Hawker Beechcraft Hawker 800XP, Руководство по эксплуатации для пилотов

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Pilot’s Operating Manual
Section V Sub-section 1
NORMAL HANDLING
P/N 140-590032-0007
Revision A4: Sep, 2010
NOTE: There is a fuel penalty when the engine antice systems are in use.
Whether in icing conditions or not, the SCREEN HEAT L and R and the PITOT/VANE HEAT L and R
should be selected ON in flight.
The ICE DET switch should normally be set to AUTO, but before taxiing in icing conditions, it should be
set to OVRD.
TAKEOFF PROCEDURES
Refer to Figure 2 for a Flight Profile of Normal Takeoff and to Section 4.10 of the Airplane Flight Manual.
Before takeoff, the elevator trim should be set to the position appropriate to the center of gravity of the
airplane as shown alongside the green segment of the elevator trim label. Select APR to ARM for
takeoff.
The normal recommended practice is to arm the APR after take-off power has been set.
A flap setting of 15° is recommended unless performance is limited.
NOTE: The yaw damper MUST NOT be engaged for take-off. After take-off, the yaw damper may
be engaged but must be disengaged before touchdown.
At the start of the take-off run, until adequate aerodynamic centering is achieved, the control column
should be held in about the mid position fore-and-aft. If a crosswind is present, some "into wind" aileron
may be applied.
A rolling start takeoff may be made when runway length is not limiting, brakes being released before
setting the thrust levers for takeoff.
Where field length is limiting, the takeoff should be commenced from a standing start, take-off thrust
(N
1REF
) being attained before the brakes are released. Directional control should be maintained by the
use of nose wheel steering until the rudder becomes effective at approximately 60 KIAS.
The nose wheel should not be raised from the ground until rotation speed is reached, when the airplane
should be rotated to the initial climb attitude. Any attempt to rotate at lower speeds would require the
use of larger elevator angles and high stick forces resulting in undesirable rapid rotation.
When a positive rate of climb has been established, retract the landing gear. Raise the flaps at
approximately 160 KIAS (but not below the final take-off climb speed). With both engines operating at
take-off thrust, the airplane should be allowed to accelerate to an airspeed of 160 KIAS, this airspeed
being maintained until obstacle clearance height is reached.
Pitch attitude should not be allowed to exceed 20
°
and at light weights it will therefore be necessary to
permit the airspeed to increase above 160 KIAS. This technique allows an adequate margin for obstacle
clearance in the event of an engine failure during the initial climb.
APR should be disarmed when a safe height is reached, flaps are retracted and airspeed is not less
than final take-off climb speed.