CAA approved Doc.No.HS.1.16 Con.No.. SECTION 6 SUPPLEMENTS ‘This Section is to contain limitations, handling information and performance data for operation of the aeroplane fitted with equipment, or in a role, not included in previous Sections of this manual. Supplements for the operation of the aeroplane with inoperative systens or deficient equipment may be given but the aeroplane must not be flown taking advantage of nore than one of these supplements unless combinations are epecificially permitted by the supplements. ‘The aeroplane shall be flown in accordance with the limitations and mandatory procedures given in any supplenent when appropriate, but information and limitations given in previous Sections will also apply unless superseded by the contents of a supplement. When a supplement is enbodied in this manual, the person making the embodiment should write the details on the log of supplements beginning on page 3 of thie Section. n Page 1 Section 6FAA approved Doc. No. HS.1.16 LOG OF SUPPLEMENTS ‘Supplement ‘Signature and date of HerBee Title and Approval Authority ares 2 Delivery Modification Standard. 4 ‘Operation on gravel surfaces. 5 (Operation of the aircraft with automatic performance reserve (APR) inoperative 6 Flights on which one fuel tank booster pump is inoperative prior to takeoft, 8 Operation with the Engine Fuel Computer Inoperative on ‘One Engine. 12 Configuration Deviation List. Issue 2 Page 3 Section 6FAA approved Doc. No. HS.1.16 LOG OF SUPPLEMENTS ‘Supplement Number Title and Approval Authority ‘Signature and date of ‘embodiment Page 4 Section 6C.A.A. approved Doc. Now H.S. 1,16 Con.to. CeALAL SUPPLERENT No. 2 DELIVERY MODIFICATION STANDARD Che Limitations and procedures in this supplement are applicable when an aircraft is being delivered to the U.S.A. at the modification standard defined in Parts 4 and 6 of British Aerospace docunent reference DOsAW/125-800/F.A.A./T.C.1, Definition of BAe 125 Series 800K Build Standard for U.S. Type Certification. Applicability This supplement contains the Limitations and procedures which differ fron the basic manual and is applicable for aircraft being delivered to the U.S.A. at the modification standard defined in Parts 4 and 6 of British Aerospace document reference DO/AW/125-800/F.A.A./T.C.1, Definition of BAe 125 Series 800A Build Standard for U.S. Type Certification. Refer to basic manual for the information not contained therein. SECTION 1 - GENERAL No change. SECTION 2 — LIMITATIONS AUTOPILOT AND FLIGHT GUIDANCE SYSTEM LIMITATIONS ~ not applicable. SECTION 3 - EMERGENCY PROCEDURES No change. ION 4 - NORMAL PROCEDURES AUTOPILOT AND FLIGHT GUIDANCE SYSTEM ~ COLLINS APS-80 AND EFIS~858(1) = not applicable. SECTION 5 - PERFORMANCE «STATIC POSITION ERROR CORRECTION TO ALTIMETERS The servo altimeter (Captain's instrument) incorporates a transducer which reduces position error. The residual static error correction for this instrument to obtain true pressure altitude is shown on Fig. 1. The standby altimeter is not corrected for position error. The static error correction to be made to this instrument is shown on Figure 2. . POSITION ERROR CORRECTION TO MACHMETER The position error correction to be made to the indicated machneter reading is shown in Figure 3 for varying altitude. a Page 1 CAA Supplement 2 P/2C.A.As approved Doc. No. H.S. 1.16 STATIC POSITION ERROR CORRECTION TO SERVO ALTIMETER 3PEED - KNOTS IAS" Teohedssl FLAPS 25° Page 2 CAA Supplement 2 5/2C.A.A. approved Doc. No. H.S. 1.16 Con.No. STATIC POSITION ERROR CORRECTION TO_ALTIMETER sists epersfegstess | USPEED — KNOTS" ts —_TFLAps 159 ==10' + I i | i ECTION” 16” INDICATED, ALTITUDE = FEET oJ 4 Seto “knots tag (OB) a Page 3 CAA Supplement 2 P/2No. HS. 1.16 MACH POSITION ERROR CORRECTION C.A.A. approved Doc. re TO COMBINED SPEED INDICATOR TT EEE Figure 3 1 es n CAA Supplement 2 Page 4CAA approved Doc.No.HS.1-16 Con. No. CAA SUPPLEMENT NO.4 OPERATION ON GRAVEL SURFACES APPLICABILITY ‘The information and data given in this supplement are applicable when the aeroplane is operated on gravel runways or on other unpaved runways vi! equivalent surface and load-bearing characteristics. ‘The limitations, procedures and information contained in other Sections ‘of this manual are applicable except as superseded by the information given below. wnen operating from gravel runways or other unpaved runways where loose stones are present, the aeroplane must be protected from stone damage. The aeroplane must be fitted with chined nosewheel tyres, stainless-steel shields over the wing-flap lower surfaces inboard of the main wheels and silicone protection on the forward portion of the lower rotating beacon cover by the embodiment of British Aerospace modification 259071. Alternatively, protec~ tion equivalent to that derived from the design aims of British Aerospace modification 259071 may be provided by the installation of modifications approved by other appropriate authorities. LIMITATIONS SURFACE CONDITIONS Examination of surface conditions and determination of bearing strength are required for each gravel runway on which operation is desired. It must. be determined that the runway construction is adequate to support the operational weight under the climatic conditions for the period of intended use. In addition: ‘The surface may be dry or wet but must have no standing water or ruts. 2 The surface material must be at least six inches thick, well compacted and with a California bearing ratio (CBR) of at least 30 and no area of deep loose gravel deficient in fines. 3 The sub-base strength at a depth of eight inches below the surface must be capable of supporting 260 1b/in® at 0.1 inch penetration when tested by the ‘in-place’ CBR method or an equivalent method. AEROPLANE CONFIGURATION ‘The aeroplane must embody B.Ae. modification 259071 or an approved equivalent. PROCEDURES Directional control during taxying should be exercised by differential wheel braking and not by nosewheel steering. Abrupt turns at low speed should be avoided. a Page 1 CAN Supplement 4 6/2CAA approved Doc.No.HS.1.16 CAA SUPPLEMENT No.4 OPERATION ON GRAVEL RUNWAYS PERFORMANCE, ‘The performance in this supplement applies to gravel runways or other unpaved runways which meet the criteria given under Limitations. GRAVEL RUNWAY TAKE-OFF The calculation of permissible take-off weight is as for take-off on a paved runway except that: (a) the maximum take-off weight given for a flaps 15° take-off in the weight for altitude and temperature graph, Fig. 15 or 15A, is to be reduced by 300 2b when operating from a gravel runvay. The maximum take-off weight given for a flaps 0° take-off in Fig. 5-16 is to be reduced by 500 1b when operating from a gravel runway. (bo) Fig. 1 of this supplement is used to convert the gravel runway distances available into equivalent paved distances before using the take-off graphs in Section 5. Enter Fig. 1 with the take-off distance available on the bottom scale, go up to the line labelled take-off distance, and read off the equivalent paved runway take-off distance on ‘the left hand scale, as shown by the arrowed broken line. Do the sane with take-off run and accelerate stop distance available. Use these equivalent distances in Figures 5-20 to 5-25 to obtain a take-off weight. GRAVEL RUNWAY LANDING Enter Fig. 2 of this supplement with the landing distance available and obtain the equivalent landing distance available on a dry paved runway. Use this equivalent distance available in Fig. 5-42 in Section 5 of this manual, Page 2 CAA Supplement 4 6/2 nTAKE-OFF FROM GRAVEL OR UNPAVED RUNWAY “ eH eS: CAA approved Doc, No. HS.1.16 rin. am teec1334 JO SONVSNOHL ~=at Page 3 CAA Supplement 4 6/2 Con.No. Fige1 SISFCAA approved Doc. No. HS.1.16 EFFECT OF GRAVEL RUNWAY ON LANDING DISTANCE AVAILABLE Page 4 CAA Supplement 4 6/2 nCAA approved Doc. No. HS.1.7€ Con. Kee No.5 GAA SUPPL IMENT NOLS OPERATION OF THE AIRCRAFT WITH AUTOMATIC PERFORMANCE RESERVE (APR) INOPERATIYE ‘The aircraft may be flown when the automatic performance reserve systes is known or assumed to be inoperative before the take-off, provided that the limitations given in this supplement are observed. ‘The airspeed and performance information given in this supplene! used to amend that given in Section 5 of this manual. must be CONDITION OF APR SYSTEM ‘The APR system could malfunction such that; (a) it will fail to increase thrust on the good engine after engine failure, or (b) it will operate continuously at the maximum take-off (APR) thrust level. In case (a) the good engine should be at, and continue to give, initial maximum take-off power throughout the take-off. In case (b) the pilot must control the engines manually to avoid exceeding the RPM and ITT limits of initial maximum take-off power. If one engine fails, the throttle of the good engine should be opened fully. Should the APR system have failed to respond to the pre-take-off check, it may not be certain whether it has failed as in case (a) or case (b). The systen must not therefore be armed for take-off and the pilot must be prepared to control engines manually to prevent engine speed and temperature limits being exceeded. LIMITATIONS APR SYSTEM When the APR system is known or assumed to be inoperative or malfunctioning, At shall not be armed. MAXIMUM TAKE-OFF POWER When APR is not in use, the maximum take-off power i: iEXIMUM TAKE-OFF POWER CONDITIONS SEPM Max Time Limit NT Ne XT °C Maximum 100 100 952 5 minutes take-off power 984 5 seconds 99a 2 seconds a Page 1 CAA Supplement 5 G/4CAA Approves Doc. No. HS.1.16 OPERATION OF THE AIRCRAFT WITH AUTOMATIC PERFORMANCE RESERVE (APR) INOPERATIV: PROCEDURES ‘TAKE-OFF POWER Before take-off lock up N, REF in either Figure S-Wor 5-11 Section 5 as appropriate to the use of engine antice or otherwise. TAKE-OFF PROCEDURES Procedures for the take-off are the same as those given in Section 5 except that references to APR do not apply. For the take-off: Do not arm APR Select synchroniser OFF Open the throttles fully but with care in case the RPM or ITT limits as given on page 1 of this supplement are exceeded. If the limits are exceeded adjust the throttle levers to establish power within the limits. up to 80 knots: if indicated Nj falls more than 1% below N]REF, abandon the take-off. Above 80 knots: take-off may be continued with indicated N, more than 1% below N)REF unless engine failure is suspected. Monitor engine limitations and adjust throttle position if necessary. TAKE-OFF AIR SPEEDS Take-off speeds are determined by the sane criteria as for APR ON, and are given in Figures 1 and 2 for flaps 15° and flaps 0°. Page2 CAA Supplement 5 5/4 a”CAA Approved Doc. Ho. H.$.1.16 con. No TAKE-OFF SPEEDS obtain the effect of en, ce prevention bleed add 11 the actual air temperati before entering the graph. OTOL Gol me Zona lec: SCO MMEIUOMMENONE! HZDEEeIsON L1kO| 150. io «20 BO 40S. suatF AIR TEMPERATURE ~ °C Nr KNOTS 1AS V2-KNOTS IAS MINIMUM. Vy-KNOTS IAS: Page 3. CAA Supplement 5 G/4,P/32 Fig. 1CAA Approved Doc. No. H.S.1.16 TAKE-OFF SPEEDS Ee APR_OFF EE He = To obtain the effect of engine See prevention bleed add 10°C to the actual air temperature before entering the graph. ‘AERODROME ALTITUDE = FEE HE : “20 Oo: i 20 0 60 100 110 120 130 140 150 480F AIR TEMPERATURE - °C Vp- KNOTS 1AS MINIMUM. Yj-KNOTS 1AS PEA aeee Ro BO V2 ~ KNOTS IAS Page 4 CAA Supplenent 5 G/4,P/22 sCAA approved Doc. No. HS.1.16 Con. No. PERFORMANC! ‘The performance information in this supplement must be used when the automatic performance reserve (APR) system is inoperative. It replaces the data of sub-sections 5.3, 5.4, 5.5, and 5.6 of this manual. ‘TAKE-OFF WAT CURVES Figures 3, 4 and 5 are weight, altitude, temperature curves which Limit the maximum weight of the aircraft from consideration of airworthiness climb requirements, or tyre-speed limitations. ‘They are used in the same way as those in Sub-section 5.3. ‘TAKE-OFF_CLIMB. GRADIENTS The gross gradients of climb in the take-off configurations (APR inoperative) specified by the airworthiness requirements, upon which the take off weight-altitude-temperature curves of Figures 3 and 5 are based, are given in this supplement by figures 6, 7 and 8. The associated conditions are as given in sub-section 5.4, except that maximum take-off power is used instead of APR power. TAKE-OFF FIELD LENGTH Take-off field length data appears in Figs. 9 to 15. These graphs ‘are used in the same manner as those in Sub-section 5.5. The associated conditions are the same except that there is no power increase after engine failure. NET TAKE-OFF FLIGHT PATH Net flight path data is given in Fig. 16 to 22. ‘The graphs are used in the same manner as those in Sub-section 5.6. Associated conditions are the same except that maximum take-off power is in use up to the 5 minute point instead of APR power. Horizontal distance in turn and the effect of wind in turn are the same as given in Sub-section 5.6, so may be obtained from Figs. 5-34 and 5-35. ENGINE ICE PREVENTION BLEED To obtain the effect of the engine ice prevention bleed, add 10°C to ‘the actual air temperature before entering the graphs in this supplement. n Page 5 CAA Supplement 5 G/4CAA Approved Doc. No. H-S.1.16 MAXIMUM TAKE-OFF WEIGHT FOR ALTITUDE AND TEMPERATURE ALTITUDE ~ THOUSANDS OF FEET APR OFF [to obtain the effect of engine] FLAPS {5° ice prevention bleed add 10°C to the actual air temperature before entering the graph. 8 9 Goma Suantas tune as oi pm sess we eemnce 9478 WEIGHT = THOUSANDS OF LB Page 6 CAA Supplement 5 G/4 P/32 Ba” CAA Approved Doc. No. HS.1.16 Con. No. MAXIMUM TAKE-OFF WEIGHT FOR ALTITUDE AND TEMPERATURE ALTITUDE -THOUSANDS OF FEET WEIGHT-THOUSANDS OF LB. Page 7 CAA Supplement 5 G/4 Fig. 4Sha Approved Doc, No. #.5-1-16 MAXIMUM -TAKE - OFF WEIGHT TITUDE TEMPERATURE BER OFE fe ekates ee od fort ez eattee|e FLAPS 0" A ta the actual perature before entering the graph. 10-6 TAKE-OFF_ WEIGHT, ALTITUDE - THOUSANDS ‘OF FEET ERTIFICATE! MAXIMUM SL. : ut pHtipy 2 24 at ‘WEIGHT '= THOUSANDS OF (8 eer Page 6 CAA Supplement 5 G/4 ,P/32Con. No- H.S.2.16 Ho. CAA Approved Doc. FIRST AND SECOND SEGMENT CLIMB GRADIENT FLAPS 15°}4 GROSS GRADIENT - "le ele fee ni te tte 5 ey VEIGHT - THOUSANDS OF LB 40 ing the graph. 30 20 10 To obtain the effect of engine] ice prevention bleed add 10°C to the actual air temperature before enti AIR TEMPERATURE = °C. 6 10 -20 9487 Fig. 6 CAR Supplement 5 G/+,P/32 Page 9 aCAA Approved Doc. No. H.S.1.16 FIRST AND SECOND SEGMENT CLIMB GRADIENT ESJAPR OFF 22S FLAPS 0 ice prevention bleed add 10°C MINIMUM SECOND SEGMENT. GRADIENT MINIMUM FIRST SEGMENT. GRADIENT = WEIGHT - THOUSANDS. OF KG, 10 20 = ‘AIR TEMPERATURE ~ °C VEIGHT - THOUSANDS OF LB GROSS GRADIENT ~°o 13 Page 10 CAA Supplement 5 G/6,P/32 Fig. 7% CAA Approved Doc. No. H-S.1-16 aaa Page 11 CAA Supplement 5 G/4, P/32 FINAL TAKE OFF \CUMB eee ee ee ice prevention bleed add 10°C to the actual air tesperature before entering the graph. Con. No. HOU EEnOrE wis SeanieNT wr Fig. 8TAKE-OFF OIETANCE AVAILABLE = THOUSANDS OF FEET CAA Approved Doc. No. HS.1.16 VALUE OF 'D’ AND Vi/Vp TAKE-OFF DISTANCE AND ACCELERATE-STOP DISTANCE AVAILABLE. [APR_OFF] LAPS 15°] eADiOND ‘arto - Page 12 CAA Supplement 5 0/7 a8 CAA Approved Doc. No. HS.1.16 Con. Wo. Page 13 CAA Supplement 5 TAKE-OFF RUN AVAILABLE ~ THOUBANDS OF et VALUE OF 'D' AND Vi/vp TAKE-OFF RUN AND ACCELERATE-STOP DISTANCE AVAILABLE [APR_OFF] , PS 159] = oH a ACCELERATE STOP DISTANCE AVAILABLE -THOUEANOS OF FEET 917F (0) G/T Fig. 10CAA Approved Doc. No. H-S-2-16 WEIGHT FOR VALUE OF 'D’ MAXIMUM_TAKE-OFF. in the effect of enggne| fention bleed add 10°C (ctual air temperature fering the graph. 2 27 Speen 8 WEIGHT- THOUSANDS OF LB. ALTITUDE - FEET 7 30 «4050 ce MERE rasta 158 D ~ THOUSANDS OF FEET “30 -io ‘AIR TEMPERATURE Fig. 11 Pape 14 CAA Supplement 5 G/4 P/3218 CAA Approved Doc. io. HS.1.16 THOUEANOS OF FEET TAKE-OFF DIETANCE HAILABLE = Page 15 CAA Supplement 5 Con. No. VALUE OF 'D’ AND Vijyp TAKE-OFF DISTANCE AND ACCELERATE-STOP DISTANCE AVAILABLE ‘APR OFF | FLAPS ©°| 'NOTE® F,UTHE COURSE OF CORRECTING. ‘ACCELERATE*STOP OISTANCE FOR eS See Om ele REPORTED. WIND ‘COMPONENT = KNOTS DOWNNILL UPWILL TWLWIND _ MEADWIND PONWAY GRADIENT = 213 (0) ACCELERATE STOP DISTANCE AVAILABLE -THOUSANGE OF FET G/T Fig. 12Fe R AKE-O7F RUN AUILABLE. = THOUSANDS OF FEET CAA Approved Doc. No. HS.1.16 VALUE OF 'D’ AND Vijyp TAKE-OFF RUN AND ACCELERATE-STOP DISTANCE AVAILABLE [APR_OFF [FLAPS 0°| =H nH a ise LH 932F (0) 2 comansre-s109 oaitanGe AmmLNOLE 5S the APR OFF anrtce | 20° 2a°c 2c graphs oN Note: For the purpose of this supplement only, extrapolate the performance graphs to ISA + 37°C. EN ROOTE CLIMB it is pemissible to ‘The en-route net climb gradient given in Fig. 5-37 is reduced by amounts given in Table 2. TABLE 2 [Net gradient given [-6 ]-7 o 72 74 78 |8 J by Fig 5-37, 8 Loss of gradient 0.4 | 0.6 } 0.8] 1.0 | 1.2] 1.4 | 1.6] 1.8] 2.0 for manual mode Operation, & Page 4 CAA Supplement 9 6/7 nCon. No. CAA Approved Doc. No. HS. LANDING CLIMB AND WAT LIMITS Figure 1 gives curves of weight for varying altitudes and temperatures at which the climb requirements are complied with and at which the energy input to the wheel brakes during a normal landing is within their normal capacity. Figure 1 is determined partly by the two engine operative (one in auto mode, one in manual mode) baulked landing climb requirement with flap setting of 45”, and partly by the wheel brake energy requirement. ‘The use of the graphs is illustrated by the arrowed broken lines. Prom the airfield altitude, intercept the value of the air temperature at the airfield and read the weight at the bottan of the scale. 1, To obtain the gffect of the engine ice prevention bleed on the WAT curves, add 10°C to the actual air temperature before entering the graph. 2. To check that adequate landing field length is available at the maximum weight refer to sub-section 5.11. For approach, discontinued approach and baulked landing climb gradient use Figures 5-40 and 5-41, but entering the graphs at the temperature given by Table 1. TANDING DISTANCE AND WEIGHT To obtain the landing weight, reduce the landing distance available by 200 feet, before entering Figure 5-42. n Page 5 CAA Supplement 9 G/7one engine oper: in manual mode CAA Approved Doc. No. HS.1.16 MAXIMUM LANDING WEIGHT FOR ALTITUDE & SH a ay HEB] ISA -15° Cf rae MAXIMUM 4 CERTIFICATE! EIGHT - THOUSANDS OF LB Page 6 CAA Supplement 9 GT fnFAA Approved Doc. No. HS 1.16 SUPPLEMENT No. 12- Issue 2 CONFIGURATION DEVIATION LIST (CDL) INTRODUCTION This Supplement 12 - Issue 2 supersedes and replaces Supplement 12. Itincorporates the information for bonding straps, static dischargers, the rudder gust lock flapper door and minor editorial changes while remaining basic to the Airplane Flight Manual. This Supplement 12 - Issue 2 contains the Configuration Deviation List (CDL), which imposes additional requirements for operation of the airplane with certain items missing The airframe is divided into discrete areas as shown in Figure 1 and each panel in the area is given an identification number as shown in Figures 2 thru 4. The panel identification numbers used are those used in the Aircraft Flexible Maintenance Schedule. APPLICABILITY This Supplement 12 - Issue 2 is applicable to airplanes operating with the HS 1.16 Airplane Flight Manval The limitations, procedures and information contained in other sections of this manual are applicable, except where superseded by the following information. SECTION 1 - GENERAL No change. SECTION 2 - LIMITATIONS Limitations resulting from a missing item, as specified in the REMARKS AND/OR EXCEPTIONS. column, must be observed in addition to the normal limitations in SECTION 2 of the main manual. The limitations are as follows: 1. No more than one panel from any one area (see Figure 1) may be missing unless specific combinations are listed in this supplement. Unless otherwise specified, panels from different areas may be missing. 2. Where performance penalties are listed as negligible, no more than three such items may be missing. This limitation does not apply to bonding straps in areas F2, F3, W1, We and T1. The limitations for these bonding straps are shown in the FUSELAGE ZONE, WING ZONE - REAR VIEW, and TAILPLANE and ELEVATOR ZONES tables in Sub-section 5.05 of this supplement. This limitation also does not apply to the rudder gust lock flapper door in area F2. The limitations for this item are shown in the FLIGHT COMPARTMENT table in Sub-section 5.05 of this supplement. 3. Unless specific performance effects are defined for combinations of missing items, all performance effects for individual items are cumulative. 4 The pilot-in-command shall be notified of each operation with a missing item(s) by listing the missing item(s) in the flight or dispatch release document. 5. The operator shall list, in the airplane log book, an appropriate notation covering the missing items(s) on each flight. 6. The associated limitations must be listed on a placard affixed in the flight compartment in clear view of the pilot-in-command and other appropriate crew member(s). Continued Next Page Page 1 Supplement 12 - Issue 2 aisFAA Approved Doc. No. HS 1.16 CONFIGURATION DEVIATION LIST (CDL) ‘SECTION 2 - LIMITATIONS (continued) 7. If an additional item is lost in flight, the airplane may not depart the airport at which it subsequently lands until it complies with the requirements of this supplement. A ferry Permit may be issued to allow the airplane to be flown to the first station where replacement or repair of the items can be made. SECTION 3 - EMERGENCY PROCEDURES No change. SECTION 4 - ABNORMAL/NORMAL PROCEDURES No change. SECTION 5 - PERFORMANCE ‘SUB-SECTION 5.05 - GENERAL Where a missing item results in a performance effect on the airplane, the effect is given in the REMARKS AND/OR EXCEPTIONS column of the appropriate list. Unless specific performance effects are defined for combin performance effects for individual items are cumulative. BAe 125-800 FLIGHT COMPARTMENT ns of missing items, all NORMAL CONFIGURATION MINIMUM REQUIRED ape [PANEL i LOCATION IDENT DESCRIPTION | REMARKS AND/OR EXCEPTIONS NUMBER a Rudder gust lock Flapper door may be inoperative or flapper door - missing, provided a cover (such as tape) F2 Flight 1 | 0 | is installed to protect against contamination compartment left | or damage by entry of foreign objects. ‘side oor area, | Bae 125-800 ALL CONTROL SURFACES or STRUCTURAL AREAS NORMAL CONFIGURATION MINIMUM REQUIRED PANEL AREA | REMARKS ANDIOR IDENT DESCRIPTION Location |OENT EXCEPTIONS ‘Static, (One cischarger from each contro ee dischargers | | MVOULON® | curtace or structural area may be Allcontrol | All damaged or missing and Tt ens surface or structural areas, aa Page 2 Supplement 12 - Issue 2 oeFAA Approved Doc. No. HS 1.16 CONFIGURATION DEVIATION LIST (CDL) Bae 125-800 FUSELAGE ZONES NORMAL CONFIGURATION MINIMUM REQUIRED PANEL AREA REMARKS AND/OR IDENT | DESCRIPTION | LOCATION | KUnBeR EXCEPTIONS a Bonding Straps- | May be broken or missing, | Nose and Main provided airplane is not flown beta Gear Doors. 4 | © | within 50 nautical miles of active or | | potential lightning activity | Att Fairing The performance decrement | attached to the is negligible. | Ge F189 ventral tank offot | 1 | ° | | the access door), | 1 ~ 1 ‘Access panel for The performance decrement | a F164 | ponding 1 | © |isnegiigibt. | i ‘Access panel to “The performance decrement oe F165 | jacking point. 1 | © Jis negligible. ‘Access to The performance decrement Fa F166 autopilot servo | 1 | 0 |is negligible motor. 7 Fuel ling access The performance decrement | Fa F167 | panel to rear 1 | 0 |isnegigibt. | ventral tank. Oxygen charging The performance decrement Fe F168 | point access 1 | © |isnegigibt. panel Page 3 Supplement 12- Issue 2 asFAA Approved Doc. No. HS 1.16 CONFIGURATION DEVIATION LIST (CDL) Bae 125-800 TAILPLANE and ELEVATOR ZONES NORMAL CONFIGURATION MINIMUM REQUIRED ]PANEL AREA | REMARKS AND/OR IDENT | DESCRIPTION | LOCATION | NUMBER | EXCEPTIONS —_—sS——— Tray | Access panels The performance decrement is negligible. Tr | Tgp [for elevator 2\4 | controls. Tr | THSL |Accesspancisto |» | ; | Theperomance decrement is negigbe | T17R | rudder trim controls. | Hinged cover for Not in icing conditions, tr | tig [2ecesstorudder | , | 9 | The performance decrement is negligible | ttim con-roditab | connection. | Vertical stabilizer The performance decrement is negligible. a Taal | access to VHF qo cable clamp. || Bonding straps - | ‘One may be broken or missing per i Rudder and a | 5. | Sutlace, provided the concition of the Rudder Tabs. | remaining straps is confirmed to be satisfactory prior to each departure. BAe 125-800 WING ZONES - BOTTOM SURFACE NORMAL CONFIGURATION MINIMUM REQUIRED PANEL AREA REMARKS ANDIOR IDENT DESCRIPTION LOCATION | Agen EXCEPTIONS Panel covering No performance decrement wt wa425 | hydraulic pipes in | 1 | 0 | because panel is intemal to wheel well airframe, Panel covering No performance decrement wa ws25 | hydraulic pipes in | 1 | 0 | because panel is internal to wheel well airframe. Page 4 Supplement 12 - Issue 2 aieFAA Approved Doc. No. HS 1.16 CONFIGURATION DEVIATION LIST (CDL) BAe 125-800 WING ZONES - UPPER SURFACE NORMAL CONFIGURATION [ MINIMUM REQUIRED PANEL AREA REMAPKS ANDIOR (Dent | DeScAIPTION LOCATION NUMBER EXCEPTIONS a as Le | wi | wise [fewavsonener | 1 | 0 | coverisromoved tho pertrmance mi | Wass | armekeouboas | 1 | 0 | dovemon ts negigble firge | Ta aw aon coverna at | | | Tre peromance docomentis wi | wos /Fonosereroene | 1 | 9 | nestle outboard hinge. | rating coving Or ihoroar potion le ge wt W134 forward portion of 1 0 | cover is removed. The performance W2 (W234 air brake inboard 1 0 | decrement is negligible. Pingo Faring coven a The porlormance éacrement i wy | Wiss [eotonoraroreke | 1 | 9 | neato inboard hinge. 7 Vert Gonoaior. | 1g | aq | Tee potonanco dovement ws 15 | 19 | ragigmi Replacements nade a | ned Sehedle marienance check BAe 125-800 WING ZONES - REAR VIEW NORMAL CONFIGURATION MINIMUM REQUIRED PANEL AREA icENT BESCHIETION REMARKS AND/OR, LOCATION | NUNBER EXCEPTIONS, Two may be broken or missing per Bonding straps - surface, provided the condition of the \eeaeee pp clerans and. | 12) 4 | remaining straps is confirmed to be i He b | satistactory prior to each departure. ‘One may be broken or missing per wi awe Bonding straps | | , | sutace, provided the contin ofthe eee |Femaiing straps is confirmed © be per | ‘satisfactory prior to each departure. | ‘One may be broken or missing per Bonding straps - ‘surface, provided the condition of the Wt awe Flaps 4 | 2 | remaining straps is confirmed to be satisfactory prior to each departure. Page 5 Supplement 12 - Issue 2 aeFAA Approved Doc. No. HS 1.16 CONFIGURATION DEVIATION LIST (CDL) CONFIGURATION DEVIATION LIST (CDL) - AREA LOCATIONS FRAME 1 FRAME 7 FRAME 19 F2 Figure 1 Page 6 Supplement 12 - Issue 2 aeFAA Approved Doc. No. HS 1.16 CONFIGURATION DEVIATION LIST (CDL) CONFIGURATION DEVIATION LIST (CDL) - PANEL IDENTIFICATION NUMBERS TAIL and AFT FUSELAGE Tat pee riss(e) F164 (5) FIeI@A PANEL IDENTIFICATION CODES 101 TYPE & NUMBER OF FASTENERS | PANEL No. area venninier PANEL FASTENER SYMBOLS O QUICK OPENING (SUCH As HARTWELL FASTENERS) NO TOOL REQUIRED AX. QUicK OPENING (SUCH AS CAMLOGK FASTENERS) = TOOL REQUIRED sume [0:70 PANEL TOOL REQUIRED THE NUMERAL INSIDE EACH SYMBOL DENOTES THE NUMBER OF FASTENERS SECURING THE PANEL. ANH ADJACENT TO THE SYMBOL INDICATES THAT THE PANEL IS HINGED. Figure 2 Page 7 Supplement 12- Issue 2 oeFAA Approved Doc. No. HS 1.16 CONFIGURATION DEVIATION LIST (CDL) CONFIGURATION DEVIATION LIST (CDL) - PANEL IDENTIFICATION NUMBERS WING wiz B) w232 wos GT waa Gi] Page 8 Supplement 12 - Issue 2 osFAA Approved Doc. No. HS 1.16 CONFIGURATION DEVIATION LIST (CDL) CONFIGURATION DEVIATION LIST (CDL) - PANEL IDENTIFICATION NUMBERS. INBOARD WING w325A\ | Page 9 Supplement 12- Issue 2 oe Figure 4FAA Approved Doo. No. HS 1.16 CONFIGURATION DEVIATION LIST (CDL) Intentionally left blank Page 10 Supplement 12 - Issue 2 as