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Program Files\WS_FTP\astra
Jack Sobelman

17-22 minutos

Study Guide
 Weights

Max Ramp Taxi  Weight 27,520 lbs

Max Takeoff Weight 27,400 lbs 

Max Landing Weight 23,350 lbs 

Max Zero Fuel Weight  17,520 lbs 

                Mod 253142 18,000 lbs
Speeds
Vmo / Mmo Sea Level to 12,000 335 kts / 0.80
ft  Mach 
     Reduce 1 kt / 680 ft to 29,000 310 kts / 0.80
ft  Mach 
With any Fuel in Ventral Tank 290 kts

Va 196 kts

Vfe      15 Deg  220 kts 

            25 Deg  175 kts 
            45 Deg 165 kts

Vle / Vlo 220 kts

Vsb (Not with flaps when Vmo / Mmo

airborne)
 V bird strike 280 kts to 8,000 ft

Max Alt T.O. & LDG    9,000 ft 

 -2,000 ft

Max Enroute Altitude "A"  41,000 ft

                                  "B" 43,000 ft

Min Temp T.O. & LDG -40 Deg C 

Max Temperature  ISA + 35 C 

Min  Temperature     -75 C

Max Tailwind T.O/ LDG  10 kts

Max Runway Slope 2% 

Max Fuel Imbalance 500 lbs 

Load Factor Limit  2.74 G

    Flaps Up  2.00 G
    Flaps Extended 

Max Occupants 17
Engine Limitations
Garrett TFE 731-5R-1H
N1 N2 ITT Deg Time
C

Starting --- ---  952 C No Limit 

 974 C 10 Sec 
Abv 974   5 Sec
C  Reject
      1025 Engine
C

Takeoff 100.0% 101.0% 974 C 5 Minutes 

(APR) 984 C 5
994 C Seconds 
2 Seconds
 Takeoff  w/o 100.0% 100.0% 952 C  5 Minutes 
ATR 984 C  5
994 C Seconds 
2 Seconds

Max 100.0% 100.0% 924 C No Limit

Continuous

Max 101.5 103.0% ------------ 10

Overspeed %  Seconds 
103.0%  5
Seconds

Engine Oil System Limitaitons

Max Oil Temp  to 30,000 ft  127 C 

                  above 30,000 ft 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

     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.

     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.

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.

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

Batteries 1 & 2  24 Volt / 23 Amp Hour 

              3 & 4 24 Volt / 04 Amp Hour

        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.

     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.

    Autopilot systems and limitations vary in the BAE 800. 

Consult the AFM in each aircraft for this information.

    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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