Page 2-28
Pilot’s Operating Manual
Revision A1: Nov, 2002
Sub-section 2
ABNORMAL HANDLING
Hawker 800XP Pro Line 21
Section V - FLIGHT HANDLING
APPROACH AND LANDING (ONE ENGINE INOPERATIVE)
Refer to Figure 9 for a Flight Profile of Non - Precision Approach (Single Engine)
Refer to Figure 10 for a Flight Profile of ILS Approach (Single Engine)
Refer to Figure 11 for a Flight Profile of VFR Approach (Single Engine)
The approach should be made at V
REF
+ 20 knots with flaps 25°.
At a height of about 200 feet, provided that a successful landing seems to be assured, flaps 45° should
be selected and the airspeed allowed to slow to V
REF.
Alternatively, the airplane may be landed with flaps 25°, using a landing reference speed of V
REF
+ 5
knots IAS. In this case, lift dump will not be available after touch down. At light weights, V
REF
should be
increased to 111 KIAS to allow adequate control in the event of a discontinued approach.
APR power may be used, but is not necessary to meet the limits for landing weight, altitude and
temperature (WAT) given in Sub-section 5.45.
If APR power is required, push the APR ARM switch and check that both APR ARMED (white) and APR
(green) legends illuminate. APR power will be available immediately during the remainder of the
approach and in the event of a subsequent go-around.
Reverse thrust on the operative engine may be used on the ground and it is recommended that the
reverser on the inoperative engine is deployed, if possible, to reduce the asymmetric effect on handling.
GO-AROUND (ONE ENGINE INOPERATIVE)
To discontinue an approach, set the thrust lever of the operative engine fully forward. Select flaps 15°
(from flaps 45° or 25°) or flaps 0° (from flaps 15°) and retract the landing gear. Rotate the airplane to
an attitude of approximately 12°.
The speed should be maintained at final approach speed during the climb-out. Do not allow speed to
reduce below V
REF
with flaps 15° or V
REF
+ 10 KIAS with flaps 0°.
NOTES:
1. Under limiting performance conditions, it is more important to establish a climb and
retract the landing gear than to increase airspeed above the minimum.
2. The airworthiness requirements do not ensure that there will be a positive climb
performance in the final landing phase with an engine inoperative. Therefore, the
decision to discontinue the approach should be made before the flaps are extended to
45°.
EMERGENCY OVERWEIGHT LANDING
If it is necessary to make a landing at a weight in excess of maximum landing weight, use normal
techniques for approach and landing, touching down as smoothly as possible.
For the purpose of brake cooling, an overweight landing should be considered as a rejected takeoff.
