800XP Honeywell PTM

HAWKER
800XP HONEYWELL
PILOT TRAINING MANUAL R E V 2.2
FOR TRAINING PURPOSES ONLY
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.
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ing program.
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Unauthorized reproduction or distribution is prohibited.
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LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:
Original 0.0............................................... Apr. 2009 Revision 1.0...............................................June 2019
Revision 0.1.................................................. Mar. 2011 Revision 2.0............................................. Sept. 2019
Revision 0.2................................................Apr. 2016 Revision 2.1.............................................. Sept. 2022
Revision 0.3.............................................. Aug. 2016 Revision 2.2............................................. Aug. 2023
Revision 0.4............................................... Mar. 2018
NOTE:
Revision numbers in footers occur at the bottom of every page that has technical changes to the
text and/or illustrations. Reflow of pages, grammatical, or typographical changes that do not affect
the meaning are excluded from this list.
THIS PUBLICATION CONSISTS OF THE FOLLOWING:
Page # *Revision # Page # *Revision #
Cover .................................................................... 2.2 5-5 ......................................................................... 0.4
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14-18—14-19 ......................................................... 0.4 APPA-1 ................................................................... 1.0
14-20 ....................................................................... 2.1 APPA-2 ................................................................. 0.4
14-21—14-22 ........................................................ 0.4 APPB-1—APPB-4 ................................................ 0.4
15-i—15-ii .............................................................. 0.4 ANN-1—ANN-4 ................................................... 0.4
15-1—15-2 ............................................................. 0.4
*Zero in this column indicates an original page.
CONTENTS
01 AIRCRAFT GENERAL
02 ELECTRICAL POWER SYSTEMS
03 LIGHTING
04 MASTER WARNING SYSTEM
05 FUEL SYSTEM
06 AUXILIARY POWER SYSTEM
07 POWERPLANT
08 FIRE PROTECTION
09 PNEUMATICS
10 ICE AND RAIN PROTECTION
11 AIR CONDITIONING
12 PRESSURIZATION
13 HYDRAULIC POWER SYSTEMS
14 LANDING GEAR AND BRAKES
15 FLIGHT CONTROLS
16 AVIONICS (PITOT-STATIC SYSTEM)
16A AVIONICS
17 OXYGEN SYSTEM
18 MANEUVERS AND PROCEDURES
19 WEIGHT AND BALANCE
20 FLIGHT PLANNING AND PERFORMANCE
21 CREW RESOURCE MANAGEMENT
WA WALKAROUND
APPA APPENDIX A - ANSWERS TO QUESTIONS
APPB APPENDIX B - ACRONYMS AND ABBREVIATIONS
ANN ANNUNCIATORS
HAWKER 800XP HONEYWELL
PILOT TRAINING MANUAL
CHAPTER 1
AIRCRAFT GENERAL
1 AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Fuselage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
Wing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
Empennage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
AIRCRAFT SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
Electrical Power Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17
Master Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17
Auxiliary Power System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17
Powerplant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17
Fire Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-18
Pneumatics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-18
Ice and Rain Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-18
Air Conditioning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-18
Pressurization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-18
Hydraulic Power Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-18
Landing Gear and Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
Pitot-Static System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
Avionics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
REV 0.4 FOR TRAINING PURPOSES ONLY 1-i

ILLUSTRATIONS
1 AIRCRAFT GENERAL
Figure Title Page

1-1 Aircraft Dimensions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1-2 Danger Zones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
1-3 Minimum Turning Radius . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
1-4 Fuselage Sections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
1-5 Nose Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
1-6 Cockpit Layout (Typical). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
1-7 Flight Compartment (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1-8 Pilot Seat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
1-9 Vestibule Arrangement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
1-10 Flight Compartment (Typical). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
1-11 Main Entry Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
1-12 Escape Hatch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
1-13 Heated Windows. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
1-14 Cockpit Aft Side Window. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
1-15 Emergency Equipment Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15
1-16 Rear Equipment Bay Hatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
1-17 Wing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
1-18 Landing and Taxi Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
1-19 Empennage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
1-ii FOR TRAINING PURPOSES ONLY REV 0.4

1 AIRCRAFT GENERAL
CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems installed in
the Hawker 800XP Honeywell.
This chapter covers the structural makeup of the airplane and gives a general description of the
systems. No material is meant to supersede or supplement any of the manufacturer’s system or
operating manuals.
The material presented has been prepared from the basic design data, and all subsequent chang-
es in airplane appearance or system operation will be covered during academic training and in
subsequent revisions to this manual.
Annunciator panels in this manual display all light indicators. Refer to the last chapter— Annuncia-
tor Panels, for reference while studying this manual.
REV 0.4 FOR TRAINING PURPOSES ONLY 1-1

GENERAL conditions. The system also provides a thera-

1 AIRCRAFT GENERAL
peutic supply.
The Hawker 800XP is a twin turbofan-engined, Fire detection and protection systems are in-
low-wing monoplane aircraft, certificated for stalled for the main engines and auxiliary pow-
worldwide operation and intercontinental er unit (APU). Overheat detection is provided
range by day or night. for the rear equipment bay.
The aircraft is operated by two crew members, Engine bleed air is tapped from the engines for
a Captain and First Officer. A third crew member the pressurization, air conditioning, rudder bias
may be carried to perform in-flight attendant du- systems.
ties. The standard layout is an eight-seat execu-
tive configuration. A gas-turbine APU provides DC electrical pow-
er and air conditioning.
Digital avionic systems are installed for commu-
nication, navigation, autoflight control, and flight Leading particulars of the aircraft are presented
management systems. A five-tube electronic in Figure 1-1, Figure 1-2, and Figure 1-3.
flight instrument system presents the crew with
displays of flight data received from other sys- NOTES
tems. Each turbofan engine is controlled by a
digital electronic engine control unit, backed
up by a hydromechanical reversionary unit. Hy-
draulically-operated thrust reversers are fitted.
A single hydraulic system pressurized by two
engine-driven pumps (one per engine) supplies
pressure for landing gear and doors, nose-
wheel steering, wheel brakes, stall identifica-
tion system (stick pusher), wing flaps, airbrakes,
and thrust reverser functions. Backup hydrau-
lic supplies are provided to lower the landing
gear, extend or retract the flaps, and to operate
the wheel brakes, thrust reversers, and stick
pusher.
The main electrical services are supplied with
28 VDC from one starter/generator per en-
gine. Emergency power is provided by batter-
ies. Where AC power is required, it is supplied
by either engine driven alternators (208-volt
three-phase) or static inverters.
A fluid anti-icing system is installed along the
leading edge of the wings and horizontal sta-
bilizer. Hot bleed air is used to keep the main
engine air intake free of ice. Electric heating
is provided for windshields, pitot heads, static
plates, stall vanes, and rudder bias struts, plus
the engine intake temperature and pressure
sensors PT2 and TT2.
A gaseous breathable oxygen system is for use
by crew and passengers during emergency
1-2 FOR TRAINING PURPOSES ONLY REV 0.4

1 AIRCRAFT GENERAL
9 FT 2 IN. (2.79 M)
TRACK
51 FT 4.5 IN. (15.66 M) WING SPAN
NOTE THAT WINGLET EQUIPPED
HAWKERS HAVE AN APPROXIMATE
3’ INCREASE IN WINGSPAN
51 FT 1.64 IN.
(15.59 M)
OVERALL LENGTH
20 FT (6.10 M)
TAIL SPAN
17 FT 5 IN.
(5.31 M)
OVERALL HEIGHT
21 FT 0.5 IN. (6.41 M)

WHEELBASE
Figure 1-1. Aircraft Dimensions

TECH CHECK
RR05830-01-01
3/20/09
LEGEND
1 AIRCRAFT GENERAL
FULL THROTTLE: VELOCITY

AREA TO BE CLEARED PRIOR FALLS BELOW 15 MPH
TO ENGINE START
AREA TO BE CLEARED IF TAKEOFF
POWER IS TO BE USED
FULL THROTTLE:
AREA TO BE CLEARED IF THRUST REVERSERS TEMPERATURE
ARE TO BE USED (REVERSED IDLE ONLY) BELOW 30°C
16 FT RADIUS
50FT 100FT
75FT
150FT
Figure 1-2. Danger Zones
90
45°
R4 80
STEERING ANGLE OF NOSEWHEEL
70
R3 60
(DEGREES)
50
R1
40
30
R2
20
LEGEND
10
R1 0 20 40 60 80 100 120 140
10 30 50 70 90 110 130 150
56 FT 10 IN R2
TURNING RADIUS IN FEET
MINIMUM TAXIING TURNING RADIUS R3 TURNING RADII CALCULATED WITH
R1—15 FT 7.5 IN R3—30 FT 4.3 IN NO SIDE-SLIP ALLOWANCE
R4
R2—26 FT 5.5 IN R4—47 FT 1.5 IN NOT AVAILABLE FOR TOW/TAXI
Figure 1-3. Minimum Turning Radius

FUSELAGE
1 AIRCRAFT GENERAL
The fuselage sections are the nose, center,
and rear. These sections are further subdivid-
ed for discussion into the nose equipment bay,
the cockpit, vestibule, passenger compart-
ment, and the rear equipment bay (Figure 1-4).
NOSE SECTION
The nose section includes the area between
the radome and the forward pressure bulk-
head. It houses the radar and other equipment,
and the nose wheel well (Figure 1-5). Access is
through the hinged radome or the nosewheel Figure 1-5. Nose Section
doors.
COCKPIT
PRESSURIZED CENTER SECTION The general layout of the cockpit is shown in
The pressurized center section extends from Figure 1-6, and a typical flight compartment
the forward pressure bulkhead to the aft pres- is shown in Figure 1-7. Some instruments and
sure bulkhead and includes the cockpit, ves- equipment in the cockpit are installed to meet
tibule, and passenger cabin (Figure 1-4). The customer requirements and may vary from
cockpit seats two pilots and is fitted with a standard configurations.
large, curved windshield in front of each po-
sition. The main entry door is in the vestibule.
The front baggage compartment is on the right
side of the vestibule. The fourth window on the
right side of the cabin serves as an emergency
exit.
D
URIZE
PRESS ECTION
E R S
CENT R
ENGE
PASS MENT
AR T
COMP
REAR EQUIPMENT BAY

FORWARD
PRESSURE
BULKHEAD
AFT PRESSURE
VESTIBULE BULKHEAD
FLIGHT COMPARTMENT
NOSE EQUIPMENT BAY
Figure 1-4. Fuselage Sections

1 AIRCRAFT GENERAL
Figure 1-6. Cockpit Layout (Typical)

1 AIRCRAFT GENERAL
1
2 2
3 3
4
7 7
6 6
5
8 8
9
10 10
11 11
20
12
13 21 19
15
18
14 17 17 14
16
1 DIMMER SWITCHES OXYGEN-PASSENGER EMERGENCY SUP-

FORWARD VIEW
2 AIR LOUVER 13 PLY SELECTOR KNOB AND CONTENTS
INDICATOR
3 LAMP
14 CHART AND MAP STOWAGE
4 ROOF PANEL
AUXILIARY HYDRAULIC SYSTEM SELECTOR
5 STANDBY COMPASS 15
HANDLE
6 GRAB HANDLE
16 CENTER CONTROL PEDESTAL
7 LOCKING HANDLE
17 LIFE JACKET STOWAGE (UNDER EACH SEAT)
8 AUDIO STATION BOX MAIN GEAR DOWNLOCK STANDBY
18
9 HAND MICROPHONE INDICATOR LIGHTS
10 ASHTRAY AND CUP HOLDER 19 PITOT ISOLATION VALVE
11 OXYGEN MASK AND STOWAGE AIR CONDITIONING GROUND PRESSURE
12 NOSEWHEEL STEERING 20 TEST VALVE AND MANUAL CABIN ALTITUDE
CONTROL
21 TKS FLUID CONTENTS GAUGE
Figure 1-7. Flight Compartment (Typical) (Sheet 1 of 2)

1 AIRCRAFT GENERAL
2 5
6
1 7
8
3
4
9 9
15
14
10 10
13 12
11
16
17
18 18
21
20
19
AFT VIEW
1 SUBPANEL A 11 FIRE EXTINGUISHER

2 STORM LAMP 12 FLASHLIGHT
3 SUBPANEL D 13 FIRE WARNING BELL
THERAPEUTIC OXYGEN SUPPLY VALVE 14 CRASH AXE
4
(IF INSTALLED) 15 SPOTLAMP AND SWITCH
5 HEADSET STOWAGE HOOK
16 SUN VISORS STOWAGE
6 STALL IDENT DIAGNOSTIC PANEL
17 STOWABLE TRAY
THERAPEUTIC OXYGEN SUPPLY (IF
7 18 LIFE JACKET STOWAGE
INSTALLED)
19 WARNING HORN
8 PASSENGER OXYGEN SUPPLY VALVE
20 RADIO AND ELECTRONIC EQUIPMENT
9 SILICA GEL VIEWING WINDOWS
RUDDER GUST LOCK/AUXILIARY HYDRAULIC
HEADSET, OXYGEN AND MASK /MIC 21
10 SYSTEM HAND PUMP HANDLE STOWAGE
SOCKETS
Figure 1-7. Flight Compartment (Typical) (Sheet 2 of 2)

The cockpit includes two IPECO adjustable of the seat, thus reducing the seat width. The
1 AIRCRAFT GENERAL
crew seats. Each crew seat is mounted on roll- outboard armrest can be raised to an almost
ers for fore and aft movement. A lever under vertical position, where a friction clutch holds it
the inboard side of the seat allows fore and in position until returned to the horizontal posi-
aft seat positioning (Figure 1-8). Vertical adjust- tion by the occupant.
ment is controlled by an outboard lever.
The seat back cushion is adjustable for up-down
The thigh pad control knob raises or lowers the and in-out lumbar support. In-out adjustment is
thigh pads. When the pilot uses the foot con- controlled by a handwheel on the inboard side.
trols, the pressure on the thigh pad will over- Rotating it moves the lumbar cushion forward
come the spring loading, allowing the pad to or backward. Up-down movement of the back
move downward. When the pressure on the cushion is controlled by a handwheel on the
thigh pad is relaxed, the pad returns to its pre- outboard side of the seat, rotation of which rais-
set condition. es or lowers the back cushion to the desired
position.
The recline control handle is pulled upward to
allow the seat backrest to be pushed to the
rear; releasing the control locks it in position. If VESTIBULE
the control is again pulled upward and pressure The vestibule contains the main entry door, a
released from the backrest, it will return, under slide-away flight check seat, and the front bag-
spring pressure, to an upright position and is gage compartment (luggage bay).
locked upon release of the control handle.
The flight check seat is stowed forward of the
The armrests can be adjusted for height by avionics rack below the luggage bay. To use,
turning a control knob on the forward end. The the seat must be pulled out fully and the back-
inboard armrest can be stowed by rotating the rest raised to latch the seat in position. Seat oc-
armrest to the rear of the seat. When fully fold- cupancy is approved for takeoff and landing.
ed, the armrest is pushed in toward the center
STOWING ARMREST* LUMBAR

(FOLD BACK FULLY UP-DOWN
THEN PUSH IN) ADJUSTMENT
LUMBAR IN-OUT
ADJUSTMENT
ARMREST
HEIGHT KNOB
SAFETY HARNESS CONTROL (ROTATE
(UP TO RELEASE) TO ADJUST)
RECLINE CONTROL*
(UP TO ADJUST)
SEAT HEIGHT
LEVER* (UP TO
SLIPPER ADJUST)
THIGH SUPPORT
ADJUSTMENT ROLLER AND
TRACKLOCK PIN
TRACKLOCK
*OPPOSITE ON COPILOT SEAT CONTROL*
Figure 1-8. Pilot Seat

1 AIRCRAFT GENERAL
APU CONTROL PANEL
FOLDAWAY EXTENSION WORKTOP OPTIONAL AVIONICS /

(ATTACHES TO GALLEY AFT OF ENTRY DOOR) THERAPEUTIC MASKS (2)
FIRST AID KIT
AIRCRAFT MANUAL
STOWAGE
DEICE FILLER DOOR
ENTRY LIGHT SWITCHES
PASSENGER ENTRY LIGHT
GROUND EQUIPMENT
TOOLS STOWAGE
FORWARD VESTIBULE CABINET
GENERAL
STOWAGE/
ICE BUCKET
GENERAL
STOWAGE
CUTLERY ELECTRICAL SWITCH PANEL
AND BAR SET
HOT BEVERAGE
HOT CUP
GLASSES DECANTERS
COLD WATER
COLD
FOOD BOX SINK WITH OVERBOARD DRAIN
SMALL OVEN
CHINA WASTE CONTAINER

STOWAGE
GENERAL STOWAGE
GALLEY UNIT
Figure 1-9. Vestibule Arrangement

The baggage compartment has a capacity of A passenger cabin door separates the vesti-
1 AIRCRAFT GENERAL
21.0 cubic feet. An optional Open Plan for the bule from the passenger cabin. This door must
forward luggage bay allows 13.9 cubic feet ca- be secured in the open position for takeoff and
pacity. The bay is enclosed by a retaining net landing. The door is held open by a magnetic
secured by zip fasteners and covered with a latch.
screen curtain. Equipment stowages and food
modules are optional. PASSENGER CABIN
Standard factory-installed forward and rear Cabin interior configurations vary widely with
cabinet units form the cockpit left bulkhead and customer preference in the choice of equip-
the cabin left forward bulkhead. The main entry ment and number and arrangement of passen-
door separates the forward and rear cabinets. ger seats. Figure 1-10 shows a typical eight-seat
The forward cabinet (Figure 1-9) contains an arrangement.
APU control panel and has space for additional Each forward or aft-facing seat has an adjust-
equipment. An upper compartment is used for able backrest controlled by a knob on the out-
stowing therapeutic oxygen masks and a first board armrest and a retractable inboard arm-
aid kit. A lower compartment provides stowage rest with a control knob. With the knobs held in
for airplane manuals and documents. On the the up position, the mechanism is unlocked, en-
lower rear face of the cabinet, a small door pro- abling the rests to be repositioned as required.
vides access to the airframe deicing fluid tank
filler. Below this access, a stowage compart- Passenger service units, installed on each side
ment for landing gear ground locking pins, pitot of the cabin roof, provide individual reading
head covers, static vent plugs, stall vent plugs, lights and controllable air outlets. Roller blinds
and other small items of ground equipment. A are installed at each of the 12 cabin windows.
refreshment cabinet forms the rear cabinet unit. Carpets are provided to completely cover the
floor area and lower side walls.
FOLDAWAY TABLES AND ENTERTAINMENT UNIT AFT AVIONICS

CONFERENCE LEAVES WITH STOWAGE AND BAGGAGE
FORWARD AND MAGAZINE RACK COMPARTMENT
PRESSURE
BULKHEAD FRONT BAGGAGE
COMPARTMENT WARDROBE
21.0 CU. FT.

(OPEN PLAN 13.9 CU FT.)
FORWARD GALLEY THREE-PLACE SETTEE AFT

CABINET WITH PLUG-IN TABLE PRESSURE
FLIGHT AND MEAL TRAYS BULKHEAD
CHECK SEAT
MAIN ENTRY UNIVERSAL TOILET

DOOR PASSENGER COMPARTMENT
SEATS
Figure 1-10. Flight Compartment (Typical)

At the right-hand rear of the passenger cabin The door is opened either by moving the inter-
1 AIRCRAFT GENERAL
is an entertainment unit with stowage below. nal handle upward from the LOCKED position
Immediately above this unit is a magazine rack to the UNLOCKED position or by moving the
which is attached to the forward face of a ward- external DOOR PULL handle fully downward.
robe equipped with a coat rack, a switch and The initial movement of either handle unlocks
interior light, stowage for conference tables the door which then lowers under the braking
leaves, and closed by a sliding curtain. effect of the tensator (spring/friction) motor.
The door is closed by pulling the handrail in-
MAIN ENTRY DOOR ward. This action breaks a geometric lock in the
The main entry door is on the left side of the door stay joint and raises the door, assisted by
vestibule (Figure 1-11). It is one piece and opens the tensator motor. The door is then locked in
outward and down. Integral stairs and handrail position by either handle.
are provided. Two microswitches, one installed on the door
The door is counterbalanced by a spring-load- frame and the other in the door operating
ed tensator motor and secured by external and mechanism, are connected to the master warn-
internal handles. The external handle, installed ing system ENT DOOR UNLOCKED annuncia-
flush with the fuselage and forward of the door, tor. Either switch lights the annunciator when
has a key lock. The internal handle is mounted the door is not in a fully locked position. The
forward of the door opening. Provision is made DC power supply to the microswitches is taken
on the door for attaching a custom’s padlock. from bus bar PE.
A rubber seal around the door prevents cabin
pressure leakage. It is self-energizing, forming TOILET DOOR
an airtight seal when the cabin is pressurized;
the greater the pressure differential, the great- An outward opening solid door is provided for
er the sealing effect. the lavatory. The door is locked shut from the
inside by a shoot bolt.
Figure 1-11. Main Entry Door

1 AIRCRAFT GENERAL
INTERIOR EXTERIOR
Figure 1-12. Escape Hatch
ESCAPE HATCH
On the right side of the fuselage is an inward
opening emergency exit escape hatch (Figure
1-12). It incorporates the fourth window on that
side, over the wing root. It also incorporates a
rubber seal for pressurization retention. The
exit may be opened either by a PULL handle
internally or by a PRESS button on the outside.
The internal release handle may be modified to Figure 1-13. Heated Windows
accept a ground security latch. This exit is an
emergency rescue access point, so the ground to a silica gel container at the rear of each win-
security latch incorporates a REMOVE BEFORE dow (Figure 1-14). All cabin windows (see note)
FLIGHT flag. share a common silica gel container mounted
in the forward baggage compartment.
WINDOWS
There are six windows in the cockpit, three
NOTE
each on the pilot and copilot side. The wind- The window installed in the escape
shield and forward side windows are fixed; the hatch is not connected to a common
aft side windows are hinged at the rear. silica gel container. It has its own
container.
The windshields and forward side windows
in the cockpit (Figure 1-13) are made from two The aft cockpit side windows open inward. A
clear, stretched acrylic plastic plies and an locking latch is provided at the forward edge of
outer ply with a heating element applied to its the window.
inner face. (See Chapter 10—“Ice and Rain Pro-
tection,” for more information.) Extreme care must be taken when cleaning and
polishing the acrylic plastic windows. To avoid
The aft cockpit side windows and the passen- crazing (caused by frictional heat), all polishing
ger cabin windows are constructed of three must be done by hand. Use a soft cloth to carry
plies of acrylic plastic. Air gaps between the the cleaning solution to the window and rinse
plies of the aft cockpit windows are connected thoroughly.

• Smoke mask—One in the cockpit right-side

1 AIRCRAFT GENERAL
console (for use with portable breathing

equipment)
• Portable breathing equipment (PBE)—One
PBE stowed as requested by operator on
the right bulkhead of the cockpit
REAR SECTION
The rear section includes the rear equipment
bay, a tail cone, and attachment points for the
vertical stabilizer, ventral fuel tank, and the en-
gine pylons. Access to the rear equipment bay
is through the ventral tank or external baggage
Figure 1-14. Cockpit Aft Side Window compartment (Figure 1-16).
EMERGENCY EQUIPMENT WING

Following is a list of standard and optional The Hawker 800XP has a swept-back, cantile-
emergency equipment available on the Hawker vered, all-metal wing (Figure 1-17). The center
800XP (Figure 1-15). wing section is contoured to fit the fuselage
• Hand fire extinguisher—One on the left and is attached to the fuselage at four attach-
bulkhead of the cockpit. Optional hand fire ment points.
extinguisher in the cabin. Air flow control devices on each wing consist
• Cockpit 02 full face masks—One to the left of a row of vortex generators, a vortilon, and a
of the pilot seat and one to the right of the stall trigger. The vortex generators are attached
copilot seat to the upper surface of the wing. The vortilon
• Smoke goggles—Stowed on cockpit side is on the bottom surface of the wing leading
walls or side consoles edge, inboard of the inner end of the row of
vortex generators. The stall trigger is attached
• Therapeutic oxygen masks—Two stowed in to the anti-icing distributor inboard of the land-
the forward vestibule cabinet (for use with ing lamp.
the airplane oxygen system)
• Crash axe—One on the left bulkhead of the On the trailing edge a double slotted flap ex-
cockpit tends from the wing to the fuselage. An upper
and lower air brake is positioned forward of
• Flashlights—One on the left bulkhead of the flap; in the closed position the air brakes
the cockpit and one on the copilot side form part of the flap shroud.
• First aid kit—Stowed in the forward vesti-
bule cabinet. The stowage is labeled “FIRST The major portion of each wing is sealed to form
+ AID.” an integral fuel tank. Top skins are machined
single sheets from root to tip. The bottom skins
• Life jackets (standard airplane)— are machined single sheets from airplane cen-
º One at the front of each pilot seat base terline to tip. The leading edge of each wing
contains the landing and taxi lights (Figure 1-18)
º One in the forward vestibule cabinet and anti-icing fluid panels.
º One under each armchair
º Four in the forward armrest of the three-
seat settee

1 AIRCRAFT GENERAL
1
6 14
7 13
12
11
10
3
7
17
6 OXYGEN MASK (PORT AND STARBOARD)
16
7 SMOKE GOGGLES
15
8 SMOKE MASK
9 LIFE JACKETS (PILOT AND COPILOT)
1 ESCAPE HATCH (EMERGENCY EXIT) 10 CRASH AXE
INSIDE CABINET: 11 HAND FIRE EXTINGUISHER (BCF)
LIFE JACKET (STEWARDESS) 12 MAIN ENTRY DOOR (EXIT)
2
THERAPEUTIC OXYGEN MASKS (2) 13 THERAPEUTIC OXYGEN OUTLETS
FIRST AID KIT 14 FIRST AID KIT (OPTIONAL POSITION)
3 FLASHLIGHT 15 FIRE EXTINGUISHER
4 PORTABLE OXYGEN BOTTLE 16 LIFE JACKETS (3)
5 PORTABLE BREATHING EQUIPMENT 17 LIFE JACKETS (5)
Figure 1-15. Emergency Equipment Locations

caused by the engine exhausts. Both the ver-

1 AIRCRAFT GENERAL
tical and horizontal stabilizers are all-metal,

using spars and stressed-skin construction. A
ram-air scoop is in the dorsal fin forward of the
vertical stabilizer.
Figure 1-16. Rear Equipment Bay Hatch
Figure 1-19. Empennage
AIRCRAFT SYSTEMS
The following is a brief introduction to the ma-
Figure 1-17. Wing jor airplane systems on the Hawker 800XP.
Detailed descriptions of these systems are
contained within the individual chapters of the
training manual.
ELECTRICAL POWER SYSTEMS

The airplane electrical system is a 28 VDC sys-
tem which receives power from two starter-
generators connected through a split bus bar
system. An additional starter-generator is avail-
able from the APU. Two main batteries provide
normal electrical system backup power and a
power source for internal engine starting. An
external power unit can be connected via a
three-pin plug to energize the bus bars for ser-
Figure 1-18. Landing and Taxi Lights vicing and engine starting. Two main inverters
provide single-phase, 115-volt, 400-Hz AC pow-
EMPENNAGE er. A standby inverter will supply essential AC-
operated systems in the event of failure of both
The empennage (Figure 1-19) consists of the main inverters. Two transformers provide 6-volt
horizontal stabilizer, elevators with trim tabs, and 26-volt AC power. Two engine-driven alter-
vertical stabilizer, and a rudder with trim tabs. nators provide independent 208 VAC power
The horizontal stabilizer is mounted high on for windshield, sidescreen, and stall vane heat-
the vertical fin away from airflow disturbance ing. Two DC ammeters, a DC voltmeter, and an

AC voltmeter are used to monitor the electrical (AiResearch) and Solar Turbines Incorporated,
1 AIRCRAFT GENERAL
system. (Turbomach) manufacture power units installed
in the Hawker 800XP. Its function is to drive a
DC generator to power the aircraft electrical
LIGHTING system, charge the aircraft batteries, and pro-
The Hawker 800XP has standard navigation, vide bleed air to the air conditioning system for
beacon, strobe, landing, and taxi lights. An ice heating and cooling.
light is on each for wing ice inspection. Inte-
rior lighting includes instrument illumination
and passenger cabin lamps, step and vesti-
POWERPLANT
bule lamps, passenger reading lamps, lavatory The aircraft is propelled by two Garrett AiRe-
lamps, and galley and cabin notice lamps. Op- search Model TFE 731-5BR-1H turbofan engines
tional logo lamps are available. installed in pods mounted on pylons; one on
each side of, and integral with, the rear fuselage.
MASTER WARNING SYSTEM Firewalls divide each pod into two fire zones
The master warning system (MWS) panel is which are ventilated by ram air; both zones in-
on the center instrument panel. Ice protec- corporate a fire/overheat warning system. The
tion, fuel, and electrical system annunciators two-shot fire extinguishing system discharges
are grouped on the roof panel. Roof and MWS only into zone 1, the forward zone.
panel annunciators are red, amber, and white.
Hot air is bled from the engine to pressurize
Red warnings are those which require immedi-
and air condition the aircraft, to operate the
ate crew action. Amber and white annunciators
rudder bias system and for engine anti-icing.
denote faults or system conditions of less ur-
gency to the crew. Test buttons are provided to Each engine has a combined starter-generator
test annunciator filaments and warning circuits. and can be started from either the aircraft bat-
teries or a ground power supply. Each engine
FUEL SYSTEM has an alternator for pilot windshield anti-icing.
The Hawker 800XP fuel system includes one Engine power and fuel shutoff controls for each
integral (wet) fuel tank in each wing and a metal engine are operated by separate throttle and
ventral tank in the lower aft fuselage. The sys- high-pressure cock levers and low-pressure
tem has both a wing tank-to-tank transfer ca- cock levers on the center control pedestal.
pability and a crossfeed capability from either
wing tank to one or both engines. One elec- Engine starting, ignition, and anti-ice controls
tric boost pump in each wing tank delivers fuel are on the flight compartment roof panel. En-
under pressure to its respective engine during gine operating indicators (i.e., N1, N2 RPM, ITT,
normal operating conditions. Each boost pump oil pressure, and temperature) are on the cen-
operates two jet pumps for transfer of fuel from ter instrument panel. Annunciators associated
outer portions of the same tanks and from the with the engine are on the main MWS and roof
opposite wing tanks and ventral tank. The fuel panel.
system has both gravity and pressure refueling/
defueling capabilities. All tanks can be pres- The Hawker 800XP airplanes are equipped
sure-refueled or defueled independently. with a Dee Howard TR5000BA Thrust Reverser
System. The system includes a thrust reverser
assembly at the rear of each engine nacelle
AUXILIARY POWER SYSTEM and various controls and indicators within the
cockpit.
The auxiliary power unit (APU) is a self-sufficient
unit in the rear equipment bay that renders the
airplane independent of ground service equip-
ment. Both the Garrett Turbine Engine Company

FIRE PROTECTION are anti-iced by engine high-pressure bleed

1 AIRCRAFT GENERAL
air. The engine fuel computer PT2/TT2 sensor is

The Hawker 800XP fire protection system in- electrically heated.
cludes the detection and warning of fire and
overheat conditions in each engine and within
the APU. Overheat detection capability is also
AIR CONDITIONING
provided for the rear equipment bay. Fire extin- Air supply for the air conditioning system is
guishers are installed to extinguish engine and provided by pneumatic air from the engines
APU fires. The engine fire extinguishing system or APU. Pneumatic engine air is provided by
is a two-shot system; if an engine fire is not ex- 4th stage low-pressure (LP) air, which is nor-
tinguished with actuation of the first bottle, the mally supplemented by high-pressure (HP) air
second bottle is available for discharge into at lower engine power settings. Pneumatic air
the same engine. The engine fire bottles are in from the engines is regulated by a valve and
the rear equipment bay. The APU has indepen- a flow control venturi to maintain proper air
dent fire detection, warning, and extinguishing supply. APU bleed air is regulated through a
systems. Two portable hand-held extinguishers one-way check valve and a flow control valve.
are on board, one in the cockpit and one in the Combined operation of engine and APU pneu-
cabin. matic air is limited to one minute. The air cycle
machine (ACM) contains primary and second-
PNEUMATICS ary ram air heat exchangers and a cold air unit.
This air is mixed with hot air that bypasses the
The Hawker 800XP uses engine bleed air to cold air unit and is the air supply for the air con-
supply pneumatically operated airplane sys- ditioning and pressurization systems. Controls
tems. Each engine has a low and high-pres- are provided for automatic or manual tempera-
sure bleed-air port. Bleed air is provided to ture control.
the air-conditioning, pressurization, and rud-
der bias systems. Bleed air is also used for the
air jet pump and to pressurize the hydraulic
PRESSURIZATION
reservoir. Normal operation of the system in- The cabin is pressurized by engine bleed air
troduces high-pressure air to supplement the through the air conditioning system. Cabin
low-pressure air supply at low power settings pressure is automatically controlled by two
to maintain minimum pressure requirements. outflow/safety valves that are pneumatically
Pneumatic controls are on the roof panel and operated by the difference between cabin
fault annunciators are on the center instrument and ambient pressures. These valves govern
panel. the exhausting of cabin air to the atmosphere.
Safety devices limit the outflow when the cabin
ICE AND RAIN PROTECTION altitude reaches a preset value. Full range man-
ual control of pressurization is available in the
The Hawker 800XP is approved for flight into event of malfunction of the automatic features.
known icing conditions when the required A dump valve is provided to vent the cabin.
equipment is installed and operational. Ice de- When the dump valve is selected fully open, a
tection is provided by a rotary-cutter system ram-air valve opens to ventilate the unpressur-
and two wing ice inspection lights. The wing ized cabin.
and horizontal stabilizer leading edges are an-
ti-iced by a TKS fluid system. The windshields
and forward sidescreens are electrically heated
HYDRAULIC POWER SYSTEMS
to prevent icing. Windshield rain removal is ac- The Hawker 800XP has both main and auxiliary
complished by the aerodynamic shape of the hydraulic systems. The main system is pressur-
windshield. Electric heating also is provided for ized by two engine-driven pumps, one on each
the pitot heads, forward static plates, rudder engine. The system provides pressure for ac-
bias heater muffs, and stall vanes. Engine inlets tuation of the brakes, thrust reversers, flaps,

airbrakes, nosewheel steering, landing gear, provide stall vent pressure. Water traps and
1 AIRCRAFT GENERAL
and stick pusher. System operation is moni- drains are provided in the pipelines. The pitot
tored by annunciators and a system pressure heads and forward static vent plates are heated
gauge. The auxiliary hydraulic system is pres- to prevent icing.
surized by a hand pump. It provides pressure
for emergency extension of the landing gear
and for flap operation.
AVIONICS
Standard avionics includes the EFIS 86 E or
LANDING GEAR AND BRAKES SPZ 8000 Electronic Flight Instrument Systems.
The system consists of four identical electronic
The Hawker 800XP landing gear is hydrauli- flight display units and one multifunction dis-
cally actuated and fully enclosed by hydrauli- play unit together with the necessary processor
cally and mechanically actuated doors. Gear units and control panels. Two display units are
position and warning are provided by indicator installed one above the other on each main in-
lights and a warning horn. Nosewheel steering strument panel. They replace the conventional
is also hydraulically powered. The brake sys- electromechanical ADI and HSI on each side.
tem is controlled by master cylinder pressure The multifunction display unit occupies the
and provides for normal and emergency brak- weather radar position with a weather radar
ing. Antiskid braking is available during normal control panel mounted directly below the unit.
braking. Parking brakes are applied with a lever In addition to information previously displayed
in the cockpit that also selects the emergency on a conventional ADI and HSI, items such as
braking system. air data, annunciation of flight director modes,
waypoint and VOR/LOC locations, weather pat-
terns, together with checklists and diagnostic
FLIGHT CONTROLS messages, are also available. The flight direc-
Primary flight controls include ailerons, rudder, tor function can be used independently of the
and elevators. All are mechanically actuated. autopilot system with the pilot steering the air-
Secondary flight controls include flaps and airplane to satisfy the flight director commands as
brakes which are powered by the main hydrau- programmed, or the autopilot may be coupled
lic system. The flaps also can be powered by to automatically steer the airplane to satisfy
the auxiliary hydraulic system. Trimming of the flight director commands as programmed. The
primary flight controls is mechanical in all three yaw damper system operates independently of
axes, with electric elevator trim also available. A the autopilot and may be engaged with or with-
spring-loaded strut, compressed during rudder out the autopilot engaged.
deflection, assists in return of the rudder to neu-
tral. The rudder also incorporates a pneumati-
cally actuated bias system to counter asymmet-
OXYGEN SYSTEM
ric thrust during single-engine operation. The Hawker 800XP oxygen system provides
oxygen for crew and passenger use from
high-pressure steel cylinders. In flight, oxygen
PITOT-STATIC SYSTEM is available to the crew at all times. The pas-
The pitot-static system serves the computers of senger’s oxygen is available automatically at
air data systems, a standby altimeter, a standby high cabin altitudes or manually anytime at the
airspeed indicator, the cabin differential pres- pilot’s discretion. Oxygen for therapeutic pur-
sure gage, and the stall warning and identifica- poses is available at all times at selected cabin
tion system. Provision is made for addition of op- outlets. A portable oxygen system (smoke set)
tional equipment. Pitot pressure supplied to the is stowed in the cockpit.
stall detectors and additional equipment can be
isolated by manual selection. Two pitot heads
provide impact pressure, four static vent plates
provide static pressure, and two wing vents

CHAPTER 2
ELECTRICAL POWER
SYSTEMS
CONTENTS
2 ELECTRICAL POWER
Page
SYSTEMS
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Distribution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
DC POWER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
APU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
Ground Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
Distribution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
AC POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
Inverters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
Control and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Distribution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
ELECTRICAL POWER SOURCES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Emergency Battery Supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
LIMITATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
DC Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25

ILLUSTRATIONS
Figure Title Page
2-1 Component Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2

2-2 Circuit Breaker Panel Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2-3 Main Distribution (Circuit Breaker) Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2-4
Battery Locations (NiCads Shown). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2 ELECTRICAL POWER
2-5 DC Bus Bar Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5

2-6 Battery Temperature Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
SYSTEMS
2-7 Generator Cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7

2-8 Power Generation (Configuration No.1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2-9 Power Generation (Configuration No.2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
2-10 Power Generation (Configuration No.3). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
2-17
Generator Controls and Indicators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
2-18 APU Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
2-19 Ground Power Receptacle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
2-20 Ground Power Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
2-21 Circuit Breaker Panel DA-A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
2-22 Circuit Breaker Panel DA-D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
2-23
Inverter Controls and Indicators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
2-24 AC Power System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
TABLES
Table Title Page
2-1 DC Electrical Component Listing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5

2-2 Inverter Controls and Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22

2 ELECTRICAL POWER
SYSTEMS
CHAPTER 2
ELECTRICAL POWER
SYSTEMS
INTRODUCTION
This chapter contains a description of the electrical power system used on the Hawker 800XP
including information on the DC and AC systems. The DC system consists of storage, generation,
distribution, and monitoring DC power. The AC system consists of generation, distribution, and
monitoring of the constant-frequency (inverter) and the variable-frequency (alternator) AC systems.
Also included in this chapter are specific limitations.
GENERAL
Basic electrical power of the Hawker 800XP is generator is installed on the auxiliary power
provided by the DC system. This system con- unit (APU).
sists of two brush-type starter/generators, one
on each engine. The generators are controlled Two main aircraft batteries are provided. Two
by their respective generator control units additional batteries are also provided, one for
(GCUs) to produce 28.0 volts DC. Each genera- standby instrument power and the other for
tor is capable of supporting a 300 amp contin- emergency radio power. The DC supply from
uous load, with a transient load limit of up to the generators and batteries has a positive
400 amps for two minutes. An identical starter/ polarity and uses the low-resistance bonded

airframe as a return current path. Power from DC external (ground) power connected, all DC
the two main generators and the APU genera- buses can be powered.
tor is distributed to the airplane systems via a
split bus system. A GCU in each generator cir- NOTE
cuit stabilizes the bus bars at 28.0 volts. With
the generators on line, manual selection of a With only one generator on line, the
BUS TIE switch enables the system to be paral- bus tie must be closed to power both
leled or split into two separate systems. Auto- PS1 and PS2.
matic bus splitting occurs when a bus protec- Inverters, powered from the airplane DC sys-
tion unit voltage sensor detects undervoltage tem, provide 115 volts AC for the operation
2 ELECTRICAL POWER
or overvoltage conditions. of various airplane systems and navigation

equipment.
SYSTEMS
Nos. 1 and 2 batteries, normally connected in

parallel, can be manually selected to provide Two engine-driven alternators provide three-
DC supplies for essential services. phase 208 volt AC uncontrolled frequency elec-
DC power distribution is through a split bus trical power for heating ice and rain protection
system consisting of two secondary DC buses, systems. These are more completely described
PS1 and PS2 (power secondary 1 and 2), and in Chapter 10—“Ice and Rain Protection.”
two essential DC buses, PE and PE2 (power Figure 2-1 shows the electrical system compo-
essential). Note that the secondary DC buses nents locations in the aircraft.
cannot be powered from the main batteries.
This arrangement is required in order to restrict Figure 2-2 shows the circuit breaker panel lo-
loads on the batteries until an engine-driven cations, and Figure 2-3 shows the main distri-
or APU generator is on line. An essential DC bution (circuit breaker) panel.
bus, PE (power essential) is also provided. A
sub-bus from PE, the PE2 bus, provides power
for items essential for engine starting. With any
of the three generators on line, or with 28 volt
AFT DISTRIBUTION
PANELS
ALTERNATOR GROUND
POWER INVERTERS
STARTER-GENERATOR
ALTERNATOR
MAIN STARTER-GENERATOR
DISTRIBUTION
PANEL
BATTERIES
Figure 2-1. Component Locations

2 ELECTRICAL POWER
SYSTEMS
COPILOT SIDE LOOKING AFT
Figure 2-2. Circuit Breaker Panel Locations
STORM LAMP
AC DISTRIBUTION XE
GENERAL PURPOSE XS1

STALL INDENT CBs SUBPANEL DA-D XS2
TEST SOCKET
AVIONICS
CBs SUBPANEL DA-A
FUSES F1 TO F30
A SUBPANEL DA-C
MWS CIRCUIT RELAYS

CARDS SUBPANEL DA-B
HEATSINK
SUBPANEL DA-L
SUBPANEL
COVER DA-E
LOOKING AFT LOOKING FORWARD
Figure 2-3. Main Distribution (Circuit Breaker) Panel

DISTRIBUTION
Distribution of electrical power is made via a
main distribution panel (DA) just aft of the co-
pilot seat. The panel embodies two general
service circuit-breaker panels and one circuit-
breaker panel for avionics, navigation, and ra-
dio services.
The general-service circuit breakers on the
2 ELECTRICAL POWER
subpanel DA-D and DA-A are identified by la-

bels showing the systems and a grid. The grid
SYSTEMS
is marked in numbers horizontally and let- Figure 2-4. B

attery Locations
ters vertically. Circuit breakers protecting un- (NiCads Shown)
switched PE systems are marked with a white
background for ease of isolation in the event equipment and standby instruments are also
of smoke or fire. The push-pull button of each installed. The ratings for those batteries are
circuit breaker is marked with the appropriate appropriate for the avionics and instrument
amp rating. requirements they support. NiCad batteries
The DC bus bar system also includes three have high temperature warning annunciators
panels in the rear equipment bay area. These provided on the roof panel and a temperature
panels contain circuits and fuses for certain indication on the center control pedestal.
essential services. A negative ground re- The avionics emergency battery powers select-
turn is provided through the aircraft structure ed avionics equipment during a total DC power
via grounding points below the panels in the failure. The equipment selected varies between
equipment bay. completion centers; however, all installations
Non-essential systems that are duplicated, or supply adequate emergency power to the avi-
where the load is divisible, are supplied from onic equipment needed for safe landing.
bus bar PS1 or PS2 so that a power supply fail- The main batteries maintain DC power to the
ure on either bus bar will not result in a complete PE bus in the event all generated power fails.
failure of these systems. Non-essential systems Except for using external power to start the
that are not divisible are supplied from either PS1 engines or APU, the main batteries are always
or PS2. All essential systems are supplied from used as an internal power source for that pur-
bus bar PE. pose. Starting control circuits are powered from
the main batteries, through the PE bus.
DC POWER Electrical controls, indicators, and component

locations are shown in Table 2-1.
BATTERIES Aircraft with lead-acid batteries do not have the

following annunciators:
Three types of batteries may be installed:
• BATT HOT
• 24 VDC, 23 ampere-hour (AH)
• BATT OVHT
nickel-cadmium
• 24 VDC, 25 AH lead-acid The three-position BATT OFF–ON–EMERG
switch (Figure 2-5) enables No. 1 and No. 2 bat-
• 24 VDC, 28 AH lead-acid
teries to be used in the normal (on) or emergen-
The two main batteries are located side- cy modes. The EMERG position of the switch is
by-side in the rear equipment bay (Figure protected by a spring-loaded balk.
2-4). Separate batteries for installed avionics

contactors closed, No. 1 and No. 2 batteries are

Table 2-1. DC Electrical Component Listing connected in parallel to power the PE bus via
diodes.
ELECTRICAL SECTION OF ROOF PANEL Bus bars PS1 and PS2 are not powered un-
BATTery OFF/ON/EMERG switch less external power is connected, or a genera-
BATTery ISOLATE switch BATT 2/NORM/BATT 1 tor (engine or APU) is online and the bus tie is
EXT PWR ON/OFF switch closed. When a generator comes online, both
BATT 1 CNTCTR annunciator
emergency contactors remain closed, and a
battery is connected to the respective PS bus
2 ELECTRICAL POWER
BATT 2 CNTCTR annunciator
bar via closure of the appropriate battery con-
EXTernal BATTery CHG ON/OFF switch tactor. When the buses are tied, both battery
contactors are closed to connect No. 1 and No.
SYSTEMS
BATT HOT annunciator (NiCad batteries only) (1 or 2)
BATT OVHT annunciator (NiCad batteries only) (1 or 2) 2 batteries to their respective PS bus bar for
GEN (1 or 2) FAIL annunciator charging.
BUS TIE OPEN annunciator
DC VOLTS meter CAUTION
Ammeter 1 and 2
No. 1 battery may be excessively
BATT AMPS and 0-40 pushbuttons
discharged and damaged if the roof
Voltmeter selector switch and rotary knob switch on panel DA and the entry
ENGINE START SECTION OF ROOF PANEL light switch on the forward cabin
bulkhead are left ON for long periods
START PWR annunciator switch
while external power is applied.
STARTER annunciator switches
ENG 1 and ENG 2 operating This is because the vestibule roof
light and the entry light are connect-
CENTER PEDESTAL
ed via their switches directly to the
Battery temperature indicator (NiCad batteries only) No. 1 battery and illuminate irrespec-
tive of the position of the EXT PWR,
EXT BATT CHG, or BATT switches.
BATT SWITCH TO EMERGENCY

Setting the switch to EMERG uses power from
both the No. 1 and No. 2 batteries (placed in
parallel) to close both emergency contactors
to connect those batteries to the PE bus. The
EMERG position also disables the engine and
APU start circuitry, and opens both battery
contactors (if closed).
When the batteries are fully charged and the
correct emergency procedure is carried out,
No. 1 and No. 2 batteries can maintain essen-
Figure 2-5. DC Bus Bar Control tial services for approximately 30 minutes. If
the batteries are less than fully charged and
BATT SWITCH TO ON prompt action in load shedding all nonessential
services is not accomplished, the time of ser-
With both generators off-line and external pow- vice is shortened.
er selected to OFF, setting the BATT switch to
ON uses No. 1 battery (see Figure 2-9) to close
emergency contactors No. 1 and 2. With these

BATTERY ISOLATE SWITCH BATTERY TEMPERATURE INDICATION

Setting the switch to BATT 1 or BATT 2 opens
(NICAD BATTERIES ONLY)
the associated battery contactor, effectively A combined outside air, fuel, and battery 1 and
isolating that battery from the charging circuit. 2 temperature indicator is located on the cen-
The associated BATT CNTCTR annunciator on ter control pedestal. Temperature sensors fit-
the roof panel illuminates. Setting the switch to ted integral with No. 1 and No. 2 batteries are
NORM permits No. 1 and No. 2 battery contac- electrically connected to the indicator via a ro-
tors to close when the PS buses are powered tary selector switch and a push-button switch
from the airplane generators or when charg- (Figure 2-6). The relevant battery temperature
2 ELECTRICAL POWER
ing No. 1 and No. 2 batteries from an external is indicated when the pushbutton is pressed
power supply. and the adjacent switch is set to BATT 1 or 2.
SYSTEMS
START PWR SWITCHLIGHT

This sequential push-on, push off switchlight,
with an integral PWR ON/PUSH FOR ABORT
annunciator, functions as a start master switch
for internal and external starts. Depressing the
START PWR switchlight illuminates the PWR
ON/PUSH FOR ABORT annunciator. For in-
ternal starts, this should also close the inter-
nal start contactor to allow the batteries to be
placed in parallel onto the starter bus. Starting
is now available from the operating ENG 1 or
ENG 2 switchlights. Internal starting should be
used when external power is not available. Figure 2-6. Battery Temperature Indicator
During external starts, with ground power con-
nected and start power selected, an interlock BATTERY VOLTAGE INDICATION
with the ground power contactor disables op-
eration of the internal start contactor. A voltmeter and selector switch are located
on the DC POWER section of the overhead
Irrespective of starting power source, the BATT panel. With the selector switch set to B1 or B2,
switch must be placed to the ON position for the voltage of the associated battery is indi-
engine and APU starting. This allows PE to be cated. A third position is provided and a toggle
powered for essential services (such as fire switch will allow voltage of the third and fourth
detection/protection) during engine and APU emergency avionics batteries to be read when
starting. selected.
BATTERY HIGH-TEMPERATURE BATTERY CHARGING

WARNINGS (NICAD BATTERIES ONLY)
Under normal conditions, with the bus tie
An amber BATT HOT annunciator and a red closed, the main batteries are charged when-
BATT OVHT annunciator are connected to ever a generator is on line. Following appropri-
thermal switches integral to the No. 1 and No. ate manual selection, the rates of charge are
2 batteries. Both annunciators are included in displayed on the generator ammeters.
the master warning system (See Figure ANN-1).
With an external power supply connected and
BATT HOT illuminates when the temperature of the EXT PWR switch on, Nos. 1 and 2 batter-
either battery reaches approximately 57° C, and ies may be charged by turning the EXT BATT
BATT OVHT warning occurs at approximately CHG switch to ON. This action powers closed
70° C. both battery contactors (via the ground supply

contactor, a battery hot relay and an under- cowling. Cooling during ground operation is
volts/overvolts relay) to connect No. 1 and No. 2 provided by an integral fan on each generator.
batteries to their respective PS buses.
With PE powered, the relevant BATT 1 or 2
CNTCTR annunciator illuminates when either
the associated No. 1 or No. 2 battery contactor,
or emergency contactor, or both are not closed.
NOTE
2 ELECTRICAL POWER
During external battery charging, if
a battery overheats (NiCad batteries
SYSTEMS
only), or external power voltage goes
beyond allowable values, the No. 1
and 2 battery contactors automati- Figure 2-7. Generator Cooling
cally open to disconnect batteries
from the charging circuit. For engine starting, the generator operates as
If this is caused by a battery over- a starter motor powered by a 28 VDC ground
heat, the battery contactors will au- supply, or by the 24V airplane main batteries
tomatically reclose to resume battery connected in parallel.
charging when battery temperature The generator controls, indicators, and annun-
drops below the overheat level. ciators, with the exception of an ELECT annun-
If the battery charging was automati- ciator on the center instrument panel, are all
cally discontinued for external power located on the roof panel.
voltage going beyond allowable val-
ues, a manual reset is required to ENGINE STARTING
resume battery charging. Place the
EXT PWR switch OFF, and discon- The function of the engine starting circuits
nect the external power source. En- during the full starting sequence is described,
sure the external power supply prob- together with the associated controls and indi-
lem is corrected. Momentarily place cators, in Chapter 7—Powerplant. The electri-
the BUS TIE switch to CLOSE before cal functions of starting, as well as other circuit
attempting to reapply ground power configurations, are shown in Figure 2-8 through
to the airplane. Figure 2-16.
External Start
GENERATORS With external power connected, 28 VDC is
A starter/generator is mounted on each engine. available through use of the EXT PWR switch.
The generators are self-exciting and produce Setting this switch to ON completes a circuit,
rated power output when the engine reaches via normally closed contacts of an internal start
self-sustaining speed. The output voltage of contactor to power a ground supply contactor.
each generator is stabilized by an associated With this contactor powered, ground power is
generator control unit (GCU) at 28 VDC (± .75 connected to all buses. With the BATT switch
VDC). Each is capable of supporting a 300 am- ON, pushing the START PWR switch light illumi-
pere load continuously, or up to 400 amperes nates the integral PWR ON/PUSH FOR ABORT
for a maximum of two minutes. annunciator, and allows the start circuit to func-
tion when ENG 1 or 2 operating switch selection
Each generator is cooled from an air intake in is accomplished.
the engine cowling (Figure 2-7). The cooling
air is vented overboard via a duct in the lower

NO. 1 NO. 2 APU

STARTER STARTER STARTER
GEN GEN GEN
ENG 1 ENG 2
2 ELECTRICAL POWER
SYSTEMS
START START START

CONTACTOR CONTACTOR CONTACTOR GARRETT
GROUND STARTER BUS
POWER
CONNECTION
SOLAR
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
PE2
EMERGENCY
CONTACTORS
PE BUS
Figure 2-8. Power Generation (Configuration No.1)

NO. 1 NO. 2 APU

GEN GEN GEN
2 ELECTRICAL POWER
GARRETT
SYSTEMS
GEN LINE GEN LINE SOLAR
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

NO. 1 NO. 2 APU

GEN GEN GEN
ENG 1 ENG 2
2 ELECTRICAL POWER
GARRETT
START
SYSTEMS
START START
CONTACTOR CONTACTOR CONTACTOR
STARTER BUS SOLAR
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
2 ELECTRICAL POWER
GARRETT
START START START
SYSTEMS
SOLAR
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:
BATTERY SWITCH—ON LEGEND
START POWER SWITCH—IN BATTERY POWER
NO. 2 STARTER SWITCH—IN

NO. 1 NO. 2 APU

GEN GEN GEN
ENG 1 ENG 2
2 ELECTRICAL POWER
GARRETT
START START START

SYSTEMS

SOLAR
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

START POWER SWITCH—IN GENERATOR POWER
BUS-TIE CONTACTOR—OPEN

NO. 1 NO. 2 APU

GEN GEN GEN
ENG 1 ENG 2
2 ELECTRICAL POWER
GARRETT
START START START
SYSTEMS
SOLAR
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
NORMAL FLIGHT CONDITION:

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

NO. 1 NO. 2 APU

GEN GEN GEN
ENG 1 ENG 2
2 ELECTRICAL POWER
SYSTEMS
GARRETT
START START START
GROUND STARTER BUS SOLAR

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:
EXTERNAL POWER SWITCH — ON LEGEND
EXTERNAL BATTERY CHARGING SWITCH — ON EXTERNAL POWER

NO. 1 NO. 2 APU

GEN GEN GEN
ENG 1 ENG 2
2 ELECTRICAL POWER
START START START
SYSTEMS
STARTER BUS
GEN LINE
SOLAR
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

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

NO. 1 NO. 2 APU

GEN GEN GEN
ENG 1 ENG 2
2 ELECTRICAL POWER
SYSTEMS
START START START

STARTER BUS
GEN LINE GEN LINE SOLAR

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
APU GENERATOR ON LINE LEGEND

BATTERY SWITCH—ON
BUS TIE CONTACTOR—CLOSED APU GENERATOR POWER

Internal Start attempt to reinstate can be made by holding

the associated GEN CLOSE/TRIP switch to trip
Setting the BATT switch to ON and pushing the momentarily and then to CLOSE for five sec-
START PWR switch on energizes the internal onds and then release.
start contactor via closed contacts of the deen-
ergized ground supply contactor. These selec-
tions connect No. 1 and 2 batteries in parallel NOTE
to the starter bus and allows the start circuit to With external power on the aircraft
function when ENG 1 or 2 operating switch se- bus system, no GLC can be closed.
lection is accomplished.
Bus-Tie Contactor
2 ELECTRICAL POWER
The PE bus remains powered during a normal
internal start. When closed, the bus-tie contactor will open
SYSTEMS
to split the PS1 and PS2 buses in the event of
For either type of start, the starting sequence power supply failure or malfunction. The me-
may be terminated at any time by depressing chanically latched contactor is manually con-
the START PWR switch (now annunciating “PWR trolled by a spring-loaded BUS TIE CLOSE/
ON/PUSH FOR ABORT”). This action deener- OPEN switch or automatically opened by the
gizes the internal start contactor only and the voltage-sensing unit in overvoltage (29.5V) or
engine start contactor to depower the start cir- undervoltage (24.5V) conditions.
cuits, and will extinguish the PWR ON/PUSH
FOR ABORT and OPERATING switchlights. With the bus-tie contactor closed, the BUS TIE
OPEN light goes out. PS1 and PS2 are linked
together, and the generator load equalization
POWER GENERATION is enabled and under/over voltage monitoring
The transition from starting to generating mode is now active.
is performed automatically by the GCU. The The equalizing circuit ensures equal load shar-
GCU senses a reference voltage and signals ing between the engine driven generators when
the generator line contactor (GLC) to close. This PS1 and PS2 are paralleled and serviceable.
connects the generator to the associated bus
(PS1 or PS2). When a GLC closes, the associ- With the bus-tie contactor open, PS1 and PS2
ated GEN FAIL light goes out. are split, and the generator load equalizing
circuit is inoperative. Additionally, power will
In the generating mode, the GCU functions as light an amber BUS TIE OPEN annunciator and
a voltage regulator. The GCU also signals the ELECT annunciator on the MWS panel. With any
GLC to open when reverse current, overexcita- airplane generator connected to the electrical
tion, or overvoltage is detected. Additionally, to system, the bus tie contactor can be closed by
avoid reverse current flow, the GCU prevents positioning the BUS TIE switch to CLOSE. This
GLC closure when bus voltage is higher than action provides power from PE, via the genera-
the generator output voltage. tor line contactor, to close the bus-tie contactor.
NOTE The voltage-sensing unit opens the bus-tie con-

tactor automatically when an overvoltage or
Overvoltage and overexcitation, in undervoltage condition occurs on the PS1 and
addition to opening the GLC, will also PS2 buses. The unit will automatically open the
trip the generator field circuit. Either bus tie contactor, when the voltage exceeds
fault will open the field circuit wheth- 29.5 volts or falls below 24.5 volts. Time-delay
er the GLC is open or closed. circuits in the voltage-sensing unit prevent the
Fault detection and opening of the generator bus-tie contactor from being operated by pow-
line contactor (GLC) takes the generator off er transients.
line and lights the GEN FAIL and MWS ELECT With PS1 and PS2 split in case of under/over
annunciators in appropriate conditions. An volts, the normally operating bus restores to

28 volts. The out-of-limit bus may be switched

off automatically by the operation of the GCU
overvoltage or reverse-current protection cir-
cuits. The defective bus can be depowered
manually by positioning the associated GEN-
erator control switch to TRIP. With the defec-
tive generator off line, positioning the BUS TIE
switch to CLOSE closes the bus-tie contactor,
and repowers the depowered bus.
2 ELECTRICAL POWER
Overvoltage Protection
The GCU overvoltage protection device oper-
SYSTEMS
ates to open the generator field circuit when

generator output voltage is 32.5 volts or above.
The GLC simultaneously opens and discon-
nects that generator from its bus (PS1 or PS2).
Generator Control Switches
Figure 2-17. Generator Controls
A three-position GENerator control switch, la- and Indicators
beled “CLOSE/TRIP,” is connected into each
generator circuit. (Figure 2-17). The switch, When the BATT button is pressed, ammeters
spring-loaded to the center position, can be now show the charge rates for the respective
used either to reinstate an off-line generator, or MAIN batteries. If the battery charge rate is so
to take a malfunctioning generator off line. low it cannot be read easily on the full instru-
ment scale, the 0–40 switch should also be
Momentary positioning the GEN switch to TRIP pressed. With both buttons pressed, the value
opens the GLC and generator field circuit. With of the graduations on both ammeters is divid-
a generator off line from manual TRIP selec- ed by 10, and the ammeter scales represent
tion, or because of operation of any of the GCU a range from 0–40 amperes. The 0–40 push
protection circuitry, holding the GEN switch to button should only be used when the charging
CLOSE for five seconds may reinstate the gen- rate is less than 40 amperes. (Immediately after
erator. If a fault does not exist, the generator will an internal start, the charging rate may be as
come back online when the switch is released. high as 150 amperes.)
Ammeters A red segment is marked on each instrument
Two ammeters are located on the roof panel, dial to cover the range above 400 amperes; the
(Figure 2-17). The #1 ammeter indicates No. 1 300–400 ampere range is marked in amber.
generator load or No. 1 battery charge rate; the Voltmeter
#2 ammeter indicates No. 2 generator load or
No. 2 battery charge rate. A BATT pushbutton A DC voltmeter on the roof panel (Figure 2-17)
and a 0–40 pushbutton are between the two indicates the voltage for the installed batteries
ammeters. selected or the voltage on bus bars PS2, PE,
or PS1 when an adjacent six-position selector
Each ammeter normally indicates the load on switch is set appropriately. The positions are la-
the associated on-line generator in the range of beled “B1-B2-PS1-PE-PS2.”
from 0–450 amperes. With the bus tie closed,
readings should be approximately equal if the
load equalizing circuit is functioning correctly.
In this situation, the maximum permissible dif-
ference between ammeter readings is 40
amperes.

APU
Either the Garrett/AiResearch or the Solar APU
may be installed (Figure 2-18). Both perform the
same functions, which are to provide a sup-
ply of DC electrical power and bleed air for air
conditioning. While control configuration varies
slightly, their general operation is quite similar.
2 ELECTRICAL POWER
GROUND POWER
SYSTEMS
A standard 3-pin, 28-volt DC ground power
receptacle is located at the right rear fuselage
(Figure 2-19).
For external starts, a ground supply source
capable of producing 28 volts DC with a mini-
mum short term capability of 1,500 amperes is Figure 2-19. Ground Power Receptacle
required. The source must be current limited to
1,100 amperes. (including the starter bus). In this situation, nei-
ther the airplane batteries nor generators can
For ground testing the airplane electrical ser-
be connected to the bus system. Manual selec-
vices, a 28-volt DC battery cart is adequate.
tion of the EXT BATT CHG switch ON will con-
The EXT PWR ON/OFF switch (Figure 2-20) nect No. 1 and 2 airplane batteries to their re-
is located in the electrical section of the roof spective PS bus bar side to allow charging from
panel. a ground supply source.
The ground power supply is connected to the With EXT PWR switch ON, and EXT BATT CHG
airplane DC bus system, and to the starter bus switched OFF, the No. 1 and 2 airplane batteries
bar through the ground power supply contac- are isolated from the airplane bus system. Posi-
tor. Contactor operation is controlled by the tioning the BATT switch ON will enable engine
EXT PWR ON/OFF switch on the roof panel. and APU starting, but will not accomplish any
other action.
Switching EXT PWR ON (Figure 2-20) con-
nects the ground power source to all DC buses
Figure 2-18. APU Location

DISTRIBUTION
Distribution of electrical power is made via a
main distribution (circuit breaker) panel DA lo-
cated in the vestibule just aft of the first officer’s
seat. The panel embodies two general service
circuit breaker panels (Figure 2-21). A circuit
breaker panel for avionics, navigation, and ra-
dio services is located on the upper bulkhead
behind the first officer’s seat (Figure 2-22).
2 ELECTRICAL POWER
SYSTEMS
GENERAL PURPOSE
CBs SUBPANEL DA-D
AVIONICS
CBs SUBPANEL DA-A
Figure 2-20. Ground Power Switch
Engine and APU starting cannot be accom-

plished with the EXT BATT CHG switch ON
(Figure 2-20).
NOTE
With ground power plugged into the
external power receptacle, depress- Figure 2-21. Circuit Breaker Panel DA-A
ing start power will prevent the EXT
PWR switch from allowing external
power from being applied to the bus- DA-D PANEL
ing system. (TOP)
ROWS A-H
If ground power or APU power is not available,
return the BATT switch to OFF until immediate-
ly prior to engine starting.
DA-D PANEL
(BOTTOM)
ROWS J-S
RR0583
Figure 2-22. Circuit Breaker Panel DA-D

Circuit breakers are identified by labels show- inverter is selected ON, or if both inverters are
ing the systems and a grid. The grid is marked operating, and one of the two goes off line.
in numbers horizontally and letters vertically.
Circuit breakers protecting components con- Additionally, a standby inverter, also located in
nected directly to the PE bus are marked with the rear equipment bay) is installed to provide
a white background for ease of isolation in the power for the XE bus should it lose power from
event of smoke or fire. The push-pull button of the main inverters. As with the main inverters,
each circuit breaker is marked with the appro- the standby inverter provides single-phase, 115
priate ampere rating. volt, 400 Hz AC power, but only has the electri-
cal capacity to power the XE bus. Should nei-
2 ELECTRICAL POWER
Three circuit breaker panels are located in the ther main inverter be on line, the standby in-
rear equipment bay area. These panels contain verter (powered from PE) should automatically
SYSTEMS
circuits and fuses for certain essential services. come on line to power the XE bus.
A negative ground return is provided through
the airplane structure via grounding points be- Both 6-volt and 26-volt AC supplies are provid-
low the panels in the equipment bay. ed via two transformers. The No. 1 transform-
er is powered from the XE bus and the No. 2
Nonessential systems which are duplicated, or transformer from the XS1 bus.
where the load is divisible, are supplied from
the secondary buses (PS1 and PS2). This mini- Inverter controls, indicators, and locations are
mizes the possibility of a power supply failure shown in Figure 2-23 and contained in Table
on either bus resulting in a complete failure of 2-2.
these systems. Nonessential systems which
are not divisible are supplied from either PS1
or PS2. All essential systems are powered from
PE.
AC POWER
Electrical power for windscreen, side screen,
stall vane and case heating is provided from
two variable frequency engine driven alterna-
tors. Alternator system information is provided
in Chapter 10—Ice and Rain Protection.
INVERTERS
The inverter-powered AC Bus system is nor-
mally powered from two main inverters in the
rear equipment bay. The inverters provide sin-
gle-phase, 115 volt, 400-Hz AC power for the
AC bus system. The airplane has three AC bus-
es: essential AC (XE); secondary AC No. 1 (XS1);
and, secondary AC No. 2 (XS2). With normal AC Figure 2-23. Inverter Controls and Indicators
system operation, the No.1 main inverter (being
powered from PS1) powers both XS1 and XE; the
No. 2 main inverter (powered from PS2) powers
XS2. Either main inverter has the capacity for
powering the entire AC bus system, and will do
so automatically in the event that only one main

Table 2-2. Inverter Controls and Locations output of the operating inverter to XE, XS1, and
XS2 lines; the contactor is depowered and the
ELECTRICAL AC POWER SECTION failed main inverter shuts off. With the change-
INV 1 and 2 STOP/START switches over complete, the XS1, XS2, and XE FAIL an-
STBY INV ARM/OFF switch nunciators of the operating inverter remain out.
Voltage selector switch, XS1, XE, and XS2 If any distribution line becomes depowered,
AC VOLTS meter an associated relay opens to illuminate its FAIL
STBY INV ON annunciator annunciator and to operate the MWS ELECT
INV1, INV2, XS1, XS2 (amber), and XE (red) FAIL repeater.
2 ELECTRICAL POWER
annunciators
The STBY INV switch is set to ARM for normal
MWS CENTER PANEL flight operations. With ARM selected, the stand-
SYSTEMS
ELECT annunciator by inverter immediately comes into operation

in the event of loss of XE power from the main
inverters. The standby inverter can power only
CONTROL AND OPERATION the XE bus. A STBY INV ON annunciator illumi-
nates when the standby inverter is operating.
The AC system is shown diagrammatically on
Figure 2-24. Each main inverter is controlled 6-VOLT AND 26-VOLT SUPPLIES
by a three-position START/STOP switch. The
switch is spring loaded from START to the cen- Two unswitched transformers convert the 115-
ter (normal) position. No. 1 and No. 2 inverters VAC supply from the inverters into 6 VAC and
and the power distribution lines (XS1, XS2, XE) 26 VAC. These voltages are required for opera-
are each provided with a FAIL annunciator. With tion of some of the navigation equipment.
the main and standby inverters off, all five an-
nunciators are illuminated. The XE FAIL warn-
ing also activates the MWS flashers. DISTRIBUTION
Holding the INV 1 switch to START energizes a GENERAL
contactor and a relay to start the inverter and
connect its output to XS1. Contacts in the pro- Constant-frequency AC outputs from the invert-
tection unit close to provide a lock-on circuit for ers are fed to certain airplane systems from XS1,
the contactor and to extinguish the INV 1 FAIL XS2, and XE, and through the relevant circuit
light. The INV switch should now be released breakers. The general service AC circuit break-
to the center position. Powering XS1 operates ers (DA-A, and DA-D) are located on subpanels
a relay to extinguish the XS1 FAIL light and con- just aft of the copilot’s seat.
nect XS1 with XE. Another relay, operated from
XE, extinguishes the XE FAIL light. The XS2
FAIL light is extinguished because XS2 is pow-
OPERATION
ered via the relaxed No. 2 inverter relay. Posi- With DC power online, turn the inverters on
tioning the control switch to STOP depowers and check that the appropriate MWS lights are
the contactor and shuts down the inverter. extinguished.
The No. 2 inverter system operates similarly Check the inverters as follows: Before start-
but supplies XS2 and, when brought on line, ing the No. 1 and No. 2 inverters, switch off the
extinguishes the INV 2 FAIL and the XS2, XS1, standby inverter and ensure that the XE FAIL
and XE failure lights. annunciator is on. Move the switch to ARM and
ensure that the XE FAIL annunciator is extin-
In the event of failure of one main inverter, the guished and the STBY INV ON annunciator is
associated FAIL annunciator illuminates, the illuminated. Start the No. 1 inverter. Check that
MWS ELECT repeater flashes, and the applica- the associated INV 1 FAIL, XS1 and 2 FAIL and
ble inverter relay changes over to connect the XE FAIL annunciators are extinguished.

PS1 BUS PE BUS PS2 BUS
INV 1 STBY INV INV 2

START ARM START
2 ELECTRICAL POWER
STOP OFF STOP
SYSTEMS
INV 1 STBY INV INV 2
FAIL ON FAIL
NO. 1 STANDBY NO. 2

INVERTER INVERTER INVERTER
STALL
VANE
HEAT
MAGNETIC MAGNETIC
CIRCUIT CIRCUIT
BREAKER BREAKER
XS 1 XE XS 2
FAIL FAIL FAIL
XS1 BUS XE BUS XS2 BUS
NO. 2 6/26-VAC NO. 1 6/26-VAC

INST TRANSFORMER INST TRANSFORMER
XE
XS1 XS2
LEGEND
DC POWER
NO. 1 INVERTER
NO. 2 INVERTER
V
STANDBY INVERTER
AC
Figure 2-24. AC Power System

Start the No. 2 inverter and stop the No.1 invert- No. 4 battery will provide time limited backup
er, then check that the INV 1 FAIL annunciator power to the No. 1 AHRS in flight only in the
comes on. Restart the No. 1 inverter and check event of a total power failure of the normal air-
that all AC FAIL annunciators are out. craft power system.
Both the No. 1 inverter and the No. 2 inverter
must be started (INV 1 FAIL and INV 2 FAIL an- RADIO EMERGENCY FUNCTIONS
nunciators out) and the standby inverter select- The Radio Emergency System is activated by
ed to ARM before takeoff and left in this condi- raising the red RADIO EMERG switch (located
tion throughout the flight. at the top of the DA panel behind the co-pilot)
2 ELECTRICAL POWER
to the ON position. When ON, the Radio Emer-

gency System, No. 4 battery, will provide elec-
ELECTRICAL POWER
SYSTEMS
trical power to the following systems:
SOURCES • COMM 1
• NAV 1
PE Bus • RMU 1
• Standby inverter • ATC 1
PS1 Bus • CDC
No. 1 inverter NOTE

PS2 Bus Audio is available on headsets only
via the EMERG position on the re-
No. 2 inverter spective audio panel.
XE Bus
No. 1 26 VAC transformer LIMITATIONS
XS1 Bus
DC POWER
No. 2 26 VAC transformer
BATTERIES
EMERGENCY BATTERY SUPPLY Minimum battery voltage for starting engines or
the APU is 23 volts. Maximum battery charge
Following a double generator failure No. 3 bat- rate prior to takeoff is 20 amps.
tery will be automatically applied to the stand-
by horizon to maintain the attitude display, and GENERATORS
internal lighting on the standby horizon. The E
BAT ON annunciator on the bottom half of the The generators are limited to 300 amperes
standby horizon switchlight capsule will illumi- continuous with up to a 400 ampere power
nate and an aural warning will sound. The aural consumption allowed for up to 2 minutes.
warning may be canceled by depressing the
horizon warn cancel pushbutton adjacent to
the standby horizon.
In addition to the above, the standby altimeter
and airspeed indicators will have their internal
lighting provided by the No. 3 battery, and the
No. 1 N1 indicator will be powered by the No. 4
battery.

QUESTIONS
1. In flight, the batteries should maintain es- 5. The ground power receptacle is located:
sential service during a dual generator fail- A. On the left forward fuselage
ure for:
B. On the left engine nacelle
A. 10 minutes maximum
C. On the right rear fuselage
B. 20 minutes minimum
D. In the right main gear wheel well
C. 30 minutes minimum
2 ELECTRICAL POWER
D. 150 minutes maximum 6. For engine starting, the ground power unit
SYSTEMS
must be capable of supporting a continual
2. The maximum battery amps (charge rate) power demand of:
for takeoff is: A. 28 volts, 1,100 amperes
A. 25 amperes B. 28 volts, 1,500 amperes with 1,100-amp
B. 30 amperes current limiter
C. 35 amperes C. 30 volts, 1,100 amperes
D. 20 amperes D. 28 volts, 1,200 amperes
3. When a generator is off line and the GEN 7. Circuit breakers protecting unswitched PE
FAIL and ELECT annunciators illuminate, circuits are marked to ease isolation in the
the generator can be brought back online event of smoke or fire with:
by: A. Fluorescent paint
A. Positioning the GEN switch to TRIP, B. A white square behind the circuit
then releasing it breaker
B. Resetting the generator circuit C. A large irregular-shaped bead
breakers
D. A grid of numbers and letters
C. Positioning the GEN switch to CLOSE
then releasing it
8. When powered, the standby inverter uses
D. Turning the EXT PWR switch to ON what DC power source to produce power
for the XE bus?
4. The battery-charging rate can be moni- A. PE
tored by:
B. PE2
A. Monitoring the ammeter with one bat-
tery off. C. PS1
B. Monitoring the ammeter. D. PS2
C. Turning off one battery and monitoring
the voltmeter.
D. Depressing the BATT ammeter
pushbutton.

CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
INTERIOR LIGHTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Cockpit Lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Passenger Compartment Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Emergency Lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Rear Equipment Bay Lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
3 LIGHTING
EXTERIOR LIGHTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Navigation Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Landing and Taxi Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Strobe lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Wing Ice Inspection Spotlight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Anticollision Beacons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
ELECTRICAL POWER SOURCES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9

ILLUSTRATIONS
Figure Title Page
3-1 Dimmer Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2

3-2
CHART LIGHT/WANDER LIGHT Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
3-3 Pad Lights Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
3-4 EMER-OFF-STORM Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
3-5 Spotlight and Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
3-7 Vestibule Lighting Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
3-6
Passenger Warning Sign Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
3-8
Emergency Lighting Controls—Cockpit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
3-9 Emergency Exit Light Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
3-10 EXIT Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
3-11 Rear Compartment Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
3 LIGHTING
3-12 Exterior Lighting Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6

3-13 Exterior Lighting Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7

CHAPTER 3
LIGHTING
3 LIGHTING
INTRODUCTION
A standard lighting package is used on the Hawker 800XP. In the cockpit, lighting is used for gen-
eral area illumination and for all flight instruments. The majority of the instruments are internally
lighted. For direct illumination, floodlights or pillar-mounted lights are provided. The standard warn-
ing lights are available for the cabin area, and provisions are made for illuminating the exits in the
event of an emergency. General cabin lighting configurations vary greatly due to custom installa-
tions. Exterior lighting consists of navigation, landing and taxi, anticollision beacons, strobe, logo,
and wing inspection lights.
GENERAL
The main instrument panel lighting is provided instrument panel lighting, various instruments
by white lights on the lower canopy rail and un- and panel-mounted displays are integrally il-
der the main instrument panel glareshield. The luminated. In areas where panel or instrument
lights are controlled by a PANEL LTS-FLOOD lighting is desirable, and no integral lighting ex-
dimmer switch on the PANEL LTS section of ists, panel-mounted pillar lights are utilized.
the left or right glareshields. In addition to

Low-voltage power for cockpit lighting is ob- • Two optional (left and right) logo lights on
tained from transformers through dimming con- the underside of the horizontal stabilizer
trol units supplied from the DC and AC buses.
The bus supplies are controlled by a push-but-
ton LTS MASTER switch on the left side of the
roof panel. When pushed on, the switchlight il-
INTERIOR LIGHTING
luminates the word ON, and completes the bus
circuits to the dimming control units. COCKPIT LIGHTING
An entry light on-off switchlight on the forward The cockpit lighting consists of floodlights,
bulkhead adjacent to the entry door controls edge lighting of panels, and internal lighting of
a vestibule light, step light, refuel panel lights, instruments.
and ankle duct lamps. A roof light switch on the
forward bulkhead (DA) circuit breaker panel Most of the lighting is controlled by switches and
also controls the lights. dimmers, either on the left or right glareshields
extensions (Figure 3-1).
The aircraft exterior lighting system is equipped
with the following lights: A box containing a number of spare bulbs is fit-
ted at the base of the main distribution sidewall.
• Three navigation lights (red on the left wing-
tip, green on the right wingtip, and white on CHART LIGHTS
3 LIGHTING
the tail cone)

• Two flush-mounted landing lights (one on Two chart lights are on the crew service panel.
the leading edge of each wing) One, above the copilot head, is directed toward
the pilot position; the other, above the pilot
• Two (left and right) wing taxi lights (one next head, is directed toward the copilot position.
to each landing light on the leading edge of Normal control of these lights is via dimmers on
each wing) the same panel. An alternate supply is also pro-
• Two (left and right) nose taxi lights on the vided for these lights from the three-position
underside of the nose radome CHART LIGHT/WANDER LIGHT switch (Figure
• Two red anticollision (beacon) lights (one 3-2) on the bulkhead panel facing forward, be-
on top of the vertical stabilizer and one on hind the copilot seat.
the bottom of the fuselage) This switch, when positioned to the CHART
• Three strobe lights (one on each wingtip LIGHT position, connects electrical power from
and one on the tail cone) PE via diodes to both chart lights and bypasses
• Two wing ice inspection lights the dimmer controls. This position illuminates
both chart lights to full brilliance.
Figure 3-1. Dimmer Switches

Figure 3-2. CHART LIGHT/

WANDER LIGHT Switch
WANDER LIGHT Figure 3-3. Pad Lights Control
The wander light, a portable light on a coiled
3 LIGHTING
cord, and switch are adjacent to the aisle be-
hind the copilot seat. A socket for the light is
provided adjacent to the container, and power
supplies to the socket are controlled by the
three-position CHART LIGHT/WANDER LIGHT
switch (Figure 3-2). Power is supplied by the PE
bus.
PAD LIGHTS
Two lights at the tip of the left and right wind-
shield pillars illuminate the writing pads are
controlled by dimmer switches on the left and
right glareshields (Figure 3-3).
STORM LIGHTS Figure 3-4. EMER-OFF-STORM Switch
Three lights are provided to give high-intensi-

ty white light to minimize crew flash blindness STANDBY LIGHTING
during lightning conditions. The lights, one on
Electrical power for standby lighting is available
the flight compartment right bulkhead and one
when PE is powered. The lights connected to
above each side console, are powered from the
and controlled by from their normal operating
storm position of the two EMERG–OFF–STORM
switches to provide standby lighting are:
switches on the pilot and copilot glareshield ex-
tensions (Figure 3-4). Power is supplied by the • Chart lights
PS2 bus.
• Wander light
• Spotlight

SPOTLIGHT
A bullseye spotlight (Figure 3-5) with universal
mounting is fitted on the forward face of the cap-
tain’s rear bulkhead with its control switch fitted
directly above. This light is provided for illumina-
tion of the subpanels on the edge of the bulk-
head panel. Power is supplied is by the PE bus.
Figure 3-6. P
assenger Warning
Sign Switches
3 LIGHTING
Figure 3-5. Spotlight and Control

VESTIBULE LIGHTING
Entrance and vestibule illumination is provided
PASSENGER COMPARTMENT by two step lights and a roof-mounted twin-
LIGHTING light assembly. One step light on the left side
of the entrance and one light of the twin-light
assembly are powered directly from the No. 1
PASSENGER SAFETY NOTICES battery. The control switches (Figure 3-7) are
FASTEN BELTS/NO SMOKING notices are in- wired for two-way switching. They are labeled
stalled in the cabin forward and rear bulkheads. ENTRY DOOR and ENTRY LIGHTS and are on
A SEAT BELTS ON–OFF switch and a NO SMKG the upper inboard edge of the bulkhead panel
ON–OFF–AUTO switch are on the cockpit roof and on the lower section of the left side forward
panel (Figure 3-6). Turning either switch ON il- cabinet rear face. Configuration varies for these
luminates the appropriate safety notice and ac- switches. The ENTRY DOOR switches also con-
tivates an audio system chime unit. The chime trol the integral lighting for the refueling panel
also sounds as the notice is extinguishing. With at the rear of the bulkhead panel.
the NO SMKG switch positioned to AUTO, the
NO SMOKING notice automatically illuminates
and the chime operates as the nose landing
gear locks down during extension. The no-
tice automatically extinguishes, along with the
chime sounding as the nose gear unlocks for
retraction.
Figure 3-7. Vestibule Lighting Switches

EMERGENCY LIGHTING
COCKPIT
Electrical power for emergency lighting is
supplied from the PE bus and is controlled
by the EMERG position of the two EMERG–
OFF–STORM switches on the pilot and copilot
glareshield extension (Figure 3-8). Selection
of the EMERG position on either switch illumi-
nates lights on the canopy rail and glareshield
panel to provide main instrument panel light-
ing. Power is also supplied from PE to illuminate
(if installed) the standby compass integral light,
which is normally controlled by the CTR PANEL
dimmer switch on the left glareshield (Figure
3-8).
Figure 3-9. Emergency Exit Light Switch
PASSENGER COMPARTMENT
3 LIGHTING
Figure 3-10. EXIT Light
Figure 3-8. Emergency Lighting
Controls—Cockpit 3-10). With the MANUAL–OFF–ARM switch re-
selected to OFF, the EMERG LTS OFF annun-
ciator is illuminated.
Emergency Exit Lighting
Selecting the switch to ARM (normal flight
An emergency exit light switch (Figure 3-9) on setting) extinguishes the EMERG LTS OFF
the interior lights section of the roof panel con- annunciator and arms the system for auto-
trols the DC power supply for lighting the main matic operation. During automatic opera-
exit (entry door) and the red EXIT signs (Figure tion, the EXIT notices illuminate in the event
3-10). The switch has ARM, MANUAL, and OFF of PE bus bar failure.
positions.
With the aircraft battery switch ON, PE pow-
ered, and the MANUAL–OFF–ARM switch set
to OFF, the EMERG LTS OFF (EMERG Lights not
selected on master warning panel, if installed)
annunciator is illuminated. Setting the switch to
MANUAL illuminates the EXIT notices (Figure

Alternate Emergency Exit Lighting

In accordance with FAR Part 125, these emer-
gency lights are operated off two batteries,
designated FWD and AFT.
FWD:
• Main door illuminated EXIT sign.
• Six evenly divided aisle lights
AFT:
• Two lights on each side of emergency es-
cape hatch Figure 3-11. Rear Compartment Light
• Escape hatch external lamp (overwing
escape route)
• External left wing leading edge to ground
area lamp
These lights automatically illuminate when elec-
3 LIGHTING
trical power is removed from the PE bus bar.
REAR EQUIPMENT BAY LIGHTING

A light is provided on the roof of the rear equip-
ment bay for general area illumination (Figure
3-11). Power for a socket to provide power for
the wander light is also wired in this circuit.
DC power for both the light and socket is from
Battery No. 1 via an ON–OFF switch on the Figure 3-12. Exterior Lighting Controls
structure adjacent to the bay door hinge. An
additional bar switch on the light assembly con- NAVIGATION LIGHTS
trols power to the light and socket. Both switch-
es are in series. Either switch may be used to A navigation light is incorporated into each
disarm power to the circuit. The switch on the leading-edge wingtip, and one is in the aft tip of
rear bay door hinge should depower the light the fuselage. The light control switch positions
and socket with the door closed. are NAV and OFF and receives power from PE
bus bar.
EXTERIOR LIGHTING LANDING AND TAXI LIGHTS

Exterior lighting consists of navigation, landing, Individual landing lights and taxi lights are
taxi, anticollision beacons, strobe lights, logo in the leading edge of the wing. The lights
(if installed), and wing inspection spotlights. are controlled by two switches labeled L or R
All exterior lighting control switches are on the LANDING, TAXI, and OFF. In TAXI position, only
cockpit roof panel (Figure 3-12). Exterior light- the taxi lights are illuminated; in LANDING posi-
ing locations are illustrated in (Figure 3-13). tion, only the landing lights are illuminated. The
left wing landing light and taxi lights are pow-
ered from PE bus bar; the right set, by the PS2
bus bar. The radome-mounted nose taxi lights

ANTICOLLISION BEACON
NAVIGATION LOGO LIGHT

LIGHT
LANDING AND WING ICE NOSE TAXI
TAXI LIGHTS INSPECTION LIGHTS
LIGHT
Figure 3-13. Exterior Lighting Locations
3 LIGHTING
are powered from PS1 (left) and PS2 (right) bus
bars, and will illuminate any time either the wing WING ICE INSPECTION SPOTLIGHT
landing lights or wing taxi lights are turned ON.
A spotlight is installed on the left and right side
of the fuselage to illuminate the wing lead-
STROBE LIGHTS ing edge. The lights are controlled by the ICE
switch. Power is supplied from PS1 bus for the
Along with the standard aircraft position light left light, and PS2 bus for the right light. An op-
presentations, strobe lighting provides an ad- tion is available for a logo light system, consist-
ditional means of airplane identification. Strobe ing of a light installed on the underside of each
lighting consists of three flashing white con- horizontal stabilizer.
denser discharge lights, a power supply unit for
each light, and a control STROBE light switch
on the flight compartment roof panel. ANTICOLLISION BEACONS
One strobe light is fitted to each wingtip and on A red anticollision beacon is located on the tip
the end of the tail cone. of the vertical stabilizer and another on the bot-
tom center fuselage. Both lights are controlled
by a switch labeled BEACON and OFF. The
lights are powered by the PS2 bus bar. An op-
tion is available for a beacon/pulse system.

ELECTRICAL POWER NOTES
SOURCES
PE Bus Bar
• CB panels (spotlight) Captain Side
• CB panels (wander)
• Chart (left and right)
• Instrument panels (EMERG position)
• Standby compass internal light (if installed)
• Navigation
• Left landing
• Left taxi
PS1
• Wing inspection spotlight (left)
3 LIGHTING
• Pad lights
• Strobe
PS2
• Pad lights
• Right landing
• Right taxi
• Beacons
• Wing inspection spotlight (right)
• Storm light

QUESTIONS
1. Power for the EMERG–OFF–STORM switch 4. For normal operations, the EMERG lights
in the EMERG position is provided from: switch should be positioned to:
A. PS2 A. MANUAL
B. PE B. OFF
C. PS1 C. ARM
D. XE D. EMERG
2. An entry light switch is on the: 5. The ______ switch provides circuit control
A. Roof panel for the instruments, pedestal lighting, and
display panels.
B. Aircraft-left bulkhead sidewall
A. ROOF PANEL
C. Center console
B. PEDESTAL
D. Aircraft-right bulkhead sidewall
C. PANEL LTS
D. LTS MASTER
3. If the NO SMKG switch is positioned to
3 LIGHTING
AUTO, the NO SMOKING light illuminates
when:
A. A downward force of 1.5 g is felt.
B. The nose gear locks down during
extension.
C. Cabin altitude reaches 1,500 feet.
D. The vestibule light is turned on.

CHAPTER 4
MASTER WARNING SYSTEM

CONTENTS
Page
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
MASTER WARNING LIGHTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Center Annunciator Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Roof Annunciator Panels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
TEST FUNCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
DIM FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
AUDIBLE WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Engine Fire Detection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Warning Horn. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
4 MASTER WARNING
Landing Gear Warning Horn. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
SYSTEM
Airbrakes Warning Horn. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Overspeed Warning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Cabin Depressurization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Airframe Anti-Icing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7

ILLUSTRATIONS
Figure Title Page
4-1 TEST Switch and DIM Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5

4-2 MWS DIM FAIL Annunciator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
4-3 Fire Bell Isolate Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
4-4
Landing Gear Horn Cancel Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
TABLES
Table Title Page
4-1 Center Annunciator Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3

4-2
Roof Annunciator Panel—Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
4-3 Roof Annunciator Panel—Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
4-4
Roof Annunciator Panel—AC Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
4-5
Roof Annunciator Panel—DC Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
4-6
Roof Annunciator Panel—Engine Fire Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
4 MASTER WARNING
SYSTEM

CHAPTER 4
MASTER WARNING SYSTEM
4 MASTER WARNING
INTRODUCTION
SYSTEM
The master warning system consists of two master warning lights on the glareshield panel, a center
annunciator panel, five roof annunciator panels, and a system of audible warnings. The capability
to dim and test all annunciators is provided. The system provides a visual and/or audible indication
of system status and directs pilot attention to any problem area.
GENERAL
The master warning system (MWS) is designed automatically extinguishes. Should the fault not
to include all serious warning indications on one be corrected, the annunciator remains illumi-
panel. This panel is on the center instrument nated but at the dimmed level. Any subsequent
panel as shown in Figure ANN-2. Warnings that problem that illuminates an annunciator causes
require immediate crew action illuminate red all annunciators to reilluminate to full brilliance.
(warning) and cause two red MWS switchlights
on the glareshield to flash alternately. Press- The red glareshield lights will not flash when an
ing the face of either switchlight will extinguish amber annunciator illuminates. However, press-
both lights and cause the warning annunciator ing either one of those MWS lights initiates the
light to dim. If the fault causing the annuncia- dimming circuit and reduces the intensity of
tor to illuminate is corrected, the annunciator any illuminated amber annunciator. As with red
warnings, any subsequent caution light causes

the annunciators to come to full brilliance if the

fault is still in existence.
CENTER ANNUNCIATOR PANEL
The center annunciator panel is on the center
Indications of less urgency are illuminated instrument panel and contains red warning,
in amber (caution) and are engraved to iden- amber caution, and white advisory annuncia-
tify system association. The FUEL XFD TFR , tors. The annunciators, their colors, and causes
ICE PROT , ELECT , FUEL , DUCT OVHT , ENG for illumination are listed in Table 4-1.
1 FIRE , and ENG 2 FIRE annunciators are re-
peater lights. Each is engraved with a vertical
pointing arrow and, when illuminated, directs NOTES
the pilot’s attention to the appropriate section
of the roof panel (see Figure ANN-2).
The DUCT OVHT illuminates when an over-
heat condition is detected in the air condition-
ing ducting. The annunciator directs the pilot’s
attention to the air conditioning system con-
trols in the environmental section of the roof
panel. Until corrective action is taken, the light
will cycle on and off as the system cycles.
White annunciators are provided as an indica-
tion of completed operations and system status
indicators. They can be dimmed by pressing
the face of either MWS light (these will not be
flashing), but will come to full brilliance when
any annunciator initially illuminates.
DC power to the master warning system and
4 MASTER WARNING
test circuits is supplied from PE bus bar.

SYSTEM
MASTER WARNING
LIGHTS
Two red lights, one in front of each pilot on the
glareshield, are labeled MWS (see Figure ANN-
2). They flash whenever a red warning annunci-
ator is displayed or when the TEST switch is de-
pressed. Dual circuitry provides back-up for a
single failure. A failure is indicated by alternate
flashing at an uneven rate of the two lights.
Pressing the face of either light cancels both
red flashing lights. In normal conditions (even
when the lights are not illuminated), this action
also reduces lighting intensity of any red (ex-
cept engine fire), amber, or white annunciator
to a preselected level.

Table 4-1. Center Annunciator Panel

ANNUNCIATOR CAUSE FOR ILLUMINATION ANNUNCIATOR CAUSE FOR ILLUMINATION
WARN (Aircraft equipped with

Solar (Turbomach) APU) The indicated main bleed-air valve
is not in the selected position (time
An annunciator on the APU panel delay of 50 seconds) or the valve
is illuminated. is open while the airplane is on the
ground.
FIRE (Aircraft equipped with Gar-
rett APU)
Autostow is activated; or on Steady light indicates the associ-
ground, rudder bias is not ated engine fuel computer has
inhibited. failed or the switch is in the OFF or
OVSPD PROT position.
Restrict speed to Mach 0.73 or
less, unless autopilot is engaged.
The emergency brake accumulator
pressure is 2,250 psi or less.
Indicated engine bleed-air tem-

perature is excessive.
The indicated engine’s air is not
sufficient for anti-icing.
An overheat condition exists in the

rear equipment bay.
An annunciator on the ICE PRO-
TECTION roof panel is illuminated.
A fire annunciator on the fire panel An annunciator on either DC or AC

is illuminated. power roof panels is illuminated.
4 MASTER WARNING
A fuel roof panel annunicator is
Cabin altitude has reached 9,300 illuminated.
SYSTEM
feet or 14,000 feet with cabin hi-
datum selected.
An overheat condition exists in the
air conditioning ducts.
Indicated engine oil pressure is

less than 25 psi. The entry door is not properly
secured or locked.
The APU master switch is in the

ON position. Amber for Turbomach
Elevator and/or aileron are APU, white for Garrett APU.
mistrimmed for takeoff.
One or both rudder bias switches
are in the OFF position.
Pressure from the indicated hy-
draulic pump is 1,500 psi or less.
Engine anti-ice is selected ON.
The WING FUEL XFD/TFR or AUX

The main hydraulic system has FUEL TFR light on the roof panel is
overheated. (90°C) illuminated.
An annunciator on the left or

The auxiliary hydraulic tank is not right stall identification panel is
full. illuminated.

ROOF ANNUNCIATOR PANELS Table 4-3. Roof Annunciator Panel—Fuel

There are four groupings of annunciators on ANNUNCIATOR CAUSE FOR ILLUMINATION
the roof panel plus the engine fire lights. Un-
der the appropriate heading, the annunciators,
Indicated fuel filter differential is
their colors, and causes for illumination are giv- excessive, or fuel temperature in
en in Table 4-2, Table 4-3, Table 4-4, Table 4-5, the indicated engine fuel pumps is
above normal.
and Table 4-6.
Any valve in the refuel system is

Table 4-2. Roof Annunciator not in the closed position.
Panel—Ice Protection
Auxiliary fuel transfer lever is in
ANNUNCIATOR CAUSE FOR ILLUMINATION the open position.
Wing fuel crossfeed transfer lever

Indicated windshield has reached is in crossfeed or transfer position.
the overheat limit.
Fuel pressure in the supply line to

the respective engine is low.
Indicated engine driven alternator

is not operating.
Table 4-4. Roof Annunciator

Panel—AC Power
Indicated vane heater has failed. ANNUNCIATOR CAUSE FOR ILLUMINATION

4 MASTER WARNING
SYSTEM
Indicates left or right side window

has overheated. Indicated AC bus bar is not
powered.
Airframe ice has been detected.
Indicates loss of left or right pitot

heat.
Indicated inverter is not on line.
Indicates fluid low-pressure output
from airframe anti-icing pump.
Indicates airframe anti-icing fluid The standby inverter is operating.

quantity low.
Indicates one or both continuous

ignition circuits are powered. TEST FUNCTION
The TEST switch (Figure 4-1) is above the cen-
ter annunciator panel and is used to test elec-
tronic warning circuits and lights. Operation of
this push-button switch illuminates all master
warning system annunciators to full brilliance
and flashes the MWS red lights and annuncia-
tor panel repeaters.

Table 4-5. Roof Annunciator

Panel—DC Power
ANNUNCIATOR CAUSE FOR ILLUMINATION
Either battery temperature is

out-of-limits high. (NiCad batteries
only)
Indicated battery is not charging

and/or emergency contactor is Figure 4-1. TEST Switch and DIM Controls
open.
The DIM OVRD–NORM switch is for bypassing
the dimming circuit in the event of a malfunc-
tion. Any malfunction is indicated by illumina-
Either battery temperature is high. tion of the MWS DIM FAIL annunciator (Figure
(NiCad batteries only)
4-2). With the DIM switch set to NORM, light-
ing intensity of all MWS annunciators (except
ENG FIRE 1 and 2) can be varied by rotating the
dimmer.
Indicated generator is not on line.
If an individual annunciator fails to operate
correctly because of a dimmer circuit fault,
the MWS DIM FAIL annunciator illuminates. If
The PS1 to PS2 bus-tie contactor this occurs, DIM OVRD must be selected. With
is open. OVRD set, the dimming circuitry is bypassed,
4 MASTER WARNING
any illuminated annunciator goes to full bright
intensity, and the MWS DIM FAIL warning can-
SYSTEM
Table 4-6. Roof Annunciator Panel— cels. In this switch position, pressing the red
Engine Fire Lights MWS lights has no effect on the intensity of an
illuminated annunciator.
ANNUNCIATOR CAUSE FOR ILLUMINATION
A fire or overheat is detected for

the indicated engine.
Figure 4-2. MWS DIM FAIL Annunciator
DIM FUNCTION
The dim function consists of a dimming rheo-
stat, a DIM OVRD–NORM switch, an MWS DIM
FAIL light, and a circuit tied to the red MWS
lights. The controls are shown in Figure 4-1.
The dimmer rheostat is above the center an-
nunciator panel and sets the annunciator in-
tensity level when the switch is in the NORM
position.

SYSTEM OPERATION
When a system status change or fault occurs,
the appropriate individual annunciator illumi-
nates at maximum brightness. For a red annun-
ciator only, both glareshield MWS red lights
flash alternately and, if the red annunciator is
on the roof panel, the associated repeater il-
luminates steady. If the roof panel annunciator
is amber, the repeater flashes.
Pressing either MWS pushbutton reduces the
annunciator (and repeater, if applicable) inten-
sity to the lighting level selected by the MWS
dimmer (rheostat), and the repeater, if flashing,
changes to steady. Should an additional system
status change or fault occur, the relevant an-
nunciator illuminates at maximum intensity, and
Figure 4-3. Fire Bell Isolate Switch
any previously dimmed annunciator reillumi-
nates to full brightness. Subsequent dimming is
achieved by pressing either MWS pushbutton. WARNING HORN
This dim lighting level is maintained until the
system fault clears and causes the annunciator Several situations will cause the horn to sound
to extinguish. continuously or intermittently. A horn isolate
(cancel) button is used to cancel the horn.
Some circumstances will allow the horn to be
AUDIBLE WARNINGS cancelled with this switch; others will not.

4 MASTER WARNING
A fire bell, a warning horn, and an audio chime LANDING GEAR WARNING HORN
SYSTEM
are generated to provide audible warnings for

several aircraft systems. The horn may sound The horn gives a continuous steady note when
either intermittently or continuously, for differ- the gear is in any position other than down and
ent warnings of separate systems depending locked and the flap handle is in landing (45°)
upon the situation detected. or approach (25°) position. On the ground, with
the landing gear down and locked, the gear se-
lector lever not in the down position, and start
ENGINE FIRE DETECTION power selected, the horn also sounds. In either
circumstance the horn cannot be overridden.
Each engine fire overheat detector system is
connected to an associated ENG FIRE warn- When the landing gear is not down and locked,
ing light on the FIRE panel, an associated ENG and either throttle is moved below approxi-
FIRE repeater light on the MWS panel, the mately 60-70% of N1 rpm, and the airspeed is
MWS flashers, an HP cock warning light, and, below 150 knots, the horn will sound continu-
via a relay, a warning bell. Bell operation may ously. Using the horn CANCEL button (Figure
be canceled by selecting the appropriate BELL 4-4) on the No. 1 throttle lever interrupts power
CNCLD switch (Figure 4-3). to the horn. The horn will now remain silent until
the throttles are both above approximately 60-
Each detector circuit is provided with a FIRE 70% N1 rpm or the airspeed is above 150 knots.
warning TEST push switch on the roof panel. At this point, the horn warning circuit resets.
Pressing the switch operates the associated
warning system.

NOTE
With flaps lowered beyond 15°, the
cabin altitude warning horn is electri-
cally isolated.
To cancel the warning:
• Press the horn isolate button on the No. 1
throttle lever.
Figure 4-4. L
anding Gear Horn • Press either red MWS annunciator flash-
Cancel Button ing light on the glareshield. This stops the
flashing and causes the CABIN ALTITUDE
light to dim to a preset level.
AIRBRAKES WARNING HORN
The horn gives a continuous steady note if the AIRFRAME ANTI-ICING
gear is down and locked, both throttles are
above approximately 60–70% N1 rpm, and the Anytime the airframe anti-icing timer
airbrakes are open. switch returns to zero, a PS2 powered au-
dio tone sounds, indicating pump shutoff.
OVERSPEED WARNING
The intermittent horn will sound if the airplane
is flown above the prescribed speed limits, i.e.,
280 knots (with fuel in the ventral tank) or 335 ELECTRICAL POWER
knots/0.80 Mach (with the ventral tank empty).
SOURCES
An air data computer system initiates this warn-
4 MASTER WARNING
ing. The horn cannot be cancelled with the horn PE Bus
cancel switch. • Master warning supply 1
SYSTEM
Four push switches are on the test section of • Master warning supply 2
the roof panel—one for the low VMO and one • Master warning test
for the VMO/MMO of each of the air data com-
puters. The low VMO test circuits only function • Warning Horn
with fuel in the ventral tank. • Fire Bell
PS2 Bus
CABIN DEPRESSURIZATION
• Airframe anti-icing pump shutoff tone
If the cabin altitude rises above 9,300 (±300)
feet, (approximately 14,000 ±300 feet when
the cabin high datum switch is engaged, if in-
stalled) a pressure-operated switch closes. This
causes:
• The warning horn to sound (continuous
steady note)
• The red CABIN ALTITUDE light on the master
warning panel to illuminate at full brilliance
• The red MWS annunciators on the
glareshield to flash alternately

Questions
1. The MWS panel annunciators can be 5. The flashing red MWS glareshield annun-
dimmed: ciators can be extinguished by:
A. With the DIM OVRD switch. A. Resetting the MWS circuit breaker.
B. By turning the MWS dimmer clockwise. B. Pressing the TEST switch.
C. By pressing the face of either MWS C. Pressing the face of either red MWS
glareshield annunciator. annunciator switchlights.
D. By individual system dimmers. D. Use of the DIM OVRD switch.
2. With the exception of DUCT OVHT , the ar- 6. To illuminate all MWS annunciator lights:
rows on the center annunciator panel flash- A. Press the MWS TEST switch.
ers signify:
B. Position the DIM OVRD switch to OVRD.
A. That the indicated system temperature
is increasing. C. Press the face of either MWS
annunciator.
B. The direction to the glareshield
flashers. D. Turn the MWS dimmer full clockwise.
C. That the indicated system’s tempera-
ture needs to be increased. 7. To bypass the DIM circuit:
D. That a roof panel annunciator is A. Position the DIM OVRD switch to
illuminated. NORM.
B. Press the MWS DIM FAIL ANN light
3. The white annunciators indicate: capsule.
4 MASTER WARNING
A. Completed operations, advisory, or sys- C. Position the MWS dimmer fully

tem status. clockwise.
SYSTEM
B. That the associated system is off. D. Position the DIM OVRD switch to DIM
OVRD.
C. A system malfunction.
D. A system failure.
4. The bus powering the master warning sys-

tem is:
A. PS1.
B. PE.
C. PS2.
D. XE.

CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
FUEL TANKS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Wing Tanks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Ventral Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Vent System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Capacities. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
FUEL DISTRIBUTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
CONTROLS AND INDICATORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Indicators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
REFUELING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
LIMITATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Fuel Loading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Fuel Management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
5 FUEL SYSTEM
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10

ILLUSTRATIONS
Figure Title Page
5-1 Fuel Tanks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2

5-2 Danger Zones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
5-3 Fuel Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
5-4 Fuel Indicators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
5-5 Ventral Tank Filler Cap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
5-6 Refueling Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
5-7
Pressure Refuel/Defuel Coupling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
5-8 Refueling System and Vent Lines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
TABLE
Table Title Page
5-1 Fuel Capacity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3

5 FUEL SYSTEM

CHAPTER 5
FUEL SYSTEM
INTRODUCTION
The Hawker 800XP fuel system includes left and right integral wing tanks, and an auxiliary ventral
tank located in the rear fuselage.
This chapter covers the operation of the fuel system up to the engine-driven fuel pump. At that
5 FUEL SYSTEM
point, fuel system operation becomes a function of the engine. Refer to Chapter 7—Powerplant, for
additional information.
GENERAL
One electric boost pump in each wing tank de- This also ensures an adequate fuel reservoir
livers fuel under pressure to its respective en- for the boost pump. Ventral tank fuel must be
gine during normal operating conditions. Each transferred to the wing tanks, the engines can-
boost pump operates two motive flow (venturi) not receive fuel directly from the ventral tank.
jet pumps. The jet pumps transfer fuel from tank The fuel system has both gravity and pressure
to tank and from the outer portion of the wing refueling/defueling capabilities. All tanks can be
tanks to the fuel sump compartments where pressure refueled or defueled simultaneously.
the boost pumps are located.

FUEL TANKS Each surge tank incorporates a NACA anti-icing

flush-mounted ram-air vent assembly on the
wing undersurface. The ram-air intake of the
GENERAL vent pressurizes the vent system during flight.
A water drain is provided for each surge tank.
Fuel is stored in the left and right integral wing The ventral tank vents into the left wing surge
tanks and an auxiliary ventral tank located in tank (refer to Figure 5-8).
the lower part of the aft fuselage.
CAPACITIES
WING TANKS The wing tanks each have a usable capacity of
The wing tanks are formed by sealing the major 631 U.S. gallons. The ventral tank has a usable
portion of the wing structure (Figure 5-1). The capacity of 224 U.S. gallons. The total usable
tanks are divided by ribs and spars to provide fuel is 1,486 U.S. gallons or 10,000 pounds. Ta-
antisurge compartments. Flapper valves pre- ble 5-1 lists fuel capacities.
vent the fuel from moving outboard in the wing.
The number one (fuel sump) compartment acts For takeoff, the ventral tank must be completely
as the reservoir. The number one compart- filled or empty, but intermediate fuel loads are
ment contains an electrical boost pump, two jet acceptable for the wing tanks and can be ob-
pumps, a water drain, and a fuel drain. tained by manually selecting their refuel valves
off at the required quantity during refueling.
VENTRAL TANK
The auxiliary ventral tank is located in the lower FUEL DISTRIBUTION
part of the aft fuselage. It has a water drain and
a fuel drain. The fuel feed system to both engines is similar.
Fuel is drawn into each number one compart-
ment by two jet pumps using fuel motive flow
VENT SYSTEM from the respective boost pump (Figure 5-2).
One jet pump draws fuel from the various wing
Vent lines from the wing tanks and ventral tank compartments. The other jet pump draws
tank allow fuel venting into surge tanks in the fuel, either from the opposite wing tank or from
wingtips. the ventral tank, depending on the selection of
the appropriate transfer valves. It cannot draw
fuel if both transfer valves are closed.
5 FUEL SYSTEM
RIB 0
FRONT SPAR
3 3 CENTER SPAR
VENT
SURGE 5 1 1 5
TANK 2 2
4 4
6 6
REAR SPAR
NOTE:
THE NUMBERS 1 THROUGH 6
VENTRAL TANK IDENTIFY COMPARTMENTS WITHIN
THE WING FUEL TANKS
Figure 5-1. Fuel Tanks

Table 5-1. Fuel Capacity

TANK IMP. GAL U.S. GAL LITERS LBS
WING LEFT 526 631 2,391 4,224
WING RIGHT 526 631 2,391 4,224
VENTRAL 187 224 850 1,552
TOTALS 1,239 1,486 5,632 10,000
NOTE: W
hen pressure refueling is used the tank capacities will decrease by two Imperial gallons (3 U.S. gallons
or 7 liters) each.
LEGEND
BOOST PRESSURE CHECK VALVE
WING TRANSFER VALVE
HIGH PRESSURE FLAPPER VALVE WING FUEL
XFD/TFR
SUCTION BOOST PUMP
PRESSURE SWITCH JET PUMP
TEMP SENSOR SUCTION

FEED
CHECK
VALVE
FILLER CAP
CROSSFEED
NO.1 VALVE
COMPARTMENTS
LOW- VENTRAL
TEMP SENSOR PRESSURE TRANSFER VALVE
FUEL (CLOSED)
AUX FUEL WING FUEL L.P. COCKS TO APU
TRANSFER X FEED COCKS AUX FUEL
TRANSFER TFR
BOOSTER
PUMP
5 FUEL SYSTEM
OIL
BYPASS FLOW
FILTER
VALVE
ANTI
VENTRAL
ICE
TANK
HI
PRESS VALVE
HIGH
PRESSURE
COMBUSTOR FUEL
COCK
FUEL 1 FUEL 2
LO PRESS LO PRESS
Figure 5-2. Danger Zones

Under normal conditions, each electric boost

pump delivers fuel under pressure to the en- CONTROLS AND
gine on the same side via a low-pressure fuel
cock. Should both electric boost pumps fail, INDICATORS
fuel still gravity feeds into each number one
compartment. This enables the engine-driven
fuel pumps to draw fuel for operation by suc-
CONTROLS
tion feed. The electric boost pumps are controlled by
three-position switches (ON, OFF, EMERG) on
With both electric boost pumps operating
the FUEL section of the roof panel (Figure 5-3).
and the ventral transfer valve open, fuel from
The left and right electric boost pumps are nor-
the ventral tank transfers to both wings from
mally supplied from PS1 and PS2, respective-
jet pump operation. Fuel transfer takes about
ly, with the pump switch on. When the pump
12 minutes. With a single electric boost pump
switch is on and the start power switchlight de-
operating, fuel transfers to the wing tank con-
pressed (ON), the power source switches to PE.
taining the operating pump; transfer time, in
The pumps are connected to PE when EMERG
this condition, may increase to more than 20
is selected.
minutes. Should both electric boost pumps be-
come inoperative, ventral tank fuel cannot be Two LP cocks, an AUX FUEL TRANSFER lever,
transferred. and a single WING FUEL X FEED TRANSFER
lever are provided. The control levers are ca-
Fuel in the left wing tank is normally supplied
ble connected to low pressure, auxiliary, wing
to the number one (left) engine and auxiliary
transfer, and crossfeed valves.
power unit (APU), and fuel from the right wing is
supplied to the number two (right) engine. Fuel The control levers are on the lower aft part of
from both wing tanks can be made available to the center console. Each lever moves in a gat-
either or both engines through the crossfeed ed quadrant. Before selection can be made, the
valve. In the event of single electric boost pump knob on each lever must be pulled out against
failure, opening the crossfeed valve enables spring pressure. The lever locks in the selected
the operating pump to supply both engines. position when the knob is released. The WING
The wing transfer valve allows fuel to be drawn FUEL X FEED TRANSFER lever is X shaped for
from one wing tank to the other. ease of identification.
The low-pressure fuel cocks, one in each supply A ventral tank transfer valve is operated by the
line, isolate the engine fuel feed lines from the single AUX FUEL TRANSFER lever. A hinged
tanks. guard fits over the lever in the closed (up) posi-
tion. This guard must be lifted before the lever
Pressure switches, tapped into each engine
can be moved to the open (down) position.
5 FUEL SYSTEM
fuel line, are connected to FUEL 1 and 2 LO

PRESS annunciators (Figure 5-3). Illumination The WING FUEL X FEED TRANSFER lever
of these annunciators during normal fuel oper- has three positions: WING FUEL, X FEED, and
ation indicates a loss of pressure, and possible TRANSFER. Fuel from the left wing is supplied
electric boost pump failure. A temperature sen- to the No. 1 engine, and fuel from the right wing
sor permits fuel temperature indication to be is supplied to the No. 2 engine when the lever
read from the number one engine fuel supply is in the WING FUEL position.
line on a pedestal-located gauge. The fuel in
each engine fuel supply line passes through a Moving the lever to the X FEED position opens
flowmeter on each engine. the crossfeed valve. Fuel from both wings is
available to either or both engines. A non-re-
turn valve in the outlet of each pump prevents
fuel from being transferred from one wing tank
to the other during crossfeeding.

ROOF PANEL CENTER CONSOLE

Figure 5-3. Fuel Controls
Moving the lever to the TRANSFER (bottom) po- either light is repeated by an amber annuncia-
sition opens the transfer valve, and the cross- tor on the MWS center panel labeled FUEL .
feed valve remains open. Fuel transfer from
one wing to the other is achieved, in normal A white AUX FUEL TFR annunciator on the FUEL
conditions, by switching off one electric boost section of the roof panel illuminates whenever
pump. Fuel is drawn into the tank containing the AUX FUEL TRANSFER lever is moved to the
the operating pump by jet pump operation. open position. This advisory is repeated by a
white FUEL XFD TFR annunciator on the MWS
Two LP COCK control levers are on the right center panel. (See Figure ANN-2.)
side of the center console. The two levers con-
trol two low-pressure fuel valves, one in each An amber REFUEL ON annunciator on the roof
engine supply line, which can isolate the engine panel illuminates whenever any refuel valve is
fuel feed lines from the fuel tanks. Each valve is open. This advisory is repeated by an amber
5 FUEL SYSTEM
open when the associated LP COCK control le- FUEL annunciator on the MWS center panel.
ver is in the up position. A hinged guard, fitted (See Figure ANN-2.)
above the control levers, must be lifted before
A white WING FUEL XFD/TFR annunciator on
the levers can be moved to the closed (down)
the roof panel illuminates when the WING FUEL
position.
X FEED TRANSFER lever is moved out of the
closed position. This advisory is repeated by
INDICATORS a white FUEL XFD TFR annunciator on the
MWS center panel. (See Figure ANN-2.) In the
Two amber annunciators, FUEL 1 LO PRESS and TRANSFER position the light flashes and can-
FUEL 2 LO PRESS, are on the FUEL section of not be dimmed.
the roof panel (Figure 5-3). The annunciators il-
luminate when the fuel pressure in the engine Two fuel quantity indicators, one for each wing,
fuel line falls below 7 psi. The illumination of are on the center instrument panel (Figure
5-4). They indicate usable fuel quantity (in level

flight) in pounds times one thousand. Seven ca-

pacitance probe transmitter units in each wing REFUELING
are electrically connected to each fuel quantity
indication. The airplane can be gravity refueled through a
filler cap in the outboard section of each wing
A magnetic fuel quantity indicator is provided and in the left rear side of the ventral tank (Fig-
for the ventral tank. The indicator is adjacent ure 5-5). A rubber flapper valve is fitted beneath
to the two fuel quantity indicators and shows each wing refuel cap to minimize the possibility
FULL, crosshatch, and EMPT. The high and low- of fuel siphoning in the event of an improperly
level float switches send signals to the indica- closed cap.
tors when the tank is full and empty, respec-
tively. The indicator shows crosshatch anytime
the tank is anywhere between full and empty,
and when electrical power is off. A small residu-
al amount of usable fuel will remain in the tank
after the ventral tank quantity indicator shows
EMPT during the climb. The AUX FUEL TRANS-
FER lever should be left in the open position for
5 minutes after transition from climb to cruise to
ensure that fuel transfer is complete. The ven-
tral tank low-level float switch maintains a circuit
to provide low VMO speed warning at 280 KIAS
until all ventral tank fuel has been transferred.
Figure 5-5. Ventral Tank Filler Cap
Pressure refueling and defueling are provided

by a single-point connection on the right side
of the airplane below the right engine. Pressure
refueling is controlled from a refueling control
panel (Figure 5-6) adjacent to the vestibule
right-hand bulkhead; the panel illumination is
controlled by the door ENTRY LIGHT and ves-
tibule ENTRY LIGHT switches. Electrical power
for fuel valve positioning is available from PE
bus bar or directly from battery No. 1 through
5 FUEL SYSTEM
the refueling control panel ON–OFF power

Figure 5-4. Fuel Indicators switch.
An option is also available for an aft external
refueling panel.

Figure 5-6. Refueling Control Panel
Fuel is loaded or off-loaded through a self-seal-

ing coupling, accessible through a hinged door
recessed into the ventral tank on the right side
of the airplane (Figure 5-7). A pressure-reduc-
ing valve inside the coupling reduces refueling
pressure within the system. Restrictors (within
the low-pressure cocks) and surge relief valves
minimize transient high pressure.
NOTE
Part of the fuel system lines are com-
mon to both the fuel feed and refuel/
defuel systems. Because of the lo-
cation of the surge relief valves, the
low-pressure cocks must be open
when refueling any tanks or defuel-
ing the wing tanks.
Thermal-relief valves are installed in the refu-
eling lines to provide protection against fuel
5 FUEL SYSTEM
overflow due to thermal expansion of the fuel
(Figure 5-8).
A pressure switch in the line to the master re-
fuel valve closes the master refuel valve and Figure 5-7. Pressure Refuel/Defuel Coupling
any open tank refuel valves if an overpressure
situation is detected. Valve-shut indications will
be shown on the refuel control panel.

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 5-8. Refueling System and Vent Lines
Fuel flow into or from the system is controlled OVERFLOW indicator on the refuel control pan-
by an electrically operated master refuel valve. el will illuminate.
Additionally, each wing tank and the ventral
tank has an electrically operated refuel valve. All tanks may be pressure refueled simultane-
ously. Intermediate fuel loads are acceptable
Magnetic indicators on the refueling control for the wing tanks and can be obtained by
5 FUEL SYSTEM
panel show SHUT, crosshatch, or OPEN for selecting the refuel switch off at the required
each of the valves in the system. As each tank quantity level.
is filled, its high-level float switch causes the re-
lated tank valve to close. The tank valve indica- Refer to the appropriate aircraft manual for re-
tor on the refuel control panel will show SHUT, fueling and defueling procedures.
and the tank FULL indicator switchlight will il-
luminate. The valve indicators show crosshatch
when electrical power is off.
Should a malfunction cause the left or right
tank to overflow into its surge tank, a float-op-
erated switch in the surge tank causes the mas-
ter refuel valve and any open tank refuel valves
to close. Ventral fuel tank overflow is routed
to the left wing surge tank. The appropriate

ELECTRICAL POWER Maximum refueling pressure at the receptacle

when single point (pressure) refueling—50 psi,
SOURCES and defueling—11 psi.

For takeoff with ventral fuel, the ventral tank
must be full and each wing must contain at
PE BUS BAR least 3450 pounds of fuel.
• Left fuel boost pump-EMERG (and ON,
when START PWR is depressed during en- NOTES
gine start)
• Right fuel boost pump-EMERG (and ON,
when START PWR is depressed during en-
gine start)
PS1 BUS BAR

• Left fuel boost pump—ON
• Left fuel flow/fuel used indicator
PS2 BUS BAR

• Right fuel boost pump—ON
• Right fuel flow/fuel used indicator
LIMITATIONS
FUEL LOADING
Fuel loaded into the wing tanks shall be equally
distributed between the two wing tanks.
Each wing tank should contain at least 1,000
pounds of fuel before adding fuel to the ventral
tank.
5 FUEL SYSTEM
Before flight, the ventral tank must be com-
pletely filled or empty.
FUEL MANAGEMENT
During flight, including takeoff and landing, the
maximum difference in fuel quantity between
the wing tanks is 500 pounds.
Fuel carried in the ventral tank shall be trans-
ferred into the wing tanks when the fuel level in
the wing tanks falls to 3,300 pounds.
The airplane must not be landed with fuel in the
ventral tank except in an emergency.

QUESTIONS
1. All fuel annunciators and contents indica- 6. With both boost pumps inoperative:
tors are supplied from: A. Leave the AUX FUEL TRANSFER lever
A. PE and/or BATT 1 open.
B. PS1 and PS2 B. Fuel will gravity transfer.
C. PE and XE C. Both A and B
D. A and B D. Ventral tank fuel cannot be transferred.
2. The number of water drains in the fuel sys- 7. If the ventral tank is to be used in flight, it
tem is: must be full, and each wing must contain
A. Two more than:
B. Three A. 3,300 pounds of fuel
C. Four B. 1,000 pounds of fuel
D. Five C. 3,450 pounds of fuel
D. 2,000 pounds of fuel
3. When the ventral tank contains fuel, a low
VMO horn will sound whenever airplane 8. The aircraft fuel system accepts a maximum
speed exceeds: refueling supply pressure of:
A. 270 KIAS A. 25 psi
B. 280 KIAS B. 45 psi
C. 292 KIAS C. 50 psi
D. 320 KIAS D. 55 psi
4. Total usable fuel capacity is:

A. 9,300 pounds
B. 9,440 pounds
C. 9,640 pounds
D. 10,000 pounds
5 FUEL SYSTEM
5. The maximum lateral imbalance permitted

is:
A. 250 pounds
B. 500 pounds
C. 750 pounds
D. 1,000 pounds

CHAPTER 6
AUXILIARY POWER SYSTEM

CONTENTS
Page
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
GARRETT APU (GTCP 36-150). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Limitation Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Abnormal/Normal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
TURBOMACH APU (T62T-40) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Major Sections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Oil System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Ignition System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Control And Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
APU Starting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
6 AUXILIARY POWER
SYSTEM

ILLUSTRATIONS
Figure Title Page
6-1 Garrett APU Control Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3

6-2 Turbomach APU (Typical). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
6-3 Turbomach APU Major Sections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
6-4 Turbomach APU Control Panels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
TABLES
Table Title Page
6-1
Garrett APU Control Panel Switches, Indicators, and Functions. . . . . . . . . . . . . . . 6-3
6-2 Weight and Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
6 AUXILIARY POWER
SYSTEM

CHAPTER 6
AUXILIARY POWER SYSTEM
INTRODUCTION
The APU is a self-sufficient unit installed in the rear equipment bay. Its function is to drive a DC
generator to power the electrical system and provide bleed air to the aircraft environmental system
for heating or cooling. Separate fire detecting, warning, and extinguishing systems are provided
for the APU.
GENERAL
6 AUXILIARY POWER
The Hawker 800XP airplane may have an APU Since there are operating variations, a partic-
SYSTEM
manufactured by the Garrett Turbine Engine ular APU may not be fully covered within this
Company GTCP 36-150, or by Solar Turbines In- chapter. Please consult your APU supplement
corporated T62T-40. Some installations are ap- to the AFM for specific operating instructions
proved for in-flight use without restrictions. Both and restrictions.
APUs can be used in flight in an emergency.

GARRETT APU FIRE DETECTION/EXTINGUISHING

SYSTEM
(GTCP 36-150) Fire protection is provided by a combination
of detection and extinguishing systems. In the
SYSTEM DESCRIPTION event of a fire in the APU enclosure, a visual
and audible alarm will occur.
AUXILIARY POWER UNIT INSTALLATION The APU will automatically shut down and a
fire extinguisher will discharge five seconds
The auxiliary power unit (APU) is installed in the after the detection of the fire alarm. Fire extin-
rear equipment bay to provide environmental guisher thermal relief is directed into the APU
bleed air and DC electrical power for operating enclosure and the APU will not spool after fire
the airplane and its environmental systems dur- extinguisher discharge or relief.
ing ground and in-flight operations.
Switches and indicators for the fire control sys-
The unit is installed in a fire and secondary frag- tem are on the APU control panel (Table 6-1).
mentation containment enclosure in the rear of The APU control panel (Figure 6-1) is on the in-
the equipment bay between frames 20 and 21. board face of the pilot bulkhead.
The installation includes mounting structure, air
inlets for the APU and generator, fuel inlet, APU
exhaust shrouding and shielding, fire detection FUEL SYSTEM
and extinguishing. The APU utilizes fuel from the airplane left main
APU system drains are on the left and right side fuel tank. A tap in the fuel supply tube in the left
of the airplane below the main engine pylons. pylon supplies fuel through shrouded fuel lines,
Access to the APU oil dipstick/fill port is pro- through an APU fuel shut-off valve and a check
vided by a quick release panel on the left side valve. The MASTER switch on the APU control
of the enclosure. panel (Figure 6-1) is used to control the opera-
tion of the APU shut-off valve.
The APU starter/generator is connected to the
airplane via the STARTER and PS2 bus systems. DRAIN SYSTEM
APU bleed air is supplied to the airplane ECS APU drain lines are located below the left and
system via the APU load control valve and right main engine pylons and at the lower fuse-
check valve which prevents main engine bleed lage. Any fluids (fuel, oil or water) leaking from
flow through the APU. the APU enclosure, inlets or shrouded lines will
drain out the fittings through hoses/tubes to the
STARTER GENERATOR airplane drain outlets.
The starter/generator provides rotational start-
ing capability to the APU when powered from
APU BLEED AIR
the airplane battery or from the external 28 When required, the APU can be used to pro-
VDC power connection, via the aircraft start vide bleed air for the environmental system
bus. and or mechanical shaft power for the 28 VDC
generator. These functions can be provided
When in the generating mode, the starter/gen-
6 AUXILIARY POWER
simultaneously or independently by using the

erator output is normally connected to the PS2
APU control panel. The APU bleed air system
and PE bus bars. PS1 bus bar can also be ener-
SYSTEM
consists of a load control valve, air ducts and

gized by selecting the airplane BUS TIE switch
check valve which connect the APU bleed air
on the flight compartment overhead roof panel
system to the airplane environmental system.
to CLOSE.
Generator outputs are monitored and displayed
on the APU control panel.

Table 6-1. Garrett APU Control Panel

Switches, Indicators,
and Functions
SWITCHES AND
FUNCTIONS
INDICATORS
RPM
RPM Indicator Indicates APU % of revolutions per INDICATOR
minute.
EGT
EGT Indicator Indicates APU exhaust gas tempera- INDICATOR
ture in °F x 100.
D.C. LOAD Meter Indicates percent of load being gen- D.C. LOAD
erated by APU. METER
Illuminates amber when oil pressure
is less than 35 PSIG—APU shuts
down.
Illuminates amber when temperature

is above 325°F—APU shuts down.
Illuminates amber if the load control

APU
valve fails to close when BLEED AIR
ANNUNCIATORS
switch is selected OFF.
Illuminates amber when generator

is offline.
Illuminates green when load control

valve opens. MAIN TEST LAMP TEST
TOGGLE TOGGLE
SWITCH SWITCH
Illuminates green to indicated the
APU has reached operating speed.
MAIN TEST Toggle Tests generator control unit’s ability to BLEED AIR
Switch trip APU generator offline. GEN SWITCH TOGGLE
SWITCH
LAMP TEST Toggle Ensures all panel annunciator lamps
Switch are operable.
STOP
GEN Switch Manually controls generator function. MASTER PUSHBUTTON
SWITCH
BLEED AIR Toggle Opens and closes the load control SWITCH
Switch valve.
MASTER Switch Must be pulled to select START or
FIRE APU FIRE
OFF. Selecting START provides power
EXTINGUISHER SWITCHLIGHT
to the APU system and initiates the
SWITCH
start sequence. OFF will shutdown APU FIRE
the APU. Allow the APU to come to WARNING LIGHT
a complete stop before selecting FIRE DETECTION
START again. TEST SWITCH
STOP Pushbutton Initiates action to the ECU to shut-
down the APU. Figure 6-1. Garrett APU Control Panel
Fire Extinguisher A guarded toggle switch, manually
Switch discharges fire extinguisher and initi-
ates action to the ECU to shut down
the APU.
APU FIRE Switch/ A combination switch/light which
Light illuminates red when fire detectors
sense an overtemperature condition
6 AUXILIARY POWER
and fire bell will sound. With the APU

off, pushing the switch/light tests the
fire detection circuit. APU FIRE will
SYSTEM
illuminate and fire bell will sound.

With the APU operating, pushing the
switch/light will shutdown the APU.

The life of the Hot Section components will in certain circumstances to inhibit closure of the
be extended by operating the APU at no-load APU generator line contactor (GLC).
governed speed for at least two minutes prior
to the application of a bleed air load. The two APU GLC Interlock Relay—Prevents APU gen-
minute stabilization at no-load RPM reduces erator being excited onto a possible busbar fault
peak stresses during start and operation by while generator control switch is set to CLOSE.
50%. This substantially reduces the potential
Ground Power Auxiliary Relay—Inhibits GLC
for crack initiation.
input supply when ground power is being used.
ELECTRONIC CONTROL UNIT (ECU) Start Inhibit Relay—Energized to allow APU to

start. Relay energizes when battery switch is on
An ECU (Garrett P/N 2118330-2) is mounted and main battery connectors are de-energized.
on the APU support beam on the left of the
APU enclosure. The control unit monitors APU Periodically, as a maintenance function, the
speed, exhaust gas temperature, oil pressures, generator control unit is tested for its ability to
and overcurrent conditions during APU start- trip the generator off-line in the event of over-
ing and operation. It automatically shuts down voltage. This test is performed by momentarily
the APU in the event that design limitations are positioning the MAIN TEST switch to the OVV
exceeded. Signals from switches and pick-ups position and noting that the APU GEN warning
mounted to the APU power unit are relayed annunciator illuminates amber and the APU
through the ECU to the appropriate indicator ammeter drops to zero.
on the APU control panel. Built-In-Test-Equip-
ment (BITE) indicators are provided on the Positioning the GEN switch momentarily to
ECU to assist maintenance in determining fault CLOSE will bring the APU generator back on-
conditions. line and extinguish the APU GEN warning an-
nunciator. Under normal operating conditions,
Automatic ECU shutdown of the APU will oc- the transition from starting mode to generating
cur in-flight or on the ground if any of the fol- mode is automatic. Manual control of the gen-
lowing occur: erator function is provided by a GEN CLOSE/
TRIP switch on the APU control panel (Figure
1. APU fire 6-1). The switch is spring loaded against either
2. Low oil pressure operating position.
3. High oil temperature
CIRCUIT BREAKERS, CURRENT LIMITERS
4. DC power interruption to ECU
AND FUSES
5. Overcurrent to ECU
6. Loss of EGT signal Flight compartment accessible circuit breakers
are on the DA-D panel in the following locations:
7. High EGT - above redline
8. Overspeed - in excess of 110% N6............. APU FIRE WARN (Normal background)
9. Loss of speed signal N7......................APU FIRE EXT (Red background)

N8......................... APU CTL (Normal background)
ELECTRICAL SYSTEM DESCRIPTION
One 300 AMP starter/generator current limiter
The APU generating system can provide DC
6 AUXILIARY POWER
is on the GA panel which requires maintenance

power to all the airplane busses, with the ex- action if replacement is required.
ception of the start bus. The APU cannot be
SYSTEM
used to assist during airplane engine starts. Six other system protective fuses are on the
The APU generator can be operated in parallel ZK-P, GA and GA-2 panels which require main-
with the main generators. Circuit interlocks, de- tenance action if replacement is required.
scribed below, are incorporated and are active

REAR EQUIPMENT BAY SWITCHES Starter continuous cranking limits:
Two remote toggle switches are on the right 1st start attempt............................ 30 seconds ON,
side of the aft equipment bay access hatch. 3 minutes OFF
APU EMERG SHUT-OFF..........APU Stop/Disable 2nd start attempt......................... 30 seconds ON,

3 minutes OFF
APU LOCK-OFF RESET........Fire Detection Reset
3rd start attempt.......................... 30 seconds ON,
30 minutes OFF
LIMITATION PROCEDURES
IN-FLIGHT STARTS
OPERATING LIMITS
Do not attempt an in-flight start of the APU if
Maximum RPM................................................... 110% both main generators have failed.
Maximum operating EGT............................. 1350°F Start of the APU is prohibited if No. 1 engine has
been shutdown due to fire or engine failure.
Operation to...... 0 - 30,000 ft pressure altitude
Starting to............ 0 - 20,000 ft pressure altitude AUTOMATIC APU SHUTDOWN
If the APU is shut down by the automatic pro-
STARTING CYCLE LIMITS tection system, no attempt must be made to re-
The following limitations are permitted when start the APU until the cause of the shutdown
using airplane batteries or external power. has been established.
Minimum allowable Static Air Temperature Prior to the next flight, the APU and rear equip-
(SAT) for starting of APU - by oil type: ment bay must be inspected for damage.
Type II oil per MIL-L-23699........................... -40°C MAXIMUM GENERATOR

Type I oil per MIL-L-7808.............................. -55°C ELECTRICAL LOADS
Maximum transient EGT: The maximum transient generator load may ex-
ceed maximum continuous load:
15 seconds maximum duration..............1400°F to
1500°F Maximum continuous operation.................... 0.80
Hung start duration: Transient operation.................... 1.2 < 10 Seconds
Above 50% and below 95% RPM...... 10 seconds COMBINED BLEED AIR OPERATIONS
maximum
Simultaneous operation of APU bleed air and
NOTE main engine bleed air is not permitted.
Shutdown the APU if the READY TO Both systems may be operated briefly (1 minute
LOAD light does not illuminate within maximum) during change over from one sys-
60 seconds of start. tem to the other.
6 AUXILIARY POWER
SYSTEM

OPERATION IN KNOWN EMERGENCY PROCEDURES

ICING CONDITIONS
Flight operations of the APU are not approved
APU FIRE
when the airplane is in icing conditions.
Fire bell sounds and with
GROUND DE-ICING PROCEDURES
APU Panel MWS Panel
The APU must be shut down during ground de-
icing operations of the airplane.
1. STOP................................... Push (momentarily)
ATTENDED OPERATION 2. MASTER......................................................... OFF
3. FIRE extinguisher..........Lift guard, select ON
The APU must be attended when passengers
are on board. If fire warning persists:
REQUIRED PLACARDS 4. APU FIRE WARN

circuit breaker...........................Pull (DA-D, N6)
On or adjacent to APU control panel:
NOTE
APU Limitations
Pulling the circuit breaker will silence
OPERATING........................................ 0-30,000 FT the warning bell and extinguish the
APU FIRE switch/light.
STARTING............................................ 0-20,000 FT
Subsequent action:
APU Operation During Airplane Refueling
5. Land at the nearest suitable airport.
Airplane refueling with the APU running is lim-
ited to single point refuel only. Gravity wing re- The cause of the fire warning must be investi-
fueling is prohibited with the APU running. gated and corrected prior to the next flight.
Starting of the APU while refueling is in prog-
ress is prohibited. WARNING
Airplane refueling with the APU running is pro- If fire warning occurs during ground
hibited if the ambient temperature is above 40° operations, do not continue to oper-
C or when the airplane contains JP4 or is being ate the aircraft or the APU until pos-
refueled with JP4. sible damage has been assessed.
Airplane boost pumps must be OFF prior to

commencing refueling operations. NOTE
1. Do not return the MASTER switch to ON.
Weight And Balance
2. The APU FIRE annunciator will remain il-
luminated and the fire bell will continue to
NOTE sound until the overtemperature condition
Removal of any of the APU com- falls below the system set-point and one of
6 AUXILIARY POWER
ponents, will render the APU the following actions are taken:
inoperative.
SYSTEM
a. Pushing the APU FIRE switch/light on the

APU control panel, or
b. Pushing the APU LOCK-OFF RESET
switch in the aft compartment where the
APU is installed.

3. When an APU fire warning occurs, the APU NOTE

will immediately and automatically shut
1. Automatic shutdown may occur during
down and the fire extinguisher will dis-
ground or in-flight operations.
charge after five seconds.
2. Do not return the MASTER switch to ON,
4. Activation of the APU FIRE switch/light does
since this will reset the ECU and remove
not illuminate the aircraft MWS flashers.
the BITE indicators necessary to determine
the cause of the shutdown.
AIRCRAFT DOUBLE GENERATOR FAILURE 3. After shutdown, all annunciators will extinguish
If both main generators fail, do not start the unless caused by fire.
APU. If both main generators fail and the APU 4. Prior to the next flight, the APU and rear
is already operating, the APU may be left on equipment bay must be inspected for
provided the APU generator is operating. damage.
WARNING FAILURE TO START

A failed APU start with two inopera- If the APU fails to start within 10 seconds after
tive main generators may deplete the setting the MASTER switch to start:
main aircraft batteries.
1. STOP................................... Push (momentarily)
2. MASTER......................................................... OFF
ABNORMAL/NORMAL
PROCEDURES CAUTION
AUTOMATIC SHUTDOWN Wait three minutes to allow fuel to
drain before attempting another start.
May be accompanied by:
and/or GENERATOR FAILURE
1. MASTER......................................................... OFF
1. GEN................................. CLOSE (momentarily)
WARNING
NOTE
Do not operate the APU until cause
of shutdown has been determined A maximum of two reset attempts is
and corrected. permissible.
If annunciator remains illuminated:
2. GEN...................................... TRIP (momentarily)
If annunciator extinguishes:
3. Continue APU operations.
6 AUXILIARY POWER
SYSTEM

BLEED AIR VALVE FAILURE STARTING ON GROUND

1. Airplane left LP fuel................................. OPEN
2. MASTER.......................................................... ON
1. BLEED AIR..................................................... OFF 3. DC LOAD meter............................. Reads zero
4. RPM indicator................................. Reads zero
CAUTION 5. EGT indicator............................................ Reads
approximately ambient
Do not open the aircraft main air
valves until the APU load control 6. Airplane LH fuel........................................... ON,
valve malfunction is corrected. EMERG (when using
aircraft batteries)
APU OPERATIONS 7. F
UEL 1 LO PRESS annunciator
(airplane overhead
1. The APU may be started using either the roof panel).....................................Extinguished
aircraft batteries or an external ground 8. L
OW OIL PRESS
power source. annunciator.......................................Illuminated
2. If the fire extinguisher pressure is depleted, 9. APU GEN annunciator................... Illuminated
the APU will not spool.
10. MASTER......................... START (momentarily)
BEFORE STARTING ON GROUND 11. RPM indicator.......................... Shows rotation
12. EGT indicator...................... Shows rise within
1. Fire extinguisher...............Check at or above:
10 seconds after rotation
300 psig at –40°F
575 psig at +70°F 13. APU indicators................. Monitor start cycle
2. Circuit breakers............................................. Set 14. LOW OIL PRESS
annunciator.................................. Extinguished
3. MASTER......................................................... OFF
15. READY TO LOAD
4. Airplane battery............................................. ON
annunciator...................................... Illuminated
5. Airplane external power.............................. ON
16. APU GEN annunciator............... Extinguished
(if desired)
17. DC LOAD meter ....................... Indicates load
6. MAIN TEST................................................NORM
18. RPM indicator............................... Check 100%
7. LAMP TEST...............................................NORM
19. EGT indicator.................... Check within limits
8. GEN................................. CLOSE (momentarily)
20. Airplane BUS TIE.................................... CLOSE
9. BLEED AIR..................................................... OFF
10. FIRE EXTINGUISHER.......................... Covered
by guard
11. APU FIRE switch/light................................ Push
(check APU FIRE illuminates
and fire bell sounds)
6 AUXILIARY POWER
SYSTEM

14. LOW OIL PRESS

CAUTION annunciator.................................. Extinguished
If the aircraft is left unattended with 15. R
EADY TO LOAD
the APU operating, the main aircraft annunciator..................................... Illuminated
batteries should be left on.
16. APU GEN annunciator............... Extinguished
This will allow the APU fire extin- 17. DC LOAD meter........................ Indicates load
guisher to discharge in the event of
an automatic shutdown due to an
APU fire. 19. EGT indicator.................... Check within limits
20. Aircraft BUS TIE..................................... CLOSE
BEFORE STARTING IN-FLIGHT
1. MASTER........................................................ OFF
SIMULTANEOUS BLEED AIR AND
ELECTRICAL SYSTEM OPERATION
2. Airplane Battery............................................ ON
3. MAIN TEST............................................... NORM 1. APU..................................................... Operating
4. LAMP TEST.............................................. NORM 2. RPM and EGT indicators............. Within limits
5. GEN ................................ CLOSE (momentarily) 3. READY TO LOAD
6. BLEED AIR.................................................... OFF
4. BLEED AIR...................................................... ON
7. FIRE EXTINGUISHER....... Covered by guard
5. BLEED AIR ON annunciator......... Illuminated
8. APU FIRE switch/light.............................. Push,
(check APU FIRE illuminates 6. Aircraft Environmental
and fire bell sounds) Controls.......................................... As required
STARTING IN-FLIGHT 8. EGT indicator.................... Check within limits
1. Airplane left LP fuel cock....................... OPEN 9. DC LOAD meter........................ Check loading
(left main engine operating) within limits
2. MASTER.......................................................... ON
BLEED AIR ONLY
3. DC LOAD meter............................. Reads zero
(ELECTRICAL LOAD REMOVED)
4. RPM indicator................................. Reads zero
1. GEN..................................... TRIP (momentarily)
5. EGT indicator................ Reads approximately
ambient or 0 if ambient is lower 2. APU GEN annunciator................... Illuminated
6. Aircraft LH fuel pump.................................. ON 3. READY TO LOAD annunciator.....Illuminated
7. F
UEL 1 LO PRESS annunciator 4. DC LOAD meter................. Check reads zero
(aircraft overhead 5. BLEED AIR...................................................... ON
roof panel)................................... Extinguished
6. BLEED AIR ON annunciator..........Illuminated
8. LOW OIL PRESS annunciator...... Illuminated
9. APU GEN annunciator................... Illuminated
6 AUXILIARY POWER
10. MASTER......................... START (momentarily)

11. RPM indicator.......................... Shows rotation
SYSTEM
12. EGT indicator...................... Shows rise within

10 seconds after rotation
13. APU indicators................. Monitor start cycle

ELECTRICAL LOAD ONLY APU SHUTDOWN

(BLEED LOAD REMOVED)
NOTE
1. BLEED AIR.................................................... OFF
For shutdown, electrical and bleed
2. BLEED AIR ON annunciator..... Extinguished loads should remain as they have
3. B
LEED AIR VALVE FAIL been. Changing these loads, just
annunciator.................................. Extinguished prior to APU shutdown, exposes
the hot section components to ad-
NOTE ditional thermal gradient changes
that will increase potential for crack
If the BLEED AIR VALVE FAIL an- propagation.
nunciator remains illuminated, refer
to the BLEED AIR VALVE FAILURE If APU accessory loads are changed, allow a
procedure in the ABNORMAL PRO- minimum of three minutes to elapse prior to
CEDURES, Subsection 4.05, of the shutdown.
supplement of the AFM.
1. STOP.................................. Push (momentarily)
4. READY TO LOAD 2. RPM indicator......... Check decrease in RPM
3. EGT indicator........................ Check decrease
5. GEN................................ CLOSE (momentarily) in temperature
6. APU GEN annunciator............... Extinguished 4. 4. MASTER............................. OFF when RPM
indicates zero
Airplane delivery empty weight includes the
APU installation as follows in Table 6-2.
Table 6-2. Weight and Balance

ITEM LB X STA = IN. LB
651-1-331-101 APU INSTALLATION 304.8 449.04 136,868
The following serialized major components are included in the above total:
ITEM LB X STA = IN. LB
651-1-348-101 APU BUILDUP 175.0 458.9 80,308
23080-005 STARTER/GEN 36.1 458.9 16,566
51539-006H GCU 2.4 477.5 1146
211833D-2 ECU 6.1 454.0 2769
109512-9 LCV 5.2 473.3 2461
4190-1 FIRE BOTTLE 7.7 469.3 3614
6 AUXILIARY POWER
SYSTEM

TURBOMACH APU COMPRESSOR
(T62T-40) The compressor is a single-stage centrifugal

impeller which draws air through the inlet, com-
presses the air, and directs the airflow for cool-
The Hawker 800XP series may be equipped ing combustion and bleed-air extraction.
with an APU manufactured by Solar Turbines
International. This APU is designated T62T-40.
The turbomach APU (Figure 6-2) is certificated COMBUSTOR
for both on-ground and in-flight (for emergency The combustor consists of a shrouded, reverse-
use only) operation. Flight operation is limited flow annular chamber supplied with a specific
to a maximum altitude of 15,000 feet (emergen- air volume from the compressor. Fuel is added
cy only). to the combustion air by a start fuel injector and
three main fuel injectors, each controlled by a
solenoid valve. In addition, a maximum fuel so-
lenoid valve increases fuel flow to the main fuel
injectors during high load periods.
Ignition is supplied by a single igniter plug.
TURBINE
The single-stage, radial-flow turbine is mount-
ed piggyback on the compressor. The turbine
extracts almost all the energy from the expand-
ing combustion gases and uses the energy to
drive the compressor and the accessory drive.
Figure 6-2. Turbomach APU (Typical) The flow of spent gases from the turbine is re-
versed to flow aft to the exhaust.
MAJOR SECTIONS EXHAUST

The Solar APU (Figure 6-3) is a small gas tur- The exhaust consists of an exhaust duct and
bine engine consisting of six major sections: an exhaust pipe to direct the spent gases to
the atmosphere through an outlet on the right
1. Air inlet side of the rear fuselage above the right engine
2. Compressor nacelle.
3. Combustor
4. Turbine
REDUCTION DRIVE ASSEMBLY
5. Exhaust The reduction drive assembly is a small plan-
etary gear assembly driven by the turbine shaft.
6. Reduction drive assembly The planetary system reduces the high turbine
rpm to the values required for the various ac-
AIR INLET cessories which consist of the following:
6 AUXILIARY POWER
The air inlet is a screened, circular opening in • Oil pump

the waist of the APU, and it provides the main
SYSTEM
• Fuel pump and fuel controller

air inlet to the compressor.
• DC starter-generator
• Tach generator

COMBUSTOR
AIR INLET
ACCESSORY EXHAUST
DRIVE
TURBINE
COMPRESSOR
Figure 6-3. Turbomach APU Major Sections
OIL SYSTEM FUEL SYSTEM

GENERAL GENERAL
The APU oil system is a self-contained, fully au- The APU fuel system is a fully automatic sys-
tomatic system which provides for cooling and tem with no operator controls or adjustments,
lubrication of the rotor bearings and the bear- The fuel system functions to control the APU
6 AUXILIARY POWER
ings and gears in the reduction drive assembly. during starting and acceleration, and provides
for a nearly constant rpm under all operating
SYSTEM
conditions.

IGNITION SYSTEM NOTE

With the Turbomach T-40 APU, APU
GENERAL bleed air is available in flight. (For
emergency use only.)
The APU ignition system is a high-energy ca-
pacitor discharge system. The ignition exciter GENERATOR SWITCH
is mounted on the APU and supplied with DC
power from the distribution system. A high- The GENERATOR switch is a three-position,
tension lead connects the exciter to a single ON–OFF–TRIP switch that provides for control
igniter plug in the combustor. Ignition is opera- of the APU starter-generator.
tional from the initiation of the startup to 90%
rpm when it is terminated by a speed-sensing APU TEST PANEL
switch.
An APU test panel forms part of the APU con-
ELECTRONIC SEQUENCE UNIT (ESU) trol panel and contains the following switches.
The ESU controls startup and monitors the APU OVERSPEED TEST SWITCH
while it is operating. Any malfunction of the
APU will result in the ESU shutting it down. When pushed, the switch tests the overspeed
detection system and turns on the amber FAULT
light on the APU annunciator panel. This switch
CONTROL AND INDICATIONS is normally used to shut down the Turbomach
T62T-40 APU.
GENERAL
Control, indication, and warning for the APU ANNUNCIATOR TEST SWITCH
(Figure 6-4) are all provided on a single panel
The ANNUN test switch is a momentary push-
on the side face of the bulkhead behind the pi-
button switch. When pushed, all lights on the
lot seat. The panel contains the following con-
APU annunciator panel come on as will any op-
trols and indicators.
tional lights on the master warning lights panel.
APU MASTER SWITCH FIRE TEST SWITCH
The APU MASTER switch is a two-position,
This two-position, momentary switch, when
ON–OFF switch. When the switch is on, electri-
pushed, turns on the red FIRE light, the mas-
cal power is available to the APU control panel.
ter warning flashing lights, the fire bell, and the
APU warning light on the MWS panel.
TURBINE START SWITCH
The red FIRE light comes on if a high tempera-
The TURBINE START switch is a momentary, ture or fire exists in the APU area. Fire and/or
pushbutton switch. When pushed, the switch overheat will automatically close the bleed-air
will initiate the automatic start sequence of the valve.
APU.
The APU annunciator panel also includes a
BLEED AIR SWITCH green light marked GEN ON DC BUS. This light
6 AUXILIARY POWER
will illuminate to indicate that the APU starter-

The BLEED AIR switch is a two-position, ON– generator is supplying DC power to the distri-
SYSTEM
OFF toggle switch. The function of the BLEED bution system.

AIR switch is to control the electropneumatic
bleed valve that supplies APU bleed air to the The amber GENERATOR OVERHEAT light will
environmental system when the airplane is on come on if the operating temperature exceeds
the ground. For more information on APU bleed a preset value.
air, see Chapter 11—Air Conditioning.

D
APU
DETAIL B
MAIN ANNUNCIATOR PANEL
DETAIL A
SOLAR TURBOMACH APU
CIRCUIT
RELAYS
CIRCUIT
FUSES
APU FIRE
RESET
SWITCH
6 AUXILIARY POWER
START COUNTER HOURMETER

SYSTEM
DETAIL C DETAIL D
HOURMETER PART OF PANEL ZK
Figure 6-4. Turbomach APU Control Panels

An amber FAULT annunciator light illuminates

for the following conditions:
APU STARTING
• Low oil pressure GENERAL
• High oil temperature The APU should not be started until the prestart
• High EGT checklist is completed and all discrepancies
• Overspeed are corrected. When ready to start the APU,
push the TURBINE START switch momentarily
and then release the switch. Monitor the APU
EGT GAGE rpm and EGT until both stabilize at the termina-
The EGT gage is calibrated in degrees Fahren- tion of the start sequence.
heit and receives inputs from a thermocouple
probe mounted in the exhaust duct. CAUTION
APU RPM GAGE If EGT exceeds the red line value or
if rpm hangs or decreases during
The APU rpm gage receives input from the tach the start sequence, turn off the APU
generator driven by the APU reduction drive MASTER switch and do not attempt
assembly. The APU rpm is calibrated in percent another start until 30 seconds after
of design maximum. the APU rpm reaches 0%.
Following a normal start, if the APU generator
APU AMMETER ammeter does not show a load, momentarily
The APU ammeter indicates bus system power move the GENERATOR switch to ON, then re-
consumption from the APU generator. lease the switch and monitor the EGT gage.
NOTE
PROTECTION
EGT will increase when the APU gen-
The APU protection system provides for auto- erator is turned on.
matic APU shutdown if:
A start inhibit facility prevents APU
• The APU EGT exceeds a predetermined starting while on external power and
value, the EXT BATT CHG switch on the pi-
• The APU oil pressure drops to a low value, lot roof panel is set to ON.
• The APU rpm exceeds a predetermined The APU generator will not connect
value, or to the bus system if external power is
• An APU fire is detected. supplying electrical power to the bus
system.
NOTE
If the APU is shut down for fire warn-
ing, restart cannot be accomplished
until the APU fire reset switch on
panel ZK has been reset.
6 AUXILIARY POWER
SYSTEM

If bleed-air extraction is required for the envi- NOTES

ronmental system, turn on the APU BLEED AIR
switch. EGT will increase and rpm will decrease.
NOTE
APU EGT is an indirect function of
the cabin temperature controller. If
the controller is at the maximum heat
position, the APU EGT will be high.
Remember, APU EGT will rise in pro-
portion to the bleed-air valve open-
ing and the DC generator lead.
Before turning the APU BLEED AIR
switch on, the APU rpm will indicate
approximately 102%.
6 AUXILIARY POWER
SYSTEM

QUESTIONS
GARRETT APU TURBOMACH APU
1. Do not operate APU bleed air and main 4. In the event of a fire in the APU enclosure,
engine bleed air simultaneously for longer the APU:
than: A. Will continue to operate.
A. 30 seconds. B. Will automatically shut down.
B. 1 minute. C. Has no fire protection.
C. 3 minutes. D. Must be manually shut down.
D. 6 minutes.
5. If the ESU detects any malfunction of the
2. Normal APU shutdown is accomplished by: APU while it is operating it will:
A. Turning off battery switch. A. Shut down the APU.
B. Turning off APU master switch. B. Illuminate a warning light on aircraft
C. Depressing the red stop button. MWS.
D. None of the above. C. Sound an audible warning bell.
D. None of the above.
3. In the event of a fire in the APU enclosure,
the APU: 6. When depressed, the OVERSPEED button
A. Will continue to operate. on the APU control panel:
B. Will automatically shut down and auto- A. Tests the overspeed detection system.
matically discharge the extinguisher. B. Illuminates the amber FAULT light on
C. Has no fire protection. the APU annunciator panel.
D. Must be manually shut down. C. Shuts down the APU.
D. All of the above.
6 AUXILIARY POWER
SYSTEM

CHAPTER 7
POWERPLANT
7 POWERPLANT
CONTENTS
Page
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
ENGINES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Major Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
ENGINE SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Engine Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
FUEL CONTROL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Fuel Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Fuel Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Power Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
AUTOMATIC PERFORMANCE RESERVE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
THRUST REVERSER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
Thrust Reverser Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
Controls and Indicators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
Automatic Throttle Retard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
Electrical Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
Normal Condition Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-26
POWERPLANT LIMITATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-26
Operating Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-26

Powerplant Ground Servicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28

QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29
7 POWERPLANT

ILLUSTRATIONS
Figure Title Page
7 POWERPLANT
7-1 Aft-Fuselage-Mounted Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
7-2 Engine Cutaway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
7-3 Engine Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
7-4 ITT Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
7-5 Engine Cutaway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
7-6 Oil System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
7-7 Oil System Gauges and Annunciators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
7-8 Engine Ignition Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
7-9 Fuel Pump Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
7-10 Engine Computer Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
7-11 Fuel Computer—Engine Interface. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
7-12 Engine Fuel Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
7-13 Fuel Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
7-14 Engine Synchronizer Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
7-15 APR Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
7-16 Thrust Reverser Assembly Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
7-17 Thrust Reverser Control Panel and REVERSER Annunciator. . . . . . . . . . . . . . . . . 7-20
7-18 Thrust Reverser Assembly Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
7-19 Thrust Reverser System—Deenergized. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
7-20 Thrust Reverser System—Armed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
7-21 Thrust Reverser System—Overstow and Unlatch. . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
7-22 Thrust Reverser System—Deploy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
7-23 Thrust Reverser System—Normal Stow Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
7-24 Thrust Reverser System—Autostow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
TABLE
Table Title Page
7-1 Engine Operating Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27
REV 0.4 FOR TRAINING PURPOSES ONLY 7-iii

7 POWERPLANT
CHAPTER 7
POWERPLANT
INTRODUCTION
This chapter describes the powerplants installed on the Hawker 800XP series airplanes. In ad-
dition to the engine, the chapter also describes such related systems as oil, fuel, ignition, thrust
reverser, engine instrumentation, engine control, engine starting, engine synchronization, and au-
tomatic performance reserve. Pertinent limitations affecting the engine and related systems are
included at the end of the chapter.
GENERAL
Thrust is supplied by two aft-fuselage, pylon- Each engine develops 4,660 pounds of thrust,
mounted engines manufactured by Garrett static, at sea level in temperatures up to 73°F.
Turbine Engine Company at Phoenix, Arizona,
a division of Allied Signal. The engines are des- Each engine includes a fully automatic lubrica-
ignated TFE731-5BR-1H. tion system, engine fuel and ignition systems,
two-zone fire and overheat detection, single-
The TFE series engines are lightweight, twin- zone fire extinguishing systems, and engine
spool turbofans. The modular design concept anti-ice systems.
of the engines facilitates maintenance and re-
duces airplane downtime.

ENGINES The engine is a two-spool-compressor, front

fan jet engine (Figure 7-2). It is a lightweight
7 POWERPLANT
modular design for ease of maintenance. The

The engines (Figure 7-1) are enclosed in close- simplicity of the design eliminates the need for
cowled streamlined nacelles. The cowls (two variable geometry inlet guide vanes. This mini-
per engine) can be completely removed to ex- mizes the weight of the engine, reduces the
pose the engine and all of its components. possibility of the inlet vanes icing up, as well as
noise. Use of a reverse flow combustion cham-
ber reduces the overall length of the engine
and provides a cool skin concept for the exter-
nal surfaces of the turbine section.
MAJOR COMPONENTS
The engine consists of five major components:
• Fan
• Low Pressure (LP) Spool
• High Pressure (HP) Spool
• Annular Combustion Chamber
Figure 7-1. Aft-Fuselage-Mounted Engine • Transfer and Accessory Gearboxes
Figure 7-2. Engine Cutaway

FAN the diffuser. When the accelerating air reaches

the diffuser its velocity is reduced, converting
7 POWERPLANT
The fan is an axial flow unit that moves large kinetic energy into pressure.
quantities of air into the bypass and core inlets.
The bypass section consists of the fan spinner The high-pressure spool also drives the acces-
support, fan rotor assembly, fan bypass stator, sory gearbox through a tower shaft and trans-
fan duct assembly, and the bypass fan support fer gear reduction system.
and shaft section. The fan is driven by the low
pressure (N1) spool through the planetary gear COMBUSTION CHAMBER
section.
The compressed air flows into a single, re-
verse-flow, annular combustion chamber in the
COMPRESSOR SECTION turbine section where it is mixed with atomized
Air enters the engine through the air inlet sec- fuel supplied by twelve duplex fuel nozzles. The
tion immediately aft of the fan bypass section. twelve duplex fuel nozzles consist of primary
nozzles used for starting, and secondary noz-
From the air duct it enters the compressor sec- zles used in conjunction with the primary noz-
tion at the LP compressor where it is compressed zles for all other phases of engine operations.
and forced through the interstage diffuser as-
sembly to the HP compressor. Air is further com- The fuel-air mixture is ignited by the two igniter
pressed by the high-pressure compressor and is plugs at the six and seven o’clock positions
discharged into the combustion chamber. within the combustion chamber. After the igni-
tion cuts out, combustion is self-sustaining. The
resultant combustion gases are then directed
LOW-PRESSURE SPOOL (N1) to the turbine by the transition liner.
The LP (N1) spool consists of a four-stage, low-
The hot gases pass through both the high and
pressure, axial flow compressor and a three
low-pressure turbines, driving both rotating com-
stage, low pressure turbine. Both the compres-
pressor assemblies and then exiting through the
sor and the turbines are mounted on a common
exhaust nozzles with the bypassed air.
shaft.
NOTE TURBINE SECTION

A stage is a paired rotor and stator. The turbine section contains four (one high-
Each stage of the axial flow compressor utilizes pressure, three low-pressure) axial flow turbine
rotating compressor blades to accelerate the wheels and four stator assemblies. On leaving
air, followed by static stator blades which de- the turbine, the exhaust gases enter a mixer
celerate the air, converting kinetic energy into compound-thrust-nozzle system, where they
pressure. This provides a steady rise in pres- mix with the bypass air before discharging
sure through the compressor stages, without through a convergent-divergent nozzle (Figure
significant change to overall velocity. 7-3).
The high-pressure turbine rotor assembly is
HIGH-PRESSURE SPOOL (N2) air cooled to allow an increased turbine inlet
temperature.
The high-pressure spool (N2) consists of a single-
stage centrifugal compressor driven by a single- A lobed mixer nozzle fitted to the core engine,
stage turbine through an outer concentric shaft. mixes hot core exhaust gas with the bypass
air before discharging the mixed flow through
The centrifugal compressor consists of an the convergent-divergent nozzle. Mixing the
impellar (rotor), a diffuser, and a compressor hot and cold flows results in more efficient use
manifold. As in axial flow compressors, air is of the thermal energy in the hot core flow and
picked up and accelerated outwards towards also benefits smoke and noise reduction.

To facilitate the accurate setting of climb power,

a green light mounted in the corresponding ITT
7 POWERPLANT
indicator illuminates when the power lever an-

gle (PLA) equals 105 ±2 degrees. The light will
remain on until PLA is moved above or below
the specified range.
ACCESSORY DRIVE
An accessory drive gearbox and transfer gear-
box are driven from the high-pressure (N2)
spool. The transfer gearbox is driven by a
vertical shaft and in turn drives the accessory
Figure 7-3. Engine Exhaust gearbox through a horizontal gearshaft. The
accessory drive gearbox provides shaft power
for aircraft accessories (hydraulic pump, start-
TURBINE TEMPERATURE er/generator and alternator) which are on the
forward face of the accessory gearbox. The
Ten thermocouples (two pairs of five thermo- fuel pump, fuel control unit, and oil pump are
couples connected in parallel to create an av- all mounted on the rear face of the accessory
eraging circuit) are in the gas path between the gearbox.
high-pressure turbine and the first stage of the
low-pressure turbine. These thermocouples
measure the interstage turbine temperature OPERATION
(ITT) and send signals to the cockpit indicator
and to the fuel computer. When the engine is operating (Figure 7-5), the
single-stage fan draws air in through the na-
An indicator for each engine is on the center celle inlet duct. The outer diameter of the fan
instrument panel and this displays the average accelerates a moderately large air mass at a
ITT (Figure 7-4). The indicator displays ITT from low velocity into the full-length bypass duct.
0°C to 1,200°C in 50°C increments with colored At the same time, the inner diameter of the fan
bands to indicate different temperature ranges. accelerates an air mass into the engine core.
An off flag indicates power loss to the indicator. The pressure of this air is increased by the LP
compressor and directed to the HP compressor
where the air pressure is further increased and
ducted aft to the combustor.
CLIMB
LIGHT A precise amount of this air enters the reverse-
flow combustor where fuel is injected by the
twelve spray nozzles. The mixture is initially
ignited by the two igniter plugs and expanded
through the turbine. The HP turbine extracts
enough energy to drive the HP compressor
and the transfer and accessory gears. The LP
turbine extracts enough energy to drive the LP
compressor, the planetary gear, and the fan.
The remaining gas energy is accelerated aft
Figure 7-4. ITT Gauge through the exhaust pipe and joins the fan air-
flow from the bypass duct to provide the total
direct thrust.

FAN DUCT
7 POWERPLANT
FAN DUCT
Figure 7-5. Engine Cutaway
ENGINE SYSTEMS ENGINE OIL

Oil under pressure lubricates the engine bear-
Powerplant systems include: ings and the transfer, accessory and planetary
• Engine Oil gearboxes. The system consists of (Figure 7-6):
• Ignition • Oil Tank and Sight Gauge
• Fuel Control • Oil Pump
• Power Controls • Oil Filter and Bypass Valve
• Air Bleed • Air/Oil Cooler and Bypass Valve
• Automatic Performance Reserve (APR) • Fuel to Oil Cooler
• Thrust Reverser • Oil to Fuel Heater
• Breather Pressurizing Valve
• Pressure and Temperature Transmitters
and Indicators.

7 POWERPLANT
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 7-6. Oil System
Rotation of the engine-driven oil pump draws The scavenge pumps collect oil from the plan-
oil from the reservoir. Oil under pressure flows etary gear assembly and the forward engine
through a pressure regulator, filter and temper- bearings, the aft engine bearings, the transfer
ature control components to the engine bear- gearbox and the mid engine bearings, and the
ings, the transfer gearbox, accessory gearbox accessory drive gearbox. A common discharge
and the front fan planetary gear assembly. line connects the four scavenge pumps to the
engine oil reservoir.
The reservoir has a liquid level sight gage and
a filler cap on the right side of the tank. A filler An adjustable pressure regulator in the pumps
tube and cap are also on the left side of the tank helps to provide a constant oil pressure by com-
which allows for oil tank replenishing when ac- pensating for changes in the aircraft altitude.
cess to the right side is restricted.
OIL FILTER
OIL PUMP ASSEMBLY
A filter is provided to remove impurities from
An oil pump assembly is on the accessory drive the oil. The oil filter consists of a disposable el-
gearbox. It contains a single oil pressure pump ement enclosed in a metal housing on the right
and four scavenge pumps. side of the accessory drive gearbox.
The pressure pump draws oil from the reservoir
and supplies sufficient pressure to force the oil OIL TANK
through the engine components that require A 1.65 U.S. gallon capacity oil reservoir is on the
lubricating. right side of the engine fan bypass housing.

Engine protection against filter clogging is pro- regulator (fuel/oil cooler) and then on to the
vided by an oil filter bypass indicator valve ad- planetary gear assembly.
7 POWERPLANT
jacent to the oil filter. The valve opens when the
pressure drop across the filter is excessive to FUEL/OIL COOLER
bypass lubricating oil around the filter.
The fuel/oil cooler (oil temperature regulator)
An integral differential pressure (∆P) indica- uses aircraft fuel to maintain the oil at a con-
tor on the valve visually flags a clogged filter stant temperature.
condition before bypassing occurs. A thermal
lockout device on the ∆P indicator prevents The unit consists of a temperature control valve
actuation under cold oil conditions although and a heat exchanger. Whatever the oil tem-
the bypass valve will bypass oil under these perature, fuel constantly flows through the unit;
conditions. oil only flows through the unit if it is above a
set temperature. If the oil temperature exceeds
FUEL HEATER 99°C, the control valves open to route the oil
through the cooler.
An externally-mounted fuel heater is on the left
side of the engine. The fuel heater provides oil- From the fuel/oil cooler, oil then lubricates the
to-fuel heat exchanging to minimize ice forma- fan shaft bearings and the front LP spool bear-
tion in the fuel system from clogging the fuel ings. After travelling to all the main sump areas,
filter and any other components. oil then drains by gravity to the lowest point of
each sump. The scavenge pumps then draw
Fuel flow through the fuel heater is thermostati- the oil back to the engine oil reservoir.
cally controlled to provide the optimum operat-
ing temperature. Excess oil pressure with cold OIL VENTING
oil is prevented by a pressure bypass valve.
Vent lines interconnect the oil sumps to the oil
AIR/OIL COOLER tank assembly and the breather pressurizing
valve. The breather pressurizing valve provides
After oil leaves the fuel heater, it passes through an ambient vent for the oil system at low alti-
the air/oil coolers in the engine bypass duct. tudes and at high altitude increases the internal
The air/oil cooler consists of three segments: engine vent and tank pressure to ensure prop-
one half-segments and two quarter-segments. er oil pump operation.
Each segment is a finned unit with oil lines run-
ning through it. Together the three segments OIL PRESSURE AND TEMPERATURE
form the inner surface the fan duct. A tempera- INDICATIONS
ture controlled integral bypass valve directs oil
Indicators scaled from 0 to 70 psi display the oil
that is hotter than 65° C through the three seg-
pressure for each engine (Figure 7-7). A pres-
ments of the air/oil cooler. Air flowing through
sure transmitter in the oil supply manifold for
the duct cools the oil that passes through the
each engine’s planetary gear assembly sup-
cooler. Below this temperature, the valves by-
plies electrical signals to the two oil pressure
pass the oil around the air/oil cooler.
indicators on the center instrument panel.
If the heat exchangers become obstructed,
Temperature sensors in each engine’s oil sup-
the temperature control valve bypasses the oil
ply manifold are connected electrically to two
around them.
oil temperature indicators on the center instru-
After the oil leaves the air/oil coolers, the flow ment panel. Each indicator has a single pointer
splits. Part of the oil flows to the engine bear- that moves over a scale marked from 0°C to
ing sumps (HP rotor shaft), the transfer gearbox 170°C increments (Figure 7-7).
assembly, and the accessory gearbox. The re-
maining oil flows through the oil temperature

7 POWERPLANT
OIL TEMPERATURE
OIL PRESSURE
Figure 7-7. Oil System Gauges and Annunciators
OIL WARNING ANNUNCIATORS IGNITION UNIT

Pressure switches in each engine’s oil supply An ignition unit on the upper left side of the
line operate the red OIL 1 LO PRESS and OIL fan bypass housing is a high voltage, capaci-
2 LO PRESS annunciators on the MWS (Figure tor discharge, radio noise-suppressed, intermit-
7-7). tent sparking type unit that uses a 10 to 30 VDC
power supply. The ignition system receives
Normally, engine oil pressure holds the switch- power from the PE bus bar. Each unit provides
es open. If the pressure drops below 23 psi, separate and independent outputs of 18,000 to
the switch will close to complete a circuit which 24,000 volts to the igniter plugs.
causes the respective annunciator to illumi-
nate. Once the pressure exceeds 25 psi the During the engine start cycle, a microswitch on
switch will open and break the circuit which each HP fuel lever provides ignition unit activa-
causes the annunciator to extinguish. tion. Once the engine reaches self-sustaining
speed, the relays deenergize to remove power
from the ignition units.
IGNITION
Manual operation of the ignition unit is through
Each engine has an independent ignition sys-
the ENG IGNITION switch in the ON position. If
tem that consists of:
required, the unit can be operated continuously.
• Ignition Unit
• Igniter Leads IGNITER PLUGS
• Igniter Plugs The igniter plugs, on the annular combustion
• ENG IGNITION Switches chamber at the six and seven o’clock position,
operate independently of each other. Each
• IGN ON Annunciator receives power from the ignition unit through
separate high-tension leads. Each plug fires at
a rate of approximately two sparks per second
when triggered by the ignition unit.

IGNITION SWITCHES FUEL PUMP
7 POWERPLANT
Each engine has a two-position (ON/OFF) ENG An engine-driven fuel pump assembly on the
IGNITION switch on the cockpit overhead pan- rear of the N2 driven accessory gearbox pro-
el (Figure 7-8). vides high-pressure fuel to the fuel control sys-
tem. The pump assembly consists of:
• Booster pump element
• Fuel filter
• Filter bypass valve
• High pressure pump element
• Relief valve
Attached to the rear of the HP pump element is
the fuel control unit (Figure 7-9).
Figure 7-8. Engine Ignition Switches

ANTI-ICE VALVE
An anti-icing valve is provided within the fuel
In the ON position, the switch will cause the pump assembly to mix warm fuel from the
IGN ON annunciator to illuminate and supplies oil/fuel heater with the discharge flow of the
the ignition unit with 28 VDC from the PE bus booster pump to minimize icing of the fuel filter
bar through the No. 2 start auxiliary relay. The element.
annunciator only indicates that power is avail-
able to the ignition unit. Verification of the ig-
niter firing requires the ENG IGNITION switch to FILTER BYPASS
be turned to the ON position and listening for The filter bypass valve allows fuel to bypass the
two distinct snaps in the engine area. filter if an excessive pressure drop (across the
filter) occurs.
FUEL CONTROL Pressure switches on the input and output

fuel filter lines will cause the respective ENG #
The engine fuel control system consists of: FUEL annunciator to illuminate if differential
pressure exceeds a maximum set value be-
• Fuel Pump Assembly fore bypassing occurs.
• Hydromechanical Fuel Control Unit (FCU)
• Digital Electronic Engine Control (DEEC) FILTER CLOGGED
• Fuel Flow Divider Assembly If the filter starts to become clogged, the follow-
• Fuel Atomizers ing events occur:
From the aircraft fuel system, the fuel control • At 6 to 8 psi ∆P, the amber annunciator il-
system pumps, filters, meters, and atomizes the luninates on the MWS.
fuel before the ignition system ignites it to pro- • At 9 to 12 psi ∆P, the filter bypass valve
duce thrust. opens to deliver fuel to the high-pressure
pump.
The annunciator remains illuminated for as long
as the fuel filter remains clogged.

7 POWERPLANT
PUMP DISCHARGE
WING FUEL
TANK HYDROMECHANICAL
FUEL METERING UNIT
88°C BYPASS RETURN

6.5 PSID
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
BYPASS
Figure 7-9. Fuel Pump Assembly

FUEL CONTROL UNIT DIGITAL ELECTRONIC ENGINE CONTROL

(FUEL COMPUTER)
7 POWERPLANT
The fuel pump-driven fuel control unit (FCU) on
the rear of the fuel pump contains: The Digital Electronic Engine Control (DEEC)
for the TFE 731-5BR engine is a closed loop
• Fuel Metering Section control, using N1 as the control parameter. The
• Power Lever Input Pot DEEC minimizes N1 overshoots following en-
• Shutoff Valve gine acceleration and provides precise, repeat-
able N1 control for all engine operating regimes.
• Outlet Pressurizing Valve This control does not require engine trimming.
• Ultimate Overspeed Solenoid
Each engine has a DEEC in the rear equip-
• Mechanical Governor (N2) (primary over- ment bay. The DEECs control engine accelera-
speed protection) tion and deceleration. Separate ENG CMPTR
switches on the overhead panel allow auto-
The mechanical governor functions in two
matic (AUTO) or overspeed protection (OVSPD
modes: as an overspeed governor for the HP ro-
PROT) mode selection (Figure 7-10). The DEECs
tor if the fuel computer is operative; or, as a hy-
receive 28 VDC from PE bus bar (Figure 7-11).
dromechanical control when the fuel computer is
inoperative. This protection is entirely mechani-
cal. Should N2 RPM reach 105%, the governor
should act to limit the fuel to the hydromechani-
cal fuel metering unit so that N2 RPM should nev-
er exceed a sustained 105%.
The engine’s digital electronic engine com-
puter (DEEC) fuel computer electrically controls
fuel flow scheduling by setting the FCU meter-
ing section pressure drop according to throttle
and engine inputs.
The FCU has two shutoff valves in series. The Figure 7-10. Engine Computer Switches
throttle actuates one valve and the electronic
engine computer actuates the other valve. If the
computer senses an ultimate overspeed condi- In the automatic (AUTO) position, the DEECs
tion, the computer closes the shutoff valve, fuel provide governing, limiting, and scheduling re-
flow stops, and the engine shuts down. This sit- sponse to the throttle and engine inputs.
uation is amplified in a succeeding paragraph.
Inputs to each computer are:
INLET PRESSURE AND • Engine Inlet Pressure (PT2)

TEMPERATURE SENSOR • Engine Inlet Temperature (TT2)
An inlet pressure and temperature sensor is • Interstage Turbine Temperature (ITT)
on the cowling forward of the fan inlet at the • N2 Speed
12:30 position. The sensor contains electrical
• N1 Speed
elements for sensing inlet air temperature (Tt2),
and a pressure tap for sensing inlet air pressure • Power Lever Angle (PLA).
(Pt2). Both inlet parameters are required by the
Each DEEC provides appropriate output cur-
fuel computer. An electrical anti-icing element
rent to the torque motor of the associated FCU
is contained in the sensor.
based on the various inputs.

7 POWERPLANT
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 7-11. Fuel Computer—Engine Interface

In the AUTO or OVSPD PROT modes, the DEEC divider orifice increases; fuel passes into the
circuitry continually monitors N1 and N2 rpm to secondary lines that supply the fuel atomizers.
7 POWERPLANT
provide overspeed protection. This protection
will command fuel shutoff if N1 exceeds 107%, FUEL ATOMIZERS
or N2 exceeds 109%, by arming an electronic
circuit to power the solenoid that cuts fuel to Each engine uses twelve duplex (primary and
the engine. This overspeed protection is called secondary) fuel atomizers on two manifold as-
“ultimate overspeed protection.” semblies. Fuel swirls and breaks into micro-
scopic droplets as it passes through the atom-
An out-of-parameter input, output, or internal izer orifice into the combustion chamber. The
DEEC fault would cause the computer to take primary and secondary fuel atomizers provide
itself offline and revert engine fuel control to the a finely atomized fuel spray pattern.
fuel control unit (manual mode). The respective
ENG CMPTER annunciator would illuminate.
FUEL HEATING
SURGE BLEED VALVE The fuel heater permits oil-to-fuel heat exchange
to maintain the desired temperature and pre-
Under certain internal airflow conditions, gas tur- vents ice formation in the fuel system from clog-
bine engines tend to surge and stall. For each ging the fuel pump assembly fuel filter. A portion
compressor rpm, there is a relationship between of the engine fuel supply is diverted through the
the amount of air flow and the pressure gradient; fuel heater by the thermostatically operated anti-
a disturbance in this flow results in the engine ice valve located in the fuel pump assembly.
surging and potentially damaging compressor
stalls. A surge bleed valve protects against this An amber ENG 1 or 2 FUEL annunciator will illu-
event. minate when the temperature of the fuel in the
associated fuel pump exceeds the maximum
The DEEC controls the position of a surge bleed temperature allowed or the fuel filter becomes
valve, located between the LP compressor and clogged (Figure 7-12).
the HP compressor, to minimize compressor
stalls and surges. If the valve opens, compressed
air flows into the bypass duct smoothing out
the abnormal pressure gradient throughout the
engine.
The DEEC normally positions the surge bleed
valve fully open for start and idle conditions
and fully closed for high rpm conditions. For
transient rpm conditions, however, the DEEC
modulates the surge bleed valve in response
to impending stall conditions. With the DEEC
failed or with the computer switch in the OFF
Figure 7-12. Engine Fuel Annunciators
or OVSPD PROT positions (DEEC in manual
mode), the surge bleed valve remains partially
open. FUEL FLOW INDICATING
The fuel flow indicating system for each engine
FUEL FLOW DIVIDER ASSEMBLY consists of:
The fuel flow divider is between the fuel control
• Fuel Flow Transmitter
unit and the fuel atomizers. During the engine
start, the divider routes fuel at a reduced pres- • Signal Conditioner
sure to the primary atomizers. As the start se- • Flow Rate Indicator
quence continues and the rpm increases, the
fuel flow and pressure difference across the • Fuel Used Indicator

The transmitter is a turbine-driven motor that With the DEEC failed and OVSPD PROT or OFF
rotates and generates an AC electrical signal as selected, (through the ENG CMPTR switch on
7 POWERPLANT
fuel flows past it. From the transmitter a signal the overhead panel) the throttle lever directly
conditioner converts the AC signal into DC for controls the engine power through the fuel
the indicators. control governor.
A fuel flow indicator with an integral fuel used The HP cock positions are in relationship to the
indicator on the center instrument panel dis- angle of rotation of the control shaft on the FCU.
plays fuel flow with a pointer moving over a The full aft (0°) position is the engine fuel cutoff
graduated scale. The unit displays fuel flow in position. The idle (or engine start) position is
pounds-per-hour (PPH). forward at 20°. To move the throttle valve from
idle to cutoff or from cutoff to idle, the HP fuel
The fuel flow transmitters and indicators use 28 cock lever must be lifted. The throttle has unre-
VDC power from PS1 and PS2 bus bars. The left stricted travel from idle to full thrust when the
system receives power from the PS1 busbar, and HP fuel cock lever is in the “ON” (up) position.
the right system receives power from the PS2
busbar.
AUDIBLE WARNINGS AND INTERLOCKS
POWER CONTROL The throttle levers operate two microswitches
through a cam on the throttle cable drum shaft.
The power control system on the engine con- Reducing power below 65% N1 rpm with the
sists of (Figure 7-13): landing gear not locked down below 150 knots
completes a circuit that sounds a warning horn.
• Throttle Levers
• High Pressure (HP) Fuel Cocks Increasing power with the air brakes extended
while the landing gear is down will complete a
• Fuel Control Unit (FCU) circuit that sounds a warning horn.
• Digital Electronic Engine Computer (DEEC)
A mechanical locking device interconnects
• Engine Synchronization. both throttle levers to prevent simultaneous
application of engine power above 60% N1
THROTTLES with the aileron/elevator gust lock installed, al-
though one throttle at a time can be advanced
Each throttle lever on the center pedestal me- to any setting.
chanically connects through cables and a tele-
flex control to a fuel control unit.
HP FUEL COCK LEVERS
Movement of the throttle directly drives the
fuel control unit from idle to full power. In re- The HP cock levers operate in vertical slots on
sponse to throttle movements and engine pa- the aft side of the center pedestal. Each lever
rameters, the digital electronic engine control has two positions: OFF (full down) and ON (full
(DEEC) provides an electric signal to the hydro- up).
mechanical fuel control unit torque motor. The Each HP cock lever is interconnected to the as-
fuel control unit either decreases or increases sociated throttle lever by mechanical geomet-
the flow of fuel to the engine to provide over- ric linkage in the center console. The linkage is
speed and overtemperature protection. such that if the HP cock is moved to the closed
position, it will simultaneously retard the as-
sociated throttle to idle. Opening the HP cock
does not affect throttle position.

7 POWERPLANT
Figure 7-13. Fuel Controls

When moved to the ON (up) position for engine Synchronization has limited authority and can
starting, the levers accomplish the following: occur only when speed differential is within
7 POWERPLANT
the authority range. The maximum authority

1. Release a throttle lever interlock. range is ±2.5 % N2 at throttle midrange; author-
2. Turn on the ignition during a starter assist- ity range decreases as engine speed increases
ed start. or decreases from the throttle midrange. The
3. Open a rotary valve in the FCU. synchronizer system is not operable at the full
throttle settings.
4. Open a hydraulic on/off (shutoff) valve.
5. E
stablish idle datum on the FCU The OFF position of the switch removes the DC
potentiometer. power from the synchronizer; the N1 and N2
positions select the spool that will be used for
A red light forward of each HP cock slot will be synchronization. Operation of the synchronizer
on whenever the associated engine fire warn- requires both engine computer switches to be
ing system is activated. The light will remain on in the AUTO position.
until the fire system warning is cancelled. (See
Chapter 8—Fire Protection.) With the automatic performance reserve (APR)
armed, the synchronizer is inoperative. When a
synchronizer is switched off, the N1 rpm indica-
ENGINE SYNCHRONIZER tor shows N1 rpm compensated for the thrust of
the engine. When the synchronizer is switched
The engine synchronization system provides
to N1 or N2, the N1 rpm indicator shows the N1
synchronization of the engines. Using the three
position ENG SYNC switch (Figure 7-14), syn- rpm.
chronization of either the low-pressure fan (N1) The engine synchronizer system uses 28 VDC
or the high-pressure turbine (N2) speeds can from PS1.
be selected in the cockpit. The left engine (No.
1) is the master engine and the right engine (No.
2) is the slave.
AUTOMATIC
PERFORMANCE
RESERVE
The automatic performance reserve (APR)
system, when armed, allows an automatic in-
crease in engine performance in the event of
an engine failure or transient fault during take-
off, or during a “go-around” following a single-
engined approach.
Figure 7-14. Engine Synchronizer Switch
There will be no increase in thrust if the ambi-
ent conditions are such that the engines are N1
The system compares either the N1 or N2 rpm limited (at normal rating).
speeds of the engines. The synchronization The APR system is powered from the PE bus-
comparator signal box processes speed sig- bar and comprises of two mechanically latch-
nals from each engine and provide a trim signal ing, push on/push off control switches in the
to the electronic engine computer of the slave flight compartment plus an APR/synchronizer
engine to adjust for any speed difference. control unit in the rear equipment bay.

CONTROLS When armed, APR will be triggered automati-

cally if the engine N2 speed signals received
7 POWERPLANT
Two control switches, APR OVRD and APR ARM, from the synchronizer and compared by the
are just to the right of center on the bottom of APR control unit differ by more than 5% N2 (ap-
the center instrument panel (Figure 7-15). proximately 12% N1).
OVERRIDE MODE
When armed, the system may also be triggered
by manual selection of APR override (OVRD).
NOTE
There is a penalty in terms of engine
life whenever an engine operates at
APR levels—see the Aircraft Mainte-
nance Schedule for further details.
Therefore override selection of APR
should only be made when it is es-
sential to do so.
To cancel APR mode after override selection,
both the APR OVRD and APR ARM switches
Figure 7-15. APR Controls should be delatched. If only the APR ARM
switch is delatched, APR will be cancelled, but
will be triggered again as soon as the APR ARM
The ARM switch has an APR ARMED white an-
switch is pressed again.
nunciator which illuminates when the switch is
pressed to arm the system and extinguishes
when the switch is pressed again to disarm the APR/SYNCHRONIZER CONTROLLER
system.
Both engine fuel computers limit maximum
The OVRD switch has an APR green annun- takeoff power to the APR rating. Under normal
ciator which illuminates when the system is takeoff conditions the APR/synchronizer con-
armed and triggered, either automatically by troller electrically trims down the power set-
N2 difference, or manually by pressing and tings to the normal (lower) rating.
latching the OVRD switch.
When APR is triggered the controller allows the
computers to reset the APR (higher) rating; the
OPERATION engine response to throttle movement being
retained.
Increase in thrust is obtained by allowing the
engines to be run at higher operating limits; the
N2 rotor speed increasing approximately 0.75% FAILURE MODES
(maximum) and the interstage turbine tempera- Failure of electrical power to the APR/ synchro-
ture (ITT) rising approximately 18°C (maximum). nizer controller will also result in both fuel com-
puters resetting to the APR ratings.
AUTOMATIC MODE
The synchronizer must be serviceable to sup-
In auto mode, the system functions in conjunc- ply N2 comparisons for the APR auto mode.
tion with the engine synchronizer system. Manual OVRD is independent of N2 signals.
An engine fuel computer must be serviceable
and selected to AUTO in order to respond to
APR.

Should an engine computer fail, or is selected

to OVSPD PROT, with APR armed, APR will be THRUST REVERSER
SYSTEM
7 POWERPLANT
triggered in the other engine if engine speed dif-

ferences exceed 5% N2.
The Hawker 800XP airplanes are equipped
ELECTRICAL POWER with a Dee Howard TR5000BA Thrust Reverser

System. The system includes a thrust reverser
SOURCES assembly at the rear of each engine nacelle and

various controls and indicators in the cockpit.
PE BUS BAR THRUST REVERSER ASSEMBLY

• APR control unit Each thrust reverser assembly (Figure 7-16) is
• Computer-AUTO, 1 and 2 an electromechanically controlled, hydraulical-
• Computer-OVSPD PROT, 1 and 2 ly operated, target-type thrust reverser consist-
ing of:
• ENG FUEL warning, 1 and 2
• HP cocks warning via fire detection system • Upper and lower clamshell doors on the
rear of each engine nacelle.
• Engine speed synchronizer
• Hydraulic actuators and associated link-
• Oil pressure indicators 1 and 2 ages that position the reverser doors upon
• Oil temperature indicators 1 and 2 either stow or deploy commands.
• OIL LO PRESS annunciators 1 and 2 • Latches which hold the reverser doors in
the stowed position until released by se-
PS1 BUS BAR quentially actuated switches and relays.
• Fan flaps within each fan duct exit, which,
• No. 1 N1 RPM indicator* in reverser mode, aid in temperature reduc-
• No. 1 N2 RPM indicator* tion on the doors. They deploy and stow in
conjunction with the door operation.
• No. 1 ITT indicators*
• Thrust reverser accumulator
• No. 1 fuel flow indicator
• *PE during internal engine start
CONTROLS AND INDICATORS
PS2 BUS BAR An electrical control panel, on the lower sec-
tion of the center instrument panel (Figure
• No. 2 N1 RPM indicator* 7-17), contains L/H and R/H THRUST REVERSER
• No. 2 N2 RPM indicator* POWER switchlights which illuminate ARM or
• No. 2 ITT indicator* OFF. Amber UNLCK and green REVRS lights
are also included for each assembly and are on
• No. 2 fuel flow indicator this panel.
• *PE during internal engine start
Thrust reverser levers are mounted piggyback
on the normal throttles (Figure 7-18). Each le-
ver provides control for stow, deploy, and the
modulation of reverse thrust from reverse idle
to maximum reverse thrust for its respective
engine. Each throttle has a solenoid-operated
throttle balk (lockout) which mechanically pre-
vents selection of reverse thrust until the re-
versers are fully deployed.

7 POWERPLANT
CONTROL
SELECTOR
VALVE
Figure 7-16. Thrust Reverser Assembly Components

7 POWERPLANT
Figure 7-17. Thrust Reverser Control Panel and REVERSER Annunciator
There is a stop on each throttle to mechani- INITIATION

cally limit the obtainable reverse thrust when
the thrust reverser lever is increased to its When the POWER switch is depressed (Figure
maximum thrust position. An automatic throttle 7-20) the ARM light will be illuminated, provid-
retard system is incorporated in the event of a ed that the following conditions are met:
stow or deploy malfunction.
• Weight-on-wheels switches recognize an
An amber REVERSER annunciator, on top of the on-the-ground condition.
center column of the MWS panel (Figure 7-17), • Throttle lever is in the IDLE position
indicates the existence of a malfunction of ei-
ther reverser. • Hydraulic pressure is available
SYSTEM OPERATION DEPLOYMENT

The reverser can now be deployed when the
There are three phases of reverser operation:
thrust reverser lever is moved to the deploy
• Initiation position. The latch and stow solenoids are en-
ergized to provide pressure to the latch actua-
• Deployment tors and the primary actuators to provide an
• Stowing unlatched and overstow condition. Pressure is
also directed to the throttle retard actuator (Fig-
Figure 7-19 shows the thrust reverser schemat- ure 7-21). The unlocked annunciator will now be
ic in the deenergized condition. illuminated.
NOTE
The tendency of the exhaust forces
on the doors is toward deploy when-
ever the engine is running. When en-
gaged, the latches cannot be disen-
gaged unless the overstow condition
can be attained.

7 POWERPLANT
REVERSE THRUST
SELECTOR LEVER
MOVED FROM STOW
AND DETENTED AT DEPLOY
Figure 7-18. Thrust Reverser Assembly Components

7 POWERPLANT
Figure 7-19. Thrust Reverser System—Deenergized
Figure 7-20. Thrust Reverser System—Armed

7 POWERPLANT
Figure 7-21. Thrust Reverser System—Overstow and Unlatch
When the unlatch switches operate, the stow actuator, closing the reverser doors. Fan flaps
solenoid is deenergized and the deploy sole- are spring-loaded closed, and the throttle re-
noid is energized. This retracts the primary ac- tard actuator is limited to IDLE. When the re-
tuators, which deploy the reverser doors and verser doors reach fully locked, stow pressure
extend the fan flaps into the engine bypass air- is removed.
stream. The UNLCK and REVRS annunciators
are now illuminated (Figure 7-22). AUTOSTOW
After initial deployment, the reverse thrust lever If two latch position switches on the same side
balk is released and additional reverse thrust (inboard or outboard) of one reverser indicate
may be commanded by pulling the levers to- an unlatched condition, a 28-VDC signal en-
ward maximum reverse. A mechanical stop is ergizes the isolation and stow valves to auto-
set at a predetermined thrust setting. matically provide stow pressure, regardless of
A deploy command inhibits operation of rudder the position of the POWER switch. The ARM,
bias to prevent rudder movement due to asym- UNLCK, and REVERSER annunciators auto-
metric thrust. The airbrake warning horn and matically illuminate, and the affected throttle is
the ELEV/AIL trim annunciator is also inhibited. moved toward IDLE. This autostow procedure
continues until one of the two latches senses a
latched signal (Figure 7-24).
STOWING
Moving the reverse thrust lever toward stow
deenergizes the stow/deploy relay and clos-
es the unlatch solenoid (Figure 7-23). Deploy
power is removed from the latch switches, the
stow valve solenoid is energized, and hydraulic
power is routed to the close side of the primary

7 POWERPLANT
Figure 7-22. Thrust Reverser System—Deploy
Figure 7-23. Thrust Reverser System—Normal Stow Cycle

7 POWERPLANT
Figure 7-24. Thrust Reverser System—Autostow
AUTOMATIC THROTTLE RETARD NORMAL CONDITION

The throttle retard installation uses hydrau- MANAGEMENT
lic pressure from the reverser system to force
the engine fuel control mechanism toward idle REVERSER DOOR PINS
when a stow signal is generated.
The reverser doors may be pinned in the open
Should an inadvertent stow of the reverser oc- or closed positions. It is not permissible to pin
cur while the reverser piggyback lever is in a only one door. The airplane may be operated
reverser thrust range, the throttle retard mech- with the doors secured in the closed position.
anism automatically retards the reverser lever
toward the reverse idle deploy position.
EXTERNAL CHECK
ELECTRICAL POWER Before performing the external check, ensure
that the OFF annunciators on the thrust re-
Electrical power to operate and control the verser panel are illuminated. At each engine
thrust reverser is taken from the PE busbar. aft nacelle cowl, check that all access panels
are securely fastened and that the thrust re-
verser clamshell doors are fully stowed. Ensure
that safety pins are removed from the reverser
doors. From the rear of the engine, check that
fan flaps are retracted.

CAUTION POWERPLANT
LIMITATIONS
7 POWERPLANT
Reverser doors can be deployed

without the engines operating. If the
reverser doors are deployed, they
must be stowed before engine start. OPERATING LIMITS
One crewmember must observe
outside while another operates the
system.
LP ROTOR RPM (N1)
Takeoff................................................................ 100%
LIMITATIONS Maximum continuous..................................... 100%
• Deployment of either thrust reverser is re-
stricted to ground operations only. NOTE
• Engine starts with reversers deployed are Thermal binding of the low-pressure
prohibited. rotor may occur (because of differen-
• Use of reversers for power backing of the tial cooling of the rotor components)
airplane is prohibited. if engine restarts are attempted be-
tween 25 to 45 minutes after engine
• Deployment of the thrust reversers on un- shutdown. If an engine restart is to be
paved surfaces is restricted to reverse idle attempted within the 25–45 minute
thrust. time period, the fan should be rotated
• Full reverse minimum speed is 50 knots. by hand through 90° or, alternatively,
a motoring cycle should be carried
out to ensure N1 rotation. Particular
attention should then be given to N1
rotation during the subsequent start,
and the start should be aborted if no
N1 rotation is indicated before 20% N2
rpm.
HP ROTOR SPEED (N2)

Takeoff (normal)............................................ 100.8%
Takeoff (APR operating 5 minutes).......... 100.8%
Maximum continuous.................................. 100.8%
INTERTURBINE TEMPERATURE (ITT)

Table 7-1 shows the rpm, ITT, and time limit
parameters for five different engine operating
conditions.

Table 7-1. Engine Operating Conditions

%RPM
7 POWERPLANT
CONDITION MAX ITT °C TIME LIMIT
N1 N2
978 Unrestricted
Start or Relight * ---- ---- 996 10 Seconds
over 996 5 Seconds

978 5 Minutes
Takeoff * 100 100.8 1006 5 Seconds
1016 2 Seconds
996 5 Minutes
Maximum Takeoff Thrust *
100 100.8 1006 5 Seconds
(APR Operating) (see NOTE 1)
1016 2 Seconds
978 5 Minutes
Initial Maximum Takeoff Thrust *
100 100.8 1006 5 Seconds
(APR Not Operating)
1016 2 Seconds
Unrestricted
Maximum Continuous * 100 100.8 968
(see NOTE 2)
Maximum Overspeed * 103 103 ---- 5 Seconds
* These conditions appear on placards.
Maximum............................................... 127°C at and below 30,000 ft

Maximum............................................... 140°C above 30,000 ft
Oil Temp Transient Maximum .............................. 149°C (2 minutes)
Temp Minimum (Starting) ..................... –40°C
Minimum (Takeoff) ................................ 30°C
Takeoff and Maximum Continuous

and Climb .............................................. 38 lb/in2 (262 kPa) to 46 lb/in2 (317.2 kPa)
Oil Press Transient Maximum ............................... 55 lb/in2 (379.2 kPa) (3 minutes)
Minimum ............................................... 25 lb/in2 (172.4 kPa) minimum
NOTES:
1. Initial maximum takeoff thrust is selected by the pilot on takeoff. When the Automatic Per-
formance Reserve (APR) System is operative, maximum takeoff (APR) thrust will be obtained
automatically on one engine if the other engine fails during takeoff.
T
he five minute limit of maximum APR thrust must include the duration of operation at initial
maximum takeoff thrust prior to the operation of APR. Any normal takeoff limitations exceed-
ed during APR operation must be recorded in the technical log.
2. This is not a normal cruise setting.

POWERPLANT GROUND NOTE

SERVICING Check the oil level within 15 minutes
7 POWERPLANT
of engine shutdown. If the oil level is

not checked within this period, start
ENGINE OIL the engine and run at idle for 5 min-
Capacities utes, then check the oil level. The oil
level is indicated at the bottom of the
Total oil capacity of system: sight glass float ball.
U.S. pints—25
NOTES
Imp. pints—22
Liters—12.5
Total capacity of tank:
U.S. pints—13.2
Imp. pints—11.7
Liters—6.24
NOTE
A card listing approved oil is located
in the airplane manual stowage. The
consumable quantity stated on the
card refers to the oil available for
use below the MIN level on the sight
glass and is sufficient for more than
12 hours engine operation at maxi-
mum oil consumption.
APPROVED ENGINE OILS

Mobil 254
EXXON 2197
BP Turbo Oil 2197
ENGINE OIL SYSTEM SERVICING

Check the level of the oil at the oil tank sight
glass visible through the viewing port in the
cowling lower access door.

QUESTIONS
7 POWERPLANT
1. The powerplant classification on Hawker 6. The maximum interturbine temperature for
800XP series aircraft is: engine starting or relight is:
A. Free-spool turbofan. A. 924°C over 30,000 feet for 10 seconds.
B. Reverse-flow turbofan. B. 952°C until stabilized at idle rpm.
C. Two-spool turbofan. C. 996°C for 10 seconds or 5 seconds in
D. Single-spool turbojet. excess of 996°C.
D. 995°C for the first 5 minutes of
operation.
2. When the aircraft is static on a standard day
at sea level, each engine develops:
A. 4,660 pounds of thrust. 7. The maximum transient oil pressure per-
missible is:
B. 3,000 equivalent shaft horsepower.
A. 55 psi for 3 minutes.
C. 3,700 pounds of thrust.
B. 38 psi for takeoff, climb, and maximum
D. 4,300 pounds of thrust at 98% N2. continuous.
C. 55 psi for all operations under 25,000
3. The primary overspeed rpm-limiting device feet.
on the 731 series engine is the:
D. 25 psi for a maximum of 3 minutes.
A. N1 ultimate overspeed sensor.
B. PT2TT2 limiter. 8. If the MWS reverser annunciator illuminates
C. N2 ultimate overspeed sensor. during the TR deploy cycle, it indicates:
D. Mechanical governor in FCU. A. T/Rs are not deployed.
B. Rudder bias not inhibited.
4. The maximum HP rotor (N2) overspeed is: C. Throttles are above idle.
A. 100% for 5 minutes. D. Autostow cycle activated.
B. 103% for 5 seconds.
C. 105% continuous. 9. To indicate setting of climb power:
D. 101% momentary. A. MWS annunciator illuminates.
B. APR light extinguishes.
5. The maximum oil pressure for power at or C. A green light is displayed in the
above idle rpm without a time limit is: ITT indicators.
A. 55 psi. D. APR green light illuminates.
B. 25 psi.
C. 38 psi. 10. The APR system is available:
D. 46 psi. A. To both engines at all times.
B. If the engine sync system is on.
C. When both computers are functioning.
D. To any engine with an operative
computer.

CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
8 FIRE PROTECTION
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
FIRE DETECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Engine Fire/Overheat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Rear Equipment Bay Overheat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
FIRE EXTINGUISHING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Engine Fire Extinguishing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
APU Fire Extinguishing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
APU Fire Detection—Garrett APU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
Portable (Fuselage) Fire Extinguishing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7

ILLUSTRATIONS
Figure Title Page
8-1 Fire Detection System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2

8-2 Fire Warning System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
8-3 Rear Equipment Bay Detection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
8-4 Engine Fire Extinguishing System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
8 FIRE PROTECTION
8-5
Pressure Relief Discharge Indicators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
8-6 Garrett APU Extinguisher. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
8-7 Garrett APU Fire Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
8-8 TurboMach APU Extinguisher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
8-9 TurboMach APU Fire Detection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
8-10 Portable Fire Extinguisher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6

8 FIRE PROTECTION
CHAPTER 8
FIRE PROTECTION
INTRODUCTION
The Hawker 800XP fire protection system includes the detection and warning of fire and overheat
conditions in each engine and within the auxiliary power unit (APU). Overheat detection capability
for the rear equipment bay is also provided. Fire extinguishers are installed to extinguish engine
and APU fires. Two portable hand-held extinguishers are on board, one in the cockpit and one in
the passenger cabin for extinguishing a fire inside the fuselage.
GENERAL
The engine fire protection system is com- second bottle is available for discharge into the
posed of two sensing elements and respond- same engine. The engine fire bottles are in the
ers per engine, a warning indicator on the roof rear equipment bay. Exterior pressure relief dis-
panel for each engine, a warning bell, two fire charge indicators provide a visual indication if
extinguisher bottles that are activated from either fire bottle has been discharged by ther-
the cockpit, and two fire detection circuit test mal expansion.
switches. The engine fire extinguishing system
is a two-shot system; if an engine fire is not ex- The fire protection system for the APU includes
tinguished with actuation of the first bottle, the four overheat detectors, a warning indicator

light on the APU control panel, the fire bell, one continuous-wire sensor element (Figure 8-1).
fire extinguisher bottle that can be activated The sensor element is a sealed tube containing
from the cockpit, and a FIRE detection circuit gas. The gas expands as the temperature in-
test switch. creases, and, at a predetermined temperature,
the expanding gas initiates visual and audible
Overheat detectors are installed in the rear warnings in the cockpit. As cooling occurs, the
equipment bay. An indicator light on the contraction of the gas in the element cancels
MWS panel is provided to warn of overheat the warnings.
conditions.
The detector system in each engine sends a
signal to its associated ENG 1 or 2 FIRE annun-
8 FIRE PROTECTION
FIRE DETECTION ciator on the FIRE panel (Figure 8-2) and to the
respective repeater annunciators on the MWS
panel. Also illuminated by an engine fire/over-
ENGINE FIRE/OVERHEAT heat detection signal are the red MWS flashing
annunciators and the respective HP cock warn-
Fire or overheat in each engine is detected by ing light.
two fire/overheat responders connected to a
ROOF PANEL
BELL
HP COCK
WARNING LAMPS
PRESSURE
DOME
FIRE/OVERHEAT
DETECTOR ELEMENT
(ZONE 1)
FIRE/OVERHEAT RESPONDER
DETECTOR ELEMENT (ZONE 1)
(ZONE 1)
RESPONDER
(ZONE 2)
RESPONDER
(ZONE 1)
RESPONDER
(ZONE 2)
FIRE/OVERHEAT
DETECTOR ELEMENT
(ZONE 2)
FIRE/OVERHEAT
DETECTOR ELEMENT
(ZONE 2)
Figure 8-1. Fire Detection System

REAR EQUIPMENT BAY OVERHEAT

Six thermal switches are in the rear equipment
bay. If one or more sense an overheat condi-
tion, a signal is sent to the red REAR BAY OVHT
annunciator on the MWS center panel and also
to both MWS red flashers. Figure 8-3 shows
the location of the rear bay overheat detector
ROOF PANEL switches.
8 FIRE PROTECTION
Figure 8-2. Fire Warning System
The fire detection signal also operates the fire

warning bell. Bell operation can be silenced
Figure 8-3. Rear Equipment Bay Detection
by depressing the appropriate BELL CANCEL
switchlight, which then illuminates BELL CN-
CLD in white letters. These annunciators are on
the FIRE panel on the roof panel (Figure 8-2). FIRE EXTINGUISHING
Each detector circuit has a TEST button, also
on the roof panel (Figure 8-2). Pressing either ENGINE FIRE EXTINGUISHING
TEST switch illuminates the appropriate ENG
FIRE annunciator on the FIRE panel and the re- Two dual-head, single-shot fire extinguisher
spective ENG FIRE repeater on the MWS panel, bottles are in the rear equipment bay. The pilot
causes both red MWS annunciators to flash, may discharge each fire bottle only once, into
lights the associated HP cock warning light, zone 1 of either engine.
and rings the fire warning bell.
Each bottle discharge is achieved by the acti-
All annunciators are shown in the Annunciator vation of electrically operated units. Either pilot
Panel chapter. can select which extinguisher is to be fired into
which engine by properly activating the appro-
priate ENG 1 or 2 EXT switch. Shot 1 (up) is for
the onside fire bottle and shot 2 (down) is for
the offside fire bottle (Figure 8-4). When one of
the extinguishers has been fired, the associat-
ed EXT 1 or 2 FIRED indicator turns red. Power
for both SHOT 2 circuits is supplied by bus bar
PS2.

LEGEND
ENGINE EXTINGUISHER
THERMAL DISCHARGE
PS2 ELECTRICAL
PS2
8 FIRE PROTECTION
PE PE
TWIN CHECK NO. NO. CHECK TWIN

NOZZLE VALVES 1 2 VALVES NOZZLE
EXTINGUISHER EXTINGUISHER
BOTTLE NO. 1 BOTTLE NO. 2
PRESSURE RELIEF
DISCHARGE INDICATORS
Figure 8-4. Engine Fire Extinguishing System
SHOT 1 and other fire protective circuits are EXTINGUISHER

powered by bus bar PE. BOTTLES
Figure 8-5 shows the pressure relief discharge

indicators that are under the left engine py-
lon on the fuselage. They are green discs. A
buildup of excess thermal pressure in the bot-
tle will cause the extinguishing agent to auto
discharge after five seconds, puncturing or
blowing out the disc. The condition of the discs
should be checked during the exterior preflight
inspection.
APU FIRE EXTINGUISHING

GARRETT APU
The Garrett APU has its own fire extinguisher Figure 8-5. P
ressure Relief
(Figure 8-6). Manual discharge of the APU fire Discharge Indicators
bottle is controlled by a guarded switch on the
APU control panel (Figure 8-7) that fires the car-
tridge on the single-shot bottle in the rear equip-
ment bay.

This bottle has its own red pressure relief indi-

cator disc on the airplane exterior under the left
engine pylon. If the bottle is discharged due to
excessive heat buildup, it will blow out the red
disc, leaving a red indication. Some APU fire
bottles will discharge into the APU shroud.
FUEL PUMP
8 FIRE PROTECTION
BOX
Figure 8-6. Garrett APU Extinguisher
PRESSURE- EXTINGUISHER
RELIEF DISC BOTTLE
Figure 8-8. TurboMach APU Extinguisher

FIRE
RESET
SWITCH
APU
GARRETT APU
Figure 8-7. Garrett APU Fire Detection
FIRE
RESET
SWITCH
TURBOMACH APU
APU
The Solar TurboMach APU has its own fire extin-
guisher (Figure 8-8). Manual discharging of the
APU fire bottle is controlled by a guarded switch
on the APU control panel (Figure 8-9) that fires
the cartridge on the single-shot bottle which is in
the rear equipment bay. In addition to discharg- SOLAR APU
ing the bottle, the switch also isolates the DC
power to the APU fuel solenoid valve, ensuring Figure 8-9. TurboMach APU Fire Detection
APU shutdown. Some APUs incorporate an auto
discharge of the APU fire bottle upon APU fire
detection.

APU FIRE DETECTION—GARRETT

APU
The APU fire detection system comprises of
four overheat detector switches, a red APU
FIRE warning light, and the fire bell.
If an overheat condition is detected by one
or more of the detector switches, a signal is
transmitted to illuminate the APU FIRE warning
8 FIRE PROTECTION
indicator, ring the fire bell, and automatically

shut down the APU. Five seconds after fire
detection, the APU fire extinguisher automati-
cally discharges. The APU FIRE light remains
on until the fire has been extinguished or the
overheat condition remedied (Figure 8-7). The
TEST button tests the lights and the bell.
PORTABLE (FUSELAGE) FIRE

EXTINGUISHING Figure 8-10. Portable Fire Extinguisher
A portable fire extinguisher is stowed on the
left bulkhead within the cockpit (Figure 8-10). It
is provided for fighting fires within the cockpit
ELECTRICAL POWER
and cabin. The contents of the extinguisher can
be discharged intermittently or continuously SOURCES
by depressing the operating lever. A guard, PE bus bar
embodied in the stowage bracket, prevents
operation of the lever when the extinguisher is • Fire protection circuits
stowed. A toggle clamp must be released be- • Shot 1 (both engines)
fore the extinguisher can be removed from the
bracket. • APU
• Fire warning bell
The extinguisher is fitted with a FULL indicator
disc. When the extinguisher is operated, the • Rear equipment overheat detection
disc ejects as soon as discharge commences.
PS2 bus bar
The extinguisher is suitable for fighting fires
• Shot 2 (both engines)
that are fueled by flammable liquids, electrical
sources, or other sources such as wood, paper,
and cloth.
A second portable fire extinguisher is in the
passenger cabin area. Refer to the aircraft
supplement for specific location based on
cabin layout.

QUESTIONS
1. Engine fire extinguisher bottles are in the: 5. The following bus bar(s) provide(s) DC pow-
A. Nacelles. er for engine fire extinguisher operation:
B. Engine pylons. A. PE and PS1.
C. Rear equipment bay. B. PS1.
D. Baggage compartment. C. PS2.
D. PE and PS2.
8 FIRE PROTECTION
2. The exterior preflight check of the fire extin-
guisher includes: 6. A portable handheld fire extinguisher is
A. Checking the condition of one engine stowed in the:
and one APU discharge indicator. A. Cockpit.
B. Checking the condition of one engine B. Cabin.
and two APU discharge indicators. C. Baggage compartment.
C. Checking the condition of two engine D. Both A and B.
discharge indicators (and the APU dis-
charge indicator, if installed).
7. For a fire in the APU:
D. Checking the engine fire extinguisher
pressure gauges. A. A switch on the APU control panel
controls the firing of a separate fire
extinguisher.
3. The engine fire bell can be silenced:
B. Either of the engine fire extinguisher
A. Only during the test procedure. bottles may be used for an APU fire.
B. Only when the fire has been C. There will be fire warning indication,
extinguished. but the switch only shuts down the fuel
C. By pressing the appropriate BELL to the APU—there is no extinguishing
CANCEL switch. agent.
D. By turning off the APU MASTER switch. D. A crewmember must take the porta-
ble handheld extinguisher to the rear
equipment bay.
4. Which statement is true regarding dis-
charge of the fire bottles?
A. Each bottle can be used only for its re- 8. With the Garrett APU installed, the APU
spective engine. fire extinguisher automatically discharges
_______ seconds after detection of the
B. When a visual fire warning appears, APU fire alarm.
discharge SHOT 1 first. If necessary,
then discharge SHOT 2. A. 9
C. Each bottle can deliver two individual B. 2
shots, so a total of four are available. C. 5
D. They are usable only if the pressure D. 10
relief discharge indicators appear red.

CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
DC Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
LIMITATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
9 PNEUMATICS
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7

ILLUSTRATIONS
Figure Title Page
9-1 Pneumatic System Control Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2

9-2
Pneumatic System Control Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
9-3 Main Air Valve Switch LP ON—Selected—HP Valve and Mixing Valve Closed. . . 9-4
9-4 Main Air Valve Switch OPEN—Selected—HP Valve and Mixing Valve Open . . . . 9-5
9-5 Flood Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
9 PNEUMATICS

CHAPTER 9
9 PNEUMATICS
PNEUMATICS
INTRODUCTION
The Hawker 800XP incorporates a pneumatic system used for supplying engine bleed air to the air
conditioning system, rudder bias system, hydraulic reservoir pressurization, and the pressurization
system. The pneumatic system includes several valves, a pressure regulator and shutoff valve, and
operating controls. It also supplies bleed air to other aircraft systems.
GENERAL
The pneumatic system receives low-pressure • Air conditioning system
(LP) and high-pressure (HP) air from both en- • Pressurization system
gines when they are running. The bleed air pro-
vides the air supply used by other dependent • Rudder bias system
systems, which are: • Hydraulic reservoir pressurization
• Engine anti-ice

LP HP
NO.2
ENG
PRESS
SWITCH HP
VALVE
MIXING VALVE
9 PNEUMATICS
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 9-1. Pneumatic System Control Diagram

The pneumatic system control diagram is ENGINE AIR BLEEDS

shown in Figure 9-1. HP bleed air supplements
the LP bleed air at the mixing valve whenever Bleed air from each engine enters the rear bay
the bleed-air pressure drops to 30 psi, with the via two ducts in each pylon. Low pressure (LP)
MAIN AIR VLV switches selected to OPEN. This air is ducted from a flow-limiting venturi to a
condition normally occurs during descent of mixing valve.
the aircraft when the engine rpm is reduced.
When the LP bleed air drops to 30 psi, a pres- High pressure (HP) air, when main air valves
sure switch causes the HP bleed-air valve to (MAVs) are selected open, is ducted to a sole-
open, allowing HP air to enter the mixing valve. noid-operated shutoff valve, then to the mixing
A temperature limiter in the mixer valve oper- valve.
ates at 200°C (nominal) to reduce the HP air
bleed. Thus, the LP bleed air is supplemented MIXING VALVE
during the aircraft descent or at any other time
that the LP bleed-air pressure drops below 30 The mixing valve regulates HP air (when it is
psi. The supplemental HP bleed air keeps the demanded by LP air). It mixes the HP and LP
pressure above 30 psi for operation of the de- air supplies, maintaining a minimum pressure of
pendent systems. 20 psi at the valve outlet and limiting the tem-
perature to approximately 270°C.
From each main air valve, the air is ducted via a
9 PNEUMATICS
non-return valve, and then via a common duct The amount of HP air used is dependent on the
to a pressure regulator and shut-off valve unit LP air pressure available. When the LP air pres-
(PRSOV), and a pressure reducing and flow re- sure falls to 30 psi, the HP valve is opened but
stricting venturi to an air cycle machine . (Re- the mixing valve does not mix any HP air into
fer to Chapter 11—Air Conditioning.) Bleed air the system until the LP air pressure falls to 22
from the No. 2 engine may be used for auxiliary psi and below.
heating or emergency pressurization.
MAIN AIR VALVE
CONTROLS AND INDICATORS Air from each mixing valve is fed through an
electrically actuated main air valve (MAV) and
The pneumatic system controls are on the roof
a non-return valve (NRV) into a common sup-
panel and consist of MAIN AIR VLV 1 and 2
ply duct. The MAV and HP valve selections are
switches (Figure 9-2). Each switch has the posi-
made by means of two switches, MAIN AIR VLV
tions OPEN, LP ON, and CLOSE.
1 and MAIN AIR VLV 2, on the flight compart-
ment roof panel (Figure 9-2).
The switch selections of CLOSE, LP ON, and
OPEN affect the system as follows:
• CLOSE: MAV and HP valve are both select-
ed closed
• LP ON: MAV selected open and HP valve
selected closed (Figure 9-3)
• OPEN: MAV selected open. HP valve
“armed” but the valve position is controlled
by the LP duct pressure switch (Figure 9-4)
Figure 9-2. Pneumatic System

Control Switches

NO. 1 ENGINE
HP
BLEED
9 PNEUMATICS
LP
BLEED
HP VLAVE
(CLOSED)
30 PSI
PRESSURE
SWITCH
LEGEND
OVERHEAT HIGH-PRESSURE BLEED AIR
SENSOR
270°C LOW-PRESSURE BLEED AIR
ELECTRICAL
MIXING
HYDRAULIC RESERVOIR VALVE
(CLOSED)
AIR JET PUMP
MAIN AIR
VALVE
(OPEN)
290°C
DUCT
TEMPERATURE
SWITCH
Figure 9-3. Main Air Valve Switch LP ON—Selected—HP Valve and Mixing Valve Closed

NO. 1 ENGINE
HP
BLEED
9 PNEUMATICS
LP
BLEED
HP VALVE
(OPEN)
30 PSI
PRESSURE
SWITCH
LEGEND
OVERHEAT HIGH-PRESSURE BLEED AIR
SENSOR
270°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 9-4. Main Air Valve Switch OPEN—Selected—HP Valve and Mixing Valve Open

Time delay units are incorporated in the “open”

circuit of the MAVs to prevent an initial surge ELECTRICAL POWER
of air to the cabin. The No. 1 MAV has a stag-
gered open/delay logic control and takes ap- SOURCES
proximately 20 seconds to reach the fully open
position. The No. 2 MAV is fast acting but is de-
layed by 30 seconds before running fully open
DC POWER
in approximately one second. PE bus bar
FLOOD AIR CONTROL • HP AIR OVHT annunciators

• MAIN AIR VALVE 1 and 2 annunciators
Temperature controlled air enters the pressure
cabin through a silencer, a non-return valve, • HP bleed on-off valve
and an electrically operated flood valve, which
is controlled by a CABIN FLOOD OPEN–CLOSE
switch on the flight compartment roof panel. LIMITATIONS
With CABIN FLOOD OPEN selected, condi- Main air valves and flight deck heat valve must
tioned air is supplied to the cabin flood flow be closed prior to takeoff and landing.
outlet, at roof level at the right rear of the pas-
9 PNEUMATICS
senger cabin (Figure 9-5). During single-engine operations in icing condi-

tions select LP ON on the MAV of the operating
With CABIN FLOOD CLOSE selected, the air engine to ensure sufficient HP air for engine A/I.
supply to the cabin flood flow outlet is cut off
and temperature controlled air is supplied to The MAIN AIR VALVE annunciators in the air
the cabin high level outlets and the flight com- are disagreement lights and on the ground in-
partment duct. dicate the main air valves are open.
FROM
RAM AIR
INTAKE
PRESSURE
CABIN BULKHEAD
FLOOD VALVE
FROM
SILENCER/
WATER
SEPARATOR
NRVs
FLOOD FLOW/
RAM-AIR
OUTLET
Figure 9-5. Flood Air

QUESTIONS
1. The HP bleed air supplements the LP 4. The position of the MAIN AIR VLV 1 or 2
bleed air at the mixing valve when both switch in which electrical power is applied
main air valves switches are selected to to a pressure switch is:
OPEN and: A. HP ON.
A. LP bleed-air pressure drops to 30 psi. B. LP ON.
B. HP bleed-air pressure drops to 25 psi. C. AUTO.
C. LP bleed air rises above 25 psi. D. OPEN.
5. When placed in the "open" circuit, The
2. Prior to takeoff and landing, ensure that the No. 1 MAV has a time delay of approxi-
flight deck valve and the main air valves are mately ________ before it reaches the fully
set to the ________ position. open position:
A. OFF A. 15 seconds
B. LP ON B. 10 seconds
9 PNEUMATICS
C. CLOSE C. 20 seconds
D. OPEN D. 5 seconds
3. This occurs when a main air valve switch

is moved from the CLOSE position to the
LP ON position:
A. The main air valve opens and allows
HP air augmentation.
B. The main air valve closes.
C. The main air valve opens, but HP air
augmentation is not allowed.
D. The main air valve is disabled.

CHAPTER 10
ICE AND RAIN PROTECTION

CONTENTS
Page
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
ICE DETECTION SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
AIRFRAME ANTI-ICING SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
Warning Annunciators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
WINDSHIELD ANTI-ICING SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
PITOT/VANE HEAT SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7
ENGINE ANTI-ICING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-14
10 ICE AND RAIN

PROTECTION

ILLUSTRATIONS
Figure Title Page
10-1 Weather-Protected Aircraft Surfaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2

10-2 Ice Detection Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
10-3 800XP Ice Protection Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
10-4 Airframe Anti-Icing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
10-5 Airframe Anti-Icing Fluid Tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
10-6 Windshield Heat Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
10-7 Powerplant Ventilation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10
10-8 Speed for Use in Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-12
TABLE
Table Title Page
10-1
Power Distribution When PITOT/VANE HEAT Switches Selected On. . . . . . . . . . 10-9
10 ICE AND RAIN
PROTECTION

CHAPTER 10
ICE AND RAIN PROTECTION
10 ICE AND RAIN

PROTECTION
INTRODUCTION
The Hawker 800XP is approved for flight in known icing conditions. The systems are designed to
allow safe flight through continuous maximum icing and intermittent maximum icing as defined in
FAR Part 25 with one engine inoperative. Although intended primarily for in-flight operation, some
of the systems may be used for ground operation.
GENERAL
The ice detection system consists of a rotary- The pitot heads, forward static plates, rudder
cutter ice detector on the left side of the nose bias struts, and airflow angle sensors are elec-
section and ice lights in the left and right wing trically heated to prevent ice formation.
fairing for each wing.
Each engine nacelle intake cowling is anti-iced
The airframe deicing system uses TKS fluid to by engine HP bleed air. The P2T2 sensor is
anti-ice the leading edges of the wings and hor- electrically heated.
izontal stabilizers.
Figure 10-1 and Figure 10-2 show the weather-
The left and right windshields and forward si- protected aircraft surfaces and ice protection
descreens are electrically heated for anti-icing. components.

ICE DETECTION DET switch to AUTO inhibits detector opera-

tion on the ground and automatically turns the
SYSTEM detector on as the left main gear strut extends

during takeoff. Setting the switch to OVRD
bypasses the left main gear squat switch and
The ice detection system consists of a rotary- powers the detector circuit both on the ground
cutter ice detector on the left side of the aft and in flight.
nose section and ice lights for the left and right
wings. The roof panel houses a test button, ICE The ice detector is powered from the XS2 bus
DET switch, and annunciators (Figure 10-3). bar. An AC-powered motor drives a serrated
rotor that rotates close to a knife-edge cutter.
The ice detector is controlled by the ICE DET When ice forms on the rotor, the gap between
switch on the roof panel and the weight-on- the rotor and adjacent cutter is filled. The shav-
wheels switch relay system. Selecting the ICE ing action of the cutter against the ice increases
10 ICE AND RAIN
PROTECTION
Figure 10-1. Weather-Protected Aircraft Surfaces
Figure 10-2. Ice Detection Components

Figure 10-3. 800XP Ice Protection Controls
motor torque, causing the motor to rotate

slightly within its mounting. The rotation acti- AIRFRAME ANTI-ICING
vates a microswitch that connects a DC power
SYSTEM
10 ICE AND RAIN

PROTECTION
supply and illuminates the amber ICE DETECTD
annunciator on the roof panel and the amber
ICE PROT↑ annunciator on the MWS panel.
When icing ceases, the microswitch opens and,
DESCRIPTION
after a 60-second delay, the annunciators ex- TKS R328 or TKS 80 is used for anti-icing the
tinguish. The ICE DET push-button switch in the leading edges of the wings and horizontal stabi-
roof panel TEST group energizes both lights. lizer (Figure 10-4). A single WING/TAIL ANTICE
time switch on the roof panel ICE PROTECTION
NOTE group controls this system (Figure 10-3).
The 60-second delay also occurs The TKS fluid is stored in a tank that holds 10.0
during system testing. U.S. gallons. This quantity provides fluid for
priming and protection. The tank filler cap is
The ice lights illuminate the leading edge of
accessible from inside the cabin forward of the
both wings for visual inspection at night. These
main entry door or behind the pilot seat (Figure
ice lights are controlled by the ICE/LOGO
10-5). The FULL/EMPTY indicator is on the co-
switch in the roof panel EXTERIOR LIGHTS
pilot side console and reads FULL at 8.19 U.S.
group. Power for the wing inspection lamps is
gallons (85 minutes of TKS fluid available) and
from the PS1 bus bar.
EMPTY when there is still 12 minutes of protec-
The ice warning annunciators are powered tion available. After filling a completely empty
from the PE bus bar. system, the vent valve, located below the tank
filler, should be depressed for 10 seconds to
bleed the pump.

DISTRIBUTOR
PANEL
PROPORTIONING
UNIT
FRAME 15
VENT COVER
SECONDARY
VENT PIPE
TO TANK
FILLER
CHECK VALVE
PANEL CG COMPENSATING VALVE
AND PRESSURE SWITCH
CONTENTS
GAUGE
FRAME 14
FILTER
DISTRIBUTOR
MANUAL VENT VALVE PANELS FLUID SUPPLY
AIRFRAME LINES
PUMP DE-ICING FLUID STALL TRIGGER
TANK
VENT COVER
SECONDARY WING
MAIN RISING
VENT PIPE PROPORTIONING
VENT PIPE
UNIT
TO TANK FILLER
10 ICE AND RAIN
CONTENTS
PROTECTION
TRANSMITTER MANUAL SUPPLY TO

VENT VALVE RIGHT
DE-ICING
COMBINED HEAD STABILIZER
FLUID TANK
COMPENSATING
AND CHECK SUPPLY TO
VALVE RIGHT WING
SUCTION
LINES
SUCTION
FILTER
PUMP
MOTOR PUMP VENT
PRESSURE HORIZONTAL
UNIT PIPE
SWITCH STABILIZER
PROPORTIONING
PRESSURE UNIT
FILTER
TIME STALL TRIGGER HORIZONTAL

SWITCH
STABILIZER
(ROOF PANEL CG)
WING DISTRIBUTOR
PROPORTIONING PANEL
UNIT
WING
DISTRIBUTOR
PANEL
Figure 10-4. Airframe Anti-Icing

VENT COVER
FORWARD VESTIBULE CABINET
MAIN RISER
VENT PIPE
TANK FILLER
SECONDARY
VENT PIPE
MANUAL VENT
VALVE
CONTENTS
TRANSMITTER
PRESSURE SWITCH
LEFT WING
FEED PIPE
TANK DRAIN
HOSE
STABILIZER PUMP VENT PIPE

FEED PIPE FILTER
RIGHT WING
COMBINED HEAD FEED PIPE
COMPENSATING
AND CHECK VALVE
Figure 10-5. Airframe Anti-Icing Fluid Tank
Other airframe anti-icing components are the pump. When this pump is operating, it feeds
10 ICE AND RAIN

DC motor-driven metering pump adjacent to fluid from the tank to a filter and check valve.
PROTECTION
the tank, a filter, a compensating valve, wing The valve, open during system operation, clos-
and tail proportioning units, and wing and tail es when the pump is inoperative and prevents
distribution panels (Figure 10-4). undesired delivery of fluid by cabin pressure.
The airframe deice pump and chime are pow-
ered from bus bar PS2.
OPERATION
Fluid flows from the filter to distributor panels
Before flight, the system should be primed
via a compensating valve. This valve corrects
when power is on the aircraft. Set the
system pressure levels for head variation be-
WING/TAIL ANTICE time switch to run two
tween the wings and stabilizers. The fluid is
minutes. The distributor panels must then be
supplied to each distribution panel via a pro-
checked for fluid flow. If it does not, reselect the
portional unit, which supplies the correct fluid
time switch for brief periods until flow occurs.
flow to each panel cavity. From the cavity, fluid
Refill the tank as necessary after priming.
passes through a porous plastic sheet and a
The WING/TAIL ANTICE time switch controls an porous stainless steel outer skin to the atmo-
electrically operated pump for up to 10 minutes. sphere, where airflow spreads it rearward over
Each time it is energized, the first minute of op- the airfoil.
eration is at a high flow rate, after which the sys-
tem reverts to normal flow.
When the selected time expires, a warning
chime is given via the audio system as the time
switch returns to zero and deenergizes the

NOTE Fluid low quantity is indicated by illumination

of the amber ANTICE LO QTY annunciator
At very low temperatures of –28°C or
on the roof panel and the amber ICE PROT↑
less, ice crystals can exist in the atmo-
repeater annunciator on the MWS panel.
sphere, but do not present a hazard.
The ANTICE LO QTY annunciator illuminates
If the airframe ice protection system
when there is 30 minutes of TKS fluid remain-
is used at these low temperatures,
ing. This shows just above the 1/4 mark on the
the water/alcohol content of the fluid
quantity gauge.
will evaporate, leaving solidified gly-
col which, together with the imping- The ANTICE LO QTY annunciator is powered
ing ice crystals, can give the appear- from the PE bus bar. The ANTICE LO PRESS an-
ance of ice. Use of the airframe ice nunciator is powered from the PS2 bus bar. The
protection system, under these con- fluid contents indicator power is supplied from
ditions, is not advisable. Therefore, bus bar PE when the aircraft is on the ground,
operation of the WING/TAIL ANTICE and bus bar PS2 when in flight. Changeover is
time switch should be limited to the via the squat switch.
priming procedures and additional
use in flight only when weather con-
ditions warrant.
WINDSHIELD ANTI-
WARNING ICING SYSTEM
The aircraft must be clear of snow, The two forward-facing windscreens and the
ice, and frost before takeoff with the left and right forward sidescreens are electri-
exception of the following areas: cally anti-iced using gold film heating elements
• Frost is allowable on the underside laminated between the window panes.
of the wings over the general area Power for windscreen and sidescreen heating
of the fuel tanks provided that the
10 ICE AND RAIN
is supplied by two 208/115-volt, frequency wild,

PROTECTION
depth does not exceed 0.125 inch. three-phase, engine-driven alternators. The al-
If frost is present in this region, the ternators are controlled by two switches in the
WAT limited takeoff weight must be roof panel ICE PROTECTION group marked AL-
reduced by 1,000 pounds. The net TERNATOR 1 and 2 with ON and OFF positions
flight path reference and fourth seg- (see Figure 10-3). ALTERNATOR 1 powers the
ment climb gradients must be ob- left windscreen, right sidescreen, and left stall
tained using a weight 1,000 pounds vane. ALTERNATOR 2 powers the right wind-
higher than the actual weight. screen, left sidescreen, and right stall vane. If
• Frost is allowable on the fuselage an alternator fails, the other automatically sup-
provided the layer is thin enough plies both windscreens, but both sidescreens
to distinguish the surface features are disconnected. Warning of alternator failure
such as paint lines or markings is indicated by amber ALTR 1 (or 2) FAIL annun-
underneath; but, all vents, probes, ciators on the roof panel and the amber ICE
and ports must be clear of frost. PROT↑ annunciator on the MWS panel.
Windshield heating is controlled by the
WARNING ANNUNCIATORS SCREEN HEAT L and R ON–OFF switches in the
roof panel ICE PROTECTION group (see Figure
With the TKS pump running, system low pres- 10-3). The SCREEN HEAT L controls power to
sure is indicated by the illumination of the am- the left windscreen and right sidescreen. The
ber ANTICE LO PRESS annunciator on the roof SCREEN HEAT R controls power to the right
panel and the amber ICE PROT↑ repeater an- windscreen and left sidescreen. Windshield
nunciator on the MWS panel (see Annunciator temperature control provides two levels of tem-
Panel chapter). perature: a normal level and a raised level.

The raised level is only utilized when airborne The PS2 bus bar supplies power to the
and an engine anti-ice switch is selected ON. following:
Windscreen overheat is indicated by the illumi- • Right SCREEN HEAT ON–OFF switch
nation of the amber L (or R) SCREEN OVHT and
amber ICE PROT↑ annunciators. By checklist, Figure 10-6 illustrates the electrical operation of
the relevant switch should be turned OFF, then the windshield anti-icing system.
ON.
If warning persists, the relevant windscreen

will be controlled at a higher temperature than
PITOT/VANE HEAT
normal. SYSTEM
Sidescreen overheat is indicated by illumina- The following components are electrically heat-
tion of the amber SIDE SCRN OVHT and amber ed for ice protection through the PITOT/VANE
ICE PROT↑ annunciators. The affected window HEAT L and R ON–OFF switches in the roof pan-
can be identified by turning the SCREEN HEAT el (see Figure 10-3):
switches OFF and then ON one at a time. If
warning persists, the relevant sidescreen will • Left and right pitot heads and support masts
be controlled at a higher temperature than • Left and right forward static plates
normal.
• Two rudder bias struts
In the event of windscreen or sidescreen over- • Left and right airflow angle sensors
heat, the associated annunciator remains illu-
minated, but the power supply cycles on and • TAT probe heat
off as the temperature (sensed by the overheat Each pitot head contains an electrical heating
sensor elements) falls and rises. element controlled by a PITOT/VANE HEAT L
Outer ply failure may result in heating failure of or R ON–OFF switch. Each switch also controls
one element of a double element heating muff
10 ICE AND RAIN

the panel. Switch off the appropriate SCREEN
PROTECTION
HEAT switch in accordance with Windscreen fitted to each of the two rudder bias struts.
Damage checklist procedures. A PITOT HTR FAIL annunciator and the MWS
No. 1 engine alternator: ICE PROT↑ repeater annunciator illuminate
whenever a PITOT/VANE HEAT L or R switch
• Left windscreen heat is OFF, or when both switches are on and the
current draw by either pitot head element is in-
• Right sidescreen heat
sufficient. Annunciator dimming is via the MWS
• Left stall vane heat dimmer.
No. 2 engine alternator: A single ammeter and an L–R selector switch
are provided (see Figure 10-3). Selecting L or
• Right windscreen heat R connects the ammeter to the associated pi-
• Left sidescreen heat tot head and mast heater circuits. With PITOT/
• Right stall vane heat VANE HEAT switched on for at least 1 minute,
readings of between 5 and 10 amps indicate
The PE bus bar supplies power to the following: satisfactory operation of the pitot heaters only.
Actual power consumption depends on the am-
• ALTR 1 and 2 FAIL annunciators bient temperature.
• L and R SCREEN OVHT annunciators
If a PITOT HTR FAIL annunciator illuminates
• SIDE SCRN OVHT annunciator while the switches are on, the system amme-
• Left SCREEN HEAT ON–OFF switch ter is used for identification of the failed heater
(current below 1 amp).

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
10 ICE AND RAIN
SCREEN SCREEN SCREEN SCREEN

PROTECTION
TEMP TEMP TEMP TEMP

CONTROL CONTROL CONTROL CONTROL
NORMAL NORMAL
Figure 10-6. Windshield Heat Schematic

Associated instruments must be monitored for • One windscreen alternator off line and ei-
discrepancies. ther No. 1 or No. 2 inverter off line:
º Elements of both sensors disconnected
WARNING
Autopilot performance may be ad- Table 10-1. P
ower Distribution When
versely affected. PITOT/VANE HEAT
Switches Selected On
With pitot heat failure, the following equipment
may fail to operate satisfactorily: COMPONENTS BUSBAR
Left pitot head heater PE

Left pitot heat failed:
Right pitot head heater PS2
• Air data computer No. 1 Pitot heater fail warning PE
Right pitot heat failed: Rudder bias strut heaters
Half PS1
• Air data computer No. 2 Half PS2
• Standby airspeed indicator Forward static plates PS2
• Stall detector channel 3 TAT probe heat PS1
• Additional special-order equipment,

if connected
The left and right forward static plates are elec-
trically heated. The electrical power supply to
ENGINE ANTI-ICING
the heating element of each static plate is via
the PITOT/VANE HEAT R switch through the
SYSTEM
landing gear squat switch. Heating is available Air is bled from each engine to provide anti-
only when the aircraft is airborne. icing for the engine nacelle inlet cowling.
10 ICE AND RAIN

PROTECTION
Ice protection for each airflow angle sensor is An ENG ANTICE switch on the roof panel (see
provided by a vane heater element and a case Figure 10-3) is provided for each engine. Each
heater element. The case heater element is switch controls pneumatically operated bleed-
thermostatically controlled. The left and right air valves. When the switch is in the ON position,
vane heating elements are controlled by the the valves deenergize open and high-pressure
respective PITOT/VANE HEAT L or R switch. bleed air is bled from the engine and directed
Vane heater failure is indicated by illumination to the inlet cowling. In addition, with ON select-
of the L (or R) VANE HTR FAIL and ICE PROT↑ ed and the computer switch in AUTO, electrical
annunciators. power is supplied to the heating elements on the
PT2 TT2 sensor. The ON position also controls
Vane heater power supply is 115 VAC and is de- the raised heat level for the A panel windshield
rived as follows: in flight. In flight, the engine digital computers
are reset to a schedule that incorporates a raised
• Two windscreen alternators online:
idle rpm to compensate for the effect on thrust.
º Left sensor elements from alternator No. 1
A pressure switch in each supply line (Figure 10-
º Right sensor elements from alternator No. 2 7) connects electrically to an associated ENG 1
• One windscreen alternator off line and No. or ENG 2 A/ICE annunciator. The annunciator
1 and No. 2 inverters online: will illuminate dim initially and brighten up af-
º Elements of both sensors from No. 2 ter two seconds if air supply is not sufficient for
inverter engine anti-icing. In addition, a white ICE PROT
SELECTED annunciator on the MWS panel illu-
minates when either ENG ANTICE switch is on.

ANTI-ICING HOT AIR FLOW

VENTILATION AIR FLOW
FAN EXHAUST DUCT

ANTI-ICING
OUTER SKIN
ON-OFF VALVE
ENGINE
UPPER ZONE 1 COMBUSTION
PRESSURE PANEL VENTILATION SECTION ZONE 2
DISTRIBUTION SWITCH INLET FAN EXHAUST DUCT
DUCT INNER SKIN
PICCOLO
TUBE
ANTI-ICING
PIPE FROM
COMBUSTION
SECTION
FAN DUCT
EXHAUST AIR
INLET
COWL
FWD COWL
AFT COWL
AFT COWL
FIREWALL
FIREWALL
ENGINE ASSEMBLY
ACCESSORY LOWER
SECTION ACCESS
(ZONE 1) DOOR
Figure 10-7. Powerplant Ventilation
The engine anti-icing system is DC-powered If the SAT is +10°C or below and is associated
from bus bar PE. with conditions of high humidity (mist or fog re-
10 ICE AND RAIN
ducing visibility to approximately 6,000 feet),

PROTECTION
OPERATING PROCEDURES or with a wet-surface runway, the ENG ANTICE

and ENG IGNITION switches must be switched
The aircraft is certificated for flight in icing con- on. These switches should be switched off
ditions. However, the aircraft must be free of when conditions permit.
snow and ice before takeoff. Conduct a hands-
on check for ice before takeoff. NOTE
Whether icing conditions are present or not, all To avoid further throttle adjust-
SCREEN HEAT and PITOT/VANE HEAT switch- ments due to a slight rise in ITT, the
es shall always be switched on before takeoff ENG ANTICE switches should be
and remain on throughout the flight. selected to the ON position before
takeoff power is set.
If the aircraft is cold soaked at –10°C, wind-
screen heat should be on for five minutes
prior to takeoff. If the aircraft is cold soaked NOTE
at –20°C, windscreen heat should be on for When icing conditions do not ex-
15 minutes prior to takeoff. If the times are not ist, the inlet anti-icing should not be
met, the airspeed is restricted to 257 KIAS be- used above 50°F (10°C) in ambient
low 8,000 feet. This restriction also applies if a conditions for more than 10 seconds.
windscreen becomes inoperative in flight or is
turned to OFF in flight and has cold soaked at
–10°C in flight.

When takeoff is accomplished with engine anti- Airspeed...............................Adjust to 230 KIAS or

icing in use, ITT must be monitored during take- 0.63 indicated Mach number
off and initial climb. Allowance should be made
for the adverse effects on performance when NOTE
using the engine anti-icing system. If neces-
sary, the airframe anti-icing systems may also This is a recommended speed. How-
be operated for takeoff. ever, if it is necessary to take advan-
tage of the full range of airspeeds
To ensure that the distributors are ready for use, permitted for flight in icing conditions
the airframe anti-icing system must be primed and if other conditions permit, the air-
before takeoff. This is accomplished by setting speed may be adjusted to within the
the WING/TAIL ANTICE switch to run the pump limits.
for 2 minutes to prime the system regardless of
weather conditions, for 30 seconds at the start No. 2 ENG IGNITION switch.............................. ON
of the climb, and for 2 minutes at the top of the No. 2 ENG ANTICE switch................................. ON
descent.
ENG A/ICE annunciators.................................. OFF
NOTE Monitor during flight in icing conditions. If an
Normally 2 minutes of selection will annunciator illuminates, gradually increase en-
prime the system. It is imperative that gine rpm in small increments.
all panels exude fluid on the preflight
check. There is a fuel penalty with the engine anti-ice
systems in use and the systems must be turned
Do not run the airframe deicing sys- off when the aircraft is clear of icing conditions.
tem when the tank is empty.
When selecting the ENG ANTICE switch ON,
If icing conditions are expected or known to be an ITT increase of 20 to 50°C can be expected
present during flight, the following actions must and special care must be taken not to exceed
10 ICE AND RAIN

be accomplished: the ITT limitations.
PROTECTION
No. 1 ENG IGNITION switch............................... ON After leaving icing conditions:
No. 1 ENG ANTICE switch.................................. ON ENG IGNITION 1 and 2 switches.................... OFF
WING/TAIL ANTICE switch..............Select before ENG ANTICE 1 and 2 switches........................ OFF
entering icing and
set for 10 minutes WING/TAIL ANTICE time switch.....................Zero
NOTE CLIMB
The airframe ice protection system Climb at 230 KIAS or as required in accordance
should be maintained fully primed by with Figure 10-8, normal climb power.
selecting it ON for 30 seconds at the
start of climb for 2 minutes at the top
of descent, and if icing conditions are
CRUISE
expected preferably for 2 minutes In all conditions the aircraft has sufficient per-
prior to entering icing conditions. formance to be able to cruise above 30,000
feet, where icing is unlikely to occur.
If icing conditions still prevail or are ex-
pected, a further period of operation If it is necessary to cruise in an icing layer, the
should be selected prior to the time long-range speed should be used. It is usually
switch reaching zero. Termination of more economical to cruise below the icing lay-
the airframe ice protection selection er rather than in it.
will be given by an audio chime.

10 ICE AND RAIN
PROTECTION
Figure 10-8. Speed for Use in Icing Conditions

HOLDING NOTES
Holding should be done at the normal speed.
NOTE
The procedural use of 15° flaps for
holding is not permitted in icing
conditions.
DESCENT
When descending into icing conditions, select
the airframe ice protection system on for two
minutes before entering icing (approximately
5,000 feet above the cloud).
With ENG ANTICE selected in flight and the
thrust lever at idle, a raised N2 is automatically
supplied at which adequate intake and engine
anti-ice are available.
NOTE
The procedural use of 15° flaps for
descent is not permitted in icing
conditions.
Descent should be made at 230 KIAS or as re-
10 ICE AND RAIN

quired in accordance with Figure 10-8. Thrust
PROTECTION
levers may be closed. Some airbrakes may give
a rate of descent of about 3,000 feet per min-
ute. Higher IAS, up to the maximum, may be
used if required to give a higher rate of descent.

QUESTIONS
1. The following component(s) is/are anti-iced 5. The ICE PROT↑ annunciator on the MWS
by the use of hot bleed air: panel does not illuminate when:
A. Engine inlet cowlings A. The ice detector detects ice.
B. P2T2 sensors B. Low pressure is detected in the air-
C. Rudder bias struts frame deicing system.
D. Horizontal stabilizer C. TKS fluid quantity is low.
D. PITOT/VANE HEAT is on and operating
normally.
2. For takeoff or landing approach in icing
conditions, the following switches must be
turned on: 6. The following component may fail to oper-
A. ENG IGNITION, ENG ANTICE, WING/ ate satisfactorily when the left pitot heat is
TAIL ANTICE inoperative:
B. ENG ANTICE, WING/TAIL ANTICE, ICE A. Standby airspeed indicator
DET B. ADC No. 2
C. ENG ANTICE, WING/TAIL ANTICE, C. ADC No. 1
demist control D. Standby altimeter
D. ICE DET, ENG IGNITION, ENG ANTICE
7. The ENG 1 (or 2) A/ICE annunciator (when
3. The following switches provide DC power illuminated) indicates:
to the rudder bias heater muffs: A. That the respective engine anti-icing is
A. ALTERNATORS 1 and 2 on and operating normally.
10 ICE AND RAIN
PROTECTION
B. PITOT/VANE HEAT B. That anti-icing air pressure is available

C. SCREEN HEAT at sufficient pressure.
D. ENG IGNITION C. That anti-icing air pressure is not avail-
able at sufficient pressure.
D. That ice has been detected on the
4. The following statement(s) is/are true:
P2T2 sensor.
A. The engine inlet cowling is heated by
hot bleed air.
8. The PITOT AMPS ammeter checks amper-
B. With the ENG ANTICE switch ener- age of:
gized and the computer switch in
AUTO, electrical power is supplied to A. The left or right pitot heating elements
heating elements on the P2T2 sensor. (as selected).
C. When not in icing conditions, engine B. Both pitot heating elements
anti-icing must not be used for more simultaneously.
than 10 seconds in ambient air temper- C. The left or right vane heating elements
atures above 10°C. (as selected).
D. All of the above D. The left or right pitot and vane heating
elements (as selected).

9. The forward static plates are heated:

A. On the ground when OVRD is selected.
B. At low heat only when on the ground.
C. Anytime the PITOT/VANE HEAT switch
is on.
D. Only when airborne.
10. When engine anti-icing is required, the

ENG ANTICE switches should be turned on:
A. When established in initial climb.
B. After takeoff power is set.
C. Before takeoff power is set.
D. A minimum of five minutes before
takeoff.
11. The TKS fluid supply lasts for approximately:

A. 30 minutes.
B. 45 minutes.
C. 61 minutes.
D. 108 minutes.
12. The airframe anti-icing system:
10 ICE AND RAIN

A. Should be primed before flight.
PROTECTION
B. Should be primed only before flight
into known icing conditions.
C. Will deice satisfactorily while on the
ground.
D. Should never be activated until
airborne.
13. The following ICE PROTECTION switches

shall always be switched on before takeoff
and remain on throughout the flight:
A. SCREEN HEAT and ENG ANTICE
B. ENG IGNITION and PITOT/VANE HEAT
C. ENG ANTICE and ENG IGNITION
D. PITOT/VANE HEAT and SCREEN HEAT

CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
Pressure Regulator and Shutoff Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
Air Cycle Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
Overspeed Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
Cold Air Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
Low-Limit Temperature Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
Duct Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
CABIN TEMPERATURE CONTROL SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
AUTO Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
MANUAL Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
AIR DISTRIBUTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
Cabin Flood Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
Cabin Fan Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
Cabin Floor Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
General System Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
Auxiliary Heating System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
11 AIR CONDITIONING
Ram Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
Rear Equipment Bay Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
Ground Air Conditioning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
LIMITATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9

ILLUSTRATIONS
Figure Title Page
11-1 Air Cycle Machine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3

11-2 Duct Temperature Indication and Overheat Circuits. . . . . . . . . . . . . . . . . . . . . . . . 11-4
11-3 Cabin Temperature Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
11-4 Air Distribution Block Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
11 AIR CONDITIONING

CHAPTER 11
AIR CONDITIONING
INTRODUCTION
The Hawker 800XP incorporates an air conditioning system that includes a cooling system, an
air distribution system, controls, and indicators. The air conditioning system provides a comfort-
able environment for the crew and passengers. On the ground, the system air source is either the
11 AIR CONDITIONING
auxiliary power unit (APU) or the engines; in flight, the air source is the engine pneumatic system.
The conditioned air is used to control pressurization of the aircraft, which is discussed in Chapter
12—Pressurization.
GENERAL
The cooling system includes a refrigeration an air conditioning pack incorporating a three-
unit, a cabin temperature control valve, a low- wheel air cycle machine.
limit temperature control valve, and a water
separator. The resulting temperatures are de- Conditioned air is ducted to the flight com-
termined by the positions of the valves. partment and passenger cabin to provide
ventilation, heating, and pressurization. Tem-
Bleed air is tapped from both engines and con- perature levels, set manually, are automatically
ditioned to acceptable temperature levels by controlled.

On the ground, conditioned air is supplied by The closure of No. 2 MAV results in a decrease
the APU and the air cycle machine when the in system pressure. To avoid cycling of the
main engines are not running. valve, a latch circuit maintains the closed sig-
nal. The system can be reset by selecting the
MAIN AIR VLV 2 switch to CLOSE. This action
PRESSURE REGULATOR AND causes the MAIN AIR VLV 2 annunciator to ex-
SHUTOFF VALVE tinguish. If the system pressure has fallen, the
No. 2 MAV will subsequently open when the
From each main air valve (MAV), the air is duct- switch is selected OPEN.
ed via a non-return valve (NRV), and then via a
common duct to a pressure regulator and shut-
off valve (PRSOV) unit and a pressure reducing COLD AIR UNIT
and flow restricting venturi to an air cycle ma-
chine (ACM). The cold air unit (CAU) comprises of a fan,
a compressor, and a turbine mounted on a
common shaft.
AIR CYCLE MACHINE
Bleed air from the venturi enters the ACM via
The air cycle machine (ACM) consists of a three- the primary heat exchanger, which cools this
wheel cold air unit (CAU) and primary and sec- air to an acceptable level for the CAU. The pri-
ondary heat exchangers that are cooled by ram mary exchanger is cooled by ram air from the
air. Excess water is removed by a water separa- dorsal air intake.
tor at the exit from the ACM. To enhance the
cooling performance, this water is ejected back The cooled air from the primary heat exchang-
into the ram-air flow above the primary heat ex- er enters the CAU compressor, which raises its
changer (Figure 11-1). pressure and temperature before it is cooled
by the secondary heat exchanger. The second-
ary heat exchanger uses ram air as the cooling
OVERSPEED PROTECTION medium.
A pressure switch, downstream of the PRSOV, From the secondary heat exchanger, the air is
protects the ACM from overspeed should the expanded and cooled through the turbine. The
PRSOV fail. The pressure switch operates on energy extracted in this process is used to drive
a rising pressure of 40 psi to signal the No. 2 the compressor and the fan. The fan is used to
MAV to close. draw cooling air through the ram-air system.
The No. 1 MAV remains open and the maximum At the exit from the turbine, the air temperature
flow to the CAU is restricted by the venturi in is below dewpoint and water is condensed out
11 AIR CONDITIONING
the No. 1 LP bleed duct. in the form of fog. To prevent the formation of
ice, the temperature of the air before entry into
Closure of the No. 2 MAV will be indicated by
the water separator is controlled by the low-lim-
illumination of the MAIN AIR VLV 2 annunciator
it temperature control system (Figure 11-1).
on the MWS panel.
The water separator extracts approximately
NOTE two-thirds of the water from the airflow. The
drained water is injected back into the heat ex-
The illuminated MAIN AIR VLV 2 an-
changer cooling air to enhance the cooling ca-
nunciator indicates that the position
pacity. The temperature of the air downstream
of the No. 2 MAV does not agree with
of the water separator is controlled by the cab-
the selection made on the MAIN AIR
in temperature control valve.
VLV 2 switch.

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
11 AIR CONDITIONING
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 11-1. Air Cycle Machine

LOW-LIMIT TEMPERATURE be exceeded. The overtemperature signal will

also cause the cabin temperature control valve
CONTROL SYSTEM to be motored fully closed. When the tempera-
ture in the duct falls, normal automatic control is
The air temperature at the inlet to the water restored and the DUCT OVHT↑ annunciator is
separator is limited by a control circuit to a extinguished.
minimum temperature of approximately 2°C to
prevent freezing and consequent blockage of
the water separator (see Figure 11-1). Warm air
is routed from the primary heat exchanger out- CABIN TEMPERATURE
let via the low-limit temperature control valve
(LLTCV) to the inlet of the water separator. CONTROL SYSTEM
The operation of the LLTCV is controlled by a Temperature of the air delivered to the cabin
low-limit control sensor in the duct downstream may be varied by the crew via selections on
of the water separator. The low-limit tempera- the CABIN TEMP AUTO–MANUAL/COOL–HOT
ture control system operates independently of temperature selector. The two modes of op-
any other system and can override cold selec- eration for the cabin temperature system are
tions made by the flight crew. AUTO or MANUAL (Figure 11-3).
DUCT TEMPERATURE AUTO MODE

In the AUTO mode, the required temperature
A DUCT TEMP indicator, on the roof panel, is
in the cabin is selected by positioning the se-
connected to a temperature sensor in the duct
lector between COOL and HOT. Temperature
downstream of the silencer (Figure 11-2). This
is not indicated on the temperature selector;
temperature may be considered as the cabin
however, a full COOL selection corresponds to
air inlet temperature.
18.32°C (65°F), and a full HOT selection corre-
A duct overtemperature sensor, set at 115°C, will sponds to 31.1°C (88°F) cabin temperature.
cause a DUCT OVHT↑ amber annunciator to be
A temperature controller, using signals from
illuminated on the MWS, should the temperature
the selector switch, a duct temperature sensor,
11 AIR CONDITIONING
FROM CABIN
TEMPERATURE
CONTROL VALVE
TO
TO CABIN LLTCV
TEMPERATURE
CONTROLLER
PRESSURE
BULKHEAD DUCT DUCT
OVERHEAT TEMPERATURE
SWITCH 115°C BULB
WATER
SILENCER
SEPARATOR
NRV
Figure 11-2. Duct Temperature Indication and Overheat Circuits

AUTO
MANUAL
CABIN
TEMPERATURE
SENSOR AND FAN
TEMPERATURE TO CABIN
CONTROLLER TEMPERATURE
CONTROL VALVE
TO MWS
PRESSURE
BULKHEAD
DUCT DUCT
OVERHEAT TEMPERATURE
NRV SWITCH 115°C SENSOR
TO
SILENCER
CABIN
FROM ACM
Figure 11-3. Cabin Temperature Control
and a cabin temperature sensor unit, deter- stops the cabin temperature control valve in
mines whether an increase or decrease of tem- the attained position.
perature is required. Resulting signals from the
controller cause the cabin temperature control The duct overtemperature limiting sensor and
valve to open or close accordingly. the low-limit control system remain operative in
the MANUAL mode.
A CABIN TEMP indicator, on the flight compart-
ment roof panel, is connected to a tempera- CAUTION
ture bulb at the right forward cabin bulkhead
11 AIR CONDITIONING
position. An electrically operated fan draws The fan for the temperature indica-
air through a grill in the cabin and across the tor bulb and the cabin temperature
temperature bulb and the cabin temperature sensor is inoperative when MANUAL
sensor. is selected. The duct temperature
should be monitored to check that
MANUAL MODE the cabin air inlet temperature is not
allowed to exceed flight crew and
The MANUAL mode is selected by moving the passenger comfort levels, nor should
CABIN TEMP selector through a detent to the "hot" selections activate duct over-
MANUAL spring-loaded, center-off position. temp limits.
Holding the selector to either COOL or HOT (as
required) directly controls the position of the
cabin temperature control valve. Releasing the
CABIN TEMP selector to the center-off position

11 AIR CONDITIONING
11-6

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
REV 0.4
Figure 11-4. Air Distribution Block Diagram

AIR DISTRIBUTION The fan is controlled from a FAN ON–OFF

switch in the ENVIRONMENTAL section of the
SYSTEM flight compartment roof panel.
The air distribution system (Figure 11-4) is a net-

work of ducting and outlets used to route con-
CABIN FLOOR SWITCH
ditioned air to the cabin and the cockpit. Temperature-controlled air enters the pressure
cabin through a silencer, a non-return valve,
The flight compartment air duct is branched to and two electrically operated valves. This is
supply conditioned air to louvres in both side controlled by a CABIN FLOOR OPEN–STOP–
consoles. CLOSE switch on the flight compartment roof
Normally, the only air source for the air distribu- panel.
tion system is temperature-controlled air from The switch is spring-loaded to the center
the air-conditioning system. If additional heat- (STOP) position. Holding the switch to one or
ing is required, bleed air from the No. 2 engine the other positions allows the valve to move (or
can be routed directly to the flight compartment be inched) to the selected position.
when the auxiliary heating valve is opened.
With CABIN FLOOR selected OPEN, all the con-
CABIN FLOOD SWITCH ditioned air is supplied to both cabin floor ducts.
Temperature-controlled air enters the pres- With CABIN FLOOR selected to CLOSE, the air
sure cabin through a silencer, a non-return supply to both cabin floor ducts is cut off.
valve, and an electrically operated valve. This A green LED indicator above the switch dis-
is controlled by a CABIN FLOOD OPEN–STOP– plays the valve position.
CLOSE switch on the flight compartment roof
panel.
The switch is spring-loaded to the center GENERAL SYSTEM CONTROL
(STOP) position. Holding the switch to one or In cold weather operation, the floor ducts
the other positions allows the valve to move should be opened to conditioned air and the
to the selected position. cabin fan turned on to recirculate the cabin air
With the CABIN FLOOD selected OPEN, all the through the cabin air gaspers for balanced cab-
conditioned air is supplied to a cabin flood out- in heating.
let, at roof level at the right rear of the passenger In hot weather operation, the cabin floor ducts
11 AIR CONDITIONING
cabin. may be positioned as required for balanced
With the CABIN FLOOD selected CLOSE, the cooling of the cabin.
air supply to the cabin flood flow outlet is cut After the aircraft reaches altitude and cold
off. soaks, the floor ducts should be opened as
A green LED indicator above the switch dis- needed to maintain the desired cabin temper-
plays the valve position. ature. The cabin fan can be turned on, if nec-
essary, to recirculate the cabin air through the
cabin air gaspers for a more balanced cabin
CABIN FAN SWITCH temperature.
An electrically operated fan draws air from the NOTE

rear of the cabin and recirculates it via individ-
ual controllable outlets on each passenger ser- It is recommended that when the
vice unit (one outlet per passenger seat posi- cabin fan is in operation, the floor
tion). The recirculated air is also supplied to two valves should not be closed more
further outlets in the flight compartment. than halfway for efficient operation.

AUXILIARY HEATING SYSTEM GROUND AIR CONDITIONING

The auxiliary heating system supplies the flight Ground air conditioning can be supplied by the
compartment with a variable supply of hot air auxiliary power unit (APU). The APU air supply
via a heat augmentor in the main supply sys- is fed through a shutoff valve and a non-return
tem. Control of the auxiliary system valve is by valve into the main supply duct downstream of
the F/DK VLV OPEN–CLOSE switch on the roof the pressure regulator and shutoff valve (PR-
panel. The supply is tapped from upstream of SOV). APU air is controlled by the APU AIR VLV
the main air valve of the No. 2 engine via a non- OPEN–CLOSE switch on the APU control panel.
return valve.
If, while the flight compartment auxiliary heating
valve is open, an overheat of 115°C is detected ELECTRICAL POWER
in the outlet duct, then the flight compartment
auxiliary heating valve is closed. It remains SOURCES
closed until selected manually open.
PE bus bar
• Flight deck heat valve
RAM AIR • HP air overheat warning
Ram air from the dorsal air intake is used primar- • HP bleed on–off valve
ily as a cooling medium for the heat exchanger,
but it can also be introduced into an unpressur- • Main air valves 1 and 2
ized cabin for ventilation purposes. The cabin • Cabin temperature (manual)
supply is ducted from the ram-air intake and fed • Duct overheat detect
into the cabin through an electrically operated
ram-air valve and a non-return valve, and into PS1 bus bar
the flood flow duct. The ram-air valve is con-
trolled by a microswitch that operates when the • Duct temperature indicator
DUMP VALVE lever is selected fully OPEN.
PS2 bus bar
The ram air passes through the CAU heat ex-
• Cabin temperature indicator
changer assisted by a fan driven by the CAU
turbine, and is ducted to atmosphere through a • Cabin temperature (auto)
grille in the aircraft exterior. • Cabin temperature sensor
If the intake becomes obstructed, a spring-
11 AIR CONDITIONING
loaded door in the intake duct opens inwards to

permit air from the rear equipment bay to enter
the intake and supply the CAU heat exchanger.
LIMITATIONS
Simultaneous operation of the APU bleed air
and main engine bleed air is not permitted.
REAR EQUIPMENT BAY Both systems may be operated briefly (one
VENTILATION minute maximum) during changeover from one
system to the other.
A tapping is taken from the dorsal fin air intake
to provide an air supply for rear equipment bay
ventilation. There are no controls or indications
for this supply.

QUESTIONS
1. Which component in the air conditioning 5. When too much air pressure is present, a
system determines the temperature of the 40 psi presssure switch protects the ACM
air after entering the water separator? from overspeed by closing:
A. Cooling turbine A. The No. 2 main air valve.
B. Cabin air sensor B. The vent valve.
C. Heat exchanger C. The F/DK valve.
D. Low-limit temperature control D. All air valves.
2. When the duct temperature limiter senses a 6. The switch that controls the auxiliary heat-
duct temperature of 115°: ing valve to provide additional heating to
A. The limiter illuminates the DUCT the cockpit is the:
OVHT↑ annunciator only. A. AUX HEAT switch.
B. The limiter illuminates the DUCT B. EMER PRESS switch.
OVHT↑ annunciator and automatically C. PRESSN GEAR OVRD–AUTO switch.
gives reduction in duct temperature.
D. F/DK VLV switch.
C. The limiter automatically reduces duct
temperature only.
7. The _______ bus powers the CABIN
D. The limiter automatically shuts down TEMP–MANUAL mode.
the flow control units.
A. PS2
3. Cabin delivery air temperature is controlled B. PS1
by operation of the: C. PE
A. No. 1 main air valve. D. XS1
B. No. 2 main air valve.
C. Cabin temperature control valve.
D. AUX heat valve.
11 AIR CONDITIONING
4. A pressure switch downstream of the PR-
SOV protects the ACM from overspeed if
pressure rises above:
A. 27 psi.
B. 40 psi.
C. 60 psi.
D. 57 psi.

CHAPTER 12
PRESSURIZATION
CONTENTS
Page
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
Cabin Controller. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
Outflow/Safety Valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
Pneumatic Relays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
Venturi. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
Air Jet Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
Absolute Pressure Regulators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
Fan-Operated Venturi. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
CABIN ALTITUDE Warning Annunciator and Horn. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
CABIN Triple Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
MANUAL CABIN ALTITUDE CONTROL Knob and PRESSURIZATION CONTROL
Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
DUMP VALVE or VENT VALVE Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
Before Starting Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
After Starting Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7
Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7
After Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7
During Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7
Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7
12 PRESSURIZATION
Before Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7

DC Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8
AC Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8

LIMITATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
12 PRESSURIZATION

ILLUSTRATIONS
Figure Title Page
12-1 Pressurization System Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3

12-2 PRESSN Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
12-3 HORN ISOLATE Pushbutton. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
12-4 CABIN HIGH DATUM Pushbutton. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
12-5 CABIN Triple Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
12-6 Manual Pressurization Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
12-7 DUMP VALVE Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
TABLE
Table Title Page
12-1 Cabin Altitude Setting for Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7
12 PRESSURIZATION
REV 0.4 FOR TRAINING PURPOSES ONLY 12-iii

CHAPTER 12
PRESSURIZATION
INTRODUCTION
The Hawker 800XP incorporates a pressurization system that includes a controller, two outflow/
safety valves, and a venturi. Cabin pressure is automatically controlled by the two outflow/safety
valves that are pneumatically operated to maintain the 8.55 psi differential between cabin and am-
bient pressure. These valves govern the exhausting of cabin air to the atmosphere.
The outflow/safety valves also provide inward and outward relief for both negative and positive
12 PRESSURIZATION
differential conditions in order to protect the aircraft structure. A full range of manual control is
available in the event of a malfunction of the automatic control by utilizing the manual pressuriza-
tion controls on the copilot side console. A dump valve provides cabin pressure control when the
normal system control is inoperative. It can also be used in conjunction with a ram-air supply to
ventilate the cabin while it is unpressurized.
The purpose of the pressurization system is to ensure crew and passenger survival and comfort
regardless of aircraft altitude.

GENERAL CABIN CONTROLLER

The CABIN CONTROLLER (pressure control-
When pressurization and air conditioning are
ler) (Figure 12-1) on the copilot instrument panel
in use, a supply of air is fed into the pressure
ensures that the outflow/safety valves maintain
cabin. Outflow is controlled by a cabin pres-
a selected cabin altitude and that the cabin air
sure controller and by two outflow/safety
pressure changes at an acceptable rate during
valves. The pressure controller regulates both
climb or descent. The controller has two knobs.
the discharge of the air and the discharge rate.
The center knob is labeled CABIN; the knob on
The rate control affects the cabin rate of climb/
the lower left is labeled RATE.
descent.
The CABIN knob controls rotation of a dial con-
The pressurization system can maintain a cabin
taining an inner and outer scale. Both scales in-
altitude of 7,500 feet at an aircraft altitude of
dicate altitude and are graduated in feet x 1,000.
41,000 feet at 8.55 psi maximum cabin differ-
The outer scale displays the selected cabin
ential pressure. The maximum certified altitude
altitude. With the cabin altitude selected, the
is 41,000 feet.
aircraft altitude at which the maximum cabin
If a crewmember selects a cabin differential differential will be reached is displayed on the
greater than 8.55 psi, a safety device on the inner scale. This provides a 7,500-foot cabin
outflow/safety valve prevents the cabin pres- altitude at an actual aircraft altitude of 41,000
sure from exceeding 8.6 to 8.8 psi. If an attempt feet.
is made to position the aircraft so that the 8.55
The RATE knob is used to adjust cabin altitude
psi cabin differential pressure is exceeded, the
rate of change. This range is from approximate-
same safety device causes the cabin pressure
ly 2,000 fpm (MAX setting) to 50 fpm (MIN set-
to decrease at the same rate the aircraft climbs.
ting). Positioning the arrow vertically provides a
During a rapid descent, if the ambient pressure rate of change of approximately 500 fpm.
exceeds cabin pressure, another safety device
allows ambient pressure to enter the cabin,
preventing a negative cabin differential pres-
OUTFLOW/SAFETY VALVES
sure from exceeding 0.5 psi. Controlled by the pressure controller, the two
outflow/safety valves permit a controlled dis-
The 7,500-foot cabin altitude ensures that no charge of cabin air. The valves incorporate
passenger discomfort associated with hypox- safety devices that prevent a pressure buildup
ia is experienced during normal high-altitude in excess of the maximum cabin differential of
flight. 8.6 to 8.8 psi and of the negative pressure dif-
ferential of 0.5 psi. They are located on the rear
pressure bulkhead.
DESCRIPTION
The pressurization system (Figure 12-1) in- PNEUMATIC RELAYS
cludes a CABIN CONTROLLER, two out- Two identical pneumatic relays on the rear
flow safety valves, two pneumatic relays, a pressure bulkhead sense pressure changes
venturi, an air jet pump, two pressure reg- within the cabin controller and transmit these
ulators, a fan-operated venturi, and con- changes to the outflow/safety valves. They am-
12 PRESSURIZATION
trols and indicators. Two controls, labeled plify the pressure changes from the controller
MANUAL CABIN ALTITUDE CONTROL and in the cockpit, thus improving system response.
PRESSURIZATION CONTROL, permit manual
control of the system.

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
12 PRESSURIZATION
RATE SELECTOR
ALTITUDE SELECTOR
Figure 12-1. Pressurization System Diagram

VENTURI is open or for approximately 20 seconds after

the aircraft has landed. With the weight off the
A venturi in the forward luggage bay area ex- wheels (in flight), the fan stops, thus allowing
tracts air from the cabin controller during nor- the cabin to be pressurized. With the switch in
mal operation. In manual operation, it extracts the OVRD position, the fan stops and the ven-
air from one of the outflow/safety valves via turi ceases operation, thus allowing the cabin
the manual control valve on the copilot side to be pressurized.
console.
CONTROLS AND INDICATORS
AIR JET PUMP In addition to the CABIN and RATE knobs on
The air jet pump on the rear pressure bulkhead the CABIN CONTROLLER and the PRESSN
extracts air from the outflow/safety valves dur- switch on the roof panel, the pressurization
ing normal operation. This pump, operated by system incorporates the following controls and
engine bleed air, ensures that the desired dif- indicators:
ferential between the outflow valve reference
pressure and cabin pressure is maintained. • CABIN ALTITUDE warning annunciator
• CABIN triple indicator
ABSOLUTE PRESSURE • Warning horn
REGULATORS • HORN ISOLATE button
• CABIN HIGH DATUM switch
The two absolute pressure regulators function
as safety devices if there is a loss of cabin air • MANUAL CABIN ALTITUDE CONTROL
pressure. The regulators, located on the rear knob
pressure bulkhead, shut both outflow/safety • PRESSURIZATION CONTROL lever
valves when the cabin altitude reaches 13,500 • DUMP VALVE lever
±1,500 feet, thus minimizing a further drop in
cabin pressure.
CABIN ALTITUDE WARNING
FAN-OPERATED VENTURI ANNUNCIATOR AND HORN
The fan-operated venturi is also on the rear The CABIN ALTITUDE warning annunciator
pressure bulkhead. It is controlled by the (see Annunciator Panel) and warning horn alert
PRESSN switch (Figure 12-2) on the roof panel. the crew that the cabin has exceeded an alti-
tude of 9,300 feet.
With the PRESSN switch in the AUTO position
and the aircraft on the ground, the venturi oper- When this occurs, the following takes place:
ates (fan running) if an engine or APU air valve
• At 9,300 ±300 feet (cabin altitude), the
CABIN ALTITUDE warning annunciator on
the master warning panel illuminates and
the warning horn sounds. The horn may be
silenced by depressing the HORN ISOLATE
pushbutton on the No. 1 throttle lever (Fig-
12 PRESSURIZATION
ure 12-3).
NOTE
With flaps selected beyond 15°, the
warning horn is electrically isolated
for this condition.
Figure 12-2. PRESSN Switch

CABIN TRIPLE INDICATOR

A triple pointer CABIN indicator (Figure 12-5) is
installed on the copilot instrument panel. The
A pointer displays cabin altitude, the plain (un-
marked) pointer indicates cabin altitude rate
of change, and the red and white barber-pole
pointer shows cabin differential pressure.
Figure 12-3. HORN ISOLATE Pushbutton
• At 13,500 ±1,500 feet (cabin altitude), the

pressure regulators cause the outflow/safe-
ty valves to close, minimizing further loss of
cabin pressure through the valves.
In order to stabilize any of the above condi-
tions, the pilot can select manual pressuriza-
tion control or use the auxiliary heating valve to
provide emergency pressurization. The dump
valve can be used to relieve excess pressure
in the aircraft.
A second pressure switch could be installed
to permit takeoff and landing at airfields above
9,000-feet elevation (high datum aircraft only).
The high altitude datum pressure switch is con-
trolled by an illuminated CABIN HIGH DATUM
push-button switch on the copilot instrument
panel (Figure 12-4).
When the button is pushed and illuminated, the Figure 12-5. CABIN Triple Indicator
high altitude datum pressure switch controls
the set-point of the depressurization warning at
14,000 ±300 feet. When the pushbutton is not MANUAL CABIN ALTITUDE
operated and not illuminated, the normal da-
tum pressure switch 9,300 ±300 feet controls CONTROL KNOB AND
the set-point. PRESSURIZATION CONTROL
LEVER
The MANUAL CABIN ALTITUDE CONTROL
knob and the PRESSURIZATION CONTROL
lever on the copilot side console (Figure 12-6)
allow the copilot to manually control the pres-
surization system.
12 PRESSURIZATION
Figure 12-4. CABIN HIGH DATUM Pushbutton Control of one outflow/safety valve and the
desired cabin altitude and rate of change is
accomplished with the MANUAL CABIN ALTI-
TUDE CONTROL knob.

Figure 12-7. DUMP VALVE Lever
Figure 12-6. Manual Pressurization Controls OPERATION

To ensure a smooth changeover from normal BEFORE STARTING ENGINES
(automatic) operation, the copilot should slowly
turn the MANUAL CABIN ALTITUDE CONTROL Check that the DUMP VALVE lever is shut, that
knob until cabin altitude increases slightly, the PRESSURIZATION CONTROL lever is in the
then slowly select the GROUND TEST posi- NORMAL flight position, and that the MANUAL
tion on the PRESSURIZATION CONTROL lever. CABIN ALTITUDE CONTROL is in the full DE-
If manual control is ineffective, use the dump CREASE position. Set the F/DK VLV switch to
valve to control pressurization. CLOSE, and the PRESSN switch to AUTO. Check
that both MAIN AIR VLV switches are at CLOSE
and both MAIN AIR VALVE annunciators are ex-
DUMP VALVE OR VENT VALVE tinguished. Preset the CABIN TEMP selector to
LEVER the required temperature on the AUTO scale.
The DUMP VALVE lever (Figure 12-7) on the If cruising at altitudes above 25,000 feet, ro-
right side of the center control pedestal can be tate the pressure controller CABIN knob to set
used to open or close a butterfly valve in a duct the inner scale of the CABIN CONTROLLER to
between the vestibule and nose gear bay. The cruise altitude +2,000 feet.
lever can be positioned anywhere in between
the OPEN and SHUT positions to vary the ex- If cruising at altitudes below 25,000 feet, set
hausting of cabin air. With the DUMP VALVE the cabin pointer to 2,000 feet above depar-
12 PRESSURIZATION
lever in the full OPEN position, it operates in ture airfield altitude.

conjunction with the ram-air valve to provide In all cases, the selected cabin altitude must be
ventilation when the cabin is unpressurized at least 1,000 feet above airfield altitude.
during flight.
Set the RATE knob slightly less than vertical.

AFTER STARTING ENGINES The PRESSURIZATION CONTROL lever should

then be turned to the GROUND TEST position
Introduce air circulation by setting both MAIN after which the MANUAL CABIN ALTITUDE
AIR VLV switches to OPEN; check that both CONTROL can be used to attain the required
MAIN AIR VALVE annunciators are illuminated cabin altitude.
or APU AIR VLV is positioned to OPEN. Adjust
the temperature selector if required. The F/DK
VLV switch can be used for rapid heating of the
DURING FLIGHT
flight deck. Check that the cabin altitude and temperature
are maintained satisfactorily. Crew compart-
TAKEOFF ment temperature may be increased indepen-
dently of the cabin by operation of the F/DK
Before beginning the takeoff, the MAIN AIR VLV switch.
VLV switches must be set to CLOSE. Check that
both MAIN AIR VALVE annunciators are extin-
guished. Check that the F/DK VLV switch is set
DESCENT
to CLOSE. Check that the PRESSN switch is set At the start of descent, set the cabin pressure
to AUTO. control according to Table 12-1 for the destina-
tion airfield. Adjust the cabin RATE of change
AFTER TAKEOFF knob to give the desired rate of descent.
After takeoff, position the MAIN AIR VLV switch-

es to OPEN as directed by the Aircraft Flight
BEFORE LANDING
Manual (AFM). Check that MAIN AIR VALVE The cabin altitude setting for landing depends
annunciators are extinguished. Check that upon the destination barometric pressure
the DUCT OVHT↑ annunciator remains extin- (QNH). Apply the correction given in Table 12-1
guished. Adjust the cabin RATE of change knob for the appropriate barometric pressure (QNH)
to obtain the desired rate of climb appropriate to the airfield elevation. Then set that value on
to the top of climb height. the outer scale of the CABIN CONTROLLER.
If the aircraft fails to pressurize during the Close the main air valves before the aircraft de-
climb, it may be due to an auto mode malfunc- scends below 250 feet to reduce engine bleed
tion. Select the PRESSN switch to OVRD; this air, thereby providing available maximum thrust
will ensure that the fan-operated venturi, nor- in the event of a missed approach/go-around
mally operating on the ground to hold the out- maneuver.
flow valves open, is switched off.
Ensure cabin differential pressure is at zero be-
In the event of cabin altitude not being con- fore touchdown.
trolled satisfactorily by the cabin pressure con-
trol, turn the MANUAL CABIN ALTITUDE CON-
TROL slightly in the INCREASE direction.
Table 12-1. Cabin Altitude Setting for Landing

QNH—MB 970 975 980 985 990 995 1,000
12 PRESSURIZATION
IN. Hg 28.64 28.79 28.94 29.09 29.23 29.38 29.53

CORRECTION—FEET +1,500 +1,350 +1,250 +1,100 +950 +800 +650
QNH-MB 1,005 1,010 1,015 1,020 1,025 1,030 1,035

IN. Hg 29.68 29.82 29.97 30.12 30.27 30.41 30.56
CORRECTION—FEET +550 +400 +250 +100 0 –150 –300

ELECTRICAL POWER NOTES
SOURCES
DC POWER
PE bus bar
• Cabin altitude warning
• Ram-air valve control
PS2 bus bar
• Recirculating fan control
• Flood-flow valve actuator
AC POWER
XS2 bus bar
• Fan-operated venturi
LIMITATIONS
The following limitations pertain to the Hawker
800XP aircraft pressurization system:
• Maximum cabin differential pressure is 8.55
psi.
• Maximum allowable negative pressure dif-
ferential is –0.5 psi.
• Safety valves prevent pressure buildup in
excess of 8.6 to 8.8 psi.
12 PRESSURIZATION

QUESTIONS
1. The pressurization system is capable of
maintaining a cabin altitude of 7,500 feet
when the airplane altitude is:
A. 31,000 feet.
B. 43,000 feet.
C. 41,000 feet.
D. 35,000 feet.
2. The pressurization system can maintain a

maximum cabin differential pressure of:
A. 7.35 psi.
B. 8.55 psi.
C. 9.35 psi.
D. 5.38 psi.
3. The maximum allowable negative cabin dif-

ferential pressure is:
A. 0.5 psi.
B. 8.55 psi.
C. 1.25 psi.
D. 0.025 psi.
4. The fan-operated venturi provides suction

to open:
A. Both main air valves.
B. The dump valve.
C. Both outflow valves.
D. The No. 2 outflow valve.
5. With the CABIN HIGH DATUM not selected,

the CABIN ALTITUDE warning annunciator
illuminates and the warning horn sounds at
______ ft.
A. 11,000 ±500
12 PRESSURIZATION
B. 9,300 ±300
C. 14,000 ±200
D. 12,500 ±1,500

CHAPTER 13
HYDRAULIC POWER
POWER SYSTEM
13 HYDRAULIC
SYSTEMS
CONTENTS
Page
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1
MAIN HYDRAULIC SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-2
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-4
AUXILIARY HYDRAULIC SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6
HYDRAULIC SUBSYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-8
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-9

ILLUSTRATIONS
Figure Title Page
POWER SYSTEM
13 HYDRAULIC
13-1
Hydraulic Systems Controls and Indicators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-2
13-2 Hydraulic System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-3
13-3 Reservoir Pressurization and Fluid Level Indication . . . . . . . . . . . . . . . . . . . . . . . . 13-4
13-4
Reservoir Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-4
13-5 Main Hydraulic System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-5
13-6 Auxiliary Hydraulic Tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6
13-7 Auxiliary Hydraulic System Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-7
TABLES
Table Title Page
13-1 Indicators and Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-2

13-2 Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6

POWER SYSTEM
13 HYDRAULIC
CHAPTER 13
HYDRAULIC POWER
SYSTEMS
INTRODUCTION
The Hawker 800XP has both main and auxiliary hydraulic systems. The main system is pressurized
by two engine-driven pumps, one on each engine. The system provides pressure for actuation of
the landing gear, flaps, airbrakes, nosewheel steering, brakes, stick pusher, and thrust reversers.
System operation is monitored by annunciators and a system pressure gauge.
The auxiliary hydraulic system, pressurized by a hand pump, provides pressure only for emergency
extension of the landing gear and for flap operation.
GENERAL
The output of the variable-volume, engine- A second hand pump (in the cockpit) receives
driven pumps is manifolded to pressurize the fluid from a separate tank for emergency exten-
main hydraulic system. Either pump is capable sion of the landing gear and for flap operation.
of actuating all the subsystems. A hand pump is Auxiliary system tank fluid level is monitored by
provided in the rear equipment bay for ground an amber annunciator.
pressurization of the system.

MAIN HYDRAULIC when clogged, and through on-off valves inter-

connected with the HP COCK levers. The levers
SYSTEM
POWER SYSTEM
are selected open on engine start. They are

13 HYDRAULIC
selected closed on engine shutdown. With the

on-off valve closed, a closed circuit provides a
supply at the pump for lubrication purposes.
GENERAL
Low-pressure output of either pump is indicat-
Controls and indicators related to hydraulic
ed by the illumination of the applicable annun-
power are shown in Figure 13-1.
ciator (HYD 1 LO PRESS or HYD 2 LO PRESS)
(Table 13-1). Fluid temperatures in excess of
90°C are indicated by illumination of the HYD
OVHT annunciator. All colored annunciators
are shown in the Annunciator Panel chapter of
this manual.
Table 13-1. Indicators and Annunciators

ITEM LOCATION PARAMETER
Combined BRAKES Center psi:
(2) and SUPPLY instrument Brakes: 2,000
indicator panel Supply: 3,000
Hydraulic fluid
Main MWS
overheat warning
panel
90°C
Main supply low

Main MWS
pressure warning
panel
≤ 1,500 psi
Emergency brakes
Main MWS accumulator low
panel pressure warning
≤ 2,250 psi
Accumulator pressure
Rear Initial charge at
indicators (main and
equipment bay 1,000 psi
wheel brakes)
Accumulator pressure
Rear Initial charge at
indicators (thrust
equipment bay 1,500 psi
reversers)
Parameters stated
Main reservoir Rear
on label next to
contents level tube equipment bay
reservoir
Main reservoir air Rear 0 to 30 psi is
Figure 13-1. Hydraulic Systems pressure gauge equipment bay normal
Controls and Indicators
Pressurized fluid flows through a high-pressure

The main system reservoir (2.4 U.S. gallon
filter prior to entering the subsystems. The
capacity) is pressurized by regulated engine
pressure filter incorporates a pop-out button
bleed air to assure an adequate supply of MIL-
that extends if the element has an increasing
H-5606 fluid to the pumps under all operating
differential pressure caused by a clog. If the
conditions (Figure 13-2). This maintains pres-
system clogs, filter bypass is not provided.
sure to the hydraulic pumps. Flow to the pumps
passes through a suction filter that bypasses

REV 1.0

VENT
PRESSURE
REDUCING VALVE TO
LH ENG RH ENG ATMOSPHERE
BLEED AIR BLEED AIR
GROUND AIR
CONNECTION
TEMP SWITCH
NO. 2 NO. 2
HP COCK ON/OFF SUCTION FILTER ON/OFF HP COCK
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
JUNCTION
SHUTTLE
VALVE THRUST REVERSER
ACCUMULATOR
LANDING
GEAR ON/OFF JUNCTION SYSTEM
VALVE PRESSURE
PRESSURE GUAGE
SELECTOR MAINTAINING
DUMP VALVE PRESS VALVE PRESSURE
FLAPS SWITCH TRANSMITTER
EMERGENCY STICK
EMER PUSHER
BRAKE BRAKE NORMAL
FILTER 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
13-3
Figure 13-2. Hydraulic System
13 HYDRAULIC
POWER SYSTEM
The electrically operated DC hydraulic pressure

indicator registers main system pressure on the
OPERATION
POWER SYSTEM
SUPPLY gauge. Loss of DC power causes the When the right engine is started, the pump re-
13 HYDRAULIC
indicator pointer to move to the OFF position. ceives fluid through the suction filter and the
open on-off valve. As pressure increases to
With the airbrakes shut, proper reservoir fluid 1,850 psi, the amber HYD 2 LO PRESS annun-
level can be determined by sighting the fluid ciator extinguishes (see Figure 13-2). Increasing
level sight gauge against the marks on the ad- pressure from the pump opens the pressure-
jacent indicating plate (Figure 13-3). maintaining valve, and pressure is indicated
Air supply low pressure is indicated by the on the supply scale of the pressure indicator.
HYD TANK pressure gauge (Figure 13-4). The Normal system pressure will stabilize at 3,000
gauge should indicate approximately 15 psi. psi. The system is now capable of actuating all
subsystems.
As the left engine is started, the pressure out-

put of the left pump is added to the system (see
Figure 13-2). The amber HYD 1 LO PRESS an-
nunciator extinguishes as pressure increases.
The system is now operating at full potential.
If either pump fails, the low-pressure switch op-

erates when the pressure has fallen to 1,500 psi.
The contact of the low-pressure switch causes the
HYD 1(2) LO PRESS annunciator on the MWS panel
to illuminate, after a delay to allow the pressure to
recover should the low-pressure condition be due
to system fluctuation rather than a malfunction.
If both pumps fail, or if system fluid is lost, both

Figure 13-3. Reservoir Pressurization low-pressure annunciators will illuminate, but
and Fluid Level Indication the pressure indicator will show 2,300 psi.
(The pressure-maintaining valve has closed,
trapping pressure in the main accumulator for
normal brake operation.) The landing gear and
flaps can be lowered with the auxiliary hydrau-
lic system.
Two full-flow relief valves are provided, one in

each pressure line. In the event of pump failure
(loss of pump pressure control), the associated
relief valve opens at approximately 3,750 psi to
return fluid to the reservoir.
Leakage from any pressure line, suction line,

or system component (Figure 13-5) will deplete
system fluid. Since there is no indication of de-
creasing fluid level, fluid loss may not be no-
ticed until the pumps cavitate and the annun-
Figure 13-4. Reservoir Pressure Gauge ciators illuminate. Leakage within a subsystem
may be detected by an abnormal drop in pres-
sure as that subsystem is actuated.

POWER SYSTEM
13 HYDRAULIC
* PRESSURE RELEASE VALVE
OPEN TO DEPRESSURIZE
FRAME 22 THRUST REVERSER ACCUMULATOR
(NORMAL) CLOSED OPEN
TEE ADAPTOR
FRAME 21
NON RETURN
VALVE
PRESSURE FILTER
INWARD RELIEF VALVE
PRESSURE REGULATING
VALVE
AIR PRESSURE GAUGE

TEMPERATURE SWITCH FULL FLOW
RELIEF VALVE
THRUST REVERSER
ACCUMULATOR
GROUND AIR
CONNECTOR
PRESSURE
BLOCK THRUST REVERSER
THRUST REVERSER ACCUMULATOR PRESSURE
PIPES TO LEFT ENGINE RELEASE VALVE HANDLE *
NON RETURN VALVE ACCUMULATOR

PRESSURE GAUGE
PRESSURE MAINTAINING
VALVE SUCTION FILTER
PRESSURE SWITCH SYSTEM RETURN

JUNCTION BLOCK
PRESSURE
TRANSMITTER
PUMP PRESSURE GROUND TEST

BLOCK QUICK RELEASE
CONNECTORS
FRAME 22
}
STOW THRUST REVERSER
LATCH PIPELINES TO
RIGHT ENGINE
DEPLOY
STOW
THRUST REVERSER
CONTROL VALVE FRAME 21
(LEFT ENGINE) LATCH FORWARD
THRUST REVERSER
DEPLOY CONTROL VALVE GROUND SERVICING
(RIGHT ENGINE) HAND PUMP
HYDRAULIC BOX
REAR EQUIPMENT BAY
Figure 13-5. Main Hydraulic System Components

In the event system fluid overheat is indicated

Table 13-2. Controls and Indications
by illumination of the HYD OVHT annunciator,
POWER SYSTEM
continue the flight. The fault must be corrected CONTROL LOCATION

13 HYDRAULIC
prior to the next flight. AUX HYD SYSTEM PULL

Left side of center instrument
panel, adjacent to FMS No. 1
selector handle
display
AUXILIARY HYDRAULIC
EMERG HYD PUMP
operating handle socket Pilot floorboard, adjacent to
the center pedestal.
SYSTEM
The rudder gust lock serves
as the handle.
MWS main panel
GENERAL AUX HYD LO LEVEL
The auxiliary hydraulic system is pressurized by

the hand pump, located on the floor, at the right
Auxiliary reservoir contents
side of the pilot. The removable pump handle, level indicator tube Visible from nose gear bay
stowed behind the copilot seat base, can also
be used as the rudder gust lock. MIL-H-5606
fluid is supplied by a separate 6.1 U.S. pint tank When using the auxiliary system, lowering the
in the nose gear bay (Figure 13-6). landing gear always occurs before operation of
the flaps. The system cannot be used to raise
the landing gear.
A full reservoir provides sufficient fluid for at
least one extension of the landing gear and at
least one full extension of the flaps.
CAUTION
If the auxiliary system selection has
been made following a main system
failure, the auxiliary system must not
be reset in flight.
Figure 13-6. Auxiliary Hydraulic Tank Ignoring this CAUTION could result
in the landing gear collapsing.
Fluid level is observed in the transparent sight
gauge. A float switch in the tank is connected
to the amber AUX HYD LO LEVEL annunciator OPERATION
(Table 13-2). If fluid level is reduced by approxi-
mately one-half pint or more, the annunciator Operation of the auxiliary hand pump is normal-
will illuminate. ly blocked by a balk arm. To prepare the system
for operation, pull the AUX HYD SYSTEM lever
The auxiliary hydraulic system provides an al- (Figure 13-7). This action:
ternative source of hydraulic power for landing
gear extension and flaps operation. • Disengages the balk arm, freeing the hand
pump for operation
The system is hand-operated, and when select- • Closes the on-off valve, preventing auxiliary
ed, is independent of the main system. system fluid passing to the return line
Emergency lowering of the landing gear is • Positions the dump valve to block main sys-
available regardless of the setting of the land- tem pressure and to connect landing gear
ing gear selector lever, but the flaps must be actuators to the reservoir return
selected to the required setting. • Results in the landing gear handle no lon-
ger controlling gear movement

REV 2.2

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

13-7
Figure 13-7. Auxiliary Hydraulic System Schematic
13 HYDRAULIC
POWER SYSTEM
Operation of the hand pump will now create NOTES

pressure for emergency extension of the land-
POWER SYSTEM
ing gear and for flap operation, when selected.

13 HYDRAULIC
CAUTION
When operating the auxiliary hy-
draulic system to lower the landing
gear, the hand pump action must
be continued, after three greens are
achieved, until positive resistance is
felt to make sure the landing gear is
down and locked.
HYDRAULIC
SUBSYSTEMS
Landing gear, flaps, airbrakes, nosewheel steer-
ing, brakes, stick pusher, and thrust reversers
are hydraulically powered. The application of
hydraulic power is presented in Chapter 14—
Landing Gear and Brakes, in Chapter 15—Flight
Controls, and in Chapter 7—Powerplant, for
thrust reversers.
ELECTRICAL POWER
SOURCES
PE bus bar
• HYD 1 LO PRESS annunciator
• HYD 2 LO PRESS annunciator
• AUX HYD LOW LEVEL annunciator
• EMER BRAKE LOW PRESSURE annunciator
• HYD OVHT annunciator
PS1 bus bar
• BRAKES pressure indicator
PS2 bus bar
• Main SUPPLY pressure indicator

QUESTIONS
POWER SYSTEM
13 HYDRAULIC
1. If one engine-driven pump fails: 5. The purpose of the pressure-maintaining
A. The hydraulic pressure indicator valve in the main hydraulic system is:
will display 3,000 psi, and the appli- A. To maintain 2,300 psi in the main ac-
cable low-pressure annunciator will cumulator for operation of the emer-
illuminate. gency brakes.
B. The hydraulic pressure indicator B. To maintain 2,300 psi in the emergen-
will display 2,300 psi, and the appli- cy brake accumulator for emergency
cable low-pressure annunciator will brake operation.
illuminate. C. To maintain 3,000 psi in the main ac-
C. The hydraulic pressure indicator will cumulator for normal brake operation.
display 3,000 psi, and neither low-pres- D. To maintain 2,300 psi in the main accu-
sure annunciator will be illuminated. mulator for normal brake operation.
D. The hydraulic pressure indicator will
display 4,000 psi. 6. If one engine-driven pump fails:
A. System pressure will be insufficient to
2. If both engine-driven pumps fail: actuate all subsystems.
A. Indicated pressure is 3,000 psi, and B. The remaining pump is capable of ac-
both low-pressure annunciators are tuating all subsystems.
illuminated.
C. Pressure in the system will be cut in
B. Indicated pressure is 2,300 psi, and half.
both low-pressure annunciators are
illuminated. D. The auxiliary system will provide pres-
sure for actuation of all subsystems.
C. No pressure is indicated, and both low-
pressure annunciators are illuminated.
3. The main hydraulic reservoir is pressurized

to prevent:
A. Pump cavitation.
B. Hydraulic fluid overheat.
C. Loss of wheel brakes.
4. The first step in operating the auxiliary hy-

draulic system is to:
A. Dump main system pressure.
B. Operate the auxiliary hand pump.
C. Pull the AUX HYD SYSTEM lever.
D. Check that the AUX HYD LO LEVEL
annunciator is not illuminated.

CHAPTER 14
LANDING GEAR AND

BRAKES
CONTENTS
14 LANDING GEAR
AND BRAKES
Page
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
LANDING GEAR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
Main Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
Nose Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
Downlock Provisions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-6
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-8
NOSEWHEEL STEERING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-9
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-9
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-9
BRAKES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-10
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-10
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-14
ELECTRICAL POWER SOURCES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-16
LIMITATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-16
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-16
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-16
Crew Training. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-19
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-20

ILLUSTRATIONS
Figure Title Page
14-1 Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2

14-2 Main Gear Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-3
14-3 Nose Landing Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4
14-4 Nose Gear Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-5
14-5 Landing Gear Controls and Position Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-6
14 LANDING GEAR
AND BRAKES
14-6 LANDING GEAR Selector Lever Locking Device. . . . . . . . . . . . . . . . . . . . . . . . . . . 14-7

14-7 Gear Warning Horn Circuit Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-8
14-8 Nosewheel Steering System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-10
14-9 Nosewheel Steering System Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-11
14-10 Normal Brake System with Engines On. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-12
14-11 Normal Brake System with Engines Off. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-13
14-12 Wheel Brake Selector Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-14
14-13 Emergency Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-15
14-14 Park Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-17
TABLE
Table Title Page
14-1 Takeoff Weights vs Wheel Brakes Waiting Periods. . . . . . . . . . . . . . . . . . . . . . . . 14-18

14 LANDING GEAR
AND BRAKES
CHAPTER 14
LANDING GEAR AND

BRAKES
INTRODUCTION
The hydraulically actuated landing gear on the Hawker Series of aircraft is enclosed by hydrauli-
cally and mechanically actuated doors. Gear position and warning are provided by indicator lights
and a warning horn.
Nosewheel steering is also hydraulically powered. It provides directional control on the ground.
The brake system, which is controlled by master cylinder pressure, provides for normal and emer-
gency braking. Parking brakes are applied with a lever in the cockpit.
GENERAL
The inward retracting main gear and the for- Gear position indication is provided by six in-
ward retracting nose gear are operated by one dicator lights on the center instrument panel
hydraulic actuator attached to each gear. The and a nose gear mechanical indicator pin on
nose gear doors are mechanically operated by the center pedestal. Standby indicator lights
movement of the gear. The main gear inboard for the main gear are on the right side console.
doors are hydraulically operated; the outboard In addition, a warning horn sounds if all three
doors are mechanically operated. gear are not down and locked when flap posi-
tion and/or throttle settings are in the landing
configuration.

The hydraulically actuated nosewheel steering component of the assembly when the gear is
system, manually controlled by a hand wheel on extended or retracted. The gear is attached to
the left console, provides steering 45° right and the wing structure at the trunnion points. The
left of center. The steering actuator also func- outboard door is mechanically actuated by gear
tions as a shimmy damper. A mechanically oper- movement; the inboard door is hydraulically ac-
ated shutoff valve provides hydraulic pressure tuated and is closed with the gear extended or
to the system only when the nose gear is down retracted. The maximum permissible airspeed
and locked. for extending or retracting the landing gear and
with the gear extended is 220 knots IAS.
Master cylinders operated by the tops of the
rudder pedals provide controlling pressure
NOSE GEAR
14 LANDING GEAR
to actuate brake control valves for normal or

AND BRAKES
emergency operation of the brakes. Selection The nose gear (Figure 14-3 and Figure 14-5) in-
of normal, emergency, or parking brakes is cludes a shock strut, torque link, hydraulic gear
made with the wheel brake lever in the cockpit. actuator (jack), drag brace, and the necessary
Antiskid braking is available only during normal mechanical linkage for opening and closing the
braking. three gear doors.
The drag brace is the stabilizing component

LANDING GEAR when the gear is extended. Gear actuation and
door movement are accomplished with one
hydraulic actuator. The gear is self-centering
MAIN GEAR when the shock strut is fully extended. The
steering disconnect pin must be installed prior
The main gear (Figure 14-1 and Figure 14-2)
to taxiing.
includes a shock strut (oleo-pneumatic leg),
torque link, hydraulic gear actuator (jack), side All three nose gear doors are mechanically ac-
stay, wheels and brake assemblies, inboard tuated by gear movement. The forward doors
door, and outboard door (fairing). Each wheel are closed with the gear extended or retracted;
contains fusible plugs that release air from the aft door remains open with the gear extend-
the tire in the event of excessive pressure ed. The forward doors can be manually opened
buildup due to heat. The side stay is the rigid
GEAR SHOCK
ACTUATOR STRUT
OUTBOARD
INBOARD DOOR
DOOR
DOWNLOCK
PIN
SIDE STAY
Figure 14-1. Main Landing Gear

HYDRAULIC RETRACTION
ACTUATOR REVERSING DOOR UPLOCK
VALVE MICROSWITCH REAR
HINGE
SEQUENCE
VALVE
FRONT
HINGE
14 LANDING GEAR
AND BRAKES
LOCKING SPRING
SIDE STAY STRUT DOOR HOOK
LEVER
EXTENSION DOOR
LEVER ACTUATOR
DOOR STOP
PLATE
DOOR UPLOCK
ROLLER NOTE:
DOOR SHOWN IN DOWN
POSITION FOR CLARITY.
AFT TRUNNION
FORWARD
LEG TRUNNION
DOWNLOCK HINGE
MICROSWITCH LEG FAIRING
(STANDBY) DOWNLOCK
MICROSWITCH
(NORMAL) FAIRING
TORQUE
LINK
WEIGHT-ON-WHEELS
MICROSWITCH
Figure 14-2. Main Gear Components

14 LANDING GEAR
AND BRAKES
QUICK RELEASE PIN AFT DOOR
PLUG BREAK HOOK
TO OPEN
DOORS
UPPER END
MICROSWITCH OF STRUT
PIN
NOTE:
WHEN MANUALLY CLOSING
NOSE GEAR DOORS, ENSURE
THAT HOOKS HAVE ENGAGED
PINS AND DOOR STRUT LEVER
IS LATCHED.
LEVER ASSEMBLY NOSE WHEEL WELL

TO RELEASE
TO UNLATCH
SPRING-LOADED
LATCH ASSEMBLY
LOWER END
OF STRUT
NOSE GEAR PIN
Figure 14-3. Nose Landing Gear

CHANGEOVER
MICROSWITCH MECHANICAL INDICATOR CABLE
HYDRAULIC
RETRACTION JACK
STEERING INPUT LEVER DOOR OPERATING

LEG-LOCK MECHANISM
MICROSWITCH (LEFT SHOWN,
14 LANDING GEAR
RIGHT SIMILAR)
AND BRAKES
STEERING
ON-OFF VALVE
SPRING STRUT
SPRING
STRUT
MANUAL DOOR
RELEASE STRUT LOCK ROLLER
DRAG STAY
TOWING PIN HOLE
STEERING JACK
STEERING DISCONNECT
INDICATION OF NOSE GEAR DOORS

OPEN OR UNLATCHED
CHINED TIRE
Figure 14-4. Nose Gear Components

on the ground with a door release lever (Figure instrument panel (Figure 14-5). Gear position is
14-3). The doors must be manually closed and indicated by three green and three red annun-
the release lever latched prior to flight. ciators on the center instrument panel. Standby
main gear downlock indication is provided by
A microswitch on the door release lever illu- two green annunciators under a hinged cover
minates the red N GEAR position annunciator on the right console. Additionally, a mechani-
(see Figure 14-4) if the nose gear door release cal indicator pin on the center pedestal extends
lever is not latched properly. as the nose gear locks down. A horn provides
warning of abnormal conditions.
DOWNLOCK PROVISIONS
CONTROLS
14 LANDING GEAR
In addition to downlock mechanisms within the

AND BRAKES
nose gear drag stay and the main gear side The LANDING GEAR selector lever is provided
stay, downlock (ground locking) pins are pro- to control the normal retraction and extension
vided to prevent inadvertent gear retraction on of the landing gear. The lever operates in a two-
the ground (see Figure 14-1 and Figure 14-3). gated slot in the center instrument panel and is
The pins should be installed as soon as pos- connected to a hydraulic selector valve under
sible after landing and remain in position until the flight compartment floor.
immediately prior to engine start for the next
flight. When not in use, the pins are stowed in When the aircraft is on the ground, a solenoid-op-
a pouch in the vestibule or under the second erated pawl engages to lock the LANDING GEAR
step in the main entrance door. selector lever in the down position. At takeoff,
when the aircraft weight comes off the wheels,
the solenoid actuates to withdraw the pawl, al-
CONTROLS AND INDICATORS lowing the lever to be moved away from the
down position. The pawl reengages when the
The landing gear is controlled by the
aircraft lands.
LANDING GEAR selector lever on the center
GEAR POSITION
ANNUNCIATORS
NOSE GEAR
MECHANICAL
INDICATOR PIN
STANDBY
POSITION
ANNUNCIATORS
Figure 14-5. Landing Gear Controls and Position Indicators

Adjacent to the LANDING GEAR selector is down and locked. A mechanically operated
the GEAR OVRD button. When the button is nose gear indicator pin, when extended, indi-
pressed, the landing gear lever lock is mechan- cates nose gear down and locked.
ically disengaged, allowing gear-up selection
to be made (Figure 14-6). WARNING SYSTEM
NOTE A warning horn sounds if the landing gear is
not down and locked and either of the follow-
In an emergency, the landing gear ing conditions exist (Figure 14-7):
can be retracted by pressing the
GEAR OVRD button and selecting • The flaps are extended to the approach or
14 LANDING GEAR
the LANDING GEAR lever up. landing position.
AND BRAKES
• Either throttle is closed to obtain between
INDICATORS 60 and 70% N1 rpm (nominal) with IAS be-
low 150 knots. The audible warning is re-
Landing gear position is indicated by three peated if the second throttle is closed after
green and three red annunciators (Figure 14- a previous warning being cancelled and not
5). The green annunciators indicate gear down reinstated.
and locked. Illumination of red annunciators in-
dicates gear in transit, gear unlocked, or gear
down and locked with the gear selector lever NOTE
out of the down position. In the last situation, The warning horn also sounds if the
all six annunciators are illuminated. With both landing gear is down and locked, but
main gears retracted, the red annunciators ex- the LANDING GEAR selector lever
tinguish when the inboard doors close. With all is out of the down position, and the
gear up and locked, all six annunciators are ex- START PWR switch is selected to the
tinguished. In addition, the two green standby PWR ON position.
main gear annunciators on the right console,
controlled by a separate circuit, illuminate as
a backup indication when the main gears are
BAULK
OVERRIDE
BUTTON
PAWL
CENTER
INSTRUMENT
PANEL
SELECTOR
SOLENOID LEVER
HYDRAULIC
SELECTOR
VALVE
Figure 14-6. LANDING GEAR Selector Lever Locking Device

PE BUSBAR
GEAR
WARN
CTL
LEFT THRUST LEVER < 70% N1, > 60% N1
RIGHT THRUST LEVER > 70% N1, < 60% N1

14 LANDING GEAR
IAS < 150 KTS

AND BRAKES
FLAPS 25 (SELECTED)
GEAR POSITION SWITCH
(MADE WHEN GEAR
IS NOT LOCKED DOWN)
FLAPS 45 (NOT SELECTED)
HORN
Figure 14-7. Gear Warning Horn Circuit Schematic
OPERATION NORMAL EXTENSION

Placing the LANDING GEAR lever down re-
GENERAL routes flow through the selector valve, direct-
ing pressure to unlock the main gear and in-
The main gear side stays and the nose gear
board doors and to unlock the nose gear. The
drag brace (Figure 14-1 and Figure 14-3) incor-
gear extends and the last movement of the ac-
porate integral locking mechanisms that lock
tuators locks the main gear stay and the nose
the gear in both the extended and retracted po-
gear drag brace. The main gear inboard doors
sitions. Initial movement of the actuator releas-
close, the nose gear doors close, and the aft
es the locks; they are engaged by final move-
door remains open.
ment of the actuators. Main gear inboard doors
are sequenced to the closed position when the
gear is in either the extended or the retracted EMERGENCY EXTENSION
position. Nose gear doors are mechanically op-
The system is prepared for use by firmly pull-
erated by gear movement. The forward doors
ing a red AUX HYD SYSTEM lever. Pulling the
are closed with the gear extended; the aft door
handle completes the following:
remains open.
• Closes an on-off valve (normally open dur-
NORMAL RETRACTION ing main system operation to relieve fluid
seepage)
Placing the LANDING GEAR lever up mechani-
• Operates a dump valve. This dumps any
cally positions the gear selector valve to direct
pressure in the normal landing gear system
main system pressure to open the main gear
lines to the reservoir and isolates the aux-
inboard doors and disengage the downlocks.
iliary system from the main system return
The gear retracts, the final movement of the ac-
line. This will allow gear extension but not
tuators engaging the uplocks. The main gear
gear retraction.
inboard doors hydraulically close and lock; the
nose gear doors are mechanically closed.

• Moves a balk clear of the hand pump oper- NOTE

ating handle socket
With the main system functioning
• Landing gear handle no longer controls normally, pulling the AUX HYD SYS-
gear movement TEM lever has no effect on flaps op-
eration. If an emergency extension is
The AUX HYD SYSTEM lever is held in the se- selected to demonstrate the system,
lected position by a spring. the flaps will be operated by main
An auxiliary hydraulic hand pump is provided system pressure.
for in-flight use only. The hand pump operating
handle is removable and is normally stowed. In- CAUTION
14 LANDING GEAR
serting the handle into the hand pump socket
AND BRAKES
permits pump operation. When operating the auxiliary system
to lower the landing gear, the hand
Operation of the hand pump draws fluid from pump action must be continued, after
the auxiliary tank. The pressurized fluid is deliv- three greens are achieved, until posi-
ered through a check valve and shuttle valves tive resistance is felt to make sure
to the down side of the main and nose gear ac- the landing gear is down and locked.
tuators, and to the flap control unit.
NOTE NOSEWHEEL STEERING

Shortly after emergency exten-
sion begins, hand pump resis-
tance decreases (when the land-
GENERAL
ing gear uplocks release) and the The manually controlled, hydraulically actuated
AUX HYD LO LEVEL annunciator il- nosewheel steering system provides deflection
luminates. (All colored annunciators 45° right and left of center. A hydraulic actuator
are shown in the Annunciator Pan- (steering jack) provides movement through me-
els.) Continued hand pump opera- chanical linkage to steer the nosewheels.
tion locks the gear down and, after
appropriate selection, achieves the
required flap setting. OPERATION
Following an emergency ex- Power for the steering system is provided by
tension of the landing gear, the the main hydraulic system. Rotation of the hand
AUX HYD SYSTEM lever must not be wheel on the pilot console (Figure 14-8) moves
reset. Proper positioning of the lever the selector valve of the steering actuator
and the auxiliary hand pump socket which directs pressure to turn the nosewheel
must be accomplished prior to flight appropriately (Figure 14-9). When the selected
to assure gear retraction. position is reached, the nosewheel steering an-
gle is maintained. A relief valve, fitted into the
Emergency extension is not predicated on actuator hydraulic return line, reduces the pos-
the LANDING GEAR lever being in the down sibility of nosewheel shimmy.
position.
When the nose gear unlocks prior to retraction,
a shutoff valve is mechanically closed, render-
ing the steering system inoperative.

CAUTION
The steering hand wheel must be free
from obstruction during gear lower-
ing, otherwise an unwanted steering
command will be given that may re-
sult in the aircraft veering off the run-
way immediately upon touchdown.
PILOT CONSOLE
This is due to the geometry of the
linkage from the hand wheel to the
14 LANDING GEAR
selector valve that causes the hand

AND BRAKES
wheel to rotate while the gear is low-

ering or retracting. The hand wheel
must be free to turn and to find its
neutral position again prior to the
gear locking down.
The quick-release and steering disconnect
pins must be removed prior to towing. Install
the steering disconnect pin, retaining it with the
quick-release pin, for all towing operations.
TORQUE LINK STEERING

CAUTION
ACTUATOR
The steering disconnect and quick-
QUICK-RELEASE PIN release pins must be installed prior
to taxiing.
CAUTION
Nosewheel steering is not available
when the main hydraulic pressure is
less than 2,300 psi.
The auxiliary hydraulic system can-
not power the steering circuits.
BRAKES
GENERAL
STEERING DISCONNECT PIN
Figure 14-8. Nosewheel Steering System

The main hydraulic system provides pres-
sure to actuate the caliper disc-type,
self-adjusting brake assemblies, one on
each main gear wheel. Master cylinders,
operated by mechanical linkage from the
tops of the rudder pedals, provide control
pressure for brake operation. Selection
of normal, emergency, or parking brake

HANDWHEEL
HYDRAULIC RETURN
14 LANDING GEAR
CABLE DRUM
AND BRAKES
SPRING STRUT CHAINS AND
SPROCKETS
RIGGING PIN HOLE
HYDRAULIC PRESSURE
LINE CABLE
TENSIONER
STEERING ON-OFF
VALVE
TORQUE TUBE
FIXED BLOCK
STEERING SLEEVE
FILTER
STEERING DISCONNECT
PIN
SELECTOR
VALVE
ADJUSTABLE
CONNECTING ROD
TORQUE LINK SLEEVE
STEERING
ADJUSTABLE SLEEVE
CONNECTING ROD
CONNECTION
TO RETURN
PRESSURE
CONNECTION
SELECTOR
VALVE
Figure 14-9. Nosewheel Steering System Diagram

AND BRAKES
14 LANDING GEAR
14-12

PILOT FIRST OFFICER
MASTER CYLINDERS MASTER CYLINDERS
PILOT FIRST
PEDALS OFFICERS
PEDALS LEGEND
MAIN SYSTEM PRESSURE
REDUCED PRESSURE
BRAKING PRESSURE
CONTROL PRESSURE
BRAKE CONTROL RETURN

VALVE
ELECTRICAL
MAIN
MAIN SYSTEM
SYSTEM PRESSURE
PRESSURE
VALVE
PRESSURE
TRANSMITTER
STICK
PUSHER
PRESS PRESS
SWITCH SWITCH
PRESSURE
TRANSDUCER
MAIN REDUCING
VALVE
EMERGENCY
REDUCING
VALVE
PRESSURE
EMERGENCY MAIN
BRAKE TRANSDUCER
ACCUMULATOR ACCUMULATOR
SHUTTLE SHUTTLE
SHUTTLE VALVE SHUTTLE VALVE
VALVE VALVE
MAXARET MAXARET
UNIT UNIT
MODULATOR MODULATOR
UNIT BRAKE UNIT UNIT
REV 1.0
Figure 14-10. Normal Brake System with Engines On

FIRST OFFICER
REV 1.0

PILOT
MASTER CYLINDERS MASTER CYLINDERS
PILOT FIRST
PEDALS OFFICERS
PEDALS LEGEND
MAIN SYSTEM PRESSURE
REDUCED PRESSURE
BRAKING PRESSURE
CONTROL PRESSURE
RETURN
BRAKE CONTROL
VALVE ELECTRICAL
MAIN EMERGENCY BRAKE PRESSURE

MAIN SYSTEM
SYSTEM PRESSURE
PRESSURE
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
14-13
Figure 14-11. Normal Brake System with Engines Off
14 LANDING GEAR
AND BRAKES
is made with the WHEEL BRAKE lever on is exhausted, since Maxaret control is not avail-
the center pedestal. Antiskid protection is able with emergency brakes.
provided during normal braking only.
CAUTION
OPERATION
During the landing roll, the brakes
NORMAL should be applied gently. The aircraft
should not be taxied.
Normal braking is available with the WHEEL
BRAKE lever in the NORMAL (full forward) po- OPERATION
sition. Main hydraulic system pressure backed
14 LANDING GEAR
Emergency brake operation is selected by

AND BRAKES
by the main accumulator is reduced and sup-

plied to the brake control valves (Figure 14-10 moving the WHEEL BRAKE lever (Figure 14-12)
and Figure 14-11). Pressure applied to the toe aft to the EMERGY position (first notch marked
brake pedals by either the pilot or copilot pro- in red), mechanically opening the emergency
vides master cylinder pressure to position the brake reducing valve (Figure 14-13).
brake control valves.
Braking pressure, in proportion to pedal force,
is directed through modulators to the brakes.
Wheel-driven antiskid (Maxaret) units provide
constant antiskid protection by detecting ex-
cessive wheel deceleration and releasing brak-
ing pressure as required with wheel rotation.
Pressure in the brake lines being applied to the
brakes is indicated on the BRAKES scale of the
DC-powered hydraulic pressure indicator. Re-
lieving toe pressure on the toe brake pedals
relieves master cylinder pressure on the brake
control valve, venting braking pressure to the
return system and releasing the brakes. Figure 14-12. Wheel Brake Selector Lever
MAIN HYDRAULIC SYSTEM FAILURE Emergency brake accumulator pressure is re-

duced and applied to the brake control valves.
General As in normal operation, pressure on the toe
brake pedals produces master cylinder control
When main hydraulic system failure occurs, a
pressure to operate the brake control valves.
pressure-maintaining valve closes to trap main
Braking pressure, in proportion to pedal force,
system accumulator pressure for braking.
is directed through shuttle valves to the brake
Normal braking with Maxaret control is avail- assemblies, bypassing the modulators and
able for landing under average conditions. Wet antiskid units. The white L and R (or 1 and 2,
runway conditions will decrease the applica- depending upon which gage is in the aircraft)
tions available. EMERG WHEEL BRAKE annunciators illumi-
nate as braking pressure in the respective gear
brake line reaches 1,000 psi.
CAUTION
Relieving toe pressure on the pedals releases
After landing under the above con- the brakes in the manner described under Nor-
ditions, the aircraft should not be mal Operation. As the brakes release, the L and
taxied. R (or 1 and 2) EMERG WHEEL BRAKE annuncia-
Selection of emergency brakes should be de- tors extinguish.
layed until main system accumulator pressure

WHEEL
BRAKE
LEVER
PILOT PILOT
MASTER MASTER
CYLINDER CYLINDER
(LH) (RH)
EMRG BRK
14 LANDING GEAR
LOW PRESS BRAKE CONTROL
AND BRAKES
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 14-13. Emergency Brake System

Reduction of emergency brake accumulator

pressure below 2,250 psi is indicated by illumi- LIMITATIONS
nation of the EMRG BRK LO PRESS annunciator.
LANDING GEAR
PARKING
With pressure available from both the main and LANDING GEAR OPERATING SPEED (VLO
emergency brake accumulators, both brake AND VLE)
systems are available for setting the parking
brake. Movement of the WHEEL BRAKE lever The maximum permissible airspeed for extend-
aft into the PARK BRAKE range (Figure 14-14) ing or retracting the landing gear and with the
14 LANDING GEAR
progressively applies the brakes. At 1,000 psi gear extended is 220 knots IAS.
AND BRAKES
applied pressure, the EMERG WHEEL BRAKE

annunciators illuminate white. The brake pres- BRAKES
sure applied to the left and right brake units
is also displayed on the combined indicator BRAKE COOLING PERIODS
to show normal system pressure. Full parking
pressure is applied when the WHEEL BRAKE The normal wheel brake system embodies
lever is in the last notch. Pressure supplied Maxaret antiskid units that automatically re-
by the emergency brake accumulator and the duce the brake pressure should a wheel tend to
main accumulator is maintained at the brakes skid. As the Maxaret unit does not operate until
by a lever that actuates the brake control valve. the wheel is revolving, the brakes must not be
A spring strut, initially loaded by aft movement applied before touchdown. It should be noted
of the WHEEL BRAKE lever, resets the control that the emergency braking system bypasses
valve when the lever is released to NORMAL or the antiskid units and therefore care should be
EMERGY. exercised when using this system.
If any of the wheel fusible plugs blow, the
ELECTRICAL POWER brakes must be inspected and certified service-
able before the next takeoff.
SOURCES The brakes are of adequate capacity to bring

the aircraft to a stop under all circumstances
PE bus bar (including a rejected takeoff from V1) provided
that the procedures stated below have been
• Normal landing gear position annunciators (6)
carried out.
• Warning horn control
• Warning horn COOLING TIMES
• L and R (or 1 and 2) EMERG WHEEL BRAKE After the aircraft has made a normal landing or
annunciators a stop from a rejected takeoff, a waiting period
PS1 bus bar should be established to ensure that the brakes
are both sufficiently cool and in a serviceable con-
• Landing gear lever lock solenoid dition for a further rejected takeoff (critical case).
• Normal BRAKES applied pressure indicator After Normal Landing
PS2 bus bar The required waiting period from completion of
• Standby landing gear downlock annuncia- taxi-in from landing to before start of taxi-out for
tors (2) takeoff is five minutes, except when the takeoff
weight exceeds the values given in Table 14-1.
When the weight exceeds these values, a pe-
riod of 30 minutes must be allowed.

WHEEL
BRAKE
LEVER
PILOT’S PILOT’S
MASTER MASTER
CYLINDER CYLINDER
(LH) (RH)
EMRG BRK
14 LANDING GEAR
LOW PRESS
BRAKE CONTROL
AND BRAKES
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 14-14. Park Brake System

Table 14-1. Takeoff Weights vs Wheel Brakes Waiting Periods

FIELD TEMPERATURE (°C)
PRESSURE
–20 –10 0 +10 +20 +30 +40 +50
ALTITUDE
(FT) TAKEOFF WEIGHT
23,100 lb 22,500 lb 21,900 lb 21,300 lb 20,800 lb 20,600 lb
10,000
10,478 kg 10,205 kg 9933 kg 9561 kg 9434 kg 9344 kg
23,800 lb 23,100 lb 22,400 lb 21,800 lb 21,200 lb 21,000 lb 21,000 lb
9,000
10,795 kg 10,476 kg 10,160 kg 9888 kg 9516 kg 9525 kg 9525 kg
14 LANDING GEAR
24,500 lb 23,700 lb 22,900 lb 22,300 lb 21,700 lb 21,400 lb 21,300 lb

AND BRAKES
8,000
11,113 kg 10,750 kg 10,387 kg 10,115 kg 9843 kg 9705 kg 9561 kg
25,100 lb 24,400 lb 23,500 lb 22,900 lb 22,200 lb 21,700 lb 21,700 lb
7,000
11,385 kg 11,067 kg 10,659 kg 10,387 kg 10,069 kg 9843 kg 9843 kg
25,600 lb 25,000 lb 24,000 lb 23,500 lb 22,700 lb 22,000 lb 22,000 lb
6,000
11,612 kg 11,339 kg 10,886 kg 10,659 kg 10,295 kg 9979 kg 9979 kg
26,300 lb 25,600 lb 24,800 lb 24,200 lb 23,400 lb 22,700 lb 22,400 lb
5,000
11,929 kg 11,612 kg 11,249 kg 10,977 kg 10,614 kg 10,295 kg 10,160 kg
27,000 lb 26,200 lb 25,500 lb 24,900 lb 24,100 lb 23,200 lb 22,800 lb 22,800 lb
4,000
12,247 kg 11,684 kg 11,566 kg 11,294 kg 10,931 kg 10,523 kg 10,342 kg 10,342 kg
3,000
2,000
1,000
Sea Level
NOTES:
1. In 1–5 knots tailwind, subtract 1500 lb (680 kg).
2. In 6–10 knots tailwind, subtract 3000 lb (1360 kg).
3. If the downhill slope exceeds 1/2%, subtract 250 lb (113 kg).
4. Takeoff weight as limited by climb requirements may be more restrictive when operating in shaded areas.
5. Performance appropriate to sea level shall be used when the field pressure altitude is below sea level.
The table is based on still air and a downhill After a single rejected takeoff........... 25 minutes
slope not exceeding 1/2%. Corrections for more
adverse conditions are given in the NOTES. After two or more successive
rejected takeoffs.................................... 45 minutes
After Rejected Takeoff
If the rejected takeoff is made from a speed
Required period from completion of taxi-in fol- greater than 90 knots IAS, the brakes must be
lowing a rejected takeoff from a speed of 90 inspected and certified to be serviceable be-
knots or less, to before start of taxi-out for fore the next takeoff.
takeoff.

CREW TRAINING NOTES

The waiting times obtained from Table 14-1 re-
late to normal operations in which the brakes
and tires have time to cool between landings.
If repeated braked landings are made for crew
training or any other reason, the brakes and
tires may not have time to cool between runs
and their temperatures may rise to an unde-
sirable level. The following restrictions should
therefore be observed:
14 LANDING GEAR
AND BRAKES
• Heavy braking should not be used more
than necessary for the purpose of the ex-
ercise, and the landing gear should be
extended as long as possible—never less
than five minutes in each circuit.
• Landings with light braking may be repeat-
ed at intervals of not less than 15 minutes.
After a landing with heavy braking, one or
more touch and go circuits should be done,
and 30 minutes should elapse before the
next braked landing.

QUESTIONS
1. Inadvertent landing gear retraction on the 5. An indication of landing gear down and
ground is prevented by: locked (3 green annunciators) accompa-
A. A solenoid-operated device (Pawl) en- nied by 3 red annunciators indicates:
gaging the selector lever. A. A malfunction.
B. The squat switch opening the circuit B. The LANDING GEAR lever is not in the
to the solenoid-operated landing gear down position and the landing gear is
selector valve. down and locked.
14 LANDING GEAR
C. Inability of the hydraulic system to re- C. The gear is in transit.

AND BRAKES
tract the gear while on the ground. D. B and C are correct.

6. If the nose gear does not lock down during
2. When all landing gear are up and locked, extension, the indication is that:
position indications are: A. The mechanical indicator on the pedes-
A. Two red and three green annunciators tal is NOT extended.
illuminated. B. The red N GEAR annunciator on the
B. No green or red annunciators right console is illuminated.
illuminated. C. The mechanical nose gear indica-
C. Three green and no red annunciators tor on the left side of the pedestal is
illuminated. extended.
D. None of the above. D. All three red indicator annunciators on
the panel are illuminated.
3. The main landing gear inboard doors are
closed: 7. Nosewheel steering with the gear retracted
A. Only when the gear has been extend- is prevented by:
ed with the auxiliary system. A. A mechanically actuated hydraulic
B. When the gear is in either the extend- shutoff valve.
ed or the retracted position. B. The nose gear strut centering
C. Only when the gear is extended. mechanism.
D. Only when the gear is retracted. C. A mechanical lockout that prevents
rotation of the hand wheel on the left
console.
4. The landing gear warning horn will sound
when:
A. The gear is not locked down with flaps
selected to 25°.
B. The gear is not locked down with either
power lever between 60% and 70% N1,
and airspeed is below 150 knots.
C. The gear is down and locked, the
LANDING GEAR lever is not selected
down, and start power is selected.

8. The EMRG BRK LO PRESS annunciator

illuminates:
A. When emergency brake accumulator
pressure drops to 0 psi.
B. When emergency brake accumulator
pressure drops to 2,250 psi and below.
C. When the emergency brake system is
put into operation.
D. When less than 1,000 psi is being ap-
14 LANDING GEAR
plied to the brakes.
AND BRAKES
9. Antiskid protection is available:
A. When braking is from the normal
system.
B. When braking is from the emergency
system.
C. With a switch on the pedestal during
any braking.
D. With a switch on the pedestal during
normal braking.
10. In order to select emergency brakes, the

WHEEL BRAKE lever must be positioned:
A. Full forward.
B. Full aft.
C. To first aft notch marked in red.
D. As far aft as possible after depressing
button.

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1
PRIMARY CONTROLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3
Aileron Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3
Rudder Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3
Elevator Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-9
15 FLIGHT CONTROLS
Gust Lock System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-12
SECONDARY CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-13
Flap System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-13
Airbrake Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-15
STALL WARNING AND IDENTIFICATION SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-17
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-17
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-18
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-25

ILLUSTRATIONS
Figure Title Page
15-1 Aileron System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-2

15-2
Flap Position Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3
15-3 MWS ELEV/AIL TRIM Annunciator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-4
15-4 Rudder System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-5
15-5 Rudder Trim System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-6
15-6 Rudder Bias System Design. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-7
15-7 Rudder Bias Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-8
15-8 PITOT/VANE HEAT Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-8
15-9 Elevator System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-9
15-10 Elevator Trim System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-10
15 FLIGHT CONTROLS
15-11 MACH TRIM FAIL Annunciator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-11

15-12 Mach Trim Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-12
15-13 Rudder Bias Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-12
15-14 Flap Control System Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-14
15-15
Flap Selector Lever Position Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-15
15-16 Airbrake Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-16
15-17
Airbrake Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-17
15-18 Stall Warning and Identification System Schematic. . . . . . . . . . . . . . . . . . . . . . . . 15-18
15-19 Stall System Flow Logic (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-19
15-20 Airflow Angle Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-21
15-21 Variation of Stall Identification Angle With Increased Vane Angle . . . . . . . . . . . 15-22
15-22 Stall System Annunciators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-22
15-23 Stall Identification and Diagnostic Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-23
TABLES
Table Title Page
15-1
Electrical Sources—PITOT/VANE HEAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-8
15-2 Electrical Sources—Stall/Identification System. . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-24
15-3 Stall System Annunciator Functions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-24

15 FLIGHT CONTROLS
CHAPTER 15
FLIGHT CONTROLS
INTRODUCTION
The primary flight controls of the Hawker Series of aircraft are manually actuated. Trim is mechani-
cal, and electrical elevator trim is also provided. Secondary flight controls consist of flaps and air-
brakes. A stall warning and identification system warns of impending stalls by shaking or pushing
the control columns.
GENERAL
Primary controls (ailerons, elevator, and rud- also be servomotor-operated by the pilot (elec-
der), from dual ram’s-horn type control columns tric trim), the autopilot, or the Mach trim system.
and adjustable rudder pedals, are operated
manually by cable-activated circuits. These Airbrakes are powered by the main hydraulic
control surfaces are mass and aerodynamically system. The AIRBRAKE selector lever positions
balanced. are SHUT and OPEN, with an infinite selec-
tion of intermediate positions. A third position,
Trim tabs, operated from hand wheels on the DUMP, is available after lifting the selector lever
control pedestal, are fitted to the rudder, eleva- through a balk at the OPEN position.
tor, and left aileron. The elevator trim tab may

GEARED
TRIM TAB
TRIM
DRUM
TRIM JACK
AILERON TRIM CONTROL SYSTEM

15 FLIGHT CONTROLS
AUTOPILOT
SWIVEL JOINT
GEARED
TAB
GEARED
TRIM TAB
FORWARD CABLE DRUM
FUNCTIONAL DIAGRAM
Figure 15-1. Aileron System

On the wing trailing edge, hydraulically pow- From the pulley drum, a combination of cables
ered flaps are installed. Positions are 0° (UP), and tie-rods operate a differential pulley in each
15°, 25°, and 45° (FULLY DOWN). A lift-dump po- wing. This pulley is connected to the aileron by
sition (75°) is available via the airbrake DUMP the levers and links (Figure 15-1).
selection. Emergency lowering is available via
an auxiliary hydraulic system. A flap position Each aileron control surface is fitted with a
indicator is provided in the center instrument mass balance weight to prevent flutter and a
panel (Figure 15-2). horn balance to reduce the aerodynamic loads
felt by the pilot.
Primary stops are located at the left and right ai-
leron inboard hinges to limit the upward range
of movement. Secondary stops are located at
the bottom of each control column.
AILERON GEARED AND TRIM TABS

Each aileron is provided with a geared tab that
moves in the opposite direction of the aileron
15 FLIGHT CONTROLS
to lighten aerodynamic loads at the control
yokes. Aileron trim is provided through cables
to the left geared tab and is controlled through
a hand wheel in the center instrument panel.
Figure 15-2. Flap Position Indicator AILERON OUT-OF-TRIM WARNING

A warning of the aileron being out of trim for
A rudder bias system is powered by engine takeoff is given by the ELEV/AIL TRIM annun-
bleed air. This system automatically applies op- ciator illuminating (Figure 15-3) if the following
posite rudder to counteract the effect of asym- conditions apply:
metric thrust resulting from a single-engine
• Aircraft weight is on wheels.
failure.
• Both engine thrust levers are advanced to
A stall warning (stick shake) and stall identifica- more than 40–60% N1 power.
tion system (stick push) is provided.
Internal gust locks are provided to lock the RUDDER CONTROL SYSTEM
control surfaces when the aircraft is parked or
moored. The gust locks are rated for gusts of The rudder is hinged from the rear of the verti-
up to 80 knots. cal stabilizer and extends from the rear cone of
the fuselage to just below the undersurface of
the horizontal stabilizer (Figure 15-4).
PRIMARY CONTROLS In the flight compartment, each pilot is provid-

ed with a pair of rudder pedals that incorporate
adjustment for reach.
AILERON CONTROL SYSTEM
Movement of the rudder pedals is transmitted
Movement of the ram’s-horn type hand wheel by connecting rods and a bellcrank to a pulley
on either control column operates the ailerons. drum under the flight compartment floor. Cables
Each hand wheel operates a lever at the bot- transmit the movement of the pulley drum to
tom of the column through chains and cables. a quadrant fitted to the bottom of the rudder
A connecting rod interconnects the levers of torque tube.
each column. The left column lever is also con-
nected to a pulley drum.

RUDDER GEARED AND TRIM TABS

Two separate tabs are hinged at the trailing
edge of the rudder. The upper tab is linked to
the rudder by two connecting rods; the lower
tab is linked by rods to a screw trim actuator
unit. Both tabs provide an antiservo action. The
position of the lower tab may be controlled
manually by the rudder trim hand wheel in the
flight compartment (Figure 15-5).
RUDDER BIAS SYSTEM

Two bleed-air powered struts are connected
between the fuselage and the rudder torque
tube quadrant providing an automatic applica-
tion of rudder bias to counteract asymmetric
thrust caused by failure or malfunction of one
engine (Figure 15-6).
15 FLIGHT CONTROLS
The engine bleed-air system is interconnected

to the struts in such a manner that each en-
Figure 15-3. MWS ELEV/AIL TRIM gine supplies air to opposing sides of the strut
Annunciator pistons.
A solenoid valve is fitted in each strut. The sole-
A spring strut connected to the lower portion noid valves are normally in the closed position
of the rudder torque tube provides a centering when the RUDDER BIAS selector switches (A
force at the extreme travel. An autopilot ser- and B) are set to their ON positions. The switch-
vomotor is also connected to the base of the es are on the forward extension of the center
torque tube. control pedestal (Figure 15-7).
Primary stops are located at the rudder lower Accidental operation of the switches is pre-
hinge to determine the range of movement in vented by a guard on each switch. An amber
both directions. Secondary stops are at each MWS warning, RUDDER BIAS, is illuminated
rudder pedal assembly. when either RUDDER BIAS switch (A or B) is set
to the OFF position.
Flow separation triggers have been installed
on both sides of the rudder to reduce the pos- Should a leak occur in one supply line to a strut,
sibility of too much rudder application during the resulting loss of air would create an imbal-
rudder bias operation (Figure 15-4). ance of forces that would bias the rudder to
one side.
Selecting the RUDDER BIAS switch on the af-
fected side to OFF equalizes the pressures on
both sides of the strut.
The strut on the good side then maintains a bal-
ance of forces on the rudder.

SPRING STRUT
RH RUDDER BIAS STRUT
LH RUDDER
BIAS STRUT QUADRANT
RUDDER FLOW SEPARATION TRIGGERS

AIR SUPPLY PROVISION
FROM LH AND RH FOR AUTOPILOT
BLEED-AIR DUCTS
LH AND RH AIR
SUPPLY FROM
ENGINE TAPPINGS
15 FLIGHT CONTROLS
PULLEY DRUM
ADJUSTMENT UNIT
BELLCRANK
GEARED
TAB
Figure 15-4. Rudder System

TRIM JACK
RUDDER TRIM
HANDWHEEL
TRIM TAB
15 FLIGHT CONTROLS
RUDDER TRIM HANDWHEEL
DD POINTER
GRADUATED RU
SCALE
SCROLL TUMBLER
PLATE STOP FACE
DOG
STOP BRACKET
SHAFT
CABLE DRUM
Figure 15-5. Rudder Trim System

A RUDDER BIAS B
ON
OFF
15 FLIGHT CONTROLS
PART OF
LH PEDESTAL COVER
LEGEND
LH BLEED AIR
RH LH
RH BLEED AIR
SOLENOID VALVE
HEATER MUFF
LH RH
Figure 15-6. Rudder Bias System Design

15 FLIGHT CONTROLS
Figure 15-7. Rudder Bias Switches
ELECTRIC HEATING
An electric heater muff on each strut ensures
that ice will not prevent operation of the strut
or solenoid valve. Each muff has two elements
that are supplied separately from the L and R
PITOT/VANE HEAT switches on the roof panel
(Figure 15-8).
Each switch controls the power supply to one
heating element of each strut (Figure 15-1).
Table 15-1. Electrical Sources—

PITOT/VANE HEAT
PITOT VANE SWITCH BUSBAR CIRCUIT BREAKER
RUD BIAS HEAT

LEFT PS1
LH DA-D E/8
RUD BIAS HEAT
RIGHT PS2
RH DA-D F/8
Figure 15-8. PITOT/VANE HEAT Switches

ELEVATOR CONTROL SYSTEM and a horn balance to reduce the aerodynamic

loads felt by the pilot (Figure 15-9).
The elevator control surfaces are hinged from
the rear of the horizontal stabilizer. Each is fitted A spring and a G-weight are connected to the
with a mass balance weight to prevent flutter left control circuit to provide acceptable control
column force characteristics.
ELEVATOR
OPERATING
LEVER
QUADRANT
AUTOPILOT
15 FLIGHT CONTROLS
SERVOMOTOR
ELLIPTICAL PULLEY
CIRCULAR PULLEY
NOTE:
ARROWS INDICATE DIRECTION
OF TRAVEL TO RAISE ELEVATOR
G-WEIGHT
SPRING
BELLCRANK
PULLEY DRUM
Figure 15-9. Elevator System

A stick shaker motor is attached to each con-

trol column and is operated by the stall warn-
ELEVATOR TRIM CONTROL SYSTEM
ing system. A stick pusher unit is connected to A trim tab is fitted to each elevator and is manu-
the elevator cable system to provide a positive ally controlled from an elevator trim hand wheel
push forward (pitch down) at the onset of stall on the central control pedestal (Figure 15-10).
identification (see the Stall Warning and Identi- Operation of the elevator moves the trim tab
fication System section of this chapter). to give servo action. Elevator trim is controlled
manually through a pitch wheel on the center
The cable circuit also provides an input for the
control pedestal or by electric trim switches on
autopilot servo unit.
the pilot control columns. Each electric control
Primary stops controlling the range of eleva- consists of two switches that both need to be
tor movement are on the middle hinge of each activated to supply electric pitch trim inputs.
control surface. Secondary stops are at the pul- The two switches are connected with a guard
ley drums under the flight compartment floor. to facilitate use.
TRIM
MICROSWITCH
TRIM
15 FLIGHT CONTROLS
MICROSWITCH
TRIM JACK
AUTOPITCH TRIM
SERVO MOTOR AND
DUAL SYNCHRO
TRANSDUCER
TRIM TABS
MWS ANNUNCIATOR
Figure 15-10. Elevator Trim System

The system is tested before flight by removing • Power supplies are correct and available to
the guard to ensure that a single channel will the system.
not activate the trim.
Faults that render the system inoperative will
The autopilot servomotor is used to provide cause the system to disconnect in a fail passive
pitch trim, Mach trim, and electric trim functions. manner and will result in a warning given by
the MACH TRIM FAIL annunciator illuminating
If necessary, these functions can be overridden at the top right of the MWS panel (Figure 15-11).
by arresting the movement of the elevator trim
hand wheel. The hand wheel turns as the auto-
matic system applies trim via the servo.
ELEVATOR OUT-OF-TRIM WARNING

When an elevator is out of trim at takeoff, a
warning is given by the ELEV/AIL TRIM annun-
ciator illuminating on the main MWS panel (Fig-
ure 15-10) if the following conditions apply:
15 FLIGHT CONTROLS
• Aircraft weight is on wheels.
• Both engine thrust levers are advanced to
more than 40–60% N1 power.
MACH TRIM
The Mach trim system uses a Mach trim com-
puter and the same pitch trim servomotor as
the manual electric trim and the autoelectric
trim systems. The Mach trim computer accepts
Mach number data from the air data computers
and computes trim tab deflection, increasing
longitudinal stability at Mach numbers above Figure 15-11. M
ACH TRIM FAIL
0.75 Mach when the autopilot is not engaged. Annunciator
The Mach trim computer is underneath the co-
pilot seat.
There are no power switches for the system. ELECTRIC POWER SUPPLIES
On power-up of the aircraft busbars, the Mach The ELEV/AIL TRIM annunciator is powered
trim system performs a self-test routine. Provid- from the PE busbar. The Mach trim system re-
ing the following conditions are met, the sys- ceives 28-VDC power from the PS1 and PS2
tem engages: busbars through two circuit breakers on sub-
• Indicated Mach number is less than 0.75M. panels DA-D (Figure 15-12):
• The autopilot is not engaged. • MACH TRIM PWR, DA-D C/9, busbar PS1
• The electric trim is not in use. • MACH TRIM MON, DA-D D/2, busbar PS2
• The manual pitch trim hand wheel is not be-
ing used.
• No Mach trim system failures have been
detected.

OPERATION
To engage the aileron/elevator gust locks, dis-
engage the lock from the stowage clip and
swing it in position with the neutralized control
wheel (Figure 15-13). Position the claws on the
control wheel bushings. Push the knurled knob
down and rotate clockwise to engage the claws
in the bushing.
A cable actuated by aileron/elevator gust lock
engagement actuates the throttle lockout (balk
unit) mechanism. This restricts throttle move-
ment, allowing either throttle to be moved full
range while the other throttle is restricted to
Figure 15-12. Mach Trim Circuit Breakers a low power setting. When the gust lock is re-
moved, the balk is removed, freeing both throt-
tle levers. The lock must be removed prior to
GUST LOCK SYSTEM takeoff.
15 FLIGHT CONTROLS
GENERAL To engage the rudder gust lock (Figure 15-13),

lift the cover in the floor and remove the rud-
An aileron/elevator gust lock, attached to the der gust lock from stowage at the front side of
aircraft structure, when connected to the left the copilot seat. Center the rudder and insert
control wheel, prevents aileron and elevator the lock through the hole in the rudder linkage
movement. Throttle lever movement is also and into the bracket beneath. The lock must be
restricted. removed prior to taxiing.
A tubular rudder gust lock, when inserted
through a hole in the cockpit floor, engages
rudder linkage to immobilize the rudder.
AILERON/ELEVATOR RUDDER
GUST LOCK GUST LOCK
Figure 15-13. Rudder Bias Switches

SECONDARY CONTROLS FLAP CONTROL SYSTEM

The flap selector lever is connected by a ca-
FLAP SYSTEM ble to an input lever on the flap control unit.
A spring strut and a spring drum in the cable
run compensate for any movement lag (Figure
GENERAL 15-14).
Interconnected slotted flaps are hydraulically Movement of the input lever connects hydrau-
powered from a single flap control unit and lic pressure to operate a hydraulic motor in the
transmission shafting (Figure 15-14). The flap flap control unit. The motor drives the transmis-
control unit is normally supplied from the main sion shafting to move the flaps in the selected
hydraulic system, but an independent fluid sup- direction. The motor is stopped automatically
ply from the auxiliary hydraulic system is avail- should a control cable failure occur.
able in the event of a main system failure.
When the flaps reach the selected position, the
The flaps are controlled by a selector lever hydraulic pressure is removed from the motor.
on the right side of the central control pedes- Further movement of the flaps is arrested and
tal (Figure 15-15). The lever moves in a gated they are locked at the required angle. Friction
slot that corresponds with the following flap
15 FLIGHT CONTROLS
devices prevent the flaps from moving away
positions: from the selected position in the event of hy-
• 0° (up or takeoff) draulic failure.
• 15° (takeoff) A synchronizing cable circuit is provided to pre-

• 25° (approach) vent the occurrence of an asymmetric flap con-
dition. Should one flap cease to move, the syn-
• 45° (landing) chronizing circuit isolates the hydraulic supply
to the flap motor, and the flaps stop moving and
A balk, operative at the 15° slot, prevents inad-
maintain the position attained at the moment of
vertent selection of the up, from the approach
failure.
or landing positions. The balk is released by
pushing the selector lever into the 15° slot in A flap servo balk stops additional movement of
the gate. the flap control unit input lever from the landing
position. The balk is released and the lever is
Additional movement of the flaps downwards,
moved to the lift-dump position by an intercon-
from the landing position to a lift-dump posi-
nection with the airbrake control when this is
tion, is controlled by the airbrake selector lever.
moved into the lift-dump position.
INDICATIONS AND WARNINGS AIRBRAKES

Flap position is indicated on a gauge just left
In flight, the airbrakes must not be operated
of the landing gear handle (Figure 15-15). This
when the flaps are extended to any position.
indicator also shows the lift-dump position.
A mechanical indicator adjacent to the thrust LIFT DUMP
levers shows the position of the flap selector le-
ver. Additionally, the flap positions are marked Lift dump is to be used only when the aircraft is
against the corresponding gates of the slot in on the ground.
which the lever moves.
RUDDER BIAS
A warning horn sounds if the flaps are select-
ed to the 25 or 45° positions when the landing The rudder bias switches must be ON and the
gear is not locked down. systems operative during each takeoff.

MECHANICAL
AIRBRAKE LEVER INDICATOR
FLAPS
0˚ LEVER
45˚
BAULK
UNIT
15 FLIGHT CONTROLS
SPRING STRUT
SPRING DRUM
SYNCHRONIZER UNIT
AIRBRAKE UNIT
INPUT LEVER
POSITION INDICATING
TRANSMITTER
FLAP CONTROL UNIT
SYNCHRONIZER
TRANSMITTER
SYNCHRONIZER LINK
Figure 15-14. Flap Control System Diagram

FLAPS The normal (flight and ground) operating range

is from the SHUT and fully OPEN selections. In-
0° termediate positions are obtained by leaving the
selector lever at the required setting within the
range.
15°
A system of cables runs from the AIR BRAKE
25° selector lever to a hydraulic selector valve on
each airbrake actuator. Main hydraulic sys-
tem pressure is used to operate the airbrakes
through a hydraulic actuator in each wing. To
45°
cater for control system failure, the selector
valve is biased to the SHUT position.
FLAP POSITION FLAP SELECTOR
INDICATOR LEVER There is no service available from the auxiliary
hydraulic system for the airbrakes should the
Figure 15-15. F lap Selector Lever main hydraulic system fail.
Position Indicator
LIFT DUMP
15 FLIGHT CONTROLS
ELECTRICAL POWER SUPPLIES The AIR BRAKE selector is interconnected with
The flap position indicator is powered from the the input lever to the flap control unit. Selection
PS1 busbar via circuit breaker FLAP POS (M/7) of the airbrake between the SHUT and OPEN
on panel DA-D. positions does not affect the flap position.
The warning horn is powered from the PE bus- During the landing run with the flaps selected
bar via circuit breaker HORN (K/1) on panel DA-D. to the 45° (land) position, lifting the AIR BRAKE
selector and then moving it rearwards into the
EMERGENCY OPERATION DUMP position automatically lowers the flaps
from the 45° setting to 75°. It also opens the
The flaps may be operated by means of the aux- airbrakes further to provide maximum drag.
iliary hydraulic system. The flaps can be moved
down and up to any preset position from 0 to ANNUNCIATIONS AND WARNINGS
45° by means of the auxiliary hydraulic system.
Lift dump and airbrakes are not available. The position of the airbrakes is shown by an
AIR BRAKES OPEN - SHUT magnetic indicator.
The emergency flap selection is made using The indicator is connected to two microswitch-
the normal flap control lever. Position indica- es, one on each airbrake. With electrical power
tion is still available as long as PS1 (a) busbar is off, cross-hatching is displayed. With power on,
energized. the indicator shows OPEN when either airbrake
is in any position other than fully closed. With
AIRBRAKE CONTROL SYSTEM both airbrakes closed, SHUT is displayed.
A pair of airbrakes per wing are powered by the A warning horn sounds if all of the following
main hydraulic system (Figure 15-16). Of each pair, conditions occur:
one airbrake extends from the wing upper sur- • The landing gear is down.
face, the other one from the wing lower surface.
• Both thrust levers are advanced to more
The airbrakes are controlled by an AIR BRAKE than 40–60% N1 power.
selector lever on the center control pedestal • The airbrakes are extended from the SHUT
(Figure 15-17). The lever moves in a slot hav- position.
ing a scale marked with three positions: SHUT,
OPEN, and DUMP.

BAULK RELEASE BAULK LEVER

CABLE
BAULK LATCH
ADJUSTABLE
BOBBIN
FLAP CONTROL UNIT
HINGE BRACKET INPUT LEVER
FLAP CONTROL UNIT BAULK MECHANISM
LINK
15 FLIGHT CONTROLS
SELECTOR BELLCRANK
VALVE LEVER
SHUT
CABLE
GUIDE
OPEN
LINK
JACK
LINK
Figure 15-16. Airbrake Control System

The system consists of two channels that re-

ceive angle-of-attack input. One channel re-
ceives input from one angle-of-attack vane and
flap angle and the other receives input from the
other angle-of-attack vane and flap angle. The
inputs are processed at each channel’s respec-
tive single summing unit (SSU). One channel
can provide stall warning, or stick shaker. Two
channels are required to provide stall identifica-
tion, or stick pusher. A third channel uses inputs
from the number two pitot head, static pressure
from the upper static vents, and vent pressure
from stall vents. There are two stall vents on the
underside of the left and right wing. Stall chan-
nel three sends its stall inputs to both SSUs.
Warning and identification is provided by two
stick shaker motors—a hydraulically operat-
ed actuator with two integral electrohydraulic
15 FLIGHT CONTROLS
valves respectively, and associated logic, an-
nunciators, and test switches.
SYSTEM LOGIC
1. It is impossible for a stick push to occur be-
Figure 15-17. A
irbrake Controls fore a stall warning (stick shake).
and Indications
2. No single active fault of an SSU or relay can
cause the operation of a stall valve or the
ELECTRICAL POWER SUPPLIES associated red STALL VALVE annunciator.
3. The autopilot is disengaged when a stall
The AIR BRAKE annunciator is powered from warning signal is initiated. This prevents the
PS2 busbar via circuit breaker AIRBRAKE (L2) autopilot from attempting to counteract the
on panel DA-D. resulting stick shake operation or subse-
quent stick push.
STALL WARNING CONTROLS AND ANNUNCIATIONS

AND IDENTIFICATION System faults are indicated on two groups of
amber annunciators, one per pilot.
SYSTEM Three STALL switches are in the TEST section
of the roof panel.
GENERAL Anti-icing heating of the airflow sensor vanes is
A stall warning and identification system is pro- controlled from the L and R PITOT/VANE HEAT
vided to emphasize the aircraft’s natural cues switches.
available at the point of stall. The system func-
tions are: Indication of vane heater failure is provided by
the two amber L and R VANE HTR FAIL annun-
• Stick shaker (warning) ciators also on the roof panel and by the ICE
PROT↑ repeat annunciator on the MWS panel.
• Stick pusher (identification)

There are no control switches. The stall warn-

ing part of the system becomes armed on take-
SYSTEM DESCRIPTION
off (no weight-on-wheels), while the stall identi- Refer to Figure 15-18 for a schematic of the sys-
fication part of the system becomes armed six tem in normal conditions.
seconds after takeoff.
The system has two channels for stall warning
and identification and a third channel which pro-
vides stall warning output only. Normal function
of the complete stall warning and identification
system is shown in the flow charts presented in
Figure 15-19.
HYDRAULIC
SSU PRESSURE
VANE I
ANGLE N WARN
SENSOR P
U STALL
INDENT VALVE
T
15 FLIGHT CONTROLS
A
3RD CHANNEL
STALL VENT
FLAP LEFT AND 3RD

ANGLE RIGHT CHANNEL
STICK-
SHAKER
MOTORS
3RD CHANNEL
STALL VENT
I STALL
N INDENT VALVE
VANE P B
ANGLE U WARN
SENSOR T
SSU
STICK PUSHER
Figure 15-18. Stall Warning and Identification System Schematic

START
ANGLE-OF-ATTACK MONITORED BY
AIRFLOW ANGLE SENSOR
STALL WARNING TRIGGER POINT &

STALL IDENTIFICATION TRIGGER
POINT MODIFIED BY FLAP ANGLE
NO
ANGLE-
OF-ATTACK
END
15 FLIGHT CONTROLS
INCREASING?
YES
CHANNEL 1 CHANNEL 2
SSU1 CALCULATES APPROACHING SSU2 CALCULATES APPROACHING

STALL AND INITIATES A WARNING STALL AND INITIATES A WARNING
SIGNAL SIGNAL
WARNING SIGNAL FROM EITHER CHANNEL

DISCONNECTS AUTOPILOT AND OPERATES
THE STICK SHAKER
ANGLE- NO PREVENTIVE
OF-ATTACK ACTION TAKEN
INCREASING? BY PILOT
YES END
GO TO NEXT PAGE
Figure 15-19. Stall System Flow Logic (Sheet 1 of 2)

ANGLE-OF-ATTACK STILL INCREASING
CHANNEL 3
STALL IDENTIFICATION TRIGGER POINT
MODIFIED BY RATE OF INCREASE OF APPROACHING STALL SENSED AT
ANGLE-OF-ATTACK. SSU1 AND/OR UNDERWING PRESSURE VENTS.
SSU2 INITIATE IDENTIFICATION SIGNAL
WHEN AIRCRAFT IS AT POINT OF STALL.
3RD CHANNEL SENSOR IS ACTIVATED
15 FLIGHT CONTROLS
ONLY ONE SSU NO

BOTH SSU IDENT NEAR
SIGNALS OPERATED IDENT SIGNAL
TO STALL?
OPERATED
YES
3RD CHANNEL RELAY ENERGIZES

TO CONNECT ACTIVE SSU OUTPUT
TO BOTH STALL VALVES
OR
STALL VALVE STALL VALVE

A OPEN
AND B OPEN
STICK PUSHER ACTIVATED
END
Figure 15-19. Stall System Flow Logic (Sheet 2 of 2)

STALL WARNING SYSTEM The output from one SSU energizes one stall
valve. An associated red STALL VLV A or B OPEN
The stall warning system uses an electrically annunciator is illuminated to indicate that the
driven stick shaker on each control column to valve is being signaled to open.
provide a physical warning of an approaching
stall to the pilots. The SSU uses the vane sensor and flap angle
inputs to calculate the point of stall. However,
Angle-of-attack is derived from two airflow an- another factor, the rate of vane angle increase,
gle sensor vanes (Figure 15-20), one on each may also modify the calculation (Figure 15-21).
side of the forward fuselage. Electrical signals For example, the point of stall is advanced
proportional to vane angle are sensed in the when the rate of increase is high (dynamic
associated SSU, which also receives inputs re- stall=accelerated stall). When the vane angle
lating to flap angle. From the flap angle signal, agrees with the calculated point of stall, the SSU
the SSU calculates the point of stall warning. produces an output (stall identification) to ener-
When the vane angle corresponds to that point, gize the associated stall valve and annunciator.
the SSU provides an output to operate the stick
shaker motor on each control column. The system is inhibited when the aircraft is on
the ground by the weight-on-wheels switch. To
The stall warning system is inhibited while prevent an unwanted stick push from occurring
15 FLIGHT CONTROLS
the aircraft weight is on the wheels to pre- until flight is assured, the stall identification part
vent wind gusts triggering false stick shaker of the system remains inhibited from takeoff un-
operations on the ground. At takeoff, the sys- til a six-second timer within the SSU times out.
tem is armed and commences to monitor the
pitch attitude of the aircraft. When an SSU produces a stall warning output,
which is then followed by an identification sig-
nal, the warning signal latches the stall identi-
fication relay for the same channel. The latch
is removed when the warning output ceases.
This ensures that the stick push is maintained
until the aircraft has reached a nosedown at-
titude well below the stall point. The action is
significant enough to reduce the likelihood of
the pilot reactivating the stick pusher if proper
recovery techniques are followed.
THIRD STALL IDENTIFICATION CHANNEL

Figure 15-20. Airflow Angle Sensor A third channel for stall identification is pro-
vided by a pitot/static system which uses pitot
pressure (P2) from the right pitot head, static
STALL IDENTIFICATION SYSTEM pressure (S6) from the forward static vents and
a vent pressure (V) from left and right stall vents.
The stall identification system uses a hydrau- The stall vents are located on the underside of
lic stick pusher to force the control column for- the left and right wings.
ward (pitch down) at the calculated point of stall.
The stick pusher is powered by main hydraulic These pressures are sensed by a capsule-op-
system pressure (backed by the main accumu- erated stall detector. This is set to produce an
lator). The rate of operation is controlled by a output at a point between the settings for the
fluid restrictor. Control of the hydraulic pres- stall warning and identification signals from the
sure to the stick pusher is via two independent SSUs.
stall valves (A and B), connected in series and
mounted integrally with the stick pusher. Both The output from the third channel sensor
stall valves must be open to activate the unit. energizes a relay which connects the stall

28
FLAPS 0° IDENT
VANE ANGLE TO HFD —DEGREES 26
FLAPS >0° IDENT

24
FLAPS 0° WARN
FLAPS 15/25° WARN

22
NOTE:
HFD IS THE
HORIZONTAL
20 FUSELAGE DATUM.
FLAPS 45° WARN
18
16
15 FLIGHT CONTROLS
14
0 1 2 3 4 5 6 7 9
VANE RATE—DEGREES/SECOND
Figure 15-21. Variation of Stall Identification Angle With Increased Vane Angle
identification output from one channel’s SSU to All annunciator warnings in the stall warning
the stall valve of the other channel. Thus, with and identification system will also cause a re-
the third channel output activated, both stall peater STALL IDENT annunciator on the MWS
valves A and B will open following a stall identi- panel to illuminate (Figure 15-22).
fication output from only one SSU. This ensures
system integrity should a SSU fail. The power to energize a stall valve is routed via
the identification relay of one channel and the
warning relay of the other channel.
SYSTEM FAULTS AND ANNUNCIATIONS
The duplication of the stall warning system en-
sures that a single passive fault cannot prevent
a stick shake from occurring. Should an active
fault develop, the faulty system can be isolated
via the appropriate circuit breaker. The remain-
ing good system will still operate both stick
shaker motors.
The stall identification system is designed so
that a single active fault cannot give an inad-
vertent stick push. At the same time, the system
also ensures that a single passive fault would
not prevent a push operation from occurring, Figure 15-22. Stall System Annunciators
when required.

A monitoring circuit will cause an IDNT 1 or FLAP ASYMMETRY

IDNT 2 annunciator (depending on the channel
at fault) to illuminate after a four-second time If asymmetry between the left and right flap po-
delay—if an identification signal from one SSU sitions exists for more than two seconds, then
has been triggered without a warning signal the FLAP annunciator (pilot group only) will
from the other SSU. The IDNT 1 or IDNT 2 an- illuminate.
nunciators are part of the IDNT/INHIB switches
provided for both pilots (Figure 15-22). When an WEIGHT-ON-WHEELS ASYMMETRY
IDNT annunciator is illuminated, either pilot can
push the associated switch to inhibit the faulty If asymmetry between the positions of the left
channel. The INHIB annunciator part of the and right weight-on-wheels relays exists for
switch will then illuminate. more than two seconds, then a SQUAT annun-
ciator (copilot group only) will illuminate.
The third channel sensor, together with the re-
maining SSU, would provide a stick push oper-
ation when required. The pilots may attempt to
SSU SELF-TEST
reset the failed channel by operating an INHIB- A built-in test within the SSU detects the follow-
IT RESET switch (Figure 15-23). This switch is on ing faults:
the stall diagnostic panel (inboard edge of the
15 FLIGHT CONTROLS
pilot bulkhead). Should the channel fail again • Loss of 26-VAC supply
after reset, it should be inhibited and left in that • Loss of internal power or short circuit
condition for the remainder of the flight. Inad-
vertent stall identification can be canceled by • Loss of airflow angle sensor excitation
pressing both the IDENT 1 and IDENT 2 push to • Loss of flap position input
inhibit and STALL IDENT annunciators on either • Airflow angle sensor transformer winding
the pilot or copilot forward instrument panel. open or short circuit
If any of the above occur, an external relay
causes an SSU annunciator to illuminate. If the
weight-on-wheels switch is in the flight condi-
tion, a magnetic indicator associated with the
faulty SSU will display “white.” The magnetic in-
dicators are on the stall identification diagnos-
tic panel (Figure 15-23).
Figure 15-23. Stall Identification and

Diagnostic Panel

ELECTRICAL SUPPLIES Where circuit breakers are used to protect the

circuits, these are located on panel DA-D.
The stall warning and identification system
uses both DC and AC power (Table 15-2). Table 15-3 provides a summary of the annun-
ciators and their functions.
Table 15-2. Electrical Sources—Stall/Identification System

PANEL LOCATION
CIRCUIT BREAKER CIRCUIT OR EQUIPMENT BUSBAR
ROW/COLUMN
DA–D B/1 STALL IDENT 1 26-VAC INPUT TO SSU 1 XS 1
28–VDC TO STALL VALVE 1 AND
DA–D B/4 STALL VLV A PS1 (a)
ANNUNCIATORS
DA–D B/6 STALL WARN MOTOR 1 (LH) 28-VDC TO STICK SHAKER MOTOR 1 PS1 (a)
DA–D B/2 STALL IDENT 2 26-VAC INPUT TO SSU 2 XS 2
28-VDC TO STALL VALVE 2 AND
DA–D B/5 STALL VLV B PS2 (a)
ANNUNCIATORS
DA–D B/7 STALL WARN MOTOR 2 (RH) 28-VDC TO STICK SHAKER MOTOR 2 PS2 (a)
15 FLIGHT CONTROLS
DA-D B/3 STALL IDENT 3 28-VDC to SSU 3 PE
Table 15-3. Stall System Annunciator Functions

FUNCTION ANNUNCIATOR MWS PANEL
AIRFLOW ANGLE SENSOR
LEFT OR RIGHT VANE L (R) VANE HTR FAIL
HEATING MALFUNCTION
FLAP POSITION ASYMMETRY FLAP
STALL IDENTIFICATION CHAN-

IDNT 1 (2)
NEL 1 (2) FAULT
SIGNAL SUMMING UNIT FAULT SSU
WEIGHT-ON-WHEELS
SQUAT
ASYMMETRY
STALL VALVE A (B) OPERATING STALL VLV A (B) OPEN

QUESTIONS
1. The purpose of the rudder bias system is: 5. Asymmetrical flap operation is prevented
A. To boost rudder operation in by:
turbulence. A. A synchronizing cable arrangement
B. To automatically counteract asymmet- that isolates the hydraulic supply to
rical thrust due to engine failure. the flap motor, stopping the flaps.
C. To actuate the rudder trim tab in the B. A synchronizing cable arrangement
event an engine fails. that mechanically connects both flap
segments, forcing them to move in
D. None of the above. unison.
C. A flow divider in the flap control unit.
2. If takeoff is attempted with the aileron/el-
D. Nothing prevents asymmetrical opera-
evator gust lock engaged:
tion; it can occur.
A. The gust lock automatically
disengages.
6. The purpose of lift dump is:
15 FLIGHT CONTROLS
B. A warning horn sounds.
A. To decrease lift in flight.
C. Neither throttle can be advanced to full
power. B. To increase drag and decrease lift on
the ground.
D. Only one throttle can be advanced to
full power. C. To increase drag in flight.
3. The guard is removed from a pitch trim
switch: 7. Stall warning is provided by:
A. When trim cannot be accomplished us- A. The stick pusher.
ing both elements of the switch. B. The stick pusher and stick shaker.
B. During testing, to assure that trimming C. The stick shaker.
can be accomplished with one ele-
ment of the switch. D. Airplane buffet.
C. The guard must not be removed under
any circumstance. 8. Stall identification is provided by:
D. During testing, to ascertain that trim- A. The stick shaker.
ming cannot be accomplished with B. Airplane buffet.
one element of the switch.
C. The stick shaker and stick pusher.
D. The stick pusher.
4. The flight control surfaces that are hydrauli-
cally actuated are:
A. All primary flight control surfaces.
B. Flaps and airbrakes.
C. Flaps only.
D. Airbrakes only.

9. In the stall warning and identification

system:
A. Flap position is integrated with angle-
of-attack signals to determine critical
angle of attack of the wing.
B. Flap position is not considered in
the determination of critical angle of
attack.
C. Flap position only is considered in
the determination of critical angle of
attack.
10. Inadvertent stick pusher operation can be

prevented by inhibiting:
A. Channel 1.
15 FLIGHT CONTROLS
B. Channel 2.
C. Channel 3.
D. Both channel 1 and channel 2 at the
same time.
11. The RUDDER BIAS annunciator extinguish-

es when:
A. Both systems are inoperative.
B. Both systems are operative.
C. Both RUDDER BIAS switches are on.
D. Both RUDDER BIAS switches are off.

CHAPTER 16
AVIONICS
(PITOT STATIC SYSTEM)
CONTENTS
Page
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1
PITOT-STATIC SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-3
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-3
Pitot heads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-3
Static Vent Plates. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-3
Equipment Isolation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-4
Stall Vents. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-4

16 AVIONICS

ILLUSTRATIONS
Figure Title Page
16-1 Pitot-Static and Stall Vent Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-2

16-2 Pitot Head. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-3
16-3 Static Vent Plate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-3
16-4 Pitot Isolation Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-4
16-5 Wing Stall Vent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-4
16 AVIONICS

CHAPTER 16
AVIONICS

16 AVIONICS
INTRODUCTION
The Hawker 800XP avionics covered in this chapter includes the pitot-static system and the inte-
grated flight control system. Chapter 16 describes the standard avionics package available for in-
stallation. The user should consult applicable AFM supplements and vendor manuals for additional
information and information on specific systems not included in this chapter.
GENERAL
The pitot-static system includes two pitot heads, is not covered in this chapter. With either sys-
four static vent plates, two wing stall vents, and tem, the flight director function can be used in-
No. 1 and No. 2 air data computers. dependently of the autopilot with the pilot hand-
flying the airplane to satisfy the flight director
The standard automatic flight control system commands, or the autopilot may be coupled to
includes the air data system, the autopilot and automatically steer the airplane to satisfy the
flight director, the electronic flight instrument flight director commands. The yaw damper sys-
system, the attitude heading reference system, tem operates independently of the autopilot and
and the standby instruments. A conventional may be engaged with or without the autopilot
flight control system without EFIS is optional but engaged.

LEFT FRONT
STATIC VENT PLATE S6
S5 S5
S6 RIGHT FRONT
STATIC VENT PLATE
DRAIN
STBY
ALT
EADI ALT EADI ALT

STBY
ASI
CABIN
DIFF
PRESS
AUX DATA (VIA SWITCHING) AUX DATA (VIA SWITCHING)

AIR DATA TO NO. 2 INSTRUMENTS TO NO. 2 INSTRUMENTS AIR DATA
COMPUTER ARINC BUS OUTPUT ARINC BUS OUTPUT COMPUTER
NO. 1 FOR NAV SYSTEMS FOR NAV SYSTEMS NO. 2
RIGHT
LEFT FLIGHT GUIDANCE FLIGHT GUIDANCE PITOT
COMPUTER COMPUTER
PITOT HEAD
HEAD WARNING HORN 150 KT WARNING HORN 150 KT P1
SPEED SWITCH SPEED SWITCH
P1
VMO/MMO WARNING VMO/MMO WARNING
DRAIN
16 AVIONICS
DRAIN
DRAIN PITOT
ISOLATION VALVE
STALL INDENT CONNECTIONS
(3RD CHANNEL) FOR
ADDITIONAL
EQUIPMENT
DRAIN
STALL DETECTORS TRAPS
DRAIN
S9
LEFT RIGHT
REAR V S8 DRAIN
P REAR
STATIC S8 S STATIC
VENTS S9
VENTS
DRAIN
LEGEND
LEFT V1 TRAP V2 RIGHT S5
STALL STALL
VENT VENT S6
S8
S9
Figure 16-1. Pitot-Static and Stall Vent Systems

PITOT-STATIC SYSTEM Both pitot heads are electrically heated. Pitot

heat is controlled by two PITOT/VANE HEAT L
and R switches on the roof panel in the ICE PRO-
GENERAL TECTION group (see Chapter 10—Ice and Rain
Protection, for additional information). Water
The pitot-static system serves the computers of traps and drains are provided in the pipelines.
the air data system, standby altimeter, standby
airspeed indicator, cabin pressurization system,
and stall warning and identification system.
STATIC VENT PLATES
Provision is made for the addition of optional Front and rear static vent plates are mounted
equipment. Pitot supplies to the stall detectors on each side of the fuselage nose (Figure 16-
and additional equipment can be isolated by 3). Two static vents are provided in each front
manual selection. plate and two in each rear plate. The vents,
numbered for reference, are interconnected
Two pitot heads provide impact air pressure, as shown in Figure 16-1. Four static air pres-
four static vent plates provide static air pressure sources are thus provided to supply the
sure, and two wing vents provide stall vent air following:
pressure. Water traps and drains are provided in
the pipelines. The pitot heads and forward static • Static 5—No. 1 air data computer
vent plates are heated to prevent icing. The for-
• Static 6—No. 2 air data computer and stall
ward static plates are heated in the air only. The
detectors
pitot-static and stall vent systems are shown in
Figure 16-1. • Static 8—Standby altimeter and standby air-
speed indicator
PITOT HEADS • Static 9—Cabin differential pressure in-
dicator and optional equipment, when
The pitot heads are mounted on each side of connected

the fuselage nose (Figure 16-2). They provide
independent supplies as follows: The front plates are electrically heated when
16 AVIONICS
airborne only and controlled by the right PITOT/
• Left pitot head (P1)—No. 1 air data computer VANE HEAT switch.
• Right pitot head (P2)—No. 2 air data com-
puter, standby airspeed indicator, stall
detectors, and additional equipment, if
connected
Figure 16-3. Static Vent Plate
Figure 16-2. Pitot Head

EQUIPMENT ISOLATION
A pitot isolation valve on the copilot console
under a hinged cover (Figure 16-4). It provides
a means of isolating ancillary equipment.
With the valve in the NORMAL position, pitot
pressure is supplied to all relevant instruments
and equipment. Depressing and turning the
valve to isolate the ancillaries maintains P2
supplies to No. 2 air data computer and the
standby airspeed indicator, but isolates the stall
detector and additional equipment.
NOTE
If a discrepancy occurs between left
and right airspeed indications, select
PITOT ISOLATION valve to ISOLATE.
If the discrepancy is resolved, a fault
exists in the ancillary equipment pip-
ing, which may cause the autopilot to
become disengaged and the IDNT 3
and MWS STALL IDENT annunciators Figure 16-4. Pitot Isolation Valve
to illuminate. In this event, press ei-
ther IDNT 3 annunciator to inhibit No.
3 stall identification channel. The IN-
HIB annunciators illuminate.

16 AVIONICS
If the discrepancy persists without an

AIR DATA FAIL warning, the main pi-
tot system is at fault. Continue flight,
but exercise extreme caution.
STALL VENTS
A stall vent is located on the underside of each Figure 16-5. Wing Stall Vent
wing (Figure 16-5). The stall vents are intercon-
nected by a pipeline which is connected to two
stall detectors. One stall detector operates in
the third channel of the stall warning and iden-
tification system.

CHAPTER 16A
AVIONICS
CONTENTS
Page
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-1
HONEYWELL DFZ-800 DIGITAL AUTOMATIC FLIGHT GUIDANCE SYSTEMS. . . . . . . 16A-2
Description and Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-2
System Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-4
Modes and Annunciation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-6
Monitors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-10
Operating limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-13
Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-14
Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-14
ATTITUDE & HEADING REFERENCE SYSTEM (AHZ-600). . . . . . . . . . . . . . . . . . . . . . . . 16A-14
Description and Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-14
16A AVIONICS
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-16
Abnormal Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-17
ADZ-810 AIR DATA SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-19
System Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-20
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS). . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-21
EDZ-817 Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-22
Multifunction Display Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-25
Electronic Attitude Director Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-29
Electronic Horizontal Situation Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-32
Color Coding. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-33
Initialization at Power-up. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-33
EFIS Self-Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-34
EFIS Failure Modes & Reversions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-34
REV 1.0 FOR TRAINING PURPOSES ONLY 16A-i

FMZ-800 Flight Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-35

Primus 870 Weather Radar System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-36
Angle-of-Attack System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-40
Radio Altimeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-41
Standby Instruments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-41
POWER SOURCES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-42
EFIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-42
AHRS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-42
Air Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-42
16A AVIONICS
16A-ii FOR TRAINING PURPOSES ONLY REV 1.0

ILLUSTRATIONS
Figure Title Page
16A-1 SPZ-800 System Flow Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-3

16A-2 G
C-810 Flight Guidance Controller. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-5
16A-3 U
pper Instrument Panel Annunciation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-5
16A-4 AHRS Controller. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-14
16A-5 HSI with HDG Flag. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-15
16A-6 ADI with ATT Comparator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-17
16A-7 HDG Comparator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-18
16A-8 Reversionary Switch Panels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-18
16A-9 IAS Comparator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-21
16A-10 E
ADI Failure and Warning Flag Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-21
16A-11 Display Controller. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-22
16A-12 E
HSI Compass Display with VOR RMI Needle Overlay Selected. . . . . . . . . 16A-22
16A-13 EHSI Arc Mode Display with VOR RMI Needle Overlay Selected . . . . . . . . 16A-23
16A-14 E
HSI MAP Mode with WX Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-23
16A-15 R
I-815 Instrument Remote Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-24
16A-16 MC-800 MFD Controller. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-25
16A AVIONICS
16A-17 M
FD Normal Checklist Pages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-26
16A-18 M
FD Emergency Checklist Pages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-27
16A-19 M
FD with Radar Only Display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-29
16A-20 ED-800 EADI Displays and Annunciators (Non TCAS II Aircraft). . . . . . . . . 16A-30
16A-21 ED-800 EADI Displays and Annunciators (TCAS II Aircraft). . . . . . . . . . . . . . . 16A-31
16A-22 ED-800 EHSI Displays and Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-32
16A-23 FMS Block Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-35
16A-24 FMS Control Display Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-35
16A-25 Weather Radar Controller. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-36
16A-26 Angle-of-Attack Indicator and Indexer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-40
16A-27 S
tandby Attitude Indicator and Standby Horizon Indicator. . . . . . . . . . . . . . . 16A-41
16A-28 Standby Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-42
REV 1.0 FOR TRAINING PURPOSES ONLY 16A-iii

TABLES
Table Title Page
16A-1 WX Button Functions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-26

16A-2 W
eather Detection Calibration Scheme. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16A-36
16A-3 Target Alert Depth and Range Characteristics. . . . . . . . . . . . . . . . . . . . . . . . . 16A-38
16A AVIONICS
16A-iv FOR TRAINING PURPOSES ONLY REV 1.0

CHAPTER 16A
AVIONICS
16A AVIONICS
INTRODUCTION
This chapter gives a general description of the Honeywell SPZ-8000 Digital Automatic Flight Con-
trol System (DAFCS) and its related subsystems, including the Honeywell FMZ series Flight Man-
agement System (FMS). The Honeywell Pilot Operating Handbook or AFM supplements have more
detailed descriptions and information.
GENERAL
The SPZ 8000 DAFCS is a complete, automatic • Dual AZ-600 Attitude Heading Reference
flight control system providing fail operational System (AHRS) or optional dual IRS (Laser
execution of flight director guidance, autopilot, Ref II) or a third backup IRS
yaw damper, and auto trim functions. Subsys- • Dual ADZ-810 Air Data Systems
tems that make up the SPZ-8000 are:
• Dual EDZ-817/818 Electronic Flight Inst. Sys-
• Dual DFZ-800 Flight Guidance System tems, including symbol generators
• MDZ-817/818 multifunction display
systems, including symbol generators
REV 0.4 FOR TRAINING PURPOSES ONLY 16A-1

• Dual FMZ 800

Systems (FMS)
Flight Management
HONEYWELL DFZ-800
• Dual AA-300 Radio Altimeter Systems
• Primus Weather Radar System
DIGITAL AUTOMATIC
• Lightning Sensor System FLIGHT GUIDANCE
• TCAS
• Primus Integrated Radio System
SYSTEMS
A central serial communications network pro- DESCRIPTION AND OPERATION
vides the ability of the subsystems to commu-
nicate with each other (Figure 16A-1). This net- The DFZ-800 Automatic Flight Control System
work is the avionics standard communications (AFCS) used in the Hawker 800XP airplane
bus (ASCB). In addition to ASCB communica- is a digital, computer-based system, provid-
tion between subsystems, there are also pri- ing flight director, yaw damper, and autopilot
vate line paths provided for specific, sensitive functions. The system is designed to be fail-
data for which fault isolation is required. These operational for the first failure for any system
private line paths are: component with the exception of the autopi-
lot actuators. A single actuator is used in each
• AHRS/IRS attitude & heading information to axis due to the high reliability of these devices.
EFIS
The system uses two flight guidance comput-
• AZ-810 air data airspeed/mach & vertical
ers to provide the fail-operational capability. If a
speed information to EFIS and AHRS/IRS
flight guidance computer fails, the second com-
• AZ-810 air data altitude information to Baro puter continues to control the airplane. A failure
altitude indicator (altimeter) of the second computer is fail-passive and will
• GC-810 flight guidance controller to FZ-800 not disturb the airplane.
flight guidance computer
The AFCS is comprised of the following compo-
16A AVIONICS
• DC-810 display controller to SG-817/818 nents (quantity):

symbol generator
1. FZ-800 Flight Guidance Computer (2)
• DC-810 display controller to MG-817/818
MFD symbol generator 2. GC-810 Flight Guidance Control Panel (1)
• SG-817/818 symbol generator to ED-800 3. SM-200A Aileron Servo (1)
EFIS displays 4. SM-200A Elevator Servo (1)
• MC-800 MFD controller to MG 817/818 MFD 5. SM-200A Rudder Servo (1)
symbol generator
6. TM-420 Mach Trim Servo (1)
• MG-817/818 MFD symbol generator to ED-
800 MFD
16A-2 FOR TRAINING PURPOSES ONLY REV 0.4

Figure 16A-1. SPZ-800 System Flow Diagram
16A AVIONICS
The DFZ-800 receives information from the AUTOPILOT ENGAGEMENT AND

dual Attitude and Heading Reference Systems
(AHRS), the dual Digital Air Data Computers
DISENGAGEMENT
(DADC), as well as the navigation radios (PRI- The autopilot is engaged by use of the AP
MUS II). The system operates in conjunction pushbutton on the GC-810 flight guidance con-
with the Electronic Flight Instrument System troller (FGC). The autopilot may be disengaged
(EFIS). by one of several methods:
The interconnection between the flight guid- a. Pressing the AP or YD pushbutton on
ance computers, air data computers, and the the FCS controller.
AHRS is provided by the Sperry bidirectional
b. Pressing the go around button on the
digital bus—referred to as the Avionics Digital
control wheels.
Communications Bus (ASCB). This dual bus
is controlled by the flight guidance computer. c. Pressing the AP disconnect switch on
Failure of a flight guidance computer or the bus the outboard side of each of the control
controller function within a flight guidance com- wheels.
puter will cause the bus control to be automati- d. Pressing the electric trim switch on
cally transferred to the remaining computer. the control wheels.
Interconnection of primary air data information
is provided by dedicated analog and ARINC
NOTE
429 outputs which are independent of the The autopilot cannot be engaged on
ASCB. the ground.
The communications between the EFIS and the TOUCH CONTROL STEERING SYNC
other sub-systems is carried by the ASCB. Pri-
mary data from AHRS and DADC is supplied to The touch control steering (TCS) sync button
EFIS on dedicated digital buses. is used to uncouple the autopilot servos from
the airplane without disengaging the autopilot.
A nose compartment ventilation system is in-
16A AVIONICS
When the TCS button is released the autopilot

stalled to provide cooling airflow for avionics holds the current pitch and roll attitude of the
equipment in the nose compartment. Air is airplane. If an air data mode is engaged such
exhausted from the nose compartment during as, FLC, VS or ALT hold, the TCS button can be
ground operation of the aircraft. If the exhaust used to synchronize the AFCS command to a
fan fails or is blocked, an amber EFIS FAULT an- selected reference.
nunciator on the pilot instrument panel and am-
ber NOSE FAN annunciator on the pilot transfer
panel will illuminate. The EFIS FAULT annun- MACH TRIM
ciator is canceled by pressing the face of the The TM-420 Mach trim is always engaged. The
annunciator. pilot has no control of the Mach trim. Mach trim
system failure is annunciated on the main warn-
SYSTEM CONTROLS ing panel by a MACH TRIM FAIL annunciator.
YD ENGAGEMENT AND DISENGAGEMENT HSI SELECT

The yaw damper is engaged by depressing the The autopilot can be coupled to the informa-
YD pushbutton on the GC-810 flight guidance tion displayed on either HSI. The HSI SEL push-
controller. When the yaw damper is engaged, button on the GC-810 FCS controller is used to
pushing the YD button on the guidance control- select either the pilot or copilot HSI/DADC. The
ler or the AP DISC button on the control wheel arrow annunciator illuminated on either side of
will cause the yaw damper to disengage. The the HSI SEL button and the green or on
yaw damper is automatically engaged when the EADIs show which HSI/DADC is selected.
the autopilot is engaged.

The flight director command bars and mode

annunciations are displayed on both EADIs,
automatically. Both flight directors reflect the
selected HSI data.
NAVIGATION SOURCE SELECTION

The source of the navigation information to be
displayed on the HSI is selected via the V/L,
and FMS pushbuttons on the DC-810 display
controller. The selected navigation source is
annunciated on the EHSI.
For the selected HSI, any of four navigation
sources may be selected. Pressing the V/L push- Figure 16A-2. GC-810 Flight Guidance
button selects the primary VOR/LOC navigation Controller
receiver for that side of the cockpit. The second
push of the V/L pushbutton selects the VOR/ pitch hold mode, the pitch wheel is used to di-
LOC navigation receiver from the opposite side rectly change pitch attitude. The amount of pitch
of the cockpit. Pressing the FMS pushbutton se- change is proportional to the movement of the
lects the primary flight management system for pitch wheel.
that side of the cockpit. The second push of the
FMS pushbutton selects the FMS from the op- When the Vertical Speed (VS) HOLD mode is en-
posite side of the cockpit in a manner similar to gaged, the pitch wheel is used to dial in a new
the V/L pushbutton. When FMS is selected for reference which is displayed on the EADIs as part
display on the HSI and the NAV receiver is tuned of the mode message.
to a localizer, the first push of the V/L pushbutton
activates the localizer preview mode. This will al- FLIGHT GUIDANCE CHANNEL SELECT
low arming approach while the LNAV mode is
16A AVIONICS
active. The Automatic Flight Control System (AFCS)
utilizes two separate flight guidance channels,
FLIGHT DIRECTOR MODE SELECTION one in each of the two flight guidance comput-
ers. Under normal operation, the left, or number
The path modes of the FCS are selected by 1 channel, is in control. The right, or number 2
means of nine mode pushbuttons on the GC- channel, can be selected as the priority channel
810 controller (Figure 16A-2). The buttons are by depressing either R AFCS pushbuttons next
identified as: to the top right corner of the EADIs (Figure 16A-
3). Depressing the L AFCS pushbutton transfers
HDG BNK FLC
NAV VS
APP VNAV
BC ALT
Operation of these modes is described later in
this chapter. In addition to the above modes a
go around mode is selectable using the control
wheel mounted GA switches.
PITCH WHEEL
Figure 16A-3. Upper Instrument
The pitch wheel is used to command pitch Panel Annunciation
changes. When the autopilot is in the basic

priority back to the left side computer. This se- PITCH HOLD
lection can be made with the AP/YD engaged
or disengaged. The basic pitch mode of the AFCS is pitch hold.
When no flight director modes are engaged,
the default mode of the autopilot is pitch hold.
MODES AND ANNUNCIATION If a roll flight director mode was selected and
Each of the autopilot/flight director modes is de- no other pitch mode is selected, the flight di-
scribed along with the annunciation which ac- rector will engage into the pitch hold mode and
companies the mode. Operation of the mode is a pitch command bar is displayed.
the same for autopilot engaged and flight direc-
When the autopilot is engaged, this basic mode
tor only, unless otherwise stated.
is annunciated by a green flashing PIT for five
All FCS mode annunciation is displayed on seconds.
the EADIs directly in front of each pilot. Armed
The reference pitch attitude may be changed
modes are annunciated in white; active modes
via the pitch wheel or use of the TCS mode.
are annunciated in green. Transition from an
armed mode to an active mode is emphasized
by flashing the green annunciation for five HEADING SELECT
seconds.
When the heading select mode is engaged, the
FCS controls the airplane through roll to fol-
HEADING HOLD/ROLL HOLD low the heading bug on the selected HSI. This
mode is annunciated as HDG on the EADI.
The basic mode of the autopilot is heading
hold/wings level. If no other mode is selected The HDG select mode is cancelled by depress-
via the flight guidance controller, the system ing the HDG pushbutton.
defaults to heading hold. If the autopilot is en-
gaged while the airplane is in a bank, the sys- This mode is limited to ±180 degree turns. The
tem engages into wings level and once the low bank limit is selected by depressing the
bank angle is less than 3 degrees for 10 sec- BNK pushbutton on the guidance controller.
16A AVIONICS
onds, the heading hold mode will be engaged. The low bank limit is annunciated by a white low
The heading hold mode is not annunciated on bank symbol on the top of the attitude sphere
the EADI as it is the default mode when no oth- on the EADI. The low bank limit is automatically
er mode is annunciated. selected when climbing through 29,500 feet
with bank angle less than 6 degrees.
The autopilot holds the desired roll attitude
when the TCS button is depressed and re-
leased with the roll attitude greater than 6 de-
VOR
grees and less than 35 degrees. The selected This mode is selected when the navigation re-
bank angle is held until the TCS button is used ceiver is tuned to a VOR frequency, the VOR
to lower the roll angle to less than 6 degrees. nav source is selected for display, the NAV
If the TCS button is released at roll angles pushbutton is depressed, and the course devi-
greater than 35 degrees, the AFCS will cause ation is approximately 2 dots or less. If heading
the airplane to roll 35 degrees. The TCS mode select is not engaged when the VOR mode is
causes the display of TCS on the EADI. This ex- selected, the heading select mode is automati-
tinguishes the AP engage arrow on the flight cally engages when the VOR mode is armed.
guidance controller indicating that the autopilot Prior to capture, the VOR armed mode is annun-
servos are not engaged. ciated as a white VOR message on the EADI.
When the capture criteria are met, the white
When the autopilot is engaged, this basic mode
armed message is replaced by the green VOR.
is annunciated by a green flashing ROL for five
At this time, the HDG select mode will cancel
seconds.
and the green VOR flashes for five seconds to
emphasize the transition.

Passage over the VOR station causes the sys- closure onto beam center. The faster the clo-
tem to revert to the over station submode. This sure rate, the farther out the capture point. Se-
causes the FCS to ignore the erratic VOR de- lection of APP, automatically selects the LOC
viation signals that are a result of the station pas- mode. Prior to capture, the armed GS mode is
sage. Once the system is in the over station sub- annunciated in white. Upon capture the white
mode, VOR flashes for five seconds. When the message is cleared and the GS mode is an-
system comes out of the over station submode, nunciated in green. The green GS flashes for
the system is again in a capture mode to allow five seconds to emphasize the transition. The
a capture of a new outbound course if selected. GS mode is cancelled by depressing the NAV
The VOR mode is cancelled by depressing the or APP pushbutton.
NAV pushbutton.
DUAL HSI—When both LOC and GS are on
track, the radio altitude is less than 1200 feet,
VAPP (VOR APPROACH) both nav receivers are tuned to the same ILS
This mode is entered when the navigation re- and valid, the FCS will transition to the dual HSI
ceiver is tuned to a VOR frequency, the VOR mode. When dual HSI mode is active, both HSI
nav source is selected for display, the APP SEL arrows are illuminated and the green
pushbutton is pushed, and the course devia- is replaced by on the EADIs. In dual HSI
tion is below the capture threshold of approxi- mode, both flight guidance channels are us-
mately 2 dot deviation. Operation of this mode ing information from both navigation receivers
is identical to the VOR mode with the exception allowing the approach to be continued in the
that the VAPP message is displayed. event of a failure of one nav receiver. Should
one receiver fail, the arrow associated with that
The VAPP mode is cancelled by depressing the receiver is extinguished and the mode remains
APP pushbutton. active.
LOC PREVIEW—While flying LNAV mode with
LOCALIZER the navigation receiver tuned to a localizer fre-
This mode is entered when the navigation re- quency, the first push of the V/L pushbutton on
16A AVIONICS
ceiver is tuned to a localizer frequency, the the EFIS controller activates the LOC PREVIEW
LOC nav source is selected for display, the NAV mode. With LOC PREVIEW mode active, push-
pushbutton is depressed, and the beam devia- ing the APP pushbutton arms the LOC and GS
tion is below the capture threshold of approx- modes. The LNAV mode remains active un-
imately 2 dots. If heading select mode is not til the localizer deviation is within the capture
engaged when NAV is selected, the heading threshold. Then the EHSI reverts to the normal
select mode automatically is engaged. Prior presentation of the short range navigation in-
to capture, the LOC mode is annunciated in formation and the LNAV mode cancels.
white on the EADI. Upon capture the LOC
mode is annunciated in green and the white BACK COURSE LOCALIZER
message is cleared. The green LOC flashes
for five seconds to emphasize the transition. Operation of the back course localizer (BC)
The LOC mode is cancelled by depressing mode is identical to the LOC mode with the ex-
the NAV pushbutton. ception that the BC pushbutton and BC mode
messages are used. The BC mode does not al-
low use of a simultaneous GS mode.
GLIDESLOPE
The BC mode is cancelled by depressing the
This mode is entered when the LOC nav BC pushbutton or by selecting the NAV (LOC)
source is selected for display, a localizer fre- mode.
quency is tuned on the nav receiver, the APP
pushbutton is depressed, and beam deviation
is below the capture threshold. The capture
threshold varies as a function of the rate of

GO AROUND The reference may also be changed using the

TCS button. If the airspeed is changed while in
Select the go around mode via a switch on the the FLC mode and the TCS button is depressed,
control wheels. Selection of this mode disen- the reference airspeed synchronizes to the cur-
gages the autopilot. The flight director will com- rent airspeed when the TCS button is released.
mand a twelve degree pitch up attitude and The airspeed the FCS is commanding is always
wings level. The GA mode is annunciated on displayed on the EADI.
the EADI. The heading select mode may be se-
lected while in go around to replace the wings The IAS reference automatically switches to
level command. MACH reference above .63M in a climb. The
MACH reference automatically switches to IAS
The go around mode is cancelled by selecting above 285 knots in a descent. The reference
another pitch mode, engaging the autopilot, or may be manually switched between IAS and
by depressing the TCS pushbutton. MACH at any time by depressing the PUSH
CHG pushbutton on the instrument remote
LATERAL NAVIGATION panel.
Lateral navigation (LNAV) mode is enabled The AFCS will not fly to an airspeed reference
when the FMS nav source is selected, a lat- outside the normal aircraft flight envelope. The
eral valid is received, and the NAV pushbutton AFCS limits the commanded airspeed to the
is depressed. Selection of this mode without maximum allowable speed of the aircraft. This is
a valid signal will result in a white LNV armed annunciated by an amber MAX SPD on the EADI.
message. Upon receipt of the LNAV valid, the
The FLC mode may be cancelled by the pitch
FCS clears the armed message and displays
wheel or selecting another vertical mode.
a green LNV active message. The green LNV
flashes for five seconds to emphasize this tran-
sition. The LNAV mode is cancelled by depress- VERTICAL SPEED HOLD
ing the NAV pushbutton.
Vertical speed hold (VS) is enabled when the
VS pushbutton is depressed. The annuncia-
16A AVIONICS
FLIGHT LEVEL CHANGE tion is a green VS on the EADI. The reference

vertical speed can be changed using the pitch
Flight level change (FLC) mode is enabled when
wheel. The vertical speed displayed changes
the following conditions are met:
as the pitch wheel is moved. Once a new verti-
• The desired altitude is selected. cal speed is selected, the FCS will command a
smooth transition to acquire the new reference
• The FLC pushbutton is depressed. that displays in blue on the bottom right corner
• The throttle is adjusted to allow for a climb of the EADI.
or descent as appropriate.
The reference vertical speed can also be
The mode annunciation is a green FLC on the changed using the TCS button. Operation is
EADI. The mode automatically synchronizes similar to that of the FLC mode. The vertical
to the current airspeed (below 29,000 feet) or speed the FCS is commanding is always dis-
MACH number (above 29,000 feet). The air- played in the ----FPM window on the EADI.
speed reference displays in blue on the bot-
tom left corner of the EADI. The reference may Selection of VS cancels ALT, FLC, GA, VNAV
be changed using the IAS/MACH knob on the and GS. The VS mode is cancelled by depress-
instrument remote controller (RI-815). Once a ing the VS pushbutton or by selecting another
new airspeed is selected, the AFCS will com- vertical mode.
mand a transition to acquire the new reference
As in FLC mode, the AFCS will not fly to an air-
that is also displayed by a solid blue bug on the
speed reference outside the normal aircraft
airspeed scale.
flight envelope while the VS mode is active.

ALTITUDE HOLD VERTICAL NAVIGATION

Altitude hold (ALT) mode is enabled by depress- With the FMS selected for display on the HSI
ing the ALT pushbutton. It may also be entered selected side, activation of the VNAV pushbut-
using the ALT SEL mode. A green ALT displays ton will select the vertical navigation (VNAV)
while altitude hold is active. The reference alti- mode and overrides all active pitch flight di-
tude may be changed by using the TCS to ma- rector modes. In the VNAV mode, FCS tracks
neuver to a new altitude and then releasing the the vertical flight profile of the FMS with flight
TCS button. Using the pitch wheel cancels the level change, altitude capture, and altitude hold
ALT mode. Selecting the ALT mode will cancel submodes.
the IAS, VS, ALT SEL, VNAV, GA and GS modes.
The ALT mode is cancelled by depressing the FLIGHT LEVEL CHANGE
ALT pushbutton, by selecting another vertical
mode, or using the pitch wheel. Flight level change (VFLC) operates identically
to FLC except that the target speed and the al-
ALTITUDE PRESELECT titude from the FMS are used for climb or de-
scent. VFLC also engages if VALT is engaged
Altitude preselect (ALT SEL) mode is enabled by and FMS initiates a climb or descent. A third
selecting the desired altitude through the copi- possible way to enter VFLC mode is when VALT
lot instrument remote controller and initiating or VPTH arm is engaged and the FLC button
a maneuver towards the selected altitude. The on the flight guidance controller is pushed. The
ALT SEL armed mode is automatically annunci- FMS FLC mode is annunciated on the EADI by
ated by turning the blue ASEL in the altitude a green VFLC at the vertical capture location.
preselect window to white. The aircraft can be The target speed is displayed on the airspeed
maneuvered toward the selected altitude using scale by a magenta bug.
pitch, VS, VNAV, or FLC. The FCS will transi-
tion to the ALT capture mode at a point away ALTITUDE CAPTURE
from the selected altitude which is dependent
upon the vertical speed. The ALT capture mode Altitude capture (VASL) operates identically to
16A AVIONICS
is annunciated by a green flashing ASEL mes- ALT SEL mode. VASL is armed as soon as VFLC
sage. The green ASEL flashes for five seconds or VPTH is engaged. The FMS ALT SEL arm
to emphasize this transition. When the aircraft mode is also annunciated by turning the blue
has flared onto the new altitude, the system will ASEL in the altitude preselect window to white.
transition to ALT hold and the ASEL is replaced
by ALT. When the mode captures, a green VASL dis-
plays on the EADI vertical capture location.
VASL flashes for five seconds emphasizing the
NOTE transition from arm to capture.
Changing the selected altitude while
in the capture phase will cause the ALTITUDE HOLD
active ALT SEL mode to be cancelled
and the ALT SEL mode to arm. This Altitude hold (VALT) operates identically to ALT
is indicated by turning the blue ASEL mode. VALT engages automatically after VASL
white. has captured the target altitude. VALT also
engages whenever the VNAV pushbutton is
With the Autopilot not engaged (FD pushed and the aircraft is within 250 feet of the
only) there should be a lateral or a FMS target altitude. The FMS ALT mode is an-
vertical mode selected for the ALT nunciated on the EADI by a green VALT at the
SEL mode to arm automatically. vertical capture location.

VERTICAL PATH Servo Monitors
Vertical Path (VPTH) mode is used to fly a fixed The servo control loops are monitored to de-
flight path angle to a vertical waypoint during tect failures of the servo amplifiers, loss of feed-
descent. VPTH mode engages whenever FMS back, or uncommanded outputs. If the monitors
initiates a path descent which may occur while detect a failure condition within the priority
in VFLC or VALT modes. When the mode cap- computer, the computer is shut down and the
tures, a green VPTH is annunciated on the EADI remaining computer will continue operation.
at the vertical capture location. VPTH flashes Assuming that the left computer is active (en-
for five seconds to emphasize this transition. gaged), the amber L FAIL annunciator turns on.
This is followed by a green R AFCS annuncia-
tion to indicate that the right side computer is
MONITORS now active.
AFCS FAILURE MONITORS NOTE

The AFCS incorporates monitors that assess In the event of a nuisance monitor
the validity of the computer and other system trip within the priority computer, the
components. These monitors are in addition to control will be transferred to the re-
those monitors which provide fail-passive and maining computer and the down
fail-operational operation described below. The computer will perform an automatic
power supply, the micro-processors, and other reset. If the down computer is suc-
hardware within the system are monitored for cessful in resetting itself, no fail an-
availability. If a failure is detected, the system is nunciation will be displayed. The
rendered inoperative. down computer will not try to reset
itself if the AFCS is in the capture or
Upon application of electrical power to the sys- track phase of LOC, BC, VAPP, or GA.
tem, the AFCS goes through a power-up pre-
flight test. The L FAIL annunciator illuminates If a failure occurs that affects both computers,
such as an open winding in the servo motor, the
16A AVIONICS
during the test. Upon successful completion of

the test by both computers, the L FAIL annun- second computer will detect the failure and the
ciator extinguishes and the L AFCS annunciator AFCS will disengage. The AP DISC annunciator
illuminates. If a failure is detected in either flight illuminates and the autopilot disengage horn
guidance computer, the appropriate L (R) FAIL sounds for one second.
annunciator latches on.
When both channels of the AFCS are operating
A failure within the flight guidance computer normally, failures of the controlling flight guid-
which prevents operation of the flight director ance computer will cause the AFCS to trans-
function will result in a red FD flag on the EADI. fer from the priority computer (channel) to the
standby computer and display a L (R) FAIL an-
AFCS PERFORMANCE MONITORS nunciation. Failures in the yaw damper servo
control cause both the autopilot and the yaw
The AFCS also incorporates monitors within damper to disengage.
hardware and software that ensures the safety
of the system. These monitors provide the fail- Failures of the servo controls prior to engage-
passive and fail-operational capability of the ment results in a FAIL annunciation when en-
system. It is beyond the scope of this document gagement is attempted.
to describe these monitors in detail, but the fol- Closure Monitors
lowing list identifies the monitor functions and
the resultant annunciation. The internal signals within the AFCS are moni-
tored to determine that the system is correct-
ing to remove errors. For example, the roll at-
titude, roll rate, and servo rotation must all be in

the proper direction to correct for any roll axis passing over a station, the VOR over station
errors or the roll monitors will trip. The DISEN- sensor will not cause the mode to disengage
GAGE and FAIL annunciations will illuminate. because the radio information is considered
unreliable and is not used by the autopilot.
MISTRIM MONITORS APP (LOC & GS), BC, and VOR APP Modes
Roll Loss of the navigation receiver valid data for
The aileron servo current is monitored to de- more than four seconds will cause the mode to
tect an out-of-trim condition of a steady state disengage.
load on the aileron servo. When a steady state
load of significant magnitude exists for 20 sec- When both HSI SEL arrows are illuminated (in-
onds, the amber AIL TRIM L(R) annunciator dicating that both receivers are being used si-
illuminates. multaneously) a loss of the nav receiver valid
will not disengage the mode. The AFCS will
Pitch continue to fly the approach using the remain-
ing good receiver. A loss of the second receiver
The elevator servo is monitored to detect a long will cause the mode to disengage.
term load on the servo. When this condition is
detected, the ELEV TRIM UP (DN) annunciator Unflagged Failures
illuminates. This message may appear momen-
tarily during normal operation for maneuvers AHRSs
that require large trim changes. Upon loss of valid data from both AHRSs or
upon a disagreement (split) between the data
SENSOR DATA MONITORS from the two AHRSs, the autopilot and yaw
damper will disengage.
Flagged Failures
AHRS/DADC It is possible to have valid AHRS data displayed
on the primary instruments and not have valid
16A AVIONICS
Both channels of the AFCS receive data from data to the AFCS since separate data paths are
both AHRSs and from both DADCs. When both used. Dual AHRS data failures will cancel all
AHRSs are valid, the AFCS uses data from both flight director modes.
AHRSs to compute the aircraft control func-
tions. The DADC data is handled in the same Digital Air Data Computer
manner except that only one DADC provides Upon loss of valid data from both digital air
reference data for the VS hold, FLC, ALT hold, data computers (DADCs) or upon a disagree-
and ALT SEL functions. The DADC being used ment (split) in the data from the two DADCs, the
follows the HSI SEL arrows. Failure of one AHRS AFCS will disengage. It is possible to have valid
or one DADC will not affect the AP or YD en- altitude and altitude alerter functions on the
gage status. Failure of one DADC disengages panel instruments and not have valid data to
any air data modes if the failed DADC is on the the AFCS since separate data paths are used.
side indicated by the HSI SEL arrow. That is, if Dual DADC data failures will cancel VS, FLC,
the HSI SEL arrow is pointing to the pilot side, ALT, and ALT SEL flight director modes.
the failure of the pilot DADC will cause the air
data modes to disengage. Failure of the copilot
DADC will have no effect on the mode status. COMPARATOR MONITORS
Navigation Receiver Failures AHRS
VOR Mode If the pitch or roll attitude from the two AHRSs
differ by 6 degrees and both AHRSs are valid,
Loss of valid data from the navigation receiv- the AFCS will cancel the FD mode and disen-
er for more than 30 seconds causes the VOR gage the AP and YD.
modes to disengage. While the aircraft is

DADC NOTES
The data from the two DADCs are compared in
the same manner as the AHRSs data. Differenc-
es between the data cause the AP and YD to dis-
engage. The flight director modes are retained.
GS and LOC Deviation
The two navigation receivers are compared in
the FCS during dual HSI approach. If the local-
izer or glideslope do not compare, the FCS se-
lects a receiver based upon the magnitude and
polarity of the two signals. The HSI SEL arrow
associated with that failed receiver is extin-
guished, identifying the system that is no longer
in the DUAL HSI mode. If the two receivers once
again agree, the system will again use both re-
ceivers and the DUAL HSI mode will again be-
come active.
AP AND YD ENGAGE STATUS

Any change in the status of the engagement
of either the yaw damper or the autopilot will
be annunciated. If either the AP or YD pushbut-
tons are depressed, the system illuminates the
appropriate arrow on the GC-810 flight guid-
ance controller. If the AP or YD are disengaged
due to a fault in the AFCS, the AP DISC disen-
16A AVIONICS
gage lights stay illuminated. A single push of

the AP disconnect button on the control wheel
will reset the lights.

OPERATING LIMITS
MODE ROLL ANGLE LIMIT ROLL RATE LIMIT
HDG SEL ± 27 degrees 4 degrees/sec

± 17 degrees (low bank)
NAV
VOR Capture ± 24 degrees 4 degrees/sec

VOR Track ± 24 degrees 4 degrees/sec
LOC Capture ± 30 degrees 7.5 degrees/sec

LOC Track ± 24 degrees 5.5 degrees/sec
VOR APP Cap ± 30 degrees 7.5 degrees/sec

VOR APP Track ± 24 degrees 4 degrees/sec
* LNAV ± 30 degrees 5.5 degrees/sec
BC Capture ± 30 degrees 7.5 degrees/sec

BC Track ± 27 degrees 5.5 degrees/sec
HDG HOLD ± 13 degrees 5.5 degrees/sec
ROLL HOLD ± 35 degrees 5.5 degrees/sec
16A AVIONICS
MODE PITCH LIMIT PITCH G LIMIT
ALT HOLD ± 20 degrees .1g
ALT SEL ± 20 degrees .05g
GS +10, –15 degrees .1g
FLC ± 20 degrees .3g
VS HOLD ± 20 degrees .1g
GO AROUND +12 degrees FD Only
PITCH HOLD ± 20 degrees .3g
* Lateral Navigation source may have lower limits

EMERGENCY PROCEDURES 6. Do not use the AHRS for navigation (head-

ing or attitude) after a complete power loss
In the event of autopilot malfunction, the SPZ- of more than 2–3 minutes in flight.
8000 system is a fully monitored autopilot and 7. Do not engage yaw damper prior to reach-
will disengage without a significant attitude or ing 400 feet above terrain after take off.
heading change if a malfunction should occur.
8. Autopilot must be disengaged for go-
The autopilot is disengaged by: around operation.
1. Press (momentarily) the AP/YD disengage

button on the pilot or copilot control yoke.
2. Press (momentarily) the AP or YD button on
ATTITUDE & HEADING
the flight guidance controller. REFERENCE SYSTEM
(AHZ-600)
3. Activating electric trim on the pilot or copi-
lot control yoke.
4. Press (momentarily) the go-around button
on the pilot or copilot control yoke. DESCRIPTION AND OPERATION
In the event of an engine failure: The dual AHRS installation is approved as the
primary attitude and heading reference source.
1. Disengage the autopilot/yaw damper, re-
Several operational modes are provided for
trim the airplane and re-engage the yaw
continued availability of attitude and head-
damper and autopilot as desired.
ing in the event of certain system failures. The
2. Before any significant power changes dur- standard system consists of dual attitude and
ing single-engine operation, disengage the heading reference units, dual AHRS controllers
autopilot and yaw damper, retrim the air- (Figure 16A-4), and dual flux valves.
craft as required, and re-engage the auto-
pilot and yaw damper as desired. Pitch, roll, and heading are provided to the
16A AVIONICS
electronic flight instrument system (EFIS) and

Altitude loss was not appreciable during mal- the automatic flight control system (AFCS). At-
functions during all phases of flight, including titude and heading data is supplied to other
climb, cruise, descent, and coupled approaches. aircraft systems such as the weather radar an-
tenna, RMI’s and flight control system.
LIMITATIONS
1. Maximum speed limit for autopilot opera-
tion is unchanged from the airplane maxi-
mum airspeed limit (VMO/MMO).
2. Do not use autopilot under 100 feet
above the terrain. DH must not be less
than 200 feet without special (Category II)
authorization.
3. Do not use autopilot or yaw damper during
takeoff or landing.
4. Takeoff with one (1) AHRS inoperative or in
basic mode is prohibited. Figure 16A-4. AHRS Controller
5. Takeoff with one (1) AHRS in DG mode is
prohibited.

The AHZ-600 AHRS is an all attitude inertial

sensor system that differs from conventional
vertical directional gyro systems in that the
gyroscopic elements are rate gyros which are
strapped down to the principal aircraft axes. It
has no gimbals. The spinning mass follows the
airframe and its output signals are rate sensi-
tive. A digital computer contained in the AHZ-
600 mathematically integrates the rate data to
obtain heading, pitch, and roll. A flux valve and
three accelerometers provide long term refer-
ences for the system.
The directional gyro (DG) mode disables the
automatic slaving of the heading outputs. En-
try into this mode can only be achieved by mo- Figure 16A-5. HSI with HDG Flag
mentarily pressing the HDG/DG pushbutton on
the AHRS controller. Entry into the DG mode Upon exit from the HDG mode, the AHRS per-
occurs when the pushbutton is released and forms an automatic synchronization of the
is confirmed by the DG 1 (DG 2) annunciation heading outputs to the present flux valve mag-
on the EHSI display. AHRS operation in the DG netic heading. This feature may also be used
mode results in a heading system which is simi- if a heading error should develop, while in the
lar to a free directional gyro, and which is sub- “slaved” mode. The error may be quickly re-
ject to drift and turn error. For this reason, AHRS moved by momentarily entering the IDG mode
operation in the DG mode results in reduced and returning to the “slaved” mode. This is per-
heading accuracy. formed by pressing the HDG/DG pushbutton
on the AHRS controller twice.
While in the DG mode, the heading card may
be manually set to any heading using the DG In the “slaved” mode, the difference between
16A AVIONICS
SLEW knob on the AHRS controller. The con- the indicated heading and the flux valve head-
trol is inactive in the “slaved” mode. Two slew ing is displayed on the slave error indicator
speeds are provided for each direction. The (heading sync indicator) on the EHSI. The card
SLOW slew position is at the mechanical de- has two symbols: a cross (+) and a dot (o). The
tent and is used for fine heading card adjust- cross (+) and dot (o) are displayed in a fixed po-
ments. The FAST slew position is at the me- sition with a moveable pointer on the EHSI.
chanical limits of the control knob and is used
for large heading card adjustments. The knob During straight and level flight, the slave error
automatically centers to the OFF position when indicator is generally centered with excursions
released. toward the cross or dot occurring over a 20 to
30 second time period. This activity is normal
Turning the knob clockwise causes the heading and indicative of good magnetic heading data.
card to indicate increasing headings. The HDG In turns, the display may show a steady dot or
flag on the EHSI will come into view initiating cross. Following return to straight and level
a slew command and will clear upon releasing flight, the indicator will return to the “centered”
the control knob. condition within two minutes.
In the “slaved” mode, a loss of valid flux valve In the DG mode, without a SLAVE fail indica-
data will result in a HDG flag on the heading tion on the AHRS controller, the system may be
instruments (EHSI and RMI) and the illumina- manually cleared using the DG SLEW knob and
tion of the red SLAVE annunciator on the AHRS the slave error indicator. This is performed by
controller. The HDG flag will clear upon subse- turning the SLEW control knob in the appropri-
quent entry to the DG mode, but the SLAVE an- ate direction to cause the slave error indicator
nunciator will remain lit (Figure 16A-5). to center between the cross and dot.

The verticality of the AHRS may be checked or detected excessive aircraft motion. If aircraft
corrected during unaccelerated flight by acti- movement has occurred during the initialization,
vating and holding the VG ERECT pushbutton the AHRS will recycle and a new initialization
on the AHRS controller for a minimum of 10 starts.
seconds. The ATT flag will be displayed on the
EADI while the VG/ERECT pushbutton is held.
The FAST annunciator on the AHRS controller
NORMAL OPERATION
illuminates to indicate entry into the fast erect
mode of operation. Upon releasing the VG/ GROUND INITIALIZATION
ERECT pushbutton, the ATT flag clears, roll at-
The aircraft shall remain stationary on the
titude becomes active, and the FAST annuncia-
ground until the attitude and heading flags are
tor extinguishes.
pulled out of view. Normal passenger and cargo
loading, engine start, and engine run-up proce-
SYSTEM TEST dures may be performed during the initializa-
tion. Wind buffeting is not limiting in this respect.
The AHRS is equipped with automatic self-test
Taxiing or towing the aircraft during AHRS initia-
that is performed when power is first applied.
tion is prohibited.
The test lasts five seconds and provides the fol-
lowing visual outputs on the EFIS: Three minutes following power connection to
the DC buses (#1 AHRS P.E. and #2 AHRS PS-
• 10 degrees pitch up
2), check that the attitude and heading flags
• 20 degrees right wing down are out of view.
• North heading, turning at 3 degrees per
If the flags do not pull after five minutes, the
second toward east
AHRS is not serviceable. This time may be
• BASIC annunciator ON greater at higher latitudes.
• ATT flag valid for 2.5 seconds, then invalid
Prior to flight, verify proper AHRS and dis-
• HDG flag valid for 2.5 seconds, then invalid play functions by observing the AHRS test
16A AVIONICS
• Rate of turn indicator standard rate (3 deg/ sequence. Proper display movement, flag op-
sec) right turn eration, and “BASIC” lamp operation shall be
observed. These tests are performed automati-
cally upon power application.
NOTE
When EFIS is powered up simulta- Normal pre-flight taxi checks of pitch, roll, head-
neously with AHRS, the self test on ing, and rate of turn, shall be made on each
AHRS will not be visible due to the system.
warm up time of the display heads.
If the aircraft is moved during AHRS initializa-
The flags will remain invalid until initialization is tion, both AHRS will re-initialize; hence, the
complete. power up may take longer than three minutes.
The AHRS system requires approximately three

minutes to initialize following application of
power. The initialization is complete when the
ATT and HDG flags clear on the ADI and HSI.
During the initialization, the aircraft must remain
stationary. Wind gusts and aircraft buffeting are
not limiting in this respect. Similarly, all normal
preflight operations, including engine starts and
passenger loading, may be carried out while the
AHRS is initializing. If the initialization requires
more than three minutes, the AHRS may have

ABNORMAL OPERATION heading source. Any errors may be removed by

using the DG SLEW knob on the AHRS controller
to set the heading card to agree with the known
TAKEOFF IN BASIC MODE reference.
Takeoff with one AHRS in basic mode is
prohibited. IN-AIR INITIALIZATION
In-air initialization is not recommended.
NOTE
If a third attitude source, i.e., IRS, is NOTE
available, it can be used as the prima-
ry data in place of the AHRS in basic If Laseref II is used for attitude and
mode. heading information instead of
AHRS, please reference YG1782B In-
ertial Reference System Pilot’s Manu-
TAKEOFF IN DG MODE al Document No. 95-8351.
Takeoff with one AHRS in the DG mode is not
recommended. FAILURE MODES AND REVERSION
On side AHRS attitude and heading informa-
NOTE tion is compared with a cross side attitude and
If a third heading source, i.e., IRS is heading. An amber ATT annunciator is dis-
available, it can be used as the pri- played when there is a 6° miscompare in pitch
mary data in place of the AHRS in DG or roll with no red failure warnings annunciated
mode. (Figure 16A-6).
An amber HDG annunciator is displayed when
FLIGHT OPERATIONS IN BASIC MODE there is a 6° miscompare in headings with no
If a malfunction causes the AHRS to revert to red failure warnings annunciated (Figure 16A-7).
16A AVIONICS
the basic mode, it will be annunciated on the Activation of either amber ATT or HDG compar-
AHRS controller. Normal flight operations may ator causes it to flash for 10 seconds and then
be continued in the basic mode subject to the stay on steady. If either of these amber compar-
limitations of the Airplane Flight Manual. ators comes on, a determination must be made
Following entry into the basic mode, the pilot as to which side attitude or heading information
shall avoid sustained, shallow banked turns of is in error.
less than 6 degrees (e.g. a constant turn to hold
DME arc). In addition, particular attention shall
be paid to ensure correct aircraft trim.
If an attitude error should develop, it may quick-
ly be removed by activating the VG ERECT
switch for 10 seconds while in unaccelerated
flight.
FLIGHT OPERATIONS IN DG MODE

If a heading flag is observed during a flight,
the DG mode may be selected by momentarily
pressing the HDG DG pushbutton.
The AHRS heading shall be checked every five
minutes with reference to a known accurate Figure 16A-6. ADI with ATT Comparator

When this is determined, cross side AHRS in- Complete failure of the respective AHRS unit
formation can be selected with the AHRS rever- would be annunciated in the EHSI by:
sion switchlight (Figure 16A-8).
a. Removing TRU/MAG annunciator
Failure of attitude or heading information is an- b. Removing the HDG bug
nunciated by a respective red ATT or HDG light
in the EADI or EHSI (see Figure 16A-5). Com- c. Removing the course pointer and
plete failure of the respective AHRS unit would deviation bar
be annunciated in the EADI by: d. Removing any map information
a. Removing the pitch scale and roll pointer e. Removing to/from display
b. Removing the FD bars f. The heading card goes to north up
c. Removing sky/ground differentiation (all- g. Displaying a red boxed HDG flag
blue display) Once again, selection of the failed side AHRS
d. Displaying a red boxed ATT flag reversionary switchlight will bring cross side
AHRS information to the failed side.
16A AVIONICS
Figure 16A-7. HDG Comparator
Figure 16A-8. Reversionary Switch Panels

ADZ-810 AIR DATA Private line bus outputs are provided for the
BA-141 Barometric (BARO) Altimeter and tran-
SYSTEMS sponder. The AZ-810 Digital Air Data Computer

also provides air data parameters to the Sperry
Flight Control System via the avionics standard
communication bus (ASCB). Dual ARINC 429
DESCRIPTION AND OPERATION outputs are provided to supply information to
The AZ-810 receives pneumatic information other aircraft systems, such as TAS to the area
from the aircraft pitot static system and trans- navigation systems, and air data to the cabin
forms these pressures to digital words of Ps display.
and Pt. The total air temperature probe is used
All altitude alerting computation, display con-
as the input for calculation of total air tempera-
trol, and output driver are contained in the AZ-
ture. Baro correction is brought in from a po-
810 Digital Air Data Computer. The set knob on
tentiometer on the BA-141 Barometric (BARO)
the altitude alert knob provides a signal input
Altimeter as a resistance ratio proportional to
to the AZ-810 Digital Air Data Computer which
the displayed baro setting. The actual baro cor-
is used to slew the altitude alert word to a new
rection of altitude is performed in the AZ-810
value. The baro corrected altitude calculated
Digital Air Data Computer. These air data inputs
by the AZ-810 Digital Air Data Computer is con-
are then used to calculate all other air data pa-
tinuously compared to the altitude alert word
rameters. In addition, a thorough monitoring
to provide alert light and aural warning outputs.
system continuously evaluates the internal op-
The altitude alert digital word is also provided
eration of the AZ-810 Digital Air Data Computer
to the flight control system via the ASCB to be
and controls the hardware discrete valids as
used in altitude preselect operation.
well as the valid bits on digital bus outputs.
The AZ-810 Digital Air Data Computer has an
Air data parameters that are calculated include:
operating range of –1000 to +60,000 feet of
• Indicated airspeed altitude, and 30 to 450 knots of indicated air-
speed. The Mach number calculation range is
• Mach number
16A AVIONICS
from 0.10 to 1.00.
• Pressure altitude
The left air data computer normally supplies
• Baro correction
airspeed/Mach, vertical speed, and altitude
• Baro corrected altitude to the left side flight instruments. The right air
• Vertical speed data computer normally supplies airspeed, ver-
tical speed, and altitude to the right side flight
• Total air temperature instruments.
• Static air temperature
• True airspeed
• Static source error correction
• Digitalized pressure altitude (for mode
C transponder)
• VMO
• Overspeed warning discrete (for the
aural warning)

SYSTEM TEST 7. Select copilot ADC transfer switch.

a. Observe ADC #1 annunciation on pilot
AIR DATA COMPUTER TEST and copilot EADI.
b. Observe REV annunciation on copilot
HONEYWELL PHASE III transfer switch.
1. AC and DC bus bars energized. 8. Select pilot ADC transfer switch.

2. Radio and EFIS master switches selected a. Observe copilot transfer returns
on. to normal.
a. Verify air data systems valid. b. ADC #2 annunciation on pilot and
copilot EADI.
3. On autopilot control panel, verify HSI se- c. Observe REV annunciation on pilot
lected left. On overhead TEST panel, press transfer switch.
and hold #1 ADS test switch. Check that:
a. Pilot altimeter momentarily flags then 9. Deselect items 7 and 8 and observe the re-
drives to 1,000 feet. moval of the ADC #1 or ADC #2 annunciator.
b. VSI runs to 5,000 ft/min climb.
NOTE
c. Airspeed runs to 325 knots (290 if ven-
tral tank is not empty). During engine start, ADC power is
transferred to the #4 battery. It is nor-
d. Mach shows 0.79. mal for a momentary flag to occur on
e. VMO pointer shows 335 (or 280 if the airspeed, vertical speed, and altim-
ventral tank is not empty). eter at the end of the start sequence
f. ADC FAIL annunciator illuminates. when ADC power transfers back to
the normal power source.
4. While holding #1 ADS test switch, press and
hold #1 VMO/MMO test switch. FAILURE MODES AND REVERSION
16A AVIONICS
a. A pulsing overspeed warning horn will

On side airspeed is compared to cross side air-
be heard.
speed. An amber IAS comparator illuminates
b. Release test switches. in the EADI when there is a five knot differ-
ence for more than two seconds. As long as
5. On autopilot control panel, select HSI se-
both speeds are valid and at least one side is
lect switch right. On overhead roof panel,
90 knots or above, the amber IAS comparator
press and hold #2 ADS test switch.
initially flashes for 10 seconds then stays on
a. Verify same results as step 3 on copilot steady until speeds once again agree (Figure
instruments. 16A-9).
6. Repeat step 4 with #2 ADS test and #2 Failure of an individual component such as air-
VMO/MMO test switches with the same speed, vertical speed, or the altimeter would
result. be shown as:
NOTE a. With an airspeed failure, the airspeed
The low VMO test switches and the scale & digital readout disappears and
ADC test switches on the overhead is replaced by a red IAS (Figure 16A-10).
panel are used when the ventral tank
is not empty. b. With a vertical speed failure, the vertical
speed scale are digital readout replaced
by a red VS (Figure 16A-10).

red off flag covering the digital portion of the

altimeter. All three indications would occur si-
multaneously (Figure 16A-10).
To allow the opposite ADC to power the failed
side instruments, select ADC switchlight on
the reversionary panel (see Figure 16A-8). The
green NORM light will be replaced by an am-
ber REV light. Valid airspeed and vertical speed
should now replace the red IAS and VS flags in
the EADI. In addition, the failed side EADI will
display an amber ADC 1 or ADC 2. The sending
side EADI will display a green ADC 1 or ADC 2.
The failed altimeter is not included in the rever-
sion and will remain flagged. Other sources of
Figure 16A-9. IAS Comparator altitude have to be used.
ELECTRONIC FLIGHT
INSTRUMENT SYSTEM
(EFIS)
DESCRIPTION AND OPERATION
The Electronic Display System is comprised of
three subsystems:
16A AVIONICS
• Pilot display system
• Copilot display system
Figure 16A-10. EADI Failure and Warning
Flag Locations • Multifunction/Weather radar system.
The pilot and copilot systems are identical and
c. With an altimeter failure, a red off failure provide ADI and HSI information to the flight
flag covers the digital portion of the al- crew. The multifunction/weather radar display
timeter face. system provides long and short range naviga-
d. With a SAT/TAS (if installed) gauge fail- tion maps, checklists and weather radar, and
ure, blank displays are replaced by a serves as a data source and back-up symbol
single dash in the middle of each display. generator for both the pilot and copilot display
system.
Selecting the ADC switchlight on the reversion-
ary panel (see Figure 16A-8) may or may not get All five electronic displays are identical and in-
valid info back, depending on whether it is an terchangeable. A conventional slip/skid indica-
individual instrument problem or a partial ADC tor is attached to the top display to be used in
failure. conjunction with the attitude presentation. The
electronic displays use a combination of man-
Complete failure of the respective air data com- ual and photoelectric dimming to enable clear
puter would be shown by a red IAS and no air- readability under varying light conditions.
speed scale or digital readout, a red VS and no
vertical speed scale or digital readout, and a

The pilot and copilot system contain identical

symbol generators which are the focal point
of information flow in the systems. The symbol
generator’s major task is to convert the informa-
tion present at its inputs to video and deflection
formats required by the display units to form the
ADI and HSI displays. The MFD symbol genera-
tor provides the navigation maps and checklists
for display on MFD display, and also serves as a
backup symbol generator for either side.
Both of the pilot and copilot display systems
contain a display controller. The display con-
troller provides the pilot control of the display
formatting, such as full or partial compass dis- Figure 16A-11. Display Controller
play, single cue, or cross pointer display. The
display controller is also used to select naviga-
tion and bearing sources for display. Auxiliary
switches in the cockpit are used to select al-
ternate heading and attitude sources, EFIS air
data sources, and to select reversionary mode.
The MFD system also contains two controllers.
The MFD controller, provides for the selection
and control of the MFD formats, modes, way-
point designator, and checklist. The weather
radar controller selects the radar modes and
adjustable quantities which may then be dis-
played on either the MFD or EHSI.
16A AVIONICS
EDZ-817 CONTROLS
DC-810 DISPLAY CONTROLLERS Figure 16A-12. EHSI Compass Display
with VOR RMI Needle
The display controllers (Figure 16A-11) provide Overlay Selected
the pilot control of the EFIS display formatting.
Also included on the display controller are the
bearing select knobs. The following paragraphs MAP BUTTON
describe the controller functions.
By pressing the MAP button, the full compass
display may be changed to the partial com-
FULL/ARC BUTTON pass format allowing one waypoint for each
The FULL/ARC button is used to change the bearing pointer and VOR/DME ground station
EHSI display from full compass to partial com- positions to be displayed. The information will
pass format (Figure 16A-12 and Figure 16A-13). only be displayed if within the range selected.
In the full compass mode, 360’ of heading are If in weather radar (WX) mode, activation of the
displayed. In the partial compass mode, 90° of MAP button will select the MAP format with
heading are displayed. Successive toggling weather radar information.
of the FULL/ARC button changes the display
back-and-forth from the full compass to the par- WEATHER RADAR (WX) BUTTON
tial compass display.
The WX button displays weather radar returns
on the partial compass MAP display of the EHSI

GROUND SPEED/TIME-TO-GO
(GS/TTG) BUTTON
By pressing the GS/TTG button, ground speed
or time-to-go will alternately be displayed in the
lower right corner of the EHSI. The power-up
condition is ground speed displayed.
ELAPSED TIME (ET) BUTTON

By pressing the ET button, elapsed time is dis-
played. ET replaces to GS/TTG display. Press-
ing the ET button the first time will reset the dis-
played time to zero. The toggling sequence of
the ET button is reset, start, stop.
Figure 16A-13. EHSI Arc Mode Display
with VOR RMI Needle VHF OMNI RANGE/LOCALIZER (V/L)
Overlay Selected BUTTON
By pressing the V/L button, VOR/LOC informa-
tion is selected for display on the EHSI. This
information is also sent to the FZ-800 Flight
Guidance Computer. This button toggles be-
tween NAV 1 and NAV 2. The power-up condi-
tion is the on-side NAV source.
FLIGHT MANAGEMENT SYSTEM (FMS)

BUTTON
16A AVIONICS
By pressing the FMS button, FMS information
is selected for display on the EHSI. This button
toggles between FMS 1 and FMS 2. The power-
up condition is the on-side FMS.
Figure 16A-14. EHSI MAP Mode BEARING (BRG) SOURCE SELECT KNOBS
with WX Radar
The EHSI is capable of displaying two
independent bearing pointers. The selectable
(Figure 16A-14). If the EHSI is in the full com- bearing sources for each pointer are as follows:
pass MAP mode initially, pressing the WX but-
ton changes the display to the partial compass
MAP mode and displays weather radar returns BRG BRG
from the weather radar or a weather test pat- OFF OFF
tern. If presently in MAP mode, activation of the
WX button will superimpose weather radar in- VOR 1 VOR 2
formation over the MAP information. A second ADF 1 ADF 2
push of the WX button removes the weather
FMS 1 FMS 2
information.

DIM CONTROLS
The EFIS uses a semi-automatic dimming sys-
tem. Ambient light sensed by the photo sen-
sors and the dimming control inputs contribute
to the overall display brightness of each ED-
800 electronic display.
The DIM knob sets the nominal intensity for
each display. The photo sensors on each ED-
800 modulate the light output of each display
so the overall intensity of the display remains Figure 16A-15. RI-815 Instrument
constant during varying light conditions in the Remote Controllers
cockpit.
RI-815 INSTRUMENT REMOTE CONTROLS
ADI DIM CONTROL
The following paragraphs describe each con-
The ADI DIM control dims the EADI display. trol on the pilot and copilot controller (Figure
Turning the control to the OFF position causes 16A-15).
the EADI tube to go blank and displays the
EADI mode on the EHSI tube.
HEADING (HDG) SELECT KNOB AND PUSH
HSI DIM CONTROL SYNC BUTTON
The HDG knob allows selection of a heading
The HSI DIM control dims writing on the EHSI reference by the positioning of the heading
display. Turning the control to the OFF position bug on the pilot or copilot EHSI. The heading
causes the EHSI to go blank. The EHSI display bugs on the pilot and copilot EHSIs are moved
can be selected on the MFD. independently.
16A AVIONICS
WX DIM CONTROL Activation of the PUSH SYNC button causes

synchronization of the heading bug to present
The WX DIM control dims only the weather ra- heading (lubber line).
dar information on the EHSI.
COURSE (CRS) SELECT KNOB AND PUSH
DECISION HEIGHT (DH) KNOB DCT BUTTON
Rotation of the inner DH knob allows the de- The CRS knob allows selection of the VOR or
cision height displayed on the EADI to be ad- ILS course by the positioning of the course se-
justed between 20 and 990 ft in 10-foot incre- lect pointer on the pilot or copilot EHSI.
ments. By rotating the DH knob completely
counterclockwise, the decision height display The PUSH DCT button allows automatic selec-
may be removed from the EADI display. tion of a TO direction with the VOR course hav-
ing zero deviation.
TEST (TST) BUTTON When FMS is selected, the system provides the
The TST button allows for testing the radio al- capability for the pilot to preselect and set an
timeter and EFIS when on the ground or only on-side preselected course arrow. When turn-
the radio altimeter when in the air (if not in the ing the knob, the DTK digital readout is replaced
glide slope capture mode). by the digital value of preselected course. The
digital preselected course readout disappears
five seconds after rotation of the CRS knob has
ceased.

IAS/MACH KNOB AND PUSH CHG management system for display on the MFD.
The MFD system also has a north-up plan func-
BUTTON tion in addition to the usual heading-up MAP
The pilot IAS/MACH knob allows selection of display. Both formats make use of a designator
EADI displayed IAS or MACH reference speed controlled by the MC-800 controller joystick.
for the flight level change (FLC) flight director The position of the designator can be automati-
mode. The power-up value for selected speed cally transmitted to the FMS to be used in defin-
is 80 knots IAS. ing a new waypoint.
Repeated activation of the PUSH CHG button

causes alternate selection of IAS and MACH.
Activation of the PUSH CHG button does not
cause the IAS/MACH bug to move, but simply
changes the nature of the readout. Power-up
state is IAS.
ALTITUDE SELECT (ALT SEL) KNOB

The copilot ALT SEL knob controls the prese-
lect altitude displayed on the EADI. The altitude
is set in 100-foot increments.
MULTIFUNCTION DISPLAY Figure 16A-16. MC-800 MFD Controller

SYSTEMS
MDZ-817 CONTROLS
GENERAL
MC-800 MFD CONTROLLER
The MDZ-817/818 Multifunction Display System
16A AVIONICS
(MFD) has three major sub functions. One is to The MC-800 MFD Controller provides the pilot
backup either of the two EFIS symbol genera- control of the MFD display modes and format.
tors (SG) or one of the EHSI displays. Should The following paragraphs describe the control-
one SG fail, the pilot can select the MFD symbol ler functions ( ).
generator to take over operation of the failed
side displays with all functions and operations MAP/PLAN BUTTON
unchanged. The MFD display can also be used
as a backup in the event of an EHSI display The MAP/PLAN button alternately selects the
failure. The EFIS DC-810 display controller on heading-up MAP display or the north-up PLAN
that side will continue to operate the display mode for display.
formats as before.
The MFD system expand the navigation map- SOURCE (SRC) BUTTON
ping capabilities of the EFIS. This is primarily The SRC button alternately selects the FMS
due to the fact that the MFD display area can 1 and FMS 2 source of long range navigation
be used exclusively for map formats without data for mapping.
the need for the essential heading and NAV
data that the EHSI also has to contain. Some
of the additional information that can be added WEATHER (WX) BUTTON
to the traditional MAP display of waypoint lo- The WX button is used to call up weather infor-
cations includes waypoint, airport, VOR identi- mation for display on the MFD. When weather
fiers, and the TO waypoint time-to-go or ETA. is displayed, the MAP range is controlled by the
This additional data is supplied by the flight WC-870/880 Weather Radar Controller.

Table 16A-1. WX Button Functions

WX Button 1st Push 2nd Push 3rd Push 4th Push 5th Push 6th Push
Single WC-870 Controller
WX/Map WX Only
(no LSS)
Single WC-870 Controller
WX/Map WX Only WX/LSS
(with LSS)
Dual WC-870 Controller (no Pilot Pilot Copilot Copilot
LSS) WX/Map WX Only WX/Map WX Only
Dual WC-870 Controller Pilot Pilot Pilot Coilot Copilot Copilot
(with LSS) WX/Map WX Only WX/LSS WX/Map WX Only WX/LSS
Several toggling sequences can occur depend-

ing on the weather radar configuration on the
aircraft (Table 16A-1).
NORMAL (NORM) BUTTON

The NORM button displays the normal checklist
on the MFD (Figure 16A-17). The normal check-
list is arranged in the order of standard flight
operations. Each button push toggles through
the checklist index pages starting with the low-
est incomplete page. The SKP, RCL, PAG, and
ENT buttons and the joystick provide control
within the checklist.
16A AVIONICS
EMERGENCY (EMER) BUTTON

The EMER button displays the emergency
checklist on the MFD (Figure 16A-18). The initial
button push displays the first page of the emer-
gency checklist index with the active selection
at the first checklist item.
SKIP (SKP), RECALL (RCL),

PAGE (PAG), AND ENTER (ENT) BUTTONS,
AND JOYSTICK
These buttons (PAG for checklist only) and joy-
stick are used to control the checklist and op- Figure 16A-17. MFD Normal
eration of the designator on the MFD. The fol- Checklist Pages
lowing describes the checklist and designator
control. RCL—Actuation results in presentation of the
page containing the lowest order skipped item
CHECKLIST with active selection at that item.
SKP—Actuation skips the active selection to the

next item.

last item in a checklist, it will present the page

containing the lowest order incomplete item
with the active selection at that item. If all items
of the checklist are complete, the index page
containing the next higher order checklist is
presented.
Joystick—The joystick provides additional pag-
ing and cursor control.
• UP moves the active selection to the item
listed above the current selection.
• DOWN (like SKP) moves the active selec-
tion to the next item.
• LEFT results in presentation of the previous
page.
• RIGHT results in presentation of the next
page (this is identical to PAG).
DESIGNATOR CONTROL
SKP—Actuator skips the designator’s home
position to the next displayed waypoint.
When actuated with the designator at the
last displayed waypoint, the designator shall
return to present position.
In the plan mode display, the SKP function se-
Figure 16A-18. MFD Emergency
16A AVIONICS
quences through all the waypoints of the active
Checklist Pages
flight plan.
PAG—Actuation advances the page count. The RCL—When the designator is not at its home
active selection is the lowest order incomplete position, pushing RCL recalls the designator to
item on that page. If there are no incomplete the home position. Actuation with the designa-
items on the page, the active selection is the tor at its home position recalls the designator to
first item on the page. present position (if not already there).
ENT—On an index page, actuation results in ENT—When the designator is offset, actuation
display of the checklist corresponding to the of ENT causes the LAT/LON of the designator
active index line selection. The checklist is pre- to be transmitted to the selected LRN as a re-
sented at the page containing the lowest order quested waypoint.
incomplete item with the active selection at that
item. If the checklist had previously been com- Joystick—The joystick provides four direction
pleted, the system forces all items in the check- control of the designator: up, down, left, and
list to be incomplete and presents the first page right. The distance and course to the designa-
of the checklist with the active selection at the tor from its home position is displayed in the
first item. lower right corner of the display.
On a checklist page, actuation forces the active

selection to be completed and advances the
active selection to the next incomplete item. If
ENT is pushed with the active selection at the

VHF OMNI RANGE (VOR) BUTTON INCREASE (INC)/DECREASE (DEC) RANGE

The VOR button is used to add VOR/DME sym-
(RNG) SWITCH
bols and designators to the MAP and PLAN dis- This switch increases or decreases the selected
plays. The toggling sequence is: range (5, 10, 25, 50, 100, 200, 300, 600, and
1200 NM) if the weather radar (WX) mode is not
• First button push displays the tuned
selected. When WX is selected, the range is
VOR/DMEs.
controlled by the WC-870/880 Weather Radar
• Second button push displays all VOR/ DMEs Controller.
within display range, up to a maximum of 4.
• Third button push removes VOR/DME sym- MODE SELECTOR
bology from the display.
This is a five position rotary switch used to se-
lect the following MFD modes of operation.
AIRPORT (APT) BUTTON
MFD—Normal MFD operation
The APT button is used to add airport symbols
and designators to the MAP and PLAN displays. HSI (counterclockwise), pilot EHSI backup—In
The toggling sequence is: this position, the MFD drops its normal display
and displays the pilot EHSI. The EHSI display
• First button push displays the two closest air-
can be changed by using the pilot DC-810 Dis-
ports to present position from the database.
play Controller.
• Second button push displays all airports
within display range, up to a maximum of 4. SG (counterclockwise), pilot SG-817/818 backup—
In this position, the MFD display will go blank
and the MFD symbol generator is driving the pi-
DATA (DAT) BUTTON lot EADI and EHSI displays. The EADI and EHSI
The DAT button is used to add long range navi- displays are still controlled by the pilot DC-810
gation information to the MAP and PLAN dis- Display Controller.
16A AVIONICS
plays. The first button push adds the following

HSI (clockwise), copilot EHSI backup—In this
data to the lower right corner of the display:
position, the MFD drops its normal display
• Waypoint identification and displays the copilot EHSI. The EHSI dis-
play can be changed by using the copilot DC-
• Estimation Time of Arrival (ETA) in Green-
810 Display Controller.
wich Mean Time (GMT) at the TO waypoint
if known; otherwise, Time-To-Go (TTG) to SG (clockwise), copilot SG-817/818 backup—
the TO waypoint In this position, the MFD display will go blank
• Distance TO waypoint and the MFD symbol generator is driving the
copilot EADI and EHSI. The EADI and EHSI
• All displayed waypoint identifiers
displays are still controlled by the copilot DC-
The second button push, if no destination in- 810 Display Controller.
formation is known, turns data OFF. However, if
destination identification, ETA, or TTG is known, DIM CONTROL
the second button push replaces the TO way-
point data as described above with the destina- This knob controls overall MFD CRT dimming
tion data. If some destination data is known but in addition to the ED-800 automatic photo-
the waypoint identification is not, the mnemon- electric dimming.
ic DEST shall be used in place of the waypoint
identification.

MFD WEATHER RADAR MODE

There are two basic weather radar (WX) modes.
One, WX with MAP, is similar to the EFIS WX
mode. Two range rings are presented at se-
lected range and half range. The other basic
mode is WX only (Figure 16A-19). This differs
from WX with MAP by presenting four range
rings with azimuth lines at 0°, ±30°, and ±60°.
Both modes provide standard weather formats
using different colors to denote various inten-
sity levels (Figure 16A-19). Normal WX colors
are black, red, yellow, green, magenta, and
blue. Ground mapping utilizes black, cyan, yel-
low, and magenta colors. Turbulence is shown
in white. All modes are annunciated on the Figure 16A-19. MFD with Radar
MFD display. Only Display
Target alert monitors beyond the selected

range (except for 300 mile range) and with- ELECTRONIC ATTITUDE DIRECTOR
in 7.5 degrees of the aircraft heading. If sig- INDICATOR
nificant weather is detected, the target alert
changes from a green TGT armed condition to Depending on whether the aircraft is TCAS II
an amber TGT warning condition. equipped (818 symbol generators) or not (817
symbol generators) there are some minor dif-
The RCT circuitry compensates for attenuation ferences in the electronic attitude director indi-
of the radar signal as it passes through rainfall. cator (EADI) display as shown in Figure 16A-20
The cyan field indicates areas where further and Figure 16A-21.
compensation is not possible. Any target de-
16A AVIONICS
tected within the cyan field should be consid- The EADI combines the familiar true sphere-
ered dangerous. All targets in the cyan field are type attitude display with lateral and vertical
displayed as 4th level precipitation, magenta. computed steering signals to provide the com-
mands required to intercept and maintain a de-
A weather radar failure will remove the raster sired flight path. The EADI provides the follow-
weather display and force the mode annuncia- ing display information:
tor to display WX in amber characters.
• Attitude display
A magenta TX is displayed where WX is annun- • Excessive pitch chevrons
ciated when the P-870 is ON, and weather is
not selected for MFD display. • Flight director command cue(s)
• Flight director mode annunciations
A WX arrow will be used to show which WC- • HSI select annunciation
870 is the master controller. The arrow will not
point toward an invalid controller. • AP engage/TCS annunciation
• Vertical deviation
For additional weather radar details, refer to
• Localizer deviation and rising runway
the Honeywell Pilot’s Operating Manual for the
Hawker 800. • Radio altitude
• Decision height setting
• Decision height annunciation
• Marker beacon annunciations

16A AVIONICS
Figure 16A-20. ED-800 EADI Displays and Annunciators (Non TCAS II Aircraft)

16A AVIONICS
Figure 16A-21. ED-800 EADI Displays and Annunciators (TCAS II Aircraft)
• Vertical track alert • Comparison monitors

• IAS scale and readout • V-Speed bugs
• IAS acceleration trend • Vertical speed scale and display
• IAS/MACH reference bug and readout • Low bank indication
• Max speed • Vertical speed target reference
• Speed bug from FMS
• Digital Mach
• Cat 2 window
• Cat 2 excessive deviation
• Reversionary annunciations
• Flags
• Altitude preselect readout

16A AVIONICS
Figure 16A-22. ED-800 EHSI Displays and Annunciators
ELECTRONIC HORIZONTAL FULL, ARC, WX, MAP OR MAP/WX

SITUATION INDICATOR MODES
• Heading (rotating dial) and airplane symbol
ED-800 USED AS AN EHSI • Lubber line and MAG/TRU annunciator
The electronic horizontal situation indicator • Selected heading bug
(EHSI) combines numerous displays to provide • Selected heading digital display
a map-like display of the aircraft position. The
indicator displays aircraft displacement relative • FMS drift bug
to VOR radials, localizer, and glide slope beam • Selected course/desired track pointer
(Figure 16A-22). The desired display (FULL, • Selected course/desired track digital display
ARC, WX, MAP or MAP/WX) is selected with
switches on the DC-810 display controller. The • Course deviation
EHSI provides the following display information: • NAV source annunciator
• TO/FROM pointer (FULL mode)
• TO/FROM annunciator (ARC, WX, MAP, or
MAP/WX modes)

• Preselected course pointer preselected

course annunciator
COLOR CODING
• Vertical deviation display The symbology is defined with the following
logic of colors:
• Bearing 1/2
• Distance to VOR/DME/WPT Amber—Reversionary information requiring
special attention; miscompare annunciations
• WPT/DME identifier and WPT alert
• NAV data (TTG/GS/ET) Red—Flags, limits, data out-of-limits
• Wind vector display White—Scales, compass rose/arc, armed
• BC annunciation modes, labels, reversion not affecting the safe-
ty, aircraft symbol on HSI, bearing pointer 2
• WX target annunciator
• Reversionary source annunciation Green—Present flight parameters, captured
modes, NAV information from on-side, transfer
• Flags and comparators annunciation on the side where the transfer is
• FMS alert message not made
• FMS approach annunciator Yellow—Aircraft symbol on ADI, NAV informa-
tion from cross-side
WX, AND MAP/WX MODES ONLY
Cyan—Selected altitude and decision height,
• WX range heading bug on HSI, selected IAS/MACH refer-
• WX mode annunciator ence bug and digits, wind/elapsed time, bear-
ing pointer 1, selected VS reference
• WX return display
• Lightning detection Magenta—Preselected course arrow, digits,
and annunciator, associated TO waypoint data
• Turbulence mode
16A AVIONICS
MAP AND MAP/WX MODES ONLY INITIALIZATION AT POWER-UP
• Waypoints and track lines NAV Source—On-side VOR selected
• VOR/DME/VOR-DME symbol display Selected Course—Power down value
• Cross-track distance Selected Heading—Power down value
Bearing—As selected
NAV Data—Ground speed
IAS/MACH Bug—IAS
Decision Height—Power down value
ASEL—ASEL Box is empty until ASEL knob
turned, then current altitude
Reversionary Switching—As selected

EFIS SELF-TEST EFIS FAILURE MODES &

REVERSIONS
EADI TEST
There are several failure modes and reversions
The TEST pushbutton the DC-810 display con- possible with the EFIS system.
troller invokes the test display on the EADI
which includes an amber TEST posted during
the duration of the test.
COMPLETE SYMBOL GENERATOR
FAILURE
The TEST pattern is displayed only as long
as the pushbutton is depressed. For the first A complete symbol generator failure causes
4 seconds, the TEST pattern shows all com- both tubes on the respective side to go black
parators. After 4 seconds, all comparators are (depending on the nature of the failure, there
removed and all flags are displayed with their may be a red SG annunciated in the center of
corresponding logic. each tube).
If the aircraft is in the air, only the radio altim- The appropriate action required is either:
eter is tested (if not in the glide slope capture a. Press the SG reversion switchlight on
mode).If the aircraft is on the ground and the the reversionary panel (see Figure 16A-
TEST function is performed, the SG will reset to 8). This allows the opposite SG to power
power-up configuration after test. its own side plus the failed side. All set-
tings (heading, course, etc.) will have to
EHSI TEST be made on the operable SG side.
The TEST pushbutton the DC-810 display con- b. Select SG toward the failed side on the
troller invokes the test display on the EHSI. The MC-800 MFD controller (see Figure 16A-
TEST pattern is displayed only as long as the 16). This will allow the MFD SG to power
pushbutton is depressed. the failed side tubes. Settings (heading,
course, etc.) can be made on the failed
16A AVIONICS
For the first 4 seconds, the TEST pattern shows side. The MFD tube will now be blank.
the IRS comparator. After 4 seconds, all flags
are displayed with their corresponding logic. TUBE FAILURE
If the aircraft is in the air, only the radio altimeter An EADI failure displays a blank EADI. The EHSI
will be tested (if not in the glide slope capture will work normally.
mode). If the aircraft is on the ground and the
TEST function is performed, the SG will reset to To display the ADI on the EHSI tube, use the
power-up configuration after TEST. EDZ-817 display controller (see Figure 16A-11)
and rotate the ADI dimming knob to the OFF
position. The EHSI can now be displayed on
the MFD by turning the MC-800 MFD controller
knob to HSI.
An EHSI failure displays a blank EHSI. The EADI
on the respective side will be working normally.
The failed EHSI can be displayed on the MFD
by turning the MC-800 MFD controller knob to
HSI (see Figure 16A-16).

FMZ-800 FLIGHT MANAGEMENT This position is then used to develop area navi-
gation flight plans to any geographical point
SYSTEM in the world. Routes are defined by the pilot
from aircraft present position to a destination
The Flight Management System consists of waypoint through a series of great circle legs
the control display unit (CDU), the navigation connected by intermediate waypoints. With
computer, various navigation sensors (GPS, the addition of NZ-2000 database software,
IRS, VLF/OMEGA, VOR/DME) and an optional the FMS can be approved not only for enroute
data loader. The FMS computer receives input navigation, but for non precision approach pro-
from various navigation sensors (Figure 16A- cedures as well (VOR, NDB, and if GPS sensors
23), processes it, prioritizes it, and then pro- are installed, GPS approaches). The FMS also
vides lateral and vertical navigation guidance receives information from the ADCs, aircraft
for display and coupling to the DAFCS. Entry fuel system, and AHRS. It uses this information
of V-speed bugs for display on the EFIS is also to calculate various kinds of performance infor-
accomplished through the FMS CDU. Through mation (Figure 16A-24).
use of its available navigation sensors and in-
ternal software, the FMS selects GPS/GPS as
a primary source, then DME/DME, then VOR/
DME and, lastly, AHRS/IRS.
PERFORMANCE
COMPUTER
EFIS, AFCS
NAVIGATION VOR/DME, AFIS

COMPUTER
LONG RANGE
16A AVIONICS
POSITION SENSORS
CONTROL
DISPLAY
UNIT
Figure 16A-23. FMS Block Diagram Figure 16A-24. FMS Control Display Unit

PRIMUS 870 WEATHER RADAR SBY (STANDBY)

SYSTEM The radar system is placed in standby, a ready
state with the antenna scan stopped, the
DESCRIPTION AND OPERATION transmitter inhibited, and the display memory
erased. A blue STBY is displayed in the mode
The Primus 870 system is an x-band, digital field. If SBY is selected prior to the expiration
radar used for weather detection and ground of the initial R/T/A warm-up period (approxi-
mapping. Some installations have the optional mately 45 seconds), the blue WAIT legend is
LSZ-850 lighting sensor system. For informa- displayed in the mode field. Upon completion
tion on the Primus 880 system, see the Hawker of the WAIT period the system automatically
800 Honeywell Pilot’s Manual. switches to standby mode.
The system uses one receiver/transmitter/ an-
tennae and two controllers. Dual controllers WX (WEATHER RADAR)
allow both pilots to individually select radar
mode, range, tilt and gain settings. On the right Selecting WX places the radar system in the
to left antenna scan, the system switches to weather detection mode. The system is fully
what is selected on the left controller and up- operational and all internal parameters are set
dates the left HSI display. On the reverse scan for enroute weather detection.
of the antenna, the right controller is selected If WX is selected prior to the expiration of the
and displayed on the right HSI. The radar con- initial R/T/A warm-up period (approximately 45
troller displayed on the MFD is a function of the seconds), the blue WAIT legend is displayed. In
MFD controller (Figure 16A-25). WAIT mode, the transmitter and antenna scan
are inhibited and the memory is erased. Upon
completion of the warm-up period, the system
automatically switches to WX mode. The sys-
tem, in preset gain, is calibrated as defined in
Table 16A-2. A blue WX is displayed in mode
16A AVIONICS
field.
RCT (REACT)
Adds the REACT feature to the WX display. RE-
ACT is an acronym for rain echo attenuation
compensation technique and is a submode of
the WX mode. Selecting RCT forces the system
Figure 16A-25. Weather Radar Controller to preset gain. When REACT is selected, the blue
RCT legend is displayed in the mode field. The
REACT circuitry compensates for attenuation of
RADAR
The RADAR rotary switch is used to select one Table 16A-2. W
eather Detection
of the following functions: Calibration Scheme
Rainfall Rate (mm/hr) Color
OFF 1-4 mm/hr Green
Turns the radar system off. An amber WX is 4-12 mm/hr Yellow

displayed in the mode field. 12-50 ~mm/hr Red
Greater than 50 mm/hr Magente

the radar signal as it passes through rainfall. The

cyan field indicates areas where further com-
WARNING
pensation is not possible. Any target detected
The transmitter is on and radiating X-
within the cyan field cannot be calibrated and
band microwave energy in test mode.
should be considered very dangerous. All tar-
Refer to maximum permissible expo-
gets in the cyan field are displayed as 4th level
sure level (MPEL) in the appendix.
precipitation (magenta).
The system performs only functions
GMAP (GROUND MAPPING) of weather detection or ground map-
ping. It should not be used nor relied
Selecting GMAP places the radar system in upon for proximity warning or anti-
the ground mapping mode. The system is fully collision protection.
operational and all internal parameters are set
to enhance returns from ground targets. RCT
compensation is inactive.
FORCED STANDBY
Forced standby is an automatic, non-selectable
CAUTION radar mode. The controllers are wired to the
weight-on-wheels (WOW) switch. The R/T/A is
Weather-type targets are not cali- in forced standby mode when the aircraft is on
brated when the radar is in the GMAP the ground. In the forced standby mode, the
mode. Because of this, the pilot transmitter and antenna scan are both inhib-
should not use the GMAP mode for ited, the memory is erased and the blue STBY
weather detection. legend is displayed in the mode field. When
in the forced standby mode, pressing both
As a constant reminder that GMAP is selected, range buttons simultaneously restores normal
the blue GMAP legend is displayed and the col- operation.
or scheme is changed to cyan, yellow, and ma-
genta. Cyan represents the least reflective re-
turn, yellow is a moderate return, and magenta NOTE
16A AVIONICS
is a strong return. When dual weather radar controllers
are installed, both controller’s range
If GMAP is selected prior to the expiration of the buttons must be simultaneously
initial R/T/A warm-up period (approximately 45 pressed to restore normal operation.
seconds), the blue WAIT legend is displayed. In
WAIT mode, the transmitter and antenna scan Forced standby mode is a safety feature that in-
are inhibited and the memory is erased. Upon hibits the transmitter on the ground to eliminate
completion of the warm-up period, the system the X-band microwave radiation hazard.
automatically switches to GMAP mode.
TILT
FP (FLIGHT PLAN)
The TILT rotary control selects the tilt angle of
Flight plan places the WX transmitter in stand- the antenna beam with relation to earth plane.
by and allows the EHSI or MFD map range to Clockwise rotation tilts beam upward to +15
be selected up to 1000 NM. degrees; counterclockwise rotation tilts beam
downward to 15 degrees.
TST (TEST) A digital readout of the antenna tilt angle is dis-
The TST detent selects the radar test mode. A played on the EHSI.
special test pattern is displayed to allow verifi-
cation of system operation. The blue TEST leg-
end is displayed in the mode field.

PULL AUTO (AUTOTILT) SECT (SECTOR MODE)

Pulling out on the TILT control knob causes the The SECT pushbutton selects the sector mode,
system to enter the autotilt mode. In autotilt allowing the radar display to be updated faster,
the antenna tilt is automatically adjusted with but with a 60-degree viewing angle.
regard to the selected range and barometric
altitude. The antenna tilt automatically read- NOTE
justs with changes in altitude and/or selected
range. In autotilt, the tilt control can fine-tune In dual controller installation, select-
the tilt setting by ±2 degrees. ing SECT on either controller faces
SECT on both sides of the cockpit.
Autotilt is annunciated by adding a letter A suffix
to the tilt readout. The digital tilt readout always TGT (TARGET ALERT)
shows the actual tilt of the antenna regardless
of the tilt command source (autotilt command The TGT pushbutton used to enable and dis-
or manual tilt command). able the radar target alert feature. Target alert
is selectable in all but the 300-mile range.
When selected, target alert monitors beyond
WARNING
the selected range and 7.5 degrees on each
To avoid flying under or over storms, side of the aircraft heading. If a return with cer-
frequently select manual tilt to scan tain characteristics is detected in the monitored
both above and below your flight area, the target alert changes from the blue
level. armed T condition to the amber T warning con-
dition. Thus, the pilot is advised of a potentially
Always use manual tilt for weather hazardous target directly in front of and outside
analysis. the selected range. Upon receiving the amber
warning, the pilot should select longer ranges
STABILIZATION to view the questionable target. Note that tar-
get alert is inactive within the selected range.
16A AVIONICS
This radar is normally attitude stabilized, and au- Table 16A-3 provides target alert characteris-
tomatically compensates for roll and pitch ma- tics for a target description.
neuvers. Attitude stabilization may be deselect-
ed by pressing the TGT switch four times within Selecting target alert forces the system into
3 seconds. Stabilization is turned back on by preset gain.
again pressing TGT four times within 3 seconds. In order to activate target alert, the target must
For the Primus 880, a separate STAB button has have the depth and range characteristics de-
been added for attitude stabilization. fined in Table 16A-3.
Table 16A-3. Target Alert Depth and Range Characteristics

Selected Range (NM) Target Depth (NM) Minimum Target Range (NM)
10 2 10-50
25 4 25-75
50 4 50-100
100 6 100-150
200 6 200-250
300 Inactive
Flight Plan (FPLN) 2 5-55

GCR (GROUND CLUTTER REDUCTION MODE) Selecting the 100, 200 or 300-mile range turns
off the turbulence detection. The /T is deleted
The GCR pushbutton selects the ground clutter from the mode annunciation and variable gain
reduction (GCR) mode of operation. The GCR is engaged if previously selected. Subsequent
mode is annunciated above the mode field with selection of ranges of 50 miles or less re-en-
the GCR legend. The GCR mode can only be gages turbulence detection.
selected if the FUNCTION switch is in the WX
position and the selected range is 50 miles or RANGE
less. GCR is an advisory mode which reduces
the display of ground clutter. Targets remaining The range switches (up and down arrows) se-
on the display are most likely weather targets. lects one of six ranges—10, 25, 50, 100, 200
and 300 NM.
WARNING
GAIN
Do not leave the radar in the GCR
mode. The GAIN single-turn rotary control and push/
pull switch controls the receiver gain. Pushing
in on the GAIN switch causes the system to en-
ter the preset, calibrated gain mode. Calibrated
WARNING gain is the normal mode and is used for weath-
er avoidance. In calibrated gain, the rotary por-
GCR removes most of the ground
tion of the GAIN control does nothing.
targets from the display, but at the
same time it removes some of the Pulling out on the GAIN switch causes the sys-
weather targets. tem to enter the variable gain mode. Variable
gain is useful for additional weather analysis
and for ground mapping. In WX mode, variable
TRB (TURBULENCE DETECTION MODE) gain can crease receiver sensitivity over the
calibrated level to show very weak targets or
16A AVIONICS
The TRB momentary-contact switch selects it can be reduced below the calibrated level to
the turbulence (TRB) detection mode of oper- eliminate weak returns.
ation. The TRB mode can only be selected if
the RADAR rotary switch is in the WX position
and the selected range is 50 miles or less. The WARNING
weather/turbulence mode is annunciated in the
mode field with the blue WX/T legend. Areas of Hazardous targets may be eliminat-
at least moderate turbulence are shown in soft ed from the display with low settings
white. of variable gain.
The V legend annunciates variable gain. Se-
CAUTION lecting RCT, TGT, or GCR forces the system into
preset gain. Preset gain is not annunciated.
Turbulence can only be detected
within areas of rainfall. The Primus®
870 weather radar does not detect SLV
clear air turbulence. An annunciator (SLV) that is only used in dual
controller installations. With dual controllers,
WARNING one controller can be slaved to the other by se-
lecting OFF with the radar RADAR rotary switch.
Undetected turbulence may exist This slaved condition is annunciated with the
within any storm cell. SLV annunciator.
Note that both controllers must be off before
the radar system turns off.

LSS (LIGHTNING SENSOR SYSTEM) DESCRIPTION

The LSS rotary switch (optional) selects the The Teledyne normalized AOA system senses
separate LSZ-850 Lightning Sensor System op- local angle of attack along with airplane flap
erating modes. The five modes are: position, converts these inputs into lift informa-
tion, and displays it on a normalized, ten-grada-
OFF—In the OFF position, all power is removed tion, 0 to 1.0 dial. Zero lift is at 0 on the dial, and
from the lightning sensor system. the maximum usable lift point, as defined by the
AFM stall speed, is displayed as 1.0. In effect,
SBY (Standby)—In this mode, display of data
the indicator presents lift as a percentage. With
from the lightning sensor system is inhibited,
flap position information, the display is valid for
but it is accumulating data.
all airplane configurations. Therefore, the sys-
LX (Lightning Sensor System)—The LX position tem continuously displays the margin to the
activates the system fully operational and dis- maximum usable lift point (1.0), regardless of
playing data on the indicator. airplane weight, bank angle, G loading, or air-
plane configuration.
CLR (Clear)—This position manually clears the
lighting display. The AOA indicator provides outputs to oper-
ate heads-up indexers only when the flaps are
TST (Test)—Selects the test mode. moved from the zero position. The indexer dis-
plays the deviation in discrete steps by means
ANGLE-OF-ATTACK SYSTEM of three lights. These lights are based on the
reference pointer position.
A Safeflight angle-of-attack (AOA) system (Fig-
ure 16A-26) is installed in the Hawker 800XP. An onspeed pointer indication (pointer cen-
Refer to Chapter 15—Flight Controls, for addi- tered on the index) produces a green doughnut
tional information on the airflow angle sensors. in the indexer and an onspeed indication of the
It uses AOA information from the airflow angle FAST/SLOW indicator in the EADI.
sensors (stall vanes).
16A AVIONICS
MAXIMUM
USABLE LIFT
V/VS SCALE
REFERENCE
POINTER
ADJUSTABLE
REFERENCE
INDEX
REFERENCE
SET KNOB
AOA INDEXER
ZERO LIFT CRUISE
Figure 16A-26. Angle-of-Attack Indicator and Indexer

RADIO ALTIMETER OPERATION

The EADI displays radio altitudes from 2,500 The standby horizon UNARMED/E-BATT ON
feet AGL to 0 feet. The display brightness is switchlight is next to the standby attitude in-
controlled remotely by a dimming potentiome- dicator on the pilot instrument panel (Figure
ter or a variable-dimming voltage independent 16A-27). The top half of the switchlight capsule
of the integral instrument dimming control. The illuminates UNARMED when power is first ap-
display is blank if the radio altitude is above plied to the aircraft and the standby horizon will
2,500 feet AGL or if the radio altitude valid in- show a red OFF flag.
put is invalid.
Depressing the switchlight to the armed E-
BATT ON position extinguishes the UNARMED
STANDBY INSTRUMENTS annunciator and the standby horizon is pow-
ered from the aircraft’s normal power system
STANDBY ATTITUDE INDICATOR (28 VDC PS1 radio bus). The OFF flag will go
out of view and the horizon will erect, provid-
An electrically driven standby attitude indica- ed that it is not caged.
tor is on the instrument panel (Figure 16A-27).
In addition to pitch and roll information, glide-
slope and localizer pointers, and flags are pro- NOTE
vided which are driven by the No. 1 NAV re- Leave the standby horizon caged for
ceiver when a localizer frequency is tuned. The two minutes after aircraft power is on.
glide-slope and localizer pointers and flags are
out of view when the No. 1 NAV receiver is not In the event of a power loss of the 28 VDC PS1
tuned to a localizer frequency. In the event of radio bus, the No. 3 battery will be automati-
a power failure, a flag comes into view. A PULL cally applied to the standby horizon to maintain
TO CAGE knob is provided. the attitude display and internal lighting on the
standby horizon. The E-BATT ON annuncia-
tor on the bottom half of the standby horizon
16A AVIONICS
switchlight will illuminate and an aural warning
will sound. The aural warning may be canceled
by depressing the HORIZON WARN cancel
pushbutton adjacent to the standby horizon
(Figure 16A-27).
In addition to the above, the standby altimeter
and airspeed indicators will have their internal
lighting provided by the No. 3 battery, and the
No. 1 N1 indicator will be powered by the No. 4
battery.
If normal power is restored to the aircraft, all
systems will revert to the 28 VDC PS1 radio bus
and the system will revert to an armed state.
The aural warning will also sound on the ground
if power is removed from the aircraft and the
standby horizon UNARMED/E-BATT ON switch-
Figure 16A-27. Standby Attitude
light has been left in the armed position.
Indicator and Standby
Horizon Indicator

STANDBY ALTIMETER
POWER SOURCES
A standby altimeter is provided on the center
instrument panel. Altitude is displayed in the
range of –1,000 to 50,000 feet by a single
EFIS
pointer read against a dial and a digital counter CAPT—PE
(Figure 16A-28). The pointer makes one revo-
lution of the dial per 1,000 feet. Gradations in F/O—PS 2
20-foot increments are numbered at 100-foot
MFD—PS 1
intervals. The counter shows ten-thousands
and thousands of feet. A knob is provided to
set the barascale counter which simultaneously AHRS
corrects the setting of the pointer and digital
counter. The barascale counter readout may be #1 AHRS—PE with a secondary feed also from
in millibars or inches of mercury. In the event PE.
of power failure, the No. 3 battery powers the
If PE is lost, #4 battery will power #1 AHRS for
standby altimeter and airspeed internal lighting
2.5 minutes.
and the internal mechanical vibrator. If this vi-
brator is inoperative, the master MEL limits air-
craft operation to VMC conditions at arrival and NOTE
departure airports. The #1 compass card also requires
XE bus power.
#2 AHRS—PS 2 with a secondary feed from PS
1. If PS 1 and PS 2 are lost, then P. will power #2
AHRS for 2.5 minutes.
NOTE
16A AVIONICS
The #2 compass card also requires

XS 1 bus power.
AIR DATA
ADC #—PE
NOTE
The pilot altimeter also requires
XE bus power.
Figure 16A-28. Standby Altimeter ADC #2—PS 2
STANDBY AIRSPEED INDICATOR NOTE

The copilot altimeter also requires
The standby airspeed indicator is on the center
XS 1 bus power.
instrument panel (see Figure 16A-27). It is con-
nected to the right pitot system and the No. 8
static air vent. In the event of power failure, the
No. 3 battery powers the standby airspeed in-
dicator internal lighting.

CHAPTER 17
OXYGEN SYSTEM
CONTENTS
Page
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1
Oxygen Cylinder Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3
Oxygen System Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-4
Crew Oxygen System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-4
Passenger Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-5
Therapeutic Oxygen Outlets. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-5
Portable Breathing Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7
17 OXYGEN SYSTEM

ILLUSTRATIONS
Figure Title Page
17-1 Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-2

17-2 Oxygen Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3
17-3 Oxygen Servicing Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3
17-4 Oxygen System Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-4
17-5 Passenger Supply Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-4
17-6 EROS Oxygen Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-5
17-7
Therapeutic Oxygen Outlet and Mask. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6
TABLE
Table Title Page
17-1 Times of Useful Consciousness Versus Altitude. . . . . . . . . . . . . . . . . . . . . . . . . 17-3

17 OXYGEN SYSTEM

CHAPTER 17
OXYGEN SYSTEM
INTRODUCTION
The Hawker 800XP oxygen system provides oxygen for crew and passenger use from high-pres-
sure cylinders. In flight, oxygen is available to the crew at all times. Passenger oxygen is available
automatically at high cabin altitudes or manually anytime at pilot discretion. Oxygen for therapeutic
17 OXYGEN SYSTEM
purposes is available at all times at selected cabin outlets. A portable oxygen system (smoke set)
is stowed in the cockpit.
GENERAL
The oxygen system provides an oxygen supply The system includes two oxygen cylinders (a
to both pilots with a provision for a third crew- third or a fourth is optional), a pressure regu-
member. Provision is also made for fitting single lator, and crew and passenger oxygen masks.
or dual dropout passenger masks in the vesti- Pressure-demand regulators are incorporated
bule, the toilet compartment, and the passen- into the crew masks. The passenger masks are
ger cabin. Therapeutic outlets may be installed constant-flow. In addition, the system incor-
on the aircraft as standard equipment. porates a master supply valve, the barometric
valve, and a passenger supply valve (Figure
17-1).

17 OXYGEN SYSTEM
17-2

THERAPEUTIC THERAPEUTIC OUTLET
FIRST VALVE
OFFICERS
MASK
DROP MASK
UNITS
3RD CREW MEMBER MASK

(OPTIONAL EQUIPMENT)
VESTIBULE DROP-OUT MASK

(OPTIONAL EQUIPMENT) CONTENTS
INDICATOR
CHARGING
VALVE
LINE FILTER
CONTENTS AND
BURSTING DISC 750 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
REV 1.0
Figure 17-1. Oxygen System

Table 17-1 depicts the average time of use-

ful consciousness (time from onset of hypoxia
until loss of effective performance) at various
altitudes.
Table 17-1. Times of Useful

Consciousness
Versus Altitude
Figure 17-2. Oxygen Cylinders
NOTE
The above times are to be used as averages only and are based
on an individual at rest. Physical activity at altitude, fatigue, self-
imposed stress, and individual variation will make the times vary.
OXYGEN CYLINDER ASSEMBLY
17 OXYGEN SYSTEM
Two 750-liter oxygen cylinders store oxygen at
1,800 psi at 70°F. They are located in the rear
equipment bay (Figure 17-2). A third 750-liter
cylinder may be installed when increased sys-
tem capacity is required. Each cylinder has a
shutoff valve that is normally lockwired to the
open position.
Figure 17-3. Oxygen Servicing Panel
All cylinders are filled through one charging
valve. A contents indicator (gauge) (Figure 17- Additionally, the oxygen cylinders incorporate
3) and a line filter, which incorporates a burst- an automatic shutoff valve in the supply line.
ing disc, are parts in the charging supply line; The shutoff valve automatically closes should
therefore, cylinder pressure is present at the there be a break of the supply line down-
gauge and the filter. If excess pressure is ap- stream of the valve.
plied, the disc bursts and the cylinders vent to
the atmosphere.

OXYGEN SYSTEM CONTROLS

The oxygen panel is on the base of the left
console (Figure 17-4). The panel has a master
SUPPLY valve, a PASSENGER SUPPLY EMER-
GENCY valve control knob that controls the
manual operation of a barometric valve, an
OXYGEN CONTENTS gauge, and two TEST
connections for the barometric valve. The mas-
ter SUPPLY valve controls the oxygen supply
from the cylinders. Turning the valve to the ON
position provides oxygen to the pressure regu-
lator. The regulator reduces the 1,800-psi oxy-
gen down to 70 psi. If the pressure exceeds 90
psi, a relief valve in the regulator bleeds the ex-
cess into the cabin. Also, with the SUPPLY valve
in the ON position, the OXYGEN CONTENTS
gauge reads direct system high pressure, thus
allowing the pilot to monitor the oxygen system
quantity. Gauge markings are FULL, 3/4, 1/2,
1/4, and EMPTY.
Figure 17-5. Passenger Supply Valve
CREW OXYGEN SYSTEM

Two EROS masks/regulators are provided.
Each mask has a pneumatic head harness and
a regulator (Figure 17-6). The regulator has a
two-position N–100% PUSH rocker selector
switch and a PRESS TO TEST/(turn for) EMER-
GENCY knob. For the mask to operate, it must
17 OXYGEN SYSTEM
PILOT
CONSOLE be plugged into the quick-release socket.
The mask is removed from storage by grasping
and depressing the red harness control infla-
Figure 17-4. Oxygen System Controls tion plates of the regulator. This opens a valve
and allows oxygen to flow from the supply to
With the master SUPPLY valve open, oxygen is inflate the harness (Figure 17-6). As the inflated
available to the crew pressure regulator, and harness is fitted over the head, releasing the
when the THERAPEUTIC valve is open, oxygen control plates will allow the oxygen from the
is also available to the therapeutic outlets (if in- harness to vent. As the harness deflates, the
stalled). A barometric valve under the oxygen mask is held firmly against the user’s face.
panel automatically controls delivery of oxygen With the selector switch positioned to N (nor-
to the passenger masks via a passenger supply mal), a mixture of air and oxygen is available
(on/off) valve (Figure 17-5) that is on the forward up to a cabin altitude of 30,000 feet. Above
face of the left bulkhead in the cockpit. this altitude, 100% oxygen is available and, at

PASSENGER OXYGEN SYSTEM

With the master SUPPLY valve open, oxy-
gen passes to the baromatic valve. This valve
opens automatically when the cabin altitude
reaches 14,000 ±500 feet (12,500 ±500 feet if
the aircraft does not have high datum capabil-
ity), allowing oxygen to flow to each of the pas-
senger masks via a normally open passenger
supply shutoff valve. Supply pressure operates
the dropout (deployment) mechanism, which
opens the mask compartment door, allowing
the passenger mask to drop out (see Figure 17-
1). When the mask is pulled down for use, a re-
taining clip releases a valve, and oxygen flows
at a continuous rate to the wearer. Flow to an
individual mask can be stopped by reinserting
the retaining clip.
During automatic operation of the passenger
oxygen system, the barometric valve moves
the PASSENGER SUPPLY EMERGENCY valve
(red) control knob upward to its on position
(Figure 17-4). If necessary, the pilot can manu-
ally supply oxygen to the system at any cabin
altitude by pulling the control knob to the on
N
(PULL TO OPERATE) position. The oxygen sup-
ply may be terminated by pushing the knob to
100%
PUSH the off (PUSH FOR OFF) position.
THERAPEUTIC OXYGEN OUTLETS

The therapeutic oxygen outlets are in the cabin
EMERGENCY (Figure 17-7). The outlets are self-sealing and
receive their oxygen supply via the master
PRESS SUPPLY valve. The masks used with the thera-
17 OXYGEN SYSTEM
TO peutic oxygen outlets are normally stowed in
TEST
the cabin. When a mask is connected to an out-
let, oxygen flow is shown by an indicator in the
Figure 17-6. EROS Oxygen Mask mask hose.
Some aircraft are equipped with a therapeutic
altitudes above 35,000 feet, the supply is at oxygen system shutoff valve located on the
positive pressure. By selecting 100%, pure oxy- bulkhead behind the pilot seat..
gen is provided at all altitudes. Also, by either
turning the regulator knob to EMERGENCY or
by depressing the knob to the PRESS TO TEST
position, pure oxygen is supplied at a positive
pressure.

NOTES
Figure 17-7. Therapeutic Oxygen

Outlet and Mask
PORTABLE BREATHING
EQUIPMENT
The portable breathing equipment (PBE) is for
use by crew members in the event of fire or
smoke from cabin furnishings or equipment.
The PBE is a hood with a self-contained oxygen
generator providing a minimum of 15 minutes of
oxygen duration. The crew member should pull
17 OXYGEN SYSTEM
the actuator ring to initiate the flow of oxygen

before placing the PBE over the head. The PBE
unit is stored in a container located between
the pilot seats in the document compartment or
in the right side console.

QUESTIONS
1. The fully serviced oxygen cylinder pressure 5. The passenger constant-flow masks deliver
at 70°F is: oxygen:
A. 70 psi. A. At all times when the system is activat-
B. 90 psi. ed and the mask lanyard is pulled.
C. 1,800 psi. B. Upon inhalation only when the system
is activated and the mask lanyard is
D. 2,000 psi. pulled.
C. When the system is activated and the
2. The charging OXYGEN CONTENTS gauge mask falls from the stowage container.
reads:
D. When the passenger supply on–off
A. Direct system low pressure. valve is positioned to ON.
B. Direct system high pressure.
C. Both A and B. 6. The passenger oxygen masks are automat-
ically deployed and oxygen is available to
the passengers when the:
A. Master SUPPLY valve is positioned to
3. To deploy the passenger oxygen masks,
ON.
the pilot should pull the:
B. Passenger supply on–off valve is posi-
A. Master SUPPLY valve control knob.
tioned to ON.
B. PASSENGER SUPPLY EMERGENCY
C. Cabin altitude reaches 14,000 ±500
valve (red control knob).
feet for Hi-Datum aircraft, and the mas-
C. PULL TO OPERATE switch. ter SUPPLY and passenger supply ON–
D. Passenger supply on–off valve. OFF valves are in the ON positions.
D. Cabin altitude reaches 12,000 ±500
4. The valve that controls the oxygen supply feet, the master SUPPLY valve is ON,
to all cockpit and cabin outlets/valves is the: and the passenger supply on–off valve
is positioned to either on or off.
A. Master SUPPLY valve.
B. Passenger supply on–off valve. 7. The portable breathing equipment supplies
C. Barometric valve. oxygen to the wearer for approximately:
17 OXYGEN SYSTEM
D. PASSENGER SUPPLY EMERGENCY A. 5 minutes.
valve. B. 10 minutes.
C. 15 minutes.
D. 20 minutes.

CHAPTER 18
MANEUVERS AND
PROCEDURES
THE INFORMATION FOR THIS CHAPTER IS AVAILABLE IN THE CLIENT GUIDE.
18 MANEUVERS AND
PROCECURES

CHAPTER 19
WEIGHT AND BALANCE
19 WEIGHT AND
BALANCE
PLEASE REFERENCE OEM DOCUMENTATION FOR INFORMATION ON THIS SUBJECT

CHAPTER 20
FLIGHT PLANNING AND

PERFORMANCE
20 FLIGHT PLANNING
AND PERFORMANCE
PLEASE REFERENCE OEM DOCUMENTATION FOR INFORMATION ON THIS SUBJECT

CHAPTER 21
CREW RESOURCE
MANAGEMENT
21 CREW RESOURCE
MANAGEMENT
THE INFORMATION FOR THIS CHAPTER IS AVAILABLE IN THE CLIENT GUIDE.

WALKAROUND
THE WALKAROUND HAS BEEN REPLACED BY THE HAWKER 800XP PICTORIAL PREFLIGHT
AVAILABLE ELECTRONICALLY IN FLIGHTBAG.
WALKAROUND
REV 0.4 FOR TRAINING PURPOSES ONLY WA-i

APPENDIX A
ANSWERS TO QUESTIONS
CHAPTER 1 CHAPTER 5 CHAPTER 8 CHAPTER 11
1. A 1. C 1. D
N/A
2. D 2. C 2. B
CHAPTER 2 3. B 3. C 3. C
1. C 4. D 4. B 4. B
2. D 5. B 5. D 5. A
3. C 6. D 6. D 6. D
4. D 7. C 7. A 7. C
5. C 8. C 8. C
6. B CHAPTER 12
7. B CHAPTER 6 CHAPTER 9 1. C
1. B 1. A 2. B
8. A
2. C 2. C 3. A
3. B 3. C 4. C
CHAPTER 3
1. B 4. B 4. D 5. B
2. B 5. A 5. C
3. B 6. D CHAPTER 13
4. C CHAPTER 10 1. A
5. D CHAPTER 7 1. A 2. B
1. C 2. A 3. A
2. A 3. B 4. C
CHAPTER 4
1. C 3. D 4. D 5. D
4. B 5. D 6. B
APPENDIX A
2. D
3. A 5. D 6. C
4. B 6. C 7. C
5. C 7. A 8. A
6. A 8. B 9. D
7. D 9. C 10. C
10. D 11. D
12. A
13. D
REV 1.0 FOR TRAINING PURPOSES ONLY APPA-1

CHAPTER 14 CHAPTER 18
1. A
N/A
2. B
3. B CHAPTER 19
4. D
N/A
5. B
6. A
CHAPTER 20
7. A
N/A
8. B
9. A
CHAPTER 21
10. C
N/A
CHAPTER 15
1. B
2. D
3. D
4. B
5. A
6. B
7. C
8. D
9. A
10. D
11. C
CHAPTER 16
N/A
APPENDIX A
CHAPTER 17
1. C
2. B
3. B
4. A
5. A
6. C
7. C
APPA-2 FOR TRAINING PURPOSES ONLY REV 0.4

APPENDIX B
ACRONYMS AND ABBREVIATIONS
A CAT 2 operational performance

category II
ACM aircraft configuration module/ CDU control display unit
air cycle machine
CLR clear
ADC air data computer
COM communication
ADF automatic direction finder
CPL couple
ADS air data system
CRS course
AFD adaptive flight display
CSU configuration strapping unit
AGL above ground level
AHC attitude and heading
computer
D
DBU database unit
AHRS attitude and heading refer-
ence system DCP display control panel
ALT altitude DCU data concentration unit
ALT HOLD altitude hold mode DEL delete
ALTS altitude select DG directional gyro
ANT antenna DISC disconnect
AOA angle of attack DH decision height
AP autopilot DME distance measuring
equipment
APPR approach
DR dead reckoning
APR automatic power reserve
DTK desired track
ATC air traffic control
ATT attitude
E
B ECU
EDC
external compensation unit
engine data concentrator
BARO barometric setting
EFIS electronic flight instrument
B/C backcourse system
BFO beat frequency oscillator EGPWC enhanced ground proximity
BRG bearing warning computer
BRT brightness EGPWS enhanced ground proximity
APPENDIX B
warning system
C EGT exhaust gas temperature
CAS calibrated airspeed EIS engine indicating system
ESIS electronic standby instru-
ment system
REV 0.4 FOR TRAINING PURPOSES ONLY APPB-1

ET elapsed time IAS indicated airspeed

EXEC execute ICAO International Civil Aviation
Organization
F ICC integrated card cage
FCU fuel control unit IDX index
FD flight director IEC IAPS environmental controller
FDU flight director ILS instrument landing system
FF fuel flow IMU inertial measurement unit
FGC flight guidance computer in inch
FGP flight guidance panel in HG inches of mercury
FGS flight guidance system INS inertial navigation system
FL flight level IOC input/output concentrator
FLC flight level change IRS inertial reference system
FMC flight management computer IRU inertial reference unit
FMS flight management system ISA international standard
atmosphere
FPM feet per minute
ISS impending stall speed
FPTA flight plan target altitude
ITT interstage turbine
G temperature
GA
GCS
go-around
ground clutter suppression
J
GCU generator control unit K
GP glidepath KPH kilograms per hour
GPS global positioning satellite kt knot
GPS global positioning system
GPWS ground proximity warning
system
L
LCD liquid crystal display
GS glide slope LDS lightning detection system
GS ground speed LNAV lateral navigation
H
LOC localizer
LSC low speed cue
HDG heading LRU line replaceable unit
HF high frequency LSK line select key
hPa hectopascal
HSI horizontal situation indicator M
APPENDIX B
I
MDA minimum descent altitude
MDC maintenance diagnostic
IAPS integrated avionics processor computer
system
APPB-2 FOR TRAINING PURPOSES ONLY REV 0.4

MDS maintenance diagnostic RAS radio altitude system

system RAS reference approach speed
MFD multifunction display RCL radio communications link
MIN minimum REFS references
MKR marker RPM revolutions per minute
MKR marker beacon RSS radio sensor system
MSL mean sea level RTA receiver/transmitter/antenna
N RVSM reduced vertical separation

minimums
NAV navigation
NAVAID navigational aid S
N1 engine fan RPM SAT static air temperature
N2 engine turbine RPM SEC SCAN sector scan
NM or NMi nautical miles SID standard instrument
departure
O SIT systems integration training
OCM option control module SQ or Sql squelch
OT other traffic (TCAS) SSEC static source error correction
STAB antenna stabilization
P STAR standard terminal arrival route
PAC path attenuation STBY standby
compensation STC sensitivity time control
PFD primary flight display STD standard
PPH pounds per hour SVO servo
PPOS present position SYNC FD/AP synchronization
PSA preselect altitude
PS or PSI pounds per square inch T
PSIG pounds per square inch TA traffic advisory (TCAS)
(gauge)
TAS true airspeed
PT proximate traffic (TCAS)
TAT total air temperature
PWR power supply
TAWS terrain awareness and warn-
Q
ing system
TCAS traffic alert and collision
avoidance system
R TDR transponder
RA radio altimeter TERR terrain
APPENDIX B
RA radio altitude TFC traffic

RA resolution advisory (TCAS) TGT target
RAIM receiver autonomous integ- TOLD takeoff and landing data
rity monitoring
TRK track or track angle
REV 0.4 FOR TRAINING PURPOSES ONLY APPB-3

TTG time-to-go
TURB turbulence
TWR turbulence weather radar
system
U
USTB unstabilized
UTC coordinated universal time
V
VHF very high frequency
VIR
VMC visual meteorological
conditions
VNAV vertical navigation
VOR VHF omni-directional range
VS vertical speed
VSI vertical speed indicator
VSR vertical speed required
W
WOW wide area augmentation
system
WX weather
WXR weather radar transceiver
X
XPDR transponder
XTLK crosstalk
Y
YD yaw damper
Z
APPENDIX B
APPB-4 FOR TRAINING PURPOSES ONLY REV 0.4

ANNUNCIATORS
ANNUNCIATOR PANEL
THE FOLLOWING SECTION PRESENTS A COLOR REPRESENTATION
OF ALL THE ANNUNCIATOR LIGHTS IN THE AIRCRAFT.
REV 0.4 FOR TRAINING PURPOSES ONLY ANN-1

ANNUNCIATOR PANEL
Figure ANN-1. Hawker 800XP Annunciators—Roof Panel

ANN-2 FOR TRAINING PURPOSES ONLY REV 0.4
REV 0.4

ANN-3
COPILOT SIDE PANEL

Figure ANN-2. Hawker 800XP Annunciators—Flight Deck
ANNUNCIATOR PANEL

800XP Honeywell PTM

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HAWKER

FOR TRAINING PURPOSES ONLY

REV 0.4 FOR TRAINING PURPOSES ONLY 1-i

Figure Title Page

1-ii FOR TRAINING PURPOSES ONLY REV 0.4

REV 0.4 FOR TRAINING PURPOSES ONLY 1-1

GENERAL conditions. The system also provides a thera-

1-2 FOR TRAINING PURPOSES ONLY REV 0.4

21 FT 0.5 IN. (6.41 M)

Figure 1-1. Aircraft Dimensions

FULL THROTTLE: VELOCITY

Figure 1-2. Danger Zones

Figure 1-3. Minimum Turning Radius

1-4 FOR TRAINING PURPOSES ONLY REV 0.4

REAR EQUIPMENT BAY

Figure 1-4. Fuselage Sections

REV 0.4 FOR TRAINING PURPOSES ONLY 1-5

Figure 1-6. Cockpit Layout (Typical)

1-6 FOR TRAINING PURPOSES ONLY REV 0.4

1 DIMMER SWITCHES OXYGEN-PASSENGER EMERGENCY SUP-

Figure 1-7. Flight Compartment (Typical) (Sheet 1 of 2)

REV 1.0 FOR TRAINING PURPOSES ONLY 1-7

1 SUBPANEL A 11 FIRE EXTINGUISHER

Figure 1-7. Flight Compartment (Typical) (Sheet 2 of 2)

1-8 FOR TRAINING PURPOSES ONLY REV 1.0

STOWING ARMREST* LUMBAR

Figure 1-8. Pilot Seat

REV 4.0 FOR TRAINING PURPOSES ONLY 1-9

APU CONTROL PANEL

FOLDAWAY EXTENSION WORKTOP OPTIONAL AVIONICS /

FIRST AID KIT

DEICE FILLER DOOR

ENTRY LIGHT SWITCHES

PASSENGER ENTRY LIGHT

FORWARD VESTIBULE CABINET

CHINA WASTE CONTAINER

Figure 1-9. Vestibule Arrangement

1-10 FOR TRAINING PURPOSES ONLY REV 0.4

FOLDAWAY TABLES AND ENTERTAINMENT UNIT AFT AVIONICS

21.0 CU. FT.

FORWARD GALLEY THREE-PLACE SETTEE AFT

MAIN ENTRY UNIVERSAL TOILET

Figure 1-10. Flight Compartment (Typical)

REV 1.0 FOR TRAINING PURPOSES ONLY 1-11

Figure 1-11. Main Entry Door

1-12 FOR TRAINING PURPOSES ONLY REV 0.4

REV 0.4 FOR TRAINING PURPOSES ONLY 1-13

• Smoke mask—One in the cockpit right-side

console (for use with portable breathing

EMERGENCY EQUIPMENT WING

1-14 FOR TRAINING PURPOSES ONLY REV 0.4

REV 0.4 FOR TRAINING PURPOSES ONLY 1-15

caused by the engine exhausts. Both the ver-

tical and horizontal stabilizers are all-metal,

Figure 1-16. Rear Equipment Bay Hatch

Figure 1-19. Empennage

ELECTRICAL POWER SYSTEMS

1-16 FOR TRAINING PURPOSES ONLY REV 0.4

REV 0.4 FOR TRAINING PURPOSES ONLY 1-17

FIRE PROTECTION are anti-iced by engine high-pressure bleed

air. The engine fuel computer PT2/TT2 sensor is

1-18 FOR TRAINING PURPOSES ONLY REV 0.4

REV 0.4 FOR TRAINING PURPOSES ONLY 1-19

REV 0.4 FOR TRAINING PURPOSES ONLY 2-i