Hawker Beechcraft Hawker 800XP, Руководство по эксплуатации для пилотов, Страница: 910 / 923

Page 17
Pilot’s Operating Manual
Revision A1: Nov, 2002
Hawker 800XP Pro Line 21
Section VII - SAFETY INFORMATION
For any owner or pilot whose use pattern of an airplane exposes it to icing encounters, the following
references are required reading for safe flying:
• The airplane’s FAA Approved Airplane Flight Manual and Pilot’s Operating Manual, especially the
sections on Normal Procedures, Emergency Procedures, Abnormal Procedures, Systems
Description and Safety Information.
• FAA Advisory Circular 91-51 - Airplane Deice and Anti-ice Systems.
• Weather Flying by Robert N. Buck.
Finally, the most important ingredients to safe flight in icing conditions - regardless of the airplane or the
combination of de-icing/anti-icing equipment - are a complete and current weather briefing, sound pilot
judgement, close attention to the rate and type of ice accumulations, and the knowledge that “severe
icing” as defined by the National Weather Service is beyond the capability of modern airplanes and an
immediate diversion must be made.
It is the inexperienced or uneducated pilot who presses on “regardless” hoping that steadily worsening
conditions will improve, only to find himself flying an airplane which has become so loaded with ice that
he can no longer maintain altitude. At this point he has lost most, if not all, of his safety options, including
perhaps a 180
°
turn to return along the course already travelled.
The responsible and well-informed pilot recognizes the limitations of weather conditions, limitations of
the airplane and it’s systems and reacts promptly.
Weather Radar
Airborne weather avoidance radar is, as its name implies, for avoiding severe weather - not for
penetrating it.
Whether to fly into an area of radar echoes depends on echo intensity and shape, spacing between the
echoes and the capabilities of you and your airplane. Remember that weather radar detects only
precipitation drops. Except for the most advanced radar units, it does not detect turbulence. Therefore,
the radar scope provides no assurance of avoiding turbulence. The radar scope also does not provide
assurance of avoiding instrument weather from clouds and fog. Your scope may be clear between
intense echoes; this clear area does not necessarily mean you can fly between the storms and maintain
visual sighting of them.
Thunderstorms build and dissipate rapidly. Therefore, do not attempt to plan a course between echoes
using ground based radar. The best use of ground radar information is to isolate general areas and
coverage of echoes. You must avoid individual storms from in-flight observations either by visual
sighting or by airborne radar. It is better to avoid the whole thunderstorm area than to detour around
individual storms unless they are scattered.
Remember that while hail always gives a radar echo, it may fall several miles from the nearest visible
cloud and hazardous turbulence may extend to as much as 20 miles from the echo. The intensity of the
radar echo from hail varies with the size and nature of the hailstone. Avoid intense or extreme level
echoes by at least 20 miles; that is, such echoes should be separated by at least 40 miles before you
fly between them.
Above all, remember this: never regard any thunderstorm lightly. Even when radar observers report the
echoes are of light intensity, avoiding thunderstorms is the best policy. The following are some do’s and
don’ts of thunderstorm avoidance: