Hawker 900XP FS Client Guide

HAWKER
900XP
PILOT CLIENT GUIDE R E V 2.2
NOTICE
The material contained in this publication is based on information obtained from the air-
craft and avionics manufacturers’ manuals. It is to be used for familiarization and training
purposes only.
At the time of release it contained then-current information. In the event of conflict be-
tween data provided herein and that in publications issued by the manufacturer or regula-
tory agencies, that of the manufacturer or regulatory agencies shall take precedence.
We at FlightSafety International want you to have the best training possible. We welcome
any suggestions you might have for improving this material or any other aspect of our train-
ing program.
NOTICE
Textron Aviation Inc. materials in this training program have been reproduced with
permission and are copyrighted by Textron Aviation Inc.
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government or as otherwise authorized by U.S. law and regulations.
Publication History:
Original 0.0................................................ Mar. 2010 Revision 1.4.................................................Feb. 2019
Revision 1.0................................................ May 2010 Revision 1.5............................................... Oct. 2020
Revision 1.1 ��Feb. 2011 Revision 2.0.............................................. Mar. 2022
Revision 1.2................................................ Oct. 2016 Revision 2.1............................................... Aug. 2022
Revision 1.3................................................. May 2017 Revision 2.2............................................ Sept. 2023
Copyright © 2023 FlightSafety International, Inc.

Unauthorized reproduction or distribution is prohibited.
All rights reserved.
CONTENTS
01 INITIAL TRAINING CURRICULUM

02 RECURRENT TRAINING CURRICULUM
03 REQUIRED KNOWLEDGE AREAS
04 MEMORY ITEMS AND LIMITATIONS
05 MANEUVERS AND PROCEDURES
06 CREW RESOURCE MANAGEMENT
07 HANDOUTS
08 ANNUNCIATORS
09 SCHEMATICS
HAWKER 900XP
PILOT CLIENT GUIDE
CHAPTER 1
INITIAL TRAINING
CURRICULUM
CONTENTS
Page
INITIAL GROUND TRAINING CURRICULUM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

Summary/Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Technical/CRM Objectives. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Equipment and Materials. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Completion Standards. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-1
INITIAL FLIGHT TRAINING CURRICULUM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Prerequisites. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Completion Standards. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Line Oriented Simulation Training. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
INITIAL TRAINING SCHEDULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
REV 2.2 FOR TRAINING PURPOSES ONLY 1-i

HAWKER 900XP
PILOT CLIENT GUIDE
INITIAL GROUND TRAINING CURRICULUM

SUMMARY/OVERVIEW
This course segment provides the knowledge necessary to understand the operation of aircraft
systems, the use of the individual system controls, and the integration of aircraft systems with op-
erational procedures in preparation for the Flight Training Curriculum Segment. At the end of the
Ground Training Curriculum Segment the pilot will be able to locate, identify, and operate all aircraft
systems and will be able to perform normal, abnormal, and emergency operating procedures to
the appropriate standard. Additionally, the pilot will be able to demonstrate knowledge of aircraft
performance, as well as systems and aircraft limitations.
TECHNICAL/CRM OBJECTIVES
Each day, the instructor will cover topics from the materials listed below. Reading assignments will
be given for the following day. Pilots will discuss and practice Crew Resource Management (CRM)
elements during the integration process including, but not limited to situational awareness and the
error chain, crew concept, workload assessment, and time management.
EQUIPMENT AND MATERIALS

• Airplane Flight Manual (AFM)—Primary reference for manufacturer limitations, procedures, and
system descriptions used during ground school
• Pilot Checklist—Quick reference used during Normal/Abnormal/Emergency system discussion
• Pilot Training Manual (PTM)—A supplement, organized by systems, that is used for classroom
discussion during ground school training
• Instrument Panel Poster (IPP)—A visual reference of the aircraft's cockpit for familiarization of
the location of gauges, switches, etc.
• Client Guide—FlightSafety overall course structure and schedule for initial and recurrent train-
ing that includes select aircraft information used for self-study and reference
• Flight Training Device (FTD)—Flight Training Device (FTD)—Interactive Cockpit Procedural
Trainer.
COMPLETION STANDARDS
The pilot must demonstrate required knowledge of aircraft systems, limitations, performance, and
flight planning by successfully completing a written examination with a minimum of 80% (FAA and
Foreign Non-EASA), corrected to 100%. EASA examinations are graded for each section with a
minimum of 75%, corrected to 100%.
REV 2.2 FOR TRAINING PURPOSES ONLY 1-1

HAWKER 900XP
PILOT CLIENT GUIDE
INITIAL FLIGHT TRAINING CURRICULUM

SUMMARY/OVERVIEW
Simulator training modules provide instruction to develop aircraft maneuvering skills with and with-
out the automatic flight control system. The pilot will become familiar and proficient in the use of
normal, abnormal, and emergency checklist procedures and standard operating procedures.
PREREQUISITES
Review and understand aircraft normal procedures checklists, memory items, and limitations prior
to simulator training.
Pilots will discuss and demonstrate elements of crew resource management (CRM) during the flight
training process including, but not limited to situational awareness and the error chain, crew con-
cept, workload assessment, and time management.

• Airplane Flight Manual (AFM)—Primary reference for manufacturer limitations, procedures, and
system descriptions used during briefing and debriefing sessions
• Pilot Checklist—Quick reference used during all Normal/Abnormal/Emergency operations
• Pilot's Operating Manual (POM)—Manufacturer's expanded system information referenced as
needed during briefing and debriefing sessions
• Pilot Training Manual (PTM)—FlightSafety system discussion used as needed during briefing
and debriefing sessions
• Instrument Panel Poster (IPP)—A visual reference of the aircraft's cockpit for familiarization of
the location of gauges, switches, etc.
• Memory Flashcards—A summarized list of aircraft limitations and memory items presented in a
quick, flip format for ease of memorization and self-study
• Desktop Simulator (DTS)—Active cockpit simulation in briefing room used as needed during
briefing and debriefing sessions
• Graphical Flight Simulator (GFS)—Active touchscreen system laid out similar to the cockpit,
used in preparation for simulator session and client self-study
• Flight Plan Guide—Collection of select charts and flight plans used as needed during Flight-
Safety GFS training
• SimVu—FlightSafety simulator recording system displaying aircraft cockpit, audio, avionics, and
exterior systems used during debriefing sessions

HAWKER 900XP
PILOT CLIENT GUIDE
The pilot must demonstrate normal, abnormal, and emergency procedures and checklists in a
timely and sequentially correct manner, and perform all the maneuvers and procedures in accor-
dance with the applicable Standards document.
LINE ORIENTED SIMULATION TRAINING

This training will facilitate transition from the fixed package of maneuvers in the flight simulator
module to crew-oriented flying. Pilots accomplishing all of their training/checking in a simulator
(100%) will complete Line Oriented Simulation Training (LOST).
1-4 FOR TRAINING PURPOSES ONLY REV 2.2

HAWKER 900XP
PILOT CLIENT GUIDE
INITIAL TRAINING SCHEDULE

These schedules represent a general guide for what to expect during training. All subjects listed
will be covered, but the order of content is at the instructor's discretion based on client/instructor
need.
GOS consists of the following topics:
• AFM/AOM
• Weight & Balance
• Flight Planning
• Performance
• CRM
• Windshear
SIT can be conducted in the Flight Training Device (FTD) or in a classroom setting.
INITIAL DAY 1
Ground School 8.00 Hours
• ADMINISTRATION • CREW RESOURCE MANAGEMENT

• AIRCRAFT GENERAL (CRM)
• STALL RECOGNITION AND • WINDSHEAR
RECOVERY PROCEDURES • AFM/AOM
INITIAL DAY 2
• ELECTRICAL • FUEL
• MASTER WARNING • APU
INITIAL DAY 3
• PNEUMATICS • LIGHTING • THRUST REVERSE

• AIR CONDITIONING • POWERPLANT • FIRE PROTECTION
• PRESSURIZATION
INITIAL DAY 4
• HYDRAULICS • ICE AND RAIN PROTECTION • OXYGEN

• LANDING GEAR AND BRAKES • FLIGHT CONTROLS

HAWKER 900XP
PILOT CLIENT GUIDE
INITIAL DAY 5
• WEIGHT AND BALANCE • FLIGHT PLANNING

• PERFORMANCE • AVIONICS / COMMUNICATION
INITIAL DAY 6
• AVIONICS / COMMUNICATION • SYSTEMS REVIEW • WRITTEN EXAM
INITIAL DAY 7
• SYSTEMS INTEGRATION (SIT)
INITIAL DAY 8
Simulator 1 Briefing: 1.0 Hours | Simulator: 4.0 Hours | Debriefing 0.5 Hours
PREFLIGHT INSTRUMENT PROCEDURES

• PREFLIGHT INSPECTION (COCKPIT) • ARRIVAL PROCEDURES
• POWERPLANT START – NORMAL • PRECISION APPROACH
• USE OF CHECKLISTS • PRECISION APPROACH – BACKUP
• TAXIING/RUNWAY OPERATIONS INSTRUMENTATION
• BEFORE TAKEOFF CHECKS • MISSED APPROACH FROM PRECISION APPROACH
TAKEOFF & DEPARTURE NORMAL/ABNORMAL/EMERGENCY PROCEDURES/

• NORMAL TAKEOFF AND CLIMB OPERATIONS
• DEPARTURE PROCEDURE • RADIOS, NAV EQUIPMENT, INSTRUMENTS, FMS
• STALL WARNING / AVOIDANCE DEVICES
IN-FLIGHT MANEUVERS
• STEEP TURNS LANDINGS AND APPROACHES TO LANDINGS
• STALL PREVENTION, PARTIAL FLAP CONFIGURATION • NORMAL APPROACH AND LANDING
• STALL PREVENTION, CLEAN CONFIGURATION — • LANDING FROM A PRECISION APPROACH
LOW ALTITUDE • GO-AROUND / REJECTED LANDING
• STALL PREVENTION, LANDING CONFIGURATION
• STICK PUSHER DEMONSTRATION POST-FLIGHT PROCEDURES
• RECOVERY FROM NOSE LOW ATTITUDES
• AFTER LANDING PROCEDURES
• RECOVERY FROM NOSE HIGH ATTITUDES
• PARKING AND SECURING

HAWKER 900XP
PILOT CLIENT GUIDE
INITIAL DAY 9

• PREFLIGHT INSPECTION (COCKPIT) • HOLDING
• POWERPLANT START – NORMAL • NONPRECISION APPROACH
• POWERPLANT START – ABNORMAL • NONPRECISION APPROACH – MANUALLY FLOWN
• USE OF CHECKLISTS WITH COURSE REVERSAL
• TAXIING / RUNWAY OPERATIONS • CIRCLING APPROACH
• BEFORE TAKEOFF CHECKS • VISUAL APPROACH
• PUBLISHED MISSED APPROACH
TAKEOFF & DEPARTURE
• CROSSWIND TAKEOFF LANDINGS AND APPROACHES TO LANDINGS
• DEPARTURE PROCEDURE • CROSSWIND LANDING
• LANDING FROM A CIRCLING APPROACH
IN-FLIGHT MANEUVERS
• TCAS (COLLISION AVOIDANCE MANEUVER) NORMAL/ABNORMAL/EMERGENCY PROCEDURES/
• POWERPLANT FAILURE (INCLUDING SHUTDOWN / OPERATIONS
RESTART) • POWERPLANT
• PROCEDURES AND MANEUVERING WITH AN ENGINE • AUXILIARY POWER UNIT (APU)
OUT WHILE EXECUTING THE DUTIES OF PILOT-IN- • FUEL SYSTEM
COMMAND (SIC ONLY) • ELECTRICAL SYSTEM
• AUTOPILOT / FLIGHT DIRECTOR
POST-FLIGHT PROCEDURES
• N/A
INITIAL DAY 10
PREFLIGHT LANDINGS AND APPROACHES TO LANDINGS

• TAXIING / RUNWAY OPERATIONS • NORMAL APPROACH AND LANDING
• BEFORE TAKEOFF CHECKS • CROSSWIND LANDING
• LANDING FROM A PRECISION APPROACH
TAKEOFF & DEPARTURE • APPROACH AND LANDING WITH A POWERPLANT
FAILURE
• INSTRUMENT TAKEOFF
• REJECTED TAKEOFF
• POWERPLANT FAILURE DURING TAKEOFF NORMAL/ABNORMAL/EMERGENCY PROCEDURES/
• DEPARTURE PROCEDURE OPERATIONS
• POWERPLANT
IN-FLIGHT MANEUVERS • RADIOS, NAV EQUIPMENT, INSTRUMENTS, FMS
• POWERPLANT FAILURE (INCLUDING SHUTDOWN /
• PITOT-STATIC SYSTEM
RESTART)
• IN-FLIGHT FIRE DRILLS (E.G., ENGINE, APU, CABIN,
CARGO COMPARTMENT, FLIGHT DECK, WING, AND
INSTRUMENT PROCEDURES ELECTRICAL FIRES)
• ARRIVAL PROCEDURES • SMOKE CONTROL / REMOVAL
• HOLDING • EMERGENCY EVACUATION
• PRECISION APPROACH • OTHER EMERGENCY PROCEDURES AS MAY BE
• PRECISION APPROACH, ONE ENGINE INOPERATIVE – REQUIRED BY MAKE, MODEL, AND SERIES
MANUALLY FLOWN
• NONPRECISION APPROACH – BACKUP POST-FLIGHT PROCEDURES
INSTRUMENTATION
• N/A
• NONPRECISION APPROACH – MANUALLY FLOWN
WITH COURSE REVERSAL
• MISSED APPROACH WITH ONE ENGINE INOPERATIVE

HAWKER 900XP
PILOT CLIENT GUIDE
INITIAL DAY 11

• TAXIING / RUNWAY OPERATIONS • LANDING FROM A CIRCLING APPROACH
• BEFORE TAKEOFF CHECKS • CROSSWIND LANDING
• GO-AROUND / REJECTED LANDING
TAKEOFF & DEPARTURE • LANDING FROM A NO FLAP OR NONSTANDARD
FLAP APPROACH
• CROSSWIND TAKEOFF
• WINDSHEAR
• WINDSHEAR
• DEPARTURE PROCEDURE
NORMAL/ABNORMAL/EMERGENCY PROCEDURES/
OPERATIONS
IN-FLIGHT MANEUVERS
• SLAT / FLAP SYSTEM
• STEEP TURNS
• HYDRAULIC SYSTEM
• RECOVERY FROM NOSE HIGH ATTITUDES
• FLIGHT CONTROL SYSTEM
• SPECIFIC FLIGHT CHARACTERISTICS (AS
• LANDING GEAR & BRAKES
APPLICABLE)
• GROUND PROXIMITY WARNING SYSTEM, WX RADAR,
• STALL PREVENTION, CLEAN CONFIGURATION –
RADIO ALTIMETER, TRANSPONDER
HIGH ALTITUDE
• ENVIRONMENTAL / AIR CONDITIONING SYSTEM
• STALL RECOVERY WITH IDLE THRUST
• PRESSURIZATION SYSTEM
• TCAS (COLLISION AVOIDANCE MANEUVER)
• DECOMPRESSION
• EMERGENCY DESCENT (MAXIMUM RATE)
INSTRUMENT PROCEDURES
• VISUAL APPROACH POST-FLIGHT PROCEDURES
• NONPRECISION APPROACH
• CIRCLING APPROACH
• MISSED APPROACH
INITIAL DAY 12

• POWERPLANT START – ABNORMAL • CROSSWIND LANDING
• TAXIING / RUNWAY OPERATIONS • LANDING FROM A PRECISION APPROACH
• BEFORE TAKEOFF CHECKS • APPROACH AND LANDING WITH A POWERPLANT
FAILURE
TAKEOFF & DEPARTURE
• INSTRUMENT TAKEOFF NORMAL/ABNORMAL/EMERGENCY PROCEDURES/
• POWERPLANT FAILURE DURING TAKEOFF OPERATIONS
• REJECTED TAKEOFF • AUTOPILOT / FLIGHT DIRECTOR
• DEPARTURE PROCEDURE • POWERPLANT
• IN-FLIGHT FIRE DRILLS (E.G., ENGINE, APU, CABIN,
IN-FLIGHT MANEUVERS CARGO COMPARTMENT, FLIGHT DECK, WING, AND
ELECTRICAL FIRES)
• POWERPLANT FAILURE (INCLUDING SHUTDOWN /
• ANTI-ICE AND DEICE SYSTEMS
RESTART)
• AIRFRAME ICING
• STALL PREVENTION, CLEAN CONFIGURATION – LOW
• SMOKE CONTROL / REMOVAL
ALTITUDE
• EMERGENCY EVACUATION
• STALL PREVENTION, PARTIAL FLAP CONFIGURATION
• PITOT-STATIC SYSTEM
• STALL PREVENTION, LANDING CONFIGURATION
POST-FLIGHT PROCEDURES
• N/A
• PRECISION APPROACH
• PRECISION APPROACH, ONE ENGINE INOPERATIVE –
MANUALLY FLOWN
• MISSED APPROACH FROM PRECISION APPROACH
• MISSED APPROACH
• VISUAL APPROACH

HAWKER 900XP
PILOT CLIENT GUIDE
INITIAL DAY 13
Simulator 6 (LOS) Briefing: 1.0 Hours | Simulator: 4.0 Hours | Debriefing 0.5 Hours

• PREFLIGHT INSPECTION (COCKPIT) • NORMAL APPROACH AND LANDING
• POWERPLANT START – NORMAL • CROSSWIND LANDING
• USE OF CHECKLISTS • LANDING FROM A PRECISION APPROACH
• TAXIING / RUNWAY OPERATIONS
• BEFORE TAKEOFF CHECKS NORMAL/ABNORMAL/EMERGENCY PROCEDURES/
OPERATIONS
TAKEOFF & DEPARTURE • (SEE NOTE)
• NORMAL TAKEOFF AND CLIMB
• CROSSWIND TAKEOFF POST-FLIGHT PROCEDURES
• DEPARTURE PROCEDURE
• ARRIVAL PROCEDURES
• HOLDING
• PRECISION APPROACH
NOTE
The Normal and Abnormal Procedures tasks will consists of a simple problem that has no
further impact on the flight once diagnosed and corrected and a complex problem that
is not correctable and continues for the duration of the flight.

HAWKER 900XP
PILOT CLIENT GUIDE
CHAPTER 2
RECURRENT TRAINING
CURRICULUM
CONTENTS
Page
RECURRENT GROUND TRAINING CURRICULUM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

RECURRENT FLIGHT TRAINING CURRICULUM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Summary/Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Prerequisites. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Technical/CRM Objectives. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Equipment and Materials. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
RECURRENT TRAINING SCHEDULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5

HAWKER 900XP
PILOT CLIENT GUIDE
RECURRENT GROUND TRAINING CURRICULUM

SUMMARY/OVERVIEW
This course segment provides the knowledge necessary to understand the operation of aircraft
systems, the use of the individual system controls, and the integration of aircraft systems with op-
erational procedures in preparation for the Flight Training Curriculum Segment. At the end of the
Ground Training Curriculum Segment the pilot will be able to locate, identify, and operate all aircraft
systems and will be able to perform normal, abnormal, and emergency operating procedures to
the appropriate standard. Additionally, the pilot will be able to demonstrate knowledge of aircraft
performance, as well as systems and aircraft limitations.
Each day, the instructor will cover topics from the materials listed below. Reading assignments will
be given for the following day. Pilots will discuss and practice Crew Resource Management (CRM)
elements during the integration process including, but not limited to situational awareness and the
error chain, crew concept, workload assessment, and time management.

• Airplane Flight Manual (AFM)—Primary reference for manufacturer limitations and procedures
used during ground school
• Pilot Checklist—Quick reference used during Normal/Abnormal/Emergency system discussion
• Pilot Training Manual (PTM)—A supplement, organized by systems, that is used for classroom
discussion during ground school training
• Instrument Panel Poster (IPP)—A visual reference of the aircraft cockpit for familiarization of the
location of gauges, switches, etc.
• Flight Training Device—Interactive Cockpit Procedural trainer.
The pilot must demonstrate adequate knowledge of the aircraft systems, limitations, performance,
and flight planning by successfully completing a written examination with a minimum of 80%.

HAWKER 900XP
PILOT CLIENT GUIDE
RECURRENT FLIGHT TRAINING CURRICULUM

SUMMARY/OVERVIEW
Simulator training modules provide instruction to develop aircraft maneuvering skills with and with-
out the automatic flight control system. The pilot will become familiar and proficient in the use of
normal, abnormal, and emergency checklist procedures and standard operating procedures.
PREREQUISITES
Review and understand aircraft normal procedures checklists, memory items, and limitations prior
to simulator training.
Pilots will discuss and demonstrate elements of crew resource management (CRM) during the flight
training process including, but not limited to situational awareness and the error chain, crew con-
cept, workload assessment, and time management.

• Airplane Flight Manual (AFM)—Primary reference for manufacturer limitations and procedures
used during briefing and debriefing sessions
• Pilot Checklist—Quick reference used during all Normal/Abnormal/Emergency operations
• Pilot's Operating Manual (POM)—Manufacturer's expanded system information referenced as
needed during briefing and debriefing sessions
• Pilot Training Manual (PTM)—FlightSafety system discussion used as needed during briefing
and debriefing sessions
• Instrument Panel Poster (IPP)—A visual reference of the aircraft cockpit for familiarization of the
location of gauges, switches, etc.
• Memory Flashcards— A summarized list of aircraft limitations and memory items presented in a
quick, flip format for ease of memorization and self-study
• Desktop Simulator (DTS)—Active cockpit simulation in briefing room used as needed during
briefing and debriefing sessions
• Graphical Flight Simulator (GFS)—Active touchscreen system laid out similar to the cockpit,
used for client self-study
• SimVu—FlightSafety simulator recording system displaying aircraft cockpit, audio, avionics, and
exterior systems used during debriefing sessions
The pilot must demonstrate normal, abnormal, and emergency procedures and checklists in a
timely and sequentially correct manner, and perform all the maneuvers and procedures in accor-
dance with the applicable Standards document.

HAWKER 900XP
PILOT CLIENT GUIDE
RECURRENT TRAINING SCHEDULE

These schedules represent a general guide for what to expect during training. All subjects listed
will be covered, but the order of content is at the instructor's discretion based on client/instructor
need.
Systems Integration Training (SIT) can be conducted in the Flight Training Device (FTD) or in a
classroom setting.
RECURRENT DAY 1
• AIRCRAFT GENERAL • LIGHTING • APPROVED AIRCRAFT FLIGHT /

• ELECTRICAL • MASTER WARNING AIRCRAFT OPERATING MANUAL
• APU • STALL RECOGNITION AND • WINDSHEAR)
RECOVERY PROCEDURES
Simulator 1 Briefing: 1.0 Hour | Simulator: 4.0 Hours | Debriefing 0.5 Hour

• PREFLIGHT INSPECTION (COCKPIT) • ARRIVAL PROCEDURES
• POWERPLANT START – NORMAL • PRECISION APPROACH
• USE OF CHECKLISTS • PRECISION APPROACH – BACKUP
• TAXIING / RUNWAY OPERATIONS INSTRUMENTATION
• BEFORE TAKEOFF CHECKS • MISSED APPROACH FROM PRECISION APPROACH)
TAKEOFF & DEPARTURE NORMAL/ABNORMAL/EMERGENCY PROCEDURES/

• NORMAL TAKEOFF AND CLIMB OPERATIONS
• WINDSHEAR • RADIOS, NAV EQUIPMENT, INSTRUMENTS, FMS
• DEPARTURE PROCEDURE • GROUND PROXIMITY WARNING SYSTEM, WX RADAR,
RADIO ALTIMETER, TRANSPONDER
IN-FLIGHT MANEUVERS • STALL WARNING / AVOIDANCE DEVICES
• STEEP TURNS
• STALL PREVENTION, CLEAN CONFIGURATION – LOW LANDINGS & APPROACHES TO LANDINGS
ALTITUDE • NORMAL APPROACH AND LANDING
• STALL PREVENTION, PARTIAL FLAP CONFIGURATION • LANDING FROM A PRECISION APPROACH
• STALL PREVENTION, LANDING CONFIGURATION • WINDSHEAR
• STICK PUSHER DEMONSTRATION • GO-AROUND / REJECTED LANDING
• RECOVERY FROM NOSE HIGH ATTITUDES POST-FLIGHT PROCEDURES

HAWKER 900XP
PILOT CLIENT GUIDE
RECURRENT DAY 2
• FUEL • FIRE PROTECTION • LANDING GEAR AND BRAKES

• POWERPLANT • AVIONICS / COMMUNICATION • WEIGHT AND BALANCE
• THRUST REVERSE • HYDRAULICS • PERFORMANCE
• FLIGHT PLANNING
PREFLIGHT LANDINGS & APPROACHES TO LANDINGS

• PREFLIGHT INSPECTION (COCKPIT) • CROSSWIND LANDING
• POWERPLANT START – NORMAL • LANDING FROM A CIRCLE APPROACH
• USE OF CHECKLISTS • LANDING FROM A NO FLAP OR NONSTANDARD
• TAXIING / RUNWAY OPERATIONS FLAP APPROACH
• BEFORE TAKEOFF CHECKS
NORMAL/ABNORMAL/EMERGENCY PROCEDURES/
TAKEOFF AND DEPARTURE OPERATIONS
• CROSSWIND TAKEOFF • POWERPLANT
• DEPARTURE PROCEDURE • AUXILIARY POWER UNIT (APU)
• ELECTRICAL SYSTEM
IN-FLIGHT MANEUVERS • AUTOPILOT/FLIGHT DIRECTOR
• TCAS (COLLISION AVOIDANCE MANEUVER) • SLAT/FLAP SYSTEM
• POWERPLANT FAILURE (INCLUDING SHUTDOWN / • FLIGHT CONTROL SYSTEM
RESTART) • SMOKE CONTROL/REMOVAL
• PROCEDURES AND MANEUVERING WITH AN ENGINE • HYDRAULIC SYSTEM
OUT WHILE EXECUTING THE DUTIES OF PILOT-IN- • LANDING GEAR & BRAKES
COMMAND (SIC ONLY) • FUEL SYSTEM
INSTRUMENT PROCEDURES POST-FLIGHT PROCEDURES

• HOLDING • N/A
• NONPRECISION APPROACH – MANUALLY FLOWN
• CIRCLING APPROACH
• VISUAL APPROACH

HAWKER 900XP
PILOT CLIENT GUIDE
RECURRENT DAY 3
• FLIGHT CONTROLS • CREW RESOURCE MANAGEMENT • AIR CONDITIONING

• ICE AND RAIN PROTECTION (CRM) • PRESSURIZATION
• OXYGEN • SYSTEMS INTEGRATION (SIT) • WRITTEN EXAM
• PNEUMATICS
PREFLIGHT LANDINGS & APPROACHES TO LANDINGS

• TAXIING / RUNWAY OPERATIONS • CROSSWIND LANDING
• BEFORE TAKEOFF CHECKS • LANDING FROM A PRECISION APPROACH
• APPROACH AND LANDING WITH A POWERPLANT
TAKEOFF AND DEPARTURE FAILURE
• INSTRUMENT TAKEOFF
• REJECTED TAKEOFF NORMAL/ABNORMAL/EMERGENCY PROCEDURES/
• POWERPLANT FAILURE DURING TAKEOFF OPERATIONS
• DEPARTURE PROCEDURE • POWERPLANT
• RADIOS, NAV EQUIPMENT, INSTRUMENTS, FMS
IN-FLIGHT MANEUVERS • AUTOPILOT/FLIGHT DIRECTOR
• SPECIFIC FLIGHT CHARACTERISTICS (AS • IN-FLIGHT FIRE DRILLS (E.G., ENGINE, APU, CABIN,
APPLICABLE) CARGO COMPARTMENT, FLIGHT DECK, WING, AND
• STALL PREVENTION, CLEAN CONFIGURATION - HIGH ELECTRICAL FIRES)
ALTITUDE • PITOT-STATIC SYSTEM
• STALL RECOVERY WITH IDLE THRUST • ENVIRONMENTAL/AIR CONDITIONING SYSTEM
• POWERPLANT FAILURE (INCLUDING SHUTDOWN / • PRESSURIZATION SYSTEM
RESTART) • DECOMPRESSION
• EMERGENCY DESCENT (MAXIMUM RATE)
INSTRUMENT PROCEDURES • EMERGENCY EVACUATION
• ARRIVAL PROCEDURES • ANTI-ICE AND DEICE SYSTEMS
• PRECISION APPROACH • AIRFRAME ICING
• PRECISION APPROACH, ONE ENGINE INOPERATIVE - • OTHER EMERGENCY PROCEDURES AS MAY BE
MANUALLY FLOWN REQUIRED BY MAKE, MODEL, AND SERIES
• NONPRECISION APPROACH - BACKUP
INSTRUMENTATION POST-FLIGHT PROCEDURES
• NONPRECISION APPROACH - MANUALLY FLOWN • N/A
NOTE
The Normal and Abnormal Procedures tasks will consist of a simple problem that has no
further impact on the flight once diagnosed and corrected and a complex problem that
is not correctable and continues for the duration of the flight.

HAWKER 900XP
PILOT CLIENT GUIDE
CHAPTER 3
REQUIRED KNOWLEDGE
AREAS
CONTENTS
Page
REQUIRED KNOWLEDGE AREAS (RKAS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

Aircraft General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Electrical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Master Warning/Warning Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Powerplant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Auxiliary Power Unit (APU). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Fire Protection/Fire Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Pneumatics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Ice and Rain Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Air Conditioning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Pressurization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Hydraulics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Landing Gear and Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Avionics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
General Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Engine Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
System Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Minimum Equipment List (MEL). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Special Requirements for Glass Cockpit Aircraft—EFIS . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7

HAWKER 900XP
PILOT CLIENT GUIDE
Flight Management Systems—FMS or Optional Equipment. . . . . . . . . . . . . . . . . . . . . . . 3-7

Performance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Flight Planning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Flight Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Weight and Balance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Servicing on Ground. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
3-ii FOR TRAINING PURPOSES ONLY REV 2.2

HAWKER 900XP
PILOT CLIENT GUIDE
REQUIRED KNOWLEDGE AREAS (RKAS)

The required knowledge areas represent what each pilot should know and understand prior to
completion of training. These are divided into subject matter areas following the course curriculum
and will assist with the study process. Although this list contains the most critical areas of concen-
tration, it is only a basic guide and not intended to replace a comprehensive study of the course
materials.
AIRCRAFT GENERAL ELECTRICAL

1. Abnormal annunciators that indicate a fault 1. To manually disconnect a generator from its
condition are yellow. bus, position the GEN switch to TRIP, then
2. To ease isolation in the event of smoke or release.
fire, circuit breakers that provide protection 2. Depressing either engine 1 or engine 2
for un-switched PE circuits are designated green operating button opens both battery
with a white square background. contactors.
3. There is no electrical heating for the lower 3. Illumination of the BATT 1 CNTCTR or BATT
static vents. 2 CNTCTR annunciator indicates the re-
4. The emergency escape hatch is at the spective emergency contactor or battery
fourth window on the right side. contactor is open.
5. The ground power receptacle is on the 4. Placing the battery switch in the EMERG
right rear fuselage. position provides power from the No. 1 and
No. 2 batteries to close both emergency
6. Using cockpit control, the maximum nose contactors.
wheel angle is 45 degrees each side.
5. When powered from the PS1 and PS2 bus
7. At any altitude, the oxygen supply to the bars, the aircraft main inverters 1 and 2 pro-
cabin drop-down masks can be deployed duce 115 VAC at 400 Hz.
by pulling the red emergency control on
the captain's side console. 6. The A and B windshield panels and the air-
flow angle sensors (stall vanes) are heated
8. The pressure refueling door is on the right by the engine-driven alternators that pro-
rear fuselage. duce 208 V, three-phase, wild-frequency
9. When using the airplane flight manual, a power.
CAUTION is an operating procedure, tech- 7. 24 volts DC is the normal battery voltage
nique, etc., that could result in damage to for Batteries 1 and 2.
equipment if not carefully followed.
8. For internal and external starts, it is required
10. When using the airplane flight manual, a to use the START PWR pushbutton, which
WARNING is an operating procedure, tech- has an integral PWR ON PUSH FOR ABORT
nique, etc., that could result in loss of life or annunciator.
personal injury if not carefully followed.
9. The respective battery contactor will open
when either the BATT 1 or BATT 2 position
is selected on the BATT ISOLATE switch.
10. Bus voltages under 24.5 V and above 29.5
V will automatically open the bus tie when
both main generators are powering the bus
system and the bus tie is closed.

HAWKER 900XP
PILOT CLIENT GUIDE
5. The left and right wing tanks contain elec-

LIGHTING tric boost pumps.
1. The LTS MASTER switch provides circuit 6. The surge tank NACA anti-ice ram air as-
control for the display panels, instruments, sembly provides slight positive pressure for
and the pedestal lighting. the vent system in flight.
2. Position the EMERG LTS switch to ARM dur- 7. There are two electric boost pumps that
ing normal aircraft operation. deliver fuel to the engines when in normal
conditions.
3. If the NO SMOKING switch is placed to
AUTO, the NO SMOKING cabin notices il- 8. The PE bus bar provides electrical pow-
luminate when the nose landing gear locks er when the left and right wing fuel elec-
down. tric boost pump switches are in the EMER
position.
4. The Entry Lights switch controls main en-
trance door lighting and is powered by Bat- 9. The PS1 and PS2 bus bars provide elec-
tery No. 1. trical power when the left and right wing
electric boost pump switches are in the ON
position.
MASTER WARNING/WARNING
10. To transfer fuel from the right wing to the
SYSTEMS left wing, place the transfer cock in the
1. Illumination of a red annunciator on the TRANSFER position, the R PUMP switch in
master warning panel indicates a hazard- the OFF position, and the L PUMP switch in
ous fault condition that requires the imme- the ON position.
diate action of the flight crew. 11. Wing tank fuel boost pumps use jet
2. The PE bus bar powers the master warning pump action to pull fuel into their No. 1
system. compartments.
3. Seven master warning system annunciators

have arrows on them; all of these point to POWERPLANT
the illumination of an overhead panel an-
1. A maintenance panel that includes an
nunciator except for DUCT OVHT, which
engine oil bypass indicator is in the rear
points to a gauge.
equipment bay next to the hydraulic
4. On the annunciator panel, white annuncia- accumulators.
tors provide an advisory indication or sys-
2. The white START PWR light will remain illu-
tem status indication.
minated during engine start until the START
PWR button is pressed once again.
FUEL 3. During normal ground starts, illumination of
1. When the fuel level in each wing tank is the IGN ON annunciator indicates that pow-
3,300 pounds, fuel carried in the ventral er is available to the ignition unit.
tank shall be transferred into the wing tanks. 4. During start, when an HP COCK lever is
2. There are five water drains in the fuel moved to the ON position, the IGN ON an-
system. nunciator on the overhead panel should
illuminate.
3. A VMO horn will sound whenever aircraft
speed exceeds 280 KIAS if there is fuel in 5. A starter-generator through the accessory
the ventral tank. gearbox provides engine cranking.
4. The ventral tank transfer valve opens when 6. A mechanical governor in the hydro-me-
the AUX FUEL TRANSFER lever is placed to chanical fuel control provides primary over-
TRANSFER. speed protection at 105% N2.

HAWKER 900XP
PILOT CLIENT GUIDE
7. N1 rpm is the primary thrust indicator for 6. A test of the fire detection system produces
setting takeoff thrust on the TFE-731-50R- six or seven lights and a bell.
1H engine.
8. The two APR control switches are APR PNEUMATICS
OVRD and APR ARM.
1. When a main air valve switch is moved from
9. If the red ENG 1 CMPTER annunciator illumi-
the CLOSE position to the LP ON position,
nates, turn the ENG CMPTR switch to OFF.
that main air valve opens, but it will not al-
10. The surge bleed valve will default to the 1/3 low HP air augmentation.
OPEN position if the engine computer has
2. Irrespective of main air valve position, No.
failed or is off.
1 or 2 engine bleed air will always be avail-
able for rudder bias operation.
AUXILIARY POWER UNIT (APU) 3. Placing the MAIN AIR VLV switch to OPEN
1. The APU fire extinguisher will automatically allows HP air to supplement LP air at the
discharge in the event of an APU fire. mixing valve.
2. For the APU, maximum continuous genera- 4. The respective HP AIR 1 or 2 OVHT annun-
tor load is 0.80. ciator may illuminate if the pneumatic mix-
ing valve that mixes engine HP air with LP
3. The red STOP button on the APU control air fails open.
panel accomplishes normal APU shutdown.
4. Do not engage the APU starter for more
than 30 seconds.
ICE AND RAIN PROTECTION
5. Fuel for the APU is provided by the left 1. With the left pitot heat inoperative, ADC 1
main tank. may fail to operate satisfactorily.
6. 30,000 feet pressure altitude is the maxi- 2. The use of engine anti-ice is limited to 10
mum operating altitude for the APU. seconds above 10°C.
7. 20,000 feet pressure altitude is the maxi- 3. The TKS airframe anti-icing system should
mum starting altitude for the APU. be turned on for priming, prior to entering,
and while in icing conditions.
8. A fire extinguisher switch on the APU con-
trol panel can be utilized to discharge a 4. Priming and protection for a period of ap-
separate fire extinguisher into the APU proximately 108 minutes can be expected
shroud. when the TKS reservoir is completely full.
5. With the right pitot heat inoperative, ADC 2
FIRE PROTECTION/FIRE WARNING and the standby airspeed indicator may fail
to operate satisfactorily.
1. The PE bus provides electrical power for 6. Stall vane heating is controlled by the PI-
fire extinguisher SHOT 1. TOT/VANE HEAT switch.
2. The PS2 bus provides electrical power for
fire extinguisher SHOT 2. AIR CONDITIONING
3. In the event of an engine fire, discharge
SHOT 1, and then SHOT 2 if necessary. 1. The cabin temperature control valve con-
trols the cabin delivery air temperature.
4. Without a fire extinguisher, the rear equip-
ment bay has only overheat detection. 2. The crew can adjust the cabin temperature
system by using AUTO or MANUAL modes.
5. The three smoke detectors are located in
the forward baggage compartment, the 3. The PE bus powers the Cabin Temp Manual
rear baggage compartment, and the lava- mode.
tory vanity.

HAWKER 900XP
PILOT CLIENT GUIDE
4. Prior to takeoff and landing, the main air gear and flap operation is provided for by
valves and flight deck valve must be posi- the auxiliary hydraulic system.
tioned to CLOSE. 6. Backup pressure is provided for emergen-
5. When too much bleed air is present, a 40 cy operation of wheel brakes by the emer-
psi pressure switch closes the No. 2 main air gency accumulator.
valve to protect the ACM from overspeed. 7. The airspace above the hydraulic fluid in
6. When a duct temperature of approximately the main reservoir is pressurized primarily
115°C is sensed by the duct temperature to minimize pump cavitation.
limiter, the limiter automatically gives partial 8. If both hydraulic pumps fail while airborne,
reduction in temperature and illuminates the pressure remaining in the main accu-
the DUCT OVHT annunciator. mulator will provide pressure for normal
wheel brakes with anti-skid and stick push-
PRESSURIZATION er operation.
9. Without hydraulic pressure in the system,
1. During normal operation, suction to operate
the emergency brake accumulator is initial-
the auto controller is provided by a cabin air
ly charged with nitrogen to approximately
venturi, which is on the forward right hand
1,000 psi.
side of the fuselage behind the baggage
compartment. 10. Without hydraulic pressure in the system,
the thrust reverser accumulator is initially
2. 8.55 psi is maximum cabin differential
charged with nitrogen to approximately
pressure.
1,500 psi.
3. Air for emergency pressurization in flight
can be provided by positioning the F/DK
VLV to OPEN. LANDING GEAR AND BRAKES
4. Suction to open both outflow valves is pro- 1. The landing gear lever is in the UP posi-
vided by the fan-operated venturi, which is tion with the landing gear down and locked
powered from XS2. when there is a landing gear indication
of three green lights along with three red
lights.
HYDRAULICS
2. When braking from the normal system, anti-
1. Both HYD LO PRESS annunciators will illu- skid protection is available.
minate and the indicated pressure will be
3. A solenoid-operated locking mechanism
2,300 psi if both hydraulic engine-driven
preventing landing gear lever movement
pumps fail and all accumulators are work-
prevents inadvertent landing gear retrac-
ing normally.
tion on the ground.
2. The remaining engine-driven hydraulic
4. When the gear is extended or retracted nor-
pump is capable of actuating all subsys-
mally, the main landing gear inboard doors
tems if one engine-driven hydraulic pump
are closed.
fails.
5. A solenoid-operated pawl (device) engages
3. The hydraulic pressure gauge will indi-
to lock the LANDING GEAR selector lever in
cate 3,000 psi and the applicable HYD LO
the down position when the airplane is on
PRESS annunciator will illuminate if one hy-
the ground.
draulic engine-driven pump fails.
6. No green and no red position indicators are
4. 3,000 psi is normal operating pressure for
illuminated when the landing gear is up and
the hydraulic system.
locked and the main gear doors are closed.
5. An alternative source of hydraulic pressure
for emergency extension of the landing

HAWKER 900XP
PILOT CLIENT GUIDE
FLIGHT CONTROLS GENERAL LIMITATIONS

1. When power is applied for takeoff, illumina- 1. 220 KIAS is the landing gear extended/op-
tion of the ELEV/AIL TRIM annunciator indi- erating speed.
cates the elevator trim is out of the green 2. ISA + 25°C is the maximum air temperature
range or the aileron trim is more than one from 35,000 feet thru 41,000 feet.
unit from center.
3. 2% uphill and 2% downhill is the maximum
2. The stick shaker provides stall warning. effective runway slope for takeoff.
3. In order to select LIFT–DUMP, first place the 4. For takeoff and landing, the maximum tail-
FLAP selector in the 45° position. wind component is 10 knots.
4. The PITOT/VANE HEAT switches on the 5. –75°C is the minimum temperature enroute.
overhead panel provide DC power to the
rudder bias heater muffs. 6. For takeoff and landing, the minimum tem-
perature is –40°C.
5. If the warning horn sounds while advancing
N1 for takeoff, it indicates that the airbrakes
are extended. ENGINE LIMITATIONS
6. The PITOT/VANE HEAT switches provide 1. A red indication denotes a maximum or min-
PS2 power to heat the upper static plates. imum engine limit that has been exceeded.
2. Thrust in excess of reverse idle must not be
AVIONICS selected below speeds of 50 KIAS except
in an emergency.
1. Select the REFS menu on the PFD to set the
barometric altitude minimums. 3. 100% N2 is initial maximum takeoff thrust
(APR not operating).
2. Select the TUN function key on the FMS to
change communication radios. 4. 49 psi is the minimum oil pressure.
3. On the Collins Pro Line 21 system, engine 5. 100% N1 rpm is the maximum takeoff thrust
instruments are normally displayed on the (APR operating).
captain's MFD. 6. Maximum takeoff thrust rating is limited to
4. In the Collins Pro Line 21 system, fuel quan- five minutes.
tity indications are normally displayed on
the first officer's MFD. SYSTEM LIMITATIONS
5. Select the TUN function key on the FMS to
change navigation radios. 1. Unless each main wing tank contains at
least 3,450 lb of fuel, do not carry fuel in
6. Select the REFS menu on the PFD to manu- the ventral tank.
ally set the V-speeds.
2. The brakes must be inspected and certified
to be serviceable before the next takeoff if
OXYGEN a rejected takeoff is made at a speed great-
er than 90 KIAS.
1. To allow oxygen to flow to the contents in-
dicator and pressure regulator, open the 3. When airborne, maximum continuous gen-
master supply valve. erator load is 300 amps.
2. To isolate the oxygen supply to the cabin 4. The engine inlet cowlings are anti-iced by
drop-down masks from the crew oxygen the use of engine bleed air.
supply, close the passenger supply valve. 5. ISA + 35°C is the maximum air temperature
for flight operations up to 25,000 feet.

HAWKER 900XP
PILOT CLIENT GUIDE
6. 20 amps is the maximum battery charge on 5. Activation of the stick pusher and/or stick
the main airplane batteries immediately be- shaker must be accepted as an indication
fore takeoff. of a stall, and normal stall recovery action
7. Between the two wings, the maximum al- should be taken.
lowed difference in fuel quantity must not 6. For ENGINE FIRE IN FLIGHT, the first imme-
exceed 500 lb. diate action item is:
8. For takeoff and landing, the maximum per- • Thrust Lever (affected engine)......... Close
mitted field pressure altitude is 13,000 feet 7. For Engine Fire, Failure, or Inadvertent
9. At and below 30,000 feet, maximum oil Thrust Reverser Deployment During Take-
temperature is 127°C. off (After V1—Takeoff Continued), the first
10. For takeoff or landing, the minimum field immediate action item is:
pressure altitude is –2,000 feet. • LANDING GEAR
(when positive climb established)......... UP
MINIMUM EQUIPMENT LIST (MEL) 8. For a Rear Equipment Bay Overheat (illu-
mination of REAR BAY OVHT annunciator),
• Be able to read, interpret, and apply the the immediate action items are:
Minimum Equipment List (MEL).
• MAIN AIR VLVs 1 & 2......................... CLOSE
• Be able to find Number Installed, Number
• F/DK VLV....................................... OPEN fully
Required for Dispatch, and Remarks and
Exceptions sections of the MEL. 9. For Depressurization (horn sounds and
Cabin Altitude annunciator illuminates), the
• Determine the number of fuel pumps re-
immediate action items are:
quired for dispatch and requirements to op-
erate in the given condition. • Crew oxygen............................... Don masks
• Mic selector..................................... OXY-MIC
EMERGENCY PROCEDURES 10. For Engine Fire, Failure, or Inadvertent
Thrust Reverser Deployment During Take-
1. The APU and both engine generators are off (Below V1—Takeoff Aborted), the imme-
shut down; according to certification re- diate action items are:
quirements and assuming appropriate load
shedding, batteries 1 and 2 can be expect- • Thrust Levers........................................ Close
ed to last for 30 minutes. • Brakes..................................................... Apply
2. In the event of an APU fire, cockpit indica- • AIR BRAKES........................................ Deploy
tions are APU FIRE warning on APU panel, • Thrust Reversers................................ Deploy
MWS APU FIRE annunciator lit, and fire bell
ringing. 11. For HIGH PRESSURE AIR OVERHEAT (il-
lumination of HP AIR 1 OVHT or HP AIR 2
3. In the event of an engine fire, cockpit indi- OVHT annunciator), the immediate action
cations are fire bell ringing, fire warning an- items are:
nunciators lit, two flashing MWS lights, fire
annunciator on left pilot MFD, possibly a fire • MAIN AIR VLV (affected engine).... CLOSE
annunciator on the right pilot upper PFD, • F/DK VLV.............................................. CLOSE
and a light at the affected HP cock.
12. For Inadvertent Thrust Reverser Deploy-
4. If NO structural damage is suspected, the ment in Flight, the immediate action item is:
immediate action items for EMERGENCY
• HP COCK (affected engine).............. Close
DESCENT are the following:
13. If the oil low pressure annunciator illumi-
• THRUST Levers.................................... Close
nates, the first immediate action item is:
• Speed.............................................. MMO/VMO
• OIL PRESSURE....... Check gauge reading
• AIR BRAKE............................................. OPEN

HAWKER 900XP
PILOT CLIENT GUIDE
14. For Engine Fire On the Ground (affected 9. When modifications to the flight plan are
engine), the immediate action items are: made they will be displayed, but not ac-
• START PWR switch (starting only.... PUSH cepted until the EXEC key is pressed.
FOR ABORT 10. To remove or replace the N2, fuel flow, oil
• HP COCK............................................... Close pressure, and oil temperature indications,
press the ENGINE button on the display
• LP COCK................................................ Close control panel.
• ENG EXT............................................. SHOT 1 11. While BARO MIN or RA MIN are set in the
15. For a red windshear warning, the last mem- REFS menu, they do not normally display on
ory item is to select APR OVRD. the PFD unless the aircraft is within 2,500
feet of the selected BARO value or below
16. If both hydraulic pumps fail while in cruise,
2,500 feet AGL.
on landing, the thrust reversers should
be available for one deploy and one stow 12. A green ALTS will be displayed on the PFD
operation. when the autopilot is holding a preselected
altitude.
SPECIAL REQUIREMENTS FOR 13. When climbing through 18,500 feet, the
half-bank mode is automatically selected; it
GLASS COCKPIT AIRCRAFT—EFIS is automatically deselected when descend-
1. If the aircraft is positioned outside of the ing through 18,500 feet.
inbound course, below glide slope, and an 14. Press the DIR key to initiate a direct-to
ILS approach is to be conducted, a white function.
APPR LOC1 (or LOC2) annunciation will ap- 15. When it is initially displayed on the PFD, ei-
pear on the PFD when the APPR button is ther by being selected or by automatic cap-
selected to arm the approach. ture, a new flight guidance mode will flash
2. When BARO MIN is reached during an ap- in green for five seconds before becoming
proach, a yellow MIN annunciation to the steady.
right of the pitch scale flashes for five sec- 16. Pressing the NAV button on the autopilot
onds, then remains steady, and an aural panel will automatically cause the autopilot
"minimums" call sounds. to follow lateral steering commands issued
3. The ESIS should be powered from the by the FMS when the FMS is selected as
Standby Battery No. 6 following an in-flight the navigation source on the navigation dis-
loss of all generators and subsequent loss play and the autopilot is engaged.
of the PE bus.
4. The captain's and the first officer's MFD FLIGHT MANAGEMENT SYSTEMS—
and PFD remain operational during a left
engine-driven generator failure. FMS OR OPTIONAL EQUIPMENT
5. If the MFD fails, press the PFD REV switch 1. A pilot-defined waypoint (airport, runway,
to power down the failed MFD. A composite waypoint, etc.) may not be identified with a
PFD/MFD format will show on the PFD. name that already exists in the database.
6. If the PFD fails, press the MFD REV switch 2. To get to the holding page, the CDU (FMS)
to power down the failed PFD. A composite keystrokes required are IDX, then HOLD.
PFD/MFD format will show on the MFD. 3. At startup, the position of the aircraft where
7. Push the CPL switch to change the flight the system was last switched off is the ref-
guidance control between the two pilots. erence waypoint presented on the position
initialization page.
8. Engine data can be displayed on the right
pilot PFD if the left pilot MFD fails. 4. In the PERF INIT pages, fields that require
a value can be identified by small squares.

HAWKER 900XP
PILOT CLIENT GUIDE
5. For a simplified performance initialization, º Landing distance

total FUEL weight and cruising altitude, CRZ
º Reference N1 setting for takeoff, climb,
ALT, is the minimum data to be entered. cruise, maximum continuous thrust
6. While on the PERF INIT page, the basic
operating weight (BOW) displayed on that
page cannot be changed.
FLIGHT PLANNING
7. By changing the origin in the flight plan 1. If no anti-ice on/off charts exist when using
page, the current flight plan can be deleted. tabulated takeoff data, use a temperature
10 degrees higher than actual to account
8. The usage of APU fuel is not monitored by
for anti-ice.
the FMS.
2. Thrust reversers are not credited in stop-
9. Push the FPLN key on the CDU to go to the
ping distances.
active flight plan or to modify a flight plan.
3. Find Normal, Optimum Time to Height, and
10. Push the PPOS line select key to hold at the
High Speed Climb profiles (Pilot Operating
present position.
Manual).
11. In order to intercept a course, press the DIR
4. Find Long Range, Intermediate, and High
key and then the INTC CRS line select key.
Speed Cruise profiles (Pilot Operating
12. Press the EXIT HOLD line select key to Manual).
leave an active holding pattern.
5. Find High Speed, Normal, and Long Range
13. On the CDU (FMS), press the IDX key and Descent profiles (Pilot Operating Manual).
then the GPS CTL key in order to verify RAIM
• For a given set of conditions, interpret:
satellite system availability for approach.
14. In order to verify RAIM, first press the IDX º Enroute cruise charts
key, followed by the GPS CTL or GNSS CTL º Driftdown charts
key. º Holding fuel flow charts
15. Add a /0 (slash - zero) suffix to the waypoint º Climb charts
identifier when creating a flyover waypoint.
16. Pressing the ALT button with the autopilot
ON will cause the aircraft to level off at the
FLIGHT MONITORING
present altitude. • Defining maximum continuous thrust in-
cludes fan rpm, altitude, and air temperature.
PERFORMANCE • For a given set of conditions, interpret:
1. Runway length available for takeoff is re- º Single engine performance charts
duced by 100 feet if a rolling takeoff is used. º WAT limit charts
2. Add 10 knots to normal approach and land-
ing speeds if icing conditions exist or ice WEIGHT AND BALANCE
has formed on the unprotected parts of the
airframe prior to approach. • Know weight and balance limitations.
• For a given set of conditions from the Per- • Be able to utilize the Fuel Weight versus
formance Tab Data in the checklist, find: Moment charts.
º Maximum takeoff weight, V1, VR, V2, and • Be able to calculate a Zero Fuel Weight and
TOFL (TakeOff Field Length) Takeoff Weight, arm/c.g., moment, % SMC.
º VREF speed • Find forward and aft CG limits from chart.
º Maximum cruise weight for altitude,
maximum takeoff weight to reach a
cruise altitude

HAWKER 900XP
PILOT CLIENT GUIDE
SERVICING ON GROUND
1. 50 psi is maximum refueling pressure.
2. If the temperature is greater than 40°C, re-
fueling with the APU running is prohibited.
3. Service the auxiliary hydraulic reservoir to
6 pints.
4. To use a ground power unit for electrical
power, it must be 28 volts DC, capable of
1,500 amps, and with a 1,100 amp limiter.

HAWKER 900XP
PILOT CLIENT GUIDE
CHAPTER 4
MEMORY ITEMS AND

LIMITATIONS
CONTENTS
Page
HAWKER 900XP MEMORY ITEMS AND LIMITATIONS CARD . . . . . . . . . . . . . . . . . . . . . . . . 4-1

Hawker 900XP Memory Items and Limitations
These items are controlled by the U.S. Government and authorized for export only to the country of ultimate
destination for use by the ultimate consignee or end-user(s) herein identified. They may not be resold, transferred,
or otherwise disposed of, to any other country or to any person other than the authorized ultimate consignee
or end-user(s), either in their original form or after being incorporated into other items, without first obtaining
Based on Rev. 0.6 of Memory Flash Cards approval from the U.S. government or as otherwise authorized by U.S. law and regulations.
ENGINE FIRE, FAILURE OR INADVERTENT THRUST OIL LOW PRESSURE REAR EQUIPMENT BAY OVERHEAT BRAKE FAILURE
REVERSER DEPLOYMENT DURING TAKEOFF Total or partial (asymmetric) failure of normal braking.
OR
Below V1—Takeoff Aborted
1. Brake Pedals ............................................. RELEASE
1. Thrust Levers..................................................CLOSE 1. OIL PRESSURE .............CHECK GAUGE READING 1. MAIN AIR VLVs 1 & 2.....................................CLOSE 2. WHEEL BRAKE Lever.................................EMERGY
2. Brakes ............................................................ APPLY If below 49 PSI: 2. F/DK VLV............................................. OPEN FULLY 3. Brake Pedals ...............APPLY GENTLY—USE ONE
3. Air Brakes .................................................... DEPLOY 2. HP COCK (Affected Engine) ..........................CLOSE CONTINUOUS APPLICATION IF POSSIBLE
4. Thrust Reversers ......................................... DEPLOY
HIGH PRESSURE AIR OVERHEAT
ENGINE FIRE, FAILURE OR INADVERTENT THRUST OR EGPWS WARNING

REVERSER DEPLOYMENT DURING TAKEOFF ENGINE COMPUTER FAILURE (PULL UP MESSAGE ON PFD and/or PULL UP, or TERRAIN,
TERRAIN PULL UP or OBSTACLE, OBSTACLE, PULL UP AURAL ALERT)
After V1—Takeoff Continued AND/OR
1. MAIN AIR VLV (Affected Engine) ...................CLOSE
2. F/DK VLV........................................................CLOSE
1. LANDING GEAR 1. Go-Around Button............................................. PUSH
(When Positive Climb Established) ....................... UP 1. ENG CMPTR ....................................................... OFF 2. Thrust ..................................................TAKE-OFF N1
2. MAIN AIR VLVs 1 & 2.....................................CLOSE 3. Pitch Attitude ...................... INCREASE AND CLIMB
3. F/DK VALVE ...................................................CLOSE AS REQUIRED TO AVOID
EMERGENCY DESCENT TERRAIN/OBSTACLE
4. APR ..................................................................OVRD
DOUBLE ENGINE FAILURE 1. Thrust Levers..................................................CLOSE
ENGINE FIRE IN FLIGHT 2. Speed ................. MMO/VMO UNLESS STRUCTURAL
Fire Bell Sounds and 1. Thrust Levers..................................................CLOSE DAMAGE IS SUSPECTED
2. Crew Oxygen .....DON MASKS IF ABOVE 15,000 FT 3. AIR BRAKEs..................................................... OPEN WINDSHEAR WARNING
OR OR RED WINDSHEAR MESSAGE ON PFD and/or
3. MIC Selector ............ OXY-MIC IF ABOVE 15,000 FT WINDSHEAR, WINDSHEAR, WINDSHEAR AURAL ALERT
Fire Bell Sounds and
4. Engine Indications ..................................... MONITOR
1. Thrust Lever (Affected Engine).......................CLOSE ELECTRICAL FIRE OR SMOKE

If fire warning persists: 1. Go-Around Button............................................. PUSH
1. Crew Oxygen .............DON MASKS––100% EMERG 2. Thrust ..................................................TAKE-OFF N1
2. HP COCK (Affected Engine) ..........................CLOSE INADVERTENT THRUST REVERSER 2. Mic Selector .................................................OXY-MIC
3. LP COCK (Affected Engine) ...........................CLOSE DEPLOYMENT IN FLIGHT 3. Pitch Attitude ...................INCREASE AS REQUIRED
3. Cabin Notices ........................................................ON TO ARREST DESCENT, ALLOWING
4. ENG EXT ....................................................... SHOT 1
AIRSPEED TO DECREASE TO INTERMITTENT
If engine shutdown occurs during initial climb:
STICK SHAKER ACTIVATION
5. MAIN AIR VLVs 1 & 2.....................................CLOSE AND
4. APR ...................................................................OVRD
6. F/DK VLV........................................................CLOSE FUSELAGE FIRE OR SMOKE
Fire or smoke from cabin furnishings or equipment
other than from electrical/electronic sources.
ENGINE FIRE ON GROUND 1. HP COCK (Affected Engine) ..........................CLOSE 1. Crew Oxygen ............. DON MASKS—100% EMERG
Fire Bell Sounds and
2. Mic Selector ................................................ OXY–MIC EMERGENCY EVACUATION
3. Cabin Notices ........................................................ON
OR OR 1. Airplane ............................................................ STOP
Fire Bell Sounds and DEPRESSURIZATION 2. WHEEL BRAKE Lever...................................... PARK
Horn Sounds and 3. HP COCKS .....................................................CLOSE
1. START PWR Switch (Starting Only)......... PUSH FOR 4. LP COCKS .....................................................CLOSE
SMOKE FROM AIR CONDITIONING DUCTS
ABORT 5. EMERG LIGHTS (If Required) ........................... MAN
2. HP COCK (Affected Engine) ..........................CLOSE 1. Crew Oxygen ............. DON MASKS—100% EMERG 6. PA ......................................... ORDER EVACUATION
1. Crew Oxygen ........................................ DON MASKS 2. Mic Selector .................................................OXY-MIC 7. DUMP VALVE .................................................. OPEN
3. LP COCK (Affected Engine) ...........................CLOSE
2. Mic Selector ................................................ OXY–MIC 3. Cabin Notices ........................................................ON 8. BATT ................................................................... OFF
4. ENG EXT (Affected Engine) .......................... SHOT 1
H AW K E R 9 0 0 X P M E M O RY I T E M S A N D L I M I TAT I O N S — F O R T R A I N I N G P U R P O S E S O N LY
Copyright © 2020 FlightSafety International, Inc. Unauthorized reproduction or distribution is prohibited. All rights reserved.
ENGINE LIMITATIONS OPERATIONAL LIMITATIONS GARRETT GTCP36-150W
LIMITATIONS AUXILIARY POWER LIMITATIONS (CONT.)
Takeoff—N1 ......................................................100% rpm Maximum temperature for all flight regimes:
Takeoff—N2 ......................................................100% rpm ISA +35°C to 25,000 ft Starting Cycle Limits
WEIGHT LIMITATIONS
ISA +30°C 25,000 ft to 35,000 ft
Takeoff—ITT (APR operating) ..................1022°C (5 min) Maximum transient EGT
Maximum Ramp Weight .....................................28,120 lb ISA +25°C 35,000 ft to 41,000 ft (15 seconds maximum duration) .......... 1400°F to 1500°F
Maximum Takeoff Weight ...................................28,000 lb Takeoff—ITT (APR not operating) ..............999°C (5 min) Minimum temperature—takeoff and landing............ -40°C
Hung start duration
Maximum Landing Weight ................................. 23,350 lb Takeoff (APR operating)—N1 ...........................100% rpm Minimum temperature—enroute .............................. -75°C (above 50% and below 95% RPM)..................10-second
Minimum Operating Weight ............................... 16,100 lb Maximum runway slope for takeoff .... 2% uphill/downhill maximum
Takeoff (APR operating)—N2 ...........................101% rpm
Maximum Zero Fuel Weight ...............................18,450 lb
Maximum continuous N1 ..................................100% rpm Air brake usage .............................Restricted to flaps 0° Shut down the APU if the READY TO LOAD light
Minimum Zero Fuel Weight ................................14,120 lb does not illuminate within 60 seconds of start
Cabin high datum selection ............... Limited to airfields
Maximum Wing Fuel Out of Balance .......................500 lb Maximum continuous N2 ..................................100% rpm greater than 9,000 ft Starter continuous cranking limits:
Wing Fuel Contents Maximum continuous ITT ........................................991°C Inter-compartment door position......Open during takeoff 1st start attempt ...........30 seconds ON/3 minutes OFF
for Ventral Fuel Transfer.............................. 3,300 lb/side
Maximum cruise ITT ................................................974°C and landing
2nd start attempt..........30 seconds ON/3 minutes OFF
AIRSPEED LIMITATIONS Lift dump use .............. Only when aircraft is on ground
(This is not a limitation, but engine life will be extended if 974°C is not
3rd start attempt ........30 seconds ON/30 minutes OFF
exceeded during cruise operation.) Maximum load factor flaps extended ......................... 2.0g
VMO—Flaps 0° (ventral fuel tank empty) ........... 335 KIAS
(Sea level—12,000 ft) Maximum overspeed N1 ....................100.5% N1 (10 sec) Maximum load factor flaps retracted ....................... 2.73g
Maximum Generator Electrical Loads
VMO—Flaps 0° (ventral fuel tank not empty) ..... 280 KIAS Maximum overspeed N2 ....................102.5% N2 (10 sec) Minimum flight crew requirement.......................... 2 pilots
MMO ................................................................... Mach .80 Rejected takeoff = or < 90 KIAS— The Maximum Transient Generator Load May Exceed
Starting ITT (unrestricted)........................................994°C Maximum Continuous Load:
MMO (Mach trim system single rejection waiting period ............................... 25 min
fail/inoperative and autopilot disengaged) ......... Mach .73 Maximum oil temperature—sea level to 30,500’ .....127°C Rejected takeoff = or < 90 KIAS— Maximum Continuous Operation ................................0.80
VA .................................................................... 196 KIAS two or more rejections waiting period .................... 45 min Transient Operation ..............................1.2 < 10 Seconds
Maximum oil temperature—above 30,500’ ..............140°C
VFE/VFO—Flaps 15° .......................................... 220 KIAS Rejected takeoff
VFE/VFO—Flaps 25° .......................................... 175 KIAS Maximum transient oil temperature ............149°C (2 min)
> 90 KIAS requirement .........................Brake inspection Combined Bleed-Air Operations
VFE/VFO—Flaps 45° .......................................... 165 KIAS Minimum oil temperature (starting) .......................... -40°C Maximum pressure differential ............................ 8.55 psi
Air Brakes (Flaps 0° only) .................................... No limit Simultaneous operation of APU bleed air and main engine
Minimum oil temperature (takeoff) .............................30°C Maximum Crosswind (Takeoff at 33 feet) .......... 30 Knots
VLO/VLE ............................................................. 220 KIAS bleed air is not permitted. Both systems may be operated
Bird strike—Normal conditions ........ 280 KIAS to 8,000 ft Oil pressure limit Maximum Crosswind (Landing at 33 feet) ......... 30 Knots briefly (1-minute maximum) during changeover from one
Bird strike—Cold ground soak, (takeoff, maximum continuous, and climb) ...... 65 - 80 psi FUEL LIMITATIONS system to the other.
heat is on for required time limit ...... 280 KIAS to 8,000 ft Oil pressure limit (minimum idle) ............................ 49 psi
Bird strike—Heat is off < -10°C ....... 257 KIAS to 8,000 ft Wing fuel quantity ................................ 1,268 gal/8,500 lb
Oil pressure limit (transient maximum) ................. 100 psi Operation in Known Icing Conditions
Maximum tailwind (takeoff and landing) ............. 10 knots Ventral fuel quantity ................................ 233 gal/1,500 lb
Oil consumption rate...............0.01 gal per hour/15 hour Total fuel quantity .............................. 1,501 gal/10,000 lb Operation in Known Icing Conditions:
ICE PROTECTION LIMITATIONS Minimum wing fuel required Flight operations of the APU are not approved when the
Digital Electronic Engine
Computer (DEEC) ............................. Required for flight with fuel in the ventral tank ..........................3,450 lb/Side airplane is in icing conditions.
Airframe icing requirements........ Must be clear of snow,
ice, frost, and slush before takeoff Ventral tank fuel restriction Ground Deicing Procedures:
Engine synchronizer switch. ....................OFF for takeoff before flight ..............................Completely full or empty
Approved deice fluids ................................. TKS80, R328, The APU must be shut down during ground deicing
or fluid to specification DTD 406B Automatic performance Wing fuel contents operations of the airplane.
reserve (APR) ....................... Must be armed for takeoff, for ventral tank fuel transfer .........................3,300 lb/Side
Icing detection light requirements ....... Must be operative
prior to flight into approach, and landing Maximum wing fuel imbalance
(except for crew training only) APU Operation During Airplane Refueling
icing conditions at night (flight, takeoff, and landing) .................................... 500 lb
Maximum fuel temperature ........................................57°C Airplane refueling with the APU running is limited to single
ALTITUDE LIMITATIONS ELECTRICAL LIMITATIONS
point refuel only. Gravity wing refueling is prohibited with
Maximum battery amps GARRETT GTCP36-150W the APU running.
Maximum operating altitude ............................... 41,000 ft
before takeoff (B1 and B2) ................................. 20 amps AUXILIARY POWER LIMITATIONS
Maximum altitude flaps lowered Starting of the APU while refueling is in progress is prohibited.
or gear extended ................................................ 20,000 ft Maximum continuous generator load ............... 300 amps Operating Limits Airplane refueling with the APU running is prohibited if the
Minimum field pressure altitude Maximum transient generator load ...... 400 amps (2 min) ambient temperature is above 40°C or when the airplane
for takeoff or landing ............................................ -2,000 ft Normal operation ..................................................... 100%
contains JP4 or is being refueled with JP4.
Maximum field pressure altitude Starter limits: Maximum operating EGT....................................... 1350°F
for takeoff or landing ........................................... 13,000 ft 1st Start Attempt 1 ......... 30 Seconds ON/ 1 Minute OFF Airplane boost pumps must be OFF prior to commencing
Maximum operating altitude ............................ 0-30,000 ft
Maximum altitude—Flaps 15° 2nd Start Attempt 2........ 30 Seconds ON/ 1 Minute OFF refueling operations.
pressure altitude
(descent and holding) ......................................... 15,000 ft 3rd Start Attempt 3 .... 30 Seconds ON/ 30 Minutes OFF
Maximum starting altitude.. 0-20,000 ft pressure altitude
H AW K E R 9 0 0 X P M E M O RY I T E M S A N D L I M I TAT I O N S — F O R T R A I N I N G P U R P O S E S O N LY
HAWKER 900XP
PILOT CLIENT GUIDE
CHAPTER 5
MANEUVERS AND
PROCEDURES
The information normally contained in this chapter, can be found in Flightbag:

FTMPM (Flight Training Maneuvers and Procedures Manual)

HAWKER 900XP
PILOT CLIENT GUIDE
CHAPTER 6
CREW RESOURCE
MANAGEMENT
CONTENTS
Page
WHAT IS CREW RESOURCE MANAGEMENT? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1

SITUATIONAL AWARENESS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
COMMAND AND LEADERSHIP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
COMMUNICATION PROCESS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Communication Techniques: Inquiry, Advocacy, and Assertion. . . . . . . . . . . . . . . . . . . 6-5
DECISION-MAKING PROCESS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
THE HUMAN FACTORS: RESOURCE MANAGEMENT ASSESSMENT CARD. . . . . . . . . . . 6-8

HAWKER 900XP
PILOT CLIENT GUIDE
ILLUSTRATIONS
Figure Title Page
6-1 Situational Awareness Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3

6-2 Communication Process. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
6-3 Optimum Decision Making. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
6-4 Optimum vs Naturalistic Decision Making. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
6-5 HF RMA Card. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8

HAWKER 900XP
PILOT CLIENT GUIDE
WHAT IS CREW
RESOURCE
MANAGEMENT?
The Federal Aviation Administration describes Reading accident reports, it often seems that
Crew Resource Management (CRM) as “the ef- the flight crew’s problems are easily solved.
fective use of all resources to achieve safe and That preventing an accident seems so simple
efficient flight operations.” Introduced in the in hindsight, but so challenging in practice,
late 1970s in response to several high-profile highlights that the critical difference between
accidents caused by human error, CRM is a set reading about an accident and being in one
of skills designed to avoid, detect, and/or miti- is a matter of the quality of information. When
gate human error and thus enhance safety. reading about the accident, you have access
to much better information than the accident
Originally known as cockpit resource manage- crew—not the least of which is that the current
ment, the name was soon changed in recogni- course of action is going to lead to an accident!
tion of the role that additional crewmembers, If you have the right information, knowing what
maintenance technicians, flight attendants, air to do is a lot easier.
traffic controllers, dispatchers, schedulers, and
line service personnel play in achieving safety Seen from this perspective, we can see that
of flight. CRM is a method of information management.
Used properly, each CRM skill produces the in-
CRM was not designed to reduce the author- formation that the flight crew needs for effec-
ity of the pilot in command; rather, it was de- tive decision making.
veloped as a means to assist with situational
awareness and decision making to increase Most experts agree that a highly coordinated
safety margins and achieve accident- and inci- crew using a standardized set of procedures is
dent-free flight operations. more likely to identify and avoid errors.

HAWKER 900XP
PILOT CLIENT GUIDE
Effective communication and the use of brief- a volume of time and space, the comprehen-
ing and debriefing are tools that can be used sion of their meaning, and the projection of
to build the “team concept” and maintain situ- their status in the near future.” This definition
ational awareness. Utilizing a standard set of makes it possible to determine just where SA
callouts provides a means to incorporate CRM. goes wrong.
Standardization keeps all crewmembers “in the
loop” and provides an opportunity to detect an A study of errors in SA found that 77% of the
error early on, before it has an opportunity to time, a failure of situational awareness is due
build into an accident chain. to a problem with perceiving the environment.
Approximately 20% of the time the error lies
Proficiency in CRM requires all crewmembers to within the comprehension stage, and only 3%
have a working knowledge of how to maintain of the time will the error be found in the projec-
situational awareness, techniques for decision tion stage. These findings tell us that if we are
making, desirable leadership and followership to maintain good SA, we must take special care
characteristics, cross-checking and monitoring to maintain our ability to perceive the environ-
techniques, means of fatigue and stress man- ment around us. Figure 6-1 lists strategies to
agement, and communication. prevent a loss of SA, markers that may indicate
a loss of SA, and a strategy to recover your SA
CRM training is an important part of your Flight- if it is lost.
Safety training experience. Throughout your
training event, your instructor will provide gen- The problem with losing situational awareness
eral CRM guidance as well as identify CRM is- is that often one is not aware that SA has been
sues, philosophies, and techniques that are lost. The markers, or “red flags,” listed in Figure
specific to the aircraft you fly. To assist with 6-1 are clues that you may be losing SA. If you
this, the FlightSafety CRM model has been in- notice one or more of the markers are present,
corporated into this training guide. The model you should take steps to ensure that your SA
can be used as a guide or a refresher on how is as good as you think it is. The U.S. National
to incorporate CRM principles into your day-to- Transportation Safety Board (NTSB) has found
day line operations. This model is not intended that accidents are accompanied by a minimum
to replace a formalized course of CRM instruc- of four loss of SA markers, often without the
tion, and attendance at a CRM-specific course crew being aware that SA was lost. Training
is highly recommended. yourself to notice these markers is time well
spent.
SITUATIONAL If situational awareness is lost, it will take time

to recover it. Of the steps listed for recovery of
AWARENESS SA, none is so important as to ensure the safety

of the aircraft. In flight, this means making sure
that the aircraft is at or above the minimum safe
Situation awareness is a fundamental CRM altitude. If SA is lost during ground operations,
concept. Often described as “knowing what’s the crew should ensure that they are clear of
going on around you,” the loss of situational runways and endeavor to set the parking brake.
awareness is often identified as a causal factor
in an incident or accident. Collective s ituational Maintaining situational awareness requires a
awareness is a measurement of the total situa- constant state of vigilance. Complacency has
tional awareness among all m embers involved often been the precursor to a loss of situational
in the operation. Open, timely, and accurate awareness.
communication is required to maintain a high
level of collective situational awareness.
Dr. Mica Endsley, a leading CRM researcher, de-
scribes situational awareness (SA) as “the per-
ception of the environmental elements within

HAWKER 900XP
PILOT CLIENT GUIDE
SITUATIONAL AWARENESS COMMAND AND

How to Prevent Loss of SA
• Delegate during high workloads
LEADERSHIP
• Express concern and solicit information if in Command and leadership is not the same thing.
doubt Command is designated by an organization,
• Monitor, evaluate, and verbalize and cannot be shared. Leadership, however,
• Focus on relevant details (scan the big picture) can, and should be, practiced by anyone. Effec-
• Project ahead and consider contingencies tive leadership should focus on “what’s right,”
• Create visual/aural reminders if interrupted not on “who’s right.”
• Know the “red flags” for degraded situational
awareness Leadership styles range from “autocratic” to
Red Flags
“laissez-faire.” An autocratic leadership style
exercises a high degree of control and allows a
• Undocumented procedures
low degree of participation from team members
• Need to hurry / last-minute changes
• Fatigue
in reaching decisions. A laissez-faire leadership
• Ambiguity – information from two or more
style exercises a low degree of control and al-
sources that do not agree lows a high degree of participation from team
• Fixation – focusing on one thing members. Effective leaders tend to be less ex-
• Confusion or uncertainty about a situation treme, relying on either authoritarian or demo-
(often accompanied by anxiety or psychological cratic leadership styles.
discomfort)
• Unexpected change in aircraft state – anything
There is no “ideal” or “best” leadership style.
the airplane does that you were not expecting An immediate crisis might require authoritarian
• Failure to: leadership, to ensure stability and to reassure
○ Fly the aircraft – everyone is focused on other crewmembers, while other situations
non-flying activities might be handled more effectively by encour-
○ Look outside – everyone is heads-down aging crew participation in the decision-making
○ Meet expected checkpoints on flight plan or process.
profile ETA, fuel burn, etc.
○ Comply with limitations, minimums,
regulations, SOPs, etc.
○ Resolve discrepancies
○ Communicate fully and effectively – vague or
incomplete statements
What to Do When SA Is Lost

• Recognize and admit
• ACHIEVE SAFE ALTITUDE
• Stabilize the aircraft
• Create time and space
• Seek information – aural / visual / intuition
• Resolve uncertainty / ambiguity
• Ask why SA was lost
• Avoid critical flight segments until ready
Figure 6-1. Situational Awareness Monitoring

HAWKER 900XP
PILOT CLIENT GUIDE
COMMUNICATION The communication process has three ele-

ments: a sender, a receiver, and feedback. The
PROCESS sender and receiver have different responsibili-

ties. The sender, sensing some need to com-
municate, is responsible for transmitting a mes-
Communication is an important tool for main- sage in a way that is comprehensible to the
taining situational awareness. Many of the ac- receiver. If the receiver does not comprehend
cidents that led to the implementation of CRM the message, the sender should determine
happened because of a lack of information. An why the message was not understood, and
NTSB study of air carrier accidents found that find a way to send the message that is more
84% of the time the information that could have understandable. The receiver is responsible for
helped prevent the accident was available to indicating receipt of the message by giving the
the flight crew, but was either not noticed or not sender appropriate feedback. If the message
communicated effectively. Effective communi- is understood, the receiver indicates this; if the
cation requires the ability to provide appropri- message is not understood, the receiver helps
ate information, at the appropriate time, to the the sender by giving feedback that indicates
appropriate person (Figure 6-2). why the message wasn’t understood.
Communication may be verbal, non-verbal, or Barriers to communication limit our ability to
written. Written communications in the cockpit maintain collective situational awareness and
include symbolic messages and indications that can compromise our ability to maintain our per-
are electronically transmitted and displayed. sonal situational awareness.
Figure 6-2. Communication Process

HAWKER 900XP
PILOT CLIENT GUIDE
Communication barriers can be internal or ex- The goal of inquiry is to increase individual situ-
ternal. Internal barriers can change our percep- ational awareness, the goal of advocacy is to
tion of the value of communicating and also how increase collective situational awareness, and
we communicate. For example, if one member the goal of assertion is to reach a c onclusion.
of the crew believes that what they have to say
doesn’t matter, then they will be reluctant to
communicate with other crew members.
DECISION-MAKING
External communication barriers, such as over-
crowded radio frequencies, can interfere with PROCESS
the sender’s ability to transmit a message, or
with the receiver’s ability to transmit feedback. People make decisions using optimum or nat-
Differences in language or dialect can also be- uralistic decision-making strategies. Neither
come external barriers to communication. strategy is inherently better than the other—
each style has its own strengths and weak-
CRM provides three techniques for overcoming nesses that a person needs to understand to
communication barriers: employ them successfully.
• Inquiry—A technique for increasing your Optimum decision making is most useful when a
own situational awareness person does not have the information or exper-
tise necessary to make a decision. The strength
• Advocacy—A technique for increasing
of this strategy is its ability to gather and orga-
someone else’s awareness
nize information and to carefully consider many
• Assertion—A technique for getting your possible outcomes. This makes it particularly
point across good for new or unusual situations, or for when
it is very important that the best possible, or
When conflict on the flight deck interferes with optimum, decision be made. Its main drawback
communication, it usually originates from one is that its deliberate and controlled process re-
pilot’s tendency to make “solo” decisions. Avoid quires time and structure (Figure 6-3).
this kind of conflict by focusing your questions
and comments on WHAT is right, rather than on In contrast, the strength of naturalistic decision
WHO is right. making is that it requires very little time and
structure. The naturalistic decision flows intui-
COMMUNICATION TECHNIQUES: tively from on the decision maker’s experience
and understanding of the situation. The goal
INQUIRY, ADVOCACY, AND isn’t the best possible decision, but a decision
ASSERTION that is good enough, one that works, satisfying
the decision maker’s needs. It relies heavily on
Inquiry, advocacy, and assertion can be effec- the situational awareness and experience of
tively used in the aviation environment to help the decision maker. If either is lacking, natural-
solve communication problems. istic decision making can lead to bad decisions.
Despite this, the majority of decisions are made
Each item is a step in the process. The steps using the naturalistic strategy.
provide a metaphor that emphasizes the prin-
ciple of escalation. In other words, a person The key to success with either decision-making
must first practice inquiry, then advocacy, then strategy is to make sure you have what the
assertion. strategy requires to work. If you suspect that
your SA may be lacking, then use optimum de-
A person practicing assertiveness is not trying cision making. If you understand the situation,
to be insubordinate or disrespectful; rather, as- and time is of the essence, than naturalistic de-
sertion is an expression of the fact that a level cision making will give you better results.
of discomfort exists with a particular situation.
Assertion is an attempt to seek resolution. The cartoon in Figure 6-4 illustrates these two
styles. Both cavemen are responding to the

HAWKER 900XP
PILOT CLIENT GUIDE
Figure 6-3. Optimum Decision Making
same problem—a sabre-toothed tiger—but One should not draw from the cartoon the con-
have taken different approaches to making clusion that optimum decision making is bad—it
their decisions. is simply that he lacked the time necessary for
the process. If adequate time were available,
One caveman, no doubt having some experi- then he may have arrived at a very good deci-
ence with tigers, knows that running is a good sion indeed! On the other hand, if we imagine
plan (particularly if he can out-run the other that this one tiger was tame, but our tall cave-
guy!). He has used naturalistic decision making, man didn’t know it, then his decision to run,
recognizing the problem and implementing a based on faulty situational awareness, has led
solution that should work. to an incorrect decision to run. The key in all of
this is to know when to use each decision-mak-
Our other caveman, perhaps wanting to make
ing strategy and to make sure you have what
the best possible decision (after all, it is very im-
you need to be successful at it.
portant to get this decision right), is thinking all
of his options through. Unfortunately, he may
not have the time to complete the optimum
decision-making process before the tiger has
his dinner.

HAWKER 900XP
PILOT CLIENT GUIDE
Figure 6-4. Optimum vs Naturalistic Decision Making
Decision-making aids, such as T-DODAR, can

be very useful in decision making. While they do
take some time to master, once you can recall
them without effort they can help to organize
your thoughts and actions in difficult situations
and ensure that nothing is forgotten.T-DODAR
stands for:
• Time: How much time do you have before
you must make the decision? Can you take
more time?
• Diagnose: What is the problem?
• Options: What can be done about it?
• Decide: Which option will you choose?
• Act/Assign: Carry out your chosen plan of
action.
• Review: Is the plan working as expected?

HAWKER 900XP
PILOT CLIENT GUIDE
THE HUMAN FACTORS: RESOURCE MANAGEMENT

ASSESSMENT CARD
The Human Factors: Resource Management Assessment card is meant to aid the human factors
training at FlightSafety International (Figure 6-5).
1SJWBUF$POGJEFOUJBM5PCFTISFEEFECZ'MJHIU4BGFUZBGUFSVTF
HUMAN FACTORS: RESOURCE MANAGEMENT ASSESSMENT CARD
NAME: DATE:
Assessment:
Action Goal Desirable Qualities ID/G/EX/NA/DNO
Self Instructor
• Concise, not rushed, and met SOP
The required briefing was interactive
SOP BRIEFING requirements
and operationally thorough
• Bottom lines were established
Operational plans and decisions were • Shared understanding about plans –
PLANS STATED
communicated and acknowledged “Everybody on the same page”
WORKLOAD Roles and responsibilities were defined • Workload assignments were
ASSIGNMENT for normal and non-normal situations communicated and acknowledged
• Threats and their consequences were
CONTINGENCY Crew members developed effective anticipated
MANAGEMENT strategies to manage threats to safety • Used all available resources to manage
threats
Crew members actively monitored and
MONITOR/ • Aircraft position, settings, and crew
cross-checked systems and other crew
CROSS-CHECK actions were verified
members
Operational tasks were prioritized and
WORKLOAD • Avoided task fixation
properly managed to handle primary
MANAGEMENT • Did not allow work overload
flight duties
Crew members remained alert of the
• Crew members maintained situational
VIGILANCE environment and position of the
awareness
aircraft
• Automation setup was briefed to other
Automation was properly managed to
AUTOMATION members
balance situational and/or workload
MANAGEMENT • Demonstrated effective recovery
requirements
techniques from automation anomalies
• Crew decisions and actions were openly
EVALUATION OF Existing plans were reviewed and
analyzed to make sure the existing plan
PLANS modified when necessary
was the best plan
Crew members asked questions to • Crew members not afraid to express a
INQUIRY investigate and/or clarify current plans lack of knowledge – “Nothing taken for
of action granted” attitude
Crew members stated critical
• Crew members spoke up without
ASSERTIVENESS information and/or solutions with
hesitation
appropriate persistence
COMMUNICATION Environment for open communication • Good cross talk – flow of information
ENVIRONMENT was established and maintained was fluid, clear and direct
Captain showed leadership and • In command, decisive, and encouraged
LEADERSHIP coordinated flight deck activities crew participation
ID= Improvement Desired G=Good EX=Exceptional NA=Not Applicable DNO=Did Not Observe
DISCLAIMER: This document is to Figure 6-5. asHF

be used strictly RMAaidCard
a training for the client and the instructor of
record. Instructor is to collect this document after final debrief and place in the locked bins for shredding.
These commodities, technology or software were exported from the United States in accordance with the Export Administration
Regulations. Diversion contrary to U.S. law is prohibited.
Revision 0.4 FlightSafety International Proprietary Information. All Rights Reserved. Page 1

HAWKER 900XP
PILOT CLIENT GUIDE
CHAPTER 7
HANDOUTS
CONTENTS
Page
HAWKER 750/800XP/850XP/900XP
PRO LINE 21 AVIONICS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Primary Flight Display (PFD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Speed Tapes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Multifunction Display (MFD) for Non-IFIS Aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Multifunction Display (MFD) for IFIS Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
MFD IFIS Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Display Control Panel (DCP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
DCP—BARO Knob. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
DCP—ENG Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
DCP—REFS Page 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
DCP—REFS Page 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
DCP—REFS Page 3 (IFIS Aircraft) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
DCP—NAV/BRG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
DCP—RADAR Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
DCP—TILT/RANGE and GCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
Flight Guidance Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
Flight Director Mode Annunciations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
Audio Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
Cursor Control Panel (CCP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
Control Display Unit (CDU). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Collins CDU Roadmap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
FMS/Autopilot Quick Reference Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
ROCKWELL COLLINS WAAS FMS (VERSION 4.0) QUICK REFERENCE GUIDE . . . . . . . 7-27
Select SBAS Provider . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27
Load LPV Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28
Failure of SBAS During LPV Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29

HAWKER 900XP
PILOT CLIENT GUIDE
Load LNAV/VNAV or LNAV Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-32

Failure of SBAS During LNAV/VNAV Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33
Load LNAV/VNAV Approach with WAAS (Rare). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-34
Load Non-GPS Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-35
Navigation Integrity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-36
RAIM Prediction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-37
ROCKWELL COLLINS FMS DIFFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-38
ROCKWELL COLLINS PRO LINE 21
FLIGHT GUIDANCE SELECTION—APPROACHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-41
Localizer-Based Approaches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-41
Non-Localizer Approaches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-42
WEIGHT AND CENTER-OF-GRAVITY (CG) LIMITATIONS/DATA (800XP, 850XP, AND
900XP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-43
Weight Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-43
Center-of-Gravity (CG) Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-43
Loading and Flight Envelope—Pounds/Feet
(Pro Line 800XP/850XP/900XP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44
WEIGHT AND CENTER-OF-GRAVITY (CG) LIMITATIONS/DATA (750 ONLY). . . . . . . . . . 7-45
Weight Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45
Center-of-Gravity (CG) Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45
Loading and Flight Envelope—Pounds/Feet (750). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-46
DETERMINATION OF WEIGHT AND CENTER-OF-GRAVITY. . . . . . . . . . . . . . . . . . . . . . . . 7-47
Basic Empty and Operating Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-48
Maximum Occupancy with Baggage (30 lb/person) and Allowable Fuel. . . . . . . . . . 7-49
Maximum Occupancy and Baggage With Allowable Fuel
(Eight Passenger Configuration). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-50
Maximum Fuel with Allowable Passengers and Baggage
(30 lb/person) Not to Exceed Maximum Ramp Weight. . . . . . . . . . . . . . . . . . . . . . . . . . 7-51
Maximum Fuel With Allowable Passengers and Baggage
(Eight Passenger Configuration). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-52
Most Forward/Aft Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-53
Most Forward and Aft Loadings (Eight Passenger Configuration). . . . . . . . . . . . . . . . 7-54
Aircraft Floorplan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-55
Wing Fuel Moment vs. Weight (800XP Honeywell Only) . . . . . . . . . . . . . . . . . . . . . . . 7-56
Useful Load Data (750, 800XP, 850XP, and 900XP Pro Line 21). . . . . . . . . . . . . . . . . 7-57

HAWKER 900XP
PILOT CLIENT GUIDE
Density Variation of Aviation Fuel—Pounds/U.S. Gallons. . . . . . . . . . . . . . . . . . . . . . . 7-58

Usable Fuel—Pounds/U.S. Gallons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-59
Usable Fuel—Pounds/U.S. Gallons (cont.). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-60
Useful Load Data/EBC (750). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-61
Weight and Balance Worksheet—Pro Line 800XP/850XP/900XP. . . . . . . . . . . . . . . 7-62
Weight and Balance Worksheet—750. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-63
REV 2.2 FOR TRAINING PURPOSES ONLY 7-iii

HAWKER 900XP
PILOT CLIENT GUIDE
HAWKER 750/800XP/850XP/900XP
PRO LINE 21 AVIONICS

HAWKER 900XP
PILOT CLIENT GUIDE
PRIMARY FLIGHT DISPLAY (PFD)
HAWKER 900XP
PILOT CLIENT GUIDE
SPEED TAPES
HAWKER 900XP
PILOT CLIENT GUIDE
MULTIFUNCTION DISPLAY (MFD) FOR NON-IFIS AIRCRAFT
HAWKER 900XP
PILOT CLIENT GUIDE
MULTIFUNCTION DISPLAY (MFD) FOR IFIS AIRCRAFT
HAWKER 900XP
PILOT CLIENT GUIDE
MFD IFIS DISPLAYS

HAWKER 900XP
PILOT CLIENT GUIDE
DISPLAY CONTROL PANEL (DCP)

HAWKER 900XP
PILOT CLIENT GUIDE
DCP—BARO KNOB

HAWKER 900XP
PILOT CLIENT GUIDE
DCP—ENG BUTTON

HAWKER 900XP
PILOT CLIENT GUIDE
DCP—REFS PAGE 1
HAWKER 900XP
PILOT CLIENT GUIDE
DCP—REFS PAGE 2
HAWKER 900XP
PILOT CLIENT GUIDE
DCP—REFS PAGE 3 (IFIS AIRCRAFT)
HAWKER 900XP
PILOT CLIENT GUIDE
DCP—NAV/BRG
HAWKER 900XP
PILOT CLIENT GUIDE
DCP—RADAR BUTTON
HAWKER 900XP
PILOT CLIENT GUIDE
DCP—TILT/RANGE AND GCS

HAWKER 900XP
PILOT CLIENT GUIDE
FLIGHT GUIDANCE PANEL
HAWKER 900XP
PILOT CLIENT GUIDE
FLIGHT DIRECTOR MODE ANNUNCIATIONS

MODE PFD ANNUNCIATION
(FGP Mode DEFINITION
ARMED ACTIVE
Button)
LATERAL MODES
Holds bank angle present at the time it is selected or holds
existing heading (with a 5o bank angle limit) if the bank angle is
Roll Hold
N/A ROLL 5o or less without reference to the heading bug. Default mode
FD
for the flight director if no other modes are selected, if flight
guidance is transferred or if current lateral mode is deselected.
Holds the heading as selected by the Heading Bug. HDG is
Heading Hold
N/A HDG automatically selected when no other lateral mode is active and
HDG
any other lateral or vertical mode is selected.
FMS Lateral FMS FMS Tracks the active course generated by the selected FMS. A
Navigation FMS1, FMS1, single-FMS installation annunciates FMS. A dual-FMS
NAV FMS2 FMS2 installation annunciates FMS1 or FMS2, as appropriate.
VOR Lateral Tracks the selected VOR course from the selected NAV radio
VOR1, VOR1,
Navigation with a VOR frequency tuned. Annunciates VOR1 or VOR2 as
VOR2 VOR2
NAV appropriate to the selected radio.
Localizer Lateral Tracks the selected Localizer course from the selected NAV
LOC1, LOC1,
Navigation radio with a localizer frequency tuned. Annunciates LOC1 or
LOC2 LOC2
NAV LOC2 as appropriate to the selected radio.
APPR APPR Tracks the active course generated by the selected FMS. A
FMS, FMS, single-FMS installation annunciates FMS. A dual-FMS
FMS Approach APPR APPR installation annunciates FMS1 or FMS2, as appropriate.
APPR FMS1, FMS1,
APPR APPR
FMS2 FMS2
APPR APPR Tracks the selected VOR course from the selected NAV radio
VOR Approach VOR1, VOR1, with a VOR frequency tuned. Annunciates VOR1 or VOR2 as
APPR APPR APPR appropriate to the selected radio.
VOR2 VOR2
APPR APPR Tracks the selected Localizer course from the selected NAV
Localizer
LOC1, LOC1, radio with a localizer frequency tuned and enables GS mode.
Approach
APPR APPR Annunciates LOC1 or LOC2 as appropriate to the selected
APPR
LOC2 LOC2 radio.
Go Around button on either control column
Holds the heading present at the time the mode is selected with
Go Around N/A GA
up to a 5o bank angle limit. Does not reference the heading
bug.

HAWKER 900XP
PILOT CLIENT GUIDE
FLIGHT DIRECTOR MODE ANNUNCIATIONS (CONT.)

MODE PFD
ANNUNCIATION
(FGP Mode DEFINITION
Button) ARMED ACTIVE
VERTICAL MODES
Maintains the pitch present at the time the mode is selected. Default
Pitch Hold mode for the flight director if no other modes are selected, if flight
N/A PTCH
FD guidance is transferred, or if current vertical mode is deselected. Can be
adjusted with the UP/DN Wheel or the SYNC button.
Vertical Speed Maintains the vertical speed present at the time the mode is selected.
VS→150
Hold N/A Can be adjusted with the UP/DN Wheel or the SYNC button. Selected
0↓
VS vertical speed is annunciated adjacent to VS.
Flight Level Maintains the Indicated Airspeed at the time the mode is selected. Can
Change N/A FLC 160 be adjusted with the SPEED Knob or the SYNC button. Selected speed
FLC is annunciated adjacent to FLC.
Maintaining an altitude other than the Preselected or VNAV altitude.
Altitude Hold
N/A ALT Maintains the altitude present at the time the mode is selected. Can be
ALT
adjusted with the SYNC button.
Preselect Altitude Preselected altitude is being maintained or will be maintained (if armed).
ALTS ALTS
Hold
The APPR LOC mode has been selected and the flight director will, or
Glide Slope
GS GS has, intercepted the localizer glide slope. This mode will not recognize
APPR
any Preselected or FMS generated altitudes.
Commands a +12o pitch attitude. Selected with the Go Around button on
Go Around N/A GA
the left thrust lever.
VNAV MODES
VNAV – Pitch Hold Pitch Hold Mode has been selected with VNAV enabled. Can be
PTCH VPTCH
VNAV adjusted with the SYNC button.
VNAV – Vertical Vertical Speed Hold Mode has been selected with VNAV enabled.
VVS→150
Speed Hold N/A Selected vertical speed is annunciated adjacent to VVS. Can be adjusted
0↓
VS + VNAV with the UP/DN Wheel or the SYNC button.
Flight Level Change Mode has been selected (or armed by the FMS
VNAV – Flight
FLC VFLC during a VNAV climb) with VNAV enabled. Selected speed is
Level Change
160 annunciated adjacent to VFLC. Can be adjusted with the SPEED Knob
FLC + VNAV
or the SYNC button.
VNAV – Altitude Maintaining an altitude other than the Preselected or VNAV altitude.
Hold N/A VALT Maintains the altitude present at the time the mode is selected. Can be
ALT + VNAV adjusted with the SYNC button.
VNAV – Preselected altitude is being maintained or will be maintained (if armed)
Preselected with VNAV enabled.
ALTS VALTS
Altitude Hold
VNAV
VNAV – FMS FMS VNAV altitude is being maintained with the altitude preselector set
VNAV Altitude at a different altitude.
ALTV VALTV
Hold
VNAV
FMS has captured the manually or automatically generated descent
VNAV – PATH
PATH VPATH angle to the next waypoint. Aircraft must stay within lateral deviation
VNAV
limits (cross-track error or track angle error) to remain active.
The APPR Mode has been selected and the FMS generated VNAV Glide
VNAV – Glide Path
GP VGP Path is, or will be, captured. Ignores the Preselected altitude or FMS
APPR + VNAV
altitudes.

HAWKER 900XP
PILOT CLIENT GUIDE
AUDIO PANEL
HAWKER 900XP
PILOT CLIENT GUIDE
CURSOR CONTROL PANEL (CCP)
HAWKER 900XP
PILOT CLIENT GUIDE
CONTROL DISPLAY UNIT (CDU)
COLLINS CDU ROADMAP
7-22
PILOT CLIENT GUIDE

HAWKER 900XP
Display EXECUTE
Messages MSG EXEC FLT PLN
DIRECT - TO
DEP MFD MFD MFD CDU PAGE
CDU PAGE
DIR FPLN LEGS PERF PREV NEXT CONTROL
NEAREST AIRPORTS ARR MENU ADV DATA CONTROL
MCDU
IDX COPY DEP ARR MAP MAP
MAPS
CLR CLEAR SP
MENU
STATUS
ACTIVE MENU
DEL DELETE LINE
ACT FPLN
TUN SEC
SEC FPLN
TOGGLE BRT DISPLAY
POS INIT FPLN
DIM BRIGHTNESS
OTHER MAP TEXT
FOR TRAINING PURPOSES ONLY
VOR CTL OFFSET DATA

MENU PAGES
GPS CTL NEAREST AIRPORTS

TO + APPR REF
FMS CTL AUTO/
INHIBIT HI NAVAIDS
SEQUENCE FPLN PROG
FREQUENCY LO NAVAIDS
PERF INIT
LEG INTERS
FIX NAV STATUS
WIND VNAV SETUP
ARPTS
HOLD
TAKEOFF POS SUMMARY TERM WPTS
PROG
MFD WINDOW
COM ADVISORY VNAV POS SUMMARY
SEC FPLN NDBS
NAV VNAV PLN SPD ETA

ROUTE MENU VOR STATUS
FLT LOG SPEED
DATA BASE AUTO/MAN
LRN STATUS RNG: ALT SEL
MODE FUEL MGMT
DB DISK OPS ALTITUDE
APPROACH
ADF LRN POS
DEFAULTS
SEC PERF ALTN FPLN
XPONDER
ARR DATA
REV 2.2
SIDE L/R
HAWKER 900XP
PILOT CLIENT GUIDE
FMS/AUTOPILOT QUICK REFERENCE GUIDE

LSK = Line Select Key EXEC ---------------------------------------------Push
FMS PREFLIGHT PLACE BEARING/DISTANCE or

PLACE BEARING/ PLACE BEARING WPT
IDX/STATUS> --Verify NAV database is current
IDX/POS INIT> -------------------------------------- LEGS ----------------------------------------------Push
Send airport coordinates to scratchpad(LSK2R)/ NEXT or PREV - As required to find appropriate
Set coordinates in SET POS (LSK 5R) location to add new waypoint
IDX/VOR CTL> ----------------------Verify Enable Keyboard ----- Enter PB/D or PB/PB in scratchpad
IDX/GPS CTL> -----------------------Verify Enable Insert waypoint ------- Press LSK at entry point for
IDX/FMS CTL> ---- Verify SYNC/INDEP as req. the waypoint
FPLN ---- Enter origin airport/Push ORIGIN LSK EXEC ---------------------------------------------Push
- Enter destination airport/Push DEST LSK
DEP ARR------ Select departure RWY/Select SID DELETE WAYPOINT
FPLN ---------Input Flight plan (Airways left side/
Waypoints right side) LEGS ----------------------------------------------Push
PERF/PERF/PERF INIT> --------------------------- NEXT or PREV - As required to find appropriate
---- Enter # Pass/Push PASS LSK waypoint
- Enter cargo/Push CARGO LSK DEL------------------------------------------------Push
-Enter fuel load/Push FUEL LSK Delete waypoint --Push LSK adjacent to waypoint
Enter cruise altitude/Push CRZ ALT LSK EXEC ---------------------------------------------Push
TAKEOFF> (5R) --------- Verify departure airport
--------- Verify departure runway DIRECT-TO
--- Enter wind/Push WIND LSK
----Enter temperature/Push OAT DIR ------------------------------------------------Push
------------------------Verify QNH Direct-to waypoint --------------Push adjacent LSK
NEXT (page 2/3) ---------Verify anti-ice ON/OFF EXEC ---------------------------------------------Push
------ Verify takeoff flaps setting
----------Verify GW and MTOW INTERCEPT COURSE
------------- Verify TOFL/TODA
---------------------- Verify speeds DIR ------------------------------------------------Push
------------------Push SEND LSK Waypoint to be intercepted ----Push adjacent LSK
Verify speeds are showing in pfd Inbound Course to waypoint-- Enter in scratchpad
LEGS Review flight plan for discontinuities/logic INTC CRS> LSK (6R) ------- Push to input course
MFD MENU Set WINDOW as req. (off/on/vnav) EXEC ---------------------------------------------Push
Select MAP DISPLAY items as req
FLYOVER WAYPOINT (CREATE/DELETE)
DELETE DISCONTINUITY
LEGS ----------------------------------------------Push
LEGS----------------------------------------------Push NEXT or PREV - As required to find appropriate
NEXT or PREV --------------- As required to find waypoint
the discontinuity Scratchpad ------------------------------Verify empty
Waypoint following discontinuity ------ Push LSK Desired waypoint----------------Push adjacent LSK
Delete discontinuity----------Push LSK adjacent to Keypad ------------------------ Type /0 (slash-zero)
the discontinuity Desired waypoint----------------Push adjacent LSK
EXEC ---------------------------------------------Push Desired waypointVerify the @ symbol is showing
or is deleted as required
INSERT/ADD WAYPOINT Note: @ symbol designates Flyover waypoint
EXEC ---------------------------------------------Push
LEGS----------------------------------------------Push
NEXT or PREV --As required to find appropriate
location to add new waypoint
New waypoint ------------------ Enter in scratchpad
Insert waypoint ------- Press LSK at entry point for
the waypoint

HAWKER 900XP
PILOT CLIENT GUIDE
FMS/AUTOPILOT QUICK REFERENCE GUIDE (CONT.)

HOLDING DELETE LATERAL OFFSET
IDX ------------------------------------------------Push FPLN ----------------------------------------------Push

HOLD>---------------------------Push adjacent LSK DEL------------------------------------------------Push
Note: If there is another holding already selected Delete offset --------------------------- Push 6R LSK
and you want to select a new one press the NEW EXEC ---------------------------------------------Push
HOLD>LSK (5R)
NEXT or PREV --As required to find appropriate ALONG-TRACK OFFSET
waypoint
Desired waypoint----------------Push adjacent LSK LEGS ----------------------------------------------Push
Holding fill-out boxes ----Push adjacent LSK (6L) NEXT or PREV --- As required to find waypoint
Holding page----Modify/Input holding parameters Desired waypoint----------------Push adjacent LSK
(QUAD/RADIAL (2L), /DIR Keypad -----------Enter desired offset (/## or /-##)
(/L,/R) (3L), LEG DIST (5L), Desired waypoint----------------Push adjacent LSK
EFC TIME (4R) EXEC ---------------------------------------------Push
EXEC ---------------------------------------------Push
APPROACH SELECTION/LANDING
HOLDING AT PRESENT POSITION SPEEDS
IDX ------------------------------------------------Push DEP ARR-----------------------------------------Push

HOLD>---------------------------Push adjacent LSK Note 1: In the event of an emergency return push
PPOS> (6R)----------------------Push adjacent LSK DEP ARR a second time to access the DEP ARR
Holding page----Modify/Input holding parameters MENU. Select arrival at departure.
EXEC ---------------------------------------------Push Note 2: For auto tuning/auto course selection
verify that FMS is the actual NAV source.
DELETE HOLD Type of approach------------------------------- Select
Transition --------------------------------------- Select
LEGS----------------------------------------------Push STAR -------------------------------------------- Select
NEXT or PREV --As required to find appropriate EXEC ---------------------------------------------Push
holding waypoint PERF/PERF/APPROACH> ------------------------
DEL------------------------------------------------Push ----- Verify airport/modify as req.
Delete holding ----Push LSK adjacent to waypoint ------------- Verify arrival runway
EXEC ---------------------------------------------Push --- Enter wind/Push WIND LSK
----Enter temperature/Push OAT
EXIT HOLD ----------------------- Verify QNH
NEXT (page 2/3) ---------Verify anti-ice ON/OFF
LEGS----------------------------------------------Push ------Verify landing flaps setting
EXIT HOLD> (6L) ------------------------------Push ------------ Verify GW and MLW
EXEC ---------------------------------------------Push ------------------Verify LFL/LDA
---------------------- Verify speeds
CONTINUE HOLDING ------------------Push SEND LSK
Verify speeds are showing in pfd
LEGS----------------------------------------------Push
CANCEL EXIT> (6L) --------------------------Push FLIGHT LOG
EXEC ---------------------------------------------Push
PERF ----------------------------------------------Push
LATERAL OFFSET FLIGHT LOG>-----------------------------------Push
Required information --------------------------Verify
FPLN ----------------------------------------------Push
Keypad ------Enter desired offset (L or R + Miles)
Input desired offset ------------------- Push 6R LSK
EXEC ---------------------------------------------Push

HAWKER 900XP
PILOT CLIENT GUIDE

WINDOW> LSK---------------------------Set to ON
VERIFY RAIM Landing weight/fuel Verify on DATA WINDOW
IDX ------------------------------------------------Push ETA/FUEL AT WAYPOINT

GPS CTL> ----------------------------------------Push
RAIM ----------- Verify DEST/ETA/AVAILABLE DATA WINDOW MFD ---Verify for information
Note: Enter new destination and ETA as required. If required information is not on data window
MFD MENU (on FMS)-------------------------Push
VERIFY FLIGHT PLAN WITH MFD MFD DATA--------------------------------------Push
Note: If the active page is not the TEXT DISPLAY
MFD FORMAT> LSK - Push/Verify PLAN MAP push MFD DATA to change the menu.
Note: If PLAN MAP (north up view) is not the FPLN PROGRESS> LSK-----------------------Push
active screen push FORMAT> until PLAN MAP is Required information --------------------------Verify
selected. If applicable waypoint is not in view
MFD ADV (on FMS) ---------------------------Push MFD ADV (on FMS) ---------------------------Push
PREV WPT> or NEXT WPT>---Push as required PREVPAGE> or NEXT PAGE> Push as required
MFD active screen -- Push FORMAT> as required Required information --------------------------Verify
STORE ACTIVE FLIGHT PLAN POSITION/METEOROLOGICAL REPORT
IDX ------------------------------------------------Push MFD MENU (on FMS)-------------------------Push

NEXT (2/2) ---------------------------------------Push MFD DATA--------------------------------------Push
ROUTE MENU>---------------------------------Push Note: If the active page is not the TEXT DISPLAY
PILOT ROUTE LIST> --------------------------Push push MFD DATA to change the menu.
ACT STORE> ----------------------------------- Push POSITION REPORT> --------------------------Push
If applicable waypoint/information is not in view
SELECT and ACTIVATE STORE FLPN MFD ADV (on FMS) ---------------------------Push
PREVPAGE> or NEXT PAGE> Push as required
IDX ------------------------------------------------Push
NEXT (2/2) ---------------------------------------Push ARC INTERCEPTION
ROUTE MENU>---------------------------------Push
PILOT ROUTE LIST> --------------------------Push NAV Source ----------------------------- Verify FMS
Desired flight plan ------------- Push adjacent LSK HDG Bug----------------------Adjust to ATC vector
ACTIVATE> -------------------------------------Push HDG mode ------------------------------------Engage
EXEC ---------------------------------------------Push DEP ARR-----------------------------------------Push
Type of approach------------------------------- Select
ADD/DELETE SYMBOLS ON MFD Transition -------- Select the appropriate ARC IAF
LEGS ----------------------------------------------Push
MFD MENU -------------------------------------Push NEXT or PREV ---As required to find ARC IAF
Note: If the active page is not the MAP DISPLAY ARC IAF LSK------------------------------------Push
push MFD DATA to change the menu. NEXT or PREV --------As required/Select page 1
Applicable symbol LSK-- Push activate/deactivate Set ARC IAF in FROM position ---- Push LSK 1L
EXEC ---------------------------------------------Push
ACTIVATE/DEACTIVATE DATA WINDOW HDG Bug--------------Continue flying ATC vector
NAV mode ---------------------------------------ARM
MFD MENU -------------------------------------Push
Note: If the active page is not the MAP DISPLAY
push MFD DATA to change the menu.
WINDOW> LSK -------- Set as req. (off/on/vnav)
LANDING WEIGHT/FUEL
MFD MENU -------------------------------------Push

Note: If the active page is not the MAP DISPLAY
push MFD DATA to change the menu.

HAWKER 900XP
PILOT CLIENT GUIDE

AUTOPILOT CHECK
PART 1: Trim movement

Control Yoke----------------- Hold middle position
AP/YD------------------------------------------Engage
Control Yoke -------------------------- Push forward
Trim Wheel ----------------------------Move nose up
Control Yoke ------------------------------- Pull back
Trim Wheel ------------------------ Move nose down
PART B: UP/DOWN/RIGHT/LEFT
PITCH wheel ---------------------- Move nose down
Control Yoke ---------------------Moves nose down
PITCH wheel --------------------------Move nose up
Control Yoke ------------------------ Moves nose up
HDG on Flight Director Panel------------- Selected
HDG Knob --------------------------------- Turn right
Control Yoke ---------------------------- Moves right
HDG Knob ----------------------------------- Turn left
Control Yoke ------------------------------Moves left
PART C: AP/YD DISCONNECT
AP/YD-------------------------------- Verify engaged
MANUAL ELECTRIC TRIM switch ---- Activate
AP/YD---------------- AP disconnects/YD engaged
AP/YD------------------------------------------Engage
GO AROUND switch ---------------------------Push
AP/YD---------------- AP disconnects/YD engaged
AP/YD------------------------------------------Engage
AP/YD Disconnect switch ----------------------Push
AP/YD-------------------------------Both disengaged
AP/YD------------------------------------------Engage
YD/AP DISC bar------------------------ Move down
AP/YD-------------------------------Both disengaged
YD/AP DISC bar-------------------------------- Reset
NOSE TRIM--------------- Verify Takeoff position
Flight Controls------------------------------------ Free
BEFORE TAKEOFF
HDG Mode----------------------------------- Selected

HDG BUG --------------- Takeoff/Runway heading
PITCH Wheel----------------------- 10 °/12° nose up

HAWKER 900XP
PILOT CLIENT GUIDE
ROCKWELL COLLINS WAAS FMS (VERSION 4.0)

QUICK REFERENCE GUIDE
SELECT SBAS PROVIDER
Choose the appropriate SBAS provider for world region:
WAAS = North America
EGNOS = Europe
MSAS = Japan
1. Press IDX —> GNSS Control
2. Choose SELECT SBAS (R5)
3. Press left line select key to ENABLE the desired provider.
If appropriate provider is not chosen, an amber CHK SBAS SVC PRVDR message appears on the
CDU message line when loading an LPV approach.
If no SBAS providers are chosen, the FMS will not use augmented signals.

HAWKER 900XP
PILOT CLIENT GUIDE
LOAD LPV APPROACH

Procedures for loading an LPV approach are the same as loading a non-LPV approach:
1. Confirm desired airport is in ORIGIN or DESTination on the active flight plan page.
2. Choose an APPRoach, and the desired transition (VECTOR is always default).
3. WAAS LPV is displayed at R5.
a. In Europe, EGNOS LPV
b. In Japan, MSAS LPV
c. This label only indicates the selected approach has an LPV minimum published. It is NOT
real-time display of system capability.
4. Verify LEGS page or MFD MAP to ensure proper information.
5. EXECute after confirmation.
The PFD displays LPV TERM in white when within 31NM of the desired airport. The PFD displays LPV
APPR in green after passing the final approach course fix (FACF) if the SBAS system is operational.
Baro-VNAV is used up until LPV APPR is annunciated at which time GPS corrected VNAV (LPV
VNAV) will be used for the remainder of the approach. A slight jump in the vertical deviation indica-
tor may be noticeable during this transition.
Baro-VNAV temperature restrictions DO NOT apply to LPV VNAV.

HAWKER 900XP
PILOT CLIENT GUIDE
FAILURE OF SBAS DURING LPV APPROACH

The following procedures assume only the SBAS system has failed. The GPS system is still operat-
ing normally.
RAIM prediction and RAIM checking is automatically used by the FMS as in non-SBAS units.
If the whole GPS system fails, then a non-GPS approach has to be flown as per AFM or AFM supple-
ment guidance (See "Navigation Integrity" of this handout).
INSIDE 31NM TO AIRPORT, BUT PRIOR TO FAF

1. These messages appear on the CDU:
a. An amber LPV NOT AVAILABLE
b. Also, if LNAV minimums are published, an amber USE LNAV MINIMUM
2. If LNAV minimums are published, this message appears on the MFD:
a. An amber USE LNAV MINIMUM
3. An amber MSG flashes on the PFD.
4. The VNAV deviation has a red VNV flag with the deviation indicator removed.
5. Aircraft can be descended with non-VNAV (VS, FLC, etc.) modes to the LNAV minimum.

HAWKER 900XP
PILOT CLIENT GUIDE
OR
5. Aircraft can be descended using VNAV with manual selections:
a. Press DEP / ARR —> ARR DATA or Press IDX —> page 2 —> ARR DATA
b. Choose BARO (L4) as the APPR VNAV GP.
c. EXECute VNAV change.
d. Verify VNAV indications have returned on the PFD.
e. Use baro-VNAV to descend to appropriate minimums (LNAV / VNAV or LNAV).
The PFD displays TERM in white when within 31NM of the desired airport. The PFD displays GPS
APPR in green when within 2NM of the FAF.

HAWKER 900XP
PILOT CLIENT GUIDE
INSIDE THE FAF

1. These messages appear on the CDU:
a. An amber LPV NOT AVAILABLE
b. Also, if LNAV minimums are published, an amber USE LNAV MINIMUM
2. If LNAV minimums are published, this message will appear on the MFD:
a. An amber USE LNAV MINIMUM
4. The VNAV deviation has a red VNV flag with the deviation indicator removed.
5. Depending on aircraft altitude, aircraft may be descended with non-VNAV (VS, FLC, etc.) modes
to the LNAV minimum.
OR
5. Execute published missed approach.
Selections back to baro-VNAV guidance are NOT allowed inside the FAF.

HAWKER 900XP
PILOT CLIENT GUIDE
LOAD LNAV/VNAV OR LNAV APPROACH

3. GNSS BARO is displayed at R5.
a. This label only indicates the selected approach will be using baro-VNAV. It is NOT real-time
display of system capability.
The PFD displays TERM in white when within 31NM of the desired airport. The PFD displays GPS
APPR in green when within 2NM of the FAF. Baro-VNAV is used for the entire procedure. Baro-
VNAV temperature restrictions apply to LNAV/VNAV minimums.

HAWKER 900XP
PILOT CLIENT GUIDE
FAILURE OF SBAS DURING LNAV/VNAV APPROACH

No messages appear if the SBAS signal fails during an LNAV / VNAV or LNAV approach provided
the navigation integrity from the GPS remains within limits.
RAIM prediction and RAIM checking is automatically used by the FMS as in non-SBAS units.
INSIDE 31NM TO AIRPORT

1. If RAIM is insufficient for the approach, an amber NO NPA RAIM appears on the CDU.
3. Accomplish a non-GPS approach as per AFM or AFM supplement.

HAWKER 900XP
PILOT CLIENT GUIDE
LOAD LNAV/VNAV APPROACH WITH WAAS (RARE)

The following images and information may be available in the Collins FMS if an LNAV/VNAV ap-
proach is designed to use SBAS.
3. SBAS L/V is displayed at R5.
a. This label only indicates the selected approach will be using SBAS VNAV. It is NOT real-time
The FMS uses any available SBAS provider for lateral navigation. The PFD displays L/V TERM in
white when within 31NM of the desired airport. The PFD displays L/V APPR in green when within
2NM of the FAF. The FMS uses Baro-VNAV until the FACF and then transitions to SBAS VNAV just
like LPV approaches. Baro-VNAV temperature restrictions do not apply when using SBAS VNAV.
For failure of SBAS integrity, see the LPV Approach section.

HAWKER 900XP
PILOT CLIENT GUIDE
LOAD NON-GPS APPROACH

1. 1. Confirm desired airport is in ORIGIN or DESTination on the active flight plan page.
3. BARO is displayed at R5.
a. This label only indicates the selected approach will be using Baro-VNAV. It is NOT real-time
5. 5. EXECute after confirmation.
A NO APPR label appears on the PFD. An APPR FOR REF ONLY appears on the CDU. Verify AFM
or AFM supplement limitations for navigation guidance requirements.

HAWKER 900XP
PILOT CLIENT GUIDE
NAVIGATION INTEGRITY
If the navigation integrity falls outside of tolerance for the phase of flight (enroute or terminal), a
message is displayed on the CDU and PFD. This message is a total FMS integrity message and will
appear whether SBAS is being received or not.
1. A LOSS OF INTEGRITY message appears on the CDU.
2. A LOI or LOI TERM appears on the PFD depending on the 31NM distance from the airport.
3. Use another source of navigation.

HAWKER 900XP
PILOT CLIENT GUIDE
RAIM PREDICTION
RAIM prediction will only be necessary when outside the coverage of SBAS or during SBAS NO-
TAM’s indicating an outage of signal integrity.
1. Press IDX —> GNSS CONTROL.
2. Choose NPA RAIM (L5).
3. Destination airport will automatically be filled with flight plan destination airport.
4. Enter satellites that have been NOTAM’d out of service in the deselect option in L3.
5. The ETA is automatically filled when inflight or it can be manually entered in R2 (i.e. when still
on the ground).
These are the possible outcomes of approach RAIM prediction:
• AVAILABLE
• UNAVAILABLE
• REQ PENDING

HAWKER 900XP
PILOT CLIENT GUIDE
ROCKWELL COLLINS FMS DIFFERENCES

NON-WAAS (v3.3.1) WAAS (v4.0)
"GPS" label on applicable pages "GNSS" label on applicable pages
SBAS No Space Based Augmentation System Uses Space Based Augmentation System (SBAS)
(SBAS)
US = WAAS
EUROPE = EGNOS
JAPAN = MSAS
VNAV Enroute/Terminal Enroute/Terminal

Uses Baro-VNAV only (±500 ft) Uses Baro-VNAV only (±500 ft)
Approaches Approaches
Uses Baro-VNAV only (±250 ft) LPV minimums
WAAS only (Angular)
LNAV/VNAV minimums
Baro-VNAV (±250 ft)
WAAS when FAA certified (Angular)
LNAV minimums
Baro-VNAV only (±250 ft)
RNAV SID/RNAV STAR ±1NM CDI within 30NM of ARPT ±1NM CDI for entire procedure ("TERM")
±5NM CDI outside of 30NM ±1NM CDI when off procedure within 31NM of ARPT
Must do RAIM prediction ±2NM CDI when off procedure outside 31NM of ARPT
RAIM prediction only when WAAS fails
Q Routes/T Routes ±1NM CDI within 30NM of ARPT ±1NM CDI within 31NM of ARPT
±5NM CDI outside of 30NM ±5NM CDI outside of 31NM
Must do RAIM prediction RAIM prediction only when WAAS fails
Approaches Cannot choose multiple label approaches Can choose multiple label approaches
e.g. RNAV (GPS) Y Rwy 10 / RNAV (GPS) Z Rwy 10
GPS APPR mode~2NM from FAF
LPV APPR mode after FACF
Non-GPS approaches can be flown without L/V APPR mode after FACF
messages GPS APPR mode~2NM from FAF
No stepdown fixes inside FAF Non-GPS approaches will have:

"APPR FOR REF ONLY" CDU message
"NO APPR" PFD message
All stepdown fixes inside FAF
EGNOS—European Geostationary Navigational Overlay System

GNSS—Global Navigation Satellite System
MSAS—MTSAT Satellite-based Augmentation System
SBAS—Space Based Augmentation System
WAAS—Wide Area Augmentation System

HAWKER 900XP
PILOT CLIENT GUIDE
GNSS CONTROL SBAS PROVIDERS
ARRIVAL DATA
LPV APPROACH
ARRIVAL DATA
LNAV / VNAV
OR
LNAV

HAWKER 900XP
PILOT CLIENT GUIDE
LNAV / VNAV with WAAS

(RARE)
NON-GPS

HAWKER 900XP
PILOT CLIENT GUIDE
ROCKWELL COLLINS PRO LINE 21

FLIGHT GUIDANCE SELECTION—APPROACHES
LOCALIZER-BASED APPROACHES

HAWKER 900XP
PILOT CLIENT GUIDE
NON-LOCALIZER APPROACHES

HAWKER 900XP
PILOT CLIENT GUIDE
WEIGHT AND CENTER-OF-GRAVITY (CG)

LIMITATIONS/DATA (800XP, 850XP, AND 900XP)
The Hawker 800XP, 850XP, and 900XP Loading and Flight Envelope is illustrated on page 7-46.
WEIGHT LIMITATIONS
WEIGHT LB (KG) UNLESS OTHERWISE NOTED
Maximum Ramp Weight �� 28,120 (12,755)
Maximum Takeoff Weight �� 28,000 (12,701)
Maximum Landing Weight (except in an emergency).......................................................... 23,350 (10,591)
Maximum Zero Fuel Weight �� 18,450 (8369)
Minimum Operating Weight �� 16,100 (7303)
Minimum Zero Fuel Weight �� 14,120 (6405)
Maximum Wing Unsymmetrical Fuel Load �� 500 (227)
Maximum Cabin Floor Loading:
Center Aisle................................................................................................................. 60 lb/ft2 (293 kg/m2)
Outboard Raised Area �� 50 lb/ft2 (244 kg/m2)
Maximum Jacking Weight �� 25,255 (11,456)
NOTE
Refer to the Maintenance Manual for jacking requirements.
CENTER-OF-GRAVITY (CG) DATA

NOTE
All CG values and calculations in this section are expressed in feet or meters from the
CG datum.
The CG Datum (0.000) is at fuselage station 353.04 inches or 8.967 meters, which is 11 feet or
3.353 meters forward of the Reference Point on the aft fuselage, below the right engine pylon.
Arms measured from the CG datum are negative forward and positive aft. See Figure 6.3 of the
AFM for the noted locations.
When expressing the airplane CG in percentage of standard mean chord (SMC), use the following
equation:
Using Feet Using Meters
CG in % SMC = (X + 1.308) x 100 CG in % SMC = (X + 0.399) x 100
7.263 2.214
Where X is the airplane CG, 1.308 feet or 0.399 meters is the arm of the SMC leading edge and
7.263 feet or 2.214 meters is the length of the SMC.
As an example, using the CG datum where X = 0, the % SMC is calculated as follows:
(0 + 1.308) x 100 = 18% SMC (0 + 0.399) x 100 = 18% SMC
7.263 2.214

HAWKER 900XP
PILOT CLIENT GUIDE
LOADING AND FLIGHT ENVELOPE—POUNDS/FEET

(PRO LINE 800XP/850XP/900XP)
14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37
29,000
MAXIMUM RAMP WEIGHT 28,120 lb

28,000 MAXIMUM TAKE-OFF WEIGHT 28,000 lb
27,000
ZONE A
26,000 USABLE ONLY WITH
VENTRAL TANK FUEL
25,000
24,000
MAXIMUM LANDING WEIGHT 23,350 lb
23,000
22,000
21,000
20,000
19,000
MAXIMUM ZERO FUEL WEIGHT 18,450 lb
18,000
17,000
*900XP ONLY
MINIMUM OPERATING WEIGHT 16,100 lb
16,000
15,000
14,000
MINIMUM ZERO FUEL WEIGHT 14,120 lb
13,000
-0.3 -0.2 -0.1 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4
HA00D
060992AA.AI
(Landing Gear Retraction Moment Change is Negligible)

HAWKER 900XP
PILOT CLIENT GUIDE
WEIGHT AND CENTER-OF-GRAVITY (CG)

LIMITATIONS/DATA (750 ONLY)
The Hawker 750 Loading and Flight Envelope is illustrated on page 7-48.
WEIGHT LIMITATIONS
WEIGHT LB (KG) UNLESS OTHERWISE NOTED
Maximum Ramp Weight �� 27,120 (12,302)
Maximum Takeoff Weight �� 27,000 (12,247)
Maximum Landing Weight (except in an emergency).......................................................... 23,350 (10,591)
Maximum Zero Fuel Weight �� 18,450 (8369)
Minimum Operating Weight �� 14,120 (6405)
Minimum Zero Fuel Weight �� 14,120 (6405)
Maximum Wing Unsymmetrical Fuel Load �� 500 (227)
Maximum Cabin Floor Loading:
Center Aisle................................................................................................................. 60 lb/ft2 (293 kg/m2)
Outboard Raised Area �� 50 lb/ft2 (244 kg/m2)
Maximum Jacking Weight �� 25,255 (11,456)
NOTE
Refer to the Maintenance Manual for jacking requirements.
CENTER-OF-GRAVITY (CG) DATA

NOTE
All CG values and calculations in this section are expressed in feet or meters from the
CG datum.
The CG Datum (0.000) is at fuselage station 353.04 inches or 8.967 meters, which is 11 feet or
3.353 meters forward of the Reference Point on the aft fuselage, below the right engine pylon.
Arms measured from the CG datum are negative forward and positive aft. See Figure 6.3 of the
AFM for the noted locations.
When expressing the airplane CG in percentage of standard mean chord (SMC), use the following
equation:
CG in % SMC = (X + 1.308) x 100 CG in % SMC = (X + 0.399) x 100
7.263 2.214
Where X is the airplane CG, 1.308 feet or 0.399 meters is the arm of the SMC leading edge and
7.263 feet or 2.214 meters is the length of the SMC.
As an example, using the CG datum where X = 0, the % SMC is calculated as follows:
(0 + 1.308) x 100 = 18% SMC (0 + 0.399) x 100 = 18% SMC
7.263 2.214

HAWKER 900XP
PILOT CLIENT GUIDE
LOADING AND FLIGHT ENVELOPE—POUNDS/FEET (750)

PERCENT STANDARD MEAN CHORD (% SMC)
14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33
28,000 0.20 ft (20.7% SMC)
Maximum Ramp Weight 27,120 lb

27,070 lb
27,000 Maximum Take-off Weight 27,000 lb
26,950 lb
26,000
25,000
24,000
Maximum Landing Weight 23,350 lb
23,000
AIRCRAFT WEIGHT - POUNDS
22,000
21,000
20,000
19,000
Maximum Zero Fuel Weight 18,450 lb
18,000
17,000
16,000
15,000
14,000
Minimum Zero Fuel Weight 14,120 lb
13,000
-0.3 -0.2 -0.1 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1
DISTANCE FROM C.G. DATUM - FEET (POSITIVE AFT)
(Landing Gear Retraction Moment Change is Negligible)

HAWKER 900XP
PILOT CLIENT GUIDE
DETERMINATION OF WEIGHT AND

CENTER-OF-GRAVITY
The aircraft was weighed by Hawker Beechcraft Corporation, using a Revere Aerospace Aircraft
Weighing Kit S/N 6540C, M/NJW-75 calibrated August 1996.
AIRCRAFT DIMENSIONS
REFERENCE
POINT
11.0 FT
21.166 8.235
FEET FEET

HAWKER 900XP
PILOT CLIENT GUIDE
BASIC EMPTY AND OPERATING WEIGHTS

WB-1 BASIC EMPTY WEIGHT
ITEM WEIGHT ARM MOMENT
Corrected Empty Weight 15,641.97 1.01 15,857.22
Unusable Fuel (12.1 U.S. gal) 81.00 –0.75 – 60.75
TOTAL 15,722.97 1.00 15,796.47
Center-of-Gravity (% S.M.C.) = 31.84
WB-2 BASIC OPERATING WEIGHT

Basic Empty Weight 15,722.97 1.00 15,796.47
Crew 340.00 –17.05 –5,797.00
Aircraft Manuals Allowance 18.00 –15.59 –280.62
Navigation Manuals Allowance 17.00 –14.75 –250.75
TKS Fluid (10.0 gal) 84.00 –15.70 –1,318.80
Oxygen (1,500 liters) 4.82 15.10 72.78
Oxygen (1,000 liters) 3.21 12.54 40.25
Galley Supply (110 lb max)* 110.00 –10.60 –1,166.00
Galley Water Service (2.4 gal) 19.60 –11.40 –223.44
Toilet Service (1.5 gals precharged) 12.50 4.56 57.00
Lav. Water Service (2.3 gal) 19.16 5.80 111.13
TOTAL 16,351.26 0.43 7,041.03
NOTE:
* The decanters (full) are included in this weight. This is the maximum galley supplies allowed. The
actual galley supplies’ weights must be used in practice.

HAWKER 900XP
PILOT CLIENT GUIDE
MAXIMUM OCCUPANCY WITH BAGGAGE (30 LB/PERSON)

AND ALLOWABLE FUEL
WB-3 ZERO FUEL WEIGHT
Basic Operating Weight 16,351.26 0.43 7,041.03
Forward Baggage (max 250 lb) 240.00 –11.60 –2,784.00
Jump Seat Observer 0.00 –14.00 0.00
Seat 1 L/H Passenger 170.00 –8.00 –1,360.00
Seat 1 R/H Passenger 170.00 –8.00 –1,360.00
Seat 2 L/H Passenger 170.00 –3.80 –646.00
Seat 2 R/H Passenger* 170.00 –4.10 –697.00
Seat 3 L/H Passenger 170.00 0.30 51.00
Forward Divan Passenger 170.00 –1.16 –197.20
Middle Divan Passenger 170.00 0.50 85.00
Aft Divan Passenger 170.00 2.20 374.00
Aft Coat Closet (105 lb max) 60.00 2.50 150.00
Aft RH Baggage (No Storage) 0.00 4.60 0.00
TOTAL 18,011.26 0.04 656.83
NOTE:
The above zero fuel weight loading represents maximum occupancy with baggage.
The baggage allowable is 30 lb per passenger. The 60 lb of additional baggage is crew baggage.
The maximum zero fuel weight for the Hawker 800XP aircraft with modification 253169A is 18,450 lb.
There are various loadings of zero fuel weight and the arm and weight should be checked against the
CG envelope in the Hawker 800XP Weight and Balance Manual for validity.
*The seat 2 R/H passenger location is for takeoff and landing.
WB-4 MAXIMUM RAMP WEIGHT WITH MAXIMUM OCCUPANCY AND BAGGAGE

Zero Fuel Weight 18,011.26 0.04 656.83
Wing Tanks (8,416 lb max) 8,416.00 0.69 5,780.00
Full Ventral Tank (224.5 U.S. gal) 1,496.00 8.36 12,514.00
TOTAL 27,923.26 0.68 18,950.83
NOTE:
The above zero fuel weight is referenced from the above zero fuel weight loading.
The ventral fuel transfer occurs at a total wing tank fuel weight of 6,600 lb. (ref. Aircraft Flight Manual,
Section 2, page 6).
The maximum ramp weight of the Hawker 800XP aircraft is 28,120 lb. The aircraft weight and arm must
be always checked against the CG envelope in the Hawker 800XP Weight and Balance Manual for
validity.

HAWKER 900XP
PILOT CLIENT GUIDE
MAXIMUM OCCUPANCY AND BAGGAGE WITH ALLOWABLE FUEL

(EIGHT PASSENGER CONFIGURATION)
CENTER-OF-GRAVITY CHART
29
28
27
26
25
24
AIRCRAFT WIEGHT - LB
23
(THOUSANDS)
22
21
20
19
18
17
16
15
14
13
–0.3 –0.2 –0.1 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3
DISTANCE FROM CG DATUM-FEET (+ ALT)
LEGEND
MAX OCCUPANCY
NOTE:
The above CG graph is referenced from the Weight and Balance Manual, Section 1.0, page 5.
This is the CG graph for aircraft with modification 253169A incorporated.

HAWKER 900XP
PILOT CLIENT GUIDE
MAXIMUM FUEL WITH ALLOWABLE PASSENGERS AND BAGGAGE

(30 LB/PERSON) NOT TO EXCEED MAXIMUM RAMP WEIGHT
WB-5 ZERO FUEL WEIGHT
TOTAL 18,011.26 0.04 656.83
NOTE:
The above zero fuel weight loading represents the occupancy with baggage for a maximum fuel load-
ing configuration.
The baggage allowable is 30 lb per passenger. The 60 lb of additional baggage is crew baggage.
The maximum zero fuel weight for the Hawker 800XP aircraft with modification 253169A is 18,450 lb.
There are various loadings of zero fuel weight and the arm and weight should be checked against the
CG envelope in the Hawker 800XP Weight and Balance Manual for validity.
WB-6 MAXIMUM RAMP WEIGHT WITH MAXIMUM OCCUPANCY AND BAGGAGE

Zero Fuel Weight 18,011.26 0.04 656.83
Wing Tanks (8,416 lb max) 8,416.00 0.69 5,780.00
Full Ventral Tank (224.5 U.S. gal) 1,496.00 8.36 12,514.00
TOTAL 27,923.26 0.68 18,950.83
NOTE:
The above zero fuel weight is referenced from the above zero fuel weight loading.
The ventral fuel transfer occurs at a total wing tank fuel weight of 6,600 lb. (ref. Aircraft Flight Manual,
Section 2, page 6.
The maximum ramp weight of the Hawker 800XP aircraft is 28,120 lb. The aircraft weight and arm must
be always checked against the CG envelope in the Hawker 800XP Weight and Balance Manual for
validity.

HAWKER 900XP
PILOT CLIENT GUIDE
MAXIMUM FUEL WITH ALLOWABLE PASSENGERS AND BAGGAGE

29
28
27
26
25
24
23
(THOUSANDS)
22
21
20
19
18
17
16
15
14
13
–0.3 –0.2 –0.1 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3
LEGEND
MAX OCCUPANCY
NOTE:

HAWKER 900XP
PILOT CLIENT GUIDE
MOST FORWARD/AFT LOADING

WB-7 MOST FORWARD LOADING
Zero Fuel Weight 17,451.26 –0.01 –119.17
Partial Wing Tanks (495.4 U.S. gal) 3,300.00 –0.47 –1,540.00
Most Fwd 20,751.26 –0.08 –1,659.17
See the Most Forward and Aft Loadings Chart, page 7-56, for total curve with fuel in wing and ventral
tanks.
NOTE:
WB-8 MOST AFT LOADING

Zero Fuel Weight 16,966.26 0.46 7,813.53
Full Wing Tanks (1,263.0 U.S. gal) 8,416.00 0.69 5,780.00
Full Ventral Tanks (224.5 U.S. gal) 1,496.00 8.36 12,514.00
Most Aft 26,878.26 0.97 26,107.53
See the Most Forward and Aft Loadings Chart, page 7-56, for total curve with fuel in wing and ventral
tanks.

HAWKER 900XP
PILOT CLIENT GUIDE
MOST FORWARD AND AFT LOADINGS

29
28
27
26
25
24
23
(THOUSANDS)
22
21
20
19
18
17
16
15
14
13
–0.3 –0.2 –0.1 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3
LEGEND
MAX OCCUPANCY
MOST AFT
NOTE:

AIRCRAFT FLOORPLAN
REV 2.2
PILOT CLIENT GUIDE

HAWKER 900XP
35" BAGGAGE 1.0 LANDING POSITION
BREAK OVER BACK (3) PLACE DRAIN
60" BETWEEN ARMS
FOLD DOWN CENTER 13.8 MONITOR
BACK CUSHION TABLE
OXYGEN BOTTLE 110VAC OUTLET (REMOVABLE CUSHION)
PURITAN BENNET FOR LAPTOP FOOTMAN LOOPS / AVIONICS/SMALL STORAGE
P/H 176960-7 (7% O) COMPUTER CARGO STRAPS
(4 FL) UNBRELLA RACK RECESSED
13.8 MONITOR LIGHTED
PULLOUT DRAWER MIRROR
VIDEO & MACHASTAR PHONE
HANDSET CD PLAYER
(MACHASTAR C-2000) OUTFLOW
PLUG-IN VALVE
ARM COVER
22" TABLE
5" MONITOR
CALL
SWITCH
RAZOR
OUTLET
MIRROR SPOT DUPLEX ELECTRIC

7102 CHROME COLD PLATE
UNIT TO MATCH ACFT ENTER
FEATURES
ENTRY
EXTENDED WORK
CREW CABINET
W/ CREW 29" GALLEY 15" TABLE
ID PLAQUE (1 PLACE) 22" TABLE
VIP PANEL 20" CLOSET

AUXILIARY WORK
STORAGE
FOLD DOWN FIRST AID KIT

ENTRY SHROUD SUPPLEMENT MISC.
STORAGE
OXYGEN
SWIVEL CHAIRS 25" LAVATORY
19" BETWEEN ARMS (3FL) (OVERBOARD SERVICING)
20"BETWEEN ARMS (L/H/I AND /2 2FL) SLIDING DOOR KNEE RECESSES
FWD, AFT AND SIDE TRACKING REMOVE STOWAGE
INTEGRAL TELESCOPING HEADREST
7-55
COMPUTER POWER OUTLET

STOWAGE DOOR WITH HINGED DOOR COMPUTER TERMINAL OUTLET
HAWKER 900XP
PILOT CLIENT GUIDE
WING FUEL MOMENT VS. WEIGHT (800XP HONEYWELL ONLY)
FULL WING FUEL

8,416 LB (MOMENT - 5,780 LB FT)
8000
7000
6000
FUEL WEIGHT LB
5000
4000
3,300 LB (MOMENT - 1,540 LB FT)

3000
2000
1000
610 LB (MOMENT - 0 LB FT)
0
–2000 –1000 0 1000 2000 3000 4000 5000 6000 7000
MOMENT ABOUT CG DATUM LB FT (POSITIVE AFT)

HAWKER 900XP
PILOT CLIENT GUIDE
USEFUL LOAD DATA (750, 800XP, 850XP, AND 900XP PRO LINE 21)
OCCUPANTS ARM – FT (M)
Crew.................................................................................................................................................. –17.05 (–5.197)
Jump Seat Observer �� –14.00 (–4.267)
NOTE
See Part 2 for airplane serial number specific payload data.

HAWKER 900XP
PILOT CLIENT GUIDE
DENSITY VARIATION OF AVIATION FUEL—POUNDS/U.S. GALLONS
HAWKER 900XP
PILOT CLIENT GUIDE
USABLE FUEL—POUNDS/U.S. GALLONS

USEFUL LOAD DATA/USABLE FUEL WING TANKS—POUNDS/U.S. GALLONS
750, 800XP, 850XP, 900XP, PRO LINE 21
6.40 lb/gal 6.66 lb/gal 6.90 lb/gal
Weight Moment Weight Moment Weight Moment
Note U.S. Gal
lb lb-ft lb lb-ft lb lb-ft
40 256 0 266 0 276 0
80 512 0 533 0 552 0
120 768 –188 799 –196 828 –203
160 1024 –460 1066 –479 1104 –496
200 1280 –651 1332 –677 1380 –702
240 1536 –872 1598 –907 1656 –940
280 1792 –1022 1865 –1063 1932 –1102
320 2048 –1144 2131 –1190 2208 –1233
360 2304 –1256 2398 –1307 2484 –1354
400 2560 –1343 2664 –1397 2760 –1448
440 2816 –1413 2930 –1471 3036 –1524
480 3072 –1439 3197 –1497 3312 –1551
520 3328 –1451 3463 –1510 3588 –1564
560 3584 –1445 3730 –1503 3864 –1557
600 3840 –1398 3996 –1455 4140 –1507
640 4096 –1305 4262 –1358 4416 –1407
680 4352 –1191 4529 –1239 4692 –1284
720 4608 –1067 4795 –1110 4968 –1150
760 4864 –921 5062 –959 5244 –993
800 5120 –735 5328 –764 5520 –792
840 5376 –524 5594 –545 5796 –564
880 5632 –283 5861 –295 6072 –306
920 5888 –3 6127 –3 6348 –3
960 6144 320 6394 333 6624 345
1000 6400 694 6660 722 6900 748
1040 6656 1148 6926 1195 7176 1238
1080 6912 1694 7193 1763 7452 1827
1120 7168 2315 7459 2409 7728 2496
1160 7424 2957 7726 3077 8004 3188
1200 7680 3732 7992 3883 8280 4023
1240 7936 4807 8258 5002 8556 5183
Note 1 1263 8083 5513 8412 5737 8715 5944
Note 2 1268 8115 5669 8445 5899 8749 6112
Continued on Next Page

HAWKER 900XP
PILOT CLIENT GUIDE
USABLE FUEL—POUNDS/U.S. GALLONS (CONT.)

PRO LINE 800XP, 850XP, 900XP
VENTRAL TANK—ADD VALUES TO WING FUEL VALUES WHEN REQUIRED
Note 3 224.6 1437 12,021 1496 12,514 1550 12,966
Note 4 228.2 1460 12,213 1520 12,715 1575 13,175
Note 5 229.4 1468 12,280 1528 12,782 1583 13,242
Note 6 233.0 1491 12,472 1552 12,982 1608 13,451
NOTES:
Full Wing Fuel Notes:
1. Pressure Filling
2. Gravity Filling
Full Ventral Fuel Notes:
3. Pressure Filling with External Toilet Servicing
4. Gravity Filling with External Toilet Servicing
5. Pressure Filling without External Toilet Servicing
6. Gravity Filling without External Toilet Servicing
NOTE: Minimum Wing Fuel Load—Recommended 960 lb.
The weight and moment of full 192 Imperial gallons (230 U.S. gal) ventral tank fuel is 1,536 lb
+12,849 lb ft. This, when required, must be added to the weight and moment of wing fuel carried.
The total amount of unusable fuel for aircraft fitted with a ventral tank is 10.10 Imperial gallons (12.1
U.S. gal).
Weight �� 81.0 lb
Lever �� –0.75 ft
Moment �� –61 lb ft
In the case of aircraft not fitted with a ventral tank, unusable fuel is 9.50 Imperial gallons (11.4 U.S.
gal).
Weight �� 76.0 lb.
Lever arm �� –1.21 ft
The unusable fuel above includes a total in each case of 2.75 Imperial gallons (3.30 U.S. gal), which
is undrainable.
Weight �� 22.0 lb
Lever arm ��–1.30 ft

HAWKER 900XP
PILOT CLIENT GUIDE
USEFUL LOAD DATA/EBC (750)

OCCUPANTS ARM – FT (M)
Crew................................................................................................................................................... –17.05 (–5.197)
Jump Seat Observer �� –14.00 (–4.267)
EXTERNAL BAGGAGE COMPARTMENT

MAXIMUM FLOOR LOADING MAXIMUM COMPARTMENT LOAD
100 lb/ft2 (488 kg/m2) 500 lb (227 kg)
BAY LIMITATIONS AS SEPARATED BY CARGO NETS
MAXIMUM LOAD ARM
BAY
lb (kg) ft (m)
Forward 280 (127) 6.03 (1.84)
Middle 315 (143) 9.35 (2.85)
Aft 80 (36) 12.26 (3.74)
NOTE
See Part 2 for airplane serial number specific payload data.

HAWKER 900XP
PILOT CLIENT GUIDE
WEIGHT AND BALANCE WORKSHEET—PRO LINE 800XP/850XP/900XP

WEIGHT ARM MOMENT
ITEM %MAC
(LB) (FT) (LB-FT)
BASIC OPERATING
WEIGHT
PASSENGERS
Jump Seat
Seat 1
Seat 2
Seat 3
Seat 4
Seat 5
Seat 6
Seat 7
BAGGAGE
Wardrobe
Forward Baggage
Aft Baggage
Zero-Fuel Weight
Wing Fuel Tanks
Ventral Tank
Ramp Weight
Ground Burnoff
Takeoff Weight

HAWKER 900XP
PILOT CLIENT GUIDE
WEIGHT AND BALANCE WORKSHEET—750

WEIGHT ARM MOMENT
ITEM %MAC
(LB) (FT) (LB-FT)
BASIC OPERATING
WEIGHT
PASSENGERS
Jump Seat
Seat 1
Seat 2
Seat 3
Seat 4
Seat 5
Seat 6
Seat 7
BAGGAGE
Wardrobe
Forward Baggage
Aft Baggage
EBC
Forward
Middle
Aft
Zero-Fuel Weight
Wing Fuel Tanks
Ramp Weight
Ground Burnoff
Takeoff Weight

HAWKER 900XP
PILOT CLIENT GUIDE
CHAPTER 8
ANNUNCIATORS
CONTENTS
Page
ANNUNCIATORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Center Annunciator Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Roof Annunciator Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2

HAWKER 900XP
PILOT CLIENT GUIDE
ANNUNCIATORS
CENTER ANNUNCIATOR PANEL
ANNUNCIATOR CAUSE FOR ILLUMINATION ANNUNCIATOR CAUSE FOR ILLUMINATION
The emergency brake accumula-
Fire condition in APU.
tor pressure is 2,250 psi or less.
Ground—Rudder bias is not
inhibited.
The indicated engine’s air is not
Flight—Autostow is activated.
available for anti-icing.
Restrict speed to Mach 0.73 or
less, unless autopilot is engaged.
An annunciator on the ICE PROTEC-
TION roof panel is illuminated.
Indicated engine bleed-air tem-
An annunciator on either DC
perature is excessive.
or AC power roof panels is
illuminated.
An overheat condition exists in the A fuel roof panel annunciator is
rear equipment bay. illuminated.
An overheat condition exists in

A fire or overheat condition is de- the air-conditioning ducts.
tected for the indicated engine.
The entry door is not properly
secured.
Cabin altitude has reached 9,300
± 300 feet, or 14,000 feet ± 300 if The APU master switch is in the
high datum selected. ON position.
One or both rudder bias switches

are in the OFF position.
Indicated engine oil pressure is
less than 49 psi. An engine ice protection system is
selected.
The elevator/aileron is mistrimmed The WING FUEL XFD/TFR or AUX
prior to takeoff. FUEL TFR light on the roof panel
is illuminated. Flashing indicates
transfer is selected. XFEED steady
white.
Pressure from the indicated hy-
draulic pump is 1,500 psi or less. An annunciator on the left or
right stall identification panel is
illuminated.
The main hydraulic system has Advisory that the air brakes have
overheated. been extended from SHUT.
The indicated main bleed-air valve
is not in the selected position
(time delay of 50 seconds) or the DEEC has detected a fault in en-
valve is open while the aircraft is gine operations.
on the ground.
The auxiliary hydraulic tank is not Advisory that DEEC has detected
full. a minor fault in engine operation.
Steady light indicates the associ-

Manual mode failure or switch off
ated engine fuel computer has
or overspeed protection selected.
failed.

HAWKER 900XP
PILOT CLIENT GUIDE
ROOF ANNUNCIATOR PANEL

ANNUNCIATOR CAUSE FOR ILLUMINATION ANNUNCIATOR CAUSE FOR ILLUMINATION
ICE PROTECTION FUEL
Indicated windshield has reached Indicated fuel filter differential is

the overheat limit. excessive.
Any valve in the refuel system is

not in the closed position.
Indicated engine-driven alterna-
tor has failed.
Auxiliary fuel transfer lever is in
the open position.
Wing fuel crossfeed transfer lever

is in crossfeed or transfer position.
Indicated vane heater has failed.
Upper hatch external baggage
compartment, refueling door, or
toilet door not secure.
Indicates left or right side window
has overheated.
Fuel pressure in the supply line to
the respective engine is low.
Airframe ice has been detected.
Indicates one or both continuous

Indicates loss of left or right pitot ignition circuits is energized.
heat.
DC POWER
Indicates low-pressure output

Indicated battery is not charging
from airframe anti-ice pump.
or emergency contactor is open.
Indicates airframe anti-icing quantity

low.
AC POWER
Indicated generator has failed.
Indicated AC bus bar has failed.

The PS1 to PS2 bus-tie contac-
tor is open.
ENGINE FIRE LIGHTS

Indicated inverter has failed.
A fire or overheat is detected for
the indicated engine.

HAWKER 900XP
PILOT CLIENT GUIDE
CHAPTER 9
SCHEMATICS
CONTENTS
Figure Title Page
9-1 Available Bus Power Sources. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1

9-2 Power Generation (Configuration No. 1). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
9-3 Power Generation (Configuration No. 2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
9-10 800XP/850XP/900XP Fuel Feed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
9-11 800XP/850XP/900XP Fuel System - Refuel/Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
9-12 Refueling System & Vent Lines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
9-13 Oil System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
9-14 Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
9-15 Fuel Computer - Engine Interface. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
9-16 Thrust Reverser System - Deenergized. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
9-17 Thrust Reverser System - Armed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
9-18 Thrust Reverser System - Overstow & Unlatch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
9-19 Thrust Reverser System - Deploy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
9-20 Thrust Reverser System - Normal Stow Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
9-21 Autostow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
9-22 Pneumatic System Control Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
9-23 Main Air Valve Switch LP ON - Selected - HP Valve & Mixing Valve Closed. . . . 9-12
9-24 Main Air Valve Switch OPEN - Selected - HP Valve & Mixing Valve Open. . . . . . 9-12
9-25 Windshield Heat Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
9-26 Air Cycle Machine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
9-27 Air Distribution Block Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14

HAWKER 900XP
PILOT CLIENT GUIDE
9-28 Pressurization System Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14

9-29 Digital Pressurization System (available on select 900XP aircraft). . . . . . . . . . . . 9-15
9-30 Hydraulic System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
9-31 Auxiliary Hydraulic System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
9-32 Normal Brake System with Engines On. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
9-33 Normal Brake System with Engines Off. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
9-34 Emergency Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
9-35 Parking Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-18
9-36 Rudder Bias System Design. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-18
9-37 Pitot-Static System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
9-38 Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
TABLE
Table Title Page
9-1 Approach Modes Tearout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-21

HAWKER 900XP
PILOT CLIENT GUIDE
NO. 1 NO. 2 APU

STARTER STARTER STARTER
GEN GEN GEN
ENG 1 ENG 2
START START START

CONTACTOR CONTACTOR CONTACTOR GARRETT
GROUND STARTER BUS
POWER
CONNECTION
GEN LINE GEN LINE
APU GEN
CONTACTOR CONTACTOR
CONTACTOR
NO.1 NO.2
GEN SHUNT GEN SHUNT APU GEN
NO.1 NO.2 SHUNT
PS1 BUS BUS-TIE PS2 BUS

CONTACTOR
500 A START POWER 500 A
BATTERY BATTERY
CONTACTOR CONTACTOR
NO.1 NO.2
LEGEND
BATTERY
POWER
GENERATOR
POWER
BATT 1 BATT 2 GROUND
POWER
EMERGENCY
CONTACTORS
PE BUS
Figure 9-1. Available Bus Power Sources
NO. 1 NO. 2 APU

GEN GEN GEN
GARRETT
GEN LINE GEN LINE

CONTACTOR APU GEN
CONTACTOR CONTACTOR
NO.1 NO.2
NO.1 NO.2 SHUNT

CONTACTOR
500 A 500 A
BATTERY BATTERY
CONTACTOR CONTACTOR
NO.1 NO.2
BATT 1 BATT 2
PE2
EMERGENCY
CONTACTORS
PE BUS
BATTERY SWITCH—ON OR EMERGENCY POSITION

LEGEND
BATTERY POWER
Figure 9-2. Power Generation (Configuration No. 1)

HAWKER 900XP
PILOT CLIENT GUIDE
NO. 1 NO. 2 APU

GEN GEN GEN
ENG 1 ENG 2
START START START

STARTER BUS
GEN LINE GEN LINE

CONTACTOR APU GEN
CONTACTOR CONTACTOR
NO.1 NO.2
NO.1 NO.2 SHUNT

CONTACTOR
BATTERY BATTERY
CONTACTOR CONTACTOR
NO.1 NO.2
BATT 1 BATT 2
PE2
EMERGENCY
CONTACTORS
PE BUS
INTERNAL START: LEGEND

BATTERY SWITCH—ON BATTERY POWER
START POWER SWITCH—IN
NO. 1 NO. 2 APU

GEN GEN GEN
ENG 1 ENG 2
START START START

STARTER BUS
GEN LINE GEN LINE

APU GEN
CONTACTOR CONTACTOR
CONTACTOR
NO.1 NO.2
NO.1 NO.2 SHUNT

CONTACTOR
BATTERY BATTERY
CONTACTOR CONTACTOR
NO.1 NO.2
BATT 1 BATT 2
PE2
EMERGENCY
CONTACTORS
PE BUS
INTERNAL START:
BATTERY SWITCH—ON
LEGEND
START POWER SWITCH—IN BATTERY POWER
NO. 2 STARTER SWITCH—IN

HAWKER 900XP
PILOT CLIENT GUIDE
NO. 1 NO. 2 APU

GEN GEN GEN
ENG 1 ENG 2
START START START

CONTACTOR CONTACTOR CONTACTOR
GARRETT
STARTER BUS
GEN LINE GEN LINE

APU GEN
CONTACTOR CONTACTOR
CONTACTOR
NO.1 NO.2
NO.1 NO.2 SHUNT

CONTACTOR
BATTERY BATTERY
CONTACTOR CONTACTOR
NO.1 NO.2
BATT 1 BATT 2
PE2
EMERGENCY
CONTACTORS
PE BUS
NO. 2 GENERATOR ONLINE LEGEND

BATTERY SWITCH—ON GENERATOR POWER
START POWER SWITCH—IN
BUS-TIE CONTACTOR—OPEN
NO. 1 NO. 2 APU

GEN GEN GEN
ENG 1 ENG 2
START START START

CONTACTOR CONTACTOR CONTACTOR
GARRETT
STARTER BUS
GEN LINE GEN LINE

APU GEN
CONTACTOR CONTACTOR
CONTACTOR
NO.1 NO.2
NO.1 NO.2 SHUNT

CONTACTOR
BATTERY
BATTERY CONTACTOR
CONTACTOR NO.2
NO.1
BATT 1 BATT 2
PE2
EMERGENCY
CONTACTORS
PE BUS
NORMAL FLIGHT CONDITION: LEGEND

BATTERY SWITCH—ON
GENERATOR POWER
BOTH GENERATORS ONLINE—IN
BUS-TIE CONTACTOR—CLOSED

HAWKER 900XP
PILOT CLIENT GUIDE
NO. 1 NO. 2 APU

GEN GEN GEN
ENG 1 ENG 2
START START START

GROUND STARTER BUS
POWER
CONNECTION
GEN LINE GEN LINE
CONTACTOR APU GEN
CONTACTOR CONTACTOR
NO.1 NO.2
NO.1 NO.2 SHUNT

CONTACTOR
BATTERY BATTERY
CONTACTOR CONTACTOR
NO.1 NO.2
BATT 1 BATT 2
PE2
EMERGENCY
CONTACTORS
PE BUS
GPU CONNECTED: LEGEND

EXTERNAL POWER SWITCH — ON
EXTERNAL POWER
EXTERNAL BATTERY CHARGING SWITCH — ON
NO. 1 NO. 2 APU

GEN GEN GEN
ENG 1 ENG 2
START START START

STARTER BUS
GEN LINE GEN LINE

CONTACTOR APU GEN
CONTACTOR CONTACTOR
NO.1 NO.2
NO.1 NO.2 SHUNT

CONTACTOR
BATTERY BATTERY
CONTACTOR CONTACTOR
NO.1 NO.2
BATT 1 BATT 2
PE2
EMERGENCY
CONTACTORS
PE BUS
BATTERY SWITCH—ON LEGEND

APU MASTER SWITCH—ON
APU START POWER
APU START SWITCH—START

HAWKER 900XP
PILOT CLIENT GUIDE
NO. 1 NO. 2 APU

GEN GEN GEN
ENG 1 ENG 2
START START START

STARTER BUS
GEN LINE GEN LINE

CONTACTOR APU GEN
CONTACTOR CONTACTOR
NO.1 NO.2
NO.1 NO.2 SHUNT

CONTACTOR
BATTERY
BATTERY CONTACTOR
CONTACTOR NO.2
NO.1
BATT 1 BATT 2
PE2
EMERGENCY
CONTACTORS
PE BUS
APU GENERATOR ON LINE

LEGEND
BATTERY SWITCH—ON
BUS TIE CONTACTOR—CLOSED APU GENERATOR POWER
LEGEND OVERHEAD NOTE:

ROOF PANEL MWS PANEL During operation of the wing
VALVES PIPE LINES
WING FUEL AND FUEL transfer valve (1), the WING
1. WING TRANSFER WING TRANSFER XFD/TFR XFD TFR FUEL XFD/TFR annunciator and
2. NO. 1 LOW PRESSURE 1 the FUEL XFD TFR repeater
FEED FROM WING
3. CROSSFEED annunciator will illuminate.
CROSSFEED
4. NO. 2 LOW PRESSURE
5. VENTRAL TANK TRANSFER FEED TO ENGINES AND APU
6. APU FEED (IF INSTALLED)
WATER DRAIN SUCTION TRANSFER

NON-RETURN VALVE
JET PUMP
(COLORED AS PIPE)
P P OVERHEAD
P FUEL PUMP ROOF PANEL MWS PANEL
SUCTION FEED FUEL 1 FUEL 2

LO PRESS LO PRESS AND FUEL
STRAINER
3 4 NOTE:
2 5 Failure of either fuel pump will
illuminate the respective annunci-
ator, accompanied by the flashing
6 FUEL repeater annunciator.
TO APU VENTRAL TANK
PRESS PRESS
(IF INSTALLED) SWITCH
SWITCH
NO. 1 NO. 2
ENGINE ENGINE
800XP/
850XP OVERHEAD
ROOF PANEL MWS PANEL
ENG 1 ENG 2
FUEL FUEL AND FUEL
NOTE:
If the fuel pressure drops below 6.5
(±.5) psi, a pressure switch will
illuminate the respective annunciator
900XP and extinguish the annunciator as the
pressure increases. The annunciator will
be accompanied by the flashing FUEL
repeater annunciator.
Figure 9-10. 800XP/850XP/900XP Fuel Feed

HAWKER 900XP
PILOT CLIENT GUIDE
LEGEND * SIMILAR FOR LEFT AND * FUEL DRAIN (ON FUEL PUMP MANHOLE)
WATER DRAIN RIGHT SIDE OF AIRCRAFT WING FUEL
* THERMAL RELIEF VALVE TRANSFER VALVE
TANK CONTENTS UNIT
REFUELING FLAP VALVE * NO. 3 GRAVITY-FEED * STACK PIPE
STRINGER (BOTTOM)
NON-RETURN VALVE * NO. 2 VENT * NO. 4 GRAVITY-FEED
STRINGER (TOP) STRINGER (BOTTOM) * FUEL PUMP
JET PUMP
* NO. 1 VENT * SPRING BIASED
PRESSURE PIPE NON-RETURN VALVE
STRINGER (TOP)
VENT PIPE NO. 3 VENT
STRINGER (TOP) * SURGE RELIEF VALVE
SUCTION PIPE * REFUEL VALVE
PRESSURE REFUEL/ * HIGH LEVEL CROSSFEED VALVE
DEFUEL PIPE FLOAT SWITCH AND FUEL RESTRICTOR
GRAVITY-FEED * L.P. VALVE AND
STRINGERS PRESSURE FUEL RESTRICTOR
NO. 3 AND 4 PIPES RESTRICTOR SWITCH MASTER REFUEL VALVE
LOW LEVEL FLOAT SWITCH AUXILIARY FUEL
* SURGE TANK * OVERWING TRANSFER VALVE
FILLER TAPPED FOR APU FEED
* NACA VENT
ASSEMBLY
TEMPERATURE BULB FUEL DRAIN
* OVERFILL INDICATOR
FLOAT SWITCH * VENT FLOAT VALVE REFUEL/DEFUEL VALVE
* FLOAT VALVE
VENTRAL TANK
THERMAL
RELIEF VALVE
800XP/850XP
SPRING BIASED HIGH LEVEL
NON-RETURN VALVE FLOAT SWITCH
FILLER CAP
PRESSURE REDUCING VALVE
VENT LINE
REFUEL/DEFUEL COUPLING
900XP
Figure 9-11. 800XP/850XP/900XP Fuel System - Refuel/Fuel
STACK PIPE
SURGE VALVE
HIGH-LEVEL THERMAL
FLOAT SWITCH RELIEF VALVE
VENT REFUEL VALVE

FLOAT VALVE
MASTER
REFUEL
VALVE
PRESSURE SWITCH
VENTRAL
VENTRAL TANK REFUEL VALVE TRANSFER
VALVE
TO APU
VENT TEMPERATURE BULB PRESSURE
SURGE SWITCH
TANK PRESSURE SWITCH
VENTRAL
OVERFILL INDICATOR
TANK
FLOAT SWITCH FLOAT VALVE
LEGEND
REFUELING PRESSURE HIGH-LEVEL
FUEL VENT FLOAT SWITCH THERMAL RELIEF
CHECK VALVE VALVE
FILLER CAP PRESSURE REDUCING

VALVE
REFUEL/DEFUEL
COUPLING
Figure 9-12. Refueling System & Vent Lines

HAWKER 900XP
PILOT CLIENT GUIDE
VENT
NOS. 4 AND 5 NO. 6

BREATHER BEARING
PRESS BEARINGS
VALVE
TRANSFER
GEARBOX
ACCESSORY
GEARBOX
PLANETARY
GEARS
NOS. 1, 2, AND
3 BEARINGS
COMMON SCAVENGE
TEMP
CONTROL
P S S S S BYPASS
OIL TANK AIR OIL VALVE
COOLER
OIL PUMPS
PRESSURE AIR OIL
REGULATOR FUEL IN
COOLER
FILTER
LEGEND BYPASS AIR OIL OIL COOLER
FUEL IN COOLER
SUPPLY AIR FUEL
HEATER T P FUEL OUT
PRESSURE FUEL
SCAVENGE ELECTRICAL
FUEL OUT
Figure 9-13. Oil System
PUMP DISCHARGE
WING FUEL
TANK HYDROMECHANICAL
FUEL METERING UNIT
88°C BYPASS RETURN

6.5 PSID
(800XP/850XP ONLY)
PUMP
RELIEF
VALVE
ANTI-ICE
FILTER VALVE
HIGH-PRESSURE
PUMP ELEMENT
ENGINE-DRIVEN
BOOST PUMP
COLD
HOT
FUEL PUMP ASSEMBLY
LEGEND
* OIL/FUEL HEATER
SUPPLY
LOW PRESSURE
HIGH PRESSURE
* NOTE: THE OIL/FUEL HEATER DEPICTED IS ONLY APPLICABLE TO THE -5BR ENGINE BYPASS
Figure 9-14. Fuel System

HAWKER 900XP
PILOT CLIENT GUIDE
PT2
TT2
SURGE BLEED CONTROL
INLET
PRESSURE
INLET
TEMPERATURE
MAX 120° FUEL CONTROL

ITT
N1
PLA
20° N2
POWER PLA
LEVER DIGITAL ELECTRONIC
POWER LEVER INPUT TM
20° ENGINE CONTROL
OS
MM
0°
ZL PANEL
PE
F27 F28
LEGEND 3A ZL
N1 = LOW-PRESSURE SPOOL SPEED AMBIENT AIR
AUTO
N2 = HIGH-PRESSURE SPOOL SPEED
BYPASS/CORE INLET AIR
PT2 = ENGINE INLET TOTAL PRESSURE O
COMPRESSED AIR F
TT2 = ENGINE INLET TOTAL TEMPERATURE F
ITT = INTERSTAGE TURBINE TEMPERATURE COMBUSTION AIR
OVSPD PROT
PLA = POWER LEVER ANGLE EXHAUST AIR
TM = DC TORQUE MOTOR
COMPUTER OUTPUTS
OS = OVERSPEED SOLENOID
MM = MANUAL MODE SOLENOID COMPUTER INPUTS
SPR = START PRESSURE REGULATOR
Figure 9-15. Fuel Computer - Engine Interface
Figure 9-16. Thrust Reverser System - Deenergized

HAWKER 900XP
PILOT CLIENT GUIDE
Figure 9-17. Thrust Reverser System - Armed
Figure 9-18. Thrust Reverser System - Overstow & Unlatch

HAWKER 900XP
PILOT CLIENT GUIDE
Figure 9-19. Thrust Reverser System - Deploy
Figure 9-20. Thrust Reverser System - Normal Stow Cycle

HAWKER 900XP
PILOT CLIENT GUIDE
Figure 9-21. Autostow
LP HP
NO.2
ENG
PRESS
SWITCH HP
VALVE
MIXING VALVE
MAIN AIR VALVE
MWS HP
PRESSURE
AIR 2 OVHT
SWITCH
HYD TANK
PRESS
PRESSURE
REGULATOR AND
SHUTOFF VALVE
MWS HP
AIR 1 OVHT
TO AIR
JET PUMP
LEGEND
HP AIR
HP/LP MIX - APU HP

VALVE
LP AIR
ELECTRICAL
NO.1
ENG
LP HP
Figure 9-22. Pneumatic System Control Diagram

HAWKER 900XP
PILOT CLIENT GUIDE
NO. 1 ENGINE
HP
BLEED
LP
BLEED
HP VLAVE
(CLOSED)
27 PSI
PRESSURE
SWITCH
LEGEND
OVERHEAT HIGH-PRESSURE BLEED AIR
SENSOR
200°C LOW-PRESSURE BLEED AIR
ELECTRICAL
MIXING
HYDRAULIC RESERVOIR VALVE
(CLOSED)
AIR JET PUMP
MAIN AIR
VALVE
(OPEN)
290°C
DUCT
TEMPERATURE
SWITCH
Figure 9-23. Main Air Valve Switch LP ON - Selected - HP Valve & Mixing Valve Closed
NO. 1 ENGINE
HP
BLEED
LP
BLEED
HP VALVE
(OPEN)
27 PSI
PRESSURE
SWITCH
LEGEND
OVERHEAT HIGH-PRESSURE BLEED AIR
SENSOR
200°C LOW-PRESSURE BLEED AIR
MIXED BLEED AIR
ELECTRICAL
MIXING
HYDRAULIC RESERVOIR VALVE
(MODULATING)
AIR JET PUMP
MAIN AIR
VALVE
(OPEN)
290°C
DUCT
TEMPERATURE
SWITCH
Figure 9-24. Main Air Valve Switch OPEN - Selected - HP Valve & Mixing Valve Open

HAWKER 900XP
PILOT CLIENT GUIDE
ALTR 1 ALTR 2
NO. 2 NO. 2
INVERTER INVERTER
LH STALL RH STALL
AUTO
VANE VANE
TRANSFER
PE BUS PS2 BUS
OVERHEAT OVERHEAT RH A LH B
RH B LH A
SCREEN SCREEN SCREEN SCREEN
TEMP TEMP TEMP TEMP
CONTROL CONTROL CONTROL CONTROL
NORMAL NORMAL
Figure 9-25. Windshield Heat Schematic
LP HP
RAM AIR NO.2

INLET ENG
PRESS HP
SPRING- SWITCH
LOADED VALVE
RAM AIR
VALVE DOOR
REAR EQUIP
BAY VENT
MIXING VALVE
AUX HEAT
VALVE
PRESSURE MAIN AIR VALVE

LOW-LIMIT CAB TEMP
CNTL VLV SWITCH
TEMP CONTROL
VALVE MWS HP
AIR 2 OVHT
WATER
SEPARATOR HYD TANK
PRESS
PRESSURE
REGULATOR AND
HEAT SHUTOFF VALVE
EXCHANGER
ASSEMBLY
MWS HP
AIR 1 OVHT
LOW-LIMIT
TEMP TO AIR
SENSOR JET PUMP
DUCT TEMP
BULB
DUCT
OVERTEMP SW
WATER HP
DUCT TEMP SENSOR INJECTOR FAN AIR VALVE
NOZZLE OUTLET
LEGEND
HP AIR LP AIR APU AIR VALVE NO.1
ENG
2ND STAGE COLD AIR LP HP
HP/LP MIX - APU CONDITIONED AIR
1ST STAGE RAM AIR
COMP
Figure 9-26. Air Cycle Machine

HAWKER 900XP
PILOT CLIENT GUIDE
CABIN FLOOD VALVE
RH COCKPIT LEDGE FLIGHT DECK

HEAT VALVE
COCKPIT RH
LOWER SIDE RH CABIN FLOOR AIR
PANEL AIR RH FLOOR VALVE
OUTLET DUCT
MANUAL
VALVE DOORWAY AIR
CABIN AIR LAV AIR

RH CABIN VALVE VALVE
OBSERVER AIR GASPERS
LH COCKPIT SEAT AIR CABIN AIR DIST
LEDGE GASPER AIR FAN PLENUM
LH CABIN
AIR GASPERS LAV AIR
GASPER
LAV AIR DUMP
RH COCKPIT
OVERHEAD MANUAL
VALVE ENTRY WAY
AIR GASPER AIR GASPER
COCKPIT LH
LOWER SIDE LH CABIN FLOOR AIR
LH COCKPIT PANEL AIR
OVERHEAD OUTLET DUCT LH CABIN FLOOR
VESTIBULE AIR GASPER AIR VALVE
AIR GASPER
Figure 9-27. Air Distribution Block Diagram
TEST COPILOT SIDE CONSOLE

CABIN ALT
LEFT MAIN
LANDING GEAR
MICROSWITCH
M
FAN-OPERATED VENTURI
CABIN AIR
CHECK VALVE CABIN AIR
MANUAL AMBIENT
CABIN
ALTITUDE
VENTURI CONTROL
CABIN
AIR
TRUE
OUTFLOW/ OUTFLOW/ STATIC
SAFETY VALVE SAFETY AMBIENT
VALVE
CABIN AIR
GROUND
AIR JET PRESS
PUMP TEST
PRESSURE ENG
REGULATOR BLEED
AIR PRESSURE
REGULATOR
PNEUMATIC PNEUMATIC
RELAY RELAY
CABIN AIR AUXILIARY

VOLUME TANK
CABIN CONTROLLER
RATE SELECTOR
ALTITUDE SELECTOR
Figure 9-28. Pressurization System Diagram

HAWKER 900XP
PILOT CLIENT GUIDE
RH
(28 VDC) PE ENGINE
2
WARNING 0–5PSI VACUUM BLEED AIR
TO PSROV
RH
(28 VDC) PE STATIC PRESSURE MAV
2
AUTO 21-85PSIG BLEED AIR
PRESS
(28 VDC) PE PSTATIC JET PUMP

2 BLEED AIR
MAN
PRESS
TO PSROV LH
ORIFICE MAV LH
ENGINE
BLEED
DUMP AIR TO
FILTER ASSEMBLY PRIMARY ACM AIR
PRESS CTL VALVE APU
AUTO FAIL
MANUAL MANUAL FAIL
P REF
PRESS
TEST FAULT
TEST FAULT
P CABIN
ECS
WOW
P CABIN
THROTTLE
MAN CTRL
LEGEND
FMS#1
ARINC1 BLEED
FMS#2 AUTO
ARINC2
127 LFE FEET
CABIN
CONTROLLER 203 ZALT FEET
206 VAS KNOT PCABIN
DIAL TEST PORT
212 VSI FT/MIN
234 BARO MBAR
MANUAL STATIC
ARINC OUT
FILTER
ASSEMBLY SECONDARY
DCPS CONTROLLER VACUUM
PREF REFERENCE P REF
WIRE
MWS ANNUNCIATORS TRIPLE PCABIN
PRESS CTL PRESS INDICATOR PCABIN PSTATIC

PSTATIC
FAIL FAULT
STATIC PRESSURE
AIRPLANE AFT
CABIN EQUIPMENT
BAY
CONTROLLER DIAL
Figure 9-29. Digital Pressurization System (available on select 900XP aircraft)
VENT
PRESSURE
REGULATING VALVE TO
LH ENG RH ENG ATMOSPHERE
BLEED AIR BLEED AIR
GROUND AIR
CONNECTION
TEMP SWITCH
ON/OFF LOW PRESS FILTER ON/OFF

VALVE VALVE
JUNCTION
LH ENG RH ENG
PUMP FULL FLOW PUMP
CAPACITOR
PRESS RELIEF VALVE PRESS
SWITCH SWITCH
GROUND SERVICE JUNCTION

HAND PUMP
HIGH PRESS THRUST

FILTER REVERSERS
SHUTTLE
VALVE THRUST REVERSER
ACCUMULATOR
LANDING
GEAR ON/OFF JUNCTION
VALVE
PRESSURE PRESSURE
SELECTOR MAINTAINING TRANSMITTER
DUMP VALVE PRESS VALVE
FLAPS SWITCH
EMERGENCY STICK
EMER PUSHER
BRAKE BRAKE NORMAL
RESTRICTOR VALVE ACCUMULATOR BRAKE
REDUCING
VALVE REDUCING
AUX TANK VALVE
LEFT RIGHT
AIRBRAKE AIRBRAKE
BRAKE
HAND CONTROL
PUMP VALVE MAIN
ON/OFF
VALVE ACCUMULATOR
FILTER
NOSEWHEEL
STEERING
Figure 9-30. Hydraulic System

HAWKER 900XP
PILOT CLIENT GUIDE
MAIN SYSTEM RETURN MAIN SYSTEM PRESSURE
ON–OFF LANDING GEAR

VALVE SELECTOR VALVE
FILTER
DUMP VALVE
SHUTTLE
VALVE
NOSE GEAR
MAIN GEAR JACK
JACK AUX
TANK
LEVEL
INDICATOR
SHUTTLE
VALVES
MAIN
GEAR
JACK
FLAP
CONTROL
UNIT RESTRICTORS
LEGEND
MAIN SYSTEM
PRESSURE
AUXILIARY
(HAND PUMP)
PRESSURE CHECK VALVE
RETURN
INLINE FILTER
MECHANICAL
AUX HAND PUMP
Figure 9-31. Auxiliary Hydraulic System
PILOT FIRST LEGEND

PEDALS OFFICERS
PEDALS MAIN SYSTEM PRESSURE
MASTER MASTER REDUCED PRESSURE

CYLINDER CYLINDER
(LH) (RH) BRAKING PRESSURE
CONTROL PRESSURE
RETURN
BRAKE CONTROL
VALVE ELECTRICAL
MAIN
MAIN SYSTEM
SYSTEM PRESSURE
PRESSURE
PRESSURE MAINTAINING
VALVE
PRESSURE
TRANSMITTER
STICK
PUSHER
PRESS PRESS
SWITCH SWITCH
PRESSURE
TRANSMITTER
MAIN REDUCING
VALVE
EMERGENCY
REDUCING
VALVE
PRESSURE
EMERGENCY MAIN
BRAKE TRANSMITTER
ACCUMULATOR ACCUMULATOR
SHUTTLE SHUTTLE
SHUTTLE VALVE SHUTTLE VALVE
VALVE VALVE
MAXARET MAXARET
UNIT UNIT
MODULATOR MODULATOR
UNIT BRAKE UNIT UNIT
Figure 9-32. Normal Brake System with Engines On

HAWKER 900XP
PILOT CLIENT GUIDE
LEGEND
PILOT FIRST MAIN SYSTEM PRESSURE
PEDALS OFFICERS
PEDALS REDUCED PRESSURE
MASTER MASTER BRAKING PRESSURE

CYLINDER CYLINDER
(LH) (RH) CONTROL PRESSURE
RETURN
ELECTRICAL
BRAKE CONTROL
VALVE EMERGENCY BRAKE PRESSURE
MAIN
MAIN SYSTEM
SYSTEM PRESSURE
PRESSURE
PRESSURE MAINTAINING
VALVE
PRESSURE
TRANSMITTER
STICK
PUSHER
PRESS PRESS
SWITCH SWITCH
PRESSURE
TRANSMITTER
MAIN REDUCING
VALVE
EMERGENCY
REDUCING
VALVE
PRESSURE
EMERGENCY MAIN
BRAKE TRANSMITTER
ACCUMULATOR ACCUMULATOR
SHUTTLE SHUTTLE
SHUTTLE VALVE SHUTTLE VALVE
VALVE VALVE
MAXARET MAXARET
UNIT UNIT
MODULATOR MODULATOR
UNIT BRAKE UNIT UNIT
Figure 9-33. Normal Brake System with Engines Off
WHEEL
BRAKE
LEVER
PILOT PILOT
MASTER MASTER
CYLINDER CYLINDER
(LH) (RH)
EMRG BRK
LOW PRESS BRAKE CONTROL
VALVE
FROM FROM
COPILOT COPILOT
MASTER MASTER
CYLINDER CYLINDER
EMERGENCY
REDUCING
VALVE
EMERG
L R
WHEEL
BRAKE
AIR
PRESSURE BRAKE
SWITCH UNIT
EMERGENCY
BRAKE
ACCUMULATOR
SHUTTLE
VALVE
TO LEFT
BRAKE
LEGEND
EMERGENCY ACUMULATOR PRESSURE CONTROL PRESSURE
REDUCED PRESSURE RETURN
BRAKING PRESSURE MECHANICAL
ELECTRICAL
Figure 9-34. Emergency Brake System

HAWKER 900XP
PILOT CLIENT GUIDE
WHEEL
BRAKE
LEVER
PILOT’S PILOT’S
MASTER MASTER
CYLINDER CYLINDER
(LH) (RH)
EMRG BRK
LOW PRESS
BRAKE CONTROL
VALVE
EMERGENCY
FROM
REDUCING
MAIN MAIN SYSTEM
VALVE
REDUCING ACCUMULATOR
VALVE
LEFT GEAR RIGHT GEAR
EMERG BRAKE
SUPPLY
RBRAKE
SUPPLY
PRESSURE PRESSURE
PRESSURE L R
AIR SWITCH
WHEEL BRAKE
EMERGENCY PRESSURE
BRAKE TRANSMITTER
ACCUMULATOR
PRESSURE
MAIN HYDRAULIC SYSTEM
TRANSMITTER SUPPLY PRESSURE
BRAKE UNIT
SIMILAR
TO RIGHT
BRAKE
SHUTTLE
VALVE
LEGEND
MAIN HYDRAULIC SYSTEM PRESSURE REDUCED PRESSURE
EMERGENCY BRAKE ACCUMULATOR PRESSURE RETURN
BRAKING PRESSURE MECHANICAL
ELECTRICAL
Figure 9-35. Parking Brake System
A RUDDER BIAS B
ON
OFF
PART OF
LH PEDESTAL COVER
LEGEND
LH BLEED AIR
RH LH
RH BLEED AIR
SOLENOID VALVE
HEATER MUFF
LH RH
Figure 9-36. Rudder Bias System Design

HAWKER 900XP
PILOT CLIENT GUIDE
Figure 9-37. Pitot-Static System
FIRST OFFICERS THERAPEUTIC OUTLET

MASK THERAPEUTIC
VALVE
DROP MASK
UNITS
3RD CREW-
MEMBER CONTENTS
INDICATOR
CHARGING
VALVE
LINE FILTER
CONTENTS AND
BURSTING DISC 1,100 LTR
INDICATOR (OPTIONAL)
PILOT
MASK
MASTER
SUPPLY
VALVE
PASSENGER
VALVE
MANUAL
OVERRIDE
PRESSURE
REGULATOR BAROMETRIC
VALVE TWO 750 LITER
OXYGEN CYLINDERS
(EXISTING)
AUTOMATIC
SHUTOFF VALVE
Figure 9-38. Oxygen System

REV 2.2
TEAROUT PAGE

APPROACH MODES
Table 9-1. Approach Modes Tearout
9-21
PRO LINE 21 FOR HS-125—APPROACH MODES
Approaches to DA (Decision Altitude) Approaches to MDA (Minimum Descent Altitude)
Type Approach ILS RNAV (GPS) to LPV RNAV (GPS) to LNAV min., LOC, LOC/BC,
and Minimums LDA with GS (if WAAS) or LNAV/VNAV VOR*, VOR/DME*, NDB* LDA without GS
APPR to capture course For
Buttons to Engage APPR APPR / VNAV NAV / VNAV LOC and LDA, then select
NAV / VS
LOC1 VS
Flt Guidance Ann. APPR LOC1 GS APPR FMS1 VGP FMS1 VPATH Backcourse: B/C1 VS
What to Set in Missed Approach Altitude MDA
Altitude Selector
Flaps Setting:
Normal Approach 45 25
Single-Engine Approach 25 15
Use of VNAV not allowed inside FAF on approaches with a V-MDA.

RNAV: LP approach minimums are NOT authorized.
The use of Continuous Descent Final Approach (CDFA) operations may change the selections shown above.
* Ground-based navigation unit must also be in view during the approach.
135 Operators reference your Ops Specs for approach authorizations.
REV 2.2 FOR TRAINING PURPOSES ONLY

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HAWKER

Copyright © 2023 FlightSafety International, Inc.

01 INITIAL TRAINING CURRICULUM

INITIAL GROUND TRAINING CURRICULUM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

REV 2.2 FOR TRAINING PURPOSES ONLY 1-i

INITIAL GROUND TRAINING CURRICULUM

EQUIPMENT AND MATERIALS

REV 2.2 FOR TRAINING PURPOSES ONLY 1-1

INITIAL FLIGHT TRAINING CURRICULUM

EQUIPMENT AND MATERIALS

REV 2.2 FOR TRAINING PURPOSES ONLY 1-3

LINE ORIENTED SIMULATION TRAINING

1-4 FOR TRAINING PURPOSES ONLY REV 2.2

INITIAL TRAINING SCHEDULE

• ADMINISTRATION • CREW RESOURCE MANAGEMENT

• PNEUMATICS • LIGHTING • THRUST REVERSE

• HYDRAULICS • ICE AND RAIN PROTECTION • OXYGEN

REV 2.2 FOR TRAINING PURPOSES ONLY 1-5

• WEIGHT AND BALANCE • FLIGHT PLANNING

• AVIONICS / COMMUNICATION • SYSTEMS REVIEW • WRITTEN EXAM

• SYSTEMS INTEGRATION (SIT)

PREFLIGHT INSTRUMENT PROCEDURES

TAKEOFF & DEPARTURE NORMAL/ABNORMAL/EMERGENCY PROCEDURES/

1-6 FOR TRAINING PURPOSES ONLY REV 2.2

PREFLIGHT INSTRUMENT PROCEDURES

PREFLIGHT LANDINGS AND APPROACHES TO LANDINGS

REV 2.2 FOR TRAINING PURPOSES ONLY 1-7

PREFLIGHT LANDINGS AND APPROACHES TO LANDINGS

PREFLIGHT LANDINGS AND APPROACHES TO LANDINGS

1-8 FOR TRAINING PURPOSES ONLY REV 2.2

PREFLIGHT LANDINGS AND APPROACHES TO LANDINGS

REV 2.2 FOR TRAINING PURPOSES ONLY 1-9

RECURRENT GROUND TRAINING CURRICULUM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

REV 2.2 FOR TRAINING PURPOSES ONLY 2-i

RECURRENT GROUND TRAINING CURRICULUM

EQUIPMENT AND MATERIALS

REV 2.2 FOR TRAINING PURPOSES ONLY 2-1

RECURRENT FLIGHT TRAINING CURRICULUM

EQUIPMENT AND MATERIALS

REV 2.2 FOR TRAINING PURPOSES ONLY 2-3

RECURRENT TRAINING SCHEDULE

• AIRCRAFT GENERAL • LIGHTING • APPROVED AIRCRAFT FLIGHT /

PREFLIGHT INSTRUMENT PROCEDURES

TAKEOFF & DEPARTURE NORMAL/ABNORMAL/EMERGENCY PROCEDURES/

REV 2.2 FOR TRAINING PURPOSES ONLY 2-5

• FUEL • FIRE PROTECTION • LANDING GEAR AND BRAKES

PREFLIGHT LANDINGS & APPROACHES TO LANDINGS

INSTRUMENT PROCEDURES POST-FLIGHT PROCEDURES

2-6 FOR TRAINING PURPOSES ONLY REV 2.2

• FLIGHT CONTROLS • CREW RESOURCE MANAGEMENT • AIR CONDITIONING

PREFLIGHT LANDINGS & APPROACHES TO LANDINGS

REV 2.2 FOR TRAINING PURPOSES ONLY 2-7

REQUIRED KNOWLEDGE AREAS (RKAS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

REV 2.2 FOR TRAINING PURPOSES ONLY 3-i

Flight Management Systems—FMS or Optional Equipment. . . . . . . . . . . . . . . . . . . . . . . 3-7

3-ii FOR TRAINING PURPOSES ONLY REV 2.2

REQUIRED KNOWLEDGE AREAS (RKAS)

AIRCRAFT GENERAL ELECTRICAL

REV 2.2 FOR TRAINING PURPOSES ONLY 3-1

5. The left and right wing tanks contain elec-

3. Seven master warning system annunciators

3-2 FOR TRAINING PURPOSES ONLY REV 2.2

REV 2.2 FOR TRAINING PURPOSES ONLY 3-3

3-4 FOR TRAINING PURPOSES ONLY REV 2.2