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Program Files\WS_FTP\astra
Jack Sobelman

21-27 minutos

HS-125-700
&
HS-125-600 Fan
Study Guide

    The 600 fan was more or less the test bed for the later
700 Hawker.  There are still some Viper powered 600's
out there, however virtually all of the 700's have the
Garrett 731 engine.  The 600 Fan and the 700's are,
except for very minor differences, the same.

 Weights

Max Ramp Taxi  Weight 25,500 lbs

Max Takeoff Weight 25,500 lbs 

Max Landing Weight 22,000 lbs 

Max Zero Fuel Weight  16,300 lbs 

    The above weights are maximum certificated limits. 

The actual maximum weights for a particular flight may
vary due to the performance limitations.  If the aircraft
can not meet the required "Takeoff Field Length" and
"WAT" limitations, (engine out climb performance), the
maximum takeoff and/or landing weights are reduced
such that the requirements are met.  See the
performance charts in the AFM for details.

Speeds

Vmo / Mmo Sea Level to 12,000 320 kts / 0.77

ft  Mach 
     Reduce 1 kt / 600 ft to 29,800 288 kts 
ft             0.78 Mach
With Mod HSA 252648  280 kts
With any Fuel in Ventral Tank

Va 196 kts

Vfe      15 Deg  220 kts 

            25 Deg  175 kts 
            45 Deg 160 kts

Vle / Vlo 220 kts

Vsb  Vmo / Mmo

(Not with flaps when airborne)

Max Tire Groundspeed 180 kts

Max Alt T.O. & LDG   9,000 ft 

 -2,000 ft

Max Enroute Altitude  41,000 ft

Max Altitude 15 Flap 15,000 ft

Min Temp T.O. & LDG  -40 Deg C

Max Slush  0.75 inch
Max Water 0.50 inch

Max Temperature  ISA + 35 C 

Min  Temperature -75 C
 Max Tailwind T.O/ LDG  10 kts
Max X-Wind Takeoff  35 kts
Max X-Wind Landing 30kts

Max Runway Slope 2% 

Max Fuel Imbalance 500 lbs 

Load Factor Limit  2.79 G

    Flaps Up  2.00 G
    Flaps Extended 

Engine Limitations
Garrett TFE 731-3R-1H

N1 N2 ITT Deg Time

C

Starting --- ---  907 C No Limit 

 927 C 10 Sec 
  Abv   5 Sec 
927 C 

Takeoff 101,5 101.0  907 C 5 Minutes 

(APR) % %  917 C  5
 927 C  Seconds 
2 Seconds

Takeoff  w/o 101.5 100.0 929 C 5 Minutes 

APR % % 939 C  5
949 C Seconds 
2 Seconds

Max 101.5 100.0 885C No Limit

Continuous % %

Max 103.0 103.0 ------------ 60

Overspeed %  % ------------ Seconds 
Max 105.0 105.0 Abv 977  5
 Overtemp % % Seconds
----- ----- Reject
Engine

    Engines that have the "3 D" mod have the same thrust
at sea level, but an increase in thrust at altitude.  The "3
D" engines also burn about 100 pounds per side less fuel
per hour.  They make the airplane about 15 knots faster,
on less fuel, therefore increasing the range.  For
example, a 600 fan would barely make Las Vegas from
Ft. Lauderdale, until the 3 D mod was done.  Then Ft.
Lauderdale to Long Beach was done, landing with more
fuel than we previously had when we landed in Vegas. 
The mod really does make a difference.

Engine Oil System Limitations

Max Oil Temp  to 30,000 ft  127 C 

                  above 30,000 ft 140 C

Max Transient Oil Temp 149 C

Min Oil Temp for Start  -40 C

Min Oil Temp Above Idle +30 C

Max oil consumption / 25 Hours  1 Quart 

Systems

     The ailerons and elevator and rudder on the

HS-125/700 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.  When aircraft is parked for some
time, the flaps may extend due to loss of hydraulic
pressure.  This is normal.  They will return to their
selected position when the hydraulic system is
pressurized.

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 can not be selected
unless flaps are in the landing position.

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. 
If lift dump is desired on a rejected takeoff, the flaps
must be selected to and reach the 45 degree position
prior to lift dump deployment.

Nosewheel Steering
     The nosewheel steering system is hydraulic, and
works with pressure from the main system.  During
landing gear extension and retraction, the tiller must be
free to rotate, unobstructed by anything placed on the
side panel.  Failure to comply with this requirement may
cause the tower to see both sides of the aircraft on the
landing roll.  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.
    Do not forget to correctly install the nosewheel
steering pin.  Vertical is the position for taxi, and
horizontal will disengage the steering mechanism, and
allow the attachment of a towbar.  Sometimes ground
personnel may attempt to "help" and improperly install
this pin.  Check it yourself.  That's why you make the "big
bucks".

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.

     The HS-125/700 carries it's fuel in the wings, and in a

ventral 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 3,600 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.
Max 280 kts with fuel in Ventral tank.
Landing with fuel in ventral tank prohibited except in
emergency.
Dorsal tank must be full or empty for takeoff.  No fuel in
dorsal without full ventral tank.

Tank  Fuel

Wings 8,160 lbs

Ventral    872 lbs

Dorsal    408 lbs

Total 9,440 lbs

Main
     The main hydraulic system on the HS-125/700 uses
5606 fluid.  System pressure is 3,000 psi, accumulator
precharge is 1,000 psi, and the reservoir capacity is 2.4
gallons.  Pressure regulated engine bleed air pressurizes
the hydraulic reservoir 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 hydraulic 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.

    The HS-125/700 is equipped with two starter

generators, two main batteries, and one or 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 AC system consist of three inverters, 1, 2, and
standby.  The # 1 and # 2 inverters power the main and
essential AC busses.  Failure of one of the main
inverters does not result in loss of equipment.  Failure of
both inverters will cause the standby inverter, if armed,
to power the Captains instruments.  The standby inverter
is powered by the "PE" bus, and the # 1 and # 2 inverters
are powered by PS 1 and PS 2 respectively.

Voltage 28  Volt

Generators 300 Amps 

 APU / Garrett  250 Amps 
         / Solar  300 Amps @ ISA + 23 C 
265 Amps above

Batteries 1 & 2  24 Volt / 23 Amp Hour 

Battery       3  24 Volt / 04 Amp Hour

        The Hawker 700 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, each alternator powers it's respective
window.  If only one alternator is operating, both front
windshields will be heated by the operating alternator.
Windshield heat is to be turned on prior to takeoff, and
left on for the duration of the flight.  If the window heat
trips off in-flight, do not reset unless the indicated
outside air temp is warmer than -30 C.  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.  Prime the TKS system by running the
pump for 3 minutes prior to takeoff.   This system is a
"pain in the ass" when it leaks fluid onto the hangar floor,
but works well in flight.
    The Hawkers are equipped with an Ice Detector.  The
ice detector is powered through the left squat switch.  It
consists of a motor driven serrated rod extending from
the side of the nose of the aircraft.  Within a few
thousands of an inch aft of this rod is a triangular
"cutter".  When ice forms on the rod, it jams between the
rod and the cutter, increasing the torque on the electric
motor. When the torque exceeds a predetermined value,
the ice detection light in the cockpit.

     The Hawker 700 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 Hawker  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 flight deck independent of
the refrigeration unit.  This air comes from the right
engine.
    Three switches control the flow of air into the
pressurized compartment on the airplane.  The flight
deck heat switch, and the two "Air Valves", or engine
bleed air switches.  The "Air Valve" switches have three
positions, Off, HP, and LP.  LP is used normally only at
cruise, or when N1 rpm is to remain high.  HP is a must
on descent as LP will not provide enough air to
pressurize the airplane in most cases.  The air valves are
to be turned on as soon as airborne, and off just prior to
landing.
    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 smoke 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 a little
hot, but you can still breathe.

    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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