BEECHJET 400A/HAWKER 400XP

PILOT TRAINING MANUAL

“The best safety device in any aircraft is a well-trained crew.”™ BEECHJET 400A/ REVISION 1.1
HAWKER 400XP
PILOT TRAINING
MANUAL FlightSafety International, Inc.
1 VOLUME Marine Air Terminal, LaGuardia Airport
REVISION 1 Flushing, New York 11371
(718) 565-4100
www.FlightSafety.com
 FOR TRAINING PURPOSES ONLY

NOTICE

The material contained in this training manual is based on information obtained from the
aircraft manufacturer’s Pilot Manuals and Maintenance Manuals (Field CD). It is to be
used for familiarization and training purposes only.

At the time of printing, it contained then-current information. In the event of conflict

between data provided herein and that in publications issued by the manufacturer or the
EASA, that of the manufacturer or the EASA shall take precedence.

We at FlightSafety want you to have the best training possible. We welcome any
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FOR TRAINING PURPOSES ONLY

Courses for the Beechjet 400A/Hawker 400XP aircraft are taught at the following FlightSafety
learning centers:

FlightSafety International
Hawker Beechcraft Learning Center
9720 E. Central Avenue
Wichita, KS 67206
(316) 612-5300
(800) 488-3747
Fax (316) 612-5399

Farnborough Airport
Farnborough,
Hampshire,
GU14 6XA,
United Kingdom
+44 1252 554500

Copyright © 2014 by FlightSafety International, Inc.

All rights reserved.
Printed in the United States of America.
 INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:

Revision......... 0 ................... August 2008 Revision.... 1 ........................... June 2010

Revision......... 0.01 ........... February 2009 Revision.... 1.1................... October 2014

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

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 CONTENTS

Chapter 1 AIRCRAFT GENERAL

Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 AUXILIARY POWER UNIT
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEMS
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 OXYGEN
Chapter 18 MISCELLANEOUS SYSTEMS
Chapter 19 MANEUVERS AND PROCEDURES
Chapter 20 WEIGHT AND BALANCE
Chapter 21 FLIGHT PLANNING AND PERFORMANCE
Chapter 22 CREW RESOURCE MANAGEMENT
WALKAROUND
APPENDIX A
APPENDIX B
ANNUNCIATOR PANEL
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BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION................................................................................................................... 1-1
GENERAL............................................................................................................................... 1-2
STRUCTURES........................................................................................................................ 1-3
General............................................................................................................................. 1-3
Fuselage............................................................................................................................ 1-3
Wing................................................................................................................................. 1-9
Empennage....................................................................................................................... 1-9
Doors................................................................................................................................ 1-9
Windshield and Windows............................................................................................... 1-11
AIRPLANE SYSTEMS......................................................................................................... 1-11
Electrical Power.............................................................................................................. 1-11
Lighting.......................................................................................................................... 1-11
Master Warning System................................................................................................. 1-12
Fuel System.................................................................................................................... 1-12
Powerplants.................................................................................................................... 1-12
Fire Protection................................................................................................................ 1-12
Environmental Systems.................................................................................................. 1-12
Ice and Rain Protection.................................................................................................. 1-13
Hydraulic Power System................................................................................................ 1-13
Landing Gear and Brakes............................................................................................... 1-13

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Flight Controls................................................................................................................ 1-13

Pitot-Static System......................................................................................................... 1-14
Oxygen System.............................................................................................................. 1-14
OPERATING LIMITATIONS............................................................................................... 1-14
Weights........................................................................................................................... 1-14
Center of Gravity and Loading....................................................................................... 1-14
Airspeeds........................................................................................................................ 1-15
Maneuvering Load Factors............................................................................................. 1-16
Crew............................................................................................................................... 1-16
Kinds of Operations....................................................................................................... 1-16
Takeoff and Landing Operations.................................................................................... 1-16
Enroute Operations......................................................................................................... 1-16
Required Placards........................................................................................................... 1-16
Instrument Markings...................................................................................................... 1-17

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ILLUSTRATIONS
Figure Title Page

1-1 Hawker 400XP............................................................................................................ 1-3

1-2 General Dimensions—Beechjet 400A/Hawker 400XP............................................... 1-4
1-3 Cockpit Layout—RK 1–97, 99–109............................................................................ 1-5
1-4 Passenger Compartment (Typical)............................................................................... 1-8
1-5 Wing............................................................................................................................ 1-9
1-6 Empennage.................................................................................................................. 1-9
1-7 Entrance Door.............................................................................................................. 1-9
1-8 Emergency Escape Hatch.......................................................................................... 1-10
1-9 Aft Baggage Compartment Light and Access Panels................................................ 1-10
1-10 Aft Fuselage Doors.................................................................................................... 1-10
1-11 Windshield and Windows.......................................................................................... 1-11
1-12 Airspeed Limitations Graph...................................................................................... 1-15

TABLES
Table Title Page

1-1 Hawker Beechcraft Modifications for 400A/400XP.....................................................1-2

1-2 400A/400XP Maximum Weights................................................................................1-14

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CHAPTER 1
AIRCRAFT GENERAL

INTRODUCTION
This training manual provides a description of the major airframe and engine systems installed
in the Beechjet 400A serial RK 1 to RK 353, renamed the Hawker 400XP RK 354 and Subse-
quent. The information contained herein is intended only as an instructional aid. This material
does not supersede, nor is it meant to substitute for, any of the manufacturer’s system or operating
manuals. The material presented has been prepared from the basic design data. All subsequent
changes in airplane appearance or system operation will be covered during academic training and
in subsequent revisions to this manual. See Table 1-1 for a list of common Hawker Beechcraft
modifications. The “Annunciators” section at the back of the book displays all light indicators and
should be folded out and referred to while studying this manual.

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Table 1-1. HAWKER BEECHCRAFT MODIFICATIONS FOR 400A/400XP

SERIAL NUMBER
KIT NUMBER KIT DESCRIPTION
EFFECTIVITY
128-8001-1 Landing weight increase to 15,700 lb RK 1–23

128-5025-1 Flaps 0, 10, 20 Takeoff: Thrust increase to 2965 lb RK 1–92

128-5025-3 Thrust increase to 2965 lb only RK 1–92

128-4016-1 H-STAB ice protection improvement RK 1–19

128-4014-1 H-STAB ice protection improvement RK 20–44, 46–48
128-4014-3 H-STAB ice protection improvement RK 45, 49–77, 79–86
128-4014-5 H-STAB ice protection improvement RK 78, 87–107

128-3058-1 Aural warning to headset RK 1–295

128-5405-1 Remove windshield wiper & motor RK 1–242

128-5405-3 Cuttoff windshieldwiper RK 1–242

128-3055-3 Ignition to start button RK 1–220

128-5052 Increase takeoff weight to 16,300 lb RK 1–346

128-3042 Install WING ICE TEMP LO annunciator RK 1–44, 46–48

128-3043 Install WING ICE TEMP LO annunciator RK 45, 49–354

128-5600 Move oxygen filler port RK 156–389

128-3071-001 Remove flap buzz RK 1–507

128-9008 Fuel icing inhibitor removal, fuelheater RK 106–507

128-9009 Fuel icing inhibitor removal, paperwork RK 106–530

GENERAL
The Beechjet 400A/Hawker 400XP, certified JT15D-5 (or -5R for RK 508 and After) series
in accordance with FAR 14 CFR Part 25, is turbofan engines (Figure 1-1). The airplane
an all-metal, low-wing airplane, powered by is capable of accommodating up to 11 people
two aft fuselage-mounted Pratt and Whitney and their baggage.

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Figure 1-1. Hawker 400XP

STRUCTURES FUSELAGE
The multiframe fuselage is oval-shaped to provide
GENERAL more cabin room and passenger comfort.
Most of the structures are fabricated of high- The major frames are at the forward and aft
strength aluminum alloy, with steel and other pressure bulkheads, main entrance and escape
materials used as needed. The design is based on hatch, wing spar mounting locations, engine
fatigue resistance and fail-safe principles. The mounting, and tail mounting frame.
airplane structure is divided into three major
components: the fuselage, wing, and empennage. The cabin compartment is divided into the cockpit
General dimensions are shown in Figure 1-2. and the passenger compartment. A typical cockpit
contains the pilot and copilot seats, instrument and
control panels, and some additional equipment.
Figure 1-3 (Sheet 1 of 3), 1-3 (Sheet 2 of 3), and 1-3
(Sheet 3 of 3) depict instrument and control panels.

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BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

UNIT: FEET AND INCHES

16 FT 5 IN.
5 FT 1 IN.

13 FT 11 IN.
5 FT 1 IN. 19 FT 3 IN.
43 FT 2 IN.
48 FT 5 IN.

9 FT 4 IN.
43 FT 6 IN.

Figure 1-2. General Dimensions—Beechjet 400A/Hawker 400XP

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Figure 1-3. Cockpit Layout—RK 1–97, 99–109 (Sheet 1 of 3)

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Figure 1-3. Cockpit Layout—AMS-5000 Avionics/4-Tube

EFIS (RK 98, 110 and Subsequent) (Sheet 2 of 3)

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Figure 1-3. Cockpit Layout—Hawker 400XP 3-Tube

(RK 354 and Subsequent) (Sheet 3 of 3)

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The passenger compartment (Figure 1-4) con-

tains passenger seats, the lavatory and baggage
area, the entry door and emergency hatch, and
passenger use equipment.

DOUBLE CLUB CONFIGURATION—RK 1–97 AND 99–109

STORAGE CARRY-ON BAGGAGE TABLES CARRY-ON

AND REFRESHMENT BAGGAGE
CENTER

STANDARD 8-PLACE CABIN—RK 98, 110, AND SUBSEQUENT

Figure 1-4. Passenger Compartment (Typical)

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BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

WING DOORS
The wing (Figure 1-5) has a semimonocoque, Entrance Door
full cantilever integral design. It forms an inte-
gral fuel tank. The wing includes a roll trim An entrance door is located on the forward left
tab, inboard and outboard spoilers, and slotted side of the fuselage (Figure 1-7). It can be opened
Fowler flaps, consisting of a main flap and an by either an outside or inside handle. When either
aft flap. The wing is a swept-wing design with handle is rotated to the open position, lockpins
a sweep of 20° and a 2.5° dihedral. are retracted into the door, allowing it to swing
out and forward. The door is mounted on the
fuselage by a single hinge centered along the
forward edge. When opened, the door is restrained
from opening too far and is held open by a
door-open lock installed on the door opening or
doorframe. An inflatable seal is installed around
the periphery of the doorframe and and is held
in place by a frame and retainers. The seal is a
hollow, accordion-type rubber tube supplied with
engine bleed air in flight to seal the gap between
the door and doorframe to form an airtight seal. A
rubber strip is bonded around the edge of the door
flange for a weather seal.
Figure 1-5. Wing
When closed and locked, the door is secured by
eight latch pins actuated by either door handle.
EMPENNAGE The latch pins protrude from the door into the
The empennage (Figure 1-6) consists of a vertical doorframe. Switches are mounted at the top of the
stabilizer, a movable horizontal stabilizer, rudder, front doorframe and rear doorframe near the two
top latch fittings. These two switches are actuated
and elevators. The horizontal stabilizer is mounted
by the fore and aft latch pins and, in turn, operate
high on the vertical stabilizer at an aft hinge fitting. the door warning light on the annunciator panel,
It pivots around the hinge fitting to provide pitch arm the cabin room light switch, and control the
trim corrections. door seal valve.

Figure 1-6. Empennage

Figure 1-7. Entrance Door

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Emergency Escape Hatch Aft Fuselage Doors

An emergency escape hatch is located on the Two aft fuselage doors, upper and lower, provide
right side of the cabin just across from the cabin access to the aft fuselage baggage compartment
entrance door (Figure 1-8). This hatch is a plug and system components (Figure 1-9). Three
type, which means that it opens inward, and cabin access doors are located in the aft baggage com-
air pressure helps to force the hatch tighter into its partment (Figure 1-9) to provide inspection of
frame when the airplane is pressurized. The hatch the engine fire extinguishers and hydraulic res-
can be opened from the inside or the outside. It ervoir. Access is also available to the battery.
is held in place by two latch pins at the top of A switch is installed on the upper door (Figure
the hatch and two hinge arms at the bottom that 1-10) to operate the door unlock light on the
insert into fittings on the lower frame. The latch annunciator panel in the cockpit.
pins may be operated by a handle on the inside,
as well as by a handle on the outside of the hatch.
The inside handle can be locked by a pit pin and
locking bracket to secure the hatch while the
airplane is on the ground. The locking bracket and
pit pin must be removed before flight.

A rubber seal is mounted on the periphery of the

outer surface of the hatch to form an airtight seal.

Figure 1-9. A
 ft Baggage Compartment
Light and Access Panels

SWITCH

Figure 1-8. Emergency Escape Hatch

Figure 1-10. Aft Fuselage Doors

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BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

WINDSHIELD AND WINDOWS AIRPLANE SYSTEMS

The windshield (Figure 1-11) consists of a
laminated outer ply of glass, a core ply, and an ELECTRICAL POWER
inner ply of stretched acrylic plastic. The outer
glass ply and core ply are bonded together with The Beechjet 400A/Hawker 400XP incorporates
an interlayer of polyurethane. The core ply and DC and AC electrical systems. There is also
inner ply are bonded together with an interlayer a standby (emergency) battery system with a
of vinyl. The center portion of each windshield 30-minute power supply.
panel is heated to prevent formation of ice and
fog. The heating element is a conductive film on Primary airplane electrical power is generated
the inside of the windshield outer glass ply. by two 28-VDC, 400-amp, engine-driven starter-
generators. One 24-volt battery is a secondary
The cockpit side windows, located aft of the source of DC power. There is also provision
windshield on each side, are constructed of two to accept 28 VDC through an external power
layers of stretched acrylic plastic bonded to- receptacle.
gether with an interlayer of vinyl DBS.
AC power is supplied by two static inverters,
which produce 115 volts and 26 volts, 400-Hz
The cabin windows, entrance door window, and
AC, with a rating of 50-volt amps each.
escape hatch window are all identical and there-
fore interchangeable (Figure 1-11). Each window
consists of two plies of stretched acrylic mounted LIGHTING
in a seal to provide an airspace between the lay-
ers. There are 12 windows in RK 1–324. In serial Exterior lights include navigation lights, optional
RK 325 and Subsequent, the two aft windows anticollision lights, wing inspection lights,
were removed leaving a total of 10 windows in landing/taxi lights, an optional recognition light,
the cabin, including the one in the entrance door a rotating beacon, and optional tail flood (logo)
and the one in the escape hatch. lights. All optional lights become standard in the
Hawker 400XP (RK 354 and Subsequent).
Interior lighting consists of cockpit instrument,
map, and overhead lights. In the passenger
compartment, reading, table, and overhead
lights may be used. Also, NO SMOKING and
FASTEN SEAT BELT lights are installed. An aft
compartment light uses battery power to light the
baggage area when the door is open and the light
switch is on.
Emergency lighting consists of emergency
exit lights, emergency exit outside lights, and
emergency cabin general lights. Emergency exit
lights are installed above the entrance door and
escape hatch door in the cabin. Emergency exit
outside lights are installed in the door frame
below the door hinge at the entrance door and in
the top of the door frame of the escape hatch door.
Emergency cabin general lights are installed
on the cabin ceiling. All emergency lights are
Figure 1-11. Windshield and Windows controlled by a switch located on the upper right
corner of the overhead switch panel.

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MASTER WARNING SYSTEM into either nacelle, or both, in sequence, into the
same nacelle.
The Beechjet 400A/Hawker 400XP is equipped
with a master warning/caution and annunciator
panel system. ENVIRONMENTAL SYSTEMS
The pneumatic system extracts engine bleed air
The annunciator panels are located on the and controls, regulates, and distributes it to the
center instrument panel. The system consists air-conditioning, pressurization, and anti-icing
of MASTER WARNING lights, MASTER systems. Bleed air is also used in the operation of
CAUTION lights, and the warning/caution the temperature control system and to inflate the
annunciators. cabin door seal. During normal operation, most
functions are automatic. Manual adjustments
FUEL SYSTEM may be required for cabin rate of climb and tem-
perature selection. Ram air may be used for cabin
Each engine has its own fuel system, stored in the ventilation when the pressurization system is not
left and right main tanks. There is also storage in use.
in the fuselage tank system. A filler port on each
wing upper surface fills each main tank. The fuse-
lage tank filler port is on the aft fuselage surface Air Conditioning
above the right engine pylon. The fuselage tank The air-conditioning system uses bleed air to control
can be fueled by gravity fill only. Crossfeed opera- the temperature in the cockpit and the cabin areas.
tion is available to supply both engines from either It is routed to an air cycle machine located in the aft
main tank fuel. fuselage. Ram air, supplied by two flush scoops on
either side of the dorsal fin, passes over the primary
POWERPLANTS and secondary heat exchangers, cooling the bleed air
within. Further cooling is effected by passing it over
The Beechjet 400A/Hawker 400XP is pow- a cooling turbine. The moisture content is drawn off
ered by two aft pod-mounted Pratt and and sprayed on the heat exchangers to aid cooling.
Whitney JT15D-5 or -5R turbofan engines.
Starting at RK 93 and subsequent, or RK 1–92 Some of the cold air is routed to eyeball outlets.
Modified by kits 128-5025-1 or -3, each engine The rest is routed to mixing chambers, where it is
produces 2,965 pounds takeoff-rated thrust (static) combined with hot bleed air to achieve the tem-
on a standard day. RK 1–92 Not Modified each perature selected by the pilot, who can also select
engine produces 2,900 pounds takeoff-rated thrust AUTO or MAN temperature control.
(static) on a standard day. All engines are limited
to 2,900 pounds for maximum continuous thrust.
Thrust levers and a friction lever are located on Pressurization
the center pedestal. All engine indications are cen- The cabin is pressurized by the flow of air from the
trally located on the center instrument panel. cockpit and cabin air outlets. Cabin pressurization
control is accomplished by modulating discharge
FIRE PROTECTION air from the cabin. This system uses a variable
isobaric controller to drive two outflow-safety
Engine fire protection employs a closed loop valves through a pneumatic relay. Both outflow-
sensor and both aural and visual cockpit warning safety valves modulate the flow of air discharged
systems. from the cabin during normal operation. Either
or both valves open automatically, as required,
Depressing the fire warning indicator switchlight to provide positive or negative pressure-relief
closes fuel and hydraulic shutoff valves, trips the protection. Both valves are connected to cabin
generator field, and arms both fire-extinguishing altitude pressure regulators, which automatically
containers. Either container may be discharged override a controller failure and prevent the cabin
altitude from exceeding 12,500 feet. A manual
control valve, mounted on the right side of the

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instrument panel, is used to manually depressurize Fluid flow to the pumps passes through shutoff
the cabin to an altitude of 12,500 feet maximum. valves controlled either by FIRE PUSH switches
or valve control switches, all located on the
Complete and rapid depressurization is obtained shroud panel.
by turning the quick-dump valve.
System pressure is shown on the HYD PRESS
indicator. There is also an automatic pressure-
ICE AND RAIN PROTECTION relief valve. If the relief valve fails to limit
pressure, there is a HYD PRESS switch adjacent
Ice and rain protection devices are divided into to the gauge. Raising the guard and positioning
three groups: the switch to REL opens a dump valve to relieve
• Anti-ice and defogging systems which use all system pressure.
bleed air
• Anti-ice and heating systems, which use LANDING GEAR AND BRAKES
electric power
• Windshield wipers The Beechjet 400A/Hawker 400XP landing
gear is electrically controlled and hydraulically
The subsystems employing bleed air as a thermal actuated and is enclosed by mechanical and
source are: hydraulically actuated doors. Gear position and
• Engine anti-ice warning are provided by indicator lights and a
warning horn.
• Wing anti-ice
• Windshield defogging Nosewheel steering is mechanically actuated by
the rudder pedals to provide directional control
The subsystems that derive the anti-icing on the ground. A separate, self-contained
capability from an electric source are: shimmy damper prevents nosewheel shimmy.
• Windshield heat and supplemental side
window defogging The power brakes are master cylinder controlled,
featuring electrical antiskid protection.
• Horizontal stabilizer and elevator horn
• Air data systems FLIGHT CONTROLS
Rain removal is accomplished by a left and right The Beechjet 400A/Hawker 400XP primary flight
electric windshield wiper (removed after RK 242 controls are all manually activated. They include
and earlier by KIT 128-5405). The kit applies the rudder, elevators, and spoilers.
PPG Surface SealTM to the windshield causing
water to bead up and roll off the windshield. Electrically operated trim is provided in all three
axes. Pitch trim is accomplished by a movable
horizontal stabilizer, yaw and roll with trim tabs.
HYDRAULIC POWER SYSTEM
The Beechjet 400A/Hawker 400XP hydraulic Secondary flight controls consist of the flaps and
system generates power for the landing gear and speedbrakes, both electrically controlled and
doors, flaps, speedbrakes, wheel brakes, and hydraulically actuated.
thrust reversers.
A stall warning system warns of impending stalls
The system’s pressure is generated by two by control column shaking, stall recognition
variable-volume, engine-driven pumps that draw lights, aural warning, and an angle-of-attack
fluid from a common reservoir. Either pump can display on cockpit indicators.
actuate all subsystems.

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A yaw damper compensates for yaw tendencies

by automatic deflection of the rudder surface, as Table 1-2. 400A/400XP MAXIMUM WEIGHTS
required. RK 347 and
Subsequent
RK 1–346 or with
PITOT-STATIC SYSTEM Modification
KIT 128-5052
The pitot-static system is installed as two Maximum ramp weight 16,300 lb 16,500 lb
independent systems. The pitot-static systems
Maximum takeoff weight 16,100 lb 16,300 lb
provide dynamic pressure information to their
respective air data computers which provide Maximum landing weight 15,700 lb 15,700 lb
mach, IAS, altitide and vertical speed to both
cockpit instrumentation and autopilot computers. NOTE
The static system also provides static pressure Operating takeoff and landing
to the air data computer. A third static system weights may be further limited by
provides static pressure to the cabin altitude the performance requirements of
differential pressure indicator. Section 5 of the AFM.

OXYGEN SYSTEM
CENTER OF GRAVITY AND
The oxygen system uses a high-pressure cylinder LOADING
for the crew and passengers. The crew system will
be turned on for all phases of flight. The passenger RK 1 to RK 346
system is armed to automatically drop the masks
if a depressurization occurs but can be manually Fuselage fuel is restricted as specified for zones
dropped by pulling the passenger oxygen knob. A, B, and C with full wing fuel as follows:
• Zone A—Any amount of fuselage fuel up
OPERATING to full tanks.
LIMITATIONS • Zone B—The difference between ZFW
and 13,437 pounds may be loaded in fuse-
This airplane complies with 14 CFR Part 25 lage tanks.
and Part 36. Operations in compliance with the • Zone C—Fuselage tanks are limited to the
limitations presented in this section and in the value shown on the guideline appropriate
applicable supplements of Section 7 of the AFM ZFW location.
are required by Federal Aviation Regulations.
RK 347 and Subsequent or RK
WEIGHTS 1 to RK 346 Modified by KIT
Empty weight is determined in accordance with 128-5052
the information provided in Section 6, “Weight Fuselage fuel is restricted as specified for Zones
and Balance,” of the AFM, which includes the B and C with full wing fuel:
necessary loading instructions.
• Zone A—No restriction—any amount in
• Maximum Zero Fuel Weight....... 13,000 lb fuselage tanks.
• Maximum Floor Loading......... 65 lb/sq ft • Zone B—The difference between ZFW
• Baggage Compartment........... 125 lb/sq ft and 13,637 pounds may be loaded in fuse-
lage tanks.
• Zone C—Fuselage tanks limited to
the guideline amount versus the ZFW
location.

1-14 FOR TRAINING PURPOSES ONLY Revision 1.1

 1 AIRCRAFT GENERAL
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Refer to Section 6, “Weight and Balance,” of the VFE (flaps 30°)................................................ 165
AFM for detailed procedures to comply with the
center-of-gravity and load distribution limits. VLE/VLO (normal operation).......................... 200

VLO (emergency operation)........................... 150

AIRSPEEDS
Speeds shown are knots of indicated airspeed VLL (landing lights)........................................ 200
(KIAS) or indicated MACH (MI), as appropriate.
VSB (speed brakes).................................. No limit
VMO (SL to 8,000 ft)...................................... 264
MSB (speed brakes)................................. No limit
VMO (8,000 ft to 11,000 ft)............... 264 to 320*
VMCA (flaps 0°)................................................ 96
VMO (11,000 ft to 26,000 ft).......................... 320
VMCA (flaps 10° and 20°)................................. 89
MMO (above 26,000 ft).................................. 0.78
VMCG (flaps 0°, 10°, and 20°).......................... 88
VA............................................... See Figure 1-12
VWW (windshield wiper, removed RK 243
VFE/VFO (flaps 10° and 20°).......................... 200 and Subsequent)............................................. 200
VFO (flaps 30°)............................................... 170 VTIRE.......................................................... 165**
*Linear variation between points shown.
**Stated in terms of true speed on the ground.
45,000
38,000 FT
40,000 246 KIAS

MM
35,000 O
=0
.78
30,000
VA
ALTTITUDE~FEET

26,000 FT
25,000 320 KIAS

20,000 213 KIAS

15,000
FT
8000 S 11,000 FT
IA
10,000 264 K 320 KIAS
VA

5,000
210 KIAS
S. L.
160 180 200 220 240 260 280 300 320 340
150 170 190 210 230 250 270 290 310 330 350
IAS~KNOTS

Figure 1-12. Airspeed Limitations Graph

Revision 1 FOR TRAINING PURPOSES ONLY 1-15

1 AIRCRAFT GENERAL

BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

MANEUVERING LOAD TAKEOFF AND LANDING

FACTORS OPERATIONS
Flaps 0°............................................ –1.0 to 3.2 g Maximum weight........................... See Section 5
of the AFM
Flaps 10°, 20° and 30°.......................... 0 to 2.0 g
Airport elevation
Maximum accelerations can limit the allowable (pressure altitude)......................... Up to 10,000 ft
angle-of-bank turns and the severity of pullup
maneuvers. Ambient
temperature......................... –40°C to ISA +35°C
CREW Maximum tail wind component
Minimum flight crew..................... One pilot and for takeoff and landing................................. 10 kt
one copilot
Maximum demonstrated crosswind
for takeoff and landing................................. 25 kt
KINDS OF OPERATIONS
This airplane is certified in the transport cat- Maximum fuel imbalance
egory and is eligible for the following kinds of for takeoff................................................... 100 lb
operations when the appropriate instruments and
equipment required by the airworthiness and/or Maximum fuel imbalance
operating regulations are installed, approved, and for landing.................................................. 300 lb
in operable condition:
Air data computers.............. Operative for takeoff
• Day
• Night Cabin pressurization...................... Unpressurized
for landing
• VFR
• IFR ENROUTE OPERATIONS
• Known icing conditions Maximum weight........................... See Section 6
of the AFM
The following operations are not authorized: Ambient
• Acrobatic maneuvers air temperature.................... –65°C to ISA +35°C
• Spins See Section 5 in the AFM for compressibility
• Takeoffs and landings from unprepared effects. Extension of gear, flaps, and landing
surfaces lights is prohbited above 20,000 feet.
• Ditching under 14 CFR Part 25.801 Flight above
28,000 feet........................................ Yaw damper
must be operative

Maximum fuel imbalance.......................... 300 lb

REQUIRED PLACARDS
For specific information, refer to Section 2,
“Operating Limitations,” of the manufacturer’s
Pilot’s Operating Manual.

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 1 AIRCRAFT GENERAL
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

INSTRUMENT MARKINGS
Fan RPM (N1)
Green arc.................................................................. 20 to 104%

Red line maximum............................................................ 104%

Interturbine Temperature (ITT)

Green arc............................................................... 100 to 680°C

Yellow arc.............................................................. 680 to 700°C

Red line maximum............................................................ 700°C

Turbine RPM (N2)

Green arc.................................................................... 52 to 96%

Red line maximum.............................................................. 96%

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1 AIRCRAFT GENERAL

BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Oil Pressure
Red line minimum............................................................ 40 psi

Green arc (narrow)................................................... 40 to 60 psi

Green arc (wide)...................................................... 60 to 83 psi

Red line............................................................................. 83 psi

Red triangle..................................................................... 150 psi

Oil Temperature
Green arc................................................................. 10 to 121°C

Yellow arc................................................................ –40 to 10°C

Red line............................................................................. 121°C

Red triangle....................................................................... 135°C

Airspeed (Two-Tube EFIS)

Red line..................................................................... VMO/MMO

Airspeed (Three- and Four-Tube EFIS)

Airspeed Indicator (Left Side of PFD)
Overspeed cue .......................................................... VMO/MMO

Low speed cue........................................................................ VS

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 1 AIRCRAFT GENERAL
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Standby Airspeed Indicator

Red line..................................................................... VMO/MMO

Ammeter
Green arc............................................................. 0 to 440 amps

Yellow arc................................................. 260 to 440 amps

Red line maximum............................................... 440 amps

Transit.................................................................. 525 amps

Voltmeter
Red line.......................................................................... 32 volts

Revision 1 FOR TRAINING PURPOSES ONLY 1-19

1 AIRCRAFT GENERAL

BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Battery Temperature (if Nickel-Cadmium

battery installed) RK 1–48 Except RK 45
Green arc................................................................ Up to 120°F

Yellow arc..................................................... 120° to 150°F

Red arc.......................................................... 150° to 190°F

RK 45 and RK 49–97
(if Nickel-Cadmium battery installed)
Green arc................................................................ Up to 135°F

Yellow arc..................................................... 135° to 150°F

Red arc.......................................................... 150° to 190°F

NOTE
On RK 98 and Subsequent, the battery temperature indicator is
removed.

Oxygen Pressure
Yellow arc............................................................... 0 to 200 psi

Green arc................................................ 1,600 to 1,850 psi

Red line maximum................................................ 2,000 psi

1-20 FOR TRAINING PURPOSES ONLY Revision 1

 1 AIRCRAFT GENERAL
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Cabin Differential Pressure

Green arc.................................................................. 0 to 9.1 psi

Red line maximum................................................... 9.1 psi

Fuel Temperature
Red line minimum.......................................................... –40°C

Red line maximum...................................................... 50°C

Hydraulic Pressure
Yellow arc............................................................... 0 to 400 psi

Green arc................................................ 1,350 to 1,550 psi

Red line maximum................................................ 1,850 psi

Revision 1 FOR TRAINING PURPOSES ONLY 1-21

1 AIRCRAFT GENERAL

BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Emergency Brake and

Gear Door Pressure
Red arc................................................................. 0 to 1,200 psi

Yellow arc.................................................... 1,200 to 1,350 psi

Green arc................................................ 1,350 to 1,500 psi

Red arc.................................................... 1,500 to 2,100 psi

Emergency Brake and

Gear Door Pressure
Red arc................................................................. 0 to 1,200 psi

Yellow arc.................................................... 1,200 to 1,350 psi

Green arc................................................ 1,350 to 1,650 psi

Red line maximum................................................ 1,650 psi

Pitch Trim
Red line minimum............................................................ –1.3°

Green arc...................................................... –5.6° to –6.4°

Red line maximum...................................................... –11°

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page

2 ELECTRICAL POWER
INTRODUCTION................................................................................................................... 2-1

SYSTEMS
GENERAL............................................................................................................................... 2-1
DC ELECTRICAL SYSTEM.................................................................................................. 2-2
DC Power Generation....................................................................................................... 2-2
DC Power Distribution..................................................................................................... 2-4
Battery System............................................................................................................... 2-23
External Power System................................................................................................... 2-24
AC Electrical System..................................................................................................... 2-25
AC Power Generation..................................................................................................... 2-25
Controls and Indicators.................................................................................................. 2-30
AC Power Distribution................................................................................................... 2-31
STANDBY POWER SYSTEM............................................................................................. 2-33
General........................................................................................................................... 2-33
Controls and Indicators.................................................................................................. 2-33
Limitations..................................................................................................................... 2-33
Instrument Markings...................................................................................................... 2-33
QUESTIONS......................................................................................................................... 2-35

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page

2-1 DC Electrical System Diagram (3/4 EFIS System)..................................................... 2-3

2-2 Generator MASTER and GEN RESET Switches....................................................... 2-4

2 ELECTRICAL POWER
2-3 DC Voltage Selector Switch, Voltmeter, and Ammeters.............................................. 2-4

SYSTEMS
2-4 Electrical—Power OFF................................................................................................ 2-5
2-5 Electrical—Standby Power ON................................................................................... 2-6
2-6 Electrical—Standby Power ON Battery ON................................................................ 2-7
2-7 Electrical—Battery Start............................................................................................. 2-8
2-8 Electrical—Right Gen On Line................................................................................... 2-9
2-9 Electrical—Generator Assisted Start......................................................................... 2-10
2-10 Electrical—Both Generators On Line....................................................................... 2-11
2-11 Electrical—External Power Start, Second Engine..................................................... 2-12
2-12 Electrical—L-R Gen Reset OFF, Battery ON........................................................... 2-13
2-13 Electrical—L-R Gen Master EMER, Bat ON or OFF.............................................. 2-14
2-14 Electrical—L-R Gen Masters EMER, Battery EMER.............................................. 2-15
2-15 Electrical—L Gen Failed........................................................................................... 2-16
2-16 Electrical—L Bus FDR Fail...................................................................................... 2-17
2-17 Electrical—Emer BUS FDR Fail............................................................................... 2-18
2-18 Power Distribution System Diagram......................................................................... 2-20
2-19 Secondary Power Distribution System Circuit Breakers........................................... 2-21
2-20 Emergency Power Distribution System Diagram...................................................... 2-22
2-21 BATTERY Switch...................................................................................................... 2-24
2-22 Battery Temperature Warning System (RK 1–97, if equipped with Nickel-Cadmium
battery)....................................................................................................................... 2-24
2-23 External Power System (Receptacle)......................................................................... 2-25

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

2-24 Electrical—AC Power................................................................................................ 2-26

2-25 Electrical—Inverter 2 Fail......................................................................................... 2-27
2-26 Electrical—Inverter 1 Fail......................................................................................... 2-28
2-27 Electrical—Dual Gen Fail......................................................................................... 2-29
2-28 AC Electrical System Diagram................................................................................. 2-30
2 ELECTRICAL POWER

2-29 Inverter Switches....................................................................................................... 2-30

SYSTEMS

2-30 Voltmeter and Voltage Selector Switch..................................................................... 2-31

2-31 Inverter Selector Switch............................................................................................ 2-32
2-32 Standby Power System Control and Indication......................................................... 2-33

TABLES
Table Title Page

2-1 Instrument Markings...................................................................................................2-33

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 2
ELECTRICAL POWER SYSTEMS

2 ELECTRICAL POWER
SYSTEMS
INTRODUCTION
The Beechjet 400A/Hawker 400XP aircraft incorporate three electrical power systems: the DC
electrical system, the AC electrical system, and the standby power system.
The DC electrical system consists of generators and associated controls and indicators, a power
distribution system, a battery system, and an external power system. The AC electrical system
consists of two inverters, a power distribution system, and associated controls and indicators. The
standby power system consists of a battery, an on/arm-off switch, and indicators.

GENERAL
The electrical power systems generate, control, The AC electrical system supplies all the
and supply AC and DC power to the various electrical power required by various AC-powered
airplane systems. The DC electrical system airplane systems.
supplies all the DC electrical power required by
various DC-powered airplane systems; the system Starter-generators and inverters normally
is also the power source for the inverters used in produce all electrical power for the DC electrical
the AC electrical system. and AC electrical systems. If both the AC and
the DC electrical systems fail, the standby power
system supplies power to essential systems
required for flight.
Revision 1 FOR TRAINING PURPOSES ONLY 2-1
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

DC ELECTRICAL RESET switches, a DC voltage selector switch,

a DC voltmeter, two DC ammeters, and two
SYSTEM generator-off lights. The controls and indicators
provide a means for the pilot to control and moni-
The DC electrical system (Figure 2-1) includes tor the DC generators.
two starter-generators, one mounted on each
engine accessory gearbox, a DC power distribution
system, a battery located in the aft fuselage GEN RESET Switches
compartment, and an external power system. Two GEN RESET switches (Figure 2-2) are
2 ELECTRICAL POWER

located on the overhead panel. They are the lever-

Two 28.5-VDC, 400-amp, engine-driven starter- lock, toggle type with three positions: NORM,
SYSTEMS

generators normally supply electrical power to OFF, and RESET. With the switches in the NORM
the airplane. A 24-VDC, 36-amp-hour, nickel- position, the generator control functions automat-
cadmium battery (RK 1 – RK 97) or 24-VDC, ically. In the OFF position, the switches isolate
40 amp-hour lead-acid battery (RK 98 and after the generators from the main buses. The momen-
or earlier if modified by STC) supplies electri- tary RESET position resets a generator which
cal power for engine starting and for emergency has tripped due to overvoltage, feeder faults, or
requirements. A 28-VDC external power recep- engine fire switch actuation.
tacle, located on the tail, provides the means to
connect a ground power unit (GPU) to the DC
electrical system. Generator MASTER Switches
There are two generator MASTER switches (Fig-
DC POWER GENERATION ure 2-2) located on the overhead panel. They are
toggle-type, two-position, guarded switches. The
DC Generators two positions are labeled “NORM” and “EMER.”
When the guard is closed, the applicable switch
The two engine-driven starter-generators provide is in the NORM position. Lifting the red guards
primary electrical power for the DC electrical and placing the MASTER switches in the EMER
system. In addition, the generators function as position when the battery switch is left on isolates
starter motors. All generator power is distributed the generators and the battery from the distribu-
through two main buses. The power from the main tion system. When the MASTER switches are in
buses is routed in parallel through two remote the EMER position, the battery can be connected
control circuit breakers (RCCBs) and then to the to the emergency bus by selecting EMER on the
battery charge bus. BATTERY switch.

A generator control unit (GCU) for each generator

uses solid-state circuitry to provide control of both DC Selector Switch and
starting and generating modes of operation. The Gauges
GCU incorporates an equalizing function which The DC voltage selector switch is colocated with
allows both generators to operate in parallel and the DC voltmeter and two DC ammeters (Fig-
to share the system load equally. ure 2-3). On the Beechjet 400A/Hawker 400XP,
they are at the forward end of the overhead panel.
The GCU also provides protection against reverse The switch has three positions: LH GEN, BAT,
current, differential fault, overvoltage conditions, and RH GEN. The pilot uses the switch to select
and ground faults. either one of the generators or the battery while
monitoring the DC voltmeter.
Generator Controls and
Indicators DC Voltmeter
The generator controls and indicators consist The DC voltmeter is located on the opposite end
of the generator MASTER switches, the GEN of the panel from the DC voltage selector switch.

2-2 FOR TRAINING PURPOSES ONLY Revision 1

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2 ELECTRICAL POWER
SYSTEMS
Figure 2-1. DC Electrical System Diagram (3/4 EFIS System)
Revision 1 FOR TRAINING PURPOSES ONLY 2-3
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

It indicates the voltage being supplied by the

selected voltage source. The meter’s scale ranges
from 0 to 34 volts with a red arc at 32 volts.

DC Ammeters
Two DC ammeters (LH and RH), installed near
the overhead switch panel, display the load
current supplied by the respective generator. The

2 ELECTRICAL POWER
ammeters have a green arc from 0 to 440 amps,
yellow arc (inside the green arc) from 260 to 440

SYSTEMS
amps, red line at 440 amps and a red triangle at
525 amps.

Generator-Off Lights
Two amber generator-off lights, labeled
‘‘L GEN OFF’’ and ‘‘R GEN OFF,’’ are located
on the annunciator panel. These annunciators
illuminate whenever a generator has been isolated
from its main bus. The master caution lights also
illuminate when one of the generator off lights
comes on.

DC POWER DISTRIBUTION
The DC power distribution system (Figure 2-4
through Figure 2-17) includes two independent
systems: a left distribution system and a right
Figure 2-2. G
 enerator MASTER and distribution system. Each has a power source and
GEN RESET Switches bus system to supply DC power to the various
electrical system demands in the airplane.
The two systems operate in parallel, and the
generators share equally the airplane’s electrical
load. However, in an emergency, both systems
can be supplied by one power source via the bus-
tie system.

The DC power distribution system is further

divided into four subsystems:
• Power source distribution
• Primary power distribution
• Secondary power distribution
• Emergency power distribution

Figure 2-3. D
 C Voltage Selector Switch,
Voltmeter, and Ammeters

2-4 FOR TRAINING PURPOSES ONLY Revision 1

 115 VAC 26 VAC LH NON RH NON 115 VAC 26 VAC
STANDBY BUS
ESS BUS ESS BUS

NO. 1 NO. 2

Revision 1
INVERTER LOAD LOAD INVERTER
SHED SHED
RELAY RELAY

STANDBY
LH RADIO BUS POWER STBY RH RADIO BUS
SWITCH BATT
AHRS NO. 2
AUX LH OVERHEAD RH OVERHEAD INVERTER
BATT BUS BUS RELAY

EMER BUS

EMER BUS EMER

TIE-IN BUS
LH LOAD BUS RELAY RELAY RH LOAD BUS

COCKPIT

CABIN

AFT BULKHEAD

LH MAIN BUS BATT CHARGE BUS RH MAIN BUS

L R
AMPS VOLTS HOT BUS AMPS
BATTERY
TIE-IN
RELAY GALLEY BUS
LH GENERATOR VOLTAGE RH GENERATOR
RELAY SELECTOR GALLEY PWR RELAY
SWITCH RELAY

FOR TRAINING PURPOSES ONLY

BATT VOLTAGE
SWITCH
GCU GCU
START BUS
LH STARTER- RH STARTER-
GENERATOR LH STARTER RH STARTER GENERATOR
RELAY RELAY
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

EXT PWR BATTERY

RELAY RELAY

BATTERY

Figure 2-4. Electrical—Power OFF

2-5
2 ELECTRICAL POWER
SYSTEMS
 SYSTEMS
2 ELECTRICAL POWER

115 VAC 26 VAC LH NON STANDBY BUS RH NON 115 VAC 26 VAC

2-6
ESS BUS ESS BUS

NO. 1 NO. 2
INVERTER LOAD LOAD INVERTER
SHED SHED
RELAY RELAY

STANDBY
LH RADIO BUS POWER STBY RH RADIO BUS
SWITCH BATT
AHRS NO. 2
AUX LH OVERHEAD RH OVERHEAD INVERTER
BATT BUS BUS RELAY

EMER BUS

EMER BUS EMER

TIE-IN BUS
LH LOAD BUS RELAY RELAY RH LOAD BUS

COCKPIT

CABIN

AFT BULKHEAD

LH MAIN BUS BATT CHARGE BUS RH MAIN BUS

L R
AMPS VOLTS HOT BUS AMPS
BATTERY
TIE-IN
RELAY GALLEY BUS
LH GENERATOR VOLTAGE RH GENERATOR
RELAY SELECTOR GALLEY PWR RELAY
SWITCH RELAY

FOR TRAINING PURPOSES ONLY

BATT VOLTAGE
SWITCH
GCU GCU
START BUS
LH STARTER- RH STARTER-
GENERATOR LH STARTER RH STARTER GENERATOR
RELAY RELAY
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

EXT PWR BATTERY

RELAY RELAY

BATTERY

Figure 2-5. Electrical—Standby Power ON

Revision 1
 115 VAC 26 VAC LH NON RH NON 115 VAC 26 VAC
STANDBY BUS
ESS BUS ESS BUS

NO. 1 NO. 2

Revision 1.1
INVERTER LOAD LOAD INVERTER
SHED SHED
RELAY RELAY

STANDBY
LH RADIO BUS POWER STBY RH RADIO BUS
SWITCH BATT
AHRS NO. 2
AUX LH OVERHEAD RH OVERHEAD INVERTER
BATT BUS BUS RELAY

EMER BUS

EMER BUS EMER

TIE-IN BUS
LH LOAD BUS RELAY RELAY RH LOAD BUS

COCKPIT

CABIN

AFT BULKHEAD

LH MAIN BUS BATT CHARGE BUS RH MAIN BUS

L R
AMPS VOLTS HOT BUS AMPS
BATTERY
TIE-IN
RELAY GALLEY BUS
LH GENERATOR VOLTAGE RH GENERATOR
RELAY SELECTOR GALLEY PWR RELAY
SWITCH RELAY

FOR TRAINING PURPOSES ONLY

BATT VOLTAGE
SWITCH
GCU GCU
START BUS
LH STARTER- RH STARTER RH STARTER-
GENERATOR LH STARTER GENERATOR
RELAY RELAY
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

EXT PWR BATTERY

RELAY RELAY

BATTERY

Figure 2-6. Electrical—Standby Power ON Battery ON

2-7
2 ELECTRICAL POWER
SYSTEMS
 SYSTEMS
2 ELECTRICAL POWER

2-8
115 VAC 26 VAC LH NON RH NON 115 VAC 26 VAC
STANDBY BUS
ESS BUS ESS BUS

NO. 1 NO. 2
INVERTER LOAD LOAD INVERTER
SHED SHED
RELAY RELAY

STANDBY
LH RADIO BUS POWER STBY RH RADIO BUS
SWITCH BATT
AHRS NO. 2
AUX LH OVERHEAD RH OVERHEAD INVERTER
BATT BUS BUS RELAY

EMER BUS

EMER BUS EMER

TIE-IN BUS
LH LOAD BUS RELAY RELAY RH LOAD BUS

COCKPIT

CABIN

AFT BULKHEAD

LH MAIN BUS BATT CHARGE BUS RH MAIN BUS

L R
AMPS VOLTS HOT BUS AMPS
BATTERY
TIE-IN
RELAY GALLEY BUS
LH GENERATOR VOLTAGE RH GENERATOR
RELAY SELECTOR GALLEY PWR RELAY
SWITCH RELAY

FOR TRAINING PURPOSES ONLY

BATT VOLTAGE
SWITCH
GCU GCU
START BUS
LH STARTER- RH STARTER-
GENERATOR LH STARTER RH STARTER GENERATOR
RELAY RELAY
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

EXT PWR BATTERY

RELAY RELAY

BATTERY

Figure 2-7. Electrical—Battery Start

Revision 1.1
 115 VAC 26 VAC LH NON RH NON 115 VAC 26 VAC
STANDBY BUS
ESS BUS ESS BUS

NO. 1 NO. 2

Revision 1.1
INVERTER LOAD LOAD INVERTER
SHED SHED
RELAY RELAY

STANDBY
LH RADIO BUS POWER STBY RH RADIO BUS
SWITCH BATT
AHRS NO. 2
AUX LH OVERHEAD RH OVERHEAD INVERTER
BATT BUS BUS RELAY

EMER BUS

EMER BUS EMER

TIE-IN BUS
LH LOAD BUS RELAY RELAY RH LOAD BUS

COCKPIT

CABIN

AFT BULKHEAD

LH MAIN BUS BATT CHARGE BUS RH MAIN BUS

L R
AMPS VOLTS HOT BUS AMPS
BATTERY
TIE-IN
RELAY GALLEY BUS
LH GENERATOR VOLTAGE RH GENERATOR
RELAY SELECTOR GALLEY PWR RELAY
SWITCH RELAY

FOR TRAINING PURPOSES ONLY

BATT VOLTAGE
SWITCH
GCU GCU
START BUS
LH STARTER- RH STARTER-
GENERATOR LH STARTER RH STARTER GENERATOR
RELAY RELAY
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

EXT PWR BATTERY

RELAY RELAY

BATTERY

Figure 2-8. Electrical—Right Gen On Line

2-9
2 ELECTRICAL POWER
SYSTEMS
 SYSTEMS
2 ELECTRICAL POWER

115 VAC 26 VAC LH NON RH NON 115 VAC 26 VAC

STANDBY BUS
ESS BUS ESS BUS

2-10
NO. 1 NO. 2
INVERTER LOAD LOAD INVERTER
SHED SHED
RELAY RELAY

STANDBY
LH RADIO BUS POWER STBY RH RADIO BUS
SWITCH BATT
AHRS NO. 2
AUX LH OVERHEAD RH OVERHEAD INVERTER
BATT BUS BUS RELAY

EMER BUS

EMER BUS EMER

TIE-IN BUS
LH LOAD BUS RELAY RELAY RH LOAD BUS

COCKPIT

CABIN

AFT BULKHEAD

LH MAIN BUS BATT CHARGE BUS RH MAIN BUS

L R
AMPS VOLTS HOT BUS AMPS
BATTERY
TIE-IN
RELAY GALLEY BUS
LH GENERATOR VOLTAGE RH GENERATOR
RELAY SELECTOR GALLEY PWR RELAY
SWITCH RELAY

FOR TRAINING PURPOSES ONLY

BATT VOLTAGE
SWITCH
GCU GCU
START BUS
LH STARTER- RH STARTER-
GENERATOR LH STARTER RH STARTER GENERATOR
RELAY RELAY
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

EXT PWR BATTERY

RELAY RELAY

BATTERY

Figure 2-9. Electrical—Generator Assisted Start

Revision 1.1
 115 VAC 26 VAC LH NON RH NON 115 VAC 26 VAC
STANDBY BUS
ESS BUS ESS BUS

NO. 1 NO. 2
INVERTER LOAD LOAD INVERTER

Revision 1.1
SHED SHED
RELAY RELAY

STANDBY
LH RADIO BUS POWER STBY RH RADIO BUS
SWITCH BATT
AHRS NO. 2
AUX LH OVERHEAD RH OVERHEAD INVERTER
BATT BUS BUS RELAY

EMER BUS

EMER BUS EMER

TIE-IN BUS
LH LOAD BUS RELAY RELAY RH LOAD BUS

COCKPIT

CABIN

AFT BULKHEAD

LH MAIN BUS BATT CHARGE BUS RH MAIN BUS

L R
AMPS VOLTS HOT BUS AMPS
BATTERY
TIE-IN
RELAY GALLEY BUS
LH GENERATOR VOLTAGE RH GENERATOR
RELAY SELECTOR GALLEY PWR RELAY
SWITCH RELAY

FOR TRAINING PURPOSES ONLY

BATT VOLTAGE
SWITCH
GCU GCU
START BUS
LH STARTER- RH STARTER-
GENERATOR LH STARTER RH STARTER GENERATOR
RELAY RELAY
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

EXT PWR BATTERY

RELAY RELAY

BATTERY

Figure 2-10. Electrical—Both Generators On Line

2-11
2 ELECTRICAL POWER
SYSTEMS
 SYSTEMS
2 ELECTRICAL POWER

115 VAC 26 VAC LH NON RH NON 115 VAC 26 VAC

STANDBY BUS
ESS BUS ESS BUS

2-12
NO. 1 NO. 2
INVERTER LOAD LOAD INVERTER
SHED SHED
RELAY RELAY

STANDBY
LH RADIO BUS POWER STBY RH RADIO BUS
SWITCH BATT
AHRS NO. 2
AUX LH OVERHEAD RH OVERHEAD INVERTER
BATT BUS BUS RELAY

EMER BUS

EMER BUS EMER

TIE-IN BUS
LH LOAD BUS RELAY RELAY RH LOAD BUS

COCKPIT

CABIN

AFT BULKHEAD

LH MAIN BUS BATT CHARGE BUS RH MAIN BUS

L R
AMPS VOLTS HOT BUS AMPS
BATTERY
TIE-IN
RELAY GALLEY BUS
LH GENERATOR VOLTAGE RH GENERATOR
RELAY SELECTOR GALLEY PWR RELAY
SWITCH RELAY

FOR TRAINING PURPOSES ONLY

BATT VOLTAGE
SWITCH
GCU GCU
START BUS
LH STARTER- RH STARTER-
GENERATOR LH STARTER RH STARTER GENERATOR
RELAY RELAY
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

EXT PWR BATTERY

RELAY RELAY

28VDC 1000-1500AMPS

BATTERY

Figure 2-11. Electrical—External Power Start, Second Engine

Revision 1.1
 115 VAC 26 VAC LH NON RH NON 115 VAC 26 VAC
STANDBY BUS
ESS BUS ESS BUS

NO. 1 NO. 2
INVERTER LOAD LOAD INVERTER

Revision 1.1
SHED SHED
RELAY RELAY

STANDBY
LH RADIO BUS POWER STBY RH RADIO BUS
SWITCH BATT
AHRS NO. 2
AUX LH OVERHEAD RH OVERHEAD INVERTER
BATT BUS BUS RELAY

EMER BUS

EMER BUS EMER

TIE-IN BUS
LH LOAD BUS RELAY RELAY RH LOAD BUS

COCKPIT

CABIN

AFT BULKHEAD

LH MAIN BUS BATT CHARGE BUS RH MAIN BUS

L R
AMPS VOLTS HOT BUS AMPS
BATTERY
TIE-IN
RELAY GALLEY BUS
LH GENERATOR VOLTAGE RH GENERATOR
RELAY SELECTOR GALLEY PWR RELAY
SWITCH RELAY

FOR TRAINING PURPOSES ONLY

BATT VOLTAGE
SWITCH
GCU GCU
START BUS
LH STARTER- RH STARTER-
GENERATOR LH STARTER RH STARTER GENERATOR
RELAY RELAY
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

EXT PWR BATTERY

RELAY RELAY

BATTERY

Figure 2-12. Electrical—L-R Gen Reset OFF, Battery ON

2-13
2 ELECTRICAL POWER
SYSTEMS
 SYSTEMS
2 ELECTRICAL POWER

115 VAC 26 VAC LH NON RH NON 115 VAC 26 VAC

STANDBY BUS
ESS BUS ESS BUS

2-14
NO. 1 NO. 2
INVERTER LOAD LOAD INVERTER
SHED SHED
RELAY RELAY

STANDBY
LH RADIO BUS POWER STBY RH RADIO BUS
SWITCH BATT
AHRS NO. 2
AUX LH OVERHEAD RH OVERHEAD INVERTER
BATT BUS BUS RELAY

EMER BUS

EMER BUS EMER

TIE-IN BUS
LH LOAD BUS RELAY RELAY RH LOAD BUS

COCKPIT

CABIN

AFT BULKHEAD

LH MAIN BUS BATT CHARGE BUS RH MAIN BUS

L R
AMPS VOLTS HOT BUS AMPS
BATTERY
TIE-IN
RELAY GALLEY BUS
LH GENERATOR VOLTAGE RH GENERATOR
RELAY SELECTOR GALLEY PWR RELAY
SWITCH RELAY

FOR TRAINING PURPOSES ONLY

BATT VOLTAGE
SWITCH
GCU GCU
START BUS
LH STARTER- RH STARTER-
GENERATOR LH STARTER RH STARTER GENERATOR
RELAY RELAY
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

EXT PWR BATTERY

RELAY RELAY

BATTERY

Figure 2-13. Electrical—L-R Gen Master EMER, Bat ON or OFF

Revision 1.1
 115 VAC 26 VAC LH NON RH NON 115 VAC 26 VAC
STANDBY BUS
ESS BUS ESS BUS

NO. 1 NO. 2

Revision 1
INVERTER LOAD LOAD INVERTER
SHED SHED
RELAY RELAY

STANDBY
LH RADIO BUS POWER STBY RH RADIO BUS
SWITCH BATT
AHRS NO. 2
AUX LH OVERHEAD RH OVERHEAD INVERTER
BATT BUS BUS RELAY

EMER BUS

EMER BUS EMER

TIE-IN BUS
LH LOAD BUS RELAY RELAY RH LOAD BUS

COCKPIT

CABIN

AFT BULKHEAD

LH MAIN BUS BATT CHARGE BUS RH MAIN BUS

L R
AMPS VOLTS HOT BUS AMPS
BATTERY
TIE-IN
RELAY GALLEY BUS
LH GENERATOR VOLTAGE RH GENERATOR
RELAY SELECTOR GALLEY PWR RELAY
SWITCH RELAY

FOR TRAINING PURPOSES ONLY

BATT VOLTAGE
SWITCH
GCU GCU
START BUS
LH STARTER- RH STARTER-
GENERATOR LH STARTER RH STARTER GENERATOR
RELAY RELAY
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

EXT PWR BATTERY

RELAY RELAY

BATTERY

Figure 2-14. Electrical—L-R Gen Masters EMER, Battery EMER

2-15
2 ELECTRICAL POWER
SYSTEMS
 SYSTEMS
2 ELECTRICAL POWER

115 VAC 26 VAC LH NON RH NON 115 VAC 26 VAC

STANDBY BUS
ESS BUS ESS BUS

2-16
NO. 1 NO. 2
INVERTER LOAD LOAD INVERTER
SHED SHED
RELAY RELAY

STANDBY
LH RADIO BUS POWER STBY RH RADIO BUS
SWITCH BATT
AHRS NO. 2
AUX LH OVERHEAD RH OVERHEAD INVERTER
BATT BUS BUS RELAY

EMER BUS

EMER BUS EMER

TIE-IN BUS
LH LOAD BUS RELAY RELAY RH LOAD BUS

COCKPIT

CABIN

AFT BULKHEAD

LH MAIN BUS BATT CHARGE BUS RH MAIN BUS

L R
AMPS VOLTS HOT BUS AMPS
BATTERY
TIE-IN
RELAY GALLEY BUS
LH GENERATOR VOLTAGE RH GENERATOR
RELAY SELECTOR GALLEY PWR RELAY
SWITCH RELAY

FOR TRAINING PURPOSES ONLY

BATT VOLTAGE
SWITCH
GCU GCU
START BUS
LH STARTER- RH STARTER-
GENERATOR LH STARTER RH STARTER GENERATOR
RELAY RELAY
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

EXT PWR BATTERY

RELAY RELAY

BATTERY

Figure 2-15. Electrical—L Gen Failed

Revision 1.1
 115 VAC 26 VAC LH NON RH NON 115 VAC 26 VAC
STANDBY BUS
ESS BUS ESS BUS

NO. 1 NO. 2
INVERTER LOAD LOAD INVERTER

Revision 1.1
SHED SHED
RELAY RELAY

STANDBY
LH RADIO BUS POWER STBY RH RADIO BUS
SWITCH BATT
AHRS NO. 2
AUX LH OVERHEAD RH OVERHEAD INVERTER
BATT BUS BUS RELAY

EMER BUS

EMER BUS EMER

TIE-IN BUS
LH LOAD BUS RELAY RELAY RH LOAD BUS

COCKPIT

CABIN

AFT BULKHEAD

LH MAIN BUS BATT CHARGE BUS RH MAIN BUS

L R
AMPS VOLTS HOT BUS AMPS
BATTERY
TIE-IN
RELAY GALLEY BUS
LH GENERATOR VOLTAGE RH GENERATOR
RELAY SELECTOR GALLEY PWR RELAY
SWITCH RELAY

FOR TRAINING PURPOSES ONLY

BATT VOLTAGE
SWITCH
GCU GCU
START BUS
LH STARTER- RH STARTER-
GENERATOR LH STARTER RH STARTER GENERATOR
RELAY RELAY
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

EXT PWR BATTERY

RELAY RELAY

BATTERY

Figure 2-16. Electrical—L Bus FDR Fail

2-17
2 ELECTRICAL POWER
SYSTEMS
 SYSTEMS
2 ELECTRICAL POWER

115 VAC 26 VAC LH NON RH NON 115 VAC 26 VAC

STANDBY BUS
ESS BUS ESS BUS

2-18
NO. 1 NO. 2
INVERTER LOAD LOAD INVERTER
SHED SHED
RELAY RELAY

STANDBY
LH RADIO BUS POWER STBY RH RADIO BUS
SWITCH BATT
AHRS NO. 2
AUX LH OVERHEAD RH OVERHEAD INVERTER
BATT BUS BUS RELAY

EMER BUS

EMER BUS EMER

TIE-IN BUS
LH LOAD BUS RELAY RELAY RH LOAD BUS

COCKPIT

CABIN

AFT BULKHEAD

LH MAIN BUS BATT CHARGE BUS RH MAIN BUS

L R
AMPS VOLTS HOT BUS AMPS
BATTERY
TIE-IN
RELAY GALLEY BUS
LH GENERATOR VOLTAGE RH GENERATOR
RELAY SELECTOR GALLEY PWR RELAY
SWITCH RELAY

FOR TRAINING PURPOSES ONLY

BATT VOLTAGE
SWITCH
GCU GCU
START BUS
LH STARTER- RH STARTER-
GENERATOR LH STARTER RH STARTER GENERATOR
RELAY RELAY
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

EXT PWR BATTERY

RELAY RELAY

BATTERY

Figure 2-17. Electrical—Emer BUS FDR Fail

Revision 1.1
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Power Source Distribution Secondary Power Distribution

System System
The power source distribution system (see The secondary power distribution system (see
Figure 2-4 through Figure 2-17) includes the Figure 2-19) consists of eight buses:
left main and right main buses, the start bus, and
the battery charge bus. The left main bus is the • Left load bus
distribution bus for the left generator. Likewise, • Right load bus
the right main bus provides power distribution for

2 ELECTRICAL POWER
the right generator. The start bus provides power • Left nonessential bus
distribution for the battery or for external power. • Right nonessential bus

SYSTEMS
The battery charge bus acts as a connection bus
for all DC power. All four buses are located in • Left radio bus
the main junction box. From the junction box, • Right radio bus
electrical power is distributed directly to the
electrical loads or through circuit breakers located • Left overhead bus
in the cockpit. • Right overhead bus
During normal operation, the left and right main The two load buses receive power from the
buses are connected by respective RCCBs which primary distribution system through the feeders.
normally provide power to the battery charge bus The load buses are the power distribution points
as well. If there is a generator failure on one side, for the secondary distribution system. They
power can crossfeed from the operating generator supply power directly to many of the airplane’s
to the inoperative side, thus making both buses electrically operated systems. It is not possible to
operative from one generator. power all electrical systems from these two buses;
therefore, they will supply power to the other
Primary Power Distribution buses in the secondary distribution system.
System This distribution system incorporates a LOAD
The primary power distribution system (Figure BUS TIE circuit which will, under normal con-
2-18) provides a connection between the power ditions, connect the two load buses together.
source distribution system and the load buses. This bus tie allows current flow from one bus to
The system consists of two identical sets of three another when needed to aid in load distribution.
feeder cables which are protected by circuit break- This load bus tie is protected by a 100-amp push-
ers. In each set, only two feeder cables are active, pull type circuit breaker (Figure 2-19).
while the third is considered a standby feeder. In
each set, if either of the active feeder cables fails,
the third becomes active, and the L or R BUS
FDR FAIL annunciator illuminates. If all three
feeder cables fail, the annunciator extinguishes.

Revision 1 FOR TRAINING PURPOSES ONLY 2-19

 SYSTEMS
2 ELECTRICAL POWER

2-20
115 VAC 26 VAC LH NON STANDBY BUS RH NON 115 VAC 26 VAC
ESS BUS ESS BUS

NO. 1 NO. 2
INVERTER LOAD LOAD INVERTER
SHED SHED
RELAY RELAY

SECONDARY STANDBY
POWER LH RADIO BUS STBY RH RADIO BUS
POWER BATT
DISTRIBUTION SWITCH
SYSTEM AHRS NO. 2
AUX LH OVERHEAD RH OVERHEAD INVERTER
BATT BUS BUS
RELAY

EMER BUS

EMER BUS EMER

LH LOAD BUS TIE-IN BUS RH LOAD BUS
RELAY RELAY
COCKPIT
PRIMARY
POWER CABIN

FOR TRAINING PURPOSES ONLY

DISTRIBUTION
SYSTEM AFT BULKHEAD

LH MAIN BUS BATT CHARGE BUS RH MAIN BUS

BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

FROM POWER SOURCE DISTRIBUTION SYSTEM

Figure 2-18. Power Distribution System Diagram

Revision 1
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

2 ELECTRICAL POWER
SYSTEMS
Figure 2-19. Secondary Power Distribution System Circuit Breakers

Emergency Power Distribution bus. Each lead has a circuit breaker on either end:
System an RCCB at the main bus end and a push-pull
type circuit breaker at the load bus end. (RCCBs
The emergency power distribution system (Figure are used for circuit protection against high cur-
2-20) consists of the emergency bus, the emer- rent flow and are controlled by a circuit breaker
gency feeder, the aircraft battery, and associated on the main circuit-breaker panel, located in the
relays and circuit breakers. The emergency bus cockpit.) The RCCB control circuit breakers are
normally receives power through the emergency labeled as follows:
feeder. If the feeder fails, the amber EMER BUS
FDR FAIL annunciator comes on, the emergency • LH BUS FDR NO. 1
relay opens, and the emergency bus receives • LH BUS FDR NO. 2
power from the left load bus instead of the faulty
emergency feeder. During a start, the emergency • LH BUS FDR NO. 3
bus receives power from the left load bus. With • RH BUS FDR NO. 1
the battery switch in the emergency position, the
emergency bus is powered by the battery via the • RH BUS FDR NO. 2
emergency feeder. • RH BUS FDR NO. 3

Power Distribution Controls During normal operation, two parallel feeders

supply power from the main bus to the load bus.
The DC power distribution system is controlled The third remains in standby. If one of the bus
through the use of circuit breakers and relays feed RCCBs trips, the respective amber L or R
(See Figure 2-4). All associated circuit breakers BUS FDR FAIL annunciator comes on.
are located on the main circuit-breaker panel,
which is mounted on the pilot left console
(Figure 2-19).

Each primary power distribution system (left and

right) has two active power leads and one standby
power lead between the main bus and the load

Revision 1 FOR TRAINING PURPOSES ONLY 2-21

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

115 VAC 26 VAC

STANDBY BUS

NO. 2
INVERTER

STANDBY
STBY
POWER
2 ELECTRICAL POWER

BATT
SWITCH
NO. 2
INVERTER
SYSTEMS

RELAY

EMER BUS

EMER BUS EMER

TIE-IN BUS
RELAY RELAY
FROM LH
LOAD BUSS

VOLTS
HOT BUS

VOLTAGE
SELECTOR
SWITCH

BATT VOLTAGE
SWITCH

EXT PWR BATTERY

RELAY RELAY

BATTERY

Figure 2-20. Emergency Power Distribution System Diagram

2-22 FOR TRAINING PURPOSES ONLY Revision 1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

The load bus feeder circuit breakers are also One is labeled ‘‘LOAD BUS TIE,’’ and it ties
located on the main panel and are labeled as the left and right load buses together. The last
follows: one is labeled ‘‘EMER BUS TIE’’ and is left in
the closed position during normal operation. In
• LH BUS NO. 1 the closed position, the EMER BUS TIE circuit
• LH BUS NO. 2 breaker supplies power from the left load bus
to the emergency bus via the emergency bus-tie
• LH BUS NO. 3 relay when the emergency relay opens.
• RH BUS NO. 1

2 ELECTRICAL POWER
• RH BUS NO. 2 BATTERY SYSTEM

SYSTEMS
• RH BUS NO. 3 The battery system includes a battery, a switch,
a battery feeder protection unit, a temperature
Each secondary power distribution system warning system (RK 1–97), and indicating lights.
(left and right) is protected by a circuit breaker. The system provides a secondary source of DC
Basically, two types of circuit breakers are used: electrical power for the airplane. It also supplies
toggle-switch type and push-pull type. power for engine start or the emergency buses.
The nonessential buses are protected by the While RK 1–97 came equipped with one nickel-
toggle-switch type circuit breaker located on the cadmium battery, which is a 20-cell unit rated at
main circuit-breaker panel. This type of circuit 24 VDC at 36 amp-hours, most of these airplanes
breaker has two positions: LH or RH and OFF. have been converted by STC to the lead-acid
When the circuit breaker is placed in the LH battery used in RK 98 and subsequent. RK 98 and
or RH position, the respective nonessential bus subsequent is equipped with one sealed lead-acid
connects to its load bus. The OFF position isolates battery rated at 24-VDC 40 amp-hours. Optional
the respective nonessential bus from the load bus. higher amp batteries are available with an STC.
The battery is the power source for the battery
The radio buses are also protected by toggle- system and is housed in a steel case which is
switch type circuit breakers. They are located installed in the aft fuselage compartment.
just forward of the nonessential circuit breakers.
These breakers have two positions: L or R and The BATTERY switch (Figure 2-21), located on
OFF. The radio buses are depowered with the the overhead switch panel, is a toggle-type with
breakers in the OFF position. three positions: ON, OFF, and EMER. During
normal operation, the BATTERY switch is in the
The left and right overhead buses are protected ON position. Placing the switch in the EMER
by push-pull type circuit breakers which are also position isolates the battery from the start bus
located on the main circuit-breaker panel. These and allows the battery to supply DC power to the
devices, labeled ‘‘OVHD LH’’ and ‘‘OVHD RH,’’ emergency bus. In addition, the BATT CUT OFF
allow their respective bus to be powered when annunciator comes on when the switch is in the
closed and isolated when opened. EMER position.
Four bus-tie circuit breakers are also located on The amber BATT CUT OFF annunciator, located
the main circuit-breaker panel. Two of the cir- on the annunciator panel, also indicates that the
cuit breakers, labeled ‘‘LH BUS TIE’’ and ‘‘RH bus connecting the battery relay and the external
BUS TIE,’’ are the push-pull type. They control power relay has lost electrical power. Normally,
their respective bus-tie RCCB which connects this light illuminates any time the BATTERY
their respective bus to the battery charge bus, switch is in the OFF position and the electrical
thus tying the two main buses together. The other power is being provided by a generator.
two circuit breakers are also the push-pull type.

Revision 1 FOR TRAINING PURPOSES ONLY 2-23

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL
2 ELECTRICAL POWER
SYSTEMS

Figure 2-21. BATTERY Switch

A battery feeder protection unit is provided to

detect a ground fault in the secondary power
feeder line. A test switch (Figure 2-21), located
on the overhead panel and forward of the battery Figure 2-22. B
 attery Temperature Warning
switch, is provided for checking the protection System (RK 1–97, if equipped
unit. When the switch is depressed, the battery with Nickel-Cadmium battery)
protection unit illuminates the FDR FAIL light
(Figure 2-21). The light normally comes on EXTERNAL POWER SYSTEM
when the battery feeder has failed. This light
also illuminates when either the battery feeder The external power system (Figure 2-23) includes
protection circuit breaker or the EMER FEED a receptacle located on the left side of the fuselage
RCCB trips. aft of the rear access door on RK 1–86 and lower
right side RK 87 and subsequent. External power
The battery temperature warning system (RK may be used for ground starts, battery charging,
1–97, if equipped with Nickel-Cadmium battery) and maintenance. When a ground power unit
(Figure 2-22) consists of a temperature indicator (GPU) is connected to the receptacle, power
and two warning lights mounted on the indica- is available to all buses when the following
tor. The warning system indicator, located on the conditions are met:
pilot instrument panel, is calibrated from 100
to 190°F. The two warning lights are an amber • GPU voltage is adjusted to 28 VDC.
WARM light and a red HOT light. The WARM • The GPU voltage polarity is correct.
light comes on when the temperature indica-
tor indicates 120°F and above RK 1–44, 46–48; • Both generators are not on the bus.
135°F and above on RK 45, 49–97. The HOT
light and the BATT OV HT annunciator, located • The battery switch is in the ON position.
on the annunciator panel, illuminate at 150°F and
above. The airplane’s master test switch may be Upon completion of starting an engine and when
used at any time to test this system. either generator comes on line, the GPU is auto-
matically disconnected from the system.

2-24 FOR TRAINING PURPOSES ONLY Revision 1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

switch on the main circuit-breaker panel (Figure

2-24 through Figure 2-27). A separate 115-VAC,
60-Hz inverter is used for cabin outlets (laptop
and razor).

The No. 1 inverter receives power only from the

left load bus (of the DC electrical system) through
the No. 1 inverter circuit breaker located on the
main circuit-breaker panel. Normally, the No. 2

2 ELECTRICAL POWER
inverter receives power from the right load bus via
the No. 2 inverter circuit breaker. If the right load

SYSTEMS
bus fails, the No. 2 inverter automatically receives
DC power from the emergency bus. Inverter
failure lights are provided in the annunciator
panel to inform the pilot of loss of power from
the inverter.

NOTES

Figure 2-23. External Power System

(Receptacle)

AC ELECTRICAL SYSTEM
The AC electrical system consists of two static
inverters, six AC buses, and the following con-
trols and indicators:
• Inverter power switches
• Voltmeter
• Voltage selector switch
• Annunciators
• Inverter selector switch

AC POWER GENERATION
AC power is generated by two solid-state, static
inverters, which are designated No. 1 inverter and
No. 2 inverter, rated at 50 volt-amps. They are
located in the nose electronic compartment. Each
inverter produces 115-VAC and 26-VAC, 400-
Hz, single-phase electrical power. The inverters
are controlled by one of two inverter switches on
the overhead panel and by the inverter selector

Revision 1 FOR TRAINING PURPOSES ONLY 2-25

 SYSTEMS
2 ELECTRICAL POWER

PRIMARY

2-26
PRIMARY SHED
115 VAC 115 VAC BUS 115 VAC BUS
NO. 1
INVERTER
26 VAC
LH LOAD
BUS

PRIMARY
PRIMARY SHED
26 VAC BUS 26 VAC BUS

AUTO AC PRI
TRANSFER BUS

AC BUS
SHEDDING RELAY

SECONDARY
AC SEC 115 VAC BUS
BUS

FOR TRAINING PURPOSES ONLY

EMER
BUS

SECONDARY
NO. 2 26 VAC BUS
INVERTER
POWER
RELAY
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

115 VAC
NO. 2
INVERTER
26 VAC
RH LOAD
BUS

Figure 2-24. Electrical—AC Power

Revision 1
 PRIMARY
PRIMARY SHED
115 VAC 115 VAC BUS 115 VAC BUS

Revision 1
NO. 1
INVERTER
26 VAC
LH LOAD
BUS

PRIMARY
PRIMARY SHED
26 VAC BUS 26 VAC BUS

AUTO AC PRI
TRANSFER BUS

AC BUS
SHEDDING RELAY

SECONDARY
AC SEC 115 VAC BUS
BUS

FOR TRAINING PURPOSES ONLY

EMER
BUS

SECONDARY
NO. 2 26 VAC BUS
INVERTER
POWER
RELAY
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

115 VAC
NO. 2
INVERTER
26 VAC
RH LOAD
BUS

Figure 2-25. Electrical—Inverter 2 Fail

2-27
2 ELECTRICAL POWER
SYSTEMS
 SYSTEMS
2 ELECTRICAL POWER

PRIMARY

2-28
PRIMARY SHED
115 VAC 115 VAC BUS 115 VAC BUS
NO. 1
INVERTER
26 VAC
LH LOAD
BUS

PRIMARY
PRIMARY SHED
26 VAC BUS 26 VAC BUS

AUTO AC PRI
TRANSFER BUS

AC BUS
SHEDDING RELAY

SECONDARY
AC SEC 115 VAC BUS
BUS

FOR TRAINING PURPOSES ONLY

EMER
BUS

SECONDARY
NO. 2 26 VAC BUS
INVERTER
POWER
RELAY
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

115 VAC
NO. 2
INVERTER
26 VAC
RH LOAD
BUS

Figure 2-26. Electrical—Inverter 1 Fail

Revision 1
 PRIMARY
PRIMARY SHED
115 VAC 115 VAC BUS 115 VAC BUS

Revision 1
NO. 1
INVERTER
26 VAC
LH LOAD
BUS

PRIMARY
PRIMARY SHED
26 VAC BUS 26 VAC BUS

AUTO AC PRI
TRANSFER BUS

AC BUS
SHEDDING RELAY

SECONDARY
AC SEC 115 VAC BUS
BUS

FOR TRAINING PURPOSES ONLY

EMER
BUS

SECONDARY
NO. 2 26 VAC BUS
INVERTER
POWER
RELAY
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

115 VAC
NO. 2
INVERTER
26 VAC
RH LOAD
BUS

Figure 2-27. Electrical—Dual Gen Fail

2-29
2 ELECTRICAL POWER
SYSTEMS
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

See Figure 2-28 for the AC electrical components

on each AC Bus.

CONTROLS AND INDICATORS

The AC electrical system’s controls and indica-
tors allow the crew to control and monitor the
operation of the AC system.
2 ELECTRICAL POWER

Inverter Switches
SYSTEMS

Two inverter power switches (Figure 2-29), located

on the overhead panel, are used to control the
inverters. These toggle-type switches, which are
labeled ‘‘INVERTER NO. 1’’ and ‘‘INVERTER
NO. 2,’’ have two positions: ON and OFF.

Figure 2-29. Inverter Switches

PRIMARY SHED PRIMARY SHED

115 VAC BUS 26 VAC BUS
• FLAP POS
• LH OIL PRESS
• RH OIL PRESS

(SHROUD PANEL)

• PITCH TRIM POS

• AC BUS SHED

PRIMARY PRIMARY SECONDARY SECONDARY

115 VAC BUS 26 VAC BUS 115 VAC BUS 26 VAC BUS

FROM AC
POWER SOURCE

Figure 2-28. AC Electrical System Diagram

2-30 FOR TRAINING PURPOSES ONLY Revision 1.1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

AC Voltmeter Annunciators
The voltmeter (Figure 2-30), located on the aft Each inverter has a failure light in the annunciator
circuit-breaker panel, which is mounted on panel, labeled “INV 1 FAIL” and “INV 2 FAIL,”
the cockpit left side wall, indicates the output respectively. The associated inverter failure light
voltage of the inverters. It also continuously illuminates when the voltage drops too low or
indicates the voltage of any one of four AC power inverter frequency goes out of tolerance (See
sources, depending on the position of the voltage Figure 2-25 and Figure 2-26).
selector switch.

2 ELECTRICAL POWER
A third indicator light (amber advisory) is
installed on the shroud panel and is labeled “AC
Voltage Selector Switch

SYSTEMS
BUS SHED.” It advises the pilot that the primary
The voltage selector switch (Figure 2-30), 115-VAC shed bus and primary 26-VAC shed bus
located next to the voltmeter, allows the pilot to have no power (See Figure 2-27).
connect the voltmeter to the output of each inverter.
This selector switch is a rotary type having four
positions: NO. 1 INV 115V, 26V and NO. 2 INV
Inverter Selector Switch
115V, 26V. The inverter selector switch (Figure 2-31), located
on the main circuit-breaker panel, allows the pilot
to control the inverter-to-buses connection. The
red-guarded toggle switch has three positions:
NO. 1, AUTO, and NO. 2. It is normally placed in
the guarded AUTO position. Refer to AC Power
Distribution, this chapter, for switch functions.

AC POWER DISTRIBUTION
The AC power, supplied by the inverters, is fed
to six buses located in the main circuit-breaker
panel in the cockpit (see Figure 2-24). The buses
are as follows:
• Primary 115-VAC bus
• Primary 115-VAC shed bus
AC VOLTAGE AC VOLTMETER
SELECTOR SWITCH • Primary 26-VAC bus
• Primary 26-VAC shed bus
• Secondary 115-VAC bus
• Secondary 26-VAC bus

All AC-powered systems are connected to one of

these buses (See Figure 2-28).

Figure 2-30. V
 oltmeter and Voltage
Selector Switch

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

selected by setting the inverter selector switch to

the No. 2 position. This manually shifts primary
buses to the No. 2 inverter.

If the loss of AC power to the primary buses is not

due to a No. 1 inverter failure, but due to failed
load protection circuitry, for example, then power
can be restored by selecting the No. 1 position
of the inverter selector switch. This connects the
2 ELECTRICAL POWER

primary AC buses directly to the No. 1 inverter.

SYSTEMS

When the right load bus loses power and

the No. 1 inverter has also failed, the No. 2
inverter automatically receives power from the
emergency bus. In this condition, the AC BUS
SHED annunciator, located on the shroud panel,
illuminates, and the No. 2 inverter powers only
the primary 115- and 26-volt buses, since the
115- and 26-volt shed buses have been shed.

AC bus fault protection is provided as a function

of the inverters. If either the 115-VAC or 26-VAC
bus develops a ground fault during inverter
operation, a bus fault protection circuit prevents
Figure 2-31. Inverter Selector Switch 115 VAC and 26 VAC from being applied to the
grounded bus.
The 115-VAC and 26-VAC power outputs of each
inverter are coupled and fed to either the primary
or the secondary buses through distribution
circuits. The distribution circuits determine
which buses receive power from an inverter. The
interchange of the inverters between the buses
is accomplished either automatically by these
circuits or manually by the pilot using the inverter
selector switch. Under normal conditions, both
inverter control switches are in the ON position,
and the inverter selector switch is in the AUTO
position. In this configuration, the No. 1 inverter
supplies AC power to the primary 115-VAC and
26-VAC buses, and the No. 2 inverter supplies
power to the secondary 115-VAC and 26-VAC
buses.

If the No. 1 inverter fails, the No. 2 inverter

transfers power to the primary buses, which
leaves the secondary buses powerless. In addition,
the INV 1 FAIL annunciator illuminates. If the
distribution circuits fail to automatically transfer
power, then the No. 2 inverter can be manually

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STANDBY POWER Subsequent is located above left side of the pilot’s

audio panel (Figure 2-32). This switchlight incor-
SYSTEM porates amber ON and green ARM lights, which
indicate the actual status of the system.
GENERAL
The standby power system, which is mounted
in the nose electronics compartment, supplies

2 ELECTRICAL POWER
emergency power to its loads for a minimum
of 30 minutes. The system provides power to
the standby attitude indicator, standby altimeter

SYSTEMS
vibrator, the No. 1 communication system, the
left ITT, and the lighting for the standby altimeter
(copilot’s altimeter in the two tube system), the
standby airspeed indicator, the standby magnetic
compass, the standby attitude indicator, and the
left ITT. This power is provided when normal and
emergency power have failed. An additional nine
minutes of gyro data is available after the gyro Figure 2-32. S
 tandby Power System
flags during spin-down. Control and Indication
The engine electronic fuel control (EFC) is pow-
ered from the standby bus when the engine start
select switch is placed in the left or right start LIMITATIONS
position. This condition will be annunciated by
the illumination of the EFC AUX PWR on advi- For specific information on limitations, refer to
sory light on the shroud panel. the appropriate abbreviated checklists or the
FAA-approved Airplane Flight Manual (AFM).

CONTROLS AND INDICATORS INSTRUMENT MARKINGS

The Beechjet 400A/Hawker 400XP controls The instrument markings required on indicators
and indicators consist of a push-button switch- used in the electrical power systems are listed in
light located above the pilot’s PFD RK 1 thru Table 2-1.
RK 117, RK 119–139; on RK 118, RK 140 and

Table 2-1. INSTRUMENT MARKINGS

RED ARC/
INSTRUMENT GREEN ARC YELLOW ARC
RED LINE MAXIMUM

440 amps transient

Ammeter 0 to 440 amps 260 to 440 amps
arrow 525

Voltmeter 32 volts

Battery Temperature*
RK 1–44, 46–48 Up to 120°F 120 to 150°F 150 to 190°F
RK45, 49–97 Up to 135°F 135 to 150°F 150 to 190°F

*RK 98 AND AFTER NOT INSTALLED IN AIRCRAFT

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2 ELECTRICAL POWER
SYSTEMS

INTENTIONALLY LFFT BLANK

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QUESTIONS
1. Which switch(es) is/are used to isolate the 6. If one of the bus feeder RCCBs trips, the
DC generators and the battery from the DC respective ______ annunciator illuminates.
power distribution system? A. L or R RCCB FAIL
A. GEN RESET switches B. L or R FDR FAIL
B. Generator MASTER switches C. L or R BUS FDR FAIL

2 ELECTRICAL POWER
C. Voltage selector switch D. L or R BUS RCCB FAIL

SYSTEMS
D. Battery switch
7. Which position of the battery switch isolates
2. What is the red arc limit on the DC voltmeter? the battery from the start bus?
A. 32 VDC A. ON
B. 30–50 VDC B. OFF
C. 32–35 VDC C. ALT
D. 25–30 VDC D. EMER or OFF

3. What is the red line for the DC ammeters? 8. Which annunciator comes on when the
battery is isolated from the start bus?
A. 400 amps
A. BATT CUT OFF
B. 440 amps
B. CUT OFF
C. 500 amps
C. BATTERY OFF
D. 280 amps
D. BUS CUT OFF
4. Which annunciator is directly associated with
the emergency power distribution system? 9. The external power system provides ______
VDC for ground starts, battery charging,
A. EMER BUS FAIL and maintenance.
B. EMER BUS FDR FAIL A. 28
C. EMER BUS TIE FDR WARN B. 26
D. EMER FDR FAIL C. 60
D. 115
5. What type of circuit breaker is used to
protect the nonessential buses?
10. The No. 1 inverter receives power only from
A. Toggle-switch type the ______ bus.
B. Push-pull type A. right overhead
C. Remote control type B. left emergency
D. Switchlight type C. left nonessential
D. left load

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11. Which annunciator advises the pilot that the

primary 115-VAC and 26-VAC shed buses
have no power?
A. AC BUS FAIL
B. AC BUS SHED
C. PRIMARY BUS FAIL
D. PRIMARY BUS SHED
2 ELECTRICAL POWER

12. If the loss of AC power to the primary buses

SYSTEMS

is not due to a No. 1 inverter failure, power

can be restored by selecting the ______
position of the ______ switch.
A. NO. 1, voltage selector
B. NO. 2, inverter selector
C. NO. 1, inverter selector
D. AUTO, inverter selector

13. What is the minimum length of time the

standby power system supplies electrical
power?
A. 1 hour
B. 15 minutes
C. 30 minutes
D. 45 minutes

14. What is the maximum current allowed for

one generator while the airplane is flying at
41,000 feet?
A. 280 amps
B. 400 amps
C. 150 amps
D. 100 amps

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CHAPTER 3
LIGHTS
CONTENTS
Page
INTRODUCTION................................................................................................................... 3-1
EXTERIOR LIGHTING.......................................................................................................... 3-1
Navigation Lights............................................................................................................. 3-2
Anticollision Lights.......................................................................................................... 3-2
Wing Inspection Lights.................................................................................................... 3-2
Tail Floodlights................................................................................................................. 3-2
Landing Lights................................................................................................................. 3-3

3 LIGHTING
Rotating Beacon............................................................................................................... 3-3
Recognition Light............................................................................................................. 3-4
INTERIOR LIGHTING SYSTEM.......................................................................................... 3-4
FLIGHT COMPARTMENT LIGHTS..................................................................................... 3-4
Passenger Compartment Lights........................................................................................ 3-6
EMERGENCY LIGHTING SYSTEM.................................................................................... 3-8
Cabin Emergency Lighting.............................................................................................. 3-8
Cockpit Emergency Lighting......................................................................................... 3-10
Cockpit Side Panel Lights.............................................................................................. 3-10
LIMITATIONS....................................................................................................................... 3-11
QUESTIONS......................................................................................................................... 3-12

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ILLUSTRATIONS
Figure Title Page

3-1 Navigation/Anticollision Lights and Exterior Light Controls..................................... 3-2

3-2 Wing Inspection Light and Tail Floodlight.................................................................. 3-3
3-3 Landing Lights, Controls, Indicators, and Circuit Breakers........................................ 3-3
3-4 Rotating Beacon and ROTAT BCN Circuit Breaker................................................... 3-4
3-5 Recognition Light........................................................................................................ 3-4
3-6 Flight Compartment, Instrument, and Map Light Controls—RK 98, 110, and Subse-
quent............................................................................................................................ 3-5
3-8 MAP Circuit Breaker................................................................................................... 3-5
3-7 Flight Compartment, Instrument, and Map Light Controls—RK 1–97, 99–109........ 3-5

3 LIGHTING
3-9 Cockpit Room Light.................................................................................................... 3-6
3-10 Cockpit Room Light Switch Panel (RK 1–97, 99–109).............................................. 3-6
3-11 Cockpit Room Light Switch (RK 98, 110 and Subsequent)....................................... 3-6
3-12 ROOM LIGHT Switch................................................................................................ 3-7
3-13 CABIN LIGHT CONTROL Switch............................................................................ 3-7
3-14 Cabin Lights (Typical)................................................................................................. 3-7
3-15 CABIN SIGN Lights and Switch................................................................................ 3-8
3-16 Emergency Lights........................................................................................................ 3-9
3-17 Emergency Lights Control and Circuit Breaker (Typical)........................................... 3-9
3-18 Instrument Panel Flood Lights (Typical)................................................................... 3-10
3-19 Instrument Panel Light Switches............................................................................... 3-10
3-20 Cockpit Side Panel Light........................................................................................... 3-10

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CHAPTER 3
LIGHTS

3 LIGHTING
INTRODUCTION
The Beechjet 400A/Hawker 400XP airplanes incorporate three lighting systems: exterior light-
ing, interior lighting, and emergency lighting. The exterior lighting system includes landing
lights and other lights normally mounted on the fuselage. The interior lighting system includes
lights used in the cockpit and the cabin areas, as well as the cargo and the service compartments.
The emergency lighting system includes emergency exit lights inside the airplane, as well as
emergency cabin lights.

EXTERIOR LIGHTING
The exterior lighting system consists of
navigation lights, wing inspection lights, and a
rotating beacon. Exterior optional lights on the
Beechjet 400A but standard on Hawker 400XP
are: a recognition light, anticollision lights,
and tail flood lights. All the exterior lights are
controlled by switches on the overhead panel.

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NAVIGATION LIGHTS WING INSPECTION LIGHTS

Red and green navigation lights are located on The left wing inspection light (Figure 3-2) is
the wingtips. A white light is located on the top located on the left side of the fuselage aft of
rearmost section of the vertical stabilizer. The the entrance door. The right inspection light is
lights are controlled by a rocker-switch circuit located above the right wing root leading edge.
breaker labeled “NAV” and located on the Both lights are operated by a rocker-type switch
overhead panel (Figure 3-1). circuit breaker labeled “WING INSP” located on
the overhead panel (Figure 3-1). These lights are
ANTICOLLISION LIGHTS used to confirm the formation of ice on the lead-
ing edge of the wings during night flight.
(Optional On Beechjet 400A)
(Standard On Hawker 400XP)
The anticollision lights (Figure 3-1) are installed
TAIL FLOODLIGHTS
on both wingtips and on the rearmost section (Optional On Beechjet 400A)
of the fuselage. These lights are operated by (Standard On Hawker 400XP)
a rocker-switch circuit breaker located on the The tail floodlights (Figure 3-2) are mounted one
overhead panel and labeled “ANTI COLL”. When under each horizontal stabilizer. They are turned
operating, the lights generate white flashes at 50 on and off by a rocker-switch circuit breaker
to 60 cycles per minute. labeled “TAIL FLOOD” (Figure 3-1). The
TAIL FLOOD circuit-breaker switch is located
next to the WING INSP circuit-breaker switch on
3 LIGHTING

CAUTION the overhead panel.

Do not turn on in clouds.

ANTICOLLISION ANTICOLLISION

NAVIGATION NAVIGATION

Figure 3-1. Navigation/Anticollision Lights and Exterior Light Controls

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Figure 3-2. Wing Inspection Light and Tail Floodlight

LANDING LIGHTS
The landing lights (Figure 3-3) are mounted on
both sides of the airplane nose. They are oper-
ated by switches labeled “EXT/ON” and “RET/
OFF.” These switches, along with two white indi-
cating lights labeled “L” and “R,” are situated in
the LAND LIGHT section of the overhead panel
(Figure 3-3). The lights can be individually oper-
ated to the EXT and RET positions. Whenever

3 LIGHTING
a light is extended and illuminated, its corre-
sponding indicating light (left or right) comes
on. When the lights are not fully retracted, the
white LDG LT NOT RETRACT indicator light
on the shroud panel illuminates. Circuit pro-
tection is provided by circuit breakers labeled
“R LDG LT,” “L LDG LT,” “R LDG LT CONT,”
and “L LDG LT CONT.” The circuit breakers
are located on the aft circuit breaker panel. Two
white switchlights labeled PUSH OFF/ON are
located below the landing light retract and extend
switches. They allow on–off control of the land-
ing lights while they are in the extended position.
The landing lights normally retract and extinguish
with landing gear retraction; however, they can
be reextended by repositioning the landing light
control switches to RET/OFF and then EXT/ON.

ROTATING BEACON
The rotating beacon (Figure 3-4) is mounted on
top of the vertical stabilizer. The beacon is con-
trolled by a rocker-switch circuit breaker labeled
“ROTAT BCN,” located on the overhead panel Figure 3-3. Landing Lights, Controls,
(Figure 3-4). When operating, the beacon gener- Indicators, and Circuit Breakers
ates red flashes at 80 to 90 cycles per minute. The
RH NON-ESSENTIAL switch must be on for the
rotating beacon to operate.

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INTERIOR LIGHTING
SYSTEM
­ he interior lighting system consists of various
T
combinations of lighting throughout the cockpit,
cabin, and aft fuselage baggage compartment.

FLIGHT COMPARTMENT
LIGHTS
The flight compartment lights include the instru-
ment lights, map lights, and a cockpit room light.
The primary lighting in the flight compartment
consists of white incandescent lights and elec-
troluminescent panels. The secondary lighting
consists of variable-intensity map lights, instru-
Figure 3-4. Rotating Beacon and ment lights, operation lights, advisory lights, the
ROTAT BCN Circuit Breaker annunciators, and the master warning and caution
lights. The annunciators, along with the master
warning and caution system, are discussed in
RECOGNITION LIGHT
3 LIGHTING

Chapter 4—“Master Warning System”. The oper-

(Optional On Beechjet 400A) ation lights are discussed with their associated
(Standard On Hawker 400XP) systems. The flight compartment lights provide
general and local lighting for the cockpit and for
The Beechjet 400A/Hawker 400XP is equipped its instruments, controls, and circuit breakers.
with a recognition light located in the leading
edge of the vertical stabilizer (Figure 3-5).
Instrument Lights
Instrument/circuit-breaker panel lighting is
CAUTION divided into five groups: pilot’s instrument
Do not operate on ground. panel, copilot’s instrument panel, center instru-
ment and overhead panels, center pedestal, and
circuit-breaker panels. Each group is powered
by an individual power supply, which provides 5
VDC for instrument lights and 110 VAC for the
electroluminescent panels. Lighting is controlled
by the INTEG switch located in the INST LIGHT
group on the overhead panel (Figure 3-6). Light
intensity may be varied for individual preference
using the PLT INST LT, COPLT INST LT, CT
R INST & O/H PNL LT, and CENTER PED LT
rheostats located on the overhead panel (Figure
3-6), and the C/B LT rheostat located on the aft
circuit-breaker panel.

Figure 3-5. Recognition Light

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Electroluminescent Panels
Electroluminescent panels are used in three dif-
ferent areas of the cockpit. These panels are made
up of a specially prepared phosphorus sheet
sandwiched between two sheets of plastic. When
110-VAC power is applied to the phosphorus sheet,
it gives off a soft, cool light. These panels give off
less heat than an incandescent lighted panel. The
circuit-breaker panels, overhead panel, and center
pedestal panel are electroluminescent lighted pan-
els and are controlled by their respective rheostats.

Map Lights
Pilot and copilot map lights are located in the
forward outboard sections of the overhead panel
(Figure 3-6 and Figure 3-7). In RK 1–97 and
99–109, they are individually illuminated using
the MAP LT switch located immediately above the
lights. Intensity is controlled by the dimming rheo-
stat located adjacent to the lights. In RK 98, 110
and subsequent, they are individually illuminated

3 LIGHTING
with an OFF/ON rheostat switch. Circuit protec- Figure 3-7. Flight Compartment,
tion is provided by a MAP circuit breaker located Instrument, and Map Light
in the LIGHT group on the aft circuit-breaker Controls—RK 1–97, 99–109
panel (Figure 3-8).

Figure 3-8. MAP Circuit Breaker

Figure 3-6. F
 light Compartment,
Instrument, and Map
Light Controls—RK 98,
110, and Subsequent

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Cockpit Room Light

The cockpit room light (Figure 3-9) is located
on the cockpit ceiling. This light is hot-wired
to the aircraft 24-VDC battery and protected by
the ROOM LIGHT circuit breaker on the main
junction box in the tail of the airplane. This light
illuminates only if the COCKPIT LIGHT switch
is pushed on. The COCKPIT LIGHT switch is
located on the cockpit left side wall, behind the
aft circuit-breaker panel (RK 1– 97, 99–109)
(Figure 3-10), and on the overhead panel (RK 98,
110 and subsequent) (Figure 3-11).

Figure 3-11. C
 ockpit Room Light Switch
(RK 98, 110 and Subsequent)

lights, and the lavatory area lights. These lights

3 LIGHTING

Figure 3-9. Cockpit Room Light

provide general lighting for the cabin, entrance,
and lavatory areas.

Cabin Lighting
When the entrance door is unlocked power from the
hot battery bus is supplied to the ROOM LIGHT
switch (RK 1–97, 99–109) or ENTRY LIGHTS
switch (RK 98, 110 and subsequent) (Figure
3-12) illuminating the switch. Pushing the switch
will illuminate two square overhead incandescent
lights (courtesy lights) in the cabin that light the
aisle area; in RK 98, 110 and subsequent, a light
above the switch also comes on to illuminate the
entrance area.

The fluorescent (indirect) lights along the upper

part of the sidewalls in the cabin are controlled
by the pilot’s CABIN LIGHT switch (see Figure
Figure 3-10. C
 ockpit Room Light Switch 3-11) or the CABIN LIGHT CONTROL switch
Panel (RK 1–97, 99–109) (Figure 3-13) on the right sidewall next to the
forward facing aft club seat (RK 1–97, 99–109); in
RK 98, 110 and subsequent, the fluorescent lights
PASSENGER are controlled by the pilot’s CABIN INTERIOR
COMPARTMENT LIGHTS LT switch (see Figure 3-11) on the cockpit
overhead panel or the INDIRECT LIGHTS ON/
The passenger compartment lights include ceiling- OFF switch (Figure 3-13) in the VIP panel on the
mounted fluorescent (indirect) and incandescent right sidewall in the club seating. Dimming of
(direct) general area lights, reading lights, sign the fluorescent (indirect) lights can only be done

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3 LIGHTING
Figure 3-13. CABIN LIGHT CONTROL Switch

Cabin Reading and Table Lights

The cabin reading lights and table lights are con-
Figure 3-12. ROOM LIGHT Switch trolled by switches installed near each light in
RK 1–97, 99–109 and in the arm rest of RK 98,
by the dimming switches in the cabin (Figure 110 and subsequent (Figure 3-14). They are pow-
3-13). Fluorescent (indirect) lights are also in ered by the right 28-VDC nonessential bus.
the lavatory and controlled by a switch in the
lavatory. The fluoresent (indirect) lights will all
come on automatically if the cabin depressurizes
to an altitude of 12,500 ±500 feet.

The cabin courtesy lights and the fluorescent

lights cannot be on at the same time. The cold
cathode light control relays are designed to pre-
vent both sets of lights being on simultaneously.
Also, through landing gear safety relay actuation,
any time the airplane becomes airborne with the
cabin courtesy lights illuminated, they are auto-
matically shut off.

Figure 3-14. Cabin Lights (Typical)

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Cabin Sign Lights An audible tone is generated over the cabin

speaker system any time the cabin signs come on
The international cabin sign lights (Figure 3-15) or go off to alert the passengers to the change in
for no smoking and fasten seat belt are located on the sign messages. This tone is also generated if
the forward cabin bulkhead, rear cabin bulkhead, the cabin depressurizes because the no smoking
and one on the right rear cabin wall in the lavatory. sign illuminates.

EMERGENCY LIGHTING
SYSTEM
The emergency lighting system consists of both
cockpit and cabin emergency lighting. This sys-
tem supplies emergency lighting for the airplane
when all normally supplied electrical power is
lost, rendering normal lighting inoperative.

CABIN EMERGENCY LIGHTING

The cabin emergency lighting (Figure 3-16),
includes emergency exit lights, emergency exit
3 LIGHTING

outside lights, and emergency cabin general

lights. The emergency exit lights are located
above the entrance door and the escape hatch in
the cabin. When the entrance door or escape hatch
is open, the emergency exit lights also double as
the emergency exit outside lights. The exit light
Figure 3-15. C
 ABIN SIGN Lights above the door has a beveled lens which creates a
and Switch beam for illumination outside the airplane when
the door is open. Two lights, located inside a
cutout in the upper escape hatch frame, illuminate
The CABIN SIGN switch (Figure 3-15), located the area outside the escape hatch when the hatch
on the cockpit overhead switch panel, controls the is removed and the emergency lights are powered.
illumination of both signs. The switch has three In RK 98, 110 and subsequent, there are two
positions: SAFETY, FSB, and OFF. Placing the lights in the forward part of the doorframe that
switch in the SAFETY position illuminates both also illuminate the entrance area. Two emergency
the no smoking and fasten seat belt signs. The FSB cabin general lights are mounted on the cabin
position illuminates the fasten-seat-belt sign only. ceiling, one forward and one aft (the same fixture
is used for the cabin room lights).
Should the cabin depressurize for any reason
above 12,500 ±500 feet, the depressurized cabin In addition to the previously mentioned lights,
light control relay is grounded through the the emergency lighting system includes battery
passenger oxygen manifold switch mounted on packs, an annunciator light, and a control switch.
the aft cabin ceiling above the headliner. The relay
is energized to bypass the CABIN SIGN switch
and automatically illuminate the no smoking
signs only. Both cold cathode light control relays
are energized at the same time and provide
automatic illumination of the cabin fluorescent
overhead lights.

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ESCAPE HATCH LIGHTS

RK 1-97, 99-109

ENTRANCE DOOR LIGHT

RK 1-97, 99-109

3 LIGHTING
Figure 3-17. E
 mergency Lights Control
and Circuit Breaker (Typical)

continuously charged by emergency bus power as

long as the EMER LT switch is in the ARM or
RK 98, 110 AND SUBSEQUENT OFF position. As soon as the switch is placed in
the TEST/ON position, charging ceases and the
Figure 3-16. Emergency Lights emergency lights receive battery power.

In addition, when the EMER LT switch is in

The cabin emergency lights are controlled by the either the OFF or TEST/ON position, the EMER
EMER LT switch (Figure 3-17) located on the LT NOT ARM light, located on the shroud panel,
overhead panel. The switch has three positions: illuminates.
TEST/ON, ARM, and OFF. It is a red, guarded
switch which is normally positioned to ARM The cabin emergency lighting circuitry is pro-
during flight. tected by the EMER LT circuit breaker (Figure
3-17) located on the aft circuit-breaker panel.
When all power on the emergency bus is lost,
6-VDC power from four nickel-cadmium battery
packs, located above the forward cabin window,
(RK 1–97, 99–109), or two lead-acid batteries (one
under the cabin floor and one on the aft pressure
bulkhead) (RK 98, 110, and after) provides power
to the emergency lighting. These batteries are

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COCKPIT EMERGENCY loses power, or when the INST CONT circuit

LIGHTING breaker (Figure 3-17) trips, the flood lights
automatically illuminate. Placing the FLOOD
The cockpit emergency lighting includes the switch in the FLOOD position manually turns
instrument panel floodlights and the cockpit side the lights on for maintenance, for checking
panel lights. These lights may be used at any time, the cockpit, and for supplemental instrument
although their principal function is to provide panel lighting.
cockpit lighting when all normal power is lost.
The instrument panel FLOOD lights are protected
by the FLOOD INST circuit breaker (Figure
Instrument Panel Floodlights 3-17), which receives power from the 28-VDC
The instrument panel floodlights (Figure 3-18) emergency bus.
are mounted along the underside of the instrument
panel glareshield. The lights are controlled by COCKPIT SIDE PANEL LIGHTS
two switches in the INST LIGHT group. One
is labeled “INTEG” and “OFF.” The other is The cockpit side panel lights (Figure 3-20) are
labeled “FLOOD” and “OFF.” The switches are installed on the pilot’s and copilot’s side panels.
located on the overhead panel (Figure 3-19).
Normally, the INTEG switch is placed in the
INTEG position. The FLOOD switch is placed in
the OFF position. Thus, when the left load bus
3 LIGHTING

Figure 3-18. I nstrument Panel

Flood Lights (Typical)

Figure 3-20. Cockpit Side Panel Light

Figure 3-19. Instrument Panel

Light Switches

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In RK 1–97 and 99–109, they are attached to the

end of a flexible arm and covered by a hood. The
normal deflection is 90° or more. The lamp hood
also rotates about the arm, providing directional
control of the light beam. The lamp base contains
an ON/OFF switch and a dimmer control rheo-
stat. In RK 98, 110 and subsequent, the lights are
recessed into the side panels and illuminate the
approach plate and lap area of the pilot and copi-
lot. Below the light is an ON/OFF switch with a
dimmer control rheostat. The cockpit side panel
lights receive power from the 28-VDC emergency
bus via the FLOOD INST circuit breaker.

LIMITATIONS
For specific information on limitations, refer to
the appropriate abbreviated checklists or the
FAA-approved Airplane Flight Manual (AFM).

3 LIGHTING

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QUESTIONS
1. When operating, the anti-collision lights 5. When the left load bus fails, or when the
generate ___________ flashes INST CONT circuit breaker trips, the
instrument panel FLOOD lights come
A green on automatically. What position must the
B. red INTEG and FLOOD switches be in to
C. white accomplish this?
D. blue A. INTEG switch—AUTO
FLOOD switch—OFF
B. INTEG switch—INTEG
2. Where is the left wing inspection light FLOOD switch—OFF
located? C. INTEG switch—OFF
A. On the left side of the fuselage and aft of FLOOD switch—AUTO
the entrance door D. INTEG switch—OFF
B. On the left side of the fuselage and for- FLOOD switch—INTEG
ward of the entrance door
C. On the right side of the fuselage 6. The recognition light may:
D. Both A and C A. Be operated only if the landing lights
3 LIGHTING

are off
B. Be operated only in flight
3. The cabin emergency lights are powered by
four nickel-cadmium battery packs or two C. Not be operated above 200 KIAS
lead acid batteries and controlled by the D. Be operated only if the anticollision
EMER LT switch.What switch position(s) lights are off
allow(s) the batteries to be recharged?
A. ARM or OFF
B. TEST/ON only
C. ARM only
D. OFF only

4. Which annunciator comes on when the

EMER LT switch is in either the OFF or the
TEST/ON postion?
A. EMER LT NOT ARM
B. EMER LT OFF
C. EMER LT AUTO ARM
D. EMER LT NOT STBY

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CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
Page
INTRODUCTION................................................................................................................... 4-1
GENERAL............................................................................................................................... 4-1
SYSTEM DESCRIPTION AND OPERATION...................................................................... 4-2
Master Warning Light and Reset Switch.......................................................................... 4-2
Master Caution Light and Reset Switch........................................................................... 4-2
Annunciator and Indicator Panels.................................................................................... 4-2
Operation Lights............................................................................................................... 4-6
Master Test System........................................................................................................... 4-6
Tone Generator System.................................................................................................... 4-6
QUESTIONS........................................................................................................................... 4-9

4 MASTER WARNING
SYSTEM

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ILLUSTRATIONS
Figure Title Page

4-1 Master Warning and Caution Lights and Switches..................................................... 4-2

4-2 Operation Lights Control Switch................................................................................. 4-6
4-3 Master Test System...................................................................................................... 4-6

TABLES
Table Title Page

4-1 Annunciator and Indicator Function Listing.................................................................4-3

4-2 Shroud Indicator Panel..................................................................................................4-5
4-3 Master Test System Functions.......................................................................................4-7

4 MASTER WARNING
SYSTEM

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CHAPTER 4
MASTER WARNING SYSTEM

INTRODUCTION
The Beechjet 400A/Hawker 400XP airplanes are equipped with a combination master warning/

4 MASTER WARNING
master caution panel, which forms the major portion of the master warning system. The annun-
ciator lights associated with the system are centrally located in the cockpit, thus allowing the

SYSTEM
crew to quickly notice and identify malfunctions and important operating conditions for most of
the major airplane systems.

GENERAL
Other portions of the master warning/caution On the Beechjet 400A/Hawker 400XP, the
system, besides the annunciator panel, include two annunciator panel is arranged vertically and is
resettable master warning lights, two resettable located in the center of the instrument panel.
master caution lights, advisory lights, and several In general, these lights warn the pilots of
operation lights. malfunctions or abnormal operating conditions
of vital components and systems.
The advisory panels are located near the center
of the shroud panel, thus making the associated The master warning/caution system is powered by
advisory lights readily visible to both pilots. the left load bus, right load bus, or emergency bus
In general, these lights indicate the operating through their respective circuit breakers and diodes.
condition of various systems. The circuit breakers are labeled “PLT WARN,”
“COPLT WARN,” and “EMER WARN LT.”
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SYSTEM DESCRIPTION ANNUNCIATOR AND

AND OPERATION INDICATOR PANELS
The Beechjet 400A/Hawker 400XP annunciator
panel is on the center instrument panel. The shroud
MASTER WARNING LIGHT AND advisory panels are on the left and right sides of
RESET SWITCH the instrument panel shroud. These panels contain
The master warning lights and reset switches a series of advisory lights. Only the annunciator
(Figure 4-1), labeled ‘‘MASTER WARNING panel warning lights interconnect with the
RESET,’’ are on either end of the shroud panel. MASTER WARNING RESET switchlights.
Anytime there is a system malfunction, which Likewise, only the annunciator panel caution
is annunciated as a warning in the annuncia- lights interconnect with their respective reset
tor panel, the MASTER WARNING RESET switchlights. Shroud indicator panel lights do not
switchlights flash red. The switchlights are extin- interconnect with switchlights, unless the airplane
guished when one is pushed in. At this time, only is equipped with thrust reversers, in which case, if
the annunciator associated with the malfunction the thrust reversers are armed without weight on
remains illuminated. the wheels, the master warning will flash without
an annunciator light on; however, the reverser
ARM lights will be on.

Each annunciator or indicator has a legend that

describes the associated system malfunction. The
lights on the panel are color-coded red for warning,
amber for caution, and white for advisory. The
warning lights indicate a situation that requires
immediate corrective action. The caution lights
indicate a situation that requires attention, but not
immediate action. The advisory lights indicate a
condition not degrading to the safety of the flight.
Figure 4-1. Master Warning and Caution When an annunciator panel warning or caution
Lights and Switches annunciator illuminates, its respective master
reset switchlight also comes on, flashing. The
4 MASTER WARNING

annunciator remains illuminated after the

MASTER CAUTION LIGHT AND switchlight has been reset until the malfunction
SYSTEM

RESET SWITCH has been remedied.

The master caution lights and reset switches (Fig- NOTE

ure 4-1) are next to the MASTER WARNING
RESET switchlights. The caution switchlights are Automatic master warning/caution
labeled “MASTER CAUTION RESET.’’ When- flasher cancellation occurs if the
ever there is a system malfunction annunciated improper system condition is no longer
as a caution light in the annunciator panel, the indicated by the associated annunciator.
MASTER CAUTION RESET switchlights flash
amber. The switchlights are extinguished when The master warning/caution lights and
one is pushed in. At this time, only the annun- annunciators are powered by the PLT WARN,
ciator associated with the malfunction remains COPLT WARN, and EMER WARN LT circuit
illuminated. breakers. If power is lost on either or both load
buses, the emergency bus will power the entire
system.

See Table 4-1 and Table 4-2 for a complete listing

of all annunciators, indicators, and their functions.

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Table 4-1. ANNUNCIATOR AND INDICATOR FUNCTION LISTING

ANNUNCIATOR CAUSE FOR ILLUMINATION

CABIN Loss of cabin pressurization: Cabin altitude exceeds 9,500 ±500 feet.
PRESSURE LO

CABIN System fails. Cabin pressurization exceeds 9.1 psi.

PRESSURE HI

L FIRE R FIRE
DET FAIL DET FAIL Indicated fire detector has failed.

L WSHLD R WSHLD Indicated electric windshield is overheating (129°F or above).

OV HT OV HT

H STB
ICE FAIL Horizontal stabilizer deice system fails.

WING
OV HT Wing anti-ice temperature is too high.

L OIL R OIL Indicated engine oil pressure is below 40 psi.

PRESS LO PRESS LO

L FUEL R FUEL
PRESS LO PRESS LO Indicated engine fuel pressure is below 5.0 psi.

BATT The battery temperature is in excess of 150°F (RK 1 to 97 only).

OV HT

FLAP The flaps are asymmetric.

ASYM

4 MASTER WARNING
L FUEL R FUEL
FEED FEED Fuel quantity in the main tank collector is less than 11.5 gallons.

SYSTEM
L F XFR R F XFR Fuel pressure in indicated transfer lines is below 1.3 psi during transfer operation.
PRESS LO PRESS LO

L FUEL R FUEL
LEVEL LO LEVEL LO Fuel remaining is approximately 225 pounds.

L WG TK R WG TK Indicated wing tank pressure is in excess of 3.5 psid.

OV PRESS OV PRESS

L F FLTR R F FLTR
BYPASS BYPASS Indicated fuel filter is clogged.

L O FLTR R O FLTR Indicated oil filter is clogged.

BYPASS BYPASS

L H PMP R H PMP
PRESS LO PRESS LO Indicated hydraulic pump has failed, and pressure is below 750 ±100 psi.

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Table 4-1. ANNUNCIATOR AND INDICATOR FUNCTION LISTING (Cont)

ANNUNCIATOR CAUSE FOR ILLUMINATION

L ENG R ENG Indicated engine electronic fuel control has failed or is off.
EFC OFF EFC OFF

L STALL R STALL
WRN FAIL WRN FAIL Indicated stall warning system has failed.

L GEN R GEN Indicated generator is not connected to its bus.

OFF OFF

L BUS R BUS
FDR FAIL FDR FAIL Indicated bus feeder has failed.

BATT The battery relay is open.

CUTOFF

EMER BUS The emergency bus feeder has lost power.

FDR FAIL

INV 1 INV 2
FAIL FAIL Indicated inverter has failed, or frequency is out of tolerance.

L ENG ICE R ENG ICE Indicated engine anti-ice temperature is below 120°F, or stator vane valve is not open.
TEMP LO TEMP LO

AIR COND
FAIL The air-conditioning system is in emergency because of high temperature or pressure.

ICE DETECT
FAIL Ice detector has failed.

BL AIR
4 MASTER WARNING

Bleed air is leaking from the bleed-air duct.

DCT FAIL
SYSTEM

DOOR The entrance or aft fuselage door is not locked.

UNLOCK

DEFOG
AIR OVHT The defog air temperature is in excess of 200°F.

PITOT
HT OFF The pitot heater switches are not on, or the pitot heater system has failed.

CABIN AIR The cabin area sensor has detected excessively high temperature (290°F).
OV HT

HYD Hydraulic fluid level in the reservoir is below .61 gallon.

LEVEL LO

ANTI SKID
FAIL The antiskid system has failed or is off.

RDR BST
FAIL Rudder boost is inoperative.

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Table 4-2. SHROUD INDICATOR PANEL

ANNUNCIATOR CAUSE FOR ILLUMINATION

L TR ARM R TR ARM Hydraulic power is available to the indicated thrust reverser control valves.

UNLOCK UNLOCK Indicated thrust reverser is not fully stowed.

DEPLOY DEPLOY Indicated thrust reverser is fully deployed.

LDG LT EXT Either landing light is not properly retracted.

The passenger oxygen manifold is pressurized.

PASS OXY ON Oxygen is available to the passenger oxygen masks when pulled down.

FUEL XFEED ON Fuel crossfeed is in use.

The No. 2 inverter is being powered by the emergency bus, and

AC BUS SHED the No. 1 inverter is not working.

SPD BRAKE EXT The speedbrakes (spoilers) are hydraulically extended.

ENG SYNC ON The engine synchronizer control switch is in fan or turbine position.

EFC AUX PWR ON The engine electronic fuel control is being powered by the standby bus (start only).

EMER LT NOT ARM The emergency light control switch is off or in the test/on position.

4 MASTER WARNING
The appropriate temperature for the wing de-ice system has NOT been reached

SYSTEM
WG ICE TEMP LO (RK 355 and subsequent).

ICING Icing conditions are present.

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OPERATION LIGHTS
The operation lights are located on the overhead
panel. Each operation light indicates system oper-
ation or component position and/or operation for
its respective system. Also, each light is located
next to its respective control switch. Refer to the
individual system description for the proper light
operation. The intensity of the operation lights is
controlled by the IND LTS switch (Figure 4-2)
located on the overhead panel. This switch has
two positions: DIM and BRT (bright).

Figure 4-3. Master Test System

LG HORN’’ and ‘‘IND LTS.’’ Refer to Chapter

14, ‘‘Landing Gear and Brakes,’’ for a description
and operation of the landing gear warning horn.
Refer to Chapter 16, ‘‘Avionics,’’ for a description
and operation of the overspeed (airspeed) warn-
ing horn. The indicator lights are labeled ‘‘GO’’
and ‘‘NO GO.’’ The AS HORN/LG HORN test
4 MASTER WARNING

switch, when actuated, tests the operation of the

airspeed warning horn and the landing gear horn.
SYSTEM

The IND LTS test switch, when actuated, tests the

operation of all indicator lights except the landing
gear indicator lights of RK 1–97 and 99–109. The
Figure 4-2. Operation Lights GO and NO GO lights indicate when the system
Control Switch being tested is operational or has failed. Refer to
Table 4-3 for test functions.

MASTER TEST SYSTEM TONE GENERATOR SYSTEM

The master test system (Figure 4-3) allows the The Beechjet 400A/Hawker 400XP is equipped
pilot to check the basic functions of some subsys- with the Model 603 aural warning tone generator,
tems and the respective annunciators by rotating which provides aural signals to the cockpit
the master test switch. The test system is located headphone and speaker amplifiers via the audio
on the overhead panel. Other components of the control amplifier. The tone generator is a remotely
test system include two test switches and two controlled, electronic unit which operates upon
indicator lights, both located above the rotary test command from fault detection equipment.
switch. The test switches are labeled ‘‘AS HORN/

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Table 4-3. MASTER TEST SYSTEM FUNCTIONS

SIMULATING
SWITCH POSITION SYSTEM ANNUNCIATOR PANEL
MALFUNCTION

GENERATOR GROUND FAULT R GEN

R GEN RIGHT GENERATOR
(WHEN GEN IS OPERATING) OFF

FLAP ASYMMETRY FLAP

FLAP FLAP POSITION ASYMMETRY
DETECTOR ASYM

L FIRE LEFT FIRE DETECTION LEFT ENGINE FIRE

R FIRE RIGHT FIRE DETECTION RIGHT ENGINE FIRE

L STALL
L STALL LEFT STALL WARNING STALL WRN FAIL

BATT OV BATTERY OVERHEAT BATT

BATTERY OVERHEAT
(RK 1 TO 97 ONLY) WARNING OV HT

POWER LOSS ON
STBY STANDBY POWER
EMERGENCY BUS

R STALL
R STALL RIGHT STALL WARNING STALL WRN FAIL

GENERATOR GROUND FAULT L GEN

L GEN LEFT GENERATOR
(WHEN GEN IS OPERATING) OFF

On the Beechjet 400A/Hawker 400XP, the signals

are as follows:
• Engine fire warning—Repetitively decay- • Autopilot disconnect—Warble tone; aver-
ing tone; 430 ±50 Hz fundamental age 460 ±50 Hz modulating about 5 times
frequency, 16.7 ±2 Hz decay repetition per second
frequency
• Overspeed warning—Repetitive swept fre-

4 MASTER WARNING
• Stall warning—Steady tone; 1,000 ±100 Hz quency tone; increasing from 500 ±100 Hz
to 1,670 Hz about 5 times per second
• Altitude alert—Steady musical C-chord

SYSTEM
tone • Takeoff out of trim—Same as landing gear
warning
• Pitch trim warning—Repetitively decay-
ing tone; 3,000 ±300 Hz fundamental • Cockpit call (optional)—Decaying tone;
frequency, 2 ±.2 Hz decay repetition steady 625 ±40 Hz decaying in 1.0 +.5/–.1
frequency second
• Landing gear—Intermittent tone; 500 ±50
Hz; on .375 ±.1 second, off .375 ±.1 second

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INTENTIONALLY LEFT BLANK

4 MASTER WARNING
SYSTEM

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QUESTIONS
1. Where are the MASTER WARNING 3. Which annunciator indicates a situation that
RESET switchlights located? requires attention, but not immediate action?
A. On the overhead panel A. Warning (red) annunciator
B. On the center pedestal B. Caution (amber) annunciator
C. On either end of the shroud panel C. Advisory (white) annunciator
D. On either end of the instrument panel D. NO GO (red) light

2. When a certain warning or caution annun- 4. If the load buses fail, what effect will the lost
ciator illuminates, its respective master reset buses have on the master warning/caution
switchlight comes on, flashing. How is the system?
annunciator normally turned off? A. None; all lights will be powered by the
A. By remedying the malfunction emergency bus.
B. By pushing the annunciator B. Only the left system lights will work.
C. By resetting the respective warning or C. None of the lights will work.
caution switchlight D. Only the emergency lights will work.
D. By placing the IND LTS switch in the
OFF position

4 MASTER WARNING
SYSTEM

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CHAPTER 5
FUEL
CONTENTS
Page
INTRODUCTION................................................................................................................... 5-1
GENERAL............................................................................................................................... 5-1
FUEL STORAGE.................................................................................................................... 5-2
Refueling.......................................................................................................................... 5-2
Defueling and Draining.................................................................................................... 5-3
Tank Vent System............................................................................................................. 5-3
FUEL DISTRIBUTION........................................................................................................... 5-7
Boost Pump Switches....................................................................................................... 5-7
Jet Pump Switches............................................................................................................ 5-9
Fuel Transfer..................................................................................................................... 5-9
Fuel Crossfeed................................................................................................................ 5-10
Fuel Return..................................................................................................................... 5-10
FUEL INDICATION............................................................................................................. 5-10
General........................................................................................................................... 5-10
Fuel Quantity.................................................................................................................. 5-10
Fuel Temperature............................................................................................................ 5-11
Fuel Warning.................................................................................................................. 5-11
Approved Fuels.............................................................................................................. 5-12
Fuel Temperature............................................................................................................ 5-12
5 FUEL

Fuel Servicing, Crossfeed, and Unbalance..................................................................... 5-12

Fuel Pumps..................................................................................................................... 5-12

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LIMITATIONS....................................................................................................................... 5-12
QUESTIONS......................................................................................................................... 5-13
5 FUEL

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ILLUSTRATIONS
Figure Title Page

5-1 Refueling Filler Ports................................................................................................... 5-3

5-2 Fuel Drain Valves........................................................................................................ 5-4
5-3 Ram-Air Scoop and Sniffle Valves.............................................................................. 5-5
5-4 Fuel Distribution System Schematic........................................................................... 5-6
5-5 Fuel System Controls (Overhead Panel)..................................................................... 5-7
5-6 Fuel Transfer System Schematic................................................................................. 5-8
5-7 Fuel Quantity Indicators............................................................................................ 5-11
5-8 Fuel Temperature Indicator........................................................................................ 5-11

TABLES
Table Title Page

5-1 Fuel Storage Quantities.................................................................................................5-2

5 FUEL

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CHAPTER 5
FUEL

INTRODUCTION
The Beechjet 400A/Hawker 400XP fuel system provides an independent fuel supply for each
engine. It is designed for safe operation between sea level and 45,000 feet, and within the fuel
temperature range of –40°F (–40°C) to 122°F (50°C). All components in the fuel system are
compatible with jet fuel grades Jet A, Jet A-1, Jet B, JP-4, JP-5, JP-8, JP-8 + 100, and RP-3
(Chinese). Jet B and JP-4 are removed from RK 508 and Subsequent or Earlier models with Fuel
Heater modification. This system is not designed for use of any grade of avgas. Total usable fuel
capacity is 733 U.S. gallons.

GENERAL
The Beechjet 400A/Hawker 400XP fuel system There are three filler ports for servicing the
consists of two independent, integral wing tanks, system with fuel. One filler port is located in each
two forward fuselage tanks, two mid fuselage wing outboard, upper surface for the main tanks,
tanks, one aft fuselage tank, and one fuselage fill and one above the right engine pylon trailing edge
5 FUEL

tank. Also included in the system are controls to gravity-fill the fuselage tanks.
and indicators for feeding fuel to the engines,
transferring fuel from the fuselage to the wings,
crossfeeding fuel from either main tank to both
engines, fuel temperature, and quantity monitoring.

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During normal operation, the left wing (main) The aft fuselage and fuselage fill tanks are made
tank feeds fuel to the left engine, and the right up of a non-self-sealing bladder inside a metal
wing (main) tank feeds fuel to the right engine. tank box. The aft fuselage tank is just aft of the
Fuel is supplied to each engine from its respective rear pressure bulkhead. The fuselage fill tank is
collector tank, which is located in the wing inner on the right side of the aft fuselage compartment,
bay. The 2.5° dihedral design of the wing causes just aft of the aft fuselage tank.
fuel to flow by gravity from the outer wing bays
to the inner wing bays. Wing tank fuel will The mid fuselage tanks are also non-self-sealing
gravity-flow into a collector in each wing inner bladder cells, physically located in the center
bay through one-way flapper valves in the bottom fuselage under the cabin floor. All fuselage fuel
of the collector tank side walls. Fuel from the will gravity-flow to these tanks.
forward and aft fuselage tanks gravity-feeds into
the mid fuselage tanks, where it is transferred to The forward fuselage tanks are non-self-sealing
the main tanks by transfer pumps. bladder tanks located under the forward cabin
floor. The left forward tank is connected to the
Crossfeed can be selected to allow either main left mid fuselage tank, and the right forward tank
tank to supply fuel to both engines. is connected to the right mid fuselage tank. Fuel
can gravity-flow between these tanks.

FUEL STORAGE Fuel quantities are shown in Table 5-1.

All airplane fuel is stored in the left and right REFUELING

main tanks and in the fuselage fuel tanks.
Refueling is accomplished by gravity flow. There
Each main tank consists of the integral wing is a filler port (Figure 5-1) on each wing upper
tank. The main tank has three sections: an outer, a surface over the outer bay. The fuselage tanks’
middle, and an inner bay. The partitions separating filler port is located on the right side of the aft
the main tank bays are fitted with flapper valves, fuselage above the right engine pylon trailing
which allow one-way flow of fuel from the outer edge. All three filler ports are covered by cap
bay to the inner bay but preclude outboard flow assemblies. The fuselage filler port and cap
during extreme flight attitudes. assembly is accessed through an access panel,
which is held closed by a single snap latch. All
The fuselage fuel tank system consists of a fuselage tanks are filled by gravity flow from the
fuselage fill tank, an aft fuselage tank, two mid fuselage fill tank. As fuel is being serviced into
fuselage tanks, and two forward fuselage tanks. the fuselage fill tank, it gravity-flows to the aft
fuselage tank, then to the right mid fuselage tank,
then to the left mid tank, and from these two tanks
it flows to the forward tanks.

Table 5-1. FUEL STORAGE QUANTITIES

WING TANKS FUSELAGE TANKS TOTAL

(U.S. GAL.) (U.S. GAL.) (U.S. GAL.)

UNUSABLE FUEL 8.28 3.94 12.22

MAXIMUM USABLE FUEL 427.20 305.80 733.0

5 FUEL

TOTAL FUEL CAPACITY 435.48 309.74 745.22

NOTE:
Fuel remaining in the tanks when the quantity indicator reaches zero is not usable in flight.

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Figure 5-1. Refueling Filler Ports

engine fan duct pressurizes the EPS canister,

CAUTION which pneumatically transfers the canister fuel
When switching fueling grades of to the aft fuselage surge tank. The surge tank is
jet fuel, a hazard exists from electro- connected by tubing to the aft fuselage fuel tank,
static spark ignition. Prior to switching and fuel in the surge tank gravity-flows into the
grades of jet fuel, correct refueling aft fuselage tank when space becomes available.
procedures must be followed, such as
reducing the rate of refueling by 50% There are four fuel drains on the bottom of the
and ensuring proper grounding for dis- fuselage for the fuselage fuel tanks. There is
sipation of electrostatic charge. one on each side of the bottom center fuselage
for the left and right mid fuselage tank, respec-
tively. There is one drain valve on the bottom aft
DEFUELING AND DRAINING fuselage for the aft fuselage tank and one for the
fuselage fill tank.
There is a manual defueling valve in the left
fuel feed line, just aft of the main landing gear
wheel well. TANK VENT SYSTEM
Defueling may be accomplished by removing the The vent system provides continuous ambient
access cover and attaching a hose to the defuel air pressure to all tank cells and surge tanks
valve. Either gravity or boost pump operation will during all flight conditions. This allows the tank
provide the defueling flow. differential air pressure to remain within limits
during maximum rate of climb or descent. Each
There are three drain valves on the lower surface fuel tank, along with its surge tank, is vented
of each wing. One drain valve is at the lowest point separately through its independent vent system.
(inboard end) of each main tank bay and one is in Each vent system for the main fuel tanks consists
the surge tank (vent box) for the main tank (Figure of a flush-mounted ram-air scoop, vent lines,
5-2). There is also a drain valve colocated with the three float vent valves, a surge tank, two flapper
defuel valve. In addition, a drain valve is in each valves, and two pressure/vacuum relief (sniffle)
fuel filter in RK 1–507 without fuel heaters, which valves. The ram-air scoops are located on the
is aft of the main gear wheel well. Accumulated underside of the outboard wing area for the main
water and sediment may be drained from the tanks (Figure 5-3).
filters at these valves. On engine shutdown, fuel
from the engine fuel nozzle manifold drains into a Vent lines are located in the wing integral tank
small tank (environment protection system (EPS) through the higher points of each section from
5 FUEL

canister) at the bottom of each engine. When the the wing root rib to the wingtip surge tank. These
engine is next started and running, air from the lines are fitted with float vent valves at their

Revision 1 FOR TRAINING PURPOSES ONLY 5-3

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

MID FUSELAGE TANK

FUEL DRAIN VALVE

FUEL DRAIN VALVE

DETAIL FUEL DRAIN VALVE

FUEL FILTER DRAIN FUEL FILTER DRAIN

FUSELAGE TANK
DRAIN VALVE
5 FUEL

Figure 5-2. Fuel Drain Valves

5-4 FOR TRAINING PURPOSES ONLY Revision 1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

line to drain into the outer bay. The main tank is

protected against negative and excessive positive
pressure by two pressure/vacuum relief (sniffle)
valves mounted in the lower surface of the outer
bay skin (Figure 5-3). These valves open to allow
airflow in or out of the tank when a vacuum or
an excessive positive pressure condition occurs in
the tank. Pressure relief is from +4.0 to +5.0 psi
and –.1 to –.3 psi.

A small hole in the forward vent valve chamber,

mounted in the wing root area, is provided as a
back pressure relief in case of thermal expansion.
RAM-AIR SCOOP
The fuselage tanks are vented to atmosphere by
two tubes extending downward from the bottom of
the aft fuselage, one on either side of the forward
portion of the ventral fin. Vent lines connected
to these tubes join together in the aft fuselage.
At that point, a flame arrestor is installed in the
vent line to protect against a fire hazard due to
the potential of a lightning strike in the vicinity of
the vents. The vent line then continues forward to
a sniffle valve in the filler access and to the surge
tank, which vents to the aft fuselage tank and the
SNIFFLE VALVES
forward fuselage tanks. Another flame arrestor is
located in the vent line between the aft fuselage
Figure 5-3. Ram-Air Scoop tank and the forward tanks. There is yet another
and Sniffle Valves flame arrestor in the gravity fill line between the
aft fuselage tank and the right mid fuselage tank.
inboard ends and terminate in the wing surge
tank, outboard of the main tank. The main tank is
vented to the surge tank through these lines, and
the surge tank is vented to the ram-air scoop. The
outer bay of the main tank is vented to the surge
tank by a float vent valve and a tube.

The float vent valves prevent fuel from entering the

vent system when the fuel level reaches the vent
port. The fuel that might possibly seep by the vent
valves is collected in the surge tank and returned
to the main tank through an interconnecting hole.
The interconnecting hole is fitted with a flapper
valve to prevent fuel from the main tank from
flowing into the surge tank, but will allow fuel in
the surge tank to flow into the main tank when the
5 FUEL

level in the main tank permits gravity flow.

Another flapper valve is incorporated in the vent

line (in the outer bay) to permit fuel in the vent

Revision 1 FOR TRAINING PURPOSES ONLY 5-5

 5 FUEL

5-6
AREA TRANSFER JET PUMP
WITH FLAPPER OUTLET
(FORWARD AND AFT)

COLLECTOR CHAMBER FUEL LEVEL LOW

11.5 GAL (77 LB)
COLLECTOR CHAMBER
WING FUEL LEVEL LOW
33 GAL (225 LB) PRIMARY
JET PUMP
FUEL FILLER
CAP

213.6 GAL 213.6 GAL

1,431.5 LB 1,431.5 LB

BOOST FLAPPER-
PUMP TYPE CHECK
WING VALVE
TANK
OVERBOARD
FLUSH VENT

FOR TRAINING PURPOSES ONLY

FUEL FEED
SHUTOFF VALVE
DEFUEL
VALVE CROSSFEED
MOTIVE FUEL VALVE
SHUTOFF VALVE

FILTER LEGEND
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

ENGINE- JET PUMP PRESS

DRIVEN PUMP HI PRESS
MOTIVE FLOW
STATIC FUEL
BOOST PUMP PRESS
FUEL IN TANK
LOW FUEL FUEL FILTER
PRESSURE BYPASS VALVE/
SWITCH (5 PSI) SWITCH (2.3 PSID)

Figure 5-4. Fuel Distribution System Schematic

Revision 1
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

FUEL DISTRIBUTION Under normal operation, fuel feed to the engine

is provided by the main jet pump. Motive flow
Figure 5-4 shows the fuel system schematic. It will for the main jet pump is supplied by the engine-
be helpful to follow the diagram while reading driven high-pressure fuel pump through the
the text. The controls and indicators are included engine motive-flow valve.
schematically and are shown individually in
subsequent figures. The boost pump is used during engine starting,
crossfeed operations, replenishing a collector low
Under normal operation of the fuel system, fuel level, and as a backup for the main jet pump. It
flows from the left feed system to the left engine is automatically energized and then deenergized
and from the right feed system to the right engine. during the engine starting procedure. Once
Each feed system includes a main jet pump, the engine is started and the start select switch
a standby electrically driven centrifugal boost is placed OFF or the opposite engine START
pump, a shutoff valve, a fuel filter, a low-pressure position, the boost pump automatically shuts off.
switch, and fuel lines connecting these to the
engine and the crossfeed line. Both pumps are The fuel shutoff valve is installed in the fuel
located in the collector chamber, approximately feed line to stop fuel flow to the engine in case
20 gallons capacity, in the inboard end of each of an engine fire or fuel leakage downstream of
main tank. The outboard lower surfaces of the the valve. The first fuel filter incorporates a dif-
collector chamber are equipped with flapper ferential pressure switch and bypass valve. If the
valves, which allow fuel to gravity-flow into filter element becomes clogged, the filter pressure
but not flow out of the chamber. The outboard switch actuates, and the L or R F FLTR BYPASS
upper surface has openings to the wing tank annunciator illuminates. If the pressure differ-
to allow fuel to flow outboard to the main tank ential exceeds 2.3 psid, the bypass valve opens,
during fuselage-to-wing transfer and to vent the and most of the fuel is supplied to the engine
collector. In addition to gravity feed, two transfer unfiltered.
jet pumps serve to transfer fuel from the wing to
the collector. Motive flow for the aft transfer jet BOOST PUMP SWITCHES
pump is supplied by pressure from the main jet
pump or the electric boost pump when operating. The BOOST PUMP switches have ON, OFF,
Motive flow for the forward transfer jet pump is and AUTO positions (Figure 5-5). The switches
supplied automatically on a demand basis by the are normally placed in the AUTO position to
electric boost pump when the fuel level in the provide automatic pump operation for engine
collector drops below full. start, low feed line pressure, crossfeed, and low
collector chamber level. With the switch in the
AUTO position, the boost pump automatically

5 FUEL

Figure 5-5. Fuel System Controls (Overhead Panel)

Revision 1 FOR TRAINING PURPOSES ONLY 5-7

 5 FUEL

5-8
LH FWD RH FWD
FUSELAGE FUSELAGE
TANK TANK
ACCELERATION CHECK VALVE

MID FUSELAGE TANK

FUSELAGE TANK EMPTY FLOAT SWITCH

LEVEL CONTROL SHUTOFF VALVE

AREA TRANSFER JET PUMP
COLLECTOR CHAMBER FUEL LEVEL LOW WITH FLAPPER OUTLET
11.5 GAL (77 LB) (FORWARD AND AFT)
LH MID RH MID
COLLECTOR CHAMBER FUSELAGE FUSELAGE
WING FUEL LEVEL LOW TANK TANK
33 GAL (225 LB)

213.6 GAL 213.6 GAL

1,431.5 LB 1,431.5 LB

CHECK
VALVE TRANSFER
PUMPS
PRIMARY TRANSFER
JET PUMP PRESSURE
LOW (5 PSI)
WING
TANK
LEVEL CONTROL DEFUEL
PILOT VALVE VALVE
FUEL FILLER FUEL FEED
OVERBOARD CAP SHUTOFF VALVE
FLAME
FLUSH VENT ARRESTOR
MOTIVE FUEL
SHUTOFF VALVE

FOR TRAINING PURPOSES ONLY

AFT
FUSELAGE
TANK

LEGEND
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

FUEL IN TANK
JET PUMP PRESS
AFT FUSELAGE
FILLER TANK HI PRESS
MOTIVE FLOW
TOTAL FUSELAGE FUSELAGE STATIC FUEL
FUEL FILLER CAP
(305.8 GAL BOOST PUMP PRESS
2,048.9 LB) TRANSFER PUMP PRESS

Figure 5-6. Fuel Transfer System Schematic

Revision 1
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

comes on if the fuel feed line pressure drops Fuel in the mid fuselage tanks (left and right)
to 5 psi or below and the L or R FUEL PRESS is transferred to the left and right main tanks,
LO annunciator illuminates. The L or R FUEL respectively, by electric transfer pumps. The
PRESS LO light extinguishes when the pressure transfer pump switches have ON, AUTO, and
in the feed line increases back above 5 psi, but RESET positions. The normal position for these
the pump continues to run until it is manually switches is AUTO. In this position fuel transfer
switched OFF. Automatic pump operation is pro- is initiated automatically when the first generator
vided to operate the forward transfer jet pump if comes on line after engine start and is terminated
the feed tank (collector) level drops below a pre- automatically when the mid fuselage tank fuel is
scribed level. Low feed tank level is indicated by depleted and the transfer pump output pressure
illumination of the L or R FUEL FEED annuncia- drops below 1.3 psi.
tor light. When the boost pump is in operation,
the boost pump operation (white) light adjacent This system is totally automatic, but if it fails
to the switch illuminates. The ON position of the to operate automatically, the ON position of the
boost pump switch is used during in-flight engine transfer switch has been provided. The switch
starting, ground defueling, and as a backup for ON position is used on the ground to check the
the automatic system. transfer pump operation and as a backup for the
automatic system. The operation light above the
switch illuminates any time the pump is running.
JET PUMP SWITCHES If the ON position is selected and fuel in the mid
fuselage tanks is exhausted, the L or R F XFR
The JET PUMP switches have OFF and NORM PRESS LO light illuminates, and the pilot must
positions. During normal operation of the fuel manually select the AUTO position to prevent
system, the switches are positioned to NORM. the pump from running in a dry tank, which will
One function of the OFF position is to check cause excessive pump vane wear.
automatic boost pump operation on the ground
prior to flight. For an in-flight engine relight, Fuel level in the wing is controlled by a pilot
the JET PUMP switch must be OFF; otherwise, float valve, located in the outer fuel bay, which
it will rob the engine of fuel. When the switch hydraulically operates a fuel level control valve
is placed in the OFF position, the motive-flow located in the collector tank. When the fuel level
shutoff valve is closed, and the boost pump should control valve closes, the transfer pump continues
automatically start running because the fuel feed to run at a constant pressure at zero flow.
line pressure dropped to 5 psi or below. This is The system includes annunciator lights for
confirmed by the illumination of the BOOST wing overpressure (3.5 ±.5 psi) and low transfer
PUMP operation light. pressure (1.3 psi) lights. A wing overpressure
condition, indicating a malfunction of the fuel
CAUTION level control valve, automatically shuts down the
transfer pump with the pump switches in either the
If an engine fire occurs, the JET PUMP ON or AUTO position. To re-establish transfer
switch should be placed in the OFF after a wing overpressure, the pump switch
position after pushing the BOT 1 or must be manually repositioned to RESET. When
BOT 2 armed pushbutton. released, it springs back to AUTO. The transfer
pumps are capable of pumping up to 2,200 pounds
per hour each.
FUEL TRANSFER
If a transfer pump in one of the mid fuselage
During fuel servicing of the fuselage tanks, the tanks fails, the remaining pump would continue
fuel gravity-flows to the mid and forward fuselage transfer operation to the main tank on the operat-
5 FUEL

tanks first. When the mid and forward fuselage ing pump side. In this case the crossfeed switch
tanks are full, any additional fuel added to the should be positioned to the same side as the
fuselage is held by the aft fuselage and fuselage operating pump to keep the main tanks in bal-
fill tanks until full (Figure 5-6). ance. All fuselage fuel can be transferred with
one pump operating.

Revision 1 FOR TRAINING PURPOSES ONLY 5-9

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

FUEL CROSSFEED FUEL RETURN

During normal operation, the crossfeed (FUEL The environment protection system (EPS) returns
XFEED) switch is left in the NORM position. fuel, drained from the nozzle manifold of each
Crossfeed becomes necessary if one tank must be engine during engine shutdown, to the aft fuselage
used for both engines or one tank must be used tank. This system consists of two drain boxes,
to feed an operating engine on the opposite side return lines, check valves, and pressurization lines.
from that main tank. Selecting L TANK opens the
crossfeed valve so that the left tank can supply A drain box is installed at the bottom of each
fuel to both engines. The R TANK position would engine mid section and collects fuel purged from
use the right tank as the source for both engines. the fuel nozzle manifold during engine shutdown.
This crossfeed capability has been provided to During the next engine operation, this box is
maintain fuel levels within balance between main pressurized from the fan bypass duct, and fuel in
tanks and ensure all main tank fuel can be utilized the box is transferred through the return lines to
by either engine. The main tanks must be within the surge tank above the aft fuselage tank. This
100 pounds of each other for takeoff and within fuel is then transferred to the aft fuselage tank by
300 pounds of each other during all phases of gravity flow. The surge tank is vented to atmo-
flight operation. sphere through the vent tubes on the bottom of
the aft fuselage.
Placing the selector switch to the L (or R) TANK
position initiates the following:
• The left (or right) boost pump begins to FUEL INDICATION
operate, assisting the left (or right) main
jet pump, and the L (or R) BOOST PUMP
operation light illuminates. GENERAL
• The R (or L) JET PUMP light illuminated The fuel indicating system consists of fuel quan-
when crossfeed was selected. About three tity indicating, fuel temperature indicating, and
seconds after the crossfeed valve fully fuel warning systems.
opens, the opposite motive fuel shutoff
valve starts closing. The JET PUMP light FUEL QUANTITY
extinguishes once the motive fuel shutoff
valve is closed. A capacitance-type system is used to indicate
fuel quantity. This system is made up of twelve
• The fuel crossfeed valve begins to tank unit probes, two compensators, two quantity
open and the XFEED light illuminates. indicators, and associated indicating lights. The
When the crossfeed valve is fully open, system utilizes 28 VDC for operating power.
the XFEED light extinguishes and the The fuselage fuel quantity and left main tank
FUEL XFEED light illuminates. fuel quantity receive their power through their
respective circuit breakers on the left load bus.
When crossfeed is completed, the FUEL XFEED The right main tank fuel quantity receives its
switch must be manually positioned to the NORM power from the right load bus.
position. The preceeding steps will occur in
reverse order and return the system to the main- Fuel quantity in the tank is converted to electrical
tank-to-engine configuration. signals by electrostatic capacitance tank units,
which are connected to a bridge circuit that
converts the capacitance into a current flow signal.
5 FUEL

The quantity is displayed on indicators that are

actually ammeter gauges but read in pounds.

Each main tank has four tank unit probes and a

compensator installed for sensing fuel quantity.

5-10 FOR TRAINING PURPOSES ONLY Revision 1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Each of the wing bays has a probe, and the FUEL WARNING
collector in each wing inner bay has a probe and a
compensator unit. The aft fuselage tank, each mid Two amber fuel low level lights in the annunciator
fuselage tank, and the right forward fuselage tank panel, labeled “L” and “R FUEL LEVEL LO,”
have a probe which sends signals to the fuselage illuminate when approximately 225 pounds
fuel quantity gauge. of fuel or less remains in the respective main
tank. Two amber fuel feed level low lights in the
The fuel quantity indicators are located on the annunciator panel, labeled “L” and “R FUEL
center instrument panel. There is one fuselage FEED,” illuminate when their respective collector
gauge and one dual indicator for the main tanks tank decreases below approximately 77 pounds.
(Figure 5-7).
There are also two amber main tank overpressure
lights in the annunciator panel, labeled “L” and
“R WG TK OV PRESS,” which illuminate when
the internal pressure in the main tank reaches
3.5 psi. When one of these overpressure lights
illuminates, the fuel transfer pump, pumping fuel
to that main tank, is automatically shut off.

A fuel filter is installed in each fuel feed system.

These filters utilize disposable paper elements.
The metal container is equipped with a filter
element bypass valve in case the element becomes
clogged. It is also equipped with a differential
pressure switch (2.3 psi) which illuminates an
amber annunciator light labeled “L” or “R F FLTR
BYPASS” (see Figure 5-4).

Figure 5-7. Fuel Quantity Indicators CAUTION

Contaminated fuel is possible. Land at
nearest suitable airport.
FUEL TEMPERATURE
Fuel temperature is sensed by a bulb installed in Two red annunciator lights, labeled “L” and “R
the right wing collector tank and displayed on an FUEL PRESS LO,” are provided to warn of an
indicator located on the center instrument panel excessively low fuel feed pressure (5 psi or less).
(Figure 5-8). Power for the system is 28 VDC If one of these fuel pressure low lights illuminates,
from the right load bus. the corresponding fuel BOOST PUMP operation
light should also illuminate, provided the BOOST
PUMP switch is in the AUTO position, indicating
that the pump has come on to bring the pressure
back up to normal. If the low pressure light does
not go off, make a precautionary engine shutdown.
5 FUEL

Figure 5-8. Fuel Temperature Indicator

Revision 1 FOR TRAINING PURPOSES ONLY 5-11

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

APPROVED FUELS FUEL TEMPERATURE

The following fuels are approved for use:
• Minimum fuel temperature
RK 1–507 NOT MODIFIED By Kit 128-9008. for operation................................. –40°C
• Maximum fuel temperature
Commercial Kerosene Jet A, Jet A-1, Jet B, JP-4, for operation................................... 50°C
JP-5, JP-8, JP-8+100, and RP-3 (Chinese) per
Pratt & Whitney Service Bulletin 7144.
FUEL SERVICING, CROSSFEED,
RK 106–507 MODIFIED By Kit 128-9008; and AND UNBALANCE
RK 508 and After.
Fuel may be serviced in any sequence.
Commercial Kerosene Jet A, Jet A-1, JP-5, JP-8,
JP-8+100, and RP-3 (Chinese) per Pratt & Whit- Takeoff is prohibited with partial wing fuel and
ney Service Bulletin 7144. fuel in the fuselage tanks.

Fuel crossfeed with two engines operating is

APPROVED FUEL ADDITIVES limited to level flight when less than 600 pounds
of fuel remains in the tank supplying fuel.
RK 1–507 NOT MODIFIED By Kit 128-9008 and
Kit 128-9009; RK 508–529 NOT MODIFIED By Maximum fuel unbalance
Kit 128-9009. for takeoff........................................... 100 pounds
Fuels not containing icing inhibitors must have Maximum fuel unbalance
MIL-DTL-85470 fuel system icing inhibitor for enroute.......................................... 300 pounds
added in amounts of not less than 0.10% no more
than 0.15% by volume. Maximum fuel unbalance
for landing.......................................... 300 pounds
RK 106–507 MODIFIED By Kit 128-9008
and Kit 128-9009; RK 508–529 MODIFIED By
Kit 128-9009: RK 530 and After. FUEL PUMPS
Biocide additive Biobor JF may be added All wing fuel boost pumps and main jet pumps
at concentrations of 135 parts per million must be operable for takeoff.
(ppm) recommended, but not exceeding 270 parts
per million (ppm) by weight for preventative.

Icing inhibitors pre-mixed in the approved

LIMITATIONS
engine fuels listed above are permitted. Fuels For specific information on fuel systems, refer
not containing icing inhibitors may have to the appropriate abbreviated checklists or the
MIL-DTL-85470 fuel system icing inhibitor FAA-approved Airplane Flight Manual (AFM).
added in amounts of not less than 0.10% no more
than 0.15% by volume. A 20 fl. oz. can of Prist®
treats 105 to 155 U.S. gallons.
5 FUEL

5-12 FOR TRAINING PURPOSES ONLY Revision 1.1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

QUESTIONS
1. Fuel is normally fed to the left engine: 4. These indications are seen in the cockpit.
What action is required?
A. From the aft fuselage tank via the left-
hand feed line and the crossfeed line.
B. From the left main tank, pressured by
the left boost pump and jet pump.
C. From the left main tank, via the left jet L FUEL
PRESS LO
pump. The boost pump is used only
for engine starting, crossfeed and as a
backup for the jet pump.
D. From the left center tank, pressured by
the left jet pump, which receives motive
force from the right engine. A. No action is required. When the fuel
pressure increases to 6 psi or more, the
2. When the crossfeed switch is placed to L TANK: light will extinguish and the boost pump
A. Fuel is transferred from the right tank to will automatically shut off.
the left tank. B. It is an indication that the aft fuselage
B. The left boost pump is automatically tank fuel supply is depleted. Turn off the
turned off. left transfer switch.
C. The right motive flow shutoff valve C. The pilot must select R TANK on the
closes, as the left tank will supply both crossfeed switch to ensure an adequate
engines, and the right jet pump is not fuel supply to the left engine.
used. D. The left fuel pressure has dropped below
D. Normal main-tank-to-engine feed oper- 5 psi. The boost pump has automatically
ation takes place. come on to increase pressure. If the low
pressure light goes out, the pump will
L F FLTR continue to operate unless manually
3. What does this light indicate? BYPASS switched off.

A. The paper element is clogged. A caution 5. Fuel transfer may be accomplished:

exists to land at the nearest suitable
airport. A. In all phases of flight operation.
B. The paper element and the bypass are B. During climb, cruise, or descent only.
both clogged. The left engine will flame C. During level flight operations only.
out due to lack of fuel. D. All of the above.
C. The filter is clogged, but there is nothing
to worry about. Maintenance will take
care of it on the next inspection.
D. The left engine fuel filter is clogged, and
the left engine has flamed out.
5 FUEL

Revision 1 FOR TRAINING PURPOSES ONLY 5-13

 6 AUXILIARY POWER
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

UNIT
CHAPTER 6
AUXILIARY POWER SYSTEMS

The information normally contained in this chapter

is not applicable to this particular aircraft.

Revision 1 FOR TRAINING PURPOSES ONLY 6-i

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION................................................................................................................... 7-1

7 POWERPLANT
GENERAL............................................................................................................................... 7-1
General............................................................................................................................. 7-2
Major Sections.................................................................................................................. 7-2
Operation.......................................................................................................................... 7-5
ENGINE SYSTEMS................................................................................................................ 7-5
General............................................................................................................................. 7-5
Lubrication System.......................................................................................................... 7-5
Fuel System...................................................................................................................... 7-7
Ignition System.............................................................................................................. 7-10
Engine Control System................................................................................................... 7-11
Engine Starting System.................................................................................................. 7-13
Engine Vibration System................................................................................................ 7-16
Engine Synchronization System..................................................................................... 7-16
Nordam Thrust Reverser................................................................................................ 7-17
Engine Starting Conditions............................................................................................ 7-18
Airstart Envelope............................................................................................................ 7-23
Thrust Setting................................................................................................................. 7-23
Powerplant...................................................................................................................... 7-23
Engine Starting Limits................................................................................................... 7-23
Oil................................................................................................................................... 7-24

Revision 1 FOR TRAINING PURPOSES ONLY 7-i

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Approved Fuels.............................................................................................................. 7-24

Generator Limits, Generator Assisted Start................................................................... 7-25
External Power Limits.................................................................................................... 7-25
Thrust Reverser Limits................................................................................................... 7-25
Instrument Markings...................................................................................................... 7-25
7 POWERPLANT

LIMITATIONS....................................................................................................................... 7-25
QUESTIONS......................................................................................................................... 7-26

7-ii FOR TRAINING PURPOSES ONLY Revision 1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page

7-1 General View of JT15D-5............................................................................................ 7-2

7-2 JT15D Cutaway View.................................................................................................. 7-3
7-3 JT15D Gas Flow.......................................................................................................... 7-4

7 POWERPLANT
7-4 Oil System Schematic.................................................................................................. 7-6
7-5 Fuel System Schematic................................................................................................ 7-8
7-6 Oil Temperature/Pressure Gauges............................................................................... 7-9
7-7 EFC and Test Switches................................................................................................ 7-9
7-8 Ignition Switches....................................................................................................... 7-10
7-9 Ignition System Schematic........................................................................................ 7-11
7-10 Engine Controls......................................................................................................... 7-12
7-11 Engine Instrumentation............................................................................................. 7-13
7-12 External Power Receptacle........................................................................................ 7-14
7-13 Engine Start Control Panel........................................................................................ 7-15
7-14 Boost Pump Switches................................................................................................ 7-15
7-15 Engine Vibration Gauge............................................................................................ 7-16
7-16 Engine Sync Switch................................................................................................... 7-16
7-17 Engine Sync Light..................................................................................................... 7-17
7-18 Engine Sync Schematic............................................................................................. 7-17
7-19 Thrust Reversers........................................................................................................ 7-18
7-20 Thrust Reverser System—Stowed............................................................................. 7-20
7-21 Thrust Reverser System—Deployed......................................................................... 7-21
7-22 Thrust Reverser System—Stowing............................................................................ 7-22
7-23 Airstart Envelope....................................................................................................... 7-23

Revision 1 FOR TRAINING PURPOSES ONLY 7-iii

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

TABLES
Table Title Page

7-1 Powerplant Limitations—JT15D-5..............................................................................7-24

7-2 Instrument Markings—JT15D-5.................................................................................7-25
7 POWERPLANT

7-iv FOR TRAINING PURPOSES ONLY Revision 1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 7
POWERPLANT

7 POWERPLANT
INTRODUCTION
This chapter deals with the powerplant of the Beechjet 400A/Hawker 400XP airplanes. All val-
ues, such as for pressures, temperatures, rpm, and power, are used for their illustrative meanings
only. Actual values must be determined from the approved Flight Manual.

GENERAL
Thrust is provided by two aft fuselage-mounted
turbofan engines (Figure 7-1) manufactured by
Pratt and Whitney Aircraft of Canada, Limited.

The engines incorporate self-contained oil, fuel,

and ignition systems.

Revision 1 FOR TRAINING PURPOSES ONLY 7-1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

ENGINES MAJOR SECTIONS

For the purpose of this training manual, the engine
GENERAL (Figure 7-2 and Figure 7-3) is divided into seven
major sections:
The engines used to power the Beechjet 400A/
Hawker 400XP are lightweight, twin-spool turbo- 1. Air intake section
fans designated JT15D-5 (JT15D-5R on RK 508
and subsequent). The engine was originally rated 2. Low compressor section
at 2,900 pounds of static thrust. Starting at RK 3. High compressor section
7 POWERPLANT

93 a performance improvement was incorporated

that included an increase of takeoff rated thrust to 4. Combustor section
2,965 pounds (RK 1–92 can be modified by kit
128-5025-3). Figure 7-2 presents a cutaway view 5. Turbine section
of the engine. 6. Exhaust section
7. Accessory section

Figure 7-1. General View of JT15D-5

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

HIGH COMPRESSOR
HIGH COMPRESSOR TURBINE
EXHAUST SECTION
1ST STAGE 2ND STAGE LOW COMPRESSOR
LOW COMPRESSOR LOW COMPRESSOR GAS GENERATOR TURBINE
AIR INTAKE BYPASS
DUCT
FAN

INLET
CONE

TURBINE

7 POWERPLANT
PRIMARY GAS PATH
ACCESSORY SECTION

Figure 7-2. JT15D Cutaway View

Air Intake Section The inner span section of the fan accelerates air
toward the booster stage. The booster stage, in
The air intake section is formed by the front end turn, increases air pressure and directs it into the
of the low compressor case. The intake functions primary gas path.
to direct airflow into the full-length bypass duct
and into the primary gas path.
High Compressor Section (N2)
Low Compressor Section (N1) The high compressor section consists of a sin-
gle-stage centrifugal compressor. The high
The low compressor section is a two-stage, axial- compressor receives airflow under pressure from
flow compressor, consisting of a fan stage and a the booster stage and further increases this pres-
primary gas path booster stage. sure and directs it into the combustor section.
The second stage of the low compressor extends
only into the primary gas path. Combustor Section
The combustor section, sometimes referred to as
The function of the fan and booster stage is to the hot section, consists of an annular reverse-
compress and accelerate air rearward. flow combustion chamber incorporating twelve
duplex fuel atomizers or spray nozzles and two
The outer span section of the fan accelerates high-energy igniter plugs.
a moderately large volume of air into the full-
length bypass duct at a relatively low velocity. The combustion chamber controls the mixing of
This is more efficient at low altitudes, where the fuel and air, provides containment for the com-
gas path is more efficient at higher altitudes. bustion gases, and directs them for expansion
through the turbine.

Revision 1 FOR TRAINING PURPOSES ONLY 7-3

 7 POWERPLANT

BOOSTER

7-4
STAGE LOW COMPRESSOR
TURBINES

EMERGENCY
FUEL SHUTOFF
VALVE
ACTUATING
ROD

EMERGENCY FUEL
LOW HIGH SHUTOFF VALVE
COMPRESSOR COMPRESSOR
(FAN)
HIGH FUEL NOZZLES
COMPRESSOR (12 DUPLEX)
STARTER-
GENERATOR TURBINE
ATTACH POINT COMBUSTION
CHAMBER
ACCESSORY
GEARBOX
HIGH-PRESSURE PUMP/
HMU–HYD PUMP

FOR TRAINING PURPOSES ONLY

ATTACH POINT
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Figure 7-3. JT15D Gas Flow

Revision 1
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Turbine Section OPERATION

The turbine section consists of a single-stage, Air is directed from the nacelle air inlet (Figure
axial-flow, high-pressure turbine and a two-stage, 7-3) to the engine intake. The main fan section of
axial-flow, low-pressure turbine. the low compressor draws air in and compresses
it. The outer span section of the fan directs a
moderately large airflow at a low velocity into the
High-Pressure Turbine annular full-length bypass duct while the inner
The high-pressure turbine functions to extract fan section directs air to the booster stage, which
sufficient energy from the expanding gases to increases air pressure and directs airflow into

7 POWERPLANT
drive the single-stage, high-pressure compressor the primary gas path, where pressure is further
and the accessory section. increased by the single-stage high compressor
and directed to the reverse-flow combustor. A
The high-pressure turbine is connected to the sin- controlled volume of air enters the combustion
gle-stage high compressor by a rotor shaft. This chamber, where fuel is added by the spray nozzles
rotating assembly is referred to as N2. and initially ignited by the two high-energy igniter
plugs. The expanding gases leaving the combus-
tor are directed to the high-pressure turbine;
Low-Pressure Turbine energy is extracted by the turbine to drive the high
The two-stage, axial-flow, low-pressure turbine compressor and the accessory section. The gases
functions to extract sufficient energy from the continue rearwards to the two-stage, low-pressure
expanding gases to drive the two-stage low com- turbine, which extracts enough energy to drive
pressor. The low-pressure turbine is connected to the fan and booster stage (low compressor). The
the low compressor by a rotor shaft that passes gases are then directed to the exhaust duct and
through the high compressor rotor shaft. This join the bypass airflow to provide thrust.
rotating assembly is referred to as N1.

Exhaust Section ENGINE SYSTEMS

The exhaust section combines the primary gas
path and bypass air exhaust and directs them GENERAL
to the atmosphere. The equal and opposite reac- The engine systems include the following:
tion is the propulsive force that pushes the
airplane forward. • Lubrication system
• Fuel system
Accessory Section • Ignition system
The accessory section consists of a gearbox • Engine starting system
which is driven by a tower shaft from the high
compressor rotor shaft. • Engine vibration system
• Engine synchronization system
The function of the accessory gearbox is to drive
the following engine and airplane accessories:
LUBRICATION SYSTEM
• DC starter-generator
• Two N2 speed sensor units General
• High-pressure fuel pump and hydrome- The engine oil or lubricating system provides for
chanical unit (HMU) cooling and lubrication of the engine bearings
and the accessory gearbox gears (Figure 7-4).
• Oil pumps
• Hydraulic pump

Revision 1 FOR TRAINING PURPOSES ONLY 7-5

 7 POWERPLANT

7-6
CHECK
VALVE

PRESSURE-
REGULATING
VALVE

OIL PUMP
LOW PRESS
FUEL

OIL SCAVENGE PUMPS

FUEL/OIL HEAT
EXCHANGER
(RK-508 AND OIL PUMP
AFTER) ASSEMBLY
THERMOSTATIC

FOR TRAINING PURPOSES ONLY

BYPASS VALVE DRAIN

FILTER OIL PRESSURE INDICATOR (26 VAC)

FILTER
BYPASS OIL TEMPERATURE INDICATOR (28 VDC)
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

VALVE
OIL PRESSURE LOW WARNING (28 VDC)
PRESSURE
RELIEF
VALVE

OIL COOLER HIGH PRESS

FUEL

Figure 7-4. Oil System Schematic

Revision 1
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Oil Tank Oil Temperature

The oil tank forms an integral part of the engine Oil temperature (Figure 7-6) is sensed and sent to
intermediate case. dual needle gauges common with the oil pressure
gauges. The left needle of each gauge indicates
An oil filler cap and dipstick assembly can be oil temperature in degrees Celsius. The oil tem-
mounted on either side of the intermediate case. perature gauges require DC power.

Oil Pump Operation

7 POWERPLANT
The oil pump consists of one pressure element and When the engine is running, the pressure pump
two scavenge elements and provides for pressure draws oil from the tank (Figure 7-4). Pressure is
lubrication of the engine bearings and scavenging limited by a relief valve. Oil is directed through
of the oil back to the tank. the fuel oil cooler and the bypass-type oil filter
to provide for lubrication of the engine bearings
and the accessory gearbox gears. Two scavenge
Fuel/Oil Heat Exchanger (FOHE) pumps provide for oil scavenging. All scavenge
A fuel/oil heat exchanger (Figure 7-4 and Figure oil is returned to the oil tank.
7-5) was added to RK 508 and subsequent to heat
and control the fuel temperature before entering
any fuel components thus eliminating the need for FUEL SYSTEM
fuel anti-icing additives. Only RK 106–507 can
be modified by kits 128-9008 and 128-9009 to General
eliminate the requirement for anti-icing additives. The engine fuel system is a hydromechanical-
type, which in conjunction with an electronic
Oil Cooling fuel control (EFC), determines fuel scheduling
to provide engine starting, steady-state operation,
A fully automatic fuel/oil cooler is used to main-
acceleration and deceleration, and N2 governing
tain the oil temperature within design limits.
under all conditions of forward speed, altitude,
and temperature.
Indication
The fuel system consists of a low-pressure and
Oil Pressure two-stage high-pressure pump, a hydromechanical
Oil pressure is sensed by an AC transmitter and metering unit (HMU), an electronic control unit
sent to a dual-needle gauge (Figure 7-4 and Fig- (EFC), a flowmeter, a flow divider, a safety shutoff
ure 7-6) on the engine instrument panel. The right valve, and 12 duplex spray nozzles (Figure 7-5).
needle and scale indicates oil pressure in psi and
requires 26 volts AC power. Hydromechanical Metering Unit
(HMU)
OIL PRESS LO Lights The hydromechanical metering unit consists of a
Low oil pressure (below 40 psi) is indicated by variable area rotary valve positioned by the thrust
red lights on the annunciator panel. The lights are lever operating in conjunction with a PC posi-
marked “L” and “R OIL PRESS LO.” The warn- tioned servo valve. The HMU also incorporates a
ing lights are DC emergency bus powered. fuel flow torque motor (EFC flow valve) which is
controlled by the EFC to augment the fuel sched-
ule. The HMU is solely responsible for engine
Oil Filter Bypass fuel flow during the starting mode of operation
Annunciator lights marked “L” and “R O FLTR up to 26% N2 and during EFC reversion.
BYPASS” on the annunciator panel indicate that the
filter element is being bypassed due to contaminants.

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 7 POWERPLANT

7-8
BURNER
CAN SECONDARY
FUEL

EMERGENCY FUEL
SHUTOFF VALVE

BOOST PRIMARY
CROSSFEED
PUMP FUEL
VALVE FROM
BYPASS
AIR
FLOW
JET DIVIDER FUEL DRAIN
PUMP FUEL FEED OIL VALVE
IGNITERS
SHUTOFF VALVE FROM FOHE
DRAIN
MOTIVE- CAN
FLOW
VALVE EJECTOR
2.5 PSID VALVE
SWITCH 5 PSI FILTER
SWITCH OIL
TO SURGE
COOLER
TANK
OIL OUT

HMU

OIL TORQUE POWER

IN ENGINE-DRIVEN MOTOR LEVER FUEL
FUEL/OIL HEAT HIGH-PRESSURE VALVE VALVE
EXCHANGER OIL TO FLOW GAUGE
OIL COOLER PUMP (EFC)
(RK-508 AND
AFTER) THERMOSTATIC
BYPASS VALVE

FOR TRAINING PURPOSES ONLY

FUEL XFEED

NORM
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

L TANK R TANK

L R

JET PUMP XFEED JET PUMP

Figure 7-5. Fuel System Schematic

Revision 1
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

EFC on/off switches and test switches are located

on the pedestal (Figure 7-7). The left engine EFC
is powered by the left load bus, and the right
engine EFC is powered by the right load bus.

7 POWERPLANT
Figure 7-6. Oil Temperature/
Pressure Gauges

Electronic Fuel Control (EFC)

The electronic fuel control (EFC) is a limited
authority control working in conjunction with the
HMU to schedule fuel flow to the engine. Figure 7-7. EFC and Test Switches

The EFC is a microprocessor control unit which During engine starting, the selected engine’s EFC
executes a program to acquire and evaluate data system is powered by the standby bus. This is
and compute signals to control the HMU torque indicated by illumination of the EFC AUX PWR
motor valve (EFC flow valve). This augments ON light in the right shroud panel.
the HMU metering flow to provide more positive
acceleration and more stable power settings.
Flow Divider
Analog inputs are received from the following: Metered fuel from the HMU is supplied to a flow
power lever angle, ambient air temperature (TO) divider, which directs metered fuel initially to the
and pressure (PO), and differential between primary orifices of the nozzles in the combustion
ambient air pressure and total air pressure. chamber. Then, as fuel pressure increases, it
Frequency inputs are derived from N1 and N2 will also supply the secondary orifices. The flow
speed sensors. divider also drains the primary and secondary
manifolds to an EPS purge canister when the
EFC outputs consist of a fuel flow torque motor engine is shut down.
which augments the fuel flow schedule and a fault
indicator to inform the pilot that the EFC is no
longer controlling the HMU torque motor. Safety Shutoff Valve
A normally open safety shutoff valve is installed
In the event of an EFC failure, the pilot will note between the flow divider and the fuel nozzles.
rpm decay and slower acceleration. The thrust The safety shutoff valve is controlled by a trig-
lever will require further travel for specific power ger mechanism that is released by any aft (.070”)
settings, and the L or R ENG EFC OFF light in motion of the fan N1 rotor shaft (such as would
the annunciator panel will illuminate. occur if the rotor shaft failed). This aft motion

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

will close the safety valve, isolating fuel from the from the flow divider passes through the normally
fuel nozzles, and effectively shut down the engine open safety valve on its way to the fuel nozzles.
without any crew action. The air-fuel mixture in the combustor is ignited
initially by the two igniter plugs and, as the engine
NOTE accelerates, it becomes self-sustaining and stabi-
The safety shutoff valve is not reset- lizes at idle rpm.
table. Inadvertent operation is unlikely.
Maintenance must determine the rea-
son for operation to determine what IGNITION SYSTEM
further action is necessary.
7 POWERPLANT

General
The Beechjet 400A/Hawker 400XP engine igni-
Indication tion system is a high-energy type consisting of an
ignition exciter and two igniter plugs in the com-
Fuel Pressure bustion chamber.
Low fuel pressure is sensed by pressure switches
that will turn on the associated L or R FUEL
PRESS LO lights on the annunciator panel. This Control
pressure switch will also activate the boost pump Ignition is controlled by a three-position switch
if the boost pump switch is in the AUTO position. (Figure 7-8) for each engine marked “ON,” “OFF,”
and “STBY.” When the switch is in the STBY
Fuel Filter Bypass position, ignition operation is automatic during
engine ground starting when the start switch is
If an impending blockage (caused by ice or con- pushed and the affected thrust lever is moved from
taminants) occurs at the fuel filter, a pressure cutoff to idle. (Starting at RK 221 and subsequent,
switch will turn on the appropriate L or R F FLTR the thrust lever switch has been bypassed during
BYPASS light on the annunciator panel. the normal start to improve engine starts, and the
ignition light will now come on when the start
Operation button is pushed provided the ignition switch is in
the STBY position. If the ignition switch is in the
Initial fuel pressure is generated by an ON position, power has to go through the thrust
electric boost pump (see Figure 7-5), which is lever switch as before.) Ignition will continue
automatically turned on when engine start is until the start select switch is positioned to OFF.
initiated. This fuel is directed to the engine-driven
HP fuel pump, where pressure is increased, and a
portion of the output is supplied as motive flow
fuel to a tank-installed primary jet pump, through
a motive flow shutoff valve. The electric boost
pump will be shut off when the start selector
switch is moved to the OFF position. The primary
jet pump then becomes the primary fuel pressure
source to the engine-driven H.P. fuel pump inlet.

The HMU is supplied high-pressure fuel from the

HP fuel pump and provides a metered fuel flow
as determined by the parameters PC, TO, engine
rpm, EFC, and thrust lever position. This metered
flow is directed through a flowmeter and an oil
cooler to the flow divider. The flow divider will
supply the combustion fuel through the primary
orifices of the nozzles initially, and then supple-
ment primary fuel with secondary fuel. All fuel Figure 7-8. Ignition Switches

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

When the ignition switch is in the ON position,

ignition operation is continuous. IGNITER PLUGS

Turning the ignition switch to the STBY position IGNITION EXCITER

arms the ignition system for continuous operation LEGEND
IGN LIGHT
if (1) the engine anti-ice system is turned on and/ NORMAL POWER
or (2) the airplane approaches a stall condition. STANDBY CIRCUIT
CUT- IDLE
START CIRCUIT
Indication 28 VDC PATH
OFF

7 POWERPLANT
A white light above each ignition switch will HIGH VOLTAGE PATH
come on whenever the associated ignition exciter
box is powered.
ANTI- STALL
ICE WARN
Electrical power for ignition control and opera- IGN IGN START
tion is supplied from the DC power system. CONTROL
ON
IGNITION
Operation SWITCH OFF
STBY
During engine ground starting, the ignition switch
RIGHT DC (RH ENGINE) BATTERY
is at STBY (Figure 7-9) and ignition operation LOAD BUS CHARGE BUS
is controlled by the engine starting circuits, and
a thrust lever-operated microswitch (bypassed EMERGENCY BUS (LH ENGINE)
RK 221 and subsequent or by Kit 128-3055-3). RK 1 – RK 220
In this case, ignition will continue until the start
selector switch is positioned to OFF. When the
ignition switch is turned to ON, ignition will be
continuous as long as the thrust lever is out of IGNITER PLUGS
the cutoff position. Moving the ignition switch to IGNITION EXCITER
the STBY position will arm the ignition system IGN LIGHT
to the engine anti-ice control relay and to the
stall warning relay. Continuous ignition will
occur if the thrust lever is out of cutoff and either
CUTOFF IDLE
the engine anti-ice is turned on or the airplane START
CONTROL
approaches a stall condition as determined by the THRUST
stall warning system. LEVER
SWITCH

ENGINE CONTROL SYSTEM ANTI-

ICE
STALL OFF
WARN
IGN IGN ON
Thrust Levers ON STBY
IGNITION OFF
Each engine is controlled by a single lever (Figure SWITCH STBY
7-10) called a thrust lever.

Each thrust lever operates in a quadrant on the RIGHT DC (RH ENGINE)

center pedestal with positions marked “CUTOFF,” LOAD BUS
“IDLE,” “NORM T.O.,” and “T.O.” BATTERY
EMERGENCY BUS (LH ENGINE) CHARGE BUS
The function of the thrust lever is to (1) shut off
RK 221 AND SUBSEQUENT
fuel to the combustor or (2) mechanically establish
an HMU governor datum that, in conjunction Figure 7-9. Ignition System Schematic

Revision 1 FOR TRAINING PURPOSES ONLY 7-11

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

with the HMU computing section, will determine

a metered fuel flow to produce the rpm selected
by the thrust lever and limit the rpm to the
selected value.

The engine HMU incorporates an electric

solenoid operated stop to limit the thrust lever
travel. When the EFC is selected to ON and the
EFC OFF annunciator OFF, the solenoid will be
powered and the stop will be in place to limit the
7 POWERPLANT

thrust lever travel to no more than the “NORM

T.O.” position. With the EFC selected OFF or the
EFC in reversion, the solenoid is depowered and
the stop removed to allow full travel of the thrust
lever to the T.O. position.

The thrust lever quadrant is guarded at the idle

position to prevent the inadvertent selection of
CUTOFF.

Friction Lever
A friction control is provided to prevent thrust
lever creep due to normal airplane vibration.

Engine Instrumentation
General
Engine operation and performance is indicated
by an instrument cluster on the engine instrument
panel (Figure 7-11), located on the left of the
centerline. The instruments from top to bottom
include: fan or N1 rpm, interstage turbine tem-
perature (ITT), turbine or N2 rpm, fuel flow, and
oil pressure/oil temperature.

Fan RPM (N1)

The N1 rpm gauge (Figure 7-11) is the primary
thrust indicator for takeoff and flight and is cali-
brated in percentage of design 100% rpm; it also
incorporates a lighted digital display. The gauge
receives information from the N1 speed sensor.
However, the left digital display is powered by the
emergency bus, and the right display by the right
DC load bus.

Figure 7-10. Engine Controls

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

This system requires 28-VDC power for opera-

tion; the left system is powered by the standby
bus, the right system by the right load bus.

Turbine (N2) RPM

The N2 rpm gauge (Figure 7-11) is the primary
indicator during start and ground operations and
is calibrated in percentage of design 100% N2
rpm. The gauge receives information from the N2

7 POWERPLANT
speed sensor. A digital display is incorporated. The
left gauge is powered by the emergency bus, and
the right gauge is powered by the right load bus.

Fuel Flow
Fuel flow is sensed by a transmitter and sent to the
fuel flow gauge (Figure 7-11), which is calibrated
in pounds of fuel per hour times 100. The fuel
flow transmitters also supply information to the
fuel-consumed totalizer. The left and right fuel
flow gauges require DC power from their respec-
tive load buses.

ENGINE STARTING SYSTEM

General
Engine starting is divided into two modes: (1)
ground starts and (2) airstarts.

Ground Starts
Ground starts are divided into three modes: (1)
battery start, (2) generator-assisted start, and (3)
Figure 7-11. Engine Instrumentation external power starts. All three modes utilize the
combination starter-generator to provide engine
cranking.
Turbine Temperature (ITT)
The JT15D-5 (-5R) uses a computed synthetic Battery Starts
ITT indication (Figure 7-11) which compensates
Battery starts are performed using the airplane
for variations due to stratification and/or
battery. The minimum battery voltage prior to
turbulence in the exhaust system, as well as
initiating a battery start is 22 volts.
ambient conditions, and consequently provides a
very accurate indication of turbine temperature.
Generator-Assisted Starts
The ITT system primarily consists of six thermo- Generator-assisted starts can be done only on the
couples connected in parallel to provide the best ground, as the control circuits are wired through
average readout. Compensation is provided by the landing gear safety switch system. To per-
inputs from two probes—one located in the engine form a generator-assisted start, one engine must
intake and the other at the rear of the bypass duct. be running and its generator must be on. The rpm

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

of the operating engine must be set between 52% using external power, the generator switch of the
and 54% N2 to limit torque load. operating engine must be turned off.
NOTE Prior to connecting an external power unit, check
Following a battery start of the first that the rating is within prescribed limits and that
engine, a generator-assisted start of the the voltage is adjusted to 28.0 volts.
second engine must be delayed until
the generator load decreases to 150 NOTE
amps or less. If an engine is running when external
power is connected to the airplane, it
7 POWERPLANT

will not supply the distribution system

External Power Starts unless the battery switch is on and the
A standard three-pin receptacle (Figure 7-12) is generator of the operating engine is
provided on the aft fuselage. The ground power turned off. The starting procedure for
unit (GPU) should have a capacity of 1,000–1,500 an external power start is identical with
amps and voltage regulated to 28.0 volts. battery start and generator-assisted
start, except that if the generator switch
of the engine being started is on, the
external power will automatically dis-
connect when the start select switch is
placed to OFF because the generator
automatically connects to the bus if its
switch is on. If an external power start
is desired for both engines, the genera-
tor switch of the running engine must
be turned off.

Airstarts
Airstarts are divided into two modes: (1) starter-
assisted airstarts and (2) windmilling airstarts. All
airstarts must be performed in accordance with
the airstart envelope included in the approved
Flight Manual (see Figure 7-23).

Starter-Assisted Airstart
Starter-assisted airstarts must be used in accor-
dance with the airstart envelope. A starter-assisted
Figure 7-12. External Power Receptacle airstart is required, for example, if windmilling
N2 rpm is less than 8%. From this point on, the
procedure is identical with a ground start.

External power can be applied to the DC Windmilling Airstart

distribution system only if both generators
are off. Therefore, following a start of the first Windmilling airstarts must be carried out in
engine, if the associated generator switch is on, accordance with the airstart envelope in the “Lim-
the generator will automatically connect to the itations” section of the approved Flight Manual.
bus system when the start select switch is placed
to OFF or to the other engine start position, and
it will automatically disconnect the external
power unit. Therefore, to start the second engine

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CAUTION Indication
Do not attempt to start an engine that When the SELECT switch (Figure 7-13) is in the
has been shut down due to obvious L or R position, the EFC AUX PWR ON light
mechanical problems. on the shroud advisory panel will illuminate.
When the associated ENG START switch is
pushed, the integral light in the start switch and
Control and Indication the PUSH TO DISENG switch will come on. The
start switchlight will remain illuminated until
Prior to attempting a windmilling airstart, the fuel starter dropout, and the DISENG switch will

7 POWERPLANT
and hydraulic valves must be open and the thrust remain illuminated until the start SELECT switch
lever in the cut off position. is moved out of the L or R position.
Move the affected electric boost pump switch to Pushing the PUSH TO DISENG switchlight
the ON position, and observe that the appropriate (Figure 7-13) will turn off the integral light and
light comes on. Then turn the associated ignition interrupt the selected start circuit, and cause the
switch to the ON position. Now move the thrust start switchlight to go off. This switch is used to
lever to IDLE, and check that the ignition light terminate to an abnormal start.
comes on. Monitor all engine-related instruments
as outlined under Ground Starts.
Start (Right Engine)
After the windmilling start is completed and
thrust is set, position the boost pump switch back General
to the AUTO position and the ignition switch to Engine starting should not be attempted until the
the STBY position. cockpit safety check and the exterior check are
both completed and all discrepancies are cor-
rected. Either engine may be started first.
Start Control
An engine start control panel (Figure 7-13) is Control and Indication
located on the forward left side of the pedestal
and consists of a pushbutton switchlight for each To initiate a start for the right engine, move
engine, a three-position select switch marked “L– the engine SELECT switch to the R position;
OFF–R,” and one pushbutton-type switchlight momentarily push and release the right starter
marked “PUSH TO DISENG.” switch and see that the integral light comes
on, and that the right boost pump light (Figure
7-14) is on. Monitor the N2 gauge until it shows
between 8% and 10%, then move the right thrust
lever to the IDLE position, and check to see that
the right ignition light (Figure 7-8) is on. Then
monitor the right ITT gauge. Combustion should
occur within 10 seconds; N2 rpm should increase
smoothly, N1 rpm should increase in relation to
N2, and oil pressure should start to increase. At

Figure 7-13. Engine Start Control Panel Figure 7-14. Boost Pump Switches

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

approximately 26% N2, the ENG EFC OFF light ENGINE SYNCHRONIZATION
should extinguish, and at approximately 35% N2 SYSTEM
rpm, the right start switchlight should go out.
Monitor all engine-related instruments until sta-
bilized at idle values. When the start select switch General
is moved to the OFF position, the right generator An engine synchronization system is provided to
automatically connects to the DC bus system, and automatically synchronize the engines and enhance
the associated generator OFF light should be off. passenger comfort by reducing noise level.
At the same time, the right ignition light, the right
boost pump light, and the start disengage light A sync actuator is an integral part of the right
7 POWERPLANT

should be off. EFC. The EFC computes an electrical signal and

transmits that signal to the torque motor in the
right HMU to match right engine speed to that of
Generator-Assisted Start (Left the left.
Engine)
When making a generator-assisted start of the left Control
engine, determine that the right generator is on
with the amp meter 150 or lower, and adjust the A three-position rotary selector switch (Figure
rpm of the right engine to between 52% and 54% 7-16) is mounted on the right forward side of the
N2. Move the engine SELECT switch to L, and pedestal. The switch positions are marked “FAN–
momentarily push the left start switch. From this OFF–TURBINE.” This selects the fan or turbine
point on, the procedure is identical with that of a speed signal of each EFC, which will cause the
right engine battery start. right engine rpm to slave to the left engine rpm.

ENGINE VIBRATION SYSTEM

Engine vibration is picked up by a sensor for
each engine and transmitted to a dual-scale, dual-
needle gauge (Figure 7-15) on the left instrument
panel. The vibration indicator is used to detect
deviations from the normal vibration amplitude
that may indicate impending internal engine failure.

Figure 7-15. Engine Vibration Gauge

Figure 7-16. Engine Sync Switch

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Indication
L EFC R
EFC
A light (Figure 7-17) located on the right side of ENG ENG
the instrument panel shroud will come on if the SPEED SPEED
sync switch is in the FAN or TURBINE position. SENSORS SENSORS
The sync system must be off during takeoff and
T F F T
landing and engine-out operation. It should also
be off during all ground operations. FAN TURBINE

7 POWERPLANT
ENG SYNC
LEGEND
ON
N2 SIGNAL

N1 SIGNAL

CONTROL SIGNAL

FUEL CONTROL VALVE

Figure 7-18. Engine Sync Schematic

NORDAM THRUST REVERSER

The target-type thrust reversers form the aft portion
Figure 7-17. Engine Sync Light of the nacelle when in the stowed position. Each
reverser is actuated by two hydraulic cylinders to
deploy and stow. The left and right thrust reversers
Whenever the control switch is turned off, the sync are independent mechanically and electrically
actuator will be driven to a NULL position. As except for the annunciation and emergency stow
the sync system is a limited range system (about functions which are powered from the emergency
1.50% fan or turbine rpm), the engines should be bus. The reversers are locked into the stowed
manually synchronized using the thrust lever and position by an overcenter feature in the actuation
sound (harmonic deviation) before turning on linkage. Hydraulic power required for operation
the system. If the left engine fails while the sync is provided by the airplane’s system through the
system is on, there will be a limited spooldown of thrust reverser isolation and control valves to
the right engine. This is the primary reason that operate both reverser systems. Activation of the
the system must be off during takeoff and landing. system is by pilot operation of the thrust reverser
levers mounted on the thrust levers (see Figure
Operation 7-10 or Figure 7-20). The reversers can only
be deployed when the thrust levers are in the
When the sync system is selected to FAN or IDLE thrust position and the airplane is on the
TURBINE (Figure 7-18), input signals are ground. If a thrust reverser lever is inadvertently
received by the right engine EFC representing fan placed in the idle reverse detent position in flight,
or turbine rpm. The right engine EFC uses this the airplane MASTER WARNING light will
information to generate a composite signal, which flash and the respective ARM annunciator will
is relayed to the HMU torque motor. This, in turn, illuminate simultaneously.
adjusts the fuel flow schedule of the right engine
to match the rpm to a zero-error signal. Should Three reverser indicator lights (ARM, UNLOCK,
either EFC fail, the sync system is inoperative. and DEPLOY) for each reverser are mounted
on the glareshield panel for monitoring reverser
function. The ARM, UNLOCK, and DEPLOY

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

lights receive power from the emergency bus.

The amber ARM light indicates that hydraulic
pressure exists between the isolation and control
valves. The amber UNLOCK light indicates that
the thrust reversers are not in the fully stowed
position. The white DEPLOY light indicates that
the thrust reversers are fully deployed.

Normal deployment is electromechanical via the

thrust reverser levers and the left and right load
7 POWERPLANT

bus. After the thrust reverser levers are raised STOWED

for deployment, a solenoid lock mechanically
prevents application or reverse power until the
reversers are fully deployed (DEPLOY lights
on). Do not use excessive deploy pressure on the
thrust reverser levers until the DEPLOY lights are
illuminated. Power may be increased by moving
the thrust reverser levers aft for maximum reverse
thrust. Mechanical stops are incorporated on
the thrust reverser levers and are set to prevent
unapproved reverse power settings.

An automatic thrust lever retarding system is

incorporated to return the thrust levers to near the
IDLE position should an inadvertent deployment
occur when the thrust levers are out of IDLE DEPLOYED
position. Emergency stow switches are installed
on the shroud panel for each thrust reverser Figure 7-19. Thrust Reversers
and are powered by the emergency bus. Each
switch is used for stowing the reversers when ENGINE STARTING
they will not stow through the primary thrust CONDITIONS
reverser controls. Pushing the switch will result
in extinguishing the top half of the switch and Temperature
stowing of the thrust reverser.
NOTE
Should a thrust reverser deploy condition occur If starting ITT exceeds 550°C, the fol-
in flight, the entire affected emergency stow lowing time limitation applies:
switchlight (L or R TR PUSH EMER STOW
light) will be illuminated. When the button is
pushed, the TR PUSH portion of the annunciator 550 to 600°C—4 seconds maximum
extinguishes, indicating that the emergency stow
command has been accomplished.
600 to 700°C—2 seconds maximum
Figure 7-19 shows the thrust reversers and Figure
7-20 through Figure 7-22 are diagrams of the If the above time limitations are exceeded, see
thrust reverser system. the JT15D-5 Maintenance Manual for inspection
procedures.
NOTE
In-flight T/R deployment should auto-
matically result in a re-stow without
pilot action.

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Oil Pressure NOTES

NOTE
Above 60% N2, normal oil pressure is
60 to 83 psig. Oil pressure below 60
psig is undesirable and should be tol-
erated only for the completion of the
flight, preferably at reduced power set-
ting. Under cold starting conditions, oil
pressure may exceed 83 psig.

7 POWERPLANT

Revision 1 FOR TRAINING PURPOSES ONLY 7-19

 7 POWERPLANT

7-20
LEFT PRESSURE LEFT RIGHT PRESSURE
SWITCH (200 PSI) ISOLATION SWITCH (200 PSI)
VALVE
LEFT CONTROL RIGHT CONTROL
VALVE VALVE
RIGHT
RESTRICTOR ISOLATION RESTRICTOR
VALVE

CHECK
VALVE
LEFT RIGHT
INBOARD INBOARD RIGHT
LEFT ACTUATOR ACTUATOR OUTBOARD
OUTBOARD ACTUATOR
ACTUATOR

L & R MLG
GROUND
SAFETY
SWITCH

FOR TRAINING PURPOSES ONLY

PRESSURE SWITCH
(750 PSI ± 100)

LEFT PUMP RIGHT PUMP

BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

HYDRAULIC
RESERVOIR LEGEND
PRESSURE
RETURN

Figure 7-20. Thrust Reverser System—Stowed

Revision 1
 Revision 1
LEFT PRESSURE LEFT RIGHT PRESSURE
SWITCH (200 PSI) ISOLATION SWITCH (200 PSI)
VALVE
LEFT CONTROL RIGHT CONTROL
VALVE VALVE
RIGHT
RESTRICTOR ISOLATION RESTRICTOR
VALVE

CHECK
VALVE
LEFT RIGHT
INBOARD INBOARD
LEFT ACTUATOR RIGHT
ACTUATOR OUTBOARD
OUTBOARD
ACTUATOR ACTUATOR

L & RMLG
GROUND
SAFETY
SWITCH

FOR TRAINING PURPOSES ONLY

PRESSURE SWITCH
(750 PSI ± 100)

LEFT PUMP RIGHT PUMP

BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

HYDRAULIC
RESERVOIR LEGEND
PRESSURE
RETURN

Figure 7-21. Thrust Reverser System—Deployed

7-21
7 POWERPLANT
 7 POWERPLANT

7-22
LEFT PRESSURE LEFT RIGHT PRESSURE
SWITCH (200 PSI) ISOLATION SWITCH (200 PSI)
VALVE
LEFT CONTROL RIGHT CONTROL
VALVE VALVE
RIGHT
RESTRICTOR ISOLATION RESTRICTOR
VALVE

CHECK
VALVE
LEFT RIGHT
INBOARD INBOARD
LEFT ACTUATOR RIGHT
ACTUATOR OUTBOARD
OUTBOARD
ACTUATOR ACTUATOR

L & RMLG
GROUND
SAFETY
SWITCH

FOR TRAINING PURPOSES ONLY

PRESSURE SWITCH
(750 PSI ± 100)

LEFT PUMP RIGHT PUMP

BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

HYDRAULIC
RESERVOIR LEGEND
PRESSURE
RETURN

Figure 7-22. Thrust Reverser System—Stowing

Revision 1
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

AIRSTART ENVELOPE ENGINE STARTING LIMITS

Airstarts must be performed within specific air- External Power-Assisted Start
speed/altitude limits. Figure 7-23 shows typical
airstart envelope graphs for the Beechjet 400A/ (Starter Limitation)
Hawker 400XP. The starter-generator is capable of motoring three
attempted engine starts of 30 seconds duration
with a 5-minute rest period after the first attempt
THRUST SETTING and a 15-minute rest period after the second
Thrust settings for takeoff rated thrust (TRT) attempt. After the third attempt, a one-hour rest

7 POWERPLANT
and maximum continuous thrust (MCT) must be period is required.
made in accordance with charts provided in Sec-
tion 5 (AFM), “Performance,” for the particular
performance condition. In addition, setting of
Battery Start
TRT must be accomplished in accordance with RK 1 to 97 with Nicad Battery
the takeoff procedures shown in Section 4 (AFM),
Do not exceed the maximum of three engine
“Normal Procedures.’’
starts per hour. Do not attempt battery start if
battery voltage is below 22 volts. At ambient tem-
POWERPLANT peratures of 100°F or above, the 120°F battery
caution light may illuminate. Takeoff is not per-
The Table 7-1 shows limitations particular to the mitted if the battery temperature is above 120°F
JT15D-5 turbofan. and continuing to rise.

40,000

ALL FUELS EXCEPT

JP-4 AND JET B
ALL FUELS EXCEPT 33,000
JP-4 AND JET B
30,000 30,000

ALL FUELS ALL FUELS

ALTITUDE (FEET)

ALTITUDE (FEET)

20,000 20,000
WINDMILL OR WINDMILL OR
STARTER-ASSISTED STARTER- STARTER-ASSISTED STARTER-
STARTS ONLY ASSISTED STARTS ONLY ASSISTED
STARTS STARTS

10,000 10,000

SL SL
100 150 200 250 100 150 200 250
KIAS KIAS
AIR START ENVELOPE 1 AIR START ENVELOPE 2
Airplanes Prior to RK-212 RK-212 and Subsequent, or
NOT MODIFIED By Raytheon Aircraft Service Bulletin Those Airplanes MODIFIED By Raytheon Aircraft Service
28-3203 and Pratt & Whitney Service Bulletin 7526R1 Bulletin 28-3203 and Pratt & Whitney Service Bulletin 7526R1

Figure 7-23. Airstart Envelope

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Table 7-1. POWERPLANT LIMITATIONS—JT15D-5

OPERATING CONDITIONS ENGINE OPERATING LIMITS
THRUST TIME LIMIT ITT TEMP N2 TURBINE N1 FAN OIL PRESS OIL TEMP
SETTING (MINUTES) (°C) (% RPM) (% RPM) (PSIG) (°C)
Takeoff 5 (4) 700 96 104 60 to 83 (2) 10 to 121
Maximum
Continuous 680 96 104 60 to 83 (2) 10 to 121
Continuous
Idle 52 (min) (3) — 40 (min) –40 to 121
7 POWERPLANT

Starting — — (1) — — — (2) –40 (min)

135 (max)
700
Transient — 96 104 15 minutes
(2 seconds)
over 121

RK 98 and Subsequent or APPROVED FUELS

Lead-Acid Battery
The following fuels are approved for use:
Do not attempt battery start if voltage is below
22 volts. RK 1–507 NOT MODIFIED By Kit 128-9008.

Generator-Assisted Start Commercial Kerosene Jet A, Jet A-1, Jet B, JP-4,

JP-5, JP-8, JP-8+100, and RP-3 (Chinese) per
Do not attempt to start the second engine until Pratt & Whitney Service Bulletin 7144.
the generator load is below 150 amps. Maximum
N2 on the operating engine for generator-assisted RK 106–507 MODIFIED By Kit 128-9008; and
start is 54%. RK 508 and After.
NOTE Commercial Kerosene Jet A, Jet A-1, JP-5, JP-8,
In flight, starter-assisted airstarts are JP-8+100, and RP-3 (Chinese) per Pratt & Whit-
accomplished with the battery. ney Service Bulletin 7144.

OIL Approved Fuel Additives

• If the same brand of oil is unavailable for RK 1–507 NOT MODIFIED By KIT 128-
replenishment, synthetic oil Type II per 9008 and KIT 128-9009; RK 508–529
Pratt & Whitney SB 7001 may be used, NOT MODIFIED By Kit 128-9009.
provided the total quantity added does not
exceed 2 U.S. quarts per engine in any 400- Fuels not containing icing inhibitors must have
hour period. MIL-DTL-85470 fuel system icing inhibitor
• Minimum oil temperature for starting added in amounts of not less than 0.10% no more
engines is –40°C. than 0.15% by volume.
• Maximum oil consumption is one quart in RK 106–507 MODIFIED By Kit 128-9008
four hours averaged over a 10 hour time and KIT 128-9009; RK 508–529 MODIFIED
period. By Kit 128-9009: RK 530 and After.

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Biocide addidtive Biobor JF may be added THRUST REVERSER LIMITS

at concentrations of 135 parts per million
(ppm) recommended, but not exceeding 270 parts • Ground use only
per million (ppm) by weight for preventative. • Maximum time for continuous reverse
thrust above reverse idle—30 seconds
Icing inhibitors pre-mixed in the approved engine
fuels listed above are permitted. Fuels not contain- • Full reverse cutoff speed—55 KIAS or
ing icing inhibitors may have MIL-DTL-85470 above
fuel system icing inhibitor added in amounts • Use of thrust reversers to back the airplane
of not less than 0.10% no more than 0.15% by

7 POWERPLANT
is prohibited.
volume. A 20 fl. oz. can of Prist® treats 105 to
155 U.S. gallons. • Maximum deployed time for reverse idle
during taxi operations—5 seconds
Fuel Temperature • Do not attempt engine starts with thrust
reverser deployed.
• Minimum fuel temperature
for operation............................... –40°C • Restow envelope—30,000 feet and below
and 135 KIAS and below.
• Maximum fuel temperature
for operation.................................. 50°C
INSTRUMENT MARKINGS
GENERATOR LIMITS, Table 7-2 shows JT15D-5 engine instrument
GENERATOR ASSISTED START markings.
Maximum current:
Before starting second engine—150 amps
LIMITATIONS
EXTERNAL POWER LIMITS
The limitations outlined in the approved Flight
External power requirements: Manual are part of the operating and type
DC 28 volts, 1,000 to 1,500 amps. certificate and they must be complied with.

Table 7-2. INSTRUMENT MARKINGS—JT15D-5

RED ARC/ RED ARC/
INSTRUMENT RED LINE GREEN ARC YELLOW ARC RED LINE
MINIMUM MAXIMUM
Fan rpm (N1) — 20 to 104% — 104%
Interturbine
— 100 to 680°C 680 to 700°C 700°C
Temperature (ITT)
Turbine rpm (N2) — 52 to 96% — 96%
40 to 60 psi 83 psi
(narrow) Red Line
Oil Pressure 40 psi —
60 to 83 psi 150 psi
(wide) (Triangle)
121°
Red Line
Oil Temperature — 10 to 121°C
135°
(Triangle)
Fuel Temperature –40°C — — 50°C
Engine Vibration Meter None: Use for monitoring vibration levels only.

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

QUESTIONS
1. The JT15D may be defined as: 6. During a ground start the ignition system
will come on when the:
A. Single-shaft, axial-flow turbofan
A. Starter switch is pushed.
B. Twin-spool, reverse-flow turbofan
B. Thrust lever is moved from CUT OFF to
C. Twin-spool turbofan engine IDLE.
D. Twin-spool geared-fan engine C. N2 rpm reaches 10%.
7 POWERPLANT

D. Engine select switch is moved to the

2. The high compressor spool of the JT15D affected engine.
consists of a:
A. Single-stage centrifugal compressor and 7. Starter operation is normally terminated
a single-stage axial turbine when the:
B. Two-stage axial compressor and a two- A. Start disengage switch is released.
stage radial turbine
B. N2 rpm exceeds 20%.
C. Single-stage axial compressor and a
two-stage axial turbine C. Start switch is released.
D. Primary and booster stage compressor D. N2 rpm reaches 35%.
and a single-stage axial turbine
8. A safety shutoff valve will flame out the
3. The type of combustor used on the JT15D is engine if:
defined as: A. N2 rpm exceeds 102%.
A. A can-type combustor B. N1 rpm exceeds 101.5%.
B. A can annular reverse-flow combustor C. ITT exceeds 700°C.
C. An annular straight-flow combustor D. Aft motion of the turbine shaft exceeds
D. An annular reverse-flow combustor design limits.

4. During an engine start, basic fuel pressure is 9. The primary thrust indicator used to deter-
normally generated by: mine takeoff thrust is the:
A. A boot strap jet pump integral with the A. N2 tachometer
engine-driven pump B. Fuel flowmeter
B. The primary or main jet pump C. N1 tachometer
C. An automatically operated electric boost D. ITT indicator
pump
D. The engine-driven fuel pump 10. During a normal ground start, the position
of the ignition switches should be:
5. Generator-assisted starts may be used: A. OFF to provide for automatic operation
A. To start the second engine on the ground B. STBY
B. In flight if N2 rpm is less than 8% C. OFF if the boost pump switches are on
C. To start both engines on the ground D. ON
D. In flight at altitudes under 20,000 feet

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

11. During a normal ground start, the position 16. Maximum time for continuous reverse thrust
of the boost pump switches should be: above reverse idle is:
A. ON if the jet pump switches are off A. 5 seconds
B. OFF if the jet pump switches are on B. 30 seconds
C. AUTO C. 45 seconds
D. ON if the ignition switches are off D. 55 seconds

12. When using a ground power unit (GPU) for 17. Full reverse cutoff speed is:

7 POWERPLANT
ground starting both engines:
A. 50 KIAS or above
A. Turn off the battery switch. B. 75 KIAS or above
B. Turn off the generator of the first engine C. 65 KIAS or above
started; otherwise, the GPU will discon-
D. 55 KIAS or above
nect.
C. Leave the battery and generator switches
18. Maximum deployed time for reverse idle
off until both engines are running.
during taxi is:
D. Set the GPU voltage to 29.5 volts.
A. 5 seconds
13. What indicates that the electric boost pump B. 15 seconds
has cut out during a ground start? C. 20 seconds
A. The associated FUEL PRESS LO light D. 30 seconds
goes out.
B. The boost pump light goes out and the 19. Emergency restow flight envelope is:
FUEL PRESS LO light remains out. A. Altitude—30,000 feet maximum
C. The associated FUEL PRESS LO light Airspeed— 200 KIAS maximum
blinks on and off at 35% N2. B. Altitude—25,000 feet maximum
D. The associated boost pump light will Airspeed— 200 KIAS maximum
come on. C. Altitude—30,000 feet maximum
Airspeed—135 KIAS maximum
14. The maximum permissible ITT during an D. Altitude—25,000 feet maximum
engine start is: Airspeed—135 KIAS maximum
A. 500 to 600°C for five minutes
B. 500°C momentarily 20. During takeoff the maximum permissible N1
rpm is:
C. 600 to 700°C for two seconds
D. 850°C momentarily A. 96%
B. 97%
15. Thrust reversers can be deployed only if: C. 103%
A. The thrust levers are in IDLE position. D. 104%
B. Hydraulic pressure is above 1,300 psi.
C. The thrust levers are in IDLE position
and the airplane is on the ground.
D. Airspeed is below 135 KIAS.

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

21. During takeoff the maximum permissible N2

rpm is:
A. 97%
B. 104%
C. 101.5%
D. 96%

22. When using a generator-assisted start on the

7 POWERPLANT

ground:
A. Turn the battery switch off after pushing
the start switch on the first engine being
started.
B. Turn on the generator of the running
engine when the N2 rpm of the second
engine reaches 10%.
C. Set the running engine between 52%
and 54% N2.
D. Set the running engine between 50%
and 52% N2.

23. When the EFC switch is turned off, fuel

flow, rpm, and ITT will:
A. Increase due to EFC flow valve opening
B. Decrease due to EFC flow valve closing
C. Remain constant due to HMU fuel
scheduling
D. Increase in all cases

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION................................................................................................................... 8-1
ENGINE FIRE DETECTION.................................................................................................. 8-1
ENGINE FIRE EXTINGUISHING......................................................................................... 8-2
Thermal Discharge Indicator............................................................................................ 8-4
PORTABLE FIRE EXTINGUISHERS................................................................................... 8-4
AFT FUSELAGE BAGGAGE COMPARTMENT.................................................................. 8-5

8 FIRE PROTECTION
QUESTIONS........................................................................................................................... 8-7

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page

8-1 Fire Protection Lights—Shroud and Annunciator Panels............................................ 8-2

8-2 Engine Fire Bell Silence Button.................................................................................. 8-2
8-3 Fire Protection System................................................................................................ 8-3
8-4 Extinguisher Bottle and Fracture Disc........................................................................ 8-4
8-5 Portable Fire Extinguishers.......................................................................................... 8-4
8-6 Aft Fuselage Baggage Compartment.......................................................................... 8-5
8-7 Aft Fuselage Baggage Compartment Inspection Doors.............................................. 8-5

8 FIRE PROTECTION

Revision 1 FOR TRAINING PURPOSES ONLY 8-iii

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 8
POWERPLANT

8 FIRE PROTECTION
INTRODUCTION
A fire protection system is built into the engine nacelles. It includes detection circuits which
display information in the cockpit, a warning bell, and extinguishers which are controlled from
the cockpit.
There are two portable fire extinguishers, one in the cockpit and one in the cabin. The aft fuselage
baggage compartment does not require detection or extinguishing systems.

ENGINE FIRE
DETECTION
The engine fire detection system provides the Two red fire warning lights, one for each engine,
means to detect a fire in either engine nacelle. The are located on the fire extinguisher control panel,
detection system incorporates a semiconductor, which is mounted on the center of the instrument
coaxial cable, and sensor element. It forms a closed panel glareshield. The applicable light will
loop around all the vital engine components which illuminate when the temperature in that engine
are susceptible to fire. The loop has a variable nacelle reaches a predetermined value. Pressing
resistance which changes with temperature. It is either fire warning light (Figure 8-1) will arm
sensitive along its entire length and transmits a the No. 1 and No. 2 fire bottles and will be
signal to the cockpit. indicated by the BOT 1 ARMED PUSH and BOT

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

The rotary test switch on the overhead switch

panel has L FIRE DET and R FIRE DET
positions. These positions are used to perform
integrity checks of the detection circuits and to
test the fire bell.

Selection of one of these positions completes a

circuit through the sensing element and detector
control unit, simulating a fire condition. If a fault
exists in the detector control or the sensor element
is shorted or open-circuited, the fire warning light
Figure 8-1. Fire Protection Lights—Shroud will not illuminate. In this case, the respective red
and Annunciator Panels FIRE DET FAIL light on the annunciator panel
will illuminate (Figure 8-1). The respective FIRE
2 ARMED PUSH lights illuminating on the fire DET FAIL light will also illuminate anytime a
extinguisher control panel. At the same time, the sensor element is shorted or open, as the sensor
generator field will be tripped and the L or R F/V is continuously monitored. The fire detection cir-
CLOSE and L or R H/V CLOSE switchlights for cuits and lights are powered by the respective left
the associated engine will illuminate, indicating or right load bus.
that the fuel shutoff valve and the hydraulic
shutoff valve have closed. These switchlights are
8 FIRE PROTECTION

located next to each fire warning light and can

be used to open or close the fuel and hydraulic ENGINE FIRE
shutoff valves to the respective engine. Closure EXTINGUISHING
of the valve is indicated by illumination of the
switchlight. These switchlights are the sequence Use Figure 8-3 to follow the discussion of the
type, so the light illumination will indicate the extinguishing system.
last position of the valve.
The extinguishing system consists of two fire
Figure 8-1 shows the switchlights that are located extinguisher agent containers, deployment tubes,
on the shroud panel. fire extinguisher discharge controls, and associated
electrical circuits. The two containers each have
NOTE a fill and pressure-relief valve, pressure gauge,
After an engine fire, the fire warning and two discharge assemblies. They are located in
bell will continue to ring. The bell may the aft fuselage just above the aft fuselage access
be silenced by pushing the fire bell door. Each container stores the agent under
silence button located on the pilot side pressure until needed, and each contains one
of the shroud panel (Figure 8-2). extinguishing shot. The discharge assemblies are
explosive cartridges that are electrically fired to
release the agent into the tubing. When fired, the
pressure ruptures a fracture disc in the container
outlet port. Figure 8-4 shows the fire bottle with
its pressure gauge and also the overboard thermal
discharge fracture disc.

The deployment tubes disperse the released agent

from the containers to the selected engine. Each
engine compartment is served by an individual
deployment tube from each container. The
Figure 8-2. Engine Fire Bell Silence Button deployment system is a rigid tube to the engine
nacelle with discharge nozzles at the nacelle end.

8-2 FOR TRAINING PURPOSES ONLY Revision 1

 Revision 1
FIRE DETECT FIRE DETECT
CONTROL BOX CONTROL BOX

PRESSURE BOTTLE NO. 1

GAUGE

FIRE DETECT
LOOPS

CHECK CHECK
VALVE VALVE DISCHARGE
NOZZLES

PRESSURE
GAUGE

FOR TRAINING PURPOSES ONLY

BOTTLE NO. 2
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

LEGEND
FIRE DETECT LOOPS

THERMAL DISCHARGE

BOTTLE NO. 1 DISCHARGE

THERMAL
DISCHARGE
INDICATOR BOTTLE NO. 2 DISCHARGE

Figure 8-3. Fire Protection System

8-3
8 FIRE PROTECTION
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

THERMAL DISCHARGE
INDICATOR
A thermal discharge indicator disc is located on
the left aft side of the fuselage, just below the trail-
ing edge of the engine pylon. Overheating of the
extinguisher bottles causes the bottle fuse plugs
to rupture. This, in turn, causes the indicator disc
to rupture. If the red plastic disc in the center of
the indicator is fractured or missing, it indicates a
thermal discharge of one or both bottles.

PORTABLE FIRE
EXTINGUISHERS
There are two portable fire extinguishers (Figure
Figure 8-4. Extinguisher Bottle 8-5) located in the airplane. In the cockpit there
and Fracture Disc is a type B-C extinguisher for use against several
classes of fire. There is also a type B-C extin-
8 FIRE PROTECTION

Fire extinguisher discharge controls provide guisher located in the cabin compartment.
the means for a crew member to select either
extinguisher to either engine nacelle. When a red
ENG FIRE PUSH light is illuminated, the clear
plastic guard must be raised and the switchlight
pushed in. This action closes the respective
shutoff valves, trips the generator field, and
illuminates and provides electrical power to the
BOT 1 and BOT 2 ARMED PUSH (discharge)
switches. Pressing either discharge switch
powers the respective bottle cartridge, releasing
the extinguishing agent into the engine nacelle
represented by the respective illuminated ENG
FIRE PUSH switchlight.
Figure 8-5. Portable Fire Extinguishers
The light in the depressed BOT ARMED PUSH
switchlight goes out, indicating that the bottle
has been fired. If the fire warning light remains
on after discharging one bottle, it indicates that
the fire is still present. In such a situation, the
other bottle may be released by pressing the other
discharge switch.

If indications of fire persist after the second bottle

discharges, execute an emergency descent and
land as soon as possible.

The extinguishing system is powered by the emer-

gency bus.

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

AFT FUSELAGE
BAGGAGE
COMPARTMENT
A baggage compartment (Figure 8-6) is installed
in the tail cone of the Beechjet 400A/Hawker
400XP.

The compartment is made of lightweight

composite material and is certified as a class D
baggage compartment; therefore, it requires no
detection or extinguishing capabilities.

An enlarged, two-section access door is installed

Figure 8-6. A
 ft Fuselage Baggage
to simplify loading.
Compartment
Four small access doors within the compartment
(Figure 8-7) provide access to the battery
connector, engine fire extinguisher pressure

8 FIRE PROTECTION
gauges, and hydraulic reservoir sight gauge.

Figure 8-7. A
 ft Fuselage Baggage
Compartment
Inspection Doors

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL
8 FIRE PROTECTION

INTENTIONALLY LEFT BLANK

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

QUESTIONS
1. Which is a correct statement about electrical 3. If the red disc on the left side of the aft fuse-
power for engine fire protection systems? lage is missing, this indicates that:
A. All detection and extinguishing systems A. An engine fire extinguisher has been
are powered by the emergency bus. electrically discharged.
B. Detection circuits are powered by the B. The aft baggage compartment fire extin-
emergency bus, while extinguishing power guisher has been electrically discharged.
is received directly from the battery. C. An engine fire extinguisher or the aft
C. Detection circuits, light, and test func- baggage compartment fire extinguisher
tions are powered by the respective load has thermally discharged.
bus; extinguishing power is from the D. An engine fire extinguisher has been
emergency bus. thermally discharged.
D. Detection and extinguishing circuits are
powered by the respective load buses. 4. The tail cone baggage compartment smoke
detection system is tested by:
2. Pressing the red LH ENG FIRE PUSH
A. Depressing the CAB SMK/BAG SMK
switchlight while it is illuminated:
switchlight

8 FIRE PROTECTION
A. Closes the left hydraulic and left fuel B. The airplane indicator light test switch
shutoff valves, trips the left generator
C. A position on the master test switch
field, and arms both bottles
D. It is a class D baggage compartment and
B. Closes the left hydraulic and left fuel
requires no detection or extinguishing
shutoff valves, turns off the left genera-
system.
tor, and arms the left bottle
C. Discharges the left bottle into the left
engine
D. Discharges whichever bottle had previ-
ously been armed into the left engine

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION................................................................................................................... 9-1
GENERAL............................................................................................................................... 9-1
SYSTEM DESCRIPTION AND OPERATION...................................................................... 9-2
CONTROLS............................................................................................................................. 9-2
CABIN PRESS Source Selector Knob............................................................................. 9-2
INDICATIONS........................................................................................................................ 9-4
BL AIR DCT FAIL Annunciator...................................................................................... 9-4
DOOR SEAL OPERATION.................................................................................................... 9-4
HYDRAULICS........................................................................................................................ 9-4
LIMITATIONS......................................................................................................................... 9-4
EMERGENCY/ABNORMAL................................................................................................. 9-4
QUESTIONS........................................................................................................................... 9-7

9 PNEUMATICS

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page

9-1 Engine High Compressor Discharge........................................................................... 9-2

9-2 Pneumatic System....................................................................................................... 9-3
9-3 Entrance Door Seal...................................................................................................... 9-5
9-4 Hydraulic Reservoir..................................................................................................... 9-5

9 PNEUMATICS

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 9
PNEUMATICS

INTRODUCTION
This chapter describes the pneumatic system on the Beechjet 400A/Hawker 400XP aircraft.
This chapter only describes the airflow from the engines to where it branches off to various

9 PNEUMATICS
systems and the description and operation of the entrance door seal and hydraulic reservoir.
Description and operation of the bleed air used by other systems is discussed in the appropriate
system chapter.

GENERAL
The pneumatic system on the Beechjet 400A/ the air conditioning, wing anti-ice, hydraulic
Hawker 400XP extracts hot engine bleed air reservoir, cabin temperature control, cabin door
(PC or P3) and then controls, regulates, and seal, and ejector. Vacuum generated by the ejector
distributes it. Regulated bleed air is supplied to is supplied to the pressurization system controls.

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

SYSTEM DESCRIPTION knob (Figure 9-2), sometimes called the envi-

ronmental control system (ECS) knob or ECS
AND OPERATION switch. It has the following positions:

Engine high compressor discharge air is tapped

• OFF—No bleed air is supplied. Ram air is
supplied to the cabin in flight. No tempera-
off two extraction pads at the 4 and 8 o’clock
ture control is provided.
positions on the bypass duct (Figure 9-1). This
gas generator case air pressure (centrifugal • L ENG—Bleed air is supplied by the left
compressor) is manifolded and provided for engine. The right bleed air is shut off. Nor-
aircraft system use. mal temperature control is provided.

The air is routed from the engines to a manifold in • BOTH NORM—Bleed air is supplied by
such a way that air from each engine feeds all sys- both engines. Normal temperature control
tems but does not feed into the opposite engine. is provided.
The use of check valves allows this arrangement, • BOTH HIGH—Bleed air is supplied by
and each system that is fed uses some form of both engines. Normal temperature control
pressure or flow regulation (Figure 9-2). is provided.
• R ENG—Bleed air is supplied by the right
engine. The left bleed air is shut off. Nor-
CONTROLS mal temperature control is provided.
• EMER—Bleed air is supplied to the cabin
CABIN PRESS SOURCE for emergency pressurization in flight only.
SELECTOR KNOB No temperature control is provided.
Bleed air to the air cycle machine (ACM) is con- If contaminated air is suspected from one
trolled by the CABIN PRESS source selector engine, the engine is isolated by operating the
9 PNEUMATICS

Figure 9-1. Engine High Compressor Discharge

9-2 FOR TRAINING PURPOSES ONLY Revision 1

 Revision 1
BLEED-AIR
16 PSI ENGINE A/I SOURCE
PRSOV N/O ENGINE STATOR
A/I VALVE N/O

EMERGENCY
PRESSURE 30 PSI
VALVE N/C PRSOV N/O

LEAK
CHECK PORT 350°F
EMER TEMP
T SENSOR T
VACUUM PRESSURE
REGULATOR 3.5 PSI OUTLET
TO SWITCH
PRESSURIZATION
SYSTEM EJECTOR TO ACM
15 PSI PRESSURE
41 PSI WING REGULATOR
ANTI-ICE
PRSOV N/C
T
DISCHARGE T
TO A/C TEMP
DOOR SEAL CONTROL
VALVE N/O (INFLATE)

FOR TRAINING PURPOSES ONLY

30 PSI
TO HYDRAULIC PRSOV N/O
RESERVOIR
ENTRY DOOR AFT PRESSURE
SEAL BULKHEAD
OVERBOARD LEAK ENGINE STATOR
DUMP CHECK A/I VALVE N/O
PORT BLEED-AIR
SOURCE
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

L MLG TO WING
GROUND ANTI-ICE
SAFETY
SWITCH
16 PSI ENGINE A/I
PRSOV N/O

LEGEND
HP BLEED AIR MIXED BLEED AIR CABIN AIR REGULATED HIGH PRESSURE VACUUM
REGULATED VACUUM AMBIENT AIR REGULATED LOW PRESSURE REGULATED MEDIUM PRESSURE

Figure 9-2. Pneumatic System

9-3
9 PNEUMATICS
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

air conditioning system on the other engine only. to be pressurized. When the door is unlocked or
Full cabin pressurization is still available while the aircraft is on the ground, the door seal valve
operating the system on one engine. is energized from the emergency bus and stops
pressure from going to the seal. Pressure within
If emergency pressurization is selected or auto- the seal is dumped into the cabin.
matically actuated by system failure, hot air
flows from the aft cabin ceiling outlet. The air
temperature depends on altitude and engine rpm,
and the cabin temperature can be reduced by
HYDRAULICS
decreasing thrust.
Engine bleed air tapped from the bleed-air mani-
fold is used to pressurize the hydraulic system
reservoir (Figure 9-4). This bleed air is regulated
INDICATIONS to 15 psi and assures a constant head of pressure
on the hydraulic reservoir. Refer to Chapter 13,
“Hydraulic Power System”, for a more detailed
BL AIR DCT FAIL discussion of the hydraulic system.
ANNUNCIATOR
If a rupture occurs in the tail behind the aft
pressure bulkhead, one of four 350°F (177°C) LIMITATIONS
temperature sensors detects it and illuminates the
BL AIR DCT FAIL annunciator. Depending on For specific information on limitations, refer to
where the duct is ruptured, it is questionable if the the appropriate abbreviated checklists or the
leak can be stopped. FAA-approved Airplane Flight Manual (AFM).

A rupture in the wing anti-ice ducts that pass

through the cabin pressurizes a shroud assembly
monitored by a 3.5 psi switch. If this presssure
EMERGENCY/
switch detects a leak, the BL AIR DCT FAIL ABNORMAL
annun­ciator illuminates. Placing the wing anti-ice
switch in the OFF position will stop this leak. For specific information on emergency/abnormal
procedures, refer to the appropriate abbreviated
A more detailed discussion of ice and rain, air checklists or the FAA-approved AFM.
conditioning, and pressurization can be found in
9 PNEUMATICS

Chapter 10, “Ice and Rain Protection,” Chapter

11, “Air Conditioning,” and Chapter 12, “Pressur-
ization”, of this manual.

DOOR SEAL OPERATION

The door seal is inflated and deflated by the
door seal valve (Figure 9-3). The door seal valve
receives 15 psi regulated air pressure from the
pressure regulator. The door seal valve is a sole-
noid-operated type that is controlled by the left
main landing gear safety switch and the entrance
door No. 1 lock switch. If the left main landing
gear (LMLG) ground safety switch is in the air
position and the door switch is actuated, the door
seal valve is deenergized and allows the door seal

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

LEGEND
REGULATED VACUUM
REGULATED LOW PRESSURE

VACUUM
TO REGULATOR
PRESSURIZATION
SYSTEM EJECTOR

L MLG
GROUND DISCHARGE
SAFETY
SWITCH DOOR SEAL
(FLIGHT) VALVE N/O (INFLATE)

EMERGENCY
BUS OVERBOARD
DUMP ENTRY DOOR
NO 1 DOOR SEAL
LOCK SWITCH
(LOCKED)

Figure 9-3. Entrance Door Seal

REGULATED
BLEED AIR LEGEND
(15 PSI)
REGULATED BLEED AIR (15 PSI)
RETURN PRESSURE
MAIN PRESSURE

9 PNEUMATICS
1.1 U.S. GAL FILTER

LH PUMP SHUTOFF LEVEL LOW SHUTOFF RH PUMP

VALVE FLOAT SWITCH VALVE
(0.61 U.S. GAL)
FILTER FILTER
BYPASS BYPASS
(50 PSID) (50 PSID)
PRESSURE PRESSURE
SWITCH SWITCH
(750 ± 100 PSI) (750 ± 100 PSI)

RELIEF VALVE
BYPASS VALVE (1,650–1,850 PSI)

Figure 9-4. Hydraulic Reservoir

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INTENTIONALLY LEFT BLANK

9 PNEUMATICS

9-6 FOR TRAINING PURPOSES ONLY Revision 1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

QUESTIONS
1. What is the source of bleed air for aircraft 4. What is the purpose of bleed air used in the
system use? hydraulic system?
A. An engine-driven pump A. As a backup opening pressure
B. Low-compressor discharge B. To pressurize the reservoir
C. High-compressor discharge C. For controller operation
D. Low-pressure bypass air D. For cooling

2. How is reference pressure for the pressur- 5. Which of the following switch combinations
ization controls generated by the pneumatic is correct for door seal inflation?
system? A. Gear safety switch—AIR No. 1 lock
A. Reducing regulated bleed air pressure to switch—ACTUATED
15 psi B. Relief valve switch—DUMP No. 1 lock
B. Feeding bleed air through an ejector switch—ACTUATED
C. Using a pressure holding tank C. Gear safety switch—GND No. 1 lock
switch—OPEN
D. With a pressure regulator
D. Relief valve switch—ARM No. 1 lock
switch—OPEN
3. What devices prevent bleed air from an
operating engine from entering one that is
shut down?
A. Pressure regulators
B. Shutoff valves
C. Ejectors
D. Check valves

9 PNEUMATICS

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION................................................................................................................. 10-1
GENERAL............................................................................................................................. 10-1
WING ANTI-ICE SYSTEM.................................................................................................. 10-2
Description..................................................................................................................... 10-2
Controls.......................................................................................................................... 10-2
Indications...................................................................................................................... 10-2
Operation........................................................................................................................ 10-2
ENGINE ANTI-ICE SYSTEM.............................................................................................. 10-6
Description..................................................................................................................... 10-6
Controls.......................................................................................................................... 10-6
Indications...................................................................................................................... 10-6
Operation........................................................................................................................ 10-6
HORIZONTAL STABILIZER SYSTEMS............................................................................ 10-8
Description..................................................................................................................... 10-8
Controls.......................................................................................................................... 10-8
Indications...................................................................................................................... 10-8
Operation ....................................................................................................................... 10-8
ICE DETECTOR.................................................................................................................10-11
10 ICE AND RAIN

DEFOG SYSTEMS.............................................................................................................10-11
PROTECTION

Description...................................................................................................................10-11
Controls........................................................................................................................10-11
Indications....................................................................................................................10-12

Revision 1 FOR TRAINING PURPOSES ONLY 10-i

AIR DATA SYSTEMS ANTI-ICING..................................................................................10-12
Pitot Tube Heating System...........................................................................................10-12
Static Port Heating System...........................................................................................10-12
AOA Transmitter Heating System................................................................................10-13
WINDSHIELD HEATING SYSTEM.................................................................................10-13
WINDSHIELD WIPER SYSTEM......................................................................................10-14
RK 1–242 or not Modified...........................................................................................10-14
PPG Surface Seal™ Kit...............................................................................................10-14
LIMITATIONS.....................................................................................................................10-15
EMERGENCY/ABNORMAL.............................................................................................10-15
QUESTIONS.......................................................................................................................10-17
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page

10-1 Wing Leading Edge Anti-Ice System Schematic...................................................... 10-3

10-2 Ice and Rain Protection Controls and Indications..................................................... 10-4
10-3 Ram Air Scoop and Exhaust Port.............................................................................. 10-6
10-4 Air Inlet Anti-Ice System and Engine Stator Anti-Ice Schematic............................. 10-7
10-5 Horizontal Stabilizer Heater Mats............................................................................. 10-9
10-6 Ice Detector............................................................................................................ 10-11
10-7 Defog System Control Lever and Blower Control.................................................. 10-11
10-8 Pitot Tube................................................................................................................ 10-12
10-9 Static Ports.............................................................................................................. 10-12
10-10 AOA Transmitter..................................................................................................... 10-13
10-11 Windshield Wiper (Removed RK 243 and Subsequent)......................................... 10-14

10 ICE AND RAIN

PROTECTION

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 10
ICE AND RAIN PROTECTION

INTRODUCTION
The Beechjet 400A/Hawker 400XP is approved for flight into known icing conditions. The air-
craft incorporates ice detection, rain protection, anti-icing, and deicing systems designed to
detect ice and prevent accumulation of ice on critical surfaces. Anti-icing requires that critical
surfaces be heated to prevent ice accumulation. This chapter includes information about the sys-
tems components, logic, and operation.

GENERAL
An ice detector alerts the crew that ice is Electrical power is used to heat the windshield,
accumulating on the aircraft. horizontal stabilizer leading edges, pitot-static,
angle-of-attack systems, and to power the
Bleed air is used to protect the wing leading windshield wipers.
10 ICE AND RAIN

edges and the engines. Conditioned air is used for

PROTECTION

window defogging. Windshield wipers or a PPG Surface Seal™ kit

provide rain protection for the windshield.

Revision 1 FOR TRAINING PURPOSES ONLY 10-1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

WING ANTI-ICE SYSTEM BL AIR DCT FAIL Annunciator

A rupture in the wing anti-ice system pressurizes
DESCRIPTION a shroud assembly monitored by a 3.5 psi switch,
which illuminates the amber BL AIR DCT FAIL
The leading edges of the wings are protected by annun­ciator (see Figure 10-2).
engine bleed air that is routed from the engines
through a pressure regulator shutoff valve
(PRSOV) and into the wings (Figure 10-1). The WING OV HT Annunciator
bleed-air pressure regulator valve regulates the The red WING OV HT annunciator illuminates
air pressure to approximately 41 psig. when one of the wing leading edge temperature
switches senses an overtemperature condition of
either 212° or 350°F (100° or 177°C) depending
CONTROLS on the switch (Figure 10-1).
WING Anti-Ice Switch
The WING switch in the ANTI/DEICE group on OPERATION
the overhead panel controls the wing anti-ice sys- When the WING switch on the overhead
tem (see Figure 10-2).When this switch is turned switchpanel is turned ON, electrical power opens
on, the PRSOV is opened. a valve that routes engine bleed air to each wing
leading edge (Figure 10-1) through an ejector in
INDICATIONS each wing inboard area. The ejector mixes hot
bleed air with air in the wing leading edge then
discharges the mixed air into piccolo tubes for
Wing Anti-Ice Operation Light distribution along the leading edge.
RK 1–354
The air directed against the leading edge flows
When the wing leading edges reach 140°F (60°C), inboard to outboard and escapes overboard
the white WING ANTI-ICE/DEICE operation through the wingtip wing anti-ice exhaust ports
light on the overhead switch panel illuminates (scuppers) (Figure 10-3).
(see Figure 10-2, Sheet 1 of 2).
Refer to the “Abnormal Procedures” section of the
RK 355 and Subsequent or Modified Airplane Flight Manual (AFM) for actions to be
By Kit 128-3043 taken in the event of inadvertent icing encounters.
When the wing anti-ice switch is turned on
positive bleed-air pressure downstream of the
PRSOV is indicated by the illumination of the CAUTION
white WING ANTI-ICE/DEICE operation light Turning the WING ANTI/DEICE
on the overhead switch panel. Placing the WING switch on with significant wing ice
ANTI-ICE/DEICE switch to ON also illuminates accumulation can result in engine ice
a WG ICE TEMP LO annunciator. When the ingestion.
wing leading edges reach 140°F (60°C), the amber
WG ICE TMP LO on the copilot shroud panel
extinguishes. The amber WG ICE TEMP LO
annunciator re-illuminates to alert the flight crew
10 ICE AND RAIN
PROTECTION

that the wing leading edges have cooled below

satisfactory temperature to melt any ice accretion
(Figure 10-1 and Figure 10-2, Sheet 2 of 2).
Illumination of this annunciator does not cause
the MASTER CAUTION RESET switchlights
to flash.

10-2 FOR TRAINING PURPOSES ONLY Revision 1

 Revision 1
L & R MLG
RK-355 AND AFTER GROUND
SAFETY
LEAK CHECK SWITCH
PORT
OVERTEMP
SWITCH 212°F
OPERATION
TEMPERATURE
SWITCH 140°F INBOARD
PICCOLO TUBE

OVERTEMP
SWITCH 350°F

WING ROOT OUTER

DUCT AIR CHAMBER EJECTOR
DUCT RUPTURE OUTBOARD
PRESSURE PICCOLO TUBE
SWITCH 3.5 PSI
HIGH-TEMP OVERTEMP
BLEED AIR SWITCH 212°F
LEAK CHECK MIXED WING

FOR TRAINING PURPOSES ONLY

PORT ANTI-ICE AIR RAM-AIR
CABIN OUTER
DUCT AIR CHAMBER INLET

EXHAUST
PORT
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

WING ANTI-ICE HEAT ON THRUST LEVER

PRESS SWITCH 11 PSI SWITCHES 60% N1
(RK-355 AND AFTER)

WING A/I
SWITCH
WING ANTI-ICE N/C LEGEND
PRSOV (41 PSI) HP BLEED AIR CABIN OUTER DUCT AIR MIXED-WING ANTI-ICE AIR
REGULATED HIGH PRESURE WING ROUTE OUTER DUCT AIR

Figure 10-1. Wing Leading Edge Anti-Ice System Schematic

10-3
10 ICE AND RAIN
PROTECTION
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

MASTER BATTERY CABIN INST LIGHT EXTERIOR LIGHT LAND LT EMER

L GEN R GEN SIGN DO NOT TURN
DO NOT USE LT
ON GROUND
ON IN CLOUDS L R
NORM FDR FAIL SAFETY INTEG FLOOD ANTI ROTAT TAIL WING TEST / ON
NAV COLL BCN FLOOD INSP RECOG
ON EXT / ON

O
F
F
EMER
BRT

FSB OFF OFF

ANTI / DEICE
EMER AS HORN IND LTS OFF
BATT FEED
PLT TEST COPLT
INST LT INST LT
WING ENGINE WINDSHIELD H STAB GO NO GO
L R L HIGH R G HORN
LG
OFF
L GEN R GEN
GND FAIL GND FAIL
O R STALL FLAP
F ASYM
DIM BRT STBY DIM BRT
CTR INST & F PWR L FIRE CENTER
O/H PANEL LT DET PED LT
BATT OV R FIRE
TEMP DET
L STALL
OFF LOW TEST

GEN RESET HEATER WIPER

L R
DIM BRT NORM L R DIM BRT
MAP LT O AOA PITOT STATIC ON MAP LT
F L R L R PILOT COPLT
F O
F
RESET F
INVERTER PARK
NO 1 NO 2
ON

OFF FUEL XFEED

DIM BRT OFF DIM BRT

IGNITION JET PUMP BOOST PUMP FUEL TRANS
NORM
L TANK R TANK

L R L R L R L ON R
ON NORM AUTO
O O A
F F U
F F T
O LH RH
STBY OFF ON OFF

JET PUMP XFEED JET PUMP

RK 1–107 EXCEPT RK 98

Figure 10-2. Ice and Rain Protection Controls and Indications (Sheet 1 of 2)
10 ICE AND RAIN
PROTECTION

10-4 FOR TRAINING PURPOSES ONLY Revision 1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

RK 98 AND RK 110 AND SUBSEQUENT

RK 355 AND SUBSEQUENT OR

MODIFIED BY KIT 128-3043
Figure 10-2. Ice and Rain Protection Controls and Indications (Sheet 2 of 2)
10 ICE AND RAIN
PROTECTION

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CONTROLS
ANTI-ICE L/R ENGINE Switches
The L and R ENGINE switches on the ANTI/
DEICE panel control the engine anti-ice (Figure
10-4). The following subsystems are activated
with these switches:
• Engine inlet heat
• Low compressor stator heat
• P0T0 heat
Figure 10-3. Ram Air Scoop
and Exhaust Port • Engine ignition

INDICATIONS
ENGINE ANTI-ICE
SYSTEM L/R ENG ICE TEMP LO
Annunciator
DESCRIPTION In the event that either engine anti-ice system
fails (inlet temperature low or stator valve not
Each engine inlet lip has two anti-ice systems to open), the associated amber ENG ICE TEMP LO
prevent ice buildup in the engine. One system annunciator illuminates.
circulates bleed air in a jacket around the inlet duct
leading edge. The other system feeds bleed air into
the engine low compressor stators (Figure 10-4). OPERATION
Placing the L and R ENGINE ANTI/DEICE
The T1 probe and inlet cone of each engine are switches in the on position opens the engine stator
also continuously supplied a small amount of valves and inlet PRSOV applying bleed air to the
bleed air for anti-ice purposes when the respec- inlet lips and engine stators. The temperature of
tive engine is operating. the bleed air entering the engine inlet is monitored
by a temperature sensor. If engine anti-ice is
P0 T0 engaged and temperature is below 120°F (48°C)
the amber ENG ICE TEMP LO annunciator will
The P0 T0 probe is electrically heated anytime the illuminate.
ENGINE ANTI-ICE switch is in the on position.

When the respective ENGINE ANTI-ICE/ CAUTION

DEICE switch is on, a current sensor monitors
the electrical current being applied to the P0T0 Engine anti-ice systems must be
probe. When proper current is sensed, the white ON for taxi and takeoff when in visible
light above the respective switch illuminates. moisture at 5°C or colder. Except for a
preflight check, do not operate system
during ground operations at tempera-
10 ICE AND RAIN

tures above 10°C.

PROTECTION

10-6 FOR TRAINING PURPOSES ONLY Revision 1

 ENGINE
ANTI-ICE 28 VDC CURRENT
IGNITION ENGINE SENSOR
RELAY

Revision 1
ANTI-ICE

ON

ENGINE
LH LOAD OFF
ANTI-ICE
BUS SWITCH

ANNUNCIATOR ON
SWITCH

ITT T1 (T2) OFF

THERMOCOUPLE
ANTI-ICING HOUSING
T0 P0 TEMPERATURE/
PRESSURE SENSOR

120°F/150°F
TEMPERATURE
SWITCH

EJECTOR

FOR TRAINING PURPOSES ONLY

STATOR
ANTI-ICING
VALVE N/O
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

16 PSI ENGINE
ANTI-ICE TO BLEED-AIR
PRSOV N/O SYSTEM

LEGEND
DC POWER MIXED BLEED AIR RAM AIR

GROUND REGULATED AIR LOW BYPASS

PRESSURE

Figure 10-4. Air Inlet Anti-Ice System and Engine Stator Anti-Ice Schematic

10-7
10 ICE AND RAIN
PROTECTION
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

HORIZONTAL H STAB Operation Light

STABILIZER SYSTEMS Pushing the H STAB switch on causes a white
light above the H STAB switch to illuminate and
power to be applied to the deice controller (see
DESCRIPTION Figure 10-2 and Figure 10-5).
Icing protection for the horizontal stabilizer lead-
ing edge and elevator horns is accomplished by H STAB PROTECT Circuit
a cyclic supply of 28-VDC power to heater ele- Breaker
ments on the horizontal stabilizer leading edges
and the elevator horns. The H STAB PROTECT circuit breaker is in the
ICE RAIN group on the circuit-breaker panel on
the left sidewall of the cockpit. In the event of
CONTROLS an H STAB ice protection system failure, this
circuit breaker is pulled prior to positioning the
H STAB Anti/Deice Switch H STAB switch to OFF.
The H STAB switch in the ANTI/DEICE group
on the overhead panel (see Figure 10-2 and Fig- OPERATION
ure 10-5) controls electrical power to the heater
mats and elevator horn heating elements on the H STAB Deice
horizontal stabilizer.
Pushing the H STAB deice switch on causes a
white light above the switch to illuminate and
INDICATIONS directs 28-VDC power to the controller in the aft
fuselage.The controller controls power from the
LDG FLAP DELAY Annunciator main busses to the mats (Figure 10-5).
When flap extensions beyond 0° are selected with H
STAB on, the white LDG FLAP DELAY annun- With the system turned on and the OAT below
ciator (Figure 10-2 and Figure 10-5) on the 40°F (4°C), the controller processes RAT, airspeed
copilot shroud panel illuminates while the (to obtain OAT), and flap position to follow one
flaps are delayed from traveling beyond 10° for of six predetermined cyclic sequencing patterns
approximately 15 seconds. This delay allows powering the heating elements (Table 10-1). The
the stabilizer deice system the necessary time to leading edge has 4 parting strips, 1 each side of
remove any ice accumulation on the leading edge the vertical and 1 on each elevator horn. These
and bottom mats of the stabilizer. parting strips are temperature controlled based on
OAT to prevent ice from forming on the leading
edge, and also control runback and refreeze where
H STAB ICE FAIL Annunciator the zone mats are located. As heat is applied to
the zone mats air flow will get under the ice and
If a system failure occurs, the red H STAB ICE separate it from the horizontal stabilizer.
FAIL annunciator illuminates and the glareshield
MASTER WARNING RESET switchlights flash The controller does not supply power to the heater
(Figure 10-2 and Figure 10-5). Land with flaps in elements if the outside air temperature (OAT) is
the 10° position. greater than 40°F (4°C) or if the aircraft is on the
ground.
10 ICE AND RAIN

If left and right ground safety switches disagree

PROTECTION

on flight/ground the H STAB ICE FAIL annun- The greatest chance for loss of control during
ciator illuminates and the glareshield MASTER flight in icing conditions is when flaps are
WARNING RESET switchlights flash. extended, so the system looks at flap position and
goes to the fast clear pattern when the flap handle
is selected greater than 0°. During fast clear, the

10-8 FOR TRAINING PURPOSES ONLY Revision 1

 Revision 1
PARTING STRIPS ZONES AND GAPS
(2 EACH SIDE) (6 EACH SIDE)

ICE DETECTOR

L & R MLG
GROUND
SAFETY
SWITCH
FLAPS 0°

Q SWITCH (170 KTS)

FLAPS >0°

R PITOT PROBE

FOR TRAINING PURPOSES ONLY

Q SWITCH (190 KTS)

L PITOT PROBE
Q SWITCH (180 KTS)
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

OAT BIAS DEICE

BOX CONTROLLER

RAT PROBE

LEGEND
ICE

Figure 10-5. Horizontal Stabilizer Heater Mats

10-9
10 ICE AND RAIN
PROTECTION
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Table 10-1. DEICE OPERATION

PARTING STRIPS (4)–TEMPERATURE CONTROLLED
OAT 40°F Parting strips NO HEAT
TO VARIABLE TO
OAT 8°F 90°F
OAT 7°F AND BELOW 185°F
ZONES AND GAPS (12)–CYCLIC TIMED–BASED ON OAT AND FLAP POSITION–7 PATTERNS
(cold day) OAT 2°F and below
Pattern 1 Cycle time = 538 seconds
(8min. 58 sec.)
(fast clear) OAT 2°F and below with flaps extended from 0°
Cycle time = 14 seconds
Pattern 6
Flap lockout occurs during this time
Returns to pattern 1 when completed
(warm) OAT 3°F to 40°F and flaps up
Pattern 2 Cycle time = 273.75 seconds
(4 min. 33.75 sec.)
(fast clear warm) OAT 3°F to 40°F and flaps extended from 0°
Cycle time = 58.5 seconds
Pattern 3
Flap lockout first 14 seconds
Goes to pattern 4
(warm approach continuous) OAT 3°F to 40°F and flaps not up
Pattern 4 Cycle time = 285 seconds
(4 min. 45 sec.)
(slow clear) Below 40°F–pilot selects H STAB ICE OFF
Pattern 5
Cycle time = 26 seconds
Test pattern Cycle time = 8 seconds

system applies heat to the leading edges and If a system failure occurs, the red H STAB ICE
bottom mats of the horizontal stabilizer and the FAIL annunciator illuminates and the MASTER
flap travel is limited to approximately 16° until WARNING RESET switchlights flash. Land with
the fast clear mode is complete (14 seconds). The flaps in the 10° position.
LDG FLAP DELAY annunciator is illuminated
to indicate fast clear is in progress and flap travel If left and right ground safety switches disagree
is interrupted. during H STAB ice protection operation, the
red H STAB ICE FAIL annunciator illuminates
NOTE and the MASTER WARNING RESET
switchlights flash.
During flight in icing conditions, after
moving the FLAP handle out of the 0°
In flight, when the H STAB ANTI/DEICE switch
detent, (per AFM limitation) wait at
located on the overhead panel is turned OFF
least 15 seconds before selecting 30°
and the OAT is below 40°F (4°C), the controller
flaps. This delay provides the stabilizer
completes a slow clear cycle before shutting down
ice protection system the time required
as is indicated by continued loadmeter activity.
to remove any ice accumulation from
the stabilizer leading edge. During this
During normal operation, the stabilizer deice
delay, the white LDG FLAP DELAY
system can increase generator load by up to
10 ICE AND RAIN

annunciator (copilot shroud panel) illu-

PROTECTION

approximately 163 amps/generator depending

minates and the system limits flap travel.
on OAT.

10-10 FOR TRAINING PURPOSES ONLY Revision 1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CAUTION DEFOG SYSTEMS

The flaps must not be extended beyond
10° when the H STAB switch is turned DESCRIPTION
OFF and ice accumulation is suspected.
Defogging air is supplied by the air conditioning
system to the windshields and cockpit side
windows. Conditioned air passing through the
ICE DETECTOR pilot or copilot defog valve is directed to the
respective windshield, crewmember foot area, or
The ice detector is on the upper left side of the a combination of the two.
nose (Figure 10-6). It senses ice accumulating
on the aircraft and then illuminates the amber Additional capability for defogging the cockpit
ICING annunciator to alert the flightcrew. side windows is provided by an electrically
Illumination of this annunciator does not cause powered heater/blower behind each cockpit side
the MASTER CAUTION RESET switchlights window.
to flash.
The magnetic compass is unreliable with either
defog blower operating.

CONTROLS
Floor-Defog Lever
Movement of the FLOOR-DEFOG lever (Fig-
ure 10-7) on each cockpit side panel controls the
defog valve and directs air as discussed previ-
ously in this chapter.
Figure 10-6. Ice Detector

NOTE
Do not touch the ice detector with
electrical power on the aircraft; severe
burns can result.

The sole function of the detector is to illuminate the

ICING annunciator. If the detector fails, the amber
ICE DETECT FAIL annunciator illuminates and
the MASTER CAUTION RESET switchlights
begin flashing.
10 ICE AND RAIN
PROTECTION

Figure 10-7. D
 efog System Control
Lever and Blower Control

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

DEFOG BLOWER Pushbutton

Switch
The DEFOG BLOWER pushbutton switch on
each side panel (Figure 10-7) turns the side win-
dows electric defog heater/blower on and off.

INDICATIONS
DEFOG AIR OV HT Annunciator
The amber DEFOG AIR OV HT annunciator
illuminates if the duct temperature exceeds 200°F Figure 10-8. Pitot Tube
(93°C) (see Figure 10-2).
If the amber PITOT HT OFF annunciator illumi-
NOTE nates, one or both pitot heat systems are off or
have failed.
Once the DEFOG AIR OV HT annun-
ciator illuminates, the cockpit/cabin
temperature selectors must be turned to STATIC PORT HEATING
full cold. When the annunciator extin- SYSTEM
guishes, the temperature selectors can
be turned to a normal setting. A pair of static ports are flush-mounted on each
side of the cabin lower skin surface (Figure 10-9).

AIR DATA SYSTEMS The PILOT STATIC circuit-breaker switch con-

trols the heater element in the upper left and lower
ANTI-ICING right static ports. The COPLT STATIC circuit-
breaker switch controls the heater element in the
The pitot tubes, static ports, and angle-of-attack lower left and upper right static ports. The system
(AOA) transmitters are electrically heated to pre- is monitored by the white operation light above
vent ice formation that impairs normal operation the respective STATIC switch. Current must flow
of the associated systems. Each incorporates heat- through the left and right heaters to illuminate the
ing elements powered by 28 VDC, an individual operation light.
control switch in the HEATER group on the over-
head panel, and an indicator light for monitoring
heater operation. An additional amber PITOT HT
OFF annunciator is on the annunciator panel.

PITOT TUBE HEATING SYSTEM

Two pitot tubes are on the nose of the aircraft, one
on each side (Figure 10-8).

Heat for each pitot tube is controlled by the

10 ICE AND RAIN

associated L or R PITOT circuit-breaker switch

PROTECTION

on the overhead panel, and monitored by the Figure 10-9. Static Ports
white operation light above the respective PITOT
switch. Current must flow through the head and
mast heaters to illuminate the operation light.

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

AOA TRANSMITTER HEATING WINDSHIELD HEATING

SYSTEM SYSTEM
One AOA transmitter is on each side of the
fuselage just below the cockpit side windows The windshield heat not only aids in preventing
(Figure 10-10). ice formation on the windshield, but also increases
its resistance to bird strikes. The windshield heat
must be on for all flight operations.

The windshield is constructed of laminated acrylic

with a conductive film for a heating element and
a glass outer ply. The left windshield heater is
powered from the left 28-VDC load bus. The
right windshield heater is powered from the right
28-VDC load bus when the right non-essential
load bus is powered. Each side is protected by
two circuit breakers, one each for the power and
control circuits.

Electrical power is applied to heat the windshields

by three-position WINDSHIELD switches in the
ANTI/DEICE group on the overhead panel (see
Figure 10-2). There is a separate switch for each
windshield:
• HIGH—Reduces the heated surface area
to the lower windshield grid while applying
the same amount of current. This results
in a higher temperature in that area of the
windshield.
• OFF—Both windshield grids are
deenergized.
• LOW—Applies current to both the upper
Figure 10-10. AOA Transmitter and lower windshield grids.

The associated control unit uses a sensing

Each AOA transmitter contains two heating
element embedded in the windshield to
elements, one for the probe and one for the case,
monitor the heating element temperature.
which are controlled by the applicable L or R
The control unit also illuminates the red
AOA circuit-breaker switch and powered by 28
L or R WSHLD OV HT annunciator at
VDC. The amount of power required to prevent
129°F (54°C) to alert the crew of an overheat
in-flight ice formation on the probes would result
condition or failed temperature sensor and the
in overheating when the aircraft is on the ground.
MASTER WARNING RESET switchlights
Therefore, resistors are placed in series with the
begin flashing.
probe heaters to reduce power consumption (and
10 ICE AND RAIN

heat produced) for ground operation.

The control unit regulates the heating cycle to
PROTECTION

maintain the temperature between approximately

The case heater elements are protected by
95°F (35°C) and 104°F (40°C).
thermostats that maintain the proper internal tem-
perature. Current must flow through the probe
and case heaters to illuminate the operation light.

Revision 1 FOR TRAINING PURPOSES ONLY 10-13

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

The operation lights above the switches illuminate With the control switch in the ON position, the
when current is flowing through the heaters and wipers sweep, pivoting near the center base
cycles during windshield heat operation. of the windshield, and clean an area equal to
approximately a 60° segment of a circle.
The magnetic compass is unreliable with either
side WINDSHIELD HEAT operating in HIGH. Maximum airspeed for wiper operation is 200
KIAS.

WINDSHIELD WIPER An automatic reset thermoswitch on the motor

temporarily deenergizes the motor in the event of
SYSTEM an overload.

The PARK position of the switch puts the blades

RK 1–242 OR NOT MODIFIED in the stow (down) position with the wiper blades
A wiper assembly is at the bottom of each off of the windshield glass.
windshield (Figure 10-11). Each wiper is
independently driven by its own motor. Each The OFF position of the switch stops the wiper
system is controlled by its respective three- immediately.
position WIPER toggle switch on the overhead
panel (see Figure 10-2).
CAUTION
Moving the wiper switch from ON to
PARK with wipers operating can result
in damage to the wiper system.

CAUTION
Do not operate the windshield wipers
on dry glass. Doing so will damage the
windshield glass.

PPG SURFACE SEAL™ KIT

RK 243 and Subsequent or
Modified By Kit 128-5405-1 or -3
The PPG Surface Seal™ kit provides rain
protection for the windshield causing water to
bead up and roll off the windshield unassisted.

NOTE
When operating in misting conditions,
10 ICE AND RAIN
PROTECTION

WINDSHIELD anti-ice on LOW will

improve visibility.
Figure 10-11. Windshield Wiper
(Removed RK 243
and Subsequent)

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

LIMITATIONS NOTES
For specific information on limitations, refer to
the appropriate abbreviated checklists or the
FAA-approved AFM.

EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate abbreviated
checklists or the FAA-approved AFM.

10 ICE AND RAIN

PROTECTION

Revision 1 FOR TRAINING PURPOSES ONLY 10-15

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

INTENTIONALLY LEFT BLANK

10 ICE AND RAIN
PROTECTION

10-16 FOR TRAINING PURPOSES ONLY Revision 1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

QUESTIONS
1. Which of the following are heated by 6. When is the use of engine anti-ice permitted
bleed air? on the ground?
A. Pitot tubes A. At temperatures below –10°C
B. Static ports B. During preflight check
C. T1 probes C. During preflight check at temperatures
D. AOA transmitters above 10°C
D. All of the above
2. If the wing leading edge overheats, which
associated indicator(s) illuminates? 7. Failure of the H STAB ice protection sys-
tem in icing conditions requires a landing at
A. BUS FEEDER FAIL
flaps 10°.
B. WING OV HT
A. True
C. BL AIR DCT FAIL
B. False
D. WING OV HT and BL AIR DCT FAIL

3. Which of the following controls are circuit-

breaker switches?
A. AOA
B. WINDSHIELD HEAT
C. ENGINE ANTI-ICE
D. H STAB DEICE

4. Which of the following systems must be

energized for the duration of all flights?
A. Engine heat
B. Horizontal stabilizer deice
C. Windshield heat
D. AOA transmitter

5. Which of the following systems can cause

an unreliable magnetic compass reading?
A. Windshield heat when selected to HIGH
B. Pitot heat
C. Defog blower
D. Either A or C
10 ICE AND RAIN
PROTECTION

Revision 1 FOR TRAINING PURPOSES ONLY 10-17

 11 AIR CONDITIONING
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION................................................................................................................. 11-1
GENERAL............................................................................................................................. 11-1
AIR CONDITIONING SYSTEM.......................................................................................... 11-2
Description..................................................................................................................... 11-2
Controls.......................................................................................................................... 11-2
Indications...................................................................................................................... 11-4
Operation........................................................................................................................ 11-7
REFRIGERATION AIR CONDITIONING (FREON).......................................................11-10
Description...................................................................................................................11-10
Controls........................................................................................................................11-12
Indication......................................................................................................................11-13
Operation......................................................................................................................11-13
LIMITATIONS.....................................................................................................................11-13
EMERGENCY/ABNORMAL.............................................................................................11-13
QUESTIONS.......................................................................................................................11-15

Revision 1 FOR TRAINING PURPOSES ONLY 11-i

 11 AIR CONDITIONING
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page

11-1 Temperature Control Panels...................................................................................... 11-2

11-2 CABIN TEMP CONTROL—RK 1–97, 99–109....................................................... 11-3
11-3 CABIN TEMP CONTROL—RK 98, RK 110 and Subsequent................................ 11-4
11-4 Cabin VIP Panel........................................................................................................ 11-4
11-5 Air Cycle Machine.................................................................................................... 11-5
11-6 Air Distribution......................................................................................................... 11-6
11-7 Floor and Ceiling Outlets.......................................................................................... 11-9
11-8 Cabin Temperature Sensor...................................................................................... 11-10
11-9 Refrigeration Air Conditioning Components......................................................... 11-11
11-10 Evaporator Blower Outlets—RK 98, 110 and Subsequent..................................... 11-12
11-11 Tail Evaporator Blower........................................................................................... 11-13

Revision 1 FOR TRAINING PURPOSES ONLY 11-iii

 11 AIR CONDITIONING
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 11
AIR CONDITIONING

INTRODUCTION
The air conditioning system consists of a bleed-air supply, refrigeration unit (ACM), cabin air
distribution, temperature controls, and warning lights. The air that is conditioned for passenger
comfort is contained in the pressure vessel inside the fuselage between the forward and aft
pressure bulkhead for pressurization.

GENERAL
The air conditioning system uses engine extracted from the engine centrifugal compressor.
compressor bleed air to pressurize, heat, and Hot bleed air is then mixed with the cold air output
cool the cabin. The temperature of this bleed air from the ACM to control the temperature in both
coming from the engines is very hot and much cockpit and cabin zones.
warmer than the passengers would desire even
on a very cold day. An air cycle machine (ACM) System control is incorporated into the cockpit on
greatly reduces the temperature of hot bleed air the copilot lower instrument panel.

Revision 1 FOR TRAINING PURPOSES ONLY 11-1

11 AIR CONDITIONING

BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

AIR CONDITIONING
SYSTEM
DESCRIPTION CONTROLS
An ACM greatly reduces the temperature of hot CABIN PRESS Knob
bleed air extracted from the engine centrifugal
compressor by passing it through heat exchangers Bleed air is brought into the cabin from the
and the cooling turbine. Hot bleed air is then mixed engines for pressurization and climate control
with the cold air output from the ACM to control purposes. The CABIN PRESS (also called the
the temperature in both cockpit and cabin zones. environmental control system – ECS – knob) on
the ENVIRONMENTAL panel controls the flow
of bleed air into the cabin (Figure 11-1).

CAB
100T0 ALTIN
F

30 8
7 6 5 4 10 .5
FT PER MIN

25
20 15 1 4
2

BOTH NORM AUTO MAN MAN PRESS CONT

COLD HOT CABIN
L ENG BOTH HIGH CEIL
OUTLET
OFF R ENG DEC INC
VENT
BLOWER
EMER ON/OFF
CABIN PRESS
CABIN PRESS & TEMP CONT
CABIN DUMP TAKE OFF & LAND UNPRESSURIZED

RK 1–97, RK 99–109

RK 98, RK 110 AND SUBSEQUENT

Figure 11-1. Temperature Control Panels

11-2 FOR TRAINING PURPOSES ONLY Revision 1

 11 AIR CONDITIONING
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

This rotary-type knob has the following positions:

• OFF—No bleed air is supplied. Ram air is
supplied to the cabin in flight. No tempera-
ture control is provided.
• L ENG—Bleed air is supplied by the left
engine. The right bleed air is shut off. Nor-
mal temperature control is provided.
• BOTH NORM—Bleed air is supplied by
both engines. Normal temperature control
is provided.
• BOTH HIGH—Bleed air is supplied by
both engines at a greater rate than in the
BOTH NORM position when above the
60% N1 Thrust Lever switches by opening
the flow increasing valve. Normal temper-
ature control is provided.
• R ENG—Bleed air is supplied by the right PUSH TO
engine. The left bleed air is shut off. Nor- TRANS
mal temperature control is provided.
• EMER—Bleed air is supplied to the cabin
for emergency pressurization in flight only.
No temperature control is provided.
CONTROLS IN COCKPIT
AUTO–MAN and COLD–HOT
Control Knobs
When the AUTO–MAN control knob for the
cockpit or cabin is in the MAN position, the
cockpit and cabin temperatures respectively, are
manually controlled by rotating the COLD–HOT
control knob (Figure 11-1, Figure 11-2, and Fig-
CONTROLS IN CABIN
ure 11-3). Rotating this knob to the left manually
decreases the temperature, while rotating it to the Figure 11-2. C
 ABIN TEMP CONTROL—
right manually increases the temperature. RK 1–97, 99–109

CABIN TEMP CONTROL Panel NOTE

(RK 1–97, RK 99–109) If the ECS and refrigeration air condi-
The PUSH TO TRANS pushbutton on the CABIN tioning are operated at the same time,
TEMP CONTROL panels (in the cockpit and manual temperature control should be
cabin) transfers temperature control from cockpit selected.
to cabin or vice versa (Figure 11-2). The PUSH
TO TRANS switch will be illuminated on the
CABIN TEMP CONTROL panel in the cockpit if
temperature control is at that panel. Similarly, if
temperature control is at the controls in the cabin,
the CABIN TEMP CONTROL PUSH ON/OFF
switch will be illuminated.

Revision 1 FOR TRAINING PURPOSES ONLY 11-3

11 AIR CONDITIONING

BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Figure 11-4. Cabin VIP Panel

DEFOG BLOWER
Figure 11-3. C
 ABIN TEMP CONTROL—
RK 98, RK 110 The electrically powered heater/blowers at the
and Subsequent rear of each side windows is powered by the left
or right DEFOG BLOWER switches (Figure
11-6) just forward of the respective FLOOR–
CABIN TEMP CONTROL Panel DEFOG slide lever.
(RK 98, 110 and Subsequent)
The PUSH FOR CONTROL button on the cock- FLOOR–DEFOG Levers
pit CABIN TEMP CONTROL panel (Figure Windshield defog/floor air is controlled by indi-
11-3) does not allow for the transfer of control vidual FLOOR-DEFOG slide levers (Figure
to the VIP panel. A passenger can assume con- 11-6) on each side of the instrument panel.
trol of cabin temperature by pressing the TEMP
button on the VIP panel which automatically
extinguishes the PUSH FOR CONTROL button CABIN CEIL OUTLET Switch
in the cockpit. This indicates that control of cabin (RK 1–97, RK 99–109)
temperature is being controlled from the VIP
panel (Figure 11-4). The cabin temperature can Controls the flow of cold air to the overhead ceil-
be reverted back to the cockpit by a crewmember ing outlets or the aft ceiling outlet (see Figure
by pressing the PUSH FOR CONTROL button. 11-1 and Figure 11-6).
Temperature control from the VIP panel is only
available in the AUTO mode. INDICATIONS
Defog and Blower Fan Switches AIR COND FAIL Annunciator
VENT BLOWER Either an overtemperature or overpressure
condition causes both PRSOVs to close, and if in
The VENT BLOWER ON–OFF switchlight (see flight, the emergency pressure valve to open. The
Figure 11-1) on the ENVIRONMENTAL panel amber AIR COND FAIL annunciator illuminates
controls the ventilation blower operation. to warn the flight crew of this condition (Table
11-1 or Figure 11-5 and Figure 11-6).
11-4 FOR TRAINING PURPOSES ONLY Revision 1
 EMER AIR SHUTOFF
EXHAUST LOUVER VALVE N/C
EJECTOR SHUTOFF
VALVE N/O

Revision 1
PRIMARY
HEAT EXCHANGER
SECONDARY
L MLG HEAT EXCHANGER
GROUND
SAFETY WATER
SWITCH EXTRACTOR

HIGH-TEMP
SWITCH (350°) 30 PSI
EMERGENCY PRSOV
AIR OVERTEMP N/O
LOW-LIMIT SWITCH (400°F)
SENSOR
COOL AIR TO
PERSONAL WATER
OUTLETS SEPARATOR
MIXING
CHAMBERS COMPRESSOR
AIR TO
CABIN
RAM-AIR FLOW
AIR TO PRESSURE SCOOP INCREASING
COCKPIT SWITCH VALVE N/O
(53 PSI)
COOLING
TURBINE 30 PSI
PRSOV
LOW-LIMIT N/O
VALVE N/C
CABIN TEMP
CONTROL VALVE N/C

COCKPIT TEMP
CONTROL VALVE N/C

TO PNEUMATIC

FOR TRAINING PURPOSES ONLY

SUBSYSTEMS
PROPORTIONING VALVE
15 PSI
REGULATOR
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

LEGEND
HP BLEED AIR COLD AIR RAM AIR (AMBIENT) COMPRESSOR DISCHARGE AIR WATER
CONDITIONED AIR REG MEDIUM PRESSURE HEAT EXCHANGE DISCHARGE AIR REGULATOR LOW PRESSURE

Figure 11-5. Air Cycle Machine

11-5
11 AIR CONDITIONING
 11 AIR CONDITIONING

EMERGENCY
PRESSURE

11-6
COCKPIT AIR- VALVE N/C 30 PSI
MIXING CHAMBER PRSOV N/O
COCKPIT TEMP
DEFOG/FLOOR VENT COPILOT WINDOW CABIN OVERHEAT CONT VALVE
DEFOG OVERHEAT EMERGENCY
SELECT VALVE BLOWER OUTLET OUTLET SWITCH
SWITCH

FROM
RAM AIR

DEFOG BLOWER
OVERHEAD
OUTLET
CABIN CEILING OUTLET N/C
EYEBALL (RK1-97, 99-109 ONLY)
OUTLETS

DEFOGGERS
PILOT WINDOW
OUTLET FLOOR LOW-LIMIT
COCKPIT DEFOG CABIN FLOOR VALVE
FLOOR OVERHEAT OUTLETS OUTLET CABIN AIR-
OUTLETS SWITCH MIXING CABIN TEMP
CHAMBER CONT VALVE
AIR-CYCLE
MACHINE

L MLG
GROUND
SAFETY

FOR TRAINING PURPOSES ONLY

SWITCH
INDIRECT
TEMP LIGHTS INDIRECT
ON/OFF

CABIN VIP PANEL

BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

RK1-97, 99-109 ONLY

LEGEND
HP BLEED AIR CONDITIONED AIR REGULATED MEDIUM PRESSURE
ELECTRICALLY HEATED AIR COLD AIR RAM AIR

Figure 11-6. Air Distribution

Revision 1
 11 AIR CONDITIONING
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Table 11-1. A
 IR CONDITIONING OPERATION
ANNUNCIATORS The bleed air coming from the engines is normally
less than 700°F (371°C) and 170 psi at takeoff-
ANNUNCIATOR CAUSE FOR ILLUMINATION rated power (see Figure 11-5).
Illuminates automatically for bleed-air
overtemperature or overpressure
conditions and results in actuation The bleed air is routed into the aft fuselage to the
AIR COND
FAIL of emergency pressurization. Placing ACM. Before reaching the ACM, the air passes
the cabin air selector switch to through a combined pressure regulator shutoff
EMER also illuminates this
annunciator. valve (PRSOV), a venturi, and a check valve. The
PRSOV can be used to shut off the bleed-air line
DEFOG Illuminates if the air supply to the from its respective engine to the ACM. It also
AIR OV HT defog system exceeds 200°F (93°C).
regulates the air pressure downstream to 30 psi. If
Illuminates if any of four switches the engine is operating at low power and bleed-air
BL AIR
installed in the aft fuselage pressure falls below 30 psi, it provides whatever
indicates a bleed-air duct rupture pressure is available. The PRSOV is controlled by
DCT FAIL or a bleed-air leak in the wing
anti-ice manifold. the CABIN PRESS knob.
CABIN AIR Illuminates for cabin air duct overheat. An in-line venturi is in each bleed-air line to
OV HT
restrict the volume of air that can be extracted
from the engine. Any air extracted from the
DEFOG AIR OV HT Annunciator engine causes a reduction in thrust produced by
that engine. Because of this, it is necessary to
A thermoswitch in the defog duct actuates the restrict the amount of air extracted to the absolute
DEFOG AIR OV HT annunciator if duct tem- minimum required to operate the ACM.
peratures above 200°F (93°C) are encountered
(Figure 11-1). A check valve in each bleed-air line prevents air
loss into the other engine when it produces lower
BL AIR DCT FAIL Annunciator pressure. Thus, the check valve prevents reverse
airflow. After the air passes through the shutoff
Four temperature sensors in the tail behind the valves and check valves, both bleed-air lines tee
aft pressure bulkhead monitor the bleed-air together and are routed to the ACM.
system for ruptures. Illumination of the amber
BLD AIR DCT FAIL annunciator warns the crew The hot engine air is first routed through a venturi
of such a rupture (Figure 11-1). Additionally, a and the primary heat exchanger before going into
pressure switch in the wing anti-ice system moni- the ACM. The amount of air used is controlled by
tors the duct work that passes through the cabin. the in-line venturi. At normal power settings in
If this pressure switch detects a leak in the wing flight, the amount of air provided by both engines
anti-ice system, the amber BL AIR DCT FAIL is too great, so the venturi restricts the volume
annunciator illuminates. of airflow. At low power settings, specifically
below 60% N1, the volume of air flowing through
the venturi is inadequate, so a flow-increasing
CABIN AIR OV HT Annunciator valve is incorporated to increase the volume of
The amber CABIN AIR OV HT annunciator air. The flow-increasing valve is controlled by
illuminates to warn the flight crew the cabin air microswitches in the thrust lever quadrant. When
supply temperature is above 390°F (198°C) (see both thrust levers reach 60% N1 or greater, switch
Table 11-1 or Figure 11-2). action takes place, causing the flow increasing
valve to close. The flow-increasing valve on the
Beechjet 400A/Hawker 400XP can be held open
regardless of thrust lever setting by placing the
ECS selector in the BOTH HIGH position.

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11 AIR CONDITIONING

BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Hot bleed air enters the primary heat exchanger, A pressure switch in the duct between the
which decreases the bleed-air temperature primary heat exchanger and the compressor, and
considerably. The heat exchangers are cooled by a thermal switch between the compressor and the
ram-air flow from flush-mounted scoops on either secondary heat exchanger are provided to protect
side of the vertical stabilizer dorsal fin when in the cooling package from the effects of a system
flight, or by ambient flow induced by an ejector failure. Pressure above 53 psi or temperature
with weight on wheels. The ejector is fed bleed air above 400°F (204°C) closes both PRSOVs, and
by the ejector shutoff valve. if in flight, opens the emergency pressurization
valve, and illuminates the AIR COND FAIL
Bleed air leaving the primary heat exchanger annunciator.
is routed to the compressor side of the ACM.
This slightly raises the air temperature, so the
air is routed to the secondary heat exchanger Emergency Pressurization
and cooled to a much lower temperature. The Should emergency pressurization be selected or
compressor serves as a load to the turbine to keep automatically actuated by system failure, hot air
it from overspeeding, and it helps move the bleed flows from the aft cabin ceiling outlet. (Refer to
air through the system. Chapter 12, “Pressurization,” Figure 11-2.) The
temperature of this air depends on altitude and
The bleed air leaving the secondary heat engine rpm. It may most readily be reduced by
exchanger is routed to the expansion turbine. The decreasing engine rpm.
main purpose of the turbine is to extract energy,
and therefore heat, from the air. By doing so, The emergency air supply is intended to maintain
the air temperature is reduced even more. Also, cabin pressure long enough to descend to an alti-
the air is passed through a very small passage tude where pressurization is not required. Due to
onto the turbine wheel, which rapidly expands heat buildup in the cabin, it should not be used for
the air and greatly reduces its temperature. The prolonged peroids.
temperature of the air leaving the ACM is near
freezing. Rapidly cooled air loses its ability
to contain humidity, causing water droplets to Air Distribution
condense out of the air. If this moisture is carried Some air from the water separator is routed
by the air, it produces considerable fog in the directly to the overhead gaspers before hot air is
cabin. To prevent this, the air is routed through added (see Figure 11-6). The majority of the air
a water separator to extract most of the moisture. leaving the water separator enters the distribution
ducting and branches out to the cockpit and
The water separator is an inertial, coalescer bag- cabin outlets. In each branch, hot bleed air from
type, which spins the water droplets from the the temperature control valves is mixed with the
airstream. Since air leaving the turbine is below cool air output from the ACM to increase the
freezing, the moisture in the air can form ice temperature to the desired level. These valves
and block the separator. To prevent icing of the are controlled by temperature ­selector controls
coalescer bag, a pneumatically actuated low-limit and duct limit sensors. The sensors act to prevent
valve adds hot bleed air to raise the temperature of the temperature of the mixed air from exceeding
air entering the water separator to approximately 375°F (190°C).
39°F (4°C). This valve is controlled by the low-
limit sensor of the temperature control system. Conditioned air is fed through check valves at the
If icing occurs because of a sensor failure, an aft pressure bulkhead to outlets on both sides of the
internal bypass valve is provided in the water cabin and to the cockpit system. These bulkhead
separator. Water extracted from the air is routed check valves prevent cabin depressurization in
to the ram-air duct and atomized onto the heat the event of an upstream duct rupture.
exchangers to increase cooling efficiency.

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 11 AIR CONDITIONING
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

The cabin system consists of floor and ceiling For maximum cooling in the cabin, the ceiling
outlets (Figure 11-7) and a ceiling outlet control outlet control valve can be opened with a switch
valve (cabin ceiling outlet and valve removed on the air conditioning control panel to allow cold
RK 98, RK 110, and subsequent). This valve air to flow from the outlet above the lavatory.
is controlled with a switch on the copilot lower
instrument panel. The ceiling outlet valve The cockpit system includes floor and ceiling
supplies only cold air to the cabin ceiling outlet. outlets and a windshield and side window defog
system. A manually controlled selector valve is
used to select windshield defog, floor outlets, or a
combination of both.

Ventilation
Ventilation of the aircraft is accomplished auto-
matically when conditioned or emergency air
(refer to Chapter 12—“Pressurization”) is no lon-
ger being supplied. The ventilation air is provided
from the ram-air duct through a check valve. As
long as the cabin is pressurized, this check valve
is held in the closed position. However, when the
cabin is unpressurized and ram air is available,
the valve opens and allows ram air to enter the
distribution system.

Ventilation Blower
A ventilation blower is in the cockpit air supply
ducts under the floor beneath the copilot seat
and controlled by a push-on/push-off switchlight
on the copilot instrument subpanel (see Figure
11-1 and Figure 11-6). The ventilation blower
is used to supply required airflow during ECS
OFF takeoff procedures. The ventilation blower
is normally turned off at 400 feet AGL, at which
time the ECS is turned on. The ventilation blower
can be used on the ground to supply airflow prior
to engine start.

CAUTION
If operation of the vent blower fan is
desired prior to starting engines, do not
attempt to open the cabin door or emer-
gency exit until the vent blower has
been turned off for at least 45 seconds.

Figure 11-7. Floor and Ceiling Outlets

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11 AIR CONDITIONING

BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Temperature Control the earlier model aircraft. The VIP Panel does not
(RK 1–97, RK 99–109) have control in manual operation.

Manual Operation Automatic Operation

When the AUTO–MAN knob on either the Placing the AUTO–MAN knob in AUTO on
COCKPIT TEMP CONT or CABIN TEMP either the COCKPIT TEMP CONT or CABIN
CONTROL is set to MAN, the temperature is TEMP CONTROL allows the temperature in the
manually controlled by rotating the associated appropriate area to be controlled automatically
COLD–HOT knob (see Figure 11-1 or Figure within a range of 60°–90°F (16°–32°C) (see Fig-
11-2). This knob directly controls the position ure 11-1 or Figure 11-3). The COLD–HOT knobs
of the corresponding temperature control valve. indirectly control the movement of their associ-
Any change in engine power settings will affect ated temperature control valves using electronic
the temperature of the air delivered to the cabin signals from CABIN/COCKPIT temperature sen-
and cockpit. Since the control of cabin and cock- sors (Figure 11-8) and duct temperature sensors.
pit temperature is driven pneumatically, the result The TEMP button on the VIP panel (see Figure
of a selection change is not immediate. 11-4) also indirectly controls the movement of the
cabin temperature control valve. Since the AUTO
Automatic Operation position utilizes electronic control between the
temperature controls, temperature sensors (in the
Placing the AUTO–MAN knob in AUTO on ducts, cockpit, and cabin) (Figure 11-8), and tem-
either the COCKPIT TEMP CONT or CABIN perature control valves, temperature changes will
TEMP CONTROL allows the temperature in the be quickly sensed and correction made.
appropriate area to be controlled automatically
within a range of 60°–90°F (16°–32°C) (see Fig-
ure 11-1or Figure 11-2). The COLD–HOT knobs
indirectly control the movement of their associ-
ated temperature control valves by bias pressure
on a temperature sensor and a duct temperature
sensor. Since the control of cabin and cockpit
temperature is driven pneumatically and the con-
nection between the temperature sensors and the
duct temperature sensors is pneumatic, the result
of a selection change is much slower than when
the system is in the MAN position.
Figure 11-8. Cabin Temperature Sensor
Temperature Control
(RK 98, RK 110 and
Subsequent)
REFRIGERATION AIR
Manual Operation
CONDITIONING (FREON)
When the AUTO–MAN knob on either the COCK-
PIT TEMP CONT or CABIN TEMP CONTROL
is set to MAN, the temperature is manually con- DESCRIPTION
trolled by rotating the associated COLD–HOT The refrigeration air conditioning system
knob. This knob directly controls the position of (Figure 11-9) is optional on the Beechjet 400A
the corresponding temperature control valve. Any and standard equipment on the Hawker 400XP.
change in engine power settings will affect the The system uses a refrigerant routed through a
temperature of the air delivered to the cabin and mechanical system to cool the aircraft cockpit/
cockpit. Since the control of cabin and cockpit cabin areas.
temperature is electronic, the result of a selection
change is felt more quickly when compared to

11-10 FOR TRAINING PURPOSES ONLY Revision 1

 LEGEND
HIGH PRESSURE LIQUID

Revision 1
LOW PRESSURE GAS

HEAT EXCHANGE EXHAUST

HIGH PRESSURE GAS
AIR OUTLETS
LOW PRESSURE LIQUID
RECEIVER-DRYER

BLOWER

BLOWER
CONDENSER
BLOWER
COMPRESSOR

EXPANSION
EXPANSION VALVE
FWD
VALVE
EVAPORATOR
AFT
EVAPORATOR EXTERNAL
POWER

FOR TRAINING PURPOSES ONLY

BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Figure 11-9. Refrigeration Air Conditioning Components

11-11
11 AIR CONDITIONING
11 AIR CONDITIONING

BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CONTROLS
REFRIG AIRCOND Panel
AIR COND ON–OFF–BLOWER
Switch
The AIR COND ON–OFF–BLOWER switch on
the REFRIG AIRCOND panel on the copilot side
panel controls the compressor/condenser fan and
the evaporator blowers. The switch has the fol-
lowing positions:
• ON—Powers the compressor/condenser
fan and the forward evaporator blower. The
forward evaporator blower then operates at
the speed selected by the BLOWER FWD–
HI–LOW switch.
• OFF—The compressor/condenser fan
module and the evaporator blowers are not
powered.
• BLOWER—Powers the forward evaporator
blower and the AFT EVAPORATOR HI–
OFF–LOW switch.

The AIR COND switch, in either the ON or

BLOWER position, supplies power to the aft Figure 11-10. E
 vaporator Blower Outlets—
evaporator blower switch. RK 98, 110 and Subsequent
NOTE
Do not rapidly cycle the AIR COND
AFT BLOWER Switch
switch. The AFT BLOWER switch controls the speed of
the refrigerant air conditioning system aft evapo-
FWD BLOWER Switch rator blower (Figure 11-10). The aft evaporator
blower switch receives its power from the AIR
The speed of the refrigerant air conditioning COND switch when ON or BLOWER is selected.
system forward evaporator blower (Figure 11-10) The AFT BLOWER switch has three positions:
is controlled with the FWD BLOWER switch.
• HI­—Aft evaporator blower runs at high
The FWD BLOWER switch has the following speed
positions: • OFF—Blower motor is deenergized
• HI—Forward evaporator blower runs at • LO—Blower runs at low speed
high speed
• LOW—Blower runs at low speed
The FWD BLOWER switch is powered through
the AIR COND switch when ON or BLOWER is
selected.

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 11 AIR CONDITIONING
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

INDICATION coils. This causes the heat to transfer from the

cockpit/cabin air to the refrigerant. This cools the
AIR COND ON Light cockpit/cabin air and changes the refrigerant from
a low-pressure liquid to a low-pressure gas. The
The blue refrigeration AIR COND ON light illu- refrigerant, as a low-pressure gas, is then pulled
minates to advise the flight crew that electrical to the compressor and the cycle is repeated.
power is being supplied to the compressor motor.
NOTE
OPERATION If the environmental control system
and the refrigeration air conditioning
Electrical power for the system can be supplied are operated at the same time, manual
from an external power source or the aircraft temperature control should be selected.
generators.

The compressor must be off during engine starts. LIMITATIONS

The compressor draws low-pressure gaseous For specific information on limitations, refer to
refrigerant to it from the forward and aft evaporator the appropriate abbreviated checklists or the
modules. At the compressor, the refrigerant is FAA-approved Airplane Flight Manual (AFM).
compressed into a high-pressure gas and routed to
the condenser (Figure 11-11). At the c­ ondenser,
aft fuselage air is blown over the condenser coils
by a shrouded fan attached to the compressor
EMERGENCY/
drive motor. As the air passes over the condenser ABNORMAL
coils, the refrigerant is cooled and changes from
a high-pressure gas to a high-pressure liquid. The For specific information on emergency/abnormal
heat laden air is then ducted overboard. From the procedures, refer to the appropri­ate abbreviated
condenser, the high-pressure liquid refrigerant is checklists or the FAA-approved AFM.
routed to the receiver-dryer to extract moisture
and then onto the thermal expansion valves at the
forward and aft evaporators. These valves regulate
the flow of refrigerant into the evaporators. As the
valves release the refrigerant into the evaporators,
the refrigerant expands and becomes a cold, low-
pressure liquid. Cockpit/cabin air, drawn by the
evaporator blowers, is blown over the evaporator

Figure 11-11. Tail Evaporator Blower

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11 AIR CONDITIONING

BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

INTENTIONALLY LEFT BLANK

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 11 AIR CONDITIONING
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

QUESTIONS
1. Which valve allows bleed air from one 6. Should an air conditioning failure cause
engine to be shut off to the ACM? excessive ACM temperature, at what tem-
perature does the PRSOV close?
A. In-line venturi valve.
A. 400°F
B. Pressure regulator and shutoff valve
(PRSOV). B. 100°F
C. One-way check valve. C. 500°F
D. Flux valve. D. 260°F

2. What prevents the amount of air going into 7. How long is the emergency air supply
the ACM from becoming excessive? designed to be used?
A. A check valve. A. Until reaching the planned destination.
B. A shutoff valve. B. For 15 minutes.
C. An in-line venturi. C. Until descent to an altitude where pres-
surization is not needed.
D. A flow-increasing valve.
D. For 45 minutes.
3. From where is the air used to cool the heat
exchangers extracted? 8. What is the temperature range for automatic
temperature control?
A. Engine low stage compressor.
A. 35°–100°F
B. Ambient flow from an ejector.
B. 70°–110°F
C. Compressor outlet duct.
C. 65°–85°F
D. Ram-air scoops.
D. 60°–90°F
4. The main purpose of the ACM compressor
is to: 9. In which bleed air switch position is normal
temperature control not provided?
A. Serve as a load for the turbine.
A. L ENG
B. Move the air through the system.
B. BOTH HIGH
C. Route the air to the secondary heat
exchangers. C. R ENG
D. Serve as a load for the heat exchangers. D. EMER

5. The main purpose of the ACM turbine is to:

A. Serve as a load for the compressor.
B. Move the air through the system.
C. Extract energy from the air.
D. Increase the air temperature.

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 12
PRESSURIZATION
CONTENTS
Page

12 PRESSURIZATION
INTRODUCTION................................................................................................................. 12-1
GENERAL............................................................................................................................. 12-1
CONTROLS........................................................................................................................... 12-2
CABIN PRESS Knob..................................................................................................... 12-2
Cabin (Air Pressure) Controller..................................................................................... 12-3
Manual Control Valve..................................................................................................... 12-3
CABIN DUMP Knob..................................................................................................... 12-4
INDICATIONS...................................................................................................................... 12-4
Cabin Altitude Switches................................................................................................. 12-4
OPERATION......................................................................................................................... 12-4
Ground Operation........................................................................................................... 12-4
Takeoff Mode.................................................................................................................. 12-6
In-Flight Operation......................................................................................................... 12-6
Landing Operation.......................................................................................................... 12-6
Altitude Limit Regulators............................................................................................... 12-9
Emergency Air Supply................................................................................................... 12-9
LIMITATIONS....................................................................................................................... 12-9
EMERGENCY/ABNORMAL............................................................................................... 12-9
QUESTIONS.......................................................................................................................12-13

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page

12-1 CABIN PRESS Knob................................................................................................ 12-2

12-2 Aft Cabin Ceiling Air Outlet..................................................................................... 12-3

12 PRESSURIZATION
12-3 CABIN CONTROLLER Rate Knob......................................................................... 12-3
12-4 MAN PRESS CONT Knob....................................................................................... 12-3
12-5 CABIN DUMP Knob................................................................................................ 12-4
12-6 Cabin Quick-Dump Valve (Right Outflow Only)...................................................... 12-4
12-7 CABIN PRESSURE LO and CABIN PRESSURE HI Annunciators....................... 12-4
12-8 Cabin Pressurization Control System Schematic—Taxi........................................... 12-5
12-9 Cabin Pressurization Control System Schematic—Takeoff Roll.............................. 12-7
12-10 Cabin Pressurization Control System Schematic—Flight......................................... 12-8
12-11 Altitude Limit Regulator and Outflow Safety Valve.................................................. 12-9
12-12 Cabin Pressurization Control System Schematic—
Pressurization Control Failure................................................................................ 12-10
12-13 Cabin Pressurization Control System Schematic—Emergency Pressurization..... 12-11

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 12
PRESSURIZATION

12 PRESSURIZATION
INTRODUCTION
The cabin of the Beechjet 400A/Hawker 400XP is pressurized by the inflow of air from the
cockpit and cabin air outlets. The cabin pressurization system controls cabin air pressure at all
altitudes by modulating discharge airflow from the cabin. The major components of the system
are outflow safety valves, a cabin (air pressure) controller, a manual control valve, a pneumatic
relay, altitude pressure regulators, a quick-dump valve, air filters, and solenoid valves.

GENERAL
This system uses a variable isobaric controller Vacuum, used to control the system, is produced
to drive two outflow safety valves through a from a venturi operated by regulated engine bleed
compensated-type pneumatic relay. Both outflow air. The vacuum is regulated to increase system
safety valves modulate the flow of air discharging accuracy and is routed to the pneumatic relay,
from the cabin during normal operation. Either manual pressure controller, S-3 valve, and cabin
or both valves open automatically, as required, pressure controller.
to provide positive or negative pressure-relief
protection. Both valves are connected to cabin Maximum cabin differential is 9.1 psi, which
altitude pressure regulators that cause the valves produces a cabin altitude of 6,400 feet when the
to close if the cabin altitude increases to 12,500 airplane is at 41,000 feet.
±1,500 feet.

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CONTROLS
CABIN PRESS KNOB
Bleed air to the air-cycle machine (ACM) is • R ENG—Bleed air is supplied by the right
controlled by the CABIN PRESS knob (Figure engine. The left bleed air is shutoff. Nor-
12-1), sometimes called the environmental con- mal temperature control is provided.
trol system (ECS) knob or ECS switch. It has the
• EMER—Bleed air is supplied to the cabin
12 PRESSURIZATION

following switch positions:

for emergency pressurization in flight only.
• OFF—No bleed air is supplied. Ram air is No temperature control is provided.
supplied to the cabin in flight. No tempera-
ture control is provided. If contaminated air is suspected from one
engine, the engine is isolated by operating the
• L ENG—Bleed air is supplied by the left air conditioning system on the other engine only.
engine. The right bleed air is shut off. Nor- Full cabin pressurization is still available while
mal temperature control is provided. operating the system on one engine.
• BOTH NORM—Bleed air is supplied by
both engines. Normal temperature control If emergency pressurization is selected or
is provided. automatically actuated by ACM overpressure or
overtemperature, hot air flows from the lower
• BOTH HIGH—Bleed air is supplied by aft cabin ceiling outlet (Figure 12-2). The air
both engines at a greater rate than in the temperature depends on altitude and engine rpm,
BOTH NORM position when the power and the cabin temperature can be reduced by
levers are above the 60% N1 switches by decreasing thrust.
opening the flow increasing valve. Normal
temperature control is provided.

CHECK
VALVE
30 PSI
PRSOV N/O
TO CABIN
VENTS RAM AIR
EMERGENCY
OUTLET

TO COCKPIT
AIR-CYCLE
MACHINE

LEGEND TO CABIN EMERGENCY

HP BLEED AIR VENTS PRESSURE
RAM AIR VALVE N/C
15 PSI
CONDITIONED AIR PRESSURE
MED REG PRESS REGULATOR

COLD AIR

Figure 12-1. CABIN PRESS Knob

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

altitude change from a minimum of approximately

50 fpm to a maximum of approximately 2,000
fpm. Pressure signals from the controller are
routed through the pneumatic relay to the outflow
valves. The pneumatic relay acts as a pneumatic
amplifier.

A solenoid valve (S1) is on the rear of the con-

troller. When energized, the solenoid valve traps

12 PRESSURIZATION
cabin pressure in the rate chamber as part of the
takeoff mode.
Figure 12-2. Aft Cabin Ceiling Air Outlet
MANUAL CONTROL VALVE
CABIN (AIR PRESSURE) The manual control valve is an adjustable, needle-
CONTROLLER type valve. It provides for manual control of the
cabin in an emergency. Opening the valve vents
The CABIN CONTROLLER rate knob is used to the control chambers of the outflow safety valves
control the pressurization system (Figure 12-3). to vacuum and causes them to open. The MAN
It is capable of varying the cabin altitude from PRESS CONT knob is on the environmental con-
–1,000 to +10,000 feet, depending on the altitude trol panel at the bottom left corner of the copilot
selected and the altitude of the aircraft. The rate instrument panel (Figure 12-4). The valve is
knob allows the crew to vary the rate of cabin turned counterclockwise to decrease cabin pres-
sure. The maximum cabin altitude attainable by
opening the manual valve is 12,500 ±1,500 feet.

RATE KNOB

Figure 12-3. C
 ABIN CONTROLLER Figure 12-4. MAN PRESS CONT Knob
Rate Knob

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CABIN DUMP KNOB INDICATIONS

The CABIN DUMP knob on the bottom left edge
of the environmental panel provides a means for CABIN ALTITUDE SWITCHES
rapid and complete cabin depressurization (Fig-
ure 12-5). The quick-dump valve is opened by The cabin pressure low switch monitors cabin
turning the knob counterclockwise. Opening the altitude and, when activated, illuminates the
valve vents the right outflow valve chamber and CABIN PRESSURE LO annunciator on the
altitude pressure regulator to the atmosphere, annunciator panel (Figure 12-7). The annunciator
12 PRESSURIZATION

preventing its altitude-limiting function, thus pro- illuminates when cabin altitude exceeds 9,500
viding full depressurization (Figure 12-6). ±500 feet. A CABIN ALT gauge and CABIN
CLIMB gauge (Figure 12-8) on the environmental
panel aid the crew in monitoring system operation.

A CABIN PRESSURE HI annunciator illumi-

nates on the annun­ciator panel if the cabin pressure
exceeds 9.1 psi (Figure 12-7). This annunciator is
controlled by a differential pressure switch.

Figure 12-5. CABIN DUMP Knob

Figure 12-7. C
 ABIN PRESSURE LO
LEGEND and CABIN PRESSURE
CONTROL PRESSURE NO. 2
HI Annunciators
CONDITIONED AIR
AMBIENT AIR

ALTITUDE LIMIT
OPERATION
REGULATOR
GROUND OPERATION
OUTFLOW When the aircraft is on the ground, as sensed
VALVES by the landing gear ground safety switch, and
CABIN the thrust levers are less than 85% N1, electrical
QUICK-DUMP
VALVE power is supplied to system solenoid valves S2
and S3, powering them open (Figure 12-8).
Solenoid valve S3 vents the head chamber of both
Figure 12-6. C
 abin Quick-Dump Valve outflow valves to vacuum. When vacuum becomes
(Right Outflow Only) available, the outflow valves go to full open.

12-4 FOR TRAINING PURPOSES ONLY Revision 1

 S-1 SOLENOID
VALVE N/O

Revision 1
L MLG
GROUND
SAFETY
SWITCH

S-2 SOLENOID
VALVE N/C

VENTS TO 30 PSI
CABIN MAN PRESS CONT PRSOV N/O
EMERGENCY
PRESSURE
S-3 SOLENOID VALVE N/C
CABIN DUMP PNEUMATIC
VALVE VALVE CHECK
RELAY
VALVE
RAM AIR

EMERGENCY
OUTLET

OUTFLOW
VALVES
TO COCKPIT

FOR TRAINING PURPOSES ONLY

VACUUM
REGULATOR AIR-CYCLE
MACHINE
EJECTOR

VENT
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

RESTRICTOR BLOWER 15 PSI PRESSURE

ALTITUDE LIMIT
REGULATOR REGULATOR

LEGEND
HP BLEED AIR CONTROL VACUUM #1 VACUUM REG. LOW PRESSURE REG. MEDIUM PRESSURE
REGULATED VACUUM AMBIENT AIR CONDITIONED CABIN AIR CONTROL VACUUM

Figure 12-8. Cabin Pressurization Control System Schematic—Taxi

12-5
12 PRESSURIZATION
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

S2 vents the rate chamber of the controller to nominal rate of change prior to takeoff. No fur-
the cabin during ground operation, which main- ther action is required by the crew until descent,
tains the control pressure to the pneumatic relay when the landing cabin altitude and the cabin rate
at field pressure altitude irrespective of the iso- of change for descent are selected.
baric and rate selections. The remainder of the
controller functional elements are prepositioned
in an operating posture when vacuum is applied. IN-FLIGHT OPERATION
With the vacuum regulator operational and the At liftoff, the S1 controller solenoid valve opens,
rate diaphragm in the controller referencing cabin permitting the previously trapped rate cham-
12 PRESSURIZATION

pressure, diaphragm pressure is controlled at the ber pressure to be regulated toward the selected
calibrated differential, and the metering valve is cabin altitude at the selected rate of change (Fig-
maintained in a modulating condition. ure 12-10). The cabin pressure stabilizes at the
selected rate of change until reaching the selected
TAKEOFF MODE altitude value. With the landing gear safety switch
in the flight position, any change in thrust lever
When the thrust levers are advanced above 85% position has no effect on the cabin pressure con-
N1, the controller solenoid valve S1 is energized, trol system. Isobaric operation is achieved when
and valves S2 and S3 are deenergized (Figure cabin pressure, sensed by the bellows in the con-
12-9). In this condition, all three solenoid valves troller, reaches the selected equilibrium point,
are closed. Closure of solenoid valve S3 removes which is calibrated relative to the face of the alti-
the applied vacuum from the outflow valves, tude selector dial. When this equilibrium position
permitting the relay to assume control. Closure is reached, cabin altitude lower or higher than the
of solenoid valve S2 eliminates the venting of the selected value causes the controller to readjust the
controller output signal to cabin pressure. Closure control signal and restore equilibrium.
of solenoid valve S1 deactivates the rate control
mechanism to maintain the existing controller
output signal at the existing cabin pressure level. LANDING OPERATION
This essentially provides the pneumatic relay with When preparing to land, the crew must select
a field altitude isobaric pressure as a reference 500 feet above the landing field elevation on the
signal during takeoff roll until liftoff. controller and a cabin rate change compatible
with the intended rate of descent. The selection
The pneumatic relay is a high-gain device that of a lower altitude applies a descent bias to the
operates on a signal from the controller and isobaric bellows in the controller, and the rate
cabin pressure to control the outflow valve head control feature limits the cabin descent rate to the
pressure. When the thrust levers are advanced desired value.
and solenoid valve S3 closes, removal of vacuum
from the outflow valve head chamber causes the When the cabin reaches the selected landing alti-
outflow valves to move toward the closed position. tude, the system maintains the cabin 500 feet
As they move, cabin pressure starts to rise. This above field elevation until the aircraft descends
rise in pressure is sensed by the relay, which opens below this level. The valves are controlled open
the vacuum needle valve and controls the outflow as the aircraft passes through the 500-foot level,
valve head chamber pressure to a pressure slightly assuring an unpressurized cabin during landing.
greater than the trapped control pressure. The At touchdown, with the thrust levers at less than
result is that the outflow valves are prepositioned 85% N1, automatic closing of the landing gear
in a partly closed controlling position during the ground safety switch opens solenoid valve S3.
takeoff roll. With the aircraft previously unpressurized, the
full open signal from S3 has little effect other than
This control technique provides sufficient prepres- venting any residual cabin pressure. The closed
surization to eliminate ground pressure transient handing gear ground safety switch also opens
effects at the valve discharge. This method per- solenoid valve S2.
mits the preselection of cruise cabin altitude and

12-6 FOR TRAINING PURPOSES ONLY Revision 1

 S-1 SOLENOID
VALVE N/O

Revision 1
L MLG
GROUND
SAFETY
SWITCH

S-2 SOLENOID
VALVE N/C

VENTS TO 30 PSI
CABIN MAN PRESS CONT PRSOV N/O
EMERGENCY
PRESSURE
S-3 SOLENOID VALVE N/C
CABIN DUMP PNEUMATIC
VALVE VALVE CHECK
RELAY
VALVE
RAM AIR

EMERGENCY
OUTLET

OUTFLOW
VALVES
TO COCKPIT

FOR TRAINING PURPOSES ONLY

VACUUM
REGULATOR AIR-CYCLE
MACHINE
EJECTOR

VENT
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

RESTRICTOR BLOWER 15 PSI PRESSURE

ALTITUDE LIMIT
REGULATOR REGULATOR

LEGEND
HP BLEED AIR CONTROL VACUUM #1 VACUUM REG. LOW PRESSURE REG. MEDIUM PRESSURE
REGULATED VACUUM AMBIENT AIR CONDITIONED CABIN AIR CONTROL VACUUM

Figure 12-9. Cabin Pressurization Control System Schematic—Takeoff Roll

12-7
12 PRESSURIZATION
 12 PRESSURIZATION

S-1 SOLENOID
VALVE N/O

12-8
L MLG
GROUND
SAFETY
SWITCH

S-2 SOLENOID
VALVE N/C

VENTS TO 30 PSI
CABIN MAN PRESS CONT PRSOV N/O
EMERGENCY
PRESSURE
S-3 SOLENOID VALVE N/C
CABIN DUMP PNEUMATIC
VALVE VALVE CHECK
RELAY
VALVE
RAM AIR

EMERGENCY
OUTLET

OUTFLOW
VALVES
TO COCKPIT

FOR TRAINING PURPOSES ONLY

VACUUM
REGULATOR AIR-CYCLE
MACHINE
EJECTOR

VENT
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

RESTRICTOR BLOWER 15 PSI PRESSURE

ALTITUDE LIMIT
REGULATOR REGULATOR

LEGEND
HP BLEED AIR CONTROL VACUUM #1 VACUUM REG. LOW PRESSURE REG. MEDIUM PRESSURE
REGULATED VACUUM AMBIENT AIR CONDITIONED CABIN AIR CONTROL VACUUM

Figure 12-10. Cabin Pressurization Control System Schematic—Flight

Revision 1
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

ALTITUDE LIMIT REGULATORS pressurization is not required. Prolonged use of

this system heats up the cabin air to the point of
The altitude limit regulators are in the lines con- becoming very uncomfortable.
nected to each outflow valve (see Figure 12-6 and
Figure 12-11). These units act to limit the cabin
altitude to 12,500 ±1,500 feet if the other units
fail (Figure 12-12). LIMITATIONS
LEGEND For specific information on limitations, refer to

12 PRESSURIZATION
CONTROL PRESSURE #2 the appropriate abbreviated checklists or the
CONDITIONED AIR FAA-approved Airplane Flight Manual (AFM).
VENT
AMBIENT AIR BLOWER
EMERGENCY/
ABNORMAL
OUTFLOW For specific information on emergency/abnormal
VALVE procedures, refer to the appropriate abbreviated
checklists or the FAA-approved AFM.

RESTRICTOR
NOTES
ALTITUDE LIMIT
REGULATOR

Figure 12-11. A
 ltitude Limit Regulator
and Outflow Safety Valve

EMERGENCY AIR SUPPLY

The emergency air supply is referred to as emer-
gency pressurization. It is an emergency source
of air that the pressurization system can use to
maintain cabin pressurization. This air supply is
unconditioned air drawn from the bleed-air man-
ifold prior to the pressure regulator and shutoff
valves (Figure 12-13). It is routed directly from
the bleed-air manifold to the emergency pressur-
ization valve. The valve is normally closed and
must have power to open. If emergency pressur-
ization is selected with the CABIN PRESS knob
(see Figure 12-1), or automatically by ACM over-
pressure or overtemperature, the valve is powered
open. When the emergency pressurization valve
is open, hot bleed air is supplied through a pres-
sure bulkhead check valve to an ejector nozzle.
This ejector induces cabin air into the line so
that a warm mixture is supplied through a lower
aft cabin ceiling outlet (see Figure 12-2). This
system is intended to maintain cabin pressure
long enough to descend to an altitude where

Revision 1 FOR TRAINING PURPOSES ONLY 12-9

 12 PRESSURIZATION

S-1 SOLENOID
VALVE N/O

12-10
L MLG
GROUND
SAFETY
SWITCH

S-2 SOLENOID
VALVE N/C

VENTS TO 30 PSI
CABIN MAN PRESS CONT PRSOV N/O
EMERGENCY
PRESSURE
S-3 SOLENOID VALVE N/C
CABIN DUMP PNEUMATIC
VALVE VALVE CHECK
RELAY
VALVE
RAM AIR

EMERGENCY
OUTLET

OUTFLOW
VALVES
TO COCKPIT

FOR TRAINING PURPOSES ONLY

VACUUM
REGULATOR AIR-CYCLE
MACHINE
EJECTOR

VENT
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

RESTRICTOR BLOWER 15 PSI PRESSURE

ALTITUDE LIMIT
REGULATOR REGULATOR

LEGEND
HP BLEED AIR CONTROL VACUUM #1 VACUUM REG. LOW PRESSURE REG. MEDIUM PRESSURE
REGULATED VACUUM AMBIENT AIR CONDITIONED CABIN AIR CONTROL VACUUM

Figure 12-12. Cabin Pressurization Control System Schematic—Pressurization Control Failure

Revision 1
 S-1 SOLENOID
VALVE N/O

Revision 1
L MLG
GROUND
SAFETY
SWITCH

S-2 SOLENOID
VALVE N/C

VENTS TO 30 PSI
CABIN MAN PRESS CONT PRSOV N/O
EMERGENCY
PRESSURE
CABIN DUMP S-3 SOLENOID VALVE N/C
PNEUMATIC VALVE
VALVE RELAY CHECK
VALVE
RAM AIR

EMERGENCY
OUTLET

OUTFLOW
VALVES
TO COCKPIT

FOR TRAINING PURPOSES ONLY

VACUUM
REGULATOR AIR-CYCLE
MACHINE
EJECTOR

VENT
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

RESTRICTOR BLOWER 15 PSI PRESSURE

ALTITUDE LIMIT
REGULATOR REGULATOR

LEGEND
HP BLEED AIR CONTROL VACUUM #1 VACUUM REG. LOW PRESSURE REG. MEDIUM PRESSURE
REGULATED VACUUM AMBIENT AIR CONDITIONED CABIN AIR CONTROL VACUUM

Figure 12-13. Cabin Pressurization Control System Schematic—Emergency Pressurization

12-11
12 PRESSURIZATION
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL
12 PRESSURIZATION

INTENTIONALLY LEFT BLANK

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

QUESTIONS
1. What is the source of air used for pressurization? 6. How long should the emergency air supply
be used?
A. Ram air scoops
B. Hot bleed air A. Until landing
C. Air conditioning system B. 30 minutes
D. Air bottles C. Until pressurization is not required

12 PRESSURIZATION
D. 45 minutes
2. Through which component is the air
exhausted overboard? 7. What is the cabin altitude if the aircraft
altitude is 41,000 feet when operating at
A. Manual control valve
maximum differential?
B. Outflow safety valve
A. 12,500 feet
C. Pressure control valve
B. 10,000 feet
D. Solenoid valve
C. 8,400 feet
3. The altitude change rate can be varied with D. 6,400 feet
which of the following limits?
8. What is the maximum pressure differential?
A. 25–200 fpm
B. 50–200 fpm A. 9.1 psi
C. 25–2,000 fpm B. 10.9 psi
D. 50–2,000 fpm C. 8.4 psi
D. 6.9 psi
4. What is the function of the altitude pressure
regulator?
A. To limit cabin altitude to 12,500 ±1,500
feet
B. To control rate of cabin altitude change
C. To limit cabin altitude to 10,000 ±1,500
feet
D. To open the outflow valves on touch-
down

5. At what altitude does the

CABIN PRESSURE LO annunciator
illuminate?
A. 9,000 ±500 feet
B. 9,500 ±500 feet
C. 10,000 ±1,000 feet
D. 12,500 ±1,500 feet

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 13
HYDRAULICS
CONTENTS
Page
INTRODUCTION................................................................................................................. 13-1
GENERAL............................................................................................................................. 13-1
DESCRIPTION...................................................................................................................... 13-2
CONTROLS........................................................................................................................... 13-4
L/R H/V and L/R F/V OPEN and CLOSE VALVE Switches........................................ 13-4
LH/RH ENG FIRE PUSH Switchlights......................................................................... 13-4

13 HYDRAULICS
HYD PRESS REL Switch.............................................................................................. 13-4
INDICATORS........................................................................................................................ 13-4
Hydraulic Pressure Gauge.............................................................................................. 13-4
R and L H PMP PRESS LO Annunciator...................................................................... 13-4
HYD LEVEL LO Annunciator...................................................................................... 13-4
OPERATION......................................................................................................................... 13-4
Hydraulic Reservoir....................................................................................................... 13-4
Hydraulic Subsystems.................................................................................................... 13-5
LIMITATIONS....................................................................................................................... 13-5
EMERGENCY/ABNORMAL............................................................................................... 13-5
QUESTIONS......................................................................................................................... 13-7

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ILLUSTRATIONS
Figure Title Page

13-1 Hydraulic System Controls and Indications.............................................................. 13-2

13-2 Hydraulic System Schematic..................................................................................... 13-3
13-3 Hydraulic Reservoir................................................................................................... 13-4

13 HYDRAULICS

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 13
HYDRAULICS

13 HYDRAULICS
INTRODUCTION
The Beechjet 400A/Hawker 400XP hydraulic system is pressurized by two engine-driven pumps,
one on each engine.

GENERAL
The hydraulic system uses the output of the System operation is monitored by a pressure
variable-volume, engine-driven pumps to provide gauge and caution annunciators.
the various hydraulic components with fluid.
The system provides pressure for actuation of System fluid is filtered and protected from
the landing gear, flaps, speedbrakes, brakes, and overpressure. Figure 13-1 shows the hydraulic
thrust reversers. system controls and indications.

Revision 1 FOR TRAINING PURPOSES ONLY 13-1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL
13 HYDRAULICS

Figure 13-1. Hydraulic System Controls and Indications

DESCRIPTION Three amber annunciators provide warnings

of low pressure or reservoir level low. Low-
The hydraulic reservoir is pressurized by 15-psi pressure output from either pump is indicated
bleed air. System fluid MIL-H-5606 is drawn by by illumination of either the applicable H PMP
the engine-driven pumps, which boost pressure PRESS LO annunciator. Low reservoir fluid level
to 1,500 psi. The combined output of the engine- is indicated by illumination of the HYD LEVEL
driven pumps provides the hydraulic subsystems LO annunciator.
with fluid (Figure 13-2).

13-2 FOR TRAINING PURPOSES ONLY Revision 1

 Revision 1
LEGEND
RETURN PRESSURE
SYSTEM PRESSURE
REGULATED REGULATED BLEED AIR
BLEED AIR
(15 PSI)

1.1 U.S. GAL

FILTER

LH PUMP RH PUMP
SHUTOFF LEVEL LOW SHUTOFF
VALVE FLOAT SWITCH VALVE
(.61 U.S. GAL)

FILTER FILTER
BYPASS BYPASS
PRESSURE (50 PSID) (50 PSID) PRESSURE
SWITCH SWITCH
(750 ± 100 PSI) (750 ± 100 PSI)
RELIEF VALVE
BYPASS VALVE (1,650–1,850 PSI)

FOR TRAINING PURPOSES ONLY

TRANSMITTER

THRUST
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

WHEEL LANDING REVERSER

FLAPS SPEEDBRAKES (STANDARD ON 400XP,
BRAKES GEAR OPTIONAL PRIOR
TO 400XP)

Figure 13-2. Hydraulic System Schematic

13-3
13 HYDRAULICS
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CONTROLS R AND L H PMP PRESS LO

ANNUNCIATOR
L/R H/V AND L/R F/V OPEN The respective amber R or L H PMP PRESS LO
AND CLOSE VALVE SWITCHES annunciator illuminates when pump output pres-
sure is below 750 ±100 psi for 15 seconds or more
Hydraulic fluid flows to the pumps through shut- (see Figure 13-1 and Figure 13-2).
off valves controlled by switches on the shroud
panel. The L/R H/V (hydraulic valve) and the
L/R F/V (fuel valve) switches on the shroud HYD LEVEL LO ANNUNCIATOR
panel open or close these valves when pushed.
The amber HYD LEVEL LO annunciator illu-
The valves can be opened and closed for preflight
minates when reservoir fluid quantity reaches
checks and maintenance with the respective L/R
0.61 U.S. gallons or less (see Figure 13-1 and
H/V and L/R F/V OPEN and CLOSE switches
Figure 13-2).
(see Figure 13-2).

LH/RH ENG FIRE PUSH OPERATION

SWITCHLIGHTS
Pressing the ENG FIRE PUSH switchlight will HYDRAULIC RESERVOIR
also close the respective hydraulic shutoff valve,
13 HYDRAULICS

fuel shutoff valve, field trip the generator, and arm The hydraulic reservoir retains system fluid
both fire bottles (see Figure 13-2). capacity of 1.1 U.S. gallons of MIL-H-5606
(Figure 13-3). The fluid is pressurized to 15 psi
by regulated engine bleed air to prevent foaming
HYD PRESS REL SWITCH and to assure adequate fluid supply to the pumps
under all operating conditions.
When moved to the REL position, the bypass
valve opens and all fluid is returned to the The fluid level is visibly checked through a sight
reservoir, dropping system pressure to 0 psi (see glass on the reservoir. The reservoir is visually
Figure 13-2). accessed through a door in the top of the aft
baggage compartment.

INDICATORS
HYDRAULIC PRESSURE
GAUGE
The hydraulic pressure indicator in the cockpit
displays system fluid pressure from 0 to 2,000 psi
(see Figure 13-1). The gauge displays hydraulic
pressure as follows:
Yellow arc......................................... 0 to 400 psi

Green arc................................ 1,350 to 1,550 psi

Red arc/red line maximum................... 1,850 psi

Figure 13-3. Hydraulic Reservoir

13-4 FOR TRAINING PURPOSES ONLY Revision 1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Either engine can be started first. If the left engine

is started, the pump draws fluid from the reservoir
LIMITATIONS
through the open shutoff valve, and the amber L For specific information on limitations, refer to
H PMP PRESS LO annunciator extinguishes as the appropriate abbreviated checklists or the
pressure increases (see Figure 13-2). FAA-approved Airplane Flight Manual (AFM).
Pressure stabilizes at 1,500 psi, as shown on
the HYD PRESS indicator. With a variable flow
rate of 0–3.9 gpm the system is then capable of EMERGENCY/
actuating all subsystems at the normal rate. If a
pump malfunction causes excessive pressure, the ABNORMAL
relief valve opens at 1,650 to 1,850 psi.
For specific information on emergency/abnormal
If the relief valve fails to relieve an overpressure procedures, refer to the appropriate abbreviated
condition, system pressure can be dumped to the checklists or the FAA-approved AFM.
return system. To do so, raise the guard on the
HYD PRESS switch and position the switch to
REL to open the bypass valve. NOTES
As the right engine starts, the pressure output
of the right pump is added to the system (see
Figure 13-2). The amber R H PMP PRESS LO

13 HYDRAULICS
annunciator extinguishes and pressure remains
at 1,500 psi. The system is then at full operating
potential.

If either pump fails, the applicable H PMP PRESS

LO annunciator illuminates as pressure drops
to 750 ±100 psi in that portion of the system.
The remaining pump continues pressurizing the
system at 1,500 psi.

If a pressure line ruptures, complete loss of sys-

tem hydraulic fluid occurs rapidly because of the
relatively small capacity of the reservoir and the
combined high output of the pumps.

HYDRAULIC SUBSYSTEMS
Landing gear, flaps, speedbrakes, power brakes,
and thrust reversers are hydraulically powered.
Application of hydraulic power is presented in
Chapter 7—“Powerplant,” Chapter 14—“Land-
ing Gear and Brakes,” and Chapter 15—“Flight
Controls.”

Revision 1 FOR TRAINING PURPOSES ONLY 13-5

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL
13 HYDRAULICS

INTENTIONALLY LEFT BLANK

13-6 FOR TRAINING PURPOSES ONLY Revision 1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

QUESTIONS
1. How should the hydraulic shutoff valves be 5. What is the result of one hydraulic pump
closed for preflight checks or maintenance? being inoperative?
A. With the FIRE PUSH switchlights A. System pressure and rate of subsystem
B. With the OPEN/CLOSE switches on the operation is reduced by 50%.
shroud panel B. Normal system pressure is indicated and
C. Manually, with a lever on the valves all subsystems operate at the normal
rate.
D. None of the above
C. Normal system pressure is indicated, but
subsystems operate at a reduced rate.
2. What prevents excessive pressure in the sys-
tem if a pump malfunctions? D. System pressure is reduced by 50%, but
the subsystem rate of operation is nor-
A. A relief valve is set to relieve at 1,650 to mal.
1,850 psi.
B. A relief valve is set to relieve at 1,600 6. What is the indication of a hydraulic pump
psi. failure?
C. The shutoff valve to the pump automati-
A. The applicable H PMP PRESS LO
cally closes.
annunciator illuminates.

13 HYDRAULICS
D. The dump valve automatically opens.
B. The only indication is reduced subsys-
tem operational rate.
3. What action should be taken if the system
C. There is no indication.
relief valve fails to relieve excessive pres-
sure? D. None of the above are correct.
A. Decrease engine rpm.
7. What type of hydraulic fluid is authorized
B. Nothing can be done; line rupture for use in the system?
occurs.
A. MIL-H-5600A
C. Place the HYD PRESS switch to the
REL position to dump pressure to the B. MIL-H-5656B
return system. C. MIL-H-5066C
D. None of the above are correct. D. MIL-H-5606

4. What is normal hydraulic system pressure? 8. What indicates low hydraulic fluid level?
A. 1,200 psi A. Illumination of the HYD LEVEL LO
B. 1,850 psi annunciator
C. 3,000 psi B. Sluggish operation of the system
D. 1,500 psi C. Reduced pressure output
D. Fluctuation of the HYD PRESS indica-
tor pointer

Revision 1 FOR TRAINING PURPOSES ONLY 13-7

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION................................................................................................................. 14-1
GENERAL............................................................................................................................. 14-1
LANDING GEAR................................................................................................................. 14-2
Controls.......................................................................................................................... 14-4
Indications...................................................................................................................... 14-4
Operation........................................................................................................................ 14-6
NOSEWHEEL STEERING.................................................................................................14-10
Description...................................................................................................................14-10
Controls........................................................................................................................14-10
Operation......................................................................................................................14-10
BRAKES..............................................................................................................................14-11
Description...................................................................................................................14-11

14 LANDING GEAR
Controls........................................................................................................................14-12

AND BRAKES
Indications....................................................................................................................14-12
Operation......................................................................................................................14-12
Antiskid........................................................................................................................14-17
Controls........................................................................................................................14-17
Indications....................................................................................................................14-18
Operation......................................................................................................................14-18
EMERGENCY BRAKES....................................................................................................14-19
Description...................................................................................................................14-19
Controls........................................................................................................................14-19

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Indications....................................................................................................................14-19
Operation......................................................................................................................14-19
LIMITATIONS.....................................................................................................................14-20
EMERGENCY/ABNORMAL.............................................................................................14-20
QUESTIONS.......................................................................................................................14-21
14 LANDING GEAR
AND BRAKES

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page

14-1 Landing Gear Controls and Indicators...................................................................... 14-2

14-2 Main Landing Gear Doors......................................................................................... 14-3
14-3 Nose Landing Gear Doors......................................................................................... 14-4
14-4 Gear Position Indications........................................................................................... 14-5
14-5 LAND SEL Switch.................................................................................................... 14-6
14-6 Gear Down and Locked, Inboard Main Doors Closed and Locked........................... 14-7
14-7 Gear Retracting.......................................................................................................... 14-8
14-8 Gear Up and Locked, Inboard Main Doors Closed and Locked............................... 14-9
14-9 Nosewheel Steering Disconnect Pin....................................................................... 14-10
14-10 Shimmy Damper..................................................................................................... 14-11
14-11 Brake System Controls and Indicators................................................................... 14-11
14-12 Brake Wear Indicator.............................................................................................. 14-12
14-13 Pilot’s Brakes Applied Before Engine Start (0 Hydraulic Pressure)...................... 14-13
14-14 Pilot’s Brakes Applied With Power Brakes (1,500 psi Hydraulic Pressure)........... 14-14

14 LANDING GEAR
14-15 Pilot’s Brakes Applied With Power Brakes, Antiskid On....................................... 14-15

AND BRAKES
14-16 Pilot’s Brakes Applied With Power Brakes, Antiskid On in Skid Condition.......... 14-16
14-17 Emergency Brake and Gear Door Pressure Indicator............................................. 14-19

Revision 1 FOR TRAINING PURPOSES ONLY 14-iii

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 14
LANDING GEAR AND BRAKES

INTRODUCTION
The Beechjet 400A/Hawker 400XP landing gear is electrically controlled, hydraulically actu-

14 LANDING GEAR
ated, and enclosed by mechanical and hydraulic doors. Gear position and warning are provided

AND BRAKES
by annunciators and a warning horn.
Nosewheel steering is mechanically actuated by the rudder pedals to provide directional control
on the ground. A separate, self-contained shimmy damper prevents nosewheel shimmy.
The power brakes are master cylinder controlled with electrical antiskid protection.

GENERAL
Each inboard-retracting main gear uses five inboard door release. The forward-retracting nose
hydraulic actuators: one to extend and retract gear requires three hydraulic actuators: one to
the gear, one for each inboard (fuselage) door extend and retract the gear, one for gear uplock
actuation, one each for gear uplock release, one release, and one for gear downlock release.
for each downlock release, and one for each

Revision 1 FOR TRAINING PURPOSES ONLY 14-1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Gear position indication is provided by red and

green lights near the landing gear handle (Figure
LANDING GEAR
14-1). A warning horn sounds if any gear is not
down and locked, or inboard main doors not closed Main and Nose Landing Gear
and locked when flap position and/or thrust lever
settings are in the landing configuration. Each inboard-retracting main gear has one
inflatable tire on an air-fluid oleo strut. The for-
The nosewheel steering system, capable of ward-retracting nose gear has a single inflatable
steering 25° either side of center, is mechanically tire. All landing gear struts are hydraulically
actuated by rudder pedal deflection and can extended and retracted.
be castered to 45° by use of asymmetric brake
application and thrust. The system is disengaged Wheel Well Doors
when the gear is retracted. Vibration feedback
to the pedals is prevented by a steering damper, The main gear inboard (fuselage) doors (Figure
and nosewheel shimmy is prevented by a separate 14-2) are hydraulically actuated. After the gear
shimmy damper. cycles up or down, the doors close and are
mechanically locked. Prior to opening, the wheel
The power brakes are operated by hydraulic well doors are hydraulically released.
pressure from foot pedal master cylinders.
Antiskid, when selected, provides maximum
braking without skid under all runway conditions.
14 LANDING GEAR
AND BRAKES

RK 1–97 AND RK 99–109

Figure 14-1. Landing Gear Controls and Indicators (Sheet 1 of 2)

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

RK 1–97 AND RK 99–109

Figure 14-2. Landing Gear Controls and Indicators (Sheet 2 of 2)

The main gear outboard (wing) doors are

14 LANDING GEAR
mechanically attached to the gear and are actuated

AND BRAKES
by gear movement.

The nose gear doors have forward doors and an aft

door actuated by mechanical linkage during gear
transition (Figure 14-3). With the gear extended
or retracted, the forward doors are closed. The aft
door remains open when the gear is extended.

Figure 14-2. Main Landing Gear Doors

Revision 1 FOR TRAINING PURPOSES ONLY 14-3

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Airborne, with the left main gear ground safety

(squat) switch in the in-flight position, the lever-
locked mechanism is solenoid-actuated to release
the lever for movement to the UP position. If the
squat switches fail to report weight lifting off
the wheels, the LDG GEAR lever is prevented
from being positioned to UP, which prevents gear
retraction.

In such a case, pushing the red DOWN-

LOCK REL button next to the LDG GEAR lever
(see Figure 14-1, Sheet 2 of 2) overrides the oth-
erwise solenoid-actuated locking mechanism and
allows the landing gear lever to be positioned
UP. The equivalent control in RK 1–97 and
99–109 is a pushbutton switch labeled DOWN-
LOCK RELEASE (see Figure 14-1, Sheet 1 of 2).
Figure 14-3. Nose Landing Gear Doors
Emer L/G Down T-Handle
Ground Safety Switches If manual extension of the landing gear is
(Squat or WOW Switches) necessary, the red EMER L/G DOWN T-handle
under the pilot instrument panel (see Figure
Ground safety switches (weight-on-wheels 14-1) opens the dump valve to release hydraulic
(WOW) or squat switches) are on each main gear. fluid from the landing gear system and releases
The ground safety switches continually monitor the main door locks and main/nose landing gear
the landing gear strut compression to determine if uplocks. The gear doors open and the landing
it is safe to allow for gear retraction. The ground gear free-falls into the down-and-locked position.
safety switches (squat switches) also provide
input to several other aircraft systems. During manual extension of the landing gear, after
all three landing gear reach the down-and-locked
CONTROLS position and all three green indicator lights illu-
minate, the EMER L/G DOWN handle is pushed
14 LANDING GEAR

LDG GEAR UP–DN Lever to the stowed position.

AND BRAKES

The landing gear is controlled by the LDG GEAR

UP–DN lever on the forward instrument panel. EMER DOOR CLOSE T-Handle
On RK 1–97 and 99–109, the landing gear con- The EMER DOOR CLOSE T-handle (see Figure
trol unit is on the pilot right subpanel. On RK 14-1, Sheets 1 and 2) is used to pneumatically
98, 110, and later, the landing gear control unit close the main landing gear doors. The red indica-
is on the copilot left subpanel (see Figure 14-1, tor light extinguishes when the main landing gear
Sheets 1 and 2). The lever controls circuitry to the doors are closed.
solenoid-operated door and gear selector valves
and initiates normal landing gear extension or
retraction. INDICATIONS

Downlock Rel Button Landing Gear Indicator Lights

On RK 1–97 and 99–109, landing gear position is
The gear handle is mechanically restrained in the indicated by three green indicator lights and a red
down position controlled by the left ground safety indicator light next to the LDG GEAR lever (see
switch, preventing inadvertent retraction. Figure 14-1, Sheet 1 of 2).

14-4 FOR TRAINING PURPOSES ONLY Revision 1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

On RK 98, 110, and subsequent, the three green Warning Horn and Gear Warn
indicator lights are located in a square module Silence Button
next to the LDG GEAR lever and the red indicator
light is in the round knob of the LDG GEAR lever An aural warning sounds when the gear is
(see Figure 14-1, Sheet 2 of 2). not extended and throttles are retarded past a
predetermined point or when flaps are set to
The green NOSE, LH, and RH indicator the landing configuration as defined by the
lights indicate gear down and locked. The red position of the LAND SEL switch. The sole
UNLOCKED indicator light indicates one or function of the guarded LAND SEL switch is to
both inboard main gear doors not closed and define the landing configuration (flaps 10° or 30°)
locked. This could be because of one or more (Figure 14-5).
gear extension or retraction malfunctions.
If a gear warning horn is activated because of
With the gear up and locked, and inboard main throttle position, that horn may be silenced by the
gear doors closed and locked, all four indicator HORN CUT or WARN HORN CUT button on
lights extinguish. either control wheel (see Figure 14-1). (On RK 98,
110 and subsequent, a GEAR WARN SILENCE
With the gear down and locked, the three green button adjacent to the LDG GEAR lever can also
indicator lights illuminate, and the red indicator silence the horn.) However, if a gear warning horn
light extinguishes if the inboard main doors are is activated because the flaps are in the landing
closed and locked (Figure 14-4). configuration with the landing gear not extended,
the warning can only be silenced by a successful
An IND LTS dimming switch on the overhead landing gear extension.
switch panel provides dimming of the gear
indicator lights (see Figure 14-1). By way of example, the gear warning horn may
be silenced if the landing gear is up, flaps are at
20°, and the LAND SEL switch is in the FLAP
30° (guard closed) position.

GEAR DOWN AND GEAR UP AND

LOCKED INBOARD LOCKED DOORS
MAIN DOORS CLOSED AND
CLOSED AND LOCKED

14 LANDING GEAR
LOCKED

AND BRAKES

INBOARD
NOSE GEAR NOT MAIN DOOR
NOT LOCKED ONE OR MORE GEAR
DOWN AND NOT UP AND LOCKED
LOCKED AND OR INBOARD MAIN
INBOARD MAIN DOORS NOT CLOSED
DOORS FULL OPEN AND LOCKED

Figure 14-4. Gear Position Indications

Revision 1 FOR TRAINING PURPOSES ONLY 14-5

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

6. Hydraulic pressure is removed from all

three landing gear actuators
7. Main inboard gear doors close
8. Main inboard gear doors lock switches
actuate
9. Hydraulic pressure is removed from door
actuators
As each gear unlocks from the downlocked
position, its respective green indicator light
extinguishes. When all gears and doors are up
and locked, the red warning indicator light extin-
guishes. The retraction cycle is completed in
approximately 7 seconds (Figure 14-8).

Normal Extension
Figure 14-5. LAND SEL Switch Positioning the LDG GEAR lever to DN initiates
the following sequence of events:
OPERATION 1. Main landing gear inboard doors unlock
2. Main landing gear inboard doors open
Normal Retraction
3. All three landing gear unlock
When the main landing gear is down and locked
(Figure 14-6), the fuselage main gear doors 4. All three landing gear extend
are closed and locked. In the gear extended
configuration, three green indicator lights on the 5. All three gear downlock switches actuate
control unit illuminate, indicating a down-and- 6. Hydraulic pressure is removed from the
locked condition. The red warning indicator light gear actuators
is extinguished and the aural warning is silent.
7. Main landing gear inboard doors close
14 LANDING GEAR

When the weight of the airplane is off the landing

AND BRAKES

gear, the gear struts fully extend and the landing 8. Main landing gear inboard door lock
gear control handle can be positioned to UP. Mov- switches actuate
ing the gear handle to UP initiates the following 9. Hydraulic pressure removed from door
sequence of events (Figure 14-7): actuators
1. Main gear doors unlock
As each gear downlock switch is actuated, its
2. Main gear doors open respective green indicator light illuminates,
and when the main gear doors close, the red
3. All three gear downlocks release indicator light extinguishes. The landing gear
4. All three gear retract extension cycle is completed in approximately 7
seconds. The nose landing gear door is moved by
5. All three gear uplock switches actuate mechanical linkage to the nose gear strut.

14-6 FOR TRAINING PURPOSES ONLY Revision 1

 Revision 1
NITROGEN
SYSTEM SYSTEM DOOR BOTTLE
PRESSURE RETURN RETURN
VALVE PACKAGE
DUMP LANDING GEAR SECTION
VALVE

CHECK EMERGENCY
TO RELEASE
DOOR LOCKS AND VALVE DOOR CLOSE
GEAR UPLOCKS GEAR DOOR VALVE
SELECTOR SELECTOR
VALVE VALVE

OVERBOARD
VENT

LEFT GEAR
ACTUATOR
SHUTTLE VALVE SHUTTLE VALVE
COCKPIT
PRESSURE
GAUGE

LEFT GEAR RESTRICTOR

UPLOCK RIGHT GEAR
NOSE GEAR UPLOCK
ACTUATOR

FOR TRAINING PURPOSES ONLY

NOSE GEAR
UPLOCK RIGHT GEAR
ACTUATOR
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

LEFT DOOR
ACTUATOR RIGHT DOOR
ACTUATOR
LEFT GEAR NOSE GEAR RIGHT GEAR
DOWNLOCK DOWNLOCK DOWNLOCK
LEFT DOOR RIGHT DOOR
LOCK LOCK
LEGEND
HYDRAULIC SYSTEM PRESSURE NITROGEN
RETURN

Figure 14-6. Gear Down and Locked, Inboard Main Doors Closed and Locked

14-7
14 LANDING GEAR
AND BRAKES
 AND BRAKES
14 LANDING GEAR

14-8
NITROGEN
SYSTEM SYSTEM DOOR BOTTLE
PRESSURE RETURN RETURN
VALVE PACKAGE
DUMP LANDING GEAR SECTION
VALVE

CHECK
TO RELEASE VALVE EMERGENCY
DOOR LOCKS AND DOOR CLOSE
GEAR UPLOCKS GEAR DOOR VALVE
SELECTOR SELECTOR
VALVE VALVE

OVERBOARD
VENT

LEFT GEAR
ACTUATOR
SHUTTLE VALVE SHUTTLE VALVE
COCKPIT
PRESSURE
GAUGE

LEFT GEAR RESTRICTOR

UPLOCK NOSE GEAR RIGHT GEAR
ACTUATOR UPLOCK

FOR TRAINING PURPOSES ONLY

NOSE GEAR
UPLOCK RIGHT GEAR
ACTUATOR
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

LEFT DOOR RIGHT DOOR

ACTUATOR ACTUATOR

NOSE GEAR
DOWNLOCK RIGHT DOOR RIGHT GEAR
LEFT GEAR LEFT DOOR DOWNLOCK
DOWNLOCK LOCK LOCK
LEGEND
HYDRAULIC SYSTEM PRESSURE NITROGEN
RETURN

Figure 14-7. Gear Retracting

Revision 1
 Revision 1
NITROGEN
SYSTEM SYSTEM DOOR BOTTLE
PRESSURE RETURN RETURN
VALVE PACKAGE
DUMP LANDING GEAR SECTION
VALVE

TO RELEASE CHECK EMERGENCY

DOOR LOCKS AND VALVE DOOR CLOSE
GEAR UPLOCKS GEAR DOOR VALVE
SELECTOR SELECTOR
VALVE VALVE

OVERBOARD
VENT

LEFT GEAR
ACTUATOR
SHUTTLE VALVE SHUTTLE VALVE
COCKPIT
PRESSURE
GAUGE

LEFT GEAR RESTRICTOR

UPLOCK RIGHT GEAR
NOSE GEAR UPLOCK
ACTUATOR

FOR TRAINING PURPOSES ONLY

NOSE GEAR
UPLOCK RIGHT GEAR
ACTUATOR
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

LEFT DOOR RIGHT DOOR

ACTUATOR ACTUATOR

LEFT GEAR NOSE GEAR RIGHT GEAR

DOWNLOCK DOWNLOCK DOWNLOCK
LEFT DOOR RIGHT DOOR
LOCK LOCK
LEGEND
HYDRAULIC SYSTEM PRESSURE NITROGEN
RETURN

Figure 14-8. Gear Up and Locked, Inboard Main Doors Closed and Locked

14-9
14 LANDING GEAR
AND BRAKES
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Ground Safety Switch Failure CONTROLS

on Takeoff
Rudder Pedals
If either or both landing gear ground safety
switches fail to transfer from ground to flight Nosewheel steering is controlled through the pilot
mode, both thrust reverser ARM lights illuminate or copilot rudder pedals on the cockpit floor.
and the Master Warning switchlights flash when
the nose gear retracts. If this condition occurs,
do not raise the thrust reverser levers because
OPERATION
in-flight deployment of either or both reversers With the nose gear extended, a mechanical linkage
can occur. is completed to transmit rudder pedal movement
to the lower portion of the strut for steering up to
25° either side of center.
NOSEWHEEL STEERING Use of differential power and the brake allows
castering to 45° in either direction.
DESCRIPTION
A steering damper, in conjunction with the
The nosewheel steering system is controlled shimmy damper, reduces vibration feedback to
through rudder pedals, differential power, the rudder pedals (Figure 14-10).
and brakes.
When the nose gear is retracted, the steering
A steering disconnect pin in the scissors link mechanism is separated mechanically and the
(torque link) (Figure 14-9) must be removed to gear is held in the neutral position.
permit free deflection of the nosewheel and to
prevent damage during towing.

Reinsertion of the pin can be somewhat difficult

as the tolerances of the components are tight.
However, inability to insert the steering pin using
normal methods may indicate that damage has
occurred to the nosewheel steering components
as a result of improper ground handling.
14 LANDING GEAR
AND BRAKES

Figure 14-9. Nosewheel Steering Disconnect Pin

14-10 FOR TRAINING PURPOSES ONLY Revision 1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

BRAKES
DESCRIPTION
The power brake system is actuated by toe action
on the rudder pedals. Pressing the toe brake pedals
generates brake system master cylinder pressure.
The pressure is applied to rotating disc brake
assemblies in each main gear wheel to provide
braking force. Antiskid, when selected, provides
maximum braking under all runway conditions.

If a hydraulic system or brake failure occurs,

emergency braking is provided by a pneumatic
bottle.

Parking brakes can be set by the pilot or copilot

when there is 1,500 psi hydraulic pressure.

NOTE
When the engines are not running, the
parking brake must be set from the
Figure 14-10. Shimmy Damper pilot side only.

Brake system controls and indicators are presented

in Figure 14-11.

14 LANDING GEAR
AND BRAKES
PNEUMATIC PRESSURE

Figure 14-11. Brake System Controls and Indicators

Revision 1 FOR TRAINING PURPOSES ONLY 14-11

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Wheel Brake Assemblies INDICATIONS

The wheel brake assembly is a multiple disk
brake with five rotating and four stationary disks, Hydraulic Pressure Gauge
with wear pads attached to each disc. As hydrau- The hydraulic pressure indicator in the cockpit
lic pistons compress these disks, the wheel brake indicates system fluid pressure from 0 to 2,000
assembly slows and stops the rotating discs. psi. The gauge displays as follows:
Yellow arc........................................ 0 to 400 psi
Brake Wear Pin
A wear indicator pin is connected to the brake Green arc................................ 1,350 to 1,550 psi
stack to permit a visual check of the brake stack
(Figure 14-12). The brakes need replacement Red arc/red line maximum................... 1,850 psi
when the end of the wear pin is even with the
brake housing with the brakes applied. OPERATION
The power brake antiskid control valve controls
pressure to the wheel brake assemblies in three
different modes:
• Manual mode without hydraulic pressure
(Figure 14-13)
• Power mode with hydraulic system pres-
sure (Figure 14-14)
• Anti-skid mode with hydraulic system
pressure and anti-skid ON (Figure 14-15
and Figure 14-16)

Brake Operation Without

Figure 14-12. Brake Wear Indicator Hydraulic Pressure
Manual Mode of Power Brake
CONTROLS Antiskid Control Valve
14 LANDING GEAR
AND BRAKES

The master cylinders are directly connected to the

Toe Brake Pedals brake pedals. The master cylinders apply hydraulic
Brake pressure is applied to the wheel brake pressure to the wheel brake assemblies based on
assemblies through the toe brake pedals on top of pilot input through the toe brakes (Figure 14-13).
each rudder pedal.
In manual mode, the power brake antiskid
control valve becomes a straight-through valve
PARKING BRAKE T-Handle (Figure 14-13). This allows pressure generated by
The PARKING BRAKE T-handle is under the pressing the toe pedals on the master cylinders to
lower left side of the instrument panel. go directly to the wheel brake assembly, which
applies the brakes.

14-12 FOR TRAINING PURPOSES ONLY Revision 1

 NITROGEN
STORAGE
BOTTLE
PILOT COPILOT
BRAKE/RUDDER BRAKE/RUDDER

Revision 1
PEDALS PEDALS
BRAKE
TO MLG DOOR RESERVOIR
EMER CLOSE
SYSTEM

NITROGEN MIXING VALVE

FILL PORT PILOT COPILOT
MASTER MASTER
EMERGENCY CYLINDERS CYLINDERS
DOOR CLOSE
VALVE

LEFT RIGHT
COCKPIT MIXING MIXING
PRESSURE VALVE VALVE
GAUGE

POWER BRAKE
ANTISKID
CONTROL VALVE
900 PSI SERVO
CHARGE CONTROL
VENT PRESSURE VALVE
CHARGE
PORT HYDRAULIC
PACKAGE
ANTISKID
ACCUMULATOR
EMERGENCY
BRAKE VALVE LEFT PARKING RIGHT PARKING
BRAKE VALVE BRAKE VALVE

SHUTTLE
SHUTTLE VALVE

FOR TRAINING PURPOSES ONLY

VALVE

LEFT RIGHT
WHEEL SPEED WHEEL SPEED
TRANSDUCER LEFT RIGHT TRANSDUCER
BRAKE BRAKE
ASSEMBLY ASSEMBLY
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

L & R MLG
GROUND
SAFETY
SWITCH
ANTISKID
CONTROL 28 VDC POWER
BOX
LEFT GROUND SAFETY SWITCH RIGHT GROUND SAFETY SWITCH

LEGEND
HYDRAULIC PRESSURE NITROGEN METERED POWER BRAKE PRESS
RETURN CONTROL PRESSURE

Figure 14-13. Pilot’s Brakes Applied Before Engine Start (0 Hydraulic Pressure)

14-13
14 LANDING GEAR
AND BRAKES
 AND BRAKES
14 LANDING GEAR

NITROGEN
STORAGE
BOTTLE
PILOT
COPILOT

14-14
BRAKE/RUDDER
PEDALS BRAKE/RUDDER
BRAKE PEDALS
TO MLG DOOR RESERVOIR
EMER CLOSE
SYSTEM

NITROGEN MIXING VALVE

FILL PORT PILOT COPILOT
MASTER MASTER
EMERGENCY CYLINDERS CYLINDERS
DOOR CLOSE
VALVE

LEFT RIGHT
COCKPIT MIXING MIXING
PRESSURE VALVE VALVE
GAUGE

POWER BRAKE
ANTISKID
CONTROL VALVE
900 PSI SERVO
CHARGE CONTROL
VENT PRESSURE VALVE
CHARGE
PORT HYDRAULIC
PACKAGE
ANTISKID
ACCUMULATOR
EMERGENCY
BRAKE VALVE LEFT PARKING RIGHT PARKING
BRAKE VALVE BRAKE VALVE

SHUTTLE
SHUTTLE VALVE

FOR TRAINING PURPOSES ONLY

VALVE

LEFT RIGHT
WHEEL SPEED WHEEL SPEED
TRANSDUCER LEFT RIGHT TRANSDUCER
BRAKE BRAKE
ASSEMBLY ASSEMBLY
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

L & R MLG
GROUND
SAFETY
SWITCH
ANTISKID
CONTROL 28 VDC POWER
BOX
LEFT GROUND SAFETY SWITCH RIGHT GROUND SAFETY SWITCH

LEGEND
HYDRAULIC PRESSURE NITROGEN METERED POWER BRAKE PRESS
RETURN CONTROL PRESSURE

Figure 14-14. Pilot’s Brakes Applied With Power Brakes (1,500 psi Hydraulic Pressure)

Revision 1
 NITROGEN
STORAGE
BOTTLE
PILOT COPILOT
BRAKE/RUDDER BRAKE/RUDDER

Revision 1
PEDALS PEDALS
BRAKE
TO MLG DOOR RESERVOIR
EMER CLOSE
SYSTEM

NITROGEN MIXING VALVE

FILL PORT PILOT COPILOT
MASTER MASTER
EMERGENCY CYLINDERS CYLINDERS
DOOR CLOSE
VALVE

LEFT RIGHT
COCKPIT MIXING MIXING
PRESSURE VALVE VALVE
GAUGE

POWER BRAKE
ANTISKID
CONTROL VALVE
900 PSI SERVO
CHARGE CONTROL
VENT PRESSURE VALVE
CHARGE
PORT HYDRAULIC
PACKAGE
ANTISKID
ACCUMULATOR
EMERGENCY
BRAKE VALVE LEFT PARKING RIGHT PARKING
BRAKE VALVE BRAKE VALVE

SHUTTLE
SHUTTLE VALVE

FOR TRAINING PURPOSES ONLY

VALVE

LEFT RIGHT
WHEEL SPEED WHEEL SPEED
TRANSDUCER LEFT RIGHT TRANSDUCER
BRAKE BRAKE
ASSEMBLY ASSEMBLY
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

L & R MLG
GROUND
SAFETY
SWITCH
ANTISKID
CONTROL 28 VDC POWER
BOX
LEFT GROUND SAFETY SWITCH RIGHT GROUND SAFETY SWITCH

LEGEND
HYDRAULIC PRESSURE NITROGEN METERED POWER BRAKE PRESS
RETURN CONTROL PRESSURE

Figure 14-15. Pilot’s Brakes Applied With Power Brakes, Antiskid On

14-15
14 LANDING GEAR
AND BRAKES
 AND BRAKES
14 LANDING GEAR

NITROGEN
STORAGE
BOTTLE
PILOT COPILOT

14-16
BRAKE/RUDDER BRAKE/RUDDER
PEDALS PEDALS
BRAKE
TO MLG DOOR RESERVOIR
EMER CLOSE
SYSTEM

NITROGEN MIXING VALVE

FILL PORT PILOT COPILOT
MASTER MASTER
EMERGENCY CYLINDERS CYLINDERS
DOOR CLOSE
VALVE

LEFT RIGHT
COCKPIT MIXING MIXING
PRESSURE VALVE VALVE
GAUGE

POWER BRAKE
ANTISKID
CONTROL VALVE
900 PSI SERVO
CHARGE CONTROL
VENT PRESSURE VALVE
CHARGE
PORT HYDRAULIC
PACKAGE
ANTISKID
ACCUMULATOR
EMERGENCY
BRAKE VALVE LEFT PARKING RIGHT PARKING
BRAKE VALVE BRAKE VALVE

SHUTTLE
VALVE

FOR TRAINING PURPOSES ONLY

SHUTTLE
VALVE

LEFT RIGHT
WHEEL SPEED WHEEL SPEED
TRANSDUCER LEFT RIGHT TRANSDUCER
BRAKE BRAKE
ASSEMBLY ASSEMBLY
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

L & R MLG
GROUND
SAFETY
SWITCH
ANTISKID
CONTROL 28 VDC POWER
BOX
LEFT GROUND SAFETY SWITCH RIGHT GROUND SAFETY SWITCH

LEGEND
HYDRAULIC PRESSURE NITROGEN METERED POWER BRAKE PRESS
RETURN CONTROL PRESSURE

Figure 14-16. Pilot’s Brakes Applied With Power Brakes, Antiskid On in Skid Condition

Revision 1
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Brake Operation With Hydraulic NOTE

Pressure When the engines are not running, the
parking brake must be set from the
Power Mode of Power Brake pilot side only.
Antiskid Control Valve
In the power mode, the hydraulic system pressure
(1,500 psi) moves valves inside the power brake ANTISKID
antiskid control valve (see Figure 14-14) to create
power brakes. When the toe pedals on the master Description
cylinders are pressed, a control pressure is applied The aircraft is equipped with an antiskid system
to a piston inside the power brake antiskid control to protect the airplane from skids and to provide
valve, which opens a valve supplying part of the consistently shorter landing rolls for all runway
hydraulic system pressure to the wheel brake conditions. The system detects the start of a skid
assembly. In power brake mode, the valve boosts condition at the wheels and automatically releases
the master cylinder pressure by a ratio of 2:1 to brake pressure for both wheels in proportion to
the brake assembly. skid severity.
The mixing valves connect inputs from the pilot
and copilot master cylinders to provide a single CONTROLS
output to the rest of the braking system (see
Figure 14-13 and Figure 14-14). The left brake ANTI SKID ON–OFF–TEST
system and the right brake system each have a Switch
mixing valve. Each valve has inlet ports from the
pilot and copilot master cylinders and an outlet The three-position ANTI SKID ON–OFF– TEST
port to the power brake valve. switch is on the center pedestal (see Figure 14-11).
The ON position supplies power to the system. The
If the pilot and copilot apply the brakes OFF position reverts braking to normal operation
simultaneously, the mixing valves apply the higher without antiskid protection and illuminates the
of the two pressures to the power brake control amber ANTI SKID FAIL annunciator.
valve (see Figure 14-13 and Figure 14-14).
The TEST position is used to ensure normal power
Since each brake is independently controlled by braking operation. With the airplane rolling, test
the antiskid system by applying the brakes and

14 LANDING GEAR
its own toe brake pedal, differential braking is
positioning the ANTI SKID switch to TEST.

AND BRAKES
available.
The brakes release in the TEST position. After
testing, braking is unavailable for 3 to 4 seconds
Parking Brake Operation if the ANTI SKID switch is repositioned to ON.
The parking brakes are set by pulling down and Position the switch to OFF, pause momentarily,
out on the PARKING BRAKE T-handle (see and then position the switch to ON.
Figure 14-13 and Figure 14-14) and applying
the brakes in the normal manner. Parking brake
valves are one-way check valves when moved into CAUTION
the system (see Figure 14-13 or Figure 14-14). When positioning the ANTI SKID
The valves trap hydraulic system pressure applied switch from TEST to ON, pause
to the wheel brake assemblies from the power momentarily at the OFF position to
brake control valves. The parking brake is allow for system cycling. The antiskid
released by pushing in the PARKING BRAKE test must not be performed in a
T-handle full forward. congested area.

Revision 1 FOR TRAINING PURPOSES ONLY 14-17

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

NOTE OPERATION
When the aircraft is in flight with the A stationary transducer along with a rotating
ANTI SKID switch positioned to ON, wheel hub cap make up the wheel speed trans-
the brakes cannot be applied. ducer (spin signal generator) for each main gear
wheel. Any change in rotation speed of each
wheel is transmitted to the antiskid control box
INDICATIONS and on to the servo control valve portion of the
power brake antiskid control valve when (see Fig-
ANTI SKID FAIL Annunciator ure 14-15):
The amber ANTI SKID FAIL annunciator • ANTI SKID ON switch is positioned
illuminates if the system malfunctions and the to ON
ANTI SKID switch is positioned to ON (see
Figure 14-15 or Figure 14-16). The ANTI SKID • Airplane is on the ground
FAIL annunciator also illuminates when the ANTI • Main landing gear wheel speed is at least
SKID switch is positioned to OFF (see Figure 14 knots
14-14). Refer to Table 14-1 for antiskid system
malfunctions with no annunciator illumination. The power brake antiskid control valve releases
power brake pressure as required to cease the skid
NOTE condition (see Figure 14-16). Power braking is
When the ANTI SKID FAIL annun- still available if the antiskid system is off or if the
ciator illuminates, the system is in a antiskid control box fails, but antiskid protection
fail-safe condition and complete control is not available.
of braking without antiskid is available
through the normal braking system.

Table 14-1. ANTISKID SUPPLEMENT DATA

MALFUNCTION RESULTS
Normal system operation.
14 LANDING GEAR

1. One ground safety switch inoperative. Power brakes with antiskid down to 10–14 knots.
AND BRAKES

Power brakes to a stop.

Reduced brake efficiency.
Power brakes and antiskid appears normal; however,
2. One spin generator inoperative.
only one spin signal is read, so brake energy keeps
reducing by 20%. Antiskid will drop out at 20 knots.
Designed as a safety feature; cannot land with brakes on.
Antiskid up spin overrides; gives power brakes
3. Both ground safety switches inoperative.
with antiskid down to 37–47 knots. Then no brakes with
antiskid switch on.
No antiskid or brakes for 3–4 seconds,
4. Both spin generators inoperative.
then power brakes to a stop.
5. S
 pin signal or wheel speed lost after touchdown.
No brakes with the ANTI SKID switch in the ON position.
Wheel hub cap lost.
No ANTI SKID FAIL annunciator for any faults
ACTION: USE EMERGENCY BRAKE

14-18 FOR TRAINING PURPOSES ONLY Revision 1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

EMERGENCY BRAKES
DESCRIPTION
If the normal hydraulic brake system fails,
emergency braking is accomplished with stored
nitrogen pressure in the lower portion of the left
avionics compartment in the aircraft nose. The
nitrogen bottle provides pressure for 7 to10 brake
applications of the EMER BRAKE lever.

NOTE
The nitrogen pressure bottle also pro-
vides pressure for closing the main
landing gear doors during alternate
landing gear extension.

CONTROLS PNEUMATIC PRESSURE

EMER BRAKE Handle Figure 14-17. E

 mergency Brake and Gear
Door Pressure Indicator
The spring-loaded EMER BRAKE lever (see
Figure 14-11) is on the upper right side of the
pedestal. The lever is guarded to prevent acciden- The other style of the gauge indicates system
tal application of nitrogen pressure. The guard is pressure from 0 to 1,650 psi as follows:
safety-wired to indicate possible use. Red arc/red line minimum............ 0 to 1,200 psi

INDICATIONS Yellow arc............................... 1,200 to 1,350 psi

Emergency Brake and Gear Green arc................................ 1,350 to 1,650 psi

Door Presssure Gauge Red arc/red line maximum................... 1,650 psi

14 LANDING GEAR
The airplane has either of two types of emergency

AND BRAKES
brake and gear door pressure (nitrogen pressure)
gauge in the cockpit (Figure 14-17). OPERATION
One style of the gauge indicates system pressure Pushing down on the EMER BRAKE handle
from 0 to 2,100 psi as follows: applies pressure to the brakes. The handle must
be pushed smoothly and steadily until the desired
Red arc/red line minimum............ 0 to 1,200 psi braking occurs, and then held in that position
until the airplane stops.
Yellow arc............................... 1,200 to 1,350 psi
Releasing the handle vents pressure from the
Green arc................................ 1,350 to 1,500 psi brake assemblies and releases the brakes. Do not
use the normal braking system during emergency
Red arc/red line maximum..................... 1,500 to braking.
2,100 psi

CAUTION
Antiskid protection is not available
during emergency braking.

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

If emergency brakes are used for any reason, NOTES

maintenance must be accomplished on the brake
system prior to subsequent airplane operation.

LIMITATIONS
For specific information on limitations, refer to
the appropiate abbreviated checklists or the FAA-
approved AFM.

EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate abbreviated
checklists or the FAA-approved AFM.
14 LANDING GEAR
AND BRAKES

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

QUESTIONS
1. What prevents inadvertent retraction of the 5. How are the nose gear doors actuated?
landing gear on the ground?
A. Forward doors are hydraulically actu-
A. Hydraulic pressure is insufficient to ated; aft door is mechanically actuated.
force gear retraction. B. All the doors are mechanically actuated.
B. The gear downlock mechanisms do not C. All three doors are hydraulically actu-
release with weight on the gear. ated.
C. The LDG GEAR lever is mechanically D. Forward doors are mechanically actu-
restrained in the DN position. ated; aft door is hydraulically actuated.
D. All the above.
6. What is the result of the pilot and copilot
2. The landing gear inboard doors close only: applying the brakes simultaneously?
A. When the gear is retracted. A. Brakes are not applied.
B. When the gear is extended. B. Brake application is excessive.
C. When the gear is extended with the C. The crewmember applying the greater
emergency system. amount of toe pressure on the brake ped-
D. When the gear is extended or retracted. als controls the brakes.
D. The crewmember applying the lesser
3. Which landing gear indicator lights illumi- amount of toe pressure on the brake ped-
nate with the gear up and locked and the als controls the brakes.
main gear inboard doors closed and locked?
7. What is the purpose of the master cylinders
A. All indicator lights extinguish.
in the brake system?
B. Three green indicator lights illuminate.
A. To generate control pressure for actua-
C. Three green indicator lights and the red
tion of the power brake valve.
indicator light illuminate.
B. To generate pressure for brake applica-
D. None of the above.
tion if the hydraulic system fails.

14 LANDING GEAR
C. To boost brake application.
4. What conditions are required for landing

AND BRAKES
gear warning horn operation? D. None of the above.
A. Landing gear not down and locked, and
flaps extended beyond 20°.
B. Landing gear not down and locked, and
thrust levers retarded past a predeter-
mined point.
C. Landing gear not down and locked,
flaps extended more than 20°, and thrust
levers retarded past a predetermined
point.
D. Any of the above.

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

8. What is the effect on brake operation when

the amber ANTI SKID FAIL annunciator
illuminates?
A. Braking reverts to normal operation
without antiskid protection. To assure
normal braking, position the ANTI
SKID switch to OFF.
B. Braking is lost until the ANTI SKID
switch is positioned to OFF.
C. The ANTI SKID switch automatically
moves to the OFF position, and normal
braking resumes.
D. All the above.

9. Which of the following statements is true

relating to emergency braking?
A. Stored nitrogen pressure is used for
brake application.
B. Antiskid is not operative.
C. The nitrogen bottle is capable of
providing 7 to 10 brake applications.
D. All the above.

10. Which of the following statements is true

relative to setting the parking brakes?
A. Pulling the PARKING BRAKE handle
mechanically positions the power brake
valve, applying the brakes.
B. Pulling the PARKING BRAKE handle
14 LANDING GEAR

mechanically closes the parking valves

AND BRAKES

to trap pressure being applied to the

brakes by normal brake operation.
C. Pulling the PARKING BRAKE handle
applies brake accumulator pressure to
the brakes.
D. None of the above.

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION................................................................................................................. 15-1
GENERAL............................................................................................................................. 15-1
PRIMARY FLIGHT CONTROLS......................................................................................... 15-2
Description..................................................................................................................... 15-2
Control Locks ................................................................................................................ 15-2
Controls.......................................................................................................................... 15-2
Operation........................................................................................................................ 15-2
SECONDARY FLIGHT CONTROLS................................................................................... 15-3
Description..................................................................................................................... 15-3
Flaps............................................................................................................................... 15-3
Indicators........................................................................................................................ 15-5
Operation........................................................................................................................ 15-5
SPEEDBRAKES/SPOILERS................................................................................................ 15-6
Description..................................................................................................................... 15-6
Controls and Indications................................................................................................. 15-6
Operation........................................................................................................................ 15-6
RUDDER BOOST................................................................................................................. 15-8
Description..................................................................................................................... 15-8
15 FLIGHT CONTROLS

Controls.......................................................................................................................... 15-8
Indications...................................................................................................................... 15-8
Operation........................................................................................................................ 15-8
TRIM SYSTEMS.................................................................................................................. 15-8

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Description..................................................................................................................... 15-8
Controls and Indications................................................................................................. 15-8
Operation......................................................................................................................15-11
LIMITATIONS.....................................................................................................................15-12
EMERGENCY/ABNORMAL.............................................................................................15-12
QUESTIONS.......................................................................................................................15-14
15 FLIGHT CONTROLS

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page

15-1 Flight Control Surfaces............................................................................................. 15-2

15-2 Spoiler Up and Spoiler Down.................................................................................... 15-3
15-3 Flap System—Extending........................................................................................... 15-4
15-4 Main Flap and Aft Flap.............................................................................................. 15-5
15-5 Speedbrake System Schematic—Extending.............................................................. 15-7
15-6 Rudder Boost System................................................................................................ 15-9
15-7 Trim Systems Controls and Indications.................................................................. 15-10

TABLES
Table Title Page

15-1 Full Travel Range—Speedbrake Retracted..................................................................15-3

15-2 Full Travel Range—Speedbrake Extended..................................................................15-6

15 FLIGHT CONTROLS

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 15
FLIGHT CONTROLS

INTRODUCTION
The Beechjet 400A/Hawker 400XP primary flight controls include manual rudder, elevators,
and spoilers. Electrically operated trim is provided in all three axes.
Secondary flight controls consist of the flaps and speedbrakes, both electrically controlled and
hydraulically actuated.

GENERAL
Pitch attitude is controlled by the elevators and systems are manually operated through control
the variable incidence horizontal stabilizer. Roll cables, push-pull rods, and mechanical linkages.
attitude is controlled through the spoilers and All trim control systems are electrically operated.
roll trim. Yaw control is accomplished by the All flight control surfaces, including primary and
15 FLIGHT CONTROLS

rudder and rudder trim tab. The primary control secondary, are shown in Figure 15-1.

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

LEGEND
OUTBOARD HORIZONTAL
SPOILER STABILIZER
INBOARD ELEVATOR
SPOILER
RUDDER
ROLL TRIM
RUDDER
TAB
TRIM TAB
MAIN FLAP
AFT FLAP

Figure 15-1. Flight Control Surfaces

PRIMARY FLIGHT CONTROLS

CONTROLS Control Wheel/Control Column
The pilot and copilot control wheel and column
DESCRIPTION are connected to each other and to the spoilers
and elevators by control cables, push-pull rods,
The spoilers, rudder, and elevators are manually
and bellcranks.
operated by either the pilot or copilot through a
conventional control column and rudder pedal
arrangement. Control inputs are transmitted to Rudder Pedals
the control surfaces through cables, push-pull
rods, and bellcranks. The pilot and copilot rudder pedals are connected
to each other and to the rudder by control cables,
15 FLIGHT CONTROLS

push-pull rods, and bellcranks.

CONTROL LOCKS
An adjustable, strap-type gust lock on the pilot OPERATION
control wheel and the structure beneath the for-
ward instrument panel immobilizes the elevators. The aircraft has no ailerons; spoilers provide roll
Nosewheel steering linkage to the rudder pedals control in the lateral axis. The spoiler controls
acts as a rudder gust lock. are operated manually through a spoiler mixer by

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

moving the pilot or copilot control wheel. As the

spoilers on one wing extend, the spoilers on the
SECONDARY FLIGHT
other wing move below the upper surface of that CONTROLS
wing (Figure 15-2 and Figure 15-5). Table 15-1
describes the full travel range of the spoilers with
the speed brake retracted and the control wheel DESCRIPTION
fully rotated. The flaps and speedbrakes comprise the second-
ary flight control system. Both are electrically
The rudder is operated manually by moving the controlled and hydraulically actuated. After
pilot or copilot rudder pedals. Full travel range of touchdown, speedbrakes can be deployed in uni-
the rudder is 30° left and right from the neutral son to provide lift dump for more effective braking
position. The rudder is fully mass balanced to (Figure 15-3 and Figure 15-5).
ensure freedom from flutter.

The elevators control the pitch attitude manually FLAPS

by moving the control columns. Full travel range
of the elevator is 25° up and 12° down. Elevator Controls
control surfaces are fully mass balanced to ensure
freedom from flutter. FLAP Control Lever
The flap system is controlled by the FLAP control
lever in the cockpit on the center pedestal to the
right of the thrust levers (Figure 15-3).

Figure 15-2. Spoiler Up and Spoiler Down

Table 15-1. FULL TRAVEL RANGE—SPEEDBRAKE RETRACTED

SPEEDBRAKE RETRACTED AND CONTROL WHEEL FULLY ROTATED
15 FLIGHT CONTROLS

SPOILER SURFACE FULL LEFT FULL RIGHT

INBOARD 68° –14°
LH
OUTBOARD 72° –14°
INBOARD –14° 68°
RH
OUTBOARD –14° 72°

Revision 1 FOR TRAINING PURPOSES ONLY 15-3

 15 FLIGHT CONTROLS

15-4
MIDDLE
FLAP ASYMMETRY
DETECTOR

INBOARD
FLAP ASYMMETRY
DETECTOR

FLAP POSITION
TRANSMITTER

FLAP FOLLOW-UP
SWITCH

FLAP POSITION
TRANSMITTER

FLAP

FOR TRAINING PURPOSES ONLY

ACTUATOR

LOCK VALVE
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

LEGEND
SYSTEM PRESSURE
1750 PSI THERMAL RETURN PRESSURE
SYSTEM PRESSURE RELIEF VALVE
SYSTEM RETURN SELECTOR VALVE

Figure 15-3. Flap System—Extending

Revision 1
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

On models RK 1–92 not modified, the flap con-

trol lever has three positions:
• 0°
• 10°
• 30°
On models RK 93 and subsequent or RK 1–92
modified by kit 128-5025, the flap control lever
has four positions: Figure 15-4. Main Flap and Aft Flap
• 0°
• 10° Moving the FLAP control lever from 0° to 10°,
20°, or 30° energizes the solenoid selector valve
• 20° and routes pressure to the hydraulic actuators
• 30° (Figure 15-3).

Two hydraulic actuators power the main flaps

INDICATORS to move along tracks actuated by push-pull
rods in the drive mechanism on the rear wing
FLAP Position Indicator spar. As the flaps move to the selected position,
The FLAP indicator shows flap position in 10° follow-up circuitry returns the selector valve to
increments from 0° to 30° (Figure 15-3). neutral and flap movement ceases. The aft flap is
mechanically extended by movement of the main
flap as it extends.
FLAP ASYM Annunciator
The FLAP ASYM annunciator illuminates when On models RK 1–507, the selector valve was in
the flaps are asymmetric (Figure 15-3). the deenergized to the neutral position at flaps 0°.
At high altitude, the hydraulic fluid cold soaks;
When the asymmetry detectors sense an angular therefore, the possibility exists that the fluid
difference of 5° to 7° between the main flaps, the pressure could drop and result in flap droop and
following occurs: flap buzz.

• FLAP ASYM annunciator illuminates Starting at RK 508, with the FLAP handle at 0°,
the selector valve is powered to the up position to
• Selector valve deenergizes maintain hydraulic pressure on the flap actuators
• Flap movement ceases and cannot be in that position and thereby preventing flap buzz.
resumed Kit 128-3071-001 for RK 1–507 is available.

OPERATION Flap Asymmetry Detector

Flaps The left and right main flaps are connected by
cables to ensure symmetrical operation. An
The fowler-type flaps run 87% of the full span asymmetrical condition of 5° to 7° between the
15 FLIGHT CONTROLS

of each wing. Each flap has a main flap and an aft main flap stops the flap and illuminates the FLAP
flap. The wing flaps are hydraulically actuated with ASYM annunciator. No protection is provided for
one actuator per side and are connected by cables an asymmetrical condition between the aft flaps.
to ensure symmetrical operation (Figure 15-4).

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

SPEEDBRAKES/ Actuator motion is transmitted through linkage

in the spoiler mixer to extend the speedbrake
SPOILERS surfaces on both wings to 36°. If either thrust
lever is advanced into the takeoff range, or if the
flaps are selected beyond 10°, the speedbrakes
DESCRIPTION automatically retract. Speedbrake operation is
The spoilers are used as a speedbrake and for roll normal with flaps 0° to 10°.
control. Part of the same linkage used in spoiler
operation extends the speedbrakes in unison With the speedbrakes extended, spoiler action
when electrically commanded and hydraulically for roll control is still operative. Control wheel
operated from the cockpit (Figure 15-5). movement is transmitted through mechanical
linkage in the spoiler mixer, which moves the
surfaces as spoilers when the speedbrakes are
CONTROLS AND INDICATIONS extended. Table 15-2 describes the full travel
range with speedbrakes extended.
Control Wheel
In-flight operation of the speedbrakes (spoilers)
When actuated as spoilers, movement of either does not substantially effect speed. A pilot-induced
control wheel actuates the spoilers. change in pitch attitude to compensate for the loss
of lift is the reason for the speed reduction.
SPEED BRAKE Switch
The two-position SPEED BRAKE switch is on Normal Retraction
the center pedestal aft of the ENG SYNC switch. To retract the speedbrakes, position the SPEED
The SPEED BRAKE switch is guarded from BRAKE switch to RET. The RET position ener-
accidental activation. gizes the selector valve to route pressure for
retraction of the speedbrake actuator, retracting
OPERATION all speedbrake surfaces.

Normal Extension Emergency Retraction

With the thrust levers positioned below 85% N1, If the speedbrakes fail in the extended position,
flaps 10° or less, and the SPEED BRAKE switch retract the speedbrakes by positioning the
positioned to EXT, the solenoid-operated selector emergency SPEED BRAKE switch to EMER RET.
valve is energized (Figure 15-5). The energized
valve directs pressure to extend the speedbrake The EMER RET position deenergizes the sole-
hydraulic actuator. noid safety valves. This blocks pressure to the
selector valve and releases pressure on the speed-
brake actuator. The speedbrakes are forced to the
retracted position by the relative wind.

Table 15-2. FULL TRAVEL RANGE—SPEEDBRAKE EXTENDED

15 FLIGHT CONTROLS

SPEEDBRAKE RETRACTED AND CONTROL WHEEL FULLY ROTATED

SPOILER SURFACE FULL LEFT FULL RIGHT
INBOARD 73° +14°
LH
OUTBOARD 78° +14°
INBOARD +14° 73°
RH
OUTBOARD +14° 78°

15-6 FOR TRAINING PURPOSES ONLY Revision 1

 CHECK RETURN PRESSURE
VALVES
L & R MLG

Revision 1.1
WEIGHT OFF
WHEELS
SAFETY
VALVE 2
SAFETY
VALVE 1

CONTROL
VALVE SPEEDBRAKE
VALVE MODULE

SPOILER SPOILER

HYDRAULIC RESTRICTOR VALVE

(RK-45, RK-49, AND AFTER)

SPEEDBRAKE RESTRICTORS
LIMIT SWITCHES SPEEDBRAKE

FOR TRAINING PURPOSES ONLY

ACTUATOR
SPOILER
MIXER

TO AUTOPILOT TO AUTOPILOT
SERVO SERVO
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

LEGEND
SYSTEM PRESSURE
RETURN

Figure 15-5. Speedbrake System Schematic—Extending

15-7
15 FLIGHT CONTROLS
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Lift Dump Bleed air sensors monitor the PC (or P3) air pres-
sure of each engine. Two sensors are on each
The lift dump system is used after touchdown engine for redundancy. If the sensors on each
to reduce wing lift and to put the full weight of engine do not agree, the RDR BST FAIL annun-
the aircraft on the wheels for increased brak- ciator illuminates.
ing efficiency. With the aircraft on the ground
and both thrust levers below 85% N1, position-
ing the SPEED BRAKE switch to EXT extends
the speedbrakes at any flap setting. The hydrau- TRIM SYSTEMS
lic restrictor valve (RK 45, 49 and subsequent)
is open under these conditions to allow for more DESCRIPTION
rapid extension of the speed brakes.
Trim in all axes is electrically operated and
controlled by switches in the cockpit.
RUDDER BOOST Roll trim is provided by roll trim tabs on the wing
trailing edge, outboard of each wing flap. Each
DESCRIPTION tab is powered by a separate electrical actuator
and is controlled by trim switches on either
The rudder boost is a fail-passive system that pro- control wheel.
portionately deflects the rudder to compensate for
asymmetrical thrust. The system is inactive when The rudder trim tab, located on the lower aft
reverse thrust is selected. portion of the rudder, is controlled by a switch on
the center pedestal.
CONTROLS The elevators do not have trim tabs. Pitch trim
RUD BOOST Switch is accomplished with the movable horizontal
stabilizer. Pitch trim is controlled by trim switches
The RUD BOOST switch on the center pedestal on either control wheel or by an emergency pitch
has ARM and OFF positions (Figure 15-6). trim switch on the center pedestal (Figure 15-7).

INDICATIONS CONTROLS AND INDICATIONS

RDR BOOST FAIL Annunciator PITCH/ROLL TRIM Switch
The RDR BST FAIL annunciator illuminates The PITCH/ROLL TRIM switch on the outboard
when any component of the rudder boost system horns of each control wheel incorporates an
fails or when the RUD BOOST switch is posi- arming button in the center and four positions
tioned to OFF. (Figure 15-7):
• Left wing down (LWD)
OPERATION • Right wing down (RWD)
When asymmetrical thrust is detected, the rudder • NOSE UP
is proportionately deflected to compensate for the
condition. The rudder boost and yaw damper use • NOSE DOWN
15 FLIGHT CONTROLS

the same rudder servo to deflect the rudder. The

rudder boost has first priority and the yaw damper NOTE
has second priority. The trim arming button is traditionally
referred to as the “hat” and the body
of the PITCH/ROLL TRIM switch is
referred to as the “barrel.”

15-8 FOR TRAINING PURPOSES ONLY Revision 1

 LEGEND

Revision 1
PC (P3) AIR

TO ENGINE
ANTI-ICE

BLEED-AIR
SOURCE

P3 BLEED-AIR
NO. 2 PRESSURE
FCC SENSORS

TO PNEUMATIC
SYSTEM
DAU B RUDDER
DAU A SERVO
TO PNEUMATIC
SYSTEM

NO. 1
RUDDER
P3 BLEED-AIR
FCC PRESSURE
SENSORS

BLEED-AIR
SOURCE

FOR TRAINING PURPOSES ONLY

PILOT
BRAKE/RUDDER
PEDALS
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Figure 15-6. Rudder Boost System

15-9
15 FLIGHT CONTROLS
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

ROLL TRIM ROLL AND RUD

TRIM SWITCH SELECTOR DISC TRIM
(PITCH AND ROLL) SWITCH SWITCH

TRIM INT AND

A/P DISENG
SWITCH

RUDDER TRIM
INDICATOR

PEDESTAL
RUDDER TRIM ROLL TRIM
SWITCH INDICATOR
PITCH TRIM EMERGENCY
PITCH TRIM SELECTOR PITCH TRIM
INDICATOR SWITCH SWITCH

Figure 15-7. Trim Systems Controls and Indications

RUD TRIM Switch ROLL & RUD TRIM Switch

The RUD TRIM switch is located on the left side The ROLL & RUD TRIM switch is a two-posi-
of the pedestal. Pushing the switch down arms tion switch located on the pedestal:
the rudder trim system and direction of trim is
accomplished by rotating the switch left or right. • NORM—Roll and rudder trim systems are
enabled.
• DISC—Disconnects roll and rudder trim
TRIM INT/AP DISENG Switch systems.
RK 1–97, RK 99–109
AP DISENG Switch RK 98, ROLL TRIM SEL Switch
110 and Subsequent (Big Red The ROLL TRIM SEL switch is a three-position
Button) switch located on the pedestal:
Momentarily pressing this switch disengages the • L—Power is removed from the right roll
autopilot and yaw damper. Power to the normal trim actuator while leaving the left roll trim
15 FLIGHT CONTROLS

trim systems is interrupted as long as this switch actuator powered.

is pressed. • BOTH—Power is available to both roll
trim actuators.
• R—Power is removed from the left roll
trim actuator while leaving the right roll
trim actuator powered.

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

PITCH TRIM Selector Switch in the flightcrew headsets if normal or emergency

pitch trim actuates continuously for longer than
The PITCH TRIM selector switch is a three-posi- 5 seconds. The takeoff out-of-trim warning horn
tion switch located on the pedestal: sounds if the thrust levers are advanced past 85%
• NORM—Allows power to be applied to N1 with pitch trim not in the T. O. trim zone as
the normal pitch trim motor. indicated on the PITCH TRIM indicator.
• DISC—Removes power from the normal Emergency PITCH TRIM is operated by the
and emergency pitch trim motors. EMER PITCH TRIM switch on the pedestal
• EMER—Removes power from the adjacent to the PITCH TRIM SELECTOR switch
normal pitch trim motor and allows (see Figure 15-7).
EMER Bus power to be applied to the
emergency pitch trim motor through the Pitch trim rate in emergency mode is approximately
EMER PITCH TRIM switch. 50% of normal rate, requiring approximately 45
seconds for travel from one extreme position to
the other extreme position.
PITCH TRIM EMER Switch
The PITCH TRIM EMER switch is a three-posi- If runaway pitch trim occurs, disconnect the pitch
tion switch spring-loaded to the center (neutral) trim by pressing and holding the A/P DISENG
position: switch on either control wheel and then positioning
the PITCH TRIM SEL switch to DISC.
• N.UP—Applies power to the emergency
pitch trim motor to trim the aircraft toward A complete pitch trim system check is provided
a noseup attitude as long as the switch is in Section 4 of the FAA-approved Airplane Flight
held in this position. Manual (AFM).
• N.DN—Applies power to the emergency
pitch trim motor to trim the aircraft toward
a nosedown attitude as long as the switch Roll Trim
is held in this position. To initiate roll trim, ensure the ROLL–RUD
TRIM DISC switch is in the NORM position and
OPERATION the ROLL TRIM SEL switch is set to BOTH.
Press and hold the PITCH/ROLL TRIM button
To initiate normal pitch or roll trim, the arm- (HAT) on either control wheel and move it to
ing button in the center of the PITCH/ LWD (left wing down) or RWD (right wing
ROLL TRIM switch must be pressed and held. down), as applicable (see Figure 15-7).

The roll trim tabs move in opposite directions, as

Pitch Trim indicated by the ROLL TRIM indicator, until the
To initiate pitch trim, ensure the trim switch is released. When operating roll trim
PITCH TRIM selector switch is in the NORM toward neutral, the first roll trim tab to reach the
position. Press and hold the PITCH/ROLL TRIM neutral point will stop until the other trim tab is in
button (HAT) on either control wheel and move the neutral position, then both trim tabs will move
it to NOSE UP or NOSE DOWN as applicable simultaneously.
(Figure 15-7).
15 FLIGHT CONTROLS

If either tab fails to actuate, or a roll trim

Two modes of operation are available: normal and runaway occurs, as indicated by the ROLL
emergency. Separate DC motors – one for each TRIM indicator, position the ROLL TRIM SEL
mode – actuate the stabilizer. switch to the operable side (L or R) to disengage
the malfunctioning actuator. Trimming can be
Normal pitch trim rate decreases by approximately continued by using with the pitch/roll trim switch.
50% at airspeeds above 250 KIAS. The trim
warning signal sounds over the cockpit speakers or

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

To disconnect roll trim press and hold the A/P NOTES

DISENG switch on either control wheel while
positioning the ROLL–RUD TRIM DISC switch
to DISC.

Rudder Trim
Rudder trim is controlled with the RUD TRIM
switch on the center pedestal (see Figure 15-7).
To operate the electrical actuator that drives
the tab, push in and rotate the switch. The
RUDDER TRIM indicator shows rudder tab
movement.

To disconnect rudder trim, press and hold the A/P

DISENG switch on either control wheel while
positioning the ROLL–RUD TRIM DISC switch
to DISC.

LIMITATIONS
For specific information on limitations, refer to
the appropriate abbreviated checklists or the
FAA-approved AFM.

EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate abbreviated
checklists or the FAA-approved AFM.
15 FLIGHT CONTROLS

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INTENTIONALLY LEFT BLANK

15 FLIGHT CONTROLS

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QUESTIONS
1. The aircraft is controlled in the lateral 5. The FLAP ASYM annunciator illuminates
axis with: when:
A. Hydraulically actuated spoilers. A. Interconnecting flap cable breakage
B. Manually actuated spoilers. occurs.
C. Hydraulically actuated ailerons. B. Inboard and outboard flap asymmetry
occurs on either wing.
D. Manually actuated ailerons.
C. Asymmetry exists between inboard flaps
or outboard flaps.
2. Normal pitch trim is accomplished:
D. Left and right wing flaps are
A. Electrically, with a switch on the pedestal. asymmetrical.
B. Electrically, with a trim switch on either
control wheel. 6. When the FLAP ASYM annunciator
C. Manually, with a trim wheel on the illuminates:
pedestal.
A. The flaps can be retracted, but cannot be
D. None of the above. extended again.
B. System operation is not affected and
3. Emergency pitch trim is accomplished: flaps can be operated as usual.
A. Electrically, with a switch on the ped- C. The flaps can be extended further (if not
estal and the same trim motor used for already at 30°) but cannot be retracted.
normal trim. D. The flaps cannot be actuated in either
B. Electrically, with a switch on the pedes- direction.
tal and a separate trim motor.
C. Manually, with a trim wheel on the 7. Rotating the control wheel with the speed-
pedestal. brakes extended causes:
D. Electrically, with the trim switch on A. The surfaces to actuate as spoilers from
either control wheel and separate trim the established point (36°).
motor.
B. Spoilers on downwing to extend
past 36°.
4. If a roll trim actuator fails, roll trim is
C. Speedbrakes to retract, and then spoilers
accomplished by:
to extend as directed.
A. Positioning the ROLL TRIM SEL switch D. Spoilers not to move.
to L or R and holding until the desired
trim is made.
8. Conditions required for lift dump operation
B. Positioning the ROLL RUD TRIM upon landing are:
switch to DISC and continuing to trim
with the pitch/roll trim switch on either A. Only that thrust levers are below
control wheel. 85% N1.
15 FLIGHT CONTROLS

C. Positioning the ROLL TRIM SEL B. Only that the aircraft is on the ground.
switch to the side of the operable actua- C. Only that flaps are at 30°.
tor and continuing to trim with the pitch/ D. That both thrust levers are below 85%
roll trim switch on either control wheel. N1 and the aircraft is on the ground.
D. Positioning the ROLL TRIM SEL switch
to BOTH and continuing to trim with the
pitch/roll trim switch on either control
wheel.

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16 AVIONICS
CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION................................................................................................................. 16-1
PITOT-STATIC SYSTEM...................................................................................................... 16-2
Description..................................................................................................................... 16-2
Pilot Pitot-Static System................................................................................................. 16-2
Copilot Pitot-Static System............................................................................................ 16-2
INSTRUMENT DISPLAY SYSTEM.................................................................................... 16-4
Description..................................................................................................................... 16-4
Primary Flight Display................................................................................................... 16-5
Display Controls............................................................................................................. 16-7
Multifunction Display..................................................................................................16-12
Control Display Unit....................................................................................................16-14
Sensor Display Unit (SDU)..........................................................................................16-16
FLIGHT MANAGEMENT SYSTEM.................................................................................16-18
Description...................................................................................................................16-18
Volume Control/Reversionary Panel............................................................................16-20
Pilot and Copilot Subpanel Controls............................................................................16-20
ATTITUDE HEADING REFERENCE SYSTEM (AHRS) [AHC-850].............................16-21
Description and Operation...........................................................................................16-21
STANDBY FLIGHT INSTRUMENTS...............................................................................16-22
Standby Airspeed Indicator..........................................................................................16-22
Standby Altimeter.........................................................................................................16-22
Standby Altitude Indicator............................................................................................16-22

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RADIO TUNING UNITS....................................................................................................16-23

AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS).....................................................16-24
Description...................................................................................................................16-24
Autopilot Panel.............................................................................................................16-24
Yaw Damper (YD)........................................................................................................16-25
Mode Select Panel (MSP)............................................................................................16-26
Rudder Boost................................................................................................................16-26
Ancillary Controls........................................................................................................16-27
ANGLE-OF-ATTACK (AOA) SYSTEM............................................................................16-29
Description...................................................................................................................16-29
Operation......................................................................................................................16-30
Stall Recognition System.............................................................................................16-31
AOA Indexer.................................................................................................................16-31
EMERGENCY LOCATOR TRANSMITTER (ELT) (OPTIONAL)..................................16-32
LIMITATIONS.....................................................................................................................16-32
Autopilot.......................................................................................................................16-32
FMS..............................................................................................................................16-32
QUESTIONS.......................................................................................................................16-35

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16 AVIONICS
ILLUSTRATIONS
Figure Title Page

16-1 Pitot-Static System Overall Diagram (Three- and Four-Tube EFIS)........................ 16-3
16-2 Three-Tube System Instrument Panel, Forward View............................................... 16-4
16-3 Four-Tube System Instrument Panel, Forward View................................................. 16-5
16-4 Primary Flight Display (PFD)................................................................................... 16-6
16-5 IAS Scale and Speed Reference Field....................................................................... 16-7
16-6 Altitude Scale............................................................................................................ 16-9
16-7 MSG Annunciator and Drift Angle Pointer............................................................ 16-12
16-8 Multifunction Display (MFD) Index Page............................................................. 16-12
16-9 MFD TFC Display.................................................................................................. 16-13
16-10 Control Display Unit (CDU).................................................................................. 16-14
16-11 Control Display Units (CDU) Screens................................................................... 16-15
16-12 Sensor Display Unit (SDU) Formats...................................................................... 16-17
16-13 Database Unit......................................................................................................... 16-20
16-14 Volume Control/Reversionary Panel...................................................................... 16-20
16-15 Pilot and Copilot Subpanel Controls...................................................................... 16-21
16-16 Standby Flight Instruments..................................................................................... 16-22
16-17 Radio Tuning Unit (RTU) Main Menu Page.......................................................... 16-23
16-18 Autopilot Control Panel.......................................................................................... 16-24
16-19 Mode Select Panel.................................................................................................. 16-26
16-20 Display Control Panel ............................................................................................ 16-27
16-21 Course Heading Panel............................................................................................ 16-27
16-22 Display Switches.................................................................................................... 16-27
16-23 Air Data Reference Panel....................................................................................... 16-28
16-24 Altitude Awareness Panel....................................................................................... 16-28

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16-25 Audio Control Panels............................................................................................. 16-28

16-26 EGPWS DISPLAY Switch/Annunciator................................................................ 16-29
16-27 Angle-of-Attack Indicator...................................................................................... 16-29
16-28 Angle-of-Attack Indexer......................................................................................... 16-29
16-29 Angle-of-Attack Self Test....................................................................................... 16-30
16-30 STALL Annunciators.............................................................................................. 16-31

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16 AVIONICS
CHAPTER 16
AVIONICS

INTRODUCTION
The Beechjet 400A/Hawker 400XP Collins Pro Line 4 system is a multisensor Flight Management
System. All installations incorporate:

• Dual AMS 5000s These display installation variations all lend

• Dual Display Control Panels (DCPs) themselves to provide enhanced presentations
• Dual Control Display Panels (CDUs) of traditional navigation information along with
flexible mapping displays and state-of-the-art,
• Dual Sensor Display Units (SDUs)
GPS-based lateral and vertical guidance.
• Dual Radio Tune Units (RTUs)
• Dual Mode Select Panels (MSPs) A global database is accessed via floppy disk
• Dual Primary Flight Displays (PFDs) updated monthly to support both enroute and
• Dual Attitude Heading Reference Systems approach operations.
(AHRSs)
• Dual Air Data Computers (ADCs), Additionally, checklists may be displayed at an
MFD for routine use, and extensive diagnostic
• Single Multifunction Display (MFD) in a
data collection of LRD fault information is
“Three-Tube” installation
available to the technician.
• Dual MFDs in a “four-tube” installation
• Single MFD with a Single Navigation
Display (ND) in the alternate “four-tube”
installation
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PITOT-STATIC SYSTEM
DESCRIPTION
The pitot-static system feeds dynamic and static There are two static ports on each side of the
pressures to an air data computer for computation fuselage: one on each side is for the pilot system,
of Mach airspeed, vertical speed, and altitude val- and the other on each side is for the copilot
ues. The air data computer generates electronic system. By having a port on each side for each
signals and sends them to the air data indicators system, they will receive a balanced static
and automatic flight control (AFC) subsystems, pressure. The pilot static system uses the upper
which include the following: left and the lower right static ports. The pilot
• Airspeed/Mach display static system, on airplanes equipped with a three
(three- and four-tube only) or four-tube electronic flight instrument system
(EFIS), provides static pressure to the left air
• Altimeter/altitude display data computer only, as the computer generates
electronic signals to operate the airspeed and
• Altitude select/alerting
altitude displays on the pilot electronic flight
• Vertical speed display display/primary flight display (EFD/PFD).
• Overspeed warning system
COPILOT PITOT-STATIC
• Autopilot/flight director SYSTEM
The pitot-static system (Figure 16-1) is divided The copilot pitot-static system consists of a
into two subsystems: pilot pitot-static and copilot pitot tube on the right forward nose section. On
pitot-static systems. airplanes equipped with a three or four-tube
EFIS, the copilot pitot system provides ram-air
The system has two pitot tubes, one for each sub- pressure to the right air data computer and the
system, and five static ports, four of which are standby airspeed indicator.
used for the two static systems. The fifth static
port, on the forward pressure bulkhead venting to The copilot static system, which uses the upper
the unpressurized nose compartment, is used for right and lower left static ports, supplies a bal-
the cabin altitude differential pressure indicator. anced static pressure to the copilot Mach/airspeed
indicator, altimeter, instantaneous vertical speed
indicator (IVSI), and an air data sensor on air-
PILOT PITOT-STATIC SYSTEM planes equipped with a two-tube EFIS. On those
The pilot pitot-static system has a pitot tube on equipped with a three- or four-tube system, the
the left side of the forward nose section, which copilot system supplies static pressure to the right
provides ram-air pressure to the left air data air data computer, a standby airspeed indicator,
computer and pilot airspeed indicator. On the and a standby altimeter.
three- or four-tube system, there is a left and
right air data computer (one for each pilot-static
system). On these airplanes the pilot pitot system
provides ram air to the left air data computer only,
and the computer generates electronic signals to
operate the pilot airspeed indicator.

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16 AVIONICS
E
LEGEND
PILOT PITOT LINE
PILOT STATIC LINE
COPILOT PITOT LINE
COPILOT STATIC LINE
OTHER D

E E B
AIR DATA AIR DATA C A
COMPUTER NO. 1 COMPUTER NO. 2

PITOT TUBE

PITOT DRAIN
FRONT PRESSURE
BULKHEAD STATIC DRAIN

MACH CABIN C
STBY DIFF
A/S
ALT PRES
IND STATIC
IND
PORT

STATIC PORT

Figure 16-1. Pitot-Static System Overall Diagram (Three- and Four-Tube EFIS)

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INSTRUMENT DISPLAY The three-tube EFIS display includes the follow-

ing (Figure 16-2):
SYSTEM • Two primary flight displays (PFD-871)
• One multifunction display (MFD-871)
DESCRIPTION
• Two control display units (CDU-851)
The instrument display system (IDS) is made
up of large cathode-ray tubes (CRTs) (PFDs) • Two sensor display units (SDU-640A)
and (MFD), and two smaller CRTs called sensor
display units (SDUs). These displays, used The optional four-tube EFIS display (Figure
together, form the electronic flight instrument 16-3) includes the same as listed above for the
system (EFIS). The cockpit EFIS displays and three-tube system plus an additional tube on the
controls vary, depending on whether the three-tube right side of the instrument panel and a second
display, or optional four-tube display is installed. multifunction display (MFD).

ARP MFD ARP

NO. 1 NO. 1 NO. 2
PFD PFD
NO. 1 NO. 2

SDU SDU
NO. 1 NO. 2

AAP AAP
NO. 1 NO. 2

CLOCK CLOCK
NO. 1 NO. 2
(BEECH) (BEECH)

CDU CDU
NO. 1 NO. 2

MSP MSP
NO. 1 NO. 2

APP
CHP

RTU RTU
NO. 1 NO. 2

Figure 16-2. Three-Tube System Instrument Panel, Forward View

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16 AVIONICS
PRIMARY FLIGHT DISPLAY • Radio altitude is displayed any time the air-
craft is under 2,500 feet AGL.
The three- and four-tube systems are equipped
with dual PFDs. The PFD combines the display • There are no OFF flags. If a glide-slope or
functions of the “Basic-T” flight instrument course signal is not received, the pointer
arrangement into a single integrated presenta- does not appear.
tion (Figure 16-4). The PFD displays attitude, • If any data source fails, both the pointer and
flight director, airspeed, altitude, vertical speed, the scale disappear and a warning appears.
heading, navigation, and mode information. The
following features provide more information and • If the PFD fails, the entire display can be
make it easier to interpret: moved to the MFD by selecting the PFD
annunciator switch to the REV mode.

ARP MFD MFD ARP

NO. 1 NO. 1 NO. 2 NO. 2

PFD PFD
NO. 1 NO. 2

SDU SDU
NO. 1 NO. 2

AAP AAP
NO. 1 NO. 2

CLOCK CLOCK
NO. 1 NO. 2
(BEECH) (BEECH)

CDU CDU
NO. 1 NO. 2

MSP MSP
NO. 1 NO. 2

APP
CHP

RTU RTU
NO. 1 NO. 2

Figure 16-3. Four-Tube System Instrument Panel, Forward View

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Figure 16-4. Primary Flight Display (PFD)

The attitude director indicator (ADI), slip/skid display. All other symbols on the display remain
indicator, flight director (FD) steering command functional. If the condition continues, the display
bars, FSC mode annunciation, AP engage shuts down. As the unit cools down, it comes
annunciation, mistrim annunciation, glide-slope back on line.
(GS) deviation, and marker beacon appear at the
top of the PFD.
PFD Annunciations
Overtemperature Warning Flight control system modes are annunciated in
the upper left area of the PFD above the attitude
The PFD ND (four-tube system) and MFD each display. Active modes are displayed in green and
are air-cooled. If a display experiences a cooling annunciate to the left of the divider line. Armed
fault, the internal temperature monitor detects modes are displayed in white and annunciate
the approaching thermal cutoff, and the affected to the right of the divider line. AP annunciates
unit displays a red boxed DISPLAY TEMP, which (upper left corner of blue raster) in green when
flashes for 10 seconds before becoming steady. To the autopilot is engaged and flashes in yellow
prolong the display, the sky/ground raster (blue/ when the autopilot disengages until the autopilot
brown background) is removed from the attitude disengage button is pressed.

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The marker beacon status is annunciated by a
boxed blue OM for outer marker, a boxed yellow
MM for middle marker, or an empty box for inner
marker. This is displayed in the upper right area
of the PFD above the attitude display.

Mistrim annunciation is given if any autopilot

servo continuously maintains more than a prede-
termined torque value. The mistrim message for
each axis is displayed as a boxed yellow annun-
ciation on the EFD as follows: IAS SCALE

• E—Pitch axis
• A—Roll axis
• R—Yaw axis
V2 BUG VALUE

DISPLAY CONTROLS SPEED

REFERENCE
VR BUG VALUE
V1 BUG VALUE
(BUG) TABLE
The display brightness (BRT) control, upper left IAS BUG VALUE
corner of each display, is used in conjunction with
the DSPLY DIM control, located beneath the PFD Figure 16-5. IAS Scale and Speed
(three- and four-tube systems), to adjust the dis- Reference Field
play brightness. With the BRT and DSPLY DIM
controls in the midrange position, adjust the BRT
control so that the display is just visible. Further the attitude heading computer) and replaces the
brightness adjustments should be made with the traditional glass-tube inclinometer.
DSPLY DIM control (Figure 16-5).
FD Steering Command Bars
Attitude Director Indicator (ADI) Integrated V-bars are displayed whenever a flight
This portion of the EFD shows airplane attitude, guidance mode is selected on the mode select
flight director steering commands, autopilot panel (MSP). The V-bars operate from the apex
status, mode, and marker beacon annunciations. of the airplane symbol to indicate computed pitch
and roll flight director steering commands.
In the event of either pitch or roll input failure, all
attitude information is removed from the display,
and the ATT flag is displayed to indicate loss of
Airspeed
valid signals. The red ATT flag flashes for ten This portion of the PFD displays current indi-
seconds and then becomes steady. cated airspeed (IAS), current Mach, IAS bugs,
IAS trend vector, and low/high speed cues to the
During unusual attitudes, the display is cleared left of the attitude display.
of everything except heading and autopilot disen-
gage annunciations.
IAS
The indicated airspeed scale is a vertical moving
Slip/Skid Indicator tape display (Figure 16-5). The display window is
The slip/skid indicator is a white rectangular- 80 knots. The IAS scale contains a line marking
shaped symbol just below the roll pointer. It every 10 knots and a numeric label every 20
rotates with roll angle as part of the roll pointer knots. If airspeed data becomes invalid, the scale
and moves laterally with respect to the base of the is replaced with a red IAS annunciator. The IAS
roll pointer to show slips or skids. This indicator pointer is a yellow, stationary triangle and is
is driven by lateral body accelerations (sensed in displayed at the center of the IAS window.

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The IAS trend vector is a magenta line that extends IAS Bug
from the IAS pointer to predict future airspeeds.
This magenta notched-box symbol is the IAS ref-
The head of the trend vector aligns with the IAS
erence marker. The IAS bug is always displayed.
scale to predict what the airspeed will be in 10
Bugs operate independently between pilot and
seconds if the present acceleration is maintained.
copilot PFDs.
The trend vector extends up when accelerating
and down when decelerating. The trend vector is
not displayed when the airplane is on the ground. V1 Takeoff Decision Speed
This speed is shown on the airspeed scale by a “1”
Mach placed to the right of the scale at the correspond-
ing airspeed.
The current Mach is automatically displayed at
the top of the IAS scale with an M label as Mach VR Rotate Airspeed
.45 is reached. This display is removed when the
Mach decreases below 0.40. The speed value is This speed is shown on the airspeed scale by an
replaced with red dashes if it becomes invalid. “R” placed to the right of the scale at the corre-
sponding airspeed.
Overspeed Cue
V2 Takeoff Safety Speed
The overspeed cue is a red and black checkered
bar, which moves up or down the IAS scale to This speed is shown on the airspeed scale by a “2”
indicate the maximum operating airspeed for placed to the right of the scale at the correspond-
current flight conditions. ing airspeed.

An overspeed condition is additionally indicated Speed Reference Field

by an aural warning that cannot be cancelled
unless the overspeed condition is no longer the The speed reference field provides a digital read-
case. out for setting the speed bug. Air data select panels
above each of the PFDs provide the controls that
are used to set the airspeed references. Press the
1.3 VS and Low-Speed Cue VSPDS button to sequentially display each of the
The 1.3 VS green line and a low-speed cue four available speed bugs. The selected bug and
are displayed on the airspeed scale to indicate its value are underlined. Rotation of the IAS ref-
impending stall speed. These indications do not erence knob changes the reference speed. The
replace the stall warning system but provide a speed bugs can be set on the ground or in flight.
visual indication of approaching stall conditions. The V1, VR, and V2 speed bugs are synchronized
Both displays are calculated by use of angle-of- and only need setting on one side to display on
attack data. both pilot and copilot PFDs.

The 1.3 VS green line indicates 1.3 times the

computed stall speed. This approximates that
Altitude
speed used for landing approach speed. The 1.3 This portion of the PFD displays barometric
VS line does not display when the aircraft is corrected altitude, preselected altitude, analog
on the ground. In a default condition, the green radio altitude, and analog decision altitude
line is replaced by a yellow vertical bar, which (Figure 16-6).
indicates 120 KIAS.

The low-speed cue is a red and black checkered Barometric Altitude Display
bar, which descends from the computed stall The present barometric corrected altitude is the
speed value to the bottom of the IAS window. The summation of the numeric thousands readout
default value is 80 KIAS. The low-speed cue is and the hundreds moving tape indication at the
not displayed when the aircraft is on the ground. window. If the barometric altitude is negative,
NEG annunciates in yellow on the thousands

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Preselect Altitude Bug
This four-line marker displays on the coarse and/
or fine scale to indicate the preselected altitude
value. This value is also displayed in the preselect
altitude display above the altitude scale.
DECISION
HEIGHT BAR
The preselect altitude display and bug both
RADIO change colors and/or flash as the FCS performs
ALTITUDE
BAR an altitude capture. These displays are normally
magenta. Both displays flash magenta when the
aircraft approaches the preselected altitude and
then become steady again at altitude capture.
After capture the bug flashes magenta only for
Figure 16-6. Altitude Scale minor altitude deviations of 100 feet. The bug
and the numeric displays both flash yellow for
barometric scale. If the barometric altitude data major altitude deviations of 200 feet, and an aural
becomes invalid, the altitude displays are replaced alert is activated. The displays become cyan while
with a red ALT annunciation. being adjusted if the left and right preselect val-
ues do not track with each other.
The altitude readout is displayed by a fine and
course scale. The fine scale is a vertical mov-
ing tape display. The display window will cover Radio Altitude
450 feet of altitude. The scale incorporates a line The green numeric display appears at the bottom
marking every 20 feet and a numeric label every of the ADI as the aircraft descends through 2,500
100 feet. The scale moves down for increasing feet. If radio altitude data becomes invalid, this
altitude. The course barometric scale is a non- display is replaced with a red RA annunciation.
numbered vertical moving tape display that is
provided to help visualize preselected altitude
captures. The large rectangles on the scale rep-
Analog Bar
resent 1,000-foot altitude increments. The scale Analog radio altitude is displayed on the baro-
moves down for increasing altitude. metric altitude tape with a double-stroked brown
ground reference bar. The ground reference bar is
positioned against a 1,100-foot scale. At zero feet
Barometric Pressure Display radio altitude, the ground reference bar aligns
Barometric pressure corrected is numerically dis- with the center of the barometric altitude window.
played in either inches of mercury or HPA. The
correction value and format are set by the on-side Decision Height
air data select panel. The display flashes during an
FL 180 alert. To cancel the alert, move the baro- The selected decision height is numerically dis-
metric correction knob or press the STD button, played with a DH label at the top of the PFD. The
which will select the STD barometric pressure decision height value is selected for display and
correction to 29.92 inches Hg or 1013 HPA. set by the altitude awareness panel (AAP). This
value is replaced with red dashes if the decision
becomes invalid. The DH alert near the center of
Preselect Altitude Display the display annunciates in yellow when the air-
The preselect altitude is numerically displayed craft is at or below the decision height, and an
in magenta above the barometric altitude scales. aural alert is activated.
The value is set by either the pilot or copilot air
data select panel. Selection of a new altitude
automatically arms the flight director altitude
capture function (ALTS in white).

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Analog Bar Horizontal Situation

A cyan bar extends from the top of the brown Indicator (HSI)
ground reference bar to indicate decision height. The HSI is displayed as a compass arc on the lower
The DH value is the bar length read against the portion of the EFD. This compass arc displays a
1,100-foot scale. 200° section of the full compass rose.

Vertical Speed The full 360° compass rose is displayed on the

MFD when the HSI format is selected. The HSI
The white semicircular VS scale consists of non- display on the PFD consists of the compass arc,
linear markings to increment vertical speeds aircraft heading, active course, selected bearing,
between ±4,000 feet per minute. Vertical speed selected heading, temperature, drift angle, and
is indicated by a green pointer on the scale and system message annunciation.
a digital display in the center of the scale, which
can read as much as ±15.0 (15,000 FPM). If the
vertical speed data becomes invalid, this display Course Displays
is replaced with a red V/S annunciation. Two alphanumeric course displays are presented
near the upper-left corner of the compass arc.
These displays show active course parameters.
MDA/RPT The active course is determined by which NAV
Either minimum decision altitude or reporting source is selected as active on the control display
altitude may be numerically displayed on the unit (CDU). The course is calculated by the
top-center of the screen. MDA/RPT selection and flight management system (FMS) or selected by
setting are controlled by the on-side AAP. the CRS knob or direct-to switch on the course
heading panel (CHP).
A yellow MDA alert flashes at the minimum deci-
sion altitude, and an aural alert is sounded. An The top course display is a numerical course
RPT alert is displayed by the digits flashing when and distance readout under the left lower corner
the reporting altitude is reached, and an aural of the attitude display. The CRS readout shows
alert is activated. the active course through the selected navaid
station or the next waypoint also indicated by the
MDA Pointer course pointer. The NM distance readout shows
the distance to the tuned navaid or to the next
A cyan pointer indicates the selected MDA on waypoint. The NM distance label is replaced with
the fine barometric scale. This displays when the an “H” if the VOR is the active NAV source and
MDA is selected on the air data select panel and the DME is in the DME-hold mode. The NM
flashes during an MDA alert. label is replaced with dashes or blanked if valid
data is not available.
Temperature Display The lower course display annunciates the active
The green temperature display on the lower-left NAV source and the station ident of the selected
corner indicates the ram-air temperature (RAT), navaid station or the next waypoint. If FMS is the
static air temperature (SAT), or ISA deviation. active source, the FMS navigator mode AUTO
The displayed temperature is selected by the on- LEG, MAN LEG, or SEL CRS and DR (if FMS is
side air data select panel and is repeated on the in dead reckoning) /VLF (if selected) also annun-
MFD status line. Default value is RAT. ciate. If the selected NAV source fails, the source
annunciation becomes boxed and turns red.

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TO/FROM Symbol Heading Bug/Heading Display
A triangle symbol indicates TO or FROM. This The heading bug symbol, in the HSI, indicates a
symbol rotates as a part of the course pointer and selected heading. The heading bug is controlled
points toward the tuned station or next waypoint. by the HDG knob on the course heading panel
(CHP). When the bug is positioned outside of the
Lateral Deviation Bar 200° arc, a magenta dashed line extends from the
airplane symbol to provide angular indication of
The lateral deviation bar is the center portion of the heading bug. The heading display is arranged
the course pointer. This bar moves left or right numerically to indicate the selected position of the
from the pointer head and tail to indicate lat- heading bug on the compass rose. This numerical
eral deviations from the active NAV course. The display is located under the lower right corner of
amount of deviation is read against a deviation the attitude display.
scale. The bar aligns with the head and tail to
form a complete pointer when the airplane is on
course. The lateral deviation scale consists of four Message Annunciator
dots, which are displayed perpendicular to the MSG appears in cyan to the left of the compass when
course pointer. Two dots are displayed on either an unread system message exists (Figure 16-7).
side of the airplane symbol. In the FMS modes,
distance labels are displayed by the outer dots. Drift Angle Pointer
A small green circle, which rotates around the
GS Deviation periphery of the compass, is used to depict the
The glide-slope deviation display automatically airplane drift angle (Figure 16-7). The angle
appears when LOC is selected and a localizer between the compass lubber symbol and the drift
frequency is tuned. When making a back-course angle pointer represents the actual drift angle of
approach, this display is removed. If deviation the airplane.
data becomes invalid, this display is replaced with
a red GS annunciation.

Deviation above or below the glidepath is indi-

cated by the position of a green diamond-shaped
pointer relative to the deviation scale. The scale
consists of two dots above and two dots below
glidepath.

Bearing Pointers
Two bearing pointers may be selected for display.
This selection is made on the CDU. One pointer
is a single bar which shows a V-head point or a
reciprocal tail. The other pointer is a dual bar,
which shows a V-head point or reciprocal tail.
Each pointer indicates either the bearing to a
selected navaid station or the next FMS waypoint.
The bearing pointers’ NAV source selected to
drive each pointer is annunciated to the left of the
HSI under message (MSG). If the selected source
fails, the source annunciation becomes boxed and
turns red.

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BRT
KNOB
RADAR
MODE
LINE

LINE
KEY

MFD
MODE
LINE

Figure 16-8. Multifunction Display

(MFD) Index Page

Normal and Abnormal Checklists

MESSAGE DRIFT ANGLE
ANNUNCIATOR POINTER To display Normal, Abnormal, or Emergency
checklists, depress the respective line key
Figure 16-7. M
 SG Annunciator and adjacent to the corresponding label on the MFD
Drift Angle Pointer index screen.

MULTIFUNCTION DISPLAY Normal and Abnormal checklists require

acknowledgement as stated on the MFD screen
As its name indicates, the MFD can display many before the selection is presented for use.
different functions to assist the pilot in performing
certain operations in an organized and efficient Line advance and page advance are accom­
manner (Figure 16-8). plished by either discreet pushbuttons of either
control yoke or by appropriate line keys on the
The MFD has six line-keys on the left bezel, six MFD bezel. SKP (skip) and RCL (recall) func­
line-keys on the right bezel, and six line-keys on tions are only available at the MFD bezel keys.
the bottom bezel to select the display or function
desired. To display any item, depress the line-key Emergency Checklist
on the bezel adjacent to the corresponding label
on the MFD index. Some line-keys will have The checklist function is always available to the
nothing adjacent to them on the screen, which user regardless of MFD display via the always-
means they have no function in that display. present EMG key. SKP (skip) and RCL (recall)
functions are not applicable to the emergency
checklists.
MFD IDX Key
From the MFD IDX (index) key (lower left), the
MFD displays the following:

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Crew Notes TRAFFIC DETAIL:
VS ARROW
Crew Notes serves at the descretion of the opera- (IF VS>500 FPM)
tor. When created or edited using a “Utilities”
disk supplied by Collins, specialized checklists
or other MFD-displayed utility functions are
available (i.e., FBO contact information, com- INTRUDER
SYMBOL ALT DATA
pany-peculiar procedures, etc.) (REL/ABS ALTITUDE
X 100 FEET)
PLAN LEGEND
RA TRAFFIC
Planning Map TA TRAFFIC
PROXIMATE TRAFFIC
The planning map is a north-up map displaying OTHER TRAFFIC
map data relevant to the flight plan and selected
database date points. Activated by pressing the Figure 16-9. MFD TFC Display
PLN key at the bottom of the MFD, present posi-
tion is depicted by a small aircraft symbol moving MAINTENANCE
along an otherwise fixed map. Planning map cen-
ter is selected at the CDU after depressing the When selected, specific LRU-related mainte-
MFD ADV pushbutton. Range is selected at the nance fault codes may be extracted following an
CDU range knob to 10, 25, 50, 100, 200, 300, or avionics malfunction. This function is primarily
600 NM radius. intended for maintenance personnel (LRU DIAG-
NOSTIC DATA-OR-FAULT HISTORY).
Map
Present Position Map
HSI
The present position map, as stated, is specifi- Depressing this discreet key displays a full-screen
cally intended to provide position information on 360° HSI on the MFD.
a moving-map presentation. Activated by press-
ing the MAP key on the respective MFD, detail FCC DIAG
of the map is selected at the respective CDU via
the MFD MENU key. An airplane symbol, fixed Pressing this key allows the user to perform
to the center of the display, moves along the map. a flight control (autopilot) diagnostic routine
Range is selected at the CDU range knob to 5, 10, through a rather complex keystroke pattern that
25, 50, 100, 200, or 300 NM radius. yields detailed operational status information for
the technician.

TFC
MFD Data and MFD Menu Key
Pressing the MFD TFC key results in an MFD dis- on the CDU
play of TCAS information (Figure 16-9). Specific
display modes are selectable at both right and left (The following appears on the CDU screen as
MFD line select keys to specify Above/Below MFD display options.)
targets and altitude display of either relative or
absolute reference. Traffic alert (TA) or resolution FLT Plan Progress
advisory (RA) is selected at the RTU transponder
submenu. Displays distance, ETA information for the active
flight plan.

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NAVIGATION STATUS
Displays the status of the navigator with regard
to sensors being used, statistical error, ALT, ETA,
ETE, WIND,VAR, TK, XTK, JAS, and TAS.

POSITION SUMMARY
Displays current position in terms of latitude/
longitude and how that derived FMS position
compares with the discreet sensors.

VOR STATUS
Displays the status of VOR DME sensors
installed, what frequencies are tuned, and the
resultant radial, distance, and nav identifiers.

LRN STATUS
Displays the status of the GPS receiver(s)
installed, what satellites are in use, and the statis- Figure 16-10. Control Display Unit (CDU)
tical accuracy that array is providing.

SEC FLIGHT PLAN Keyboard Details

If a secondary flight plan were entered, this would • Line Select Keys—Six keys on each side
display that plan while not disturbing the opera- of the CDU display screen serve a multi-
tions of the active flight plan. tude of functions as defined by the current
screen display. Not all keys have a function
on a given screen.
CONTROL DISPLAY UNIT • MSG (Message) Key—To display a new
The CDU is the control for the PFD, MFD, FMS, or old message as prompted by a PFD or
and radar. It also provides an additional access CDU “MSG” prompt, press this key to dis-
point to radio frequencies management (other play the entire message in the lower region
than the RTU). It uses a combination of displayed of the CDU (Figure 16-11).
menus, line-keys, telephone-style keypad and • IDX (Index) Key—This key presents the
control knobs, and remote dedicated control keys. CDU index of basic functions, not to be
confused with the IDX key at the bottom
Both three and four-tube systems incorporate of the MFD (Figure 16-11).
dual CDUs, which may be operated simultane-
ously (SYNC) or independently (SPLIT). The • FPL (Flight Plan) Key—The flight plan
pilot may change or edit the flight plan while key presents the basic origin and destina-
the copilot changes radio frequencies (Figure tion information. Fundamental waypoint
16-10). Neither CDU has priority. If both CDUs entry is available at this page as well as
tune the same radio, the most recent change will Airway and Jet Route access.
prevail. However, some functions cannot be exe- • LEGS Key—Legs pages present ALL the
cuted simultaneously. Both CDUs cannot edit the pertinent waypoint definitions for a given
flight plan, route, or access the disk drive at the flight plan. Leg lengths, altitude restric-
same time. tions, VNAV angles data appear here
(Figure 16-11).

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INDEX FLT PLAN

LEGS DEP/ARR

PERF TUNE

MFD MENU MFD ADV

DIR TO

Figure 16-11. Control Display Units (CDU) Screens

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• DEP/ARR (Departure/Arrival) Key— down or to delete a single character with

Pushing this key gains access to the individual keystrokes.
Departure/Arrival menus pertinent to the
FPL Departure and Destination (Figure • BRT/DIM—For purposes of CDU display
16-11). brightness adjustment, the first stroke will
dim the screen and the next stroke will
• PERF (Performance) Key—Accesses the brighten the screen. This is a single push-
performance initialization edit page (see button, not a rocker switch.
Figure 16-11).
• N, S, E, W (Boxed) keys—The alpha keys
• EXE (Execute) Key—At the discretion of that are boxed serve to highlight the North,
the user, any edit to a flight plan must be South, East, West function of these keys
“Executed” to be saved. Prior to execution, during latitude/longitude data entry.
whatever change or addition is merely pro-
posed and is not active. SENSOR DISPLAY UNIT (SDU)
• TUN (Tune) Key—TUN refers to radio The SDU-640A sensor display units are identical
turning. NAV, COM, ADF, XPNDR, and high-resolution, monochrome CRTs that replace
Auto/Man tuning is accessed via this key conventional RMIs. The SDUs incorporate
(Figure 16-11). three selectable formats: RMI, VOR, and DME
• MFD MENU Key—Presents a menu of (Figure 16-12).
display options for the MFD (see Figure
16-11) (refer to MFD INX key).
VOR
• MFD ADV (Advance) Key—This CDU When VOR is selected by the FORMAT knob, the
page is used to manipulate the MFD Plan- display is that of an HSI. Bearing pointers are not
ning Map center orientation (see Figure displayed in this format. A fixed airplane symbol
16-11). pointing toward the lubber line is displayed in the
• MFD DATA Key—This CDU page pres- center of the compass rose.
ents numerous MFD data pages for display
as selected at the CDU (see Figure 16-11). The LOWER LEFT knob in this format becomes
the HEADING SELECT knob. It is identified on
• DIR (Direct to) Key—The direct key pres- the display by HDG and controls the movement
ents a “Direct To” CDU page providing of the heading bug. The LOWER RIGHT knob is
various direct-to functions (present-posi- the course selector and is identified on the display
tion direct to existing waypoint or new by CRS. In the event of an AHRS failure, the CRS
waypoint, p-p direct via a selected course) annunciator is replaced by OBS.
(Figure 16-11).
• PREV (Previous) Key—Serves the equiv- A wedge-shaped symbol indicates TO/FROM
alent of a “Back” page function when information. The symbol rotates with the course
viewing multiple CDU pages. pointer and points toward the tuned VOR station.
The indicator changes direction when the course
• NEXT Key—Serves the equivalent of differs from the selected VOR radial by more
“Next” page function when viewing mul- than 90°.
tiple CDU pages.
• CLR/DEL (Clear/Delete) Key—Serves to When the displayed NAV receiver is tuned to a
clear the entire scratchpad contents if held VOR, a deviation bar and scale are displayed.
The degree of deviation is read on a scale of four

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DME
TO/FROM SNGLE-BAR
DISTANCE BEARING
SYMBOL
DISPLAY POINTER
DUAL-BAR
FORMAT DME HOLD FORMAT BEARING NO. 2 DME
ANNUNCIATOR ANNUNCIATOR ANNUNCIATOR POINTER DATA
COLUMN

NO. 1
DME DATA
COLUMN

INDENT/FREQ

DISTANCE

VOR DME
SELECTED COURSE SINGLE-BAR DUAL-BAR
LATERAL COURSE SELECT BEARING BEARING
DEV SCALE POINTER KNOB POINTER POINTER
SOURCE SOURCE
KNOB KNOB

DUAL-BAR FORMAT
BEARING LUBBER KNOB
SELECTED SELECTED
LATERAL POINTER LINE TURN
HEADING COURSE
DEV BAR BRT KNOB INDICATOR
BUG POINTER

AIRPLANE
SYMBOL
COMPASS
DISPLAY
GS DEV
DISPLAY
OR B/C

MARKER
BEACON
ANNUNCIATOR

LOC HEADING KNOB RMI SINGLE-BAR DUAL-BAR

COURSE KNOB
ANNUNCIATOR ANNUNCIATOR BEARING BEARING
POINTER POINTER
HEADING SELECTED COURSE SOURCE SOURCE
SELECT KNOB DISPLAY ANNUNCIATOR ANNUNCIATOR

Figure 16-12. Sensor Display Unit (SDU) Formats

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dots: each dot equals 5° of deviation. When the The LOWER LEFT knob selects the navigation
displayed NAV receiver is tuned to an LOC, the source that drives the single-pointer display.
degree of deviation is read on a scale of four The single-pointer symbol is displayed near the
dots, and the sensitivity depends upon the actual knob with the selected navigation source above it
localizer installation. Also, when in LOC, a (VOR1, ADF, or FMS).
glide-slope pointer and scale are shown on the
right side of the display. The LOWER RIGHT knob selects the naviga-
tion source that drives the dual-pointer display.
In a backcourse situation the, glide-slope pointer The dual-pointer symbol is displayed near the
and scale are removed and replaced with a knob with the selected navigation source above
vertical B/C symbol. Marker beacon information it (VOR2, ADF, or FMS). If a localizer is tuned
is indicated in the lower left corner of the display while a VOR bearing is displayed, LOC 1 (single-
by a boxed O for the outer marker, a boxed M pointer) or LOC 2 (dual-pointer) is displayed, and
for the middle marker, and an empty box for the the respective pointer is removed.
inner marker.
Loss of Data
DME If the selected source data is lost, the corresponding
When the DME format is selected, DME appears bearing pointer or CDI is removed. In the DME
in the upper center of the compass rose with two mode, the ident/frequency and distance lines
columns underneath labeled “1” and “2” (left and change to dashes.
right). This data is digitally displayed; the ident/
frequency and slant range distance data of each
DME is shown in the center of the display (see FLIGHT MANAGEMENT
Figure 16-12). DME is also displayed above the SYSTEM
left index mark. When the bearing pointers are
selected, they are only partially displayed because
of the center DME data display. DESCRIPTION
The FMS is an integrated navigation system
The lower left and lower right knobs control the that provides worldwide point-to-point and
navigation source and display of the single-bar great-circle navigation. The system uses a
and dual-bar pointers, respectively. combination of multiplex DME, VOR/DME, and
global positioning system (GPS) information. It
RMI contains a database of information appropriate
for enroute, terminal, and approach operations.
When the RMI format is selected by the FORMAT When operating normally, the system scans for
knob (upper right corner of bezel), a full-screen DME signals based upon its presumed present
RMI is displayed (see Figure 16-12). The display position. Both DME transceivers are multiplexed
is a 360° compass with letters at the cardinal over a maximum of six DMEs (Rho-Rho) to
points and numbers at 30° intervals. Additional compliment the GPS position information. As
index marks are located outside the compass rose, DME signals are received, their identifiers are
45° to either side of the lubber line. decoded for station verification. When less than
three DMEs are available, VOR/DME (Rho-
The format is selected by rotation of the FORMAT Theta), is used as necessary to produce the most
knob. The selected format is annunciated above accurate fix possible.
the index mark. A circular arrow above the index
mark indicates the direction to turn the FORMAT The pilot enters the origin, destination, and
knob to select a different format. intermediate waypoints as necessary to define the
desired route.

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The FMS performs the following tasks: The second type of initialization is cold start. If
the power has been off for more than 7.5 minutes,
• Navigates a great-circle route between a cold start is necessary. Cold starts include the
departure and destination, using names or following:
identifiers to define the route.
• System self-test
• Continuously observes present latitude and
longitude. • Database expiration date check
• Continuously observes present position • Position verification
relative to waypoints and navaids on mov-
ing map displays. • Flight plan edit in progress canceled

• Stores up to 100 flight plans (referred to as • Route load in progress canceled

“Routes”). • Scratchpad cleared
• Stores up to 1,000 pilot-defined waypoints. • Disabled database navaids enabled
• Defines a direct course from present posi- • System messages cleared
tion to any named waypoint.
• Radar to STBY
• Defines a selected course through a named
waypoint. • All other conditions return unchanged
• Updates the flight plan at any time. The third type of initialization is warm start. A
• Tunes any VOR using the identifier. warm start is allowed if the power was off for
less than 7.5 minutes. Everything returns to the
• Integrates weather radar and navigation previous condition.
displays.
Following power-on initialization of the CDU(s),
• Provides menu selected SIDs, STARs, and the FMS must be initialized. To initialize the
instrument approaches, including applica- FMS, depress the line-key next to POS INIT on
ble missed approach procedures. either CDU.
Before departure, the pilot verifies the present
position and enters the flight plan. If the flight Database Unit
plan has been previously stored as a route, it
can be recalled from the route library. The FMS The database unit (DBU) is a 3.5-inch diskette
memory retains the last flight plan used. reader unit for data storage (Figure 16-13). The
FMS checks the date of the database each time
If waypoints are to be entered, they can be entered it is initialized. If the data is about to expire or
by the LAT/LON, navaid identifier, waypoint has expired, a message appears on the CDU
name, or by selection from a DEP/ARR menu. initialization menu. The new database diskette(s)
should be inserted in the DBU upon expiration
The FMS must be initialized each time it is placed of the present data base. After the diskette(s) has
in use. There are three types of initialization of been read and the database updated, the diskette(s)
the system. should be removed and stored.

The first is factory start. The first time the FMS is NOTE
used, there is nothing in the memory. The database Optional database delivery is available
must be loaded, and all menu-selected options are via customer-supplied personal com-
off. This type of initialization can also occur after puter, or portable media and data port.
maintenance on the flight management computer.

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VOLUME CONTROL/
REVERSIONARY PANEL
The volume control/reversionary switch panel is
on the center pedestal (Figure 16-14). The panel
selects RTU reversion functions, radio remote
tune disable, marker beacon sensitivity, the active
transponder, and individual audio levels.

For an explanation of the panel switches and their

functions, refer to the Beechjet 400A/Hawker
400XP POM, Section 3.

PILOT AND COPILOT

SUBPANEL CONTROLS
The pilot subpanel of miscellaneous controls
Figure 16-13. Database Unit includes (Figure 16-15):
• FAST SLAVE for abnormal heading
To insert the diskette in the DBU: operations
1. The DBU is on the partition behind the • AHRS BAT TEST (see AFM “Preflight
pilot seat. Operations”)
2. Locate the disk drive. • FL 180 DSABL/ENABL to advise crew of
passing the transition altitude
3. Insert the new diskette(s).
• DSPLY DIM to control all left side
4. Press the line-key next to UPDATE DATA CRT brightness
BASE on the CDU. The copilot subpanel of miscellaneous controls
5. Press the line-key next to FLT-DATA. include:
NA (North America) or FLT-DATA.NAN • FAST SLAVE (functions same as for pilot
(North America Not). side)
6. Insert successive disks as prompted. • FL 180 DSABL–ENABL (functions same
Updating the database takes approxi- as for pilot side)
mately 45 minutes.
• DSPLY DIM (controls all right
7. After the update is complete, a list of side CRT brightness)
changed waypoints that are used in stored
flight plan routes, and a list of those routes,
are displayed. To continue, press the line- ATTITUDE HEADING
key next to CONTINUE. To inspect any REFERENCE SYSTEM
changed waypoint, press the line-key next
to that waypoint. (AHRS) [AHC-850]

Figure 16-14. Volume Control/Reversionary Panel

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PILOT COPILOT
Figure 16-15. Pilot and Copilot Subpanel Controls

DESCRIPTION AND Initialization

OPERATION The system aligns to the local vertical reference
The AHRS consists of an attitude heading com- and slaves to magnetic north within 70 seconds
puter and a flux detector unit. after power application without any pilot action.

Computer Failure Modes

The attitude heading computer provides the roll, Failures cause outputs to be flagged as invalid or
pitch, and stabilized magnetic heading data for the cause the output to stop transmitting. Flux detec-
displays and the autopilot. Instead of the traditional tor or interface failures flag the heading but will
high-speed gyros and synchrotransmitters, the not affect attitude.
computer uses relatively slow turning rotors with
piezoelectric transducers. Aircraft roll and pitch Reversion
movements cause the motion detectors to exert
gyroscopic forces on the transducers. The primary data source for the EFD/PFD is
selected by the display switches adjacent to the
The transducers convert these forces to volt- PFDs (three and four-tube systems). The AHRS
ages. The computer continuously sums the reversion switch has a “1” and “2” under the label
voltages to produce current attitude informa- on the face of the switch. Pushing the switch
tion. Magnetic heading inputs come from flux alternately selects No. 1 and No. 2 AHRS as
detectors in each wingtip. the source of the display data. For the pilot side
display, No. 1 is considered as the on-side source,
while selecting No. 2 is considered as the cross-
side source. If the on-side AHRS fails, the EFD
or either PFD can display information provided
by the cross-side AHRS.

A solid-state AHC-3000A is utilized for attitude

and heading reference in RK 557 and subsequent.

Previously described operations remain

unchanged.

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STANDBY FLIGHT STANDBY ALTIMETER

INSTRUMENTS The standby altimeter is also a two-inch mechani-
cal direct-reading indicator incorporating three
The standby flight instrument system consists of drums and a pointer. Aircraft 28-VDC electrical
(Figure 16-16): system power or 24-VDC standby battery power
is provided for illumination and for an internal
• Standby airspeed indicator instrument vibrator (VIB circuit breaker). The
• Standby altimeter copilot static system supplies static pressure to
this indicator.
• Standby attitude indicator
All are on the upper portion of the pilot instru- STANDBY ALTITUDE
ment panel. INDICATOR
The standby attitude indicator is also a two-inch
STANDBY AIRSPEED electromechanical indicator, operating on 28
INDICATOR VDC from the aircraft electrical system. It func-
tions on 24-VDC power from the standby battery
The standby indicator is a 2-inch mechanical pack in case of a complete aircraft electrical sys-
direct-reading instrument and includes a vari- tem power failure. It functions and maintains 6°
able VMO indicator. Lighting of this instrument is accuracy for approximately 9 minutes after all
supplied by 28 VDC from the aircraft electrical power sources have failed.
system or 24 VDC by the standby battery pack
in case of normal electrical power failure. The
standby airspeed indicator is supplied by pitot
and static pressure from the copilot pitot and
static systems.

THREE- AND FOUR-TUBE INSTALLATIONS

Figure 16-16. Standby Flight Instruments

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RADIO TUNING UNITS The control panel of the RTU immediately below
the digital display utilizes six dedicated pushbut-
The RTUs provide direct manual control of the tons (Figure 16-17):
VHF communication, VHF and ADF navigation • ATC ID—For transponder “on” ID for
receivers, TCAS modes, and transponder codes ident
and modes (Figure 16-17). Normally, the left
RTU is assigned to the No. 1 compliment of the • DME HLD­—Retains the frequency of the
items listed above while the right RTU controls original DME while the pilot channels the
No. 2 – also known as “on-side” control. The receiver to another navigation frequency
RTUs incorporate a digital display of frequencies, • COM SQ—Breaks squelch momentarily
codes, and modes.
• ATC STBY—Transponder on or standby
• 1/2—For reversionary RTU operations
• ADF TEST—Displaces the needle from
current bearing. When released the needle
returns to current bearing.

DME HOLD SELECTOR

ANNUNCIATOR ATC REPLY STAR
ANNUNCIATOR BRIGHTNESS CONTROL
RK 1–328

LINE KEYS
COM DISPLAY COM SELECT KEY
COM PRESET DISPLAY COM PRESET SELECT
KEY
NAV DISPLAY
NAV SELECT KEY
ADF DISPLAY
ADF SELECT KEY
ATC DISPLAY
ATC SELECT KEY
COM SQUELCH BUTTON
ATC IDENTIFICATION (MOMENTARY BREAK)
BUTTON
ATC STANDBY/ON
BUTTON

DME HOLD BUTTON FREQUENCY/CODE

SELECT KNOBS (2)
1/2 BUTTON
(LEFT/RIGHT SIDE SELECTOR) ADF TEST BUTTON
NOTE:
THE UPPER HALF OF THE LEFT MOST DISPLAY DIGIT BLINKS IF THE ECHO FREQUENCY
FROM THE IAPS DOES NOT MATCH THE TUNE FREQUENCY STORED IN RTU MEMORY.

Figure 16-17. Radio Tuning Unit (RTU) Main Menu Page

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To the right of the display are five line-keys that AUTOPILOT PANEL
are used to electronically “connect” the concentric
frequency set knobs to their respective functions The autopilot control panel is located at the rear
as indicated by a digital asterisk in the middle of of the center pedestal (Figure 16-18). Located
the display area. on this panel is the AP engaged/disengaged
lever, YD engaged/disengaged lever, manual
pitch/roll control knob, an AP XFR pushbutton
AUTOMATIC FLIGHT switch, and a TURB pushbutton switch. The AP
CONTROL SYSTEM lever is spring-loaded off (DISENGAGED) and
held on (ENGAGED) by a solenoid. To engage
(AFCS) the autopilot, move the AP lever forward until
the solenoid holds it engaged. If the YD is not
DESCRIPTION engaged, when the AP lever is moved to the
ENGAGED position, the YD lever will also be
The AFCS is a dual independent, fail-passive engaged. If it fails to engage, it is because the
autopilot, which provides dual independent computer has failed or has detected a failure.
flight directors (single FD on two-tube system),
a three-axis autopilot, and automatic pitch and Engagement without a flight director mode
roll trim control. The AFCS controls consist of selected allows the pilot to use the autopilot in
the autopilot panel, two mode select panels, the pitch and roll mode. Selecting a mode on
disengage and sync pushbuttons on each control the flight director mode selector panel while
wheel, and a GO AROUND pushbutton on the the autopilot is engaged couples the autopilot to
left thrust lever. the flight director. While engaged and coupled,
the autopilot flies the airplane according to the
The system incorporates two flight control com- command signals generated by the FD computer.
puters (FCCs). The FCCs are semi-independent.
Both must be working to engage the autopilot, The AP XFR switch allows the pilot to select
but each operates its own FD independently. If the flight director signals to be used by the
one FCC fails, the autopilot disengages, but the auto­
pilot. When the AP XFR pushbutton is
operative FCC continues to operate its FD. Refer depressed and the indicator light at the top
to the Beechjet 400A POM for explanation and center of the pushbutton is illuminated, the
operation of the flight director. autopilot is transferred to the copilot (cross-side)
FD computer for command signals. With the
indicator light extinguished, the pilot (on-side)
FD computer is supplying the signals.

AP XFR INDICATOR
TURB INDICATOR AP XFR PUSHBUTTON

AP ENGAGE LEVER
PITCH WHEEL YD ENGAGE LEVER
TURN KNOB
TURB PUSHBUTTON

Figure 16-18. Autopilot Control Panel

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16 AVIONICS
Autopilot engagement is annunciated by a green wings and holds the heading. If the airplane bank
AP at the upper left corner of the PFD. angle is between 5 and 32° when engaged, it holds
When the AP XFR is selected and the autopilot the bank angle until the turn knob is turned. If the
is controlled by the No. 2 FD and mode selector bank angle is greater than 32° at AP engagement,
panel (MSP), the annunciation changes to the bank angle is reduced to the 32° limit and
AP . An AP disengagement causes an aural maintained until the turn knob is turned. Pitch,
tone to sound and the AP annunciation to flash roll, and heading modes are annunciated on the
yellow. To cancel the aural tone and yellow EFD/PFD in green.
annunciation, depress the trim “TOP HAT” or
red disconnect switch or reengage the autopilot. The pitch knob is spring-loaded to return to the
Depressing the center button on either control center when released. The pitch angle attained
wheel trim switch cancels the aural tone but not prior to switch release will be maintained. The
the yellow flashing AP annunciation. pitch knob commands AFCS pitch changes. Mov-
ing the knob forward or aft clears any vertical
An autopilot disengagement may be accomplished mode except glide-slope capture and returns the
by depressing the red autopilot disconnect switch AFCS to the pitch mode.
on either control wheel, the GO AROUND switch
on the left thrust lever, the center button on either
control wheel trim switch, or moving either the YAW DAMPER (YD)
AP or YD lever to the DISENGAGE position. The AFCS also incorporates a yaw damper
Depressing the red AP disconnect switch on system. The YD control is a lever located on the
either control wheel also disengages the yaw autopilot control panel. The lever is spring-loaded
damper. The other switches, while disconnecting off (DISENGAGED) and held on (ENGAGED)
the autopilot, leave the yaw damper engaged. by a solenoid. To engage the yaw damper, move
the YD lever forward until the solenoid holds
The TURB switch, when depressed, adapts the it engaged. While engaged, if the FCC detects
autopilot pitch and roll responses to compensate a yaw damper failure, it disengages the YD. If
for turbulence. An indicator light at the top center the condition causing the disengagement was
of the switch illuminates when the TURB switch is momentary, the pilot can reengage the YD after
ON. It is automatically extinguished if a localizer the condition passes. To disengage the yaw
is captured or the auto­pilot is disengaged. damper, depress the autopilot disconnect button
on either control wheel, or move the YD lever to
The pitch/roll control knob consists of an outer the DISENGAGED position.
ring turn knob and an inner pitch ball. The roll
knob commands AFCS turns. Moving it clears The YD should be engaged after takeoff and
any lateral mode except approach or localizer remain engaged throughout flight. The YD must
capture, returns the AFCS to roll mode, and be disengaged prior to landing. For flight above
commands a roll angle, up to 32°, proportional 28,000 feet, the YD must be engaged. While
to the knob rotation. The knob remains in the operating on the ground and during takeoff and
position at which it was released, as it is not landing, the YD must be disengaged, as it can
spring-loaded to a center position. Roll mode is interfere with steering of the nose gear during
the basic lateral mode. The AFCS is in roll mode the on-ground portions of these phases. This yaw
unless another mode is selected on the MSP. If damper system operates full time in flight and
the airplane is in less than a 5° bank, when the does not cut out above a certain airspeed.
autopilot is engaged, the roll mode levels the

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16 AVIONICS

MODE SELECT PANEL (MSP) • NAV is appropriate for navigating any

NAV source enroute.
The MSP contains the FD mode select switches
(Figure 16-19). All switches push on/push off their • APPR (approach) is appropriate for any
functions with an indicator light above each to instrument approach; VOR, LOC, ILS,
verify selection status. Also, mode selections and GPS.
transitions (i.e., armed to capture) are displayed • Vertical Speed simply syncs the V-speed
on the PFD by flashing the mode five seconds bug to current vertical speed, presenting
before becoming steady. Lateral and vertical that value on the VS display and connect-
modes are independent of each other. The lateral ing the V/S knob to that target.
and vertical switches are separated on the panel
by a raised bar. Upon power-up, the indicator • LVL CHG syncs IAS bug to present
lights flash on and then go off. IAS which can then be modified by the
IAS knob.
MODE MODE
INDICATOR BUTTON • ALT HOLD is typically NOT used but may
be selected to hold A/C altitude regardless
of the ALT preselect value.
• SPEED only toggles the PFD IAS units
between IAS and MACH.
• FD OFF cancels any selected modes previ-
ously described providing the autopilot is
not engaged.

RUDDER BOOST
Figure 16-19. Mode Select Panel
The RUD boost switch is on the center pedestal
with ARM and OFF positions. The rudder boost
The lateral mode selectors are to the left of the is a fail-passive system that deflects the rudder
raised bar on the MSP and include HDG (head- to compensate for asymmetrical thrust. Asym-
ing), 1/2 BANK, APPR (approach), and NAV metrical thrust is determined by four pressure
(navigation). The vertical mode selectors are to transducers (two on each engine) that sense PC
the right of the raised bar and include VS (vertical pressure. If both transducers for an engine send
speed hold), LVL CHG (level change), ALT (alti- like signals to the autopilot computer, the rud-
tude hold), SPEED (IAS/MACH), and FD OFF der is deflected. The system is not active when
(flight director off). reverse thrust is selected. When the system fails
• Typical start-up is initiated by selecting or the OFF position is selected, the RDR BST
HDG which additionally arms altitude pre- FAIL annunciator is illuminated. The rudder
select ALTS and PITCH for the vertical boost, autopilot, and yaw damper all use the same
mode. rudder servo to deflect the rudder, but the rud-
der boost has first priority, the yaw damper has
• 1/2 bank is selectable at any time but second priority, and the autopilot has last priority.
engages automatically above 18,500 feet
MSL.

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16 AVIONICS
ANCILLARY CONTROLS
Display Control Panel (DCP)
Accessing to Map and Radar range selections,
Radar display ON/OFF, Radar Tilt adjust, Naviga-
tion and Bearing source selection (Figure 16-20).
RANGE RADAR ON / PUSH AUTO TILT
KNOB OFF BUTTON TILT BUTTON KNOB

PILOT COPILOT
NAV RADAR THREE-TUBE INSTALLATION
SOURCE CONTROL
BUTTON BUTTON
BEARING
SOURCE
BUTTON

Figure 16-20. Display Control Panel

Course Heading Panel (CHP)

Course No. 1 and Course No. 2 set, Heading
bug set, Course Direct-to option, Heading bug
“sync”, Joystick (for MFD page manipulation)
(Figure 16-21).

PILOT COPILOT
HDG CRS 2 FOUR-TUBE INSTALLATION
CRS 1 SELECT SELECT
JOYSTICK SELECT KNOB KNOB KNOB Figure 16-22. Display Switches

Air Data Reference Panel

(ADRP)
CRS 1 HDG SYNC CRS 2
DIRECT-TO SWITCH DIRECT-TO
Temperature display format (on PFD) set, Speed
SWITCH SWITCH bug set, Baroset and Baro format select, Vspeeds
set, vertical speed set (Figure 16-23).
Figure 16-21. Course Heading Panel

Altitude Awareness Panel (AAP)

Display Switches Access to MDA, RPT, DH set and Arm for both
(Reversionary Switches) aural and visual altitude warnings (Figure 16-24).
As required by installation variations, select
reversionary modes of CDU, PFD, AHRS, and Audio Panel (Various Versions)
Air Data (Figure 16-22).
Audio source select, Transmit select and Sidetone
Volume, Interphone squelch threshold and inter-
phone volume (S, T, V) set (Figure 16-25).

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16 AVIONICS

BAROMETRIC BAROMETRIC
CORRECTION CORRECTION
KNOB FORMAT SWITCH

VS ALTITUDE
REFERENCE PRESELECT
KNOB KNOB

IAS
REFERENCE
KNOB
ALTITUDE ALERT
REFERENCE CANCEL SWITCH
ON–OFF
SWITCH STANDARD
AIRSPEED BAROMETRIC TEMPERATURE
SELECT CORRECTION SELECT BUTTON
BUTTON SWITCH

Figure 16-23. Air Data Reference Panel

RPT/MDA SELECT SWITCH RA TEST BUTTON

DH DISPLAY RPT (MDA) DISPLAY

DH SET KNOB ON/OFF SWITCH ON/OFF SWITCH

RPT (MDA) SET KNOB

Figure 16-24. Altitude Awareness Panel

PILOT COPILOT
Figure 16-25. Audio Control Panels

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16 AVIONICS
EGPWS Display ANGLE-OF-ATTACK
The EGPWS DISPLAY is a switch/annunciator.
The others are annunciators. These indicators are
(AOA) SYSTEM
on the pilot and copilot instrument panels above
the Air Data Select Panel (see Figure 16-26). DESCRIPTION
Additional switches/annunciators are located
on the center instrument panel between the Fuel The stall warning subsystem provides warning of
Temperature Indicator and the Radio Tuning Units. impending stall by simulating airframe buffeting
by means of an electro­mechanical stick shaker.
The airplane is equipped with dual, independent
stall warning systems: one left and one right. As a
whole, the system includes:
• Two angle-of-attack (AOA) transmitters,
two stall warning computers,
• Two stick shakers, two flap follow-up
switch units, and
• Two pressure transducers.
The pilot subsystem includes an AOA indicator
(Figure 16-27) and indexer (Figure 16-28).

Figure 16-27. Angle-of-Attack Indicator

Figure 16-26. E
 GPWS DISPLAY
Switch/Annunciator

Figure 16-28. Angle-of-Attack Indexer

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16 AVIONICS

OPERATION from 0.6 to 0.85 (caution area and critical AOA),

and a red arc from 0.85 to 1.0 (warning area and
The two AOA transmitters (Figure 16-29), one beginning of stall buffet).
on either side of the forward fuselage, protruding
through the skin perpendicular to the flow of air, The indicator has a reference set knob that
sense the direction of the local airstream. As each positions the AOA reference index and the V/
probe rotates into the airstream, it provides an VS index pointer. The AOA index is selectable
electronic signal to its stall warning computer, from 0.15 to 0.7, while the V/VS index pointer
which in turn displays an AOA indication on the is correspondingly selectable from 1.5 VS to
AOA indicator. 1.2 VS. An OFF flag appears if electrical power
failure occurs.
The AOA mounted on the pilot instrument panel
provides a continuous display of normal angle The stall warning computers in the nose electronic
of attack. Normal AOA is a linear display of compartment provide power output to drive their
the values between AOA for zero lift and AOA respective stick shaker when the airplane angle of
for maximum lift. This is indicated on a scale attack attains a predetermined value. The shaker
numbered from 0 to 1.0. An indication of 0 means actuation point is influenced by flap position
that the combination of aircraft configuration and signals and pressure altitude signals so that stick
AOA is such that the aerodynamic lift is zero operation occurs at the proper angle of attack.
(0%). At 1.0, the lift is at maximum (100%), and
any further increases in AOA result in a stall. The The stick shakers, one on each control column, are
indicator is range-marked with a green arc from used to warn of an impending stall. With the flaps
0 to 0.6 (normal operating area), a yellow arc at 0°, the shaker actuates when the AOA exceeds

ANGLE-OF-ATTACK
TRANSMITTER
(BOTH SIDES OF
FWD FUSELAGE)

Figure 16-29. Angle-of-Attack Self Test

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16 AVIONICS
24.1°; with the flaps at 10°, the shaker actuates The system remains in this condition until the
when the AOA exceeds 23.3°; with the flaps at master test switch is rotated out of the stall test
30°, the shaker actuates when the AOA exceeds position.
21.4°. When the stall warning computer applies
power to the stick shaker, power is also applied to The AOA probe and case are heated to prevent
the stall warning ignition relay to prevent engine icing. The heating circuit is controlled with the
flameout. AOA heater switch on the overhead switch panel
(Figure 16-30).
The angle-of-attack system has a self-test func-
tion. Selecting the system master test switch
(Figure 16-29) on the overhead switch panel to L
or R STALL causes the following to occur:
1. The appropriate (L or R) STALL WARN
FAIL annunciator illuminates.
2. The red NO GO indicator light illumi-
nates, and the AOA pointer moves to 0.
Figure 16-30. STALL Annunciators
3. From 0, the pointer moves toward 1.0. As
the pointer reaches approximately 0.5, the
green GO indicator light comes on as the The system’s 28-VDC power is supplied from the
red NO GO indicator light goes out, and right load bus for the pilot stall warning computer
the shaker actuates. and the emergency bus for the copilot stall warn-
ing computer. The circuit breakers are in the FLT
4. When the pointer reaches 1.0, the follow- INST group on the forward CB panel and are
ing occur: labeled “L” and “R STALL WARN.”
a. The pointer begins to move toward 0.
b.  he STALL WARN FAIL annuncia-
T STALL RECOGNITION SYSTEM
tor extinguishes. The supplementary stall recognition system is in
c. Stick shaker actuation ceases. SNs RK 24 and subsequent and aircraft modi-
fied by 15,700 Landing Weight Mod. This system
d.  he green GO indicator light goes
T provides dual shroud-mounted STALL annuncia-
out as the red NO GO indicator light tors (Figure 16-30) and an aural stall warning for
comes on. both headphones and speakers. It gives an alert at
the precise angle of attack when full stall occurs.
5. When the pointer reaches 0, the same
STALL WARN FAIL annunciator illu-
minates and the pointer begins to move AOA INDEXER
toward 1.0.
An AOA indexer is on the shroud panel to provide
6. As the pointer reaches approximately 0.7, a heads-up display of the AOA information (see
the stick shaker actuates, and the green Figure 16-29). This unit receives signals from
GO indicator light comes on as the red the pilot stall warning computer and gives light
NO GO indicator light goes out. signals based on the difference between the
indicated AOA and the AOA reference.

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16 AVIONICS

The indexer has three lights that are used to

indicate five AOA conditions. When making an
LIMITATIONS
approach at the correct speed, only the green cir- • The Beechjet Pilot Operating Manual
cle is illuminated. If the approach is a little slow, must be immediately available to the flight
the green circle and red chevron are illuminated. crew (PN 128-590001-97 or later version).
If the approach speed is well below the reference
speed (high AOA), only the red chevron is illu- • This avionics system is intended for use
minated. If the approach speed is a little fast, the with Collins FMS Program Number
green circle and yellow chevron are illuminated. 613-5470-17 (dated 14 MAR 90 or later
When the approach speed is too high, only the approved version).
yellow chevron is illuminated. A dimming control
handle is at the back of the indexer to vary inten- AUTOPILOT
sity levels of the indexer lights. It also serves as
the ON–OFF switch. Please refer to the appropriate POM for a com-
prehensive limitations statement.
• CAT 1 ILS only
EMERGENCY LOCATOR • Y/D and A/P disengaged for takeoff and
TRANSMITTER (ELT) landing
(OPTIONAL) • Do not override
• Do not operate with trim malfunction.
The ELT consists of a transmitter and a battery
that provides 9-VDC power to the transmitter. The • VMO/MMO applies
antenna is in the dorsal fin. The ELT is controlled • Do not use below 200 feet
by a two-position ON/TEST and AUTO toggle
switch on the lower right corner of the copilot • Pilot seated and belted
instrument panel.
• NAV captures 90° or less
The transmitter broadcasts a warble tone • Coupled approach minimum speed is
simultaneously on emergency frequencies VREF + 5
121.5 and 243.0 MHz when activated. Federal
regulations authorize approximately a 1-second FMS
test of this system only between the hour and
five minutes after the hour. Transmission can be • IFR navigation is prohibited unless the
verified by monitoring either the COM 1 or COM pilot verifies each selected waypoint and
2 receiver. navaid for accuracy by reference to current
approved data.
Since the battery pack inspection and replace-
ment schedule is time-usage critical, system
• Provided the VNAV system is receiving
adequate usable signals it has been dem-
tests should be held to a minimum. Refer to the
onstrated capable of and has been shown
Beechjet 400A Airplane Maintenance Manual for
to meet the accuracy requirements of VFR/
complete test and logging procedures.
IFR enroute VNAV operation within the
continental United States and Alaska in
accordance with the criteria of AC 20-129.

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16 AVIONICS
• Use of VNAV mode is limited to enroute • Operation is degraded by magnetic head-
operations. For approach VNAV operations ing errors (magnetic variation) near the
refer to the FAA-approved supplement. magnetic poles. Operation is acceptable
between 60° north latitude and 60° degrees
• When using the VNAV system, the south latitude at any longitude. Operation
barometric altimeters must be used as to 70° north latitude is acceptable east of
the primary altitude reference for all 75° west longitude and west of 120° west
operations. longitude. Operation to 80° north latitude
• The multisensor system position must is acceptable east of 50° west longitude
be checked for accuracy prior to use as a and west of 70° east longitude. Operation
means of navigation and under the follow- to 70° south latitude is acceptable except
ing conditions: for the 45° between 120° east and 165° east
longitude.
°° At or prior to arrival at each enroute
waypoint during FMS navigation along • The FMS is approved for RNAV approaches
approved RNAV routes under the following conditions:
°° Prior to requesting off-airways routing, °° Either VHF navigation receiver must be
and at hourly intervals thereafter dur- tuned to the reference VOR.
ing FMS navigation off approved RNAV
routes °° The FMS must be programmed with
data from current published instrument
°° Prior to each compulsory reporting approach procedures only (selected
point during IFR operation when not from APPROACH menu).
under radar surveillance control • Fuel management parameters are advisory
• Following a period of dead-reckoning only and do not replace the primary fuel
navigation, the system position should be quantity and fuel flow indicators.
verified and updated, as required, by visu- • Provided the multisensor area navigation
ally sighting a ground reference point system is receiving adequate usable sensor
and/or by using other onboard navigation inputs, it has been demonstrated capable of
equipment, such as VOR, DME, TACAN, and has been shown to meet the accuracy
or a combination of such equipment. specifications of VFR/IFR enroute RNAV
• During periods of dead-reckoning opera- operation worldwide in accordance with
tion, the FMS multisensor area navigation the criteria of AC 20-130A.
system should be used with caution.
• Acute angle FMS navigation course
changes of ±135° or more results in a turn,
which departs significantly from both the
old and the new desired tracks. The direc-
tion of this turn depends upon aircraft
heading when the leg change is initiated.
• Monthly updates of the FMS navigation
database must be loaded on or after the
effective date. Changes loaded prior to
their effective date is lost.
• Published routes and procedures must be
flown as point-to-point legs when FMS is
the active navigation source (i.e., AUTO
LEG or MAN LEG with a FROM and TO
waypoint shown in the flight plan).

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16 AVIONICS

INTENTIONALLY LEFT BLANK

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16 AVIONICS
QUESTIONS
1. Which input to the ADC is used to develop 4. Which navigation subsystem provides the
airspeed data for the flight director com- primary heading data to the HSI/SDU com-
puter? pass cards and the AFCS?
A. Static pressure A. ADF system
B. TAS/SAT data B. AHRS system
C. Pitot pressure C. VHF navigation receiver system
D. Both A and C D. Directional gyro compass system

2. Which units in the cockpit are used to tune 5. When does the autopilot control the aircraft
the navigation radios? using the commands generated by the flight
director computer?
A. The MFDs
B. The PFDs and MFD A. When the autopilot is engaged but not
coupled to the flight director
C. The MFD and CDU
B. When the autopilot is engaged and cou-
D. The CDUs and RTUs
pled to the flight director
C. When the flight director is engaged only
3. If the pilot PFD fails, what should the pilot
do to regain these indications? D. When the autopilot is engaged
A. There is nothing the pilot can do to get
6. What happens when the pilot presses his
back the information lost by the PFD
CDU display control switch and it illumi-
failure.
nates REV?
B. Attitude and heading information auto-
matically revert to the SDU. A. The pilot PFD is now controlled by the
cross-side CDU.
C. Select AHRS 2 on the pilot display con-
trol switches. B. The MFD is now controlled by the cross-
side CDU.
D. Select PFD REV on the pilot display
control switches, and the PFD display C. The pilot PFD goes blank, and the dis-
reverts to the MFD. play shifts to the MFD.
D. Both A and B

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CHAPTER 17
OXYGEN SYSTEM
CONTENTS
Page

17 OXYGEN SYSTEM
INTRODUCTION................................................................................................................. 17-1
DESCRIPTION...................................................................................................................... 17-1
COMPONENTS.................................................................................................................... 17-2
High-Pressure Cylinder.................................................................................................. 17-2
Pressure Regulator Valve................................................................................................ 17-4
Blowout Disc.................................................................................................................. 17-4
Filler Valve..................................................................................................................... 17-4
Crew Oxygen Masks...................................................................................................... 17-6
Smoke Goggles............................................................................................................... 17-7
PASSENGER OXYGEN Shutoff Valve......................................................................... 17-7
Cabin Barometric Switch............................................................................................... 17-8
Passenger Oxygen Masks............................................................................................... 17-8
CONTROLS........................................................................................................................... 17-8
SYS READY Control Knob........................................................................................... 17-8
PASS OXYGEN Control Knob...................................................................................... 17-8
INDICATIONS...................................................................................................................... 17-9
Oxygen Pressure Gauge................................................................................................. 17-9
PASS OXY ON Annunciator.......................................................................................... 17-9
OPERATION......................................................................................................................... 17-9
Crew Oxygen System..................................................................................................... 17-9
Passenger Oxygen System.............................................................................................. 17-9
LIMITATIONS....................................................................................................................... 17-9

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EMERGENCY/ABNORMAL............................................................................................... 17-9
QUESTIONS.......................................................................................................................17-11
17 OXYGEN SYSTEM

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ILLUSTRATIONS
Figure Title Page

17-1 Oxygen System Overall Diagram.............................................................................. 17-3

17-2 Oxygen Supply Pressure Gauge and Pull Knobs....................................................... 17-4

17 OXYGEN SYSTEM
17-3 Overboard Discharge Indicator................................................................................. 17-4
17-4 Oxygen Filler Valve................................................................................................... 17-5
17-5 Crew Oxygen Mask and Regulator Assembly........................................................... 17-6
17-6 Outlet Receptacles (Typical)...................................................................................... 17-6
17-7 Donning Crew Oxygen Mask.................................................................................... 17-6
17-8 Smoke Goggles.......................................................................................................... 17-7
17-9 Passenger Oxygen Mask Installation......................................................................... 17-8
17-10 Oxygen System Schematic—Operation................................................................. 17-10

TABLES
Table Title Page

17-1 Average Time Of Useful Consciousness.....................................................................17-2

17-2 Oxygen Duration.........................................................................................................17-2

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CHAPTER 17
OXYGEN SYSTEM

17 OXYGEN SYSTEM
INTRODUCTION
The Beechjet 400A/Hawker 400XP oxygen system consists of a high-pressure gaseous cylinder,
demand-type oxygen regulators and quick-donning masks for the crewmember supplemental
oxygen, and a continuous-flow gaseous oxygen system for passenger supplemental oxygen. The
crew and passenger systems are supplied oxygen from the high-pressure bottle at the bottom of
the right nose electronics bay.

DESCRIPTION
The oxygen system consists of two subsystems: pressure until loss of effective performance) at
one for the crew and another for the passengers. various cabin altitudes. Refer to Table 17-2 for
The crew oxygen system is supplied with oxygen oxygen duration at various altitudes and with
any time the SYS READY PULL ON knob is various numbers of people on board.
pulled. Refer to Table 17-1 for average time of
useful consciousness (time from loss of cabin

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Table 17-1. AVERAGE TIME OF USEFUL CONSCIOUSNESS

AVERAGE TIME OF
CABIN ALTITUDE
USEFUL CONSCIOUSNESS
45,000 FEET 9 TO 15 SECONDS
40,000 FEET 15 TO 20 SECONDS
35,000 FEET 1/2 TO 1 MINUTE
30,000 FEET 1 TO 2 MINUTES
17 OXYGEN SYSTEM

28,000 FEET 2 1/2 TO 3 MINUTES

25,000 FEET 3 TO 5 MINUTES
22,000 FEET 5 TO 10 MINUTES
12,000–18,000 FEET 30 MINUTES OR MORE
NOTE: THE TABLE ABOVE REFLECTS VARIOUS ALTITUDES WITH THE CORRESPONDING AVERAGE TUC. THESE TIMES
HAVE BEEN ESTABLISHED FROM OBSERVATIONS OVER A PERIOD OF YEARS AND ARE FOR AN INDIVIDUAL AT REST. ANY
EXERCISEWILL REDUCE THE TIME CONSIDERABLY. FOR EXAMPLE, USUALLY UPON EXPOSURE TO HYPOXIA AT FL 250,
AN AVERAGE INDIVIDUAL HAS A TUC OF 3 TO 5 MINUTES. THE SAME INDIVIDUAL, AFTER PERFORMING 10 DEEP KNEE
BENDS,WILL HAVE A TUC IN THE RANGE OF 1 TO 1.5 MINUTES. A RAPID DECOMPRESSION CAN REDUCE THE TUC BY UP
TO 50 PERCENT CAUSED BY THE FORCED EXHALATION OF THE LUNGS DURING DECOMPRESSION AND THE EXTREMELY
RAPID RATE OF ASCENT.

Table 17-2. OXYGEN DURATION

NO. OF CABIN ALTITUDE (FEET)
USERS 10,000 15,000 20,000 25,000 30,000 35,000 40,000
CREW (2) 373 373 292 188 214 292 359
PSGRS
1 207 209 182 136 150 186 211
2 143 145 132 107 116 136 150
3 109 111 104 88 94 107 116
4 89 90 86 75 80 89 95
5 74 76 72 65 69 75 80
6 64 65 63 57 61 66 69
7 56 57 56 51 54 58 61
8 50 51 50 47 49 52 55
9 45 46 45 45 45 47 49
NOTE: BASED ON 100% CHARGE (1,850 PSI) (1,903 USABLE LITERS-NTPD) (CREW MASKS ON NORM). PASSENGER USE IS
BASED ON 3.7-LPM FLOW RATE PER MASK USED. CREW USE IS BASED ON ALTITUDE SCHEDULE FOR DILUTER-DEMAND
MASKS.

COMPONENTS
HIGH-PRESSURE CYLINDER
The 77-cubic-foot capacity, composite-construc- manually operated shutoff valve and a supply
tion oxygen cylinder assembly is in the right pressure regulator (Figure 17-1).
electronics bay in the nose. It is connected to a

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OVERBOARD
DISCHARGE
INDICATOR
OXYGEN
CYLINDER
A
D B

17 OXYGEN SYSTEM
C FILLER VALVE

FWD PRESSURE
BULKHEAD
OXYGEN
A PRESSURE GAUGE
CREW MASKS WITH
COMMUNICATIONS
BAROMETRIC AND DEMAND SYS READY
PRESSURE REGULATORS PULL ON
SWITCH KNOB
C PASS OXYGEN
PULL ON
KNOB
CREW OXYGEN
B RECEPTACLE
D OXYGEN MASK
MIC RECEPTACLE

PASS OXYGEN
SHUTOFF VALVE
(MANUAL AND
SOLENOID-
OPERATED)

LEGEND
CYLINDER
SUPPLY LINE OXYGEN MASK
SHROUD AND CONTAINER
CREW CONTROL— INDICATOR
INDICATOR (CONTINUOUS
PANEL FLOW)
PASSENGER OXYGEN
SUPPLY
PASS OX ON
ELECTRICAL CONNECTION
MECHANICAL CONNECTION

PASS OXYGEN ON
PRESSURE SWITCH

PRESSURE CABIN AREA

Figure 17-1. Oxygen System Overall Diagram

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PRESSURE REGULATOR BLOWOUT DISC

VALVE The high-pressure overboard discharge in­dicator,
The regulator on the oxygen cylinder is activated sometimes called a rupture or blowout disc,
by the crew pulling the SYS READY PULL ON relieves cylinder pressure overboard if the bottle
knob in the cockpit in the lower right corner of pressure exceeds 2,775 psig. When this occurs, a
the instrument panel (Figure 17-2). The two posi- green rupture in­dicator disc (Figure 17-3) on the
tions of the knob are: right side nose skin is blown out at vent line pres-
sures in excess of 60 psi. A missing or fractured
17 OXYGEN SYSTEM

• PULL ON­—Charges the oxygen lines to green disc indicates that a bottle overpressure has
the crew masks and the passenger oxygen oc­curred and oxygen was routed overboard, in
valve. which case the bottle and regulator shutoff valve
• OFF—Vents the oxygen mask manifold. must be replaced.

When turned on, the supply pressure regulator is

capable of delivering up to 300 liters per minute
of regulated oxygen at 70 ±10 psi with a cylinder
pressure of 200–2,000 psi.

Figure 17-3. Overboard Discharge

Indicator

FILLER VALVE
RK 1–389
The oxygen filler valve allows the oxygen system
to be serviced as needed. The filler valve is inside
the right electronics bay with access via the com-
partment door (Figure 17-4). The filler valve is on
the aft door frame and equipped with a B-nut cap.

Figure 17-2. O
 xygen Supply Pressure
Gauge and Pull Knobs

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RK 390 and Subsequent and RK

156–389 Modified by Kit 128-
5600
The oxygen filler valve allows the oxygen system
to be serviced as needed. The filler valve is
forward of the right avionics bay under the right
pitot tube (Figure 17-4).

17 OXYGEN SYSTEM
NOTES

RK 1–389

RK 390 AND SUBSEQUENT

Figure 17-4. Oxygen Filler Valve

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CREW OXYGEN MASKS

Each crewmember is provided with a quick-
donning automatic pressure-breathing,
diluter-demand, oxygen mask with integral
microphone (Figure 17-5).

Each crewmember mask connects to one of two

outlet receptacles in the system (Figure 17-6),
17 OXYGEN SYSTEM

one on each side of the cockpit. Adjacent to each

outlet receptacle is a microphone jack for the
oxygen mask microphone.

Figure 17-6. Outlet Receptacles (Typical)

Scott EROS (RK 1–99)

The Scott EROS masks incorporate an optional
comfort feature allowing mask tension to be
reduced to a comfortable level once the mask has
been fully donned (Figure 17-7).

SCOTT EROS (RK 1–99)

Figure 17-7. Donning Crew Oxygen Mask

PURITAN-BENNETT (RK 100 AND SUBSEQUENT) The crew masks must always be plugged in during
flight so that oxygen is immediately available
Figure 17-5. C
 rew Oxygen Mask and when required.
Regulator Assembly

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The demand regulator on each mask has three Pressure breathing, at altitudes above 39,000 feet
positions: the mask delivers 100% oxygen at a positive pres-
sure relative to altitude in all regulator positions.
N (Normal)
Automatically supplies an air/oxygen mixture for 100%
cabin altitudes between 8,000 and 30,000 feet on Regardless of the cabin altitudes, the mask deliv-
demand. ers 100% oxygen on demand.

17 OXYGEN SYSTEM
At cabin altitudes between 30,000 and 35,000 EMER
feet, the mask delivers 100% (undiluted) oxygen
on demand. Regardless of cabin altitudes, the mask delivers
100% oxygen at a positive pressure.
At cabin altitudes above 35,000 feet, the mask NOTE
delivers 100% oxygen at a positive pressure.
When restowing the mask, follow the
instructions placarded in the mask
100% cup. Do not tuck the harness inside the
At cabin altitudes below 35,000 feet, the mask mask face cone.
delivers 100% oxygen on demand.
SMOKE GOGGLES
At cabin altitudes above 35,000 feet, the mask
delivers 100% oxygen at a positive pressure. Smoke goggles are under each flight crew­member
seat and are to aid visibility in a smoke-filled
EMERGENCY cockpit environment (Figure 17-8).
Regardless of cabin altitude, the mask delivers
100% oxygen at a positive pressure.

Puritan-Bennett RK 100 and

Subsequent
The smoke goggle purge flow lever is activated
by placement of the goggle on top of the mask
cone when donned by the crewmember. Selecting
EMER on the mask regulator provides positive
pressure of oxygen purging the goggles to prevent
smoke from reentering the goggles.

The demand regulator on each mask has three

positions: Figure 17-8. Smoke Goggles

NORM
PASSENGER OXYGEN
Automatically supplies an air-oxygen mixture
appropriate for altitudes between sea level and SHUTOFF VALVE
33,000 feet. The valve is opened either by the barometric
pressure switch or manually by the
At cabin altitudes between 33,000 and 39,000 PASS OXYGEN–PULL ON control in the
feet, the mask delivers 100% oxygen on demand. cockpit (see Figure 17-2).

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CABIN BAROMETRIC SWITCH CONTROLS

The cabin barometric pressure switch monitors
cabin pressure altitude. If cabin altitude exceeds SYS READY CONTROL KNOB
12,500 ±500 feet, the cabin oxygen shutoff valve
opens allowing oxygen to flow to the passenger The SYS READY–PULL ON knob arms the
masks. crew oxygen system when pulled out.

PASSENGER OXYGEN MASKS PASS OXYGEN CONTROL

17 OXYGEN SYSTEM

The passenger system masks are in ceiling

KNOB
compartments covered by doors. These doors The PASS OXYGEN–PULL ON knob (see Fig-
open and the masks drop out when the passenger ure 17-2) is adjacent to the SYS READY–PULL
oxygen shutoff valve opens (Figure 17-9). ON knob in the lower right corner of the copi-
lot instrument panel. Pulling the knob manually
opens the cabin oxygen shutoff valve and deploys
WARNING the passenger oxygen masks. The masks can be
manually deployed at any altitude with this knob.
The passenger oxygen system is not
capable of providing an adequate oxy-
gen supply for prolonged unpressurized
flight at the maximum operating alti-
tude. The highest recommended cabin
altitude to which passengers should be
exposed for extended flight is 25,000
feet. Passenger safety is not assured for
prolonged unpressurized flight above
34,000 feet, since pressure breathing
masks are not provided.

Figure 17-9. Passenger Oxygen Mask Installation

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INDICATIONS When the red lever is released, the oxygen used

to inflate the harness is then vented through the
mask to purge it.
OXYGEN PRESSURE GAUGE
The oxygen pressure gauge (see Figure 17-2) is a PASSENGER OXYGEN SYSTEM
direct-reading pressure instrument that is electri-
cally illuminated. This gauge is directly above the The passenger oxygen system is a subsystem of
SYS READY–PULL ON knob. The range mark- the crew oxygen system.

17 OXYGEN SYSTEM
ings are as follows:
The oxygen system automatically opens the mask
• Yellow arc—0 to 200 psi compartment doors and presents the masks if
• Green arc—1,600 to 1,850 psi the cabin altitude exceeds 12,500 ±500 feet. The
masks can be manually deployed at any altitude
• Red line—2,000 psi by pulling out the PASS OXYGEN–PULL ON
knob (see Figure 17-2).
The pressure gauge indicates system (oxygen cyl-
inder) pressure at all times, regardless of whether Each passenger mask incorporates a lanyard (see
the shutoff valve is open or closed. Figure 17-9) attached to a pintle pin. When the
mask falls out of its storage compartment, pulling
the mask down to don it pulls the lanyard. This, in
PASS OXY ON ANNUNCIATOR turn, pulls the pintle pin, which opens a valve to
A pressure switch, downstream of the last pas- allow a constant flow of oxygen to the mask.
senger mask in the oxygen manifold, senses
passenger oxygen system pressure and illumi-
nates a green PASS OXY ON annunciator in the LIMITATIONS
shroud indicator panel.
For specific information on limitations, refer to
the appropriate abbreviated checklists or the
OPERATION FAA-approved AFM.

CREW OXYGEN SYSTEM EMERGENCY/

The oxygen system must be armed before takeoff.
Pulling the SYS READY–PULL ON knob out ABNORMAL
opens the regulator valve on the oxygen cylinder
and supplies oxygen to the crew masks and the For specific information on emergency/abnormal
passenger oxygen control valve. Oxygen is then procedures, refer to the appropriate abbreviated
immediately available to the crew when they checklists or the FAA-approved AFM.
don the masks. The crew masks must always
be plugged in during flight so that oxygen is
immediately available when required.

To don the crew masks (see Figure 17-7 and Fig-

ure 17-10):
1. Remove it from its storage cup.
2. Inflate the mask harness by squeezing the
red lever on the left side of the regulator.
3. Don the mask and release the red lever.

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 17 OXYGEN SYSTEM

17-10
PILOT
OXYGEN
MASK PASSENGER MASK OXYGEN PRESSURE
COMPARTMENT (2 MASKS) SENSOR SWITCH
SYS READY
PASS OXYGEN
NOSE AVIONICS BAY
OXYGEN GAUGE

FILL PORT

OXYGEN
BOTTLE

OVERBOARD
DISCHARGE FWD BULKHEAD ALTITUDE
INDICATOR PASSENGER BAROMETRIC
REGULATOR AND OXYGEN CONTROL SWITCH LEGEND
SHUTOFF VALVE VALVE
HIGH PRESSURE
REGULATED PRESSURE

FOR TRAINING PURPOSES ONLY

BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Figure 17-10. Oxygen System Schematic—Operation

Revision 1
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

QUESTIONS
1. What is the average time of useful con- 5. When does the pressure gauge indicate
sciousness at a cabin altitude of 35,000 feet? actual system (oxygen cylinder) pressure?
A. 30 seconds to 1 minute A. At all times.
B. 1 to 2 minutes B. When the PASS OXYGEN–PULL ON
C. 2 1/2 to 3 minutes knob is pulled out.

17 OXYGEN SYSTEM
D. 3 to 5 minutes C. When the SYS READY–PULL ON
knob is pulled out.
2. What is the duration of the oxygen system D. When the SYS READY–PULL ON
with two crew and four passengers at a cabin knob is pushed in.
altitude of 35,000 feet?
6. The demand regulator on a crew oxygen
A. 32 minutes
mask has three positions. Which position
B. 55 minutes supplies 100% oxygen at a constant, posi-
C. 58 minutes tive pressure to the mask?
D. 89 minutes A. AUTO
B. NORM
3. What is the volume of the oxygen system
C. 100%
storage bottle?
D. EMER
A. 15 cubic feet
B. 70 cubic feet 7. At what cabin altitude do the regulators
C. 77 cubic feet automatically supply 100% oxygen at a con-
D. 100 cubic feet stant, positive pressure to the crew oxygen
masks, regardless of switch position?
4. Which control turns ON or OFF the oxygen A. 35,000 feet
flow from the oxygen cylinder? B. 39,000 feet
A. OXYGEN ON/OFF toggle switch C. 40,000 feet
B. CREW MASK DROP D. 43,000 feet
C. SYS READY–PULL ON knob
D. PASS OXYGEN–PULL ON knob

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8. At what cabin altitude do the passenger

masks deploy automatically?
A. 12,500 ±500 feet
B. 13,500 ±600 feet
C. 15,500 ±600 feet
D. 25,500 ±600 feet

9. Regarding the passenger oxygen system,

17 OXYGEN SYSTEM

when does the oxygen flow to the mask?

A. When the PASS OXYGEN–PULL ON
knob is pulled.
B. When the mask compartment doors open.
C. When the passenger pulls down the
hanging mask to don it.
D. When the SYS READY–PULL ON
knob is pulled to the ON position.

10. What is a visual indication that oxygen is being

supplied to the passenger oxygen manifold?
A. White PASS OXY ON light in the
annunciator panel.
B. Red light adjacent to the PASS OXY–
PULL ON knob.
C. A blue PASS OXY ON light in the
shroud indicator panel.
D. A green PASS OXY ON light in the
shroud indicator panel.

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CHAPTER 18
MISCELLANEOUS SYSTEMS

18 MISCELLANEOUS
SYSTEMS
Please reference OEM documentation for information on this subject.

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CHAPTER 19
MANEUVERS AND PROCEDURES
CONTENTS
Page
INTRODUCTION................................................................................................................. 19-1
GENERAL............................................................................................................................. 19-1

19 MANEUVERS AND
PROCEDURES

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ILLUSTRATIONS
Figure Title Page

19-1 Normal Takeoff.......................................................................................................... 19-2

19-2 Noise Abatement Takeoff........................................................................................... 19-3
19-3 Aborted Takeoff......................................................................................................... 19-4
19-4 Engine Failure During Takeoff Above V1 Takeoff Continued.................................... 19-5
19-5 Steep Turns................................................................................................................ 19-6
19-6 Approach to Stall, Clean Configuration.................................................................... 19-7
19-7 Approach to Stall, Takeoff Configuration.................................................................. 19-8
19-8 Approach to Stall, Landing Configuration................................................................ 19-9
19-9 Emergency Descent................................................................................................ 19-10
19-10 10° Flap Landing.................................................................................................... 19-11
19-11 Zero Flap Landing.................................................................................................. 19-12
19-12 Engine Out Landing............................................................................................... 19-13
19-13 ILS Approach and Missed Approach...................................................................... 19-14
19-14 Single Engine and ILS Approach and Missed Approach....................................... 19-15

19 MANEUVERS AND
19-15 Non-Precision Approach and Missed Approach..................................................... 19-16

PROCEDURES
19-16 Single-Engine Non-Precision Approach and Missed Approach............................. 19-17
19-17 Circling Approach.................................................................................................. 19-18

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CHAPTER 19
MANEUVERS AND PROCEDURES

INTRODUCTION

19 MANEUVERS AND
This chapter contains information and flight profiles likely to be encountered during training and

PROCEDURES
in most daily flight operations. The procedures are consistent with the Beechjet 400A/Hawker
400XP Airplane Flight Manual (AFM) and may be affected by location, weather, facilities, etc.

GENERAL
The flight profiles in this chapter show some
normal and emergency operating procedures. ATC instructions, etc. Procedures are consistent
They are a general guide for training purposes. with the AFM. If a conflict develops between these
Actual in-flight procedures may differ due to procedures and the AFM, the AFM procedures
aircraft configuration, weight, weather, traffic, must be followed.

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NOTE:
PRIOR TO TAKING ACTIVE RUNWAY: CLIMB
1. HEADING BUG—SET RUNWAY HEADING
2. F/D—CONFIRM HDG AND PTCH SELECTED 1. ACCELERATE TO CLIMB SPEED
3. CONFIRM ALT PRESELECTOR SET
4. LINEUP CHECKS — COMPLETE

"400' AGL"
1. FLAPS—UP
2. AFTER TAKEOFF CHECKLIST

"ROTATE"
"V1"
1. ROTATE 13°-15° *
1. PILOT—BOTH HANDS ON YOKE 2. RELEASE PITCH SYNC
2. PITCH SYNC—PUSH AND HOLD

AFTER TAKEOFF
1. POSITIVE RATE
2. GEAR—UP
3. LIGHTS—IN
"80 KNOTS" 4. YAW DAMP—ON

"AIRSPEED ALIVE"
19 MANEUVERS AND
PROCEDURES

TAKEOFF
1. LINE UP AND HOLD BRAKES
2. SET POWER TO APPROXIMATELY 90% N1
3. CHECK ENGINE INSTRUMENTS * CAUTION:
4. RELEASE BRAKES AND ADVANCE POWER ROTATING TO LESS THAN 10° CAN CAUSE A
TO TARGET N1 WING TIP STRIKE IN THE EVENT OF AN ENGINE
5. SET TAKEOFF POWER BY 80 KIAS FAILURE, WAKE TURBULENCE, THRUST
REVERSER DEPLOYMENT, OR FAILURE TO
OBTAIN PUBLISHED OBSTACLE CLEARANCE.

Figure 19-1. Normal Takeoff

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

PAST NOISE
SENSITIVE AREA
1. SET MCT
2. FLAPS—UP (IF USED)
3. COMPLETE AFTER
NOTE: TAKEOFF CHECKLIST
PRIOR TO TAKING ACTIVE RUNWAY:
1. HEADING BUG—SET RUNWAY HEADING
2. F/D—CONFIRM HDG AND PTCH SELECTED
3. CONFIRM ALT PRESELECTOR SET
4. LINEUP CHECKS—COMPLETE AT APPROPRIATE ALTITUDE *
1. DECREASE PITCH TO 5° - 10°,
IF SAFE TO DO SO *
2. REDUCE POWER TO
APPROXIMATELY 85% N1 *

"ROTATE"
"V1"
1. PIC—ROTATE 13°-15° †
1. PILOT—BOTH HANDS ON YOKE 2. RELEASE PITCH SYNC
2. PITCH SYNC—PUSH AND HOLD

MAINTAIN V2 + 10 KT

"80 KNOTS" AFTER TAKEOFF

1. POSITIVE RATE
2. GEAR—UP
3. LIGHTS—IN
4. YAW DAMP—ON
"AIRSPEED ALIVE"

19 MANEUVERS AND
PROCEDURES
TAKEOFF
1. LINE UP AND HOLD BRAKES
2. SET POWER TO APPROXIMATELY 90% N1
3. ENGINE INSTRUMENTS—CHECK
4. RELEASE BRAKES AND ADVANCE POWER * NOTE:
TO TARGET N1 SAFETY IS ALWAYS THE PRIMARY CONSIDERATION.
5. SET TAKEOFF THRUST BY 80 KIAS BEFORE REDUCING POWER OR CHANGING DECK
ANGLE. THE FLIGHT CREW SHOULD CONSIDER
OBSTACLES, AIRFIELD RESTRICTIONS, AND RISING
TERRAIN.

† CAUTION:
ROTATING TO LESS THAN 10° CAN CAUSE A
WINGTIP STRIKE IN THE EVENT OF AN ENGINE
FAILURE, WAKE TURBULENCE, THRUST
REVERSER DEPLOYMENT, OR FAILURE TO
OBTAIN PUBLISHED OBSTACLE CLEARANCE.

Figure 19-2. Noise Abatement Takeoff

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NOTE:
PRIOR TO TAKING ACTIVE RUNWAY:
1. HEADING BUG—SET RUNWAY HEADING
2. F/D—CONFIRM HDG AND PTCH SELECTED
3. CONFIRM ALT PRESELECTOR SET
4. LINEUP CHECKS — COMPLETE

ABORT
1. BRAKES—APPLY
2. THRUST—IDLE
3. THRUST REVERSER(S)—DEPLOY
ENGINE FAILURE 4. REVERSER LIGHTS—VERIFY
1. ENGINE FAILURE OR 5. REVERSE THRUST—AS REQUIRED
OTHER MALFUNCTION 6. SPEEDBRAKES—EXTEND
PRIOR TO V1

"80 KNOTS"

"AIRSPEED ALIVE"
19 MANEUVERS AND

TAKEOFF
PROCEDURES

1. LINE UP AND HOLD BRAKES

2. SET POWER TO APPROXIMATELY 90% N1
3. CHECK ENGINE INSTRUMENTS
4. RELEASE BRAKES AND ADVANCE POWER
TO TARGET N1
5. SET TAKEOFF THRUST BY 80 KIAS

NOTE:
IN CASE OF AN ENGINE FAILURE, THE PM WILL NOT
DIFFERENTIATE BETWEEN SIDES. IN CASE OF AN
ENGINE FIRE, THE PM WILL INDICATE THE ENGINE THAT
IS ON FIRE.

Figure 19-3. Aborted Takeoff

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

NOTE:
PRIOR TO TAKING ACTIVE RUNWAY: 1,500' AGL
1. HEADING BUG—SET RUNWAY HEADING 1. ACCELERATE TO 170 KIAS
2. F/D—CONFIRM HDG AND PTCH SELECTED 2. COMPLETE ENGINE FAILURE
3. CONFIRM ALT PRESELECTOR SET CHECKLIST
4. LINEUP CHECKS—COMPLETE

400' AGL LEVEL OFF

1. ACCELERATE TO V2 + 10 KT
2. FLAPS—UP
3. AFTER TAKEOFF CHECKLIST
4. ACCELERATE TO 140 KIAS

"ROTATE"
CLIMB
1. ROTATE 13°-15° *
1. MAINTAIN 140 KIAS TO
2. RELEASE PITCH SYNC
1,500' AGL
"V1" 2. CONTINUE WITH PLANNED
TAKEOFF FLIGHT PATH
1. PILOT—BOTH HANDS ON YOKE
2. PITCH SYNC—PUSH AND HOLD

AFTER TAKEOFF
"80 KNOTS" 1. POSITIVE RATE—GEAR UP, LIGHTS IN,
YAW DAMP ON
2. MAINTAIN V2
3. CHECK POWER—TAKEOFF THRUST

"AIRSPEED ALIVE"

ENGINE FAILURE

19 MANEUVERS AND
PROCEDURES
TAKEOFF
1. LINE UP AND HOLD BRAKES
2. SET POWER TO APPROXIMATELY 90% N1
NOTE:
3. ENGINE INSTRUMENTS—CHECK
THE PM WILL NOT DIFFERENTIATE BETWEEN
4. RELEASE BRAKES AND ADVANCE POWER
ENGINES IN THE CASE OF AN ENGINE FIRE
TO TARGET N1
AFTER V1. NO ACTION SHOULD BE TAKEN
5. SET TAKEOFF THRUST BY 80 KIAS
BELOW 400' AGL.

* CAUTION:
ROTATING TO LESS THAN 10° CAN CAUSE A
WINGTIP STRIKE IN THE EVENT OF AN ENGINE
FAILURE, WAKE TURBULENCE, THRUST
REVERSER DEPLOYMENT, OR FAILURE TO
OBTAIN PUBLISHED OBSTACLE CLEARANCE.

Figure 19-4. Engine Failure During Takeoff Above V1 Takeoff Continued

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

200 KIAS
1. PREPARE FOR TURN IN NOTE:
THE OPPOSITE DIRECTION TURNS WILL BE ACCOMPLISHED
THROUGH 180° OR 360°

BANK ESTABLISHED
1. 30° BANK, CHECK AIRSPEED
AND ALTITUDE TRENDS
2. 45° BANK ESTABLISHED

EXIT
1. ROLL OUT ON HEADING AND
ALTITUDE. REDUCE POWER
5% N1 TO MAINTAIN 200 KIAS

ENTRY
1. ADD APPROXIMATELY 5% N1
AS TURN IS STARTED
2. PITCH APPROXIMATELY 5° CHECK AIRSPEED AND
ALTITUDE TRENDS

NOTE: PILOT MAY ELECT TO

ROLLOUT AND STABILIZE ON
HEADING AND AIRSPEED OR
PROCEED TO ROLL INTO A
TURN IN THE OPPOSITE
DIRECTION

ROLLOUT
19 MANEUVERS AND

1. START ROLLOUT 10° BEFORE

PROCEDURES

ROLLOUT HEADING

MANEUVER SETUP
1. GEAR UP, FLAPS UP
2. TRIM AIRPLANE FOR
200 KIAS LEVEL FLIGHT
3. 75% N1, 5° PITCH

Figure 19-5. Steep Turns

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

BEGINNING OF MANEUVER STALL AND RECOVERY COMPLETION OF MANEUVER

1. THRUST - AS DIRECTED ANNOUNCE THE FIRST INDICATION OF AN 1. ACCELERATE TO 140 KIAS

2. FLAPS - 10° (BELOW 200 KIAS) IMPENDING STALL (SUCH AS STICK SHAKER) 2. FLAPS—UP
3. LEVEL OFF AT NEW ALTITUDE
1. AUTOPILOT—DISCONNECT AND HEADING
2. NOSE DOWN PITCH CONTROL—APPLY UNTIL STALL
WARNING IS ELIMINATED
3. NOSE DOWN PITCH TRIM—AS NEEDED
4. BANK—WINGS LEVEL
5. THRUST—MAX ALLOWABLE
6. SPEED BRAKE—RETRACT

NOTE: THE REDUCTION OF ANGLE OF ATTACK

REQUIRED TO INITIATE RECOVERY WILL LIKELY
RESULT IN ALTITUDE LOSS. THE AMOUNT OF
ALTITUDE LOSS WILL BE AFFECTED BY THE
OPERATIONAL ENVIRONMENT.

19 MANEUVERS AND
EXECUTION:

PROCEDURES
1. THE INSTRUCTOR SETS UP THE STALL SCENARIO
2. THE ENTRY ALTITUDE SHOULD BE CONSISTENT WITH THE EXPECTED OPERATIONAL
ENVIRONMENT FOR THE STALL CONFIGURATION
3. FOR TRAINING AND EVALUATION, THE MANEUVERS MAY BE ACCOMPLISHED WITH THE
AUTOPILOT ON OR OFF AS DIRECTED BY THE INSTRUCTOR
4. THE STANDARD IS BASED ON THE DEMONSTRATION OF PROPER RECOGNITION AND RECOVERY
FROM THE STALL

THE AIM OF THESE STALL PROFILES IS TO FAMILIARIZE THE PILOT WITH THE STALL CHARACTERISTICS AND TO TRAIN
RECOGNITION AND RECOVERY PROCEDURES IN ACCORDANCE WITH THE ATP PRACTICAL TEST STANDARDS IN FLIGHT
SIMULATOR TRAINING ONLY. THESE STALL PROFILES ARE NOT INTENDED FOR MAINTENANCE TEST
FLIGHTS OR AIRCRAFT TRAINING.

Figure 19-6. Approach to Stall, Clean Configuration

Revision 1.1 FOR TRAINING PURPOSES ONLY 19-7

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

BEGINNING OF MANEUVER STALL AND RECOVERY COMPLETION OF MANEUVER

1. THRUST - AS DIRECTED ANNOUNCE THE FIRST INDICATION OF AN 1. ACCELERATE TO 140 KIAS

2. FLAPS - 10° (BELOW 200 KIAS) IMPENDING STALL (SUCH AS STICK SHAKER) 2. FLAPS—UP
3. LEVEL OFF AT NEW ALTITUDE
1. AUTOPILOT—DISCONNECT AND HEADING
2. NOSE DOWN PITCH CONTROL—APPLY UNTIL STALL
WARNING IS ELIMINATED
3. NOSE DOWN PITCH TRIM—AS NEEDED
4. BANK—WINGS LEVEL
5. THRUST—MAX ALLOWABLE
6. SPEED BRAKE—RETRACT

NOTE: THE REDUCTION OF ANGLE OF ATTACK

REQUIRED TO INITIATE RECOVERY WILL LIKELY
RESULT IN ALTITUDE LOSS. THE AMOUNT OF
ALTITUDE LOSS WILL BE AFFECTED BY THE
OPERATIONAL ENVIRONMENT.
19 MANEUVERS AND

EXECUTION:
PROCEDURES

1. THE INSTRUCTOR SETS UP THE STALL SCENARIO

2. THE ENTRY ALTITUDE SHOULD BE CONSISTENT WITH THE EXPECTED OPERATIONAL
ENVIRONMENT FOR THE STALL CONFIGURATION
3. FOR TRAINING AND EVALUATION, THE MANEUVERS MAY BE ACCOMPLISHED WITH THE
AUTOPILOT ON OR OFF AS DIRECTED BY THE INSTRUCTOR
4. THE STANDARD IS BASED ON THE DEMONSTRATION OF PROPER RECOGNITION AND RECOVERY
FROM THE STALL

THE AIM OF THESE STALL PROFILES IS TO FAMILIARIZE THE PILOT WITH THE STALL CHARACTERISTICS AND TO TRAIN
RECOGNITION AND RECOVERY PROCEDURES IN ACCORDANCE WITH THE ATP PRACTICAL TEST STANDARDS IN FLIGHT
SIMULATOR TRAINING ONLY. THESE STALL PROFILES ARE NOT INTENDED FOR MAINTENANCE TEST
FLIGHTS OR AIRCRAFT TRAINING.

Figure 19-7. Approach to Stall, Takeoff Configuration

19-8 FOR TRAINING PURPOSES ONLY Revision 1.1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

BEGINNING OF MANEUVER STALL AND RECOVERY COMPLETION OF MANEUVER

1. THRUST - AS DIRECTED ANNOUNCE THE FIRST INDICATION OF AN 1. ACCELERATE TO 140 KIAS

2. FLAPS - 10° (BELOW 200 KIAS) IMPENDING STALL (SUCH AS STICK SHAKER) 2. FLAPS—UP
3. GEAR - DOWN (BELOW 200 KIAS) 3. LEVEL OFF AT NEW ALTITUDE
4. FLAPS - 30° (BELOW 170 KIAS) 1. AUTOPILOT - DISCONNECT AND HEADING
2. NOSE DOWN PITCH CONTROL - APPLY UNTIL STALL
WARNING IS ELIMINATED
3. NOSE DOWN PITCH TRIM - AS NEEDED
4. BANK - WINGS LEVEL
5. THRUST - MAX ALLOWABLE
6. 100 KIAS - FLAPS 10°
7. POSITIVE RATE - GEAR UP

NOTE: THE REDUCTION OF ANGLE OF ATTACK

REQUIRED TO INITIATE RECOVERY WILL LIKELY
RESULT IN ALTITUDE LOSS. THE AMOUNT OF
ALTITUDE LOSS WILL BE AFFECTED BY THE
OPERATIONAL ENVIRONMENT.

19 MANEUVERS AND
EXECUTION:

PROCEDURES
1. THE INSTRUCTOR SETS UP THE STALL SCENARIO
2. THE ENTRY ALTITUDE SHOULD BE CONSISTENT WITH THE EXPECTED OPERATIONAL
ENVIRONMENT FOR THE STALL CONFIGURATION
3. FOR TRAINING AND EVALUATION, THE MANEUVERS MAY BE ACCOMPLISHED WITH THE
AUTOPILOT ON OR OFF AS DIRECTED BY THE INSTRUCTOR
4. THE STANDARD IS BASED ON THE DEMONSTRATION OF PROPER RECOGNITION AND RECOVERY
FROM THE STALL

THE AIM OF THESE STALL PROFILES IS TO FAMILIARIZE THE PILOT WITH THE STALL CHARACTERISTICS AND TO TRAIN
RECOGNITION AND RECOVERY PROCEDURES IN ACCORDANCE WITH THE ATP PRACTICAL TEST STANDARDS IN FLIGHT
SIMULATOR TRAINING ONLY. THESE STALL PROFILES ARE NOT INTENDED FOR MAINTENANCE TEST
FLIGHTS OR AIRCRAFT TRAINING.

Figure 19-8. Approach to Stall, Landing Configuration

Revision 1.1 FOR TRAINING PURPOSES ONLY 19-9

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

INITIAL DESCENT LEVEL-OFF

1. CRUISE CONFIGURATION
2. AT EXPLOSIVE/RAPID DECOMPRESSION—
PILOT AND COPILOT DON OXYGEN MASKS
(5 SECONDS)
3. SWITCHES—MIC SELECTOR/OXY MASK/
MIC/SPKR SWITCHES—ON OR DON
HEADSET INTERPHONE SWITCH—ON
4. THRUST LEVERS—IDLE
5. AUTOPILOT—DISCONNECT
6. SPEEDBRAKES—EXTEND
1. INITIATE MODERATE BANK NOT 1. LEVEL-OFF AT ASSIGNED
TO EXCEED 45° OR SAFE ALTITUDE *
2. PITCH—INITIALLY 15° NOSE DOWN 2. RETRACT SPEEDBRAKES
CAUTION: 3. WINGS LEVEL 3. POWER—AS REQUIRED
DO NOT USE THE RED TRIM INT/AP 4. ACCELERATE TO VMO/MMO
DISCONNECT SWITCH TO DISCONNECT 5. MAINTAIN HEADING, OR AS REQUIRED
THE AUTOPILOT. THIS WILL DISCONNECT 6. RAPID DECOMPRESSION AND/OR * PILOTS SHOULD CONSIDER:
THE YAW DAMP WHICH COULD CAUSE AN EMERGENCY DESCENT CHECKLIST— 1. TERRAIN
AN UNCONTROLLABLE DUTCH ROLL AND PERFORM 2. MEA, MOCA, DIRECTION
POSSIBLE LOSS OF AIRCRAFT CONTROL OF FLIGHT
AT ALTITUDE. 3. WHETHER RADAR SERVICE
CAUTION: DO NOT CONTINUOUSLY IS BEING PROVIDED
SPIRAL DOWN THROUGH THE FLIGHT 4. RVSM AIRSPACE
LEVELS BENEATH YOU. CONSIDER THE
TRAFFIC BENEATH YOU.
19 MANEUVERS AND
PROCEDURES

Figure 19-9. Emergency Descent

19-10 FOR TRAINING PURPOSES ONLY Revision 1.1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

BALKED LANDING/GO-AROUND
1. APPLY TAKEOFF RATED THRUST
2. DEPRESS G.A. BUTTON
3. ROTATE TO GO-AROUND ATTITUDE (10°)
4. POSITIVE RATE—GEAR UP, LIGHTS IN
5. ABOVE 400' AGL—FLAPS UP
6. POWER, AS REQUIRED
7. AFTER TAKEOFF CHECKLIST
8. CLIMB TO APPROPRIATE ALTITUDE
AFTER CLEARING RUNWAY
1. AFTER LANDING CHECKLIST

TOUCHDOWN AND ROLLOUT

1. WHEEL BRAKES—APPLY
2. THRUST REVERSERS—DEPLOY
3. SPEED BRAKES—EXTEND

LANDING ASSURED
BEFORE PATTERN
1. BEFORE LANDING CHECKLIST—
1. SLOW TO 200 KIAS IN COMPLETE
CLEAN CONFIGURATION 2. THRUST LEVERS—IDLE AT 50' AGL
3. 10° FLAP VREF AT 50' AGL
4. YAW DAMP OFF AT 50' AGL

PATTERN ENTRY
1. SLOW TO 170 KIAS (63% N1)
2. FLAPS—10°
3. 140 KIAS (63% N1)
15 SEC

ABEAM NUMBERS

19 MANEUVERS AND
1. GEAR—DOWN
2. BEFORE LANDING CHECKS

PROCEDURES
3. MAINTAIN 140 KIAS (MIN)

FINAL TURN
NOTE:
APPROACH CHECKLIST SHOULD BE COMPLETE 1. 55% N1
BEFORE ENTERING THE TRAFFIC AREA. 2. MAX BANK—30°
VREF SHOULD BE COMPUTED FOR A 10° FLAP
LANDING CONFIGURATION AND SET IN THE VR
POSITION ON THE VSPEEDS.
TIP

CALCULATE LANDING VREF (SUBTRACT 4 KNOTS FROM THE

ORIGINAL VREF FOR EACH 1,000 LB. OF FUEL BURNED.
THIS IS CALCULATED VREF). ADD 22 KNOTS TO CALCULATED
VREF FOR VAC. ADD 20 KNOTS TO CALCULATED VREF FOR
THE FLAPS 0° CONFIGURATION.

EXAMPLE: VREF AT TAKEOFF WAS 116 KNOTS

FUEL BURN= 1,250 LB. (-5 KNOTS)
116 - 5 + 20 = 131 LANDING VREF (PUT IN VR POSITION)
111 + 22 = 133 VAC (PUT IN V2 POSITION)

Figure 19-10. 10° Flap Landing

Revision 1.1 FOR TRAINING PURPOSES ONLY 19-11

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

BALKED LANDING/GO-AROUND
1. APPLY TAKEOFF RATED THRUST
2. DEPRESS G.A. BUTTON
3. ROTATE TO GO-AROUND ATTITUDE (10°)
4. POSITIVE RATE—GEAR UP, LIGHTS IN,
YAW DAMP ON
AFTER CLEARING RUNWAY 5. CLIMB TO 400' AGL
1. AFTER LANDING CHECKLIST 6. POWER, AS REQUIRED
7. AFTER TAKEOFF CHECKLIST
8. CLIMB TO APPROPRIATE ALTITUDE
TOUCHDOWN AND ROLLOUT
1. WHEEL BRAKES—APPLY
2. THRUST REVERSERS—DEPLOY
3. SPEED BRAKES—EXTEND

BEFORE PATTERN LANDING ASSURED

1. SLOW TO 200 KIAS 1. CHECKLIST COMPLETE
2. THRUST LEVERS—IDLE AT 50' AGL
3. ZERO FLAP VREF AT 50' AGL
4. YAW DAMP OFF AT 50' AGL

PATTERN ENTRY
1. SLOW TO 170 KIAS (63% N1)

15 SEC

ABEAM NUMBERS
1. GEAR—DOWN
2. BEFORE LANDING CHECKS
19 MANEUVERS AND

3. SLOW TO 140 KIAS (MIN)

PROCEDURES

FINAL TURN
1. 45% N1
NOTE: 2. MAX BANK—30°
APPROACH AND LANDING CHECKLIST SHOULD BE
COMPLETE UP TO LANDING GEAR PRIOR TO
ENTERING THE TRAFFIC AREA. VREF SHOULD BE
COMPUTED FOR ZERO FLAP LANDING CONFIGURATION TIP
AND SET IN THE VR POSITION IN THE VSPEEDS.
CALCULATE LANDING VREF (SUBTRACT 4 KNOTS FROM THE
ORIGINAL VREF FOR EACH 1,000 LB. OF FUEL BURNED.
THIS IS CALCULATED VREF). ADD 22 KNOTS TO CALCULATED
VREF FOR VAC. ADD 20 KNOTS TO CALCULATED VREF FOR
THE FLAPS 0° CONFIGURATION.

EXAMPLE: VREF AT TAKEOFF WAS 116 KNOTS

FUEL BURN= 1,250 LB. (-5 KNOTS)
116 - 5 + 20 = 131 LANDING VREF (PUT IN VR POSITION)
111 + 22 = 133 VAC (PUT IN V2 POSITION)

Figure 19-11. Zero Flap Landing

19-12 FOR TRAINING PURPOSES ONLY Revision 1.1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

NOTE:
ONE-ENGINE-INOPERATIVE APPROACH AND LANDING
CHECKLIST SHOULD BE COMPLETE UP TO (BUT NOT BALKED LANDING/GO-AROUND
INCLUDING) FLAPS 10° PRIOR TO ENTERING THE
TRAFFIC AREA. CONFIRM VSPEEDS AND SET 1. APPLY TAKEOFF RATED THRUST
APPROPRIATELY. 2. DEPRESS G.A. BUTTON
3. ABOVE 100 KIAS—FLAPS 10°
4. ROTATE TO GO-AROUND ATTITUDE (10°)
5. POSITIVE RATE—GEAR UP, LIGHTS IN,
AFTER CLEARING RUNWAY YAW DAMP ON
1. AFTER LANDING CHECKLIST 6. CLIMB AT VAC TO 400' AGL
7. FLAPS—UP (IF REQUIRED)
8. AFTER TAKEOFF CHECKLIST
9. CLIMB AT 140 KIAS TO 1,500' AGL
TOUCHDOWN AND ROLLOUT 10. AFTER 1,500' AGL—CLIMB AT 170 KIAS
1. WHEEL BRAKES—APPLY
2. THRUST REVERSER—DEPLOY
3. SPEED BRAKES—EXTEND

* FLAPS 10° RECOMMENDED

BEFORE PATTERN LANDING ASSURED

1. FLAPS—30°, IF DESIRED *
1. SLOW TO 200 KIAS
2. THRUST LEVER—IDLE AT 50' AGL
3. VREF FOR CONFIGURATION AT 50' AGL
4. YAW DAMP OFF AT 50' AGL

PATTERN ENTRY
1. POWER TO 85% N1
2. FLAPS—10°
3. SLOW TO 170 KIAS

15 SEC

ABEAM NUMBERS
1. GEAR—DOWN

19 MANEUVERS AND
2. CONTINUE CHECKLIST

PROCEDURES
3. SLOW 140 KIAS (MIN)

FINAL TURN
1. MAX BANK—30°
2. 65% N1
3. VREF + 10 KT
TIP

CALCULATE LANDING VREF AS USUAL. ADD 22 KNOTS TO THIS

NUMBER FOR VAC. ADJUST FOR THE LANDING CONFIGURATION.

EXAMPLE: VREF AT TAKEOFF WAS 116 KNOTS, LANDING FLAPS 10°.

FUEL BURN= 1,250 LB. (-5 KNOTS)
116 - 5 + 10 = 121 LANDING VREF (PUT IN VR POSITION)
111 + 22 = 133 VAC (PUT IN V2 POSITION)

THE THRUST REVERSER ON THE INOPERATIVE ENGINE MAY BE

DEPLOYED TO AID IN AERODYNAMIC BRAKING AND DIRECTIONAL
CONTROL.

Figure 19-12. Engine Out Landing

Revision 1.1 FOR TRAINING PURPOSES ONLY 19-13

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

NOTE:
PRIOR TO INITIATING THE APPROACH, SLOW THE AIRPLANE
TO 200 KIAS IN THE CLEAN CONFIGURATION. COMPLETE
THE ONE-ENGINE-INOPERATIVE APPROACH AND LANDING
CHECKLIST UP TO FLAPS 10°, CONFIRM V-SPEEDS AND SET
APPROPRIATELY. THE APPROACH CHART SHOULD BE
REVIEWED AND THE APPROACH BRIEFING SHOULD BE
COMPLETED.
PROCEDURE TURN OUTBOUND
1. FLAPS—10°
2. AIRSPEED—SLOW TO
140 KIAS (MIN) (85% N1)

MARKER OUTBOUND
1. AIRSPEED—170 KIAS (85% N1)

PRIOR TO FIX
MISSED APPROACH
1. AIRSPEED—140 KIAS (MIN)
1. APPLY TAKEOFF RATED THRUST 2. ONE DOT FLY UP—GEAR DOWN
2. DEPRESS G.A. BUTTON 3. LANDING CHECKLIST
3. ABOVE 100 KIAS—FLAPS 10°
4. ROTATE TO GO-AROUND ATTITUDE (10°)
5. POSITIVE RATE—GEAR UP, LIGHTS IN,
YAW DAMP ON
6. CLIMB AT VAC TO 400' AGL
7. FLAPS—UP GLIDESLOPE INTERCEPT
8. AFTER TAKEOFF CHECKLIST
9. CLIMB AT 140 KIAS TO 1,500' AGL 1. AIRSPEED—SLOWING TO
10. AFTER 1,500' AGL, CLIMB AT 170 KIAS VREF + 10 KT (65% N1)
19 MANEUVERS AND
PROCEDURES

LANDING ASSURED
1. FLAPS—30° *
2. AIRSPEED—VREF FOR CONFIGURATION

AT 50' AGL
1. THRUST LEVER—IDLE
2. YAW DAMP—OFF
* WHEN LANDING ASSURED
** THE THRUST REVERSER ON THE INOPERATIVE
TOUCHDOWN AND ROLLOUT ENGINE MAY BE DEPLOYED TO AID IN AERODYNAMIC
BRAKING AND DIRECTIONAL CONTROL.
1. WHEEL BRAKES—APPLY
2. THRUST REVERSER—DEPLOY **
3. SPEED BRAKES—EXTEND

Figure 19-13. ILS Approach and Missed Approach

19-14 FOR TRAINING PURPOSES ONLY Revision 1.1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

NOTE:
PRIOR TO INITIATING THE APPROACH, SLOW THE AIRPLANE TO
200 KIAS IN THE CLEAN CONFIGURATION. COMPLETE THE ONE-
ENGINE-INOPERATIVE APPROACH AND LANDING CHECKLIST UP
TO FLAPS 10° BEFORE STARTING THE APPROACH. CONFIRM
V-SPEEDS AND SET APPROPRIATELY. THE APPROACH CHART
SHOULD BE REVIEWED, AND THE APPROACH BRIEFING SHOULD
BE COMPLETED.

PROCEDURE TURN
FAF OUTBOUND OUTBOUND
1. SLOW TO 170 KIAS 1. FLAPS—10°
2. 85% N1 2. AIRSPEED—SLOWING TO
140 KIAS (MIN) (85% N1)

PRIOR TO THE FIX

1. AIRSPEED—140 KIAS (MIN)
MISSED APPROACH 2. ONE MILE FROM FAF—GEAR DOWN
1. APPLY TAKEOFF RATED THRUST 3. LANDING CHECKLIST
2. DEPRESS G.A. BUTTON
3. ABOVE 100 KIAS—FLAPS 10°
4. ROTATE TO GO-AROUND ATTITUDE (10°)
AT THE FINAL FIX
5. POSITIVE RATE—GEAR UP, LIGHTS IN, 1. AIRSPEED—SLOWING TO
YAW DAMP ON VREF + 10 KT (65% N1)
6. CLIMB AT VAC TO 400' AGL 2. START TIME (IF REQUIRED)
7. FLAPS—UP
8. CLIMB AT 140 KIAS TO 1,500' AGL
9. AFTER TAKEOFF CHECKLIST
AT MDA
10 AFTER 1,500' AGL, CLIMB AT 170 KIAS 1. LEVEL OFF
2. MAINTAIN VREF + 10 KT (85% N1)

MINIMUMS
AT VDP (RWY IN SIGHT)

19 MANEUVERS AND
1. CONTINUE DESCENT

PROCEDURES
AT MAP (RWY NOT IN SIGHT)
1. EXECUTE MISSED APPROACH

LANDING ASSURED
1. FLAPS—30° *
2. AIRSPEED—VREF FOR CONFIGURATION
3. THRUST LEVER—IDLE AT 50' AGL
4. YAW DAMP—OFF AT 50' AGL

TOUCHDOWN AND ROLLOUT * WHEN LANDING ASSURED

1. WHEEL BRAKES—APPLY
2. THRUST REVERSER—DEPLOY ** ** THE THRUST REVERSER ON THE INOPERATIVE
3. SPEED BRAKES—EXTEND ENGINE MAY BE DEPLOYED TO AID IN AERODYNAMIC
BRAKING AND DIRECTIONAL CONTROL.

Figure 19-14. Single Engine and ILS Approach and Missed Approach

Revision 1.1 FOR TRAINING PURPOSES ONLY 19-15

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

NOTE:
PRIOR TO INITIATING THE APPROACH, SLOW THE AIRPLANE TO
200 KIAS IN THE CLEAN CONFIGURATION. COMPLETE THE
APPROACH CHECKLIST UP TO FLAPS 10°, CONFIRM V-SPEEDS AND
SET APPROPRIATELY. THE APPROACH CHART SHOULD BE
REVIEWED AND THE APPROACH BRIEFING SHOULD BE COMPLETED.

PROCEDURE TURN
FAF OUTBOUND OUTBOUND
1. SLOW TO 170 KIAS 1. FLAPS—10°
2. 65% N1 2. AIRSPEED—SLOWING
TO 140 KIAS (MIN) (65% N1)

PRIOR TO THE FIX

1. AIRSPEED—140 KIAS (MIN)
MISSED APPROACH 2. ONE MILE FROM FAF—GEAR DOWN
1. APPLY TAKEOFF RATED THRUST 3. LANDING CHECKLIST
2. DEPRESS G.A. BUTTON
3. ROTATE TO GO-AROUND ATTITUDE (10°)
4. 100 KIAS—FLAPS 10°
AT THE FINAL FIX
5. POSITIVE RATE—GEAR UP, LIGHTS IN, 1. FLAPS—30°
YAW DAMP ON 2. AIRSPEED—SLOWING TO VREF
6. ABOVE 400' AGL—FLAPS UP 3. START TIME (IF REQUIRED)
7. POWER, AS REQUIRED
8. AFTER TAKEOFF CHECKLIST
9. CLIMB TO APPROPRIATE ALTITUDE
AT MDA
1. LEVEL OFF
2. MAINTAIN VREF (75% N1)

MINIMUMS AT VDP (RWY IN SIGHT)

19 MANEUVERS AND

1. CONTINUE DESCENT
PROCEDURES

2. 60% N1

AT MAP (RWY NOT IN SIGHT)

1. EXECUTE MISSED APPROACH

AT THRESHOLD
1. AIRSPEED—VREF
2. THRUST LEVERS—IDLE
3. YAW DAMP—OFF

TOUCHDOWN AND ROLLOUT

1. WHEEL BRAKES—APPLY
2. THRUST REVERSERS—DEPLOY
3. SPEED BRAKES—EXTEND

Figure 19-15. Non-Precision Approach and Missed Approach

19-16 FOR TRAINING PURPOSES ONLY Revision 1.1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

NOTE:
PRIOR TO INITIATING THE APPROACH, SLOW THE AIRPLANE TO
200 KIAS IN THE CLEAN CONFIGURATION. COMPLETE THE ONE-
ENGINE-INOPERATIVE APPROACH AND LANDING CHECKLIST UP
TO FLAPS 10° BEFORE STARTING THE APPROACH. CONFIRM
V-SPEEDS AND SET APPROPRIATELY. THE APPROACH CHART
SHOULD BE REVIEWED, AND THE APPROACH BRIEFING SHOULD
BE COMPLETED.

PROCEDURE TURN
FAF OUTBOUND OUTBOUND
1. SLOW TO 170 KIAS 1. FLAPS—10°
2. 85% N1 2. AIRSPEED—SLOWING TO
140 KIAS (MIN) (85% N1)

PRIOR TO THE FIX

1. AIRSPEED—140 KIAS (MIN)
MISSED APPROACH 2. ONE MILE FROM FAF—GEAR DOWN
1. APPLY TAKEOFF RATED THRUST 3. LANDING CHECKLIST
2. DEPRESS G.A. BUTTON
3. ABOVE 100 KIAS—FLAPS 10°
4. ROTATE TO GO-AROUND ATTITUDE (10°)
AT THE FINAL FIX
5. POSITIVE RATE—GEAR UP, LIGHTS IN, 1. AIRSPEED—SLOWING TO
YAW DAMP ON VREF + 10 KT (65% N1)
6. CLIMB AT VAC TO 400' AGL 2. START TIME (IF REQUIRED)
7. FLAPS—UP
8. CLIMB AT 140 KIAS TO 1,500' AGL
9. AFTER TAKEOFF CHECKLIST
AT MDA
10 AFTER 1,500' AGL, CLIMB AT 170 KIAS 1. LEVEL OFF
2. MAINTAIN VREF + 10 KT (85% N1)

MINIMUMS
AT VDP (RWY IN SIGHT)

19 MANEUVERS AND
1. CONTINUE DESCENT

PROCEDURES
AT MAP (RWY NOT IN SIGHT)
1. EXECUTE MISSED APPROACH

LANDING ASSURED
1. FLAPS—30° *
2. AIRSPEED—VREF FOR CONFIGURATION
3. THRUST LEVER—IDLE AT 50' AGL
4. YAW DAMP—OFF AT 50' AGL

TOUCHDOWN AND ROLLOUT * WHEN LANDING ASSURED

1. WHEEL BRAKES—APPLY
2. THRUST REVERSER—DEPLOY ** ** THE THRUST REVERSER ON THE INOPERATIVE
3. SPEED BRAKES—EXTEND ENGINE MAY BE DEPLOYED TO AID IN AERODYNAMIC
BRAKING AND DIRECTIONAL CONTROL.

Figure 19-16. Single-Engine Non-Precision Approach and Missed Approach

Revision 1.1 FOR TRAINING PURPOSES ONLY 19-17

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

PROCEDURE TURN OUTBOUND

1. FLAPS 10°
PRIOR TO FINAL FIX 2. AIRSPEED—SLOWING TO
140 KIAS (MIN) (65% N1)
1. APPROACH CHECKLIST—COMPLETE
2. VREF SET

FINAL APPROACH
RUNWAY IN SIGHT
FIX INBOUND
1. BEGIN 30° TURN APPROXIMATELY 1. FLAPS 20°
ONE MILE PRIOR TO RUNWAY 2. GEAR DOWN
2. MAXIMUM BANK ANGLE—30° 3. AIRSPEED—140 KIAS
3. MAINTAIN CIRCLING MINIMUMS 4. DESCEND TO CIRCLING
MINIMUMS

THRESHOLD
AFTER CLEARING TOUCHDOWN AND ROLLOUT
1. AIRSPEED—VREF
RUNWAY 1. WHEEL BRAKES—APPLY 2. THRUST LEVERS—IDLE AT 50' AGL
1. AFTER LANDING 2. THRUST REVERSERS—DEPLOY 3. YAW DAMP—OFF AT 50' AGL
CHECKLIST 3. SPEED BRAKES—EXTEND

TURN TO FINAL
1. ADJUST BANK ANGLE AS
15 SEC NECESSARY (30° MAX)
(MAXIMUM DISTANCE 2. BEGIN DESCENT AT A POSITION
FOR CATEGORY C) FROM WHICH TO MAKE A
NORMAL LANDING
3. 1,000 FPM MAXIMUM DESCENT
RATE
NOTE:
KEEP RUNWAY IN SIGHT
WHILE CIRCLING
19 MANEUVERS AND

FINAL
PROCEDURES

1. FLAPS—30°
15 SEC 2. SLOW TO VREF

ROLLOUT
1. BEGIN TIMING UPON COMPLETION
OF ROLLOUT (WINGS LEVEL)
2. MAINTAIN 140 KIAS (MAX)
3. MAINTAIN CIRCLING MINIMUMS

BASE LEG
MISSED APPROACH 1. AFTER 15 SECONDS, TURN ON
IF THE AIRCRAFT ENCOUNTERS IFR WHILE TO BASE LEG
CIRCLING, THE MISSED APPROACH SHOULD 2. MAXIMUM BANK ANGLE—30°
BE A CLIMBING TURN OVER THE CENTER OF 3. MAINTAIN CIRCLING MINIMUMS
THE AERODROME, RE-INTERCEPTING THE
ORIGINAL APPROACH COURSE, AND FLYING
THE MISSED APPROACH.

Figure 19-17. Circling Approach

19-18 FOR TRAINING PURPOSES ONLY Revision 1.1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 20
WEIGHT AND BALANCE

Please reference OEM documentation for information on this subject.

20 WEIGHT AND BALANCE

Revision 1 FOR TRAINING PURPOSES ONLY 20-i

 21 FLIGHT PLANNING
AND PERFORMANCE
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 21
FLIGHT PLANNING AND PERFORMANCE

Please reference OEM documentation for information on this subject.

Revision 1 FOR TRAINING PURPOSES ONLY 21-i

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 22
CREW RESOURCE MANAGEMENT
CONTENTS
Page

22 CREW RESOURCE
INTRODUCTION................................................................................................................. 22-1

MANAGEMENT

Revision 1 FOR TRAINING PURPOSES ONLY 22-i

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CHAPTER 22
CREW RESOURCE MANAGEMENT

22 CREW RESOURCE
MANAGEMENT
INTRODUCTION
This chapter describes the crew resource management program. Information is provided on the crew
concept briefing guide and altitude callouts between pilots.

Revision 1 FOR TRAINING PURPOSES ONLY 22-1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CREW RESOURCE
MANAGEMENT

SITUATIONAL AWARENESS IN THE COCKPIT

Events that
PILOT PILOT may happen
FLYING MONITORING
(PF) (PM)
22 CREW RESOURCE
MANAGEMENT

SA

COLLECTIVE Events that Events that

S/A have are
happened happening
now

CLUES TO IDENTIFYING:
• Loss of Situational Awareness
• Links In the Error Chain

1. FAILURE TO MEET TARGETS

OPERATIONAL

2. UNDOCUMENTED PROCEDURE
3. DEPARTURE FROM SOP
4. VIOLATING MINIMUMS OR LIMITATIONS
5. FAILURE TO MONITOR

6. COMMUNICATIONS
7. AMBIGUITY
8. UNRESOLVED DISCREPANCIES
HUMAN

9. PREOCCUPATION OR DISTRACTION
10. CONFUSION OR EMPTY FEELING
11. NEED TO HURRY / LAST MINUTE CHANGES
12. FATIGUE

COMMAND AND LEADERSHIP

LEADERSHIP STYLES
VARY WITH SITUATION

LAISSEZ-
AUTOCRATIC AUTHORITARIAN DEMOCRATIC
FAIRE

PARTICIPATION

LOW HIGH
Command — Designated by Organization
— Cannot be Shared
Leadership — Shared among Crewmembers
— Focuses on “What’s right,” not “Who’s right”

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CREW RESOURCE
MANAGEMENT
COMMUNICATION PROCESS

ASSERTION:
OPERATIONAL • Reach a conclusion
NEED SEND RECEIVE GOAL

ADVOCACY:

22 CREW RESOURCE
• Increase collective S/A

MANAGEMENT
INQUIRY:
• Increase individual S/A
FEEDBACK
• Support Conclusions with Facts
• State Position, Suggest Solutions
• Clear, Concise Questions
— THINK—
• Solicit and give feedback • Maintain focus on the goal
• Listen carefully • Verify operational outcome is achieved
• Focus on behavior, not people • Be aware of barriers to communication

— REMEMBER —
Questions enhance communication flow
Don’t give in to the temptation to ask questions when Assertion is required
Use of Inquiry or Advocacy should raise a “red flag”.

DECISION MAKING PROCESS

HINTS: EVALUATE
RESULT
• Identify the problem: RECOGNIZE
– Communicate it NEED
– Achieve agreement
– Obtain commitment IDENTIFY
AND
• Consider appropriate SOP’s IMPLEMENT DEFINE
PROBLEM
• Think beyond the obvious alternatives RESPONSE
• Make decisions as a result of the process ACCELERATED
RESPONSE COLLECT
• Resist the temptation to make an immediate FACTS
decision and then support it with facts
SELECT A IDENTIFY
RESPONSE ALTERNATIVES

WEIGH IMPACT
OF ALTERNATIVES

ERROR MANAGEMENT
ERROR
CONTAINMENT
• IDENTIFY AREAS OF
MITIGATE VULNERABILITY

ERROR
PREVENTION DETECT & TRAP • USE SOPs, CHECKLISTS AND
EFFECTIVE MONITORING TO
ESTABLISH LAYERS OF
ANTICIPATE & AVOID
DEFENSE

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

WALKAROUND
WALKAROUND
The following section is a pictorial walkaround. It shows each item called
out in the exterior power-off preflight inspection. The foldout pages at
the beginning and the end of the walkaround section should be unfolded
before starting to read.

The general location photographs do not specify every checklist item.

However, each item is portrayed on the large-scale photographs that
follow.

Revision 1 FOR TRAINING PURPOSES ONLY WA-1

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WALKAROUND INSPECTION
5
77
CABIN DOOR
12 6 1 2 92 75 74 93
19
20
WALKAROUND

88 83

1. DOOR SEAL—SERVICEABLE 2. EXTERIOR HANDLE—STOWED POSITION

NOTE: Exterior handle will not stow by movement of
11 8 7 10 4 3 91 90 85 76 89 87 86 85 84 82 interior door handle.
9

LEFT NOSE

23 45 22 20 19 15 13

47 44

31

3. STATIC PORTS—CLEAR

34 33 32
29 28 30 48 46 38 27 25 26 24 21 16 17 14
27
18
4. ANGLE-OF-ATTACK SENSOR—CLEAR, ROTATES
5. WINDSHIELD WIPER—CONDITION, SECURE
(REMOVED RK 243 AND AFT)

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WALKAROUND INSPECTION
5
77
CABIN DOOR
12 6 1 2 92 75 74 93
19
20

WALKAROUND
88 83

1. DOOR SEAL—SERVICEABLE 2. EXTERIOR HANDLE—STOWED POSITION

NOTE: Exterior handle will not stow by movement of
11 8 7 10 4 3 91 90 85 76 89 87 86 85 84 82 interior door handle.
9

LEFT NOSE

23 45 22 20 19 15 13

47 44

31

3. STATIC PORTS—CLEAR

34 33 32
29 28 30 48 46 38 27 25 26 24 21 16 17 14
27
18
4. ANGLE-OF-ATTACK SENSOR—CLEAR, ROTATES
5. WINDSHIELD WIPER—CONDITION, SECURE
(REMOVED RK 243 AND AFT)

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

6. AVIONICS COMPARTMENT DOOR—SECURE 9. NOSE GEAR TORQUE LINK—CONNECTED

ICE DETECTOR—CHECK

WALKAROUND
7. PITOT AND STATIC DRAIN PORTS—CLOSED 10. CABIN AIR DISCHARGE DUCT—CLEAR
11. LANDING LIGHT DOOR—SECURE

8. NOSE GEAR, DOORS, TIRE AND WHEEL 12. PITOT TUBE—CHECK

—CONDITION AND SECURE

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

RIGHT NOSE

13. PITOT TUBE—CLEAR

14. LANDING LIGHT DOOR—SECURE
15. AVIONICS COMPARTMENT DOOR—SECURE
WALKAROUND

19. WINDSHIELD WIPER—CONDITION AND SECURE

(REMOVED RK 243 AND AFT)
20. ANGLE-OF-ATTACK SENSOR—CLEAR, ROTATES

16. CABIN AIR DISCHARGE DUCT—CLEAR 21. STATIC PORTS—CLEAR

17. PITOT AND STATIC DRAIN PORTS—CLOSED
18. OXYGEN BLOWOUT DISC—GREEN

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RIGHT WING

22. EMERGENCY EXIT—SECURE 25. WING LEADING EDGE INLET—CLEAR

WALKAROUND
23. DORSAL FIN INLET—CLEAR

24. WING INSPECTION LIGHT—CONDITION 26. CENTER TANK DRAIN (DAILY)—DRAIN AND
SECURE

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

27

29

29
28

27. FUEL QUICK DRAINS (3) DAILY—DRAIN AND 32. WINGTIP VENT INLET—CLEAR
SECURE
28. FUEL TANK VENT—CLEAR
29. SNIFFLE VALVES (2) (DAILY)—PUSH AND PULL,
CHECK FOR LEAKS
a. Fuel may drain from valve when pushed or
pulled. Use device to catch fuel as required.
b. Check for freedom of movement.
WALKAROUND

30. WING LEADING EDGE—CHECK CONDITION 33. NAVIGATION AND STROBE LIGHTS—CONDITION

31. FUEL FILLER CAP—SECURE 34. WING ANTI-ICE AIR EXHAUST PORT—CLEAR

WA-6 FOR TRAINING PURPOSES ONLY Revision 1.1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

35. SPOILERS, FLAPS, ROLL TRIM TAB, AND STATIC 38. CENTER TANK VENT OUTLET—CLEAR
WICKS (3)—CONDITION AND SECURE

WALKAROUND
39. FUSELAGE FUEL FILTER (DRAIN DAILY)
—CHECK FOR LEAKS
40. MIXER BAY VENT OUTLET—CLEAR

36. MAIN GEAR, DOORS AND TIRE—CONDITION

AND SECURE

37. BRAKES—CONDITION 41. LOWER FUSELAGE VENT OUTLET—CLEAR

Revision 1 FOR TRAINING PURPOSES ONLY WA-7

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

RIGHT NACELLE

42. COWLING FASTENERS—CHECK, SECURE

43. THRUST REVERSER—CONDITION

45. ENGINE INLET SCREWS—CHECK SLIP MARK

WALKAROUND

46. GENERATOR INLET—CLEAR

44. ENGINE FAN DUCT AND FAN—CHECK FOR BENT

BLADES, NICKS, AND BLOCKAGE OF FAN STATOR

WA-8 FOR TRAINING PURPOSES ONLY Revision 1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

48. DRAIN LINES—CLEAR

WALKAROUND
49. ENGINE EXHAUST AND BYPASS DUCT—CLEAR
AND CONDITION

47. OIL LEVEL—CHECK

FILLER DOOR—SECURE

Revision 1 FOR TRAINING PURPOSES ONLY WA-9

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

52. COOLING AIR DISCHARGE DUCT—CLEAR

WALKAROUND
WALKAROUND

50. FUSELAGE FUEL FILL DOOR—SECURE 53. AFT FUSELAGE VENTILATION INLET (RH)—CLEAR

51. UPPER AFT FUSELAGE VENTILATION OUTLET 54. RH FUEL VENT PORT—CLEAR
—CLEAR 55. LH FUEL VENT PORT—CLEAR

WA-10 FOR TRAINING PURPOSES ONLY Revision 1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

56. ELEVATORS, STABILIZER TRIM, STATIC WICKS (4) 60. AFT FUSELAGE VENTILATION INLET (LH)—CLEAR
—CONDITION

WALKAROUND
57. RUDDER, TRIM TAB AND STATIC WICKS (2)—
CONDITION AND SECURE
58. NAVIGATION AND STROBE LIGHTS—CONDITION 61. FIRE EXTINGUISHER RELIEF INDICATOR—RED
AND SECURE

59. TEMPERATURE SENSOR—CHECK 62. UPPER AFT FUSELAGE VENTILATION

OUTLET—CLEAR

Revision 1 FOR TRAINING PURPOSES ONLY WA-11

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

63. ALL OTHER DRAINS AND VENTS—CHECK

AFT BAGGAGE COMPARTMENT

WALKAROUND

64. BAGGAGE COMPARTMENT—CONDITION

66. HYDRAULIC FLUID RESERVOIR SIGHT GAGE—

FLUID VISIBLE

65. BOTH FIRE BOTTLE PRESSURE GAGES—CHECK

67. AFT COMPARTMENT LIGHT—OFF

WA-12 FOR TRAINING PURPOSES ONLY Revision 1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

68. ACCESS DOORS—SECURE 69. EXTERNAL POWER SERVICE DOOR—SECURE

(IF APU NOT USED)

LEFT NACELLE

WALKAROUND
70. COWLING FASTENERS—CHECK, SECURE
71. THRUST REVERSER—CONDITION

73. DRAIN LINES­—CLEAR

72. ENGINE EXHAUST, DRAIN TUBES

AND BYPASS DUCT—CLEAR AND CONDITION

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 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

75. ENGINE FAN DUCT AND FAN—CHECK FOR BENT

BLADES, NICKS, AND BLOCKAGE OF FAN STATOR
76. GENERATOR AIR INLET—CLEAR
WALKAROUND

77. ENGINE INLET SCREWS—CHECK SLIP MARK

74. OIL LEVEL—CHECK

FILLER DOOR—SECURE

WA-14 FOR TRAINING PURPOSES ONLY Revision 1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

78. BRAKE SYSTEM ACCUMULATOR

PRESSURE—CHECK
81. SPOILERS, FLAPS, ROLL TRIM TAB, AND
STATIC WICKS (3)—CONDITION AND SECURE

84

85

WALKAROUND
83
86

79. FUEL FILTER DRAIN (DAILY)—DRAIN AND SECURE

82

82. WING ANTI-ICE AIR EXHAUST PORT—CLEAR

83. NAVIGATION AND STROBE LIGHTS—CONDITION
84. WINGTIP VENT INLET—CLEAR
85. FUEL QUICK DRAINS (3) (DAILY)—DRAIN AND
SECURE
86. SNIFFLE VALVES (2) (DAILY)—PUSH AND PULL,
CHECK FOR LEAKS

80. MAIN GEAR, DOORS, TIRE, AND BRAKE—

87. FUEL TANK VENT—CLEAR
CONDITION AND SECURE

Revision 1 FOR TRAINING PURPOSES ONLY WA-15

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

91. WING LEADING EDGE INLET—CLEAR

88. FUEL FILLER CAP—SECURE

WALKAROUND

89. WING LEADING EDGE—CHECK CONDITION

92. WING INSPECTION LIGHT—CONDITION

90. CENTER FUSELAGE TANK DRAIN—CHECK 93. DORSAL FIN INLET—CLEAR

CONDITION

WA-16 FOR TRAINING PURPOSES ONLY Revision 1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

53 50 49 43 51 42

WALKAROUND
35
56

55 54 52 41 38 36
69 48 39 37
40

76 70 62 71 72 60

77
81

57
58
80 73 78 63 69 59 61
79 64 65 66 67 68

Revision 1 FOR TRAINING PURPOSES ONLY WA-17

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

APPENDIX A
ANSWERS TO QUESTIONS
CONTENTS
Page

ANSWERS.................................................................................................................... APP-A-1

APPENDIX A

Revision 1 FOR TRAINING PURPOSES ONLY APP-A-i

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

ANSWERS

CHAPTER 2 3. D 4. C 4. D
1. B 4. C 5. D 5. B
2. A 5. A 6. D 6. C
3. B 6. B or A 7. A 7. A
4. B 7. D 8. A
CHAPTER 11
5. A 8. D 9. D
1. B
6. C 9. C 10. B
2. C
7. D 10. B
3. D CHAPTER 15
8. A 11. C
4. A 1. B
9. A 12. B
5. C 2. B
10. D 13. B
6. A 3. B
11. B 14. C
7. C 4. C
12. C 15. C
8. D 5. D
13. C 16. B
9. D 6. D
14. A 17. D
7. A
18. A CHAPTER 12
CHAPTER 3 8. D
19. C 1. B
1. C
20. D 2. B CHAPTER 16
2. A
21. D 3. D 1. D
3. A
22. C 4. A 2. D
4. A
23. B 5. B 3. D
5. B
6. C 4. B
6. B CHAPTER 8
7. D 5. D
1. C
CHAPTER 4 8. A 6. D

APPENDIX A
2. A
1. C
3. D CHAPTER 13 CHAPTER 17
2. A
4. D 1. B 1. A
3. B
2. A 2. D
4. A CHAPTER 9
3. C 3. C
1. C
CHAPTER 5 4. D 4. C
2. B
1. C 5. B 5. A
3. D
2. C 6. A 6. D
4. B
3. A 7. D 7. A or B
5. A
4. D 8. A 8. A
5. A CHAPTER 10 9. C
CHAPTER 14
1. C 10. D
CHAPTER 7 1. C
2. B
1. C 2. D
3. A
2. A 3. A

Revision 1.1 FOR TRAINING PURPOSES ONLY APP-A-1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

APPENDIX B
CONVERSIONS
CONTENTS
Page

CONVERSIONS............................................................................................................APP-B-1

APPENDIX B

Revision 1 FOR TRAINING PURPOSES ONLY APP-B-i

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

TABLES
Table Title Page

B-1 Conversion Factors..............................................................................................APP-B-1

B-2 Fahrenheit and Celsius Temperature Conversion.................................................APP-B-2
B-3 Inches to Millimeters (0.0001 Inch to 10 Inches)................................................APP-B-3
B-4 Weight (Mass): Ounces or Pounds to Kilograms.................................................APP-B-4

APPENDIX B

Revision 1 FOR TRAINING PURPOSES ONLY APP-B-iii

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CONVERSIONS

Table APP B-1. CONVERSION FACTORS

MULTIPLY BY TO OBTAIN

centimeters 0.3937 inches

kilograms 2.2046 pounds
kilometers 0.621 statute miles
kilometers 0.539 nautical miles
liters 0.264 gallons
liters 1.05 quarts (liquid)
meters 39.37 inches
meters 3.281 feet
millibars 0.02953 in. Hg (32° F)
feet 0.3048 meters
gallons 3.7853 liters
inches 2.54 centimeters
in. Hg (32° F) 33.8639 millibars
nautical miles 1.151 statute miles
nautical miles 1.852 kilometers
pounds 0.4563 kilograms
quarts (liquid) 0.946 liters
statute miles 1.609 kilometers
statute miles 0.868 nautical miles

APPENDIX B

Revision 1 FOR TRAINING PURPOSES ONLY APP-B-1

 APPENDIX B

Table APP B-2. FAHRENHEIT AND CELSIUS TEMPERATURE CONVERSION

-459.4 to -220 -210 to 0 1 to 25 26 to 50 51 to 75 76 to 100 101 to 340 341 to 490 491 to 750
°C °C or °F °F °C °C or °F °F °C °C or °F °F °C °C or °F °F °C °C or °F °F °C °C or °F °F °C °C or °F °F °C °C or °F °F °C °C or °F °F

APP-B-2
-273 -459.4 -134 -210 -346 -17.2 1 33.8 10.6 26 123.8 10.6 51 123.8 24.4 76 168.8 43 110 230 177 350 622 260 500 932
-268 -450 -129 -200 -328 -16.7 2 35.6 11.1 27 125.6 11.1 52 125.6 25.0 77 170.6 49 120 248 182 360 680 266 510 950
-262 -440 -123 -190 -310 -16.1 3 37.4 11.7 28 127.4 11.7 53 127.4 25.6 78 172.4 54 130 266 188 370 698 271 520 968
-257 -430 -118 -180 -292 -15.6 4 39.2 12.2 29 129.2 12.2 54 129.2 26.1 79 174.2 60 140 2874 193 380 716 277 530 986
-251 -420 -112 -170 -274 -15.0 5 41.0 12.8 30 131.0 12.8 55 131.0 26.7 80 176.0 66 150 302 199 390 734 282 540 1,004
-246 -410 -107 -160 -256 -14.4 6 42.8 13.3 31 132.8 13.3 56 132.8 27.2 81 177.8 71 160 320 204 400 752 288 550 1,022
-240 -400 -101 -150 -238 -13.9 7 44.6 13.9 32 134.6 13.9 57 134.6 27.8 82 179.6 77 170 338 210 410 770 293 560 1,040
-234 -390 -95.6 -140 -220 -13.3 8 46.4 14.4 33 136.4 14.4 58 136.4 28.3 83 181.4 82 180 358 246 420 788 299 570 1,058
-229 -380 -90.0 -130 -202 -12.8 9 48.2 15.0 34 138.2 15.0 59 138.2 28.9 84 183.2 88 190 374 221 430 806 304 580 1,076
-223 -370 -84.4 -120 -184 -12.2 10 50.0 15.6 35 140.0 15.6 60 140.0 29.4 85 185.0 93 200 392 227 440 824 310 590 1,094
-218 -360 -78.9 -110 -166 -11.7 11 51.8 16.1 36 141.8 16.1 61 141.8 30.0 86 186.8 99 210 410 232 450 842 316 600 1,112
-212 -350 -73.3 -100 -148 -11.1 12 53.6 16.7 37 143.6 16.7 62 143.6 30.6 87 188.6 100 212 413 238 460 860 321 610 1,130
-207 -340 -67.8 -90 -130 -10.6 13 55.4 17.2 38 145.4 17.2 63 145.4 31.1 88 190.4 104 220 428 243 470 878 327 620 1,148
-201 -330 -62.2 -80 -112 -10.0 14 57.2 17.8 39 147.2 17.8 64 147.2 31.7 89 192.2 110 230 446 249 480 896 332 630 1,166
-196 -320 -56.7 -70 -94 -9.44 15 59.0 18.3 40 149.0 18.3 65 149.0 32.2 90 194.0 116 240 464 254 490 914 338 640 1,184
-190 -310 -51.1 -60 -76 -8.89 16 60.8 18.9 41 150.8 18.9 66 150.8 32.8 91 195.8 121 250 482 343 650 1,202
-184 -300 -45.6 -50 -58 -8.33 17 62.6 19.4 42 152.6 19.4 67 152.6 33.3 92 197.6 127 260 500 349 660 1,220
-179 -290 -40.0 -40 -40 -7.78 18 64.4 20.0 43 154.4 20.0 68 154.4 33.9 93 199.4 132 270 518 354 670 1,238
-173 -280 -34.4 -30 -22 -7.22 19 66.2 20.6 44 156.2 20.6 69 156.2 34.4 94 201.2 138 280 536 360 680 1,256
-169 -273 -459.4 -28.9 -20 -4 -6.67 20 68.0 21.1 45 158.0 21.1 70 158.0 35.0 95 203.0 143 290 554 366 690 1,274
-168 -270 -454 -23.3 -10 14 -6.11 21 69.8 21.7 46 159.8 21.7 71 159.8 35.6 96 204.8 149 300 572 371 700 1,292
-163 -260 -436 -17.8 0 32 -5.56 22 71.6 22.2 47 161.6 22.2 72 161.6 36.1 97 206.6 154 310 590 377 710 1,310
-157 -250 -418 -5.00 23 73.4 22.8 48 163.4 22.8 73 163.4 36.7 98 208.4 160 320 608 382 720 1,328
-151 -240 -400 -4.44 24 75.2 23.3 49 165.2 23.3 74 165.2 37.2 99 210.2 166 330 626 388 730 1,346
-146 -230 -382 -3.89 25 77.0 23.9 50 167.0 23.9 75 167.0 37.8 100 212.0 171 340 644 393 740 1,364
-140 -220 -364 399 750 1,382

751 to 1,000 1,001to 1,250 1,251 to 1,490 1,491 to 1,750 1,751 to 2,000 2,001 to 2,250 2,251 to 2,490 2,491 to 2,750 2,751 to 3,000
°C °C or °F °F °C °C or °F °F °C °C or °F °F °C °C or °F °F °C °C or °F °F °C °C or °F °F °C °C or °F °F °C °C or °F °F °C °C or °F °F
404 760 1,400 543 1,010 1,850 682 1,260 2,300 816 1,500 2,732 960 1,760 3,200 1,099 2,010 3,650 1,238 2,260 4,100 1,371 2,500 4,532 1,516 2,760 5,000
410 770 1,418 549 1,020 1,868 688 1,270 2,318 821 1,510 2,750 966 1,770 3,218 1,104 2,020 3,668 1,243 2,270 4,118 1,377 2,510 4,550 1,521 2,770 5,018
416 780 1,436 554 1,030 1,886 693 1,280 2,336 827 1,520 2,768 971 1,780 3,236 1,110 2,030 3,686 1,249 2,280 4,136 1,382 2,520 4,568 1,527 2,780 5,036
421 790 1,454 560 1,040 1,904 699 1,290 2,354 832 1,530 2,786 977 1,790 3,254 1,116 2,040 3,704 1,254 2,290 4,154 1,388 2,530 4,586 1,532 2,790 5,054
427 800 1,472 566 1,050 1,922 704 1,300 2,372 838 1,540 2,804 982 1,800 3,272 1,121 2,050 3,722 1,260 2,300 4,172 1,393 2,540 4,604 1,538 2,800 5,072
432 810 1,490 571 1,060 1,940 710 1,310 2,390 843 1,550 2,822 988 1,810 3,290 1,127 2,060 3,740 1,266 2,310 4,190 1,399 2,550 4,622 1,543 2,810 5,090
438 820 1,508 577 1,070 1,958 716 1,320 2,408 849 1,560 2,840 993 1,820 3,308 1,132 2,070 3,758 1,271 2,320 4,208 1,404 2,560 4,640 1,549 2,820 5,184

FOR TRAINING PURPOSES ONLY

443 830 1,526 582 1,080 1,976 721 1,330 2,426 854 1,570 2,858 999 1,830 3,326 1,138 2,080 3,776 1,277 2,330 4,226 1,410 2,570 4,658 1,554 2,830 5,126
449 840 1,544 588 1,090 1,994 727 1,340 2,444 860 1,580 2,876 1,004 1,840 3,344 1,143 2,090 3,794 1,282 2,340 4,244 1,416 2,580 4,676 1,560 2,840 5,144
454 850 1,562 593 1,110 2,012 732 1,350 2,462 866 1,590 2,894 1,010 1,850 3,362 1,149 2,100 3,812 1,288 2,350 4,262 1,421 2,590 4,694 1,566 2,850 5,162
460 860 1,580 599 1,111 2,030 738 1,360 2,480 871 1,600 2,912 1,016 1,860 3,380 1,154 2,110 3,830 1,293 2,360 4,280 1,427 2,600 4,712 1,571 2,860 5,180
466 870 1,598 604 1,120 2,048 743 1,370 2,498 877 1,610 2,930 1,021 1,870 3,398 1,160 2,120 3,848 1,299 2,370 4,298 1,432 2,610 4,730 1,577 2,870 5,198
471 880 1,616 610 1,130 2,066 749 1,380 2,516 882 1,620 2,948 1,027 1,880 3,416 1,166 2,130 3,866 1,304 2,380 4,316 1,438 2,620 4,748 1,582 2,880 5,216
477 890 1,634 616 1,140 2,084 754 1,390 2,534 888 1,630 2,966 1,032 1,890 3,434 1,171 2,140 3,884 1,310 2,390 4,334 1,443 2,630 4,766 1,588 2,890 5,234
482 900 1,652 621 1,150 2,102 760 1,400 2,552 893 1,640 2,984 1,038 1,900 3,452 1,177 2,150 3,902 1,316 2,400 4,352 1,449 2,640 4,784 1,593 2,900 5,252
BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

488 910 1,670 627 1,160 2,120 766 1,410 2,570 899 1,650 3,002 1,043 1,910 3,470 1,182 2,160 3,920 1,321 2,410 4,370 1,454 2,650 4,802 1,599 2,910 5,270
493 920 1,688 632 1,170 2,138 771 1,420 2,588 904 1,660 3,020 1,049 1,920 3,488 1,188 2,170 3,938 1,327 2,420 4,388 1,460 2,660 4,820 1,604 2,920 5,288
499 930 1,706 638 1,180 2,156 777 1,430 2,606 910 1,670 3,038 1,054 1,930 3,506 1,193 2,180 3,956 1,332 2,430 4,406 1,466 2,670 4,838 1,610 2,930 5,306
504 940 1,724 643 1,190 2,174 782 1,440 2,624 916 1,680 3,056 1,060 1,940 3,524 1,199 2,190 3,974 1,338 2,440 4,424 1,471 2,680 4,856 1,616 2,940 5,324
510 950 1,742 649 1,200 2,192 788 1,450 2,642 921 1,690 3,074 1,066 1,950 3,542 1,204 2,200 3,992 1,343 2,450 4,442 1,477 2,690 4,874 1,621 2,950 5,342
516 960 1,760 654 1,210 2,210 793 1,460 2,660 927 1,700 3,092 1,071 1,960 3,560 1,210 2,210 4,010 1,349 2,460 4,460 1,482 2,700 4,892 1,627 2,960 5,360
521 970 1,778 660 1,220 2,228 799 1,470 2,678 932 1,710 3,110 1,077 1,970 3,578 1,216 2,220 4,028 1,354 2,470 4,478 1,488 2,710 4,910 1,632 2,970 5,378
527 980 1,796 666 1,230 2,246 804 1,480 2,696 938 1,720 3,128 1,082 1,980 3,598 1,221 2,230 4,024 1,360 2,480 4,496 1,493 2,720 4,928 1,638 2,980 5,396
532 990 1,814 671 1,240 2,264 810 1,490 2,714 943 1,730 3,146 1,088 1,990 3,616 1,227 2,240 4,064 1,366 2,490 4,514 1,499 2,730 4,946 1,643 2,990 5,414
538 1,000 1,832 677 1,250 2,282 949 1,740 3,164 1,093 2,000 3,632 1,232 2,250 4,082 1,504 2,740 4,964 1,649 3,000 5,432
954 1,750 3,182 1,510 2,750 4,982
°C °F °C °F
NOTE:—The numbers in bold face type refer to the temperature either in degrees Celsius °F = 9/5 (°C) + 32 0.56 1 1.8 3.33 6 10.8

Revision 1
or Fahrenheit which is desired to convert into the other scale. If converting from degrees
INTERPOLATION 1.11 2 3.6 3.89 7 12.6
Fahrenheit to degrees Celsius, the equivalent temperature will be found in the left column.
FACTORS 1.67 3 5.4 4.44 8 14.4
If converting from degrees Celsius to degrees Fahrenheit, the answer will be found in the
column on the right. °C = 5/9 (°F) - 32 2.22 4 7.2 5.00 9 16.2
2.78 5 9.0 5.56 10 18.0
 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Table APP B-3. INCHES TO MILLIMETERS (0.0001 INCH TO 10 INCHES)

INCHES 0.0000 0.0001 0.0002 0.0003 0.0004 0.0005 0.0006 0.0007 0.0008 0.0009
MILLIMETERS
0.000 0.0025 0.0050 0.0076 0.0101 0.0127 0.0152 0.0177 0.0203 0.0228
0.001 0.0254 0.0279 0.0304 0.0330 0.0355 0.0381 0.0406 0.0431 0.0457 0.0482
0.002 0.0508 0.0533 0.0558 0.0584 0.0609 0.0635 0.0660 0.0685 0.0711 0.0736
0.003 0.0762 0.0787 0.0812 0.0838 0.0863 0.0889 0.0914 0.0939 0.0965 0.0990
0.004 0.1016 0.1041 0.1066 0.1092 0.1117 0.1143 0.1168 0.1193 0.1219 0.1244

0.005 0.1270 0.1295 0.1320 0.1346 0.1371 0.1397 0.1422 0.1447 0.1473 0.1498
0.006 0.1524 0.1549 0.1574 0.1600 0.1625 0.1651 0.1676 0.1701 0.1727 0.1752
0.007 0.1778 0.1803 0.1828 0.1854 0.1879 0.1905 0.1930 0.1955 0.1981 0.2006
0.008 0.2032 0.2057 0.2082 0.2108 0.2133 0.2159 0.2184 0.2209 0.2235 0.2260
0.009 0.2286 0.2311 0.2336 0.2362 0.2387 0.2413 0.2438 0.2463 0.2489 0.2514

INCHES 0.000 0.001 0.002 0.003 0.004 0.005 0.006 0.007 0.008 0.009
MILLIMETERS
0.00 0.025 0.050 0.076 0.101 0.127 0.152 0.177 0.203 0.228
0.01 0.254 0.279 0.304 0.330 0.355 0.381 0.406 0.431 0.457 0.482
0.02 0.508 0.533 0.558 0.584 0.609 0.635 0.660 0.685 0.711 0.736
0.03 0.762 0.787 0.812 0.838 0.863 0.889 0.914 0.939 0.965 0.990
0.04 1.016 1.041 1.066 1.092 1.117 1.143 1.168 1.193 1.219 1.244

0.05 1.270 1.295 1.320 1.346 1.371 1.397 1.422 1.447 1.473 1.498
0.06 1.524 1.549 1.574 1.600 1.625 1.651 1.676 1.701 1.727 1.752
0.07 1.778 1.803 1.828 1.854 1.879 1.905 1.930 1.955 1.981 2.006
0.08 2.032 2.057 2.082 2.108 2.133 2.159 2.184 2.209 2.235 2.260
0.09 2.286 2.311 2.336 2.362 2.387 2.413 2.438 2.463 2.489 2.514

INCHES 0.00 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09
MILLIMETERS
0.0 0.254 0.508 0.762 1.016 1.270 1.524 1.778 2.032 2.286
0.1 2.540 2.794 3.048 3.302 3.556 3.810 4.064 4.318 4.572 4.826
0.2 5.080 5.334 5.588 5.842 6.096 6.350 6.604 6.858 7.112 7.366
0.3 7.620 7.874 8.128 8.382 8.636 8.890 9.144 9.398 9.652 9.906
0.4 1.0160 10.414 10.668 10.922 11.176 11.430 11.684 11.938 12.192 12.446

0.5 1.2700 12.954 13.208 13.462 13.716 13.970 14.224 14.478 14.732 14.986
0.6 1.5240 15.494 15.748 16.002 16.256 16.510 16.764 17.018 17.272 17.526
0.7 1.7780 18.034 18.288 18.542 18.796 19.050 19.304 19.558 19.812 20.066
0.8 2.0320 20.574 20.828 21.082 21.336 21.590 21.844 22.098 22.352 22.606
0.9 2.2860 23.114 23.368 23.622 23.876 24.130 24.384 24.638 24.892 25.146

INCHES 0.00 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
MILLIMETERS
0. 2.54 5.08 7.62 10.16 12.70 15.24 17.78 20.32 22.86
1. 25.40 27.94 30.48 33.02 35.56 38.10 40.64 43.18 45.72 48.26
2. 50.80 53.34 55.88 58.42 60.96 63.50 66.04 68.58 71.12 73.66
3. 76.20 78.74 81.28 83.82 86.36 88.90 91.44 93.98 96.52 99.06
4. 101.60 104.14 106.68 109.22 111.76 114.30 116.84 119.38 121.92 124.46
APPENDIX B

5. 127.00 129.54 132.08 134.62 137.16 139.70 142.24 144.78 147.32 149.86
6. 152.40 154.94 157.48 160.02 162.56 165.10 167.64 170.18 172.72 175.26
7. 177.80 180.34 182.88 185.42 187.96 190.50 193.04 195.58 198.12 200.66
8. 203.20 205.74 208.28 210.82 213.36 215.90 218.44 220.98 223.52 226.06
9. 228.60 231.14 233.68 236.22 238.76 241.30 243.84 246.38 248.92 251.46

Revision 1 FOR TRAINING PURPOSES ONLY APP-B-3

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Table APP B-4. WEIGHT (MASS): OUNCES OR POUNDS TO KILOGRAMS

0 1 2 3 4 5 6 7 8 9

kg kg kg kg kg kg kg kg kg kg

oz
0 — 0.028 0.057 0.085 0.113 0.142 0.170 0.198 0.227 0.255
10 0.283 0.312 0.340 0.369 0.397 0.454 0.454 0.482 0.510 0.539

lb
0 — 0.15 0.91 1.36 1.81 2.27 2.72 3.18 3.63 4.08
10 4.5 5.0 5.4 5.9 6.4 6.8 7.3 7.7 8.2 8.6
20 9.1 9.5 10.0 10.4 10.9 11.3 11.8 12.2 12.7 13.2
30 13.6 14.1 14.5 15.0 15.4 15.9 15.9 16.8 17.2 17.7
40 18.1 18.6 19.1 19.5 20.0 20.4 20.4 21.3 21.8 22.2
50 22.7 23.1 23.6 24.0 24.5 24.9 24.9 25.9 26.3 26.8
60 27.2 27.7 28.1 28.6 29.0 29.5 29.5 30.4 30.8 31.3
70 31.8 32.2 32.7 33.1 33.6 34.0 34.0 34.9 35.4 35.8
80 36.3 36.7 37.2 37.6 38.1 38.6 38.6 39.5 39.9 40.4
90 40.8 41.3 41.7 42.2 42.6 43.1 43.1 44.0 44.5 44.9
100 45 46 46 47 47 48 48 49 49 49

0 10 20 30 40 50 60 70 80 90

200 91 95 100 104 109 113 118 122 127 132

300 136 141 145 150 154 159 163 168 172 177
400 181 186 191 195 200 204 209 213 218 222
500 227 231 236 240 245 249 254 259 263 268
600 272 277 281 286 290 295 299 304 308 313
700 318 322 327 331 336 340 345 349 354 358
800 363 367 372 376 381 386 390 395 399 404
900 408 413 417 422 426 431 435 440 445 449
1000 454 458 463 467 472 476 481 485 490 494
APPENDIX B

APP-B-4 FOR TRAINING PURPOSES ONLY Revision 1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

ANNUNCIATORS
The Annunciator section presents a color
representation of all the annunciator lights in
the airplane.

Please unfold page ANN-1 to the right and leave it

open for ready reference as the annunciators are cited
in the text.

Revision 1 FOR TRAINING PURPOSES ONLY ANN-i

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

CABIN IND INST LIGHT EXTERIOR LIGHT LAND LT EMER

MASTER BATTERY DO NOT USE
L GEN R GEN SIGN LTS DO NOT TURN
ON GROUND LT
ON IN CLOUDS L R
ANTI ROTAT TAIL WING
SAFETY INTEG FLOOD
NORM FDR FAIL NAV COLL BCN FLOOD INSP RECOG TEST/ON
EXTON
ON DIM

O A
F R
F
M
EMER BRT RET/OFF
PUSH
OFF
FSB OFF OFF/
ON
EMER ANTI/DEICE TEST
BATT FEED AS HORN OFF
IND LTS
PLT TEST COPLT
INST LT GO NO GO INST LT
WING ENGINE WINDSHIELD H STAB
L R L HIGH R LG HORN
L GEN OFF R GEN
GND FAIL GND FAIL
OFF FLAP
O R STALL
F ASYM
DIM BRT F STBY L FIRE DIM BRT
180 CRT INST & PWR DET
CENTER
O/H PNL LT PED LT
160 HOT BATT OV R FIRE
TEMP DET
L STALL
OFF LOW TEST
140
HEATER WIPER
120 GEN RESET
°F
WARM DIM BRT NORM
O AOA PITOT STATIC L
ON
R
DIM BRT

MAP LT MAP LT
BAT. TEMP
F L R L R PILOT COPILOT
F O
RESET F
F
PARK
INVERTER
NO 1 NO 2
ON

OFF FUEL XFEED

UNLOCKED DIM BRT

OFF
DIM BRT
IGNITION JET PUMP BOOST PUMP FUEL TRANS
LDG GR L TANK
NORM
R TANK
UP L R
L R L R
ON NORM AUTO ON

NOSE CABIN O
F
O
F
A
U
CEIL F
OFF
F T
O LH RH
STBY ON
OUTLET RESET

JET PUMP XFEED JET PUMP

LH RH VENT
BLOWER
DN ON/OFF

ENG START
L R

SELECT
HDG 1/2 BANK VS LVL CHG ALT
L R
YD ENGAGED AP
OFF DN
AP XFR
DISENGAGE
APPR NAV VNAV SPEED FD OFF
P
TURB
U UP
S DISENGAGED
H

Figure 26-1. Annunciators—RK 1–97 and RK 99–109

Revision 1 FOR TRAINING PURPOSES ONLY ANN-1

 BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL BEECHJET 400A/HAWKER 400XP PILOT TRAINING MANUAL

Figure 26-2. Annunciators—RK 98, RK 110, and Subsequent

Revision 1 FOR TRAINING PURPOSES ONLY ANN-3