Hawker Beechcraft Hawker 800XP, Руководство по эксплуатации для пилотов

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Page 19
Pilot’s Operating Manual
Revision A1: Nov, 2002
Hawker 800XP Pro Line 21
Section VII - SAFETY INFORMATION
Mountain wave turbulence can, of course, occur in dry air and the absence of such clouds should not
be taken as assurance that mountain wave turbulence will not be encountered. A mountain wave
downdraft may exceed the climb capability of your airplane. Avoid mountain wave downdrafts.
VFR At Night
When flying VFR at night, in addition to the altitude appropriate for the direction of flight, pilots should
maintain a safe minimum altitude as dictated by terrain, obstacles such as TV towers, or communities
in the area flown.
This is especially true in mountainous terrain, where there is usually very little ground reference.
Minimum clearance is 2000 feet above the highest obstacle en route. Do not depend on your ability to
see obstacles in time to miss them. Flight on dark nights over sparsely populated country can be the
same as IFR.
Vertigo - Disorientation
Disorientation can occur in a variety of ways. During flight, inner ear balancing mechanisms are
subjected to varied forces not normally experienced on the ground. This, combined with loss of outside
visual reference, can cause vertigo. False interpretations (illusions) result, and may confuse the pilot’s
conception of the attitude and position of the airplane.
Under VFR conditions, the visual sense, using the horizon as a reference, can override the illusions.
Under low visibility conditions (night, fog, clouds, haze, etc.) the illusions predominate. Only through
awareness of these illusions, and proficiency in instrument flight procedures, can an airplane be
operated safely in a low visibility environment.
Flying in fog, dense haze or dust, cloud banks, or very low visibility, with strobe lights or rotating beacons
turned on can contribute to vertigo. They should be turned off in these conditions, particularly at night.
Motion sickness often precedes or accompanies disorientation and may further jeopardize the flight.
Disorientation in low visibility conditions is not limited to VFR pilots. Although IFR pilots are trained to
look at their instruments to gain an artificial visual reference as a replacement for the loss of a visual
horizon, they do not always do so.
This can happen when the pilot’s physical condition will not permit concentration on the instruments;
when the pilot is not proficient in flying instrument conditions in the airplane being flown, or when the
pilot’s workload of flying by reference to the instruments is compounded by such factors as turbulence.
Even an instrument rated pilot encountering instrument conditions, intentional or unintentional, should
know whether or not they are sufficiently alert and proficient in the airplane being flown to fly under low
visibility conditions and in the turbulence anticipated or encountered.
All pilots should check the weather and use good judgement in planning flights. If any doubt exists, the
flight should not be made or it should be discontinued as soon as possible.
The result of vertigo is loss of control of the airplane. If the loss of control is sustained, it will result in an
excessive speed accident. Excessive speed accidents occur in one of two manners - either as an inflight
airframe separation or as a high speed ground impact. They are fatal accidents in either case. All
airplanes are subject to this form of accident.