Beechjet 400A: Cockpit Reference Handbook

Beechjet 400A
Cockpit Reference Handbook
January 2013
Revision 1
Notice: This Beechjet 400A Cockpit Reference Handbook is to be used
for aircraft familiarization and training purposes only. It is not to be used
as, nor considered a substitute for, the manufacturer’s Pilot or
Maintenance Manuals.
SimuFlite
Copyright © 2013, CAE SimuFlite, Inc.

All rights reserved.
Beechjet aircraft materials used in this publication

have been reproduced with permission of
Raytheon Aircraft Corporation.
Printed in the United States of America.

Introduction
Welcome to CAE SimuFlite!
Our goal is a basic one: to enhance your safety, proficiency

and professionalism within the aviation community. All of us
at CAE SimuFlite know that the success of our company
depends upon our commitment to your needs. We strive for
excellence by focusing on our service to you.
We urge you to participate actively in all training activities.

Through your involvement, interaction, and practice, the full
value of your training will be transferred to the operational
environment. As you apply the techniques presented
through CAE SimuFlite training, they will become “second
nature” to you.
Thank you for choosing CAE SimuFlite. We recognize that

you have a choice of training sources. We trust you will find
us committed to providing responsive, service-oriented
training of the highest quality.
Our best wishes are with you for a most successful and
rewarding training experience.
The Staff of CAE SimuFlite
Beechjet 400A Developed for Training Purposes 1-1

September 2001
CAE SimuFlite
1-2 Developed for Training Purposes Beechjet 400A

September 2001
Introduction
Introduction
CAE SimuFlite created this reference handbook for cockpit use.
It is an abbreviated version of the CAE SimuFlite Technical
Manual and includes international flight planning information.
Please refer to the front of each chapter for a table of contents.
The Procedures chapter contains four elements: Preflight
Inspection, Expanded Normal Procedures, a sample Standard
Operating Procedure (SOP), and Maneuvers.
The Limitations chapter contains general, operational, and air-

craft systems limitations.
The alphabetically arranged Systems chapter includes text for

particular systems and relevant color schematics.
The Flight Planning chapter includes maximum allowable
takeoff and landing weight flow charts and a sample loading
schedule. International flight planning information includes a
checklist, a glossary of frequently used international flight oper-
ation terms, and sample flight plan forms (ICAO and FAA) with
completion instructions.
The Servicing chapter contains servicing specifications and
checklists for fueling, defueling, and other servicing procedures.
The Emergency Information chapter provides basic first aid

instructions.
Information in the Conversion Tables chapter may facilitate

your flight planning and servicing computations.

September 2001
CAE SimuFlite

September 2001
Operating Procedures
This section presents four individual elements of flight
operations: Preflight Inspection, Expanded Normal
Procedures, a sample Standard Operating Procedure
(SOP), and Maneuvers. Although these procedures are
addressed individually, their smooth integration is critical
to ensuring safe, efficient operations.
The Preflight Inspection chapter contains an abbreviated

checklist for the exterior inspection as well as preflight cockpit
and cabin checks.
The Expanded Normal Procedures chapter presents

checklists for normal phases of flight. Each item, when
appropriate, is expanded to include cautions, warnings,
and light indications.
The Standard Operating Procedures chapter details Pilot

Flying/Pilot Not Flying callouts and verbal or physical responses.
The Maneuvers chapter contains pictorial representations of

specific maneuvers.

September 2001
CAE SimuFlite

September 2001
Preflight Inspection
Table of Contents
Checklist Usage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-3
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-5
Cockpit Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-6
Cabin Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-9
Cabin Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-10
Left Nose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-11

Right Nose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-12
Right Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-13
Right Nacelle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-15

Empennage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-16
Aft Baggage Compartment . . . . . . . . . . . . . . . . . . . . . . . 2A-17
Left Nacelle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-18
Left Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-19
Beechjet 400A Developed for Training Purposes 2A-1

September 2001
CAE SimuFlite
2A-2 Developed for Training Purposes Beechjet 400A

September 2001
Checklist Usage
Tasks are executed in one of two ways:

as a sequence that uses the layout of the cockpit controls
and indicators as cues (i.e., "flow pattern")
 as a sequence of tasks organized by event rather than panel
location (e.g., After Takeoff; Landing Gear – UP, Flaps –
UP).
Placing items in a flow pattern or series provides organization
and serves as a memory aid.
A challenge-response review of the checklist follows execution
of the tasks; the pilot not flying (PNF) calls the item, and the
appropriate pilot responds by verifying its condition (e.g., "Cowl
Anti-Ice" [challenge] – "ON" [response]).
Two elements are inherent in the execution of normal
procedures:
 use of either the cockpit layout or event cues to prompt the
correct switch and/or control positions
 use of normal checklists as "done" lists.

September 2001
CAE SimuFlite
Cockpit Flow Pattern
B4CRH-PF002i

September 2001
General
Carry out a normal preflight inspection. During inspection,
make a general check for security, condition, and cleanliness of
the airplane and components. Check particularly for damage,
condition of tires, flight controls, fuel, oil, hydraulic fluid leak-
age, security of access panels, and blockage of ventilation
inlets and drain ports. Ensure all ground safety pins, control
locks, covers, tie-downs, and chocks are removed and stowed.
Before starting the exterior inspection, obtain the following:
 flashlight
 standard screwdriver
 step stool
 sump drain wrench
 container for fuel drain disposal.
All Surfaces . . . . . . . . . . . . . FREE FROM SNOW/ICE/FROST
Protective Covers/Plugs . . . . . . . . . . . . . . . . REMOVE/STOW
Remove safety covers from the engines, static ports, pitot
probes.
All Intakes/Exhausts. . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Fasteners/Panels. . . . . . . . . . . . . . . . . . . . . . . . . ALL SECURE
Verify that all fasteners and panels are secure. Remove
keys from locks.
General Condition . . . . . . . . . . . . . . . . . . . . . . . UNDAMAGED
NOTE: If night flight anticipated, check actual operation of

all lights.

March 2002
CAE SimuFlite
Preflight Inspection Cockpit Inspection

Walkaround Path Manuals/Documents . . . . . . . . . . . . . . . . . . . . . . . . . ABOARD
Ensure the following documents are on board and properly
displayed, if required:
 Airplane Flight Manual

Crew Manuals
 Weight and Balance Manual
C  Airworthiness Certificate
B

registration certificate
A  radio license (for international flight only)
Parking Brake . . . . . . . . . . . . . .SET OR WHEELS CHOCKED
Control Lock . . . . . . . . . . . . . . . . . . . . . . REMOVE AND STOW
I D
Remove and stow the control lock.
Gear Handle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
E Ensure that the gear handle is in the down position.
H Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CUTOFF
Ensure that both thrust levers are in the fuel cutoff position.
G
F Engine Start Select Switch . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Oxygen/Nitrogen Pressure. . . . . . . . . . . . . . . . . . . . . . .CHECK
Oxygen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL ON
Ensure the oxygen gage reads 1,850 PSIG. If the indication
is low, recharge the system to 1,850 PSIG. Ensure the nitro-
gen gage reads between 1,350 to 1,600 PSIG. If the indica-
tion is low, recharge the system to 1,600 PSIG.
NOTE: On aircraft RK-1 thru RK-99, ensure the nitrogen

gage reads between 1,350 and 1,500 PSIG. If the indica-
tion is low, recharge the system to 1,500 PSIG.
B4CRH-PF001i

March 2002
Microphones and Headsets . . . . . . . . . . . . . . . . . . . . ABOARD

Ensure that the micriphone and head phone are on board
and in good working condition.
Flashlight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ABOARD
Check that the flashlight operates correctly and then stow
appropriately.
Fire Extinguishers . . . . . . . . . . . . . . . . . . . . . . . . . . SERVICED
Verify the portable fire extinguishers are charged and
stowed.
Smoke Goggles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ABOARD
Check the condition of the smoke goggles and ensure they
are properly stowed.
Oxygen Masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Check the condition and fit of the oxygen masks. Ensure
they are correctly stowed.
Cockpit Windows . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Turn the battery ON and ensure that the voltage is a mini-
mum of 22 volts.
Fire Extinguisher Switches . . . . . . . . . . . . . . . . . . . . . .CHECK
Ensure the fire extinguisher switches are off and the indica-
tiors are clear.
Landing Gear Indication. . . . . . . . . . . . . . . . . . . . . . . . .CHECK
The three green gear down-and-locked annunciators should
be illuminated.
Fuel Quantity and Balance . . . . . . . . . . . . . . . . . . . . . .CHECK
Trims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set all trims as required.

September 2001
CAE SimuFlite
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Ensure all circuit breakers are set as required for takeoff.
Entry Door/Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Close the entry door and verify the door latches are secure.
Check that the door warning light in the cockpit is extin-
guished.
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

September 2001
Cabin Inspection
Pins, Plugs, and Covers . . . . . . . . . . . . . . . . . . . . . . . . .STOW
Ensure the nose gear pin, pitot and static covers, and other
external plugs are on board and stowed.
First Aid Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Check that the kit is sealed and stowed. If the kit is not
sealed, check that it contains all required materials.
Cabin Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Check that the windows are secure and in good condition.
The windows should be clean and free from cracks and
crazing.
Cabin Fire Extinguisher . . . . . . . . . . . . . . . . . . . . . . SERVICED
Verify the cabin fire extinguisher is charged and stowed.
Emergency Exit . . . . . . . . . . . . . . . . . . .CLEAR AND SECURE
Ensure the emergency exit is closed and lock pin is
removed and stowed. Make sure the emergency exit is clear
of any obstructions.
Safety Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Check that the life jackets are in good condition and stowed
appropriately.
Passenger Seats and Tables . . . . . . . . . . . . . . . . . CONDITION
Ensure all seats and tables are in good condition and
secure. All seats should be upright: swivel seats should be
locked facing forward or aft. Stow all retractable tables.
Galley (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Confirm that the galley is stocked and that all equipment is
in good repair.

September 2001
CAE SimuFlite
Carry-On Baggage Compartment (if installed) . . . . . INSPECT

Inspect the baggage compartment for cleanliness. Secure
all loose articles.
Toilet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONFIRM
Make sure the toilet has been serviced.
A Cabin Door
Cabin Entry Door Seal/Frame . . . . . . . . . . . . . . . . CONDITION
Inspect the door seal for cuts or abrasions. A damaged door
seal can cause pressurization loss. Check for general condi-
tion of the door frame for damage and foreign objects. A
damaged door frame or a foreign object will prevent normal
door seal operation.
Exterior Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOWED

September 2001
B Left Nose
Static Ports (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Verify the upper and lower static ports are clear and
undamaged.
Angle-of-Attack Transmitter . . . . . . . . . . . . . CLEAR, ROTATES
Remove the probe cover and retain for later stowage.
Ensure the probe is undamaged and moves freely.
Windshield Wiper (if installed) . . . . . . . . . . . . . . . . CONDITION
SECURE
Ice Detector (if installed) . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Avionics Compartment Door . . . . . . . . . . . . . . . . . . . SECURE
Pitot and Static Drain Ports (2). . . . . . . . . . . . . . . . . . .CLOSED
Nose Gear, Doors, Tire, Torque Link . . . . . . . . . . . CONDITION
SECURE
Check the nose gear, doors and torque link for damage and
alignment. Examine the nosewheel tire and tread for signs
of damage or excessive wear. Check for correct tire pres-
sure (120 ±5 PSI). Service tire with nitrogen only.
Cabin Air Discharge Duct . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Landing Light Door . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
Check landing light for security and signs of a burnt out bulb.
For night flight, verify operation.
Pitot Mast. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Verify the pitot probe is is clear, secure and undamaged.

September 2001
CAE SimuFlite
C Right Nose
Pitot Mast. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Remove the pitot probe cover and retain for later stowage.
Verify the pitot probe is clear, secure and undamaged.
Landing Light Door . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
Check landing light for security and signs of a burnt out bulb.
For night flight, verify operation.
Cabin Air Discharge Duct . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Ensure the duct is clear and free from any damage.
Pitot and Static Drain Ports (2) . . . . . . . . . . . . . . . . . .CLOSED
Ensure the drain ports are closed and undamaged.
Oxygen Blowout Disc. . . . . . . . . . . . . . . . . . . . . . . . . . .GREEN
Ensure the green blowout disc is in place and intact. If the
disc is missing, check to see if the oxygen bottle is empty
and determine the cause; service is required before flight.
Avionics Compartment Door . . . . . . . . . . . . . . . . . . . SECURE
Windshield Wiper (if installed) . . . . . . . . . . . . . . . CONDITION/
SECURE
Angle-of-Attack Transmitter . . . . . . . . . . . . . CLEAR, ROTATES
Remove the probe cover and retain for later stowage.
Ensure the probe is undamaged and moves freely.
Static Ports (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Verify the upper and lower static ports are clear and
undamaged.

September 2001
D Right Wing
Emergency Exit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
The emergency exit should be closed and flush with the
fuselage. Ensure the locking pin has been removed and
stowed.
Dorsal Fin Inlet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Check that the inlet is clear and free from damage.
Wing Inspection Light . . . . . . . . . . . . . . . . . . . . . . CONDITION
Check the wing inspection light for security and signs of a
burnt out bulb. For night flight, verify operation.
Wing Leading Edge Inlet . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Center Fuselage Tank Drain (daily) . . . . . . . . DRAIN, SECURE
Inspect the center fuselage tank drain for damage. Use a
sump drain wrench to drain any water accumulation.
Fuel Quick Drains (3) (daily) . . . . . . . . . . . . . DRAIN, SECURE
Inspect the quick drains for damage. Use a sump drain
wrench to drain any water accumulation.
Fuel Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
Ensure the filler cap is on and secure.
Fuel Tank Vent Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Sniffle Valves (2) (daily) . . . . . . . . . . . . . . . . . . . . PUSH, PULL,
CHECK FOR LEAKS
Check for freedom of movement and signs of fuel leakage.
Wing Tip Vent Inlet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

September 2001
CAE SimuFlite
Navigation and Strobe Lights. . . . . . . . . . . . . . . . . CONDITION

Check the navigation and strobe lights for security. For night
operation, perform a functional check of the lights.
Wing Anti-Ice Exhaust Port . . . . . . . . . . . . . . . . . . . . . . CLEAR
Check that the exhaust port is undamaged and free from
obstructions.
Roll Trim Tab, Static Wicks (3), Spoilers, Flaps . . . CONDITION
Check the roll trim tab, spoilers and flaps for security and
condition. Inspect the lower surfaces of the roll trim tab and
flaps for any damage. Verify the static wicks are secure and
undamaged. Check MEL for flight with missing static wicks.
Main Gear, Doors, Tire, Brake . . . . . . . . . . . . . . . . CONDITION
Inspect the right main landing gear wheel well for general
condition and cleanliness. Ensure there are no loose articles
or fluid leaks. Verify that all cable, hydraulic and electrical
runs are secure. Inspect the doors for security and any signs
of damage. Check the wheels for signs of tread wear or
damage. Verify the correct tire pressure (125 ±5 PSI). If
required, service with nitrogen only.
Center Tank Vent Outlet. . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Check that the center tank vent outlet is clear and free from damage.
Mixer Bay Vent Outlet . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Check that the mixer bay vent outlet is clear and free from damage.
Fuel Filter Drain (daily) . . . . . . . . . . . . . . . . . DRAIN, SECURE
Inspect the filter drain for damage. Use a sump drain wrench
to drain any water accumulation.
Lower Fuselage Vent Outlets (2) . . . . . . . . . . . . . . . . . . CLEAR
Check that the lower fuselage vent outlet is clear and free
from damage.

September 2001
E Right Nacelle
Engine Fan Duct and Fan . . . . . . . . . . . . . . . . . . . CONDITION
Check the fan duct for any obstruction. Check the fan blades
for any signs of damage. Ensure the fan rotates freely.
Engine Inlet Screws . . . . . . . . . . . . . . . . CHECK SLIP MARKS
Generator Inlet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Check that the generator inlet is clear and free from
damage.
Oil Level and Filler Door . . . . . . . . . . . . . . . CHECK, SECURE
Check the engine oil level; replenish oil before flight if nec-
essary. Visually check the oil level by the dipstick. Check
the oil level within 10 to 30 minutes of engine shutdown.
Install filler cap and dipstick assembly in filler tube. Ensure
cap is correctly installed and locked securely.
NOTE: Oil will blow out if cap is not installed and locked
correctly.
Drain Lines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

Ensure that the drain lines are clear and free from damage.
Thrust Reverser . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Ensure the thrust reverser is undamaged and stowed.
Engine Exhaust and Bypass
Duct (Automatic Fuel Shutoff) . . . . . . . . . . . . . . . . CONDITION
Ensure the engine exhaust and bypass duct are clear and
free from obstructions and there is no sign of damage.

September 2001
CAE SimuFlite
F Empennage
Fuselage Fuel Filler and
Sniffle Valve (daily) . . . . . . . . . . . . . . . . . . . . . . . PUSH, PULL,
CHECK FOR LEAKS
Ensure the sniffle valve is undamaged and there is freedom
of movement. Check for signs of fuel leakage.
Fuselage Fuel Filler Door . . . . . . . . . . . . . . . . . . . . . SECURE
Ensure the filler cap is on and secure.
Upper Aft Fuselage Vent Outlet (right). . . . . . . . . . . . . . CLEAR
Ensure that the aft fuselage vent outlet is clear and free from
damage.
Cooling Air Discharge Duct . . . . . . . . . . . . . . . . . . . . . . CLEAR
Ensure that the cooling air discharge duct is clear and free
from damage.
Aft Fuselage Vent Inlet (right) . . . . . . . . . . . . . . . . . . . . CLEAR
Ensure that the aft fuselage vent inlet is clear and free from
damage.
Fuel Vent Ports (2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Ensure that the fuel vent ports are clear and free from
damage.
Stabilizer Trim, Elevator, Static Wicks (4) . . . . . . . CONDITION
Check the stabilizer trim and elevator for security and condi-
tion. Verify the static wicks are secure and undamaged.
Check MEL for flight with missing static wicks.
Rudder, Trim Tab, Static Wicks (2). . . . . . . . . . . . . CONDITION
Check the rudder, and trim tab for security and condition.
Verify the static wicks are secure and undamaged. Check
MEL for flight with missing static wicks.

September 2001
Navigation and Strobe Lights . . . . . . . . . . . . . . . . . CONDITION

Check the navigation and strobe lights for condition and
security. For night operation, perform a functional check of
the lights.
Temperature Sensor (if installed) . . . . . . . . . . . . . . . . . .CHECK
Check for signs of damage.
Aft Fuselage Vent Inlet (left). . . . . . . . . . . . . . . . . . . . . . CLEAR
Ensure that the aft fuselage vent inlet is clear and free from
damage.
Fire Extinguisher Relief Indicator. . . . . . . . . . . . . . . . . . . . RED
Ensure the red discharge indicator is present and the seal is
undamaged.
Upper Aft Fuselage Vent Outlet (left) . . . . . . . . . . . . . . . CLEAR
Ensure that the aft fuselage vent outlet is clear and free from
damage.
G Aft Baggage Compartment

Hydraulic Fluid Reservoir Sight Gage . . . . . . . FLUID VISIBLE
If hydraulic fluid is low, refill with MIL-H-5606 hydraulic fluid.
Fire Bottle Pressure Gages (2) . . . . . . . . . . . . . . . . . . .CHECK
Ensure that each fire bottle pressure is between 580 and
600 PSIG. If the gage reads below 580 PSIG, replace the
bottle.
Aft Compartment Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Access Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
Check for signs of damage and ensure doors are closed.
External Power Service Door (GPU not used). . . . . . SECURE
Check for signs of damage and ensure doors are closed.

September 2001
CAE SimuFlite
H Left Nacelle
Engine Exhaust and Bypass Duct . . . . . . . . . . . . . CONDITION
Ensure the engine exhaust and bypass duct are clear and
free from obstructions and there is no sign of damage.
Thrust Reverser . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Ensure the thrust reverser is undamaged and stowed.
Drain Lines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Ensure that the drain lines are clear and free from damage.
Oil Level and Filler Door . . . . . . . . . . . . . . . CHECK, SECURE
Check the engine oil level; replenish oil before flight if nec-
essary. Visually check the oil level by the dipstick. Check
the oil level within 10 to 30 minutes of engine shutdown.
Install filler cap and dipstick assembly in filler tube. Ensure
cap is correctly installed and locked securely.
NOTE: Oil will blow out if cap is not installed and locked
correctly.
Generator Inlet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

Check that the generator inlet is clear and free from
damage.
Engine Inlet Screws . . . . . . . . . . . . . . . . CHECK SLIP MARKS
Engine Fan Duct and Fan . . . . . . . . . . . . . . . . . . . CONDITION
Check the fan duct for any obstruction. Check the fan blades
for any signs of damage. Ensure the fan rotates freely.

September 2001
I Left Wing
Brake System Accumulator Pressure . . . . . . . . . . . . . .CHECK
Ensure the brake system accumulator pressure reads 900
±50 PSIG. If the pressure reads below 900 ±50 PSIG,
charge the accumulator with nitrogen.
Fuel Filter Drain (daily) . . . . . . . . . . . . . . . . . DRAIN, SECURE
Inspect the fuel filter drain for damage. Use a sump drain
Main Gear, Doors, Tire, Brake . . . . . . . . . . . . . . . . CONDITION
Inspect the right main landing gear wheel well for general
condition and cleanliness. Ensure there are no loose articles
or fluid leaks. Verify that all cable, hydraulic and electrical
lines are secure. Inspect the doors for security and any
signs of damage. Check the wheels for signs of tread wear
or damage. Verify the correct tire pressure (125 ±5 PSI). If
required, service with nitrogen only.
Flaps, Spoilers, Static Wicks (3), Roll Trim Tab . . . CONDITION
Check the roll trim tab, spoilers and flaps for security and
condition. Inspect the lower surfaces of the roll trim tab and
flaps for any damage. Verify the static wicks are secure and
undamaged. Check MEL for flight with missing static wicks.
Wing Anti-Ice Exhaust Port . . . . . . . . . . . . . . . . . . . . . . CLEAR
Check that the exhaust port is clear and free from damage.
Navigation and Strobe Lights . . . . . . . . . . . . . . . . . CONDITION
Check the navigation and strobe lights for security. For night
operation, perform a functional check of the light.
Wing Tip Vent Inlet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Sniffle Valves (2) (daily) . . . . . . . . . . . . . . . . . . . . PUSH, PULL,
CHECK FOR LEAKS

September 2001
CAE SimuFlite
Fuel Tank Vent Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

Fuel Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
Ensure the filler cap is secure and locked on.
Fuel Quick Drains (3) (daily) . . . . . . . . . . . . . DRAIN, SECURE
Inspect the quick drains for damage. Use a sump drain
Center Fuselage Tank Drain (daily) . . . . . . . . DRAIN, SECURE
Inspect the center fuselage tank drain for damage. Use a
sump drain wrench to drain any water accumulation.
Wing Leading Edge Inlet . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Wing Inspection Light . . . . . . . . . . . . . . . . . . . . . . CONDITION
Check the wing inspection light for security and signs of a
burnt out bulb. For night flight, verify operation.
Dorsal Fin Inlet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Check that the intake is clear and free from damage.

September 2001
Expanded Normal Procedures
Table of Contents
Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-5
Passenger Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-5

Checklist Usage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-6
Before Starting Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-7
Starting Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-15
Before Taxi. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-19

Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-20
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-29
Line Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-30
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-30
After Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-31
Climb (FL 180) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-35
Fuel Management Procedures . . . . . . . . . . . . . . . . . . . . 2B-35
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-36
Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-37
Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-39
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-40
Balked Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-40
After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-41
Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-42
Beechjet 400A Developed for Training Purposes 2B-1

September 2001
CAE SimuFlite
Turnaround . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-43
Towing/Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-45
Nose Gear Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-47
Main Gear Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-49
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-51
Pretaxi Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-51
Taxi Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-51

Shutdown Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-51
Parking. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-53
Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-55
Cold Weather Operations . . . . . . . . . . . . . . . . . . . . . . . 2B-57
Deicing Supplemental Information. . . . . . . . . . . . . . . . . . 2B-57
Cold Soak Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-57

Ground Deice/Anti-Ice Operations. . . . . . . . . . . . . . . . . . 2B-58
Deicing Fluids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-58
Removing Snow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-60

Removing Hoar Frost . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-60
Removing Sleet and Freezing Rain . . . . . . . . . . . . . . . 2B-60
Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-61
Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-63

After Engine Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-64
Exterior Deicing After Engine Start . . . . . . . . . . . . . . . . . 2B-65
2B-2 Developed for Training Purposes Beechjet 400A

September 2001
Taxi/Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-65
Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-65
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-65
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-66
Climb/Cruise/Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-67
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-68
Taxi-In/Park . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-68
Removing Salt and Chemical Agents After Landing . . . . 2B-69
Securing for Overnight or Extended Stay . . . . . . . . . . . . 2B-69

September 2001
CAE SimuFlite

September 2001
Normal Procedures
Passenger Briefing
According to Far Part 91.519 and 135.117 requirements, the
pilot-in-command or a crewmember briefs the passengers on
smoking, use of safety belts, location and operation of the pas-
senger entry door and emergency exits, location and use of
survival equipment, and normal and emergency use of oxygen
equipment. For flights over water, the briefing should include
ditching procedures and use of flotation equipment.
FAR 91.519 states that an exception to the oral briefing rule is if
the pilot-in-command determines that passengers are familiar
with the briefing content.
FAR 91.519 states that a printed card with the above informa-
tion should be available to each passenger to supplement the
oral briefing.
FAR 135.117 states that a printed card with the above informa-
tion must be available to each passenger to supplement the
oral briefing.
The Before Starting Engines procedures may be accomplished
somewhat prior to the planned departure time.
CAUTION: If operation of the vent blower fan is desired

prior to starting engines, do not attempt to open cabin door
or emergency exit until vent blower has been turned off for
at least 45 seconds.

September 2001
CAE SimuFlite
Checklist Usage
Tasks are executed in one of two ways:
 as a sequence that uses the layout of the cockpit controls
and indicators as cues (i.e., “flow pattern”)
 as a sequence of tasks organized by event rather than panel
location (e.g., After Takeoff; Landing Gear – UP, Flaps –
UP).
Placing items in a flow pattern or series provides organization
and serves as a memory aid.
A challenge-response review of the checklist follows execution
of the tasks; the pilot not flying (PNF) calls the item, and the
appropriate pilot responds by verifying its condition (e.g., “Cowl
Anti-Ice” [challenge] – “ON” [response]).
Two elements are inherent in the execution of normal
procedures:
 use of either the cockpit layout or event cues to prompt the
correct switch and/or control positions
 use of normal checklists as “done” lists.

September 2001
Before Starting Engines
CAUTION: If operation of the vent blower fan is desired

prior to starting engines, do not attempt to open the cabin
door or the emergency exit until vent blower has been
turned off for at least 45 seconds.
Preflight Check . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

Oxygen System Ready Control . . . . . . . . . . . . . . . PULL ON
Oxygen Mask (pilot and copilot) . . CHECK, SELECT 100%
The masks are in cups on the outboard edge of each
seatback.
WARNING: Beards and mustaches should be carefully

trimmed so that they will not interfere with the proper seal-
ing of an oxygen mask. The fit of the oxygen mask around
the beard or mustache should be checked on the ground
for proper sealing. Studies conducted by the military and
FAA conclude that oxygen masks do not seal over beards
and mustaches.
Circuit Breakers and Guarded Switch (CB panels) . . . SET

Visually verify that all circuit breakers are set. Always use a
flashlight at night.
Nonessential Bus Switches . . . . . . . . . . . . . . . . . . . . . . . ON
Radio Master Switches . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Defog Blower (pilot and copilot) . . . . . . . . . . . . . . . . . . OFF
AHRS Battery Test Switch. . . . . . . . . . . . . . . . . . . . . . . PUSH
Hold the test switch for 5 seconds to ensure the AHRS BAT
TEST annunciator illuminates.
Hydraulic Pressure
Switch . . . . . . . . . . . . . . (GUARD DOWN). . . . . . . . . . . . NORM

September 2001
CAE SimuFlite
Landing Gear Handle. . . . . . . . . . . . . . . . . . . . . . . . . . DOWN

Verify that the landing gear handle is down and landing gear
circuit breakers are in.
Emergency Landing Gear Door Close Handle . . . SAFETIED
Ensure the handle is safety wired or that the safety wire has
not been broken.
Emergency Landing Gear Down Handle . . . . . . . SAFETIED
not been broken.
Engine Start Select . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Thrust Levers . . . . . . . . . . . . . . . . . . . . . . FREE MOVEMENT,
THEN CUTOFF
Roll Trim Select Switch . . . . . . . . . . . . . . . . . . . . . . . . . BOTH
Roll and Rudder Trim Disconnect Switch . . . . . . . . . NORM
Pitch Trim Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
Engine Synchronizer Switch . . . . . . . . . . . . . . . . . . . . . OFF
Flap Handle . . . . . . . . . . . . . . . (UP) . . . . . . . . . . . . . . . . . . . . 0º
Landing Select
Switch. . . . . . . . . . . . . . . (GUARD DOWN) . . . . . . . . . FLAP 30º
Emergency Brake Handle . . . . . . . . . . . . . . . . . . . SAFETIED
not been broken.
Cabin Dump Valve . . . . . . . . . . . . . . . . . . . . . . . . . SAFETIED
not been broken.
Cabin Pressure Source Selector . . . . . . . . . . . . . . . . . . OFF
Cockpit Temperature Controls . . . . . . . . . . . . . . . . . . . . SET
Manual Pressurization Control Knob. . . . . . . . . . . FULL INC

September 2001
Cabin Temperature Controls. . . . . . . . . . . . . . . . . . . . . . SET

Refrigeration Air Conditioning . . . . . . . . . . . . . . . . . . . . OFF
Fuel Counter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO
Master Generator
Switches . . . . . . . . . . . . (GUARD DOWN). . . . . . . . . . . . NORM
Indicator Lights Switch . . . . . . . . . . . . . . . . . . . AS DESIRED
Instrument Light Switches . . . . . . . . . . . . . . . . AS DESIRED
Exterior Light Switches. . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Landing Light Switches . . . . . . . . . . . . . . . . RETRACT/OFF
Horizontal Stabilizer Deice
Backup Switch (if installed) . . . . . . . . . . . . . . . . . SAFETIED
Ensure the switch guard is safety wired or that the safety
wire has not been broken.
Anti-Ice/Deice Switches . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Heater Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Wiper Switches (if installed) . . . . . . . . . . . . . . . . . . . . . . OFF
Inverter Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Ignition Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
Jet Pump Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
Fuel Crossfeed Switch . . . . . . . . . . . . . . . . . . . . . . . . NORM
Standby Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
STBY PWR annunciator illuminates ON.
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The STBY PWR annunciator may illuminate either ON or
ARM.

September 2001
CAE SimuFlite
Battery Feed Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH

The STBY PWR annunciator illuminates ON, and the FDR
FAIL LIGHT illuminates.
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER, THEN ON
The FDR FAIL LIGHT will extinguish and the STBY PWR
annunciation may be either ON or ARM.
On airplanes with the Fairchild F1000 Flight Data Recorder,
the two annunciator lights, FDAU and DFDR will illuminate
for 5 seconds when battery power is first switched on.
SPKR Switches . . . . . . . . . . . . . . . . .ON OR DON HEADSET
INTPH Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Emergency Lights . . . . . . .(GUARD UP) . . . . . . . . . . . TEST/ON
The EMER LT NOT ARM annunciator illuminates. Verify all
emergency lights illuminate.
Master Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
NOTE: When checking the stall warning systems, the mas-

ter test switch must remain in the L or R STALL position until
the column shaker and stall annunciator lights/horn actuate
twice to check the altitude compensator. The first shaker
actuation will occur at approximately 0.5 units on the AOA
indicator and the second at approximately 0.7 units. The
stall annunciator lights/horn will actuate when the AOA indi-
cator approaches 1.0 unit.
It is permissible to recheck the STBY PWR during the TAXI

procedures if the no-go light illuminates during the initial
standby power check. It will be necessary to reset a genera-
tor if the master test switch is rotated out of the OFF position
subsequent to engine starting.

September 2001
Airspeed/Landing Gear Aural Warnings . . . . . . . . . . . TEST

Warning tones activate.
Indicator Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
a. FUEL PRESS LO Annunciators . . . . . . . . ILLUMINATED
b. Left Fuel/Hydraulic Valve . . . . . . . . . . . . . . . . . . . CLOSE
L H/V and L F/V CLOSE lights illuminate
c. Left Boost Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The L and R FUEL LO annunciators remain illuminated
and the L BOOST PUMP light illuminates.
d. Left Fuel/Hydraulic Valve . . . . . . . . . . . . . . . . . . . . OPEN
L H/V and L F/V OPEN lights illuminate. L FUEL PRESS
LO annunciator extinguishes. R FUEL PRESS LO
annunciator remains illuminated.
e. Left Boost Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
The L and R FUEL PRESS LO annunciators illuminate
and the L BOOST PUMP light extinguishes.
f. Repeat steps “b.” through “e.” for the right engine.
Boost Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
Fuel Transfer . . . . . . . . . . . . . . . . . . . . . .ON MOMENTARILY
Check that both pumps operate and then position switches
to auto.
Fuel Crossfeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Delay 3-5 seconds between changing fuel crossfeed modes.
a. Fuel Crossfeed . . . . . . . . . . . . . . . . . . . . . . . . . . . L TANK
b. Check the following:
• L BOOST PUMP light . . . . . . . . . . . . . . ILLUMINATES

September 2001
CAE SimuFlite
• RH JET PUMP light. . . ILLUMINATES MOMENTARILY

• XFEED light. . . . . . . . . ILLUMINATES MOMENTARILY
• FUEL XFEED light . . . . . . . . . . . . . . . . ILLUMINATES
• FUEL XFEED ON Annunciator . . . . . . . ILLUMINATES
c. FUEL PRESS LO Annunciators . . . . . . EXTINGUISHED
d. Fuel Crossfeed . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
e. Check the following:
• FUEL XFEED light . . . . . . . . . . . . . . .EXTINGUISHES
• XFEED light. . . . . . . . . ILLUMINATES MOMENTARILY
• RH JET PUMP light. . . ILLUMINATES MOMENTARILY
• L BOOST PUMP light . . . . . . . . . . . . .EXTINGUISHES
• FUEL XFEED ON Annunciator . . . . . .EXTINGUISHES
f. FUEL PRESS LO Annunciators . . . . . . . . ILLUMINATED
g. Repeat steps “a.” through “f.” for the right tank.
Trim System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Pitch Trim
a. Copilot Depress Trim
Arming Button for 5 Seconds . . . . . . . . . . . . . . . . CHECK
Ensure there is no motion and the aural tone sounds.
b. Pilot repeats step “a.” on pilot's side.
c. Copilot Not Depressing Trim Arming Button,
move Trim Switch to NOSE UP for 5 Seconds . . CHECK
Ensure there is no motion and the aural tone sounds.
d. Pilot repeats step “c.” on pilot's side.
e. Copilot Not Depressing Trim Arming Button,
move Trim Switch to LWD and RWD . . . . . . . . . . CHECK
Ensure there is no motion.

September 2001
f. Pilot repeats step “e.” on pilot's side.

g. Copilot Move Trim to
NOSE UP and Hold . . . . . . . . . . . . . . . . . CHECK NOSE
UP MOVEMENT
• Pilot Push TRIM INT/AP DISENG Switch . . . . .CHECK
h. Pilot Move Trim to
NOSE DOWN and Hold . . . . . . . . CHECK NOSE DOWN
MOVEMENT
• Copilot Push TRIM
INT/AP DISENG Switch . . . . . . . . . . . . . . . . . .CHECK
• Copilot Release TRIM INT/AP DISENG
Switch, then Pilot Select
PITCH TRIM EMER . . . . . . . . . . . . . . . . . . . . .CHECK
i. EMER PITCH TRIM Switch . . . . . . . . . . . . N.DN & N.UP
Check for motion.
j. PITCH TRIM Selector. . . . . . . . . . . . . . . . . . . . . . NORM
k. PITCH TRIM SPEED . . . . . . . . . . . . . . . . . . . . . . . TEST
l. PITCH TRIM. . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
ROLL TRIM
m. Copilot Move Trim to RWD. . . . . .CHECK FOR MOTION
• Pilot Push TRIM INT/AP DISENG
Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FOR
NO MOTION
n. Pilot Move TRIM to LWD . . . . . . .CHECK FOR MOTION
• Copilot Push TRIM INT/AP
DISENG Switch . . . . . . . . . . . . . . . . . . . . . CHECK FOR
NO MOTION

September 2001
CAE SimuFlite
o. Pilot Move TRIM to RWD

and Copilot Select
ROLL & RUD TRIM DISC . . . . . . . . . . . . . CHECK FOR
NO MOTION
p. ROLL & RUD TRIM DISC Switch. . . . . . . . . . . . . NORM
q. ROLL TRIM . . . . . . . . . . . . . . . . . . . . . . .SET NEUTRAL
Rudder Trim
r. RUD TRIM Knob Centered. . . . . . . . . . . . . . . DEPRESS
Check for no motion.
s. Without Depressing, Turn
RUD TRIM Knob . . . . . . . . . . . . . . . . . . NOSE L AND R
Check for no trim motion.
t. Depress and Turn
RUD TRIM Knob . . . . . . . . . . . . . . . . . . NOSE L AND R
Check for trim motion.
u. Push TRIM INT/AP DISENG
Switch When Trim is In-transit . . . . . . . . . . . . . . . CHECK
There will be an interruption of trim motion.
v. Place ROLL & RUD TRIM DISC
Switch to DISC While Rudder Trim
is In-transit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
There will be an interruption of trim motion.
w. ROLL & RUD TRIM DISC Switch. . . . . . . . . . . . . NORM
x. RUD TRIM . . . . . . . . . . . . . . . . . . . . . . . .SET NEUTRAL
Cockpit Voice Recorder . . . . . . . . . . . . . . . . . . . . . . . . TEST
If BEFORE STARTING ENGINES procedures are not to be
immediately followed by STARTING ENGINES:
Standby Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Before Starting Engines Check . . . . . . . . . . . . . COMPLETE

September 2001
Starting Engines
NOTE: A GPU start is recommended at ambient tempera-
tures below approximately 5°F (-15°C) External power
requirements are 28V DC, 1,000-1,500 amperes output.
WARNING: Verify cabin door security by attempting to

turn the handle to the unlocked position without depressing
the release button. Return handle to the locked position to
prevent warning light illumination. Confirm the eight (8)
lock pins on the forward and aft sides of the door are prop-
erly engaged, as indicated by the white flags fully covering
the red background.
Only a crewmember should close and lock the door.
Cabin Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOCKED

Passenger Briefing . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
Control Lock. . . . . . . . . . . . . . . . . . . . . REMOVE AND STOW
Seats, Seat Belts and Shoulder Harnesses
(pilot and copilot). . . . . . . . . . . FASTENED AND ADJUSTED
Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
NOTE: When the engines are not running, the parking

brake must be set from the pilot’s side only. Pumping the
brake pedals may be necessary. Malfunction of the mixing
valve may prevent the brakes from being set.
Standby Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
SPKR Switches . . . . . . . . . . . . . . . . . ON or DON HEADSET
INTPH Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

March 2002
CAE SimuFlite
DC Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Check that there is 22V minimum for battery start or 28V for
GPU start.
Navigation Lights. . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Rotating Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Emergency Lights . . . . . (GUARD DOWN). . . . . . . . . . . . . ARM
Generator Reset Switches . . . . . . . . . . . . . . SET FOR GPU/
BAT START
Engine EFCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Engine Start Select . . . . . . . . . . . . . . . . . . . SELECT L OR R
EFC AUX PWR ON Annunciator . . . . . . . . . . . ILLUMINATED
Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
a. Start Button. . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
b. DISENGAGE Button . . . . . . . . . . . . . . . . ILLUMINATED
c. N2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROTATION
CAUTION: In the event of a hung start, do not advance

thrust lever beyond IDLE.
CAUTION: If ITT indication continues to rise or the rate of

rise is abnormally fast, shut the engine down before tem-
perature limits are exceeded.
Maximum ITT limitations are:
550°C to 600°C for 4 seconds

600°C to 700°C for 2 seconds

September 2001
Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE AT 8% N2

Place thrust lever to IDLE when N2 accelerates through 8%.
ENG EFC OFF Annunciator . . . . . . . . . . . . EXTINGUISHED
Ensure ENG EFC OFF annunciator extinguishes above
26% N2.
CAUTION: Check for starter disengagement at approxi-

mately 35% N2. If starter has not disengaged by 45% N2,
place thrust lever in CUT OFF position and remove all
electrical power.
CAUTION: If engine does not start within 10 seconds,

place thrust lever in CUT OFF position, place ignition
switch in OFF position, motor engine for 15 seconds, then
press START DISENGAGE button.
Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
Ensure starter disengages prior to 45% N2.
Engine Instruments. . . . . . (52-54% N2) . . . . . . . . . . MONITOR
Ignition and Boost Pump Lights. . . . . . . . . EXTINGUISHED
Hydraulic Pressure . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL
FUEL/H PMP PRESS LO Annunciators . . . EXTINGUISHED
Cabin Pressure Source . . . . . . . . . . . . OPERATING ENGINE
Operating Generator (if battery start) . . . . . . . . . . . .CHECK
Ensure current is less than 150 amps.
Engine Start Select . . . . . . . . . . . .SELECT OTHER ENGINE
FUEL PRESS LO
Annunciator (other engine). . . . . . . . . . . . . . . ILLUMINATED

September 2001
CAE SimuFlite
EFC AUX PWR ON Annunciator . . . . . . . . . . . ILLUMINATED

Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
a. Start Button. . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
b. PUSH TO DISENG Button . . . . . . . . . . . . ILLUMINATED
c. N2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROTATION
Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE AT 8% N2
Place thrust lever to IDLE when N2 accelerates through 8%.
ENG EFC OFF Annunciator . . . . . . . . . . . . EXTINGUISHED
Ensure ENG EFC OFF annunciator extinguishes above
26% N2.
Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
Ensure starter disengages prior to 45% N2.
Engine Instruments. . . . . . (52-54% N2) . . . . . . . . . . . MONITOR
EFC AUX PWR ON Annunciator . . . . . . . . . EXTINGUISHED
Ignition and Boost Pump Lights . . . . . . . . EXTINGUISHED
FUEL/H PMP PRESS LO Annunciators . . . EXTINGUISHED
Ground Power Unit (if used) . . . . . . . . . . . . . . DISCONNECT
Generator Reset Switches . . . . . . . . . . . . . . . . . . . . . NORM
DC Amperes and Voltage . . . . . . . . . . . . . . . . . . . . . .CHECK
Standby Power Annunciator. . . . . . . . . . . . . . . . . . . . . . ARM
Starting Engines Check . . . . . . . . . . . . . . . . . . . COMPLETE

September 2001
Before Taxi
NOTE: Do not taxi until AHRS ALIGNING - DO NOT TAXI
annunciators extinguish on both pilot's and copilot's panels.
For maximum heating or cooling, the cabin pressure source

selector should be in the BOTH HIGH position.
Except during taxi conditions in visible moisture at 41°F

(5°C) or colder, the engine EFC system may be selected
OFF during ground operation provided the engine speed is
manually maintained at a minimum of 46% N2. With the EFC
system selected OFF, a potential exists for the generators to
drop off line with the thrust levers at idle.
CAUTION: Engine anti-ice systems must be ON for taxi

and takeoff when in visible moisture at 41°F (5°C) or
colder. Except for a preflight check, do not operate system
during ground operations at temperatures above 50°F
(10°C).
Refrigeration Air Conditioning . . . . . . . . . . . AS REQUIRED

Radio Masters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AC Voltages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Master Test (Generators). . . . . . . . . . . . . . . . . . . . . . . . TEST
Standby Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNCAGE
Cabin Pressure Source . . . . . . . . . . . . . . . . . . . . . . . SELECT
Select either BOTH HIGH or BOTH NORM.
Engine Anti-Ice. . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

September 2001
CAE SimuFlite
Windshield Anti-Ice . . . . . . . . . . . . . . . . . . . . . . OFF or LOW
NOTE: In misting conditions on airplanes without wind-

shield wipers, Windshield Anti-Ice on LOW will improve
visibility.
Cabin Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAFETY

Galley Power . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Before Taxi Check . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
Taxi
Wheel Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Speedbrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
a. Speedbrake Emer
Retract . . . . . . . . . . .(GUARD UP) . . . . . . . . . EMER RET
b. Speedbrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTEND
Ensure there is no movement.
c. Speedbrake Emer
Retract. . . . . . . . . . (GUARD DOWN). . . . . . . . . . . . NORM
d. Speedbrakes . . . . . . . . . . . . . . . . . . NOTE EXTENSION
e. SPD BRAKE EXT Annunciator. . . . . . . . . ILLUMINATED
f. Speedbrakes . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
a. Wheel Brakes . . . . . . . . . . . . . . APPLY WHILE ROLLING
b. Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
Check for brake release, then switch OFF. Recover brake
effectiveness. Check that the ANTI-SKID FAIL annuncia-
tor illuminates.

September 2001
CAUTION: When turning the anti-skid switch from

TEST to ON, pause momentarily in OFF position to
allow for system cycling. The anti-skid test should not
be performed in a congested area.
c. Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check that the ANTI-SKID FAIL annunciator extinguishes
and there is normal braking.
Thrust Reversers . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
a. Thrust Reversers . . . . . . . . . . . . . . . . . . . . . . . .DEPLOY
b. Check ARM, UNLOCK, and
DEPLOY Annunciators. . . . . . . . . . . . . . . ILLUMINATED
c. EMER STOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
d. Check:
EMER STOW Lights. . . . . . . . . . . . . . . . . ILLUMINATED
UNLOCK and DEPLOY
Annunciators . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
e. EMER STOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
f. Check:
EMER STOW Lights. . . . . . . . . . . . . . . EXTINGUISHED
ARM, UNLOCK and DEPLOY
Annunciators . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
g. Thrust Reversers . . . . . . . . . . . . . . . . . . . . . . . . . .STOW
h. Check all Thrust Reverser Lights
and Annunciators . . . . . . . . . . . . . . . . . EXTINGUISHED
NOTE: It is desirable to perform thrust reverser check

into the wind. Do not exceed five seconds with the buck-
ets deployed.

September 2001
CAE SimuFlite
Jet Pumps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

a. Jet Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
b. Jet Pump Lights . . . . . . . ILLUMINATED MOMENTARILY
c. FUEL PRESS LO
Annunciators . . . . . . . . . ILLUMINATED MOMENTARILY
d. Boost Pump Lights . . . . . . . . . . . . . . . . . . ILLUMINATED
e. FUEL PRESS LO Annunciators . . . . . . EXTINGUISHED
f. Jet Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
g. Jet Pump Lights . . . . . . . ILLUMINATED MOMENTARILY
h. Boost Pumps . . . . . . . . . . . . . . . . . . . OFF, THEN AUTO
i. Boost Pump Lights . . . . . . . . . . . . . . . . EXTINGUISHED
j. FUEL PRESS LO Annunciators . . . . . . EXTINGUISHED
Fuel Crossfeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
Fuel Quantity and Balance . . . . . . . . . . . . . . . . . . RECHECK
Engine Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Cabin Pressure Control. . . . . . . . . . SET CRUISE ALTITUDE
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
Rudder Boost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
a. Rudder Boost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
b. Verify RDR BST FAIL Annunciator . . . . . . ILLUMINATED
c. Rudder Boost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM
d. Verify RDR BST FAIL Annunciator . . . . EXTINGUISHED

September 2001
Autopilot . . . . . . . . . . . . . . . . . . . . CHECK AND DISENGAGE
NOTE: TRIM FAIL annunciations may occur during this pre-

flight test if the autopilot drives the trim to full travel. If this
occurs, disengage the autopilot, neutralize the trim and con-
tinue the preflight check.
a. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
Verify that the pilot's PFD displays the following
messages:
 ROLL (Green)
 PTCH (Green)
 ALTS (White)
 AP (Green)
b. Center button on pilot's
Manual Trim Switch . . . . . . . . . . . . . . . . . . . . .ACTUATE
Verify AP disconnect with YD remaining engaged then
re-engage the autopilot.
c. Pilot's A/P DISENG pushbutton . . . . . . . . . . . DEPRESS
Verify that AP and YD disconnect then re-engage the
autopilot.
d. Center button on copilot's
Manual Trim switch. . . . . . . . . . . . . . . . . . . . . .ACTUATE
Verify AP disconnect with YD remaining engaged then
re-engage the autopilot.
e. Copilot's A/P DISENG pushbutton . . . . . . . . . DEPRESS
Verify that AP and YD disconnect, then engage the auto-
pilot.
f. Go-around Button. . . . . . . . . . . . . . . . . . . . . . DEPRESS
Verify the AP disengages with the YD remaining engaged

September 2001
CAE SimuFlite
g. Reset all trims to the takeoff position.
WARNING: During normal preflight checks, it is likely that

the pitch and roll trims will be run to their extreme posi-
tions. Therefore, all trims must be returned to the proper
settings prior to takeoff.
h. Primary Flight Controls. . . . . . . . . . . . . . . . . . . . . CHECK

Move the primary flight controls through the full range of
travel in the pitch, roll and yaw axes. Verify proper move-
ment and freedom of travel.
Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
Engine EFC System. . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
a. Engine EFC’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
b. Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66% N2
c. Engine EFC Test . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
Check that the ENG EFC OFF annunciators illuminate
and that the engine N2 decreases at least 3%.
d. Thrust . . . . . . . . . . . . . . (<52%). . . . . . . . . . . . . . . . . .IDLE
e. Engine EFC . . . . . . . . . . . . . . . . . . . . . . OFF, THEN ON
Check that the ENG EFC OFF annunciators extinguish
and that the engine N2 recovers to 52%.
Engine EFCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
Anti-Ice/Deice Systems (if required) . . . . . . . . . . . . .CHECK
Engine and Wing Anti-Ice Systems Check
a. Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . 60-70% N2
b. Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
c. Wing Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

March 2002
d. Engine ITT . . . . . . . . . . . . . . . . . . . . CHECK INCREASE

e. ENG ICE TEMP LO
Annunciator . . . . . . . . . . ILLUMINATED MOMENTARILY
f. Engine Anti-Ice Lights . . . . . . . . . . . . . . . ILLUMINATED
g. Ignition Lights . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
h. Wing Anti-Ice Light . . . . . . . . . . . . . . . . . . ILLUMINATED
The Wing Anti-Ice light will illuminate after the wings heat
to temperature.
i. Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . .AS REQUIRED
j. Wing Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
k. Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
Horizontal Stabilizer Anti-Ice System Check
RK-1 thru RK-107 not modified by KIT 128-4014-1,
128-4014-3, 128-4014-5 or 128-4016-1.
a. H Stab Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
b. STB ANTI ICE FAIL Annunciator . . . . . . . ILLUMINATED
c. H Stab Anti-Ice Light. . . . . . . . . . . . . . . EXTINGUISHED
d. H Stab Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Horizontal Stabilizer Deice System Check
128-4014-3, 128-4014-5 or 128-4016-1.
a. H Stab Deice . . . . . . . . . . . . . . . . . . . .TEST AND HOLD
b. H Stab Deice Light . . . COUNT 12 OR MORE FLASHES
c. STB DEICE FAIL Annunciator . . . . . . . EXTINGUISHED
d. H Stab Deice Fail Test . . . . . . . . . . . PRESS AND HOLD
e. STB DEICE FAIL Annunciator . . . . . . . . . ILLUMINATED
f. H Stab Deice Fail Test . . . . . . . . . . . . . . . . . . .RELEASE

September 2001
CAE SimuFlite
g. H Stab Deice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION: DO NOT operate wing or horizontal stabi-

lizer ice protection systems on the ground except for
preflight check and landing rollout.
Horizontal Stabilizer Deice System Check

RK-108 and after, RK-1 THRU RK-107 modified by KIT
128-4014-1, 128-4014-3,128-4014-5 or 128-4016-1.
a. Flaps . . . . . . . . . . . . . . . . (UP) . . . . . . . . . . . . . . . . . . . . . 0º
b. H Stab Deice . . . . . . . . . . . . . . . . . . . .TEST AND HOLD
c. H STAB ICE FAIL Annunciator . . . . . . . EXTINGUISHED
d. H Stab Deice Light . . . . . . . . . . . . . . . . . . ILLUMINATED
After Approximately 10 Seconds:
e. H STAB ICE FAIL
Annunciator . . . . . . . . ILLUMINATED FOR 3 SECONDS
f. H Stab Deice Light . . . . . . . . . . . . . . . . EXTINGUISHED
g. H STAB ICE FAIL Annunciator . . . . . . . EXTINGUISHED
h. H Stab Deice Light . . . . . . . . . . . . . . . . . . ILLUMINATED
i. H Stab Deice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
j. H Stab Deice . . . . . . . . . . . . . . . . . . . .TEST AND HOLD
k. Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT 30º
l. LDG FLAP DELAY Annunciator . . . . . . . . ILLUMINATED
m. Flaps Travel . . .FLAPS STOP AT APPROXIMATELY 10º
n. H Stab Deice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
o. LDG FLAP DELAY Annunciator . . . . . . EXTINGUISHED
p. Flap Travel . . . . . . . . . . . . . . . . . . FLAPS MOVE TO 30º
q. Flaps. . . . . . . . . . . . . . . . . . . . . . . . .SET FOR TAKEOFF

September 2001
Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
FMS Programming
Pertinent information (station identifier, waypoint, bearing,
and waypoint distance) is entered into the flight plan from
either CDU. Programming may be accomplished before
takeoff or during flight. To enter RNAV approach waypoints:
a. Flight Plan Page . . . . . . . . . . . . . . . . . . . . . . . . . . ENTER
Enter the flight plan page on the CDU.
b. ADD WPTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
c. Associated Navaids . . . . . . . . . . . . . . . . . . . . . . . ENTER
Enter the navaid associated with the RNAV approach and
verify the navaid position.
d. ADD RAD/DIS OFFSET . . . . . . . . . . . . . . . . . . . SELECT
e. Radial and Distance Offset. . . . . . . . . . . . . . . . . . KEY IN
Key in the radial and distance offset of the initial
approach fix and select OFFSET COMPLETE.
The CDU will display the initial approach fix position and
offers the select RNAV APCH. Verify the initial approach
position and select RNAV APCH.
f. Waypoint Name . . . . . . . . . . . . . . . . . . . . . . . . . . ENTER
Enter a waypoint name of up to 5 alphanumeric charac-
ters and select NAME COMPLETE.
g. Radial and Distance Offset. . . . . . . . . . . . . . . . . . ENTER
Enter the radial and distance offset of the next RNAV
approach fix.
h. Waypoint Name . . . . . . . . . . . . . . . . . . . . . . . . . . ENTER
Enter the waypoint name for the next RNAV approach fix.
i. Repeat the last two steps for as many waypoints as
required.

September 2001
CAE SimuFlite
After keying in the radial distance offset of the missed

approach fix, select END RNAV APCH.
j. Waypoint Name . . . . . . . . . . . . . . . . . . . . . . . . . . ENTER
Enter the waypoint name for the missed approach fix.
The flight plan shows the last waypoint followed by the
message END RNAV APCH.
TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
To initiate the TCAS test mode, press the TST key on the
ATC page of the RTU. TCAS TEST will be displayed on the
MFD, ND (if installed) and PFD. When the test mode is com-
pleted, the TCAS aurally announces TCAS SYSTEM TEST
OK or TCAS SYSTEM TEST FAIL.
NOTE: Use of the TCAS test mode during flight inhibits

TCAS operation for approximately 10 seconds.
Ground Operation
TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
Maintain the TCAS in the STBY mode until just prior to
takeoff, then select the TCAS mode as desired.
Select the TCAS STBY mode immediately after clear-
ing the runway following a landing.
V1, VR, V2, AOA, N1, Flap Setting . . . . . . . . . . . . . .CONFIRM

Crew Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
Taxi Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

September 2001
Before Takeoff
Engine EFCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
NOTE: Check for recovery of N2 52% to 54% and ENG

EFC OFF lights extinguished.
Anti-Collision Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Landing Lights . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Radar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
If ECS OFF takeoff is planned:
Cabin Pressure Source . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Rate Control . . . . . . . . . . . . . . . . . . . 11 O'CLOCK POSITION
Manual Pressure Control . . . . . . . . . . . . . FULL DECREASE
Vent Blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Before Takeoff Checklist . . . . . . . . . . . . . . . . . . . COMPLETE

September 2001
CAE SimuFlite
Line Up
Windshield Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW
AOA Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Pitot Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Static Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Ignition Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Recognition Lights . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Line Up Check . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
NOTE: When taking off at an airport above 9,000 feet pres-

sure altitude, CABIN PRESS LO annunciator may be illumi-
nated. After takeoff, the cabin altitude should be set to
extinguish the light.
Takeoff
Thrust . . . . . . . . . . . . . . . . . . . . . . APPROXIMATELY 90% N1
Wheel Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TAKEOFF
Set thrust to TAKEOFF prior to 60 KIAS.
Nose-up Pitch Attitude
at Rotation (VR) . . . . . . . . (AS DESIRED) . . . . . . . . . . . .13º-15º

March 2002
After Takeoff
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
While the gear retracts, watch for proper indication. Monitor
the hydraulic pressure gage to detect a hydraulic failure.
NOTE: If takeoff was made on a snow or slush covered run-

way, cycle landing gear one or two times at a safe altitude to
shed any ice accumulation.
Yaw Damp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Landing Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RET/OFF
Flaps. . . . . . . . . . . . . . . . . . . . . (UP). . . . . . . . . . . . . . . . . . . . . 0º
Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET MCT
Engine Sync . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Anti-Ice/Deice Systems
(above 400 ft AGL) . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
CAUTION: Do not operate anti-ice/deice systems at Ram

Air temperatures greater than 50º F (10°C) unless in actual
icing conditions, as indicated by illumination of the ICING
annunciator (if installed) or airframe ice accumulation. Ice
protection systems should be on prior to encountering
actual icing. Turn systems off when clear of icing
conditions.
Engine Anti-Ice System Operation

a. Thrust . . . . . . . . . . . . . . . . . . . . . . . 90% N1 OR LOWER
b. Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
c. Engine ITT . . . . . . . . . . . . . . . . . . . . CHECK INCREASE

March 2002
CAE SimuFlite
d. Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Refer to the Takeoff Thrust Setting or Maximum Continu-
ous Thrust setting graphs.
e. ENG ICE TEMP LO
Annunciators . . . . . . . . . ILLUMINATED MOMENTARILY
f. Engine Anti-Ice Lights . . . . . . . . . . . . . . . ILLUMINATED
g. Ignition Lights . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
Wing Anti-Ice System Operation
a. Thrust . . . . . . . . . . . . . . . . . . . . . . . 90% N1 OR LOWER
b. Wing Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
c. Engine ITT . . . . . . . . . . . . . . . . . . . . CHECK INCREASE
d. Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Refer to the Takeoff Thrust Setting or Maximum Continu-
ous Thrust Setting graphs.
e. Wing Anti-Ice Light . . . . . . . . . . . . . . . . EXTINGUISHED,
THEN ILLUMINATED
Horizontal Stabilizer Anti-Ice System Operation
128-4014-3, 128-4014-5 or 128-4016-1
a. H Stab Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
b. H Stab Anti-Ice Light. . . . . . . . . . . . . . . . . ILLUMINATED
Horizontal Stabilizer Deice System Operation
128-4014-3, 128-4014-5 or 128-4016-1
a. H Stab Deice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
b. H Stab Deice Light . . . . . . . . . . . . . . . . . . . . . . FLASHES
There will be as many as 6 short flashes followed by
cycling of approximately 15 seconds on and 1 second off.

September 2001
Horizontal Stabilizer Deice System Operation

RK-108 and after, RK-1 thru RK-107 modified by KIT 128-
4014-1, 128-4014-3, 128-4014-5 or 128-4016-1
a. H Stab Deice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
b. H Stab Deice Light . . . . . . . . . . . . . . . . . . ILLUMINATED
Cabin Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
If ECS (OFF) Takeoff Was Made and Above 1500 Feet AGL:
Vent Blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Manual Pressure Control . . . . . . . . . . . . . .FULL INCREASE
Takeoff Check . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
NOTE: Operate manual pressure controller slowly to avoid

sudden cabin pressure changes.

September 2001
CAE SimuFlite
MAXIMUM CONTINUOUS THRUST

ECS ON/Anti-Ice OFF
PA/ -50 -40 -30 -20 -10 0 10 20 30 40
RAT
10,000 100.2 102.4 102.0 100.5 99.2 97.9 96.7 95.6 94.5 93.4
6,000 91.5 93.4 95.4 97.3 99.2 98.0 96.8 95.6 94.5 93.4
2,000 86.7 88.5 90.3 92.3 94.0 95.9 96.8 95.6 94.5 93.4
Engine Anti-Ice ON/ECS ON

PA/ -50 -40 -30 -20 -10 0 10 20 30 40
RAT
10,000 100.2 100.8 98.6 97.2 96.1 95.2 94.4 – – –
6,000 91.5 93.4 95.4 97.2 96.1 95.2 94.4 – – –
2,000 86.7 88.5 90.3 92.3 94.1 95.2 94.4 – – –
Engine and Wing Anti-Ice ON/ECS ON

PA/ -50 -40 -30 -20 -10 0 10 20 30 40
RAT
10,000 100.2 98.8 96.7 95.3 94.2 93.4 92.7 – – –
6,000 91.5 93.5 95.4 95.4 94.2 93.4 92.7 – – –
2,000 86.7 88.5 90.3 92.3 94.1 93.4 92.7 – – –
ECS OFF and Anti-Ice OFF

PA/ -50 -40 -30 -20 -10 0 10 20 30 40
RAT
10,000 100.2 102.4 102.6 101.2 99.8 98.6 97.4 96.3 95.2 94.1
6,000 91.5 93.5 95.4 97.4 99.2 98.6 97.4 96.3 95.2 94.1
2,000 86.7 88.5 90.5 92.3 94.1 95.9 97.4 96.3 95.2 94.1

September 2001
Climb (FL 180)

Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Cabin Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Cabin Pressure Source . . . . . . . . . . . . . . . . . AS REQUIRED
NOTE: The cabin pressure source selector may be kept in

the BOTH HIGH position until cabin temperature comfort is
achieved; then, select BOTH NORM.

Oxygen System . . . . . . . . (Flow at mask) . . . . . . . . . . . CHECK
Recognition Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Anti-Ice/Deice Systems . . . . . . . . . . . . . . . . . AS REQUIRED
Climb Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
CAUTION: Ignition should be turned ON for turbulence

and/or precipitation conditions. Flight below column shaker
onset speed should be avoided. Intentional operation at
speeds approaching the onset of stall buffet may result in
engine compressor stalls.
Fuel Management Procedures

Fuel Crossfeed NORM for takeoff and landing.
Fuel Crossfeed. . . . . . . . . . . . . . . . . . . . L TANK OR R TANK
AS REQUIRED TO BALANCE FUEL
Monitor wing and fuselage fuel quantity indicators to verify
fuel transfer from fuselage tanks to engine feed tanks.

March 2002
CAE SimuFlite
Descent
Seat Belts/Shoulder Harnesses . . . . . . . . . . . . . FASTENED
Cabin Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Recognition Light . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Anti-Ice/Deice Systems . . . . . . . . . . . . . . . . . AS REQUIRED
CAUTION: If icing conditions are anticipated during

descent and approach, turn ice protection systems ON as
early as possible prior to penetrating clouds. Maintain wing
anti-ice/deice operation light ON (approximately 70% N2)
during descent to assure proper wing anti-ice operation.
Cabin Pressure Control. . . . . . . . . . . . . . . . . . . . . . . . . . SET

Set controller to field elevation + 500 feet.
Windshield Defog . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Descent Check . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

September 2001
Approach
FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY
Prior to commencing the approach, verify that the flight plan
is properly loaded. The NAV tuning mode will change to
MAN mode prior to using an RNAV waypoint. The Navigator
mode will change to MAN LEG advance if using AUTO LEG
or SEL CRS.
Prior to the first RNAV waypoint:
Verify that either NAV is tuned to RNAV reference facility.
Manually advance the waypoint when over the existing
TO waypoint (DME = 0.0).
Due to the earth's magnetic field drift, the course dis-
played on the PFD may differ from the published course
slightly. Manually changing the course to match the pub-
lished course is not approved.
The airplane course will be direct to the initial approach fix
from the previous waypoint. It may be necessary to intercept
the final approach course outside the initial approach fix or
to hold outside the initial approach fix. To accomplish this:
Enter the SYSTEM CONTROL page and select SEL CRS.
Rotate the CRS knob to the desired course.
Re-select MAN LEG advance on the SYS CTRL page.
Fuel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
VREF, VAC, N1, AOA, LDG DIST . . . . . . . . . . . . . . . .CONFIRM
Cabin Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAFETY
Windshield Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW
Hydraulic/Nitrogen Pressure . . . . . . . . . . . . . . . . . . .CHECK
Engine Sync . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10º

September 2001
CAE SimuFlite
WARNING: During flight in icing conditions, wait at least

15 seconds after selecting 10 degrees flaps before select-
ing 30 degrees flaps. This delay provides the stabilizer
deice system the time required to remove any ice accumu-
lation from the stabilizer leading edge.
If icing conditions are encountered for more than 20 min-

utes after initial selection of 10 degrees flaps, land using
10 degrees flaps.
If a missed approach is executed and the flight diverted to

an alternate airport, the landing must be made using 10
degrees flaps unless a Ram Air temperature of 41°F (5°C)
or greater is observed during APPROACH and BEFORE
LANDING.
Do not operate anti-ice/deice systems at Ram Air tempera-

tures greater than 10°C unless in actual icing conditions,
as indicated by illumination of the ICING annunciator (if
installed) or airframe ice accumulation.
NAV Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Ensure that the pilot and copilot NAV systems are tuned to
the same localizer and signal is valid.
CAT II. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY
With valid radio altimeter and airplane below 2,500 ft AGL,
depress CAT II button above each PFD. Verify that both
green OK annunciators illuminate.

September 2001
Approach Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Initial approach speed should be VREF + 30 KIAS with 10
degrees flap and landing gear up.
APPROACH/MISSED APPROACH
REFERENCE LANDING SPEEDS
WEIGHT X 1000 (LB)
FLAPS 16.1 15.7 15 14 13 12 11
VREF at 30º 118 117 114 110 106 102 97
VAC 10º 140 139 136 132 128 124 119
Approach Check . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
Before Landing
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
Extend the landing gear when the glideslope indicator
shows the airplane two dots above the glideslope. Extend
the flaps to 20 degrees when one dot above glideslope.
Extend flaps to 30 degrees when glideslope is captured.
Smoothly decrease airspeed from initial approach speed
(VREF + 30 KIAS) to final approach speed (VREF + 10 KIAS).
Cross threshold at VREF - 5 to10 KIAS.
NOTE: Exceeding the localizer or glideslope deviation will

cause annunciation on the PFD. The localizer or glidescope
pointer will alternate from green to yellow and flash.

Recognition Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Landing Lights . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Ignition Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

March 2002
CAE SimuFlite
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30º
Yaw Damp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NOTE: Increase final approach speed to VREF + 5 knots for

autopilot coupled approaches.
Auto Pilot Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 FT AGL
Landing
Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
Brakes (after touchdown) . . . . . . . . . . . . . . . . . . . . . . APPLY
Speedbrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EXTEND
Thrust Reversers . . . . . . . . . . . . . . . . . . . . . . . . . . . .DEPLOY
Reverser Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY
Reverse Power . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
NOTE: If a go-around becomes necessary after the thrust

reversers are deployed, place the reverser levers to the
stow position before advancing the thrust levers.
Landing Check . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
Balked Landing
Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAKEOFF N1
Climb Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VREF
When positive climb is established:
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10º
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Yaw Damp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0º
Landing Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RET/OFF

March 2002
After Landing
Engine EFCs. . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Anti-Collision Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Anti-Ice/Deice Systems:
Wing, Engine and H Stab . . . . . . . . . . . . . . . . . . . . . . . OFF
Windshield. . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF or LOW

visibility.
AOA Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Pitot Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Static Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Radar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
Speedbrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
Defog Blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
After Landing Check . . . . . . . . . . . . . . . . . . . . . . COMPLETE

September 2001
CAE SimuFlite
Shutdown
Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
NOTE: If the engines are not running, the parking brake

must be set from the pilot’s side only. Pumping the brake
pedals may be necessary. A malfunction of the mixing valve
may prevent the brakes from being set.
Standby Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Standby Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAGE
Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Emergency Lights . . . . . . .(GUARD UP) . . . . . . . . . . . . . . OFF
Interior Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Cabin Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Windshield Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Galley Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Radio Masters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Control Lock. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .INSTALL
Shutdown Check . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

September 2001
Turnaround
Prior to Boarding or Deplaning:
L Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CUTOFF
Brake Energy and
Turnaround Charts. . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
See Approach and Landing Performance in AFM.
WARNING: Ice and frost accumulations have been

observed on the upper inboard wing root sections after
extended flight at high altitude, followed by rapid descent
and landing in areas of high humidity conditions. During
rapid turnarounds, upper wing surfaces should be
inspected. If ice or frost is present, it must be removed
prior to departure.
Restarting L Engine:
Radio Masters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Left Engine EFC . . . . . . . . . . . . . . . . . . . . . . OFF, THEN ON
Perform STARTING ENGINE Procedures
Before Taxi:
Radio Masters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Engine EFCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED

March 2002
CAE SimuFlite
Windshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF or LOW

visibility.
Taxi:
Wheel Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Fuel Crossfeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
Fuel Quantity and Balance . . . . . . . . . . . . . . . . . . . . .CHECK
Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Cabin Pressure Control. . . . . . . . . . SET CRUISE ALTITUDE
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
V1, VR, V2, AOA, N1, Flap Setting . . . . . . . . . . . . . .CONFIRM
Perform Before Takeoff and Line Up Procedures.
Turnaround Check . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

September 2001
Towing/Taxiing
On hard surfaces, the aircraft can be towed or pushed back-
wards using a tow bar (P/N 45A91715-1) attached to the nose-
wheel. Turning angle of the nosewheel with tow bar is 90
degrees either side of center. When the aircraft is on a soft sur-
face (such as sand, soft ground, or mud), towing adapter belts
(P/N 45A99601-1) and tow cables must be attached to each
main gear for towing.
For taxi operations, accomplish directional control with the
nosewheel steering system. To prevent landing gear or engine
damage, taxi the airplane on a smooth, hard surface that is free
of loose gravel or debris. The maximum turning radius for the
nosewheel steering system is 45 degrees either side of center.

September 2001
CAE SimuFlite
Aircraft Turning Radius – Towing
WALL TO WALL 47.6 FT
19.2 FT 22.2 FT
4.65 FT
25.37 FT
CURB TO CURB
23.68 FT
B4CRH-EXPN002i

September 2001
Nose Gear Towing

Torque Link Upper Pin. . . . . . . . . . . . . REMOVED/STOWED
Towbar . . . . . . . . . . . . . . . . . . . . .ATTACHED TO AIRCRAFT
Towbar . . . . . . . . . . . . . . ATTACHED TO TOWING VEHICLE
Pilot's Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OCCUPIED
Cabin Entry Door . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Wing/Tail Walkers . . . . . . . . . . . . . STATIONED (OPTIONAL)
Communications . . . . . . . . . . . . . . . . . . . . . . . . . ESTABLISH
Ensure the towing vehicle operator, brake operator, and
wing/tail walkers are able to communicate.
Battery Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Navigation Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED
CAUTION: Never push, pull or lift airplane by any of the

control surfaces.
Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOWED
Observe the aircraft turning distances depicted in Mini-
mum Turning Radii.
NOTE: To reduce stress on the nose landing gear in

future moves, center the nosewheel before bringing
the airplane to a full stop.

March 2002
CAE SimuFlite
When towing operation is complete:

Navigation Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Battery Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Nosewheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTERED
Controls Gust Lock . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Brake Accumulator Pressure . . . . . . . . . . . . . . . CHECKED
CAUTION: Do not set the parking brake if brakes are

overheated, or if outside temperature is at or below
32ºF (0º C).
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

pedals may be necessary. A malfunction of the mixing
Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHOCKED
Tow Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Torque Link Upper Pin . . . . . . . . . . . . . . . . . . . INSTALLED
Insert the disconnect pin through the torque link sleeve
and nose gear shock strut.

March 2002
Main Gear Towing

Towing Adapter Belt Assembly . . . . . ATTACHED TO MAIN
LANDING GEARS
Tow Cables . . . . . . . . . . . . . ATTACHED BETWEEN TOWING
ADAPTER BELT ASSEMBLY
AND TOWING VEHICLE
Torque Link Upper Pin. . . . . . . . . . . . . . . . . . . . . . REMOVED
Tow Bar . . . . . . . . . . . . . . . . . . ATTACHED TO NOSEWHEEL
AXLE FOR MANUAL STEERING
Wing/Tail Walkers . . . . . . . . . . . . . STATIONED (OPTIONAL)
Pilot's Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OCCUPIED
Ensure a brake operator is positioned in the cockpit prior to
towing.
Cabin Entry Door . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Communications . . . . . . . . . . . . . . . . . . . . . . . . . ESTABLISH
Ensure the towing vehicle operator, brake operator, and
wing/tail walkers are able to communicate.
Wheel Chocks/Mooring Ropes . . . . . . . . . . . . . . . REMOVED
Controls Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Battery Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Navigation Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CAUTION: Never push, pull or lift airplane by any of the

control surfaces.

September 2001
CAE SimuFlite
Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOWED
Observe the aircraft turning distances depicted in Minimum
Turning Radii.
NOTE: To reduce stress on the nose landing gear in

future moves, center the nosewheel before bringing the
airplane to a full stop.
When towing operation is complete:

Navigation lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Battery Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Nosewheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTERED
CAUTION: Do not set the parking brake if brakes are

overheated or if outside temperature is at or below 32ºF
(0º C).

pedals may be necessary. A malfunction of the mixing
Controls Gust Lock . . . . . . . . . . . . . . . . . . . . . . INSTALLED

Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHOCKED
Tow Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Torque Link Upper Pin . . . . . . . . . . . . . . . . . . . INSTALLED
Insert the disconnect pin through the torque link sleeve
and nose gear shock strut.
Tow Cables and Adapters . . . . . . . . . . . . . . . . . . REMOVED

September 2001
Taxiing
Pretaxi Procedure
Area. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Torque Link . . . . . . . . . . . . . . . . . . . . . . . . . . .CONNECTED
Static Ground Cable . . . . . . . . . . . . . . . . . . . . . . REMOVED
Taxi Procedure
WARNING: Ensure personnel are clear of engine inlet

and exhaust.
Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
Refer to the Normal Procedures section of the Airplane
Flight Manual for engine starting procedures.
Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED
Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BEGIN
Apply only sufficient thrust to start roll.
CAUTION: Avoid abrupt and rough operation.
Stop the aircraft by slowly depressing both foot brakes.

Shutdown Procedure
Refer to the Normal Procedures section of the Airplane
Flight Manual for shutdown procedures.

September 2001
CAE SimuFlite
Aircraft Turning Radius – Taxiing
CURB TO CURB 40.4 FT
23.0 FT
17.13 FT
8.0 FT
B4CRH-EXPN003i

September 2001
Parking
Under normal weather conditions, the aircraft may be parked
and headed in a direction to facilitate servicing without regard
to prevailing winds. For extended parking, head aircraft into the
wind.
Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . PARKED ON HARD,
LEVEL SURFACE
Nosewheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTERED
Control Gust Locks . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
CAUTION: Do not set the parking brake when brakes are

hot or if outside temperature is at or below 32ºF (0ºC).

Move the handle fully to PARK to apply the brake and
pump brake.
Cabin Emergency Exit Locking Pin . . . . . . . . . . INSTALLED
Nose and Main Gear Wheels. . . . . . . . . . . . . . . . . CHOCKED
Protective Covers . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
The following covers should be installed:
 engine intakes

engine exhausts

static vents
 pitot heads
 AOA Probe
 Ram Air Scoop

March 2002
CAE SimuFlite
The manufacturer recommends that the engine intake and

exhaust covers be installed whenever the aircraft is parked.
They should be removed only for engine operation or servicing.
The remaining covers must be fitted in adverse weather condi-
tions or if the aircraft is to stand for an extended period of time.
CAUTION: Allow pitot heads to cool before fitting covers.
If temperature may drop below freezing:

Galley Liquid and Potty containers . . . . . . . . . . . REMOVED
If temperature may drop below 14°F (-10°C) and aircraft is
to be parked for 12 hours or more:
Batteries . . . . . . . . . . . . . . . . . . . . .REMOVE TO WARMER
ENVIRONMENT
Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED/LOCKED

March 2002
Mooring
No mooring is necessary in wind speeds up to 40 kt if the air-
craft is headed into the wind, the parking brake is engaged, and
main gear front and rear chocks are installed.
If extended parking plans or impending weather necessitates
mooring the aircraft, 3/4-inch ropes are attached to the nose
gear and main gear struts. This procedure requires that tie-
down eyelets be set into the apron; there is no procedure for
mooring at unprepared facilities.
NOTE: 3/4-inch manila rope may be used for mooring.

Allow sufficient slack for contraction of rope in wet weather.
CAUTION: Refer to the aircraft maintenance manual for

the proper tie-on points for mooring ropes.
Parking Procedure. . . . . . . . . . . . . . . . . . . . . . . . . PERFORM

CAUTION: Do not set the parking brake while the brakes

are hot or during cold weather when accumulated moisture
may freeze.
Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NEUTRAL
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Emergency Exit Locking Pin . . . . . . . . . . . . . . . INSTALLED
Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Aircraft . . . . . . . . . . . . . . . . . . . . . . . . STATICALLY GROUND

March 2002
CAE SimuFlite
Install the Following Covers:

 Pitot tube cover
 AOA covers
 Engine intake covers
 Engine exhaust covers
 Windshield cover (if available)
CAUTION: When strong winds are anticipated, head air-

plane into wind and maintain sufficient distance from other
airplanes.
NOTE: For tie-down, use 3/4-inch (19 mm) manila rope or

rope having over 2,000 lb. tensile strength.
Mooring Fittings. . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED

Mooring Cables . . . . . . . . . . . . . . . . . . . . .ATTACHED FROM
AIRPLANE TO RINGS
IN PARKING APRON
Cables should be arranged in as nearly symmetrical pattern
as possible.
For additional mooring security, tie each main landing gear
and the nose gear using manila ropes.
Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED/LOCKED

September 2001
Cold Weather Operations

Deicing Supplemental Information
This section provides supplementary information on aircraft
deicing, anti-icing/deicing fluids, deicing procedures, and air-
craft operating procedures. Consult the Aircraft Flight Manual,
aircraft maintenance manual, and FAA Advisory Circulars for
deicing procedures, holdover times, recommendations, and
hazards.
Federal Aviation Regulations (FARs) prohibit takeoff with snow,
ice, or frost adhering to the wings, windshields, power plant, or
flight controls. It is the responsibility of the pilot-in-command to
ensure the aircraft is free of snow, ice, or frost before takeoff.
Failure to adequately deice the aircraft can result in serious air-
craft performance degradation, loss of lift, and erratic engine
and flight instruments.
Following extended high-altitude flight, frost can form at ambi-
ent temperatures above freezing on the wing's underside in the
fuel tank areas. Refueling the aircraft with warmer fuel usually
melts the frost.
Cold Soak Conditions

An aircraft is exposed to cold soak conditions when the aver-
age ambient temperature is below -4°F (-20°C) longer than four
hours and it may be assumed that all aircraft components have
stabilized at the ambient temperature.
If the local ambient temperature is predominantly below -4°F
(-20°C), move the aircraft to a heated hangar if possible.
Ground icing may also occur at temperatures of 50°F (10°C) or
colder with high humidity.
If icing or cold soak conditions may be encountered and a
heated hangar is not available, prepare the aircraft for cold
soak conditions.

September 2001
CAE SimuFlite
 Drain the water system and toilet unit.
 Remove the aircraft batteries and store them in a warm
environment. This ensures the temperature of each battery
is above 14°F (-10°C) before takeoff, thus ensuring emer-
gency flight time capability.
 Remove any packed snow from the landing gear bays,
wheel wells, landing gear, and all control surfaces.
 Fit covers or blanks to the following:
– engine intakes
– jetpipe exhausts
– nose and main gear wheels
– pitot heads and static vents
– windshield
– ice detector head
– dorsal air intake
– stall warning vents
– angle-of-attack probe.
Ground Deice/Anti-Ice Operations

Deicing Fluids
The approved deicing and anti-icing fluids are:

SAE AMS 1424 Type I
 ISO 11075 Type I
 SAE AMS 1428 Type II

ISO AMS 11078 Type II

SAE AMS 1428 Type IV

September 2001
Only the following Type IV anti-icing fluids are approved:

 Clariant Safewing MP IV 1957

Clariant Safewing MP IV 2001
 UCAR ULTRA+ (approved for use down to -15º)
 Octagon Max Flight Type IV
These deicing fluids are a specially inhibited, glycol-based
solution. While the fluid remains liquid, snow and ice will not
adhere to it. The following precautions should be taken when
using deicing and anti-icing fluids:
 avoid contact with skin and eyes
 replace clothing permeated with deicing/anti-icing fluid
 stay on the windward side of the airplane during application
 do not let solution come in contact with bearings; it may
dilute the lubricant
 avoid applying solution to windows
 exercise caution when walking on surfaces that are coated
with glycol
 keep the solution from entering air ducts or cabin heat and
ventilation ducts, due to toxic fumes entering the cabin or
cockpit during taxi or takeoff.
When necessary, the aircraft can be deiced by:

placing the aircraft in a warm hangar until the ice melts

mechanically brushing the snow or ice off with brooms
brushes, or other means

a cold application of deicing fluid with normal spray
equipment

a heated application of glycol-based solution.

September 2001
CAE SimuFlite
Removing Snow
Use a brush to remove dry snow from aircraft surfaces, or
employ cold air blast. In either case, exercise care to prevent
“trapping snow” in control surface gaps and hinges. If ambient
conditions are above freezing, dry snow may be removed by
applying a hot blast, then spraying the cleared surface with
deicing fluid.
Use rubber squeegees to remove wet snow. Again, exercise
care to prevent trapping snow in control surface gaps and
hinges. If ice formed under the snow, apply deicing fluid.
For frozen snow and ice films, first clear loose snow, then apply
deicing fluid. Brush the snow as fluid is applied to assist in
breaking up deposits and to keep the fluid on the deposit. After
all frozen deposits are removed, apply a light coating of fluid to
keep the surface clear. Brush off or mop up any water resulting
from melted ice as soon as possible.
After clearing snow, make sure the following are free of frost,
ice, or frozen deposits:
 static vents pitot heads
 angle-of-attack probe (if installed)
 drain mast
 all intakes
 all control surfaces airbrakes

landing gear.
Removing Hoar Frost
To remove hoar frost, spray deicing fluid according to the fluid
manufacturer's instructions. If the frost-forming conditions are
severe, apply a light coat of concentrated fluid after defrosting
to maximize the holdover period.
Removing Sleet and Freezing Rain
To remove sleet or freezing rain, spray undiluted deicing fluid
according to the fluid manufacturers’ instructions. Use hot fluid
when possible.

September 2001
In ground icing conditions, conduct a pre-takeoff contamination
check within five minutes of takeoff, preferably just prior to taxi-
ing onto the active runway. Critical areas of the aircraft (e.g.,
empennage, wing, windshield, control surfaces) must be
checked to ensure they are free of ice, slush, and snow or that
the deicing/anti-icing treatment is still effective.
During preflight inspection, inspect areas where surface snow
or frost could change or affect normal system operations. The
following are supplemental preflight checks.
All Protective Covers/Blanks . . . . . . . . . . . . . . . . REMOVED
All Surfaces . . . . . . . . . . . . . . . FREE OF FROST/ICE/SNOW
The wing leading edges, all control surfaces, tab surfaces,
flap jacks and balance panel cavities must be free of ice or
snow. Check control balance cavities and drain holes for
drainage after snow removal; puddled water may refreeze in
flight.
Engine Inlets. . . . . . . . . . .CLEAR OF INTERNAL ICE/SNOW
Check that the inlet cowling is free of ice or snow and that
the engine is free to rotate.
Fuel Tank Vents . . . . . . . . . . . . . . . . . . .FREE OF ICE/SNOW
Check accessible fuel tank vents; remove all traces of ice or
snow.
Pitot Heads and Static Ports . . . . . . . . . . . . . CLEAR OF ICE
Water rundown from snow removal may refreeze immedi-
ately forward of static ports and cause an ice build-up. This
build-up results in disturbed airflow over the static ports,
which causes erroneous static readings, even though the
static ports themselves are clear.
As snow on the windshield melts, it may also form sheet ice
over a large area of the forward fuselage and obstruct the
static ports.

September 2001
CAE SimuFlite
Landing Gear Door . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Landing gear doors should be unobstructed and free of
impacted ice or snow.
Air Conditioning Inlets and Exits . . . . . . . . . . . . . . . . CLEAR
Verify that the air inlets and exits are clear of ice or snow.
Aircraft Deicing . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
For different deicing fluids, the times of protection (i.e., hold-
over times) vary considerably. Furthermore, these times
depend largely on the meteorological conditions and meth-
ods of application. Complete deicing prior to engine starting.
Preliminary Cockpit Preparation . . . . . . . . . . . . COMPLETE
Battery . . . . . . . . . . . . . . . . . INSTALLED/FULLY CHARGED
If the temperature fell below -10ºC (14ºF), the battery may
have been removed.

September 2001
Engine Start
Preheating engines exposed to cold soaking in temperatures
below -19ºF (-29ºC) is recommended, with particular attention
to accessory gearbox and fuel system components.
WARNING: After several minutes of heat application, fuel

draining from a component affected by ice does not neces-
sarily indicate that all ice has melted. Particles of ice may
still remain in the unit, causing a serious potential flight
hazard. Continue to apply heat for a period of time and fre-
quently inspect drainage until it is evident that all water has
been removed.
When aircraft have been exposed to low overnight ambient

temperatures, carefully monitor both fuel and oil pressures dur-
ing starts. If, in either system, there is no indication or an indi-
cation that is below normal operating limits, shut the engine
down immediately. Inspect for ice and, if ice is present, apply
hot air before attempting another start.

September 2001
CAE SimuFlite
After Engine Start

Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MONITOR
The engine instruments should indicate approximately nor-
mal within a short time after reaching idle.
Engine Oil Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
During cold weather starts, oil pressure may temporarily
exceed maximum pressure limits until the oil temperature
rises. At low ambient temperatures, a temporarily high pres-
sure above maximum limits may be tolerated, but delay
takeoff until the pressure drops below the maximum limits.
If the OAT is 5°C (41ºF) or below with visible moisture, igni-
tion and engine anti-ice switches should be turned on for
taxi and takeoff. When not in icing conditions, the engine
anti-ice must not be used when the temperature is above
10°C (50ºF).
Flight Controls . . . . . . . CHECK FREEDOM OF MOVEMENT
Accomplish a freedom of movement check whenever the
aircraft has been exposed for an extended period of time to
snow, freezing rain, or other conditions that could restrict
flight control movement. Expect an increase in control forces
at low temperatures because of increased resistance in
cables and congealed oil in bearings; it may be desirable to
accomplish an additional control check prior to taxi.
Flaps/Speedbrakes . . . . . . . . . . . . . . . .CHECK OPERATION
Cycle the flaps through their entire range; check for smooth
operation.

September 2001
Exterior Deicing After Engine Start

Power Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
Engine Anti-Ice. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Engine Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Air Conditioning Switches . . . . . . . . . . . . . . . . . . . . . . . OFF
Taxi/Before Takeoff
When significant quantities of precipitation in the form of snow,
slush, or water are on the runway, takeoff performance may
vary considerably; refer to the AFM.
Taxi
Nosewheel Steering. . . . . . . . . . . . . . . . . . . . . . . . EXERCISE
Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
When taxiing in snow or slush, the manufacturer recom-
mends that brake applications be made to enable the resid-
ual heat in the brake friction discs to dispose of any slush
accumulation in the brake units.
Before Takeoff
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TAKEOFF
Extend the flaps to the takeoff setting at this time if they
have been held due to slush or wet snow. Consider using a
zero flap (0 degrees) takeoff configuration.
Engine Oil Temperature. . . . . . . . . . . . . . . . . . . . . . . .CHECK
Ensure the oil temperature gage needle is in the green arc.
Before Takeoff Check . . . . . . . . . . . . . . . . . . . . . COMPLETE
To ensure the aircraft is configured for takeoff, complete the
before takeoff checklist before releasing brakes.

March 2002
CAE SimuFlite
Takeoff
In icing conditions, ensure wing anti-ice, engine ignition, and
engine anti-ice are on for takeoff.
If the aircraft starts to slide on ice or snow during the engine
power check, release the brakes and begin the takeoff roll.
Continue the engine check during the early part of the takeoff
roll. A forward pressure on the control column increases nose-
wheel steering effectiveness.

March 2002
Climb/Cruise/Descent
When engine anti-ice is selected on, engine idle RPM is higher
(i.e., raised idle) to ensure adequate engine and intake ice pro-
tection. The thrust at a given RPM decreases; fuel flow and ITT
increase. The penalties on sector fuel are large.
The following is the recommended procedure.
 Climb at 220 KIAS with normal climb power.

If it is necessary to cruise into an icing layer, use long
range cruise performance; it is more economical to cruise
below an icing layer than in it.
 Thrust levers may be closed. Full airbrakes give a rate of
descent of about 3,000 fpm. Higher airspeeds (up to VMo/
MMo) may be used if required for a higher rate of descent.
 Hold at recommended holding speed.

March 2002
CAE SimuFlite
Landing
Select engine ignition ON prior to landing; switch engine igni-
tion OFF after landing.
If reverse thrust is not used, shutting down either engine after
selecting speedbrakes helps deceleration. In a crosswind, shut
down the downwind engine.
If available, use reverse thrust; however, select forward idle if
directional control becomes difficult.
Ground clearance with flaps lowered is relatively small; when
operating on a runway with deep puddles, slush, snow or ice,
observe the following:
Taxi-In/Park
If severe icing conditions are present, utilize engine anti-icing.

March 2002
Removing Salt and Chemical Agents

After Landing
If salt or chemical agents were used to disperse snow and ice
on the landing field, wash the affected areas with clean water
as soon as possible. A wetting agent (e.g., TEEPOL or Com-
prex A) may be added in small quantities.
If time or conditions prevent the removal of contaminants, make
a note in the Technical Log so that appropriate action can be
taken later.
Securing for Overnight or Extended Stay

Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Release the parking brake to eliminate the possibility of the
brakes freezing.
Protective Covers . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Water Storage Containers . . . . . . . . . . . . . . . . . . . . DRAINED
Toilets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAINED
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
If the nickel-cadmium batteries will be exposed to tempera-
tures below 14°F (-10°C) for more than 12 hours, remove
the batteries and store them in a warmer environment.
Galley Supplies That May Freeze . . . . . . . . . . . . . REMOVED
Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED/LOCKED

September 2001
CAE SimuFlite
Intentionally Left Blank.

March 2002
Standard Operating Procedures

Table of Contents
General Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-3
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-3
Flow Patterns. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-4
Checklists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-4
Omission of Checklists . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-4
Challenge/No Response . . . . . . . . . . . . . . . . . . . . . . . . . 2C-5
Abnormal/Emergency Procedures. . . . . . . . . . . . . . . . . . . 2C-5
Time Critical Situations . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-6
Rejected Takeoffs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-6

Critical Malfunctions in Flight . . . . . . . . . . . . . . . . . . . . . 2C-7
Non-Critical Malfunctions in Flight . . . . . . . . . . . . . . . . . 2C-7
Radio Tuning and Communication. . . . . . . . . . . . . . . . . . . 2C-8

Altitude Assignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-8
Pre-Departure Briefings . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-8
Advising of Aircraft Configuration Change . . . . . . . . . . . . . 2C-9

Transitioning from Instruments to Visual Conditions . . . . . 2C-9
Phase of Flight SOP . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-11
Holding Short . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-11
Takeoff Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-13
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-14
Beechjet 400A Developed for Training Purposes 2C-1

August 2010
CAE SimuFlite
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-16
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-17
Precision Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-19
Precision Missed Approach . . . . . . . . . . . . . . . . . . . . . . . 2C-23
Precision Approach Deviations . . . . . . . . . . . . . . . . . . . . 2C-25
Non-Precision Approach . . . . . . . . . . . . . . . . . . . . . . . . . 2C-26
Non-Precision Missed Approach . . . . . . . . . . . . . . . . . . . 2C-31

Non-Precision Approach Deviations . . . . . . . . . . . . . . . . 2C-33
Visual Traffic Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-34
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-36
2C-2 Developed for Training Purposes Beechjet 400A

August 2010
B4CRH-SOP.fm Page 3 Wednesday, June 23, 2004 3:39 PM
General Information
CAE SimuFlite strongly supports the premise that the disci-
plined use of well-developed Standard Operating Procedures
(SOP) is central to safe, professional aircraft operations, espe-
cially in multi-crew, complex, high performance aircraft.
If your flight department has an SOP, we encourage you to use
it during your training. If your flight department does not already
have one, we welcome your use of the CAE SimuFlite SOP.
Corporate pilots carefully developed this SOP. A product of their
experience, it is the way CAE SimuFlite conducts its flight
operations.
The procedures described herein are specific to the Beechjet
400A and apply to specified phases of flight. The flight crew
member designated for each step accomplishes it as indicated.
Definitions
PF – Pilot Flying. The pilot responsible for controlling the flight
of the aircraft.
PIC – Pilot-in-Command. The pilot responsible for the opera-
tion and safety of an aircraft during flight time.
PM – Pilot Monitoring. The pilot who is not controlling the flight
of the aircraft.
LH/RH – Pilot Station. Designation of seat position for accom-
plishing a given task because of proximity to the respective
control/indicator. Regardless of PF or PM role, the pilot in that
seat performs tasks and responds to checklist challenges
accordingly.

June 2004
CAE SimuFlite
Flow Patterns
Flow patterns are an integral part of the SOP. Accomplish the
cockpit setup for each phase of flight with a flow pattern, then
refer to the checklist to verify the setup. Use normal checklists
as “done lists” instead of “do lists.”
Flow patterns are disciplined procedures; they require pilots
who understand the aircraft systems/controls and who method-
ically accomplish the flow pattern.
Checklists
Use a challenge-response method to execute any checklist.
After the PF initiates the checklist, the PM challenges by read-
ing the checklist item aloud. The PF is responsible for verifying
that the items designated as PF or his seat position (i.e., LH or
RH) are accomplished and for responding orally to the chal-
lenge. Items designated on the checklist as PM or by his seat
position are the PM's responsibility. The PM confirms the
accomplishment of the item, then responds orally to his own
challenge. In all cases, the response by either pilot is confirmed
by the other and any disagreement is resolved prior to contin-
uing the checklist.
After the completion of any checklist, the PM states “_______
checklist is complete.” This allows the PF to maintain situa-
tional awareness during checklist phases and prompts the PF
to continue to the next checklist, if required.
Effective checklists are pertinent and concise. Use them the
way they are written: verbatim, smartly, and professionally.
Omission of Checklists
While the PF is responsible for initiating checklists, the PM
should ask the PF whether a checklist should be started if, in
his opinion, a checklist is overlooked. As an expression of good
crew resource management, such prompting is appropriate for
any flight situation: training, operations, or check rides.

June 2004
Challenge/No Response
If the PM observes and challenges a flight deviation or critical
situation, the PF should respond immediately. If the PF does
not respond by oral communication or action, the PM must
issue a second challenge that is loud and clear. If the PF does
not respond after the second challenge, the PM must ensure
the safety of the aircraft. The PM must announce that he is
assuming control and then take the necessary actions to return
the aircraft to a safe operating envelope.
Abnormal/Emergency Procedures
When any crewmember recognizes an abnormal or emergency
condition, the PIC designates who controls the aircraft, who
performs the tasks, and any items to be monitored. Following
these designations, the PIC calls for the appropriate checklist.
The crewmember designated on the checklist accomplishes
the checklist items with the appropriate challenge/response.
NOTE: “Control” means responsible for flight control of the

aircraft, whether manual or automatic.
The pilot designated to fly the aircraft (i.e. PF) does not perform
tasks that compromise this primary responsibility, regardless of
whether he uses the autopilot or flies manually.
Both pilots must be able to respond to an emergency situation
that requires immediate corrective action without reference to a
checklist. The elements of an emergency procedure that must be
performed without reference to the appropriate checklist are
called memory or recall items. Accomplish all other abnormal and
emergency procedures while referring to the printed checklist.
Accomplishing abnormal and emergency checklists differs from
accomplishing normal procedure checklists in that the pilot
reading the checklist states both the challenge and the
response when challenging each item.

June 2004
CAE SimuFlite
When a checklist procedure calls for the movement or manipu-

lation of controls or switches critical to safety of flight (e.g.,
throttles, engine fire switches, fire bottle discharge switches),
the pilot performing the action obtains verification from the
other pilot that he is moving the correct control or switch prior to
initiating the action.
Any checklist action pertaining to a specific control, switch, or
equipment that is duplicated in the cockpit is read to include its
relative position and the action required (e.g., “Left Throttle –
IDLE; Left Boost Pump – OFF”).
Time Critical Situations
When the aircraft, passengers, and/or crew are in jeopardy,
remember three things.
Q FLY THE AIRCRAFT – Maintain aircraft control.
Q RECOGNIZE CHALLENGE – Analyze the situation.
Q RESPOND – Take appropriate action.
Rejected Takeoffs
The aborted takeoff procedure is a pre-planned maneuver;
both crew-members must be aware of and briefed on the types
of malfunctions that mandate an abort. Assuming the crew
trains to a firmly established SOP, either crewmember may call
for an abort.
The PF normally commands and executes the takeoff abort for
directional control problems or catastrophic malfunctions. Addi-
tionally, any indication of the following malfunctions prior to V1
is cause for an abort:
Q engine failure
Q engine fire
Q
reverser unlock/deploy

June 2004
In addition to the above, the PF usually executes an abort prior

to 80 KIAS for any abnormality observed.
When the PM calls an abort, the PF announces “Abort” or
“Continue” and executes the appropriate procedure.
Critical Malfunctions in Flight
In flight, the observing crewmember positively announces a
malfunction. As time permits, the other crewmember makes
every effort to confirm/identify the malfunction before initiating
any emergency action.
If the PM is the first to observe any indication of a critical fail-
ure, he announces it and simultaneously identifies the malfunc-
tion to the PF by pointing to the indicator/annunciator.
After verifying the malfunction, the PF announces his decision
and commands accomplishment of any checklist memory
items. The PF monitors the PM during the accomplishment of
those tasks assigned to him.
Non-Critical Malfunctions in Flight
Procedures for recognizing and verifying a non-critical malfunc-
tion or impending malfunction are the same as those used for
time critical situations: use positive oral and graphic communi-
cation to identify and direct the proper response. Time, how-
ever, is not as critical and allows a more deliberate response to
the malfunction. Always use the appropriate checklist to
accomplish the corrective action.

June 2004
CAE SimuFlite
Radio Tuning and Communication

The PM accomplishes navigation and communication radio
tuning, identification, and ground communication.
For navigation radios, the PM tunes and identifies all navigation
aids. Before tuning the PF's radios, he announces the NAVAID
to be set. In tuning the primary NAVAID, in particular, the PM
coordinates with the PF to ensure proper selection sequencing
with the autopilot mode. After tuning and identifying the PF's
NAVAID, the PM announces “(Facility) tuned, and identified.”
Monitor NDB audio output anytime the NDB is in use as the
NAVAID. Use the marker beacon audio as backup to visual
annunciation for marker passage confirmation.
In tuning the VHF radios for ATC communication, the PM
places the newly assigned frequency in the head not in use (i.e.
preselected) at the time of receipt. After contact on the new fre-
quency, the PM retains the previously assigned frequency for a
reasonable time period.
Altitude Assignment
The PM sets the assigned altitude in the altitude alerter and
points to the alerter while orally repeating the altitude. The PM
continues to point to the altitude alerter until the PF confirms
the altitude assignment and alerter setting.
Pre-Departure Briefings
The PIC should conduct a pre-departure briefing prior to each
flight to address potential problems, weather delays, safety
considerations, and operational issues.
Pre-departure briefings should include all crewmembers to
enhance team-building and set the tone for the flight. The brief-
ing may be formal or informal, but should include some stan-
dard items. The acronym AWARE works well to ensure no
points are missed. This is also an opportunity to brief any take-
off or departure deviations from the SOP due to weather or
runway conditions.

June 2004
NOTE: The acronym AWARE stands for the following.

Q Aircraft status
Q
Weather
Q Airport information
Q Route of flight
Q
Extra
Advising of Aircraft Configuration

Change
If the PF is about to make an aircraft control or configuration
change, he alerts the PM to the forthcoming change (e.g., gear,
speedbrake, and flap selections). If time permits, he also
announces any abrupt flight path changes so there is always
mutual understanding of the intended flight path.
Time permitting, a PA announcement to the passengers
precedes maneuvers involving unusual deck or roll angles.
Transitioning from Instruments to

Visual Conditions
If visual meteorological conditions (VMC) are encountered dur-
ing an instrument approach, the PM normally continues to
make callouts for the instrument approach being conducted.
However, the PF may request a changeover to visual traffic
pattern callouts.

June 2004
CAE SimuFlite

June 2004
Phase of Flight SOP

Holding Short
PF PM
CALL “Before Takeoff
checklist.”
ACTION Complete Before
Takeoff checklist.
CALL “Before Takeoff
checklist complete.”
Takeoff Briefing
ACTION Brief the following:
Q assigned runway
for takeoff
Q initial heading/
course
Q initial altitude
Q airspeed limit
(if applicable)
Q clearance limit
Q emergency return
plan
Q SOP deviations.
Consider the
following:
Q impaired runway
conditions
Q weather
Q obstacle clearance
Q instrument
departure
procedures
Q abort

August 2010
CAE SimuFlite
Holding Short(continued)l
PF PM
Cleared for Takeoff

ACTION Confirm assigned
runway for takeoff
and check heading
indicator agreement
CALL “Assigned runway
confirmed, heading
checked”
ACTION Confirm assigned
runway for takeoff
and check heading
indicator agreement
CALL “Assigned runway
confirmed, heading
checked”
CALL “Lineup checklist.”

ACTION Complete Lineup
checklist.
CALL “Lineup checklist
complete.”

August 2010
Takeoff Roll
PF PM
Setting Takeoff Power (Obtained by 60 KTS)

CALL “Set _____.” CALL “_____ set.”
Initial Airspeed Indication
CALL “Airspeed alive.”
ACTION Visually confirm
positive IAS
indication.
At 80 KIAS
CALL “80 kt cross check.”
At V1
CALL “V1.”
ACTION Move hand from
throttles to yoke.
Push and hold F/D
TCS.
At VR
CALL “Rotate.”
ACTION Rotate to
approximately 13-15
degrees pitch
attitude for takeoff.

August 2010
CAE SimuFlite
Climb
PF PM
At Positive Rate of Climb

CALL “Positive rate.”
Only after PM’s call,
CALL “Gear up.
Lights in,
Yaw Damper-On”
CALL “Gear selected up.”
When gear retraction
complete,
“Gear indicates up.”
After Gear Retraction
ACTION Immediately
accomplish attitude
correlation check.
Q
PF’s and PM’s ADI
displays agree.
Q Pitch and bank
angles are
acceptable.
CALL “Attitudes check.”
Or, if a fault exists,
give a concise
statement of the
discrepancy.
400 ft. Above Airport Surface (Minimum)
CALL “400 feet”
NOTE:
V2 +10 KIAS (10
degree flaps) or V2
+20 KIAS (20 degree
flaps).

August 2010
Climb (continued)
PF PM
ACTION Decrease pitch to

approximately 10
degrees.
CALL “Flaps Up, After
Takeoff Checklist”
CALL “Flaps selected UP.”
When flaps indicate
up,
“Flaps indicate UP.”
At 1,500 ft. AGL (Minimum)
CALL “Climb power.”
ACTION Set climb power
CALL “Climb power set.”
At 1,500 ft. (Minimum) Above Airport Surface and Workload
Permitting
ACTION Complete After
Takeoff checklist.
CALL “After Takeoff
At FL 180 (or Transition Altitude)
CALL “29.92 set.” CALL “29.92 set.”
“Climb checklist.”
ACTION Complete Climb
checklist.
CALL “Climb checklist
complete.”

August 2010
CAE SimuFlite
Cruise
PF PM
At 1,000 ft Below Assigned Altitude

CALL “_____ (altitude) for
_____ (altitude).”
(e.g., “9,000 for
10,000.”)
(e.g., “9,000 for
10,000.”)
Altitude Deviation in Excess of 100 ft
CALL “Altitude.”
CALL “Correcting.”
Course Deviation in Excess of One Half Dot
CALL “Course.”

August 2010
Descent
PF PM
Upon Initial Descent from Cruise

CALL “Descent checklist.”
ACTION Complete Descent
checklist.
At 1,000 ft Above Assigned Altitude
(e.g., “10,000 for
9,000.”)
(e.g., “10,000 for
9,000.”)
At Transition Level
CALL “Altimeter set
_____.”
CALL “Altimeter set
_____.”
CALL “Descent checklist
complete.”
At 10,000 ft
CALL “10,000 ft.”
CALL “Check.
Speed 250 kt.”
Maintain sterile cockpit below 10,000 ft above airport surface.

August 2010
CAE SimuFlite
Descent (continued)
PF PM
At Appropriate Workload Time

REVIEW REVIEW
Review the following:

Q approach to be executed
Q field elevation
Q appropriate minimum sector altitude(s)
Q inbound leg to FAF, procedure turn direction and altitude
Q final approach course heading and intercept altitude
Q timing required
Q DA/MDA
Q MAP (non-precision)
Q VDP
Q special procedures (DME step-down, arc, etc.)
Q type of approach lights in use (and radio keying
procedures, if required)
Q missed approach procedures
Q runway information conditions.
ACTION Brief the following:

Q configuration
Q approach speed
Q minimum safe altitude
Q approach course
Q FAF altitude
Q DA/MDA altitude
Q field elevation
Q VDP
Q missed approach
Q heading
Q
altitude
Q
intentions
Q
abnormal implications.
Accomplish as many checklist items as possible. The Approach
checklist must be completed prior to the initial approach fix.

August 2010
Precision Approach
PF PM
Prior to Initial Approach Fix

CALL “Approach checklist.”
ACTION Set IAS bug to ACTION Complete Approach
calculated VREF checklist.
After Level-Off on Intermediate Approach Segment
CALL “Flaps 10.”
CALL “Flaps selected 10.”
When flaps indicate
10 degrees,
“Flaps indicate 10.”
CALL “Approach checklist
complete.”
After Initial Convergence of Course Deflection Bar
CALL “Localizer/course CALL “Localizer/course
alive.” alive.”
At Initial Downward Movement of Glideslope Raw Data Indicator
CALL “Glideslope alive.” CALL “Glideslope alive.”
When flaps indicate
20 degrees,

August 2010
CAE SimuFlite
Precision Approach (continued)

PF PM
When Annunciators Indicate Localizer Capture

CALL “Localizer captured.” CALL “Localizer captured.”
At One Dot From Glideslope Intercept
CALL “One dot to go.”
CALL “Gear down. Before
Landing checklist.”
CALL “Gear selected
down.”
When gear extension
is complete,
“Gear indicates
down.”
Landing checklist.
When Annunciator Indicates Glideslope Capture
CALL “Glideslope CALL “Glideslope
captured.” captured.”
When flaps indicate
30 degrees,
“Flaps indicate 30.
Before Landing
If the VOR on the PM’s side is used for crosschecks on the

intermediate segment, the PM’s localizer and glideslope status calls
are accomplished at the time the PM changes to the ILS frequency.
This should be no later than at completion of the FAF crosscheck, if
required. The PM should tune and identify his NAV radios to the
specific approach and monitor.

August 2010

PF PM
At FAF
CALL “Outer marker.” or
“Final approach fix.”
ACTION Q Start timing.
Q Visually crosscheck
that both altimeters
agree with crossing
altitude.
Q Set missed
approach altitude in
altitude alerter.
Q Check PF and PM
instruments.
Q Call FAF inbound.
At 1,000 ft Above DA(H)

CALL “1,000 ft to
minimums.”
CALL “Check.”
At 500 ft Above DA(H)
CALL “500 ft to minimums.”
CALL “Check.”
NOTE: An approach window has the following parameters:

Q within one dot deflection, both LOC and GS
Q IVSI less than 1,000 fpm
Q IAS within VREF + 10 kt (no less than VREF or 0.6 AOA,
whichever is less)
Q no flight instrument flags with the landing runway or visual
references not in sight
Q
landing configuration, except for full flaps (single engine
approaches).
If the aircraft is not within this window, a missed approach must be
executed.

August 2010
CAE SimuFlite

PF PM
CALL “Check.”
CALL “Check.”
At Point Where PM Sights Runway or Visual References
CALL “Runway (or visual
reference) ____
o’clock.”
ACTION As PF goes visual,
PM transitions to
instruments.
At DA(H)
CALL “Minimums. Runway
(or visual reference)
____ o’clock.”
ACTION Announce intentions.
CALL “Going visual. Land.”
or “Missed
Approach.”

August 2010
Precision Missed Approach

PF PM
At DA(H)
CALL “Minimums. Missed
Approach.”
CALL “Missed Approach.”
ACTION Apply power firmly ACTION Assist PF in setting
and positively. power for go-around.
Activate go-around
mode and initially
rotate the nose to the
flight director go-
around attitude.
When flaps indicate
10 degrees,
CALL “Gear up.”
is complete,
ACTION Announce heading
and altitude for
missed approach.

June 2004
CAE SimuFlite
Precision Missed Approach (continued)

PF PM
At 140 Kts and 400 ft. Above Airport Surface (Minimum)
CALL “Flaps up.”
CALL “Flaps selected up.”
When flaps indicate
up,
“Flaps indicate up.”
At 1,500 ft (Minimum) Above Airport Surface and Workload
Permitting
CALL “Balked Landing
checklist.”
ACTION Complete Balked
Landing checklist.

June 2004
Precision Approach Deviations

PF PM
± One Half Dot – Glideslope

CALL “One half dot (high,
low) and (increasing,
holding,
decreasing).”
± One Half Dot – Localizer
CALL “One half dot (right,
left) and (increasing,
holding,
decreasing).”
VREF ± ____________
CALL “VREF (plus or minus)
_____ (knots) and
(increasing, holding,
decreasing).”
At or Below VREF
CALL “VREF.” or
“VREF minus _____
(knots below VREF).”
Rate of Descent Exceeds 1,000 FPM
CALL “Sink _____
(amount) hundred
and (increasing,
holding,
decreasing).”

June 2004
CAE SimuFlite
Non-Precision Approach
PF PM
Prior to Initial Approach Fix

calculated VREF. checklist.
After Level-Off on Intermediate Approach Segment
When flaps indicate
10 degrees,
complete.”
At Initial Convergence of Course Deviation Bar
alive.” alive.”
When Annunciators Indicate Course Capture
captured.” captured.”
CALL “Flaps 20”
When flaps indicate
20 degrees,

June 2004
Non-Precision Approach (continued)

PF PM
Prior to FAF
CALL “_____ (number)
miles/minutes from
FAF.”
CALL “Gear down.”
“Before Landing
checklist.”
down.” When gear
extension is
complete,
“Gear indicates
down.”
Landing Checklist.

June 2004
CAE SimuFlite

PF PM
At FAF
CALL “Final Approach fix.”
ACTION Q Start timing.
Q
Visually crosscheck
that both altimeters
agree.
Q Set MDA (or
nearest 100 ft
above) in altitude
alerter.
Q Check PF and PM
instruments.
Q
Call FAF inbound.
When flaps indicate
30 degrees,
Before Landing
At 1,000 ft Above MDA
CALL “1,000 ft to
minimums.”
CALL “Check.”

June 2004

PF PM
At 500 ft Above MDA

CALL “Check”
NOTE: An approach window has the following parameters:
Q
within one dot CDI deflection or 5 degree bearing.
Q IVSI less than 1,000 fpm.
Q IAS within VREF +10 kt (no less than VREF or 0.6 AOA,
whichever is less).
Q
no flight instrument flags with the landing runway or visual
references not in sight.
Q landing configuration, except for full flaps (single engine
approaches).
If the aircraft is not within this window, a missed approach must be
executed.
At 200 ft Above MDA

CALL “Check.”
At 100 ft Above MDA
CALL “Check.”

June 2004
CAE SimuFlite

PF PM
At MDA
CALL “Minimums. _____
(time) to go.” or
“Minimums. _____
(distance) to go.”
CALL “Check.”
At Point Where PM Sights Runway or Visual References
CALL “Runway (or visual
reference) _____
o’clock.”
CALL “Going visual. Land.”
or “Missed approach.”

June 2004
Non-Precision Missed Approach

PF PM
At MAP
CALL “Missed approach
point. Missed
approach.”
CALL “Missed approach.”
ACTION Apply power firmly ACTION Assist PF in setting
and positively. power for go-around.
Activate go-around
mode and initially
rotate the nose to the
flight director go-
around attitude.
CALL “Flaps 10.” CALL “Flaps selected 10.”
When flaps indicate
10 degrees,
CALL “Gear up.”
is compete,
ACTION Announce heading
and altitude for
missed approach.

June 2004
CAE SimuFlite
Non-Precision Missed Approach (continued)

PF PM
At 140 Kts and 400 ft. Above Airport Surface (Minimum)

CALL “Flaps UP.”
CALL “Flaps selected UP.”
When flaps indicate
UP,
“Flaps indicate UP.”
At 1,500 ft (Minimum) Above Airport Surface and Workload
Permitting
checklist.”
ACTION Complete Balked
Landing checklist.

June 2004
Non-Precision Approach Deviations

PF PM
± One Dot – Localizer/VOR

CALL “One dot (right, left)
and (increasing,
holding, decreasing).”
± 5 Degrees At or Beyond Midpoint for NDB Approach
CALL “_____ (degrees off
course) (right, left)
and (increasing,
holding, decreasing).”
VREF ± ____________
CALL “VREF (plus or minus)
_____ and
decreasing).”
At or Below VREF
CALL “VREF.” or
VREF minus _____
(knots below VREF.).”
Descent is ±200 FPM of Briefed Rate
CALL “Sink _____ (amount)
hundred and
decreasing).”

June 2004
CAE SimuFlite
Visual Traffic Patterns

PF PM
Before Pattern Entry/Downwind (1,500 ft Above Airport Surface)

calculated VREF. checklist.
complete.”
Abeam Threshold
When flaps indicate
20 degrees,
CALL “Gear down.
Before Landing
Checklist.”
down.” When gear
extension is
complete,
“Gear indicates
down.”
Landing checklist.
Base Leg
CALL “Flaps 30 selected.”
When flaps indicate
30 degrees,
Before Landing

June 2004
Visual Traffic Patterns (continued)

PF PM
At 1,000 ft Above Airport Surface

CALL “1,000 ft AGL.”
CALL “Check.”
At 500 ft Above Airport Surface
CALL “500 ft AGL.”
CALL “Check.”
At 200 ft Above Airport Surface
CALL “200 ft AGL.”
CALL “Check.”

June 2004
CAE SimuFlite
Landing
PF PM
Landing Assured (At Point on Approach When PF Sights

Runway and Normal Landing can be Made)
CALL “Final established.”
ACTION Push autopilot ACTION Continue with:
disconnect switch. Q
speed check
Q vertical speed
check
Q callouts
Q
gear down
verification
Q flap verification.
CALL “Autopilot/yaw
damper off.”
CALL “Final gear and flaps
recheck.”
At 100 ft Above Touchdown
CALL “100 ft.”
At 50 ft Above Touchdown
CALL “50 ft.”

June 2004
Landing (continued)
PF PM
At Touchdown
ACTION Apply brakes. ACTION Extend speedbrake.
CALL “Speedbrake
extended.”
ACTION Deploy thrust
reversers
CALL “Two DEPLOY lights”
CALL As airspeed
decreases through
60 KIAS,
“60 Knots.”
ACTION Stow thrust
reversers.

June 2004
CAE SimuFlite

June 2004
B4CRH-MVpg1-2.fm Page 1 Wedne sday, June 23, 2004 3:45 PM
Maneuvers
Table of Contents
Approach Speed Explanation . . . . . . . . . . . . . . . . . . . . . . 2D-2
Normal Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D-3

Rejected Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D-5
Steep Turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D-7
Stall Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D-9
ILS Approach and Landing . . . . . . . . . . . . . . . . . . . . . . . 2D-11

Non-Precision Approach and Landing . . . . . . . . . . . . . . . 2D-13
Circling Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D-15
Visual Approach and Landing . . . . . . . . . . . . . . . . . . . . . 2D-17
Engine Failure After V1 /Takeoff Continued . . . . . . . . . . . 2D-19
Single Engine ILS Approach and Landing . . . . . . . . . . . . 2D-21

Single Engine Non-Precision Approach and Landing . . . 2D-23
Zero Flap Visual Approach and Landing . . . . . . . . . . . . . 2D-25
Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D-27
Go-Around/Missed Approach/Balked Landing. . . . . . . . . 2D-29
Single Engine Go-Around/Missed Approach . . . . . . . . . . 2D-31
Beechjet 400A Developed for Training Purposes 2D-1

January 2013
B4CRH-MVpg1-2.fm Page 2 Wednesday, June 23, 2004 3:45 PM
CAE SimuFlite
Approach Speed Explanation

The concept of VREF can be confusing to pilots learning how to determine
approach speeds. The following example is intended to explain the relation-
ship between the published VREF (Flaps 30°), the calculated VREF (for other
than Flaps 30°) and the actual VREF (in the form of a Greenline) on the Pri-
mary Flight Display (PFD).
The published VREF for this aircraft is defined as 1.3 x VSO (stall speed in
the landing configuration - Flaps 30°).
MFG.’S
FLAP CORRECTION CALCULATED ACTUAL
PUBLISHED
CONFIG. FACTOR VREF VREF
VREF
(DURING (FOR OTHER (ESTIMATED (COMPUTED
(14,000 lbs)
APPROACH) THAN FLAPS 1.3 AOA) 1.3 AOA)
30°)
30 Degrees 110 N/A 110 Approx. 110

20 Degrees 110 10 120 Approx. 120
10 Degrees 110 10 120 Approx. 125
0 Degrees 110 20 130 Approx. 130
Most of the time approaches are flown in the landing configuration (Flaps
30°), and consequently the calculated VREF will be the same as the pub-
lished VREF. But if the approach configuration is other than Flaps 30 °, the
published VREF must be adjusted with a correction factor to estimate 1.3
AOA. This will result in a higher calculated VREF than the published VREF.
For example, if an approach is flown at flaps 0°, then 20 KIAS must be
added to the published VREF to determine calculated VREF.
In the Beechjet 400A, the AOA system can compute an actual VREF by
using the AOA vanes. The actual VREF is displayed on the PFD (in the form
of a Greenline). Flying the Greenline always assures the appropriate speed
(regardless of configuration) for 1.3 AOA. Most pilots can avoid the “mental
gymnastics” of VREF simply by using the Greenline all the time. However, it
is important to remember that the Greenline changes every time your con-
figuration changes.
The CAE SimuFlite SOP recommends crossing the FAF at VREF +10 kts (for
maneuvering), and then crossing the threshold at VREF. In order to observe
the PTS tolerances of desired airspeed (±5 kts) on final approach, plan a
target approach speed of Greenline -0 / +10 kts. But be sure to always use
the calculated VREF -0 / +10 kts to estimate and verify the accuracy of your
Greenline.
2D-2 Developed for Training Purposes Beechjet 400A

June 2004
Maneuvers
Normal Takeoff
NOTE:
PRIOR TO TAKING ACTIVE RUNWAY:
HEADING BUG – SET RWY HEADING
LINE-UP CHECK COMPLETE
8 CLIMB
ı (AT 1500 FT AGL, MIN)
ı AIRSPEED – ACCELERATE TO 220/250
KIAS CLIMB PROFILE
CLIMB POWER – SET MCT
AFTER TAKEOFF CHECKLIST COMPLETED
TAKEOFF
1 BRAKES – HOLD
POWER – SET TO 90% N1
ENGINE INSTRUMENTS – CHECK
BRAKES – RELEASE 7 ı FT AGL
400
POWER – ADVANCE TO TARGET N1
PM – "400 FEET"
MAX POWER – OBTAINED BY 60 KTS PF – LOWERS NOSE TO 10° NOSE-UP
3 AT 80 KTS PF – "FLAPS UP, AFTER TAKEOFF CHECKLIST"
PM – "80 KTS CROSSCHECK"
4 AT V1
PM – "V1"
PF – BOTH HANDS ON YOKE
2 PM – "AIRSPEED ALIVE"
(BOTH SIDES)
5 AT VR
PM – "ROTATE"
*
PF – ROTATE 13-15° NOSE UP
F/D TCS – PITCH SYNC
PM – "V "
2 AT POSITIVE RATE OF CLIMB
6 PM – "POSITIVE RATE"
PF – "GEAR UP, LIGHTS – IN,
YD – ON"
* (FOR
NOTE:
NOISE ABATEMENT TAKEOFF)
MAINTAIN 15° PITCH UP TO 1,500 FT
FLAPS – UP
AIRSPEED – ACCELERATE TO CLIMB SPEED
AFTER TAKEOFF CHECKLIST – COMPLETE
B4CRH-MV001i

June 2004
CAE SimuFlite

September 2001
Maneuvers
Rejected Takeoff
TAKEOFF
1 BRAKES – HOLD
POWER – SET TO 90% N1
ENGINE INSTRUMENTS – CHECK
BRAKES – RELEASE
MAX POWER – OBTAINED BY 60 KTS
2 PM – "AIRSPEED A L I V E "
(BOTH SIDES)
ENGINE FAILS OR OTHER

4 MALFUNCTION PRIOR TO V1
CALL – "ABORT, ABORT, ABORT"
NOTE: CHECK BRAKE ENERGY CHARTS
PRIOR TO RE-ATTEMPTING TAKEOFF.
AT 80 KTS
3 PM – "80 KTS CROSSCHECK"
ABORT
5 WHEEL BRAKES – MAX EFFORT
THRUST LEVERS – IDLE *
SPEEDBRAKES – EXTEND
THRUST REVERSER(S) – DEPLOY
SAFE SPEED ADVISE TOWER – ABORTING
* NOTE: MAXIMUM BRAKING EFFORT

WILL BE REQUIRED IF TAKEOFF
FIELD LENGTH IS CRITICAL.
B4CRH-MV002i

June 2004
CAE SimuFlite

September 2001
Maneuvers
Steep Turns
2 BANK – SMOOTHLY TO 45°

ADD APPROXIMATELY 8% N1 AS TURN IS STARTED,
PITCH SHOULD REMAIN THE SAME AS LEVEL FLIGHT.
5 ROLLOUT
PM – "30°/20°/10°"
START ROLLOUT 10°
CLEAN CONFIGURATION
1 MANEUVER SETUP BEFORE ROLLOUT
ATTITUDE – TRIM AIRPLANE FOR HEADING 6 EXIT
200 KTS LEVEL FLIGHT ROLLOUT – ON HEADING AND ALTITUDE
POWER – APPROXIMATELY 70% N1 POWER – REDUCE BY 8% N TO MAINTAIN
1
PITCH – 5° 200 KTS
200 KTS – PREPARE FOR TURN

IN OPPOSITE DIRECTION.
INSTRUCTOR MAY REQUEST
OPPOSITE DIRECTION TURN
IMMEDIATELY.
4 CHECK AIRSPEED AND

ALTITUDE TRENDS
3 45° BANK – ESTABLISHED
B4CRH-MV003i

June 2004
CAE SimuFlite

September 2001
Maneuvers
Stall Series
1 CLEAN/CRUISE CONFIGURATION
2 ▪ GEAR – UP
TAKEOFF/APPROACH CONFIGURATION ▪ FLAPS – UP
▪ GEAR – DOWN ▪ AUTOPILOT – ON
▪ FLAPS – 10° ▪ THROTTLES – 50% N1
▪ AUTOPILOT – OFF ▪ PITCH – MAINTAIN LEVEL FLIGHT (AUTOPILOT)
▪ THROTTLES – 50% N1 ▪ BANK – WINGS LEVEL
▪ PITCH – MAINTAIN LEVEL FLIGHT ▪ TRIM – AUTOPILOT CONTROLLED
▪ BANK – 15 to 30° ▪ SLOW TO FIRST INDICATION OF STICK SHAKER
▪ TRIM – TRIM TO 140 KTS ▪ RECOVERY
▪ SLOW TO FIRST INDICATION OF STICK SHAKER AT THE FIRST INDICATION OF STALL, SIMULTANEOUSLY ACCOMPLISH THE FOLLOWING:
▪ RECOVERY ▪ AUTOPILOT – OFF
AT THE FIRST INDICATION OF STALL, SIMULTANEOUSLY ACCOMPLISH THE FOLLOWING: ▪ PITCH – REDUCE ANGLE OF ATTACK (TRIM AS NECESSARY)
▪ AUTOPILOT – OFF ▪ BANK – LEVEL THE WINGS
▪ PITCH – REDUCE ANGLE OF ATTACK (TRIM AS NECESSARY) ▪ THROTTLES – INCREASE POWER AS NECESSARY
▪ BANK – LEVEL THE WINGS ▪ SPEEDBRAKES – RETRACT
▪ THROTTLES – INCREASE POWER AS NECESSARY ▪ REGAIN CONTROL OF AIRCRAFT AND RECOVER TO MANEUVERING SPEED
▪ SPEEDBRAKES – RETRACT AND FLIGHT PATH APPROPRIATE FOR THE AIRPLANE’S CONFIGURATION.
▪ REGAIN CONTROL OF AIRCRAFT AND RECOVER TO MANEUVERING SPEED ▪ DO NOT EXCEED ANY LIMITATIONS
AND FLIGHT PATH APPROPRIATE FOR THE AIRPLANE’S CONFIGURATION.
▪ DO NOT EXCEED ANY LIMITATIONS
BEFORE BEGINNING STALL PRACTICE

■ DESCENT/APPROACH CHECKLIST – COMPLETE
■ BUG SPEED – SET 140 KTS
■ ENGINE IGNITION – ON
NOTE:
EVALUATION CRITERIA FOR A RECOVERY FROM AN APPROACH TO STALL SHOULD NOT
MANDATE A PREDETERMINED VALUE FOR ALTITUDE LOSS AND SHOULD NOT MANDATE
MAINTAINING ALTITUDE DURING RECOVERY.
LANDING CONFIGURATION
3 ▪ GEAR – DOWN
▪ FLAPS – 30°
▪ AUTOPILOT – OFF
▪ THROTTLES – 60% N1
▪ PITCH – MAINTAIN LEVEL FLIGHT
▪ BANK – WINGS LEVEL
▪ TRIM – TRIM TO 140 KTS
▪ SLOW TO FIRST INDICATION OF STICK SHAKER
▪ RECOVERY
AT THE FIRST INDICATION OF STALL, SIMULTANEOUSLY ACCOMPLISH THE FOLLOWING:
▪ AUTOPILOT – OFF
▪ PITCH – REDUCE ANGLE OF ATTACK (TRIM AS NECESSARY)
▪ BANK – LEVEL THE WINGS
▪ THROTTLES – INCREASE POWER AS NECESSARY
▪ SPEEDBRAKES – RETRACT
▪ EXAMPLE: RECOVER TO VREF, THEN EXECUTE A NORMAL GO-AROUND AND ACCELEREATE TO 250 KTS.
▪ DO NOT EXCEED ANY LIMITATIONS
Beechjet 400A For Training Purposes Only 2D-9

January 2013
CAE SimuFlite

September 2001
Maneuvers
ILS Approach and Landing

3 BASE LEG OR WITHIN 3 NM OF FAF
FLAPS – 10°
AIRSPEED - 140 KTS
PRIOR TO INITIATING APPROACH, SLOW

1 THE AIRPLANE TO 200 KTS IN THE
2 AIRSPEED – 170 KTS
CLEAN CONFIGURATION.
POWER – 60% N1 (APPROX.)
4 TWO DOTS AT GLIDESLOPE INTERCEPT

FLAPS – 20° 6 FLAPS – 30°
AIRSPEED – VREF + 20 AIRSPEED – VREF + 10
POWER – 70% N1 (APPROX.) POWER – 60% N1 (APPROX.)
BEFORE LANDING CHECKLIST – COMPLETE
5 PRIOR TO FAF – ONE DOT

GEAR – DOWN
8 LANDING
THRUST LEVERS – IDLE
WHEEL BRAKES – APPLY
THRUST REVERSERS – DEPLOY
NOTE: APPROACH CHECKLIST SHOULD BE

COMPLETE PRIOR TO INITIATING THE 7 THRESHOLD
APPROACH. VREF SHOULD BE CALCULATED AIRSPEED – VREF
AND THE AIRSPEED BUG SHOULD BE SET. 50 FT – THRUST LEVERS TO IDLE
THE APPROACH CHART SHOULD BE
REVIEWED, AND THE APPROACH BRIEFING
SHOULD BE COMPLETE.
B4CRH-MV005i

June 2004
CAE SimuFlite

September 2001
Maneuvers
Non-Precision Approach and Landing

COMPLETE PRIOR TO INITIATING THE
APPROACH. VREF SHOULD BE CALCULATED
AND THE AIRSPEED BUG SHOULD BE SET.
SHOULD BE COMPLETE.
3 PROCEDURE TURN INBOUND

FLAPS – 20°
AIRSPEED – VREF + 20
I A F OUTBOUND
FLAPS – 10º 1 PRIOR TO INITIATING APPROACH, SLOW
THE AIRPLANE TO 200 KTS IN THE
CLEAN CONFIGURATION
5 AT FAF
FLAPS – 30º
6 AT MDA
ATTITUDE – LEVEL OFF
4 1 NM PRIOR TO FAF 8 THRESHOLD

GEAR – DOWN AIRSPEED – VREF
POWER – 70% N1 (APPROX.) 50 FT – THRUST LEVERS TO IDLE
MINIMUMS
9 LANDING
7 AT VDP (RUNWAY IN SIGHT)

ı DESCENT – CONTINUE
ı POWER – 60% N1 (APPROX.)
B4CRH-MV006i

June 2004
CAE SimuFlite

September 2001
Maneuvers
Circling Approach
1 ENTER BASIC PATTERN AS
APPROPRIATE FOR AIRCRAFT POSITION.
FLY OVER RUNWAY
NOTE: APPROACH CHECKLIST WHEN ESTABLISHED ON CENTERLINE,
SHOULD BE COMPLETE PRIOR TO ENTER BASIC PATTERN AS MAXIMUM 30° BANK TURN TO DOWNWIND
ENTERING THE TRAFFIC AREA. APPROPRIATE FOR AIRCRAFT POSITION. FLAPS – 20°
FLY 90° TO RUNWAY GEAR – DOWN
VREF SHOULD BE CALCULATED
1 START TIMING CROSSING 1
AND AIRSPEED BUG SHOULD BE SET. 4 WITH RUNWAY IN SIGHT AND IN
RUNWAY CENTERLINE POSITION TO MAKE A NORMAL
AFTER 15 SECONDS, TURN
DESCENT TO LANDING
TO DOWNWIND
FLAPS – 20° DESCENT FROM MDA – BEGIN
GEAR – DOWN FLAPS – 30°
IF NOT IN A POSITION TO MAKE A NORMAL
LANDING, GO-AROUND – EXECUTE
5 THRESHOLD
AIRSPEED – VREF
50 FT - THRUST LEVERS TO IDLE
45°
15 SEC
ABEAM POINT
30° BANK
30
SE
C
1 ı ENTER BASIC PATTERN AS

APPROPRIATE FOR AIRCRAFT POSITION. 15 SEC
RUNWAY IN SIGHT AND
WITHIN CIRCLING APPROACH AREA
TURN 45 DEGREES FROM RUNWAY
CENTERLINE
TIMING – START
AFTER 30 SECS., TURN DOWNWIND
FLAPS – 20°
GEAR – DOWN
2 START TIMING ABEAM 3 START TURN TO FINAL

APPROACH END OF RUNWAY. MAXIMUM 30° BANK
AIRSPEED – V
REF + 20
NOTES:
VISUAL REFERENCE IS THE PRIMARY MEANS
FOR CIRCLING APPROACHES
TIMING IS THE SECONDARY MEANS FOR CIRC- ENTER BASIC PATTERN AS
1
LING APPROACHES (LISTED TIMES ARE BASED APPROPRIATE FOR AIRCRAFT POSITION.
ON VREF + 20, NO WINDS) TURN OVER RUNWAY
AT RUNWAY END, MAXIMUM 30°
BANKED TURN TO DOWNWIND
FLAPS – 20°
GEAR – DOWN
B4CRH-MV008i

June 2004
CAE SimuFlite

September 2001
Maneuvers
Visual Approach and Landing

NOTE: APPROACH CHECKLIST
SHOULD BE COMPLETE PRIOR TO
ENTERING THE TRAFFIC AREA.
VREF SHOULD BE CALCULATED
3 BASE LEG ABEAM NUMBERS
POWER – 60% N1 (APPROX.) 2 FLAPS – 20° AND AIRSPEED BUG SHOULD BE SET.
AIRSPEED – VREF +10 AIRSPEED – VREF +20
FLAPS – 30° LANDING GEAR – DOWN
1 PATTERN ENTRY
15 SE AIRSPEED – SLOW TO 170 KTS
CON
DS POWER – 60% N1 (APPROX.)
FLAPS – 10°
1,500 FT AGL
900 FT AGL
(IF POSSIBLE) 4 THRESHOLD
AIRSPEED – VREF
50 FT – THRUST LEVERS TO IDLE
M
5N
1.
TO
1
APPR
OX. 3
NM
5 LANDING
B4CRH-MV013i

June 2004
CAE SimuFlite

September 2001
Maneuvers
Engine Failure After V1/Takeoff Continued
NOTE:
PRIOR TO TAKING ACTIVE RUNWAY:
HEADING BUG – SET RWY HEADING
LINEUP CHECK COMPLETE
10 1,500 FT AGL
AIRSPEED – ACCELERATE TO 170 KTS
ENGINE SHUTDOWN OR FAILURE IN FLIGHT
CHECKLIST– COMPLETE
1 TAKEOFF
BRAKES – HOLD
POWER – SET TO 90% N 1 8 AT 400 FT AGL (OR OBSTACLES CLEARED)
ENGINE INSTRUMENTS – CHECK ı PITCH – 10°
BRAKES – RELEASE
ı AIRSPEED
IF FLAPS AT 10°
ACCELERATE TO V2 + 10 KTS
9 CLIMB
MAX POWER – OBTAINED BY 60 KTS AIRSPEED – MAINTAIN 140 KTS
IF FLAPS AT 20°,
ENGINE FAILURE DURING T/O
ACCELERATE TO V2 + 20 KTS
(ABOVE V1 - T/O CONT.) CHECKLIST - COMPLETE
3 AT 80 KTS
PM – "80 KTS CROSSCHECK"
ı AT V2 + 10 (OR V2 + 20) – FLAPS UP
NOTE: COPILOT WILL NOT

DIFFERENTIATE BETWEEN SIDES
5 ENGINE FAILURE
CALL – "ENGINE FAILURE"
NOTE: IF NEEDED FOR OBSTRUCTION

2 PM– "AIRSPEED
ı ALIVE"
(BOTH SIDES)
* CLEARANCE, REMAIN @ V2 UNTIL
CLEAR OF OBSTACLE.
CONSULT 2nd SEGMENT CLIMB CHART.
4 AT V1
PM – "V1"
PF – BOTH HANDS ON YOKE
6 AT VR
PM – "ROTATE"
PF – ROTATE (13-15°)
F/D TCS – PITCH SYNC 7 AT POSITIVE RATE OF CLIMB
PM – "V " PM – "POSITIVE RATE"
2
AIRSPEED – MAINTAIN V2
*
PF – "GEAR UP, LIGHTS – IN
Y/D – ON"
B4CRH-MV010i

June 2004
CAE SimuFlite

September 2001
Maneuvers
Single Engine ILS Approach and Landing

3 BASE LEG OR WITHIN 3 NM OF FAF

FLAPS – 10°
AIRSPEED – 140 KTS
1 PRIOR TO INITIATING APPROACH, SLOW

THE AIRPLANE TO 200 KTS IN THE
CLEAN CONFIGURATION.
* NOTE: DUE TO LARGE PITCH CHANGES

ASSOCIATED WITH CHANGING FROM 10°
TO 30° FLAPS, THE PILOT SHOULD
CONSIDER LANDING WITH FLAPS AT
10°/20°, RUNWAY DISTANCE ALLOWING.
DIAMONDS / 400's MAY NOT HAVE 20°

FLAP SELECTION
4 PRIOR TO FAF
AIRSPEED – VREF +20
ONE DOT FLY UP – GEAR DOWN
ONE ENG. INOP APPROACH /
LANDING CHECKLIST – COMPLETE 7 THRESHOLD
AIRSPEED - V REF
5 AT GLIDESLOPE INTERCEPT 50 FT - THRUST LEVERS TO IDLE
AIRSPEED – VREF +10 KTS
POWER – 75% N (APPROX.)
1
8 LANDING
6 LANDING ASSURED SPEEDBRAKES – EXTEND
AIRSPEED – SLOW TO VREF *

FLAPS – 30º (IF REQUIRED) THRUST REVERSERS – DEPLOY

SHOULD BE COMPLETE.
B4CRH-MV011i

June 2004
CAE SimuFlite

September 2001
Maneuvers
Single Engine Non-Precision Approach and Landing

2A WITHIN 5 NM OF FAF
1A PRIOR TO INITIATING APPROACH, AIRSPEED – 170 KTS
SLOW THE AIRPLANE TO 200 KTS FLAPS – 10°
IN THE CLEAN CONFIGURATION.
3A PRIOR TO FAF
AIRSPEED – V
REF + 20
1 PRIOR TO INITIATING APPROACH,

SLOWı THE AIRPLANE TO 200 KTS
IN THE CLEAN CONFIGURATION.
2 IAF OUTBOUND
AIRSPEED – 170 KTS
POWER – 80% (APPROX.)
5 AT MDA
ATTITUDE – LEVEL OFF
6 LANDING ASSURED
*
FLAPS – 30° (IF REQUIRED)
AIRSPEED – SLOW TO VREF
* NOTE: DUE TO LARGE PITCH CHANGES

ASSOCIATED WITH CHANGING FROM 10°
TO 30° FLAPS, THE PILOT SHOULD
CONSIDER LANDING WITH FLAPS AT
10°/20°, RUNWAY DISTANCE ALLOWING.
3 PROCEDURE TURN INBOUND
FLAPS – 10º DIAMONDS / 400's MAY NOT HAVE 20°
AIRSPEED – VREF + 20 FLAP SELECTION
4 AT FAF
ı AIRSPEED – VREF +10
ı GEAR – DOWN
ONE ENG. INOP. APPROACH / LANDING
CHECKLIST – COMPLETE
7 THRESHOLD
ı AIRSPEED – VREF
NOTE: APPROACH CHECKLIST SHOULD BE 50 FT – THRUST LEVERS TO IDLE
THE APPROACH CHART SHOULD BE 8 LANDING
REVIEWED, AND THE APPROACH BRIEFING THRUST LEVERS – IDLE
SHOULD BE COMPLETE. WHEEL BRAKES – APPLY
B4CRH-MV015i

June 2004
CAE SimuFlite

September 2001
Maneuvers
Zero Flap Visual Approach and Landing
NO FLAP APPROACH & LANDINGS: NOTE: NO FLAP APPROACH/LANDING

SPEEDBRAKES ARE AVAILABLE CHECKLIST SHOULD BE COMPLETED
FOR SPEED CONTROL. PRIOR TO ENTERING THE TRAFFIC AREA.
VREF SHOULD BE CALCULATED AND
AIRSPEED BUG SHOULD BE SET
2 ABEAM NUMBERS
LANDING GEAR – DOWN
NO FLAP LANDING CHECK – COMPLETE
3 FINAL TURN AIRSPEED – 140 KTS
MAX BANK – 30º 1 PATTERN ENTRY
AIRSPEED – SLOW TO 170 KTS
APPR
OX. 1
5 SEC
1,500 FT AGL
4 ADJUST SEAT FOR NOSE

HIGH APPROACH
APPROX.
900 FT AGL
(IF POSSIBLE)
5 THRESHOLD
AIRSPEED – VREF
M
N
50 FT – THRUST LEVERS TO IDLE
5
1.
1-
APPR
OX. 3
NM
NOTE: LANDING DISTANCES WILL

INCREASE APPROX. 40%.
6 LANDING
B4CRH-MV009i

June 2004
CAE SimuFlite

September 2001
Maneuvers
Emergency Descent
* NOTE: USE CAUTION REGARDING THE

TERRAIN BELOW FLIGHTPATH. DESCEND
TO 15,000 FT (CONTINENTAL USA) OR TO
A KNOWN MSA.
EXPLOSIVE/RAPID DECOMPRESSION
OXYGEN MASKS – DON
MIC SELECTORS – OXY MASK
SPKR SWITCH – ON OR DON HEADSETS
INTPH SWITCH – ON
*
AUTO PILOT – OFF DESCENT LEVEL-OFF (MINIMUM SAFE ALTITUDE)
INITIATE – MODERATE BANK NOT TO CABIN SIGN – SAFETY INITIATE LEVEL-OFF AT APPROX. 1,000 FT ABOVE
EXCEED 45º AIRSPEED – ACCELERATE TO VMO/MMO
PITCH – INITIALLY 15º NOSEDOWN DESIRED ALTITUDE
TRANSPONDER 7700 OR PER ATC SPEEDBRAKES – RETRACT
HEADING – MAINTAIN OR AS
REQUIRED BY ATC
CHECKLISTS:
1. RAPID DECOMPRESSION – COMPLETE
2. EMERGENCY DESCENT – COMPLETE
B4CRH-MV019i

June 2004
CAE SimuFlite

September 2001
Maneuvers
Go-Around/Missed Approach/Balked Landing
4 AT 1500 FT
SET MCT
2 POSITIVE RATE OF CLIMB

GEAR – UP
LANDING LIGHTS – RETRACT
Y/D – ON
3 AT 400 FT
LOWER NOSE – TO 10° PITCH
140 KTS – FLAPS UP
ACCELERATE – TO DESIRED CLIMB SPEED
1 MISSED APPROACH BALKED LANDING CHECKLIST – COMPLETE
THRUST – TAKEOFF N1
FLAPS – 10
PITCH UP – 13° TO 15°
AIRSPEED – V
REF
B4CRH-MV007i

June 2004
CAE SimuFlite

September 2001
Maneuvers
Single Engine Go-Around/Missed Approach
* CLEARANCE,
NOTE: IF NEEDED FOR OBSTRUCTION
REMAIN @ VAC UNTIL
CLEAR OF OBSTACLE. CONSULT
APPROACH CLIMB GRADIENT CHART.
2 POSITIVE RATE OF CLIMB

GEAR – UP
LANDING LIGHTS – RETRACT
Y/D – ON
3 AT 400 FT (OR OBSTACLES CLEARED)

1 MISSED APPROACH 140 KTS – FLAPS UP
THRUST – TAKEOFF N ACCELERATE – TO DESIRED CLIMB SPEED
1
FLAPS – (VERIFY) 10° APPROACH CLIMB CHECKLIST – COMPLETE
PITCH UP – 13° TO 15°
*
AIRSPEED – MAINTAIN VAC
B4CRH-MV012i

June 2004
CAE SimuFlite

September 2001
B4CRH-LM.fm Page 1 Friday, January 9, 2004 3:49 PM
Limitations
Table of Contents
General Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Cabin Emergency Exit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3

Cockpit Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Cabin Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Engine Instrument Markings . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3

Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Operational Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Number of Occupants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Weight/Balance Limitations . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Maneuvering Load Factor Limitations . . . . . . . . . . . . . . . . . 3-9

Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Kinds of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
All Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
System Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
Avionics System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25

September 2001
CAE SimuFlite
Environmental . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
Ice Protection Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
Hydraulic System Limitations. . . . . . . . . . . . . . . . . . . . . . . 3-30
JT15D-5 Power Plant Operating Limitations . . . . . . . . . . . 3-31
Oxygen System Limitations . . . . . . . . . . . . . . . . . . . . . . . . 3-36

Stall Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-37
Gear and Nitrogen Bottle . . . . . . . . . . . . . . . . . . . . . . . . . . 3-38
Fire Extinguisher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-38

September 2001
Limitations
General Limitations
Cabin Emergency Exit
Q The internal cabin emergency exit locking pin, if fitted, must
be removed and stowed before the commencement of each
flight.
Cockpit Placards
Q The flight compartment placards illustrate typical flight com-
partment placards pertinent to operations and safety of
flight. For location and description of the placards, refer to
Section II of the Pilot’s Operating Manual.
Cabin Placards
Q The passenger compartment placards illustrate typical plac-
ards which are of a limiting nature. For location and descrip-
tion of the placards, refer to Section II of the Pilot’s
Operating Manual.
Engine Instrument Markings

Red Radial Mark . . . . . . . . . . MAXIMUM OR MINIMUM LIMIT
Yellow Arc . . . . . . . . . . CAUTIONARY RANGE PERMISSIBLE
FOR SHORT DURATION OR IN
SPECIAL CIRCUMSTANCES
Green Arc . . . . . . . . . . . . . . . NORMAL OPERATING RANGE
Ground Handling
Q
Always ensure the tow pin has been removed before any
towing procedures are carried out.

March 2002
CAE SimuFlite
Q Always pull or push the towbar horizontally to keep the
weight on the nose wheel for positive steering action. Do not
lift the towbar.
Q The minimum towing radius is approximately 15% less than
the braked taxi-turning radius. For further details, refer to the
Beechjet 400A Maintenance Manual.
Servicing
The following servicing procedures will help maintain the
airplane.
Tires
Q Maintain tire pressure to 125 ±5 PSI for the main landing
gear tires and 120 ±5 PSI for the nose tire.
NOTE: Inflate tires with nitrogen.
Window Cleaning
Q Never attempt to clean windows when dry. Flush the surface
with clean water or a mild soap solution, then rub lightly with
a grit-free soft cloth, sponge or chamois and dry. To remove
stubborn grease and oil deposits, use Naptha TT-N-95A
Type II as a detergent and rinse with clean water; avoid pro-
longed rubbing.
NOTE: Do not use ammonia based cleaners.

September 2001
Limitations
Operational Limitations
Airspeed Limitations
This airplane complies with FAR 25 and FAR 36. Operations in
compliance with the limitations presented in this section and in
the applicable supplements in Section 7 are required by
Federal Aviation Regulations.
Speeds shown are Knots of Indicated Airspeed (KIAS) or Indi-
cated Mach (MI) as appropriate:
VMO (S.L. to 8,000 ft) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264
VMO (8,000 to 11,000 ft). . . . . . . . . . . . . . . . . . . . 264 to 320 (1)
VMO (11,000 to 26,000 ft). . . . . . . . . . . . . . . . . . . . . . . . . . . 320
MMO (above 26,000 ft) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.78
VA . . . . . . . . . . . . . . . . SEE AIRSPEED LIMITATIONS GRAPH
VFE/VFO (Flaps 10 Degrees and 20 Degrees) . . . . . . . . . . . 200
VFO (Flaps 30 Degrees). . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
VFE (Flaps 30 Degrees) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
VLE/VLO (Normal Operation) . . . . . . . . . . . . . . . . . . . . . . . . 200
VLO (Emergency Operation) . . . . . . . . . . . . . . . . . . . . . . . . 150
VSB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO LIMIT
MSB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO LIMIT
VMCA (Flaps 0 Degrees) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
VMCA (Flaps 10 Degrees and 20 Degrees) . . . . . . . . . . . . . . 89
VMCG (Flaps 0 Degrees, 10 Degrees and 20 Degrees). . . . . 88
VWW (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200

September 2001
CAE SimuFlite
VTIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165 (2)

(1) Linear variation between points shown.
(2) Stated in terms of true speed on the ground.
45,000
38,000 FT
40,000 246 KIAS
M
35,000 MO
=0
.78
30,000
ALTITUDE ~ FEET
A
V
26,000 FT
25,000 320 KIAS
20,000
213 KIAS
15,000
FT. 11,000 FT
8000
IAS 320 KIAS
10,000 2 64 K
VA
5000
210 KIAS
S.L.
160 180 200 220 240 260 280 300 320 340
150 170 190 210 230 250 270 290 310 330 350
IAS ~ KNOTS
B4CRH-LM001i
Figure 3-1; Airspeed Limitations Graph

September 2001
Limitations
Number of Occupants
Flight Crew
Q
The minimum crew is one pilot and one copilot.
Passengers
Q
The total number of passengers carried shall not exceed
nine (9), nor that for which approved seating accommoda-
tion is provided.
Weight/Balance Limitations
Center of Gravity Limitations
Q The airplane weight and center of gravity (CG) for all flight
and ground operations must be maintained within the appli-
cable limits. The flight limits (gear up or down) are automati-
cally complied with when the airplane, loaded to Zero Fuel
Weight (ZFW), is within the zero fuel envelope with the land-
ing gear down.
Compartment Loading Limitations
Q The aircraft must be loaded in accordance with the Aircraft
Weight and Balance Manual and as placarded in the bag-
gage/stowage compartments.

March 2002
B4CRH-LM.fm Page 8 Monday, December 19, 2005 8:01 AM
CAE SimuFlite
FUSELAGE FUEL IS RESTRICTED AS SPECIFIED FOR

ZONES A, B AND C WITH FULL WING FUEL:
ZONE A - ANY AMOUNT OF FUSELAGE FUEL UP TO FULL TANKS.
ZONE B - THE DIFFERENCE BETWEEN ZFW AND 13,437 POUNDS
MAY BE LOADED IN FUSELAGE TANKS.
ZONE C - FUSELAGE TANKS LIMITED TO THE VALUE SHOWN
ON THE GUIDELINE APPROPRIATE ZFW LOCATION.
KIT - REFERS TO RAYTHEON AIRCRAFT COMPANY KIT 128-5052
17000
17.6% MAC MAX RAMP WT W/ KIT 31.7% MAC

16,500 16500
MAX RAMP WT W/OUT KIT-MAX TAKEOFF W/ KIT
16300
MAX TAKE OFF WT W/OUT KIT
16100
16000
MAX LANDING WT
15700
15000
14000
WEIGHT (POUNDS)
300
400 MAX ZERO FUEL
500 WT. 13000 LBS
13000
600
700
ZONE 800 ZONE
C 900 B ZONE
12000
C
11388
11000
ZONE
2000
A
10000
ULL)
1456
2049 (F
1500
1600
1700
1900
1800
9000
10 15 20 25 30 35
13.3
CENTER OF GRAVITY % MAC
258.4 262.1 265.7 269.4 273.0 276.7

CENTER OF GRAVITY
FUSELAGE STATION (INCHES) B4CRH-LM002i
Figure 3-2; Loading Envelope Graph

December 2005
Limitations
Weight Limitations
For aircraft modified by Raytheon Aircraft Company Kit
128-5052 and Hawker 400XP:
Maximum Taxiing (Ramp) Weight . 16,500 LB (7,484.40 KG)
Maximum Takeoff Weight . . . . . . . 16,300 LB (7,393.68 KG)
For aircraft NOT modified by Raytheon Aircraft Company
Kit 128-5052:
Maximum Taxiing (Ramp) Weight . 16,300 LB (7,393.68 KG)
Maximum Takeoff Weight . . . . . . . 16,100 LB (7,302.96 KG)
NOTE: Perform an inspection as specified in Section

05-50-00 of the Beechjet 400/400A Maintenance Manual in
the event of an overweight landing.
All aircraft:
Maximum Landing Weight. . . . . . . 15,700 LB (7,121.52 KG)
Maximum Zero Fuel Weight . . . . . 13,000 LB (5,869.80 KG)
Cabin Floor Loading . . . . . . . . . . . . . . . . . . . . 65 LB/SQ FT
Cabin Baggage Compartment (without galley) . . . . . 150 LB
Cabin Baggage Compartment (with galley) . . . . . . . 100 LB
Aft Cabin Baggage Compartment . . . . . . . . . . . . . . . 350 LB
Aft Cabin Baggage Compartment
Floor Loading . . . . . . . . . . . . . . . . . . . . . . . . 125 LB/SQ FT
External Aft Baggage Compartment . . . . . . . . . . . . 450 LB
External Aft Baggage
Compartment Floor Loading . . . . . . . . . . . . . 100 LB/SQ FT
Maneuvering Load Factor Limitations

Flaps 0 Degrees . . . . . . . . . . . . . . . . . . . . . . . . . . -1.0 to 3.2 G
Flaps 10 Degrees, 20 Degrees and 30 Degrees . . . . 0 to 2.0 G
Maximum accelerations can limit the allowable angle of bank in
turns and the severity of pull-up maneuvers.

December 2005
CAE SimuFlite
Takeoff
Q Maximum Takeoff Weight is limited by the most restrictive of
the following:
– 16,300 lbs for aircraft modified by Raytheon Aircraft
Company Kit 128-5052 and Hawker 400XP;
16,100 lbs for aircraft NOT modified by Raytheon Aircraft
Company Kit 128-5052.
– Maximum Takeoff Weight to Achieve Takeoff Climb
requirements in Section 5 of the AFM.
– Maximum Takeoff Weight Limited by Maximum Brake
Energy in Section 5 of the AFM.
– Maximum Takeoff Weight for the runway available and
ambient conditions shown on the Takeoff Speeds and
Field Length tables and Correction graphs in Section 5 of
the AFM.
Q Performance data is provided in the AFM for the three differ-
ent takeoff flap settings: 0 degrees, 10 degrees, and 20
degrees. Each setting provides performance advantages
under different circumstances. In situations where the maxi-
mum takeoff weight is being limited by climb requirements,
brake energy limits, or available runway length, use of a dif-
ferent takeoff flap setting may allow a higher takeoff weight.
Q The Environmental Control System (ECS) can be turned
OFF to increase available thrust during takeoff, thereby
sometimes permitting higher takeoff weights. If ECS OFF
takeoff procedures are used, it is mandatory that ECS OFF
be used for approach and landing in the event of an emer-
gency return to the departure airport. The combined selec-
tion of ECS OFF and Engine Anti-Ice ON is not permissible
operation.
Q Takeoffs under icing conditions shall be conducted with an
airplane free of ice, frost, and wet snow that is adhering to
the airframe. The presence of such accumulations may
result in significant changes in the aerodynamic characteris-
tics, drag, and stalling speed of the airplane, which would
invalidate published performance data.
Q Maximum fuel imbalance . . . . . . (T/O) . . . . . . . . . . 100 lbs.

December 2005
Limitations
Enroute
Maximum Operating Altitude . . . . . . . . . . . . . . . . . . . 45,000 FT
Ambient Air Temperature . . . . . . . . . . . . . . -65°C to ISA +35°C
Extension of gear, flaps or landing lights is prohibited above
20,000 feet.
Yaw Damper . . . . . . . . . . .OPERABLE AND ON FOR FLIGHT
IN ICING CONDITIONS, OR
FLIGHT ABOVE 28,000 FT
Maximum fuel imbalance . . . . . . . (ENROUTE). . . . . . .300 lbs.
Refrigeration Air
Conditioning Operation . . . . .PROHIBITED ABOVE 18,000 FT
Landing
Q Maximum Landing Weight is limited by the most restrictive
of the following:
– 15,700 lb.
– Maximum Landing Weight to Achieve Approach Climb
Requirements.
– Maximum Landing Weight Limited by Maximum Brake
Energy.
– Maximum Landing Weight for the runway available and
ambient conditions shown on the Landing Distance
Graph.
Q If ECS OFF procedures have been utilized for takeoff, it is
mandatory that ECS OFF thrust settings be used for
approach and landing climb in the event of an emergency
return to the airport of departure.
Q
The landing weight limits under icing conditions consider the
effects of a typical icing encounter on the airplane drag and
flying capabilities. Selection of the ECS OFF thrust setting
combined with Anti-Ice ON is prohibited.
Q Maximum fuel imbalance . . . (LANDING) . . . . . . . .300 lbs.

January 2004
CAE SimuFlite
Kinds of Operation
Q This aircraft is certified in the Transport Category and is eli-
gible for the following kinds of operation when the appropri-
ate instruments and equipment required by the
airworthiness and/or operating certificate are installed and
approved and are in operable condition:
– Day
– Night
– VFR
– IFR
– Known Icing Conditions.
The following operations are not authorized:
– Acrobatic Maneuvers
– Spins
– Takeoffs and landings from unprepared surfaces
– Not approved for ditching under FAR 25.801.
All Operations
Q The trim system must be checked and operable prior to
flight in accordance with the procedure in Section 4 of the
AFM. The Trim System check may be omitted for turn-
around operations where only the left engine has been shut
down.
Q The stall warning system must be checked and operable
prior to flight in accordance with the procedure in Section 4
of the AFM.
Q The speed brakes must be operable prior to flight in accor-
dance with the procedure in Section 4 of the AFM.
Q
Rudder Boost must be operable and armed for all
operations.

Januay 2004
Limitations
Q The cockpit voice recorder self-test must be successfully

accomplished prior to flight.
Q Except for preflight check, do not operate Engine Anti-Ice
system during ground operations at temperatures above
10°C.
Q Combined selection of ECS OFF and Engine Anti-Ice ON is
prohibited.
Q
Windshield Anti-Ice system must be ON (LOW or HI) for all
in-flight operations. Use of windshield heat high mode is pro-
hibited during takeoff and landing.
Q On airplanes RK-296 and after, and those airplanes modi-
fied by Raytheon Kit No. 128-3058-1, pilot and copilot audio
SPKR switches must be ON if headsets are not worn.
Q Do not operate strobe lights in clouds, fog, or on the ground
near other aircraft.
Q Do not operate weather radar on the ground in close proxim-
ity to ground personnel.
Q Oxygen supply must be adequate for the intended flight.
Quick-donning masks and smoke goggles must be on board
for crew and accessible for each flight. Passenger masks
must be serviceable when passengers are carried.
Q Do not operate anti-ice systems at ram air temperatures
greater than 10°C unless in actual icing conditions, as indi-
cated by illumination of the ICING annunciator (if installed)
or airframe ice accumulation.
Q
Refrigeration Air Conditioning operation below 5°C is
prohibited.
Q RK-1 thru RK-107 not modified by Kit 128-4014-1,
128-4014-3, 128-4014-5 or 128-4016-1.

January 2004
CAE SimuFlite
Do not operate the Refrigeration Air Conditioning if any of

the following conditions exist:
– Horizontal stabilizer anti-ice ON.
– Horizontal stabilizer deice ON.
– Horizontal stabilizer deice backup ON.
Q RK-108 and after, RK-1 thru RK-107 modified by Kit
128-4014-1, 128-4014-3, 128-4014-5 or 128-4016-1
During flight in icing conditions:
– Do not select 30 degrees flaps within 15 seconds after
selecting 10 degrees flaps.
– Operations using flap settings greater than 10 degrees
are limited to within twenty minutes after initial flap exten-
sion. After twenty minutes, use 10 degrees flaps for
landing.
Do not operate the Refrigeration Air Conditioning if any of
the following conditions exist:
– Horizontal stabilizer deice ON.
Q RK-212 and after, and those airplanes modified by Ray-
theon Aircraft Service Bulletin 28-3203 and Pratt & Whitney
Service Bulletin 7526R1
If Hybrid Fuel Nozzles are installed on one or both engines,
all air starts must be performed within the limits presented
by AIR START ENVELOPE 2 in Section 3A of the AFM.
Q Thrust reversers must be checked in accordance with the
procedure in Section 4 of the AFM prior to flight.
Q
The LCD monitor in the Cabin Video Information System
may cause interference to COMM-1 only, when tuned to
125.0 MHZ. The ability to communicate on COMM-1 is not
affected.
Q On airplanes modified by MOD drawing 004359, the use of
cabin auto temperature mode is prohibited.

September 2001
Limitations
Q Takeoff and Landing Operations:

Maximum Weights. . . . . . . . SEE SECTION 5 OF THE AFM
Airfield Elevation (Pressure Altitude). . . . UP TO 10,000 feet
Ambient Temperature . . . . . . . . . . . . . . -40°C to ISA + 35°C
Maximum Tailwind Component
for Takeoff and Landing. . . . . . . . . . . . . . . . . . . . . . . . 10 KT
Maximum fuel imbalance for Takeoff. . . . . . . . . . . . . 100 LB
Maximum fuel imbalance for Landing . . . . . . . . . . . 300 LB
Windshield Anti-Ice/Deice
Switch (HI mode). . . . . . . . . . PROHIBITED FOR TAKEOFF
AND LANDING
Jet Pumps and
Boost Pumps. . . . . . . . . . . . . . OPERABLE FOR TAKEOFF
Engine Electronic Fuel Control (EEC). . . . . . . . . . . ON AND
OPERABLE FOR TAKEOFF
Engine Synchronizer . . . . . . . . . . . . . . OFF FOR TAKEOFF,
APPROACH, LANDING, AND
ENGINE OUT OPERATION
Cabin Pressurization . . . UNPRESSURIZED FOR LANDING
Yaw Damper . . . . . . . .OFF FOR TAKEOFF AND LANDING
Battery Temperature
(RK-1 thru RK-48, except RK-45) . . . . . . . . . .NO TAKEOFF
PERMITTED IF ABOVE 120°F
AND CONTINUING TO RISE
Battery Temperature
(RK-45, RK-49 thru RK-97) . . . NO TAKEOFF PERMITTED
IF ABOVE 135°F
AND CONTINUING TO RISE
Refrigeration Air Conditioning . . . . . . . OFF FOR TAKEOFF
AND LANDING

January 2004
CAE SimuFlite

September 2001
Limitations
System Limitations
Avionics System
Q This avionics system is intended for use with Collins FMS
Program Number:
– RK-1 thru RK-64, except RK-52: 613-5470-017.
– RK-52, RK-65 thru RK-77, and RK-79 thru RK-98:
613-5470-025.
– RK-78, RK-99 and after: 613-5470-028.
Q The following Beechjet Pilot's Operating Manual must be
immediately available to the flight crew:
– RK-1 thru RK-64, except RK-52: P/N 128-590001-97 or
later revision,
– RK-52, RK-65 thru RK-117, RK-119 thru RK-139: P/N
128-590001-149 or later revision.
– RK-118, RK-140 and after: P/N 128-590001-205 or later
revision.
Autopilot
Q Approved for Category 1 ILS approaches only.
Q The autopilot and yaw damper must be disengaged for take-
off and landing.
Q Do not manually override the autopilot in flight.
Q Do not operate the autopilot during airplane trim malfunction.
Q Maximum speed limit for autopilot operation is unchanged
from the airplane maximum airspeed limit (VMO/MMO).
Q
Do not use autopilot below 200 feet above terrain.
Q
A pilot must be seated at the controls with the seat belt and
shoulder harness fastened during autopilot operations.

September 2001
CAE SimuFlite
Q Autopilot preflight check must be conducted and found satis-
factory prior to each flight on which the autopilot is to be
used.
Q Both AHRS are required for autopilot operation.
Q
Nav captures, including localizer captures, must be accom-
plished with an intercept angle of 90 degrees or less.
Q Increase final approach speed to VREF + 5 knots for autopi-
lot coupled approaches.
Q Localizer back course captures must be accomplished with
an intercept angle of 70 degrees or less.
Q Do not use 1/2 Bank mode when conducting FMS based
approaches.
Q RK-1 thru RK-91, except RK-78.
– Use of speed brakes with autopilot engaged is prohibited.
(When Kit P/N 128-3023 is installed, this limitation no
longer applies).
EFIS
Q The third attitude indicator and the standby power supply
must be operative for takeoff.
Q The MAP mode of navigation and checklist data on the
Multi-function Display (MFD) are provided only as an aid
and are not approved as primary information.
Q The pilot’s and copilot's PFDs (three and four tube systems)
must be operative in the normal mode for takeoff.
Q The pilot's and copilot's Air Data Computers must be opera-
tive for takeoff.
Q After applying power to the AHRS, the aircraft must not be
moved until the altitude and heading warnings have cleared.

Januay 2004
Limitations
TCAS-94 (if installed)

Q Pilots are authorized to deviate from their current ATC clear-
ance to the extent necessary to comply with a TCAS resolu-
tion advisory (RA).
Q The following table lists the advisories or mode limits:
Advisory or Mode Limits

Increased Descent RA Prevented below 1,450 ft AGL (1,650 ft AGL during
a climb and 1,450 ft AGL during a descent).
Descent RA Prevented below 1,000 ft AGL during a descent

and below 1,200 ft AGL during a climb.
Resolution Advisories Prevented below 1,100 ft AGL during a climb and

below 900 ft AGL during a descent. (TCAS auto-
matically changes to the TA or TA ONLY mode).
TA Audio Prevented below 1,100 ft (600 ft. change 7.0) AGL

Annunciation during a climb and below 900 ft (400 ft. change 7.0)
AGL during a descent.
Climb Command Prevented in some configurations of the aircraft.
Increase Climb Prevented in some configurations of the aircraft.

Command
Self-Test Depending on the system installation, self-test

operation may be prevented when the aircraft is
airborne.
Advisory Priority Depending on the system installation, TCAS may

automatically change to the TA or TA ONLY mode
or to STBY mode to allow higher priority advisories
to be given (i.e. GPWS, wind shear direction, etc.).

January 2004
CAE SimuFlite
Flight Management System

Q Collins AMS-5000 Avionics Management System Pilot's
Guide, CPN 523-0778334, Second Edition, dated Decem-
ber 22, 1997 (or later applicable revision) must be immedi-
ately available to the flight crew whenever navigation is
predicated on the use of the system.
Q
The system program number displayed on the STATUS
page must be 832-4118-009.
Q IFR navigation is prohibited unless the pilot verifies each
selected waypoint and navaid for accuracy by reference to
current approved data.
Q When using the Multi-Sensor Area Navigation System, addi-
tional equipment required for the specific type of operation
must be installed and operable. Minimum equipment for
enroute FMS operation is one VOR, one DME, valid heading
and TAS inputs or three VLF and/or Omega stations and
valid heading and TAS inputs. Minimum equipment for FMS
approach operation is one VOR, one DME, and valid head-
ing and TAS inputs.
Q The Multi-Sensor system position must be checked for
accuracy prior to use as a means of navigation and under
the following conditions:
– At or prior to arrival at each enroute waypoint during FMS
navigation along approved RNAV routes.
– Prior to requesting off-airway routing, and at hourly inter-
vals thereafter during FMS navigation off approved RNAV
routes.
– Prior to each compulsory reporting point during IFR oper-
ation when not under radar surveillance control.
Q During periods of dead reckoning, the Flight Management
System shall not be used for navigation.

September 2001
Limitations
Q Following a period of dead reckoning navigation, the system

position should be verified and updated, as required, by
visually sighting a ground reference point and/or by using
other installed navigation equipment, such as VOR, DME,
TACAN, or a combination of such equipment.
Q Acute angle FMS navigation course changes of ±135
degrees or more will result in a turn which departs signifi-
cantly from both the old and the new desired tracks. The
direction of this turn will depend upon airplane heading
when the leg change is initiated.
Q Monthly updates of the FMS navigation data base must be
loaded on or after the effective date.
Q Published routes and procedures must be flown as point-to-
point legs when FMS is the active navigation source (i.e.,
AUTO LEG or MAN LEG with a FROM and TO waypoint
shown in the flight plan).
Q Operation is degraded by magnetic heading errors near the
magnetic poles.
Operation is acceptable between 60 degrees north latitude

and 60 degrees south latitude at any longitude.
Operation to 70 degrees north latitude is acceptable east of

75 degrees west longitude and west of 120 degrees west
longitude.
Operation to 80 degrees north latitude is acceptable east of

50 degrees west longitude and west of 70 degrees east lon-
gitude.
Operation to 70 degrees south latitude is acceptable except

for the 45 degrees between 120 degrees east and 165
degrees east longitude.

September 2001
CAE SimuFlite
Q If the GPS sensor is unavailable, and following a period of
CHK POS, dead reckoning or when a cross-check with other
onboard approved navigation equipment reveals an error
greater than 3 nm, the aircraft position should be verified by
visually sighting ground reference points and/or by using
other navigation equipment such as VOR, DME, NDB, and/
or radar fix.
Q
Instrument approaches must be accomplished in accor-
dance with approved instrument approach procedures that
are retrieved from the AMS-5000 database. The AMS-5000
database must incorporate the current update cycle.
– Instrument approaches must be conducted in the
approach mode and GPS integrity monitoring (for system
incorporating a GPS sensor) must be available at the
Final Approach Fix.
– Accomplishment of ILS, LOC, LOC-BC, LDA, and SDF
approaches are not authorized utilizing the AMS-5000
system.
– When an alternate airport is required by the applicable
operating rules, it must be served by an approach based
on other than GPS navigation, the aircraft must have
operational equipment capable of using that navigation
aid, and the required navigation aid must be operational.
Q The FMS is approved for RNAV approaches under the fol-
lowing conditions:
– Either VHF navigation receiver must be tuned to the
reference VOR.
– The FMS must be programmed with data from current
published instrument approach procedures only.
Q
Fuel management parameters are advisory only, and do not
replace the primary fuel quantity and fuel flow indicators.

September 2001
Limitations
Q Provided the Multi-Sensor Area Navigation System is

receiving adequate usable sensor inputs, it has been dem-
onstrated capable of and has been shown to meet the accu-
racy specifications of VFR/IFR enroute RNAV operation
worldwide in accordance with the criteria of AC 20-130A.
Q VNAV (if installed)
– Provided the VNAV system is receiving adequate usable
signals, it has been demonstrated capable of and has
been shown to meet the accuracy requirements of: VFR/
IFR enroute VNAV operation within the contiguous
United States and Alaska in accordance with the criteria
of AC 20-129.
– Use of VNAV mode is limited to enroute operations.
– When using the VNAV system, the barometric altimeters
must be used as the primary altitude reference for all
operations.
– Use of VNAV guidance for a V-MDA approach that
includes a step-down fix between the final approach fix
and missed approach point is prohibited.
– Use of FMS to capture and track a DME arc outside the
published end points is prohibited.
– VNAV operation in the enroute phase is limited to an air-
craft heading within 70 degrees of the desired track and
lateral deviation less than 10 nm.
– VNAV operation in GPS TERM or TERM (GPS disabled)
is limited to an aircraft heading within 70 degrees of the
desired track and lateral deviation less than full scale
deflection.
– VNAV operation in GPS APPR or APPR (GPS disabled)
is limited to an aircraft heading within 30 degrees of the
final approach course and lateral deviation less than full
scale deflection.
– DME arc procedures must be conducted with the arc dis-
played on the MFD map page.

September 2001
CAE SimuFlite
– VNAV altitudes must be displayed on the MFD map page

when utilizing VNAV for flight guidance.
– Use of VNAV while conducting a missed approach proce-
dure is prohibited.
Q GPS (if installed)
– Provided the Multi-Sensor Area Navigation System incor-
porating a GPS sensor is receiving adequate usable sen-
sor inputs, it has been demonstrated capable of and has
been shown to meet the accuracy specifications of VFR/
IFR enroute RNAV operation worldwide in accordance
with the criteria of AC 20-130A.
– Users are cautioned that the GPS satellite constellation
may not meet the coverage, availability, and integrity
requirements for civil aircraft navigation equipment. GPS
satellite availability and accuracy are subject to change,
and appropriate status information should be consulted.
– GPS is not approved by the FAA for sole means of navi-
gation. When the Flight Management System (FMS) is
using GPS as the only position input, the message GPS
will appear on the Primary Flight Display. Other means of
navigation, if available, should be used. When in this
mode, the FMS will continue to navigate normally.
Fairchild F1000 Series Flight Data Recorder
Q The flight data recorder self-test must be successfully
accomplished before each flight.

September 2001
Limitations
Electrical System
General
Q
External power requirements are 28V DC and 1,000 to
1,500 amps.
Q The maximum permitted starter operating time is 30 sec-
onds. After an aborted start, a minimum of five minutes cool-
ing time must be allowed before making another attempt to
start, A further fifteen minutes are required before making a
third attempt. The cycle may be repeated after a further
period of 60 minutes.
Q Do not attempt a battery start if battery voltage is below 22
volts.
Q No takeoff is permitted if battery temperature is above 120°F
and continues to rise on airplanes RK-1 thru RK-48 except
RK-45.
Q No takeoff is permitted if battery temperature is above 135°F
and continues to rise on airplanes RK-45, RK-49 thru
RK-97.
Starter/Generator Limitation
Q Maximum ground operation is 280 amps each generator.
Generator Assisted Start
Q Do not attempt to start the second engine until the generator
load is below 150 amps.
Q Inflight operation (maximum) on RK-1 thru RK-107 not
modified by Kit 128-4014-1, 128-4014-3, 128-4014-5 or
128-4016-1.
Both generators operating
up to 41,000 ft . . . . . . . . . . 280 AMPS EACH GENERATOR
above 41,000 ft . . . . . . . . . 260 AMPS EACH GENERATOR

September 2001
CAE SimuFlite
One generator operating

up to 32,500 ft . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 AMPS
from 32,500 to 41,000 ft . . . . . . . . . . . . . . . . . . . 280 AMPS
One generator operating above 41,000 ft . . . . . . 260 AMPS
Q Inflight operation (maximum) on RK-108 and after, RK-1 thru
RK-107 modified by Kit 128-4014-1, 128-4014-3, 128-4014-5
or 128-4016-1.
up to 41,000 ft . . . . . . . . . . 280 AMPS EACH GENERATOR
above 41,000 ft . . . . . . . . . 260 AMPS EACH GENERATOR
One generator operating up to 29,000 ft. . . . . . . 400 AMPS
One generator operating up to 29,000 ft
(Icing Conditions) . . . . . . . . . . . . . . . . . . . . . . . . 440 AMPS
TRANSIENT (Below 20,000 ft,
30 seconds maximum) . . . . . . . . . . . . . . . . . . . . 525 AMPS
from 29,000 to 41,000 ft . . . . . . . . . . . . . . . . . . . 280 AMPS
above 41,000 ft . . . . . . . . . . . . . . . . . . . . . . . . . . 260 AMPS
Red Arc/Red
Instrument Green Arc Yellow Arc
Line Maximum
Ammeter 0 to 400 amps 260 to 400 amps 400 amps
Voltmeter – – 32 to 35 volts
Battery Temp Up to 120°F 120 to 150°F 150 to 190°F
Table 3-A; Instrument Markings

September 2001
Limitations
Environmental
Q The maximum differential pressure (pressure relief valve
setting) is 9.1 PSI.
Q
The cabin must be unpressurized for landing.
Q Combined selection of ECS OFF and engine anti-ice ON is
prohibited.
NOTE: The bleed air may be turned off when performing

an ECS-off takeoff, provided the ventilation blower is
operating.
Q Except for preflight check, do not operate anti-ice/deice sys-

tems at ram air temperatures greater than 10°C unless in
actual icing conditions.
Flight Controls
Q With speed brakes extended, do not extend flaps beyond 10
degrees in flight.
Q Trim system must be checked and operable in accordance
with the procedure in section 4 of the AFM.
Q On airplanes RK-52, RK-65 thru RK-92 not modified by Kit
128-5025-1, the flap control lever has three positions: 0°,
10° and 30°.
Q On airplanes RK-93 and after, and those airplanes (RK-52,
RK-65 thru RK-92) modified by Kit 128-5025-1, the flap con-
trol lever has four positions: 0°, 10°, 20° and 30°.
Instrument Markings (Pitch Trim)
Red arc/red line minimum . . . . . . . . . . . . . . . . . . . . . . . . . -1.5°
Green arc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -5.6 to 6.4°
Yellow arc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NONE
Red arc/red line maximum. . . . . . . . . . . . . . . . . . . . . . . . -10.9°

January 2004
CAE SimuFlite
Fuel System
Wing Fuselage
Total
Tanks Tanks
(US gal)
(US gal) (US gal)
UNUSABLE FUEL 7.16 1.19 8.35
MAXIMUM USABLE FUEL 427.20 305.80 733.00
TOTAL FUEL CAPACITY 434.36 306.99 741.35
Table 3-B; Fuel Storage Quantities

Fuel remaining in the tanks when the quantity indicator reaches
zero is not usable in flight.
Approved Engine Fuels
Q Commercial Kerosene Jet A, Jet A-1, Jet B, JP-4, JP-5, JP-8,
JP-8 +100 and RP-3 (Chinese) per Pratt & Whitney Service
Bulletin 7144.
Approved Fuel Additives
Q Fuels not containing icing inhibitors must have
MIL-I-27686D or MIL-I-85470 fuel system icing inhibitor
added in amounts of not less than 0.01% nor more than
0.15% by volume.
Fuel Temperature Limitations
Minimum fuel temperature . . . . . . . . . . . . . . . . . . . . . . . . -40°C
Maximum fuel temperature . . . . . . . . . . . . . . . . . . . . . . . . 50°C
Fuel Servicing, Crossfeed and Imbalance
Fuel may be serviced in any sequence.
Takeoff is prohibited with partial wing fuel and fuel in the
fuselage tanks.

September 2001
Limitations
Fuel crossfeed with two engines operating is limited to level

flight when less than 600 pounds of fuel remains in the tank
supplying fuel.
Maximum fuel imbalance
for takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 LB
for enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 LB
for landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 LB
Fuel Pumps
All wing fuel boost pumps and main jet pumps must be opera-
ble for takeoff.
Ice Protection Limitations

Q Do not operate anti-ice systems at ram air temperatures
greater than 10°C, unless in actual icing conditions.
Q Windshield Anti-Ice system must be ON (LOW or HI) for all
in-flight operations. Use of windshield heat high mode is pro-
hibited during takeoff and landing.
Q The magnetic compass is erratic and unreliable when the
WINDSHIELD heat is selected to HIGH and/or the side win-
dow defog blowers are selected.
Q Ground operation of wing heat is not permitted except for
preflight check and landing rollout.
CAUTION: Flight in visible moisture without pitot heat

may result in erratic operation of the airspeed indication.
Q
Ground operation of engine anti-ice is not permitted at tem-
peratures above 10°C, except for preflight check.
Q If either pitot heat system fails, the inoperative system
should be identified.
Q Combined operation of ECS OFF and Engine Anti-Ice ON is
prohibited.

September 2001
CAE SimuFlite
Hydraulic System Limitations

Q Use MIL-H-5606 hydraulic fluid.
Q The maximum allowable leakage from any component is 1
drop/25 cycles or 2 drops/1 minute in the pressurized condi-
tion of 1,000 PSI to 1,500 PSI.
Accumulator Pressure Gage
Precharge pressure . . . . . . . . . . . . . . . . . . . . . . . .900 ± 50 PSI
Instrument Markings
Hydraulic Pressure Gage
Red arc/red line minimum . . . . . . . . . . . . . . . . . . . . . . . . NONE
Yellow arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 to 400 PSI
Green arc. . . . . . . . . . . . . . . . . . . . . . . . . . . 1,350 to 1,550 PSI
Red arc/red line maximum. . . . . . . . . . . . . . . . . . . . . 1,850 PSI

September 2001
Limitations
JT15D-5 Power Plant Operating

Limitations
Operating
Engine Operating Limits
Conditions
N2 Oil
Thrust Time Limit N Fan % Oil Press
ITT (°C) Turbine % 1 Temp
Setting (Minutes) RPM PSI
RPM (°C)
Takeoff 5 700 96 104 (2) 60-83 (3) 10-121
Maximum
––– 680 96 104 (2) 60-83 (3) 10-121
Continuous
-40
Idle ––– ––– (4) ––– 40 (Min)
121
-40
Starting ––– (1) ––– ––– (3)
(Min)
135
Transient (Max)
(Except ––– 700 96 104 ––– (15 Min
Starting) over
121)
1
Engine starting conditions only. If starting ITT exceeds 550°C, the following time
limitations apply:
550°C to 600°C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Seconds Maximum
600°C to 700°C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Seconds Maximum
If the above time limitations are exceeded, refer to the JT15D-5 Maintenance
Manual for inspection procedures.
2
Refer to Takeoff Thrust and Maximum Continuous Thrust Setting charts in Section
5 of the AFM for maximum allowable N1 for ambient conditions.
3
Normal oil pressure is 60 to 83 PSI at N2 speeds above 60%. Oil pressure below
60 PSI is undesirable and should be tolerated only for the completion of the flight,
preferably at reduced power setting. Under cold conditions, oil pressure may
exceed 83 PSI.
4
Engine idle conditions
In icing conditions:
Engine EFC ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52% N2 (Min)
In non-icing conditions
Engine EFC ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52% N2 (Min)
Engine EFC OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46% N2 (Min)

September 2001
CAE SimuFlite
Engine Starting Limits

External Power-Assisted Start (Starter Limitation)
The starter-generator is capable of motoring three attempted
engine starts of 30 seconds duration with a 5-minute rest
period after the first attempt and a 15-minute rest after the sec-
ond attempt. After the third attempt, a one-hour rest period is
required.
NOTE: When either generator comes on-line, the external

power unit goes off-line.
Battery Start (Battery Limitation)

Do not exceed the maximum of three engine starts per hour. Do
not attempt a battery start if the battery voltage is below 22
volts. On airplanes RK-1 thru RK-48 except RK-45, with a nicad
battery, takeoff is not permitted if the battery temperature is
above 120°F and rising. On airplanes RK-45, RK-49 thru RK-
97, with a nicad battery, takeoff is not permitted if battery tem-
perature is above 135°F and continues to rise. At ambient tem-
peratures of 100°F or above, the 120°F battery caution light
may illuminate.
Generator-Assisted Start
NOTE: In-flight, starter-assisted airstarts are accomplished

with the battery, regardless of the position of the generator
reset switches.
Do not attempt to start the second engine until the generator

load is below 150 amperes. Maximum N2 on the operating
engine for generator-assisted start is 54%.

September 2001
Limitations
Oil Limitations
Q Approved Oils:
– Use Synthetic Oil Type II per Pratt & Whitney Service
Bulletin 7001.
– Check oil level before each flight and service as required.
An accurate oil level can only be obtained 10 to 30 min-
utes after engine shutdown. Service with an oil recom-
mended in Pratt & Whitney Service Bulletin 7001.
– If the same brand of oil is unavailable for replenishment,
Synthetic Oil Type II per Pratt & Whitney Service Bulletin
7001 may be used provided the total quantity added does
not exceed 2 US quarts per engine in any 400 hour
period.
Q Oil Temperature:
– The normal oil temperature operating range is 10°C to
121°C.
– Minimum oil temperature for engine starting is -40°C.
Q Oil Consumption:
– The maximum permissible oil consumption rate of an
engine during any flight is 0.5 lb/hr over a 10 hour period
or approximately 1 qt in 4 hours.
Engine Icing
Q The ENGINE switches on the ANTI/DEICE portion of the
overhead panel (engine intake ice protection system) may
be ON at any engine speed, including the use of maximum
takeoff thrust for takeoff and balked landing.
Q
Engine anti-Ice systems must be on for taxi and takeoff
when in visible moisture at 5°C or colder.
NOTE: Engine anti-ice should be turned on prior to power

settings of 90% or above.

January 2004
CAE SimuFlite
Engine Synchronizer
Q
Engine synchronizer must be turned off during takeoff, land-
ing and single engine operation.
Q Engine synchronizer is inoperable when the electronic fuel
control (EFC) is off.
Engine Fuel Control
Q Except during taxi conditions in visible moisture at 5°C or
colder, the engine EFC system may be selected OFF during
ground operation provided the engine speed is manually
maintained at a minimum of 46% N2.
Q With the EFC system selected OFF, a potential exists for the
generators to fall off-line with the thrust levers at idle.
Thrust Reverser Limits
Q Deployment of either thrust reverser is restricted to ground
operations only.
Q Reverse thrust must not be used to back the aircraft.
Q Engine starts with thrust reversers deployed are prohibited.
Q The maximum time for continuous reverse thrust above
reverse idle is 30 seconds.
Q The full reverse cutoff speed is 55 KIAS or above.
Q
The maximum deployed time for reverse idle during taxi
operations is 5 seconds.
Q The restow envelope is 30,000 ft or below and 135 KIAS or
below.

September 2001
Limitations
Instrument Markings
Red Arc/Red Red Arc/

Instrument Line Green Arc Yellow Arc Red Line
Minimum Maximum
Fan RPM (N1) – 20 to 104% – 104%
Interturbine – 100 to 680°C 680 to 700°C 700°C

Temperature
(ITT)
Turbine RPM – 52 to 96% – 96%

(N2)
Oil Pressure 40 PSI 40 to 60 PSI – 83 PSI

(narrow) Red Line
60 to 83 PSI 150 PSI
(Triangle)
Oil Temperature – 10 to121°C -40 to 10°C 121°

Red Line
135°
(Triangle)
Fuel -40°C – – 50°C

Temperature
Engine Vibration Note: Use for monitoring vibration levels only.

Meter
Table 3-C; Instrument Markings

September 2001
CAE SimuFlite
Oxygen System Limitations

Q
The passenger oxygen system is not capable of providing
an adequate oxygen supply for prolonged unpressurized
flight at the maximum operating altitude. The highest recom-
mended cabin altitude to which passengers should be
exposed for extended flight is 25,000 ft.
Q Quick-donning masks and smoke goggles must be on board
and accessible to the crew for each flight.
Q Passenger masks must be serviceable when passengers
are carried.
Q Passenger safety is not assured for prolonged unpressur-
ized flight above 34,000 ft, since pressure breathing masks
are not provided.
2500
º f)
1 40
c(
6 0º
2000
ºf)
GAGE PR E S S UR E - PS IG
( 32
0 ºc
E
TUR )
RA 6 ºf
1500 PE ( -7
M -6 0 ºc
TE
LE
TT
BO
1000
500
0
0 25 50 75 100
PERCENT OF USEABLE CAPACITY B4CRH-LM003i
Figure 3-3; Oxygen Available with Partially Full Bottle

September 2001
Limitations
Oxygen Duration (Minutes)

Based on 100% charge (1,850 PSI) (1,903 useable liters - NTDP) (crew masks on
NORMAL)
No. of Cabin Altitude (Feet)

Users 10,000 15,000 20,000 25,000 30,000 35,000 40,000
Crew (2) 373 373 292 188 214 292 359
Psgrs
207 209 182 136 150 186 211
1
2 143 145 132 107 116 136 150
3 109 111 104 88 94 107 116
4 89 90 86 75 80 89 95
5 74 76 72 65 69 75 80
6 64 65 63 57 61 66 69
7 56 57 56 51 54 58 61
8 50 51 50 47 49 52 55
9 45 46 45 45 45 47 49
Stall Warning
Q The AOA indicator is divided into three areas:
Green Arc (normal operating area) . . . . . . . . . . . . . . 0 to 0.6
Yellow Arc (caution area) . . . . . . . . . . . . . . . . . . 0.6 to 0.85
Red Arc (warning area) . . . . . . . . . . . . . . . . . . . . 0.85 to 1.0
Q Prior to flight, the Stall Warning system must be checked
and operable in accordance with the procedure in section 4
of the AFM.

September 2001
CAE SimuFlite
Gear and Nitrogen Bottle

Q Prior to each flight, check the pressure indication on the
Nitrogen Gage for servicing requirements. If the gage reads
below full, recharge the cylinder with nitrogen to read 1,350-
1,500 PSI or 1,350-1,650 PSI, depending on the gage
installed.
Engine Fire Extinguisher Bottles

Q Ensure the indication on the pressure gage reads between
580 and 600 PSIG. If the gage reads below 580 PSIG,
replace the bottle. Most bottles have a chart on them for
temperature variations

March 2002
B4CRH-SYS.fm Page 1 Friday, January 9, 2004 3:51 PM
Systems
Table of Contents
Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-1
Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-1

Environmental System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4C-1
Fire Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D-1
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4E-1
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4F-1

Hydraulic System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4G-1
Ice and Rain Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . 4H-1
Landing Gear and Brakes . . . . . . . . . . . . . . . . . . . . 4I-1
Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4J-1
Powerplant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4K-1

January 2004
B4CRH-SYS.fm Page 2 Friday, January 9, 2004 3:51 PM
CAE SimuFlite

September 2001
B4CRH-AV.fm Page 1 Tuesday, January 20, 2004 2:15 PM
Avionics
Pitot/Static System
PILOT'S PITOT LINE

PILOT'S STATIC LINE
PILOT'S COPILOT'S PITOT LINE COPILOT'S

PITOT TUBE PITOT TUBE
COPILOT'S STATIC LINE
OTHER
LH PITOT RH PITOT
DRAIN DRAIN
AIR DATA AIR DATA

COMPUTER COMPUTER
NO. 1 NO. 2
STATIC
PORT
RH STATIC
DRAIN
LH STATIC FRONT PRESSURE BULKHEAD
DRAIN
STBY ALT
100 0 CAB
FT AL I N
0 0 T
35
30 MACH 9 1
40
50 PSI
5
AIRSPEED 6 1 00
COPILOT'S
0 1
A/S
8 8 2 10 2
10 9 3
30
STATIC TEST
KNOTS 12 8 DIFF
4
7 3 10
IND
X 10 7
PRESS
5
14
20 18 16 ALT
25
6 4
CONNECTION
hpa
2992
20 15
CABIN
DIFF
PRES
IND
LH STATIC RH STATIC
PORTS PORTS
B4CRH-AV001I

September 2001
B4CRH-AV.fm Page 2 Tuesday, January 20, 2004 2:15 PM
CAE SimuFlite
Avionics
This chapter provides an overview of the various avionics sys-
tems installed on the Beechjet 400A aircraft. Please refer to the
applicable Aircraft Flight Manual supplements and Pilot’s Manu-
als for operating procedures and complete system descriptions.
Pitot/Static Systems
The pitot/static system supplies dynamic and static pressure
from pitot heads and static vents to the flight instruments and
avionics equipment. The system consists of two pitot tubes,
one for each subsystem, and five static ports, four of which are
used for the two static systems. The fifth static port, located on
the forward pressure bulkhead venting to the unpressurized
nose compartment, is used for the cabin altitude/differential
pressure indicator.
Two pitot tubes on the left and right sides of the aircraft nose
supply ram air pressure. The left pitot tube supplies air pres-
sure to the No. 1 air data computer (ADC) and the computer
generates electric signals to operate the pilots airspeed indica-
tor. The right pitot tube supplies air pressure for the No. 2 ADC,
and the standby Mach/airspeed indicator.
Sources of static air are two dual static ports on either side of
the aircraft fuselage. One static port on each side is for the
pilot’s system and the other on each side is for the copilot’s
system. By having a port on each side for each system, they
will receive a balanced static pressure.
The pilot’s system uses the upper left and lower right static
ports. The pilot’s static system provides static air for the ADC
only, as the computer generates electrical signals to operate
the airspeed and attitude displays on the primary flight display
(PFD).
The copilot’s system uses the upper right and lower left static
ports. It provides static pressure for the No. 2 ADC, standby air-
speed indicator and a standby altimeter.

September 2001
B4CRH-AV.fm Page 3 Monday, December 19, 2005 8:04 AM
Avionics
Manually operated pitot/static drains, located on the forward

lower fuselage, permit draining of accumulated moisture from
the system.
Electrically powered heating elements in each pitot head and
static port prevent ice formation (see the Ice and Rain Protec-
tion chapter).
Standby Flight Instruments

The standby flight instrument system consists of a standby air-
speed indicator, a standby altimeter and a standby attitude indi-
cator. All are mounted on the upper portion of the pilot’s
instrument panel.
The standby airspeed indicator is a two-inch mechanical indica-
tor and includes a variable VMO indicator. The scale is marked
from 60 to 350 knots. 28 V DC electrical power is provided by
the airplane's electrical system or standby instruments emer-
gency battery for illumination. The total pressure source for the
indicator is the copilot’s pitot tube. The static source is the copi-
lot's static ports.
The standby altimeter is a two-inch mechanical indicator incor-
porating three drums and a pointer. 28 V DC electrical power is
provided from the airplane's standby bus or standby instru-
ments emergency battery for illumination and for an internal
vibrator. The static source is the copilot's static ports.
The standby attitude indicator is a two-inch internal gyro indica-
tor, operating on 28 V DC from the standby bus. It functions on
an emergency battery during a complete electrical failure. It will
function and maintain ±6 degree accuracy for approximately
nine minutes after removal of all electrical power, including the
emergency battery.

December 2005
CAE SimuFlite
Stall Warning System

The stall warning system warns of an impending stall by simu-
lating airframe buffeting by means of an electromechanical
control column-shaker. The airplane has a dual installation with
independent systems for the pilot and copilot. The system con-
sists of two angle-of-attack (AOA) transmitters, two stall warn-
ing computers, two column shakers, two flap follow-up switch
units, and two pressure transducers. An AOA indicator and
AOA indexer are included for the pilot's system.
The respective stall warning systems are powered through the
L and R STALL WARN circuit breakers located in the FLT INST
group on the forward circuit breaker panel.
The stall warning system can be tested by selecting L STALL or
R STALL with the test switch in the TEST area of the overhead
switch panel. The system remains in the test mode until the test
switch is rotated out of the stall test position. A zero flap posi-
tion is necessary for the system operational check.
The Supplementary Stall Recognition System (installed in con-
junction with the Stall Warning System) provides dual shroud
mounted STALL annunciators and an aural stall warning for
both headphones and speakers. This system gives an alert at
the precise angle-of-attack when the full stall occurs.
The AOA transmitters are located on both sides of the forward
fuselage and are aligned to the horizontal axis of the aircraft.
Each transmitter is mounted through the aircraft skin with an
angled airfoil vane on the outside. The vane is rotated by the
airflow around it. This rotation positions the internal section of
the transmitter and produces a signal that is transmitted to the
AOA computers.
Heaters are provided in both the airfoil vane and transmitter
cases to prevent icing. The heaters are thermostatically regu-
lated, and controlled by the AOA HEATER switches located on
the overhead switch panel. The stall warning computers
located in the nose electronic compartment provide a power

March 2002
Avionics
output to drive the column shakers when the airplane angle-of-

attack exceeds a predetermined value. A flap position signal
and pressure altitude signal are used to change the shaker
actuation point so that shaker operation occurs at the pre-
scribed angle of attack. The flap follow-up switch units, located
in each wing, provide the flap position signals for the stall-warn-
ing computer to distinguish flap configurations.
Shakers, located on each control column, are used to warn of
an impending stall. When the shakers actuate, the stall warning
ignition relay is energized, and ignition power is provided to
both engines to prevent flameout at high AOA.
The AOA indicator is mounted on the pilot's instrument panel
and provides a continuous display of normal angle-of-attack.
Normal AOA is a linear display of the values between AOA for
zero lift and AOA for maximum lift, and is indicated on a scale
numbered from 0 to 1.0. An indication of 0 means that the com-
bination of airplane configuration and AOA is such that the
aerodynamic lift is zero (0%). At 1.0, the lift is at a maximum
(100%) and any further increases in AOA will result in a stall.
The AOA indicator scale is marked with green, yellow, and red
arcs. The green arc (0 to 0.6) is the normal operating area. The
yellow arc (0.6 to 0.85) is a caution area and identifies a critical
AOA. The red arc (0.85 to 1.0) is a warning area and repre-
sents the beginning of stall buffet.
The AOA indicator has a reference set knob that positions the
AOA reference pointer corresponding to the desired multiple of
stall speed (V/VS). The V/VS pointer moves in unison with the
setting of the AOA reference mark. Normally, the V/VS pointer
is set to 1.2 V/VS for takeoff and 1.3 V/VS for landing opera-
tions. The AOA indicator has an OFF flag, which appears when
indicator power is absent.

March 2002
CAE SimuFlite
Collins AMS-5000 Aircraft

Management System
This section provides a brief overview of the Collins AMS-5000
aircraft management system and its components. The AMS-
5000 combines the functions of flight director, navigation, auto-
pilot and communication into a fully integrated system that
reduces total crew workload.
The AMS-5000 components include:
Q integrated avionics processor system (IAPS)
Q flight management system (FMS)
Q electronic flight instrument system (EFIS)
Q attitude and heading reference system (AHRS)
Q air data system (ADS)
Q radio sensor system (RSS)
Q automatic flight control system (AFCS)
The various line replacable units (LRU) in the system interface
with each other using several 2-wire digital data buses. A data
bus is a wire which allows various avionics systems to inter-
communicate. Each bus has a unique name. The buses are pri-
marily ARINC 429 format, with some private RS-422 buses and
an ARINC 453 bus for the radar.

March 2002
Avionics
Integrated Avionics Processor System

(IAPS)
The IAPS does part of the integration function required to
interface the various avionics systems on the airplane. It may
be thought of as part of the wiring harness that physically
houses some avionics LRUs. The IAPS is partitioned to provide
signal redundancy and independent power distribution. The
IAPS also concentrates data by reading several avionics buses
and distributing data words to the LRUs and line replacable
modules (LRM) requiring that information.
The ICC-4008 card cage houses the IAPS modules. An internal
mother board provides interconnection between all units that
reside in the card cage.
There are two IEC-4001 IAPS environmental controllers within
the card cage. The modules monitor the card cage temperature
sensors and operate heaters or cooling fans to control the IAPS
environment.
NOTE: These cooling fans draw air in from around the

units. The screens should be checked periodically for
blockage by a certified maintenance technician.
The LHP-4000/4001 modules contain the IAPS input/output

connectors, and provide protection interface between the
LRMs and all external units.
The four IOC-4000 input/output data concentrator modules
(DCM) process inputs from the left and right side air data com-
puters (ADC), attitude/heading computers (ATC), flight control
computers (FCC), flight management computers (FMC), com/
nav/pulse radios, large displays, radio altimeter and data acqui-
sition unit. The output data supplies the appropriate data words
to each large display, weather radar assembly, sensor display
driver, radio tuning unit (RTU), primary com/NAV radio, air data
computer, flight control computer, flight management computer
and data acquisition unit.

March 2002
CAE SimuFlite
The four power modules independently power the left and right
flight control computers and the left and right flight manage-
ment computers. Each PWR module also powers one data
concentrator. The roll trim coupler receives both left and right
side power from two PWR modules.
There are two CSU-4000 configuration strapping units (CSU) on
the IAPS. Both contain a strapping matrix that sets the left and
right IAPS configurations for the Beechjet 400A installation. The
number 1 CSU provides configuration strapping for the DCMs 1A
and 1B, the number 1 FCC, number 1 FMC and the MDC. The
number 2 CSU provides configuration strapping for the IOC 2A
and 2B modules, the number 2 FCC, number 2 FMC and the ATC.
The MDC-4000 maintenance diagnostic computer (MDC) pro-
vides computation and storage of maintenance parameters for
the avionic LRUs. Additional storage is available for engine
trend/exceedance data and maintenance data from other air-
plane systems. The MDC also interfaces with the DBU-4100
data loader to download maintenance data to a diskette or
upload maintenance diagnostic equations from a diskette.
Flight Management System (FMS)

The FMS is an integrated navigation system that provides
worldwide point-to-point and great circle navigation. It provides
lateral and vertical navigation guidance from a combination of
DME, VOR/DME, dual VOR, global positioning system (GPS),
and DR. The system also provides navaid database storage
and several control/planning functions. The FMS system
includes:
Q
two navigation computers
Q two control display units (CDU)
Q a data loader
The FMS must be initialized each time the system is placed in
use. The first type of initialization for the system is the factory
start. The second type of initialization is cold start and the third
type of initialization is warm start. To initialize the FMS, depress
the line-key next to INITIALIZE SYSTEM on either CDU.

March 2002
Avionics
Collins ProLine 4 Electronic Flight

Instrument System (EFIS)
The cockpit EFIS display will vary, depending on whether the
three-tube or four-tube system is installed.
The three-tube display system contains the following:
Q two primary flight displays (PFDs)
Q
one multifunction display (MFD), and
Q two sensor display units (SDUs).
The four-tube display system includes the same displays as the
three-tube system, plus an additional tube on the pilot’s instru-
ment panel which can be either another MFD or a navigation
display (ND).
The display switches are located above each PFD. On air-
planes with the enhanced ground proximity warning system
(EGPWS) installed, the display switches are located on the
sides of the instrument panel. The switches control the source
of primary data and the mode of operation for their respective
displays.
The joystick select switch is installed in airplanes with the four-
tube display only and is located on the center pedestal. It
selects the joystick operation on the pilot’s or copilot’s MFD.
The Altitude Awareness Panels, located below the SDUs, pro-
vide the controls for minimum descent altitude (MDA), reporting
altitude (RPT), radio altimeter self test (RA) and decision height
(DH).
The control heading panel (CHP) contains the course, heading,
and joystick controls for the MFD, FMS, AFCS, and VOR.
There are four controls:
Q course knobs CRS 1 and CRS 2
Q heading select knob
Q joystick

March 2002
CAE SimuFlite
Primary Flight Display (PFD)

The PFD displays attitude, flight director, airspeed, altitude,
vertical speed, heading, navigation and mode information. It
also shows attitude indicator (ADI) and slip/skid indication,
flight director (FD) steering command bars, FCS mode annun-
ciation, auto pilot (AP) engage annunciation, mistrim annuncia-
tion, glide slope (GS) deviation and marker beacon indication.
The following features provide more information and make it
easier to interpret:
Q Radio altitude is displayed any time the airplane is under
2,500 ft AGL.
Q Rather than OFF flags, if a glideslope or course signal is not
received, the pointer will not appear.
Q If any data source fails, both the pointer and the scale disap-
pear and a warning appears.
Q If the PFD fails, the entire display can be moved to the MFD
by selecting the PFD annunciator switch to the REV mode.
Multifunction Display (MFD)
As its name indicates, the MFD can display many different
functions to assist the pilot in performing certain operations in
an organized and efficient manner.
The MFD can display the following:
Q NORMAL PROCEDURES checklist
Q
ABNORMAL PROCEDURES checklist
Q EMERGENCY PROCEDURES checklist
Q PLANNING MAP
Q
FMS
Q
AVIONICS STATUS
Q MAINTENANCE

March 2002
Avionics
The MFD performs a built-in test (BIT) upon initial power appli-
cation and then displays the MFD index. If the BIT fails, the dis-
play remains blank.
The MFD has six line-keys on the left bezel, six line-keys on the
right bezel, and six line-keys on the bottom bezel to select the
display or function desired. To display any item, depress the
line-key on the bezel adjacent to the corresponding label on the
MFD index. Some line-keys will have nothing adjacent to them
on the screen, which means they have no function in that
display.
Checklist line items are displayed in three colors as follows:
Green . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Completed items
Magenta . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Current items
Cyan . . . . . . . . . . . . . . . . . . . . . . . . . . . Unaccomplished items
Navigation Display (ND)
On airplanes with the four-tube display only, an ND is installed
on the pilot side of the instrument panel and the MFD is
installed on the copilot side of the instrument panel. It provides
display map data, weather radar and HSI formats. It is also a
reversion backup for the left PFD.
The following features are available:
Q
The formats horizontal situation indicator (HSI), MAP DATA,
and RDR are selected on the Display Control Panel (DCP).
Q
The status line is displayed with all three formats.
Q
The DATA window is selectable with any of the three
formats.
Normal control inputs come from the CDU, DCP and the CHP.
The CDU and DCP are used to set display modes, NAV and
bearing pointer source, and radar mode. The CHP has dual
course set knobs, allowing separate courses, and a single
heading selector.

March 2002
CAE SimuFlite
Navigation signals come from the FMS, left and right attitude
heading computers (AHC), left and right ADCs and the TCAS.
This is done with the NAV SRC and BRG SRC push buttons on
the DCP and the appropriate line key on the CDU.
In all three formats, the radar mode line, status line, and data
window are common. When the HSI format is selected, naviga-
tion information is displayed in the traditional 360 degree com-
pass rose format. The MAP format displays a dynamic
navigational picture of the flight as it occurs. The radar targets
may be superimposed onto the map display. The radar overlay
updates with each antenna sweep. Terrain can also be over-
layed.
Sensor Display Units (SDU)
The SDU-640A sensor displays are identical, high resolution,
monochrome cathoid ray tubes (CRT) that replace conven-
tional RMIs. They incorporate four selectable formats: RMI,
VLF, VOR and DME. The format is selected by rotation of the
FORMAT knob. The selected format is annunciated above the
left index mark. A circular arrow above the right index mark
indicates the direction to turn the FORMAT knob to select a dif-
ferent format.

March 2002
Avionics
Attitude Heading Reference System

(AHRS)
The AHRS consists of an attitude heading computer, internal
compensation unit (ICU), and flux detector units.
The attitude heading computer provides the roll, pitch, and sta-
bilized magnetic heading data for the displays and the auto-
matic flight control system (AFCS). Instead of the traditional
high-speed gyros and synchro-transmitters, the computer uses
relatively slow turning motion detectors with piezo-electric
transducers. Magnetic heading inputs come from flux detectors
located in each wing tip. IAS and VS inputs come from the air
data computer. If either left or right AHRS fails, either PFD can
display information provided by the operational AHRS.
The ICU calibrates the flux detector outputs for an individual
airplane. The flux detectors sense the horizontal component of
the earth's magnetic field and generate output signals propor-
tional to the airplane's magnetic heading.
Selecting a lateral or vertical mode activates the flight director,
bringing the command cue into view. If a mode is selected and
the airplane is not in position to track that mode, the mode
arms. Armed modes are displayed in white to the right of active
modes, which are green. During an ILS approach, the glides-
lope will not arm until the localizer is captured.
The pilot’s reversionary panel is located below the PFD and the
copilot’s reversionary panel is on the outboard side of the copi-
lot’s instrument panel.

March 2002
CAE SimuFlite
Air Data System (ADS)

The ADS is a dual system that senses and processes data
derived from the air around the airplane. Both the pilot’s and
copilot’s systems contain an air data computer (ADC) and air
data select (ADS) panels. There is a single SIA-850 signal
interface adapter installed. All air data information is displayed
on the PFDs.
Air data computers provide converted data to the AHRS and
IAPS, including the autopilot and flight director.
The air data select panels provide the controls that are used to
set the airspeed references, vertical speed references, prese-
lect altitude, barometric pressure correction and temperature
display format.
Radio Sensor System (RSS)

The RSS is a dual communication and navigation system. The
communication portion of the system has left and right side
VHF COM transceivers and MODE-S transponders. The navi-
gation portion of the system utilizes left and right side VHF NAV
receivers, DME transceivers, ADF receivers, a radio altimeter
and a VLF/Omega NAV receiver. A single, integrated control
head provides on-side COM/NAV radio tuning and control.
The RTUs provide direct manual control of the VHF communi-
cation receivers, VHF and ADF navigation receivers and the
transponder. The RTUs contain a CRT to display COMM/NAV
designations and frequencies/codes. Each RTU allows for stor-
ing four frequencies in memory, one preselect frequency and
the active frequency. The reversionary panel on the pedestal
below the copilot's CDU selects RTU reversion functions, radio
remote tune disable, active transponder, and marker beacon
sensitivity.

September 2001
Avionics
The VHF-422A is a multi-channel VHF voice transceiver. The

system is normally tuned by the left RTU, but also may be
tuned by the right RTU or burst tuned by the IAPS. The VIR-
432 is a VHF navigation receiver performing VOR/LOC, glides-
lope (GS), and marker beacon (MB) functions. The DME-442 is
3-channel distance measuring equipment. Channel one is
manually tuned by the left RTU, but also may be tuned by the
right RTU. Channels two and three are automatically tuned by
the FMS and are used for multi-sensor navigation. The TDR-
94/94D is a mode-A (ident), mode-C (altitude), and mode-S
(select) transponder. This transponder is active when the
remote ATC switch is set to 1. When selected, the TDR-94/94D
responds to all valid ATC radar interrogations with coded identi-
fication and/or reporting altitude reply; this reply is used by the
ATC controller to locate and identify the airplane.
The TDR-94D also provides mode-S identification and expan-
sion capabilities for TCAS and data link functions. This mode-S
(select) code allows the tower to automatically interrogate a
specific airplane.
NOTE: In some installations a TDR-90 with a CAD-870

adapter may be installed instead of a TDR-94/94D. These
installations do not provide mode-S operation.
The ADF-462 is a low-frequency automatic direction finder and

is normally tuned by the left RTU, but also may be tuned by the
right RTU). The ALT-55B radio altimeter is a swept frequency
modulated concentrated wave (FMCW) altimeter that mea-
sures direct radio height for use by the FCC computers and for
display on the PFDs. The ALT-55B transmits a reference sig-
nal, receives the reflected signal, and compares the two signals
to determine the airplane radio altitude.
The CMA-764 is a receiver that uses VLF and Omega naviga-
tion signals to determine geographic position. The CMA-764-1
also receives GPS navigation signals. The CMA is used by the
FMS as a multi-sensor navigation input. It monitors heading,
control, and station select data from IAPS group buses.

March 2002
CAE SimuFlite
An audio control panel is located at the lower outboard corner

of each instrument panel. The rotary audio output switch allows
the pilot to connect his microphone output to COMM 1, COMM
2, HF (if installed), or the CABIN PA system. A number of audio
ON-OFF toggle switches are located across the top of this
panel to allow each pilot to select individual radios. A volume
control panel is located on the pedestal below the pilot’s CDU.
It enables the crew to adjust the individual audio output levels
of their labeled receivers (COMM 1, COMM 2, NAV, MKR BCN,
DME and ADF).
The TCAS-94 system is designed to protect a volume of air-
space around the aircraft, using the mode C and S signals of
nearby aircraft and then display the surrounding aircrafts bear-
ing, altitude and rate of climb on the MFD and PFDs. Aural and
visual indication is given for all resolution advisory (RA) and
traffic advisory (TA) if the traffic is within 15 to 48 seconds of
impact. The system consists of receiver/transmitter, directional
antenna, MFD and PFD displays, mode C and S transponders
and a radio tuning unit (RTU) control panel.
NOTE: The TCAS-94 system gives an aural RA over the

airplane cockpit audio system, or an independent speaker
system, in addition to the displayed RA. For a list of the aural
annunciations and their descriptions, refer to the Pilot’s
Operating Manual, Section 3.
The TCAS computer analyzes traffic information and divides

the traffic into four categories: other traffic, proximity traffic, traf-
fic advisory and resolution advisory and is displayed on the
MFD. The TFC line select on the MFD selects the TCAS Traffic
Map display. The radar display can be overlayed onto the traffic
map by selecting the TFC display, radar operating mode and
then pressing RDR ON. To overlay the Present Positioning
Map with the TCAS traffic map, select the Present Positioning
Map and toggle the TFC line select to ON. If TCAS issues a
Traffic Advisory (TA) or Resolution Advisory (RA), TRAFFIC is
displayed on the PFD. TRAFFIC is red if an RA is present or
yellow if a TA is present.

September 2001
Avionics
The GPS-4000 GPS Navigation Receiver system processes

the GPS signals to provide navigation data outputs. The GPS
system contains two GPS receivers and two antennas. The
GPS Navigation Receiver processes the GPS signals received
from the antenna together with inputs from other aircraft sen-
sors to provide position, velocity and time outputs through the
IOCs to the FMS system.
Weather Radar System

The weather radar system (WXR) is a fully integrated radar
system. The entire system is a single unit that is mounted on a
precisely aligned surface in the radome. The receiver detects
wet precipitation and moisture-based turbulence in front of the
aircraft. The display control panel and the CDUs provide radar
mode control and the display range is selectable up to 300 nm.
Detected radar targets are displayed on the MFD or ND and
may be superimposed onto the map display of the ND or MFD.
The radar overlay updates with each antenna sweep. Two-
channel operation allows the ND and MFD to show different
displays. The radar display presents a forward view of 120
degrees, 60 degrees either side of the airplane heading.
NOTE: In the TURB ONLY mode, the radar is not a storm-

scope, it detects changes in rain direction which would be
caused by wind shifts.
NOTE: Loss of the No. 1 AHRS will cause the radar stabili-
zation to turn OFF.

September 2001
CAE SimuFlite
Enhanced Ground Proximity Warning

System (EGPWS)
The EGPWS is a terrain awareness and alerting system that
provides terrain alerting and display functions. The system
uses inputs for geographic position, attitude, altitude, airspeed
and glideslope. These inputs are used in conjunction with inter-
nal terrain, obstacles and airport databases to predict a possi-
ble conflict between the flight path of the airplane and the
terrain or obstacle. Any such conflict will result in a visual and
aural caution or warning alert. The EGPWS also provides alerts
for excessive glideslope deviation, too low with flaps, or gear
not in landing configuration.
The EGPWS compares the position of the aircraft to an internal
database to provide additional alerting and display capabilities.
There are seven basic modes of operation.
Mode 1 provides alerts for excessive descent rates with
respect to altitude AGL and is active for all phases of flight. This
mode has two alert boundaries: an outer boundary for caution
lights and aural alerts and an inner boundry for warning lights
and aural alerts.
The Mode 2 alert helps protect the aircraft from impacting the
ground when rapidly rising terrain is detected. It exists in Mode
2A and Mode 2B forms.
Q
Mode 2A is active during climbout, cruise, and initial
approach (flaps not in the landing configuration and the air-
craft not on glideslope centerline). If the aircraft penetrates
the caution envelope, an aural “TERRAIN, TERRAIN” mes-
sage is generated and caution lights will illuminate. If the air-
craft continues through to the warning envelope, the
warning lights will illuminate and the aural warning message
“PULL UP” is repeated until the airplane exits the warning
envelope.

September 2001
Avionics
Q Mode 2B provides a desensitized alerting envelope to per-

mit normal landing approach maneuvers close to terrain
without unwanted alerts. Mode 2B is automatically selected
with flaps in the landing configuration (landing flaps or flap
override selected) or when making an ILS approach with
Glideslope and Localizer deviation less than 2 dots. It is also
active during the first 50 seconds after takeoff.
Mode 3 provides alerts for significant altitude loss after takeoff
or low altitude go-around (less than 245 ft AGL) with gear or
flaps not in landing configuration. This protection is available
until the EGPWS determines that the aircraft has gained suffi-
cient altitude that it is no longer in the takeoff phase of flight.
Mode 4 provides alerts for insufficient terrain clearance with
respect to phase of flight, configuration, and speed. It exists in
Mode 4A, 4B, and 4C forms.
Q MODE 4A is active during cruise and approach with gear
and flaps up. This provides alerting during cruise for inad-
vertent flight into terrain when either the terrain is not rising
significantly or the aircraft is not descending excessively. It
also provides alerting for protection against an unintentional
gear-up landing. For either type of Mode 4A alert, further
alert messages will occur if penetration of the envelope
increases by 20%. EGPWS caution lights extinguish and
aural messages will stop once the aircraft exits alert enve-
lope.
Q
MODE 4B is active during cruise and approach, with gear
down and flaps not in the landing configuration. Below 1000
ft AGL and above 159 kts airspeed, the aural alert is “TOO
LOW TERRAIN”. Below 245 ft AGL and less than 159 kts
airspeed, the aural alert is “TOO LOW FLAPS”.

September 2001
CAE SimuFlite
Q Mode 4C is intended to prevent inadvertent controlled flight
into terrain during takeoff climb that produces insufficient clo-
sure rate for a Mode 2 alert. Required terrain clearance
increases up to a maximum of 1,000 feet. It is active after
takeoff when gear or flaps are not in landing configuration. It
is also active during a low altitude go-around if the aircraft
has descended below 245 ft AGL.
There are two levels of alerting for Mode 5. The first level of
alert occurs when the airplane is below 1000 ft Radio Altitude
and descends 1.3 dots or more below glideslope. This will illu-
minate the caution lights and is called a soft alert because the
audio message “GLIDESLOPE” is enunciated at half volume.
The second level alert occurs when the airplane is below 300 ft
Radio Altitude and there are 2 dots or greater glideslope devia-
tion. This is called a hard alert because the “GLIDESLOPE,
GLIDESLOPE” message is enunciated louder and every 3 sec-
onds continuing until the hard envelope is exited.
Mode 6 provides EGPWS advisory callouts for descents below
predefined altitudes or excessive bank angles. These callouts
consist of voice callouts or tones. There is no visual alerting
provided with these callouts.
Mode 7 is designed to provide alerts if the aircraft encounters
windshear. Two alerting envelopes provide either a Windshear
Caution alert or a Windshear Warning alert each with distinctive
aural and visual indications to the flight crew.
Windshear Caution alerts are given if an increasing headwind
(or decreasing tailwind) and/or a severe updraft exceeds a
defined threshold. These are characteristic of conditions pre-
ceding an encounter with a microburst.
Windshear Warning alerts are given if a decreasing headwind
(or increasing tailwind) and/or a severe downdraft exceeds a
defined threshold. These are characteristic of conditions within
or exiting an encounter with a microburst.
There are a number of enhanced functions.

September 2001
Avionics
Envelope Modulation provides improved alert protection and

expanded alerting margins at identified key locations through-
out the world. No flight crew action is required.
The Terrain Clearance Floor (TCF) function enhances the basic
GPWS Modes by alerting the pilot to descent below a defined
Terrain Clearance Floor, regardless of the aircraft configuration.
The TCF alert is a function of the aircraft's Radio Altitude and
the distance to the center of the nearest runway in the
database.
Terrain look ahead alerting is the ability to look ahead of the air-
craft and detect terrain or obstacle conflicts with greater alerting
time. This is accomplished utilizing the aircraft position, flight
path angle, track, and speed, relative to the terrain database
image forward of the aircraft.
The EGPWS Terrain Alerting and Display (TAD) provides an
image of the surrounding terrain represented in various colors
and intensities. There are two types of TAD displays. The first,
called Standard, provides a terrain image only when the aircraft
is 2,000 ft or less above the terrain (standard). A second, called
Peaks, enhances the standard display characteristics to pro-
vide a higher degree of terrain awareness independent of the
aircraft's altitude. Terrain and obstacles forward of the aircraft
are displayed in both instances. Obstacles are presented on
the cockpit display as terrain, employing the same display-
coloring scheme.
NOTE: With respect to Standard or Peaks display, terrain

and or obstacle presentation is always based on (and scaled
for) the geographic area available for display. Consequently,
terrain and/or obstacles outside of the selected display
range and defined display sweep have no effect on the dis-
played image.

September 2001
CAE SimuFlite
NOTE: When a TAD caution or warning alert is active, the

display image (cells) surrounding the target are enlarged
(surrounding cells are illuminated). This allows a smaller ter-
rain or obstacle (e.g., a single tower) to be better seen on
the display.
TAD/TCF functions may be inhibited by manual selection of a

cockpit Terrain Inhibit switch. Neither loss nor inhibited TAD/
TCF will affect the basic GPWS functions (modes 1-7).
Geometric Altitude is based on GPS altitude and is a computed
altitude designed to reduce or eliminate errors potentially
induced in Corrected Barometric Altitude by temperature
extremes, non-standard pressure altitude conditions, and altim-
eter miss-sets. This ensures an optimal EGPWS Terrain Alert-
ing and Display capability. Geometric Altitude also allows
EGPWS operations in Corrected Barometric Altitude Relative
to Field Elevation (QFE) environments without custom inputs or
special operational procedures.
Automatic Flight Control System (AFCS)
The Automatic Flight Control System is a dual independent, fail
passive autopilot, which provides dual independent flight direc-
tors, a 3-axis autopilot, and automatic pitch and roll trim control.
The AFCS controls consist of the autopilot panel, two mode
select panels, disengage and sync push buttons on the control
wheels, and a GO AROUND push button on the left thrust
lever.
The system incorporates two Flight Control Computers (FCC)
which are semi-independent. Both must be working to engage
the autopilot, but each operates its own flight director indepen-
dently. If one FCC fails, the AFCS will disengage, but the oper-
ative FCC will continue to operate its flight director.
The system operates in the following modes:
Q Pitch and Roll Hold

September 2001
Avionics
Q Heading Select
Q Navigation
Q
Approach
Q Altitude Hold
Q Altitude Preselect
Q
LVL Change
Q Speed
Q Vertical Speed
Q
Go-around
The autopilot panel is located at the bottom of the control ped-
estal. The autopilot is engaged when the A/P Lever is raised. A
green AP ← at the upper left corner of each PFD annunciates
autopilot engagement. To disengage the autopilot:
Q Depress the red autopilot disconnect switch on either control
wheel (the yaw damper is also disengaged).
Q Depress the GO AROUND switch on the left thrust lever
(yaw damper remains engaged).
Q Actuate the center button on the control wheel trim switch
(yaw damper remains engaged).
Q
Move the AP engage lever to the disengaged position (yaw
damper remains engaged).
The yaw damper (YD) is engaged when the YD lever is raised.
When engaged, if the FCC detects a yaw damper failure, it dis-
engages the YD. If the condition causing the disengagement
was momentary, the pilot can reengage the YD after the condi-
tion passes. To disengage the yaw damper:
Q
Depress the red autopilot disconnect switch on either control
wheel.
Q Move the YD engage lever to the disengaged position.

September 2001
CAE SimuFlite
The A/P XFR push button transfers control of the mode select
panel and flight director between the pilot and the copilot.
The TURB push button adapts the autopilot pitch and roll
responses to compensate for turbulence. It is automatically
cleared if a localizer is captured or if the autopilot is
disengaged.
The pitch knob commands AFCS pitch changes. Displacing the
switch clears any vertical mode except glideslope capture and
returns the AFCS to the pitch mode.
The turn knob commands AFCS turns. Moving it clears any lat-
eral mode except approach or localizer capture, returns the
AFCS to roll mode, and commands a roll angle (up to 30
degrees), proportional to the knob position. Localizer capture
disables the turn knob.
The mode select panel (MSP) contains the autopilot mode
select switches. All switches toggle their functions on and off
with indicator lights above them to verify switch selection sta-
tus. Also, mode selections and transitions (i.e. armed to cap-
ture) are displayed on the PFD by flashing the mode for 5
seconds before becoming steady. Lateral and vertical modes
are independent of each other. The lateral mode selections are:
Q HDG
Q
APPR
Q 1/2 BANK
Q NAV
CAUTION: Do not select approach until aircraft heading is

within 90 degrees of the inbound course. Otherwise the
aircraft may intercept the back course.

September 2001
Avionics
The vertical mode selections are:

Q VS
Q
VNAV
Q LVL CHG
Q SPEED
Q
ALT
Q FD OFF
The FCCs receive flight director mode select data from the
MSPs, analog bleed air pressure from both engines, attitude
and heading data from the AHCs and manual pitch/roll com-
mand and engage logic from the autopilot panel. It applies this
data to be displayed on the PFDs. Flight director commands
and autopilot mode/status indications are also displayed on the
PFDs. Instrument panel annunciator and rudder boost data is
sent to the digital annunciator unit (DAU) for processing.
The primary servos run to position the aircraft pitch, roll and
yaw axis control surfaces in response to the autopilot
commands.
The automatic trim coupler (ATC) monitors the aileron servo
motor drive from the FCCs and autopilot engage status. It pro-
vides arm and command outputs to the roll trim system that
automatically run and null the aerodynamic forces that the pri-
mary servo is required to hold.
The rudder boost switch, located on the center pedestal, is a
fail-passive system that deflects the rudder to compensate for
asymmetrical thrust. Asymmetrical thrust is determined by four
pressure transducers (two on each engine) that sense chamber
pressure. If both transducers for each engine send like signals
to the autopilot computer, the rudder is not deflected.

March 2002
CAE SimuFlite
Indicating/Recording Systems
Flight Hour Meter
The flight hour meter, located on the right side panel, records
operating time of the airplane, from takeoff to touchdown, and
displays the operating time in hours and tenths. It operates
whenever the battery switch is ON, the applicable circuit break-
ers are engaged and the main gear strut is extended.
Clock
Digital clocks with two displays are installed on the pilot’s and
copilot’s instrument panels. The left display presents universal
time in hours, minutes and seconds. The right display shows
flight time (FT), elapsed time (ET), local time (LT) and universal
time (UT).
Cockpit Voice Recorder (CVR)

The cockpit voice recorder provides a continuous 30/120-
minute record of all cockpit voice communications and aural
warnings. A cockpit microphone is located in the center of the
lower side of the shroud panel. The system is operable when
the BATTERY switch is placed in the ON or EMER position.
The pilot's and copilot's boom mics and oxygen mask mics,
when selected, are recorded by the CVR. Transmissions from
the hand-held mic are recorded only when the mic is keyed.
The control panel contains a green TEST button for checking
CVR operation. A jack, located on the CVR panel, can be used
with a headset, to check microphone operation, aural commu-
nications, and to monitor the self-test (a low-pitched tone), and
erase functions. A red ERASE button will start the erase cycle
when it is released after being depressed for 3 seconds. The
erase cycle takes approximately 12 seconds. A 400-Hz tone is
available to the headset jack during the erase cycle. The erase
button is inoperative in flight.

September 2001
Avionics
Master Warning/Caution System

A master warning/caution system is provided to monitor the
operating status of various airplane systems. This system con-
sists of an annunciator panel and shroud indicator panel that
utilize lights to provide operational information and visual indi-
cations of fault conditions. The annunciator panel is located on
the center instrument panel and has a 52 annunciator capabil-
ity. Illuminated red annunciators identify warning malfunctions
which require immediate corrective action by the flight crew.
Illuminated amber annunciators identify caution malfunctions
which require corrective action, but not necessarily immediate
action. Once illuminated, these annunciators will remain illumi-
nated until the malfunction is corrected. Refer to the FAA
Approved Airplane Flight Manual for corrective action to be
initiated.
The shroud indicator panels have an 18 annunciator capability.
Four different colored lights are used on the indicator panel: red
for warning, amber for caution, green for advisory, and white for
annunciation of a system condition.
A master test switch tests the integrity of eight primary systems
by simulating system failures. The master test switch is located
in the TEST group on the overhead panel. Using this switch to
select a system energizes the test relay of the selected system
to test the system's integrity. The output signal is sent to the
system test GO/NO GO sense relay resulting in illumination of
the respective light on the overhead panel according to the
condition of the system.

September 2001
CAE SimuFlite
Airshow 400 Cabin Video Information

System
The Airshow 400 uses an LCD monitor to display a series of
maps of varying resolution to show passengers the aircraft's
present position, where the aircraft has been, and estimated
time of arrival. Present position is shown by a white aircraft
symbol with appropriate heading, while previous flight path is
shown by a series of red squares. Individual Airshow functions,
selected by controls on the VIP panel, include MAP, INFO,
LOGO, and AUTO. In MAP mode, the computer automatically
selects and displays local area maps. INFO mode processes
real time flight information from the Flight Management Sys-
tem. Information presented includes altitude, outside air tem-
perature, groundspeed in miles per hour, and time to
destination. AUTO mode is designed to continually cycle all of
the desired information available.
Emergency Locator Transmitter

(Optional)
An Emergency Locator Transmitter (ELT) is provided. The ELT
consists of a transmitter and a battery that provides 9 V DC
power to the transmitter. The antenna(s) are located in the dor-
sal fin. The ELT is controlled by a two-position toggle switch
placarded ON/TEST and AUTO located at the lower right cor-
ner of the copilot's instrument panel.
The transmitter broadcasts a warble tone simultaneously on
emergency frequencies 121.5 and 243.0 MHz when activated.
Federal regulations authorize an approximately one-second
test of this system only between the hour and five minutes after
the hour. Transmission can be verified by monitoring either the
COM 1 or COM 2 receiver.
Since the battery pack inspection and replacement schedule is
time-usage critical, system tests should be held to a minimum.
Refer to the Beechjet 400/400A Maintenance Manual for com-
plete test and logging procedures.

September 2001
B4CRH-ELpg1-2FO.fm Page 1 Tuesday, January 20, 2004 2:24 PM
Electrical System
DC Electrical System Diagram
MASTER
ENG START L GEN R GEN AHRS AUX BATT STBY BUS
GEN RESET STBY
NORM PWR
NORM
AHRS 1 STBY PWR STBY ATT IND ARM ON
L GEN
O LEFT LOAD BUS AHRS 2 STBY PWR STBY ALT VIB
F L BUS
OFF SELECT FDR FAIL
F COPLT (STBY INST) LT
R L ITT
RESET L START/GEN ANTI SKID
OFF NO. 1 INV PWR LDG GR POS AHRS AUX BATT ENG EFC START
L DEFOG BLOWER RUD TRIM POS COMM 1
L WSHLD ANTI- ROLL TRIM STBY
RTU 1
EMER ICE CONT L THRUST REV PWR
PUSH TO
DISENG L WSHLD ANTI- CONT SUPPLY
LEFT GENERATOR ICE PWR L ENG EFC
CONTROL UNIT LH STAB
DEICE L ENG ANTI-ICE L VIB
L TAIL FLOOD H STAB DEICE L FUEL FLOW
BATT LT PWR MONITOR L OIL TEMP
CUT OFF RECOG LT PWR L LDG LT CONT L FIRE DETECT
LEFT L GAP DEICE PWR 3 PLT WARN LT L WG FUEL QTY INVERTER
STARTER PLT INST LT XFEED VALVE LEFT RADIO BUS NO. 1
GENERATOR HF POWER INST LT CONT FUSLG FUEL QTY
CABIN PRESS L TRANS PUMP SDU 2 ADF 1 PROC 1 HEAT ON
SHUNT LEFT L BLEED VALVE L FUEL TRANS MFD ** RAD ALTM CDU 1 NUMBER 1
MAIN HYD PRESS IND L JET PUMP FCS 1 GPS 1 ATC 1 INVERTER
BUS VENT BLOWER L AUTO BOOST PFD 1 FMS 1 DME 1 OFF HOT BATTERY BUS
EXTERNAL MASTER TEST L BOOST PUMP
POWER L STARTER L GENERATOR
RELAY L BUS ICE DETECTOR A/P TRIM LEFT OVHD BUS BATT VOLT
RELAY LINE CONTACTOR 4 AHRS AUX BATT ROOM LTS
FEED
1 2
3 4
5 RCCB L WIPER 5 AVIONICS ANN/DIM L AOA HEATER ANTI COLL LT GND AUDIO/RTU
EXTERNAL BATTERY
0 X 100 6
DAU A L PITOT HEAT WING INSP LT GND COMM
POWER TIE IN AMPS L BUS PLT CLOCK PILOT STATIC HEAT
2 TIE RCCB ADC 1
RELAY
BATTERY BATTERY LEFT NON-ESSENTIAL BUS EMERGENCY BUS
BATTERY START BUS CHARGE RECOG LT CONT TCAS
RELAY LH BATT RH BUS L LDG LT PWR GALLEY CONT EMERGENCY BUS STBY BATT
GEN GEN HF CONT TIE RELAY BATT FDR PROT
COMPR 0
10 20 30
NO. 2 INV EMER PWR
EMER FEED LOAD EMER WARN LT
FEED RCCB VOLTS BUS FLOOD INST LT
RCCB
VOLT SEL 2 TIE CABIN SIGN
EMER LT
BATTERY EMERGENCY EMER LDG GR POS
RELAY FIRE BELL
BATT FDR FAIL PASS OXYGEN CONT
R STARTER R BUS RIGHT NON-ESSENTIAL BUS
OVHT RIGHT LOAD BUS DOOR SEAL
1 ON
RELAY TIE RCCB R DEFOG BLOWER RADIO PHONE
O EMER BUS L HYD VALVE
F R START/GEN FLAP R WSHLD ANTI- CABIN DISPLAY FDR FAIL R HYD VALVE
F
NO. 2 INV PWR NORM PITCH TRIM ICE CONT L ENG FIRE EXT
EMER PASS READ LT
H STAB DEICE CONT RUD TRIM R ENG FIRE EXT
1 2
3 4
5 R BUS R WSHLD ANTI- ROLL TRIM POS ROTAT BCN CONT L GND SAFE
REFRIG 0 X 100 6
TAIL FLOOD LT CONT
COMPR R GENERATOR FEED ICE PWR R THRUST REV EMER PITCH TRIM
LINE CONTACTOR AMPS RCCB R ENG ANTI-ICE CONT CABIN TEMP IND TRIM WARN
PWR 2 REFRIG AIRCOND CONT
WING ANTI-ICE R ENG EFC L THRUST REV POS
R LDG LT PWR R VIB R WIPER 5 R THRUST REV POS
RIGHT R LDR LT CONT R FUEL FLOW
MAIN L TR EMER STOW
COPLT WARN LT R OIL TEMP R TR EMER STOW
SHUNT BUS CTR INST AND O/H R TURBINE RPM L TURBINE RPM
RIGHT PANEL LT R ITT RIGHT OVHD BUS L FAN RPM
STARTER RH STAB CTR PED LT R FAN RPM L IGN
GENERATOR DEICE C/B PANEL LT R IGN R AOA HEAT NAV LT L FUEL VALVE
R TAIL FLOOD MAP LT R FIRE DETECT R PITOT HEAT ROTAT BCN PWR INVERTER
R FUEL VALVE
LT PWR AIR COND R WG FUEL QTY COPLT STATIC HEAT NO. 2 L STALL WARN
FLT HOUR METER R BLEED VALVE FUEL TEMP
HYD PRESS CONT R TRANS PUMP ON SDU 1
GALLEY PWR COPLT CLOCK
TOILET SPEED BRAKE R FUEL TRANS RIGHT RADIO BUS
LDG GR R JET PUMP AHRS 1
CABIN LT MFD * CDU 2 OFF NAV 1
MASTER
VANITY R GND SAFE R AUTO BOOST
L GEN R GEN GAP DEICE R BOOST PUMP FCS 2 ATC 2 FLT DATA REC
ENG START NORM REFRIG BLOWERS PFD 2 DME 2 AURAL WARN
R GAP DEICE PWR 3 CONT (H STAB CABIN AUDIO
R GEN 3 DEICE BACK UP) DAU B ADC 2 NAV 2 CKPT VOICE REC
OFF
AHRS 2 ADF 2 COMM 2 PLT AUDIO
SELECT R STALL WARN RADAR RTU 2 COPLT STBY AUDIO
GEN RESET
L NORM COPLT AUDIO FMS 2 GPS 2
CABIN SPKRS PROC 2 HEAT ND **
RIGHT GENERATOR OFF O R BUS
CONTROL UNIT F FDR FAIL
F
RESET
* THREE-TUBE SYSTEM
NOTES: EMER
B4CRH-EL001I
PUSH TO ** FOUR-TUBE SYSTEM
DISENG
1 AIRPLANES RK-52, RK-65 THRU RK-97. 3 AIRPLANES RK-52, RK-65 THRU RK-107.
2 AIRPLANES RK-108 AND AFTER, RK-52, RK-65 THRU RK-107. 4 AIRPLANES RK-108 AND AFTER. NUMBER 2
MODIFIED BY KIT 128-4014-3 OR 128-4014-5. INVERTER
5 AIRPLANES NOT MODIFIED BY KIT 128-5405.
Beechjet 400A For Training Purposes Only 4B-1

September 2001
B4CRH-ELpg1-2FO.fm Page 2 Tuesday, January 20, 2004 2:24 PM
CAE SimuFlite
AC Electrical System Diagram
PRIMARY
PRIMARY 26 V AC SHED BUS
115 V AC SHED BUS
• FLAP POS
• LH OIL PRESS
• RH OIL PRESS SECONDARY SECONDARY
• FLAP ASYM 26 VAC BUS 115 VAC BUS
AC BUS SHED
(SHROUD PANEL)
PRIMARY PRIMARY
115 V AC BUS 26 V AC BUS
• EGPWS • PITCH TRIM POS
• AC SHED IND LT
AC PRI BUS AC SEC BUS

26 V 115 V 26 V 115 V
2 2 INV SEL 2 2
NO 1
(MAIN CB) (MAIN CB)

A
U
T
O
NO 2 (ANNUNCIATOR
PANEL)
INV 2
(ANNUNCIATOR FAIL
PANEL)
INV 1 115V
FAIL 115V 115V 115V 26V
26V 26V 26V

(NO. 2
NO.1 INV INVERTER)
115V
115V 26V
(NO. 1 NO.2 INV 50 100 (MAIN CB
INVERTER) LEGEND PANEL)
15
26V AC VOLTS
0
NO. 2
NO. 1 INVERTER INVERTER
NO. 2 INVERTER SWITCH
PRIMARY 115 V AC AND VOLTAGE AC VOLT
BLOCKING
26 V AC BUSES SELECTOR METER DIODE (2)
SECONDARY BUSES AND SW
PRIMARY SHED BUSES
SECONDARY BUSES NO. 2
NO. 1 INVERTER
INVERTER BATTERY POWER
RELAY
SWITCH NO. 1 GENERATOR POWER EMER BUS
NO. 2 GENERATOR POWER
EMER EMERGENCY
BUS TIE RELAY
RELAY
LH LOAD BUS RH LOAD BUS
LOAD BUS TIE

CIRCUIT BREAKER
TO LH MAIN BUS TO BATTERY TO RH MAIN BUS
B4CRH-EL002i
4B-2 For Training Purposes Only Beechjet 400A
January 2004
Electrical System
DC Electrical System
Electrical power to the airplane is normally supplied by two 28.5
V DC, 400-ampere engine-driven starter-generators. A 24-volt,
40-ampere-hour lead-acid battery or a 24-volt, 36-ampere-hour
nickel-cadmium battery (on airplanes RK-1 thru RK-97) sup-
plies electrical power for engine starting and emergency
requirements. A 28 V DC external power receptacle located on
the right side of the aft fuselage is provided for connection of an
external power unit.
Nicad Batteries (RK-1 thru RK-97 only)

The battery system includes a battery, a switch, a battery
feeder protection unit, a temperature warning system, and indi-
cating lights. The system provides a secondary source of DC
electrical power for the airplane. It also supplies power for
engine start or the emergency buses.
The system is equipped with one nickel-cadmium battery,
which is a 20-cell unit rated at 24 V DC at 36 ampere-hours.
The battery is housed in a steel case that is installed in the aft
fuselage compartment. It is the power source for the battery
system.
The BATTERY switch, located on the overhead panel, is a tog-
gle-type with three positions: ON, OFF, and EMER. During nor-
mal operation, the BATTERY switch is in the ON position and
the battery relay and battery tie-in relay remain energized.
Placing the BATTERY switch to the EMER position will drop off
the battery relay and battery tie-in relay, isolating the battery
from the start bus. The battery will supply DC power only to the
emergency bus and the BATT CUT OFF annunciator, located
on the annunciator panel, will illuminate. The amber BATT CUT
OFF annunciator also indicates that the bus connecting the
battery relay and the external power relay has lost electrical
power.

September 2001
CAE SimuFlite
A battery feeder protection unit is provided to detect a ground

fault in the secondary power feeder line. A FDR FAIL light nor-
mally comes on when the battery feeder has failed. This light
also illuminates when either the battery feeder protection circuit
breaker or the EMER FEED RCCB trips.
The battery temperature warning system consists of a red
BATT OVHT annunciator light on master warning panel. The
warning system is calibrated from 100º to 190ºF. The airplane
master test switch may be used at any time to test this system.
Lead-Acid Batteries
One 24-volt, 40-ampere-hour lead-acid battery is used as a
secondary source of DC electrical power in the airplane. It also
supplies power for engine start or the emergency buses.
The battery power components are the battery relay, battery
switch, battery feeder protection unit, current transformers,
control relays, and indicating lights. A battery feeder protection
subsystem is provided to detect a ground fault that may occur
in the secondary power (battery and external power) feeder line
between the main junction box and secondary power sources.
If a ground fault occurs, the battery feeder protection unit illumi-
nates the BATTERY FDR FAIL light, located on the overhead
switch panel, and drops off the battery and battery tie-in relays.
The BATT CUT OFF annunciator, located on the annunciator
panel, will illuminate when the bus connecting the battery relay
and external power relay loses DC electrical power.
The BATTERY switch, located on the overhead panel, is a tog-
gle-type with three positions: ON, OFF, and EMER. During nor-
mal operation, the BATTERY switch is in the ON position and
the battery relay and battery tie-in relay remain energized.
Placing the BATTERY switch to the EMER position will drop off
the battery relay and battery tie-in relay, isolating the battery
from the start bus. The battery will supply DC power only to the
emergency bus and the BATT CUT OFF annunciator, located
on the annunciator panel, will illuminate.

September 2001
Electrical System
DC Generation
Primary electrical power is generated by two 28.5 V DC 400-
ampere engine-driven starter-generators. These generators
are also used as starter motors for engine starting. The genera-
tor power is distributed by two main buses that are paralleled
through two remote control circuit breakers (RCCBs) and the
battery charge bus. A generator control unit for each generator
utilizes solid state, integrated circuits and amplifiers to provide
control in both starting and generating modes.
A function of the generator control unit is to monitor for a gener-
ator feeder wire ground fault. Should this occur, generator field
excitation is disconnected by the generator control unit, result-
ing in generator output voltage decay to zero. The generator is
also disconnected from the main bus. The system may be
tested during engine ground run by selecting the L or R GEN
GND FAIL position of the master test switch on the overhead
switch panel. This simulated ground fault will cause the illumi-
nation of the L or R GEN OFF annunciator and GO light, while
the DC voltmeter will indicate zero. Upon completion of the sys-
tem test, reset the appropriate generator by placing the GEN
RESET switch to the RESET position for approximately one
second.
The L and R MASTER GEN switches on the overhead panel,
have a NORM position and an EMER position. When the guard
is closed, the toggle lever is in the NORM position. Placing both
switches to the EMER position removes all electrical power.
The GEN RESET switches have a NORM, OFF or RESET
position. With the switches in the NORM position, generator
control is automatic. Placing the switches to the OFF position
will isolate the generators from the main buses. The RESET
position is momentary and resets a generator that has tripped
as a result of an over voltage, feeder fault, or activation of
either ENG FIRE PUSH switch.

September 2001
CAE SimuFlite
Two DC ammeters (LH and RH), installed below the overhead

switch panel, display the load current supplied by the respec-
tive generator. A DC voltmeter indicates the voltage supplied
by the left generator, right generator or battery. The voltage
source is selected by the three-position VOLT SEL switch
which is placarded LH GEN-BAT-RH GEN.
Two amber generator off annunciators, L GEN OFF and R GEN
OFF are located on the annunciator panel. These annunciators
illuminate when the respective generator relay opens, isolating
the generator from the main bus.
AC Power System
Two static inverters mounted in the nose electronic compartment
supply AC power. These inverters are designated No. 1 and No.
2 and are controlled by INVERTER switches located on the over-
head switch panel. The inverters are designed to produce 115
volts and 26 volts 400 Hz AC, with apparent power rating of 50
volt-amperes each. The inverter operates when its respective
INVERTER switch is placed to the ON position. DC power from
the left load bus is applied directly to the No. 1 inverter. Normally,
the No. 2 inverter is powered from the right load bus through the
No. 2 inverter relay. If DC power on the right load bus fails, the
No. 2 inverter relay is automatically de-energized and the No. 2
inverter is powered from the emergency bus.
External Power System

The DC external power system consists of an external power
receptacle and an external power relay. The external power
system components provide a means of connecting 28 V DC
external power to the airplane's electrical system. Connecting
the 28 V DC external power source with the BATTERY switch
ON energizes the external power relay to supply the external
power source to the start bus. The battery tie-in relay is also
energized and the external power source is connected to the
battery charge bus and the left and right main buses. Any time
a generator comes on line, the external power relay is de-ener-
gized and the ground power unit is dropped off line.

September 2001
Electrical System
Standby Power System

The standby power system, which is mounted in the nose elec-
tronics compartment, supplies emergency power to its loads for
a minimum of 30 minutes. The system provides power to the
following:

standby attitude indicator and lighting,
 standby altimeter and lighting,
 standby magnetic compass lighting,

left ITT indicator and lighting,
 standby airspeed indicator lighting,
 No. 1 COMM, and
 No. 1 RTU
This power is provided when normal and emergency power has
failed. An additional 9 minutes of gyro data is available after the
gyro flags during spin-down.

September 2001
CAE SimuFlite
Electrical Load Distribution

AC Power Distribution
Six AC buses are provided for AC power distribution: three 115
V AC (primary, primary shed, and secondary) and three 26 V
AC (secondary). All electrical subsystems utilizing AC power
are connected to one of these buses. The 115 V AC and 26 V
AC of each inverter are coupled as a pair and supply either the
primary AC buses or secondary AC buses through typical cir-
cuits. These circuits determine the relation between the inverter
and the buses. Interchange of inverters is performed by these
circuits either automatically or manually.
An INV SEL switch on the main circuit breaker panel is installed
to change the power source of the primary AC buses. Selecting
No. 1 or No. 2 on the switch will cause the primary buses to be
powered by the selected inverter. If either inverter fails, the
operational inverter will automatically supply power to the four
primary buses. The secondary buses will lose power.
AC power requirements are automatically limited during emer-
gency operations by the load shedding circuits. If the No. 1
inverter loses power and the No. 2 inverter is powered by the
emergency bus (battery switch in emergency), the 115 V AC
shed and 26 V AC shed circuits are opened, the two primary
shed buses lose power, and the AC BUS SHED annunciator on
the shroud panel illuminates.
The voltage select switch, mounted on the aft circuit breaker
panel, transfers the inverter outputs to the voltmeter. The AC
voltmeter continuously indicates any one of four voltages corre-
sponding to the position of the voltage select switch.
The INV 1 FAIL and INV 2 FAIL annunciators on the annuncia-
tor panel will illuminate when the output power of the respective
inverter fails or the output voltage or frequency is out of the
allowable range.

September 2001
Electrical System
DC Power Distribution System

The DC electrical power distribution system is divided into four
subsystems: power source distribution, primary power distribu-
tion, secondary power (load) distribution, and emergency
power distribution.
Power source distribution includes four buses in the main junc-
tion box (left and right main, battery charge, and start bus). All
DC power sources are connected to respective buses. The DC
power is distributed from the main junction box to the electrical
loads directly or through the circuit breaker panels located in
the cockpit. During normal operation, the four buses are con-
nected to each other and can be energized by any power
supply.
Primary power distribution provides connection between the
main buses and the respective load buses. The system con-
sists of two identical (left and right) circuits containing three
power feeders. The feeders are protected by circuit breakers at
each end. During normal operation, two parallel feeders of
each circuit are used to supply electrical power from the main
bus to the load bus. The No. 3 feeder is provided to backup the
No. 1 or No. 2 feeder in case of failure. In the event one or two
feeders fail, the L or R BUS FDR FAIL annunciator will illumi-
nate. The annunciator will extinguish if the third feeder fails.
Secondary power distribution consists of eight buses: left and
right load buses, left and right nonessential buses, left and right
overhead buses, and left and right radio buses.

The LOAD BUS TIE circuit breaker, located on the main cir-
cuit breaker panel (DC PWR group), provides the connec-
tion between the left and right load buses.
 Two toggle-switch-type circuit breakers located on the main
circuit breaker panel are marked NON ESSN BUS and have
two positions: LH (RH), and OFF. With the circuit breakers in
the LH and RH positions, the left and right non-essential
buses will connect to the left and right load buses. The OFF
position isolates the non-essential buses from the load buses.

September 2001
CAE SimuFlite
 Two push-pull-type circuit breakers marked OVHD LH and
OVHD RH are located on the main circuit breaker panel.
The left and right overhead buses are connected to and/or
isolated from the left and right load buses respectively by
these circuit breakers.
 Two toggle-switch-type circuit breakers located on the radio
master circuit breaker panel are placarded RADIO MAS-
TER-L-R-OFF. With the circuit breakers in the L and R posi-
tions, the left and right radio buses will connect to the left
and right load buses. The OFF position isolates the radio
master bus from the load bus. The radio master buses sup-
ply electrical power to the avionics equipment.
Emergency power distribution consists of the emergency bus,
emergency feeder remote controlled circuit breaker (RCCB),
and associated relays and circuit breakers. The emergency bus
normally receives power through the emergency feeder RCCB.
If the emergency feeder RCCB faults, the EMER BUS FDR
FAIL annunciator, located on the annunciator panel, illumi-
nates, the emergency relay opens and the emergency bus
receives power from the left load bus. During a starter assisted
air start, the emergency bus will also be powered by the left
load bus. With the BATTERY switch in emergency, the battery
will power only the emergency bus through the emergency
feeder.

September 2001
Electrical System
Remote Control Circuit Breakers

RCCBs are used for circuit protection against high current flow
and are controlled by a circuit breaker on the main circuit-
breaker panel, located in the cockpit. The RCCB control circuit
breakers are labeled as follows:
 LH BUS FDR NO. 1
 LH BUS FDR NO. 2

LH BUS FDR NO. 3
 RH BUS FDR NO. 1
During normal operation, two parallel feeders supply power
from the main bus to the load bus. The third remains in
standby. If one of the bus fed RCCBs trips, the respective
amber L or R BUS FDR FAIL annunciator comes on.
The load bus feeder circuit breakers are also located on the
main panel and are labeled as follows:
 LH BUS NO. 1

LH BUS NO. 2
 LH BUS NO. 3

RH BUS NO. 1

RH BUS NO. 2
 RH BUS NO. 3

September 2001
CAE SimuFlite
Circuit Breaker Panels

All associated circuit breakers are located on the main circuit-
breaker panel located on the pilot’s left console.
Each primary power distribution system (left and right) has two
active power leads and one standby power lead between the
main bus and the load bus. Each lead has an RCCB at the
main bus end and a push-pull type circuit breaker at the load
bus end. The secondary power distribution system (left and
right) is protected by either a toggle-switch type or a push-pull
type circuit breaker.
The nonessential buses are protected by the toggle-switch type
circuit breaker located on the main circuit-breaker panel. This
type of circuit breaker has two positions: LH or RH and OFF.
When the circuit breaker is placed in the LH or RH position, the
respective nonessential bus connects to its load bus. The OFF
position isolates the respective nonessential bus from the load
bus.
The radio buses are protected by toggle-switch type circuit
breakers also. They are located just forward of the nonessen-
tial circuit breakers. These breakers have two positions: L or R
and OFF. The radio buses are depowered with the breakers in
the OFF position.
The left and right overhead buses are protected by push-pull
type circuit breakers, also located on the main circuit-breaker
panel. These devices, labelled OVHD LH and OVHD RH, allow
their respective buses to be powered when closed and isolated
when opened.

September 2001
Electrical System
Four bus-tie circuit breakers are also located on the main circuit
breaker panel. Two of the circuit breakers, labelled LH BUS TIE
and RH BUS TIE, are the push-pull type. They control their
respective bus-tie RCCBs that connect their respective bus to
the battery charge bus, thus tying the two main buses together.
The other two circuit breakers are also the push-pull type. One
is labelled LOAD BUS TIE, and it ties the left and right load
buses together. The last one is labelled EMER BUS TIE and is
left in the closed position during normal operation. In the closed
position, the EMER BUS TIE circuit breaker supplies power
from the left load bus to the emergency bus via the emergency
bus-tie relay when the emergency relay opens.
Electrical and Electronic Junction Boxes

The electrical and electronic junction boxes include the main,
the LH and RH control, radio junction boxes, junction, relay and
the resistor and relay panels. The main junction box is mounted
in the upper aft tailcone area; the LH control junction box is
mounted on the cabin sidewall next to the generator control
units; and the RH control junction box is on the RH cabin side-
wall forward of the aft pressure bulkhead. The resistor and
relay panels include both electrical and electronic components
and are located on the LH side of the cockpit. The relay panels
are in the center pedestal and the LH side panel and the bat-
tery relay panel is incorporated into the main junction box. Sig-
nals from individual components and systems that are used to
control or supply information to other components or systems
are switched in the radio junction box in the nose compartment
of the airplane.

September 2001
CAE SimuFlite
Lighting System
The aircraft incorporates three lighting systems: exterior light-
ing, interior lighting and emergency lighting. The exterior light-
ing system includes landing, navigation and recognition lights.
The interior lights include lights used in the cockpit and cabin
areas as well as the cargo and service areas. The emergency
lighting system includes all emergency lighting inside the air-
planes as well as emergency cabin lights.
Interior Lighting
The interior lighting system consists of various combinations of
lighting throughout the cockpit, cabin, and aft fuselage baggage
compartment. Ceiling mounted fluorescent lights installed in the
cabin provide general area lighting controlled by the cabin light
switch in the cockpit and the entrance light switch near the
door. A switch inside the compartment door controls an aft
fuselage baggage compartment light. Individually controlled
reading lights are installed above each passenger seat and
above the card tables in the cabin.
Cabin passenger sign lights are installed in the cabin where
they can be easily seen from all seating locations. A three-posi-
tion CABIN SIGN switch on the overhead panel controls them.
The switch's SAFETY position illuminates the NO SMOKING
and FASTEN SEAT BELT legends while the FSB position illu-
minates only the FASTEN SEAT BELT legend.
Instrument/circuit breaker panel lighting is divided into five
groups: pilot's instrument panel, copilot's instrument panel,
center instrument and overhead panels, center pedestal, and
circuit breaker panels. Each group is powered by an individual
power supply that provides 5 V DC for instrument lights and
115 V AC for the electroluminescent panels. The INTEG switch
located in the INST LIGHT group on the overhead panel con-
trols lighting. Light intensity may be varied for individual prefer-
ence using the PLT INST LT, COPLT INST LT, CTR INST and
O/H PNL, and CENTER PED LT rheostats located on the over-
head panel, and the C/B PNL rheostat located on the aft circuit
breaker panel.

September 2001
Electrical System
Four instrument panel floodlights mounted in the shroud pro-

vide additional lighting. The FLOOD switch in the INST LIGHT
group on the overhead panel controls them. Map lights are
located in the forward and outboard sections of the overhead
panel. They are individually illuminated using the MAP LT
switch located immediately above the lights. Intensity is con-
trolled by dimming rheostats located adjacent to the lights.
Additional cockpit lighting is provided by lap/map lights
mounted on the pilot’s and copilot's side panels. Dimming con-
trols are located adjacent to the lights to adjust the light
intensity.
The cabin ENTRY LIGHTS switch is mounted just aft of the
cabin entrance door. The switch, which incorporates a timer,
supplies power to the cabin incandescent lights and the INTE-
RIOR LT COCKPIT switch on the overhead switch panel.
Either the cockpit INTERIOR LT CABIN switch or the VIP panel
INDIRECT LIGHTS ON/OFF switch, controls the cabin indirect
lighting. The illumination level can only be controlled by the VIP
panel INDIRECT (increase/decrease) switch.
Exterior Lighting
The exterior lighting system consists of navigation lights, anti-
collision lights, a wing inspection light (right light optional), land-
ing lights, rotating beacon, forward recognition light, and
optional tail floodlights. Switches located on the overhead
switch panel individually control all the exterior lights.
Navigation lights are installed on the wing tips and the top rear-
most section of the vertical stabilizer. Anti-collision lights are
installed on the left and right wing tips and on the rearmost sec-
tion of the fuselage. These lights generate white flashes at 50
to 60 cycles per minute.
The wing inspection light is installed on the left side of the fuse-
lage, just aft of the entrance door. An optional second light is
mounted directly opposite on the right side of the fuselage.
These lights are used to inspect for ice formation on the leading
edge of the wings during night flight.

September 2001
CAE SimuFlite
Landing lights are installed on both sides of the airplane's nose.

They are individually controlled for extension, retraction, and
illumination by switches located on the upper right portion of
the overhead panel in the LAND LT group. The landing lights
will automatically retract when the landing gear handle is
moved to the UP position even though the LAND LT switches
are in the EXT/ON position. Lights (L and R) aft of the switches
and a LDG LT NOT RETRACT annunciator on the shroud
panel will illuminate when the landing lights are extended and
extinguish upon completion of the retraction cycle. Once
extended, the landing lights may be illuminated or extinguished
as desired using the two push button switches located immedi-
ately forward of the extend/retract switches. These push button
switches will illuminate when the landing lights are on and
extinguish when they are off. The landing lights become very
hot during ground operations, so they should be turned off or
retracted as soon as possible after landing.
A rotating beacon is installed on top of the vertical stabilizer
and generates red flashes at 80 to 90 cycles per minute.
Optional tail floodlights may be installed on both sides of the
horizontal stabilizer's lower surface to illuminate the identifica-
tion markings painted on the vertical stabilizer. These lights
should not be turned on while flying in clouds. A recognition
light is installed on the top leading edge of the vertical stabilizer.
This light provides increased airplane visibility from the front
while in flight.

September 2001
Electrical System
Emergency Lighting
The emergency lighting system consists of an emergency exit
sign light, emergency exit outside lights, and emergency cabin
lights. An emergency exit sign light is installed above the
entrance and escape hatch doors in the cabin. In addition to
the lighted exit sign, an emergency outside light is mounted in
the escape hatch doorframe to illuminate the outside area
around the escape hatch. There is also an emergency outside
light mounted near the cabin doorframe to illuminate the out-
side area around the cabin door.
Two power supplies, one installed under the floor in the forward
right hand cabin and one installed in the right hand aft cabin
sidewall, contain batteries and supply power to the emergency
lights. A guarded EMER LT switch located on the overhead
panel controls all emergency lights. This switch, placarded
TEST/ON, ARM, and OFF, is positioned to ARM when the
guard is closed. When all power is lost, 6 V DC power is sup-
plied to the emergency lights. The power supplies are charged
by generator power when the emergency light switch is set in
the OFF or ARM position. Charging is stopped and the emer-
gency lights are illuminated by their power supply when the
EMER LT switch is set to the TEST/ON position. When the
EMER LT switch is placed in the OFF or TEST/ON position, the
EMER LT NOT ARM annunciator on the shroud panel
illuminates.
With the EMER LT switch positioned to TEST/ON and the BAT-
TERY switch in the ON position, a green light adjacent to the
switch will illuminate when the power supply batteries are fully
charged.

September 2001
CAE SimuFlite

September 2001
Environmental Systems
Pneumatic System
ENG ANTI-ICE
VALVE
LEGEND
UNREGULATED AIR
CABIN
CEILING
15-PSI AIR OUTLET
EMERGENCY
PRESSURIZATION
30-PSI AIR VALVE
30 PSI
VACUUM PRSOV
CHECK
VALVES
AIR
CONDITIONING
WING
ANTI-ICE
SHUTOFF
VALVE
CHECK
VALVES
30 PSI
PRSOV
CABIN
TEMPERATURE
CONTROL
CABIN
PRESSURIZATION
CONTROL SYSTEM CHECK
VALVE
HYDRAULIC
PACKAGE
15 PSI
PRESSURE RESTRICTOR
REGULATOR VALVE
EJECTOR
ENTRANCE
DOOR SEAL
ENG ANTI-ICE
B4CRH-PN001I
EJECTOR
DISCHARGE VALVE
DOOR SEAL
VALVE

September 2001
CAE SimuFlite

September 2001
Environmental System Mechanical
RK110
VENT CABIN
BLOWER CEILING
ON/OFF OUTLET
BOTH NORM
L ENG BOTH HIGH
LEGEND OFF R ENG

AIR COND
FAIL
PUSH FOR SPKR
EMER
HOT AIR AUDIO OFF AUTO MAN MAN PRESS CONT
CONTROL
COLD HOT
AUTO MAN ON/OFF SPKR
COLD HOT
BL AIR
TEMPERED AIR DEC INC
DCT FAIL
CD AIRSHOW INDIRECT
AUTO ONLY TEMP LIGHTS INDIRECT DEFOG
COLD AIR DVD MODE ON/OFF AIR OV HT
CABIN PRESS & COCKKPIT TEMP CONT
CABIN DUMP TAKE OFF & LAND UNPRESSURIZED CABIN TEMP CONTROL
MIXED AIR
CABIN AIR
RAM AIR OV HT
CONTROL PRESSURE THRUST

LEVER
CONTROL PRESSURE
SUPPLY PRESSURE LEFT GROUND
SAFETY SWITCH
CONTROL PRESSURE
CABIN
SWITCH TEMPERATURE
INDICATOR
CHECK VALVE
0 20
RIGHT ENGINE
SHUTOFF VALVE -20 50 BLEED AIR
°C
CABIN
3-WAY VALVE TEMP
EMERGENCY
TEMP SENSOR PRESSURE VALVE
ORIFICE
MIXING CHAMBER HIGH TEMP

HIGH SWITCH
COCKPIT LIMIT
ELECTRICAL TEMPERATURE PRESS
CONNECTION SENSOR REGULATOR
SENSOR EJECTOR VALVE
SHUTOFF
VALVE
DUCT WATER SEC PRI
SIDE WINDOW TEMP- SEPARATOR MIX MIX FLOW
DEFOG OUTLET ERATURE
CABIN CEILING SUCTION INCREASING VALVE
SENSOR
OUTLET DOOR
BLOWER OVER PRESS

SWITCH
RAM AIR TO WING
SCOOP ANTI-ICE
COLD AIR EYEBALL

OUTLETS OUTLETS
PRESS
REGULATOR
DUCT OVER OVER TEMP SWITCH SHUTOFF
HEAT SENSOR VALVE
LOW LIMIT LOW LIMIT TEMP

CONTROL VALVE ORIFICE
DEFOG SENSOR
SELECT
LEVER CABIN
B4CRH-PN003i
TEMPERATURE TO ENTRANCE
TEMPERATURE DOOR SEAL
SENSOR CONTROL VALVES
LEFT ENGINE
BLEED AIR

September 2001
4C-4
0 20
BL AIR TO CEO CONTROL
DCT FAIL CABIN CABIN CONTROL
DEFOG -20 50
AIR OV HT
TEMPERATURE °C (IN COCKPIT)
CABIN
TO REFRIG INDICATOR TEMP
COCKPIT CONTROL
AIRCOND TO FAN
CONTROL BUTTON
COCKPIT CABIN
TM
Air Distribution
MIXING
CAE SimuFlite
CHAMBER
DUCT HIGH TEMP

LEGEND TEMP LIMIT CONTROL
SENSOR SENSOR
TEMPERED VALVES
COLD AC
VERY COLD
CONTROL
CABIN
PRESSURE
WS
TEMP
COCKPIT SENSOR
WARM TEMP
Developed for Training Purposes
SENSOR
ELECTRICAL
WS
AC
DUCT HIGH TEMP
TEMP LIMIT CONTROL
SENSOR SENSOR VALVES
MIXING
CABIN AIR CHAMBER
OV HT
ANTISKID
FAIL
TM
VACUUM
B4CRH-PN004I
TO DOOR SEAL
Beechjet 400A
March 2002
Air Cycle Machine (ACM)
TO RIGHT
WING
L ENG ICE BL AIR
TEMP LO DCT FAIL
AIR COND DEFOG
FAIL AIR OV HT FROM RIGHT
ENGINE
BLEED AIR
TO LAV
3.5 PSI
CEILING OUTLET
EMERGENCY 30 PSI
PRESS VALVE PRESS
TO CABIN REG
PRESSURIZATION SOV
CONTROL
TO TEMP
CONTROL
VALVES
BULK
HEAD
EJECTOR VALVE (OPEN ON GROUND)
TEMP
SW (350°F)
WATER EXTRACTOR FLOW INCREASING VALVE

OPEN < 60 % N2
OR BOTH HIGH
OVER TEMP SW (400°F)
RAM AIR (4)

SCOOP 350°F
TO COLD TO LEFT
AIR 53 PSI OVER PRESS SW WING
OUTLETS WATER
SEPARATOR
LOW-LIMIT TEMP
39°F CONTROL VALVE
LEGEND
TO TEMP COLD
TM
CONTROL 30 PSI
VALVES PRESS COOL
REG
SOV
ENGINE BLEED
15 PSI FROM LEFT
PRESSURE ENGINE TEMPERED
TO CABIN / DUCT REGULATORS BLEED AIR
SENSOR TEMPERED BLEED
REGULATED
B4CRH-PN005I
PRESSURE
TO DOOR SEAL / VACCUM
TO HYDRAULIC SYSTEM

September 2001
CAE SimuFlite
Vapor-Cycle Cooling System Mechanical
HIGH PRESSURE LIQUID
MOTOR CONDENSER
RECEIVER FAN
DRYER
BELT
DRIVE
PRESSURE
SUCTION
COMPRESSOR
HIGH LOW
PRESSURE PRESSURE
SWITCH SWITCH
SERVICE
VALVE SERVICE
(DISCHARGE) VALVE
(SUCTION)
SIGHT
GLASS
AFT
PRESSURE EVAPORATOR LEGEND
BULKHEAD BLOWER
LOW PRESSURE
LIQUID
LOW PRESSURE
GAS
HIGH PRESSURE
LIQUID
HIGH PRESSURE
EVAPORATOR GAS
CABIN
COCKPIT EVAPORATOR
BLOWER
QUICK
DISCONNECT
REFRI AIR COND CONTROL
AIR COND BLOWER
+ ON FWD HI AFT +
AIR COND
O O ON
EXPANSION F
F
F
F
VALVE
+ BLOWER LOW +
EVAPORATOR OPERATION PROHIBITED BELOW 5ºC OAT
B4CRH-PN006i

March 2002
Pneumatic Systems
The pneumatic system extracts hot engine bleed air and then
controls, regulates and distributes it. Regulated air is supplied
to the air-conditioning, wing anti-ice, hydraulic reservoir, cabin
temperature control, jet pump and door seal systems. Vacuum
generated by a jet pump is supplied to the pressurization sys-
tem controls. Pneumatics, air-conditioning, ventilation and
pressurization are closely tied together. The pneumatic system
bleed air is supplied to the air-conditioning system, which intro-
duces conditioned air into the fuselage for the passenger’s
comfort. The cabin is pressurized by controlling the rate at
which the air-conditioned bleed air is allowed to escape from
the pressure vessel.
System Operation
High compressor discharge air from the engine is tapped off
from two extraction pads, located respectively at 5 and 7
o’clock on the bypass duct. This gas generator case air pres-
sure is manifolded and provided for airplane services.
The air is routed from the engines to a manifold in such a way
that air from each engine feeds all systems but does not feed
into the opposite engine. The use of check valves allows this
arrangement, and each system that is fed uses some form of
pressure or flow regulation.
An ejector-type air pump is mounted in the wall of the cabin just
forward of the entrance door. The ejector uses regulated bleed
air to produce a vacuum for the pressurization control units.
The vacuum serves as a reference pressure for the system.
The vacuum is ported to the vacuum regulator in the cabin
pressurization control module.

September 2001
CAE SimuFlite
Bleed air to the air cycle machine is controlled by a five-position

switch labelled OFF, L ENG, BOTH NORM, BOTH HIGH, R
ENG and EMER. Each switch position and its effect on bleed
air operation is listed below:
OFF – No bleed air is supplied. Ram air is supplied to the
cabin in-flight. No temperature control is provided.
L ENG – Bleed air is supplied from the left engine. The right
bleed air is shut off. Normal temperature control is provided.
BOTH NORM – Bleed air is supplied by both engines. Nor-
mal temperature control is provided.
BOTH HIGH – Bleed air is supplied by both engines at a
greater rate than in the BOTH NORM position by opening
the flow increasing valve. Normal temperature control is pro-
vided.
R ENG – Bleed air is supplied by the right engine. The left
EMER – Bleed air is supplied to the cabin for emergency
pressurization. No temperature control is provided.
If contaminated air is suspected from one engine, operating the
air-conditioning system on the other engine only isolates the
engine. Full cabin pressurization is still available while operat-
ing the system on one engine.
Should emergency pressurization be selected or automatically
actuated by system failure, hot, unregulated engine bleed air
flows from the cabin ceiling outlet. The air temperature
depends on altitude and engine RPM, and decreasing thrust
may reduce the cabin temperature.
A more detailed discussion on air-conditioning and pressuriza-
tion can be found in their respective chapters of this manual.

September 2001
Wing Anti-Ice
Engine bleed air is tapped from the bleed air manifold and
routed to the wing anti-ice pressure regulator and shutoff valve.
The valve is controlled by the anti-ice system, which uses the
air for preventing ice buildup on the wing leading edges. A
more detailed discussion on wing anti-ice can be found in the
Ice and Rain Protection section of this manual.
Hydraulics
Engine bleed air tapped from the bleed air manifold is used to
pressurize the hydraulic system reservoir. This bleed air is regu-
lated to 15 PSI and assures a constant head of pressure on the
hydraulic reservoir. A more detailed discussion on hydraulics can
be found in the Hydraulic Power Systems section of this manual.
Entrance Door Seal

This system consists of a relief valve, door seal valve and seal,
and connecting ducting.
The relief valve regulates the air pressure supplied to the door
seal, ejector, and air-conditioning temperature control system.
The relief valve is preset to regulate air pressure to 15 ±1 PSI.
The clearances around the entrance door, necessary for proper
door opening and closing, do not allow the pressurization sys-
tem to maintain the desired cabin altitude, so an inflatable seal
is installed around the door frame. The door seal is inflated and
deflated by the door seal valve. The door seal valve receives
regulated air pressure from the relief valve. The door seal valve
is a solenoid-operated type that is controlled by the left main
landing gear safety switch and the entrance door No. 1 lock
switch. If the landing gear safety relay No. 4 is in the air posi-
tion and the door switch is actuated, the door seal valve is de-
energized and allows the door seal to be pressurized. When
the door is unlocked or the airplane is on the ground, the door
seal valve is energized and stops pressure from going to the
seal. Pressure within the seal is dumped into the cabin.

September 2001
CAE SimuFlite
Environmental System
The pressurization and air-conditioning systems utilize bleed
air to pressurize and air-condition the cabin, and defog the
cockpit windows. During normal operation, most functions are
automatic. The only manual adjustments required are for indi-
vidual comfort, such as cabin rate of climb and temperature.
Ram air for cabin ventilation is available when the pressuriza-
tion system is not in use.
Air Distribution
Cabin air distribution lines are composed of cold air lines and
conditioned air lines. Cold air is delivered to the cockpit and
cabin overhead eyeball outlets. Conditioned air is fed through
check valves at the aft pressure bulkhead to the cabin floor out-
lets on both sides and to the armrest. The cockpit has a sepa-
rate but similar system. These bulkhead check valves are used
to prevent cabin depressurization in the event of a duct rupture
upstream. The cockpit system includes floor outlets and a wind-
shield and side window defogger. DEFOG SELECT levers are
provided for the pilot and copilot to select defog, floor outlets, or
a combination of both. Thermal switches, installed in the cock-
pit side window defog ducts, illuminate the DEFOG AIR OVHT
annunciator if duct temperatures above 200°F (93°C) are
encountered. This is to prevent the side windows from being
damaged by heat. Manually controlled air outlets are provided
in the upper area of the cockpit to supply cold air to the pilots.
The ventilation blower introduces outside fresh air into the
cockpit depending on whether environmental control system
OFF or ON operation is selected. An illuminated push button-
type switch, located adjacent to the cockpit mode select switch,
controls the ventilation blower operation.

September 2001
Pressurization
The cabin is pressurized by flow of air from the cockpit and cabin
air outlets. Cabin pressurization control is accomplished by mod-
ulating discharge air from the cabin. The system's major compo-
nents are the outflow safety valves, cabin air pressure controller,
manual control valve, pneumatic relay, altitude pressure regula-
tor, air filters, solenoid valves, and a quick dump valve. This sys-
tem uses a variable isobaric controller to drive two outflow safety
valves through a pneumatic relay. Both outflow safety valves
modulate flow of air discharged from the cabin during normal
operation. Either or both valves open automatically, as required,
to provide positive or negative pressure relief protection. Both
valves are connected to cabin altitude pressure regulators that
automatically override a valve failure and prevent the cabin alti-
tude from exceeding 12,500 ± 1,500 feet.
The CABIN PRESS switch determines the source of air for
cabin pressurization. It is a six-position rotary-type switch with
positions placarded OFF, L ENG, BOTH NORM, BOTH HIGH,
R ENG, and EMER:
OFF – No bleed air is supplied. Ram air is supplied to the
cabin in flight. No temperature control is provided.
L ENG – Bleed air is supplied by the left engine. The right
BOTH NORM – Bleed air is supplied by both engines. Nor-
BOTH HIGH – Bleed air is supplied by both engines at a
greater rate than in the BOTH NORM position.
NORM – Position by opening the flow increasing valve. Nor-
R ENG – Bleed air is supplied by the right engine. The left
EMER – Bleed air is supplied to the cabin for emergency
pressurization. No temperature control is provided.

September 2001
CAE SimuFlite
The caution annunciators for the pressurization system are:

AIR COND FAIL – Illuminates automatically for bleed air
over temperature or overpressure conditions and results in
actuation of emergency pressurization. Placing the CABIN
PRESS switch to the EMER position will also illuminate this
light.
DEFOG AIR OVHT – Illuminates if the air supply to the
cockpit side window defog system exceeds 200°F (93°C).
BL AIR DCT FAIL – Illuminates if any four of the sensor
switches installed in the aft fuselage detects excessively
high temperature due to a rupture of the bleed air duct or
leakage of wing anti-ice lines in the cabin.
CABIN AIR OVHT – Illuminates if air supply to the cabin
exceeds 390°F.
Cabin Air Pressure Controller
The cabin air pressure controller is mounted on the right instru-
ment panel and controls the cabin altitude and cabin rate of
climb. This unit is connected to the vacuum source, the pneu-
matic relay, and the cabin ambient pressure. The controller
face has a cabin altitude selector knob, a cabin rate control
selector knob, and a dial showing cabin altitude setting and the
altitude at which the airplane will reach maximum differential
pressure for the selected cabin altitude pressure. Desired cabin
altitude and maximum airplane altitude, at which the cabin alti-
tude can be maintained, is selected by rotating the cabin alti-
tude select knob. The knob, to the left of the dial, controls the
rate of change of cabin altitude within a range of approximately
50 to 2,000 feet per minute. When the arrow on the knob is
halfway between MIN and MAX (straight up), a rate of approxi-
mately 500 feet per minute is obtained.

September 2001
Pneumatic Relay
The pneumatic relay is mounted in the cabin pressure control
module that is installed on the cabin side of the forward pres-
sure bulkhead. The pneumatic relay is a high gain device that
operates by a signal from the cabin air pressure controller and
from cabin pressure to regulate the outflow safety valve control
pressure to the desired level.
Altitude Pressure Regulator
The altitude pressure regulator directly senses cabin pressure.
When the cabin altitude pressure reaches 12,500 ±1,500 feet,
the poppet valve in the regulator opens to direct cabin pressure
to both outflow safety valve control chambers. The outflow
safety valves will close to a modulating position, thus prevent-
ing excessive exhaust of cabin air.
Outflow Safety Valves
The two outflow safety valves are installed on the forward pres-
sure bulkhead. The outflow safety valves regulate cabin airflow
through the pressure bulkhead. The valves are controlled by an
air pressure signal from the cabin air pressure controller
through the pneumatic relay. The valve contains a positive dif-
ferential pressure relief (9.1 PSI) and a negative relief.
Manual Control Valve
The MAN PRESS CONT valve, mounted on the instrument
panel, is used to manually depressurize the cabin. This valve is
connected to a vacuum source and the outflow safety valve
control line. The cabin can be depressurized in an emergency
by turning the knob counter-clockwise. This action proportion-
ately vents the control chambers of both outflow safety valves
to vacuum, resulting in opening of the outflow safety valves.
The cabin may be depressurized to an altitude of 12,500
±1,500 feet.

September 2001
B4CRH-PN7-20.fm Page 14 Friday, January 9, 2004 4:30 PM
CAE SimuFlite
Quick Dump Valve

The quick dump valve is mounted on the copilot lower instru-
ment panel and provides rapid cabin depressurization in case
of emergency. Turning the knob counter-clockwise opens this
valve. This results in complete and rapid depressurization of
the cabin.
Indicators and Annunciators
The cabin altitude differential pressure indicator and cabin rate
of climb indicator are installed on the instrument panel. The
CABIN PRESS LO annunciator will illuminate to warn the pilot
when the cabin altitude exceeds 9,500 ± 500 feet. The CABIN
PRESS HI annunciator will illuminate to warn the pilot any time
cabin differential pressure exceeds 9.1 PSI.
Pressurization Control
On takeoff, when the thrust levers are advanced to the T.O.
position on the ground, the cabin is pressurized to a positive 80
feet differential. This prevents a pressure bump at liftoff.
During climb, the cabin altitude and rate controls enable the
pilot to select the desired cabin altitude and the desired cabin
rate of climb. The selected values can be maintained until pres-
sure differential between the cabin and the atmosphere
reaches 8.9 to 9.1 PSI.
When preparing to descend, the crew should select the landing
field elevation plus 500 feet on the controller. When the cabin
reaches the selected landing altitude, the system maintains the
cabin at 500 feet above field elevation until the airplane
descends below this level. The outflow safety valves are
opened while descending through the 500-foot level, assuring
an unpressurized cabin during landing.

January 2004
Air Conditioning
Engine bleed air is used to heat, cool, and pressurize the cabin.
Hot compressed air is tapped off the gas generator case of
each engine. Bleed air coming from the engine will not normally
exceed 600°F (315°C) and 150 PSI at takeoff rated power. The
bleed air is routed into the air cycle machine located in the aft
fuselage. Prior to reaching the air cycle machine, bleed air
passes through a pressure regulator/shutoff valve, a venturi,
and a check valve. The pressure regulator/shutoff valve
reduces bleed air pressure to 30 PSI and serves as a system
shutoff. The inlet venturi is installed to restrict the volume of air
that can be extracted from the engine. At low power settings
(below 60% N1 during ground operations) the volume of air
flowing through the venturi is inadequate; therefore, a flow-
increasing valve is used to increase the airflow. Switches
located on the thrust lever quadrant and the squat switch auto-
matically control the flow-increasing valve.
Air Cycle Machine

Hot bleed air passes through the primary heat exchanger,
which decreases the bleed air temperature. The heat exchang-
ers are cooled by ram air supplied through the flush scoop on
both sides of the dorsal fin. A bleed air ejector augments the
ram air. The ejector shutoff valve is an electrical solenoid-type
valve that is normally open (powered closed). It is open during
all ground operations. Air flowing through the primary heat
exchanger is partially cooled and then directed to the compres-
sor where its pressure and temperature are increased. A ther-
mal switch installed in the compressor outlet duct is used to
sense abnormally high temperatures that might occur during
low speed flight with low ram pressure. If the thermal switch
senses a temperature of 350°F (177°C) or above, the ejector
shutoff valve opens to allow greater cooling airflow. The valve
will close five minutes later, provided the temperature has
returned to normal. The air then enters the secondary heat
exchanger where it is partially cooled again. After the second

January 2004
CAE SimuFlite
cooling, the air is expanded through the cooling turbine where

its pressure and temperature are reduced. Energy from the
expanding air is converted to shaft power to drive the compres-
sor. At the cooling turbine outlet, hot engine bleed air is mixed
with the cold turbine air to maintain a constant 39°F (4°C) at the
water separator discharge. The air temperature control pre-
vents ice buildup at the cooling turbine outlet and prevents icing
at the water separator. Some of the cold air is routed to the
eyeball, cockpit, and cabin ceiling outlets. The rest is routed to
a mixing chamber where it is combined with hot bleed air to
achieve the temperature selected by the temperature control.
An overpressure switch located in the inlet of the compressor
and an over temperature switch in the outlet duct of the com-
pressor are provided to protect the cooling package from the
effects of a system failure. Temperatures above 350ºF (177°C)
will open the ejector shutoff valve, allowing the ejector to intro-
duce additional cooling air for the heat exchanger. Pressure
above 53 PSI or temperature above 400°F (204°C) will close
both pressure regulator/shutoff valves, the emergency pres-
sure valve will open and the AIR COND FAIL annunciator will
illuminate.
Vapor Cycle Cooling

Airplanes RK-78, RK-87 thru RK-109, except RK-98
The Vapor Cycle Cooling system uses the refrigerant (R134a)
routed through a mechanical system, to cool the airplane cock-
pit/cabin areas. The main components of the system are the
electrically driven compressor/condenser module, a receiver/
dryer, thermal expansion valves, evaporator modules, and con-
necting plumbing. Electrical power for the system may be sup-
plied from an external power source or the airplane's
generators.

September 2001
The compressor draws low-pressure gaseous refrigerant to it

from the forward and aft evaporator modules. At the compres-
sor, the refrigerant is compressed into a high-pressure gas and
routed to the condenser. At the condenser, aft fuselage air is
blown over the condenser coils by a shrouded fan attached to
the compressor drive motor. As the air passes over the con-
denser coils the refrigerant is cooled and changes from a high-
pressure gas to a high-pressure liquid. The heat-laden air is
then ducted overboard. From the condenser, the high-pressure
liquid refrigerant is routed to the thermal expansion valves at
the forward and aft evaporators. These valves regulate the flow
of refrigerant into the evaporators. As the valves release the
refrigerant into the evaporators, the refrigerant expands and
becomes a low pressure liquid. Cockpit cabin air, drawn by the
evaporator blowers is blown over the evaporator coils. This
causes the heat to transfer from the cockpit/cabin air to the
refrigerant. This cools the cockpit/cabin air and changes the
refrigerant from a low-pressure liquid to a low pressure gas.
The refrigerant, as a low-pressure gas, is then pulled to the
compressor and the cycle is repeated.
The system switches and operation light are located in the
REFRIG AIRCOND CONTROL panel that is mounted on the
copilot's side panel. The air-conditioning switch is labeled AIR
COND-ON-OFF-BLOWER. In the OFF position the compres-
sor/condenser module and the evaporator blowers are not
powered. Selecting the ON position powers the compressor/
condenser and the forward evaporator blower. The forward
evaporator blower will then operate at the speed selected by
the BLOWER-FWD-HI-LO switch. Selecting the BLOWER
position powers the forward evaporator blower.
The AIR COND switch in either the ON or BLOWER position
supplies power to the aft evaporator blower switch.
NOTE: Do not rapidly cycle the AIR COND switch.

September 2001
CAE SimuFlite
Illumination of the air-conditioning light indicates that electrical

power is being supplied to the compressor motor.
The BLOWER-FWD-HI-LO switch controls the speed of the for-
ward evaporator blower and the BLOWER-AFT-HI-OFF-LO
switch controls the operation of the aft evaporator blower. Both
blower switches receive power from the AIR COND switch
when ON or BLOWER is selected.
NOTE: If the ECS and refrigeration air-conditioning are to

be operated at the same time, manual temperature control
should be selected.
Airplanes RK-98, RK-110 and After

The operation of this vapor-cycle system is the same as that of
RK-78, RK-87 thru RK-109, except RK-98 but the evaporators
have been redesigned, the control relays and the aft evapora-
tor have been relocated, and the appropriate changes were
made to the associated ductwork and wiring harness. The aft
evaporator was located in front of the left partition, forward of
the aft cabin area. It is now located aft of the right partition, out-
board of the right upholstery panel, in the aft cabin. The control
relays that were mounted in the evaporator modules are now
installed on the aft evaporator riser assembly and on the aft
side of the right forward partition, by the forward evaporator
module blower.
Temperature Control
The temperature control system is a pneumatically operated
system that manually or automatically regulates the tempera-
ture of air delivered to the cabin from the air cycle machine.
The Beechjet 400A is equipped with a two zone/two mode tem-
perature control system which permits independent control of
cabin and cockpit temperatures.

September 2001
When the cockpit mode select switch on the instrument panel is

set to AUTO, the cockpit temperature is automatically con-
trolled between 60 and 90°F (16 to 32°C) by rotating the cock-
pit temperature control switch located on the instrument panel.
When the mode select switch is set to MAN, rotating the cock-
pit temperature control switch manually controls the cockpit
temperature. In this case, the cockpit temperature control
switch directly controls the temperature control valve.
When the cabin mode select switch on the copilot's side panel
is set to AUTO, the cabin temperature is automatically main-
tained between 60 to 90°F (16 to 32°C) after rotating the cabin
temperature control switch adjacent to the mode select switch.
When the mode select switch is set to MAN, rotating the cabin
temperature control switch manually controls the cabin temper-
ature. In this case, the cabin temperature control switch directly
controls the temperature control valve.
CAUTION: Do not operate the cabin heat in the manual

FULL HOT position after takeoff for serials thru RK-226,
and RK-228 thru RK-247 unless Kit 128-5043 is installed.
Refer to Safety Communiqué No.153.
The PUSH FOR CONTROL button located on the CABIN

TEMP CONTROL panel does not allow for the transfer of con-
trol to the VIP panel. A passenger seated adjacent to the VIP
panel may assume control of cabin temperature by pressing
the TEMP button on the VIP panel. This will automatically extin-
guish the PUSH FOR CONTROL button indicating that control
of cabin temperature is being controlled from the VIP panel.
The CABIN TEMP CONTROL may be reverted back to cockpit
control mode by a crewmember pressing the PUSH FOR CON-
TROL button. Illumination of the PUSH FOR CONTROL button
indicates that CABIN TEMP CONTROL is in the AUTO mode of
operation.

September 2001
CAE SimuFlite

September 2001
Fire Protection
Engine Fire Protection System
TEST
AS HORN
IND LTS
ANNUNCIATOR PANEL
GO NO GO
L FIRE R FIRE
LG HORN DET FAIL DET FAIL
OFF
L GEN R GEN
GND FAIL GND FAIL
R STALL FLAP
ASYM
STBY L FIRE SHROUD
BATT DET INDICATION
R FIRE PANEL
DET
L STALL
BOT 1
L H/V L F/V LH ENG RH ENG R F/V R H/V
BOT 2
OPEN OPEN OPEN OPEN
MASTER TEST SWITCH ARMED
L H/V L F/V
FIRE FIRE R F/V R H/V
ARMED
PUSH PUSH
(OVERHEAD PANEL) CLOSE CLOSE PUSH PUSH CLOSE CLOSE
LEFT HYDRAULIC RIGHT HYDRAULIC

SHUTOFF VALVE SHUTOFF VALVE
LEFT FUEL RIGHT FUEL

L GEN LEFT GENERATOR
OFF CONTROL UNIT
R GEN RIGHT GENERATOR

OFF CONTROL UNIT FIRE
WARNING
BELL
BOTTLE BOTTLE
NO. 1 NO. 2
IN
EXT GUIS
E
HE
FIR
R
D I SC
PRESSURE PRESSURE
OR
GAUGE GAUGE
AT
HA
RG
E IN D I C
OVERBOARD
DISCHARGE L/H ENGINE POD R/H ENGINE POD
INDICATOR
LEGEND
EXTINGUISHER AND DISCHARGE NOZZLES
OVERBOARD DISCHARGE
B4CRH-FR001i
L/H ENGINE FIRE DETECT
DISCHARGE PATH FIRE DETECTOR CONTROL BOX
LOOP
R/H ENGINE
DISCHARGE PATH

September 2001
CAE SimuFlite

September 2001
Fire Protection
Fire Protection System

A fire protection system is built into the engine nacelles. It
includes detection circuits that display information in the cock-
pit, a warning bell, and extinguishers that are controlled from
the cockpit.
There are two portable fire extinguishers, one in the cockpit
and one in the cabin. The aft fuselage baggage compartment
does not require detection or extinguishing systems.
Engine Fire Detection
The engine fire detection system provides the means to detect
a fire in either engine nacelle. The detection system incorpo-
rates a semiconductor, coaxial cable, and sensor element. It
forms a closed loop around all the vital engine components that
are susceptible to fire. The loop has a variable resistance that
changes with temperature. It is sensitive along its entire length
and transmits a signal to the cockpit.
Two red fire warning lights, one for each engine, are located on
the fire extinguisher control panel, which is mounted on the
center of the instrument panel glareshield. The applicable light
will illuminate when the temperature in that engine nacelle
reaches a predetermined value. Pressing either fire warning
light will arm the No. 1 and No. 2 fire bottles and will illuminate
the BOT 1 ARMED PUSH and BOT 2 ARMED PUSH lights on
the fire extinguisher control panel. At the same time, the gener-
ator field will be tripped and the L or R F/V CLOSE and L or R
H/V CLOSE switch lights for the associated engine will illumi-
nate, indicating that the fuel shutoff valve and the hydraulic
shutoff valve have closed. These switchlights are located next
to each fire warning light and can be used to open or close the
fuel and hydraulic shutoff valves to the respective engine. Clo-
sure of the valve is indicated by illumination of the switch light.

September 2001
CAE SimuFlite
These switchlights are the sequence type, so the light illumina-

tion will indicate the last position of the valve.
NOTE: After an engine fire, the fire-warning bell will con-

tinue to ring. Pushing the fire bell silence button located on
the glareshield will silence the bell.
The rotary test switch on the overhead switch panel has L FIRE
DET and R FIRE DET positions. These positions are used to
perform integrity checks of the detection circuits, to test the fire
bell and to illuminate the GO/NO GO lights, according to the
condition of the system.
Selection of one of these positions completes a circuit through
the sensing element and detector control unit, simulating a fire
condition. If a fault exists in the detector control or the sensor
element is shorted or open-circuited, the fire warning light will
not illuminate. In this case, the respective red FIRE DET FAIL
light on the annunciator panel will illuminate. The respective
FIRE DET FAIL light will also illuminate any time a sensor ele-
ment is shorted or open, as the sensor is continuously
monitored.

September 2001
Fire Protection
Engine Fire Extinguishing

The engine fire extinguishing system consists of two fire extin-
guisher agent containers, deployment tubes, fire extinguisher
discharge controls, and associated electrical circuits. The two
containers each have a fill and pressure-relief valve, pressure
gage, and two discharge assemblies. They are located in the
aft fuselage just above the aft fuselage access door. Each con-
tainer stores the agent under pressure until needed, and each
contains one extinguishing shot. The discharge assemblies are
explosive cartridges that are electrically fired to release the
agent into the tubing. When fired, the pressure ruptures a frac-
ture disc in the container outlet port.
The deployment tubes disperse the released agent from the
containers to the selected engine. An individual deployment
tube serves each engine compartment from each container.
The deployment system is a rigid tube to the engine nacelle
with discharge nozzles at the nacelle end.
Fire extinguisher discharge controls provide the means for a
crewmember to select either extinguisher to either engine
nacelle. When a red ENG FIRE PUSH light is illuminated, the
clear plastic guard must be raised and the switch-light pushed
in. This action closes the respective shutoff valves, trips the
generator field, and illuminates and provides electrical power to
the BOT 1 and BOT 2 ARMED PUSH (discharge) switches.
Pressing either discharge switch powers the respective bottle
cartridge, releasing the extinguishing agent into the engine
nacelle represented by the respective illuminated ENG FIRE
PUSH switch light.
The light in the depressed BOT ARMED PUSH switchlight goes
out, indicating that the bottle has been fired. If the fire warning
light remains on after discharging one bottle, it indicates that the
fire is still present. In such a situation, the other bottle may be
released by pressing the other DISCHARGE switch. If indica-
tions of fire persist after the second bottle discharges, execute
an emergency descent and land as soon as possible.

September 2001
CAE SimuFlite
Thermal Discharge Indicator

A thermal discharge indicator disc is located on the left aft side
of the fuselage, just below the trailing edge of the engine pylon.
Overheating of the extinguisher bottles causes the bottle fuse
plugs to rupture. This, in turn, causes the indicator disc to rup-
ture. If the red plastic disc in the center of the indicator is miss-
ing, it indicates a thermal discharge of one or both bottles.
Portable Fire Extinguishers

There are two portable fire extinguishers located in the air-
plane. In the cockpit there is a type B-C extinguisher for use
against several classes of fire. There is also a type B-C extin-
guisher located in the cabin compartment.
Aft Fuselage Baggage Compartment

A baggage compartment is installed in the tail cone of the air-
plane. The compartment is made of lightweight composite
material and is certified as a class D baggage compartment;
therefore, it requires no detection or extinguishing capabilities.

September 2001
Flight Controls
Flight Control Surfaces
ELEVATOR
VARIABLE
HORIZONTAL
STABILIZER
TRIM
DOT
RH ROLL
TRIM
RUDDER
RUDDER
TRIM TAB
OUTBOARD
SPOILER
INBOARD AFT FLAP

SPOILER
MAIN FLAP
LH ROLL
TRIM
B4CRH-FC001I
Beechjet 400A Developed for Training Purposes 4E-1

September 2001
CAE SimuFlite
4E-2 Developed for Training Purposes Beechjet 400A

September 2001
Flight Controls
Speedbrake System
SPEED BRAKE EMER

RET SWITCH CHECK VALVE
VALVE PACKAGE
LEFT AND RIGHT

THRUST SWITCH LEFT AND RIGHT
GROUND SAFETY
SWITCH
CONTROL VALVE
VALVE PACKAGE
FLAP FOLLOW UP SWITCH UNIT SPOILER SPOILER
TO CONTROL
UP WHEEL
LEGEND
RETRACT LINE
EXTEND LINE
PRESSURE LINE
RETURN LINE RETRACT
ELECTRICAL LINE EXTEND
FIXED POINT SPEED
MOVABLE POINT BRAKE
CHECK VALVE RET
SPEED
B4CRH-FC002I.AI
BRAKE SHROUD
CONTROL SPOILER
ANNUNCIATOR SPD BRAKE EXTEND MIXER
SWITCH
PANEL
EXT
TO AUTO PILOT SERVO

March 2002
CAE SimuFlite

September 2001
Flight Controls
Flap System
UP
FLAP MASTER
F
FLAP 10º
ASYM
L FUEL
RH LOAD BUS FLAP ASYMMETRY
L
POSITION FEED
- GO / NO GO -
INDICATOR A 20º
P 30º
FLAP ASYMMETRY
DETECTOR
PRIMARY
FLAP ASYMMETRY SHED BUS
DETECTOR
LOCK
VALVE
THERMAL
RELIEF
VALVE
R
H
L
O
SYSTEM PRESSURE A
B4CRH-FC003I
THRUST CONTROL FLAP CONTROL D
SYSTEM RETURN
B
U
S

March 2002
CAE SimuFlite

September 2001
Flight Controls
Flight Control System

The primary flight controls include the rudder, elevators and
spoilers, all manually actuated. Electrically operated trim is pro-
vided in all three axes. The secondary flight controls consist of
the pitch trim system, the roll trim system, the yaw trim system,
flaps and speedbrakes. After touchdown, speedbrake surfaces,
deflected in unison, provide lift dump for increased braking
capabilities.
The primary control systems are manually operated through
control cables, push-pull rods, and mechanical linkages. The
pitch trim system, roll trim system, and yaw trim system are
electrically operated. The speedbrake and flaps are controlled
electrically and operated hydraulically and mechanically.
Primary Flight Controls

The elevators control pitch attitude. The elevator control sys-
tem is operated manually by moving the control columns. Ele-
vator control surfaces are fully mass balanced to ensure
freedom from flutter. Full travel range of the elevator is 25
degrees up and 12 degrees down.
There are no ailerons on the airplane, so spoilers control roll
attitude. Movement of the pilot’s or copilot’s control wheels
operates the spoiler control system manually.
The rudder controls yaw attitude. The rudder control system is
operated manually by moving the pilot’s or copilot's rudder ped-
als. The rudder surface is fully mass balanced to ensure free-
dom from flutter. Full travel range of the rudder is 30° left and
right from the neutral position.

September 2001
CAE SimuFlite
Secondary Flight Controls

Pitch Trim System
Changing incidence of the horizontal stabilizer controls pitch
trim. The horizontal stabilizer actuator is electrically operated.
Normal operating time from stop to stop is 22.0 seconds +8.0
or -3.5 seconds. Incidence angle is -10.7 degrees nose up and
-1.5 degrees nose down.
Normal trim control is accomplished by using the spring-loaded
TRIM switches on each control wheel. If a malfunction devel-
ops during operation, the entire normal trim system can be
electrically rendered inoperative. An emergency control system
is provided for pitch trim.
The normal trim and emergency trim systems are isolated elec-
trically. Using the PITCH TRIM switch installed on the center
pedestal activates emergency trim. Set the PITCH TRIM select
switch to EMER. To trim the airplane nose down or nose up,
depress the spring-loaded PITCH TRIM switch to N. DN or N.
UP position. The emergency trim operates at half the normal
speed. To interrupt the normal pitch trim system, push the
TRIM INT & A/P DISENG switch on the control wheel. Turn the
PITCH TRIM select switch on the center pedestal to the DISC
position to disengage both the normal and emergency trim
systems.
When the trim arm or activation circuit is energized for more than
five seconds, the pitch trim aural warning sounds. This warning
is also activated when the normal trim system or emergency trim
system is operated continuously for more than five seconds. The
pitch trim aural warning also sounds if the thrust levers are
advanced past approximately 80% N1; the airplane is on the
ground; and the pitch trim is not set in the takeoff trim zone.
The pitch trim position indicator is located on the pedestal. The
range of the indicator is -1.3 degrees to -11 degrees nose up.
The pointer of the indicator moves off scale DN when the AC
power is cut off.

September 2001
Flight Controls
Roll Trim System

Roll trim is controlled by electrically activated roll trim surfaces.
Operating time from stop to stop is 25 ±6 seconds. The deflection
angle of the tab control surface is 25 degrees up and 25 degrees
down.
The same trim switch used for pitch trim is used for roll trim.
When the ROLL TRIM SELECT switch on the center pedestal is
set to BOTH and the TRIM switch is depressed and held to LWD
(left wing down) or RWD (right wing down), the trim actuators
move the roll trim surfaces.
If either roll trim surface fails to move, turn the ROLL TRIM SEL
switch to the operating side. This disconnects the left and right
roll trim surfaces from one another and allows only the selected
side to move. To interrupt the normal roll trim, push the TRIM INT
& A/P DISENG switch on the control wheel. Turn the ROLL &
RUD TRIM switch on the pedestal to the DISC position to disen-
gage both the normal and emergency trim systems.
Two rotating pointers indicate position of the roll trim surfaces in
degrees. A trim position transmitter on the trim actuator electri-
cally positions the indicator.
Yaw Trim System
Yaw trim is controlled by an electrically actuated rudder trim sur-
face. The electrical rudder trim surface actuator is installed in the
vertical stabilizer. The operating time from neutral to full deflec-
tion is 48 ±16 seconds. The full deflection angle of the rudder trim
control is 24 degrees left and 24 degrees right.
The RUD TRIM switch is located on the pedestal. Like the roll
and pitch trim, the RUD TRIM switch requires two separate
actions. The switch must be pushed in and turned to operate the
trim. If trim runaway should occur, it can be stopped by pushing
and holding the TRIM INT & A/P DISENG switch, turning the
ROLL & RUD TRIM interrupt switch to DISC position, and then
releasing the TRIM INT & A/P DISENG switch. The rudder posi-
tion indicator on the center pedestal shows rudder trim position.

September 2001
CAE SimuFlite
Speedbrake
The spoilers are used as a speedbrake, as well as for roll con-
trol. The SPEED BRAKE switch on the center pedestal electri-
cally controls the speedbrake. The speedbrake is hydraulically
operated. See Tables 4-1 through 4-3 for the Speed Brake
Deflection Charts.
When the SPEED BRAKE switch is positioned to EXT, electri-
cal power is applied to the extend solenoid of the speedbrake
control valve. This valve supplies hydraulic pressure to the
speedbrake actuator which deploys the spoilers up to a maxi-
mum of 36 degrees on both wings. This creates drag and
reduces lift. The speedbrake actuator uses the same mechani-
cal linkage as the spoiler system to deploy the speedbrakes;
therefore, the pilot can still move the spoiler, using the control
wheel to maintain lateral control. By setting the SPEED BRAKE
switch to the RET position, electrical power is applied to the
retract solenoid of the speedbrake control valve, hydraulic
pressure is supplied to the speedbrake actuator retract port,
and the spoiler surfaces are retracted.
When the SPEED BRAKE switch is set to the EXT position,
advancing either thrust lever to the T.O. position or setting flaps
beyond 10 degrees de-energizes the SPEED BRAKE control
switch holding coil. The switch springs to the retract position
and the spoilers retract automatically.
If the spoilers will not retract normally, emergency retraction
can be accomplished by placing the pedestal mounted and
guarded SPEED BRAKE EMER RET switch to the EMER RET
position. This deactivates the solenoids and dumps hydraulic
pressure. The speedbrakes are blown down by aerodynamic
force.
The SPD BRAKE EXT annunciator, located on the shroud indi-
cator panel, illuminates when the SPEED BRAKE switch is
positioned to EXT and the speedbrake retract limit switch,
installed in the spoiler mixer box, is de-energized.

September 2001
Flight Controls
Refer to Tables 4D-A thru 4D-C for speedbrake deflections.

Spoiler Surface Full Left Full Right
Inboard 68º -14º
LH
Outboard 72º -14º
Inboard -14º 68º
RH
Outboard -14º 72º
Table 4E-A; Speedbrake Retracted and Control Wheel Fully
Rotated

Inboard 36º 36º
LH
Outboard 36º 36º
Inboard 36º 36º
RH
Outboard 36º 36º
Table 4E-B; Speedbrake Extended

Inboard 73º 14º
LH
Outboard 76º 14º
Inboard 14º 73º
RH
Outboard 14º 76º
Table 4E-C; Speedbrake Extended and Control Wheel Fully
Rotated

September 2001
CAE SimuFlite
Flaps
The fowler-type flaps run approximately the full wingspan. The
flaps on each wing consist of a main flap and an aft flap. The
main flap moves along tracks, actuated by push-pull rods in the
drive mechanism on the wing rear spar. The main flap mechan-
ically extends the aft flap as it extends. The wing flaps are
hydraulically actuated with one actuator per side and are inter-
connected by a cable system to ensure symmetrical operation.
The flap system is controlled by a flap control lever located on
the center pedestal to the right of the thrust levers. The flap
control lever has four positions: 0°, 10°, 20° and 30°.
Flap position transmitters, located on the flap operating mecha-
nism, send a signal to the AC-powered flap-position indicator.
The transmitters also send signals to the flap asymmetry detec-
tor unit that, in turn, will stop flap operation if a 5 -7 degree dis-
crepancy occurs between the two outboard sections or the two
inboard sections. When this occurs, the FLAP ASYM annuncia-
tor will illuminate and the flap asymmetry detector will operate
the asymmetry cutout relay. A selector valve in the flap valve
module is de-energized to shut off system pressure to the flap
actuators and flap movement will stop. The flaps cannot be
moved from the position where the asymmetry occurred.

September 2001
Fuel System
Fuel System
F TRANSFER F
PRESSURE
LOW LEGEND
LOW LEVEL SWITCH
CROSS
DEFUEL SNIFFLE VALVE FLOW DIRECTION
FEED VENT
VALVE (PRESSURE & VACUUM ACCELERATION
SURGE CHECK VALVE
RELIEF) TANK
FLAPPER VALVE
FLAME
FEED CHECK VALVE
ARRESTOR
FUEL
SHUTOFF VALVE
SOV
ELECTRIC PUMP
AFT MOTIVE FUEL
FUSELAGE SHUTOFF VALVE JET PUMP
TANK DEFUEL DRAIN VALVE
FILTER WITH
F
FEED FUEL BYPASS
MOTIVE FLOW FUEL PROBE

VENT SURGE SUMP DRAIN
VENT LINE TANK
F FUEL FILLER CAP
TRANSFER FUEL
FLOAT CHECK VALVE
DRAINED FUEL FILTER PRESSURE SWITCH
F
STORED FUEL
F AFT F
FILLER FUEL
ENGINE OVERBOARD TANK FILLER ENGINE
DRIVER FUEL DRIVER
DRAIN CAP
PUMP FUEL PRES. PUMP
OVERBOARD FILTER LOW
SNIFFLE VALVE DRAIN
B4CRH-FU001i
FLAME (PRES. & VACUUM RELIEF) BYPASS
ARRESTOR DRAIN BOX
PRESSURIZED OVERBOARD PRESSURIZED
AIR VENT DRAINS AIR
Beechjet 400A Developed for Training Purposes 4F-1

September 2001
CAE SimuFlite
4F-2 Developed for Training Purposes Beechjet 400A

September 2001
Fuel System
Fuel System
LEGEND
FUEL TEMP
°C LOW LEVEL SWITCH
-60
-40-20 20 40
0
60
FLOW DIRECTION
6
8
10 ACCELERATION
CHECK VALVE
4 12
R
10 12 14 2 14
COLLECTOR TANK
8
16
6 0 16
FLAPPER VALVE
18 WING
4 FUEL QTY
20
FUEL LEVEL LOW

2 LBS X 100
22
0
FUSELAGE
CHECK VALVE
FUEL QTY
LBS X 100
L FUEL R FUEL SHUTOFF VALVE

FEED FEED
BOOST PUMP
JET PUMP
L F XFR R F XFR
L WG TK PRESS LO PRESS LO DEFUEL DRAIN VALVE
OV PRESS L FUEL R FUEL FILTER WITH
F
LEVEL LO LEVEL LO BYPASS
FUEL PROBE
SUMP DRAIN
F FUEL FILLER CAP
FLOAT CHECK VALVE
BOOST PUMP PRESSURE SWITCH
AUTO
L R
O
F
F F F
R WG TK
ON OV PRESS
FUEL XFEED
ON
FUEL FEED FUEL FEED

MOTIVE FUEL MOTIVE FUEL
SHUTOFF VALVE SHUTOFF VALVE RH ENG R F/V R H/V
OPEN OPEN
FIRE R F/V R H/V
PUSH CLOSE CLOSE
JET PUMP
FUEL TRANS L R F
NORM
F F JET PUMP
ON
L R OFF
A L R
U NORM
T
O FUEL XFEED OFF
RESET
NORM
L TANK R TANK
L H/V L F/V LH ENG L FUEL R FUEL

OPEN OPEN PRESS LO PRESS LO
L H/V L F/V
FIRE
CLOSE CLOSE PUSH LH RH
B4CRH-FU002i
L F FLTR JET PUMP XFEED JET PUMP R F FLTR
BYPASS BYPASS

March 2002
CAE SimuFlite
Fuel Drain Valves
MID FUSELAGE TANK

FUEL DRAIN VALVE
FUEL DRAIN VALVE FUEL DRAIN VALVE
FUEL FILTER DRAIN FUEL FILTER DRAIN
FUSELAGE TANK
DRAIN VALVE
B4CRH-FU003i
September 2001
Fuel System
Fuel System
The fuel system provides an independent fuel supply for each
engine and is designed for safe operation between sea level
and 45,000 ft. within a temperature range of -40ºC (-40ºF) to
50°C (122ºF). All components in the fuel system are compatible
with jet fuel grades Jet A, Jet A-1, JP-4, JP-5, JP-8, JP-8 +100
or RP-3 (Chinese). This system is not designed for use of any
grade of avgas. Total usable fuel capacity is 733 US gallons.
Fuel Tanks
Fuel storage is provided in two independent wing tanks, two
aux (forward) fuselage tanks, two mid-fuselage tanks, and one
aft filler tank. A collector tank is internally mounted in the
inboard portion of each wing tank. Refer to Table 4E-A for fuel
tank quantities.
WING FUSELAGE
TOTAL
TANKS TANKS
(US GAL)
(US GAL) (US GAL)
Unusable Fuel 7.16 1.19 8.35
Maximum Usable Fuel 427.28 305.81 733.09
Total Fuel Capacity 434.44 307.00 741.44
Table 4E-A; Fuel Storage Quantities

Fuel from the aft filler, aft fuselage, and auxiliary fuel tanks feed
into the mid-fuselage tanks and is transferred to the wing tanks
by fuel transfer pumps. Fuel from the wing tanks is gravity fed
into the internally mounted collector tanks through one-way
flapper valves installed in the bottom of the collector tanks.
Additional fuel from the wing tanks is pumped into the collector
tanks by two transfer jet pumps located in each collector tank.
Fuel for the engines is provided from the collector tanks by the
main jet pumps and boost pumps.

September 2001
CAE SimuFlite
Fuel Feed
Each fuel feed system includes a main jet pump and a standby
electric boost pump, both located in the collector tank at the
inboard end of each wing tank. The pumps are interconnected
by tubing and supply fuel under pressure to the engine and
crossfeed lines. The outboard lower surfaces of the collector
tank are equipped with flapper valves that allow fuel to gravity
flow into the tank. The outboard upper surface of the collector
tank is open to the wing tank to allow fuel to flow outboard dur-
ing fuselage-to-wing transfer and to vent the collector tank. In
addition to the gravity feed, two transfer jet pumps serve to
transfer fuel from the wing into the collector tank. During normal
operation, the main jet pump provides fuel feed to the engine
with motive flow provided by the engine-driven fuel pump. The
boost pump is used during engine starting, crossfeed, wing-to-
collector-tank transfer and as a backup for the main jet pump.
The boost pump is automatically energized during the starting
procedure and, once the engine is started, is shut down by
selecting the OFF position on start select switch.
A fuel shutoff valve is installed in the fuel feed line to stop fuel
flow to the engine in case of engine fire or fuel leakage down-
stream of the valve.
Each fuel filter incorporates a pressure switch and a bypass
valve. If the filter element becomes clogged, the filter pressure
switch actuates and the L or R F FLTR BYPASS annunciator
illuminates. If the pressure difference exceeds 2.3 PSI, the
bypass valve opens and most of the fuel is supplied to the
engine without passing through the filter element.

September 2001
Fuel System
Boost Pump Switch

During normal operation the boost pump switches, placarded
BOOST PUMP-ON-OFF-AUTO, are kept in the AUTO position.
This provides automatic pump operation if pressure in the fuel
feed line drops below 5 PSI, causing the L or R FUEL PRESS
LO annunciator to illuminate. The boost pump will also auto-
matically actuate to operate the forward transfer jet pump if fuel
level in the collector tank drops below a prescribed level. This is
indicated by illumination of the L or R FUEL FEED annunciator.
Automatic actuation of the boost pump is indicated by illumina-
tion of the L or R BOOST PUMP operation light. When pres-
sure in the feed line increases to 5 PSI or above, the LO FUEL
PRESS annunciator will extinguish, but the pump will continue
to operate until manually shut off. The switches are moved to
the ON position during an in-flight air start, and as a backup to
the automatic system.
Fuel Crossfeed
The crossfeed function is used primarily to equalize the fuel
quantities in the left and right wing tanks by operating both
engines from either of the tanks. If crossfeed becomes neces-
sary, placing the crossfeed switch to the L or R TANK position
will turn ON the boost pump on the side supplying fuel, open
the crossfeed valve, and then close the motive fuel shutoff
valve, securing the jet pump on the side being crossfed. Plac-
ing the crossfeed switch back to NORM will open the motive
fuel shutoff valve, shut off the boost pump, and then close the
crossfeed valve. The L or R BOOST PUMP light indicates oper-
ation of the boost pump. The FUEL X FEED light indicates that
crossfeed has been selected and the crossfeed valve is open.
The LH JET PUMP, RH JET PUMP, and X FEED lights illumi-
nate when the respective valves are not yet in the position
required by the crossfeed switch.

September 2001
CAE SimuFlite
Positioning the crossfeed switch to the L (or R) TANK will ini-

tiate the following:
Q The left (or right) boost pump begins to operate, assisting
the respective main jet pump, and the L (or R) BOOST
PUMP operation light illuminates.
Q The fuel crossfeed valve begins to open and the X FEED
operation light illuminates. When the crossfeed valve is fully
open, the X FEED operation light extinguishes and the
FUEL X FEED light illuminates.
Q The RH (or LH) JET PUMP light illuminates when crossfeed
is selected. About three seconds after the crossfeed valve
fully opens, the opposite motive fuel shutoff valve starts
closing. The JET PUMP light extinguishes once the motive
fuel shutoff valve is closed.
When crossfeed is completed, positioning the crossfeed switch
to NORM will initiate the following:
Q The right (or left) motive fuel shutoff valve starts to open and
the RH (or LH) JET PUMP light illuminates. The light extin-
guishes once the valve is open.
Q About three seconds after crossfeed is deselected, the left
(or R) boost pump ceases to operate and the L (or R)
BOOST PUMP operation light extinguishes.
Q
When crossfeed is deselected, the FUEL X FEED operation
light extinguishes and the X FEED light illuminates. About
three seconds after crossfeed is deselected, the crossfeed
valve starts closing. The X FEED light extinguishes once the
crossfeed valve is closed.

September 2001
Fuel System
Fuel Jet Pump Switch

During normal operation of the fuel system, the JET PUMP
switch is positioned to NORM. The switch may be moved to
OFF to check automatic boost pump operation on the ground
and must be OFF during an in-flight engine re-light. When the
switch is placed in the OFF position, the motive flow shutoff
valve is closed and the boost pump is automatically actuated
because the fuel feed line pressure will drop. This is confirmed
by illumination of the L or R BOOST PUMP operation light.
CAUTION: If an engine fire occurs, the jet pump switch

should be turned off after pushing the BOT 1 or 2 ARMED
PUSH switch.

September 2001
B4CRH-FUpg5-12.fm Page 10 Friday, January 9, 2004 4:31 PM
CAE SimuFlite
Fuel Transfer
Fuel in the mid-fuselage tanks is transferred to the right or left
wing tanks by electric transfer pumps. During normal operation,
the transfer pump switches, placarded FUEL TRANS-L-R-ON-
AUTO-RESET is set to the AUTO position. With the switches in
this position, fuel transfer is initiated when the generator is
turned on after engine start. Fuel transfer is terminated auto-
matically by the combination of a float switch in the mid-fuse-
lage tank and a pressure switch in the transfer line. When fuel
in the mid-fuselage tank reaches a level just above empty, the
float switch is activated. The pump will continue to run until
pressure in the transfer line drops below 1.3 PSI, at which time
the pump shuts off.
The switch may be moved to the ON position to check transfer
pump operation on the ground and as a backup to the auto-
matic system. When the switch is moved to the ON position, an
indicator light adjacent to the switch will illuminate, indicating
that the pump is operating. If fuel is exhausted in the center
fuselage tank the L or R F XFR PRESS LO annunciator will illu-
minate. The pilot must manually select AUTO to prevent the
pump from running dry.
Fuel level in the wing is controlled by a pilot float valve in the
outboard wing that operates a fill valve in the collector tank.
When the fill valve closes, the transfer pump continues to run,
but at a zero flow.
A wing over-pressure condition, caused by a malfunction of the
wing fuel level control valves, will automatically shut down the
transfer pump with the switches in the AUTO or ON positions,
causing the L or R WNG TK OV PRESS annunciator to illumi-
nate. The momentary RESET position may be used to reacti-
vate the system.

January 2004
Fuel System
Refueling
A filler port is provided on each wing upper surface and is cov-
ered by a cap assembly. The wing filler adapter assembly is
provided with a flapper check valve to avoid fuel discharge in
the event of cap seal failure. The aft filler tank filler port is
located on the aft fuselage surface above the right engine
pylon. This port is covered by a cap assembly and an access
panel. The access panel is provided with a ground point for
refueling and a provision that does not allow the panel to close
if the aft filler tank filler cap is not completely secured.
Tank Vent
The vent system provides continuous ram air pressure to all
tanks and the vent surge tank during flight. This allows the tank
differential air pressure to remain within limits during maximum
rate climbs or descents. Each fuel tank is vented separately
through independent vent systems. The ram air scoop for each
wing tank is located on the underside of the outboard wing
area. The aft fuselage and filler tanks are vented to the vent
surge tank that is, in turn, vented to the vent ports at the bottom
of the fuselage.
Fuel Quantity Indicating System

Separate capacitance-type fuel quantity indicating systems are
provided for the wing and fuselage tanks. The system for the
wing tanks consists of four tank units in each wing with a dual
pointer quantity indicator. The system for the fuselage tanks
consists of four tank units and an indicator. The L or R FUEL
LEVEL LO annunciator illuminates when approximately 225 lb.
of fuel remain in a wing tank.

September 2001
CAE SimuFlite

September 2001
Hydraulic System
Hydraulic System
SHROUD ANNUNCIATORS AIR FILTER
ENGINE
VACUUM RELIEF VALVE BLEED AIR
L H/V L F/V LH ENG RH ENG R F/V R H/V
OPEN OPEN FIRE FIRE OPEN OPEN
L H/V L F/V PUSH PUSH R F/V R H/V
CLOSED CLOSED CLOSED CLOSED
RESERVOIR RESERVOIR RELIEF VALVE
LEVEL
LOW SWITCH
LH PMP RH PMP HYD

PRESS LO PRESS LO LEVEL LO
CASE DRAIN RH
VDP
LH <750
VDP FILTER PSI
WITH BYPASS
PCB
<750 GROUND
15 SEC 15 SEC CONNECTOR
PSI
DRAIN VALVE
10 PRESSURE
5
PSI X 100
15 TRANSDUCER
20
HYD
PRESS
HYDRAULIC BY-PASS RELIEF

PRESSURE VALVE VALVE
INDICATOR
HYD
PRESS
REL REL
NORM
NORM
BRAKES AND
THRUST REVERSERS
5A 5A 5A 2A SAFETY
FLAP SELECTOR DUMP CHECK VALVE
LH LOAD EMERGENCY RH LOAD VALVE VALVE VALVE
SAFETY
LEGEND VALVE
PRESSURE
RETURN LANDING GEAR DOOR SELECTOR SPEED BRAKE
SELECTOR VALVE VALVE CONTROL VALVE
STATIC
BLEED AIR
ELECTRICAL
FLAP CONTROL LANDING GEAR SPEED BRAKES
Beechjet 400A Developed for Training Purposes 4G-1

March 2002
CAE SimuFlite
4G-2 Developed for Training Purposes Beechjet 400A

September 2001
Hydraulic System
Hydraulic System
The airplane is equipped with a closed-center hydraulic power
system which has two engine-driven pumps, a hydraulic pack-
age, ground connectors and associated electrical components.
It operates at 1,500 PSI and is monitored by a pressure gage
and caution lights. The system supplies hydraulic power to the
flaps, speedbrakes, power brakes/anti-skid, thrust reversers
and the landing gear.
Hydraulic Pumps
A variable displacement, rotary-plunger-type hydraulic pump is
installed on, and driven by, each engine accessory gearbox.
The displacement varies from zero at an output pressure of
1,500 PSI to 3.9 GPM at about 1,400 PSI. This pump not only
varies the volume of fluid pumped, but also regulates the sys-
tem pressure. There is no need for a pressure regulator.
Hydraulic Package
The hydraulic package consists of a reservoir, air filter, vacuum
and air pressure relief valves, check valves, fluid filters, shutoff
valves, a hydraulic relief valve, a bypass valve, low-pressure
switches, a high-pressure switch, a pressure transducer, and
lines. The reservoir provides hydraulic fluid for system opera-
tion. Its capacity is approximately 1.1 US gallons of MIL-H-5606
hydraulic fluid. The reservoir is pressurized by filtered engine
bleed air that is regulated to 15 PSI. Air pressure in the reser-
voir is controlled by an air supply check valve, a vacuum relief
valve and a pressure relief valve. The reservoir is equipped
with a sight gage (window) that is used to check proper fluid
level. A float-type switch installed inside the reservoir warns the
flight crew when the reservoir fluid quantity reaches 0.6 US gal-
lons or less. Activation of this switch will illuminate the HYD
LEVEL LO annunciator.
Beechjet 400A Developed for Training Purposes 4G-3

September 2001
CAE SimuFlite
Shutoff valves are mounted at the fluid supply ports of the res-
ervoir to stop fluid flow to the engine-driven pumps. These
valves are normally open and are closed in case of an engine
fire or overheat condition. During an engine fire procedure,
depressing the LH or RH ENG FIRE PUSH button electrically
closes the fuel and hydraulic shutoff valves.
Three filters extract foreign particles from the fluid to prevent
damage to moving parts in the system. One filter assembly is
installed in each pressure passage from the pumps and one is
in the fluid return passage to the reservoir. Should a filter ele-
ment become clogged, a bypass valve will allow fluid to bypass
the element for continued system operation. After passing
through the filters, fluid passes through a check valve that pre-
vents reverse flow of pressure in case of engine shutdown.
The system relief valve relieves abnormally high pressure to
the return side when system pressure rises excessively. The
system can be depressurized through the bypass valve that is
electrically energized by the HYD PRESS REL switch to pre-
vent excessive fluid temperature rise caused by the sustained
flow through the system relief valve. The switch should be set
in the NORMAL position. When moved to the HYD PRESS
REL position, the bypass valve is opened to bypass the
hydraulic fluid to the reservoir.
The low-pressure switches sense a low-pressure condition in
the pump outlet lines. If one or both pumps fail (pressure below
750 ±100 PSI for 15 seconds or more), the LH or RH PMP
PRESS LO annunciator illuminates. The same indication is pro-
vided for excessive leakage due to any hydraulic component
failure. The hydraulic pressure indicator can monitor the sys-
tem pressure. After fluid passes through all the indicating and
controlling devices, it is ported through the hydraulic valve to
the systems utilizing hydraulic pressure for actuation. Systems
utilizing hydraulic pressure for activation are the landing gear,
flaps, speedbrakes, power brakes/anti-skid and thrust
reversers.
4G-4 Developed for Training Purposes Beechjet 400A

September 2001
Ice and Rain Protection
Ice and Rain Protection System
WIPER
L ON R 1
O
F
F
PARK
WINSHIELD
L HIGH R
M M 1
HEATER
AOA PITOT STATIC

L R L R PILOT COPLT
LEFT RIGHT
TEMP TEMP
L WSHLD
LOW
CONTROL. CONTROL.
OV HT OFF
STB ANTI
ICE FAIL
R WSHLD
OV HT
MONITOR Q
DOOR CONTROL Q SWITCH WING
UNLOCK SWITCH OV HT
PITOT
HT OFF
BL AIR
DCT FAIL
ICE
DEFOG DETECTOR
AIR OV HT
L ENG ICE
TEMP LO
AIR COND ICING
FAIL
RH SHROUD
INDICATOR
PANEL
OAT OAT
SENSOR BIAS R ENG ICE
TEMP LO
FLAP ACM ICE DET
CONTROL FAIL
L R
ENG. 30 PSI 30 PSI ENG.
LDG FLAP DELAY PRSOV
PRSOV
RH SHROUD
FLAPS
INDICATOR
PANEL
DE-ICE
CONTROLLER
ANTI/DEICE
ENGINE WING H STAB

VERY HOT AIR L R
OVERHEAD
HOT AIR SWITCH PANEL
COLD AIR HORIZONTAL

STABILIZER 1 AIRPLANES RK-1 THRU RK-242
ELEVATOR NOT MODIFIED BY KIT 128-5405.
OFF TEST
B4CRH-IR001I
Beechjet 400A Developed for Training Purposes 4H-1

March 2002
CAE SimuFlite
Air Inlet Anti-Ice and Stator Anti-Ice

Systems
BLEED AIR
STATOR VALVE
AIR INLET
ASSEMBLY
BLEED AIR LINE
BLEED AIR
INLET VALVE
LEGEND
EJECTOR
BLEED AIR SUPPLY
ENGINE INLET AIR
B4CRH-IR002I
4H-2 Developed for Training Purposes Beechjet 400A
September 2001
Ice and Rain Protection System

The ice and rain protection system prevents, or disposes of, ice
or rain on the following areas of the airplane:

wing leading edges
 engine inlet ducts, nose cone, stators, T1 probes and
T0 probes
 horizontal stabilizer
 pitot tubes
 True Air Temperature (TAT) Sensors
 static ports
 AOA transmitters, and
 pilot’s and copilot’s windshields.
Anti-ice/deice, defogging and rain protection subsystems are
divided into three types:
 Bleed air – Engine bleed air is utilized for the thermal
source:
– Engine Air Intake Anti-ice System
– Wing Leading Edge Anti-ice System
– Windshield Defog System
 Electrical – Electrical power is utilized for the thermal
source:
– Heated Windshield
– Horizontal Stabilizer Deice System
– Pitot-static And AOA Anti-ice Systems
 Rain Protection – Windshield wiper system (if installed) or
surface seal.

September 2001
CAE SimuFlite
Wing Leading Edge Anti-Ice System

The WING ANTI-ICE switch on the overhead switch panel con-
trols the wing leading edge anti-icing system. When the switch
is in the ON position, the pressure regulator and shutoff valve
are energized and open. When the leading edge temperature
exceeds a predetermined value, the WING ANTI-ICE operation
light located on the overhead switch panel will illuminate.
One temperature switch and three over temperature switches
are installed in each wing leading edge. One temperature
switch activates when the air temperature in the duct is approx-
imately 140°F (60°C) causing the WING ANTI-ICE operation
light to illuminate. Two over temperature switches installed on
the front spar activate when the temperature of the front spar is
above 212°F (100°C). One over temperature switch, installed
on the leading edge skin, activates at 350°F (176°C). In either
case, the WING OVHT annunciator will illuminate.
The warning system for bleed air rupture protection is com-
posed of four thermal switches in the aft fuselage and a pres-
sure switch in the cabin air duct shield. Two thermal switches
are installed at the aft pressure bulkhead and two above the
bleed air ducting. The thermal switches are set to close at
350°F (176°C) and open at 320°F (160°C). Should one of these
thermal switches activate, a BL AIR DCT FAIL annunciator will
illuminate. The overpressure switch is installed forward of the
aft pressure bulkhead. This pressure switch is set to close at
3.5 ±0.5 PSI and open at 2 PSI minimum. When the switch is
closed, a BL AIR DCT FAIL annunciator will illuminate.
Horizontal Stabilizer Deice System

Ice protection for the horizontal stabilizer and elevator is
accomplished by heater mats bonded to the left and right lead-
ing edges of the stabilizer and the left and right elevator horns.
The mats consist of five independent heating elements molded
to each leading edge and four elements molded to each eleva-
tor horn.

September 2001
Deice Operation
Deicing of the horizontal stabilizer leading edges and elevator
horns is accomplished by a cyclic supply of 28V DC power to
the heater elements. When the H STAB DEICE switch on the
overhead switch panel is turned ON, a white light adjacent to
the switch illuminates and 28V DC power is directed from the H
STAB CONT circuit breaker (ICE RAIN) to a controller located
in the aft fuselage. The controller will not supply power to the
heater elements if the RAT is greater than approximately 21°C,
or if the aircraft is on the ground. With the system turned ON
and the RAT below approximately 21°C, the controller pro-
cesses RAT, airspeed and flap position from the temperature
sensor, Q-switches and flap lever respectively and follows a
predetermined cyclic sequence of powering the heating
elements.
NOTE: During normal operation the stabilizer deice system

may increase generator load by up to approximately 163
amperes/generator depending on OAT.
During flight in icing conditions, wait at least 15 seconds after

selecting 10° flaps before selecting 30° flaps. This delay pro-
vides the stabilizer deice system the time required to remove
any ice accumulation from the stabilizer leading edge. During
this delay, the white LDG FLAP DELAY annunciator (copilot's
shroud panel) will illuminate and the system will limit flap travel
to approximately 10 degrees.
If a system failure occurs, the H STAB DEICE FAIL annunciator
will illuminate and the glareshield-mounted WARNING flasher
switches will flash.
When the H STAB DEICE switch on the overhead panel is
turned OFF, and the RAT is below approximately 21°C, the
controller will complete its active cycle before shutting down.

September 2001
CAE SimuFlite
Ice Detector
The ice detector, mounted on the upper left side of the nose,
senses ice accretion and causes the ICING annunciator in the
copilot's shroud panel to illuminate. The illumination of the
annunciator is the ice detector's only function. If the ice detec-
tor fails, an ICE DETECT FAIL caution annunciator illuminates
and the glareshield-mounted MASTER CAUTION RESET
switches will flash.
Engine Anti-Ice
Each engine has two anti-ice systems installed to prevent the
buildup of ice in the engine intake. One system circulates high
pressure compressor bleed air in a jacket around the nacelle
air inlet duct leading edge and the other system extracts high
pressure compressor bleed air and routes it into the engine low
pressure compressor inner stators. Additional high-pressure
compressor air is tapped off and supplies a small amount of air
for anti-ice protection for the T1 temperature probe and the inlet
cone. The nacelle inlet anti-ice control valve is located on the
lower part of the engine inlet case and the inner stator anti-ice
control valve is located at the 10 o'clock position on the engine
intermediate case.
The L or R ENGINE ANTI-ICE switches located on the over-
head switch panel, control the engine anti-ice systems. When
the ENGINE ANTI-ICE switch is ON, the pressure regulator
shutoff valve opens to regulate the bleed air pressure for the
engine anti-ice system at 16 PSI. At the same time, the L or R
ENGINE ANTI-ICE operation light will illuminate. When the
engine inlet bleed air temperature is below 120°F the L or R
ENG ICE TEMP LO annunciator will illuminate.

September 2001
Pitot-Static and Angle-of-Attack Anti-Ice

System
The pitot tubes, static ports and angle-of-attack (AOA) probes
are electrically heated. Each component incorporates a heating
element operated by 28V DC power and controlled by the
PITOT, STATIC and AOA HEATER switches located on the
overhead switch panel. The heating elements are high resis-
tance wires bonded to the interior surface of the component.
The operation lights are incorporated in each switch.
Two pitot tubes are installed on the external surface of the nose
electronics compartment structure: one on the left and one on
the right. Two pairs of static ports are flush mounted on each
side of the cabin lower skin surface. Four switches are provided
for operation of the heaters. The L PITOT HEATER switch con-
trols the heater element in the left pitot tube and the R PITOT
HEATER switch controls the heater element for the right pitot
tube. A PITOT HT OFF annunciator will illuminate when the
pitot heat is off. The PILOT STATIC HEATER switch controls
the heater elements in the pilot’s static ports on each side and
the COPLT STATIC HEATER switch controls the heat to the
copilot’s static ports.
The angle-of-attack (AOA) transmitters are installed on each
side of the forward fuselage just below the side window. The
angle-of-attack probe heater circuit is protected and controlled
by the AOA HEATER switch. The probe heater uses 28V DC
power and is regulated by a thermostat to prevent overheating.
The thermostat will open if the probe heater exceeds 280°F
(137°C). An operation light, incorporated in the AOA HEATER
switch, is illuminated when the heater is powered. The AOA
transmitter case is also equipped with a heater that is protected
and controlled by the AOA HEATER switch and a thermostat.
This thermostat will remove power when the case temperature
exceeds 120°F (48°C) and return power when the temperature
decreases below 90°F (32°C). The AOA HEATER operation
light continuously monitors input electrical power.

September 2001
CAE SimuFlite
Heated Windshield
Heating the windshield not only prevents the formation of ice,
but also aids its bird strike resistance. For this reason, wind-
shield low heat should always be used during flight. Electrical
power is applied to the windshield by the L or R WINDSHIELD
ANTI-ICE switch through the respective temperature controller
which uses a sensing element to monitor the heating element
temperature. The control unit incorporates overheat warning
circuitry which supplies a signal to the L or R WSHLD OVHT
light annunciator. The windshield heat system has two separate
modes of operation: high and low. Electrical power is supplied
to the heating elements through the windshield anti-ice (high
power relays or windshield anti-ice low power relays. The tem-
perature controller automatically regulates the heating cycle to
maintain the temperature between 95°F and 104°F (35°C and
40°C) by utilizing the sensing element embedded in the
windshield.
The high and low relays and temperature controller are located
in the left junction box. When the windshield anti-ice system is
placed in operation by placing the WINDSHIELD ANTI-ICE
switch in the HIGH or LOW position, the operation light incorpo-
rated near the switch will illuminate and remain on until the con-
troller cycles or the switch is turned OFF. Should a malfunction
occur in the system, such as an open sensor or windshield
overheat condition, the L or R WSHLD OVHT annunciator will
illuminate.

September 2001
Windshield Defog System

Defogging air is supplied by the air-conditioning system to both
windshields and the cockpit side windows. The windshield air is
regulated by the defog select valve, which is actuated by the
DEFOG SELECT lever located on each side panel. The lever
directs air to the windshields or the floor depending on position.
A thermal switch, located at a side window defog outlet, will illu-
minate the DEFOG AIR OVHT annunciator if the duct tempera-
ture exceeds 200°F (93°C).
Additional defogging capability for the cockpit side windows is
provided by an electrically powered heater/blower mounted at
the side window. The blower is activated by a L or R DEFOG
BLOWER CONT push button located near the DEFOG
SELECT LEVER.
Windshield Wiper System Thru RK-242

Dual windshield wipers are provided for rain removal. An inde-
pendent motor drives each wiper. Each motor is operated by a
WIPER control switch, located on the overhead switch panel,
that has three positions: PARK, OFF and ON. The PARK posi-
tion automatically brings the wipers to a stowed position thus,
keeping the windshield area unobstructed when the wipers are
not operating. When the switch is turned to the OFF position,
the wiper stops immediately. When the switch is in the OFF
position, setting the PARK position allows the wiper to operate
one cycle and stop at the parked position. In the ON position,
each wiper cleans a triangle-shaped area equal to approxi-
mately a 60 inch segment of a circle. Moving the wiper switch
from ON to PARK with the wipers operating can result in dam-
age to the wiper system.
RK-243 and After and Those Airplanes

Modified by KIT 128-5405
Rain protection is provided by Surface SealTM coated wind-
shields.

September 2001
CAE SimuFlite
Approved Deicing and Anti-Icing Fluids

Only the following fluids have been approved for deicing and
anti-icing:.
NOTE: When using deicing/anti-icing fluids, takeoff speeds

(VR) should be increased by 10 kt to stop ingestion of the
solution into the engine.
 SAE AMS 1424 Type I

 ISO 11078 Type II
 SAE AMS 1428 Type IV
Only the follow Type IV anti-icing fluids are approved:
 UCAR ULTRA+ (Approved for use down to -15ºC)
NOTE: Only 10 degree flap operation is permitted when

using Type II or Type IV deicing/anti-icing fluid.

March 2002
Landing Gear and Brakes
Landing Gear System
EMERGENCY GEAR
VALVE PACKAGE DOWN HANDLE
LEGEND
VENT LINE
EMERGENCY
PRESSURE LINE DOOR CLOSE
DUMP CHECK
RETURN LINE VALVE VALVE
NITROGEN
ELECTRICAL CIRCUIT GEAR DROP TO

EXTEND POSITION NITROGEN
CABLE LINE LANDING
GEAR DOOR BOTTLE
SELECTOR SELECTOR
VALVE VALVE DOOR CLOSE SWITCH
DOOR OPEN SWITCH EMERGENCY

CONTROL VENT
VALVE
SHUTTLE
VALVE
SHUTTLE
VALVE
DOOR SELECTOR LEFT & RIGHT
VALVE
DOOR OPEN
SWITCH
UPLOCK
RELEASE NOSE LEFT & RIGHT GEAR GEAR
CYLINDER UPLOCK UPLOCK
GEAR UP- GEAR UP- RELEASE RELEASE
LOCK SWITCH LOCK SWITCH CYLINDER CYLINDER
LEFT & RIGHT

DOOR SELECTOR DOOR CLOSE
VALVE SWITCH LEFT GEAR DOOR LEFT DOOR RIGHT DOOR DOOR RIGHT GEAR
ACTUATING CLOSELOCK ACTUATING ACTUATING CLOSELOCK ACTUATING
NOSE GEAR CYLINDER RELEASE CYLINDER CYLINDER RELEASE CYLINDER
ACTUATING NOSE LEFT & RIGHT CYLINDER CYLINDER
CYLINDER
GEAR DOWN- GEAR DOWN- MAIN LANDING GEAR
LOCK SWITCH LOCK SWITCH LEFT GEAR RIGHT GEAR
DOWNLOCK DOWNLOCK
DOWNLOCK RELEASE RELEASE
RELEASE CYLINDER CYLINDER
CYLINDER
LEFT AND RIGHT
THRUST
SWITCH
VENT
BLOWER
ON/OFF
BOTH NORM LDG GR

L ENG BOTH HIGH
UP
WARN
HORN
CUT
OFF R ENG
DN BEECHJET
LANDING GEAR 400A

EMER
GROUND SAFETY CABIN PRESS
DOWN
LOCK
SWITCH GEAR
DOWN
NOSE
REL
GEAR
WARN HORN CUT
L R
B4CRH-LG001I
CONTROL SWITCH
UNIT
SILENCE FLAP FOLLOW-UP
(AIRPLANES RK-98 SWITCH UNIT
CABIN DUMP
AND RK-110 AND AFTER) LANDING GEAR
GEAR SELECTOR AURAL WARNING
VALVE
Beechjet 400A Developed for Training Purposes 4I-1

September 2001
CAE SimuFlite
4I-2 Developed for Training Purposes Beechjet 400A

September 2001
Normal Retraction
LEGEND
VENT LINE
EMERGENCY GEAR PRESSURE LINE
RETURN LINE EMERGENCY
DOOR CLOSE
NITROGEN
DUMP CHECK ELECTRICAL CIRCUIT

VALVE VALVE
CABLE LINE
GEAR DROP TO
LANDING BOTTLE
GEAR DOOR
SELECTOR SELECTOR
VALVE DOOR CLOSE SWITCH
VALVE
CONTROL VENT
SHUTTLE VALVE
VALVE
SHUTTLE
VALVE
UPLOCK
RELEASE GEAR GEAR
RELEASE RELEASE
CYLINDER CYLINDER
NOSE GEAR LEFT GEAR RIGHT GEAR

ACTUATING ACTUATING ACTUATING
CYLINDER CYLINDER CYLINDER
LEFT GEAR DOOR LEFT DOOR RIGHT DOOR DOOR RIGHT GEAR
DOWNLOCK CLOSELOCK ACTUATING ACTUATING CLOSELOCK
RELEASE DOWNLOCK DOWNLOCK
RELEASE RELEASE CYLINDER CYLINDER RELEASE RELEASE
CYLINDER CYLINDER
B4CRH-LG002I
NOSE LANDING GEAR MAIN LANDING GEAR
LH RH

September 2001
CAE SimuFlite

September 2001
Normal Extension
LEGEND
VENT LINE
EMERGENCY GEAR PRESSURE LINE
RETURN LINE EMERGENCY
DOOR CLOSE
NITROGEN
DUMP CHECK
VALVE VALVE ELECTRICAL CIRCUIT
CABLE LINE
GEAR DROP TO
LANDING BOTTLE
GEAR DOOR
SELECTOR SELECTOR
VALVE
CONTROL VENT
VALVE
SHUTTLE
VALVE
SHUTTLE
VALVE
UPLOCK
RELEASE GEAR GEAR
RELEASE RELEASE
CYLINDER CYLINDER

CYLINDER CYLINDER
B4CRH-LG003I
LH RH

September 2001
CAE SimuFlite

September 2001
Emergency Extension
LEGEND
EMERGENCY GEAR
VALVE PACKAGE DOWN HANDLE RETURN LINE
NITROGEN EMERGENCY
DOOR CLOSE
ELECTRICAL CIRCUIT
DUMP CABLE LINE
VALVE
GEAR DROP TO
LANDING BOTTLE
GEAR DOOR
SELECTOR SELECTOR
VALVE
CONTROL VENT
VALVE
SHUTTLE
VALVE
SHUTTLE
VALVE
UPLOCK
RELEASE GEAR GEAR
RELEASE RELEASE
CYLINDER CYLINDER

CYLINDER
B4CRH-LG004I
CYLINDER CYLINDER CYLINDER CYLINDER

LH RH

September 2001
CAE SimuFlite

September 2001
Brake System
BRAKE FLUID
RESERVOIR
COPILOT'S
PILOT'S PILOT'S COPILOT'S
RUDDER
RUDDER MASTER MASTER
PEDALS
PEDALS CYLINDERS CYLINDERS
1 2 3 4
ACCUMULATOR NITROGEN
BOTTLE
HYDRAULIC 1500 / 1650 PSI
PACKAGE 900 PSI EMERGENCY BRAKE
± 50 CONTROL VALVE
MIXING VALVES POWER BRAKE
VALVE
1500
PSI VENT
CONTROL
VALVE
PARKING BRAKE
HANDLE
EMERGENCY
PARKING VALVES BRAKE
LEVER
LEFT WHEEL SPEED RIGHT WHEEL SPEED

TRANSDUCER TRANSDUCER
LH MLG RH MLG
BRAKE BRAKE
ASSEMBLY ASSEMBLY
LEGEND
RETURN
NITROGEN 1500 ANTISKID

FAIL
NITROGEN VENT CONTROL BOX
ANNUNCIATOR
HYD PRESSURE 900 PANEL
ANTI SKID
HYD PRESSURE 1500 ON
OFF
B4CRH-LG005I
CONTROLED PRESSURE
TEST
BRAKING PRESSURE
ANTI SKID SWITCH

September 2001
CAE SimuFlite

September 2001
Landing Gear Control System Flow Diagram
EMERGENCY EMERGENCY
DOOR LEFT/RIGHT
CHECK CLOSE
THRUST DOWN
VALVE
LEVER
DUMP
VALVE
GEAR DOOR VENT
SELECTOR SELECTOR
VALVE VALVE
SHUTTLE
VALVE PACKAGE VALVE
DOWN
LOCK NOSE LH GEAR GEAR UPLOCK GEAR UPLOCK RH GEAR
GEAR ACTUATOR RELEASE RELEASE ACTUATOR
UP
ACTUATOR
LOCK LH RH
DOOR DOOR
ACTU- ACTU-
ATOR ATOR
LEGEND
VENT LINE
PRESSURE LINE
RETURN LINE
NITROGEN
B4TM-LG001i

September 2001
CAE SimuFlite

September 2001
Landing Gear and Brake System

The landing gear is electrically controlled, hydraulically actu-
ated and is enclosed by mechanically and hydraulically actu-
ated doors. Gear position and warning are provided by
indicator lights and a warning horn.
Nosewheel steering is mechanically actuated by the rudder
pedals to provide directional control on the ground. A separate,
self-contained shimmy damper prevents nosewheel shimmy.
The power brakes are master cylinder controlled, featuring
electrical antiskid protection.
Each inboard-retracting main gear utilizes five hydraulic actua-
tors: one to extend and retract the gear, one for inboard door
actuation and one each for gear uplock/downlock/inboard door
release. The forward-retracting nose gear requires three
hydraulic actuators: one to extend and retract the gear and one
for each gear uplock/downlock release.
Gear position indication is provided by colored lights on the
landing gear control panel. In addition, a warning horn sounds if
any gear is not down and locked when flap settings are in the
landing configuration.
The nosewheel steering system, capable of steering 25
degrees either side of center, is mechanically actuated by rud-
der pedal deflection and can be castered to 45 degrees by use
of asymmetric brake application and thrust. The system is dis-
engaged when the gear is retracted. Vibration feedback is pre-
vented by a steering damper and nosewheel shimmy is
prevented by a separate shimmy damper.
The power brakes are controlled by pressure from toe-operated
master cylinders. Antiskid, when selected, provides maximum
braking capability without skid under all runway conditions.

September 2001
CAE SimuFlite
Landing Gear System

The airplane is equipped with hydraulically-actuated, retract-
able, tricycle landing gear. Each gear is actuated by its own pis-
ton-type actuator. Each fuselage MLG door is operated by its
own piston-type actuator. The MLG and NLG doors are
mechanically linked to the main landing gear and the nose
landing gear. The ground safety switch on the torque link of
each main landing gear prevents accidental retraction of the
landing gear when the airplane is on the ground. The landing
gear control handle on the landing gear control unit controls
gear retraction and extension.
Control Unit
The landing gear control unit has a manually operated handle
that electrically controls the position of the landing gear. The
manually operated handle operates four limit switches which,
according to the selected position of the handle, apply 28V DC
power to the UP or DOWN solenoid of the hydraulic valve
package through the gear position-limit switch circuit. The man-
ually operated handle has a locking mechanism in the DOWN
position to prevent accidental movement of the handle. When
the airplane is on the ground and electrical power is ON, a sole-
noid is de-energized to lock the handle in the DOWN position.
In flight, when the solenoid is energized through the landing
gear safety (squat) switch, the landing gear control handle
downlock is released. The LH landing gear safety (squat)
switch keeps the landing gear control unit handle from moving
out of the DOWN position when the airplane is on the ground. If
the switch fails to close, the landing gear control unit handle
cannot be moved toward the UP position in flight. On airplanes
RK-1 thru RK-109, except RK-98, an override switch located
above the landing gear control handle is provided to release
the downlocked handle. On airplanes RK-98 and RK-110 and
after, the override switch is located beside the landing gear
control handle on the copilot’s instrument panel.

September 2001
Landing Gear Retraction

When the main landing gear is down and locked, the fuselage
MLG doors are closed and locked. In the gear extended config-
uration, three green lights on the control unit are illuminated to
indicate a down and locked condition, the red warning light is
extinguished and the aural warning is silent. When the weight
of the airplane is off the landing gear, the gear struts are fully
extended and the landing gear control handle can be moved to
the UP position. Moving the handle up electrically positions the
gear door selector valve so as to direct hydraulic pressure to
the fuselage MLG door lock release cylinders and the door
actuating cylinders. The door locks release and the doors
open, actuating the door open switches. When both door open
switches are actuated, the gear selector valve is electrically
positioned to direct hydraulic pressure to the gear downlock
release cylinders and to the retract side port of the main and
nose actuating cylinders. As the landing gear retracts into the
wheel wells, each gear strut uplock roller rotates the uplock
hook past center; all the uplock assemblies will be mechani-
cally moved to the locked position. When all uplock switches
are actuated, the gear door selector will be positioned to the
closed position and pressure will be directed to close the fuse-
lage MLG doors.
At the same time, the landing gear retract solenoid is de-ener-
gized and hydraulic pressure is removed from the gear actua-
tor. When the fuselage MLG doors are closed and locked,
hydraulic pressure is removed from the door actuators. As
each gear unlocks from the downlocked position, its respective
green indicator light extinguishes. When all gear and doors are
up and locked, the red warning light will extinguish. The retrac-
tion cycle will be completed in approximately 7 seconds.

September 2001
CAE SimuFlite
Landing Gear Extension

Moving the landing gear control handle down electrically posi-
tions the gear door selector valve to direct pressure to the fuse-
lage MLG door lock release cylinder and to the door actuating
cylinders. As each door reaches the full open position, it actu-
ates the door open switch. When both door open switches are
actuated, the landing gear selector valve is electrically posi-
tioned to direct hydraulic pressure to the gear uplock release
cylinders and to the extend port of the MLG and NLG actuators.
The gear uplocks open and the gear extends. Movement of the
gear into the downlocked position actuates downlock switches
that electrically position the gear door selector valve to direct
pressure to the door actuators. These switches de-energize the
landing gear selector valve solenoid to shut off pressure to the
gear actuators. When the gear doors are closed and locked,
hydraulic pressure to the door-actuating cylinder is shut off.
Upon initial opening of the fuselage MLG doors, the red warn-
ing light will illuminate. As each gear downlock switch is actu-
ated, its respective green indicator light will illuminate and
when the fuselage MLG doors close, the red warning light will
extinguish. The landing gear extension cycle will be completed
in approximately 7 seconds. The NLG door is moved by
mechanical linkage connected to the nose landing gear strut.
Nose gear movement controls the doors during its operating
cycle. The nose gear doors cover the wheel well when the gear
is retracted and only the forward part of the wheel well when
the gear is extended. The door covering the aft part of the
wheel well is linked directly to the gear strut and opens and
closes as the gear moves. It remains open when the gear is
extended. The two doors, which cover the forward part of the
wheel well, are linked to a torque tube and then to the nose
gear trunnion. During nose gear extension and retraction, the
first half of trunnion travel opens the doors and the last half
closes the doors.

September 2001
Emergency Extension
The EMER L/G DOWN handle and the EMER DOOR CLOSE
handle are installed under the pilot's instrument panel. Pulling
the EMER L/G DOWN handle all the way out (approximately 10
inches), releases the fuselage MLG door uplocks, MLG
uplocks, and NLG uplock. The gear doors open and the landing
gear free falls to the down-and-locked position, assisted by
extension springs on each landing gear downlock. At the initial
opening motion of the doors, the red warning light will illumi-
nate. As the landing gear extends to the down-and-locked posi-
tion, their respective green indicator lights will illuminate. After
the three green indicator lights illuminate, the EMER L/G
DOWN handle is pushed to the stowed position and the EMER
DOOR CLOSE handle is operated to close the fuselage MLG
doors by nitrogen pressure. After the doors are closed, the red
warning light will extinguish. The nitrogen pressure is supplied
from a nitrogen bottle mounted in the left nose electronic
compartment.
NOTE: This bottle also provides nitrogen pressure for

emergency braking.
Position and Warning System

The landing gear position and warning system provides visual
and aural indications of landing gear position. Three green indi-
cator lights are located adjacent to the landing gear handle. A
red gear unsafe warning light is located either above the green
indication lights (airplanes RK-1 thru RJK-109, except RK-98)
or in the knob of the landing gear handle for airplanes RK-98
and RK-110 and after. Each green light corresponds to one
gear (NOSE, L and R) and indicates that it is in the down-and-
locked position. The red warning light indicates an unsafe gear
position (in transit or not locked) or an open gear door. The
landing gear aural warning is provided to generate a warning
when any landing gear is not down-and-locked and one or both
thrust levers are retarded to a low power setting. The HORN

September 2001
CAE SimuFlite
CUT switch located on each control wheel or the GEAR

WARNING SILENCE button on the copilot’s left sub-panel
silences the warning. The warning system is reset when the
thrust lever is advanced.
Land Sel Switch
When the LAND SEL switch on the center pedestal is selected
to FLAPS 10° and the flaps are extended to 10 degrees with
any gear not down-and-locked, the aural warning will sound
and cannot be cancelled.
When the LAND SEL switch is placed to FLAPS 30° and the
flaps are extended beyond 20 degrees with any gear not down-
and-locked, the aural warning will sound regardless of the
thrust lever position. In this condition, the aural warning cannot
be cancelled.
Steering
The nosewheel steering system is controlled through the rud-
der pedal. When the nose gear is extended, a slotted cam is
moved into position and rotates the nose gear strut. The maxi-
mum available steering angle is 45 degrees left or right. Rudder
pedal mechanical linkage steering angle is 25 degrees left or
right with an additional 20 degrees obtained through the use of
differential braking and asymmetrical thrust. A steering discon-
nect pin in the torque link permits free rotation of the nosewheel
for towing purposes. When the nose gear is retracted, the
steering mechanism is separated mechanically at the slotted
cam and the gear is held in the neutral position.

September 2001
Wheel Brake System

The main landing gear wheels are equipped with full powered
brakes operated by toe action on the rudder pedals. An antiskid
system is incorporated in the power brake system. Emergency
braking is accomplished through the nitrogen brake system.
The emergency brake control lever is installed on the upper
right side of the pedestal.
Power Brake System
When the pilot or copilot depresses the brake pedals, the deliv-
ery pressure of the master cylinder (directly connected to the
brake pedals) is transferred to the power brake valve through
the mixing valves. The power brake valve amplifies the master
cylinder pressure and transfers the increase of pressure to the
MLG brakes.
NOTE: The power brake system can be used with or with-

out the antiskid system.
Antiskid System
The airplane is equipped with an electrically controlled antiskid
system. The system detects the start of a skid condition at the
wheels and automatically releases the brake pressure for both
wheels in proportion to the severity of the skid. Use of the anti-
skid system offers protection from skids and can provide con-
sistently shorter landing rolls for all runway conditions. Placing
the ANTI SKID switch in the ON position activates the system.
A stationary wheel speed transducer, mounted inside each
main gear axle, electrically senses any change in wheel rota-
tion speed. As a skid is detected, an electrical signal is supplied
to the system, which releases hydraulic pressure from the
brakes. With brake pressure released, the wheel speed will
increase and hydraulic pressure will be restored to the brakes.
The antiskid system continues this control cycling as long as

September 2001
CAE SimuFlite
braking pressure is sufficient to cause the skidding condition.

Antiskid protection is not available below 10 to 14 knots.
NOTE: In the event air squat switch logic is not removed

from the control box after landing, spin-up override will per-
mit antiskid protected braking down to approximately 37-47
knots. At approximately 37-47 knots a total brake release
(hard pedal with no braking action) will be experienced. The
ANTISKID FAIL annunciator will not be illuminated.
Selecting the OFF position on the ANTI SKID switch, located

on the center pedestal, will restore the system to the power
brake mode after a two to three second delay.
If immediate braking action is required, follow the Power Brake
Failure Procedures in the EMERGENCY PROCEDURES Sec-
tion of the AFM Approved Airplane Flight Manual.
CAUTION: Do not land with brake pedals depressed.
Antiskid Control Switch

This three-position toggle switch is located on the center ped-
estal. When the ANTI- SKID switch is ON, power is supplied to
the system. Placing the ANTI SKID switch to OFF will turn off
the antiskid system. To test the system, apply brakes while the
airplane is in motion and note that the brakes release when the
ANTI SKID switch is placed to TEST. If the ANTI SKID switch is
placed to ON immediately after the test, normal braking is not
available for 3 to 4 seconds. Normal braking is available with
the ANTI SKID switch OFF.

March 2002
Antiskid Fail Annunciator

The ANTISKID FAIL annunciator illuminates if a malfunction
exists in the system when the gear is extended and the ANTI
SKID switch is ON. The annunciator will also illuminate when
the ANTI SKID switch is turned OFF.
NOTE: When the ANTISKID FAIL annunciator illuminates,

the system is in a fail-safe condition and complete control of
braking, through the normal braking system, is available.
Parking Brake
The parking brake is a part of the normal brake system and
employs check valves that prevent the return of fluid after the
brake pedals have been released. Parking brakes are set by
pulling out the PARKING BRAKE HANDLE, located under the
lower left side of the instrument panel, and depressing the toe
brakes two or three times. Do not set the parking brake with the
copilot's pedals if the engines are not running. Without power
boost (i.e. engines not running) the copilot's pedals require sev-
eral pumps to set brakes. This may cause the first or second
subsequent application of brakes from the pilot's pedals to be
ineffective. The parking brake is released by pushing in the
handle.
The parking brake should not be set if the brakes are very hot.
This increases brake cool-down time due to decreased airflow.
This may result in sufficient heat transfer from the brakes to
cause the parking brake hydraulic pressure to rise excessively,
or to melt the thermal relief plugs in the wheel.

September 2001
CAE SimuFlite
Emergency Brake
In the event of normal hydraulic brake system failure, the pilot
or copilot can continue braking operation by using the spring-
loaded emergency brake lever mounted on the upper right side
of the pedestal. The nitrogen bottle, mounted in the lower por-
tion of the left electronics bay in the nose, contains sufficient
pressure for 7 to 10 full brake applications when fully charged.
NOTE: This bottle also provides pressure to close the MLG

doors during emergency extension.
For the most efficient use of the system, use steady and
smooth application, gradually increasing force until desired
braking action is attained. Maintain that pressure until the air-
plane is stopped. When the lever is released, residual nitrogen
pressure from the brakes is vented overboard. Normal braking
should not be applied while using the emergency brakes.

September 2001
Oxygen System
Oxygen System
OVERBOARD
XY
GEN VE DISCHARGE
INDICATOR
NT
OXYGEN
O
CYLINDER
RE
HI G
H
PRESS
U
FWD
PRESSURE FILLER
BULKHEAD VALVE
OXYGEN
PRESSURE
GAGE
1000
500 1500
0 2000
PSI
OXYGEN
BAROMETRIC
SUPPLY PRESSURE
MADE IN USA
20
PRESSURE PASS
OXYGEN
SYS
READY SYS READY
SWITCH PULL-ON
PUSH/PULL
ON/OFF
PUSH/PULL
ON/OFF
CONTROL KNOB
PASS OXYGEN
PULL-ON
CONTROL KNOB
CREW OXYGEN
RECEPTACLE
OXYGEN MASK
MIC RECEPTACLE
CREW MASK AND PASS OXYGEN

COMMUNICATIONS SHUTOFF VALVE
AND DEMAND (MANUAL AND
REGULATORS SOLENOID
OPERATED)
SHROUD
INDICATOR OXYGEN MASK
PANEL AND CONTAINER
(CONTINUOUS
PASS OXY ON FLOW)
LEGEND
PASS OXYGEN ON
CYLINDER PRESSURE SWITCH
SUPPLY LINE
PRESSURE CABIN AREA
CREW CONTROL -
INDICATOR
B4CRH-OXY001I
PASSENGER OXYGEN
SUPPLY
ELECTRICAL CIRCUIT
MECHANICAL CONNECTION
Beechjet 400A Developed for Training Purposes 4J-1

March 2002
CAE SimuFlite
4J-2 Developed for Training Purposes Beechjet 400A

September 2001
Oxygen System
Oxygen System
The system consists of an oxygen-cylinder-regulator assembly
mounted in the right electronics bay compartment. The 77-
cubic-foot cylinder is of composite construction and stores oxy-
gen at a maximum pressure of 2,000 PSI. Normal oxygen pres-
sure is 1,850 PSI. The oxygen duration chart (Table 4I-B) is
based on a flow rate of 3.7 LPM per passenger mask and on an
altitude schedule for the diluter demand crew masks. The sup-
ply pressure regulator, installed on the cylinder, is capable of
delivering up to 300 Liters Per Minute-Normal Temperature and
Pressure Dry (LPM-NTPD) regulated oxygen at 70 ±10 PSI
with cylinder pressure from 200 to 2,000 PSI (see Table 4I-A
for the Average Time of Useful Consciousness). The regulator
incorporates an ON-OFF valve which vents low side pressure
when in the OFF position. It is actuated by a push-pull SYS
READY control located adjacent to the lower right corner of the
copilot's instrument panel. A high-pressure rupture fitting
relieves high side cylinder pressure and dumps oxygen over-
board should it exceed 2,775 PSI. When this occurs, the vent
line receives pressure in excess of 60 PSI and ruptures a green
indicator disk located on the right side nose skin, indicating that
an overpressure condition has occurred and oxygen was
routed overboard.
Cabin Altitude Average Time of Useful Consciousness
45,000 feet 9 to 15 seconds
40,000 feet 15 to 20 seconds
35,000 feet ½ to 1 minute
30,000 feet 1 to 2 minutes
28,000 feet 2½ to 3 minutes
12,000 – 18,000 feet 30 minutes or more
Table 4I-A; Average Time of Useful Consciousness

September 2001
CAE SimuFlite
No. of Cabin Altitude (Feet)

Users 10,000 15,000 20,000 25,000 30,000 35,000 40,000
Crew
373 373 292 188 214 292 359
(2)
Pass
207 209 182 136 150 186 211
1
2 143 145 132 107 116 136 150

3 109 111 104 88 94 107 116
4 89 90 86 75 80 89 95
5 74 76 72 65 69 75 80
6 64 65 63 57 61 66 69
7 56 57 56 51 54 58 61
8 50 51 50 47 49 52 55
9 45 46 45 45 45 47 49
Based on 100% charge (1,850 PSI) (1,903 usable liters-NTDP) (crew
masks on NORM). Passenger use is based on 3.7 LPM flow rate per mask
used. Crew use is based on altitude schedule for diluter-demand masks.
Table 4I-B; Oxygen Duration

September 2001
Oxygen System
System Operation
The oxygen system should be armed prior to takeoff by pulling
out the SYS READY control. This opens the oxygen regulator
at the cylinder, charges the lines to the crew masks and pro-
vides oxygen immediately to the crew upon donning the masks.
The cabin oxygen shutoff valve controls oxygen supply to the
passenger masks. Normally closed, it may be opened either
electrically or manually. Electrically, the cabin barometric switch
opens the shutoff valve when the cabin altitude exceeds
12,500 ±500 feet. Manually, it is opened from the cockpit at any
cabin altitude by pulling out on the PASS OXYGEN control
knob located adjacent to the lower right corner of the copilot's
instrument panel.
Access to the filler valve is gained by opening the right elec-
tronics bay compartment door. When the oxygen supply line is
connected to the filler valve and supplying oxygen, the poppet
is unseated to allow oxygen to flow to the storage cylinder.
Loss of oxygen is prevented when the supply line is removed
due to the reseating of the poppet.
The oxygen pressure gage is located adjacent to the lower right
corner of the copilot's instrument panel. The gage is illuminated
and is a direct-pressure reading instrument. The range mark-
ings are yellow arc (0 to 200 PSI), green arc (1,600 to 1,850
PSI) and red line (2,000 PSI).
Two identical outlet receptacles are provided for the crew oxy-
gen system. When the oxygen mask supply tube plug is
inserted into the outlet, the poppet unseats, allowing oxygen
flow to the mask. When the plug is removed, the poppet
reseats and shuts off the oxygen flow.

September 2001
CAE SimuFlite
The overboard discharge indicator is located on the right side

of the nose and is mounted flush with the airplane skin. A low-
pressure (60 ±20 PSI) disc is installed at the overboard dis-
charge port to prevent dust and contamination from entering
the oxygen system. The indicator line is connected to the high-
pressure rupture fitting of the pressure regulator. When the
green indicator disc is ruptured or missing from the indicator, an
oxygen cylinder overpressure condition has occurred and oxy-
gen has vented overboard. Should an overpressure condition
occur (2,700 to 3,000 PSI), the cylinder must be replaced.
A pressure switch located downstream of the furthest-most aft
passenger mask senses when oxygen is being supplied to the
passenger masks and illuminates a green PASS OXYGEN ON
annunciator located on the shroud indicator panel.
Crew Oxygen System

The crew is provided with an EROS (Scott) or a Puritan-Ben-
nett, automatic pressure breathing, diluter-demand, quick-don-
ning oxygen mask with an integral microphone, comfort feature
and smoke goggle purge flow feature. To don the mask,
remove the mask from its storage clip, inflate the mask harness
by fully depressing the red button on the left side of the regula-
tor, then don the mask and release the red button. The crew
masks should always be plugged in during flight so that oxygen
will be immediately available when required.
With the mask firmly in place, depress the red button to partially
inflate the harness. When the tension has been reduced to a
comfortable level, slowly release the red button. This will main-
tain harness pressure.
If required, don the smoke goggles and adjust the goggle
straps. The smoke goggles will, by their placement, actuate the
purge flow lever on top of the mask cone. Select EMER on the
regulator. This will provide positive pressure to purge the gog-
gles and continued pressure to prevent smoke infiltration. The

September 2001
Oxygen System
regulator may be left in the EMER mode or reset to 100% as

required.
The demand regulator has three positions.
On the EROS (Scott) mask they are:
NORM – Automatically supplies an air-oxygen mixture for
cabin altitudes up to 30,000 feet. At cabin altitudes between
30,000 and 35,000 feet, the mask delivers 100% (undiluted)
oxygen on demand. Pressure breathing occurs at altitudes
above 35,000 feet. The mask delivers 100% oxygen at a
positive pressure relative to altitude in all regulator positions.
100% – At cabin altitudes below 35,000 feet, the mask deliv-
ers 100% oxygen only on demand. At cabin altitudes above
35,000 feet, the mask delivers 100% oxygen at a positive
pressure.
EMER – Regardless of cabin altitude, the mask delivers
100% oxygen at a positive pressure.
On the Puritan-Bennett mask they are:
NORM – Automatically supplies an air-oxygen mixture
appropriate for altitudes between sea level and 33,000 feet.
At cabin altitudes between 33,000 and 39,000 feet, the
mask delivers 100% oxygen on demand and above 39,000
feet the mask delivers 100% oxygen at a positive pressure
relative to altitude in all regulator positions.
100% – Regardless of cabin altitude, the mask delivers
100% oxygen on demand.
EMER – Regardless of cabin altitude, the mask delivers
100% oxygen at a positive pressure.
NOTE: When stowing the mask, follow the instructions

placarded in the mask cup. Do not tuck the harness
inside the mask face cone.

September 2001
CAE SimuFlite
Passenger Oxygen System

The oxygen system will automatically open the mask compart-
ment doors, present the masks, and oxygen will be available to
the passengers should cabin altitude exceed 12,500 ±500 feet.
The masks may be manually deployed at any altitude by pulling
out on the PASS OXYGEN push-pull control located adjacent
to the lower right corner of the copilot's instrument panel. There
are 11 passenger masks: two in the lavatory and one mask
adjacent to each of the passenger seats; one spare mask is
centrally located. The passenger masks incorporate a lanyard
attached to a pintle pin. When the oxygen mask falls out of its
storage compartment, pulling the mask down to don it will pull
the lanyard and in turn the pin, allowing oxygen to flow to the
mask. Instructions for the use of the passenger masks are
located on the inside lid of each oxygen mask box.

September 2001
Powerplant
JT15D-5 Turbofan Engine
B4CRH-PP001i
Beechjet 400A Developed for Training Purposes 4K-1
September 2001
CAE SimuFlite
4K-2 Developed for Training Purposes Beechjet 400A

September 2001
Powerplant
Engine Oil Lubrication

NO. 2 BEARING
OIL TANK VENT
FILLER NECK
STRAINERS
LEGEND
OIL JET STRAINER
PRESSURE OIL NO. 1 BEARING
NO. 4 BEARING
BYPASS OIL
SCAVENGE OIL
SCREEN
TRAINER NO. 3 BEARING
NO.3 1/2
BEARING
CHECK VALVE
TYPICAL STRAINER
PRESSURE BYBASS
OIL TANK
PRESSURE
REGULATOR
VALVE
OIL FILT
BYPASS GEARBOX SCAVENGE
SW
ACCESSORY GEARBOX
OIL PUMP STRAINER ELEMENT
ASSEMBLY TYPICAL RETURN TO TANK
OIL SCAVENGE NO.4 BEARING

COOLER
DRAIN
R O FLTR
OIL PRESS INDICATOR OIL BYPASS
X 10
15 15 R H PMP
PSI
OIL 10 °C PRESS LO
BJ4CRH-PP002I
OIL PRESS SW 10
FILTER 5
5 R OIL
0
OIL TEMP TRANSMITTER -5 0 PRESS LO
T P R FUEL
PRESS LO
TO BEARING NO.4 & NO.3 1/2

March 2002
CAE SimuFlite

September 2001
Powerplant
Fuel System
ENGINE ELECTRICAL
CONTROL
PRIMARY
IGNITER
SECONDARY
EXCITER
PRIMARY LINE
AUTO SECONDARY LINE
STARTER GENERATOR SHUTOFF
VALVE
LEGEND
OIL COOLER P3 FUEL FLOW
INDICATORS FUEL
OIL IN FLOW (LBS/HOUR)
DIVIDER SIGNAL FROM THE RETURN
CONDITIONER OTHER ENGINE
OIL OUT
HI PRESSURE FUEL
CONSUMED SECONDARY FUEL
FUEL
P3 AIR
FUEL FLOW
TRANSMITTER
LF/V
OPEN
LF/V
CLOSE
FILTER VENT
DRAIN
MIN PRESS
VALVE
BOOST PUMP
HP
RELIEF
HP PUMP
MOTIVE
FLOW
B4CRH-PP003i
L WG TK
OV PRESS
L OIL
PRESS LO
LH ENG
HMU FIRE
L F FLTR L FUEL
BYPASS PRESS LO PUSH

March 2002
CAE SimuFlite

September 2001
Powerplant
Ignition System
NOTES:
1 AIRPLANES NOT MODIFIED
BY KIT 128-3055-3
2 AIRPLANES MODIFIED
BY KIT 128-3055-3
IGNITER PLUGS
IGNITION
EXCITER
IGNITION
LIGHT
LEGEND
CUTOFF IDLE NORMAL POWER
STANDBY CIRCUIT
THRUST LEVER 2 START CIRCUIT
SWITCH
28 V DC PATH
IGNITION HIGH VOLTAGE
CONTROL PATH
START
CONTROL
STALL
ANTI-ICE WARN
IGNITION IGNITION
IGNITION ON
SWITCH
OFF
STBY
BATTERY CHARGE BUS
RIGHT DC LOAD BUS (RIGHT ENGINE) (LEFT ENGINE) EMERGENCY BUS
B4CRH-PP004i

September 2001
CAE SimuFlite
Engine Synchronization
FUEL CONSUMED LBS FUEL FLOW

SIGNAL
CONDITIONER
LEFT ENGINE RIGHT ENGINE ENGINE N1 SPEED SENSOR

INDICATORS INDICATORS ELECTRICAL
CONTROL
N2 SPEED SENSOR
FUEL FUEL
20 FLOW 20 FLOW
18
PPH
18
PPH
IGNITER
16 X 100 16 X 100
14 0 14 0
12 2 12 2
10 4 10 4
8 6 8 6
RIGHT
ENGINE EXCITER
ENG SYNC ON
X1 X1
OFF
11 0 11 0
10 TURB 10 TURB FAN TURBINE
9 % RPM 2 9 % RPM 2
8 X 10 3 8 X 10 3 GEAR OIL FUEL FLOW
7 6 5 4 7 6 5 4 BOX FUEL COOLER DIVIDER VALVE
ENG
SYNC PUMP
SWITCH FROM
FUEL FLOW STARTING
TRANSMITTER SYSTEM
HYDROMECHANICAL
METERING UNIT
X1 X1
11 0 11 0
10 FAN 1 10 FAN 1
9 % RPM 2 9 % RPM 2
8 X 10 3 8 X 10 3
7 6 5 4 7 6 5 4
LEFT
ENGINE
LEGEND
ELECTRICAL LINE
MECHANICAL LINE
RIGHT LEFT
THRUST THRUST
LEVER LEVER
B4CRH-PP005i

September 2001
Powerplant
Engine Start
TO BATTERY TO LEFT
SWITCH ENGINE START ENGINE START
DISENGAGE SELECT
BUTTON SWITCH TO IGNITION
SWITCH
EMERGENCY BUS
RIGHT LOAD BUS
BATTERY ENGINE
STANDBY ANTI-ICE
START
BUTTON IGNITION
LEFT STANDBY STALL

START BUS BOOST PUMP
EXTERNAL POWER STARTER ON OR ARM WARNING
RELAY
ON
RIGHT LEFT GCU
STARTER
RIGHT STARTER RELAY ON OFF
GENERATOR LEFT 2 STANDBY OR ON
ENGINE STARTER
ELECTRONIC RELAY 1
CONTROL
1 AIRPLANES NOT MODIFIED

BY KIT 128-3055-3.
2 AIRPLANES MODIFIED
BY KIT 128-3055-3. LEGEND
FUEL
TO THRUST RETURN
LEVER
HI PRESSURE FUEL
LOW PRESSURE FUEL

LEFT STARTER
GENERATOR SHUTOFF VALVES P3 AIR
P3
CUTOFF
SECONDARY PRIMARY SWITCH
OIL
COOLER
IN VENT
FLOW LINE
DIVIDER
OUT VALVE FUEL FILTER
FUEL
FUEL FLOW FLOW FUEL FEED LINE
TRANSMITTER INDICATOR
FILTER FUEL FILTER BOOST

BYPASS VALVE
PUMP
B4CRH-PP006I
HYDROMECHANICAL FUEL PUMP
METERING UNIT
FUEL MOTIVE LINE
JET PUMP

September 2001
CAE SimuFlite

September 2001
Powerplant
Thrust Reverser
LEGEND
L TR ARM R TR ARM PRESSURE LINE
LEFT L TR PUSH R TR PUSH RIGHT UNLOCK UNLOCK
EMERGENCY EMERGENCY RETURN LINE
STOW EMER STOW EMER STOW STOW DEPLOY DEPLOY
SWITCH SWITCH MECHANICALLY LINKED LINE
ELECTRICAL CIRCUIT
THRUST REVERSER RESTRICTOR

CONTROL BOX PRESSURE SWITCH
LEFT RIGHT
REVERSER REVERSER
LEVER LEFT RIGHT LEVER
CONTROL CONTROL
VALVE VALVE
TO HYDRAULIC
LEFT PACKAGE
STOW
THRUST
INTERLOCK RIGHT
SOLENOID THRUST
INTERLOCK
SOLENOID
LEFT RIGHT
ENGINE ENGINE
STOW STOW STOW STOW
PORT PORT PORT PORT
LEFT RIGHT
DEPLOY ISOLATION ISOLATION DEPLOY
VALVE VALVE
DEPLOY
DEPLOY DEPLOY PORT DEPLOY
PORT PORT PORT
LEFT RIGHT
GROUND GROUND
SAFETY SAFETY
SWITCH SWITCH
ACTUATOR ACTUATOR ACTUATOR ACTUATOR

ROD ROD ROD ROD
LEFT THRUST RIGHT THRUST

REVERSER REVERSER
DEPLOY DEPLOY
LIMIT SWITCH LIMIT SWITCH
LEFT THRUST
B4CRH-PP007i
REVERSER RIGHT THRUST
STOW LIMIT REVERSER
SWITCH STOW LIMIT
SWITCH

September 2001
CAE SimuFlite

September 2001
Powerplant
Engines
The Beechjet 400A is powered by two aft pod-mounted
JT15D-5 turbofan engines manufactured by Pratt & Whitney
Aircraft of Canada, Limited. The engines are lightweight, twin
spool, front turbofan jets having a full-length annular bypass
duct.
The low compressor consists of a low compressor fan followed
by a primary gas path booster stage. A concentric shaft system
supports the high and low rotors. The inner shaft supports the
low compressor fan and booster stage and is driven by a two-
stage turbine supported at the rear. The speed of this assembly
is designated as N1 RPM. The outer shaft supports the high-
pressure centrifugal compressor impeller and is driven by a sin-
gle-stage high-pressure turbine. This speed is designated as
N2 RPM.
The JT15D-5 will produce 2,965 pounds of static thrust on a
standard day at sea level and a maximum continuous thrust of
2,900 pounds. All intake air passes through the low compressor
fan. Immediately aft of the fan, the airflow is divided by concen-
tric ducts. Most of the total airflow is bypassed around the
engine through the outer annular bypass duct and is exhausted
at the rear. Air entering the inner duct passes through a booster
stage and is compressed by the impeller. The high-pressure air
then passes through a diffuser assembly and moves back to
the combustion section. The combustion chamber is a reverse
flow design to save space and reduce engine size. Most of the
air entering the chamber is mixed with fuel and ignited while the
remainder streams down the chamber liner for cooling. Fuel is
introduced by twelve dual orifice nozzles supplied by a dual
manifold. Spark igniters that extend into the combustion cham-
ber at the 5 and 7 o'clock positions initially ignite the mixture
and after start, the combustion becomes self-sustaining. The
hot gases expand in the reverse direction and pass through a
set of turbine guide vanes to the high-pressure turbine. As the
expanding gases move rearward, they pass through another

September 2001
CAE SimuFlite
set of guide vanes and enter the two-stage low-pressure tur-

bine. The greater portion of the remaining energy is extracted
there and transmitted by the inner shaft to the forward mounted
fan. The hot gases are then exhausted into the atmosphere.
An accessory gearbox is mounted on the lower side of the
engine's intermediate case and is driven by a tower shaft from
the bevel gear to the N2 shaft. Its function is to turn the engine
during starting, and to drive the accessories for the engine and
airplane systems. The accessory gearbox drives the following
components:
 DC Starter-Generator
 N2 Speed Sensors
 Oil Pump
 Fuel Pump
 Hydromechanical Metering Unit (HMU)
 Hydraulic Pump.

September 2001
Powerplant
Engine Indicators
The engine monitoring system consists of the fan RPM (N1)
inter-turbine temperature (ITT), turbine RPM (N2), fuel flow, oil
pressure and temperature, fuel consumed totalizer, and engine
vibration indicators.
The fan RPM (N1) indicator displays engine fan speed RPM in
percentage. A fan speed of 15,900 RPM equals 100% RPM. The
indicator receives a signal from its respective N1 speed sensor.
The turbine RPM (N2) indicating system operates on the same
principle as the fan RPM indicator. A turbine speed of 32,760
RPM equals 100% RPM. Turbine RPM red line is 96%.
The scale range on the ITT indicator is from 0 to 10 with read-
ings multiplied by 100 in degrees centigrade (100°C). The ITT
(T5) receives voltage from thermocouples that measure fan
inlet air temperature (T1) and turbine exhaust temperature (T6).
The engine vibration monitoring system consists of two piezo-
electric accelerometers, a signal conditioner and an indicator.
The accelerometers, mounted on the top of each engine, convert
the vibratory acceleration into an electric charge. The signal con-
ditioner, mounted on the baggage compartment wall, receives
the electric charge from the accelerometers. A single indicator
with dual pointers is mounted on the instrument panel. The scale
range on the indicator is from 0 to 10 and corresponds to engine
vibration velocity. The engine vibration indicator is used as a
trend instrument. A significant change in the engine vibration
level over a period of time may indicate a problem.
Separate oil and pressure indicators for each engine are located
on the instrument panel. Their functions are described under the
Oil System section.
Two engine fuel flow indicators are located on the main instru-
ment panel. Their functions are described under the Fuel Control
System section.

September 2001
CAE SimuFlite
Oil System
The system supplies cooled, pressurized oil for lubrication and
cooling of engine bearings and accessory drive gears and bear-
ings. An integral oil tank on each engine has a capacity of 2.03
U.S. gallons of which 1.34 US gallons are drainable. Recom-
mended oils are listed in Pratt & Whitney Service Bulletin 7001.
Oil drawn from the oil tank by the pressure oil pump is ducted
through a check valve to the pressure relief valve for oil pressure
regulation. The oil is also passed through the oil cooler and oil fil-
ter. Excess oil pressure at the oil filter outlet opens the pressure-
regulating valve and some of the oil is bypassed and ducted
externally through a second check valve to the oil pressure
pump inlet. From the filter, oil is routed to the engine bearings
and accessory gearbox. If the filter becomes clogged, a bypass
valve opens allowing lubrication to continue and the L or R O
FLTR BYPASS annunciator will illuminate. Circulated oil from the
No. 4 bearing area and accessory gearbox is returned to the
tank by two scavenge pump elements in the oil pump assembly.
Oil pressure is sensed by a transmitter and is displayed on two
AC powered indicators with dual pointers (pressure and temper-
ature) on the instrument panel. The scale ranges on the dual
indicators are 0 to 150 PSI for oil pressure and -50 to 150°C for
oil temperature. The minimum oil pressure at idle RPM is 40
PSI. The L or R OIL PRESS LO annunciator will illuminate when
the system pressure decreases below 40 PSI. The acceptable
operating pressure range is 40 to 60 PSI when the power is
below 60% N2. The normal operating range is 60 to 83 PSI
when the power is over 60% N2. Oil pressure below 60 PSI is
undesirable and should be tolerated only for the completion of
the flight, preferably at reduced power settings. In cold starting
conditions, oil pressure may exceed 83 PSI, but may not
exceed 150 PSI. Oil temperature is sensed by a resistance bulb
and transmitted to the dual DC powered indicators. Minimum oil
temperature for engine start is -40°C and normal operating
range is 10 to 121°C.

September 2001
Powerplant
Fuel Control System

Fuel flow to the engine is mechanically controlled by thrust
lever movement and regulated by the engine fuel control sys-
tem. This system consists of an engine-driven fuel pump, a
hydromechanical unit (HMU), an oil cooler (heat exchanger), a
flow divider valve (FDV), and a dual fuel manifold with 12 dual-
orifice fuel nozzles. The engine-driven fuel pump is mounted on
and driven by the engine accessory gearbox and ensures a
positive fuel pressure to the HMU. The fuel control unit is an
HMU, supervised by an engine electronic control (EEC) sepa-
rately mounted on the low compressor case, which provides
fuel scheduling for engine operations at all altitudes. The FDV
receives fuel from the HMU and provides proper fuel distribu-
tion to the combustion chamber by dividing the flow into the pri-
mary and secondary fuel manifolds. The HMU also acts as a
fuel shutoff valve, bypassing fuel back to the pump during wind-
milling operation. When the throttle is closed, fuel flow is termi-
nated at the HMU and the fuel is returned by ram air pressure
from the manifold through the dump valve to the aft fuselage
tank via the drain box and the surge tank (refer to Fuel System
section, this manual).
With the electronic fuel control (EFC) switches off, N2 idle RPM
will vary with pressure altitude, indicating higher values as
pressure altitude increases. In normal operation, the HMU
meters fuel to the engine in proportion to the thrust lever angle
selected by the pilot and the engine electronic control (EEC)
schedules an additional amount of fuel. The HMU and EEC
schedules are defined so that the sum of their fuel flows will
produce maximum rated thrust at a thrust lever angle near 80
degrees. EEC failure will result in the loss of its scheduled fuel
flow. The maximum thrust loss due to EEC failure would be
within 20 to 40% depending on ambient conditions and thrust
lever angle. The pilot is able to recover EEC thrust loss by
advancing the thrust lever, thus causing the HMU to deliver the
required fuel flow.

September 2001
CAE SimuFlite
The engine fuel flow indicating systems for both engines con-
sist of transmitters, DC-powered fuel flow indicators, a fuel flow
signal conditioner, and a fuel consumed totalizer indicator. The
fuel flow transmitter is on the outlet side of the HMU and mea-
sures the frequency signals proportional to the fuel flow rate
that passes through it. The flow rate is converted into an electri-
cal current by the signal conditioner and is sent to the fuel flow
indicator. The fuel flow indicators on the instrument panel dis-
play engine fuel consumption in pounds per hour. The scale
range of the indicator is 0 to 2,000 pounds per hour. The fuel-
consumed totalizer receives the current from the signal condi-
tioner and provides a digital display of the fuel consumed.
Engine Ignition System

The engine ignition system provides the engine with a quick
light-up capability over a wide range of temperatures. The
engine ignition system is controlled by an IGNITION switch,
thrust lever cutoff switch, ENG ANTI-ICE switch, engine start
control relay and stall warning control relay.
Engine Start Mode
RK-118, RK-140 Thru RK-220 Not Modified by
Kit 128-3055-3
The ignition is sequentially operated during engine starting.
Depressing the respective ENG START button energizes the
engine start control relay. Moving the thrust lever to IDLE dur-
ing start directs voltage from the battery charge bus through the
engine start control relay, thrust lever switch, and start ignition
fuse to the exciter. The L or R IGNITION operation light illumi-
nates, indicating that the exciter is receiving low voltage power,
until the ENG START DISENGAGE switch is depressed or the
ENG START SELECT switch is turned OFF at the completion
of the start.

September 2001
Powerplant
RK-221 and After or RK-118, RK-140 Thru RK-220 Modified

by Kit 128-3055-3
The ignition is continuously operated during engine starting.
Depressing the respective ENG START button energizes the
engine start control relay. This action directs voltage from the
battery charge bus through the engine start control relay, and
start ignition fuse to the exciter. The L or R IGNITION operation
light illuminates, indicating that the exciter is receiving low volt-
age power, until the ENG START DISENGAGE switch is
depressed or the ENG START SELECT switch is turned OFF
at the completion of the start.
Manual Mode
When the ignition switch is placed to the ON position, ignition
low voltage is supplied through the engine thrust lever switch
and the ignition circuit breaker to the exciter. The respective L
or R IGNITION operation light illuminates any time the ignition
is on and the thrust lever is not in cutoff. Power source is the
emergency bus in the left system or right load bus in the right
system.
Standby Mode
The IGNITION switch should normally remain in the STBY
position. Ignition low voltage power is supplied to the exciter
when the ENG ANTI-ICE switch is actuated or when the stall
warning ignition relay is energized.

September 2001
CAE SimuFlite
Engine Control
Power Controls
During normal operation, the engine power may be adjusted to
any setting between idle and Takeoff Rated Thrust (TRT). TRT
can be used for a maximum of 5 minutes. The ITT should not
exceed 700°C; the N1 should not exceed 104%; N2 should not
exceed 96%; and oil temperature and pressure should be in the
normal operating range of 10 to 121°C and 60 to 83 PSI,
respectively. Maximum continuous thrust has no time limit, but
the ITT is limited to 680°C. Oil temperature should be within 10
to 121°C. All other limits are the same as TRT. The minimum
idle speed with engine EFC ON is 52% N2; with engine EFC
OFF, it is 46% N2. In either case the CABIN PRESS switch is in
the BOTH position with the generator load below 50 amps. The
ITT should not exceed 580°C. During any acceleration, the ITT
should not exceed 700°C.
The thrust levers control engine thrust. Angular displacement of
the thrust lever is transformed into stroke displacement of the
cable connected to the engine fuel control. The thrust lever has
four detent positions: CUT OFF, IDLE, NORM TAKE OFF
(NORM T.O.) and TAKE OFF (T.O.). To move the thrust lever
from CUT OFF to IDLE or from IDLE back into CUT OFF, it is
necessary to pull up and move the levers over the detent on
airplanes without thrust reversers; or to pull up the detent
release lever and move the thrust levers over the detents on
airplanes with thrust reversers.
A friction lever is mounted on the left side of the pedestal adja-
cent to the thrust levers. The thrust levers may be fixed in any
position by moving the friction lever forward.

September 2001
Powerplant
Engine Synchronizer
CAUTION: The engine synchronizer must be off during

takeoff, landing, and single-engine operation.
The engine synchronizer automatically synchronizes either fan

or turbine speed of the slave engine to that of the master
engine. The speed of the slave (right) engine will follow
changes in the speed of the master (left) engine over a prede-
termined limited RPM range. This limited range prevents the
slave engine from losing more than a fixed amount of RPM in
case the master engine is shut down while the ENG SYNC
switch is in the FAN or TURBINE position. The engines should
be manually synchronized using the thrust lever and sound
(harmonic deviation) before turning the system on.
The three position ENG SYNC rotary switch is mounted on the
center pedestal and is marked FAN-OFF-TURBINE. This
selects the fan or turbine speed signal of each EFC, which will
cause the right engine RPM to slave to the left engine. When
the switch is turned ON, the ENG SYNC ON annunciator on the
right shroud panel will illuminate.
Engine Starting
Engine starts may be made using the airplane battery, external
power, generator assist, or by air starting. The starter-generator
operates as a starter until engine speed (N2) reaches approxi-
mately 35 to 40% RPM. At this time, the starter ceases to turn
the engine and the solenoid held ENG START button is auto-
matically released. As engine RPM increases, the starter-gen-
erator begins to function as a generator. The generator output
is automatically connected to the DC bus system when the
ENG START SELECT switch, located on the pedestal, is
placed to the OFF position.

September 2001
CAE SimuFlite
Battery Start
RK-118, RK-140 Thru RK-220 Not Modified by
Kit 128-3055-3
During a battery start, the BATTERY switch must be ON with
the battery supplying a minimum of 22 volts. Turn the ENG
EFC switch ON and select the engine (left or right) to be started
with the ENG START SELECT switch. Momentarily press the
respective ENG START button, then release. Verify illumination
of the ENG START button and the BOOST PUMP light and
monitor N2 RPM. At 8% N2 RPM, move the thrust lever to IDLE
and check that the IGNITION operation light illuminates. Moni-
tor N1, N2, ITT, and oil pressure during start.
RK-221 and After or RK-118, RK-140 Thru RK-220 Modified
by Kit 128-3055-3
The battery start for airplanes RK-221 and After or RK-118,
RK-140 Thru RK-220 Modified By Kit 128-3055-3 is identical to
airplanes RK-118, RK-140 Thru RK-220 Not Modified By Kit
128-3055-3. The only difference is the illumination of the IGNI-
TION operation light when the ENG START button is pressed.
External Power Start
An external power start may be accomplished by plugging in an
external power source capable of supplying 28V DC, 1,000-
1,500 amperes output. If both engines are to be started with
external power, the GEN RESET switches must be OFF during
start.

September 2001
Powerplant
Generator Assisted Start

Because the external power unit is automatically taken off-line
when a generator comes on-line, the second engine start is
normally powered by the battery with the operating generator
assisting even though external power is connected. The only
difference between a generator assisted start and a battery
only start is that the operating engine must have the MASTER
GEN switch in the NORM position, GEN RESET switch in the
NORM position and the engine N2 set at 52 to 54%.
CAUTION: During generator assisted starts do not start

the second engine until the operating generator's load is
below 150 amps.
Air Start
CAUTION: An air start should not be attempted if the

engine shutdown was due to obvious mechanical
difficulties.
Air starts can be accomplished by either a windmilling air start

or a starter assisted air start. Refer to Abnormal Procedures
Section in the FAA Approved Airplane Flight Manual for Air
Start procedures.
Engine Shutdown
Prior to engine shutdown, retard the thrust lever to IDLE and
observe the ITT indicator. Allow the engine to idle for a mini-
mum of 1 minute at the lowest stabilized, observed tempera-
ture, then place the thrust lever in the CUT OFF position. If the
engine is being shut down due to an emergency, the ITT need
not be stabilized.

September 2001
CAE SimuFlite
Thrust Reverser System

The thrust reverser is a hydraulically operated, four-bar linkage,
external target type system. It is mounted on the aft end of
each engine, forming the exhaust nozzle and the aft portion of
the nacelle when stowed. When deployed, the reverser doors
join behind the exhaust nozzle and direct the exhaust gas for-
ward over and under the nacelle. This provides a deceleration
force for ground braking. The thrust reverser system is
intended for ground operation only.
Normal Operation
The thrust reversers have two positions: stow and deploy. They
are stowed during takeoff and flight and may be deployed dur-
ing the landing ground roll.
Deployment is initiated by pulling the reverser levers, mounted
on the thrust levers, up and back when the thrust levers are in
the IDLE position. This action supplies hydraulic pressure
(1,500 PSI) to the deploy ports of the reverser actuators which
are mounted on the support casting on each side of the engine.
The hydraulic pressure retracts the actuator pistons and the
reverser carriage is pulled forward. This unlocks the linkage
mechanism, actuates the driver links, and moves the reverser
doors to their deployed position.
The hydraulic pressure supplied to the actuator deploy ports
also actuates a pressure switch in the system which closes at
200 PSI and opens at 100 PSI. The pressure switch transmits a
signal that illuminates the TR ARM annunciator located on the
shroud panel. The reverser carriage's forward movement
releases a normally closed thrust reverser stow limit switch (L
or R). This action transmits a signal to illuminate the UNLOCK
annunciator on the shroud panel. Upon full deployment of the
reverser doors, a deploy limit switch (L or R) actuates to illumi-
nate the DEPLOY annunciator on the shroud panel.

September 2001
Powerplant
When the deployment cycle is completed, 28V DC is supplied

through the deploy limit switch to the thrust interlock solenoid (L
or R) which releases the reverser lever interlock. The pilot may
then move the reverser lever(s) further upward, driving the
thrust linkage from IDLE to any desired reverse thrust setting.
NOTE: Maximum deploy cycle time after actuation of the

reverser lever is 1.6 seconds at 110 KCAS. An erroneous
sequence or a delay in the deploy cycle time denotes a
thrust reverser system failure. An inspection and mainte-
nance check should be conducted prior to further use of the
system.
Should a system failure actuate the deploy cycle with the thrust
levers set above the IDLE position, a thrust reverser feedback
subsystem will force the thrust linkage to the IDLE position. In
such a failure condition, the reverser lever is restrained in the
IDLE position by the thrust interlock.
To initiate the stow cycle, the reverser levers are pushed back
to their stow positions. This reverses the mechanism actuation,
returning the reverser doors to their stowed and locked posi-
tion. The DEPLOY, UNLOCK, and TR ARM annunciators will
sequentially extinguish during the stow cycle.
NOTE: Maximum stow cycle time after actuation of the

reverser lever is 5.0 seconds at 130 KCAS. Refer to Limita-
tions Section in the Approved Airplane Flight Manual for
stow limitations during flight.

September 2001
CAE SimuFlite
Emergency Stow Operation

Emergency stow switches are located on the shroud annuncia-
tor panel. They are used to stow the reversers in the event of a
failure in the primary thrust reverser control system. When an
EMER STOW switch is depressed, an isolation valve and con-
trol valve are energized to the stow position. Hydraulic pres-
sure is supplied to the actuator stow ports, causing the actuator
pistons to extend and drive the reverser doors to their stowed
position.
Should a thrust reverser door unlock condition occur in flight,
the entire affected emergency stow switch will illuminate pro-
viding a TR PUSH EMER STOW annunciation. When the
EMER STOW switch is pushed, the TR PUSH portion of the
annunciator will extinguish, indicating the thrust reversers’
doors are stowed. The EMER STOW annunciator will remain
illuminated as a reminder that the thrust reverser was stowed
using the emergency mode. If pushed again and the reverser
remains locked and stowed, the EMER STOW annunciator will
extinguish to show normal system operation.

September 2001
Flight Planning
Table of Contents
Frequent or Planned Destinations Record . . . . . . . . . . . 5-3
Flight Planning – General . . . . . . . . . . . . . . . . . . . . . . . . . 5-5

Takeoff Weight Determination . . . . . . . . . . . . . . . . . . . . . . . 5-5
Takeoff Profile
(One Engine Inoperative) . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Landing Weight Determination. . . . . . . . . . . . . . . . . . . . . . . 5-8
Landing Path Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Weight and Balance Determination . . . . . . . . . . . . . . . . . . 5-11
International Flight Planning . . . . . . . . . . . . . . . . . . . . . 5-13

Frequently Used International Terms . . . . . . . . . . . . . . . . . 5-13
International Operations Checklist. . . . . . . . . . . . . . . . . . . 5-15
ICAO Flight Plan Form Completion – Items 7-19 . . . . . . . 5-21
FAA Flight Plan Form Completion Instructions . . . . . . . . . 5-31
ICAO Weather Format . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
Aeronautical Lighting and Visual Aids . . . . . . . . . . . . . 5-38

Approach Light Systems (ALS) . . . . . . . . . . . . . . . . . . . . . 5-38
In-runway Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-39
Taxiway Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40

September 2001
CAE SimuFlite

September 2001
Flight Planning
Frequent or Planned Destinations Record

Airport Ident.
FBO Freq. Tel: ( )
Fax: ( )
Hotel Tel: ( )
Fax: ( )
Catering Tel: ( )
FSS Tel: ( )
Airport Ident.
FBO Freq. Tel: ( )
Fax: ( )
Hotel Tel: ( )
Fax: ( )
Catering Tel: ( )
FSS Tel: ( )
Airport Ident.
FBO Freq. Tel: ( )
Fax: ( )
Hotel Tel: ( )
Fax: ( )
Catering Tel: ( )
FSS Tel: ( )
Notes

September 2001
CAE SimuFlite
Airport Ident.
FBO Freq. Tel: ( )
Fax: ( )
Hotel Tel: ( )
Fax: ( )
Catering Tel: ( )
FSS Tel: ( )
Airport Ident.
FBO Freq. Tel: ( )
Fax: ( )
Hotel Tel: ( )
Fax: ( )
Catering Tel: ( )
FSS Tel: ( )
Airport Ident.
FBO Freq. Tel: ( )
Fax: ( )
Hotel Tel: ( )
Fax: ( )
Catering Tel: ( )
FSS Tel: ( )
Notes

September 2001
Flight Planning
Flight Planning – General

Takeoff Weight Determination
Charts in the Aircraft Flight Manual (AFM), Performance Sec-
tion V, facilitate determination of the maximum takeoff gross
weight permitted by FAR 25, as well as associated speeds and
flight paths.
The flow chart (Figure 5-1) on page 5-6 illustrates the steps to
determine appropriate takeoff weight.
Takeoff weight (Figure 5-2), page 5-7 is limited by the most
restrictive of the following:
 maximum certified takeoff weight
 maximum takeoff weight permitted by climb requirements
 takeoff field length.

September 2001
CAE SimuFlite
Takeoff Weight Determination Procedure

AIRCRAFT WEIGHT MEETS
RUNWAY CONDITION/LENGTH SIMPLIFIED YES TAKEOFF SPEEDS
ATMOSPHERIC CONDITIONS TAKEOFF AND POWER SETTING
CRITERIA
RECOMMENDED MINIMUM
TURNAROUND TIME NO
FINISHED
CHOOSE TAKEOFF FLAP SETTING

FIND THE MOST RESTRICTIVE
WEIGHT FOR THE FLAP SETTING
OBSTACLE CLEARANCE TAKEOFF FIELD LENGTH

MAXIMUM WEIGHT REQUIRED GRADIENT
PERMITTED BY CLIMB (COMPUTED)
REQUIREMENTS VS
NET CLIMB GRADIENT V1 VR V2 VENR
ANTI-ICE ON OR OFF? ANTI-ICE ON OR OFF?
NO ANTI-ICE/
RUNWAY GRADIENT
YES
TAKEOFF CORRECTION
FACTORS
ADJUSTED V1
ADJUSTED TAKEOFF
FIELD LENGTH
MAXIMUM COMPARE AND SELECT

STRUCTURAL LOWEST WEIGHT
WEIGHT LIMITS
TAKEOFF/GO-AROUND
THRUST SETTING
MAXIMUM CONTINOUS
THRUST SETTING
ANTI-ICE ON OR OFF?
5-1 FINISHED
B4CRH-FP001i

September 2001
Flight Planning
Takeoff Profile
One Engine Inoperative
TOTAL TAKEOFF PATH HORIZONTAL DISTANCE
1st
SEGMENT
2nd 3rd
TAKEOFF DISTANCE SEGMENT SEGMENT FINAL
(TRANSITION) SEGMENT
REFERENCE
ZERO 400 FT 1,500 FT
MINIMUM MINIMUM
GROUND ROLL
BRAKE GEAR UP
RELEASE V1 VR VLOF V2
35 FT
ENGINES BOTH ONE INOPERATIVE
MAX CONT.
THRUST TAKEOFF THRUST THRUST
AIRSPEED VARIABLE V2 VARIABLE VFTO
RETRACTION
LANDING
DOWN RETRACTED
GEAR
RETRACTION RETRACTED
FLAPS TAKEOFF SETTING
5-2

September 2001
CAE SimuFlite
Landing Weight Determination

Charts in the Airplane Flight Manual (AFM), Performance Sec-
tion V, facilitate determination of approach and landing climb
performance, landing field requirements, and approach speed
values.
The flow chart (Figure 5-4) on page 5-9 illustrates the steps to
determine maximum allowable landing gross weight.
Landing Path Profile

The maximum allowable landing weight (Figure 5-3) is limited
by the most restrictive of the following:
 maximum certified landing weight
 maximum landing weight permitted by climb requirements or
brake energy
 landing distance.
CLIMB
BALKED LANDING
(ALL ENGINE)
CLIMB ONE
ENGINE
VREF = 1.3VSO INOPERATIVE
50 FT
LANDING DISTANCE
BRAKE
THRESHOLD ENERGY
EFFECTIVE RUNWAY LENGTH
5-3 B4CRH-FP003i

September 2001
Flight Planning
Landing Weight Determination Procedure
AIRCRAFT WEIGHT
RUNWAY CONDITION/LENGTH
ATMOSPHERIC CONDITIONS
MAXIMUM LANDING LANDING DISTANCE

WEIGHT PERMITTED BY
CLIMB REQUIREMENTS
OR BRAKE ENERGY OBTAIN VREF AND VAC (VAPP)
ANTI-ICE ON OR OFF?
NO
RUNWAY GRADIENT
YES
APPLY LANDING
DISTANCE CORRECTION
FACTOR
STRUCTURAL COMPARE AND SELECT

WEIGHT LIMITS LOWEST WEIGHT
TAKEOFF/GO-AROUND
THRUST SETTING
ANTI-ICE ON OR OFF?
FINISHED
5-4
B4CRH-FP004i

September 2001
CAE SimuFlite
Weight and Balance Schedule

Weight CG MOM/100 C.G.
Line Item
(LB) (IN) (LB/IN) (%MAC)
Pilot
Copilot
Passenger 1
Passenger 2
Passenger 3
Passenger 4
Passenger 5
Passenger 6
Passenger 7
Subtotal
Baggage
Baggage
Galley Cabinet
Aft Fuselage
Subtotal
Cabinet and Provisions
Galley
Map Case
Phone/Ice Chest/
Storage
Vanity
Subtotal
Total

September 2001
Flight Planning
Weight and Balance Determination

To determine that an aircraft is within and remains within the
gross weight and center of gravity limitations, follow the steps
below to complete a loading schedule. Refer to the Weight and
Balance Manual for loading tables and weight and balance data
sheets.
1. Enter crew and passenger weights; use the Crew and Pas-
senger Loading Table to determine the moment for each
load station.
2. Enter weights for baggage loading the nose, aft cabin, and
tailcone compartments. Use the Baggage Loading Table to
determine the moments for baggage loading in these
areas.
3. Enter cabinet contents weight; use the Cabinet Loading
Table to determine the cabinet contents moment.
4. Total the payload items and enter the totals on the loading
form in two places: at the bottom of the left Payload Com-
putations section and on row 2 of the right section.
5. Enter the basic empty weight and moment; obtain these fig-
ures from the latest aircraft weighing form or the latest
weight and balance form.
6. Add the basic empty weight and moment to payload weight
and moment; enter the total, which is zero fuel weight, in
row 3.
7. Determine the zero fuel weight center of gravity; divide
moment by weight and multiply by 100. Check approved
zero fuel weight CG limits in next column or use the CG
Envelope Limits Graph.
8. Use the Fuel Loading Table to determine the moment for
the amount of fuel being loaded for the flight; enter the fuel
loading weight and moment.

September 2001
CAE SimuFlite
9. Add zero fuel weight and fuel loading to obtain ramp

weight. Check maximum ramp weight limits on the CG
Envelope Limit Graph.
10. Subtract the fuel and moment used for taxi (assume a stan-
dard 200-pound burn off). Determine the taxi fuel moment
by computing the difference in moments of fuel loaded and
fuel remaining on board after taxi. Check the takeoff weight
and moment for approved limits; divide the moment by the
weight and multiply by 100. Check approved zero fuel
weight CG limits in next column or use the CG Envelope
Limits Graph.
11. Determine the estimated fuel to destination weight. Deter-
mine the fuel to destination moment, which is the difference
in moments of fuel remaining after taxi and the fuel remain-
ing after reaching destination.
12. To determine landing weight and moment, subtract the fuel
to destination weight and moment from takeoff weight and
moment. Check these totals for approved limits; divide
moment by weight and multiply by 100. Check approved
landing weight CG limits in next column or use the CG
Envelope Limits Graph.

September 2001
Flight Planning
International Flight Planning

Frequently Used International Terms
International Term Explanation
ACC Area Control Center
ADCUS Advise Customs
AFIL Air-Filed ICAO Flight Plan
ARINC Aeronautical Radio Inc.
ATS Air Traffic Services
BERNA Swiss Radio Service
DEC General Declaration (customs)
ETP Equal Time Point (navigation)
FIC Flight Information Center
FIR Flight Information Region
GCA Ground Controlled Approach
GEOMETER A clear plastic attachment to a globe that
aids in making surface measurements and
determining points on the globe
IATA International Air Traffic Association
ICAO International Civil Aviation Organization
MET See METAR
METAR Routine Aviation Weather Reports
MNPS Minimum Navigation Performance
Specifications
NAT North Atlantic
NOPAC North Pacific

September 2001
CAE SimuFlite
International Term Explanation

OAG Official Airline Guide
OKTA Measure of cloud cover in eighths (five
OKTAs constitute a ceiling)
OTS Organized Track Structure
PPO Prior Permission Only
PSR Point of Safe Return (navigation)
QFE Used in some nations; an altimeter setting
that causes the altimeter to read zero feet
when on the ground
QNE Altimeter setting used at or above
transition altitude (FL 180 in US); this
setting is always 29.92
QNH Altimeter setting that causes altimeter to
read field elevation on the ground
SITA Societe Internationale de
Telecommunications Aeronautiques;
international organization provides global
telecommunications network information to
the air transport industry
SPECI Aviation selected special WX reports
SSR Secondary Surveillance Radar
TAF Terminal Airdrome Forecast
UIR Upper Information Region
UTA Upper Control Area
WWV/WWVH Time and frequency standard broadcast
stations

September 2001
Flight Planning
International Operations Checklist

Aircrews are required to carry all appropriate FAA licenses and
at least an FCC Restricted Radio Telephone Operations
license. In addition, passport, visas, and an International Certif-
icate of Vaccination are often required. The International Flight
Information Manual (IFIM) specifies passport, inoculation and
visa requirements for entry to each country.
The IFIM is a collection of data from Aeronautical Information
Publications (AlP) published by the civil aviation authorities
(CAA) of various countries.
The following detailed checklist should be helpful in establish-
ing international operations requirements and procedures. You
may want to use it to prepare your own customized checklist for
your organization's planned destinations.
I. DOCUMENTATION
PERSONNEL, CREW
 Airman's certificates
 Physical
 Passport
 Extra photos
 Visa
 Tourist card
 Proof of citizenship (not driver's license)
 Immunization records
 Traveler's checks
 Credit cards
 Cash
 Passenger manifest (full name, passport no.)
 Trip itinerary
 International driver's license

September 2001
CAE SimuFlite
AIRCRAFT
 Airworthiness certificate
 Registration
 Radio licenses
 MNPS certification
 Aircraft flight manual
 Maintenance records
 Certificates of insurance (US military and foreign)
 Import papers (for aircraft of foreign manufacture)
II. OPERATIONS
PERMITS
 Flight authorization letter
 Overflights
 Landing
 Advance notice
 Export licenses (navigation equipment)
 Military
 Customs overflight
 Customs landing rights
SERVICES
Inspection
 Customs forms
 Immigrations
 Agricultural (disinfectant)
Ground
 Handling agents
 FBOs
 Fuel (credit cards, carnets)

September 2001
Flight Planning
 Maintenance
 Flyaway kit (spares)
 Fuel contamination check
Financial
 Credit cards
 Carnets
 Letters of credit
 Banks
 Servicing air carriers
 Handling
 Fuelers
 Traveler's checks
 Cash
COMMUNICATIONS
Equipment
 VHF
 UHF
 HF SSB
 Headphones
 Portables (ELTs, etc.)
 Spares
Agreements
 ARINC
 BERNA (Switzerland)
 SITA
 Stockholm

September 2001
CAE SimuFlite
NAVIGATION
Equipment
 VOR
 DME
 ADF
 Inertial
 VLF/OMEGA
 LORAN
 GPS
Publications
 Onboard computer (update)
 En route charts (VFR, IFR)
 Plotting charts
 Approach charts (area, terminal)
 NAT message (current)
 Flight plans
 Blank flight plans
III. OTHER PUBLICATIONS
 Operations manual
 International Flight Information Manual
 Maintenance manuals
 Manufacturer's sources
 World Aviation Directory
 Interavia ABC
 Airports International Directory
 MNPS/NOPAC
 Customs Guide

September 2001
Flight Planning
IV. SURVIVAL EQUIPMENT

 Area survival kit (with text)
 Medical kit (with text)
 Emergency locator transmitter
 Flotation equipment
 Raft
 Life Jackets
V. FACILITATION AIDS
 US Department of State
 US Department of Commerce
 US Customs Service
 National Flight Data Center (FAA) Notams
 FAA Office of International Aviation
 FAA Aviation Security
VI. OTHER CONSIDERATIONS
 Preflight planner
 Aircraft locks
 Spare keys
 Security devices
 Commissary supplies
 Electrical adapters (razors, etc.)
 Ground transportation
 Hotel reservations
 NBAA International Feedback cards
 Catering
 WX service
 Reservations
 Slot times

September 2001
Beechjet 400A
September 2001
ICAO International Flight Plan Form

AIR TRAFFIC SERVICES SERVICES DE LA CIRCULATION AERIENNE
ICAO FLIGHT PLAN OACI PLAN DE VOL
PRIORITY / PRIORITE ADRESSEE(S) / DESTINATAIRE(S)
FF
FILING TIME / HEURE DE DEPOT ORIGINATOR / EXPEDITEUR
SPECIFIC IDENTIFICATION OF ADDRESSEE(S) AND/OR ORIGINATOR / IDENTIFICATION PRECISE DU9DES0 DESTINATAIRE(S) ET/OU DE L'EXPEDITEUR
MESSAGE / TYPE DE MESSAGE AIRCRAFT IDENTIFICATION / IDENTIFICATION DE L'AERONEF FLIGHT RULES / REGLES DE VOL TYPE OF FLIGHT / TYPE DE VOL
7 8
WAKE TURBULENCE CAT
NUMBER / NOMBRE TYPE OF AIRCRAFT / TYPE D'AERONEF CAT. DE TURBULENCE DE SILLAGE EQUIPMENT / EQUIPMENENT
9
10
DEPARTURE AERODROME / AERODROME DE DEPART TIME / HEURE
13
CRUSING SPEED
VITESSE CROISIERE LEVEL / NIVEAU ROUTE / ROUTE
15
TOTAL EFT / DUREE TOTALE ESTIMEE
DESTINATION AERODROME ALTN AERODROME 2ND ALTN AERODROME
16 AERODROME DE DESTINATION HR. MIN. AERODROME DE DEGAGEMENT 2EME AERODROME DE DEGAGEMENT
18 OTHER INFORMATION / RESEIGNEMENTS DIVERS
SUPPLEMENTARY INFORMATION (NOT TO BE TRANSMITTED IN FPL MESSAGES)
RENSEIGMNEMENTS COMPLEMENTAIRES (A NE PAS TRANSMETTRE DANS LES MESSAGES SE PLAN DE VOL DEPOSE)
19 ENEURANCE / AUTONOMIE EMERGENCY RADIO / RADIO DE SECOURS
HR. MIN. PERSONS ON BOARD / PERSONNES A BORD UHF VHF ELBA
E P R U V E
SURVIVAL EQUIPMENT / EQUIPEMENT DE SURVIE JACKETS / GILETS DE SAUVETAGE
POLAR DESERT MARITIME JUNGLE LIGHT FLUORES
POLAIRE DESERT MARITIME JUNGLE LAMPE FLUORES UHF VHF
S P D M J J L F U V
DINGHIES / CANOTS
NUMBER CAPACITY COVER COLOR
NUMBRE CAPACITE COUVERTURE COULEUR
D C
AIRCRAFT COLOUR AND MARKINGS / COUEUR ET MARQUES DE L'AERONEF
A
REMARKS / REMARQUES
N
PILOT-IN-COMMAND / PILOTE COMMANDANT DE BORD
C )
FILED BY / DEPOSE PAR SPACE RESERVED FOR ADDITIONAL REQUIREMENTS / ESPACE RESERVE A DES FINS SUPPLEMENTAIRES
CAE SimuFlite
B4CRH-FP005i
5-20
Flight Planning
ICAO Flight Plan Form Completion –

Items 7-19
Complete all ICAO flight plans prior to departure. Although the
ICAO flight plan form is printed in numerous languages, the for-
mat is always the same.
Always enter cruising speed and cruising level as a group. In
the body of the flight plan form, if one item changes, the other
item must be re-entered to keep speed and level a matched
pair.
Always enter latitude and longitude as 7 or 11 characters. If
entering minutes of one, enter minutes of the other as well,
even if zeros.
Significant points should not be more than one hour apart.
Consider entering overflight/landing permissions after RMK/ in
Item 18.
Item 7: Aircraft Identification
(7 characters maximum)
Insert (A) the aircraft registration marking or (B) aircraft operat-
ing agency ICAO designator, followed by the flight identification.
A. lnsert only the aircraft registration marking (e.g., EIAKO,
4XBCD, N2567GA) if one of the following is true:

the aircraft's radiotelephony call sign consists of the air-
craft registration marking alone (e.g., OOTEK)

the registration marking is preceded by the ICAO tele-
phone designator for the aircraft operating agency (e.g.,
SABENA OOTEK)

the aircraft is not equipped with radio.

September 2001
CAE SimuFlite
B. lnsert the ICAO designator for the aircraft operating agency,

followed by the flight identification (e.g., KL511, WT214,
K7123, JH25) if the aircraft's radiotelephony call sign con-
sists of the ICAO telephony designator for the operating
agency, followed by the flight identification (e.g. KLM 511,
NIGERIA 213, KILO UNIFORM 123, JULIETT HOTEL 25).
Item 8: Flight Rules and Type of Flight
(1 or 2 characters)
Flight Rules: Insert one of the following letters to denote the
intended flight rules category:
I if IFR
V if VFR
Y if IFR first*
Z if VFR first*
*Note: Specify in Item 15 (Route) the point(s) where a
flight rules change is planned.
Type of Flight: Insert one of the following letters to denote the
type of flight when so required by the appropriate ATS authority:
S if scheduled air service
N if non-scheduled air transport operation
G if general aviation
M if military
X if other than the above
Item 9: Number (1 or 2 characters) and Type of Air-
craft (2 to 4 characters) and Wake Turbulence Cate-
gory (1 character)
Number of Aircraft: Insert number of aircraft if more than one.
Type of Aircraft: Insert the appropriate designator as specified
in ICAO Doc 8643, Aircraft Type Designators. If no such desig-
nator has been assigned, or in case of formation flight compris-
ing more than one aircraft type, insert ZZZZ, then specify in Item
18 the number(s) and type(s) of aircraft, preceded by TYP/.

September 2001
Flight Planning
Wake Turbulence Category: Insert / + H, M, or L:

/H Heavy – maximum certificated T/O mass of 136,000 kg
(300,000 Ib) or more
/M Medium – maximum certificated T/O mass of less than
136,000 kg but more than 7,000 kg (between 15,500
and 300,000 lb)
/L Light – maximum certificated T/O mass of 7,000 kg or
less (15,500 Ib)
Item 10: Equipment
Radio Communication, Navigation, and Approach Aid
Equipment: Insert one of the following letters:
N if COMM/NAV/approach aid equipment is not carried or
is inoperative.
S if standard COMM/NAV/approach aid equipment (VHF
RTF, ADF, VOR, ILS, or equipment prescribed by ATS
authority) is on board and operative;
and/or insert one of the following letters to indicate corresponding
COMM/NAV/approach aid equipment is available and operative:
A not allocated O VOR
B not allocated P not allocated
C LORAN C Q not allocated
D DME R RNP type certification
E not allocated
F ADF T TACN
G (GNSS) U UHF RTF
H HF RTF V VHF RTF
I Inertial Navigation W when prescribed by ATS
J (Data Link) X when prescribed by ATS
K (MLS) Y when prescribed by ATS
L ILS Z Other (specify in Item 18)
M Omega

September 2001
CAE SimuFlite
SSR Equipment: Insert one of the following letters to describe

the operative SSR equipment on board:
N None
A Transponder Mode A (4 digits – 4096 codes)
C Transponder Mode A and Mode C
X Transponder Mode S without aircraft ID or pressure alti-
tude transmission
P Transponder Mode S with pressure altitude transmis-
sion, but without aircraft ID transmission
I Transponder Mode S with aircraft ID transmission, but
without pressure-altitude transmission
S Transponder Mode S with both pressure-altitude and air-
craft ID transmission.
Item 13: Departure Aerodrome (4 characters) and
Time (4 characters)
Departure Aerodrome: Insert one of the following:

ICAO four-letter location indicator of the departure aerodrome.

If no location indicator assigned, insert ZZZZ, then specify in
Item 18 the name of the aerodrome, preceded by DEP/.

If flight plan submitted while in-flight, insert AFIL, then spec-
ify in Item 18 the four-letter location indicator of the ATS unit
from which supplementary flight plan data can be obtained,
preceded by DEP/.
Time: Insert one of the following:

for a flight plan submitted before departure: the estimated
off-block time
 for a flight plan submitted while in-flight: the actual or esti-
mated time over the first point of the route to which the flight
plan applies.

September 2001
Flight Planning
Item 15: Cruising Speed (5 characters), Cruising

Level (5 characters), and Route
Cruising Speed: Insert the true air speed for the first or whole
cruising portion of the flight in one of the following forms:
 Kilometers per hour: K + 4 figures (e.g., K0830)
 Knots: N + 4 figures (e.g., N0485)

Mach number: M + 3 figures (e.g., M082) if prescribed by ATS.
Cruising Level: Insert the planned cruising level for the first or
whole portion of the planned route using one of the following
forms:
 Flight level: F + 3 figures (e.g., F085; F330)
 Standard metric level in tens of metres: S + 4 figures (e.g.,
S1130) if prescribed by ATS.
 Altitude in hundreds of feet: A + 3 figures (e.g., A045; A100)
 Altitude in tens of metres: M + 4 figures (e.g., M0840)
 For uncontrolled VFR flights: VFR.
Route: Include changes of speed, level, and/or flight rules.
For flights along designated ATS routes:
 If the departure aerodrome is on or connected to the ATS
route, insert the designator of the first ATS route.

If the departure aerodrome is not on or connected to the
ATS route, insert the letters DCT followed by the point of
joining the first ATS route, followed by the designator of the
ATS route.
 Insert each point at which a change of speed, change of
level, change of ATS route, and/or a change of flight rules is
planned. For a transition between lower and upper ATS
routes oriented in the same direction, do not insert the point
of transition.

In each case, follow with the designator of the next ATS route
segment even if it is the same as the previous one (or with
DCT if the flight to the next point is outside a designated route),
unless both points are defined by geographical coordinates.

September 2001
CAE SimuFlite
Flights outside designated ATS routes:

 Insert points not normally more than 30 minutes flying time
or 200 nautical miles apart, including each point at which a
change of speed or level, a change of track, or a change of
flight rules is planned.
 When required by ATS, define the track of flights operating
predominantly in an east-west direction between 70 degrees
North and 70 degrees South by reference to significant
points formed by the intersections of half or whole degrees
of latitude with meridians spaced at intervals of 10 degrees
of longitude.
 For flights operating in areas outside those latitudes, define
the tracks by significant points formed by the intersection of
parallels of latitude with meridians normally spaced not to
exceed one hour's flight time. Establish additional significant
points as deemed necessary.
For flights operating predominantly in a north-south
direction, define tracks by reference to significant points
formed by the intersection of whole degrees of longitude
with specified parallels of latitude that are spaced at 5
degrees.
 Insert DCT between successive points, unless both points are
defined by geographical coordinates or bearing and distance.
Examples of Route Sub-entries
Enter a space between each sub-entry.
1. ATS route (2 to 7 characters): BCN1, B1, R14, KODAP2A
2. Significant point (2 to 11 characters): LN, MAY, HADDY
 degrees only (7 characters – insert zeros, if necessary):
46N078W

degrees and minutes (11 characters – insert zeros if nec-
essary): 4620N07805W

September 2001
Flight Planning
 bearing and distance from navigation aid (NAV aid ID [2

to 3 characters] + bearing and distance from the NAV aid
[6 characters – insert zeros if necessary]): a point 180
magnetic at a distance of 40 nautical miles from VOR
“DUB” = DUB180040
3. Change of speed or level (max 21 characters):
insert point of change/cruising speed and level – LN/
N0284A045, MAY/N0305F180, HADDY/N0420F330,
DUB180040/M084F350
4. Change of flight rules (max 3 characters):
Insert point of change (space) change to IFR or VFR – LN
VFR, LN/N0284A050 IFR
5. Cruise climb (max 28 characters)
insert C/point to start climb/climb speed/levels –
C/48N050W / M082F290F350
C/48N050W / M082F290PLUS
C/52N050W / M220F580F620
Item 16: Destination Aerodrome (4 characters),
Total Estimated Elapsed Time (EET, 4 characters),
Alternate Aerodrome(s) (4 characters)
Destination aerodrome: insert ICAO four-letter location indica-
tor. If no indicator assigned, insert ZZZZ.
Total EET: insert accumulated estimated elapsed time. If no
location indicator assigned, specify in Item 18 the name of the
aerodrome, preceded by DEST/.
Alternate aerodrome(s): insert ICAO four-letter location indica-
tor. If no indicator assigned to alternate, insert ZZZZ and spec-
ify in Item 18 the name of the alternate aerodrome, preceded
by ALTN/.

September 2001
CAE SimuFlite
Item 18: Other Information

This section may be used to record specific information as
required by appropriate ATS authority or per regional air navi-
gation agreements. Insert the appropriate indicator followed by
an oblique stroke (/) and the necessary information. See exam-
ples below.
 Estimated elapsed time/significant points or FIR boundary
designators: EET/CAP0745, XYZ0830.
 Revised destination aerodrome route details/ICAO aero-
drome location indicator: RIF/DTA HEC KLAX. (Revised
route subject to re-clearance in flight.)
 Aircraft registration markings, if different from aircraft I.D. in
Item 7: REG/N1234.
 SELCAL code: SEL/_____.
 Operator's name, if not obvious from the aircraft I.D. in Item
7: OPR/_____.
 Reason for special handling by ATS (e.g., hospital aircraft,
one-engine inoperative): STS/HOSP, STS/ONE ENG INOP.
 As explained in Item 9: TYP/_____.
 Aircraft performance data: PER/_____.
 Communication equipment significant data: COM/UHF Only.

Navigation equipment significant data: NAV/INS.
 As explained in Item 13: DEP/_____.
 As explained in Item 16: DEST/_____, or ALTN/_____.

Other remarks as required by ATS or deemed necessary:
RMK/_____.

September 2001
Flight Planning
Item 19: Supplementary Information

Endurance: insert fuel endurance in hours and minutes.
Persons on Board: insert total persons on board, including pas-
sengers and crew. If unknown at time of filing, insert TBN (to be
notified).
Emergency Radio, Survival Equipment, Jackets, Dinghies:
cross out letter indicators of all items not available; complete
blanks as required for items available. (Jackets: L = life jackets
with lights, J = life jackets with fluorescein).
ICAO Position Reporting Format
Outside the US, position reports are required unless specifi-
cally waived by the controlling agency.
Initial Contact (Frequency Change)
1. Call sign.
2. Flight level (if not level, report climbing to or descending to
cleared altitude).
3. Estimating (next position) at (time) GMT.
Position Report
1. Call sign.
2. Position (if position in doubt, use phonetic identifier. For
oceanic reports, first report the latitude, then the longitude
(e.g., 50N 60W).
3. Time (GMT) or (UST).
4. Altitude or flight level (if not level, report climbing to or
descending to altitude).
5. Next position.
6. Estimated elapsed time (EET).

September 2001
5-30
US DEPARTMENT OF TRANSPORTATION TIME STARTED SPECIALIST
FEDERAL AVIATION ADMINISTRATION (FAA USE ONLY) PILOT BRIEFING VNR INITIALS
FLIGHT PLAN STOPOVER

1. TYPE 2. AIRCRAFT 3. AIRCRAFT TYPE/ 4. TRUE 5. DEPARTURE POINT 6. DEPARTURE TIME 7. CRUSING
IDENTIFICATION SPECIAL EQUIPMENT AIRSPEED ALTITUDE
VFR PROPOSED (Z) ACTUAL (Z)
IFR
DVFR
8. ROUTE OF FLIGHT
CAE SimuFlite
FAA Flight Plan Form
9. DESTINATION (Name of airport 10. EST TIME ENROUTE 11. REMARKS

and city)
HOURS MINUTES
12. FUEL ON BOARD 13. ALTERNATE AIRPORT(S) 14. PILOTS NAME, ADDRESS & TELEPHONE NUMBER & AIRCRAFT HOME BASE 15. NUMBER

ABOARD
HOURS MINUTES
17. DESTINATION CONTACT / TELEPHONE (OPTIONAL)
18. COLOR OF AIRCRAFT CIVIL AIRCRAFT PILOTS. FAR Part 91 requires you to file an IFR flight plan to operate under instrument flight rules in
controlled airspace. Failure to file could result in civil penality not to exceed $1,000 for each violation (Section 901 of the
Federal Aviation Act of 1956, as amended). Filing of a VFR flight plan is recomended as a good operating practice. See also
Part 99 for requirements concerning DVFR flight plans.
FAA Form 7233-1 (8-82) CLOSE VFR FLIGHT PLAN WITH_________________FSS ON ARRIVAL
B4CRH-FP006i
September 2001
Beechjet 400A
Flight Planning
FAA Flight Plan Form

Completion Instructions
Block 1 Check the type of flight plan. Check both the VFR
and IFR blocks if composite VFR/IFR.
Block 2 Enter your complete aircraft identification, including
the prefix “N”, if applicable.
Block 3 Enter the designator for the aircraft, or if unknown,
the aircraft manufacturer's name.
When filing an IFR flight plan for a TCAS equipped
aircraft, add the prefix T for TCAS.
Example: T/G4/R.
When filing an IFR flight plan for flight in an aircraft
equipped with a radar beacon transponder, DME
equipment, TACAN-only equipment or a comb-
ination of both, identify equipment capability by
adding a suffix to the AIRCRAFT TYPE, preceded
by a slant (/) as follows:
/X no transponder
/T transponder with no altitude encoding capability
/U transponder with altitude encoding capability
/D DME, but no transponder
/B DME and transponder, but no altitude encoding
capability
/A DME and transponder with altitude encoding
capability
/M TACAN only, but no transponder
/N TACAN only and transponder, but with no altitude
encoding capability
/P TACAN only and transponder with altitude
encoding capability
/C RNAV and transponder, but with no altitude
encoding

September 2001
CAE SimuFlite
/R RNAV and transponder with altitude encoding

capability
/W RNAV but no transponder
/G Global Positioning System (GPS)/Global Nav-
igation Satellite System (GNSS) equipped aircraft
with oceanic, en route, terminal, and GPS
approach capability.
/E Flight Management System (FMS) with baro-
metric vertical navigation (VNAV), oceanic,
en route, terminal, and approach capability.
Equipment requirements are:
(a) Dual FMS which meets the specifications of
AC25-15, Approval of Flight Management
Systems in Transport Category Airplanes;
AC20-129, Airworthiness Approval of
Vertical Navigation (VNAV) Systems for use
in the US National Airspace System (NAS)
and Alaska; AC20-130, Airworthiness
Approval of Multi-Sensor Navigation
Systems for use in the US National Airspace
System (NAS) and Alaska; or equivalent
criteria as approved by Flight Standards.
(b) A flight director and autopilot control system
capable of following the lateral and vertical
FMS flight path.
(c) At least dual inertial reference units (IRUs).
(d) A database containing the waypoints and
speed/altitude constraints for the route and/
or procedure to be flown that is automatically
loaded into the FMS flight plan.
(e) An electronic map.
/F A single FMS with barometric VNAV, en route,
terminal, and approach capability that meets the
equipment requirements of /E (a) above.

September 2001
Flight Planning
Block 4 Enter your true airspeed (TAS).

Block 5 Enter the departure airport identifier code, or if code
is unknown, the name of the airport.
Block 6 Enter the proposed departure time in coordinated
universal time (UTC). If airborne, specify the actual
or proposed departure time as appropriate.
Block 7 Enter the appropriate IFR altitude (to assist the
briefer in providing weather and wind information).
Block 8 Define the route of flight by using NAVAID identifier
codes, airways, jet routes, and waypoints.
Block 9 Enter the destination airport identifier code, or if
unknown, the airport name. Include the city name
(or even the state name) if needed for clarity.
Block 10 Enter estimated time en route in hours and minutes.
Block 11 Enter only those remarks pertinent to ATC or to the
clarification of other flight plan information, such as
the appropriate call sign associated with the
designator filed in Block 2 or ADCUS.
Block 12 Specify the fuel on board in hours and minutes.
Block 13 Specify an alternate airport, if desired or required.
Block 14 Enter the complete name, address, and telephone
number of the pilot in command. Enter sufficient
information to identify home base, airport, or
operator. This information is essential for search
and rescue operations.
Block 15 Enter total number of persons on board (POB),
including crew.
Block 16 Enter the aircraft's predominant colors.

September 2001
CAE SimuFlite
Block 17 Record the FSS name for closing the flight plan. If
the flight plan is closed with a different FSS or
facility, state the recorded FSS name that would
normally have closed your flight plan. Information
transmitted to the destination FSS consists only of
that in Blocks 3, 9, and 10. Estimated time en route
(ETE) will be converted to the correct estimated
time of arrival (ETA).
Optional Record a destination telephone number to assist
search and rescue contact should you fail to report
or cancel your flight plan within ½ hour after your
estimated time of arrival (ETA).

September 2001
Flight Planning
ICAO Weather Format

(Sample METAR)
A routine aviation weather report on observed weather, or
METAR, is issued at hourly or half-hourly intervals. A special
weather report on observed weather, or SPECI, is issued when
certain criteria are met. Both METAR and SPECI use the same
codes.
A forecast highly likely to occur, or TREND, covers a period of
two hours from the time of the observation. A TREND forecast
indicates significant changes in respect to one or more of the
following elements: surface wind, visibility, weather, or clouds.
TREND forecasts use many of the same codes as TAFs.
Most foreign countries may append a TREND to a METAR or
SPECI. In the US, however, a TREND is not included in a
METAR or SPECI.
The following example indicates how to read a METAR.
KHPN 201955Z 22015G25KT 2SM
R22L/1000FT TSRA OVC010CB 18/16 A2990
RERAB25 BECMG 2200 24035G55
KHPN. ICAO location indicator.
201955Z. Date and time of issuance. METARs are issued
hourly.
22015G25KT. Surface wind (same as TAF). If the first three
digits are VAR, the wind is variable with wind speed following. If
direction varies 60 degrees or more during the 10 minutes
immediately preceding the observation, the two extreme direc-
tions are indicated with the letter V inserted between them
(e.g., 280V350).
NOTE: G must vary 10 kt or greater to report gust.

September 2001
CAE SimuFlite
2SM. Prevailing horizontal visibility in statute miles. In the US,

issued in statute miles with the appropriate suffix (SM)
appended. When a marked directional variation exists, the
reported minimum visibility is followed by one of the eight com-
pass points to indicate the direction (e.g., 2SMNE).
R22L/1000FT. The runway visual range group. The letter R
begins the group and is followed by the runway description
(22L). The range in feet follows the slant bar (1000FT). In other
countries range is in meters and no suffix is used.
TSRA OVC010CB. Thunderstorms (TS) and rain (RA) with an
overcast layer at 1,000 ft and cumulonimbus clouds.
NOTE: More than one cloud layer may be reported.
18/16. Temperatures in degrees Celsius. The first two digits

(18) are observed air temperature; the last two digits (16) are
dew point temperature. A temperature below zero is reported
with a minus (M) prefix code (e.g., M06).
A2990. Altimeter setting. In the US, A is followed by inches and
hundredths; in most other countries, Q is followed by hectopas-
cals (i.e., millibars).
RERAB25. Recent operationally significant condition. A two
letter code for recent (RE) is followed by a two letter code for
the condition (e.g., RA for rain). A code for beginning or ending
(B or E) and a two-digit time in minutes during the previous
hour. When local circumstances also warrant, wind shear may
also be indicated (e.g., WS LDG RWY 22).
NOTE: A remark (RMK) code is used in the US to precede

supplementary data of recent operationally significant
weather.
NOTE: RMK [SLP 013] breaks down SEA LVL press to

nearest tenth (e.g., 1001.3 reported as SLP 013).

September 2001
Flight Planning
BECMG AT 2200 24035G55. A TREND forecast. The becom-

ing code (BECMG) is followed by a when sequence (AT 2200)
and the expected change (e.g., surface winds at 240 degrees
true at 35 kt with gusts up to 55 kt).
NOTE: For more information on METAR/TAF, consult the

FAA brochure “New Aviation Weather Format METAR/TAF”.
Copies may be obtained by writing to: FAA/ASY-20, 400 7th
Street, S.W. Washington, DC 20590.

September 2001
CAE SimuFlite
Aeronautical Lighting and Visual

Aids
Approach Light Systems (ALS)
ALS provide the basic means to transition from instrument flight
to visual flight for landing. Operational requirements dictate the
sophistication and configuration of the approach light system
for a particular runway.
ALS are a configuration of signal lights starting at the landing
threshold and extending into the approach area to a distance of
2400-3000 feet for precision instrument runways and 1400-
1500 feet for nonprecision instrument runways. Some systems
include sequenced flashing lights which appear to the pilot as a
ball of light traveling towards the runway at high speed (twice a
second).

September 2001
Flight Planning
In-runway Lighting
Runway Centerline Lighting System (RCLS). Runway cen-
terline lights are installed on some precision approach runways
to facilitate landing under adverse visibility conditions. They are
located along the runway centerline and are spaced at 50-foot
intervals. When viewed from the landing threshold, the runway
centerline lights are white until the last 3,000 feet of the runway.
The white lights begin to alternate with red for the next 2,000
feet, and for the last 1,000 feet of the runway, all centerline
lights are red.
Touchdown Zone Lights (TDZL). Touchdown zone lights are
installed on some precision approach runways to indicate the
touchdown zone when landing under adverse visibility condi-
tions. They consist of two rows of transverse light bars dis-
posed symmetrically about the runway centerline. The system
consists of steady-burning white lights which start 100 feet
beyond the landing threshold and extend to 3,000 feet beyond
the landing threshold or to the midpoint of the runway, which-
ever is less.
Taxiway Lead-Off Lights. Taxiway lead-off lights extend from
the runway centerline to a point on an exit taxiway to expedite
movement of aircraft from the runway. These lights alternate
green and yellow from the runway centerline to the runway
holding position or the ILS/MLS critical area, as appropriate.
Land and Hold Short Lights. Land and hold short lights are
used to indicate the hold short point on certain runways which
are approved for Land and Hold Short Operations (LAHSO).
Land and hold short lights consist of a row of pulsing white
lights installed across the runway at the hold short point. Where
installed, the lights will be on anytime that LAHSO is in effect.
These lights will be off when LAHSO is not in effect.

September 2001
CAE SimuFlite
Taxiway Lights
Taxiway Edge Lights. Taxiway edge lights are used to outline
the edges of taxiways during periods of darkness or restricted
visibility conditions. These fixtures emit blue light.
NOTE: At most major airports these lights have variable

intensity settings and may be adjusted at pilot request or
when deemed necessary by the controller.
Taxiway Centerline Lights. Taxiway centerline lights are used

to facilitate ground traffic under low visibility conditions. They
are located along the taxiway centerline in a straight line on
straight portions, on the centerline of curved portions, and
along designated taxiing paths in portions of runways, ramp,
and apron areas. Taxiway centerline lights are steady burning
and emit green light.
Clearance Bar Lights. Clearance bar lights are installed at
holding positions on taxiways in order to increase the conspicu-
ity of the holding position in low visibility conditions. They may
also be installed to indicate the location of an intersecting taxi-
way during periods of darkness. Clearance bars consist of
three in-pavement steady-burning yellow lights.
Runway Guard Lights. Runway guard lights are installed at
taxiway/runway intersections. They are primarily used to
enhance the conspicuity of taxiway/runway intersections during
low visibility conditions, but may be used in all weather condi-
tions. Runway guard lights consist of either a pair of elevated
flashing yellow lights installed on either side of the taxiway or a
row of in-pavement yellow lights installed across the entire taxi-
way, at the runway holding position marking;

September 2001
Flight Planning
NOTE: some airports may have a row of three or five in-

pavement yellow lights installed at taxiway/runway intersec-
tions. They should not be confused with clearance bar lights
described in paragraph “Runway Guard Lights”.
Stop Bar Lights. Stop bar lights, when installed, are used to
confirm the ATC clearance to enter or cross the active runway
in low visibility conditions (below 1,200 feet Runway Visual
Range). A stop bar consists of a row of red, unidirectional,
steady-burning in-pavement lights installed across the entire
taxiway at the runway holding position, and elevated steady-
burning red lights on each side. A controlled stop bar is oper-
ated in conjunction with the taxiway centerline lead-on lights
which extend from the stop bar toward the runway. Following
the ATC clearance to proceed, the stop bar is turned off and the
lead-on lights are turned on. The stop bar and lead-on lights
are automatically reset by a sensor or backup timer.
CAUTION: Pilots should never cross a red illuminated

stop bar, even if an ATC clearance has been given to pro-
ceed onto or across the runway.
NOTE: If, after crossing a stop bar, the taxiway centerline

lead-on lights inadvertently extinguish, pilots should hold
their position and contact ATC for further instructions.

September 2001
CAE SimuFlite

September 2001
Servicing
Table of Contents
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Fire Extinguishers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3

Windshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Window Cleaning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Approved Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Fuel Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Hydraulics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Approved Hydraulic Fluids. . . . . . . . . . . . . . . . . . . . . . . . . 6-16
System Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Ice and Rain Protection. . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
Deicing and Anti-Icing Fluids . . . . . . . . . . . . . . . . . . . . . . . 6-18
Deicing and Anti-Icing Fluid Application . . . . . . . . . . . . . . 6-18

Landing Gear and Brakes . . . . . . . . . . . . . . . . . . . . . . . . 6-20
Tire Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
Brake System Accumulator . . . . . . . . . . . . . . . . . . . . . . . . 6-21
Emergency Brake and Main Gear

Door-Close Nitrogen Bottle Servicing . . . . . . . . . . . . . . . . 6-23

September 2001
CAE SimuFlite
Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-25
Approved Engine Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-25
Engine Oil System Servicing . . . . . . . . . . . . . . . . . . . . . . . 6-25
Oil Level Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26
Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-27
Approved Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-27
Oxygen System Servicing . . . . . . . . . . . . . . . . . . . . . . . . . 6-27

Toilet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-29
Alamo Toilet Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-29
Alamo (American Engine and Support)

Waste Container Servicing . . . . . . . . . . . . . . . . . . . . . . . . 6-30

September 2001
Servicing
General
Fire Extinguishers
The fire extinguishers are located in the cockpit and the aft
fuselage compartment. Check the indication on the pressure
gage and ensure it reads between 580 and 600 PSIG. If the
gage reads below 580 PSIG, exchange the bottle.
Windshield
Windshield Cleaning (Airplanes Not Modified By Kit
128-5405)
NOTE: It is essential that the windshield wipers be thor-

oughly cleaned. Grit trapped by the wipers is a common
source of scratches in the windshield when the wipers are
operated. Do not attempt to polish such nicks or scratches in
the glass surface.
The electrically heated windshields have an outer glass surface

that has an anti-static coating. Clean as follows:

Wash excessive dirt and other substances from the glass
with clean water.

Wash the windshield clean with locally obtained Castle Soap
and water or a 50/50 solution of either TT-I-725 or MIL-I-
10428 isopropyl alcohol cleaner and water. Wipe the glass
surface in a straight rubbing motion with a soft cloth or
sponge. Never use any abrasive materials or any strong
acids or acid base material to clean the glass.

Rinse the glass thoroughly and dry. Do not apply wax.

In severe situations, TT-T-548 Toluene, TT-T-261 Methyl
Ethyl Ketone and TT-N-95, Type II, Aliphatic Naptha sol-
vents are permitted.

September 2001
CAE SimuFlite
CAUTION: Extreme care must be used in the application

of any solvent, due to its reaction to seals, bumpers and
interlayers (polyvinyl butyral) of laminated glass, etc.
Improper use can lead to premature windshield failure. No
scratch removal is authorized on glass surface of the outer
windshield panel.
Windshield Cleaning (Airplanes Modified By

Kit 128-5405)
The effectiveness of SURFACE SEAL COATED GLASS is
maximized and protected by specific and routine cleaning pro-
cedures. Refer to the Beechjet 400/400A Component Mainte-
nance Manual, Chapter 56.
Window Cleaning
Never attempt to clean windows when dry. Flush the surface
with clean water or a mild soap solution, then rub lightly with a
grit-free soft cloth, sponge, or chamois and dry. Windex and
similar commercial cleaners containing ammonia must not be
used. To remove stubborn grease and oil deposits, use Naptha
TT-N-95A Type II as a detergent and rinse with clean water;
avoid prolonged rubbing.
CAUTION: The use of gasoline, benzine, acetone, carbon

tetrachloride, fire extinguisher fluid, lacquer thinner, toluol,
isopropyl alcohol, ethyl alcohol, neutral cleaner for auto-
mobiles, etc. is strictly prohibited because the effects of
those fluids when introduced to the panes will cause them
to craze or soften.

September 2001
Servicing
Polishing Windows
NOTE: After cleaning, apply polish over the entire surface.
If the surface is not badly scratched after dirt and grease

removal, it should be polished with a good grade of commercial
wax. The polish will fill in minor scratches and help prevent fur-
ther scratching. Apply a thin, even coat of polish and bring it to
a high polish as instructed by the following procedure. Do not
use a power buffer; the heat generated by the buffing pad may
soften the plastic.
 Apply polish with a flannel cloth dampened with water. Pol-
ish the surface lightly two or three times using a circular
motion. Wipe evenly over the entire surface.
 After applying polish, wipe it dry with a clean flannel cloth
dampened with water. The polish is effective in preventing
accumulations of dust and dirt on acrylic windows.
NOTE: Do not wipe the acrylic window surface with a

hard cloth or dry flannel cloth. Use a flannel cloth damp-
ened with water.
Lights
For night flights, verify operation of all external lighting.

September 2001
CAE SimuFlite
Fuel
Approved Fuels
The approved fuels for the Beechjet 400A are commercial Ker-
osene Jet A, Jet A-1, Jet B, JP-4, JP-5, JP-8, JP-8+100 and
RP-3 (Chinese) as per the Pratt & Whitney Service Bulletin
7144.
Fuel Capacities
WING FUSELAGE
TOTAL
TANKS TANKS
(US GAL)
(US GAL) (US GAL)
Unusable Fuel 7.16 1.19 8.35
Maximum Usable Fuel 427.28 305.81 733.09
Total Fuel Capacity 434.44 307.00 741.44

Table 6-A; Fuel Quantities
Refueling
The left and right wing fuel tanks are gravity filled through the
fillers located inboard of each wing tip. The aft fuselage fuel
tank is filled through the filler located on the right side of the
upper fuselage at FS 390.0. Procedures for filling all tanks are
identical. The fuel tanks can be serviced in any sequence.
Electrical Grounding
Prior to refueling the airplane, the following electrical grounding
operations must be performed:
1. Connect a grounding cable from the fuel truck to the ramp
ground.
2. Connect a grounding cable from the ramp ground to the
airplane.

September 2001
Servicing
3. Connect a grounding cable from the fueling vehicle to the

airplane.
4. Connect a grounding cable from the fuel nozzle to the air-
plane before removing the airplane fuel filler cap.
5. After the airplane has been fueled, the grounding cables
should be removed in the reverse order of the sequence
outlined above.
Grounding plug receptacles are located on the bottom side of
the wing approximately below the fuel filler caps and forward of
the nose landing gear on the right side of the nose. These
receptacles accommodate an MS3493-1 grounding plug
assembly.
Wing Tanks
WARNING: Prior to refueling the airplane, ensure that

adequate fire extinguishing equipment is nearby and
ensure that all electrical power is off. Ensure that both
engines are off. Ensure that the airplane and the fuel sup-
ply are electrically grounded to the ramp and ground the
fuel nozzle to the applicable airplane ground receptacle
prior to removing the fuel filler cap. Flight line personnel
should avoid wearing clothing manufactured from materi-
als that build up charges of static electricity. A static dis-
charge near an open fuel system can be deadly. Due to the
increased hazard of static discharge, no fueling or defuel-
ing operations can be accomplished when thunderstorms
are in progress in the area. Ensure that only approved fuel
is being loaded and that only fuel containing anti-icing
inhibitor conforming to MIL-I-27686 is used.

September 2001
CAE SimuFlite
WARNING: Switch fueling is the practice of mixing fuels

with a flash point of less than 100°F (38°C) with fuels hav-
ing a flash point of more than 100°F or vice versa. Mixing
kerosene base JP-5, Jet A or Jet A-1 fuels with wide-cut
petroleum distillates JP-4 and Jet B is considered switch
fueling. Switch fueling changes the fuel/air mixture flam-
mability characteristics. When switch fueling must be per-
formed, the fueling rates must be reduced to one-half the
normal rates. Refer to FAA order 8110.34, dated March 31/
80, “Procedures For The Use Of Alternate Fuels For Tur-
bine-powered Aircraft”.
NOTE: The airplane must be on level ground for complete

tank filling.
Grounding . . . . . . . . . . . . . . . . . . . . . . . . COMPLY WITH THE

ELECTRICAL GROUNDING PROCEDURE
Wing Fuel Filler Caps . . . . . . . . . . . . . . . . UNLOCK, REMOVE
AND INSERT FUEL NOZZLE
CAUTION: When either the LH or RH tank is fueled sepa-

rately, the fuel quantity difference between the tanks shall
be less than 1,200 pounds as indicated by the fuel quantity
gage.
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . FILL UNTIL DESIRED

QUANTITY IS ATTAINED
Fueling Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Wing Filler Caps . . . . . . . . . . . . . . . . . . . INSTALL AND LOCK
Electrical Grounding . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
CAUTION: Ensure that the filler cap is locked down.

September 2001
Servicing
Aft Fuselage Fuel Tank

Fuel Filler Access Door . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Grounding . . . . . . . . . . . . .COMPLY WITH THE ELECTRICAL
GROUNDING PROCEDURE
Fuselage Fuel Filler Cap . . . . . . . . . . . REMOVE AND INSERT
THE FUEL NOZZLE
Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BEGIN
Fill slowly to avoid fuel backing up through the filler port.
Fuel Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Fuselage Filler Cap . . . . . . . . . . . . . . . . . INSTALL AND LOCK
Electrical Grounding . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Fuel Filler Access Door . . . . . . . . . . . . .CLOSE AND SECURE
Defueling
WARNING: Place a fire extinguisher near the airplane. Do

not operate any electrical or electronic equipment except
as required. Ensure that the airplane is electrically
grounded.
The fuel tanks can be defueled by the gravity defueling method

or by the pressure defueling drain method using the individual
fuel tank pumps.
The fuselage tanks are defueled by utilizing the quick drains
located in the mid fuselage tank sumps. The wing fuel may be
drained from tanks by activating the boost pumps or opening
the manual defuel valve located in the LH mixer bay access.
The fuselage tanks may be drained by gravity or pumped out
utilizing the boost pumps. The fuselage fuel filler cap must be
removed to prevent damage or collapse of the fuel cells when
draining fuel from the fuselage tanks.

September 2001
CAE SimuFlite
Pressure Defueling

grounded.
LH Mixer Bay Access Cover . . . . . . . . . . . . . . . . . . . REMOVE

All Radio and Radar Circuit Breakers . . . . . . . . . . . . . PULLED
Electrical Grounding Procedure. . . . . . . . . . . . .CARRIED OUT
Manual Defuel Valve . . . . . . . . . . . . . . . . . . . . . . . . . .CLOSED
Remove the cap from the manual defuel valve.
Manual Shutoff Valve. . . . . . . . . . . . . . . . . . . . . . . . . .CLOSED
Remove the plug and connect the tube to the manual defuel
valve.
Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Connect the hose to the defuel truck.
Fuselage and Wing Fuel Filler Caps . . . . . . . . . . . . . REMOVE
28V DC External Power. . . . . . . . . . . . . . . . . . . . . . CONNECT
Ensure the NON ESSN BUS switches are set to ON.
NOTE: Ensure the defuel truck is ready to accept fuel.
Manual Defuel Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN

L BOOST PUMP Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R BOOST PUMP Switch . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
Observe that the L BOOST PUMP operation light
illuminates.

September 2001
Servicing
Fuel XFEED Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . R TANK

Ensure the XFEED valve in-transit light extinguishes and the
FUEL XFEED operation light illuminates.
L and R FUEL TRANS Switches . . . . . . . . . . . . . . . . . . . . ON
Observe L and R FUEL TRANS pump operation lights come
on.
CAUTION: Fuel pumps may be damaged within 30

seconds if allowed to operate when no fuel is present.
Closely monitor fuel flow when tanks are almost empty
and be prepared to stop the fuel pumps.
Fuselage Fuel Qty Gage . . . . . . . . . . . . . . . . . . . . . MONITOR

When the indicator reaches 300 pounds, begin monitoring
the L F XFR PRESS LO and R F XFR PRESS LO indica-
tors. As soon as an indicator illuminates, set appropriate
FUEL TRANSFER switch to AUTO.
Wing Fuel Qty Gages . . . . . . . . . . . . . . . . . . . . . . . MONITOR
When the L WING FUEL QTY gage indicates 400 pounds,
set the L BOOST PUMP switch to OFF. When the R WING
FUEL QTY gage indicates 400 pounds, set the FUEL
XFEED switch to NORM. Ensure the XFEED valve in-transit
light, the FUEL XFEED operation light and the R BOOST
PUMP operation light extinguish.
Fuel XFEED Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . R TANK
R Fuel Feed
Indicator Illuminates. . . . . . FUEL XFEED SWITCH TO NORM
Ensure the XFEED valve in-transit light and the FUEL
XFEED operation light extinguish.

September 2001
CAE SimuFlite
L Boost Pump Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

L FUEL FEED
indicator illuminates . . . . . L BOOST PUMP SWITCH TO OFF
NON ESSN BUS Switches . . . . . . . . . . . . . . . . . . . . . . . . OFF
28V DC External Power. . . . . . . . . . . . . . . . . . . DISCONNECT
Manual Shutoff Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
MANUAL
DEFUEL VALVE . . . . . . . . . . . . . . . . . . . DISCONNECT TUBE
AND OPEN VALVE
Open the manual shutoff valve and drain fuel residue into
the defuel truck.
Manual Shutoff Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
Install the two plugs on the hose and tube.
Manual Defuel Valve Cap . . . . . . . . . . . . . . . . . . . . . . INSTALL
Wing and Fuselage Fuel Filler Caps . . . . INSTALL AND LOCK
Grounding Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Radio and Radar Circuit Breakers . . . . . . . . . . . . . . . . . RESET
Access Cover. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
WING SUMP and FUSELAGE
SUMP DRAINING procedures. . . . . . . . . . . . . . . . . PERFORM
Gravity Defueling

grounded.
LH Mixer Bay Access Cover . . . . . . . . . . . . . . . . . . . REMOVE

Radio and Radar Circuit Breakers . . . . . . . . . . . . . . . . PULLED
Electrical Grounding Procedure. . . . . . . . . . . . .CARRIED OUT

September 2001
Servicing
Manual Defuel Valve . . . . . . . . . . . . . . . . . . . . . . . . . .CLOSED

Remove the cap from the manual defuel valve.
Manual Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . .CLOSED
Remove the plug and connect the tube to the manual defuel
valve.
Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Connect the hose to the defuel truck.
Wing Fuel Filler Caps . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FUEL XFEED Switch . . . . . . . . . . . . . . . . . . . . . . . . . R TANK
BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Manual Defuel Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Manual Shutoff Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Fuel . . . . . . . . . . . . . . . . . . . . REMOVE DESIRED QUANTITY
Manual Defuel Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
Manual Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
Disconnect the tube from the manual defuel valve
Manual Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Drain fuel residue into the defuel truck.
Manual Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
Install the two plugs on the hose and tube. Install the cap on
the manual defuel valve.
Fuel Filler Caps . . . . . . . . . . . . . . . . . . . . INSTALL AND LOCK
BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

September 2001
CAE SimuFlite
FUEL XFEED Switch . . . . . . . . . . . . . . . . . . . . . . . . . . NORM

Ensure the XFEED valve in-transit light and the FUEL
XFEED operation light extinguish.
BATTERY Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Fuselage Fuel Filler Cap . . . . . . . . . . . . . . . . . . . . . . REMOVE
Left and Right Drain Valve Plugs . . . . . . . . . . . . . . . . REMOVE
Ensure both the manual shutoff valves are closed. Remove
the two caps and insert the two hoses into the defuel truck.
CAUTION: Installing the defueling adapter will unseat a

check valve and fuel will start to flow. Ensure the free end
of hose is placed into a defuel truck before installing the
adapters.
Drain Valve Defueling Adapters. . . . . . . . . . . . . . . . . . INSTALL

Manual Shutoff Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Close the manual shutoff valves when the desired quantity
of fuel has been removed.
Drain Valve Defueling Adapters. . . . . . . . . . . . . . . . . REMOVE
Remove the hoses from the defuel truck. Drain residue into
the defuel truck. Install the two caps on the hoses.
LH and RH Drain Valve Plugs . . . . . . . . . . . . . . . . . . . INSTALL
Fuselage Fuel Filler Cap . . . . . . . . . . . . . INSTALL AND LOCK
Chocks. . . . . . . . . . . . . . . . . . . . . . . . IN CONTACT WITH THE
MAIN LANDING GEAR TIRES
Access Cover. . . . . . INSTALL AND CLOSE ACCESS DOORS
Wing Sump and Fuselage
Sump Draining Procedures . . . . . . . . . . . . . . . . . . . PERFORM

September 2001
Servicing
Anti-Icing Inhibitors
For fuels used in this airplane, refer to the Consumable Mate-
rial Table. Fuels not containing icing inhibitor must have MIL-I-
27686 or MIL-I-85470 fuel system icing inhibitor added in
amounts of not less than 0.10% or more than 0.15% by
volume.
Using HI-FLO Prist blender (Model PHF-2024) manufactured
by Houston Chemical Corp, Pittsburgh, PA., remove cap con-
taining tube and clip assembly. Attach the piston grip onto the
collar and press the tube into button. Clip the tube end to the
fuel nozzle and pull the trigger firmly to assure full flow and lock
in place.
Start the flow of additive when the refueling begins. Refueling
should be at 30 gal/min minimum, 60 gal/min maximum. A rate
of less than 30 gal/min may be used when topping off tanks.
CAUTION: Ensure the additive is directed into the flowing

fuel stream and that additive flow is started after fuel flow
starts and is stopped before fuel flow stops. Do not allow
concentrated additive to contact interior of fuel tanks or the
airplane's painted surfaces. Use not less than 20 fl oz. of
additive per 260 gallons of fuel or more than 20 fl oz. of
additive per 104 gallons of fuel.
WARNING: HI-FLO PRIST may be harmful if inhaled or

swallowed; use adequate ventilation. Avoid contact with
skin and eyes. If sprayed into eyes, flush with large
amounts of water and contact a physician immediately.

September 2001
CAE SimuFlite
Hydraulics
Approved Hydraulic Fluids
Service the hydraulic system using MIL-I-5606 hydraulic fluid.
System Servicing
Servicing the hydraulic package consists of maintaining the
proper fluid level in the reservoir. Refer to Table 6-B for the
hydraulic package reservoir capacity.
QUANTITY QUANTITY
SYSTEM US GAL IMPERIAL SPECIFICATION
(LITERS) GAL
Hydraulic Package 1.2 (4.5) 1.0 MIL-I-5606
Table 6-B; Hydraulic Fluid Capacity
Check and adjust the fluid level as follows:

Aft Fuselage Compartment Doors . . . . . . . . . . . . . . . . . . OPEN
Hydraulic Access Door . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Fluid Quantity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Look through the door opening at the sight gage on the side
of the hydraulic package to determine the fluid level of the
reservoir.
If the fluid level is low:
Aft Fuselage Baggage Compartment
Upholstery Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE

September 2001
Servicing
Hydraulic Reservoir . . . . . . . . . . . . . . . . . . . . DEPRESSURIZE

Slowly add hydraulic fluid until the fluid level is up to FULL.
NOTE: If the fluid level is above FULL, connect a hose to

the drain port and drain off the excess fluid.
Aft Fuselage Baggage

Compartment Upholstery Panels . . . . . . . . . . . . . . . . . INSTALL
Aft Fuselage Compartment Doors . . . . . . . . . . . . . . . . . CLOSE

September 2001
CAE SimuFlite

Deicing and Anti-Icing Fluids
Only the following fluids have been approved for deicing and
anti-icing:
 SAE AMS 1424 Type I
 ISO 11078 Type II
 SAE AMS 1428 Type IV
Only the follow Type IV anti-icing fluids are approved:
 UCAR ULTRA+ (Approved for use down to -15ºC)
Deicing and Anti-Icing Fluid Application

Aircraft deicing fluids may be used diluted or undiluted accord-
ing to manufacturer’s recommendations for deicing. For anti-
icing purposes, the fluids should always be used undiluted.
Deicing fluids may be applied either heated or unheated.
General recommendations for deicing and anti-icing treatments
may be summarized as follows:
 Cold application of deicing fluid can be achieved with normal
spray equipment, operating at about 60-80 PSIG of air
pressure.

Hot applications should be carried out at temperatures of
180-200°F.
 Remove as much heavy snow as possible before applying
deicing fluids.

September 2001
Servicing
 Stream or spray of fluid should have sufficient pressure to

float away loose pieces of ice.

Anti-icing of ice-free airplanes does not require heated fluid.
In such cases, the deicing fluid should not be diluted in order
to obtain maximum efficiency per pound of applied fluid.

Should one system of application be desired for both deicing
and anti-icing treatment, the use of hot, concentrated fluid
may be a logical compromise.
NOTE: As temperature decreases, the viscosity of deic-

ing fluid increases; therefore, deicing fluids should not be
stored outside and unheated during cold weather.
Any standard spray apparatus may be used to apply deicing

fluids. The spray should be fine and applied in a fan-shaped
pattern. If a sprayer is not available, deicing fluid may be
brushed or painted onto the airplane's surface.
CAUTION: Inhalation of deicing mists, aerosols, or high

concentration of heated vapors may pose a hazard to
humans. Workers should apply deicing fluid only in well-
ventilated areas, and should avoid inhaling vapors or
mists. If adequate ventilation, designed to keep mists or
vapors below harmful levels is not present, workers should
wear approved respiratory protective devices.

September 2001
CAE SimuFlite

Tire Servicing
CAUTION: Tires that have picked up a fuel or oil film

should be washed down as soon as possible with a deter-
gent solution to prevent contamination of the rubber.
CAUTION: Use only nitrogen for tire inflation.
NOTE: An ambient temperature change of 10°F results in a

pressure change of approximately 2 PSIG.
Maintaining the proper tire inflation will help minimize tread

wear and avoid damage from landing shock or contact with
sharp stones and ruts. When inflating the tires, inspect them for
cuts, cracks, breaks, and tread wear. The pressure of a ser-
viceable tire that is fully inflated should not drop more than 4
percent over a 24-hour period.
Check the tires daily for proper inflation on airplanes perform-
ing more than one flight a day. Other airplanes should be
checked before each flight and at least once a week. Tire pres-
sure should be checked only when the tires are cool; conse-
quently, wait at least two hours (three hours in hot weather)
after a flight before checking tire pressure.
Nose Gear Tire Inflation Pressure
Inflate the nose gear tires to 120 ±5 PSIG at 70°F ambient tem-
perature with no loading.
Main Gear Tire Inflation Pressure
Inflate the main gear tires to 125 ±5 PSIG at 70°F ambient tem-
perature with no loading.

September 2001
Servicing
Brake System Accumulator

NOTE: Service with the engines off and external hydraulic
power off.
Servicing the brake system accumulator consists of maintain-

ing a charge of 900 ±50 PSIG in the accumulator. The accumu-
lator is located on the LH side of the fuselage aft of the wing.
The access panel covering the accumulator has a window in it
to allow observation of the accumulator pressure gage while
the panel is installed on the airplane. Removal of the panel is
necessary only to gain access to the accumulator charging
valve. If the pressure level indicated on the gage is not 900 ±50
PSIG, charge the accumulator with nitrogen as follows:
Access Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Valve Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOOSEN
Loosen cap one turn to release trapped pressure, then
remove the cap.
Pressure Gage Assembly . . . . . . . . . . . . . . . . . CONNECT TO
CHARGING VALVE
Service Line Hose . . . . . . . . . . . . . CONNECT TO PRESSURE
GAGE ASSEMBLY
Bleed Valve on the
Pressure Gage Assembly . . . . . . . . . . . . . . . . . . . . . . . CLOSE
Charging Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Open the charging valve by turning the swivel nut counter-
clockwise ½ to ¾ of a turn.
Nitrogen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHARGE
Slowly charge the system to a few pounds over the required
pressure (900 ±50 PSIG).

September 2001
CAE SimuFlite
Nitrogen Supply . . . . . . . . . . . SHUT OFF AND DISCONNECT
WARNING: Pressure will escape through the pressure

gage assembly charging stem. Do not cover with hands or
point towards face.
Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOWER
Lower the pressure in the accumulator to the correct value
by slowly cracking the bleed valve.
Charging Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
Turn the swivel nut clockwise past the free-play area and
torque the nut to 50 to 70 inch-pounds (60 to 80 kg-cm).
Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BLEED
Bleed pressure from the pressure gage assembly and
remove it from the charging valve.
Valve Cap . . . . . . . . . . . . . . . . . . . . .INSTALL FINGER-TIGHT
Access Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL

September 2001
Servicing
Emergency Brake and Main Gear

Door-Close Nitrogen Bottle Servicing
Servicing the emergency brake and main gear door-close nitro-
gen bottle consists of maintaining the nitrogen pressure in the
bottle at 1,350 to 1,650 PSIG (1,350 to 1,500 on airplanes RK-
1 thru RK-99). Check the bottle pressure by observing the pres-
sure gage on the RH side panel of the cockpit. If the gage indi-
cates less than 1,350 PSI of pressure, add compressed
nitrogen to the bottle as follows:
LH Nose Electronic Compartment Door. . . . . . . . . . . REMOVE
Valve Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOOSEN
Loosen one turn to release trapped pressure, then remove
the cap.
Pressure Gage Assembly . . . . . . . . . . . . . . . . . CONNECT TO
CHARGING VALVE
Bleed valve on pressure gage assembly . . . . . . . . . . . . CLOSE
Service Line Hose . . . . . . . . . . . . . CONNECT TO PRESSURE
GAGE ASSEMBLY
Charging Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Turn the swivel nut counterclockwise ½ to ¾ of a turn.
Nitrogen Bottle . . . . . . . . . . . . . . . . . . . Charge to a few pounds
over 1,500 PSIG
Nitrogen Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHUT OFF
Service Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
WARNING: Pressure will escape through the charging

stem of the pressure gage assembly. Do not cover stem
with hands or point toward face.

September 2001
CAE SimuFlite
Pressure . . . . . . . . . . . . . . . . . . . . . . . ALLOW TO STABILIZE

If necessary, bleed the pressure down to 1,500 PSIG by
slowly cracking the bleed valve.
Charging Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
Turn the swivel nut clockwise past the free-play area and
torque the nut to 50 to 70 inch-pounds (60 to 80 kg-cm).
Pressure . . . . . . . . . . . . . . . . . . . . BLEED FROM PRESSURE
GAGE ASSEMBLY
Pressure Gage Assembly . . . . . . . . . . . . . . . . . . . . . REMOVE
Valve Cap . . . . . . . . . . . . . . . . . . . . .INSTALL FINGER-TIGHT
LH Nose Electronic Compartment Door . . . . . . . . . . . INSTALL

September 2001
Servicing
Engine
Approved Engine Oils
Use only approved jet engine oil when servicing the engine oil
system. Refer to the latest revision of Pratt & Whitney Service
Bulletin No. 7001 for approved oils.
Engine Oil System Servicing

The oil system servicing provisions on the LH and RH engines
are identical. The oil tank is an integral part of the intermediate
case and includes an oil filler neck, dipstick and cap assembly.
Oil level in the tank is the same as the oil level in the filler neck
and is measured by the dipstick (marked to correspond to US
quarts). Access to both engine oil tanks is through the oil
access doors located forward and outboard on the upper
nacelle access door.
WARNING: Jet engine oil may cause severe skin irrita-

tion. Wash skin thoroughly after exposure.
Quantity
Quantity US Name, Number
System Imperial
Gallons (Liters) or Type
Gallons
Engine Oil Refer to the latest
revision of the Pratt
& Whitney Service
Bulletin No. 7001.
Oil Tank (Total
2.03 (7.68) 1.69
Capacity)
Usable
1.20 (4.54) 1.00
Quantity
Table 6-C; Engine Oil Capacities

September 2001
CAE SimuFlite
Oil Level Servicing

To ensure that the tank contains the maximum amount of actual
system oil and to reduce the possibility of over servicing, check
the engine oil level within 10 minutes after engine shutdown.
Oil Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Filler Cap . . . . . . . . . . . UNLOCK AND WITHDRAW DIPSTICK
Check the oil level against the marking on the dipstick.
NOTE: If the oil level is too low to register on the dipstick

due to excessive consumption, or if low or fluctuating
pressures have been recorded, refer to the Pratt & Whit-
ney JT15-5D Engine Maintenance Manual to determine
the probable cause and correct.
Oil . . . . . . . . . . . . . . . . . . . . . . . . . ADD TO MAX HOT MARK

Dipstick . . . . . . . . . . . . . REINSTALL AND LOCK FILLER CAP
Oil Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE

September 2001
Servicing
Oxygen
Approved Materials
Service the oxygen system using MIL-O-27210 aviator’s
breathing oxygen.
Oxygen System Servicing
WARNING: Refer to safety guidelines for servicing the

oxygen system before attempting any servicing on the oxy-
gen system.
WARNING: Avoid making sparks and keep fire and all

burning cigarettes away from the vicinity of the airplane.
Make certain that the OXYGEN SYS READY control knob
in the cockpit is pushed in. Inspect the fill connection for
cleanliness before attaching it to the fill valve. Make certain
that your hands, tools and clothing are clean, particularly of
grease or oil. These contaminants, under the right condi-
tions, will ignite upon contact with pure oxygen under pres-
sure. As a further precaution against fire, open and close
all oxygen valves slowly.
WARNING: Do not use oxygen intended for medical pur-

poses or industrial uses such as welding. Such oxygen
may contain excessive moisture that could cause the oxy-
gen system's valves and lines to freeze up.
Airplane and Oxygen Recharging Cart . . . . . . . . GROUNDED

RH Nose Electronic Compartment Door . . . . . . . . . . REMOVE
Oxygen Fill Valve . . . . . . . . . . . . . . . . . . . . . . . . REMOVE CAP

September 2001
CAE SimuFlite
Oxygen Recharging Cart . . . . . . . . CONNECT TO FILL VALVE
NOTE: To prevent overheating, fill the oxygen cylinder

slowly by adjusting the recharging rate with the pressure
regulating valve on the service cart.
Oxygen Cylinder . . . . . . . . . . . . CHARGE TO 1,800 ±50 PSIG

This is a steady state condition after the cylinder has cooled
to a temperature of 70°F from the recharging heat buildup.
NOTE: This pressure may be increased an additional

3.5 PSIG for each degree of increase in temperature
above 70° F; conversely, for each degree of decrease in
temperature below 70° F, reduce the cylinder pressure by
3.5 PSIG.
Oxygen Recharging Cart . . . . TURN OFF AND DISCONNECT

Oxygen Fill Valve . . . . . . . . . . . . . . . . . . . . . . . . .INSTALL CAP
RH Nose Electronic Compartment Door . . . . . . . . . . . INSTALL

September 2001
Servicing
Toilet
Alamo Toilet Servicing
NOTE: During cold weather operation, add toilet antifreeze
to the waste container and the flushing liquid reservoir as
instructed on the antifreeze container.

The initial charge of the flushing liquid reservoir is approxi-
mately two quarts of water mixed with 2 oz. of toilet chemi-
cals per each quart of water. The reservoir should be filled to
the line marked “Fill To Here” on the inner wall of the
reservoir.
NOTE: The flushing liquid needs changing only occa-

sionally, depending upon toilet usage. Usually, once to
every 5 to 10 times that the waste container is serviced. If
the flushing liquid has been changed recently and
appears to have the correct chemical balance, it does not
necessarily need changing.
 To change the flushing liquid, activate the toilet pump by

inserting a small object (such as a coin or similar metal
object) into the hole marked Service Switch. Maintain con-
tact for several seconds until the flushing liquid has been
pumped into the waste container.
 Empty the waste container as directed under ALAMO
WASTE CONTAINER SERVICING.

Clean the toilet assembly inside and out with Lysol spray or
equivalent to provide a disinfected, more hygienic and odor-
free toilet.
 Install the waste container as directed under ALAMO
WASTE CONTAINER SERVICING and recharge the flush-
ing fluid reservoir.
 Close the bowl assembly and press the fastener in place.
Stow the hanger bracket (when applicable) and close the
upholstered seat assembly onto the toilet assembly.

September 2001
CAE SimuFlite
Alamo (American Engine and Support)

Waste Container Servicing
Toilet Seat . . . . . . . . . . . . . . . . . . . . . . . RAISE AND SECURE
Strap At Rear Of Lid Assembly . . . . . . . . . . . . . . . . . . . . . LIFT
This will release the friction lock and allow the lid to be
opened fully and rest against the retaining strap.
Waste Container Cap. . . . . . . . . . . . . . . . . . . REMOVE FROM
STOWAGE POSITION
Snap the waste container cap into place in the opening in
the top of the waste container.
Waste Container Handles . . . . . RAISE AND LIFT ASSEMBLY
A steady pull will release the container from the perimeter
seal.
Container Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Empty the waste container contents into the commode or a
sanitary disposal station.
Waste Container . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RINSE
Rinse thoroughly prior to precharging and clean the entire
toilet assembly with Lysol spray or equivalent.
Mix 2 oz. of toilet chemicals or equivalent with one quart of
water and pour the mixture into the waste container as a
precharge.
Waste Container . . . . . .POSITION THE WASTE CONTAINER
INTO TOILET ASSEMBLY
Press down firmly on all corners to assure proper placement
of the seal in the groove to prevent leakage of the flushing
liquid into the waste receptacle.
NOTE: The seal should be lubricated occasionally with

Vasoline prior to inserting the container.

September 2001
Servicing
Container Cap . . . . . . . . REMOVE AND STOW ON BRACKET

Toilet Bowl Assembly . . . . . LOWER AND SNAP INTO PLACE
Electrical Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Operating Switch . . . . . . . . . . . . . . . . . . . . . . .Press and check
for proper flushing
(approximately 6 to 10 seconds)
Check for freedom of movement of the waste container gate
valve. (No binding of moving parts such as might occur if the
waste container was not properly seated.)
Hanger Bracket . . . . . . STOW AND LOWER SEAT CUSHION
NOTE: If the toilet is to remain inactive for an extended

period of time, empty the water chemical solution and thor-
oughly flush the system with fresh water, then drain the
system.

September 2001
CAE SimuFlite

September 2001
Emergency Information
Table of Contents
Emergency Information. . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Pilot Responsibility and Authority . . . . . . . . . . . . . . . . . . . . 7-3

Emergency Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Transponder Emergency Operation. . . . . . . . . . . . . . . . . . . 7-4
Intercept and Escort Procedures . . . . . . . . . . . . . . . . . . . . . 7-4
Search and Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
National Search and Rescue Plan . . . . . . . . . . . . . . . . . . 7-5
Coastguard Rescue Coordination Centers . . . . . . . . . . . . 7-6

Air Force Rescue Coordination Centers . . . . . . . . . . . . . . 7-6
Emergency and Overdue Aircraft . . . . . . . . . . . . . . . . . . . . 7-7
Survival Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Ground-Air Visual Code for Use by Survivors. . . . . . . . . . 7-8
Ground-Air Visual Code for Use by

Ground Search Parties . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Observance of Downed Aircraft . . . . . . . . . . . . . . . . . . . . . . 7-9
Obtaining Emergency Assistance . . . . . . . . . . . . . . . . . . . 7-10
Two-way Radio Communications Failure . . . . . . . . . . . . . 7-12
Aircraft Rescue and Fire Fighting Communications . . 7-17
Discrete Emergency Frequency . . . . . . . . . . . . . . . . . . . . 7-17

September 2001
CAE SimuFlite
Radio Call Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
ARFF Emergency Hand Signals . . . . . . . . . . . . . . . . . . . . 7-18
Air Traffic Control Tower Light Gun Signals . . . . . . . . . 7-19
Emergency First Aid . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
The ABCs of Emergency CPR. . . . . . . . . . . . . . . . . . . . . . 7-20
Heart Attack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Choking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
Emergency Equipment Record . . . . . . . . . . . . . . . . . . . . . 7-24

September 2001
Credits: The content of this section is reprinted from the Aero-

nautical Information Manual, Change 2, Effective: January 25,
2001 (www.faa.gov/ATpubs/AIM/index.htm).

September 2001
CAE SimuFlite
Pilot Responsibility and Authority
The pilot in command of an aircraft is directly responsible for
and is the final authority as to the operation of that aircraft. In
an emergency requiring immediate action, the pilot in com-
mand may deviate from any rule in 14 CFR Part 91, Subpart A,
General, and Subpart B, Flight Rules, to the extent required to
meet that emergency.
 REFERENCE-14 CFR Section 91.3(b).
If the emergency authority of 14 CFR Section 91.3(b) is used to
deviate from the provisions of an ATC clearance, the pilot in
command must notify ATC as soon as possible and obtain an
amended clearance.
Unless deviation is necessary under the emergency authority
of 14 CFR Section 91.3, pilots of IFR flights experiencing two-
way radio communications failure are expected to adhere to
the procedures prescribed under “IFR operations, two-way
radio communications failure”.
 REFERENCE-14 CFR Section 91.185.
Emergency Conditions
An emergency can be either a distress or urgency condition as
defined in the Pilot/Controller Glossary. Pilots do not hesitate to
declare an emergency when they are faced with distress condi-
tions such as fire, mechanical failure, or structural damage.
However, some are reluctant to report an urgency condition
when they encounter situations which may not be immediately
perilous, but are potentially catastrophic. An aircraft is in at
least an urgency condition the moment the pilot becomes
doubtful about position, fuel endurance, weather, or any other
condition that could adversely affect flight safety. This is the
time to ask for help, not after the situation has developed into a
distress condition.

September 2001
Pilots who become apprehensive for their safety for any reason
should request assistance immediately. Ready and willing help
is available in the form of radio, radar, direction finding stations,
and other aircraft. Delay has caused accidents and cost lives.
Safety is not a luxury! Take action!
Transponder Emergency Operation

When a distress or urgency condition is encountered, the pilot
of an aircraft with a coded radar beacon transponder, who
desires to alert a ground radar facility, should squawk MODE 3/
A, Code7700/Emergency and MODE C altitude reporting and
then immediately establish communications with the ATC
facility.
Radar facilities are equipped so that Code 7700 normally trig-
gers an alarm or special indicator at all control positions. Pilots
should understand that they might not be within a radar cover-
age area. Therefore, they should continue squawking Code
7700 and establish radio communications as soon as possible.
Intercept and Escort Procedures

The concept of airborne intercept and escort is based on the
Search and Rescue (SAR) aircraft establishing visual and/or
electronic contact with an aircraft in difficulty, providing in-flight
assistance, and escorting it to a safe landing. If bailout, crash
landing or ditching becomes necessary, SAR operations can be
conducted without delay. For most incidents, particularly those
occurring at night and/or during instrument flight conditions, the
availability of intercept and escort services will depend on the
proximity of SAR units with suitable aircraft on alert for immedi-
ate dispatch. In limited circumstances, other aircraft flying in the
vicinity of an aircraft in difficulty can provide these services.
If specifically requested by a pilot in difficulty or if a distress
condition is declared, SAR coordinators will take steps to inter-
cept and escort an aircraft. Steps may be initiated for intercept
and escort if an urgency condition is declared and unusual cir-
cumstances make such action advisable.

September 2001
CAE SimuFlite
It is the pilot's prerogative to refuse intercept and escort ser-

vices. Escort services will normally be provided to the nearest
adequate airport. Should the pilot receiving escort services
continue on to another location after reaching a safe airport, or
decide not to divert to the nearest safe airport, the escort air-
craft is not obligated to continue and further escort is discretion-
ary. The decision will depend on the circumstances of the
individual incident.
Search and Rescue

General
SAR is a lifesaving service provided through the combined
efforts of the federal agencies signatory to the National SAR
Plan, and the agencies responsible for SAR within each state.
Operational resources are provided by the U.S. Coast Guard,
DOD components, the Civil Air Patrol, the Coast Guard Auxil-
iary, state, county and local law enforcement and other public
safety agencies, and private volunteer organizations. Services
include search for missing aircraft, survival aid, rescue, and
emergency medical help for the occupants after an accident
site is located.
National Search and Rescue Plan
By federal interagency agreement, the National Search and
Rescue Plan provides for the effective use of all available facili-
ties in all types of SAR missions. These facilities include air-
craft, vessels, pararescue and ground rescue teams, and
emergency radio fixing. Under the Plan, the U.S. Coast Guard
is responsible for the coordination of SAR in the Maritime
Region, and the USAF is responsible in the Inland Region. To
carry out these responsibilities, the Coast Guard and the Air
Force have established Rescue Coordination Centers (RCCs)
to direct SAR activities within their regions. For aircraft emer-
gencies, distress, and urgency, information normally will be
passed to the appropriate RCC through an ARTCC or FSS.

September 2001
Coastguard Rescue Coordination Centers

Alameda, CA Miami, FL
510-437-3701 305-415-6800
Boston, MA New York, NY
617-223-8555 212-668-7055
Cleveland, OH New Orleans, LA
216-902-6117 504-589-6225
Honolulu, HI Portsmouth, VA
808-541-2500 757-398-6390
Juneau, AK Seattle, WA
907-463-2000 206-220-7001
San Juan, PR
809-729-6770
Air Force Rescue Coordination Centers

Air Force Rescue Coordination Center – 48 Contiguous States
Langley AFB, Virginia
Telephone Numbers
Commercial 804-764-8112
WATS 800-851-3051
DSN 574-8112
Air Command Rescue Coordination Center – Alaska

Elmendorf AFB, Alaska
Telephone Numbers
DSN 317-552-2426
Joint Rescue Coordination Center – Hawaii

HQ 14th CG District
Honolulu
Telephone Numbers
DSN 448-0301

September 2001
CAE SimuFlite
Emergency and Overdue Aircraft

ARTCCs and FSSs will alert the SAR system when information
is received from any source indicating that an aircraft is in diffi-
culty, overdue, or missing.
Radar facilities that provide radar flight following or adviso-
ries consider the loss of radar and radios, without service
termination notice, to be a possible emergency. Pilots
receiving VFR services from radar facilities should be aware
that SAR may be initiated under these circumstances.
A filed flight plan is the most timely and effective indicator
that an aircraft is overdue. Flight plan information is invalu-
able to SAR forces for planning a search and executing
search efforts.
Prior to departure on every flight, local or otherwise, someone
at the departure point should be advised of your destination
and route of flight if other than direct. Search efforts are often
wasted and rescues delayed because of pilots who thought-
lessly take off without telling anyone where they are going. File
a flight plan for your safety.
According to the National Search and Rescue Plan, “The life
expectancy of an injured survivor decreases as much as 80
percent during the first 24 hours, while the chances of survival
of uninjured survivors rapidly diminishes after the first 3 days.”
An Air Force Review of 325 SAR missions conducted during a
23-month period revealed that “Time works against people who
experience a distress but are not on a flight plan, since 36
hours normally pass before family concern initiates an (alert)”.
Survival Equipment
For flight over uninhabited land areas, it is wise to take and know
how to use survival equipment for the type of climate and terrain.
If a forced landing occurs at sea, chances of survival are gov-
erned by the degree of crew proficiency in emergency proce-
dures and by the availability and effectiveness of water survival
equipment.

September 2001
Ground-Air Visual Code for Use by Survivors

NO. MESSAGE CODE SYMBOL
1 Require assistance
V
2 Require medical assistance
X
3 No or Negative
N
4 Yes or Affirmative
Y
5 Proceeding in this direction

IF IN DOUBT, USE INTERNATIONAL
SYMBOL SOS
INSTRUCTIONS
1. Lay out symbols by using strips of fabric or parachutes,
pieces of wood, stones, or any available material.
2. Provide as much color contrast as possible between mate-
rial used for symbols and background against which sym-
bols are exposed.
3. Symbols should be at least 10 feet high or larger.Take care
to lay out symbols exactly as shown.
4. In addition to using symbols, make every effort to attract
attention by means of radio, flares, smoke, or other avail-
able means.
5. On snow covered ground, signals can be made by drag-
ging, shoveling or tramping. Depressed areas forming sym-
bols will appear black from the air.
6. Pilot should acknowledge message by rocking wings from
side to side.

September 2001
CAE SimuFlite
Ground-Air Visual Code for Use by Ground Search

Parties
NO. MESSAGE CODE SYMBOL
1 Operation completed.
LLL
2 We have found all personnel.
LL
3 We have found only some personnel.
++
4 We are not able to confirm.
Returning to base.
XX
5 We have divided into two groups.
Each proceeding in direction indicated.
6 Information received that aircraft is in this

direction.

7 Nothing found.
Will continue search.
NN
NOTE: These visual signals have been accepted for inter-

national use and appear in Annex 12 to the Convention on
International Civil Aviation.
Observance of Downed Aircraft

Determine if crash is marked with a yellow cross; if so, the
crash has already been reported and identified.
If possible, determine type and number of aircraft and whether
there is evidence of survivors.
Fix the position of the crash as accurately as possible with ref-
erence to a navigational aid. If possible, provide a geographic
or physical description of the area to aid ground search parties.

September 2001
Transmit the information to the nearest FAA or other appropri-

ate radio facility.
If circumstances permit, orbit the scene to guide in other assist-
ing units until their arrival or until you are relieved by another
aircraft.
Immediately after landing, make a complete report to the near-
est FAA facility, or Air Force or Coast Guard Rescue Coordina-
tion Center. The report can be made by a long distance collect
telephone call.
Obtaining Emergency Assistance

A pilot in any distress or urgency condition should immediately
take the following action, not necessarily in the order listed, to
obtain assistance:
1. Climb, if possible, for improved communications, and bet-
ter radar and direction finding detection. However, it must
be understood that unauthorized climb or descent under
IFR conditions within controlled airspace is prohibited,
except as permitted by 14 CFR Section 91.3(b).
2. If equipped with a radar beacon transponder (civil) or IFF/
SIF (military):
• Continue squawking assigned MODE A/3 discrete
code/VFR code and MODE C altitude encoding when
in radio contact with an air traffic facility or other
agency providing air traffic services, unless instructed
to do otherwise.
• If unable to immediately establish communications
with an air traffic facility/agency, squawk MODE A/3,
Code 7700/Emergency and MODE C.
3. Transmit a distress or urgency message consisting of as
many as necessary of the following elements, preferably
in the order listed:

September 2001
CAE SimuFlite
a. If distress, MAYDAY, MAYDAY, MAYDAY; if urgency,

PAN-PAN, PAN-PAN, PAN-PAN.
b. Name of station addressed.
c. Aircraft identification and type.
d. Nature of distress or urgency.
e. Weather.
f. Pilot’s intentions and request.
g. Present position, and heading; or if lost, last known
position, time, and heading since that position.
h. Altitude or flight level.
i. Fuel remaining in minutes.
j. Number of people on board.
k. Any other useful information.
After establishing radio contact, comply with advice and
instructions received. Cooperate. Do not hesitate to ask ques-
tions or clarify instructions when you do not understand or if
you cannot comply with clearance. Assist the ground station to
control communications on the frequency in use. Silence inter-
fering radio stations. Do not change frequency or change to
another ground station unless absolutely necessary. If you do,
advise the ground station of the new frequency and station
name prior to the change, transmitting in the blind if necessary.
If two-way communications cannot be established on the new
frequency, return immediately to the frequency or station where
two-way communications last existed.
When in a distress condition with bailout, crash landing or
ditching imminent, take the following additional actions to assist
search and rescue units:
Time and circumstances permitting, transmit as many as
necessary of the message elements in page 7-11 subpara-
graph 3. above, and any of the following that you think might
be helpful:
• ELT status.

September 2001
• Visible landmarks.
• Aircraft color.
• Number of persons on board.
• Emergency equipment on board.
Actuate your ELT if the installation permits.
For bailout, and for crash landing or ditching if risk of fire is not
a consideration, set your radio for continuous transmission.
If it becomes necessary to ditch, make every effort to ditch
near a surface vessel. If time permits, an FAA facility should
be able to get the position of the nearest commercial or
Coast Guard vessel from a Coast Guard Rescue Coordina-
tion Center.
After a crash landing, unless you have good reason to
believe that you will not be located by search aircraft or
ground teams, it is best to remain with your aircraft and pre-
pare means of signaling search aircraft.
Two-way Radio Communications Failure

It is virtually impossible to provide regulations and procedures
applicable to all possible situations associated with two-way
radio communications failure. During two-way radio communi-
cations failure, when confronted by a situation not covered in
the regulation, pilots are expected to exercise good judgment in
whatever action they elect to take. Should the situation so dic-
tate, they should not be reluctant to use the emergency action
contained in 14 CFR Section 91.3(b).
Whether two-way communications failure constitutes an emer-
gency depends on the circumstances; in any event, it is a
determination made by the pilot. 14 CFR Section 91.3(b)
authorizes a pilot to deviate from any rule in Subparts A and B
to the extent required to meet an emergency.
In the event of two-way radio communications failure, ATC ser-
vice will be provided on the assumption that the pilot is operat-

September 2001
CAE SimuFlite
ing in accordance with 14 CFR Section 91.185. A pilot

experiencing two-way communications failure should (unless
emergency authority is exercised) comply with 14 CFR Section
91.185 quoted below:
General. Unless otherwise authorized by ATC, each pilot
who has two-way radio communications failure when oper-
ating under IFR shall comply with the rules of this section.
VFR Conditions. If the failure occurs in VFR conditions, or
if VFR conditions are encountered after the failure, each
pilot shall continue the flight under VFR and land as soon as
practicable.
NOTE: This procedure also applies when two-way radio

failure occurs while operating in Class A airspace. The pri-
mary objective of this provision in 14 CFR Section 91.185
is to preclude extended IFR operation by these aircraft
within the ATC system. Pilots should recognize that oper-
ation under these conditions may unnecessarily as well as
adversely affect other users of the airspace, since ATC
may be required to reroute or delay other users in order to
protect the failure aircraft. However, it is not intended that
the requirement to “land as soon as practicable” be con-
strued to mean “as soon as possible”. Pilots retain the
prerogative of exercising their best judgment and are not
required to land at an unauthorized airport, at an airport
unsuitable for the type of aircraft flown, or to land only
minutes short of their intended destination.
IFR Conditions. If the failure occurs in IFR conditions, or if

“VFR conditions” above cannot be complied with, each pilot
shall continue the flight according to the following:
Route.
By the route assigned in the last ATC clearance received;

September 2001
If being radar vectored, by the direct route from the

point of radio failure to the fix, route, or airway speci-
fied in the vector clearance;
In the absence of an assigned route, by the route that
ATC has advised may be expected in a further clear-
ance; or
In the absence of an assigned route or a route that
ATC has advised may be expected in a further clear-
ance, by the route filed in the flight plan.
Altitude. At the HIGHEST of the following altitudes or flight
levels FOR THE ROUTE SEGMENT BEING FLOWN:
The altitude or flight level assigned in the last ATC
clearance received;
The minimum altitude (converted, if appropriate, to
minimum flight level as prescribed in 14 CFR Section
91.121(c)) for IFR operations; or

September 2001
CAE SimuFlite
The altitude or flight level that ATC has advised may

be expected in a further clearance.
NOTE: The intent of the rule is that a pilot who has

experienced two-way radio failure should select the
appropriate altitude for the particular route segment
being flown and make the necessary altitude adjust-
ments for subsequent route segments. If the pilot
received an “expect further clearance” containing a
higher altitude to expect at a specified time or fix,
maintain the highest of the following altitudes until
that time/fix:
(1) the last assigned altitude; or
(2) the minimum altitude/flight level for IFR opera-
tions.
Upon reaching the time/fix specified, the pilot should

commence climbing to the altitude advised to
expect. If the radio failure occurs after the time/fix
specified, the altitude to be expected is not applica-
ble and the pilot should maintain an altitude consis-
tent with 1 or 2 above. If the pilot receives an
“expect further clearance” containing a lower alti-
tude, the pilot should maintain the highest of l or 2
above until that time/fix specified in subparagraph
“Leave clearance limit”, below.

September 2001
Leave Clearance Limit.

When the clearance limit is a fix from which an
approach begins, commence descent or descent and
approach as close as possible to the expect further
clearance time if one has been received, or if one has
not been received, as close as possible to the Esti-
mated Time of Arrival (ETA) as calculated from the
filed or amended (with ATC) Estimated Time en Route
(ETE).
If the clearance limit is not a fix from which an
approach begins, leave the clearance limit at the
expect further clearance time if one has been
received, or if none has been received, upon arrival
over the clearance limit, and proceed to a fix from
which an approach begins and commence descent or
descent and approach as close as possible to the
Estimated Time of Arrival as calculated from the filed
or amended (with ATC) Estimated Time en Route.
Transponder Operation During Two-way
Communications Failure.
If an aircraft with a coded radar beacon transponder
experiences a loss of two-way radio capability, the pilot
should adjust the transponder to reply on MODE A/3,
Code 7600.
The pilot should understand that the aircraft may not be
in an area of radar coverage.
Reestablishing Radio Contact.
In addition to monitoring the NAVAID voice feature, the
pilot should attempt to reestablish communications by
attempting contact:
On the previously assigned frequency, or
With an FSS or ARINC1.

September 2001
CAE SimuFlite
If communications are established with an FSS or

ARINC, the pilot should advise that radio communica-
tions on the previously assigned frequency have been
lost giving the aircraft's position, altitude, and last
assigned frequency and then request further clearance
from the controlling facility. The preceding does not pre-
clude the use of 121.5 MHz. There is no priority on which
action should be attempted first. If the capability exists,
do all at the same time.

September 2001
Aircraft Rescue and Fire Fighting

Communications
Discrete Emergency Frequency
Direct contact between an emergency aircraft flight crew, Air-
craft Rescue and Fire Fighting Incident Commander (ARFF IC),
and the Airport Traffic Control Tower (ATCT) is possible on an
aeronautical radio frequency (Discrete Emergency Frequency
[DEF]) designated by Air Traffic Control (ATC) from the opera-
tional frequencies assigned to that facility.
Emergency aircraft at airports without an ATCT (or when the
ATCT is closed) may contact the ARFF IC (if ARFF service is
provided), on the Common Traffic Advisory Frequency (CTAF)
published for the airport or the civil emergency frequency 121.5
MHz.
Radio Call Signs

Preferred radio call sign for the ARFF IC is “(location/facility)
Command” when communicating with the flight crew and the
FAA ATCT.
EXAMPLE:
LAX Command.
Washington Command.

September 2001
CAE SimuFlite
ARFF Emergency Hand Signals
Reproduced with permission. © MedAire, Inc.

September 2001
Air Traffic Control Tower Light Gun

Signals
Color Movement of Aircraft Aircraft
and Type of Vehicles, on the Ground in
Signal Equipment and Flight
Personnel
Steady green Cleared to cross, Cleared for Cleared to land
proceed or go takeoff
Flashing green Not applicable Cleared for taxi Return for landing
(to be followed by
steady green at
the proper time)
Steady red STOP STOP Give way to other
aircraft and
continue circling
Flashing red Clear the taxiway/ Taxi clear of the Airport unsafe, do
runway runway in use not land
Flashing white Return to starting Return to starting Not applicable
point on airport point on airport
Alternating red Exercise extreme Exercise extreme Exercise extreme
and green caution caution caution

September 2001
CAE SimuFlite
Emergency First Aid

The ABCs of Emergency CPR
Establish victim’s unresponsiveness.
Gently shake victim and shout, “Are you all right?”
Airway
 Open airway: lift chin, tilt head. (With neck injury, lift chin but
do not tilt head.)
 Look for chest movement.
 Listen for sound of breathing.
 Feel for breath on your cheek.
Breathing
 Head tilt position – pinch victim’s nose shut while lifting chin
with your other hand.
 Give two full breaths while maintaining airtight seal with your
mouth over the victim’s mouth.
NOTE: A pocket mask can be used instead, but proper

head position and airtight seal must be maintained.
Circulation
Locate carotid artery pulse; hold 10 seconds. If no pulse:

Begin external chest compressions by locating hand posi-
tion two fingers above notch and placing heel of hand on
breastbone.
 Perform 15 compressions of 1½ to 2 inches at a rate of 80 to
100 compressions per minute. (Count, “One and two and
three and...,” etc.) Come up smoothly, keeping hand contact
with victim’s chest at all times.
 Repeat the cycle of two breaths, 15 compressions, until
victim’s pulse and breathing return. If only the pulse is present,
continue rescue breathing until medical assistance is available.

September 2001
Airway
Breathing
Circulation B4CRH-EM001i

September 2001
CAE SimuFlite
Heart Attack
Signals
 Pressure, squeezing, fullness, or pain in center of chest
behind breastbone.
 Sweating.
 Nausea.
 Shortness of breath.
 Feeling of weakness.
Actions for Survival
 Recognize signals.
 Stop activity and lie or sit down.
 Provide oxygen if available.
 If signals persist longer than two minutes, get victim to
medical assistance.

September 2001
Choking
If victim can cough or speak:
 Encourage continued coughing.

Provide oxygen if available.
If victim cannot cough or speak:

Perform Heimlich maneuver (abdominal thrusts):
1. Stand behind victim; wrap arms around victim’s waist.
2. Place fist of one hand (knuckles up) in upper abdomen*.
3. Grasp fist with opposite hand.
4. Press fist into upper abdomen* with quick, inward and
upward thrusts.
5. Perform maneuver until foreign body is expelled.
 Provide supplemental oxygen if available.
* If victim is pregnant or obese, perform chest thrusts
instead of abdominal thrusts.
B4CRH-EM002i

September 2001
CAE SimuFlite
Emergency Equipment Record

Emergency Date Last
Location
Equipment Serviced
First Aid Kit
Fire Extinguisher(s)
Fire Axe
Life Raft
Life Vests
Therapeutic
Oxygen
Overwater
Survival Kit
Other

September 2001
Conversion Tables
Table of Contents
Distance Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Meters/Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Statute Miles/Kilometers/Nautical Miles . . . . . . . . . . . . . . . . 8-4
Kilometers/Nautical Miles/Statute Miles . . . . . . . . . . . . . . . . 8-5
Weight Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6

Fuel Weight to Volume Conversion . . . . . . . . . . . . . . . . . 8-7
Volume Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Temperature Conversion. . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
International Standard Atmosphere (ISA) . . . . . . . . . . . 8-10

Altimeter Setting Conversion . . . . . . . . . . . . . . . . . . . . . 8-11
Cabin Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12

September 2001
CAE SimuFlite

September 2001
Conversion Tables
Distance Conversion
Meters/Feet
Meters Feet Meters Feet
0.3048 1 3.2908
0.61 2 6.58
0.91 3 9.87
1.22 4 13.16
1.52 5 16.45
1.83 6 19.74
2.13 7 23.04
2.44 8 26.33
2.74 9 29.62
3.1 10 32.9
6.1 20 65.8
9.1 30 98.7
12.2 40 131.6
15.2 50 165.5
18.3 60 197.4
21.3 70 230.4
24.4 80 263.3
27.4 90 296.2
31 100 329
61 200 658
91 300 987
122 400 1316
152 500 1645
183 600 1974
213 700 2304
244 800 2633
274 900 2962
305 1000 3291

September 2001
CAE SimuFlite
Statute Miles/Kilometers/Nautical Miles

Statute Miles Kilometers Nautical Miles
0.62137 1 0.53996
1.24 2 1.08
1.86 3 1.62
2.49 4 2.16
3.11 5 2.70
3.73 6 3.24
4.35 7 3.78
4.97 8 4.32
5.59 9 4.86
6.21 10 5.40
12.43 20 10.80
18.64 30 16.20
24.85 40 21.60
31.07 50 27.00
37.28 60 32.40
43.50 70 37.80
49.71 80 43.20
55.92 90 48.60
62.14 100 54.00
124.27 200 107.99
186.41 300 161.99
248.55 400 215.98
310.69 500 269.98
372.82 600 323.98
434.96 700 377.97
497.10 800 431.97
559.23 900 485.96
621.37 1000 539.96

September 2001
Conversion Tables
Kilometers/Nautical Miles/Statute Miles

Kilometers Nautical Miles Statute Miles
1.8520 1 1.1508
3.70 2 2.30
5.56 3 3.45
7.41 4 4.60
9.26 5 5.75
11.11 6 6.90
12.96 7 8.06
14.82 8 9.21
16.67 9 10.36
18.52 10 11.51
37.04 20 23.02
55.56 30 34.52
74.08 40 46.03
92.60 50 57.54
111.12 60 69.05
129.64 70 80.56
148.16 80 92.06
166.68 90 103.57
185.20 100 115.08
370.40 200 230.16
555.60 300 345.24
740.80 400 460.32
926.00 500 575.40
1111.20 600 690.48
1296.40 700 805.56
1481.60 800 920.64
1666.80 900 1035.72
1852.00 1000 1150.80

September 2001
CAE SimuFlite
Weight Conversion
lb./kg
lb. kg lb. kg
2.2046 1 0.4536
4.40 2 0.91
6.61 3 1.36
8.82 4 1.81
11.02 5 2.27
13.23 6 2.72
15.43 7 3.18
17.64 8 3.63
19.84 9 4.08
22.0 10 4.5
44.1 20 9.1
66.1 30 13.6
88.2 40 18.1
110.2 50 22.7
132.3 60 27.2
154.3 70 31.8
176.4 80 36.3
198.4 90 40.8
220 100 45
441 200 91
661 300 136
882 400 181
1102 500 227
1323 600 272
1543 700 318
1764 800 363
1984 900 408
2205 1000 454

September 2001
Conversion Tables
Fuel Weight to Volume Conversion

TURBINE FUEL Volume/Weight
(up to 5 lb. variation per 100 gallons due to fuel grade and temperature)
US US
lb. lb. Ltr lb. Ltr lb. Ltr kg Ltr kg
Gal Gal
0.15 1 6.7 0.57 1 1.8 1.25 1 0.8
0.30 2 13.4 1.14 2 3.6 2.50 2 1.6
0.45 3 20.1 1.71 3 5.4 3.75 3 2.4
0.60 4 26.8 2.28 4 7.2 5.00 4 3.2
0.75 5 33.5 2.85 5 9.0 6.25 5 4.0
0.90 6 40.2 3.42 6 10.8 7.50 6 4.8
1.05 7 46.9 3.99 7 12.6 8.75 7 5.6
1.20 8 53.6 4.56 8 14.4 10.00 8 6.4
1.35 9 60.3 5.13 9 16.2 11.25 9 7.2
1.5 10 67 5.7 10 18 12.5 10 8
3.0 20 134 11.4 20 36 25.0 20 16
4.5 30 201 17.1 30 54 37.5 30 24
6.0 40 268 22.8 40 72 50.0 40 32
7.5 50 335 28.5 50 90 62.5 50 40
9.0 60 402 34.2 60 108 75.0 60 48
10.5 70 469 39.9 70 126 87.5 70 56
12.0 80 536 45.6 80 144 100.0 80 64
13.5 90 603 51.3 90 162 113.5 90 72
15 100 670 57 100 180 125 100 80
30 200 1340 114 200 360 250 200 160
45 300 2010 171 300 540 375 300 240
60 400 2680 228 400 720 500 400 320
75 500 3350 285 500 900 625 500 400
90 600 4020 342 600 1080 750 600 480
105 700 4690 399 700 1260 875 700 560
120 800 5360 456 800 1440 1000 800 640
135 900 6030 513 900 1620 1125 900 720
150 1000 6700 570 1000 1800 1250 1000 800

September 2001
CAE SimuFlite
Volume Conversion
Imp Gal/US Gal; US Gal/Liter; Imp Gal/Liter
Imp US Imp US US US Imp Imp
Ltr Ltr Ltr Ltr
Gal Gal Gal Gal Gal Gal Gal Gal
0.83267 1 1.2010 0.26418 1 3.7853 0.21997 1 4.5460
1.67 2 2.40 0.52 2 7.57 0.44 2 9.09
2.49 3 3.60 0.79 3 11.35 0.66 3 13.64
3.33 4 4.80 1.06 4 15.14 0.88 4 18.18
4.16 5 6.01 1.32 5 18.92 1.10 5 23.73
5.00 6 7.21 1.59 6 22.71 1.32 6 27.28
5.83 7 8.41 1.85 7 26.50 1.54 7 31.82
6.66 8 9.61 2.11 8 30.28 1.76 8 36.37
7.49 9 10.81 2.38 9 34.07 1.98 9 40.91
8.3 10 12.0 2.6 10 37.9 2.2 10 45.6
16.7 20 24.0 5.3 20 75.7 4.4 20 91.0
24.9 30 36.0 7.9 30 113.5 6.6 30 136.4
33.3 40 48.0 10.6 40 151.4 8.8 40 181.8
41.6 50 60.1 13.2 50 189.2 11.0 50 227.3
50.0 60 72.1 15.9 60 227.1 13.2 60 272.8
58.3 70 84.1 18.5 70 265.0 15.4 70 318.2
66.6 80 96.1 21.1 80 302.8 17.6 80 363.7
74.9 90 108.1 23.8 90 340.7 19.8 90 409.1
83 100 120 26.4 100 379 22 100 455
167 200 240 53 200 757 44 200 909
249 300 360 79 300 1136 66 300 1364
333 400 480 106 400 1514 88 400 1818
416 500 601 132 500 1893 110 500 2273
500 600 721 159 600 2271 132 600 2728
583 700 841 185 700 2650 154 700 3182
666 800 961 211 800 3028 176 800 3637
749 900 1081 238 900 3407 198 900 4091
833 1000 1201 264 1000 3785 220 1000 4546

September 2001
Conversion Tables
Temperature Conversion
°C °F °C °F °C °F °C °F °C °F
-54 -65 -32 -26 -10 14 12 54 34 93
-53 -63 -31 -24 -9 16 13 55 35 95
-52 -62 -30 -22 -8 18 14 57 36 97
-51 -60 -29 -20 -7 19 15 59 37 99
-50 -58 -28 -18 -6 21 16 61 38 100
-49 -56 -27 -17 -5 23 17 63 39 102
-48 -54 -26 -15 -4 25 18 64 40 104
-47 -53 -25 -13 -3 27 19 66 41 106
-46 -51 -24 -11 -2 28 20 68 42 108
-45 -49 -23 -9 -1 30 21 70 43 109
-44 -47 -22 -8 0 32 22 72 44 111
-43 -45 -21 -6 1 34 23 73 45 113
-42 -44 -20 -4 2 36 24 75 46 115
-41 -42 -19 -2 3 37 25 77 47 117
-40 -40 -18 0 4 39 26 79 48 118
-39 -38 -17 1 5 41 27 81 49 120
-38 -36 -16 3 6 43 28 82 50 122
-37 -35 -15 5 7 45 29 84 51 124
-36 -33 -14 7 8 46 30 86 52 126
-35 -31 -13 9 9 48 31 88 53 127
-34 -29 -12 10 10 50 32 90 54 129
-33 -27 -11 12 11 52 33 91 55 131

September 2001
CAE SimuFlite
International Standard
Atmosphere (ISA)
Altitude/Temperature
Altitude ISA Altitude ISA Altitude ISA Altitude ISA
(ft.) (°C) (ft.) (°C) (ft.) (°C) (ft.) (°C)
S.L. 15.0 11,000 -6.8 22,000 -28.5 33,000 -50.3
1,000 13.0 12,000 -8.8 23,000 -30.5 34,000 -52.3
2,000 11.0 13,000 -10.7 24,000 -32.5 35,000 -54.2
3,000 9.1 14,000 -12.7 25,000 -34.5 36,000 -56.2
4,000 7.1 15,000 -14.7 26,000 -36.5 37,000 -56.5
5,000 5.1 16,000 -16.7 27,000 -38.4 38,000 -56.5
6,000 3.1 17,000 -18.7 28,000 -40.4 39,000 -56.5
7,000 1.1 18,000 -20.6 29,000 -42.4 40,000 -56.5
8,000 -0.8 19,000 -22.6 30,000 -44.4 41,000 -56.5
9,000 -2.8 20,000 -24.6 31,000 -46.3 42,000 -56.5
10,000 -4.8 21,000 -26.6 32,000 -48.3 43,000 -56.5

September 2001
Conversion Tables
Altimeter Setting Conversion

Hectopascals or Millibars/Inches of Mercury
1 hectopascal = 1 millibar = 0.02953 inches of mercury
0 1 2 3 4 5 6 7 8 9
Hectopascals
or Millibars
Inches of Mercury
880 25.99 26.02 26.05 26.07 26.10 26.13 26.16 26.19 26.22 26.25
890 26.28 26.31 26.34 26.37 26.40 26.43 26.46 26.49 26.52 26.55
900 26.58 26.61 26.64 26.67 26.70 26.72 26.75 26.78 26.81 26.84
910 26.87 26.90 26.93 26.96 26.99 27.02 27.05 27.08 27.11 27.14
920 27.17 27.20 27.23 27.26 27.29 27.32 27.34 27.37 27.40 27.43
930 27.46 27.49 27.52 27.55 27.58 27.61 27.64 27.67 27.70 27.73
940 27.76 27.79 27.82 27.85 27.88 27.91 27.94 27.96 27.99 28.02
950 28.05 28.08 28.11 28.14 28.17 28.20 28.23 28.26 28.29 28.32
960 28.35 28.38 28.41 28.44 28.47 28.50 28.53 28.56 28.58 28.61
970 28.64 28.67 28.70 28.73 28.76 28.79 28.82 28.85 28.88 28.91
980 28.94 28.97 29.00 29.03 29.06 29.09 29.12 29.15 29.18 29.21
990 29.23 29.26 29.29 29.32 29.35 29.38 29.14 29.44 29.47 29.50
1000 29.53 29.56 29.59 29.62 29.65 29.68 29.71 29.74 29.77 29.80
1010 29.83 29.85 29.88 29.91 29.94 29.97 30.00 30.03 30.06 30.09
1020 30.12 30.15 30.18 30.21 30.24 30.27 30.30 30.33 30.36 30.39
1030 30.42 30.45 30.47 30.50 30.53 30.56 30.59 30.62 30.65 30.68
1040 30.71 30.74 30.77 30.80 30.83 30.86 30.89 30.92 30.95 30.98
1050 31.01 31.04 31.07 31.10 31.12 31.15 31.18 31.21 31.24 31.27

September 2001
8-12
50
50,000
40
35 40,000
35,000
30
30,000
25
25,000
ET
FE
CAE SimuFlite
–
Cabin Altitude
20
DE 20,000
TU .
TI M 1
AL . AT
N 2
BI STD
15
CA 15,000 US 3
4
5
10
10,000
MAXIMUM PRESSURE SCHEDULE 6
CABIN ALTITUDE – 1000 FT
7
8
R E
5
9 SU
5,000
RES
P
10 L
A
TI
R EN SIG
E P
FF
DI
MAXIMUM PRESSURE SCHEDULE
0
5
15
10
20
35
25
30
50
40
60
S.L.
AIRCRAFT ALTITUDE – 1000 FT

BRCRH-CONV001i
September 2001
Beechjet 400A

Beechjet 400A: Cockpit Reference Handbook

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Beechjet 400A

Cockpit Reference Handbook

Copyright © 2013, CAE SimuFlite, Inc.

Beechjet aircraft materials used in this publication

Printed in the United States of America.

Welcome to CAE SimuFlite!

Our goal is a basic one: to enhance your safety, proficiency

We urge you to participate actively in all training activities.

Thank you for choosing CAE SimuFlite. We recognize that

The Staff of CAE SimuFlite

Beechjet 400A Developed for Training Purposes 1-1

1-2 Developed for Training Purposes Beechjet 400A

The Limitations chapter contains general, operational, and air-

The alphabetically arranged Systems chapter includes text for

The Emergency Information chapter provides basic first aid

Information in the Conversion Tables chapter may facilitate

Beechjet 400A Developed for Training Purposes 1-3

1-4 Developed for Training Purposes Beechjet 400A

The Preflight Inspection chapter contains an abbreviated

The Expanded Normal Procedures chapter presents

The Standard Operating Procedures chapter details Pilot

The Maneuvers chapter contains pictorial representations of

Beechjet 400A Developed for Training Purposes 2-1

2-2 Developed for Training Purposes Beechjet 400A

Cabin Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-9

Cabin Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-10

Left Nose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-11

Right Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-13

Right Nacelle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-15

Aft Baggage Compartment . . . . . . . . . . . . . . . . . . . . . . . 2A-17

Left Nacelle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-18

Left Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-19

Beechjet 400A Developed for Training Purposes 2A-1

2A-2 Developed for Training Purposes Beechjet 400A

Beechjet 400A Developed for Training Purposes 2A-3

Cockpit Flow Pattern

2A-4 Developed for Training Purposes Beechjet 400A

NOTE: If night flight anticipated, check actual operation of

Beechjet 400A Developed for Training Purposes 2A-5

Preflight Inspection Cockpit Inspection

NOTE: On aircraft RK-1 thru RK-99, ensure the nitrogen

2A-6 Developed for Training Purposes Beechjet 400A

Microphones and Headsets . . . . . . . . . . . . . . . . . . . . ABOARD

Beechjet 400A Developed for Training Purposes 2A-7

Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

2A-8 Developed for Training Purposes Beechjet 400A

Beechjet 400A Developed for Training Purposes 2A-9

Carry-On Baggage Compartment (if installed) . . . . . INSPECT

2A-10 Developed for Training Purposes Beechjet 400A

Beechjet 400A Developed for Training Purposes 2A-11

2A-12 Developed for Training Purposes Beechjet 400A

Beechjet 400A Developed for Training Purposes 2A-13

Navigation and Strobe Lights. . . . . . . . . . . . . . . . . CONDITION

2A-14 Developed for Training Purposes Beechjet 400A

Drain Lines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

Beechjet 400A Developed for Training Purposes 2A-15

2A-16 Developed for Training Purposes Beechjet 400A

Navigation and Strobe Lights . . . . . . . . . . . . . . . . . CONDITION

G Aft Baggage Compartment

Beechjet 400A Developed for Training Purposes 2A-17

Generator Inlet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

2A-18 Developed for Training Purposes Beechjet 400A

Beechjet 400A Developed for Training Purposes 2A-19