Hawker Beechcraft Hawker 800XP, Руководство по эксплуатации для пилотов, Страница: 913 / 923

Page 20
Pilot’s Operating Manual
Revision A1: Nov, 2002
Hawker 800XP Pro Line 21
Section VII - SAFETY INFORMATION
Excessive speed accidents occur at airspeeds greatly in excess of two operating limitations which are
specified in the manuals (maximum maneuvering speed and the "red line" or maximum operating
speed). Such speed limits are set to protect the structure of an airplane. For example, flight controls are
designed to be used to their fullest extent only below the airplane’s maximum maneuvering speed. As
a result, the control surfaces should never be suddenly or fully deflected above maximum maneuvering
speed. Turbulence penetration should not be performed above that speed. The accidents we are
discussing here occur at airspeeds greatly in excess of these limitations. No airplane should ever be
flown beyond its FAA approved operating limitations.
Flight With One Engine Inoperative
Safe flight with one engine inoperative requires an understanding of the basic aerodynamics involved -
as well as proficiency in engine out procedures.
Loss of thrust from one engine affects both climb performance and controllability. Climb performance
depends on an excess of thrust over that required for level flight. Loss of thrust from one engine
obviously represents a 50% loss of thrust but, in virtually all twin-engine airplanes, climb performance
is reduced by at least 80%, Single-engine climb performance depends on four factors:
Loss of thrust on one engine creates yaw due to asymmetric thrust. Yaw forces must be balanced with
the rudder. In addition, yaw affects the lift distribution over the wing causing a roll towards the "dead"
engine. These roll forces may be balanced by banking slightly (up to 5°) into the operating engine. It is
desirable under these conditions to trim the airplane (roll axis) to allow the ailerons to remain neutral,
thus enhancing single-engine performance.
Airspeed is the key to safe single-engine operations. For most twin-engine airplanes the following
airspeeds have been established:
Air Minimum Control Speed V
MCA
V
MCA
is determined by FAA regulations as the minimum airspeed at which it is possible to recover
directional control of the airplane within 20
°
heading change, and thereafter maintain straight flight, with
not more than 5
°
of bank if one engine fails suddenly with:
• Take-off thrust on both engines
• Rearmost allowable center of gravity
• Flaps in take-off position
Airspeed Too little, or too much, will decrease climb performance
Drag Gear, flaps and airbrakes
Thrust Amount available in excess of that needed for level flight
Weight Passengers, baggage, and fuel load greatly affect climb performance
Symbol Description
V
MCA
Airspeed below which directional control cannot be maintained in the air.
V
YSE
Airspeed that will give the best single-engine rate-of climb (or the minimum
descent rate).
V
XSE
Airspeed that will give the steepest angle-of-climb with one engine out.