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Weights
| Max Ramp Taxi Weight |
|
| Max Takeoff Weight |
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| Max Landing Weight |
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| Max Zero Fuel Weight
Mod 253142 |
18,000 lbs |
| Vmo / Mmo Sea Level to 12,000 ft
Reduce 1 kt / 680 ft to 29,000 ft With any Fuel in Ventral Tank |
335 kts / 0.80 Mach
310 kts / 0.80 Mach 290 kts |
| Va | 196 kts |
| Vfe 15 Deg
25 Deg 45 Deg |
220 kts
175 kts 165 kts |
| Vle / Vlo | 220 kts |
| Vsb (Not with flaps when airborne) | Vmo / Mmo |
| V bird strike | 280 kts to 8,000 ft |
| Max Alt T.O. & LDG | 9,000 ft
-2,000 ft |
| Max Enroute Altitude "A"
"B" |
43,000 ft |
| Min Temp T.O. & LDG |
|
| Max Temperature
Min Temperature |
ISA + 35 C
-75 C |
| Max Tailwind T.O/ LDG |
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| Max Runway Slope |
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| Max Fuel Imbalance |
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| Load Factor Limit
Flaps Up Flaps Extended |
2.00 G |
| Max Occupants |
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| N1 | N2 | ITT Deg C | Time | |
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974 C 1025 C |
No Limit
10 Sec 5 Sec Reject Engine |
| Takeoff (APR) |
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984 C 994 C |
5 Minutes
5 Seconds 2 Seconds |
| Takeoff w/o ATR |
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984 C 994 C |
5 Minutes
5 Seconds 2 Seconds |
| Max Continuous |
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No Limit |
| Max Overspeed |
103.0% |
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10 Seconds
5 Seconds |
Engine Oil System Limitaitons
| Max Oil Temp to 30,000 ft
above 30,000 ft |
127 C
140 C |
| Max Oil Temp to open cap | 030 C |
| Min Oil Temp for Start | -40 C |
| Max oil consumption / 25 Hours | 1 Quart |
Systems
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The ailerons and elevator and rudder on the BAE 800 are manually actuated by the pilots. The aircraft does have an autopilot. The ailerons and elevator may be moved by the autopilot servos, and the rudder is equipped with a yaw damper, and a rudder bias system.
Rudder Bias
The rudder bias system uses engine bleed air
to reduce the required rudder force during flight with one engine failed,
or producing substantially less thrust than another. Bleed air from
the right engine applies right rudder, and bleed air from the left engine
applies left rudder. When both engines are operating, the net result
is zero. When one engine fails, the bleed air from the operating
engine applies a force moving the rudder toward the operating engine.
The Jetstar and King Air have similar systems. These type systems
are about as reliable as an iron ball. Not much to go wrong here!
Flaps
The flap system is hydraulic. The flaps may
be extended or retracted by the main or emergency hydraulic systems.
The flaps are also a component of the "Lift Dump" system. Do not
extend flaps when airbrake is extended.
Airbrake
The airbrake system consists of panels located
on the upper surface of each wing. They are hydraulically actuated
by a single "Airbrake / Lift Dump" handle in the cockpit. The airbrake
must be in the retracted position whenever flaps are extended. The
only exception to this is during the landing roll.
Lift Dump
The Lift Dump system consists of the flaps,
and the airbrake. Lift Dump may be selected only when the flaps are
in the fully extended position. After landing, apply the airbrake.
When it reaches the aft stop, pull the lever slightly up, and then aft
and down. This extends the flaps to a nearly vertical position, and
substantially increases drag. You will be surprised at how effective
they are. Do not attempt to retract the flaps until the airbrake
handle has been placed to the stowed position.
Nosewheel Steering
The nosewheel steering system is hydraulic,
and works with pressure from the main system. If the main system
pressure is lost, the nosewheel steering will be inop.
To cope with this, you have two options once you have lost rudder effectiveness,
let the airplane go where it wants, or use differential braking.
The second option is the wiser one. The emergency braking
system will allow this.
Brakes
The normal braking system provides braking
to all of the main gear wheels. Anti skid protection is provided
by mechanical devices located in the axles. Emergency brakes and
parking brake is provided by an accumulator that is charged by the main
system. With the brake control lever full forward, the normal brakes
function as dictated by the pressure on the brake pedals. With the
brake control lever in the center, or first detent, the emergency brakes
work, again, as dictated by the brake pedals. Anti-Skid is not available
when emergency brakes are in use. Pull the lever full aft, and the
parking brake is engaged. If this is done with the aircraft in motion,
the tires won’t like you much. Neither will the passengers for that
matter. If the brake accumulator is discharged, pump the pressure
up with the handle in the tailcone. This may prevent some excitement
when the engines are started.
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The BAE 800 carries it’s fuel in the wings,
and in a verteral tank. The fuel is supplied to the engine driven
fuel pumps by an electric boost pump located in each wing tank. Two
valves are installed between the respective sides of the fuel system.
The "Crossfeed " valve allows feeding of one engine from the opposite tank,
and feeding both engines from a single tank. The "Interconnect" valve
allows fuel transfer between the two wing tanks.
To "Crossfeed", place the fuel Crossfeed
/ Transfer lever to the first detent. This opens the crossfeed valve.
Leave the boost pump ON in the tank you wish to feed from. Turn the
opposite boost pump off. The operating boost pump provides fuel to
any engines that are running.
To "Transfer" fuel, place the fuel Crossfeed / Transfer
lever to the "Interconnect" position. This opens both the crossfeed
and transfer valves. Leave the boost pump on in the tank you wish
to transfer TO! Turn off the pump on the side from which you wish
to extract the fuel. Remember, always open the valves prior to turning
off any pumps, and turn on all pumps before closing any valves.
Fuel Management Restrictions
No Fuel may be placed in the Ventral tank unless wings have 3,450 lb
per tank.
Ventral tank must be Full, or empty, no partial fuel load for this
tank.
Ventral tank fuel must be transferred to wings when each wing reaches
3,300 lbs.
Landing with fuel in ventral tank prohibited except in emergency.
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Main
The main hydraulic system on the BAE 800 uses
5606 fluid. System pressure is 3,000 psi, accumulator precharge is
1,000 psi, and the resevoir capacity is 2.4 gallons. Pressure regulated
engine bleed air pressurizes the hydraulic resevior to a between 10 and
18 psi. It operates the landing gear, brakes, flaps, airbrakes, lift
dump, and nosewheel steering systems. There is an emergency system that
may be used to lower the landing gear, and operate the wing flap system.
The main system has an engine driven pump driven from the accessory drive shaft (N2), on the each engine, and a hydraulic reservoir in the tailcone. There are annunciator lights in the cockpit that tell you if each hydraulic pump is operating. A hand pump in the tailcone allows operation of all main hydraulic devices without any other source of hydraulic pressure. The main system is used to charge the brake accumulator to provide a parking brake, and emergency braking if the main hydraulic system fails, or is just not operating, such as on the ground prior to engine start. This system may be charged by a hand pump located in the tail of the airplane. This is not to be confused with the "Emergency " system. The hand pump in the tail provides pressure to the main system, but at a lower rate than the engine driven pumps, unless you are Charles Atlas on steroids! The hand pump in the cockpit operates the emergency system only.
Emergency
The emergency hydraulic system will lower
the landing gear, and operate the wing flaps. To activate the system,
place the gear switch down, pull the emergency gear extension handle on
the left side of the throttle quadrant, and pump. The gear will come
down slowly, as you operate the hand pump. To operate the flaps,
merely select the flap position you desire, and operate the hand pump until
the flaps reach that position. The flaps may be extended or retracted,
however the landing gear may only be Extended with the emergency
system. The emergency system reservoir holds 6 pints of fluid, and
is located in the nosewheel well. It is depleted when the emergency
system is used, so if you pump the flaps to check the system, have maintenance
check and possibly service the emergency reservoir.
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The BAE 800 is equipped with two starter generators,
two main batteries, and two additional batteries. The main
batteries provide power for starting the engines, and emergency power in
the event both generators are lost. The loss of one generator will
not cause loss of any equipment, as the "Bus Tie" relay will allow one
generator to power the entire DC electrical system. The amber Bus Tie light
will illuminate if the bus tie is open. If this is the case, the
PE bus will be powered, but the respective PS busses are powered only if
their generator is operating.
The number 3 battery powers: Emergency horizon,
and the lighting for the standby altimeter and standby airspeed indicator.
The number 4 battery powers: The air data
computers during engine start, one VHF comm receiver, a transponder, and
a VOR receiver and Fan speed indicatin for the left engine in the event
main electrical power is lost. It also powers a standby attitude
indicator for the copilot, if installed.
| Voltage | 28 Volt |
| Generators | 300 Amps |
| APU / Garrett
/ Solar |
250 Amps
300 Amps @ ISA + 23 C 265 Amps above |
| Batteries 1 & 2
3 & 4 |
24 Volt / 23 Amp Hour
24 Volt / 04 Amp Hour |
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The BAE 800 is equipped and
certificated for flight into known of forecast icing conditions.
The engine nacelles and stator vanes are anti-iced with hot high pressure
bleed air. The pitot tubes and static ports are heated with DC electrical
power. The windshields are heated with variable frequency AC power
from alternators on each engine. If both alternators are operating,
the front four windows are heated. If only one alternator is operating,
only the two front windshields will be heated. The wings and tail
are anti-iced by pumping an anti-icing fluid through tiny holes in the
leading edges of the wings and tail. Prior to entering icing conditions,
turn on the TKS to distribute the fluid. This system is a pain in
the ass when it leaks fluid onto the hangar floor, but works well in flight.
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The BAE 800 is heated, cooled, and pressurized
by engine bleed air. Bleed air is extracted from both engines.
The air travels through the "Refrigeration Unit" or air cycle machine.
This consists of a heat exchanger, a compressor, another heat exchanger,
an expansion turbine. A temperature control valve may be opened or closed
to regulate the amount of air that goes through the ACM, and the amount
that goes around it. Since the bleed air is hot, and it was not cooled
by going through the air cycle machine, the cabin temp will increase.
The cabin temperature control valve is positioned
electrically. Both manual, and automatic temp control require
electrical power. Manual allows the "Cold / Hot" switch to move the
valve to the desired position. "Auto" on a BAE 800 positions the
temperature control valve in accordance with instructions from a thermostat.
I suggest you use manual temp control. There is a "Flight Deck Heat"
switch in the cockpit. When opened, it supplies warm bleed air to
the filght deck independent of the refirgeration unit. This air comes
from the right engine.
In the case of air conditioning smoke, the bleed
air sources may be turned off one at a time to diagnose the problem, or
all at once, if the somke is severe enough. If the source of the
smoke is the engines, you may isolate the offending air source. If
the smoke is being generated by the refrigeration unit, you can pressurize
with the flight deck heat until landing. It will be hot, but you
can stil breathe.
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Autopilot systems and limitations vary in the BAE
800. Consult the AFM in each aircraft for this information.
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Here are some basic flight profiles that I have used over the years. They are not the only way to fly the airplane, but have worked for me since I started giving training and checkrides a little over 20 years ago. In the event of a difference between this and the Aircraft Flight Manual, the flight manual is the document to follow.
Steep Turns
1. Enter at 250 KTS indicated AIRSPEED.
2. Bank aircraft 45 deg. As you pass 30 deg of bank, pitch
up 2 deg. Add power to maintain AIRSPEED.
3. Lead roll out by 15 deg. Passing 30 deg bank, pitch
down 2 deg to maintain altitude.
4. Maintain 250 KTS and assigned heading.
Stall - Cruise Configuration
1. Compute Vref & set AIRSPEED bugs.
2. Maintain assigned altitude and set power to 50%
N1.
3. Trim for level flight until passing 150 KTS.
Maintain altitude with necessary back pressure.
4. At stick shaker, throttles to " MAX POWER
"
5. Call " MAX POWER Flaps 15 deg.
6 Reduce pitch ONLY to the extent necessary
to eliminate symptoms of the stall.
7. Reestablish assigned altitude.
8. At Vref + 20 KTS, call " Flaps Up, After Takeoff
Checklist. "
9. Maintain AIRSPEED and altitude as directed.
Stall - Takeoff Configuration
1. Compute Vref, set AIRSPEED bugs & select flaps 15 deg.
2. Maintain assigned altitude and set power to 50% N1.
3. Trim for level flight until passing 150 KTS.
4. Maintain altitude and establish 25 deg bank angle.
5. At stick shaker or stall lights, advance throttles & call
" MAX POWER ".
6. Level wings & reduce pitch ONLY to the extent necessary
to eliminate symptoms of the stall.
7. Reestablish assigned altitude.
8. At Vref + 20 KTS, call " Flaps Up, After Takeoff Checklist.
"
9. Maintain AIRSPEED and altitude as directed.
Stall - Landing Configuration
1. Slow to flap speed, set 60% N1 & Set bug to
Vref.
2. Maintain assigned heading & altitude.
3. Below 220 KTS, " Flaps 15 deg".
4. Below 220 KTS, " Gear Down Landing Check ".
5. Below 175 KTS, " Flaps 25 deg".
6, Below 160 KTS, "Flaps - Landing"
7. Below 150 KTS, " Full flaps. " trim to Vref. Establish
a 400-700 feet/min sink rate at Vref.
8. Level off at designated altitude W I T H
O U T increase in power
9. Maintain altitude until first indication
of a stall. (Shaker or aerodynamic buffet)
10. Apply MAX power , call for "Flaps 25 deg, lower nose as required
to eliminate the stall warning.
At Vref minus 10 KTS
M I N I M U M speed, call for " Flaps 15 deg", and increase the
pitch attitude to 10 deg nose
up at about 1 deg / sec.
10. When VSI & Altimeter indicate positive rate of climb
call " Positive rate, Gear Up ".
11. Establish 7.5 deg nose up attitude.
12. At Vref + 20 KTS, Call " Flaps Up, After Takeoff Checklist
".
13. Return to entry heading and altitude or as directed.
ILS Approach - Two Engines
1. Intercept LOC at 140-160 KTS and Flaps 15 deg.
2. One dot prior to intercepting Glide Slope, call
" Gear Down Landing Check ".
3. When ON the glidepath, call " Full Flaps ".
4. Establish Vref to Vref + 5 KTS & track LOC
& GS until Minimums.
ILS Approach - One Engine
1. Intercept LOC at 140-160 KTS and Flaps 15 deg.
2. One dot prior to intercepting Glide Slope, call " Gear Down
Landing Check ".
5. When ON the glidepath, call "Flaps 25 deg".
6. Establish Vref + 15 KTS & track LOC & GS
7. At 50 Ft AGL, Full flaps if desired, power as necessary &
land.
7. After touchdown, Verify Full Flaps
9. Lift Dump - Extend
Non Precision Approach - One or Two Engines
1. Intercept Final Approach Course at 140 KTS and
Flaps 15 deg.
2. Crossing Final Approach Fix, call " Gear Down
Landing Check ".
3. Descend to and maintain MDA until Field in Sight
or MAP is initiated. ( As Appropriate ).
4. If Landing is to be made, call " Full Flaps "
when intercepting a glidepath appropriate for a
normal landing. For one
engine INOP, Vref + 15 KTS until 50 feet AGL, then " Full
Flaps" so as to perform a normal
landing.
No Flap Approach
1. Vref + 20 KTS until established on Final Approach.
2. Vref + 15 KTS on final.
3. Approach angle NORMAL. A flat approach will usually
result in a longer landing roll.
Go Around or Missed Approach
1. "Max Power", Rotate to 10 deg pitch up, " Flaps 15 deg".
2. Positive Rate of Climb, " Gear Up ", Vref + 20, " Flaps up,
After Takeoff Checklist ".
3. Climb at 200 KTS.
4. Engine Failure or Fire Checklist if Appropriate.
Takeoff
1. Set V2 on Capt. Airspeed & V1 on Co-Pilots Airspeed.
2. At 80 kts, left hand moves from tiller to Yoke.
3. At V1, right hand moves from throttles to Yoke.
4. Vr, Rotate to 15 deg ( 2 eng ) 12 deg ( 1 eng ).
5. Climb at 15 deg pitch, ( 2 eng ) or V 2 ( 1 eng ).
6. At 400 ft & V2+20 KTS, "Flaps Up After T.O. Check ".
7. Engine Failure or Fire Checklist if Appropriate.
8. Climb 200 KTS to 3000 AGL then 250 Kts.
Rejected Takeoff
1. Proceed as in normal takeoff until malfunction dictates that
the takeoff be rejected.
2. Capt. calls "Abort" (Co-Pilot may call Abort if Capt elects
to delegate that authority).
3. Thrust levers to idle
4. Speedbrakes extend.
5. Landing Flaps
6. Lift Dump - Deploy
7. Wheel brakes as necessary.
8. Thrust Reverse OR Dragchute deploy. (Never Both!)
9. If another takeoff is contemplated consider brake energy &
appropriate turnaround time.
Note: I do not recomend that you initiate a practice aborted takeoff at more than 40 knots, as it adds nothing to the value of the training, and may cause damage to the brakes and tires if performed imperoperly.
Emergency Descent
1. Oxygen masks on within 5 sec of cabin pressure
loss.
2. Check passenger oxygen masks deployed.
3. Select Oxygen mask microphone.
4. Ignition ON.
5. Thrust levers to idle.
6. Extend Speedbrakes
7. Initiate 45 deg bank if desired.
8. Vmo/Mmo minus 10 kts to 14,000 or MEA as
required.
9. Clean up & proceed to nearest suitable airport if
appropriate. Condition of aircraft or
reduced range due to low altitude may make flight to original destination
unwise.
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