User Guide

Flight Instruction
247
Flight Instruction
246
CENTER PEDESTAL
The center pedestal is also pretty busy - and, in the finest
British tradition, it’s full of big “locomotive style” levers. It’s dom-
inated by the two big power levers, each with its smaller “piggy-
back” lever for thrust reverse. To the right of the power levers is a
big brake handle. In its normal (forward) position, it allows brak-
ing to be controlled (including antiskid functions) by the captain’s
and copilot’s toe brakes. Pulled halfway back, it activates an
emergency brake system, still controlled by the pedals, which has
enough capability to handle three landing runs even if the air-
plane’s hydraulic system has failed. Pulled all the way back, it sets
the parking brake; this can also be used for an emergency last-
ditch stop, but it’ll lock up the wheels and blow the tires.
To the left of the power levers is another big handle, and it has
two functions. Inflight, with flaps retracted, it operates speed brakes
which extend above and below the wings; these are used to
increase descent rates when required, or to slow the airplane to
allow flaps or landing gear to be extended. The speed brakes can
be modulated to any position between fully closed and fully open.
Use of speed brakes when flaps are extended is prohibited
inflight, and with good reason. The four-position flap handle is
located on the center pedestal behind and to the right of the
power levers. When the flaps are extended, if the speed brake
handle is lifted over a gate (or, as the British call it, a “baulk”), and
pulled further aft, it activates a system called “lift dump.” The
speed brakes extend, and the flaps move past their normal maxi-
mum 45-degree deflection to almost straight down. This is
remarkably effective at increasing drag and getting the airplane’s
weight onto its wheels, since it lives up to its name: it “dumps”
virtually all of the wings’ lift. Obviously, if you were to try this
inflight, gravity would immediately reassert itself with predictably
dire results.
The three trim wheels are ranged along the left side of the
pedestal, with pitch trim also available via electric switches on the
control yoke. Just below and to the left of the flap lever are the left
and right “high pressure cocks,” which control valves within the
engines’ fuel controls. These are what you’ll use to start and stop
the engines, and are the equivalent of the King Air’s condition
levers. In the event of an engine fire warning, a red light in the
affected HP cock will illuminate as a reminder of which one you
need to shut down.
To the right of the engine instruments is the main annuncia-
tor panel. In addition to its own annunciators (red and yellow
ones will also light the MASTER WARNING flashers), it has sev-
eral “repeater” lights. These are provided to call attention to
annunciators in the roof panel; each is labeled with the area of
concern (ICE PROT, ELECT, etc.) and an upward-pointing arrow.
Below the annunciator panel are the landing gear handle and its
associated lights, and the flap position indicator.
Auxiliary Hydraulic
System Selector Handle
Air Brakes
Elevator Trim
Dump Valve
Flight Management System
Rudder Trim
Aileron Trim
Nose Gear Mechanical
Indicator
Power Levers
Thrust
Reversers
Wheel Brake
H.P Cocks
Flaps
Wing Fuel Crossfeed
and Transfer
Fire Warning
Light
Hawker 800XP Center Pedestal