Procedures Guides
which contain important information on the proper use of restraint systems, oxygen masks, emergency
exits and emergency bracing procedures. Passenger Safety Procedures Guides may be obtained from
TMDC. A pilot should not only be familiar with the information contained in these guides, but should,
prior to flight, always inform the passengers of the information contained therein. The pilot must orally
brief the passengers on the proper use of restraint systems, doors and emergency exits, and other
emergency procedures, as required by 14 CFR Part 91.
STOWAGE OF ARTICLES
Airplane seats are designed to absorb energy in a downward direction. In order to accomplish this
action, the space between the seat pan and the floor is utilized to provide space for seat displacement.
If hard, solid objects are stored beneath seats, the energy absorbing feature is lost and severe spinal
injuries can occur to occupants.
Prior to flight, pilots should assure that articles are not stowed beneath seats that would restrict seat
pan energy absorption or penetrate the seat in event of a high vertical velocity accident.
Ensure that cargo and baggage is stowed and properly secured with tie-down straps and cargo nets.
FLIGHT OPERATIONS
General
The pilot MUST be thoroughly familiar with all information published by the manufacturer concerning
the airplane, and is required by law to operate the airplane in accordance with the FAA Approved
Airplane Flight Manual and placards installed.
Preflight Inspection
In addition to maintenance inspections and preflight information required by 14 CFR Part 91, a
complete, careful preflight inspection is imperative. Each airplane has a checklist for the preflight
inspection which must be followed. USE THE CHECKLIST.
Weight and Balance

Maintaining center of gravity within the approved envelope throughout the planned flight is an important
safety consideration.
The airplane must be loaded so as not to exceed the weight and center of gravity (C.G.) limitations.
Airplanes that are loaded above the maximum take-off or landing weight limitations will have an overall
lower level of performance compared to that shown in the Performance section of the Pilot’s Operating
Manual and the FAA Approved Airplane Flight Manual. If loaded above maximum take-off weight, take-
off distance and the landing distance will be longer than that shown in the Performance section; the
stalling speed will be higher, rate of climb, cruising speed, and the range of the airplane at any level of
fuel will all be lower than shown in the Performance section.

If an airplane is loaded so that the C.G. is forward of the forward limit it will require additional control
movements for maneuvering the airplane with correspondingly higher control forces. The pilot may have
difficulty during take-off and landing because of the elevator control limits.
If an airplane is loaded aft of the aft C.G. limitation, the pilot will experience a lower level of stability.
Airplane characteristics that indicate a lower stability level are; lower control forces, difficulty in trimming
the airplane, lower control forces for maneuvering with attendant danger of structural overload, decayed
stall characteristics, and a lower level of lateral-directional damping.
Ensure all cargo and baggage is properly secured before take-off. A sudden shift in balance at rotation
can cause controllability problems.
Autopilot
In addition to ensuring compliance with the autopilot manufacturer’s maintenance requirements, all
owner/operators should thoroughly familiarize themselves with the operation, function and procedures
described in the Hawker 800XP Collins Pro Line 21 Avionics System Pilot’s Guide, P/N 523-0780409-
001117. Prior to flight, each pilot must command a full understanding of the methods of engagement
and disengagement of the autopilot system, particularily disengagement.
Test that all buttons, switches and circuit breakers function as described in the Pilot’s Guide. If they do
not function as described, have the system repaired by a qualified service agency. If field service advice
or assistance is necessary, contact Raytheon Aircraft Company, Customer Support Department.
The preflight check must be conducted before every flight. The preflight check assures not only that the
system and all of its features are operating properly, but also that the pilot, before flight, is familiar with
the proper means of engagement and disengagement of the autopilot.
The Pilot’s Guide cautions against trying to override the autopilot system during flight without
disengaging the autopilot because the autopilot will continue to trim the airplane and oppose the pilot’s
actions. This could result in a severe out-of-trim condition. This is a basic feature of all autopilots with
electric trim followup.
Do not try to manually override the autopilot during flight.
WARNING: IN CASE OF EMERGENCY, YOU CAN OVERPOWER THE AUTOPILOT TO

CORRECT THE ATTITUDE, BUT THE AUTOPILOT AND ELECTRIC TRIM MUST
THEN IMMEDIATELY BE DISENGAGED.
It is often difficult to distinguish an autopilot malfunction from an electric trim system malfunction.
The engagement of the autopilot must be done in accordance with the instructions and procedures
contained in the Pilot’s Guide.
Particular attention must be paid to the autopilot settings prior to engagement. If you attempt to engage
the autopilot when the airplane is out of trim, a large attitude change may occur.
IT IS ESSENTIAL THAT THE PROCEDURES SET FORTH IN THE PILOT’S GUIDE BE FOLLOWED
BEFORE ENGAGING THE AUTOPILOT.
Flutter
Flutter is a phenomenon that can occur when an aerodynamic surface begins vibrating. The energy to
sustain the vibration is derived from airflow over the surface. The amplitude of the vibration can (1)

decrease, if airspeed is reduced; (2) remain constant, if airspeed is held constant and no failures occur;
or (3) increase to the point of self-destruction, especially if airspeed is high and/or is allowed to increase.
Flutter can lead to an in-flight break up of the airplane.
Airplanes are designed so that flutter will not occur in the normal operating envelope of the airplane as
long as the airplane is properly maintained. In the case of any airplane, decreasing the damping and
stiffness of the structure or increasing the trailing edge weight of control surfaces will tend to cause
flutter. If a combination of these factors is sufficient, flutter can occur within the normal operating
envelope.
Owners and operators of airplanes have the primary responsibility for maintaining their airplanes. To
fulfill this responsibility, it is imperative that all airplanes receive a thorough preflight inspection.
Improper tension on the control cables or any other loose condition in the flight control system can also
cause or contribute to flutter.
Pilots should pay particular attention to control surface attachment hardware including tab pushrod
attachment during preflight inspection. Looseness of fixed surfaces or movement of control surfaces
other than in the normal direction of travel should be rectified before flight. Further, owners should also
take their airplanes to mechanics who have access to current technical publications and prior
experience in properly maintaining that make and model of airplane.
The owner should make certain that control cable tension inspections are performed as outlined in the
applicable Raytheon Aircraft Company Inspection Guide. Worn control surface attachment hardware
must be replaced. Any repainting or repair of a moveable control surface will require a verification of the
control surface balance before the airplane is returned to service. Control surface drain holes must be
open to prevent freezing of accumulated moisture, which could create an increased trailing-edge-heavy
control surface and flutter.
If an excessive vibration, particularly in the control column and rudder pedals, is encountered in flight,
this may be the onset of flutter and the procedure to follow is:
1. IMMEDIATELY REDUCE AIRSPEED (lower the landing gear if necessary).
2. RESTRAIN THE CONTROLS OF THE AIRPLANE UNTIL THE VIBRATION CEASES.
3. FLY AT THE REDUCED AIRSPEED AND LAND AT THE NEAREST SUITABLE AIRPORT.
4. HAVE THE AIRPLANE INSPECTED FOR AIRFRAME DAMAGE, CONTROL SURFACE

ATTACHING HARDWARE CONDITION/SECURITY, TRIM TAB FREE PLAY, PROPER CONTROL
CABLE TENSION, AND CONTROL SURFACE BALANCE BY ANOTHER MECHANIC WHO IS
FULLY QUALIFIED.
Turbulent Weather
A complete and current weather briefing is a requirement for a safe trip.
Updating of weather information enroute is also essential. The wise pilot knows that weather conditions
can change quickly and treats weather forecasting as professional advice, rather than an absolute fact.
He obtains all the advice possible, but stays alert to any sign or report of changing conditions.
Plan the flight to avoid areas of reported severe turbulence. It is not always possible to detect individual
storm areas or find the in-between clear areas.

The National Weather Service classifies turbulence as follows:
Class of Turbulence Effect

Aircraft is violently tossed about and is practically impossible to control.
Extreme
May cause structural damage.
Aircraft may be momentarily out of control. Occupants are thrown
Severe violently against the belts and back into the seat. Unsecured objects are
tossed about.
Occupants require seat belts and occasionally are thrown against the
Moderate
belt. Unsecured objects move about.
Occupants may be required to use seat belts, but objects in the aircraft
Light
remain at rest.
Thunderstorms, squall lines and violent turbulence should be regarded as extremely dangerous and
must be avoided. Hail and tornadic wind velocities can be encountered in thunderstorms that can
destroy any airplane, just as tornadoes destroy nearly everything in their path on the ground.
Thunderstorms also pose the possibility of a lightning strike on an airplane. Any structure or equipment
which shows evidence of a lightning strike, or of being subjected to a high current flow due to a strike,
or is a suspected part of a lightning strike path through the airplane should be thoroughly inspected and
any damage repaired prior to additional flight.
A roll cloud ahead of a squall line or thunderstorm is visible evidence of extreme turbulence; however,
the absence of a roll cloud should not be interpreted as denoting that severe turbulence is not present.
Even though flight in severe turbulence must be avoided, flight in turbulent air may be encountered
unexpectedly under certain conditions.
The following recommendations should be observed for airplane operation in turbulent air:
Flying through turbulent air presents two basic problems, the answer to both of which is proper
airspeed. On one hand, if you maintain an excessive airspeed, you run the risk of structural damage
or failure; on the other hand, if your airspeed is too low, the airplane may stall.
If turbulence is encountered, reduce speed to the turbulent air penetration speed or to the
maneuvering speed, which is listed in the LIMITATIONS section of the FAA Approved Airplane
Flight Manual. These speeds give the best assurance of avoiding excessive stress loads, and at
the same time provide the proper margin against inadvertent stalls due to gusts.
Beware of over controlling in an attempt to correct for changes in attitude; applying control pressure
abruptly will build up G-forces rapidly and could cause structural damage or even failure. You
should watch particularly your angle of bank, making turns as wide and shallow as possible. Be
equally cautious in applying forward or back pressure to keep the airplane level. Maintain straight
and level attitude in either up or down drafts. Use trim sparingly to avoid being grossly out of trim
as the vertical air columns change velocity and direction.
Windshear
More windshear information is provided in Section V, Sub-section 2 - ABNORMAL HANDLING.

Windshears are rapid, localized changes in wind direction, which can occur vertically as well as
horizontally. Windshear can be very dangerous to all airplanes, large and small, particularly on
approach to landing when airspeeds are slow.
A horizontal windshear is a sudden change in wind direction or speed that can, for example, transform
a headwind into a tailwind, producing a sudden decrease in indicated airspeed because of the inertia
of the airplane. A vertical windshear, is a sudden updraft or downdraft. Microbursts are intense, highly
localized severe downdrafts.
The prediction of windshears is far from an exact science. Monitor your airspeed carefully when flying
near storms, particularly on approach. BE MENTALLY PREPARED TO ADD POWER AND GO
AROUND AT THE FIRST INDICATION THAT A WINDSHEAR IS BEING ENCOUNTERED.
Flight In Icing Conditions

Every pilot should be intimately acquainted with the FAA Approved National Weather Service definitions
for ice intensity provided below:
Intensity Ice Accumulation

Ice becomes perceptible. Rate of accumulation slightly
greater than rate of sublimation. It is not hazardous even
Trace though deicing/anti-icing equipment is not utilized,
unless encountered for an extended period of time
(over 1 hour).
The rate of accumulation may create a problem if flight is
prolonged in this environment (over 1 hour). Occasional
Light use of deicing/anti-icing equipment removes/prevents
accumulation. It does not present a problem if the
deicing/anti-icing equipment is used.
The rate of accumulation is such that even short
Moderate encounters become potentially hazardous and use of
deicing/anti-icing equipment or diversion is necessary.
The rate of accumulation is such that deicing/anti-icing
Severe equipment fails to reduce or control the hazard.
Immediate diversion is necessary.
It is the pilot’s primary responsibility to understand limitations which restrict the use of the airplane in
icing conditions and the conditions which may exceed the systems capacity.
Pilots and airplane owners must carefully review the Pilot’s Operating Manual and FAA Approved
Airplane Flight Manual in order to ascertain the required operable equipment needed for flight in icing
conditions. In addition, they must ascertain from the same source the limits of approval or certification
of their airplane for flight in icing conditions, and plan the flight accordingly, if icing conditions are known
or forecast along the route.
Even airplanes fully equipped and certified for flight in the icing conditions described in Appendix C to
14 CFR Part 25 must avoid flights into those conditions defined by the National Weather Service as
“severe”. No airplane equipped with any combination of de-icing/anti-icing equipment can be expected
to cope with such conditions. As competent pilots know, there appears to be no predictable limits for the
severest weather conditions. For essentially the same reasons that airplanes, however designed or

equipped for IFR flight, cannot be flown safely into conditions such as thunderstorms, tornadoes,
hurricanes or other phenomena likely to produce severe turbulence, airplanes equipped for flight in icing
conditions cannot be expected to cope with “severe” icing conditions as defined by the National Weather
Service. The prudent pilot must remain alert to the possibility that icing conditions may become “severe”
and that his equipment will not cope with them. At the first indication that such condition may have been
encountered or may lie ahead, he should immediately react by selecting the most expeditious and safe
course for diversion.
Even though the pilot exercises normal precautions for operating in icing conditions, ice is still likely to
build up on unprotected areas, and may not be directly observable from the cockpit. Under some
atmospheric conditions, it may even build up aft of the de-iced areas despite the timely use of deice/
anti-ice procedures.
The effect of ice accumulation on any unprotected surface is aggravated by length of exposure to the
icing conditions. Ice buildup on unprotected surfaces will increase drag, add weight, reduce lift, and
generally, adversely affect the aerodynamic characteristics and performance of the airplane. It can
progress to the point where the airplane is no longer capable of flying.
Therefore, the pilot operating even a fully-equipped airplane in sustained icing conditions must remain
sensitive to any indication, such as observed ice accumulation, loss of airspeed, the need for increased
thrust, reduced rate of climb, or sluggish response, that ice is accumulating on unprotected surfaces.
Continued flight in these conditions is extremely hazardous, regardless of the performance of the de-
icing/anti-icing equipment.
Since flight in icing conditions is not an everyday occurrence, it is important that you maintain a proper
proficiency and awareness of the operating procedures necessary for safe operation of the airplane and
that the airplane is in a condition for safe operation.
Ensure moisture drains in the airplane structure are maintained open as specified in the Maintenance
Manual, so that moisture will not collect and cause freezing in the control cable area. Also control
surface tab hinges should be maintained and lubricated as specified in the Maintenance Manual.
In icing conditions the autopilot should be disengaged at an altitude sufficient to permit the pilot to gain
the feel of the airplane prior to landing. In no case should this be less than the minimum altitude
specified in the Airplane Flight Manual.
Observe the procedures and limitations set forth in the FAA Approved Airplane Flight Manual during
operation in icing conditions. Activate your deice and anti-icing systems before entering an area of
moisture where you are likely to go through a freezing level.

For any owner or pilot whose use pattern of an airplane exposes it to icing encounters, the following
references are required reading for safe flying:
• The airplane’s FAA Approved Airplane Flight Manual and Pilot’s Operating Manual, especially the
sections on Normal Procedures, Emergency Procedures, Abnormal Procedures, Systems
Description and Safety Information.
• FAA Advisory Circular 91-51 - Airplane Deice and Anti-ice Systems.
• Weather Flying by Robert N. Buck.
Finally, the most important ingredients to safe flight in icing conditions - regardless of the airplane or the
combination of de-icing/anti-icing equipment - are a complete and current weather briefing, sound pilot
judgement, close attention to the rate and type of ice accumulations, and the knowledge that “severe
icing” as defined by the National Weather Service is beyond the capability of modern airplanes and an
immediate diversion must be made.
It is the inexperienced or uneducated pilot who presses on “regardless” hoping that steadily worsening
conditions will improve, only to find himself flying an airplane which has become so loaded with ice that
he can no longer maintain altitude. At this point he has lost most, if not all, of his safety options, including
perhaps a 180° turn to return along the course already travelled.
The responsible and well-informed pilot recognizes the limitations of weather conditions, limitations of
the airplane and it’s systems and reacts promptly.
Weather Radar
Airborne weather avoidance radar is, as its name implies, for avoiding severe weather - not for
penetrating it.
Whether to fly into an area of radar echoes depends on echo intensity and shape, spacing between the
echoes and the capabilities of you and your airplane. Remember that weather radar detects only
precipitation drops. Except for the most advanced radar units, it does not detect turbulence. Therefore,
the radar scope provides no assurance of avoiding turbulence. The radar scope also does not provide
assurance of avoiding instrument weather from clouds and fog. Your scope may be clear between
intense echoes; this clear area does not necessarily mean you can fly between the storms and maintain
visual sighting of them.
Thunderstorms build and dissipate rapidly. Therefore, do not attempt to plan a course between echoes
using ground based radar. The best use of ground radar information is to isolate general areas and
coverage of echoes. You must avoid individual storms from in-flight observations either by visual
sighting or by airborne radar. It is better to avoid the whole thunderstorm area than to detour around
individual storms unless they are scattered.
Remember that while hail always gives a radar echo, it may fall several miles from the nearest visible
cloud and hazardous turbulence may extend to as much as 20 miles from the echo. The intensity of the
radar echo from hail varies with the size and nature of the hailstone. Avoid intense or extreme level
echoes by at least 20 miles; that is, such echoes should be separated by at least 40 miles before you
fly between them.
Above all, remember this: never regard any thunderstorm lightly. Even when radar observers report the
echoes are of light intensity, avoiding thunderstorms is the best policy. The following are some do’s and
don’ts of thunderstorm avoidance:

1. Don’t land or take off in the face of an approaching thunderstorm. Sudden gust front low level
turbulence could cause loss of control.
2. Don’t attempt to fly under a thunderstorm even if you can see through to the other side. Turbulence
and windshear under the storm could be disastrous.
3. Don’t fly without airborne radar into a cloud mass containing scattered embedded thunderstorms.
Embedded thunderstorms usually can not be visually circumnavigated.
4. Don’t trust visual appearance to be a reliable indicator of the turbulence inside a thunderstorm.
5. Do avoid by at least 20 miles any thunderstorm identified as severe or giving an intense radar echo.
This is especially true under the anvil of a large cumulonimbus.
6. Do circumnavigate the entire area if the area has 6/10 or greater thunderstorm coverage.
7. Do remember that vivid and frequent lightning indicates the probability of a severe thunderstorm.
8. Do regard as extremely hazardous any thunderstorm with tops 35,000 feet or higher, whether the
top is visually sighted or determined by radar.
If you cannot avoid penetrating a thunderstorm, the following are some do’s BEFORE entering the
storm:
1. Tighten your safety belt, put on your shoulder harness, and secure all loose objects and inform your
passengers.
2. Plan and hold your course to take you through the storm in minimum time.
3. To avoid the most critical icing, establish a penetration altitude below the freezing level or an altitude
where the OAT is -15° C or colder.
4. Verify that all heaters and anti-ice/deice systems are on. Icing can be rapid at any altitude and cause
almost instantaneous power failure and/or loss of airspeed indication.
Mountain Flying
Pilots flying in mountainous areas should inform themselves of all aspects of mountain flying, including
the effects of topographic features on weather conditions. Many good articles have been published, and
a synopsis of mountain flying operations is included in the FAA Aeronautical Information Manual, Part 1.
Avoid flight at low altitudes over mountainous terrain, particularly near the lee slopes. If the wind velocity
near the level of the ridge is in excess of 25 knots and approximately perpendicular to the ridge,
mountain wave conditions are likely over and near the lee slopes. If the wind velocity at the level of the
ridge exceeds 50 knots, a strong mountain wave is probable with extreme up and down drafts and
severe turbulence.
The worst turbulence will be encountered in and below the rotor zone, which is usually 8 to 10 miles
downwind from the ridge. This zone is sometimes characterized by the presence of "roll clouds" if
sufficient moisture is present. Altocumulus standing lenticular clouds are also visible signs that a
mountain wave exists, but their presence is likewise dependent on moisture.

Mountain wave turbulence can, of course, occur in dry air and the absence of such clouds should not
be taken as assurance that mountain wave turbulence will not be encountered. A mountain wave
downdraft may exceed the climb capability of your airplane. Avoid mountain wave downdrafts.
VFR At Night
When flying VFR at night, in addition to the altitude appropriate for the direction of flight, pilots should
maintain a safe minimum altitude as dictated by terrain, obstacles such as TV towers, or communities
in the area flown.
This is especially true in mountainous terrain, where there is usually very little ground reference.
Minimum clearance is 2000 feet above the highest obstacle en route. Do not depend on your ability to
see obstacles in time to miss them. Flight on dark nights over sparsely populated country can be the
same as IFR.
Vertigo - Disorientation
Disorientation can occur in a variety of ways. During flight, inner ear balancing mechanisms are
subjected to varied forces not normally experienced on the ground. This, combined with loss of outside
visual reference, can cause vertigo. False interpretations (illusions) result, and may confuse the pilot’s
conception of the attitude and position of the airplane.
Under VFR conditions, the visual sense, using the horizon as a reference, can override the illusions.
Under low visibility conditions (night, fog, clouds, haze, etc.) the illusions predominate. Only through
awareness of these illusions, and proficiency in instrument flight procedures, can an airplane be
operated safely in a low visibility environment.
Flying in fog, dense haze or dust, cloud banks, or very low visibility, with strobe lights or rotating beacons
turned on can contribute to vertigo. They should be turned off in these conditions, particularly at night.
Motion sickness often precedes or accompanies disorientation and may further jeopardize the flight.
Disorientation in low visibility conditions is not limited to VFR pilots. Although IFR pilots are trained to
look at their instruments to gain an artificial visual reference as a replacement for the loss of a visual
horizon, they do not always do so.
This can happen when the pilot’s physical condition will not permit concentration on the instruments;
when the pilot is not proficient in flying instrument conditions in the airplane being flown, or when the
pilot’s workload of flying by reference to the instruments is compounded by such factors as turbulence.
Even an instrument rated pilot encountering instrument conditions, intentional or unintentional, should
know whether or not they are sufficiently alert and proficient in the airplane being flown to fly under low
visibility conditions and in the turbulence anticipated or encountered.
All pilots should check the weather and use good judgement in planning flights. If any doubt exists, the
flight should not be made or it should be discontinued as soon as possible.
The result of vertigo is loss of control of the airplane. If the loss of control is sustained, it will result in an
excessive speed accident. Excessive speed accidents occur in one of two manners - either as an inflight
airframe separation or as a high speed ground impact. They are fatal accidents in either case. All
airplanes are subject to this form of accident.

Excessive speed accidents occur at airspeeds greatly in excess of two operating limitations which are
specified in the manuals (maximum maneuvering speed and the "red line" or maximum operating
speed). Such speed limits are set to protect the structure of an airplane. For example, flight controls are
designed to be used to their fullest extent only below the airplane’s maximum maneuvering speed. As
a result, the control surfaces should never be suddenly or fully deflected above maximum maneuvering
speed. Turbulence penetration should not be performed above that speed. The accidents we are
discussing here occur at airspeeds greatly in excess of these limitations. No airplane should ever be
flown beyond its FAA approved operating limitations.
Flight With One Engine Inoperative

Safe flight with one engine inoperative requires an understanding of the basic aerodynamics involved -
as well as proficiency in engine out procedures.
Loss of thrust from one engine affects both climb performance and controllability. Climb performance
depends on an excess of thrust over that required for level flight. Loss of thrust from one engine
obviously represents a 50% loss of thrust but, in virtually all twin-engine airplanes, climb performance
is reduced by at least 80%, Single-engine climb performance depends on four factors:
Airspeed Too little, or too much, will decrease climb performance

Drag Gear, flaps and airbrakes
Thrust Amount available in excess of that needed for level flight
Weight Passengers, baggage, and fuel load greatly affect climb performance
Loss of thrust on one engine creates yaw due to asymmetric thrust. Yaw forces must be balanced with
the rudder. In addition, yaw affects the lift distribution over the wing causing a roll towards the "dead"
engine. These roll forces may be balanced by banking slightly (up to 5°) into the operating engine. It is
desirable under these conditions to trim the airplane (roll axis) to allow the ailerons to remain neutral,
thus enhancing single-engine performance.
Airspeed is the key to safe single-engine operations. For most twin-engine airplanes the following
airspeeds have been established:
Symbol Description
VMCA Airspeed below which directional control cannot be maintained in the air.
Airspeed that will give the best single-engine rate-of climb (or the minimum
VYSE
descent rate).
VXSE Airspeed that will give the steepest angle-of-climb with one engine out.
Air Minimum Control Speed VMCA

VMCA is determined by FAA regulations as the minimum airspeed at which it is possible to recover
directional control of the airplane within 20° heading change, and thereafter maintain straight flight, with
not more than 5° of bank if one engine fails suddenly with:
• Take-off thrust on both engines
• Rearmost allowable center of gravity
• Flaps in take-off position

However, sudden engine failures rarely occur with all factors listed above, and therefore, the actual
VMCA under any particular situation may be a little slower than listed in the LIMITATIONS section of the
AFM. Most airplanes will not maintain level flight at speeds at or near VMCA.
Consequently, it is not advisable to fly at speeds approaching VMCA. Adhering to the practice of never
flying at or below the published VMCA speed for your airplane will virtually eliminate loss of directional
control as a problem in the event of an engine failure.
Basic Single Engine Procedures

Know and follow, to the letter, the single-engine emergency procedures specified in the FAA Approved
Airplane Flight Manual for your airplane. However, the basic fundamentals of all the procedures are as
follows:
1. Maintain airplane control and a safe airspeed at all times.

THIS IS CARDINAL RULE NUMBER ONE.
2. Secure the failed engine and related sub-systems.
The checklist should be used to make sure the inoperative engine is secured properly and that the
appropriate switches are placed in the correct position.
WARNING: BE SURE TO POSITIVELY IDENTIFY THE INOPERATIVE ("DEAD") ENGINE

BEFORE SECURING IT. REMEMBER: FIRST, IDENTIFY THE SUSPECTED
ENGINE (I.E., "DEAD FOOT MEANS DEAD ENGINE") SECOND, VERIFY WITH
CAUTIOUS THRUST LEVER MOVEMENT, THEN SECURE.
Engine Failure During Takeoff

If an engine fails before attaining V1, the only proper action is to discontinue the takeoff.
Stalls, Slow Flight and Training

The stall warning system must be kept operational at all times and must not be deactivated by
interruption of circuits, circuit breakers, or fuses. Compliance with this requirement is especially
important in all high performance multi-engine airplanes during engine-out practice or stall
demonstrations, because the stall speed is critical in all low speed operations of high-performance
airplanes.
The single-engine stall speed of a twin-engine airplane is generally slightly below the power off (engines
idle) stall speed, for a given weight condition. Single-engine stalls in multi-engine airplanes are not
recommended and should not be conducted by other than qualified engineering test pilots.
VMCA demonstrations should not be attempted when the altitude and temperature are such that the
engine-out minimum control speed is known, or discovered to be, close to the stalling speed. Loss of
directional or lateral control, just as a stall occurs, is potentially hazardous.
Spins
A major cause of fatal accidents in general aviation airplanes is a spin. Stall demonstrations and
practice are a means for a pilot to acquire the skills to recognize when a stall is about to occur and to
recover as soon as the first signs of a stall are evident. If a stall does not occur - A spin cannot occur.
It is important to remember however, that a stall can occur in any flight attitude, at any airspeed, if
controls are misused.

This airplane has not been tested for spin recovery characteristics and intentional spins are prohibited.
The pilot of an airplane placarded against intentional spins should assume that the airplane may
become uncontrollable in a spin, since its performance characteristics beyond certain limits specified in
the FAA regulations may not have been tested and are unknown. This is why airplanes are placarded
against intentional spins and this is why stall avoidance is your protection against an inadvertent spin.
Pilots are taught that intentional spins are entered by deliberately inducing a yawing moment with the
controls as the airplane is stalled. Inadvertent spins result from the same combination - stall plus yaw.
That is why it is important to use coordinated controls and to recover at the first indication of a stall when
practicing stalls.
In any twin engine airplane, fundamental aerodynamics dictate that if the airplane is allowed to become
fully stalled while one engine is providing thrust, the yawing moment which can induce a spin will be
present.
Consequently, it is important to immediately reduce power on the operating engine, lower the nose to
reduce the angle of attack, and increase the airspeed to recover from the stall. In any twin engine
airplane, if application of stall recovery controls is delayed, a rapid rolling and yawing motion may
develop, even against full aileron and rudder, resulting in the airplane becoming inverted during the
onset of a spinning motion.
Once the airplane has been permitted to progress beyond the stall and is allowed to reach the rapid
rolling and yawing condition, the pilot must then immediately initiate the generally accepted spin
recovery procedure for multi-engine airplanes, which is as follows:
• Immediately move the control column full forward.
• Apply full rudder opposite to the direction of the spin.
• Reduce power on both engines to idle.
These three actions should be done as near simultaneously as possible, then continue to hold this
control position until rotation stops, then neutralize all controls and execute a smooth pullout.
THE LONGER THE PILOT DELAYS BEFORE TAKING CORRECTIVE ACTION, THE MORE
DIFFICULT RECOVERY WILL BECOME.
Always remember that extra alertness and pilot techniques are required for slow flight maneuvers,
including the practice or demonstration of stalls or VMCA. In addition to the foregoing mandatory
procedure, always:
• Be certain that the center of gravity of the airplane is as far forward as possible. Forward C.G. aids
stall recovery, spin avoidance and spin recovery. An aft C.G. can create a tendency for a spin to
flatten out, which delays recovery.
• Conduct any maneuvers which could possibly result in a spin at altitudes in excess of 5,000 feet
above ground level in clear air only.
• Remember that an airplane, at or near traffic pattern and approach altitudes, cannot recover from
a spin, or perhaps even a stall, before impact with the ground. When descending to traffic altitude
and during pattern entry and all other flight operations, maintain speed at a comfortable margin
above the VREF for the existing flap condition. On final approach maintain at least the VREF
airspeed shown in the Airplane Flight Manual.
• Recognize that under some conditions of weight, density altitude, and airplane configuration, a twin
engine airplane cannot climb or accelerate on a single engine. Hence a single engine go-around
is impossible and the airplane is committed to a landing. Plan your approach accordingly.
• Remember that if a stall or spin occurs under instrument conditions, the pilot, without reference to
the horizon, is certain to become disoriented. The pilot may be unable to recognize a stall, spin
entry, or the spin condition and may be unable to determine even the direction of the rotation.
• Finally, never forget that stall avoidance is your best protection against an inadvertent spin.
MAINTAIN AIRSPEED.
Vortices - Wake Turbulence

Every airplane generates wakes of turbulence while in flight. Part of this is from the engine, and part
from the wing tip vortices. The larger and heavier the airplane, the more pronounced and turbulent the
wakes will be. Wing tip vortices from large, heavy airplanes are very severe at close range,
degenerating with time, wind and distance. These are rolling in nature, from each wing tip.
In tests, vortex velocities of 133 knots have been recorded. Encountering the rolling effect of wing tip
vortices within two minutes after passage of large airplanes is most hazardous to light airplanes. This
roll effect can exceed the maximum counter-roll obtainable in a light airplane.
The turbulent areas may remain for as long as three minutes or more, depending on wind conditions,
and may extend several miles behind the airplane. Plan to fly slightly above and to the windward side
of other airplanes. Because of the wide variety of conditions that can be encountered, there is no set
rule to follow to avoid wake turbulence in all situations.
However, the Aeronautical Information Manual, and to a greater extent Advisory Circular 90-23, Aircraft
Wake Turbulence, provide a thorough discussion of the factors you should be aware of when wake
turbulence may be encountered.
Takeoff and Landing Conditions

When taking off on runways covered with water or freezing slush, the landing gear should remain
extended for approximately ten seconds longer than normal, allowing the wheels to spin and dissipate
the freezing moisture. The landing gear should then be cycled up, then down, wait approximately five
seconds and then retracted again.
Caution must be exercised to make sure the entire operation is performed below Maximum Landing
Gear Operating Airspeed.
Use caution when landing on runways that are covered by water or slush which cause hydroplaning
(aquaplaning), a phenomenon that renders braking and steering ineffective because of the lack of
sufficient surface friction. Snow and ice covered runways are also hazardous. The pilot should also be
alert to the possibility of the brakes freezing.
Use caution when taking off or landing during gusty wind conditions. Also be aware of the special wind
conditions caused by buildings or other obstructions located near the runway in a crosswind pattern.

MEDICAL FACTS FOR PILOTS
General
When entering the airplane, the pilot becomes an integral part of the man-machine system and is just
as essential to a successful flight as the control surfaces. To ignore the pilot in preflight planning would
be as senseless as failing to inspect the integrity of the control surfaces or any other vital part of the
machine. The pilot has the responsibility for determining their own reliability prior to entering the
airplane for flight.
When piloting an airplane, an individual should be free of conditions which are harmful to alertness,
ability to make correct decisions, and rapid reaction time.
Fatigue
Fatigue generally slows reaction time and causes errors due to inattention. In addition to the most
common cause of fatigue, insufficient rest and loss of sleep, the pressures of business, financial
worries, and family problems can be important contributing factors. If you are tired, don’t fly.
Hypoxia
Hypoxia, in simple terms, is a lack of sufficient oxygen to keep the brain and other body tissues
functioning properly.
There is a wide individual variation in susceptibility to hypoxia. In addition to progressively insufficient

oxygen at higher altitudes, anything interfering with the blood’s ability to carry oxygen can contribute to
hypoxia (anemias, carbon monoxide, and certain drugs). Also, alcohol and various drugs decrease the
brain’s tolerance to hypoxia.
Your body has no built-in alarm system to let you know when you are not getting enough oxygen. It is
impossible to predict when or where hypoxia will occur during a given flight, or how it will manifest itself.
Some of the common symptoms of hypoxia are increased breathing rate, a light-headed or dizzy
sensation, tingling or warm sensation, sweating, reduced visual field, sleepiness, blue coloring of skin,
fingernails, and lips, and behavior changes. A particularly dangerous feature of hypoxia is an increased
sense of well-being called euphoria. It obscures a person’s ability and desire to be self-critical, slows
reaction time, and impairs thinking ability. Consequently, a hypoxic individual commonly believes things
are getting progressively better while nearing total collapse.
The symptoms are slow but progressive, insidious in onset, and are most marked at altitudes above
10,000 feet. Night vision, however, can be impaired starting at an altitude of 5000 feet. Persons who
have recently overindulged in alcohol, who are moderate to heavy smokers, or who take certain drugs,
may be more susceptible to hypoxia. Susceptibility may also vary in the same individual from day to day
or even morning to evening.
Depending upon altitude, a hypoxic individual requires more time to make decisions and perform useful
acts. If pressurization equipment fails, the pilot and passengers have only a certain amount of time to
get an oxygen mask on before they exceed their time of useful consciousness. The time of useful
consciousness is approximately 3-5 minutes at 25,000 feet of altitude for the average individual and
diminishes markedly as altitude increases. At 30,000 feet altitude, for example, the time of useful
consciousness is approximately 1-2 minutes. Therefore, in the event of depressurization, oxygen masks
should be used immediately.

Should symptoms occur that cannot definitely be identified as either hypoxia or hyperventilation, try
three or four deep breaths of oxygen. The symptoms should improve markedly if the condition was
hypoxia (recovery from hypoxia is rapid).
Pilots who fly to altitudes that require or may require the use of supplemental oxygen should be
thoroughly familiar with the operation of the airplane oxygen systems. A preflight inspection of the
system should be performed, including proper fit of the mask.
The passengers should be briefed on the proper use of their oxygen system before flight.
Pilots who wear beards should make sure their beard is carefully trimmed so that it will not interfere with
proper sealing of the oxygen masks. If you wear a beard or moustache, test the fit of your oxygen mask
on the ground for proper sealing. Studies conducted by the military and oxygen equipment
manufacturers conclude that oxygen masks do not seal over beards or heavy facial hair.
Federal Aviation Regulations related to the use of supplemental oxygen by flight crew and passengers
must be adhered to if flight to higher altitudes is to be accomplished safely. Passengers with significant
circulatory or lung disease may need to use supplemental oxygen at lower altitudes than specified by
these regulations.
Pilots of pressurized airplanes should receive physiological training with emphasis on hypoxia and the
use of oxygen and oxygen systems. Pilots of airplanes with pressure demand oxygen systems should
undergo training, experience altitude chamber decompression, and be familiar with pressure breathing
before flying at high altitude. This training is available throughout the United States at nominal cost.
Information regarding this training may be obtained by request from the Chief, Civil Aeromedical
Institute, Attention: Aeromedical Education Branch, AAC-140, Mike Monroney Aeronautical Center,
P. O. Box 25082, Oklahoma City, Oklahoma 73125.
Hyperventilation
Hyperventilation, or overbreathing, is a disturbance of respiration that may occur in individuals as a
result of emotional tension or anxiety. Under conditions of emotional stress, fright, or pain, breathing
rate may increase, causing increased lung ventilation, although the carbon dioxide output of the body
cells does not increase.
As a result, carbon dioxide is "washed out" of the blood. The most common symptoms of
hyperventilation are: dizziness, nausea, sleepiness, and finally, unconsciousness. If the symptoms
persist, discontinue use of oxygen and consciously slow your breathing rate until symptoms clear, and
then resume normal breathing rate. Normal breathing can be aided by talking aloud.

Alcohol
Common sense and scientific evidence dictate that you must not fly as a crew member while under the
influence of alcohol. Alcohol, even in small amounts, produces (among other things):
• A dulling of critical judgement.
• A decreased sense of responsibility.
• Diminished skill reactions and coordination.
• Decreased speed and strength of muscular reflexes (even after one ounce of alcohol).
• Decreases in efficiency of eye movements during reading (after one ounce of alcohol).
• Increased frequency of errors (after one ounce of alcohol).
• Constriction of visual fields.
• Decreased ability to see under dim illuminations.
• Loss of efficiency of sense of touch.
• Decrease of memory and reasoning ability.
• Increased susceptibility to fatigue and decreased attention span.
• Decreased relevance of response.
• Increased self confidence with decreased insight into immediate capabilities.
Tests have shown that pilots commit major errors of judgment and procedure at blood alcohol levels
substantially less than the minimum legal levels of intoxication for most states. These tests further show
a continuation of impairment from alcohol up to as many as 14 hours after consumption, with no
appreciable diminution of impairment.
The body metabolizes ingested alcohol at a rate of about one-third of an ounce per hour. Even after the
body completely destroys a moderate amount of alcohol, a pilot can still be severely impaired for many
hours by hangover. The effects of alcohol on the body are magnified at altitudes, as 2 oz. of alcohol at
18,000 feet produce the same adverse effects as 6 oz. at sea level.
Federal Aviation Regulations have been amended to reflect the FAA’s growing concern with the effects
of alcohol impairment. 14 CFR 91 states:
Alcohol or Drugs
(a) No person may act or attempt to act as a crewmember of a civil aircraft:
1. Within 8 hours after the consumption of any alcoholic beverage.
2. While under the influence of alcohol.
3. While using any drug that affects the person’s faculties in any way contrary to safety.
4. While having .04 percent by weight or more alcohol in the blood.

(b) Except in an emergency, no pilot of a civil aircraft may allow a person who appears to be intoxicated
or who demonstrates by manner or physical indications that the individual is under the influence of
drugs (except a medical patient under proper care) to be carried in that aircraft.
Because of the slow destruction of alcohol by the body, a pilot may still be under influence eight hours
after drinking a moderate amount of alcohol. Therefore, an excellent rule is to allow at least 12 to 24
hours between "bottle and throttle," depending on the amount of alcoholic beverage consumed.
Drugs
Self-medication or taking medicine in any form when you are flying can be extremely hazardous. Even
simple home or over-the-counter remedies and drugs such as aspirin, antihistamines, cold tablets,
cough mixtures, laxatives, tranquillizers, and appetite suppressors, may seriously impair the judgment
and coordination needed while flying.
The safest rule is to take no medicine before or while flying, except after consultation with your Aviation
Medical Examiner.
Scuba Diving
Flying shortly after any prolonged scuba diving could be dangerous. Under the increased pressure of
the water, excess nitrogen is absorbed into your system. If sufficient time has not elapsed prior to take-
off for your system to rid itself of this excess gas, you may experience the bends at altitudes even under
10,000 feet.
Carbon Monoxide and Night Vision

The presence of carbon monoxide results in hypoxia which will affect night vision in the same manner
and extent as hypoxia from high altitudes. Even small levels of carbon monoxide have the same effect
as an altitude increase of 8000 to 10,000 feet. Smoking several cigarettes can result in a carbon
monoxide saturation sufficient to affect visual sensitivity equal to an increase of 8000 feet altitude.
Decompression Sickness
Pilots flying unpressurized airplanes at altitudes in excess of 10,000 feet should be alert for the
symptoms of “decompression sickness”. This phenomenon, while rare, can impair the pilot’s ability to
perform and in extreme cases, can result in the victim being rendered unconscious.
Decompression sickness, also known as dysbarism and aviator’s “bends”, is caused by nitrogen bubble
formation in body tissue as the ambient air pressure is reduced by climbing to higher altitudes. The
symptoms are pain in the joints, abdominal cramps, burning sensations in the skin, visual impairment
and numbness. Some of these symptoms are similar to hypoxia. The only known remedy for
decompression sickness is recompression, which can only be accomplished in an unpressurized
airplane by descending.
The pilot should immediately descend if it is suspected that this condition exists, since the effects will
only worsen with continued exposure to the reduced pressure environment at altitude and could result,
if uncorrected, in complete incapacitation. The possibility of decompression sickness can be greatly
reduced by pre-breathing oxygen prior to flight and by commencing oxygen breathing well below the
altitudes where it is legally mandatory.

A FINAL WORD
Airplanes are truly remarkable machines. They enable us to shrink distance and time, and to expand
our business and personal horizons in ways that, not too many years ago, were virtually inconceivable.
For many businesses, the general aviation airplane has become the indispensable tool of efficiency.
Advances in the mechanical reliability of the airplanes we fly have been equally impressive, as attested
by the steadily declining statistics of accidents attributed to mechanical causes, at a time when the
airframe, systems and power plants have grown infinitely more complex. The explosion in capability of
avionics systems is even more remarkable. Radar, FMS, GPS, sophisticated autopilots, EFIS and other
devices which, just a few years ago, were too large and prohibitively expensive for general aviation size
airplanes, are becoming increasingly commonplace in even the smallest airplanes.
Therefore, this Safety Information is directed to the pilot, for it is in the area of the skill and proficiency
of you, the pilot, that the greatest gains in safe flying are to be made over the years to come. Intimate
knowledge of your airplane, its capabilities and its limitations, and disciplined adherence to the
procedures for your airplane’s operation, will allow you to transform potential tragedy into an interesting
hangar story when - as it inevitably will - the abnormal situation is presented.
Know your airplane’s limitations, and your own. Never exceed either.
Safe Flying,
Raytheon Aircraft Company.

Hawker 800XP
Pilot's Operating Manual

Supplement Pack
The supplements contained in this supplement pack may not have been approved yet by foreign regulatory agencies. To determine
approval status, view our web page at http://pubs.hawkerbeechcraft.com and perform a search for the supplement part
number. Any information pending foreign regulatory agency approval will be listed in the description.
Raytheon Aircraft Company, which has been renamed Hawker Beechcraft Corporation, is now owned by Hawker Beechcraft, Inc.
Neither Hawker Beechcraft, Inc. nor Hawker Beechcraft Corporation are affiliated any longer with Raytheon Company. Any
Raytheon marks contained in this document are owned by Raytheon Company and are employed pursuant to a limited license
granted by Raytheon Company.
140-590032-0007 Supplement Pack

LOG OF SUPPLEMENTS

P/N 140-590032-0007
August 2, 2006
for
Supplements, or supplement revisions, incorporated into this manual which have not been approved by
Raytheon Aircraft Company, must be recorded on a separate Log of Supplements.
Supplement Title Rev Date

Part Number No.
140-590032-0041 AIRPLANES EQUIPPED WITH A TWO CHANNEL Nov 15
0
STALL WARNING & IDENTIFICATION SYSTEM. 2004
140-590032-0057 AIRPLANES NOT EQUIPPED WITH A STANDBY July 15
1
INVERTER. 2005
140-590032-0065 AIRPLANES EQUIPPED WITH INTEGRATED
Aug 02
FLIGHT INFORMATION SYSTEM (IFIS-5000) and 0
2006
Pro Line 21 RADIOS.
43-8027-005 HONEYWELL N1 DIGITAL ELECTRONIC ENGINE Sep 26
IR
CONTROL (N1 DEEC). 2003
NOTE: Supplements applicable to equipment other than that installed may, at the discretion of the
owner/operator, be removed from the manual.
* Supplements marked with an asterisk will not be supplied with Pilot’s Operating Manuals
due to their limited applicability. If a document is required for your airplane, please order it
through normal channels.
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PILOT’S OPERATING MANUAL

Applicable to Airplane Serials 258541, 258556, 258567 and After

Copyright © 2012 Hawker Beechcraft Corporation. All rights reserved.

Hawker Beechcraft Corporation

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SECTION & PAGES DESCRIPTION

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Section IV - FLIGHT PLANNING DATA

Airplane Serial Nos. 258541, 258556, 258567 and After

SECTION & PAGE DESCRIPTION

Logo Page New Logo page for Revision A2.

List of Effective Pages Updated for Revision A2.

Page 9 Added a period after (Figure 2).

Page 10 Changed terms of "CAPTAIN and FIRST

Section III - SYSTEMS DESCRIPTION

Page 1 Added PITOT-STATIC SYSTEM.

Page 2 Updated company header (no technical change).

SECTION & PAGE (Continued) DESCRIPTION (Continued)

Page 2-19 Moved Figure 4 title above footer line.

Page 2-20 Updated company header (no technical change).

Page 2-35 Added anti-icing information.

Page 2-36 Updated company header (no technical change).

Page 3-1 Added REFUEL/DEFUEL CONTROL and

Page 3-2 Updated company header (no technical change).

Page 3-3 Added (if installed) to ventral tank information.

Page 3-4 Updated company header (no technical change).

Page 3-5 Changed wording of "Legend" to read "Key".

Page 3-6 Updated company header (no technical change).

Page 3-7 Updated company header (no technical change).

Page 3-8 Added REFUEL/DEFUEL CONTROLS and