Hawker Beechcraft Hawker 800XP, Руководство по эксплуатации для пилотов, Страница: 796 / 923

Page 2-29
Pilot’s Operating Manual
Revision A2: Nov, 2004
Sub-section 2
ABNORMAL HANDLING
Hawker 800XP Pro Line 21
Section V - FLIGHT HANDLING
LANDING ABOVE WAT LIMIT WITH ONE OR BOTH ENGINES OPERATING
Refer to Figure 13 for a Flight Profile of ILS Approach - Landing Above WAT Limit
If a landing has to be made shortly after takeoff at a weight at or close to the maximum given in the
Airplane Flight Manual Figure 5.15.1, where the required approach climb gross gradient of 2.1% cannot
be met with flaps 15° (see AFM Figure 5.55.4), an alternative landing procedure is required.
The approach should be made with flaps 15° at V
REF
+ 25 KIAS. When a successful landing is assured,
flaps 25° should be selected and airspeed allowed to slow to V
REF
+ 5 KIAS at the threshold. Airbrakes
should be selected open immediately after touchdown.
When landing with an inoperative engine, 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.
NOTES:
1. Lift Dump is not available with flaps 25°.
2. All reference to V
REF
means the V
REF
appropriate to flaps 45° and as defined in the AFM
Sub-section 5.10.
LANDING WITH ENGINE FUEL COMPUTER INOPERATIVE
When landing with either or both engines in the manual mode, special care must be taken due to slow
engine(s) acceleration. Depending on conditions, acceleration time will be greatly increased.
To minimize acceleration time on the affected engine(s), ENG ANTICE should be selected OFF and the
MAIN AIR VLV selected CLOSE whenever possible.
NO FLAP LANDING
In the event of a failure making it impossible to extend the flaps, the landing gear should be lowered
when airspeed is reduced below 220 KIAS to improve speed stability. The final approach should be
made at V
REF
+ 30 KIAS. As the runway is approached thrust should be reduced so that the threshold
is crossed at V
REF
+ 15 KIAS. The nosewheel should be lowered to the runway surface immediately after
touch down, the airbrakes opened (if available), wheel brakes applied and reverse thrust used as for a
normal landing.
When landing in icing conditions with flap 0°, a further 15 KIAS should be added to the speeds i.e. final
approach at V
REF
+ 45 KIAS and the threshold is crossed at V
REF
+ 30 KIAS. The landing distance is
approximately twice the normal flaps 45° distance.
LANDING WITH ASYMMETRIC AIR BRAKE
If, as a result of a failure, asymmetric air brake is suspected, the subsequent landing should be made
as a no flap landing using the techniques and airspeeds given above. The use of flaps is not
recommended as large aileron angles will be necessary at low airspeed with flaps extended.