How to preflight a FLOPS Hawker

[50Pesos]

Wanted to see what valueble info surfaced on the the Hawker after the BJ was pretty throughlt covered.

 

[learflyer]

make sure there is no jet A in the beacon area!

 

[SilverSurfer]

Main gear doors

Be sure to pull the AUX HYD lever and drop the main gear doors, you never know what you will find.

 

[learflyer]

make sure you've got at least 1750 psi in the emergency accum before setting the parking brake.

 

[SilverSurfer]

Check List

Be sure to use the check list when doing your preflight. It is you guide to finding and not missing squawks.

 

[Whoosh!]

Some good stuff I learned flying the XP...

Just before you close the HP cocks for shut down, watch the "ARM" lights on the TR switches. As the engines spool all the way down, those lights should stay illuminated. You won't find this in any training book and most mechanics wont tell you but if that TR accumulator is not holding pressure (i.e. drain valve is stuck open or something) those little white "ARM" lights will go out immediately. You can verify this by having one guy in the hell hole watching the TR accumulator while the other guy shuts down the engines. If that accumulator goes right to 1500psi, you've got a problem. Unfortunately, this one is only good for a cat C MEL.

Here's another good check. This one is an actual documented pressurization check procedure but mx will only tell you about it if you report a pressurization problem. Its a mixing valve check. When your in a descent through the 20's, and the diff is well up there (max diff will work best but I think anything above 5 psi is good) you can verify that this valve is actually working. Reach up and shut off (all the way off) one of the bleed air valves. Wait for stabilization. Now, take the opposite throttle and slowly pull it to idle. While you're pulling it to idle watch the cabin rate of climb. It should not move much at all. If, while you're pulling the throttle back, you get a huge rate of climb that is consistent than your HP valve is not kicking in like it should (i.e. you're only getting LP air from that engine). This little item is not MELable and does put the airplane down (at least for an unpressurized ferry).

I also know for a fact that if inverter 1 does not pick up XS2 and XE, or if inverter 2 does not pick up XE and XS1, you cannot MEL it. It is a switching logic problem and there are no MEL's for it.

Metal tabs on the windscreens... they're always coming loose.

Expired life rafts/life vests.

 

[EdAtTheAirport]

I think somebody is taking this thread a little too seriously.

Let's get back to the union argument, and how they're gonna make sure that Hillary is our next President.

 

[SilverSurfer]

Fiberglass

If you have any of the fiberglass parts of the jet that are eroded, like the vortalons, fairings, raydome, etc they can't have any erosion that gets through the paint and into the composite material.

Grounded.

 

[HSDriver]

1. Check to make sure you can turn on the ignition using the ignition switches. Just because the ignition comes on when you move the HP cock up doesn't mean the switches are working. It is a separate circuit.

2. Please make sure the steering pin bushing is in place. Also, when inserting or removing the pin, be very careful not to get the collar misaligned as it is easy to knock the bushing out if you are careless.

3. During flight, turn the autopilot off and SLOWLY deploy the air brakes. Make sure there is no roll left or right as they deploy.

4. On the back of the yoke in the center, there are little slots that should line up to indicate the ailerons are rigged correctly. In level flight with fuel balanced and everything trimmed correctly the yoke should be centered, and if it is the slots will line up.

HS

 

[HSDriver]

Bumpity bump bump.

 

[guido411]

Bump

We owe it to HIG to make sure we run a safe and legal operation.

 

[nomore]

anodda

Bump bump!

 

[Fedmagnet]

We are just getting started!

1. Make sure there is no visible red hydraulic liquid on the brake cylinders on the foot pedals, if it is red it is leaking and wipping it off is not a fix according to the Maintenance Manual.

2. If the hydraulic hand pump in the hail hole is in the "UP" position after landing, the check valve is faulty and must be replaced.

3. Tire Wear, if one of the center grooves disappear at any one spot around the tire, the tire is beyond limits per the Maintenance Manual.

Where and When It Happens! :cartman:

 

[Fedmagnet]

1. If TKS is spilled and has ran down the inside of the cabinet due to a poor filling procedure, if written up the cabinet must be pulled to clean up ALL the spilled TKS.

When and Where It Happens! :cartman:

 

[Fedmagnet]

1. Check that the two round plastic guides on the entry door are present. If just one is missing, it's a No-Go.

2. Engine(s) not making N1 target. No-Go.

 

[Fedmagnet]

Perpetual Fuel Leaks

1. Check for any fuel leakage. It seems that Flight Options has convinced the pilots that fuel leaks are OK. There are Hawkers in the fleet that have probably been flying with leaks for years now because any time a pilot writes it up, the company has them place it on a MDL and later pencil whipped by a Flight Options maintenance base. The cycle keeps repeating because the pilots have believed the guidance given by the maintenance techs in OCC.

If the LEAK forms into ANY RUNS or DRIPS it is NOT acceptable for flight until at a minimum a temporary repair has been made. NO MDL!

Use the following as a guide and stop being fooled into flying broken planes:


1. Servicing
A. Classification of leaks
(1) Acceptable leakage: This is leakage that is acceptable as is, and needs no further rectification . (CLASS 1)
(a) Slight seepage that shows no signs of forming into drips or runs. If any leak forms into a drip or run, it is no longer acceptable and requires at least temporary rectification. See next classification

(2) Leakage that requires temporary rectification: Leakage for the area listed that forms a drip or run but the drip rate is less than 1 drip per second inboard of rib 8, 3 drips per second outboard of rib 8. (CLASS 2)
If the leak rate is more than 1 drip per second inboard of rib 8, 3 drips per second outboard of rib 8, see next classification, (3) (b) below (CLASS 3)
(a) Wing tanks:
• Not more than 1 drip a second, inboard of rib 8.
• Not more than 3 drips a second, outboard of rib 8.
(b) Ventral tank:
• Not more than 3 drips a second.
NOTE: Do a permanent repair at the earliest opportunity.
(3) Leakage that requires immediate permanent repair:
(a) Any leak caused by a crack or other structural damage or defect.
(b) Any leak more than those quoted in paragraph 1.A.(2).

 

[Bologne]

Also...........

If one of your main landing gear tires appears low, chances are, you are grounded. The maximum pressure loss allowed is 10% of maximum tire pressure. If it exceeds 10%, both tires on the effected side must be replaced.
They must also be the same brand, i.e. Eagle, Goodyear, etc...

If your ventral tank indicator is hashing when empty (usually a bad sending unit) you can MEL it, however, the MEL indicates an (M) procedure. A mechanic must verify the ventral tank empty
before each flight.

If your emergency window is fogging up, that's a no no (go). Visibility through the window should be clear and unobstructed. If foggy, you have bad dessicant crystals and it must be addresed.

Hawker Proline:

During a noise abatement takeoff, if you get the "WIND SHEAR" aural warning on rotation, there's a software problem aboard.

During flight, if you get the red "TRIM" annunciator located above the airspeed ribbon, you have a flight contol issue. This has NOTHING to do with the auto pilot. It's caused (usually) by the lack of or wrong type of lubricant in the elevator trim actuator.

Hope this helps.