Hawker Beechcraft Hawker 800XP, Руководство по эксплуатации для пилотов

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Page 2-12
Pilot’s Operating Manual
Revision A1: Nov, 2002
Sub-section 2
ABNORMAL HANDLING
Hawker 800XP Pro Line 21
Section V - FLIGHT HANDLING
PROCEDURES FOR EXITING SEVERE ICING CONDITIONS
These procedures are applicable to all flight phases from takeoff to landing. Monitor the ambient air
temperature.
While severe icing may form at temperatures as cold as -18° C, increased vigilance is warranted at
temperatures near freezing with visible moisture present. If the visual cues specified in the Limitations
Section of this manual for identifying severe icing conditions are observed, accomplish the following:
1. Immediately request priority handling from Air Traffic Control to facilitate a route or an altitude
change to exit the severe icing conditions in order to avoid extended exposure to flight conditions
more severe than those for which the airplane has been certified.
2. Avoid abrupt and excessive maneuvering that may exacerbate control difficulties.
3. Do not engage the autopilot.
4. If the autopilot is engaged, hold the ram’s-horn control column firmly and disengage the autopilot.
5. If an unusual roll response or uncommanded roll control movement is observed, reduce the angle-
of-attack.
6. Do not extend flaps during prolonged operations in icing conditions.
Operation with flaps extended can result in a reduced wing angle-of-attack, with the possibility of
ice forming on the upper surface further aft on the wing than normal, possibly aft of the protected
area.
7. If the flaps are extended, do not retract them until the airframe is clear of ice.
8. Report these weather conditions to Air Traffic Control.
FLIGHT IN TURBULENT AIR
Severe turbulence can be classified into two groups:
• Clear air and non-storm turbulence.
• Storm turbulence.
CAUTION: WHENEVER POSSIBLE, SEVERE TURBULENCE SHOULD BE AVOIDED.
In all types of turbulence it is important to avoid pilot actions which could give rapid changes in attitude,
altitude, or airspeed. Whenever possible, achieve a steady condition before entering turbulence.
Pilot control movement should be kept to the minimum and restricted to limiting long term changes in
attitude and airspeed. All control actions should be small and gentle, and use of the trim system should
be restricted to compensating for intentional change of airspeed.
The airplane should be flown through turbulence on a straight course or, if this is not practicable, bank
angles should be limited to approximately 15°.