Citation XLS

Nextant 400XT

Pilot Training Manual Differences Pilot Training Manual Revision 2

Revision 0

cae.com
NOTICE: This Nextant 400XT Differences Pilot Training Manual is
to be used for Aircraft familiarization and training purposes only. It
is not to be used as, nor considered a substitute for, the manufac-
turer’s Pilot or Maintenance Manual.

Copyright 2013, CAE, Inc.

All Rights Reserved

Excerpted Materials used in this Publication

have been reproduced with permission of
the Nextant Aerospace LLC.

Printed in the United States of America

 1
Introduction

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 Introduction

Welcome to CAE

Welcome to CAE
Our goal is a basic one: to enhance your safety, proficiency and
professionalism within the aviation community. All of us at CAE
know that the success of our company depends upon our
commitment to your needs. We strive for excellence by focusing
on our service to you.
We urge you to participate actively in all training activities.
Through your involvement, interaction, and practice, the full
value of your training will be transferred to the operational
environment. As you apply the techniques presented through
CAE training, they will become “second nature” to you.
Thank you for choosing CAE. We recognize that you have a
choice of training sources. We trust you will find us committed to
providing responsive, service-oriented training of the highest
quality.
Our best wishes are with you for a most successful and rewarding
training experience.

The Staff of CAE

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 Introduction

Using this Manual

The Nextant 400XT is equipped with Williams International FJ44-3AP turbofan
engines and a Collins Pro Line 21 Engine Indication System (EIS). The Collins
Pro Line 21 system has increased the safety, reliability, functionality and capability
of the cockpit systems and reduced the flight crew workload.

This manual will highlight the modifications made in the Nextant 400XT after
installation of the Williams International FJ44-3AP turbofan engines and the
Collins Pro Line 21 Engine Indication System (EIS).

This manual is a stand-alone document appropriate for various levels of training.

Its purpose is to serve as an informational resource and study aid.

The Quick Reference section provides limitations, memory items from procedural
checklists, and other data for quick review.

The Operating Procedures section contains sub-chapters that provide a

pictorial preflight inspection of the aircraft, normal procedures in an expanded
format, standard operating procedures, maneuvers, and other information for
day-to-day operations.

The Flight Planning chapter covers Weight and Balance and Performance; a
sample problem is included.

The Systems section is subdivided by aircraft system. Each system chapter

contains a discussion of components, preflight and servicing procedures, and
abnormal and emergency procedures.

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 2
Quick Reference
Contents

Quick Reference
Operational Limitations
Airspeed Limitations.................................................................................. 2-5
Takeoff Weight Limitations........................................................................ 2-5
Landing........................................................................................................ 2-5
All Operations............................................................................................. 2-6
Takeoff and Landing Operations............................................................. 2-6
System Limitations
Engine Instrument Markings..................................................................... 2-7



Figure: Interturbine Temperature (ITT) Limits
(Except Starting).................................................................. 2-9



Figure: Interturbine Temperature (ITT) Limits
(Starting).............................................................................2-10



Figure: N2 Engine Overspeed Limits............................................. ..2-11



Figure: N1 Engine Overspeed Limits...............................................2-12
Starter/Generator.......................................................................................2-13
Inflight Operation (Maximum)................................................................2-13
Fuel System...............................................................................................2-14
Fuel Limits.............................................................................................2-14

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 Quick Reference

Quick Reference
This Quick Reference chapter contains the aircraft’s operating limits and
requirements. This chapter serves as a convenient reference.
This Quick Reference chapter will highlight the modifications made in
the Nextant 400XT after installation of FJ44-3AP turbofan engine and
Collins Pro Line 21 Engine Indication System (EIS).

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 Quick Reference

Operational Limitations

Airspeed Limitations
This airplane complies with FAR 25 and FAR 36. Operations in
compliance with the limitations presented in this section and in the
applicable supplements in Section 7 are required by Federal Aviation
Regulations.
Reference Hawker Beechcraft Beechjet 400A AFM, Section 2, Limitations
with the following exceptions:
Speeds shown are Knots of Indicated Airspeed (KIAS) or Indicated
Mach (MI) as appropriate:
VMCA ………………………………………………………………….94 KIAS
VMCG ………………………………………………….……………...93 KIAS

Takeoff Weight Limitations

Maximum Takeoff Weight is limited by the most restrictive of the following:
ƒƒ 16,100 lbs or 16,300 lbs if 128-590001-167 is incorporated.
ƒƒ Maximum takeoff weight to achieve takeoff climb requirements.
ƒƒ Maximum takeoff weight limited by maximum brake energy. Flaps
20° takeoff weights are never brake energy limited.
ƒƒ Maximum takeoff weight for the runway available and ambient
conditions shown in the takeoff speeds and field length tables and
correction graph.

Landing
Maximum Landing Weight is limited by the most restrictive of the
following:
ƒƒ 15,700 lbs.
ƒƒ Maximum landing weight to achieve approach climb requirements.
ƒƒ Maximum landing weight limited by maximum brake energy.
ƒƒ Maximum landing weight for the runway available and ambient
conditions shown on the landing distance graph.

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 All Operations
Takeoff and Landing Operations
Both FADEC Channels A and B. . . . . . . . . . . . VERIFY OPERATIONAL
PRIOR TO TAKEOFF
L OR R FADEC NO DISPATCH Illuminated . . . . . . . PROHIBITED FOR
TAKEOFF
Flight/Ground Idle Switch . . . . . . . . . . . . . . . . . . . . . SET TO GROUND
(FOR NORMAL TAKEOFF)
Flight/Ground Idle Switch . . . . . . . . . . . . . . . . . . . . . . . SET TO FLIGHT
(FOR TOUCH AND GO LANDINGS)

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 Quick Reference

System Limitations

Engine Instrument Markings

Red line/Red Diamond
Instrument Red line Minimum Green or White Pointer and Digits Yellow Pointer and Digits Red Pointer and Digits
Maximum

N1 (%RPM) - 0-104.74% - >104.74% -

(NOTE 1)

ITT (ºC) Eng. Start - 0-900˚C >900˚C >900˚C>15 sec. 1,000˚C

(NOTES 1&2) ≤ 15 sec. >1,000˚C≤ 15 sec.

ITT (ºC) Takeoff - 0-872˚C - >872˚C 872˚C

(NOTES 1&2) or or
841-877˚C >844˚C>5 min.
for >5 min.

ITT (ºC) - 0-844˚C - >844˚C 844˚C

MCT or Below
(NOTES 1&2)

N2 (% RPM) - 0-100.85% - >100.85% -

(Digits Only) or
>80% with Oil Temp
<10˚C

Oil Press (PSI) - 35-120 PSI >120 PSI ≤ 5 min. >120 PSI > 5 min. -
Ground Idle, Flight Idle, or <80% N2 or >130 PSI
(NOTE 3) <35 PSI ≤ 5 min. <35 PSI > 5 min.
(Digits Only) <23 PSI

Oil Press (PSI) Transient with >80% N2 - - >120 PSI ≤ 5 min. >120 PSI > 5 min. -
(NOTE 3) >130 PSI
(Digits Only)

Oil Press (PSI) - 45-120 PSI >120 PSI ≤ 5 min. >120 PSI > 5 min. >130 -
Takeoff, MCT, and Cruise PSI
(NOTE 3) <45 PSI
(Digits Only)

Oil Temp (ºC) Starting, Ground Idle, - -40-135˚C >135˚C ≤ 5 min. <-40˚C -
Flight Idle, or N2<80% >135˚C>5 min. >149°C
(NOTE 3)
(Digits Only)

Oil Temp (ºC) N2≥80% - 10-135˚C - <10˚C -

(NOTE 3) >135˚C
(Digits Only)

Fuel Temp(ºC) - -40 to 50˚C - <-40˚C -

(Digits Only) >50˚C

Ammeter (Amps) - 0 to 350 260 to 350 350 Diamond @ 400

Triangle @ 525

NOTE 1:  akeoff thrust is obtained when TLA is in the takeoff position. Takeoff thrust settings are defined in the Williams
T
International approved N1 power setting charts in the applicable engine parts list. Time at takeoff thrust is limited
to 5 minutes maximum (or 10 minutes in emergency single engine climb) and beginning when the thrust lever is
advanced for takeoff thrust.

NOTE 2:  ax continuous and maximum climb thrust is obtained when the TLA is in the max continuous thrust position.
M
Cruise thrust is obtained when TLA is in the cruise thrust position. Max continuous and cruise thrust settings
are defined in the Williams International approved N1 Power setting charts in the applicable engine parts list.
Continuous operation is acceptable provided engine limits are not exceeded.

NOTE 3: Minimum oil pressure is 45 psig when operating at or above 80% N2; 35 psig when operating below 80% N2.

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Powerplant Limitations
Number of Engines:
ƒƒ Two
Engine Manufacturer:
ƒƒ Williams International
Engine Model:
ƒƒ FJ44-3AP
Engine Limits
OPERATING
MODE OR TIME LIMIT OIL PRESS
ITT TEMP °C N2 RPM -% N1 RPM -% OIL TEMP °C
TLA THRUST (minutes) PSIG
SETTING
START Figure 2-3 -40 to 135
IDLE GND OR Continuous 35 MIN -40 to 135 (7)
FLT (-22°) 120 MAX (6)
TAKEOFF (1) 872 max 41,550 to 18,853 to 45 to 120 10 to 135
(+32°) 100.85 104.74
MAXIMUM (2) 844 max 41,550 to 18,853 to 45 to 120 (3) 10 to 135
CONTINUOUS 100.85 104.74
(+23°)
CRUISE (2) 844 max 41,550 to 18,853 to 45 to 120 (3) 10 to 135
(+14°) 100.85 104.74
TRANSIENT Figure 2-2 Figure 2-4 Figure 2-5 23 MIN (4) (8) 149 (4)
130 MAX (5)

Figure 2-1: Engine Limitation Chart

1. Takeoff thrust is obtained when TLA is in the takeoff position. Takeoff thrust settings are defined in the Williams International
approved N1 power setting charts in the applicable engine parts list. Time at takeoff thrust is limited to 5 minutes maximum
(or 10 minutes in emergency single engine climb) and beginning when the thrust lever is advanced for takeoff thrust.
2. Max continuous and maximum climb thrust is obtained when the TLA is in the max continuous thrust position. Cruise thrust
is obtained when TLA is in the cruise thrust position. Max continuous and cruise thrust settings are defined in the Williams
International approved N1 Power setting charts in the applicable engine parts list. Continuous operation is acceptable provided
engine limits are not exceeded.
3. Minimum oil pressure is 45 PSIG when operating at or above 80% N2; 35 PSIG when operating below 80% N2.
4. When operating below 80% N2 for up to 5 minutes maximum.
5. When operating above 80% N2 for up to 5 minutes maximum.
6. Maximum allowable oil pressure is 130 PSIG for five minutes with oil pressure returning to normal range.
7. The engine should not be operated above 80% N2 until oil temperature is above 10°C.
8. 0 PSIG allowed up to 10 seconds maximum only during zero and/or negative G operation

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 Quick Reference

Interturbine Temperature (ITT) Limits (Except Starting)

10 sec

Figure 2-2: Interturbine Temperature (ITT) Limitation Chart

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Interturbine Temperature (ITT) Limits (Starting)

Figure 2-3: Interturbine Temperature (ITT) Limitation Chart

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 Quick Reference

N2 Engine Overspeed Limits

Figure 2-4: N2 Engine Overspeed Limitation Chart

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N1 Engine Overspeed Limits

Figure 2-5: N1 Engine Overspeed Limitation Chart

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 Quick Reference

Starter/Generator
Reference Hawker Beechcraft Beechjet 400A AFM, Section 2, Limitations
for Ground Operation and Engine Starting.

Inflight Operation (Maximum)

Both Generators Operating Up to 41,000 ft. . . . . . . . . 280 AMPS EACH
GENERATOR
Both Generators Operating Above 41,000 ft . . . . . . . 260 AMPS EACH
GENERATOR
One Generator Operating Up to 29,000 ft . . . . . . . . . . . . . . . 350 AMPS
One Generator Operating Up to 29,000 ft
(Icing Conditions)* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 AMPS
TRANSIENT (Below 20,000 ft 30 Seconds Max.) . . . . . . . . . 525 AMPS
One Generator Operating From 29,000 ft to 41,000 ft . . . . . . 280 AMPS
One Generator Operating Above 41,000 ft . . . . . . . . . . . . . . . 260 AMPS

�*NOTE: To maintain proper generator cooling when operating

a single generator in icing conditions, N2 needs to be
maintained at or above 80%.

Oil Specification
APPROVED BRAND SPECIFICATION

Mobil Jet II MIL-L-23699

Mobil 254 MIL-L-23699

NOTE: Mixing of approved oils are permissible.

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 Fuel System
Fuel Limits
Approved Engine Fuels
GRADE SPECIFICATION
JET A ASTM-D1655
JET A-1 ASTM-D1655

Approved Fuel Additives

ƒƒ SOHIO Biobor JF biocide additive is approved at a concentration
not to exceed 20 PPM (270 PPM total additive) of elemental boron.
ƒƒ Anti-icing additives (MIL-I-27686 or MIL-I-85470) are approved for
use, but not required, at a concentrations between 0.10 and 0.15
percent volume

Fuel Temperature Limitations

1. Minimum Fuel Temperature: -40˚C
2. Maximum Fuel Temperature: 50˚C

Starting Limits
1. Maximum Tailwind Component: 25 Kts, estimated
2. Maximum Crosswind Component: 25 Kts, estimated
3. Minimum Time Between Starts: 30 seconds
4. Maximum Time to Light-Off: 10 seconds


NOTE: Time to light-off is defined as the time after the power
lever is moved from SHUTOFF to START position until
light-off is indicated.

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 3
Operating Procedures
This section presents four individual elements of flight operations: Preflight
Inspection, Expanded Normal Procedures, Standard Operating Procedures
(SOPs), and Maneuvers. Although they are addressed individually in
this manual, their smooth integration is critical to ensuring safe, efficient
operations.

The Preflight Inspection chapter illustrates a step-by-step exterior inspection

of the aircraft. Preflight cockpit and cabin checks are also discussed.

The Expanded Normal Procedures chapter presents checklists for normal

phases of flight. Each item, when appropriate, is expanded to include
limitations, cautions, warnings, and light indications.

The Standard Operating Procedures chapter details Pilot Flying/Pilot

Monitoring callouts and verbal or physical responses.

The Maneuvers chapter pictorially illustrates common and emergency profiles.

Additionally, written descriptions are included for most phases of flight with
one or both engines operating.

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 4
Preflight Inspection
Contents

Preflight Inspection
Cockpit/Cabin Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3



Figure: Preflight Inspection Walkaround Path.............................. 4-4
Exterior Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
A. Cabin Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
B. Left Nose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
C. Right Nose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
D. Right Wing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
E. Right Nacelle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
F. Empennage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
G. Aft Baggage Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
H. Left Nacelle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
I. Left Wing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15

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 Preflight Inspection

Preflight Inspection
An essential part of the preparations made before any flight is the preflight
inspection, during which a crew member verifies the aircraft’s physical
readiness. After a thorough initial preflight, subsequent same-day
inspections are abbreviated.
No detail is overlooked during the first preflight of the day. To ensure
safety, abnormal conditions (e.g., low tire pressure) as well as minor
discrepancies must be corrected prior to flight.
Begin the preflight inspection with the interior inspection to check
passenger and crew compartments for readiness. Return to the aircraft
exterior to begin the exterior inspection, which begins at the cabin door,
proceeds clockwise around the aircraft, and ends at the left wing.
* Refer to Hawker Beechcraft Beechjet 400A AFM, Section 4, for complete
Preflight Inspection Procedures.

Cockpit/Cabin Inspection
Refer to Hawker Beechcraft Beechjet 400A AFM, Section 4, Normal
Procedures.

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Preflight Inspection Walkaround Path

C
B

I D

E
H

G
F

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 Preflight Inspection

Exterior Inspection
Subsequent pages provide sequenced checklists of each preflight
inspection segment. A large locator photo identifies the general location
of each inspection. Adjacent photos detail the checklist items. Photos
read from left to right.
Limitations and specifications are noted if relevant to the checklist.
Before starting the exterior inspection, obtain the following:
ƒƒ Flashlight
ƒƒ Standard screwdriver
ƒƒ Step stool
ƒƒ Sump drain wrench
ƒƒ Container for fuel sample disposal.
All Surfaces: Ensure all surfaces are free from snow, ice, and/or frost.
Protective Covers: Remove the safety covers from the engines, static
ports, ram air scoops, pitot probes, and starter/generator inlets.
All Intakes and Exhausts: Ensure all intakes and exhausts are clear
and undamaged.
Fasteners and Panels: Verify that all fasteners and panels are secure.
Remove keys from locks. Panels may be missing provided it is allowable
by AFM Configuration Deviation List (CDL).
General Condition: Perform a general condition check of the entire
aircraft. Note any fuel, oil, or hydraulic leaks. Determine the cause and
have it corrected before flight.


NOTE: If night flight is anticipated, check the actual operation of
navigation and strobe lights.

A. Cabin Door
Refer to Hawker Beechcraft Beechjet 400A AFM, Section 4, Normal
Procedures.

B. Left Nose
Refer to Hawker Beechcraft Beechjet 400A AFM, Section 4, Normal
Procedures.

C. Right Nose
Refer to Hawker Beechcraft Beechjet 400A AFM, Section 4, Normal
Procedures.

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 1 2 3

4 5 6

7 8 9

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 Preflight Inspection

D.Right Wing
1. Emergency Exit: The emergency exit should be closed and flush
with the fuselage. Ensure that the locking pin has been removed and
stowed.
2. Dorsal Fin Inlet: Make sure the dorsal fin inlet is clear and free from
any damage.
3. Wing Inspection Light: Check the wing inspection light for security
and signs of a burned-out bulb. For night flight, verify operation.
4. Wing Leading Edge Inlet: Make sure the wing leading edge inlet is
clear and free from any damage.
5. Center Fuselage Tank Drain (Daily): Inspect the center fuselage
tank drain for damage. Use a sump drain wrench to drain any water
accumulation.
6. Fuel Quick Drains (3) (Daily): Inspect the fuel quick drains for
damage. Use a sump drain wrench to drain any water accumulation.
7. Wing Leading Edge and Upper Surface: Inspect the wing leading
edge and upper surface for free of frost and other contamination.
8. Fuel Filler Cap: Check that the fuel filler cap is on and secure.
9. Fuel Tank Vent Inlet: Check that the fuel tank vent inlet is clear and
free from any damage.

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 10 11 12

13 14 15a

15b 16 17

18

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 Preflight Inspection

Right Wing (Continued)

10. Sniffle Valves (2) (Daily): Ensure that the sniffle valves are
undamaged and that there is freedom of movement. Check for
signs of fuel leakage.
11. Wing Tip Vent Inlet: Check that the wing tip vent inlet is clear and
free from any damage.
12. Navigation and Strobe Lights: Check the navigation and strobe
lights for security. For night operation, perform a functional check.
13. Wing Anti-Ice Exhaust Port: Check that the exhaust port is clear
and free from any damage.
14. Roll Trim Tab, Static Wicks (3), Spoilers, Flaps: Check the roll
trim tab, spoilers and flaps for security and condition. Inspect the
lower surfaces of the roll trim tab and flaps for any damage. Verify
that the static wicks are secure and undamaged. Check the MEL for
flight with missing static wicks.
15. Main Gear, Doors, Tire (15a) and Brake (15b): Inspect the right
main landing gear wheel well for general condition and cleanliness.
Ensure that there are no loose articles or fluid leaks. Verify that all
cable, hydraulic and electrical lines are secure. Inspect the doors
for security and any signs of damage. Check the wheels for signs of
tread wear or damage. Verify the correct tire pressure (125 ±5 PSI).
If required, service with nitrogen only.
16. Center Tank Vent Outlet: Check that the center tank vent outlet is
clear and free from any damage.
17. Mixer Bay Vent Outlet: Check that the mixer bay vent outlet is clear
and free from any damage.
18. Lower Fuselage Vent Outlets (2): Check that the lower fuselage
vent outlet is clear and free from any damage.

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 Preflight Inspection

E. Right Nacelle
1. Cowling Fasteners and Latches: Check that the cowling fasteners
and latches are secure.
2. Engine Fan Duct and Fan: Check the fan duct for any obstruction.
Check the fan blades for any signs of damage. Ensure that the fan
rotates freely.
3. Engine Inlet: Check engine inlet for missing fasteners.
4. Oil Level and Filler Door: Check the engine oil level; replenish oil
before flight if necessary. Visually check the oil level by the dipstick.
Check the oil level within 10 to 30 minutes of engine shutdown.
If in doubt about oil quantity, run the engine for fifteen minutes and
recheck. Install filler cap and dipstick assembly in filler tube. Ensure
that cap is correctly installed and locked securely.
5. Drain Lines: Ensure that the drain lines are clear and free from any
damage.
6. Engine Exhaust and Bypass Duct: Ensure that the engine exhaust
and bypass duct are clear and free from obstructions and that there
is no sign of damage.

F. Empennage
Refer to Hawker Beechcraft Beechjet 400A AFM, Section 4, Normal
Procedures.

G. Aft Baggage Compartment

Refer to Hawker Beechcraft Beechjet 400A AFM, Section 4, Normal
Procedures.

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 1 2 3

4 5 6

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 Preflight Inspection

H. Left Nacelle
1. Cowling Fasteners and Latches: Check that the cowling fasteners
and latches are secure.
2. Engine Exhaust and Bypass Duct: Ensure that the engine exhaust
and bypass duct are clear and free from obstructions and that there
is no sign of damage.
3. Drain Lines: Ensure that the drain lines are clear and free from any
damage.
4. Oil Level and Filler Door: Check the engine oil level; replenish oil
before flight if necessary. Visually check the oil level by the dipstick.
Check the oil level within 10 to 30 minutes of engine shutdown.
If in doubt about oil quantity, run the engine for fifteen minutes and
recheck. Install filler cap and dipstick assembly in filler tube. Ensure
that cap is correctly installed and locked securely.
5. Engine Inlet: Check engine inlet for missing fasteners.
6. Engine Fan Duct and Fan: Check the fan duct for any obstruction.
Check the fan blades for any signs of damage. Ensure that the fan
rotates freely.

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 1 2a 2b

3 4 5

6 7 8

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 Preflight Inspection

I. Left Wing
1. Brake System Accumulator Pressure: Ensure that the brake
system accumulator pressure reads 900 ±50 PSIG. If the pressure
reads below 900 ±50 PSIG, charge the accumulator with nitrogen.
2. Main Gear, Doors, Tire (2a) and Brake (2b): Inspect the right main
landing gear wheel well for general condition and cleanliness. Ensure
that there are no loose articles or fluid leaks. Verify that all cable,
hydraulic and electrical lines are secure. Inspect the doors for security
and any signs of damage. Check the wheels for signs of tread wear
or damage. Verify the correct tire pressure (125 ±5 PSI). If required,
service with nitrogen only.
3. Flaps, Spoilers, Static Wicks (3), Roll Trim Tab: Check the roll trim
tab, spoilers and flaps for security and condition. Inspect the lower
surfaces of the roll trim tab and flaps for any damage. Verify that the
static wicks are secure and undamaged. Check the MEL for flight with
missing static wicks.
4. Wing Anti-Ice Exhaust Port: Check that the exhaust port is clear and
free from any damage.
5. Navigation and Strobe Lights: Check the navigation and strobe
lights for security. For night operation, perform a functional check of
the lights.
6. Wing Tip Vent Inlet: Check that the inlet is clear and free from any
damage.
7. Sniffle Valves (2) (Daily): Ensure that the sniffle valves are
undamaged and there is freedom of movement. Check for signs of
fuel leakage.
8. Fuel Tank Vent Inlet: Check that the inlet is clear and free from any
damage.

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12 13 14

15

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 Preflight Inspection

Left Wing (Continued)

9. Fuel Filler Cap: Ensure that the filler cap is secure and locked on.
10. Wing Leading Edge and Upper Surface: Inspect the wing leading
edge and upper surface for free of frost and other contamination.
11. Fuel Quick Drains (3) (Daily): Inspect the quick drains for damage.
Use a sump drain wrench to drain any water accumulation.
12. Center Fuselage Tank Drain (Daily): Inspect the center fuselage
tank drain for damage. Use a sump drain wrench to drain any water
accumulation.
13. Wing Leading Edge Inlet: Check that the inlet is clear and free from
any damage.
14. Wing Inspection Light: Check the wing inspection light for security
and signs of a burned out bulb. For night flight, verify operation.
15. Dorsal Fin Inlet: Check that the intake is clear and free from any
damage

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4-18 For Training Purposes Only Nextant 400XT

June 2012
 5
Expanded Normal Procedures
Contents

Expanded Normal Procedures
Normal Procedures
Before Starting Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Starting Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
Before Taxi. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Taxi. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
After Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
Anti/Deice Systems (In-Flight Operation) . . . . . . . . . . . . . . . . . . . . . . 5-16
Engine and Wing Anti-Ice Systems Operation...................................5-16
Wing Anti-Ice System (If Desired)......................................................5-17
Horizontal Stabilizer Deice System Operation...................................5-17
Cold Weather Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
Climb (10,000 ft). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
Transition (FL180). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
Cruise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
Fuel Management Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
Fuel Crossfeed NORM for takeoff and landing:.................................5-18
Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
In - Range (FL180). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
Balked Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-20
After Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-20
Shutdown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-20
Securing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-21
Turnaround. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-21
Engine Shutdown in Flight for Training . . . . . . . . . . . . . . . . . . . . . . . 5-22
Anti/Deice System (Preflight Check). . . . . . . . . . . . . . . . . . . . . . . . . . 5-23

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5-2 For Training Purposes Only Nextant 400XT

June 2012
 Expanded Normal Procedures

Expanded Normal
Procedures
Normal operating procedures are presented in this section. Limitations,
cautions and warnings are also included as applicable. Requirements
for cold weather operations are also addressed.
This Expanded Normal Procedures chapter will highlight the modifications
made in the Nextant 400XT after installation of FJ44-3AP turbofan
engine and Collins Pro Line 21 Engine Indication System (EIS).

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June 2012
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5-4 For Training Purposes Only Nextant 400XT

June 2012
 Expanded Normal Procedures

Normal Procedures

Before Starting Engines

CAUTIO
If operation of the vent blower fan is desired prior to starting
engines, do not attempt to open cabin door or emergency exit
until vent blower has been turned off for at least 45 seconds.

The BEFORE STARTING ENGINES procedures should be accomplished

no more than one hour prior to the planned departure time.

WARNIN


Beards and mustaches should be kept trimmed so that they do
not interfere with proper sealing of the oxygen mask. Check for
proper fit prior to flight. Oxygen masks will not make a proper
seal over beards and mustaches.

1. Oxygen System Ready Control . . . . . . . . . . . . . . . . . . . . PULL ON

2. Oxygen Mask (pilot and copilot) . . . . . . . . . CHECK, SELECT 100%
3. Circuit Breakers and Guarded Switches (C.B. panels). . . . . . . . SET
4. Nonessential Bus Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
5. Radio Master Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
6. Defog Blower (pilot and copilot). . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. AUX BATT 1/2 Test Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
(Hold for 5 seconds)
(Check for illumination of AUX BAT 1/2 annunciator)
8. Hydraulic Pressure Switch . . . . . . . . . . . . GUARD DOWN (NORM)
9. Emergency Landing Gear Door Close Handle . . . . . . . . SAFETIED
10. Emergency Landing Gear Down Handle. . . . . . . . . . . . . SAFETIED
11. Landing Gear Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
12. Idle Speed Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GROUND
13. Engine Start Select . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
14. Thrust Levers . . . . . . . . . . . . FREE MOVEMENT, THEN CUTOFF
15. Roll Trim Select Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BOTH
16. Roll and Rudder Trim Disconnect Switch . . . . . . . . . . . . . . . . NORM
17. Pitch Trim Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
18. Engine Synchronizer Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
19. Flap Handle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0°
20. Landing Select Switch . . . . . . . . . . . . . GUARD DOWN (FLAP 30°)
21. Emergency Brake Handle. . . . . . . . . . . . . . . . . . . . . . . . SAFETIED
22. Cabin Dump Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAFETIED
23. Cabin Pressure Source Selector. . . . . . . . . . . . . . . . . . . . . . . . . OFF

Nextant 400XT For Training Purposes Only 5-5

June 2012
 24. Cockpit Temperature Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
25. Manual Pressurization Control Knob. . . . . . . . . . . . . . . . . FULL INC
26. Cabin Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
27. Refrigeration Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
28. Master Generator Switches . . . . . . . . . . . GUARD DOWN (NORM)
29. Indicator Lights Switch . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
30. Instrument Light Switches. . . . . . . . . . . . . . . . . . . . . . AS DESIRED
31. Exterior Light Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
32. Landing Light Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . RET/OFF
33. Anti-Ice/Deice Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
34. Heater Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
35. Wiper Switches (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
36. Inverter Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
37. Jet Pump Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
38. Fuel Crossfeed Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
39. Standby Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
(STBY PWR illuminates ON)
40. Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON


CAUTIO
Flight operation with ND fault annunciated is not allowed.

NOTE: The FADECs initiate a self-test (approximately

15 seconds in duration) each time power is applied. The
following indications will be observed.
Engine Channel Select switch/annunciators will
alternate between illumination of L/R [FADEC CH A]
and L/R [FADEC CH B].
L OR R NO DISPATCH annunciators will illuminate.
Do not press the channel select switch/annunciators
during the FADEC self-test.
Satisfactory self-test completion will be indicated by the
L and R NO DISPATCH annunciators extinguishing,
and the steady illumination of L/R [FADEC CH A] or L/R
[FADEC CH B] switch/annunciators.

41. Battery Feed Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSH

(STBY PWR illuminates ON, FDR FAIL light illuminates)
42. Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER, THEN ON
(FDR FAIL light extinguishes)
(STBY PWR annunciation may be either ON or ARM)
43. SPKR Switches . . . . . . . . . . . . . . . . . . . . ON OR DON HEADSET
44. INTPH Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
45. Emergency Lights . . . . . . . . . . . . . . . . . . . GUARD UP (TEST/OFF)

5-6 For Training Purposes Only Nextant 400XT

June 2012
 Expanded Normal Procedures

46. Master Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST

NOTE: When checking the stall warning systems, the master test
switch must remain in the L or R STALL position until the
column shaker and stall annunciator lights/horn actuate
twice to check the altitude compensator. The second
shaker actuation will occur at a higher AOA indication
than the first actuation due to the high altitude bias.

NOTE: The stall annunciator lights/horn will actuate when the

AOA indicator approaches full travel. Observation of the
two different shaker actuations and illumination of the
green pass test light identify a successful test of the stall
warning system.
It is permissible to recheck the STBY PWR during the
TAXI procedures if the No-Go light illuminates during the
initial standby power check. It will be necessary to reset
a generator if the master test switch is rotated out of the
OFF position subsequent to engine starting.

47. Airspeed/Landing Gear Aural Warnings . . . . . . . . . . . . . . . . . . TEST

48. Indicator Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
49. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
a. FUEL PRESS LO Annunciators . . . . . . . . . . . . . . ILLUMINATED
b. Left Fuel/Hydraulic Valve . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
(Close light illuminates)
c. Left Boost Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
(L and R FUEL PRESS LO annunciators remain illuminated,
L BOOST PUMP light illuminates)
d. Left Fuel/Hydraulic Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
(Open light illuminates. L FUEL PRESS LO annunciator
extinguishes. R FUEL PRESS LO annunciator remains
illuminated)
e. Left Boost Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
(L and R FUEL PRESS LO annunciators illuminate,
L BOOST PUMP light extinguishes)
f. Repeat Steps (b) thru (e) for right engine . . . . . . . . . COMPLETE
50. Boost Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
51. Fuel Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . ON MOMENTARILY,
(Check that both pumps operate then position switches to AUTO)

Nextant 400XT For Training Purposes Only 5-7

June 2012
 52. Fuel Crossfeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Delay 3-5 seconds between changing fuel crossfeed modes.
a. Fuel Crossfeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L TANK
b. Check the following:
ƒƒ L BOOST PUMP light illuminates
ƒƒ R JET PUMP light illuminates momentarily
ƒƒ XFEED light illuminates momentarily
ƒƒ FUEL XFEED light illuminates
c. FUEL PRESS LO Annunciators. . . . . . . . . . . . . . EXTINGUISHED
d. Fuel Crossfeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
e. Check the following:
ƒƒ FUEL XFEED light extinguishes
ƒƒ XFEED light illuminates momentarily
ƒƒ R JET PUMP light illuminates momentarily
ƒƒ L BOOST PUMP light extinguishes
f. FUEL PRESS LO Annunciators. . . . . . . . . . . . . . . ILLUMINATED
g. Repeat Steps (a) thru (f) for right tank. . . . . . . . . . . . COMPLETE
53. Trim System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Pitch Trim:
a. Copilot depress Trim
Arming Button (5 sec). . . . . . . . . . . . . . . . . . . . . . . . CHECK
(No motion and aural tone sounds)
b. Pilot repeats Step (a) on pilot’s side . . . . . . . . . . . . . COMPLETE
c. Copilot move Trim Switch to NOSE UP (5 sec) . . . . . . . . CHECK
(Do Not Press Trim Arming Button)
(No motion and aural tone sounds)
d. Pilot repeats Step (c) on pilot’s side . . . . . . . . . . . . . COMPLETE
e. Move Trim Switch to LWD and RWD. . . . . . . . . . . . . . . . CHECK
(Do Not Press Trim Arming Button) (No motion)
f. Pilot repeats Step (e). on pilot’s side . . . . . . . . . . . . COMPLETE
g.Copilot Trim
NOSE UP and Hold. . . . . . . . . . CHECK NOSE UP MOVEMENT
ƒƒ Pilot push
TRIM INT/AP DISENG Switch . . . . . . CHECK NO MOTION
ƒƒ Copilot NOSE UP Trim . . . . . . . . . . . . . . . . . . . . .RELEASE
h. Pilot Trim NOSE DOWN and Hold. . . . . . . CHECK NOSE DOWN
MOVEMENT
ƒƒ Copilot push
TRIM INT/AP DISENG Switch. . . . . . CHECK NO MOTION
ƒƒ Copilot TRIM INT/AP DISENG Switch. . . . . . . . . .RELEASE
ƒƒ Pilot select PITCH TRIM EMER . . . . .CHECK NO MOTION
ƒƒ Pilot NOSE DOWN Trim . . . . . . . . . . . . . . . . . . . . RELEASE

5-8 For Training Purposes Only Nextant 400XT

June 2012
 Expanded Normal Procedures

i. EMER PITCH TRIM Switch,

NOSE UP & NOSE DOWN, . . . . . . . . . . . . CHECK MOVEMENT
j. PITCH TRIM Selector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
k. PITCH TRIM SPEED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
ƒƒ Pilot Trim NOSE UP and Hold . . . . . . . . . . . . . . . . CHECK
NOSE UP MOVEMENT
ƒƒ Copilot Depress
PITCH TRIM SPEED Switch. . . . . . . . . . . . . CHECK HALF
RATE MOVEMENT
ƒƒ Pilot NOSE UP Trim . . . . . . . . . . . . . . . . . . . . . . .RELEASE
l. PITCH TRIM . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
Roll Trim:
a. Copilot TRIM RWD and Hold. . . . . . . . . . . . . . . CHECK MOTION
b. Pilot push
TRIM INT/AP DISENG Switch . . . . . . . . . . CHECK NO MOTION
c. Copilot TRIM Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
d. Pilot TRIM LWD and Hold. . . . . . . . . . . . . . . . . CHECK MOTION
e. Copilot push
TRIM INT/AP DISENG Switch . . . . . . . . . . CHECK NO MOTION
f. Pilot TRIM Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
g. Pilot Trim RWD and Hold.. . . . . . . . . . . . . . . . . CHECK MOTION
h. Copilot select
ROLL & RUD TRIM DISC . . . . . . . . . . . . CHECK NO MOTION
i. Pilot TRIM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
j. ROLL & RUD TRIM DISC Switch . . . . . . . . . . . . . . . . . . . . NORM
k. ROLL TRIM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET NEUTRAL
Rudder Trim:
a. Depress RUD TRIM Knob. . . . . . . . . . . . . . CHECK NO MOTION
b.Turn RUD TRIM Knob
without depressing . . . . . . . . . . . . . . . . . . . CHECK NO MOTION
c. Depress and
Turn RUD TRIM Knob NOSE L & R . . . . . . CHECK MOVEMENT
While Trim is in-transit:
ƒƒ Push
TRIM INT/AP DISENG Switch . . . . . . . . . . . . . . . . .CHECK
INTERRUPTION OF MOTION
ƒƒ ROLL & RUD TRIM DISC Switch
to DISC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
INTERRUPTION OF MOTION
d. ROLL & RUD TRIM DISC Switch . . . . . . . . . . . . . . . . . . . . NORM
e. RUD TRIM SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NEUTRAL

Nextant 400XT For Training Purposes Only 5-9

June 2012
 54. Cockpit Voice Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST


NOTE: A Ground Power Unit (GPU) is recommended prior to
continuing checklist. These items may also be completed
post engine start and once an engine driven generator
is on-line.

55. AVIONICS MSTR Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

56. Right MFD Engine Displays (EIS) (if installed) . . . . . CHECK VALID
57. Display Control Panel’s (DCP’s) . . . . . . . . . . . . . . . . . . . . . . . . . SET
58. Primary Flight Display’s (PFD’s) Altimeters. . . . . . . . . . . . . . . . . SET
(Verify altitude split Pilot to Copilot is < 80 ft.)
59. Standby Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
60. Avionics Reversionary Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
a. Reversionary
Attitude Heading System (AHS) Switches . . . . . . . . . . NORMAL
b. Reversionary Air Data Switches . . . . . . . . . . . . . . . . . . NORMAL
Pilot Side:
c. Pilot Reversionary PFD Switch . . . . . . . . . . . . SELECT REV PFD
(Ensure PFD displays composite display and MFD blanks)
d. Pilot Reversionary PFD Switch . . . . . . . . . . . SELECT REV MFD
(Ensure MFD displays composite display and PFD blanks)
e. Pilot Reversionary PFD Switch. . . . . . . SELECT REV NORMAL
(Ensure normal PFD and MFD displays are restored)
Dual MFD Aircraft Only:
f. Copilot Reversionary PFD Switch . . . . . . . . . . SELECT REV PFD
(Ensure PFD displays composite display and MFD blanks)
g. Copilot Reversionary PFD Switch . . . . . . . . . SELECT REV MFD
(Ensure MFD displays composite display and PFD blanks)
h. Copilot
Reversionary PFD Switch . . . . . . . . . . . SELECT REV NORMAL
(Ensure normal PFD and MFD displays are restored)
61. TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
62. GPWS/TAWS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
63. Radar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
64. AVIONICS MSTR Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
If not immediately followed by STARTING ENGINES procedures:
65. Standby Power . . . . . . . . . . . . . . . . . . . . . . OFF or AS REQUIRED
66. Battery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF or AS REQUIRED

5-10 For Training Purposes Only Nextant 400XT

June 2012
 Expanded Normal Procedures

Starting Engines
A GPU start is recommended when available and if temperatures fall
below -15°C. External power requirements are 28 VDC, with an output
of 1,000 to 1,500 Amps.

WARNIN


Verify cabin door security by attempting to turn the handle to
the unlocked position without depressing the release button.
Confirm the 8 lock pins on the forward and aft sides of the door
are properly engaged as indicated by the white flags fully covering
the red background.
Only a crew member should close and lock the cabin door.
1. Cabin Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOCKED
2. Passenger Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
3. Pilot and Copilot
Seat/Seat Belt/Shoulder Harness . . . . . . ADJUSTED, FASTENED
4. Parking Brake . . . . . . . . . . . . . . . . . . . VERIFY PREVIOUSLY SET
5. Standby Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
6. Battery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
7. Left MFD Engine Displays (EIS). . . . . . . . . . . . . . . . CHECK VALID
8. DC Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(22 VDC minimum on battery, 28 VDC minimum when using GPU)
9. Navigation Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
10. Rotating Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
11. Emergency Lights. . . . . . . . . . . . . . . . . . . . . GUARD DOWN (ARM)
12. Door Unlock Light . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
13. Generator Reset Switches . . . . . . . . . . . . . . . . . . SET FOR START
14. Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
15. Engine Start Select. . . . . . . . . . . . . . . . . . . . . . . . . SELECT L OR R
16. Engine Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
17. Thrust Lever . . . . . . . . . . . . . . IDLE AT 12% N2 (RECOMMENDED)
(7.3% N2 MINIMUM)


NOTE: After N2 rotation, fuel flow indications may occur before
the thrust lever is moved to idle. This is an indication of
unspent fuel during the previous engine shutdown being
moved through the engine fuel system. A normal start
should be expected..

NOTE: Lower start ITT can be obtained by allowing N2 to

achieve 12% N2 prior to advancing the thrust lever to
idle. Use ≥ 12% N2 if a crosswind or tailwind component
exceeds 5 Kts.

Nextant 400XT For Training Purposes Only 5-11

June 2012
 18. ITT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK


CAUTIO
Abort Start if ITT rapidly approaches 1,000˚C or shows no signs
of rising within 10 seconds. Do not exceed 900˚C for more than
15 seconds. Abort Start if N1 does not indicate fan rotation by
25% N2. To abort the start, place thrust lever in CUT OFF position
and motor engine for 15 seconds, then press START DISENGAGE
button.

CAUTIO
If engine maintenance has been performed, air in fuel lines may
cause a hot start. Make sure that proper purging procedures have
been accomplished prior to attempting a start. Be prepared to
abort the start.

CAUTIO
Check starter disengagement approximately 35% N2. If start has
not disengaged by 45% N2, place thrust lever in CUT OFF position
and remove all electrical power by selecting Batter EMER and
Master Generator switches GUARD OPEN EMER.
19. Starter . . . . . . . . . . . . . . . . . DISENGAGED (approximately 35% N2)
20. Engine Indication System (EIS). . . . . . . . . . . . . . . CHECK NORMAL
21. Engine Start Select. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
22. Hydraulic Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL
23. Cabin Pressure Source . . . . . . . . . . . . . . . . OPERATING ENGINE
24. Operating Generator
(if battery start). . . . . . . . . . . . . . . CHECK LESS THAN 150 AMPS
25. Engine Start Select .. . . . . . . . . . . . . . . SELECT OTHER ENGINE
26. FUEL PRESS LO Annunciator (other engine). . . . . . ILLUMINATED
27. Other Engine start . . . . . . . . . . . . . . . . . . . . REPEAT STEPS 15-19
28. Cabin Pressure Source. . . . . . . . . . . . . . . . . BOTH HIGH or NORM
29. Cabin Pressure Control . . . . . . . . SET CRUISE ALTITUDE + 1,000
30. Ignition Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
31. Boost Pumps. . . . . . . . . . . . . . . . . . . . . . CYCLE OFF THEN AUTO
32. Boost Pump Lights . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
33. FUEL/H PUMP PRESS LO Annunciators. . . . . . . . EXTINGUISHED
34. GPU (if used). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
35. Generator Reset Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
36. DC Amperes and Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
37. Standby Power Annunciator . . . . . . . . . . . . . . . . . . . . . . . . . . . .ARM


CAUTIO
To avoid some no dispatch FADEC faults with engine running,
do not turn off ships electrical power to FADEC and do not select
ships essential power bus when engine is running for more than
5 minutes, except in an emergency.

NOTE: For maximum heating or cooling, the cabin pressure

source selector should be in the BOTH HIGH position.

5-12 For Training Purposes Only Nextant 400XT

June 2012
 Expanded Normal Procedures

Before Taxi


CAUTIO
Engine Anti-ice systems must be ON for taxi and takeoff when in
visible moisture at 5°C or colder. Except for a pre flight check, do not
operate system while on the ground at temperatures above 10°C.

1. Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

2. Radio Masters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. AC Voltages/Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . CHECK
4. Standby Gyro. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNCAGED
5. L/R Engine Channel Select Switch .. . . . . . . . . . . . . . . . . . . . PUSH
(Verify ability to select opposite FADEC channel each engine)


NOTE: L AND R GROUND IDLE annunciators will be illuminated
with the IDLE SPEED SELECT switch in the GROUND
position. These annunciators shall extinguish after takeoff

6. WOW/GDAL TEST . . . . . . . . . . . . . . . . . . . . . . TOGGLE L THEN R

(Hold switch in above positions for no more than 1 second)
7. N2. . . . . . . . . . . . . . MONITOR, ENSURE THERE IS NO RISE IN N2


NOTE: A rise in N2 indicates a problem within the Gear Down
and Locked (GDAL) or WOW system.

8. Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

9. Windshield Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF or LOW


NOTE: In misting conditions on airplanes without windshield
wipers, Windshield Anti-Ice on LOW will improve
visibility..

10. Jet Pumps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

a. Jet Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
b. Jet Pump Lights . . . . . . . . . . . . . ILLUMINATED MOMENTARILY
c. FUEL PRESS LO
Annunciators . . . . . . . . . . . . . . . ILLUMINATED MOMENTARILY
d. Boost Pump Lights . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
e. FUEL PRESS LO Annunciators .. . . . . . . . . . . . EXTINGUISHED
f. Jet Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
g. Jet Pump Lights. . . . . . . . . . . . . ILLUMINATED MOMENTARILY
h. Boost Pumps . . . . . . . . . . . . . . . . . . . . . . . . . OFF, THEN AUTO
i. Boost Pump Lights. . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
j. FUEL PRESS LO Annunciators . . . . . . . . . . . . . EXTINGUISHED
11. Fuel Transfer (if fuel in fuselage tanks) . . . LIGHTS ILLUMINATED
12. Galley Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
13. Wi-Fi (if installed). . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

Nextant 400XT For Training Purposes Only 5-13

June 2012
 14. Rudder Boost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
a. Rudder Boost Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
b. RDR BST FAIL Annunciator . . . . . . . . . . . . . . . . . ILLUMINATED
c. Rudder Boost Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM
d. RDR BST FAIL Annunciator . . . . . . . . . . . . . . . . EXTINGUISHED
15. Avionics/FMS/Flight Director. . . . . . . . . . . . . . . . . . . . . . . . . . . SET
16. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK, OFF
17. Trim/3 Set, BOTH, NORM, . . . . . . . . . . . . . . . . SET FOR TAKEOFF
18. Flight deck (loose items). . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
19. Pre-Taxi Brief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
20. Cabin Sign. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAFETY

Taxi


NOTE: Do not taxi until AHRS ALIGNING - DO NOT TAXI
messages extinguish on both pilot’s and copilot’s PFD’s.

1. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2. Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
a. Brakes . . . . . . . . . . . . . . . . . GENTLY APPLY WHILE ROLLING
b. Anti-Skid Switch . . . . HOLD TO TEST, NOTE BRAKE RELEASE
c. Anti-Skid Switch. . . . . . . . . . . . OFF, NOTE BRAKES RECOVER
EFFECTIVENESS
d. ANTISKID FAIL Annunciator . . . . . . . . . . . . . . . . . ILLUMINATES


CAUTIO
When turning the anti-skid switch from TEST to ON, pause
momentarily in OFF to allow for system cycling. The anti-skid test
should not be performed in a congested area.

e. Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. Speed Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
a. Speed Brake EMER RET . . . . . . . . . . . GUARD UP (EMER RET)
b. Speed Brakes . . . . . . . . . . . . . EXTEND, NOTE NO MOVEMENT
c. Speed Brake EMER RET .. . . . . . . . . . . GUARD DOWN (NORM)
d. Speed Brakes . . . . . . . . . . . . . . . . . . . . . . . . NOTE EXTENSION
e. SPD BRAKE EXT Annunciator . . . . . . . . . . . . . . . ILLUMINATED
f. Speed Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
4. Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
5. Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
6. Anti-Ice/Deice Systems. . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
(Refer page 5-23)
7. V-Speeds, AOA, N1, Flap Setting . . . . . . . . . . . . . . . . CONFIRMED
8. Takeoff Brief. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

5-14 For Training Purposes Only Nextant 400XT

June 2012
 Expanded Normal Procedures

Before Takeoff


NOTE: ECS OFF takeoff not authorized.
1. Windshield Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW
2. Heaters (AOA, Pitot, Static). . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. Ignitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO or ON
4. Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
5. Transponder/TCAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
6. Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
7. Landing Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
8. Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED
9. Air Conditioning. . . . . . . . . . . . . . . . . . . . . . . . . . . OFF or BLOWER
10. Annunciators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
11. Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

Takeoff


CAUTIO
Takeoff with thrust lever below the takeoff position is not
recommended since that would inhibit some FADEC functions
intended to reduce thrust variations, FADEC fault annunciations,
and FADEC fault accommodations intended for the takeoff phase
of flight.

1. Thrust lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAKEOFF

2. Engine Indication System (EIS). . . . . . . . . . . . . . . . . . . . . . . CHECK
3. Wheel Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
4. Nose Up Pitch Attitude at Rotation (VR) . . . . . . . 13 - 15° DESIRED

After Takeoff


NOTE: If takeoff was made on a snow or slush covered runway,
cycle landing gear one or two times at a safe altitude to
shed any ice accumulation.

1. Anti-Ice/Deice (above 400 ft AGL). . . . . . . . . . . . . . . AS REQUIRED

2. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
3. Landing Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RET/OFF
4. Recognition Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
5. Yaw Damp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
6. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
7. Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
8. Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
9. Engine Sync . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
10. Ignitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO

Nextant 400XT For Training Purposes Only 5-15

June 2012
 Anti/Deice Systems (In-Flight Operation)


CAUTIO
Do not operate anti/deice systems at Ram Air Temperatures (RAT)
greater than 10°C unless in icing conditions, as indicated by
illumination of the ICING annunciator or airframe ice accumulation.
Ice protection systems should be on prior to encountering icing
conditions. Turn systems off when clear of icing conditions.
Engine icing conditions are defined as:
ƒƒ Illumination of the ICING annunciator.
ƒƒ Airframe ice accumulation.
ƒƒ At all altitudes and RAT of 10°C or less in visible moisture (any
obstruction to visibility should be considered visible moisture unless
it can be determined to be smoke, dust or ash).
ƒƒ Above 20,000 ft MSL and at RAT of 10°C or less and any of the
following conditions:
ƒƒ Within approximately 5,000 ft above visible moisture associated
with convective activity.
ƒƒ Within approximately 10 NM horizontally of visible moisture
associated with convective activity.
ƒƒ In visible moisture.
ƒƒ At any time that the conditions listed above cannot be verified.


NOTE: Industry studies indicate that engine icing may be
encountered in flight conditions with no indication of
airframe icing, especially at high altitude in the vicinity
of convective weather activity.
There is no lower temperature limit for the operation of
anti-ice systems. Do not assume ice formation is not
possible at very low ambient temperatures (i.e. -30°C
or colder).
Airframe icing conditions are defined as:
ƒƒ Illumination of the ICING annunciator or Airframe ice accumulation.

Engine and Wing Anti-Ice Systems Operation

1. Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90% N1 OR LOWER
2. Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON


NOTE: Selection of Engine Anti-Ice on will result in the FADEC
scheduling engine thrust output to Bleed Level 1,
thus resulting in a slight reduction in maximum thrust
available.

3. Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
4. ENG ICE TEMP LO Annunciators . . . . . . . . . . . . . . ILLUMINATED
MOMENTARILY
5. Engine Anti-Ice Lights . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
6. Ignition Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED

5-16 For Training Purposes Only Nextant 400XT

Feb 2013
 Expanded Normal Procedures

Wing Anti-Ice System (If Desired)

NOTE: Selection of Wing Anti-Ice on will result in the FADEC
scheduling engine thrust output to Bleed Level 2, thus
resulting in a slight reduction in maximum thrust available.
Selection of Wing Anti-Ice will also result in Engine
Anti-Ice system activation, regardless of the Engine
Anti-Ice Switch position.

1. Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90% N1 OR LOWER

2. Wing Anti-Ice. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. ITT .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK INCREASE
4. Thrust . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED (80% N2 MIN)
5. Wing Anti-Ice Light. . . . . . ILLUMINATED, AFTER WINGS HEAT TO
TEMPERATURE
6. Engine Anti-Ice Lights . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
7. Ignition Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED

Horizontal Stabilizer Deice System Operation

1. H Stab Deice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
2. H Stab Deice Light .. . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
3. L and R Ammeters . . . . . . . . . . . . . . . . . . . . . MONITOR CYCLING
OF HEATING ELEMENTS
Cold Weather Operations


CAUTIO
All channels are to be powered up simultaneously. This is
accomplished by turning the Battery Master Switch to the ON
position. Within 30 seconds of FADEC power up, do not attempt
to select either FADEC channel (if applicable) nor start the engine
during this initialization process or one or both channels will not
be operable.

NOTE:  uring the initialization process expect the FADEC

D
annunciators to cycle ON & OFF and between channels.

CAUTIO
If FADEC is below -40°F at power up, it may need to be power
cycled after being turned on for a minimum of 3 minutes to reset
its microprocessor.

Climb (10,000 ft)

1. Cabin Pressurization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2. Oxygen System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
3. Cabin Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

Nextant 400XT For Training Purposes Only 5-17

Feb 2013
 Transition (FL180)
1. Altimeters .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
2. Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3. Exterior Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
4. Recognition Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF


NOTE: Ignition should be turned ON for turbulence and/or
precipitation conditions. Flight below column shaker
onset speed should be avoided. Intentional operation at
speeds approaching the onset of stall buffet may result
in engine compressor stalls.

Cruise
1. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRMED
2. Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
3. Cabin Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

Fuel Management Procedures

Fuel Crossfeed NORM for takeoff and landing:
1. Fuel Crossfeed . . . . . . . . . .L or R TANK TO MAINTAIN BALANCE
2. Wing and Fuselage Fuel Quantity . . . . . MONITOR, VERIFY FUEL
TRANSFER
Descent
1. Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
2. Anti-ice/Deice Systems . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED


CAUTIO
If icing conditions are anticipated during descent and approach,
turn ice protection systems ON as early as possible prior to
penetrating icing conditions. Maintain wing anti-ice/deice
operation light ON (minimum 80% N2) during descent to ensure
proper wing anti-ice operation

3. Cabin Pressure Control . . . . . . . . SET FIELD ELEVATION +500 ft

4. Defog Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEFOG or FLOOR

In - Range (FL180)
1. Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
2. Cabin Temperature . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED
3. Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED
4. Fuel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
5. Seat Belt/Shoulder Harness . . . . . . . . . . . . . . . . . . . . . . . . FASTEN
6. VREF, VAC, AOA, N1, Landing Distance . . . . . . . . . . . . . . . . CONFIRM


NOTE: Increase final approach speed to VREF + 5 Kts for autopilot
coupled approaches.

5-18 For Training Purposes Only Nextant 400XT

June 2012
 Expanded Normal Procedures

WEIGHT (lbs) VREF (KTAS) FLAPS 30° VAC (KTAS) FLAPS 10°
* 16,300 119 141
* 16,100 118 140
15,700 117 139
15,000 114 136
14,000 110 132
13,000 106 128
12,000 102 124
11,000 97 119
10,000 93 115

* Indicates weights that exceed maximum landing weight.

7. Recognition Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
8. Cabin Sign. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAFETY
9. Hydraulic/Nitrogen Pressure . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
10. Approach Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
Approach
1. Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10°

WARNIN


During flight in icing conditions, wait at least 15 seconds after
selecting 10° flaps before selecting 30° flaps. This delay provides
the stabilizer deice system the time required to remove any ice
accumulation from the stabilizer leading edge.
If icing conditions are encountered for more than 20 minutes after
initial selection of 10° flaps, land using 10° flaps.
If a missed approach is executed and the flight diverted to an
alternate airport, the landing must be made using 10° flaps unless
a Ram Air Temperature (RAT) of 5°C or greater is observed during
APPROACH and BEFORE LANDING.
2. Landing Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXT/ON
3. Ignitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
4. Engine Sync . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Before Landing
1. Landing Gear. . . . . . . . . . . . . . . . . . . . . DOWN, 3 GREEN, NO RED
2. Air Conditioning. . . . . . . . . . . . . . . . . . . . . . . . . . OFF OR BLOWER
3. Recognition Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
4. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR LANDING
5. Autopilot (if used). . . . . . . . . . . . . . . . . . . DISENGAGED BY 200 FT
6. Yaw Damp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Landing
1. Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
2. Brakes (after touchdown) . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
3. Speed Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Extended

Nextant 400XT For Training Purposes Only 5-19

June 2012
 Balked Landing
1. Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAKEOFF
2. Climb Airspeed.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VREF
When Positive Climb is Established:
3. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10°
4. Landing Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
5. Yaw Damp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
6. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
7. Landing Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RET/OFF

After Landing
1. Windshield Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF or LOW



NOTE: In misting conditions on airplanes without windshield
wipers, Windshield Anti-Ice on LOW will improve visibility.

2. Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
3. Anti-ice/Deice Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
4. Heaters (AOA, Pitot, Static).. . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. Ignitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
6. Speed Breaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
7. Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
8. Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
9. Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
10. Trim .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET FOR TAKEOFF

Shutdown
1. Parking Brake/Chocks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET



NOTE: Use caution when setting the parking break after flight. The
wheel brake system builds up significant heat after use.
With the parking brake ON, the rate of heat dissipation
will be reduced. The preferred method for parking the
aircraft is to utilize chocks with the parking brake OFF.

2. Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

3. Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
4. Standby Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. Standby Gyro. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAGED
6. Cabin Sign. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. Cabin Pressure Source. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
8. Galley Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
9. Wi-Fi (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
10. Emergency Lights . . . . . . . . . . . . . . . . . . . . . . . . . GUARD UP, OFF
11. Exterior Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
12. Radio Masters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
13. Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

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June 2012
 Expanded Normal Procedures

Securing
1. Aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHOCKED
2. Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3. Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
4. Control Lock (if available) . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
5. Nose Gear Pin . . . . . . . . . . . . . . . . . . . REMOVED/AS REQUIRED
6. All Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. Post Flight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
Turnaround
Prior to Enplaning or Deplaning:
1. L Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
2. Cabin Pressure Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . R ENG
3. Left and Right Wing Leading Edges
and Upper Surfaces .. . . . . . . . . . . . . . . . . . . . . . . . CHECK CLEAN

WARNIN


Ice and frost accumulations have been observed on the upper
inboard wing root sections after extended flight at high altitude
followed by rapid descent and landing in areas of high humidity
conditions. During quick turnarounds, upper wing surfaces
should be inspected. If ice or frost is present, it must be removed
prior to departure.
Restarting L Engine:
1. Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . OFF or BLOWER
2. STARTING ENGINES procedure . . . . . . . . . . . . . . . . . COMPLETE
Before Taxi:
1. Air Conditioning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
2. Cabin Pressure Source . . . . . . . . . . BOTH HIGH or BOTH NORM
3. Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
4. L/R Engine Channel Select Switch. . . . . . . . . . . . . . . . . . . . . PUSH
(Verify ability to select opposite FADEC channel each engine)



NOTE: L AND R GROUND IDLE annunciators will be illuminated
with the IDLE SPEED SELECT switch in the GROUND
position. These annunciators shall extinguish after takeoff.

5. WOW/GDAL TEST . . . . . . . . . . . . . . . . . . . . . . TOGGLE L THEN R

(Hold switch in above positions for no more than 1 second)
6. N2. . . . . . . . . . . . . MONITOR, ENSURE THERE IS NO RISE IN N2


NOTE: If a rise in N2 is noted after the above test, maintenance
shall be performed before flight. This indicates a
problem within the Gear Down and Locked (GDAL) or
WOW system.

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June 2012
 7. Windshield Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF or LOW



NOTE: In misting conditions on airplanes without windshield
wipers, Windshield Anti-Ice on LOW will improve visibility.

Taxi:
1. Wheel Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2. Flight Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
3. Fuel Crossfeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
4. Fuel Quantity and Balance . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
5. Engine Indicating System (EIS) . . . . . . . . . . . . . . . . . . . . . . CHECK
6. Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
7. Cabin Pressure Control . . . . . . SET CRUISE ALTITUDE + 1,000 ft
8. Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
9. Trim/3 Set, BOTH, NORM, NORM . . . . . . . . . SET FOR TAKEOFF
10. Avionics/FMS/Flight Director. . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
11. V-Speeds, AOA, N1, Flap Setting . . . . . . . . . . . . . . . . CONFIRMED
12. Takeoff Brief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
13. BEFORE TAKEOFF Procedures . . . . . . . . . . . . . . . . . COMPLETE

Engine Shutdown in Flight for Training

NOTE: If shutdown is caused by mechanical difficulty, no
stabilization is required.

Zero Thrust:
1. Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
2. ITT . . . . . . . . . CHECK STABILIZED (after 2 minutes at idle thrust)
Commanded Engine Shutdown:
1. Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
2. Engine Anti-ice (Inoperative Engine) .. . . . . . . . . . . . . . . . . . . . . OFF
3. Generator Reset (Inoperative Engine) . . . . . . . . . . . . . . . . . . . . OFF
4. Ignition (Inoperative Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
5. Boost Pump (Inoperative Engine). . . . . . . . . . . . . . . . . . . . . . . . ON
6. Fuel Crossfeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
7. Cabin Pressure Source . . . . . . . . . . . . . . . . OPERATING ENGINE
8. Engine Sync . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
9. TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
10. Electrical Load (Operating Engine) . . . . . . . . . . . . . WITHIN LIMITS

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June 2012
 Expanded Normal Procedures

Anti/Deice System (Preflight Check)

Engine and Wing Anti-Ice Systems Check
1. Thrust Levers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ≥ 78% N2


CAUTIO
Do not continue to operate engine anti-ice on the ground at high
N2 RPM after Engine Anti-Ice Annunciators have extinguished.

2. Engine Anti-Ice.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. Wing Anti-Ice. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON



NOTE: Selection of Wing Anti-Ice will also result in Engine
Anti-Ice system activation, regardless of the Engine
Anti-Ice Switch position.

4. Engine ITTs . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK INCREASE

5. ENG ICE TEMP LO
Annunciators. . . . . . . . . . . . . . . . . . ILLUMINATED MOMENTARILY
6. Engine Anti-Ice Lights . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
7. Ignition Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
8. Wing Anti-Ice Light . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED,
AFTER WINGS HEAT TO TEMPERATURE
9. Engine Anti-Ice.. . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
10. Wing Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
11. Thrust Levers .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
Horizontal Stabilizer Deice System Check
1. Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0°
2. H Stab Deice . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST AND HOLD
3. H STAB ICE FAIL Annunciator . . . . . . . . . . . . . . . . EXTINGUISHED
4. H Stab Deice Light .. . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
After Approximately 10 Seconds:
1. H STAB ICE FAIL Annunciator . . ILLUMINATED FOR 3 SECONDS
2. H Stab Deice Light . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
3. H STAB ICE FAIL Annunciator. . . . . . . . . . . . . . . . . EXTINGUISHED
4. H Stab Deice Light . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
5. H Stab Deice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
6. H Stab Deice . . . . . . . . . . . . . . . . . . . . . . . . . . . .TEST AND HOLD
7. Flaps .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT 30°
8. LDG FLAP DELAY Annunciator .. . . . . . . . . . . . . . . . ILLUMINATED
9. Flap Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY TRAVEL
STOPPED AT APPROXIMATELY 10°
10. H Stab Deice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
11. LDG FLAP DELAY Annunciator. . . . . . . . . . . . . . . . EXTINGUISHED
12. Flap Indicator . . . . . . . . . . . . . . . . VERIFY FLAPS TRAVEL TO 30°
13. Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
Nextant 400XT For Training Purposes Only 5-23
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June 2012
 6
Standard Operating Procedures
Contents
Standard Operating Procedures
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Definitions...............................................................................................6-3
Phase of Flight SOP
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5

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6-2 For Training Purposes Only Nextant 400XT

June 2012
 Standard Operating Procedures

Standard Operating
Procedures

General Information
CAE strongly supports the premise that the disciplined use of well-developed
Standard Operating Procedures (SOP) is central to safe, professional aircraft
operations, especially in multi-crew, complex, or high performance aircraft.
If your flight department has an SOP, we encourage you to use it during your
training. If your flight department does not already have one, we welcome your
use of the CAE SOP.
Corporate pilots carefully developed this SOP. A product of their experience, it is
the way CAE conducts its flight operations.
The procedures described herein are specific to the Nextant 400XT and apply
to specified phases of flight. The flight crew member designated for each step
accomplishes it as indicated.
This Standard Operating Procedures (SOP) chapter will highlight the modifications
made in the Nextant 400XT after installation of FJ44-3AP turbofan engine and
Collins Pro Line 21 Engine Indication System (EIS).

Definitions
LH/RH: Pilot Station.
ƒƒ Designation of seat position for accomplishing a given task because of
proximity to the respective control/indication. Regardless of PF or PM role,
the pilot in that seat performs tasks and responds to checklist challenges
accordingly.
PF: Pilot Flying.
ƒƒ The pilot responsible for controlling the flight of the aircraft.
PIC: Pilot-in-Command.
ƒƒ The pilot responsible for the operation and safety of an aircraft during flight
time.
PM: Pilot Monitoring.
ƒƒ The pilot who is not controlling the flight of the aircraft.

NOTE: Refer to Standard Operating Procedures (SOP) section of the
Beechjet 400A Pilot Training Manual for all the Standard Operating
Procedures not contained in this chapter.

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6-4 For Training Purposes Only Nextant 400XT

June 2012
 Standard Operating Procedures

Phase of Flight SOP

Landing


P

P

Landing Assured (At Point on Approach When PF Sights Runway and Normal Landing
can be Made)

call: “ Final established”.

action: P  ush autopilot disconnect

action: Continue with:
switch.
ƒƒ Speed check
ƒƒ Vertical speed check
ƒƒ Callouts
ƒƒ Gear down verification
ƒƒ Flap verification


call: “Autopilot and yaw damper
off”.

call: “Final gear and flaps

recheck”.

At 100 ft. Above Touchdown

call: “100 ft”.

At 50 ft. Above Touchdown

call: “50 ft”.

At Touchdown

action: Apply Brakes.

action: Extend Speedbrake.

call: “Speedbrake extended”.

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June 2012
 7
Maneuver Procedures
Contents

Maneuver Procedures
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Normal Operation
Rejected Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Stall Recognition and Recovery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Stall Recovery Template.........................................................................7-5
Maneuver Based Approach to Stalls......................................................7-6
Scenario Based Approach to Stalls........................................................7-7
Typical Precision Approach (ILS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Typical Non-Precision Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Flap Inoperative Approach and Landing
(Zero Flap Approach and Landing). . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
VFR Traffic Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Normal Landing....................................................................................7-10
Crosswind.............................................................................................7-10
Overweight Landing..............................................................................7-11
Touch-and-Go Landings.......................................................................7-11
Contaminated Runways........................................................................ 7-11
After Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Single Engine Operation
Single Engine ILS Approach and Landing . . . . . . . . . . . . . . . . . . . . . . 7-13
Single Engine Non-Precision Approach and Landing. . . . . . . . . . . . . 7-13
Flight Profiles
Rejected Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
Maneuver Based Approach to Stalls. . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
Scenario Based Approach to Stalls. . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
ILS Approach and Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
Non-Precision Approach and Landing . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
Visual Approach and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27
Single Engine ILS Approach and Landing . . . . . . . . . . . . . . . . . . . . . . 7-29
Single Engine Non-Precision Approach and Landing. . . . . . . . . . . . . 7-31
Zero Flap Visual Approach and Landing. . . . . . . . . . . . . . . . . . . . . . . . 7-33

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 Maneuver Procedures

Maneuver Procedures

General
This chapter presents written descriptions of various maneuvers and procedures
applicable to normal and single engine operations. The second part of this
chapter contains pictorial examples of selected maneuvers.
This Maneuver Procedures chapter will highlight the modifications made in
the Nextant 400XT after installation of FJ44-3AP turbofan engine and Collins
Pro Line 21 Engine Indication System (EIS).

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October 2013
 Maneuver Procedures

Normal Operation
Rejected Takeoff
Refer to the profile on page 7-17.
For an abort prior to V1, immediately and simultaneously apply wheel brakes,
retard throttles to IDLE and extend the speedbrakes.
Maintain directional control with nose wheel steering to remain on the runway
centerline.

Stall Recognition and Recovery

Stall training should always emphasize reduction of AOA as the most important
response when confronted with any stall event. Therefore, the FAA recommends
the stall recovery template for use as a reference. Airplane manufacturers have
created this guide to provide commonality among various airplanes.

Stall Recovery Template

1. Autopilot and Autothrottle (if applicable) Disconnect
While maintaining the attitude of the airplane, disconnect
the autopilot and autothrottle. Ensure the pitch attitude
does not increase when disconnecting the autopilot. This
may be very important in out-of-trim situations. Manual
Note: control is essential to recovery in all situations. Leaving
the autopilot or autothrottle connected may result in
inadvertent changes or adjustments that may not be
easily recognized or appropriate, especially during high
workload.
Apply until stall warning is
2a. Nose down pitch control
eliminated

Reducing the AOA is crucial for recovery. This will also

Note:
address autopilot induced excessive nose up trim.

2b. Nose down pitch trim As Needed

If the control column does not provide sufficient response,
pitch trim may be necessary. However, excessive use of
Note:
pitch trim may aggravate the condition, or may result in
loss of control or high structural loads.
3. Bank Wings Level
Note: This orients the lift vector for recovery.
4. Thrust As Needed
During a stall recovery, maximum thrust is not always
needed. A stall can occur at high thrust or at idle thrust.
Therefore, the thrust is to be adjusted accordingly during
the recovery. For airplanes with engines installed below
the wing, applying maximum thrust may create a strong
Note:
nose-up pitching moment if airspeed is low. For airplanes
with engines mounted above the wings, thrust application
creates a helpful pitch-down tendency. For propeller-
driven airplanes, thrust application increases the airflow
around the wing, assisting in stall recovery.
5. Speed brakes/Spoilers Retract
Note: This will improve lift and stall margin.
6. Return to desired Flight Path
Apply gentle action for recovery to avoid secondary stalls,
Note:
and then return to desired flightpath.

Nextant 400XT For Training Purposes Only 7-5

October 2013


CAUTIO
The Stall Recognition and Recovery discussion is presented only in the
context of recovery training. Stalls in high performance aircraft should
not be deliberately executed unless they are part of a supervised pilot
training program. Safety of flight considerations dictate that the utmost
caution be employed during such exercises.

Maneuver Based Approach to Stalls

Approach to Stall
The approach to stall should be continued only to the first evidence of a stall (i.e.,
airframe buffet or stick shaker, whichever occurs first). Refer to the profiles on
page 7-19.
The stick shaker on the forward side of the pilot’s control column provides tactile
warning (i.e., vibration) of an impending stall. The angle-of-attack transmitter
activates the stick shaker. With the flaps at 0°, the shaker actuates when the
AOA exceeds 24.0°; with the flaps at 10°, the shaker actuates when the AOA
exceeds 23.3°; with the flaps at 30°, the shaker actuates when the AOA exceeds
21.4°.
At the first warning indication, initiate an immediate recovery. Do not allow the
aircraft to go into full stall.
Perform the approach to stall in the clean, takeoff, and landing configurations.
Practice altitude should be no lower than 10,000 ft. above terrain.
Before practicing approaches to stall, clear the cockpit area of loose articles;
visually clear the practice area, set airspeed indicator bugs to 140 Kts and turn
on the ignition system as a precaution.

Clean/Cruise Configuration - Flaps and Gear Up

With the autopilot on, maintain altitude and heading (wings level), retard throttles
to 50% N1. As the aircraft slows, maintain altitude. At the first evidence of a stall
(i.e., airframe buffet, or stick shaker, whichever occurs first), recover as follows:
1. Autopilot - ON
2. Pitch - Reduce angle of attack (trim as necessary)
3. Bank - Level the wings
4. Throttles - Increase power as necessary
5. Speedbrakes - Retract
6. Regain control of aircraft and recover to maneuvering speed and flight path
appropriate for the airplanes’s configuration
7. Do not exceed any limitations.

7-6 For Training Purposes Only Nextant 400XT

October 2013
 Maneuver Procedures

Takeoff/Approach Configuration - 10° Flaps and Gear Down

Establish a level turn using up to a maximum of 30° bank; reduce thrust to 50%
N1. As the aircraft slows, and while maintaining altitude, select 10° flaps and
landing gear down.
At the first evidence of a stall (i.e., airframe buffet, or stick shaker, whichever
occurs first), do the following:
1. Autopilot - OFF
2. Pitch - Reduce angle of attack (trim as necessary)
3. Bank - Level the wings
4. Throttles - Increase power as necessary
5. Speedbrakes - Retract
6. Regain control of aircraft and recover to maneuvering speed and flight path
appropriate for the airplanes’s configuration
7. Do not exceed any limitations.

Landing Configuration - 30° Flaps, Gear Down

While maintaining altitude and heading (wings level), reduce thrust to 60% N1. At
the first evidence of a stall (i.e., airframe buffet, or stick shaker, whichever occurs
first), do the following:
1. Autopilot - OFF
2. Pitch - Reduce angle of attack (trim as necessary)
3. Bank - Level the wings
4. Throttles - Increase power as necessary
5. Speedbrakes - Retract
6. Example - Recover to VREF, then execute a normal go-around and accelerate
to 250 Kts.
7. Do not exceed any limitations.
Scenario Based Approach to Stalls
The goal of scenario based demonstration approach to stall events is to provide
the best practices and guidance for pilots, within existing regulations, to ensure
correct and consistent responses to unexpected stall warnings activation.
Emphasis will be on reducing the angle of attack at the first indication of a stall
as the primary means of approach to stall recovery.
Clean Configuration Approach to Stall (High Altitude)
The pilot will recognize the stall warning and immediately perform the stall
recovery procedure. The pilot should also demonstrate willingness to trade
altitude for airspeed to accomplish an expeditious recovery from a stall event.
Refer to profile on page 7-21.
1. Altitude – FL340
2. Level Flight
3. Flaps – Up
4. Landing Gear – Up
5. Autopilot – Engage
6. Thrust – Reduce to less than adequate for maneuvering flight
7. First Indication of Stall – Recovery procedure

Nextant 400XT For Training Purposes Only 7-7

October 2013
 The maneuver is considered complete once a safe speed is achieved and the
airplane stabilized.
Positive recovery from the aerodynamic stall or approach to stall takes precedence
over minimizing altitude loss.
Takeoff Approach to Stall with Partial Flaps
The pilot will recognize the stall warning and immediately perform the stall
recovery procedure, then resume the assigned departure.
1. Altitude – During Takeoff, at an altitude that will allow for a recovery
2. Flaps – Takeoff
3. Landing Gear – Up
4. Thrust – Reduce to less than adequate to maintain airspeed and climb rate.
5. First Indication of Stall – Recovery Procedure
6. Climb – Assigned Departure and Altitude
The maneuver is considered complete once the flight reaches and stabilizes at
the assigned altitude.
Positive recovery from the aerodynamic stall or approach to stall takes precedence
over minimizing altitude loss.

Landing Configuration Stall

The pilot will recognize the stall warning and immediately perform the stall
recovery procedure, then commence the missed approach.
1. Altitude – 1,000 ft AGL
2. Approach – Precision
3. Flaps – Landing Configuration
4. Landing Gear – Down
5. Thrust – Reduce to be inadequate to maintain a safe speed or descent angle,
and results in an increase in AOA to maintain glidepath
6. First Indication of Stall – Recovery Procedure
7. Missed Approach – Commence
The maneuver is considered complete when safe speed has been achieved and
the pilot initiates the missed approach.
Positive recovery from the aerodynamic stall or approach to stall takes precedence
over minimizing altitude loss.

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October 2013
 Maneuver Procedures

Typical Precision Approach (ILS)

Refer to the profile on page 7-23.
An ILS approach is normal when both engines, the appropriate ILS facilities, and
airborne equipment are operating normally. Accomplish the following:
ƒƒ When established on the localizer inbound to the FAF, ensure flaps are set at
10° and maintain airspeed at 140 KIAS minimum.
ƒƒ When glideslope indicates one dot prior to intercept, lower landing gear and
initiate the Before Landing checklist.
ƒƒ At glideslope intercept, start timing, begin descent, and extend flaps to 30°.
Set airspeed to VREF+10 while maintaining 60% N1.
ƒƒ At or before DA, establish visual contact with the runway.
ƒƒ Reduce power slightly to ensure crossing the runway threshold at VREF.
Disengage the autopilot and yaw damper to complete the Before Landing
checklist.

Typical Non-Precision Approach

Refer to the profile on page 7-25.
When established on the inbound course to the FAF, perform the following.
ƒƒ Slow airspeed to 170 Kts and adjust the power setting to 60% N1.
ƒƒ When entering into the procedure turn outbound, adjust airspeed to
140 KIAS and maintain the power setting at 60% N1.
ƒƒ Before FAF, extend landing gear and complete the Before Landing checklist.
ƒƒ Upon crossing FAF, start timing, notify ATC, and descend to MDA while
maintaining airspeed at VREF+10 and lower flaps to 30°.
ƒƒ After leveling off at MDA, increase power to 75% N1 to hold airspeed at
VREF+10 while proceeding to the VDP or MAP.
ƒƒ With the runway environment in sight, maintain VREF and decrease power
setting to 60% N1.

Flap Inoperative Approach and Landing

(Zero Flap Approach and Landing)
Refer to the profile on page 7-33.
A flap inoperative approach and landing begins with initiating the No-Flap
Approach and Landing checklist in the AFM.
Two major adjustments to a normal approach are the increased landing distance
multiplying factor and the calculated VREF for the flap setting.
When entering into the landing pattern, reduce speed to 170 KIAS.
When abeam of the runway, lower the landing gear, maintain 140 KIAS (min.) in
the descent and start the No Flap Approach and Landing checklist.
On the final bank, reduce power setting to 50% N1.
Once established on short final, reduce speed to the calculated flaps up VREF, set
power setting to idle and complete the No Flap Approach and Landing checklist.
Once touchdown occurs, use speed-brakes and wheel brakes as normal to slow
the aircraft.

Nextant 400XT For Training Purposes Only 7-9

October 2013
 VFR Traffic Pattern
Refer to the profile on page 7-25.
Traffic pattern altitude for jets is normally 1,500 ft. AGL. In clean configuration,
slow to a minimum of 200 KIAS.
On entry into the landing pattern, reduce speed to 170 KIAS with power setting at
60% N1. Lower flaps to 10° and reduce airspeed to 140 KIAS while maintaining
60% N1.
Initiate the Before Landing checklist no later than the downwind leg entry point.
Maintain 140 KIAS while in the descent. Lower gear opposite the touchdown
zone or about two miles out on base leg or straight-in final (but not lower than
traffic pattern altitude). Continue the Before Landing checklist to flaps 30°.
On final turn, maintain thrust at 60% N1 with a maximum bank angle of 30°.
When landing is assured, complete the Before Landing checklist. At 50 ft., reduce
power setting to Idle and airspeed to VREF. Disengage yaw damper before landing
flare.
The angle-of-attack indicator supplements the airspeed indicator during all
maneuvers and should be included in the instrument crosscheck. On final
approach, it confirms the accuracy of calculated VREF.

Landing
Normal Landing
Refer to the profile on page 7-25.
With flaps set to 30°, cross the threshold at 50 ft. AGL with a speed of VREF.
Reduce thrust slowly to idle and raise the nose slightly from the attitude maintained
on final approach. With aft mounted engines, the nose tends to rise as thrust is
reduced and thus requires little back pressure.
Maintain attitude and allow the aircraft to fly onto the runway surface.
Upon touchdown, lower the nose wheel smoothly to the runway, apply brakes,
and extend the speedbrakes. Monitor anti-skid for proper functioning. To achieve
maximum benefit from the anti-skid system, do not pump the brakes; instead,
apply steady pressure on the pedals. Use nose wheel steering to maintain
directional control.

Crosswind
On the final approach in a crosswind, crab into the wind to maintain the desired
track across the ground. Immediately prior to touchdown, align the fuselage with
the runway by use of the rudder. During rollout, hold the spoiler control into the
wind and maintain directional control with the rudder and brakes.

7-10 For Training Purposes Only Nextant 400XT

October 2013
 Maneuver Procedures

Overweight Landing
If a landing must be made at a weight exceeding the maximum landing weight,
make a normal approach. Touch down as smoothly as possible, then use
speedbrakes and wheel brakes in the normal way. For brake cooling purposes,
consider an overweight landing a rejected takeoff.

Touch-and-Go Landings
If practicing touch-and-go landings, preplan and brief them. Do not use airbrakes
on landing. The PM resets the flaps and elevator trim to the takeoff settings and
confirms settings to the PF before power levers are advanced to takeoff power.

Contaminated Runways
Landing on a slippery surface requires careful consideration of many factors;
among them are the following:
ƒƒ Type of runway surface
ƒƒ Approach hazards
ƒƒ Aircraft weight
ƒƒ Speed
ƒƒ Wind conditions
ƒƒ Temperature
ƒƒ Contaminants (e.g., ice, water,snow).
Compare the landing distance required for the intended landing weight with the
runway length available. Determine whether the safety margin is adequate for
the prevailing weather and overshoot or undershoot situations.
When landing on a very wet or slush-covered runway, there is a risk that water
may enter the engine intakes and cause a malfunction. To reduce the effect of
ingestion, select engine ignition ON prior to landing; switch engine ignition OFF
after landing.
Be prepared to return to idle thrust immediately if the aircraft starts to slide
sideways. Strongly consider the use of only idle thrust on slippery surfaces.
If there is surface water, slow to below hydroplaning speed (approximately
100 Kts) before using the wheel brakes.
Use aerodynamic braking; if braking action begins while tires are hydroplaning,
the condition can continue to a much slower speed.

After Landing
After clearing the runway, complete the After Landing checklist. The engines
should be operated at idle for at least one minute prior to shutdown; taxi time
may be included. After the aircraft is parked, complete the shutdown checklist.

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October 2013
 Maneuver Procedures

Single Engine Operation

Single Engine ILS Approach and Landing

Refer to the profile on page 7-29.
A single engine inoperative approach is flown essentially the same as an
approach with both engines operating except the power setting for the operating
engine will be set at 80% N1 until glideslope intercept when airspeed slows to
VREF +10 and power setting reduced to 75% N1.
When landing is assured, set flaps to 30° and reduce the airspeed to VREF.
At 50 ft., retard the operating engine throttle to idle as the aircraft crosses the
runway threshold at VREF.
If rudder trim is used during approach to counter asymmetric thrust, zero the
rudder trim prior to or during the landing power reduction to prevent unwanted
yaw. Thrust reduction and flare are similar to a normal landing. Thrust reduction
should be slower than normal to counter roll due to yaw effect. Consequently,
slightly less flare than normal is required to prevent floating.
After touchdown, lower the nose, extend the speedbrakes, and apply wheel
brakes. Use nose wheel steering, rudder and differential braking to maintain
directional control.

Single Engine Non-Precision Approach and

Landing.
Refer to the profile on page 7-31.
A single engine inoperative approach is flown essentially the same as an
approach with both engines operating except the power setting for the operating
engine will be set at 80% N1
until prior to the fix when airspeed slows to VREF+10, power setting reduced to
70% N1 and gear is extended.
At MDA, level off while maintaining VREF+10 and increase power setting to
80% N1.
When landing is assured, set flaps to 30° and reduce the airspeed to VREF.
After touchdown, lower the nose, extend the speedbrakes, apply wheel brakes.
Use nose wheel steering, rudder and differential braking to maintain directional
control.

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7-14 For Training Purposes Only Nextant 400XT

October 2013
 Maneuver Procedures

Flight Profiles
The following flight profiles illustrate how selected maneuvers are performed.
Each maneuver is broken down into sequential events that illustrate appropriate
configurations.
ƒƒ Rejected Takeoff
ƒƒ Maneuver Based Approach to Stalls
ƒƒ Scenario Based Approach to Stalls
ƒƒ ILS Approach and Landing
ƒƒ Non-Precision Approach and Landing
ƒƒ Visual Approach and Landing
ƒƒ Single Engine ILS Approach and Landing
ƒƒ Single Engine Non-Precision Approach and Landing
ƒƒ Zero Flap Visual Approach and Landing

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 Maneuver Procedures

Rejected Takeoff
TAKEOFF
1 BRAKES – HOLD
POWER – SET TO TAKEOFF N1
ENGINE INSTRUMENTS – CHECK
BRAKES – RELEASE
POWER – ADVANCE TO TARGET N1
MAX POWER – OBTAINED BY 60 KTS
2 PM – "AIRSPEED A L I V E "
(BOTH SIDES)

ENGINE FAILS OR OTHER

4 MALFUNCTION PRIOR TO V1
CALL – "ABORT, ABORT, ABORT"
NOTE: CHECK BRAKE ENERGY CHARTS
PRIOR TO RE-ATTEMPTING TAKEOFF.

AT 80 KTS
3 PM – "80 KTS CROSSCHECK"

ABORT
5 WHEEL BRAKES – MAX EFFORT
THRUST LEVERS – IDLE *
SPEEDBRAKES – EXTEND
SAFE SPEED ADVISE TOWER – ABORTING

* NOTE: MAXIMUM BRAKING EFFORT

WILL BE REQUIRED IF TAKEOFF
FIELD LENGTH IS CRITICAL.

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October 2013
 Maneuver Procedures

Maneuver Based Approach to Stalls

1 CLEAN/CRUISE CONFIGURATION
2 ▪ GEAR – UP
TAKEOFF/APPROACH CONFIGURATION ▪ FLAPS – UP
▪ GEAR – DOWN ▪ AUTOPILOT – ON
▪ FLAPS – 10° ▪ THROTTLES – 50% N1
▪ AUTOPILOT – OFF ▪ PITCH – MAINTAIN LEVEL FLIGHT (AUTOPILOT)
▪ THROTTLES – 50% N1 ▪ BANK – WINGS LEVEL
▪ PITCH – MAINTAIN LEVEL FLIGHT ▪ TRIM – AUTOPILOT CONTROLLED
▪ BANK – 15° - 30° ▪ SLOW TO FIRST INDICATION OF STICK SHAKER
▪ TRIM – TRIM TO 140 KTS ▪ RECOVERY
▪ SLOW TO FIRST INDICATION OF STICK SHAKER AT THE FIRST INDICATION OF STALL, SIMULTANEOUSLY ACCOMPLISH THE FOLLOWING:
▪ RECOVERY ▪ AUTOPILOT – OFF
AT THE FIRST INDICATION OF STALL, SIMULTANEOUSLY ACCOMPLISH THE FOLLOWING: ▪ PITCH – REDUCE ANGLE OF ATTACK (TRIM AS NECESSARY)
▪ AUTOPILOT – OFF ▪ BANK – LEVEL THE WINGS
▪ PITCH – REDUCE ANGLE OF ATTACK (TRIM AS NECESSARY) ▪ THROTTLES – INCREASE POWER AS NECESSARY
▪ BANK – LEVEL THE WINGS ▪ SPEEDBRAKES – RETRACT
▪ THROTTLES – INCREASE POWER AS NECESSARY ▪ REGAIN CONTROL OF AIRCRAFT AND RECOVER TO MANEUVERING SPEED
▪ SPEEDBRAKES – RETRACT AND FLIGHT PATH APPROPRIATE FOR THE AIRPLANE’S CONFIGURATION.
▪ REGAIN CONTROL OF AIRCRAFT AND RECOVER TO MANEUVERING SPEED ▪ DO NOT EXCEED ANY LIMITATIONS
AND FLIGHT PATH APPROPRIATE FOR THE AIRPLANE’S CONFIGURATION.
▪ DO NOT EXCEED ANY LIMITATIONS

BEFORE BEGINNING STALLPRACTICE

■ DESCENT/APPROACH CHECKLIST – COMPLETE
■ BUG SPEED – SET 140 KTS
■ ENGINE IGNITION – ON

NOTE:
EVALUATION CRITERIA FOR A RECOVERY FROM AN APPROACH TO STALL SHOULD NOT
MANDATE A PREDETERMINED VALUE FOR ALTITUDE LOSS AND SHOULD NOT MANDATE
MAINTAINING ALTITUDE DURING RECOVERY.
LANDING CONFIGURATION
3 ▪ GEAR – DOWN
▪ FLAPS – 30°
▪ AUTOPILOT – OFF
▪ THROTTLES – 60% N1
▪ PITCH – MAINTAIN LEVEL FLIGHT
▪ BANK – WINGS LEVEL
▪ TRIM – TRIM TO 140 KTS
▪ SLOW TO FIRST INDICATION OF STICK SHAKER
▪ RECOVERY
AT THE FIRST INDICATION OF STALL, SIMULTANEOUSLY ACCOMPLISH THE FOLLOWING:
▪ AUTOPILOT – OFF
▪ PITCH – REDUCE ANGLE OF ATTACK (TRIM AS NECESSARY)
▪ BANK – LEVEL THE WINGS
▪ THROTTLES – INCREASE POWER AS NECESSARY
▪ SPEEDBRAKES – RETRACT
▪ EXAMPLE – RECOVER TO VREF, THEN EXECUTE A NORMAL GO-AROUND AND ACCELEREATE TO 250 KNOTS.
▪ DO NOT EXCEED ANY LIMITATIONS

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October 2013
 Maneuver Procedures

Scenario Based Approach to Stalls

FL340

CLEAN CONFIGURATION APPROACH TO STALL

FLAPS - UP
LANDING GEAR - UP
LEVEL FLIGHT
AUTOPILOT - ENGAGE
THRUST - REDUCE
FIRST INDICATION OF STALL - RECOVER

1,000 FT AGL

LANDING CONFIGURATION STALL TAKEOFF APPROACH TO STALL

FLAPS - LANDING CONFIGURATION FLAPS - TAKEOFF
LANDING GEAR - DOWN LANDING GEAR - UP

ALTITUDE - 1,000 FT AGL ALTITUDE - DEPARTURE

THRUST - REDUCE
THRUST - REDUCE
FIRST INDICATION OF STALL - RECOVER
MAINTAIN GLIDE PATH
DEPARTURE PROCEDURE - AS ASSIGNED
FIRST INDICATION OF STALL - RECOVER
MISSED APPROACH - COMMENCE

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October 2013
 Maneuver Procedures

ILS Approach and Landing

3 BASE LEG OR WITHIN 3 NM OF FAF
■ FLAPS – 10°
■ AIRSPEED - 140 KTS

PRIOR TO INITIATING APPROACH, SLOW

1 THE AIRPLANE TO 200 KTS IN THE
2 ■ AIRSPEED – 170 KTS
CLEAN CONFIGURATION.
■ POWER – 60% N1 (APPROX.)

4 TWO DOTS AT GLIDESLOPE INTERCEPT

■ FLAPS – 20° 6 ■ FLAPS – 30°
■ AIRSPEED – VREF + 20 ■ AIRSPEED – VREF + 10
■ POWER – 70% N1 (APPROX.) ■ POWER – 60% N1 (APPROX.)
■ BEFORE LANDING CHECKLIST – COMPLETE

5 PRIOR TO FAF – ONE DOT

■ GEAR – DOWN
■ POWER – 70% N1 (APPROX.)

8 LANDING
■ THRUST LEVERS – IDLE
■ WHEEL BRAKES – APPLY
■ SPEEDBRAKES – EXTEND

NOTE: APPROACH CHECKLIST SHOULD BE

COMPLETE PRIOR TO INITIATING THE 7 THRESHOLD
APPROACH. VREF SHOULD BE CALCULATED ■ AIRSPEED – VREF
AND THE AIRSPEED BUG SHOULD BE SET. ■ 50 FT – THRUST LEVERS TO IDLE
THE APPROACH CHART SHOULD BE
REVIEWED, AND THE APPROACH BRIEFING
SHOULD BE COMPLETE.

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7-24 For Training Purposes Only Nextant 400XT

October 2013
 Maneuver Procedures

Non-Precision Approach and Landing

NOTE: APPROACH CHECKLIST SHOULD BE
COMPLETE PRIOR TO INITIATING THE
APPROACH. VREF SHOULD BE CALCULATED
AND THE AIRSPEED BUG SHOULD BE SET.
THE APPROACH CHART SHOULD BE
REVIEWED, AND THE APPROACH BRIEFING
SHOULD BE COMPLETE.

3 PROCEDURE TURN INBOUND

■ FLAPS – 20°
■ AIRSPEED – VREF + 20
■ POWER – 75% N1 (APPROX.)

I A F OUTBOUND
2 ■ AIRSPEED – 170 KTS
■ POWER – 60% N1 (APPROX.)
■ FLAPS – 10º 1 PRIOR TO INITIATING APPROACH, SLOW
THE AIRPLANE TO 200 KTS IN THE
CLEAN CONFIGURATION

5 AT FAF
■ FLAPS – 30º
■ AIRSPEED – VREF + 10
■ POWER – 60% N1 (APPROX.)
■ BEFORE LANDING CHECKLIST – COMPLETE

6 AT MDA
■ ATTITUDE – LEVEL OFF
■ POWER – 75% N1 (APPROX.)

4 1 NM PRIOR TO FAF 8 THRESHOLD

■ GEAR – DOWN ■ AIRSPEED – VREF
■ POWER – 70% N1 (APPROX.) ■ 50 FT – THRUST LEVERS TO IDLE
MINIMUMS

9 LANDING
■ THRUST LEVERS – IDLE
■ WHEEL BRAKES – APPLY
■ SPEEDBRAKES – EXTEND

7 AT VDP (RUNWAY IN SIGHT)

■ DESCENT – CONTINUE
■ POWER – 60% N1 (APPROX.)

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October 2013
 Maneuver Procedures

Visual Approach and Landing

NOTE: APPROACH CHECKLIST
SHOULD BE COMPLETE PRIOR TO
ENTERING THE TRAFFIC AREA.
3 BASE LEG ABEAM NUMBERS VREF SHOULD BE CALCULATED
■ POWER – 60% N1 (APPROX.) 2 ■ FLAPS – 20° AND AIRSPEED BUG SHOULD BE SET.
■ AIRSPEED – VREF +10 ■ AIRSPEED – VREF +20
■ FLAPS – 30° ■ LANDING GEAR – DOWN
■ BEFORE LANDING CHECKLIST – COMPLETE

1 PATTERN ENTRY
15 SE ■ AIRSPEED – SLOW TO 170 KTS
CON
DS ■ POWER – 60% N1 (APPROX.)
■ FLAPS – 10°

1,500 FT AGL

900 FT AGL
(IF POSSIBLE) 4 THRESHOLD
■ AIRSPEED – VREF
■ 50 FT – THRUST LEVERS TO IDLE

M
5N
1.
TO
1
APPR
OX. 3
NM

5 LANDING
■ THRUST LEVERS – IDLE
■ WHEEL BRAKES – APPLY
■ SPEEDBRAKES – EXTEND

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October 2013
 Maneuver Procedures

Single Engine ILS Approach and Landing

2 ■ AIRSPEED – 170 KTS
■ POWER – 80% N1 (APPROX.)

3 BASE LEG OR WITHIN 3 NM OF FAF

■ FLAPS – 10°
■ AIRSPEED – 140 KTS

1 PRIOR TO INITIATING APPROACH, SLOW

THE AIRPLANE TO 200 KTS IN THE
CLEAN CONFIGURATION.

* NOTE: DUE TO LARGE PITCH CHANGES

ASSOCIATED WITH CHANGING FROM 10°
TO 30° FLAPS, THE PILOT SHOULD
CONSIDER LANDING WITH FLAPS AT
10°/20°, RUNWAY DISTANCE ALLOWING.

4 PRIOR TO FAF
■ AIRSPEED – VREF +20
■ POWER – 80% N1 (APPROX.)
■ ONE DOT FLY UP – GEAR DOWN
■ ONE ENG. INOP APPROACH /
LANDING CHECKLIST – COMPLETE 7 THRESHOLD
■ AIRSPEED - V REF
5 AT GLIDESLOPE INTERCEPT ■ 50 FT - THRUST LEVERS TO IDLE
■ AIRSPEED – VREF +10 KTS
■ POWER – 75% N (APPROX.)
1

8 LANDING
■ THRUST LEVERS – IDLE
■ WHEEL BRAKES – APPLY
6 LANDING ASSURED

*
■ SPEEDBRAKES – EXTEND
■ FLAPS – 30º (IF REQUIRED)
■ AIRSPEED – SLOW TO VREF

NOTE: APPROACH CHECKLIST SHOULD BE

COMPLETE PRIOR TO INITIATING THE
APPROACH. VREF SHOULD BE CALCULATED
AND THE AIRSPEED BUG SHOULD BE SET.
THE APPROACH CHART SHOULD BE
REVIEWED, AND THE APPROACH BRIEFING
SHOULD BE COMPLETE.

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7-30 For Training Purposes Only Nextant 400XT

October 2013
 Maneuver Procedures

Single Engine Non-Precision Approach and Landing

2A WITHIN 5 NM OF FAF
1A ■ PRIOR TO INITIATING APPROACH, ■ AIRSPEED – 170 KTS
SLOW THE AIRPLANE TO 200 KTS ■ FLAPS – 10°
IN THE CLEAN CONFIGURATION.
3A PRIOR TO FAF
■ AIRSPEED – V
REF + 20
■ POWER – 80% N1 (APPROX.)

1 PRIOR TO INITIATING APPROACH,

SLOW� THE AIRPLANE TO 200 KTS
IN THE CLEAN CONFIGURATION.

2 IAF OUTBOUND
■ AIRSPEED – 170 KTS
■ POWER – 80% (APPROX.)

5 AT MDA
■ ATTITUDE – LEVEL OFF
■ POWER – 80% N1 (APPROX.)

6 LANDING ASSURED

*
■ FLAPS – 30° (IF REQUIRED)
■ AIRSPEED – SLOW TO VREF

* NOTE: DUE TO LARGE PITCH CHANGES

ASSOCIATED WITH CHANGING FROM 10°
TO 30° FLAPS, THE PILOT SHOULD
CONSIDER LANDING WITH FLAPS AT
10°/20°, RUNWAY DISTANCE ALLOWING.
3 PROCEDURE TURN INBOUND
■ FLAPS – 10º
■ AIRSPEED – VREF + 20

4 AT FAF
■ AIRSPEED – VREF +10
■ GEAR – DOWN
■ ONE ENG. INOP. APPROACH / LANDING
CHECKLIST – COMPLETE

7 THRESHOLD
■ AIRSPEED – VREF
NOTE: APPROACH CHECKLIST SHOULD BE ■ 50 FT – THRUST LEVERS TO IDLE
COMPLETE PRIOR TO INITIATING THE
APPROACH. VREF SHOULD BE CALCULATED
AND THE AIRSPEED BUG SHOULD BE SET.
THE APPROACH CHART SHOULD BE 8 LANDING
REVIEWED, AND THE APPROACH BRIEFING ■ THRUST LEVERS – IDLE
SHOULD BE COMPLETE. ■ WHEEL BRAKES – APPLY
■ SPEEDBRAKES – EXTEND

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 Maneuver Procedures

Zero Flap Visual Approach and Landing

NO FLAP APPROACH & LANDINGS: NOTE: NO FLAP APPROACH/LANDING

SPEEDBRAKES ARE AVAILABLE CHECKLIST SHOULD BE COMPLETED
FOR SPEED CONTROL. PRIOR TO ENTERING THE TRAFFIC AREA.
VREF SHOULD BE CALCULATED AND
AIRSPEED BUG SHOULD BE SET
2 ABEAM NUMBERS
■ LANDING GEAR – DOWN
■ NO FLAP LANDING CHECK – COMPLETE
3 FINAL TURN ■ AIRSPEED – 140 KTS
■ POWER – 50% N1 (APPROX.)
■ MAX BANK – 30º 1 PATTERN ENTRY
■ AIRSPEED – SLOW TO 170 KTS
■ POWER – 50% N1 (APPROX.)
APPR
OX. 1
5 SEC

1,500 FT AGL

4 ADJUST SEAT FOR NOSE

HIGH APPROACH

APPROX.
900 FT AGL
(IF POSSIBLE)
5 THRESHOLD
■ AIRSPEED – VREF

M
N
■ 50 FT – THRUST LEVERS TO IDLE

5
1.
1-
APPR
OX. 3
NM

NOTE: LANDING DISTANCES WILL

INCREASE APPROX. 40%.
6 LANDING
■ THRUST LEVERS – IDLE
■ WHEEL BRAKES – APPLY
■ SPEEDBRAKES – EXTEND

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 8
Flight Planning
Contents

Flight Planning
Weight and Balance
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
Nextant Aerospace Weight and Balance Data . . . . . . . . . . . . . . . . . . . 8-7
Equipment List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
Performance
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
Performance Limitations......................................................................8-9
Acoustic Levels.................................................................................. 8-10
Standard Performance Conditions..................................................... 8-10
Operational Factors........................................................................... 8-11
Flight Test Performance Conditions...................................................8-12
Definitions..........................................................................................8-12
General Information on Using Graph ................................................8-12
Takeoff Performance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
Pressure Altitude...............................................................................8-12
Procedures for use of Takeoff Performance Charts..........................8-12
Takeoff Weight Analysis ....................................................................8-13
Takeoff Flap Setting Selection...........................................................8-14
ECS OFF Takeoff...............................................................................8-14
Icing Conditions Takeoff....................................................................8-15
Takeoff Flight Path Profile..................................................................8-15
Obstacle Clearance Analysis.............................................................8-16


Figure: Obstacle Clearance - Distant Obstacle.......................... 8-23
Takeoff Speeds..................................................................................8-25
Approach and Landing Performance (General).................................8-25
Unfactored Landing Distance............................................................8-25
Factored Landing Distance for Part 91 Subpart K Operations..........8-26
Factored Landing Distance for Part 121 and
Part 135 Operations...........................................................................8-26
Icing Conditions Approach/Landing...................................................8-26
Graphs (General)...............................................................................8-26


Figure: FADEC Controlled Takeoff Thrust Setting..................... 8-28

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June 2012


Figure: FADEC Controlled Maximum Continuous
Thrust Setting................................................................ 8-29


Figure: Maximum Takeoff Weight - Flaps 0°.............................. 8-30


Figure: Maximum Takeoff Weight Limited by
Maximum Brake Energy Flaps 0°.................8-31
Notes for Takeoff Speeds and Field Length Tables Flaps 0°............ 8-33
Simplified Takeoff Performance........................................................ 8-33



Figure: Takeoff Speeds and Field Length.................................. 8-34


Figure: Takeoff Decision Speed (V1) Correction - Flaps 0°........ 8-45



Figure: Takeoff Field Length Correction - Flaps 0°.................... 8-47



Figure: Takeoff Flight Path Profile - Flaps 0°............................. 8-49


Figure: Net Takeoff Flight Path - First Segment - Flaps 0°........ 8-51


Figure: Net Takeoff Flight Path -
Second Segment - Flaps 0°........................................... 8-53


Figure: Net Takeoff Flight Path - Third Segment - Flaps 0°....... 8-55


Figure: Net Takeoff Flight Path - Final Segment - Flaps 0°........ 8-57


Figure: Close-In Takeoff Flight Path - Flaps 0°.......................... 8-59


Figure: Distant Takeoff Flight Path............................................. 8-61


Figure: Enroute Net Climb Gradient.......................................... 8-63



Figure: Maximum Takeoff Weight - Flaps 10°............................ 8-65


Figure: Maximum Takeoff Weight Limited by
Maximum Brake Energy Flaps 10°................................ 8-67


Figure: Notes for Takeoff Speeds and Field Length
Tables Flaps 10°............................................................ 8-69


Figure: Takeoff Speeds and Field Length.................................. 8-70


Figure: Takeoff Decision Speed (V1) Correction - Flaps 10°...... 8-81


Figure: Takeoff Field Length Correction - Flaps 10°.................. 8-83



Figure: Takeoff Flight Path Profile - Flaps 10°........................... 8-85


Figure: Net Takeoff Flight Path - First Segment -
Flaps 10°....................................................................... 8-87


Figure: Net Takeoff Flight Path - Second Segment -
Flaps 10°....................................................................... 8-89


Figure: Net Takeoff Flight Path - Third Segment - Flaps 10°..... 8-91



Figure: Net Takeoff Flight Path - Final Segment - Flaps 10°...... 8-93


Figure: Close-In Takeoff Flight Path - Flaps 10°........................ 8-95


Figure: Distant Takeoff Flight Path............................................. 8-97


Figure: Enroute Net Climb Gradient.......................................... 8-99



Figure: Maximum Takeoff Weight - Flaps 20°............................ 8-101
Notes for Takeoff Speeds and Field Length Tables Flaps 20°.......... 8-102
Simplified Takeoff Performance........................................................ 8-102



Figure: Takeoff Speeds and Field Length.................................. 8-103

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 Flight Planning

Figure: Takeoff Decision Speed (V1)

Correction - Flaps 20°................................... 8-115


Figure: Takeoff Field Length Correction -
Flaps 20°...................................................... 8-117



Figure: Takeoff Flight Path Profile - Flaps 20°.......... 8-119



Figure: Net Takeoff Flight Path -
First Segment - Flaps 20°............................. 8-121



Figure: Net Takeoff Flight Path -
Second Segment - Flaps 20°........................ 8-123


Figure: Net Takeoff Flight Path -
Third Segment - Flaps 20°............................ 8-125


Figure: Net Takeoff Flight Path -
Final Segment - Flaps 20°............................ 8-127



Figure: Close-In Takeoff Flight Path - Flaps 20°....... 8-129



Figure: Distant Takeoff Flight Path............................ 8-131



Figure: Enroute Net Climb Gradient......................... 8-133
Flight Planning Data
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-135
Climb Performance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-136
Time, Distance, and Fuel to Climb. . . . . . . . . . . . . . . . . . . 8-136
Cruise Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-156
High Speed Cruise........................................................... 8-156
Constant Mach Cruise (MACH – 0.73)............................ 8-156
Long Range Cruise.......................................................... 8-156
Single Engine Performance
Single Engine Service Ceiling . . . . . . . . . . . . . . . . . . . . . . 8-205
Single Engine Cruise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-205
Drift Down Performance. . . . . . . . . . . . . . . . . . . . . . . . . . . 8-205


Figure: Single Engine Service Ceiling,
100 ft/min 170 KIAS...................................... 8-206
Descent and Holding Performance
Time, Fuel, and Distance to Descend . . . . . . . . . . . . . . . . 8-225
High Speed Descent........................................................ 8-225
Low Power Descent......................................................... 8-225
Best L/D Descent............................................................. 8-225
Holding Fuel Flow............................................................ 8-225


Figure: Maximum Landing Weight............................ 8-231



Figure: Maximum Landing Weight Limited by
Maximum Brake Energy............................... 8-233



Figure: Approach Climb Gradient............................. 8-235


Figure: Balked Landing Climb Gradient.................... 8-239

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June 2012


Figure: Landing Distance.......................................... 8-243


Figure: Unfactored Landing Distance....................... 8-245


Figure: Factored Landing Distance........................... 8-247


Figure: Landing Brake Energy.................................. 8-251


Figure: Accelerate-Stop Brake Energy..................... 8-253


Figure: Turn Around Time......................................... 8-259

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June 2012
 Flight Planning

Flight Planning
Flight planning is critical to safety of flight.
This chapter provides instruction in, and examples of, flight planning
procedures. Charts needed for procedures are provided opposite the
applicable instructions. Italics represent example data.

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 Flight Planning

Weight and Balance

General
The Weight and Balance Manual Supplement, Report No. NXT1-WB-001,
is for the Nextant Aerospace 400XT Re-Engining Project, and is intended
to supplement the Weight and Balance section of the Hawker Beechcraft
400A FAA Approved Flight Manual.
It is important to note that the basic weight and C.G. of the 400A
aircraft must reflect the net weight change from the Nextant Aerospace
Re-engining installation. The overall weight of the basic aircraft will
be reduced once the re-engining STC is incorporated, however the
certified weights and Center of Gravity envelope for the aircraft REMAIN
UN-CHANGED.

Nextant Aerospace Weight and

Balance Data
The main purpose of the Nextant Aerospace Weight and Balance
Manual Supplement is to ensure that the 400A aircraft, with the Nextant
Re-engining STC installed, is operated within the certified weight and
center of gravity limits. It is required that each aircraft modified by the
Nextant Re-engining STC be reweighed in accordance with the instructions
contained in the approved flight manual (reference section 6) of the AFM.

Equipment List
The aircraft equipment list will incorporate new equipment. Several
options exist for the Pro Line 21 avionics equipment. The equipment
list includes all standard and optionally installed equipment. Specific
installations will vary from aircraft to aircraft and therefore an “as built”
aircraft re-weigh must be performed following the STC installation.

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 Flight Planning

Performance

Introduction
Information in this section either references the narrative, tables, or
examples in the basic 400A AFM or includes new narrative, new charts,
or new tables when the FJ44-3AP engine performance changes the
information in the basic 400A AFM.

Performance Limitations
The performance limitations in the basic AFM, which includes a structural
limit of 16,100 lbs are applicable to the 400A with FJ44-3AP engines.
However, the majority of the 400A airplanes that will be re-engined with
FJ44-3AP engines will also be upgraded to the increased gross takeoff
weight of 16,300 lbs in accordance with Hawker Beechcraft Manual
128-590001-167.
Maximum Takeoff Weight is limited by the most restrictive of the following:
ƒƒ 16,100 lbs or 16,300 lbs if 128-590001-167 is incorporated.
ƒƒ Maximum Takeoff Weight to achieve Takeoff Climb requirements.
ƒƒ Maximum Takeoff Weight limited by Maximum Brake Energy. Flaps
20° Takeoff Weights are never brake energy limited.
ƒƒ Maximum Takeoff Weight for the runway available and ambient
conditions shown in the Takeoff Speeds and Field Length Tables
and Correction graph.
Maximum Landing Weight is limited by the most restrictive of the
following:
ƒƒ 15,700 lbs.
ƒƒ Maximum Landing Weight to achieve Approach Climb requirements.
ƒƒ Maximum Landing Weight limited by Maximum Brake Energy.
ƒƒ Maximum Landing Weight for the runway available and ambient
conditions shown on the Landing Distance graph.

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June 2012
 Acoustic Levels
No determination has been made by the Federal Aviation Administration
that the noise procedures and levels in this AFM Supplement are, or
should be, acceptable or unacceptable for operation at, into, or out of,
any airport. The following noise levels comply with part 36, Appendix B, Stage
4 maximum noise level requirements and were obtained by analysis
of approved data from noise tests conducted under the provisions of
part 36, Amendment 36-28. The noise measurement and evaluation
procedures used to obtain these noise levels are considered by the FAA
to be equivalent to the Chapter 4 noise level required by the International
Civil Aviation Organization (ICAO) in Annex 16, Volume I, Appendix 2,
Amendment 7, effective March 21, 2002. The noise measurement and
evaluation procedures used to obtain these noise levels are considered
by EASA to be equivalent to the Chapter 4 noise level required by the
International Civil Aviation Organization (ICAO) in Annex 16, Volume
I, Appendix 2, Amendment 9, Fifth Edition. ICAO Annex 16, Volume I,
Appendix 2, Amendment 7 approval is applicable only after endorsement
by the Civil Aviation Authority of the country of airplane registration.
Noise levels, Noise levels,
Noise Reference Point
(EPNdB) 16,300 lbs (EPNdB) 16,100 lbs
Flaps 10, Flyover: With cut-back
76.9 76.7
power
Flaps 10, Lateral 91.5 91.6
Flaps 30, Approach, 15,700 lbs 88.8 88.8

Standard Performance Conditions

All performance data presented in this AFM Supplement (AFMS) is
based on flight test and has been corrected for the following factors:
ƒƒ Engine thrust rating less installation losses, airbleed, and accessory
loads.
ƒƒ Full temperature accountability within the operational limits certified.
ƒƒ Wind accountability per 14 CFR Part 25 provisions.
ƒƒ Humidity accountability per 14 CFR Part 25 provisions.
ƒƒ Takeoff and landing performance: No change from basic 400A
manual.

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June 2012
 Flight Planning

Operational Factors
ƒƒ The maximum demonstrated crosswind component for takeoff and
landing was 22 Kts, which is not considered limiting.
ƒƒ The airplane with FJ44-3AP engines has been confirmed by analysis
to be free of water ingestion up to water depths of 0.75 inches with
the nose tire pressure of 120 ± 5 PSI.
ƒƒ Performance data has not been determined for wet or icy runway
conditions.
ƒƒ Use sea level performance at airport pressure altitudes below sea
level, not to exceed minus 1,000 ft.
ƒƒ Landing performance data in the basic 400A AFM is to be used.
NUMBER
LANDING
CONFIGURATION OPERATING THRUST SETTING FLAP SETTING GEAR SPEED
LIGHTS (4)
ENGINES
1st Segment 0° Down As Required VLOF to V2
1 Takeoff
Takeoff Climb (1)(3)
2nd Segment 0° Up Retracted V2
1 Takeoff
Takeoff Climb (1)(3)
0° Up Retracted V2 to 140 KIAS
3rd Segment (1)(3) 1 Takeoff

1st Segment 10° Down As Required VLOF to V2

1 Takeoff
Takeoff Climb (1)(3)
2nd Segment 10° Up Retracted V2
1 Takeoff
Takeoff Climb (1)(3)
Flaps Retracted at Up Retracted V2 to 140 KIAS
3rd Segment (1)(3) 1 Takeoff
V2 + 10 KIAS
1st Segment 20° Down As Required VLOF to V2
1 Takeoff
Takeoff Climb (1)(3)
2nd Segment 20° Up Retracted V2
1 Takeoff
Takeoff Climb (1)(3)
Flaps Retracted at Up Retracted V2 to 140 KIAS
3rd Segment (1)(3) 1 Takeoff
V2 + 20 KIAS
0° Up Re tracted 140 KIAS
Final Segment (2) 1 Maximum Continuous

En route Climb (3) 1 Maximum Continuous 0° Up Retracted 170 KIAS

Approach Climb (2) 1 Takeoff 10° Up Retracted VREF+ 22 KIAS
Landing Climb (2) 2 Takeoff 30° Down As Required VREF

1. Engine Anti-Ice System ON during takeoff under icing conditions.

2. Engine Anti-Ice, Wing Heat, and Horizontal Stabilizer Anti-Ice/Deice Systems ON for
this segment during takeoff or landing under icing conditions.
3. Performance shown for this condition with all combinations of ice protection
equipment.

NOTE: Combined use of Anti-Ice ON and ECS OFF is not approved.

4. Climb gradients were calculated for 2nd segment and subsequent climbs with the landing
lights retracted. The 1st segment and landing climb gradients have been calculated with
the landing lights extended. Landing lights will automatically retract with the landing gear.

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June 2012
 Flight Test Performance Conditions
All new performance information presented in this AFMS is based on
flight test data. The conditions detailed in the basic 400A AFM are also
applicable to this AFMS, with the following exception.
Takeoff thrust was set by advancing the thrust lever directly to the Takeoff
Position.

Definitions
The definitions in the basic 400A manual are also applicable to this
AFMS.

General Information on Using Graph

The instructions in the basic 400A manual are also applicable to this
AFMS.

Takeoff Performance
Pressure Altitude
The narrative and examples to determine field pressure altitude in the
basic AFM are also applicable to this AFMS.

Procedures for use of Takeoff Performance Charts

Maximum Takeoff Weight is limited by the most restrictive of the following:
ƒƒ 16,100 lbs or 16,300 lbs if 128-590001-167 is incorporated.
ƒƒ Maximum Takeoff Weight to achieve Takeoff Climb requirements.
ƒƒ Maximum Takeoff Weight limited by Maximum Brake Energy. Flaps
20° Takeoff Weights are never Brake Energy Limited. This graph is
presented only for Flaps 10° and 20°.
ƒƒ Maximum Takeoff Weight for the runway available and ambient
conditions shown in the Takeoff Speeds and Field Length Tables
and Field Length Correction graphs.

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June 2012
 Flight Planning

Takeoff Weight Analysis

Example Conditions
The following conditions were assumed for most takeoff examples:
Field Elevation. . . . . . . . . . . . . . . . . . . 1,500 ft pressure altitude
Field Length Available. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,200 ft
Runway Heading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180°
OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20°C
Wind . . . . . . . . . . . . . . . . . . . . . . 20 Kts at 120°, 10 Kts headwind
Runway Gradient. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1% downhill
Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Takeoff Weight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14,000 lbs
Takeoff Flap Setting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10°

ƒƒ Obtain airport information on active runway, available runway length,

temperature, pressure altitude, wind, runway gradient, and obstacles
in the flight path.
ƒƒ Determine the maximum allowable takeoff weight as limited by the
Maximum Takeoff Weight to achieve Takeoff Climb Requirements
- Flaps 10° graph and the Maximum Takeoff Weight limited by
Maximum Brake Energy - Flaps 10° graph. If either of these limitations
restricts the maximum takeoff weight, the airplane weight must be
reduced until the requirements are met, or other takeoff flap settings
may be investigated. Note that the Maximum Takeoff Weight Climb
Limits charts also visually illustrate the effect of Engine Anti-Ice ON
on Maximum Takeoff Weight.
ƒƒ Determine wind component parallel to the active runway and
the crosswind component from the Wind Components graph. If
the crosswind component exceeds the maximum demonstrated
crosswind, investigate other runways.
ƒƒ Determine the required takeoff field length from the Takeoff Speeds
and Field Length Tables – Flaps 10° and the Takeoff Field Length
Correction – Flaps 10° graph. If the available runway is less than the
required field length, the airplane weight must be reduced or other
flap settings may be investigated.
ƒƒ If the takeoff flight path obstacle clearance is desired or required by
operational regulations, see example calculation procedures under
Obstacle Clearance Analysis. If the net climb gradients are less than
those required, then either decrease the weight until the required
gradients are achieved, investigate other flap settings, or investigate
other departures.
ƒƒ Determine that the allowable weight defined by all the items above is
compatible with the planned flight, considering range, expected fuel
usage, and reserves, and destination.
ƒƒ When the final takeoff weight has been calculated, determine
V1, VR, and V2, and TOFL from Takeoff Speeds and Field Length
Tables - Flaps 10°. Adjust V1 and TOFL for existing conditions,
if necessary, using correction graphs.

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June 2012
 ƒƒ The takeoff thrust setting for takeoff is controlled by the FADEC, and
will be achieved by setting the throttles at the takeoff position. The N1
settings in the takeoff thrust setting chart and at the top of the Takeoff
Speeds and Field Length Tables are for reference and cross check.
ƒƒ Determine approach climb speed and VREF speed in the event an
in-flight emergency necessitates an immediate return to the airport.
ƒƒ Prior to takeoff, confirm that the airport conditions match the data
used for computing takeoff, and adjust as necessary.

Takeoff Flap Setting Selection

Performance data is provided for the three different takeoff flap settings:
0°, 10°, and 20°. Each setting provides performance advantages under
different circumstances. In general, lesser flap settings provide better
climb performance at the expense of longer TOFL and higher accelerate-
stop brake energies. Conversely, greater flap settings provide shorter
takeoff field lengths and lower accelerate-stop brake energies at the
expense of climb performance. In situations where the maximum takeoff
weight is being limited by climb requirements, brake energy limits, or
available runway length, use of a different takeoff flap setting may allow
a higher takeoff weight.

ECS OFF Takeoff

ECS OFF takeoff is NO LONGER APPLICABLE.

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June 2012
 Flight Planning

Icing Conditions Takeoff

Takeoffs under icing conditions shall be conducted with an airframe
free of ice, frost, and wet snow that is adhering to the airframe. The
presence of such accumulations may result in significant changes in the
aerodynamic characteristics, drag, and stalling speed of the airplane,
which would invalidate published performance data.
No data is presented for acceleration through snow, slush, or standing
water.

Takeoff Flight Path Profile

The charts take into account the altitude changes for the entire flight
path, so that all information is in relation to the pressure altitude of
the runway. Refer to Pressure Altitude tables for the Pressure Altitude
calculations in this manual.

MAXIMUM 1500 FT
TAKE-OFF THRUST CONTINUOUS
THRUST
GEAR GEAR FLAPS
DOWN UP UP
V2
REFERENCE 400 FT 140 KT
(ACCELERATE &
ZERO
FLAP RETRACT)
BRAKE V1 35 FT
RELEASE
VR GEAR CONTROL HANDLE UP

FIRST SECOND THIRD SEGMENT FINAL SEGMENT

LIFT-OFF SEGMENT SEGMENT ACCELERATION
TAKE-OFF FLIGHT PATH
TAKE-OFF
FIELD LENGTH

NOTE: Second segment limits the takeoff weight. During the

Third Segment begin flap retraction at V2 + 10 KIAS for
flaps 10° and V2 + 20 KIAS for flaps 20° takeoffs

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June 2012
 Obstacle Clearance Analysis
The calculation procedure presented herein assumes that the airplane
is climbing straight ahead and the obstacle specified is in line with the
extended center line of the runway. No provisions or calculation methods
are presented for turning flight.
Use the following procedure to determine whether or not an obstacle
could be cleared in the event of an engine failure:
1. Determine the height of the obstacle above the runway surface
before brake release.
2. Add to the actual obstacle height the desired margin of clearance.
This new value is the obstacle clearance height.
3. Determine the distance of the obstacle from the airplane before
brake release.
4. Obtain the Takeoff Field Length (TOFL) from the Take-off Speeds
and Field Length Tables - Flaps 10°.
5. Enter the Takeoff Field Length Correction - Flaps 10° graph with the
value obtained in step 4. above, and find the corrected take-off field
length.
6. To find the obstacle horizontal distance from Reference Zero,
subtract the corrected TOFL (step 5.) from the obstacle distance
before brake release (step 3.).
7. Add to the obstacle clearance height any decrease in airplane
altitude during the takeoff resulting from a downhill runway gradient
as follows:
Runway Gradient (%) x TOFL(ft) = Runway Drop (ft)
100
Required Height = Obstacle Clearance Height Before Brake
Release (Step 2.) + Runway Drop
8. If Required Height (step 7.) is:
A. Less than 400 ft:
i. Enter the Close-In Takeoff Flight Path Flaps 10° graph at
Required Height, and trace right.
ii. Enter again at horizontal distance from Reference Zero
(step 6.) and trace up.
iii. Read Net Climb Gradient Required at intersection of tracings.
iv. If intersection is:
a. In First Segment area, refer to Net Take-Off Flight Path -
First Segment - Flaps 10° graph and ensure that the net
climb gradient available is equal to or greater than the net
climb gradient required.
b. N
 ot in First Segment area, refer to Net Take-off Flight
Path - Second Segment - Flaps 10° graph and ensure
that the net climb gradient available is equal to or greater
than the net climb gradient required.

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June 2012
 Flight Planning

B. Equal to 400 ft:

i. Enter Net Take-Off Flight Path - Second Segment - Flaps 10°
graph and determine climb gradient available.
ii. Enter Close-In Take-Off Flight Path - Flaps 10° graph at
400 ft above runway surface, and trace right to the climb
gradient available (step 8.b.i).
iii. Then trace down to read the horizontal distance from
Reference Zero to beginning of Third Segment.
iv. Refer to Net Take-Off Flight Path Third Segment Acceleration
- Flaps 10° graph and determine horizontal distance from
beginning of Third Segment Acceleration to Final Segment
Climb.
v. To find the distance from brake release to the end of Third
Segment Acceleration, add values found in steps 5., 8.b.iii.,
and 8.b.iv. above.
C. Above 400 ft:
i. Find the distance from brake release to the end of Third
Segment Acceleration (step 8.b.v. Above).
ii. From the obstacle distance determined in step 3. above,
subtract the values found in step 8.c.i. above. (Ensure that
all values are converted to common units first, such as ft or
NM, and that the final answer is in NM.)
iii. Use the following formula to compute the Final-Segment
climb gradient required to clear an obstacle above 400 ft in
height:
[Required Height (ft. step 7.) - 400 ft] x 0.0165
Req. Gradient (%) =
Value in step 8.c.ii above (NM)
iv. Obtain the Final-Segment net climb gradient available from
the Net Takeoff Flight Path - Final Segment - Flaps 10° graph,
and ensure that the net climb gradient available is equal to
or greater than the net climb gradient required (step 8.c.iii.
Above).

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June 2012
 Example 1 - Close-in Obstacle Clearance
Given:
Obstacle Height Above Runway . . . . . . . . . . . . . . . . . . . . . . . . . 315 ft
Obstacle Distance From Brake Release . . . . . . 12,554 ft (2.066 NM)
1. From the Maximum Takeoff Weight to Achieve Takeoff Climb
Requirements - 10° graph, determine the climb-limited takeoff
weight:
Maximum Takeoff Weight . . . . . . . . . . . . . . . . Not Climb Limited

2. From the Maximum Takeoff Weight limited by Brake Maximum Brake

Energy - Flaps 10° graph determine the brake energy to Achieve
Takeoff Climb Requirements - 10° graph, determine the brake-
energy-limited weight:
Maximum Takeoff Weight . . . . . . . Not Brake Energy Limited


NOTE: Since none of the above graphs is limiting at the
conditions specified earlier, different conditions are
shown on the graphs in order to better illustrate proper
usage.

Using the Example Conditions and obstacle information given above,

determine the takeoff field length and the Second-Segment Net Takeoff
Flight Path as follows:
1. Enter the Takeoff Speeds and Field Length Tables - Flaps 10° for
1,000 ft and 2,000 ft at 20°C and 14,000 lbs. Interpolate to find the
uncorrected TOFL value for 1,500 ft pressure altitude - 3,371.
2. Enter the Takeoff Field Length Correction - Flaps 10° graph with
the uncorrected TOFL value found in step 1 above, a 1.0% downhill
runway gradient, and 10 Kts headwind component, and read the
corrected TOFL value for operation with Anti-Skid ON - 3,200.
3. The obstacle distance from reference Zero equals the obstacle
distance from brake release less the takeoff distance to 35 ft above
the runway surface (12,554 – 3,200) = 9,354 (1.41 NM).

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June 2012
 Flight Planning

4. Determine the total height required to clear the obstacle by correcting

the obstacle above the brake release point by the change in airplane
elevation during the takeoff procedure due to any published runway
gradient. For level runways, Reference Zero is 35 ft above the runway
surface and the brake release elevation. For non-level runways,
Reference Zero is still 35 ft above the runway surface, but it is no
longer 35 ft above the brake release point. The actual elevation of the
airplane at Reference Zero will vary with takeoff field length and runway
gradient (i.e., the horizontal distance through which the airplane was
subjected to the runway gradient before reaching Reference Zero).
To correct for the effect runway gradient on Reference Zero elevation,
compute the change in elevation from brake release to the end of
the takeoff field length. This correction is accomplished by adding the
runway height change to the obstacle height for downhill gradients,
and subtracting the runway height change from the obstacle height
for uphill gradients:
1.0% grad 3,371 = 33.71 ft = 35 ft
5. The total height to clear the obstacle is:
315 ft + 35 ft = 350 ft
6. Enter the Close-In Takeoff Flight Path - Flaps 10° graph with the
obstacle distance from Reference Zero found in step 3, and trace up.
Enter the graph again at the total height determined in step 4, and
trace right. The two tracings intersect at the gradient required to clear
the obstacle, 4.0%.
7. 
Read the scheduled net gradient of climb from the Net takeoff
Flight Path - Second Segment - One Engine Inoperative - Flaps 10°
graph: 6.90%. Thus, the calculations indicate that a takeoff weight of
14,000 lbs will result in a net climb gradient greater that required to
clear the obstacle, even if an engine should fail at the most critical
point.

Nextant 400XT For Training Purposes Only 8-19

June 2012
 Example 2 - Obstacle Clearance Between 400 and 1,500 ft
Using the Example Conditions given above and the obstacle information
given below, determine the Final-Segment Net takeoff Flight Path as
detailed under Obstacle Analysis above.
Given:
Obstacle Height Above Runway at Brake Release .. . . . . . . . . 1,206 ft
Obstacle Distance from Airplane at Brake Release . . . . . . . . . 6.20 NM
Obstacle Clearance Desired . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 ft
1. Find the distance from brake release to the end of Third-Segment
Acceleration by adding the corrected TOFL (3371 ft), the horizontal
distance from Reference Zero to the beginning of Third Segment
(3016 ft), and the distance from the beginning of Third-Segment
Acceleration to Final Segment climb (0.80 NM/4862 ft):
3,371 ft + 3,016 ft + 4,862 ft = 11,249 ft (1.89 NM)
2. Find the distance from the beginning of Final-Segment climb to the
obstacle by subtracting the value found in step 1 above (1.85 NM)
from the obstacle distance from brake release point (6.20 NM):
6.20 NM – 1.85 NM = 4.35 NM.
3. 
Find the total height requirement by adding the obstacle height
(1,206 ft), the desired margin of clearance (35 ft), and the runway
drop (35 ft).
4. 
Enter the Distant Takeoff Flight Path graph at the total height
requirement (1,276 ft) and trace right. Enter again at the obstacle
distance from start of Final-Segment Climb (4.35 NM) and trace
up. The two tracings intersect at the Final-Segment Climb Gradient
required, 3.5%.
5. 
Compare the Final-Segment net climb gradient available (5.57%)
with the Final-Segment net climb gradient required (3.50%). The
calculations indicate that a takeoff weight of 14,000 lbs will result in a
net climb gradient greater than required to clear the obstacle, even if
an engine should fail at the most critical point.

8-20 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Example 3 - Obstacle Clearance, Distant Obstacle

Using the Example 1 conditions given above and the obstacle information
given below, continue the Second Segment Climb for a total of
10 minutes to determine the altitude that could be attained over a distant
obstacle.
Given:
Obstacle Height Above Runway at Brake Release. . . . . . . . . . 1,206 ft
Obstacle Distance from Airplane at Brake Release. . . . . . . . . . 6.20 NM
Obstacle Clearance Desired. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 ft

1. 
From Example 1, step 2, the TOFL distance to 35 ft is 3,200 ft
(0.52 NM), which is reference zero.
2. Determine the distance from reference zero to the obstacle, 6.20 NM
– 0.53 NM = 5.67 NM
3. The altitude to be gained from reference zero is 1,206 ft – 35 ft = 1,171 ft
4. From example 1, step 7, the second segment climb net gradient
is 6.90%.
5. Enter the Obstacle Clearance Chart, - Distance Obstacle, with the
distance of 5.67 NM and a second segment climb rate of 6.9% and
read an altitude at the obstacle of 2,200 ft. The airplane passes over
the distant obstacle by 2,200 – 1,171 = 1,029 ft.
6. The horizontal distance traveled in 10 minutes with takeoff thrust on a
single engine is approximately 20 NM.

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June 2012
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8-22 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Obstacle Clearance - Distant Obstacle

Takeoff Power for Ten Minutes, Continuing Climb at V2

NetGradient

7000 14%

6000 12%
Altitude Above Reference Zero, Ft

5000 10%

4000 8%

6%
3000

4%
2000

1000 2%

0
0 1 2 3 4 5 6 7 8 9 10
Distance from Reference Zero, nm

Nextant 400XT For Training Purposes Only 8-23

June 2012
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8-24 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Speeds
Enter the Takeoff Speeds and Field Length Tables - Flaps 10° at 20°C
and 14,000 lbs and 1,000 ft and 2,000 ft. Interpolate to find the speeds
for 1,500 ft:
V1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99 KIAS
VR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 KIAS
V2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114 KIAS
Then enter the Takeoff Decision Speed (V1) Correction – Flaps 10°
graph with the V1 value of 99 KIAS, a 1.0% downhill runway gradient,
10 Kts headwind component, engine Anti-Ice OFF, and read:
Corrected V1 Anti-Skid (ON) . . . . . . . . . . . . . . . . . . . . . . . . . . 97.4 KIAS
Corrected V1 Anti-Skid (OFF) . . . . . . . . . . . . . . . . . . . . . . . . . 91.2 KIAS

Approach and Landing Performance (General)

Procedures for Use of Approach and Landing Performance
Charts
Landing Weight Analysis
The maximum landing weight is limited by the most restrictive of the
following considerations:
ƒƒ Structural Limit: 15,700 lbs
ƒƒ Approach Climb Requirements:
ƒƒ Maximum Landing Weight to achieve Approach Climb
Requirements
ƒƒ Brake Energy Requirement:
ƒƒ Maximum Landing Weight Limited by Maximum Brake Energy
graph.
ƒƒ Landing Distance graph.

NOTE: The approach climb requirement is always more limiting

than the landing climb requirement.

Unfactored Landing Distance

This chart is used in CFR Part 91 non-Subpart K operations. Distances
represent gross landing distance based on measured landing air
distances, and measured transition and stopping distances. This chart
is repeated from the basic 400A AFM since the FJ44-3AP engine
installation has no effect on unfactored landing distance.

Nextant 400XT For Training Purposes Only 8-25

June 2012
 Factored Landing Distance for Part 91 Subpart K
Operations
This chart provides factored landing distance for use in 14 CFR
Part 91 Subpart K Operations. Distances represent factored landing
distance based on a parametric analysis of measured landing air
distances, and measured transition and stopping distances. It represents
the runway length needed to meet the requirement that no more than 80%
of the runway is used (Factor 1.25). This chart is repeated from the basic
400A AFM since the FJ44-3AP engine installation has no effect on
factored landing distance.

Factored Landing Distance for Part 121 and Part 135

Operations
This chart provides factored landing distance for use in 14 CFR Part 121
and Part 135 Operations. Distances represent factored landing distance
based on a parametric analysis of measured landing air distances, and
measured transition and stopping distances. It represents the runway
length needed to meet the requirement that no more than 60% of the
runway is used (Factor 1.67). This chart is repeated from the basic 400A
AFM since the FJ44-3AP engine installation has no effect on factored
landing distance.


NOTE: Factored landing distances shall not be unfactored.

While not directly limiting the landing weight, the turn around time limits
must be observed before a takeoff is attempted following a landing
where moderate to heavy braking was used.
See Model 400/400A Maintenance Manual Section 5-50-00 for required
inspection procedures to be followed in the event of a hard or overweight
landing.

Icing Conditions Approach/Landing

The landing weight limits under icing conditions consider the effects
of a typical icing encounter on the airplane drag and flying qualities.
Selection of ECS OFF combined with Anti-Ice ON is prohibited.
Landing performance on wet or contaminated runways has not been
determined.

8-26 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Graphs (General)
The following figures in the AFM for the Beechjet 400A are unchanged
by the FJ44-3AP re-engining program and are not included in this AFMS:
ƒƒ Air Temperature Envelope and Relationship Ambient Temperature
to ISA
ƒƒ Ram Air – Ambient Air Temperature Conversion
ƒƒ Wind Components
ƒƒ Calibrated Stall Speeds – Idle Thrust
ƒƒ Buffet Boundary
ƒƒ Airspeed Correction
ƒƒ Airspeed Correction – Normal System, Takeoff Ground Roll
ƒƒ Mach Correction
ƒƒ Altimeter Correction, Standby System
The following figures in the AFM for the Beechjet 400A are unchanged
by the FJ44-3AP re-engining program; However, they are included in
this AFMS since they must be used with the new charts and tables:
ƒƒ Takeoff Weight Limited by Maximum Brake Energy – Flaps 0°
ƒƒ Takeoff Weight Limited by Maximum Brake Energy – Flaps 10°
ƒƒ Takeoff Weight Limited by Maximum Brake Energy – Flaps 20°
ƒƒ Takeoff Decision Speed (V1) Correction – Flaps 0°
ƒƒ Takeoff Decision Speed (V1) Correction – Flaps 10°
ƒƒ Takeoff Decision Speed (V1) Correction – Flaps 20°
ƒƒ Takeoff Field Length Correction – Flaps 0°
ƒƒ Takeoff Field Length Correction – Flaps 10°
ƒƒ Takeoff Field Length Correction – Flaps 20°
ƒƒ Takeoff Flight Path Profile
ƒƒ Close-In Takeoff Flight Path – Flaps 0°
ƒƒ Close-In Takeoff Flight Path – Flaps 10°
ƒƒ Close-In Takeoff Flight Path – Flaps 20°
ƒƒ Distant Takeoff Flight Path

Nextant 400XT For Training Purposes Only 8-27

June 2012
FADEC Controlled Takeoff Thrust Setting
(For Reference Only)
Takeoff, Approach, and Landing Climbs
ECS On, Engine Anti-Ice Off, Wing Anti-Ice Off

103
Sea Level
102 2000 ft
4000 ft
101 6000 ft
8000 ft
100
10000 ft
99

98
FADEC Controlled N1, %

97

96

95

94

93

92

91

90

89

88
-60 -40 -20 0 20 40 60
Total Air Temp, deg C

8-28 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

FADEC Controlled Maximum Continuous Thrust Setting

(For Reference Only)
Final Segment and Enroute Climb
ECS On, Engine and Wing Anti-ice Off

103
Sea Level
102
2000 ft
101 4000 ft

6000 ft
100
8000 ft
99
10000 ft and above

98

97
FADEC Controlled N1, %

96

95

94

93

92

91

90

89

88
-50 -40 -30 -20 -10 0 10 20 30 40 50 60

Total Air Temp, deg C

Nextant 400XT For Training Purposes Only 8-29

June 2012
Maximum Takeoff Weight - Flaps 0°
To Achieve Takeoff Climb Requirements

8-30 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Maximum Takeoff Weight Limited by

Maximum Brake Energy Flaps 0°

Nextant 400XT For Training Purposes Only 8-31

June 2012
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8-32 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Notes for Takeoff Speeds and Field Length Tables

Flaps 0°
ƒƒ Takeoff field length values obtained from the following tables must
be adjusted using the Takeoff Field Length Correction graph if any of
the following conditions is true:
–– Runway gradient is not zero
–– Headwind/tailwind component is not zero
–– Anti-Skid is OFF
–– Engine Anti-Ice is ON
ƒƒ Combined selection of ECS OFF and engine Anti-Ice ON is not
approved
ƒƒ Obtain V1, VR, and V2 from the Takeoff Field Length Tables and adjust
V1 using the Takeoff Decision Speed (V1) Correction graph
ƒƒ For takeoff weights below 12,000 lbs, use the 12,000 lbs takeoff field
length and speeds

Associated Conditions:
THRUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAKEOFF
RUNWAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAVED, DRY SURFACE
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0°
OBSTACLE HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 FT

Simplified Takeoff Performance

Many situations will allow the pilot to use a simplified method for
determining takeoff performance. Regions of the Takeoff Speeds and
Field Length Tables are shaded. If weight/pressure altitude/temperature
conditions fall within the non-shaded area, and if all of the following
conditions are true:
ƒƒ Runway gradient is zero
ƒƒ No Tailwind
ƒƒ ECS is ON
ƒƒ Engine Anti-Ice is OFF
ƒƒ Anti-Skid is ON
Then takeoff climb requirements will be met, and brake energy limitations
will not be exceeded. Under these circumstances there is no need to
consult the Maximum Weight to Achieve Takeoff Climb requirements or
Maximum Weight Limited by Maximum Brake Energy charts. If all of the
above conditions are not true, then these charts must be consulted.

Nextant 400XT For Training Purposes Only 8-33

June 2012
Takeoff Speeds and Field Length
TAKEOFF SPEEDS AND FIELD LENGTH
Flaps NO
0°,WINDS
Sea- LEVEL
LevelRUNWAY
No Winds - Level Runway FLAPS 0
SEA LEVEL

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 15 20 30 40 50

- LBS FAN, RPM,
(KG) % 88.8 92.5 94.3 96.1 97.9 98.7 99.6 99.4 96.8 89.1
16,300 V1 ~ KIAS 120 120 120 120 119 119 120 122 123 123
7482 Vr ~ KIAS 121 121 121 121 121 121 122 122 123 123
V2 ~ KIAS 133 133 133 133 133 133 133 133 133 133
TOFL ~ FT 4036 4329 4531 4679 4797 4868 5054 5535 6758 9056
16,000 V1 ~ KIAS 118 118 118 118 117 118 118 120 121 121
7344 Vr ~ KIAS 120 120 120 120 120 120 120 121 121 122
V2 ~ KIAS 132 132 132 132 132 132 132 132 132 132
TOFL ~ FT 3895 4191 4381 4480 4622 4684 4829 5338 6441 8415
15,500 V1 ~ KIAS 115 115 115 115 115 115 115 117 119 120
7115 Vr ~ KIAS 118 118 118 118 118 118 118 118 119 120
V2 ~ KIAS 130 130 130 130 130 130 130 130 130 130
TOFL ~ FT 3661 3942 4069 4215 4351 4415 4547 4968 5830 7774
15,000 V1 ~ KIAS 112 112 112 112 112 112 112 114 116 117
6885 Vr ~ KIAS 115 115 115 115 115 115 116 116 117 117
V2 ~ KIAS 128 128 128 128 128 128 128 128 128 128
TOFL ~ FT 3445 3664 3829 3960 4081 4155 4228 4675 5377 6732
14,500 V1 ~ KIAS 109 109 109 109 109 109 109 111 113 115
6656 Vr ~ KIAS 113 113 113 113 113 113 113 114 114 115
V2 ~ KIAS 126 126 126 126 126 126 126 126 126 126
TOFL ~ FT 3234 3440 3587 3672 3827 3851 4013 4377 5007 6106
14,000 V1 ~ KIAS 106 106 106 106 106 106 106 108 110 113
6426 Vr ~ KIAS 111 111 111 111 111 111 111 111 112 113
V2 ~ KIAS 123 123 123 123 123 123 123 123 123 123
TOFL ~ FT 2997 3225 3362 3439 3587 3608 3713 4051 4701 5516
13,500 V1 ~ KIAS 103 103 103 103 103 103 103 105 107 109
6197 Vr ~ KIAS 108 108 108 108 108 108 108 109 110 110
V2 ~ KIAS 121 121 121 121 121 121 121 121 121 121
TOFL ~ FT 2801 2971 3136 3217 3349 3368 3429 3782 4370 5107
13,000 V1 ~ KIAS 100 100 100 100 100 100 100 102 104 106
5967 Vr ~ KIAS 106 106 106 106 106 106 106 106 107 108
V2 ~ KIAS 119 119 119 119 119 119 119 119 119 119
TOFL ~ FT 2602 2782 2889 3001 3082 3144 3209 3528 4046 4741
12,500 V1 ~ KIAS 97 97 97 97 97 97 97 99 101 103
5738 Vr ~ KIAS 103 103 103 103 103 103 103 104 105 105
V2 ~ KIAS 116 116 116 116 116 116 116 116 116 116
TOFL ~ FT 2432 2550 2687 2758 2866 2937 3020 3281 3742 4332
12,000 V1 ~ KIAS 96 96 95 95 95 95 95 96 98 100
5508 Vr ~ KIAS 100 100 100 100 100 100 101 101 102 103
V2 ~ KIAS 114 114 114 114 114 114 114 114 114 114
TOFL ~ FT 2448 2684 2733 2807 2873 2970 2969 3008 3412 4014

8-34 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Speeds and Field Length

TAKEOFF SPEEDS AND FIELD LENGTH
Flaps 0°, 1,000
NO WINDS ftRUNWAY
- LEVEL
No Winds - Level Runway FLAPS 0
1000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 89.9 93.7 95.5 97.3 99.1 100.5 99.3 96.6 91.4
16,300 V1 ~ KIAS 120 119 119 119 119 121 122 123 124
7482 Vr ~ KIAS 121 121 121 121 121 122 122 123 124
V2 ~ KIAS 133 133 133 133 133 133 133 133 133
TOFL ~ FT 4152 4426 4623 4768 4921 5225 5932 7200 11446
16,000 V1 ~ KIAS 118 118 118 117 117 119 121 122 122
7344 Vr ~ KIAS 120 120 120 120 120 120 121 121 122
V2 ~ KIAS 132 132 132 132 132 132 132 132 132
TOFL ~ FT 4006 4278 4442 4582 4770 5037 5638 6733 9419
15,500 V1 ~ KIAS 115 115 115 114 114 116 118 119 120
7115 Vr ~ KIAS 118 118 118 118 118 118 119 119 120
V2 ~ KIAS 130 130 130 130 130 130 130 130 130
TOFL ~ FT 3767 4027 4183 4311 4465 4728 5227 6120 7912
15,000 V1 ~ KIAS 112 112 112 112 111 113 115 117 118
6885 Vr ~ KIAS 115 115 115 115 115 116 116 117 118
V2 ~ KIAS 128 128 128 128 128 128 128 128 128
TOFL ~ FT 3541 3764 3904 4032 4190 4424 4835 5611 6990
14,500 V1 ~ KIAS 109 109 109 109 108 110 112 114 115
6656 Vr ~ KIAS 113 113 113 113 113 113 114 115 116
V2 ~ KIAS 126 126 126 126 126 126 126 126 126
TOFL ~ FT 3322 3534 3668 3785 3907 4130 4546 5179 6292
14,000 V1 ~ KIAS 106 106 106 106 105 107 109 111 113
6426 Vr ~ KIAS 111 111 111 111 110 111 112 112 113
V2 ~ KIAS 123 123 123 123 123 123 123 123 123
TOFL ~ FT 3076 3313 3415 3524 3680 3852 4201 4735 6707
13,500 V1 ~ KIAS 103 103 103 103 102 104 106 108 110
6197 Vr ~ KIAS 108 108 108 108 108 109 109 110 111
V2 ~ KIAS 121 121 121 121 121 121 121 121 121
TOFL ~ FT 2873 3055 3191 3296 3416 3578 3899 4421 5206
13,000 V1 ~ KIAS 100 100 100 100 99 101 103 105 107
5967 Vr ~ KIAS 106 106 106 105 105 106 107 107 108
V2 ~ KIAS 119 119 119 119 119 119 119 119 119
TOFL ~ FT 2676 2857 2960 3054 3165 3344 3635 4100 4758
12,500 V1 ~ KIAS 97 96 96 96 96 98 100 102 104
5738 Vr ~ KIAS 103 103 103 103 103 103 104 106 108
V2 ~ KIAS 116 116 116 116 116 116 116 116 116
TOFL ~ FT 2493 2640 2805 2843 2941 3119 3388 3816 4366
12,000 V1 ~ KIAS 96 96 95 95 95 95 95 98 101
5508 Vr ~ KIAS 100 100 100 100 100 101 102 102 103
V2 ~ KIAS 114 114 114 114 114 114 114 114 114
TOFL ~ FT 2533 2715 2803 2871 2964 3124 3332 3481 4007

Nextant 400XT For Training Purposes Only 8-35

June 2012
Takeoff Speeds and Field Length
TAKEOFF SPEEDS AND FIELD LENGTH
FlapsNO
0°,WINDS
2,000 ft RUNWAY
- LEVEL
No Winds - Level Runway FLAPS 0
2000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 91.0 94.9 96.7 98.5 100.3 101.3 99.1 96.4 93.7
16,300 V1 ~ KIAS 119 119 119 119 119 122 122 123 124
7482 Vr ~ KIAS 121 121 121 121 121 122 123 123 124
V2 ~ KIAS 133 133 133 133 133 133 133 133 133
TOFL ~ FT 4268 4522 4715 4856 5045 5581 6810 8864 16133
16,000 V1 ~ KIAS 118 117 1117 117 117 120 121 122 123
7344 Vr ~ KIAS 120 120 120 120 120 121 121 122 123
V2 ~ KIAS 132 132 132 132 132 132 132 132 132
TOFL ~ FT 4116 4365 4503 4684 4917 5389 6447 8128 12397
15,500 V1 ~ KIAS 115 114 114 114 114 117 119 120 120
7115 Vr ~ KIAS 118 118 118 118 118 118 119 120 120
V2 ~ KIAS 130 130 130 130 130 130 130 130 130
TOFL ~ FT 3873 4111 4297 4407 4578 5040 5907 7272 9993
15,000 V1 ~ KIAS 112 111 111 111 111 114 116 117 118
6885 Vr ~ KIAS 115 115 115 115 115 116 117 117 118
V2 ~ KIAS 128 128 128 128 128 128 128 128 128
TOFL ~ FT 3637 3863 3979 4104 4299 4693 5442 6546 8602
14,500 V1 ~ KIAS 109 109 108 108 108 111 113 115 116
6656 Vr ~ KIAS 113 113 113 113 113 114 114 115 116
V2 ~ KIAS 126 126 126 126 126 126 126 126 126
TOFL ~ FT 3409 3627 3748 3897 3986 4408 5079 5981 7576
14,000 V1 ~ KIAS 106 106 106 105 106 108 110 112 113
6426 Vr ~ KIAS 110 110 110 110 110 111 112 113 113
V2 ~ KIAS 123 123 123 123 123 123 123 123 123
TOFL ~ FT 3155 3400 3468 3608 3773 4095 4689 5419 6713
13,500 V1 ~ KIAS 103 103 102 102 102 105 107 109 111
6197 Vr ~ KIAS 108 108 108 108 108 109 110 110 111
V2 ~ KIAS 121 121 121 121 121 121 121 121 121
TOFL ~ FT 2944 3138 3245 3374 3482 3787 4369 5060 6042
13,000 V1 ~ KIAS 100 99 99 99 99 102 104 106 108
5967 Vr ~ KIAS 105 105 105 105 105 106 107 108 108
V2 ~ KIAS 119 119 119 119 119 119 119 119 119
TOFL ~ FT 2750 2932 3031 3106 3248 3544 4060 4672 5469
12,500 V1 ~ KIAS 96 96 96 96 96 99 101 103 105
5738 Vr ~ KIAS 103 103 103 103 103 104 105 105 106
V2 ~ KIAS 116 116 116 116 116 116 116 116 116
TOFL ~ FT 2553 2729 2922 2928 3015 3301 3756 4351 4989
12,000 V1 ~ KIAS 95 95 95 95 95 95 98 99 102
5508 Vr ~ KIAS 100 100 100 100 100 101 102 103 103
V2 ~ KIAS 114 114 114 114 114 114 114 114 114
TOFL ~ FT 2618 2746 2872 2935 3054 3079 3494 3954 4602

8-36 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Speeds and Field Length

TAKEOFF SPEEDS AND FIELD LENGTH
FlapsNO
0°, 3,000
WINDS ft RUNWAY
- LEVEL
No Winds - Level Runway FLAPS 0
3000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 92.3 96.2 98.0 99.9 101.1 101.2 99.0 96.2
16,300 V1 ~ KIAS 119 119 119 119 120 122 123 123 124
7482 Vr ~ KIAS 121 121 121 121 122 122 123 124 124
V2 ~ KIAS 133 133 133 133 133 133 133 133 133
TOFL ~ FT 4412 4717 4854 5073 5356 6199 7800 11299 33334
16,000 V1 ~ KIAS 117 117 1117 117 118 121 122 122 123
7344 Vr ~ KIAS 120 120 120 120 120 121 122 122 123
V2 ~ KIAS 132 132 132 132 132 132 132 132 132
TOFL ~ FT 4254 4534 4624 4868 5195 5933 7315 9915 24366
15,500 V1 ~ KIAS 114 114 114 114 115 118 119 120 121
7115 Vr ~ KIAS 118 118 118 118 118 119 119 120 121
V2 ~ KIAS 130 130 130 130 130 130 130 130 130
TOFL ~ FT 3998 4262 4415 4581 4850 5468 6630 8505 13162
15,000 V1 ~ KIAS 112 112 111 111 112 115 117 118 118
6885 Vr ~ KIAS 115 115 115 115 116 116 117 118 118
V2 ~ KIAS 128 128 128 128 128 128 128 128 128
TOFL ~ FT 3759 4011 4146 4281 4554 5082 6049 7489 10254
14,500 V1 ~ KIAS 109 109 108 108 109 112 114 115 116
6656 Vr ~ KIAS 113 113 113 113 113 114 115 115 116
V2 ~ KIAS 126 126 126 126 126 126 126 126 126
TOFL ~ FT 3525 3759 3875 4044 4242 4767 5535 6746 8704
14,000 V1 ~ KIAS 106 106 105 105 106 109 111 113 114
6426 Vr ~ KIAS 111 110 110 110 111 112 112 113 114
V2 ~ KIAS 123 123 123 123 123 123 123 123 123
TOFL ~ FT 3282 3529 3607 3766 3977 4427 5074 6027 7569
13,500 V1 ~ KIAS 103 103 102 102 103 106 108 110 111
6197 Vr ~ KIAS 108 108 108 108 108 109 110 111 111
V2 ~ KIAS 121 121 121 121 121 121 121 121 121
TOFL ~ FT 3042 3275 3350 3520 3701 4114 4747 5533 6730
13,000 V1 ~ KIAS 100 99 99 99 100 103 105 107 109
5967 Vr ~ KIAS 106 105 105 105 106 107 107 108 109
V2 ~ KIAS 119 119 119 119 119 119 119 119 119
TOFL ~ FT 2845 3037 3148 3241 3437 3823 4386 5085 6026
12,500 V1 ~ KIAS 96 96 96 96 97 100 102 104 106
5738 Vr ~ KIAS 103 103 103 103 103 104 105 105 106
V2 ~ KIAS 116 116 116 116 116 116 116 116 116
TOFL ~ FT 2641 2807 2961 3034 3178 3536 4055 4699 5386
12,000 V1 ~ KIAS 96 96 96 96 94 96 99 100 103
5508 Vr ~ KIAS 100 100 100 100 101 102 102 103 104
V2 ~ KIAS 114 114 114 114 114 114 114 114 114
TOFL ~ FT 2701 2860 2961 3058 3190 3315 3764 4314 4959

Nextant 400XT For Training Purposes Only 8-37

June 2012
Takeoff Speeds and Field Length
TAKEOFF SPEEDS AND FIELD LENGTH
Flaps
NO0°, 4,000
WINDS ftRUNWAY
- LEVEL
No Winds - Level Runway FLAPS 0
4000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 93.5 97.4 99.3 101.2 101.9 101.1 98.8 96.0
16,300 V1 ~ KIAS 119 119 119 119 121 123 123 123
7482 Vr ~ KIAS 121 121 121 121 122 123 123 124
V2 ~ KIAS 133 133 133 133 133 133 133 133
TOFL ~ FT 4556 4911 4993 5289 5666 6817 8790 13733
16,000 V1 ~ KIAS 117 117 1117 117 119 121 122 123
7344 Vr ~ KIAS 120 120 120 120 121 121 122 123
V2 ~ KIAS 132 132 132 132 132 132 132 132
TOFL ~ FT 4392 4702 4745 5051 5472 6477 8183 11702
15,500 V1 ~ KIAS 114 114 114 114 116 119 119 120
7115 Vr ~ KIAS 118 118 118 118 118 119 120 120
V2 ~ KIAS 130 130 130 130 130 130 130 130
TOFL ~ FT 4123 4413 4533 4755 5122 5895 7353 9738
15,000 V1 ~ KIAS 112 111 111 112 113 116 117 118
6885 Vr ~ KIAS 115 115 115 115 116 117 117 118
V2 ~ KIAS 128 128 128 128 128 128 128 128
TOFL ~ FT 3880 4159 4313 4457 4809 5471 6655 8432
14,500 V1 ~ KIAS 109 109 108 109 110 113 115 116
6656 Vr ~ KIAS 113 113 113 113 114 114 116 116
V2 ~ KIAS 126 126 126 126 126 126 126 126
TOFL ~ FT 3641 3891 4001 4190 4498 5125 5991 7511
14,000 V1 ~ KIAS 106 106 105 106 107 110 112 113
6426 Vr ~ KIAS 111 110 110 111 111 112 113 113
V2 ~ KIAS 123 123 123 123 123 123 123 123
TOFL ~ FT 3409 3657 3745 3923 4180 4758 5458 6634
13,500 V1 ~ KIAS 103 103 102 103 104 107 109 111
6197 Vr ~ KIAS 108 108 108 108 109 110 110 111
V2 ~ KIAS 121 121 121 121 121 121 121 121
TOFL ~ FT 3140 3412 3454 3665 3919 4440 5125 6005
13,000 V1 ~ KIAS 100 99 99 100 101 104 106 108
5967 Vr ~ KIAS 106 105 105 106 106 107 108 108
V2 ~ KIAS 119 119 119 119 119 119 119 119
TOFL ~ FT 2939 3142 3265 3375 3626 4102 4712 5498
12,500 V1 ~ KIAS 96 96 96 96 98 101 103 105
5738 Vr ~ KIAS 103 103 103 103 104 104 105 106
V2 ~ KIAS 116 116 116 116 116 116 116 116
TOFL ~ FT 2728 2885 3000 3139 3340 3771 4353 5046
12,000 V1 ~ KIAS 96 96 96 96 96 97 99 101
5508 Vr ~ KIAS 100 100 100 100 101 102 103 103
V2 ~ KIAS 114 114 114 114 114 114 114 114
TOFL ~ FT 2785 2973 3049 3181 3325 3551 4033 4674

8-38 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

TakeoffTAKEOFF
Speeds and Field Length
SPEEDS AND FIELD LENGTH
Flaps 0°,
NO5,000
WINDS - ft
LEVEL RUNWAY
FLAPS 0
No Winds - Level Runway 5000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 95.1 99.1 100.6 101.6 101.9 101.0 98.6 95.8
16,300 V1 ~ KIAS 119 119 119 120 122 123
7482 Vr ~ KIAS 121 121 121 122 122 123
V2 ~ KIAS 133 133 133 133 133 133
TOFL ~ FT 4703 5033 5240 5657 6328 7898
16,000 V1 ~ KIAS 117 117 1117 118 120 122
7344 Vr ~ KIAS 120 120 120 120 121 122
V2 ~ KIAS 132 132 132 132 132 132
TOFL ~ FT 4534 4844 5020 5408 6055 7386
15,500 V1 ~ KIAS 114 114 114 116 117 119 120
7115 Vr ~ KIAS 118 118 118 118 119 119 120
V2 ~ KIAS 130 130 130 130 130 130 130
TOFL ~ FT 4260 4552 4728 5087 5648 6678 8601
15,000 V1 ~ KIAS 111 111 111 1112 115 117 118 118
6885 Vr ~ KIAS 115 115 115 116 116 117 118 118
V2 ~ KIAS 128 128 128 128 128 128 128 128
TOFL ~ FT 4007 4287 4471 4773 5258 6089 7586 10722
14,500 V1 ~ KIAS 108 108 108 109 112 114 115 116
6656 Vr ~ KIAS 113 113 113 113 114 115 115 116
V2 ~ KIAS 126 126 126 126 126 126 126 126
TOFL ~ FT 3735 4015 4171 4456 4914 5589 6748 8905
14,000 V1 ~ KIAS 106 105 105 106 109 111 113 114
6426 Vr ~ KIAS 110 110 110 111 112 112 113 114
V2 ~ KIAS 123 123 123 123 123 123 123 123
TOFL ~ FT 3498 3743 3907 4172 4581 5179 6090 7698
13,500 V1 ~ KIAS 102 102 102 103 105 108 110 111
6197 Vr ~ KIAS 108 108 108 108 109 110 111 111
V2 ~ KIAS 121 121 121 121 121 121 121 121
TOFL ~ FT 3246 3497 3625 3898 4285 4831 5591 6829
13,000 V1 ~ KIAS 99 99 99 100 102 105 107 109
5967 Vr ~ KIAS 105 105 105 106 107 107 108 109
V2 ~ KIAS 119 119 119 119 119 119 119 119
TOFL ~ FT 3033 3240 3405 3590 3951 4462 5122 6236
12,500 V1 ~ KIAS 96 96 96 97 99 102 104 106
5738 Vr ~ KIAS 103 103 103 103 104 105 106 106
V2 ~ KIAS 116 116 116 116 116 116 116 116
TOFL ~ FT 2819 2996 3149 3339 3655 4101 4722 5553
12,000 V1 ~ KIAS 96 96 96 96 96 98 100 102
5508 Vr ~ KIAS 100 100 100 101 101 102 103 104
V2 ~ KIAS 114 114 114 114 114 114 114 114
TOFL ~ FT 2853 3062 3165 3362 3496 3810 4364 5092

Nextant 400XT For Training Purposes Only 8-39

June 2012
Takeoff Speeds and Field Length
Flaps TAKEOFF
0°, 6,000 ft AND FIELD LENGTH
SPEEDS
NO WINDS - LEVEL RUNWAY
No Winds - Level Runway FLAPS 0
6000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 96.7 100.8 101.9 101.9 101.9 100.8 98.4 95.5
16,300 V1 ~ KIAS 119 119 119 121 123 123
7482 Vr ~ KIAS 121 121 121 122 123 123
V2 ~ KIAS 133 133 133 133 133 133
TOFL ~ FT 4850 5154 5486 6024 6990 8979
16,000 V1 ~ KIAS 117 117 118 119 121 122
7344 Vr ~ KIAS 120 120 120 121 121 122
V2 ~ KIAS 132 132 132 132 132 132
TOFL ~ FT 4676 4985 5294 5764 6637 8295
15,500 V1 ~ KIAS 114 114 115 116 118 120 120
7115 Vr ~ KIAS 118 118 118 118 119 120 120
V2 ~ KIAS 130 130 130 130 130 130 130
TOFL ~ FT 4397 4691 4923 5419 6174 7460 9848
15,000 V1 ~ KIAS 111 111 112 113 116 117 118 119
6885 Vr ~ KIAS 115 115 115 116 117 117 118 118
V2 ~ KIAS 128 128 128 128 128 128 128 128
TOFL ~ FT 4133 4414 4629 5089 5706 6706 8516 13012
14,500 V1 ~ KIAS 108 108 109 110 113 115 116 116
6656 Vr ~ KIAS 113 113 113 114 114 115 116 116
V2 ~ KIAS 126 126 126 126 126 126 126 126
TOFL ~ FT 3829 4138 4340 4722 5330 6053 7505 10298
14,000 V1 ~ KIAS 105 105 106 107 110 112 113 114
6426 Vr ~ KIAS 110 110 111 111 112 113 113 114
V2 ~ KIAS 123 123 123 123 123 123 123 123
TOFL ~ FT 3587 3829 4068 4421 4982 5600 6722 8761
13,500 V1 ~ KIAS 102 102 103 104 106 109 111 111
6197 Vr ~ KIAS 108 108 108 109 109 110 111 111
V2 ~ KIAS 121 121 121 121 121 121 121 121
TOFL ~ FT 3351 3581 3796 4131 4651 5222 6056 7652
13,000 V1 ~ KIAS 99 99 100 101 103 106 108 109
5967 Vr ~ KIAS 105 105 106 106 107 108 108 109
V2 ~ KIAS 119 119 119 119 119 119 119 119
TOFL ~ FT 3127 3337 3545 3804 4275 4821 5531 6974
12,500 V1 ~ KIAS 96 96 97 98 100 103 105 106
5738 Vr ~ KIAS 103 103 103 104 104 105 106 106
V2 ~ KIAS 116 116 116 116 116 116 116 116
TOFL ~ FT 2910 3107 3297 3538 3970 4431 5090 6059
12,000 V1 ~ KIAS 96 96 96 96 97 100 101 103
5508 Vr ~ KIAS 100 100 100 101 102 103 103 104
V2 ~ KIAS 114 114 114 114 114 114 114 114
TOFL ~ FT 2921 3150 3281 3542 3667 4068 4694 5510

8-40 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Speeds and Field Length

Flaps 0°, 7,000 ft
No Winds - Level Runway

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN,
(KG) RPM, % 98.7 101.4 101.9 101.9 101.9 100.6 98.1
16,300 V1 ~ KIAS 119 119 120 122 123 124
7482 Vr ~ KIAS 121 121 122 122 123 124
V2 ~ KIAS 133 133 133 133 133 133
TOFL ~ FT 5025 5469 5949 6599 7889 11817
16,000 V1 ~ KIAS 117 117 119 120 122 122 123
7344 Vr ~ KIAS 120 120 120 121 122 122 123
V2 ~ KIAS 132 132 132 132 132 132 132
TOFL ~ FT 4850 5254 5738 6265 7407 10234 21925
15,500 V1 ~ KIAS 114 114 116 117 119 120 121
7115 Vr ~ KIAS 118 118 118 119 119 120 121
V2 ~ KIAS 130 130 130 130 130 130 130
TOFL ~ FT 4550 4946 5363 5864 6726 8750 19836
15,000 V1 ~ KIAS 111 111 113 114 117 118 118
6885 Vr ~ KIAS 115 115 116 116 117 118 118
V2 ~ KIAS 128 128 128 128 128 128 128
TOFL ~ FT 4264 4651 5040 5502 6204 7699 11019
14,500 V1 ~ KIAS 108 109 110 111 114 115 116
6656 Vr ~ KIAS 113 113 113 114 115 115 116
V2 ~ KIAS 126 126 126 126 126 126 126
TOFL ~ FT 3975 4348 4707 5117 5730 6865 8997
14,000 V1 ~ KIAS 105 106 107 108 110 113 114
6426 Vr ~ KIAS 110 111 111 112 112 113 114
V2 ~ KIAS 123 123 123 123 123 123 123
TOFL ~ FT 3725 4037 4391 4775 5346 6233 7799
13,500 V1 ~ KIAS 102 103 104 105 107 110 111
6197 Vr ~ KIAS 108 108 109 109 110 111 111
V2 ~ KIAS 121 121 121 121 121 121 121
TOFL ~ FT 3479 3771 4085 4444 4962 5695 6910
13,000 V1 ~ KIAS 99 100 101 102 104 107 109
5967 Vr ~ KIAS 105 106 106 107 107 108 108
V2 ~ KIAS 119 119 119 119 119 119 119
TOFL ~ FT 3246 3515 3799 4108 4574 5231 6216
12,500 V1 ~ KIAS 96 96 98 99 101 104 106
5738 Vr ~ KIAS 103 103 103 104 105 106 106
V2 ~ KIAS 116 116 116 116 116 116 116
TOFL ~ FT 3002 3274 3528 3817 4237 4813 5624
12,000 V1 ~ KIAS 96 96 94 96 98 100 102
5508 Vr ~ KIAS 100 100 101 101 102 103 104
V2 ~ KIAS 114 114 114 114 114 114 114
TOFL ~ FT 3082 3290 3382 3670 3914 4428 5132

Nextant 400XT For Training Purposes Only 8-41

June 2012
Takeoff Speeds and Field Length
TAKEOFF SPEEDS AND FIELD LENGTH
Flaps 0°, 8,000
NO WINDS ft
- LEVEL RUNWAY
No Winds - Level Runway FLAPS 0
8000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 100.7 101.9 101.9 101.9 101.9 100.4 97.8
16,300 V1 ~ KIAS 119 120 121 123 123 124
7482 Vr ~ KIAS 121 122 122 123 123 124
V2 ~ KIAS 133 133 133 133 133 133
TOFL ~ FT 5200 5783 6412 7174 8788 14654
16,000 V1 ~ KIAS 117 118 120 121 122 123 123
7344 Vr ~ KIAS 120 120 121 121 122 123 123
V2 ~ KIAS 132 132 132 132 132 132 132
TOFL ~ FT 5024 5523 6181 6766 8176 12173 43849
15,500 V1 ~ KIAS 114 115 117 118 120 120 121
7115 Vr ~ KIAS 118 118 118 119 120 120 121
V2 ~ KIAS 130 130 130 130 130 130 130
TOFL ~ FT 4702 5200 5802 6309 7277 10040 29824
15,000 V1 ~ KIAS 111 112 114 115 117 118 119
6885 Vr ~ KIAS 115 116 116 117 118 118 119
V2 ~ KIAS 128 128 128 128 128 128 128
TOFL ~ FT 4395 4888 5451 5914 6701 8691 13522
14,500 V1 ~ KIAS 108 109 111 112 115 116 116
6656 Vr ~ KIAS 113 113 114 114 115 116 116
V2 ~ KIAS 126 126 126 126 126 126 126
TOFL ~ FT 4121 4557 5073 5512 6130 7677 10488
14,000 V1 ~ KIAS 105 106 108 109 112 113 114
6426 Vr ~ KIAS 110 111 111 112 113 113 114
V2 ~ KIAS 123 123 123 123 123 123 123
TOFL ~ FT 3863 4245 4714 5128 5710 6866 8875
13,500 V1 ~ KIAS 102 103 105 106 108 111 111
6197 Vr ~ KIAS 108 108 109 109 110 111 111
V2 ~ KIAS 121 121 121 121 121 121 121
TOFL ~ FT 3607 3960 4373 4757 5273 6168 7763
13,000 V1 ~ KIAS 99 100 102 103 105 108 109
5967 Vr ~ KIAS 106 106 106 107 108 108 109
V2 ~ KIAS 119 119 119 119 119 119 119
TOFL ~ FT 3365 3693 4052 4412 4873 5641 6901
12,500 V1 ~ KIAS 96 97 99 100 102 105 106
5738 Vr ~ KIAS 103 103 104 104 105 106 106
V2 ~ KIAS 116 116 116 116 116 116 116
TOFL ~ FT 3094 3440 3759 4095 4503 5194 6158
12,000 V1 ~ KIAS 96 96 96 97 99 101 103
5508 Vr ~ KIAS 100 101 101 102 102 103 104
V2 ~ KIAS 114 114 114 114 114 114 114
TOFL ~ FT 3042 3229 3483 3798 4161 4788 5570

8-42 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Speeds and Field Length

TAKEOFF SPEEDS AND FIELD LENGTH
Flaps 0°, 9,000 ft
NO WINDS - LEVEL RUNWAY
No Winds - Level Runway FLAPS 0
9000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 100.8 101.9 101.9 101.9 101.9 100.2 97.6
16,300 V1 ~ KIAS 119 121 122 123 124
7482 Vr ~ KIAS 121 122 122 123 124
V2 ~ KIAS 133 133 133 133 133
TOFL ~ FT 5528 6346 7180 8330 11239
16,000 V1 ~ KIAS 117 119 121 122 122
7344 Vr ~ KIAS 120 121 121 122 122
V2 ~ KIAS 132 132 132 132 132
TOFL ~ FT 5362 6086 6855 7867 10100
15,500 V1 ~ KIAS 114 116 118 119 120 121
7115 Vr ~ KIAS 118 118 119 119 120 121
V2 ~ KIAS 130 130 130 130 130 130
TOFL ~ FT 5000 5717 6362 7159 8759 17784
15,000 V1 ~ KIAS 112 113 115 116 118 118
6885 Vr ~ KIAS 115 116 116 117 118 118
V2 ~ KIAS 128 128 128 128 128 128
TOFL ~ FT 4657 5361 5957 6594 7848 11450
14,500 V1 ~ KIAS 109 110 112 113 115 116
6656 Vr ~ KIAS 113 114 114 115 115 116
V2 ~ KIAS 126 126 126 126 126 126
TOFL ~ FT 4384 4991 5543 6089 7070 9349
14,000 V1 ~ KIAS 106 107 109 110 113 114 114
6426 Vr ~ KIAS 111 111 112 112 113 114 114
V2 ~ KIAS 123 123 123 123 123 123 123
TOFL ~ FT 4127 4642 5154 5662 6453 8098 12797
13,500 V1 ~ KIAS 103 104 106 107 110 111 1112
6197 Vr ~ KIAS 108 109 109 110 110 111 112
V2 ~ KIAS 121 121 121 121 121 121 121
TOFL ~ FT 3840 4335 4785 5247 5889 7151 9513
13,000 V1 ~ KIAS 100 101 103 104 106 109 109
5967 Vr ~ KIAS 106 106 107 107 108 109 109
V2 ~ KIAS 119 119 119 119 119 119 119
TOFL ~ FT 3566 4048 4435 4864 5439 6418 8076
12,500 V1 ~ KIAS 97 98 100 101 103 106 107
5738 Vr ~ KIAS 103 104 104 105 105 106 107
V2 ~ KIAS 116 116 116 116 116 116 116
TOFL ~ FT 3295 3751 4108 4501 5013 5802 7044
12,000 V1 ~ KIAS 94 95 96 98 100 102 104
5508 Vr ~ KIAS 100 101 102 102 103 104 104
V2 ~ KIAS 114 114 114 114 114 114 114
TOFL ~ FT 3142 3485 3798 4162 4622 5300 6252

Nextant 400XT For Training Purposes Only 8-43

June 2012
Takeoff Speeds and Field Length
Flaps 0°, 10,000 ft
TAKEOFF SPEEDS AND FIELD LENGTH
NO WINDS - LEVEL RUNWAY
No Winds - Level Runway FLAPS 0
10000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

-40 -20 -10 0 10 20 30 40 50

T.O. WT - FAN, RPM,
LBS (KG) % 100.9 101.9 101.9 101.9 101.9 100 97.3
16,300 V1 ~ KIAS 120 122 123 123 124
7482 Vr ~ KIAS 122 122 123 123 124
V2 ~ KIAS 133 133 133 133 133
TOFL ~ FT 5855 6909 7948 9485 13690
16,000 V1 ~ KIAS 118 120 121 122 122
7344 Vr ~ KIAS 120 121 121 122 122
V2 ~ KIAS 132 132 132 132 132
TOFL ~ FT 5700 6649 7529 8968 12023
15,500 V1 ~ KIAS 115 117 119 120 120 121
7115 Vr ~ KIAS 118 119 119 120 120 121
V2 ~ KIAS 130 130 130 130 130 130
TOFL ~ FT 5298 6233 6921 8009 10241 25528
15,000 V1 ~ KIAS 112 114 116 117 118 119
6885 Vr ~ KIAS 116 116 117 117 118 119
V2 ~ KIAS 128 128 128 128 128 128
TOFL ~ FT 4919 5834 6462 7273 8994 14208
14,500 V1 ~ KIAS 109 111 113 115 116 116
6656 Vr ~ KIAS 113 114 114 115 116 116
V2 ~ KIAS 126 126 126 126 126 126
TOFL ~ FT 4646 5424 6013 6665 8010 11021
14,000 V1 ~ KIAS 107 108 110 112 113 114 114
6426 Vr ~ KIAS 111 112 112 113 113 114 114
V2 ~ KIAS 123 123 123 123 123 123 123
TOFL ~ FT 4391 5039 5593 6195 7196 9330 16719
13,500 V1 ~ KIAS 104 105 107 108 111 111 1112
6197 Vr ~ KIAS 108 109 110 110 111 111 112
V2 ~ KIAS 121 121 121 121 121 121 121
TOFL ~ FT 4072 4710 5196 5737 6504 8133 11263
13,000 V1 ~ KIAS 100 102 104 105 107 109 110
5967 Vr ~ KIAS 106 107 107 108 108 109 110
V2 ~ KIAS 119 119 119 119 119 119 119
TOFL ~ FT 3767 4403 4817 5315 6004 7195 9250
12,500 V1 ~ KIAS 97 99 101 102 104 106 107
5738 Vr ~ KIAS 103 104 105 105 106 106 107
V2 ~ KIAS 116 116 116 116 116 116 116
TOFL ~ FT 3496 4061 4456 4906 5522 6410 7929
12,000 V1 ~ KIAS 94 96 97 99 101 103 105
5508 Vr ~ KIAS 101 101 102 103 103 104 105
V2 ~ KIAS 114 114 114 114 114 114 114
TOFL ~ FT 3241 3740 4113 4526 5082 5812 6933

8-44 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Decision Speed (V1) Correction - Flaps 0°

3-1-2012

Nextant 400XT For Training Purposes Only 8-45

June 2012
 This page intentionally left blank.

8-46 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Field Length Correction - Flaps 0°

Nextant 400XT For Training Purposes Only 8-47

June 2012
 This page intentionally left blank.

8-48 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Flight Path Profile - Flaps 0°

MAXIMUM 1500 FT
TAKE-OFF THRUST CONTINUOUS
THRUST
GEAR GEAR FLAPS
DOWN UP UP
V2
REFERENCE 400 FT 140 KT
(ACCELERATE &
ZERO
FLAP RETRACT)
BRAKE V1 35 FT
RELEASE
VR GEAR CONTROL HANDLE UP

FIRST SECOND THIRD SEGMENT FINAL SEGMENT

LIFT-OFF SEGMENT SEGMENT ACCELERATION
TAKE-OFF FLIGHT PATH
TAKE-OFF
FIELD LENGTH

Nextant 400XT For Training Purposes Only 8-49

June 2012
 This page intentionally left blank.

8-50 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Net Takeoff Flight Path - First Segment - Flaps 0°

ECS ON, Engine AI OFF, Wing AI OFF
ECS ON, Engine AI ON, Wing AI OFF
One Engine inoperative, Climb Speed V2

Nextant 400XT For Training Purposes Only 8-51

June 2012
 This page intentionally left blank.

8-52 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Net Takeoff Flight Path - Second Segment - Flaps 0°

ECS ON, Engine AI OFF, Wing AI OFF
ECS ON, Engine AI ON, Wing AI OFF
One Engine inoperative, Climb Speed V2

Nextant 400XT For Training Purposes Only 8-53

June 2012
 This page intentionally left blank.

8-54 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Net Takeoff Flight Path - Third Segment - Flaps 0°

ECS ON, Engine AI OFF, Wing AI OFF
One Engine inoperative

Nextant 400XT For Training Purposes Only 8-55

June 2012
 This page intentionally left blank.

8-56 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Net Takeoff Flight Path - Final Segment - Flaps 0°

ECS ON, Engine AI OFF, Wing AI OFF
ECS ON, Engine AI ON, Wing AI OFF
One Engine inoperative, Climb Speed 140 Kts

Nextant 400XT For Training Purposes Only 8-57

June 2012
 This page intentionally left blank.

8-58 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Close-In Takeoff Flight Path - Flaps 0°

Nextant 400XT For Training Purposes Only 8-59

June 2012
 This page intentionally left blank.

8-60 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Distant Takeoff Flight Path

Nextant 400XT For Training Purposes Only 8-61

June 2012
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8-62 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Enroute Net Climb Gradient

ECS ON, Engine AI OFF, Wing AI OFF
ECS ON, Engine AI ON, Wing AI OFF
ECS ON, Engine AI ON, Wing AI ON
One Engine inoperative, Climb Speed 170 Kts (All Weights)

Nextant 400XT For Training Purposes Only 8-63

June 2012
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8-64 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning
Flaps 10 ° Takeoff
Maximum Takeoff Weight - Flaps 10°
To Achieve Takeoff Climb Requirements

Nextant 400XT For Training Purposes Only 8-65

June 2012
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8-66 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Maximum Takeoff Weight Limited by

Maximum Brake Energy Flaps 10°

Nextant 400XT For Training Purposes Only 8-67

June 2012
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8-68 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Notes for Takeoff Speeds and Field Length Tables

Flaps 10°
ƒƒ Takeoff field length values obtained from the following tables must
be adjusted using the Takeoff Field Length Correction graph if any of
the following conditions is true.
ƒƒ Runway gradient is not zero
ƒƒ Headwind/tailwind component is not zero
ƒƒ Anti-Skid is OFF
ƒƒ Engine Anti-Ice is ON
ƒƒ Combined selection of ECS OFF and engine anti-ice ON is not
approved.
ƒƒ Obtain V1, VR and V2 from the Takeoff Field Length Tables and adjust
V1 using the Takeoff Decision Speed (V1) Correction graph.
ƒƒ For takeoff weights below 12,000 lbs, use the 12,000 lbs takeoff field
length and speeds.

Associated Conditions
THRUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAKEOFF
RUNWAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAVED, DRY SURFACE
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10°
OBSTACLE HEIGHT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 FT
Simplified Takeoff Performance

Many situations will allow the pilot to use a simplified method for
determining takeoff performance. Regions of the Takeoff Speeds and
Field Length Tables are shaded. If weight/pressure altitude/temperature
conditions fall within the non-shaded area, and if all of the following
conditions are true:
ƒƒ Runway gradient is zero
ƒƒ No Tailwind
ƒƒ ECS is ON
ƒƒ Engine Anti-Ice is OFF
ƒƒ Anti-Skid is ON
Then takeoff climb requirements will be met, and brake energy limitations
will not be exceeded. Under these circumstances there is no need to
consult the Maximum Weight to achieve Takeoff Climb requirements or
Maximum Weight Limited by Maximum Brake Energy charts. If all of the
above conditions are not true, then these charts must be consulted.

Nextant 400XT For Training Purposes Only 8-69

June 2012
Takeoff Speeds and Field Length
Flaps TAKEOFF
10°,
NO WINDS
SPEEDS AND FIELD LENGTH
Sea Level
- LEVEL RUNWAY
No Winds - Level Runway FLAPS 10
SEA LEVEL

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 15 20 30 40 50

- LBS FAN, RPM,
(KG) % 88.8 92.5 94.3 96.1 97.9 98.7 99.6 99.4 96.8 89.1
16,300 V1 ~ KIAS 110 110 110 110 109 109 110 111 114 116
7482 Vr ~ KIAS 115 115 115 115 115 115 116 116 117 118
V2 ~ KIAS 123 123 123 123 123 123 123 123 123 123
TOFL ~ FT 3496 3682 3822 3976 4159 4217 4279 4680 5510 6629
16,000 V1 ~ KIAS 109 108 108 108 108 108 108 110 112 115
7344 Vr ~ KIAS 114 114 114 114 114 114 114 115 116 116
V2 ~ KIAS 122 122 122 122 122 122 122 122 122 122
TOFL ~ FT 3333 3566 3715 3845 3972 4026 4137 4517 5240 6371
15,500 V1 ~ KIAS 106 105 105 105 105 105 106 107 109 112
7115 Vr ~ KIAS 112 112 112 112 112 112 112 113 113 114
V2 ~ KIAS 120 120 120 120 120 120 120 120 120 120
TOFL ~ FT 3141 3359 3503 3628 3697 3746 3905 4261 4891 5861
15,000 V1 ~ KIAS 103 103 103 103 102 102 103 104 106 109
6885 Vr ~ KIAS 109 109 109 109 109 109 110 110 111 112
V2 ~ KIAS 118 118 118 118 118 118 118 118 118 118
TOFL ~ FT 2961 3120 3328 3416 3473 3581 3636 4006 4636 5473
14,500 V1 ~ KIAS 100 100 100 100 100 100 100 102 104 106
6656 Vr ~ KIAS 107 107 107 107 107 107 107 108 109 110
V2 ~ KIAS 116 116 116 116 116 116 116 116 116 116
TOFL ~ FT 2784 2936 3085 3207 3259 3360 3422 3717 4315 5094
14,000 V1 ~ KIAS 97 97 97 97 97 97 97 99 101 103
6426 Vr ~ KIAS 105 105 105 105 105 105 105 106 106 107
V2 ~ KIAS 114 114 114 114 114 114 114 114 114 114
TOFL ~ FT 2574 2752 2871 2973 3060 3114 3207 3491 4021 4689
13,500 V1 ~ KIAS 96 96 96 96 95 95 95 96 98 100
6197 Vr ~ KIAS 102 102 102 102 102 102 102 103 104 105
V2 ~ KIAS 112 112 112 112 112 112 112 112 112 112
TOFL ~ FT 2615 2855 2936 3004 3066 3122 2999 3226 3740 4368
13,000 V1 ~ KIAS 96 96 96 96 95 95 95 93 95 97
5967 Vr ~ KIAS 100 100 100 100 100 100 100 101 102 102
V2 ~ KIAS 110 110 110 110 110 110 110 110 110 110
TOFL ~ FT 2600 2765 2855 2920 2993 3044 3039 3008 3470 4013
12,500 V1 ~ KIAS 96 96 96 96 95 95 94 92 92 94
5738 Vr ~ KIAS 97 97 97 97 97 97 97 98 99 100
V2 ~ KIAS 108 108 108 108 108 108 108 108 108 108
TOFL ~ FT 2536 2697 2784 2881 2953 3015 3032 2889 3213 3732
12,000 V1 ~ KIAS 96 96 96 96 95 95 94 92 92 91
5508 Vr ~ KIAS 96 96 96 96 95 95 95 95 96 97
V2 ~ KIAS 106 106 106 106 106 106 106 106 106 106
TOFL ~ FT 2482 2679 2755 2822 2933 2939 2995 2865 3125 3453

8-70 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Speeds
TAKEOFF SPEEDS and Field
AND FIELD Length
LENGTH
NO WINDS - LEVEL RUNWAY
Flaps 10°, 1,000 ft FLAPS 10
No Winds - Level Runway 1000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 89.9 93.7 95.5 97.3 99.1 100.5 99.3 96.6 91.4
16,300 V1 ~ KIAS 110 109 109 109 109 110 112 115 118
7482 Vr ~ KIAS 115 115 115 115 115 116 117 117 118
V2 ~ KIAS 123 123 123 123 123 123 123 123 123
TOFL ~ FT 3584 3808 3915 4074 4262 4456 4879 5563 8252
16,000 V1 ~ KIAS 108 108 108 108 107 109 111 113 116
7344 Vr ~ KIAS 114 114 114 114 114 114 115 116 117
V2 ~ KIAS 122 122 122 122 122 122 122 122 122
TOFL ~ FT 3436 3663 3829 3938 4071 4285 4707 5351 6671
15,500 V1 ~ KIAS 105 105 105 105 105 106 108 110 113
7115 Vr ~ KIAS 112 112 112 112 111 112 113 114 114
V2 ~ KIAS 120 120 120 120 120 120 120 120 120
TOFL ~ FT 3719 3427 3585 3690 3813 4000 4404 5098 5906
15,000 V1 ~ KIAS 103 102 102 102 102 104 105 107 110
6885 Vr ~ KIAS 109 109 109 109 109 110 111 111 112
V2 ~ KIAS 118 118 118 118 118 118 118 118 118
TOFL ~ FT 3032 3207 3354 3477 3585 3780 4146 4700 5507
14,500 V1 ~ KIAS 100 100 100 100 99 101 103 105 107
6656 Vr ~ KIAS 107 107 107 107 107 108 108 109 110
V2 ~ KIAS 116 116 116 116 116 116 116 116 116
TOFL ~ FT 2847 3013 3161 3266 3374 3555 3865 4332 5117
14,000 V1 ~ KIAS 97 97 97 97 97 98 100 102 104
6426 Vr ~ KIAS 105 105 105 105 104 105 106 107 108
V2 ~ KIAS 114 114 114 114 114 114 114 114 114
TOFL ~ FT 2651 2827 2935 3023 3137 3285 3623 4068 4754
13,500 V1 ~ KIAS 96 96 96 96 95 95 97 99 101
6197 Vr ~ KIAS 102 102 102 102 102 103 104 104 105
V2 ~ KIAS 112 112 112 112 112 112 112 112 112
TOFL ~ FT 2687 2891 2979 3066 3141 3180 3383 3765 4385
13,000 V1 ~ KIAS 96 96 96 96 95 95 95 96 98
5967 Vr ~ KIAS 100 100 100 100 99 100 101 102 103
V2 ~ KIAS 110 110 110 110 110 110 110 110 110
TOFL ~ FT 2632 2822 2909 2997 3071 3156 3255 3496 4040
12,500 V1 ~ KIAS 96 96 96 96 95 95 94 93 95
5738 Vr ~ KIAS 97 97 97 97 97 98 99 99 100
V2 ~ KIAS 108 108 108 108 108 108 108 108 108
TOFL ~ FT 2589 2749 2836 2938 3036 3112 3129 3304 3742
12,000 V1 ~ KIAS 96 96 96 96 95 95 94 91 92
5508 Vr ~ KIAS 96 96 96 96 95 95 96 97 98
V2 ~ KIAS 106 106 106 106 106 106 106 106 106
TOFL ~ FT 2570 2751 2810 2879 2986 3040 3045 3150 3536

Nextant 400XT For Training Purposes Only 8-71

June 2012
Takeoff Speeds and Field Length
FlapsTAKEOFF
10°, 2,000 ft
SPEEDS AND FIELD LENGTH
NO WINDS - LEVEL RUNWAY
No Winds - Level Runway FLAPS 10
2000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 91.0 94.9 96.7 98.5 100.3 101.3 99.1 96.4 93.7
16,300 V1 ~ KIAS 109 109 109 109 109 111 114 116 118
7482 Vr ~ KIAS 115 115 115 115 115 116 117 118 118
V2 ~ KIAS 123 123 123 123 123 123 123 123 123
TOFL ~ FT 3672 3933 4007 4172 4364 4694 5479 6445 10993
16,000 V1 ~ KIAS 108 108 108 107 107 110 112 114 116
7344 Vr ~ KIAS 114 114 114 114 114 115 116 116 117
V2 ~ KIAS 122 122 122 122 122 122 122 122 122
TOFL ~ FT 3539 3760 3943 4031 4169 4543 5277 6184 8102
15,500 V1 ~ KIAS 105 105 105 105 105 107 109 111 114
7115 Vr ~ KIAS 112 112 112 112 111 113 113 114 115
V2 ~ KIAS 120 120 120 120 120 120 120 120 120
TOFL ~ FT 4296 3495 3666 3751 3928 4254 4902 5935 6920
15,000 V1 ~ KIAS 102 102 102 102 102 104 106 108 110
6885 Vr ~ KIAS 109 109 109 109 109 110 111 112 113
V2 ~ KIAS 118 118 118 118 118 118 118 118 118
TOFL ~ FT 3103 3294 3379 3537 3697 3978 4655 5393 6377
14,500 V1 ~ KIAS 100 100 99 99 99 102 104 105 108
6656 Vr ~ KIAS 107 107 107 107 107 108 109 109 110
V2 ~ KIAS 116 116 116 116 116 116 116 116 116
TOFL ~ FT 2909 3090 3237 3325 3488 3749 4308 4946 5919
14,000 V1 ~ KIAS 97 97 97 97 97 99 101 103 105
6426 Vr ~ KIAS 105 105 105 104 105 106 106 107 108
V2 ~ KIAS 114 114 114 114 114 114 114 114 114
TOFL ~ FT 2728 2901 2999 3073 3213 3456 4038 4645 5487
13,500 V1 ~ KIAS 95 95 95 95 95 96 98 100 102
6197 Vr ~ KIAS 102 102 102 102 102 103 104 104 106
V2 ~ KIAS 112 112 112 112 112 112 112 112 112
TOFL ~ FT 2758 2926 3022 3128 3216 3237 3766 4303 5030
13,000 V1 ~ KIAS 95 95 95 95 95 95 95 97 99
5967 Vr ~ KIAS 100 100 100 100 100 101 102 102 103
V2 ~ KIAS 110 110 110 110 110 110 110 110 110
TOFL ~ FT 2664 2879 2963 3074 3149 3267 3470 3983 4609
12,500 V1 ~ KIAS 95 95 95 95 95 95 92 94 96
5738 Vr ~ KIAS 97 97 97 97 97 98 99 100 101
V2 ~ KIAS 108 108 108 108 108 108 108 108 108
TOFL ~ FT 2642 2801 2887 2995 3119 3209 3225 3719 4270
12,000 V1 ~ KIAS 95 95 95 95 95 95 92 91 93
5508 Vr ~ KIAS 95 95 95 95 95 95 96 97 98
V2 ~ KIAS 106 106 106 106 106 106 106 106 106
TOFL ~ FT 2658 2823 2864 2935 3039 3140 3095 3435 3947

8-72 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Speeds and Field Length

TAKEOFF SPEEDS AND FIELD LENGTH
FlapsNO10°, 3,000
WINDS - LEVELft
RUNWAY
No Winds - Level Runway FLAPS 10
3000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 92.3 96.2 98.0 99.9 101.1 101.2 99.0 96.2
16,300 V1 ~ KIAS 109 109 109 109 110 112 114 1117
7482 Vr ~ KIAS 115 115 115 115 115 116 117 118
V2 ~ KIAS 123 123 123 123 123 123 123 123
TOFL ~ FT 3768 4083 4145 4332 4582 5106 5962 7614
16,000 V1 ~ KIAS 108 108 107 107 108 111 113 115
7344 Vr ~ KIAS 114 114 114 114 114 115 116 117
V2 ~ KIAS 122 122 122 122 122 122 122 122
TOFL ~ FT 3658 3874 4065 4182 4413 4934 5722 6833
15,500 V1 ~ KIAS 105 105 105 105 106 108 110 112
7115 Vr ~ KIAS 112 112 112 111 112 113 114 114
V2 ~ KIAS 120 120 120 120 120 120 120 120
TOFL ~ FT 3906 3650 3787 3917 4145 4614 5342 6403
15,000 V1 ~ KIAS 102 102 102 102 103 105 107 109
6885 Vr ~ KIAS 109 109 109 109 110 111 111 112
V2 ~ KIAS 118 118 118 118 118 118 118 118
TOFL ~ FT 3205 3416 3527 3694 3908 4331 5027 5936
14,500 V1 ~ KIAS 100 100 99 99 100 103 105 107
6656 Vr ~ KIAS 107 107 107 107 107 108 109 110
V2 ~ KIAS 116 116 116 116 116 116 116 116
TOFL ~ FT 3013 3208 3343 3467 3664 4054 4646 5411
14,000 V1 ~ KIAS 97 97 97 97 97 100 102 104
6426 Vr ~ KIAS 105 105 104 104 105 106 107 108
V2 ~ KIAS 114 114 114 114 114 114 114 114
TOFL ~ FT 2819 3008 3116 3228 3392 3772 4345 5069
13,500 V1 ~ KIAS 96 96 96 96 96 97 99 101
6197 Vr ~ KIAS 102 102 102 102 102 104 104 105
V2 ~ KIAS 112 112 112 112 112 112 112 112
TOFL ~ FT 2870 3036 3146 3225 3282 3533 4051 4684
13,000 V1 ~ KIAS 96 96 96 96 96 96 96 98
5967 Vr ~ KIAS 100 100 100 100 100 101 102 103
V2 ~ KIAS 110 110 110 110 110 110 110 110
TOFL ~ FT 2773 2980 3080 3169 3261 3408 3751 4334
12,500 V1 ~ KIAS 96 96 96 96 96 96 93 95
5738 Vr ~ KIAS 97 97 97 97 97 98 99 100
V2 ~ KIAS 108 108 108 108 108 108 108 108
TOFL ~ FT 2743 2924 3004 3112 3209 3233 3483 4002
12,000 V1 ~ KIAS 96 96 96 96 96 96 91 92
5508 Vr ~ KIAS 96 96 96 96 96 96 97 98
V2 ~ KIAS 106 106 106 106 106 106 106 106
TOFL ~ FT 2739 2918 2980 3066 3136 3159 3282 3685

Nextant 400XT For Training Purposes Only 8-73

June 2012
Takeoff Speeds and Field Length
TAKEOFF SPEEDS AND FIELD LENGTH
Flaps 10°, -4,000
NO WINDS ft
LEVEL RUNWAY
No Winds - Level Runway FLAPS 10
4000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 93.5 97.4 99.3 101.2 101.9 101.1 98.8 96.0
16,300 V1 ~ KIAS 109 109 109 109 111 113 116 1118
7482 Vr ~ KIAS 115 115 115 115 116 117 118 118
V2 ~ KIAS 123 123 123 123 123 123 123 123
TOFL ~ FT 3864 4233 4282 4492 4800 5518 6444 8782
16,000 V1 ~ KIAS 108 107 107 108 109 112 114 117
7344 Vr ~ KIAS 114 114 114 114 115 116 116 117
V2 ~ KIAS 122 122 122 122 122 122 122 122
TOFL ~ FT 3776 3987 4187 4332 4657 5324 6167 7482
15,500 V1 ~ KIAS 105 105 105 105 106 109 111 114
7115 Vr ~ KIAS 112 112 111 112 112 113 114 115
V2 ~ KIAS 120 120 120 120 120 120 120 120
TOFL ~ FT 3516 3805 3907 4083 4361 4973 5781 6870
15,000 V1 ~ KIAS 102 102 102 102 104 106 108 110
6885 Vr ~ KIAS 109 109 109 109 110 111 112 112
V2 ~ KIAS 118 118 118 118 118 118 118 118
TOFL ~ FT 3306 3538 3674 3850 4119 4683 5399 6478
14,500 V1 ~ KIAS 100 99 99 100 101 103 105 107
6656 Vr ~ KIAS 107 107 107 107 108 109 110 110
V2 ~ KIAS 116 116 116 116 116 116 116 116
TOFL ~ FT 3116 3326 3449 3608 3840 4358 4984 5876
14,000 V1 ~ KIAS 97 97 97 97 98 101 103 105
6426 Vr ~ KIAS 105 105 104 105 105 106 107 108
V2 ~ KIAS 114 114 114 114 114 114 114 114
TOFL ~ FT 2910 3115 3232 3383 3571 4088 4652 5492
13,500 V1 ~ KIAS 96 96 96 96 96 98 100 102
6197 Vr ~ KIAS 102 102 102 102 103 104 105 105
V2 ~ KIAS 112 112 112 112 112 112 112 112
TOFL ~ FT 2981 3146 3269 3322 3348 3829 4336 5064
13,000 V1 ~ KIAS 96 96 96 96 95 95 97 99
5967 Vr ~ KIAS 100 100 100 100 100 101 102 103
V2 ~ KIAS 110 110 110 110 110 110 110 110
TOFL ~ FT 2881 3081 3197 3264 3373 3549 4032 4685
12,500 V1 ~ KIAS 96 96 96 96 95 92 94 96
5738 Vr ~ KIAS 97 97 97 97 98 99 100 101
V2 ~ KIAS 108 108 108 108 108 108 108 108
TOFL ~ FT 2843 3047 3121 3229 3298 3257 3741 4285
12,000 V1 ~ KIAS 96 96 96 96 95 92 91 93
5508 Vr ~ KIAS 96 96 96 96 95 96 97 98
V2 ~ KIAS 106 106 106 106 106 106 106 106
TOFL ~ FT 2820 3012 3096 3197 3233 3178 3469 3935

8-74 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Speeds and Field Length

Flaps 10°, 5,000 ft
TAKEOFF SPEEDS AND FIELD LENGTH
NO WINDS - LEVEL RUNWAY
No Winds - Level Runway FLAPS 10
5000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 95.1 99.1 100.6 101.6 101.9 101.0 98.6 95.8
16,300 V1 ~ KIAS 109 109 109 110 112 114 117
7482 Vr ~ KIAS 115 115 115 116 116 117 118
V2 ~ KIAS 123 123 123 123 123 123 123
TOFL ~ FT 4015 4335 4466 4850 5226 6012 7840
16,000 V1 ~ KIAS 108 107 107 108 110 113 115 117
7344 Vr ~ KIAS 114 114 114 114 115 116 117 117
V2 ~ KIAS 122 122 122 122 122 122 122 122
TOFL ~ FT 3898 4137 4339 4629 5033 5803 6927 3741
15,500 V1 ~ KIAS 105 105 105 106 107 110 112 115
7115 Vr ~ KIAS 112 112 112 112 113 114 114 115
V2 ~ KIAS 120 120 120 120 120 120 120 120
TOFL ~ FT 3652 3923 4058 4350 4720 5417 6330 12388
15,000 V1 ~ KIAS 102 102 102 103 105 107 109 112
6885 Vr ~ KIAS 109 109 109 110 111 111 112 113
V2 ~ KIAS 118 118 118 118 118 118 118 118
TOFL ~ FT 3436 3671 3807 4086 4441 5068 5894 7479
14,500 V1 ~ KIAS 99 99 99 100 102 104 106 109
6656 Vr ~ KIAS 107 107 107 107 108 109 110 111
V2 ~ KIAS 116 116 116 116 116 116 116 116
TOFL ~ FT 3222 3438 3573 3834 4148 4719 5458 6495
14,000 V1 ~ KIAS 97 97 97 98 99 102 104 106
6426 Vr ~ KIAS 105 104 105 105 106 107 108 108
V2 ~ KIAS 114 114 114 114 114 114 114 114
TOFL ~ FT 3004 3211 3349 3597 3869 4412 5090 6021
13,500 V1 ~ KIAS 96 96 96 95 97 99 101 103
6197 Vr ~ KIAS 102 102 102 102 103 104 105 106
V2 ~ KIAS 112 112 112 112 112 112 112 112
TOFL ~ FT 3024 3219 3396 3419 3614 4106 4713 5542
13,000 V1 ~ KIAS 96 96 96 96 94 96 98 100
5967 Vr ~ KIAS 100 100 100 100 101 102 103 103
V2 ~ KIAS 110 110 110 110 110 110 110 110
TOFL ~ FT 2969 3157 3280 3428 3491 3800 4364 5126
12,500 V1 ~ KIAS 96 96 96 96 92 93 95 97
5738 Vr ~ KIAS 97 97 97 97 98 99 100 101
V2 ~ KIAS 108 108 108 108 108 108 108 108
TOFL ~ FT 2896 3133 3224 3362 3318 3504 4042 4638
12,000 V1 ~ KIAS 96 96 96 96 92 91 92 94
5508 Vr ~ KIAS 96 96 96 96 96 97 98 98
V2 ~ KIAS 106 106 106 106 106 106 106 106
TOFL ~ FT 2904 3093 3193 3326 3254 3323 3741 4297

Nextant 400XT For Training Purposes Only 8-75

June 2012
Takeoff Speeds and Field Length
FlapsTAKEOFF
10°, 6,000 ft
SPEEDS AND FIELD LENGTH
NO WINDS - LEVEL RUNWAY
No Winds - Level Runway FLAPS 10
6000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 96.7 100.8 101.9 101.9 101.9 100.8 98.4 95.5
16,300 V1 ~ KIAS 109 109 109 111 113 116 118
7482 Vr ~ KIAS 115 115 115 116 117 118 118
V2 ~ KIAS 123 123 123 123 123 123 123
TOFL ~ FT 4165 4436 4650 5207 5652 6505 9236
16,000 V1 ~ KIAS 107 107 108 109 111 114 117
7344 Vr ~ KIAS 114 114 114 115 115 116 117
V2 ~ KIAS 122 122 122 122 122 122 122
TOFL ~ FT 4019 4286 4490 4926 5409 6282 7686
15,500 V1 ~ KIAS 105 105 105 106 108 111 114 115
7115 Vr ~ KIAS 112 112 112 112 113 114 115 115
V2 ~ KIAS 120 120 120 120 120 120 120 120
TOFL ~ FT 3787 4040 4209 4617 5078 5860 6878 17906
15,000 V1 ~ KIAS 102 102 102 104 106 108 110 113
6885 Vr ~ KIAS 109 109 109 110 111 112 113 113
V2 ~ KIAS 118 118 118 118 118 118 118 118
TOFL ~ FT 3566 3803 3939 4321 4762 5453 6388 8480
14,500 V1 ~ KIAS 99 99 100 101 103 105 107 110
6656 Vr ~ KIAS 107 107 107 108 109 110 110 111
V2 ~ KIAS 116 116 116 116 116 116 116 116
TOFL ~ FT 3327 3549 3696 4059 4455 5079 5931 7114
14,000 V1 ~ KIAS 97 97 97 98 100 103 105 107
6426 Vr ~ KIAS 105 104 105 105 106 107 108 109
V2 ~ KIAS 114 114 114 114 114 114 114 114
TOFL ~ FT 3098 3306 3465 3810 4167 4736 5527 6549
13,500 V1 ~ KIAS 96 96 96 96 97 100 102 104
6197 Vr ~ KIAS 102 102 102 103 104 105 106 106
V2 ~ KIAS 112 112 112 112 112 112 112 112
TOFL ~ FT 3066 3291 3522 3515 3879 4383 5090 6020
13,000 V1 ~ KIAS 96 96 96 96 95 97 99 101
5967 Vr ~ KIAS 100 100 100 100 101 102 103 104
V2 ~ KIAS 110 110 110 110 110 110 110 110
TOFL ~ FT 3056 3233 3363 3592 3608 4051 4696 5566
12,500 V1 ~ KIAS 96 96 96 96 92 94 96 98
5738 Vr ~ KIAS 97 97 97 98 99 100 101 101
V2 ~ KIAS 108 108 108 108 108 108 108 108
TOFL ~ FT 2949 3218 3327 3494 3338 3750 4343 4991
12,000 V1 ~ KIAS 96 96 96 96 91 91 93 95
5508 Vr ~ KIAS 96 96 96 96 96 97 98 99
V2 ~ KIAS 106 106 106 106 106 106 106 106
TOFL ~ FT 2988 3173 3290 3454 3274 3468 4013 4659

8-76 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Speeds and Field Length

TAKEOFF SPEEDS AND FIELD LENGTH
Flaps
NO 10°,
WINDS7,000
- LEVEL ft
RUNWAY
No Winds - Level Runway FLAPS 10
7000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 98.7 101.4 101.9 101.9 101.9 100.6 98.1
16,300 V1 ~ KIAS 109 109 110 112 114 117
7482 Vr ~ KIAS 115 115 116 116 117 118
V2 ~ KIAS 123 123 123 123 123 123
TOFL ~ FT 4318 4722 5060 5483 6137 7810
16,000 V1 ~ KIAS 107 107 109 110 112 115
7344 Vr ~ KIAS 114 114 114 115 116 117
V2 ~ KIAS 122 122 122 122 122 122
TOFL ~ FT 4144 4458 4855 5222 5873 7020
15,500 V1 ~ KIAS 105 105 106 107 109 112 115
7115 Vr ~ KIAS 112 112 112 113 114 114 115
V2 ~ KIAS 120 120 120 120 120 120 120
TOFL ~ FT 3893 4227 4561 4906 5504 6434 10705
15,000 V1 ~ KIAS 102 102 103 105 107 109 112
6885 Vr ~ KIAS 109 109 110 112 111 112 113
V2 ~ KIAS 118 118 118 118 118 118 118
TOFL ~ FT 3653 4007 4278 4606 5154 5974 7578
14,500 V1 ~ KIAS 99 99 101 102 104 106 109
6656 Vr ~ KIAS 107 107 108 108 109 110 111
V2 ~ KIAS 116 116 116 116 116 116 116
TOFL ~ FT 3430 3749 4000 4323 4819 5544 6538
14,000 V1 ~ KIAS 97 97 98 99 101 104 106
6426 Vr ~ KIAS 105 105 105 106 107 108 108
V2 ~ KIAS 114 114 114 114 114 114 114
TOFL ~ FT 3217 3503 3736 4055 4504 5148 6032
13,500 V1 ~ KIAS 96 95 95 97 98 101 103
6197 Vr ~ KIAS 102 102 103 103 104 105 106
V2 ~ KIAS 112 112 112 112 112 112 112
TOFL ~ FT 3209 3482 3643 3754 4193 4764 5556
13,000 V1 ~ KIAS 96 95 92 94 95 98 100
5967 Vr ~ KIAS 100 100 100 101 102 103 103
V2 ~ KIAS 110 110 110 110 110 110 110
TOFL ~ FT 3147 3385 3448 3647 3900 4407 5141
12,500 V1 ~ KIAS 96 95 92 92 93 95 97
5738 Vr ~ KIAS 97 97 98 98 99 100 101
V2 ~ KIAS 108 108 108 108 108 108 108
TOFL ~ FT 3096 3356 3337 3464 3610 4076 4727
12,000 V1 ~ KIAS 96 95 92 92 91 92 94
5508 Vr ~ KIAS 96 95 95 96 97 98 98
V2 ~ KIAS 106 106 106 106 106 106 106
TOFL ~ FT 3073 3315 3291 3412 3450 3766 4348

Nextant 400XT For Training Purposes Only 8-77

June 2012
Takeoff Speeds and Field Length
TAKEOFF SPEEDS AND FIELD LENGTH
Flaps 10°, 8,000
NO WINDS ft RUNWAY
- LEVEL
No Winds - Level Runway FLAPS 10
8000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 100.7 101.9 101.9 101.9 101.9 100.4 97.8
16,300 V1 ~ KIAS 109 110 111 113 115 118
7482 Vr ~ KIAS 115 116 116 117 118 118
V2 ~ KIAS 123 123 123 123 123 123
TOFL ~ FT 4470 5008 5470 5758 6622 9115
16,000 V1 ~ KIAS 107 108 109 111 113 117
7344 Vr ~ KIAS 114 114 115 115 116 117
V2 ~ KIAS 122 122 122 122 122 122
TOFL ~ FT 4269 4630 5220 5518 6336 7757
15,500 V1 ~ KIAS 105 105 107 108 110 113 115
7115 Vr ~ KIAS 112 112 113 113 114 115 115
V2 ~ KIAS 120 120 120 120 120 120 120
TOFL ~ FT 3999 4414 4912 5195 5929 7007 14532
15,000 V1 ~ KIAS 102 103 104 106 108 110 113
6885 Vr ~ KIAS 109 110 110 111 112 113 113
V2 ~ KIAS 118 118 118 118 118 118 118
TOFL ~ FT 3740 4211 4616 4890 5546 6494 8768
14,500 V1 ~ KIAS 99 100 102 103 105 107 110
6656 Vr ~ KIAS 107 107 108 109 109 110 111
V2 ~ KIAS 116 116 116 116 116 116 116
TOFL ~ FT 3532 3949 4304 4586 5182 6008 7144
14,000 V1 ~ KIAS 97 97 99 100 102 104 107
6426 Vr ~ KIAS 105 105 106 106 107 108 109
V2 ~ KIAS 114 114 114 114 114 114 114
TOFL ~ FT 3335 3699 4007 4299 4840 5560 6536
13,500 V1 ~ KIAS 96 95 96 97 99 101 104
6197 Vr ~ KIAS 102 102 103 104 105 105 106
V2 ~ KIAS 112 112 112 112 112 112 112
TOFL ~ FT 3352 3673 3763 3992 4506 5144 6021
13,000 V1 ~ KIAS 96 95 93 95 96 99 101
5967 Vr ~ KIAS 100 100 101 101 102 103 104
V2 ~ KIAS 110 110 110 110 110 110 110
TOFL ~ FT 3237 3537 3533 3702 4191 4763 5586
12,500 V1 ~ KIAS 96 95 92 92 93 96 98
5738 Vr ~ KIAS 97 97 98 99 100 101 101
V2 ~ KIAS 108 108 108 108 108 108 108
TOFL ~ FT 3243 3493 3346 3433 3881 4401 5111
12,000 V1 ~ KIAS 96 95 92 91 91 93 95
5508 Vr ~ KIAS 96 95 96 96 97 98 99
V2 ~ KIAS 106 106 106 106 106 106 106
TOFL ~ FT 3157 3456 3291 3370 3625 4063 4683

8-78 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Speeds and Field Length

Flaps 10°,SPEEDS
TAKEOFF 9,000AND
ft FIELD LENGTH
NO WINDS - LEVEL RUNWAY
No Winds - Level Runway FLAPS 10
9000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN,
(KG) RPM, % 100.8 101.9 101.9 101.9 101.9 100.2 97.6
16,300 V1 ~ KIAS 109 111 112 114 116
7482 Vr ~ KIAS 115 116 117 117 118
V2 ~ KIAS 123 123 123 123 123
TOFL ~ FT 4775 5463 5989 6499 7711
16,000 V1 ~ KIAS 108 109 110 112 114
7344 Vr ~ KIAS 114 115 115 116 117
V2 ~ KIAS 122 122 122 122 122
TOFL ~ FT 4582 5164 5740 6239 7196
15,500 V1 ~ KIAS 105 106 108 109 111 115
7115 Vr ~ KIAS 112 112 113 114 114 115
V2 ~ KIAS 120 120 120 120 120 120
TOFL ~ FT 4297 4879 5388 5850 6677 14593
15,000 V1 ~ KIAS 102 104 105 107 109 112
6885 Vr ~ KIAS 109 110 111 111 112 113
V2 ~ KIAS 118 118 118 118 118 118
TOFL ~ FT 4025 4609 5051 5478 6218 7795
14,500 V1 ~ KIAS 100 101 102 104 106 109 111
6656 Vr ~ KIAS 107 108 108 109 110 111 111
V2 ~ KIAS 116 116 116 116 116 116 116
TOFL ~ FT 3783 4314 4713 5121 5796 6749 16241
14,000 V1 ~ KIAS 97 98 100 101 103 105 109
6426 Vr ~ KIAS 105 105 106 107 107 108 109
V2 ~ KIAS 114 114 114 114 114 114 114
TOFL ~ FT 3552 4034 4392 4783 5390 6211 8795
13,500 V1 ~ KIAS 94 96 97 98 100 103 105
6197 Vr ~ KIAS 102 103 104 104 105 106 107
V2 ~ KIAS 112 112 112 112 112 112 112
TOFL ~ FT 3432 3870 4103 4442 5005 5732 6746
13,000 V1 ~ KIAS 94 93 94 95 97 100 102
5967 Vr ~ KIAS 100 100 101 102 103 103 104
V2 ~ KIAS 110 110 110 110 110 110 110
TOFL ~ FT 3381 3659 3831 4121 4643 5302 6236
12,500 V1 ~ KIAS 94 92 91 93 94 97 99
5738 Vr ~ KIAS 97 98 99 99 100 101 102
V2 ~ KIAS 108 108 108 108 108 108 108
TOFL ~ FT 3336 3518 3585 3817 4293 4882 5608
12,000 V1 ~ KIAS 94 92 91 91 91 94 96
5508 Vr ~ KIAS 95 95 96 97 98 98 99
V2 ~ KIAS 106 106 106 106 106 106 106
TOFL ~ FT 3293 3477 3490 3638 3981 4497 5141

Nextant 400XT For Training Purposes Only 8-79

June 2012
Takeoff Speeds and Field Length
Flaps 10°,SPEEDS
TAKEOFF 10,000 ft LENGTH
AND FIELD
NO WINDS - LEVEL RUNWAY
No Winds - Level Runway FLAPS 10
10000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

-40 -20 -10 0 10 20 30 40 50

T.O. WT - FAN,
LBS (KG) RPM, % 100.9 101.9 101.9 101.9 101.9 100 97.3
16,300 V1 ~ KIAS 110 112 113 115 118
7482 Vr ~ KIAS 116 116 117 118 118
V2 ~ KIAS 123 123 123 123 123
TOFL ~ FT 5079 5918 6508 7239 8800
16,000 V1 ~ KIAS 108 110 111 113 116
7344 Vr ~ KIAS 114 115 116 116 117
V2 ~ KIAS 122 122 122 122 122
TOFL ~ FT 4894 5698 6260 6959 8056
15,500 V1 ~ KIAS 106 107 109 110 113 115
7115 Vr ~ KIAS 112 113 113 114 115 115
V2 ~ KIAS 120 120 120 120 120 120
TOFL ~ FT 4595 5344 5864 6504 7424 22179
15,000 V1 ~ KIAS 103 105 106 107 110 113
6885 Vr ~ KIAS 110 111 111 112 112 113
V2 ~ KIAS 118 118 118 118 118 118
TOFL ~ FT 4310 5006 5486 6066 6890 9095
14,500 V1 ~ KIAS 100 102 103 105 107 110 111
6656 Vr ~ KIAS 107 108 109 109 110 111 111
V2 ~ KIAS 116 116 116 116 116 116 116
TOFL ~ FT 4033 4679 5122 5655 6410 7489 25337
14,000 V1 ~ KIAS 98 99 101 102 104 107 109
6426 Vr ~ KIAS 105 106 106 107 108 109 109
V2 ~ KIAS 114 114 114 114 114 114 114
TOFL ~ FT 3769 4368 4776 5266 5939 6862 11053
13,500 V1 ~ KIAS 95 97 98 99 101 104 107
6197 Vr ~ KIAS 103 103 104 105 105 106 107
V2 ~ KIAS 112 112 112 112 112 112 112
TOFL ~ FT 3512 4067 4443 4892 5503 6319 7470
13,000 V1 ~ KIAS 94 94 95 96 98 101 103
5967 Vr ~ KIAS 100 101 102 102 103 104 105
V2 ~ KIAS 110 110 110 110 110 110 110
TOFL ~ FT 3525 3781 4128 4540 5094 5841 6886
12,500 V1 ~ KIAS 94 91 92 94 95 98 100
5738 Vr ~ KIAS 98 98 99 100 100 101 102
V2 ~ KIAS 108 108 108 108 108 108 108
TOFL ~ FT 3429 3543 3823 4200 4704 5362 6104
12,000 V1 ~ KIAS 94 92 91 91 92 95 97
5508 Vr ~ KIAS 95 96 96 97 98 99 100
V2 ~ KIAS 106 106 106 106 106 106 106
TOFL ~ FT 3429 3498 3689 3906 4337 4930 5599

8-80 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Decision Speed (V1) Correction - Flaps 10°

Nextant 400XT For Training Purposes Only 8-81

June 2012
 This page intentionally left blank.

8-82 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Field Length Correction - Flaps 10°

Nextant 400XT For Training Purposes Only 8-83

June 2012
 This page intentionally left blank.

8-84 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Flight Path Profile - Flaps 10°

Nextant 400XT For Training Purposes Only 8-85

June 2012
 This page intentionally left blank.

8-86 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Net Takeoff Flight Path - First Segment - Flaps 10°

ECS ON, Engine AI OFF, Wing AI OFF
ECS ON, Engine AI ON, Wing AI OFF
One Engine inoperative, Climb Speed V2

Nextant 400XT For Training Purposes Only 8-87

June 2012
 This page intentionally left blank.

8-88 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Net Takeoff Flight Path - Second Segment - Flaps 10°

ECS ON, Engine AI OFF, Wing AI OFF
ECS ON, Engine AI ON, Wing AI OFF
One Engine inoperative, Climb Speed V2

Nextant 400XT For Training Purposes Only 8-89

June 2012
 This page intentionally left blank.

8-90 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Net Takeoff Flight Path - Third Segment - Flaps 10°

ECS ON, Engine AI OFF, Wing AI OFF
One Engine inoperative

Nextant 400XT For Training Purposes Only 8-91

June 2012
 This page intentionally left blank.

8-92 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Net Takeoff Flight Path - Final Segment - Flaps 10°

ECS ON, Engine AI OFF, Wing AI OFF
ECS ON, Engine AI ON, Wing AI OFF
One Engine inoperative, Climb Speed 140 Kts

Nextant 400XT For Training Purposes Only 8-93

June 2012
 This page intentionally left blank.

8-94 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Close-In Takeoff Flight Path - Flaps 10°

Nextant 400XT For Training Purposes Only 8-95

June 2012
 This page intentionally left blank.

8-96 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Distant Takeoff Flight Path

Nextant 400XT For Training Purposes Only 8-97

June 2012
 This page intentionally left blank.

8-98 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Enroute Net Climb Gradient

ECS ON, Engine AI OFF, Wing AI OFF
ECS ON, Engine AI ON, Wing AI OFF
ECS ON, Engine AI ON, Wing AI ON
One Engine inoperative, Climb Speed 170 Kts (All Weights)

Nextant 400XT For Training Purposes Only 8-99

June 2012
 This page intentionally left blank.

8-100 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Flaps 20 ° Takeoff
Maximum Takeoff Weight - Flaps 20°
To Achieve Takeoff Climb Requirements

Nextant 400XT For Training Purposes Only 8-101

June 2012
 Notes for Takeoff Speeds and Field Length Tables
Flaps 20°
ƒƒ Takeoff field length values obtained from the following tables must be
adjusted using the Takeoff Field Length Correction graph if any of the
following conditions is true:
–– Runway gradient is not zero
–– Headwind/tailwind component is not zero
–– Anti-Skid is OFF
–– Engine Anti-Ice is ON
ƒƒ Combined selection of ECS OFF and engine Anti-Ice ON is not
approved.
ƒƒ Obtain V1, VR and V2 from the Takeoff Field Length Tables and adjust
V1 using the Takeoff Decision Speed (V1) Correction graph.
ƒƒ For takeoff weights below 12,000 lbs, use the 12,000 lbs takeoff field
length and speeds.

Associated Conditions
THRUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAKEOFF
RUNWAY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAVED, DRY SURFACE
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20°
OBSTACLE HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 FT

Simplified Takeoff Performance

Many situations will allow the pilot to use a simplified method for
determining takeoff performance. Regions of the Takeoff Speeds and
Field Length Tables are shaded. If weight/pressure altitude/temperature
conditions fall within the non-shaded area, and if all of the following
conditions are true:
ƒƒ Runway gradient is zero
ƒƒ No Tailwind
ƒƒ ECS is ON
ƒƒ Engine Anti-Ice is OFF
ƒƒ Anti-Skid is ON
Then takeoff climb requirements will be met. Under these circumstances
there is no need to consult the Maximum Weight to achieve Takeoff
Climb Requirements chart. There are no Brake Energy Limitations for
flaps 20°. If all of the above conditions are not true, then these charts
must be consulted.

8-102 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Speeds and Field Length

TAKEOFF SPEEDS AND FIELD LENGTH
Flaps 20°, Sea- LEVEL
NO WINDS LevelRUNWAY
No Winds - Level Runway FLAPS 20
SEA LEVEL

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 15 20 30 40 50

- LBS FAN, RPM,
(KG) % 88.8 92.5 94.3 96.1 97.9 98.7 99.6 99.4 96.8 89.1
16,300 V1 ~ KIAS 104 103 103 103 103 103 103 106 109
7482 Vr ~ KIAS 110 110 110 110 110 110 110 110 111
V2 ~ KIAS 116 116 116 116 116 116 116 116 116
TOFL ~ FT 3196 3428 3534 3657 3765 3821 3940 4412 5248
16,000 V1 ~ KIAS 102 102 102 102 101 101 102 104 107 110
7344 Vr ~ KIAS 109 108 108 108 108 108 109 109 110 110
V2 ~ KIAS 115 115 115 115 115 115 115 115 115 115
TOFL ~ FT 3034 3254 3399 3474 3625 3631 3795 4229 5023 9103
15,500 V1 ~ KIAS 99 99 99 99 99 99 99 101 104 108
7115 Vr ~ KIAS 106 106 106 106 106 106 106 107 107 108
V2 ~ KIAS 113 113 113 113 113 113 113 113 113 113
TOFL ~ FT 2849 3058 3188 3309 3351 3455 3590 3926 4837 6009
15,000 V1 ~ KIAS 97 96 96 96 96 96 97 98 101 105
6885 Vr ~ KIAS 104 104 104 104 104 104 104 105 105 106
V2 ~ KIAS 111 111 111 111 111 111 111 111 111 111
TOFL ~ FT 2682 2865 2992 3061 3144 3250 3295 3676 4291 5308
14,500 V1 ~ KIAS 96 96 96 96 95 95 95 96 98 101
6656 Vr ~ KIAS 102 102 102 102 102 102 102 103 103 104
V2 ~ KIAS 110 110 110 110 110 110 110 110 110 110
TOFL ~ FT 2751 2912 3029 3140 3216 3277 3304 3422 3970 4755
14,000 V1 ~ KIAS 96 96 96 96 95 95 95 93 95 98
6426 Vr ~ KIAS 100 100 100 100 100 100 100 101 101 102
V2 ~ KIAS 108 108 108 108 108 108 108 108 108 108
TOFL ~ FT 2647 2807 2902 3020 3098 3101 3161 3168 3630 4441
13,500 V1 ~ KIAS 96 96 96 96 95 95 95 91 92 95
6197 Vr ~ KIAS 97 97 97 97 97 97 97 98 99 100
V2 ~ KIAS 106 106 106 106 106 106 106 106 106 106
TOFL ~ FT 2630 2834 2933 2999 3077 3128 3140 3035 3360 4042
13,000 V1 ~ KIAS 96 96 96 96 95 95 95 92 91 92
5967 Vr ~ KIAS 96 96 96 96 95 95 95 96 97 97
V2 ~ KIAS 104 104 104 104 95 104 104 104 104 104
TOFL ~ FT 2571 2808 2911 2979 3059 3107 3168 2973 3274 3723
12,500 V1 ~ KIAS 96 96 96 96 95 95 95 92 91 91
5738 Vr ~ KIAS 96 96 96 96 95 95 95 93 94 95
V2 ~ KIAS 102 102 102 102 102 102 102 101 101 101
TOFL ~ FT 2558 2747 2857 2963 3042 3048 3108 3001 3241 3569
12,000 V1 ~ KIAS 96 96 96 96 95 95 95 92 91 91
5508 Vr ~ KIAS 96 96 96 96 95 95 95 92 92 93
V2 ~ KIAS 103 103 103 103 103 103 102 101 99 99
TOFL ~ FT 2509 2735 2837 2899 2975 3079 3096 2951 3281 3514

Nextant 400XT For Training Purposes Only 8-103

June 2012
Takeoff Speeds and Field Length
FlapsTAKEOFF
20°, 1,000 ft
SPEEDS AND FIELD LENGTH
NO WINDS - LEVEL RUNWAY
No Winds - Level Runway FLAPS 20
1000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 89.9 93.7 95.5 97.3 99.1 100.5 99.3 96.6 91.4
16,300 V1 ~ KIAS 103 103 103 103 102 104 107
7482 Vr ~ KIAS 110 110 110 110 110 110 110
V2 ~ KIAS 116 116 116 116 116 116 116
TOFL ~ FT 3299 3508 3618 3853 3822 4129 4597
16,000 V1 ~ KIAS 102 101 101 101 101 103 106 109
7344 Vr ~ KIAS 108 108 108 108 108 109 109 110
V2 ~ KIAS 115 115 115 115 115 115 115 115
TOFL ~ FT 3130 3354 3481 3568 3725 3923 4419 6047
15,500 V1 ~ KIAS 99 99 99 98 98 100 102 105
7115 Vr ~ KIAS 106 106 106 106 106 107 107 108
V2 ~ KIAS 113 113 113 113 113 113 113 113
TOFL ~ FT 2937 3134 3272 3374 3477 3710 4111 4808
15,000 V1 ~ KIAS 96 96 96 96 96 97 99 102 106
6885 Vr ~ KIAS 104 104 104 104 104 105 105 106 106
V2 ~ KIAS 111 111 111 111 111 111 111 111 111
TOFL ~ FT 2759 2934 3069 3143 3236 3491 3799 4429 8023
14,500 V1 ~ KIAS 96 96 96 96 95 95 97 99 103
6656 Vr ~ KIAS 102 102 102 102 102 102 103 104 104
V2 ~ KIAS 110 110 110 110 110 110 110 110 110
TOFL ~ FT 2817 3010 3116 3179 3307 3366 3630 4080 5197
14,000 V1 ~ KIAS 96 96 96 96 95 95 94 96 99
6426 Vr ~ KIAS 100 99 100 99 99 100 101 101 102
V2 ~ KIAS 108 108 108 108 108 108 108 108 108
TOFL ~ FT 2739 2907 3002 3101 3193 3269 3421 3763 4455
13,500 V1 ~ KIAS 96 96 96 96 95 95 91 93 96
6197 Vr ~ KIAS 97 97 97 97 97 98 99 99 100
V2 ~ KIAS 106 106 106 106 106 106 106 106 106
TOFL ~ FT 2721 2910 3007 3100 3171 3260 3280 3511 4073
13,000 V1 ~ KIAS 96 96 96 96 95 95 91 91 93
5967 Vr ~ KIAS 96 96 96 96 95 95 96 97 98
V2 ~ KIAS 104 104 104 104 104 104 104 104 104
TOFL ~ FT 2682 2889 2964 3046 3151 3243 3235 3328 3800
12,500 V1 ~ KIAS 96 96 96 96 95 95 91 91 91
5738 Vr ~ KIAS 96 96 96 96 95 95 94 95 95
V2 ~ KIAS 102 102 102 102 102 101 101 101 101
TOFL ~ FT 2663 2849 2951 3062 3114 3171 3192 3285 3605
12,000 V1 ~ KIAS 96 96 96 96 95 95 92 91 91
5508 Vr ~ KIAS 96 96 96 96 95 95 92 92 93
V2 ~ KIAS 103 103 103 103 103 102 100 99 99
TOFL ~ FT 2615 2810 2896 3002 3093 3200 3155 3263 3588

8-104 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Speeds and Field Length

TAKEOFF SPEEDS AND FIELD LENGTH
Flaps
NO20°,
WINDS2,000
- LEVELft
RUNWAY
No Winds - Level Runway FLAPS 20
2000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 91.0 94.9 96.7 98.5 100.3 101.3 99.1 96.4 93.7
16,300 V1 ~ KIAS 103 103 103 102 102 105 109
7482 Vr ~ KIAS 110 110 110 110 110 110 111
V2 ~ KIAS 116 116 116 116 116 116 116
TOFL ~ FT 3401 3588 3702 4048 3879 4437 5254
16,000 V1 ~ KIAS 102 101 101 101 101 104 107 110
7344 Vr ~ KIAS 108 108 108 108 108 109 110 110
V2 ~ KIAS 115 115 115 115 115 115 115 115
TOFL ~ FT 3226 3453 3563 3662 3825 4215 5043 7864
15,500 V1 ~ KIAS 99 98 98 98 98 101 103 107
7115 Vr ~ KIAS 106 106 106 106 106 107 107 108
V2 ~ KIAS 113 113 113 113 113 113 113 113
TOFL ~ FT 3024 3210 3355 3438 3602 3964 4631 5689
15,000 V1 ~ KIAS 96 96 96 96 96 98 101 104 106
6885 Vr ~ KIAS 104 104 104 104 104 105 105 106 106
V2 ~ KIAS 111 111 111 111 111 111 111 111 112
TOFL ~ FT 2836 3003 3146 3224 3327 3732 4302 5181 11754
14,500 V1 ~ KIAS 96 96 96 96 95 95 98 100 104
6656 Vr ~ KIAS 102 102 102 102 102 103 103 104 104
V2 ~ KIAS 110 110 110 110 110 110 110 110 110
TOFL ~ FT 2882 3107 3202 3217 3397 3455 3955 4738 6424
14,000 V1 ~ KIAS 96 96 96 96 95 95 95 97 101
6426 Vr ~ KIAS 100 99 100 99 99 101 101 102 102
V2 ~ KIAS 108 108 108 108 108 108 108 108 108
TOFL ~ FT 2830 3007 3101 3182 3287 3436 3681 4357 5279
13,500 V1 ~ KIAS 96 96 96 96 95 95 92 94 97
6197 Vr ~ KIAS 97 97 97 97 97 98 99 99 100
V2 ~ KIAS 106 106 106 106 106 106 106 106 106
TOFL ~ FT 2812 2985 3081 3200 3264 3391 3419 3987 4786
13,000 V1 ~ KIAS 96 96 96 96 95 95 91 91 94
5967 Vr ~ KIAS 96 96 96 96 95 96 97 97 98
V2 ~ KIAS 104 104 104 104 104 104 104 104 104
TOFL ~ FT 2792 2969 3017 3113 3243 3379 3302 3682 4326
12,500 V1 ~ KIAS 96 96 96 96 95 95 91 91 91
5738 Vr ~ KIAS 96 96 96 96 95 95 94 95 96
V2 ~ KIAS 102 102 102 102 102 101 101 101 101
TOFL ~ FT 2768 2950 3044 3160 3185 3293 3276 3569 3968
12,000 V1 ~ KIAS 96 96 96 96 95 95 91 91 90
5508 Vr ~ KIAS 96 96 96 96 95 95 92 93 93
V2 ~ KIAS 103 103 103 103 103 101 99 99 99
TOFL ~ FT 2721 2885 2955 3104 3211 3321 3214 3574 3895

Nextant 400XT For Training Purposes Only 8-105

June 2012
Takeoff Speeds and Field Length
TAKEOFF SPEEDS AND FIELD LENGTH
Flaps
NO20°,
WINDS3,000
- LEVELft
RUNWAY
No Winds - Level Runway FLAPS 20
3000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 92.3 96.2 98.0 99.9 101.1 101.2 99.0 96.2
16,300 V1 ~ KIAS 103 103 102 102 103 107 111
7482 Vr ~ KIAS 110 110 110 110 110 110 111
V2 ~ KIAS 116 116 116 116 116 116 116
TOFL ~ FT 3510 3721 3807 4090 4186 4881 2627
16,000 V1 ~ KIAS 101 101 101 101 102 105 109
7344 Vr ~ KIAS 108 108 108 108 109 109 110
V2 ~ KIAS 115 115 115 115 115 115 115
TOFL ~ FT 3350 3584 3681 3825 4054 4622 6410
15,500 V1 ~ KIAS 99 98 98 98 99 102 105 108
7115 Vr ~ KIAS 106 106 106 106 107 107 108 108
V2 ~ KIAS 113 113 113 113 113 113 113 113
TOFL ~ FT 3123 3351 3442 3592 3794 4327 5158 2845
15,000 V1 ~ KIAS 96 96 96 95 96 99 102 105
6885 Vr ~ KIAS 104 104 104 104 104 105 106 106
V2 ~ KIAS 111 111 111 111 111 111 111 111
TOFL ~ FT 2931 3117 3258 3498 3527 4035 4746 7283
14,500 V1 ~ KIAS 96 96 96 96 96 96 99 102
6656 Vr ~ KIAS 102 102 102 102 102 103 104 104
V2 ~ KIAS 110 110 110 110 110 110 110 110
TOFL ~ FT 2979 3215 3303 3387 3436 3725 4339 5314
14,000 V1 ~ KIAS 96 96 96 96 95 95 96 98
6426 Vr ~ KIAS 99 99 99 99 100 101 101 102
V2 ~ KIAS 108 108 108 108 108 108 108 108
TOFL ~ FT 2920 3106 3201 3301 3411 3582 4019 4810
13,500 V1 ~ KIAS 96 96 96 96 95 95 93 95
6197 Vr ~ KIAS 97 97 97 97 97 99 99 100
V2 ~ KIAS 106 106 106 106 106 106 106 106
TOFL ~ FT 2899 3083 3178 3295 3367 3432 3714 4389
13,000 V1 ~ KIAS 96 96 96 96 95 95 91 92
5967 Vr ~ KIAS 96 96 96 96 95 95 97 97
V2 ~ KIAS 104 104 104 104 104 104 104 104
TOFL ~ FT 2880 3076 3135 3239 3347 3380 3490 4017
12,500 V1 ~ KIAS 96 96 96 96 95 95 91 91
5738 Vr ~ KIAS 96 96 96 96 95 95 95 95
V2 ~ KIAS 102 102 102 102 101 101 101 101
TOFL ~ FT 2860 3045 3136 3252 3296 3305 3455 3794
12,000 V1 ~ KIAS 96 96 96 96 95 95 91 91
5508 Vr ~ KIAS 96 96 96 96 95 95 92 93
V2 ~ KIAS 103 103 103 103 102 100 99 99
TOFL ~ FT 2829 3006 3084 3214 3307 3311 3408 3742

8-106 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Speeds and Field Length

FlapsTAKEOFF
20°, 4,000 ft
SPEEDS AND FIELD LENGTH
NO WINDS - LEVEL RUNWAY
No Winds - Level Runway FLAPS 20
4000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 93.5 97.4 99.3 101.2 101.9 101.1 98.8 96.0
16,300 V1 ~ KIAS 103 103 102 103 105 109
7482 Vr ~ KIAS 110 110 110 110 110 111
V2 ~ KIAS 116 116 116 116 116 116
TOFL ~ FT 3618 3854 3911 4132 4493 5325
16,000 V1 ~ KIAS 101 101 101 101 103 106 110
7344 Vr ~ KIAS 108 108 108 108 109 110 110
V2 ~ KIAS 115 115 115 115 115 115 115
TOFL ~ FT 3474 3715 3798 3988 4283 5029 7776
15,500 V1 ~ KIAS 99 98 98 98 100 103 107
7115 Vr ~ KIAS 106 106 106 106 107 107 108
V2 ~ KIAS 113 113 113 113 113 113 113
TOFL ~ FT 3222 3491 3528 3746 3985 4689 5684
15,000 V1 ~ KIAS 96 96 96 96 98 100 104 106
6885 Vr ~ KIAS 104 104 104 104 105 105 106 106
V2 ~ KIAS 111 111 111 111 111 111 111 112
TOFL ~ FT 3025 3230 3369 3771 3727 4338 5189 9384
14,500 V1 ~ KIAS 96 96 96 96 95 98 100 104
6656 Vr ~ KIAS 102 102 102 102 103 103 104 104
V2 ~ KIAS 110 110 110 110 110 110 110 110
TOFL ~ FT 3075 3323 3404 3557 3475 3995 4722 5889
14,000 V1 ~ KIAS 96 96 96 96 95 95 97 100
6426 Vr ~ KIAS 99 99 99 100 100 101 102 102
V2 ~ KIAS 108 108 108 108 108 108 108 108
TOFL ~ FT 3009 3205 3300 3419 3535 3728 4356 5263
13,500 V1 ~ KIAS 96 96 96 96 95 92 94 97
6197 Vr ~ KIAS 97 97 97 97 98 99 99 100
V2 ~ KIAS 106 106 106 106 106 106 106 106
TOFL ~ FT 2986 3181 3274 3389 3469 3472 4008 4791
13,000 V1 ~ KIAS 96 96 96 96 95 91 91 93
5967 Vr ~ KIAS 96 96 96 96 95 97 97 98
V2 ~ KIAS 104 104 104 104 104 104 104 104
TOFL ~ FT 2967 3182 3252 3365 3450 3380 3678 4352
12,500 V1 ~ KIAS 96 96 96 96 95 91 91 90
5738 Vr ~ KIAS 96 96 96 96 95 94 95 95
V2 ~ KIAS 102 102 102 102 101 101 101 101
TOFL ~ FT 2952 3140 3228 3343 3406 3316 3634 4018
12,000 V1 ~ KIAS 96 96 96 96 95 91 91 90
5508 Vr ~ KIAS 96 96 96 96 95 92 93 93
V2 ~ KIAS 103 103 103 102 101 99 99 99
TOFL ~ FT 2936 3127 3213 3324 3402 3300 3602 3910

Nextant 400XT For Training Purposes Only 8-107

June 2012
Takeoff Speeds and Field Length
TAKEOFF SPEEDS AND FIELD LENGTH
Flaps 20°, 5,000
NO WINDS ft RUNWAY
- LEVEL
No Winds - Level Runway FLAPS 20
5000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 95.1 99.1 100.6 101.6 101.9 101.0 98.6 95.8
16,300 V1 ~ KIAS 103 102 102 103 106
7482 Vr ~ KIAS 110 110 110 110 110
V2 ~ KIAS 116 116 116 116 116
TOFL ~ FT 3728 3983 4134 4464 4958
16,000 V1 ~ KIAS 101 101 101 102 104 108
7344 Vr ~ KIAS 108 108 108 109 109 110
V2 ~ KIAS 115 115 115 115 115 115
TOFL ~ FT 3564 3831 3990 4257 4704 5515
15,500 V1 ~ KIAS 98 98 98 99 101 105
7115 Vr ~ KIAS 106 106 106 107 107 108
V2 ~ KIAS 113 113 113 113 113 113
TOFL ~ FT 3325 3601 3717 3993 4381 5211
15,000 V1 ~ KIAS 96 95 95 97 99 102
6885 Vr ~ KIAS 104 104 104 104 105 106
V2 ~ KIAS 111 111 111 111 111 111
TOFL ~ FT 3120 3366 3505 3874 4082 4786
14,500 V1 ~ KIAS 93 93 93 94 96 99 102
6656 Vr ~ KIAS 102 102 102 102 103 104 104
V2 ~ KIAS 110 110 110 110 110 110 110
TOFL ~ FT 3153 3422 3546 3604 3801 4389 5302
14,000 V1 ~ KIAS 96 96 96 95 93 96 98
6426 Vr ~ KIAS 99 99 99 100 101 101 102
V2 ~ KIAS 108 108 108 108 108 108 108
TOFL ~ FT 3104 3304 3425 3587 3688 4059 4815
13,500 V1 ~ KIAS 96 96 96 95 91 93 95 98
6197 Vr ~ KIAS 97 97 97 97 99 99 100 100
V2 ~ KIAS 106 106 106 106 106 106 106 106
TOFL ~ FT 3070 3282 3383 3533 3510 3762 4405 5327
13,000 V1 ~ KIAS 96 96 96 95 91 91 92 95
5967 Vr ~ KIAS 96 96 96 95 96 97 98 98
V2 ~ KIAS 104 104 104 104 104 104 104 104
TOFL ~ FT 3059 3271 3383 3504 3460 3561 4044 4393
12,500 V1 ~ KIAS 96 96 96 95 91 91 90 91
5738 Vr ~ KIAS 96 96 96 95 93 95 95 96
V2 ~ KIAS 102 102 102 101 101 101 101 101
TOFL ~ FT 3002 3238 3337 3469 3420 3473 3820 4036
12,000 V1 ~ KIAS 96 96 96 95 92 91 91 90
5508 Vr ~ KIAS 96 96 96 95 92 92 93 93
V2 ~ KIAS 103 103 103 102 100 99 99 99
TOFL ~ FT 3025 3223 3340 3427 3400 3442 3768 3957

8-108 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Speeds and Field Length

TAKEOFF SPEEDS AND FIELD LENGTH
Flaps
NO20°,
WINDS6,000
- LEVELft
RUNWAY
FLAPS 20
No Winds - Level Runway
6000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 96.7 100.8 101.9 101.9 101.9 100.8 98.4 95.5
16,300 V1 ~ KIAS 102 102 103 104 107
7482 Vr ~ KIAS 110 110 110 110 111
V2 ~ KIAS 116 116 116 116 116
TOFL ~ FT 3838 4112 4356 4796 5423
16,000 V1 ~ KIAS 101 101 101 103 106 110
7344 Vr ~ KIAS 108 108 108 109 109 110
V2 ~ KIAS 115 115 115 115 115 115
TOFL ~ FT 3654 3947 4181 4526 5124 6000
15,500 V1 ~ KIAS 98 98 99 100 103 107
7115 Vr ~ KIAS 106 106 106 107 107 108
V2 ~ KIAS 113 113 113 113 113 113
TOFL ~ FT 3428 3711 3905 4240 4776 5733
15,000 V1 ~ KIAS 96 96 96 97 100 104
6885 Vr ~ KIAS 104 104 104 104 105 106
V2 ~ KIAS 111 111 111 111 111 111
TOFL ~ FT 3214 3502 3641 3976 4436 5234
14,500 V1 ~ KIAS 96 96 96 95 97 100 104
6656 Vr ~ KIAS 102 102 102 103 103 104 104
V2 ~ KIAS 110 110 110 110 110 110 110
TOFL ~ FT 3231 3521 3688 3651 4126 4783 5882
14,000 V1 ~ KIAS 96 96 96 95 94 97 100
6426 Vr ~ KIAS 99 99 100 100 101 102 102
V2 ~ KIAS 108 108 108 108 108 108 108
TOFL ~ FT 3198 3402 3550 3754 3840 4390 5274
13,500 V1 ~ KIAS 96 96 96 95 91 94 97 100
6197 Vr ~ KIAS 97 97 97 98 99 99 100 100
V2 ~ KIAS 106 106 106 106 106 106 106 106
TOFL ~ FT 3153 3383 3492 3676 3551 4052 4801 5862
13,000 V1 ~ KIAS 96 96 96 95 91 91 94 96
5967 Vr ~ KIAS 96 96 96 95 97 97 98 98
V2 ~ KIAS 104 104 104 104 104 104 104 104
TOFL ~ FT 3150 3359 3514 3643 3470 3742 4409 4434
12,500 V1 ~ KIAS 96 96 96 95 91 91 90 93
5738 Vr ~ KIAS 96 96 96 95 94 95 95 96
V2 ~ KIAS 102 102 101 101 101 101 101 101
TOFL ~ FT 3051 3335 3446 3595 3433 3630 4006 4054
12,000 V1 ~ KIAS 96 96 96 95 91 91 90 90
5508 Vr ~ KIAS 96 96 96 95 91 93 93 94
V2 ~ KIAS 103 103 102 101 99 99 99 99
TOFL ~ FT 3113 3318 3467 3529 3397 3583 3933 4003

Nextant 400XT For Training Purposes Only 8-109

June 2012
Takeoff Speeds
TAKEOFF SPEEDS and Field
AND FIELD Length
LENGTH
NO WINDS - LEVEL RUNWAY
Flaps 20°, 7,000 ft FLAPS 20
7000 FT
No Winds - Level Runway
ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 98.7 101.4 101.9 101.9 101.9 100.6 98.1
16,300 V1 ~ KIAS 102 102 104 106
7482 Vr ~ KIAS 110 110 110 110
V2 ~ KIAS 116 116 116 116
TOFL ~ FT 3959 4366 4739 5256
16,000 V1 ~ KIAS 101 101 102 104 107
7344 Vr ~ KIAS 108 108 109 109 110
V2 ~ KIAS 115 115 115 115 115
TOFL ~ FT 3792 4198 4516 4972 5724
15,500 V1 ~ KIAS 98 98 99 101 104
7115 Vr ~ KIAS 106 106 107 107 108
V2 ~ KIAS 113 113 113 113 113
TOFL ~ FT 3559 3940 4224 4624 5264
15,000 V1 ~ KIAS 96 96 97 98 101 105
6885 Vr ~ KIAS 104 104 105 105 106 106
V2 ~ KIAS 111 111 111 111 111 111
TOFL ~ FT 3338 3701 3948 4314 4865 6933
14,500 V1 ~ KIAS 96 95 94 96 98 102
6656 Vr ~ KIAS 102 102 102 103 103 104
V2 ~ KIAS 110 110 110 110 110 110
TOFL ~ FT 3368 3674 3829 3995 4492 5356
14,000 V1 ~ KIAS 96 95 92 93 95 98
6426 Vr ~ KIAS 99 100 100 101 101 102
V2 ~ KIAS 108 108 108 108 108 108
TOFL ~ FT 3315 3539 3551 3902 4154 4866
13,500 V1 ~ KIAS 96 95 91 91 92 95 98
6197 Vr ~ KIAS 97 97 98 99 99 100 100
V2 ~ KIAS 106 106 106 106 106 106 106
TOFL ~ FT 3249 3535 3504 3709 3840 4464 5603
13,000 V1 ~ KIAS 96 95 91 91 91 92 95
5967 Vr ~ KIAS 96 95 95 96 97 98 98
V2 ~ KIAS 104 104 104 104 104 104 104
TOFL ~ FT 3265 3493 3491 3645 3644 4101 4923
12,500 V1 ~ KIAS 96 95 92 91 91 90 91
5738 Vr ~ KIAS 96 95 93 93 95 95 96
V2 ~ KIAS 102 101 101 101 101 101 101
TOFL ~ FT 3182 3444 3445 3608 3610 3857 4453
12,000 V1 ~ KIAS 96 95 92 91 91 91 90
5508 Vr ~ KIAS 96 95 92 91 92 93 93
V2 ~ KIAS 103 102 101 101 99 99 99
TOFL ~ FT 3227 3446 3445 3564 3579 3808 4219

8-110 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Speeds and Field Length

FlapsTAKEOFF
20°, 8,000 ft
SPEEDS AND FIELD LENGTH
NO WINDS - LEVEL RUNWAY
No Winds - Level Runway FLAPS 20
8000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 100.7 101.9 101.9 101.9 101.9 100.4 97.8
16,300 V1 ~ KIAS 102 103 105 107
7482 Vr ~ KIAS 110 110 110 111
V2 ~ KIAS 116 116 116 116
TOFL ~ FT 4080 4619 5121 5715
16,000 V1 ~ KIAS 101 102 103 105 110
7344 Vr ~ KIAS 108 109 109 109 110
V2 ~ KIAS 115 115 115 115 115
TOFL ~ FT 3930 4448 4851 5418 6324
15,500 V1 ~ KIAS 98 99 101 102 106
7115 Vr ~ KIAS 106 107 107 107 108
V2 ~ KIAS 113 113 113 113 113
TOFL ~ FT 3690 4169 4543 5007 5752
15,000 V1 ~ KIAS 96 96 98 100 102 106
6885 Vr ~ KIAS 104 104 105 105 106 106
V2 ~ KIAS 111 111 111 111 111 112
TOFL ~ FT 3461 3900 4255 4651 5293 8631
14,500 V1 ~ KIAS 96 95 95 97 99 104
6656 Vr ~ KIAS 102 102 103 103 104 104
V2 ~ KIAS 110 110 110 110 110 110
TOFL ~ FT 3504 3826 3969 4338 4858 5929
14,000 V1 ~ KIAS 96 95 93 95 96 100
6426 Vr ~ KIAS 99 100 101 101 102 102
V2 ~ KIAS 108 108 108 108 108 108
TOFL ~ FT 3432 3675 3552 4049 4467 5341
13,500 V1 ~ KIAS 96 95 91 91 93 96 100
6197 Vr ~ KIAS 97 97 98 99 99 100 100
V2 ~ KIAS 106 106 106 106 106 106 106
TOFL ~ FT 3344 3686 3515 3742 4128 4876 6404
13,000 V1 ~ KIAS 96 95 91 91 90 93 97
5967 Vr ~ KIAS 96 95 96 97 97 98 98
V2 ~ KIAS 104 104 104 104 104 104 104
TOFL ~ FT 3379 3627 3468 3646 3817 4459 5437
12,500 V1 ~ KIAS 96 95 91 91 91 90 93
5738 Vr ~ KIAS 96 95 93 94 95 95 96
V2 ~ KIAS 102 101 101 101 101 101 101
TOFL ~ FT 3313 3553 3443 3621 3787 4084 4900
12,000 V1 ~ KIAS 96 95 92 91 91 90 90
5508 Vr ~ KIAS 96 95 92 91 93 93 94
V2 ~ KIAS 103 102 100 99 99 99 99
TOFL ~ FT 3340 3574 3422 3598 3761 4033 4505

Nextant 400XT For Training Purposes Only 8-111

June 2012
Takeoff Speeds and Field Length
TAKEOFF SPEEDS AND FIELD LENGTH
FlapsNO20°, 9,000
WINDS - LEVELft
RUNWAY
FLAPS 20
No Winds - Level Runway 9000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

T.O. WT -40 -20 -10 0 10 20 30 40 50

- LBS FAN, RPM,
(KG) % 100.8 101.9 101.9 101.9 101.9 100.2 97.6
16,300 V1 ~ KIAS 103 104 106
7482 Vr ~ KIAS 110 110 110
V2 ~ KIAS 116 116 116
TOFL ~ FT 4382 5083 5682
16,000 V1 ~ KIAS 101 103 105
7344 Vr ~ KIAS 108 109 109
V2 ~ KIAS 115 115 115
TOFL ~ FT 4216 4878 5351
15,500 V1 ~ KIAS 98 100 102 104
7115 Vr ~ KIAS 106 107 107 108
V2 ~ KIAS 113 113 113 113
TOFL ~ FT 3949 4559 5020 5637
15,000 V1 ~ KIAS 96 97 99 101 105
6885 Vr ~ KIAS 104 105 105 106 106
V2 ~ KIAS 111 111 111 111 111
TOFL ~ FT 3695 4253 4674 5205 6614
14,500 V1 ~ KIAS 94 95 96 98 101
6656 Vr ~ KIAS 102 103 103 103 104
V2 ~ KIAS 110 110 110 110 110
TOFL ~ FT 3583 4055 4346 4817 5548
14,000 V1 ~ KIAS 94 92 94 95 98 102
6426 Vr ~ KIAS 100 101 101 101 102 102
V2 ~ KIAS 108 108 108 108 108 108
TOFL ~ FT 3516 3829 3964 4465 5060 8902
13,500 V1 ~ KIAS 94 91 91 92 95 98
6197 Vr ~ KIAS 97 98 99 99 100 100
V2 ~ KIAS 106 106 106 106 106 106
TOFL ~ FT 3395 3708 3785 4123 4642 5743
13,000 V1 ~ KIAS 94 91 91 91 92 95 98
5967 Vr ~ KIAS 95 96 96 97 97 98 98
V2 ~ KIAS 104 104 104 104 104 104 104
TOFL ~ FT 3420 3660 3686 3900 4273 5043 14124
12,500 V1 ~ KIAS 94 91 91 91 90 91 95
5738 Vr ~ KIAS 94 93 94 95 95 96 96
V2 ~ KIAS 102 101 101 101 101 101 101
TOFL ~ FT 3395 3607 3653 3858 4085 4577 5953
12,000 V1 ~ KIAS 94 92 91 91 91 90 91
5508 Vr ~ KIAS 94 92 91 92 93 93 94
V2 ~ KIAS 102 101 99 99 99 99 99
TOFL ~ FT 3397 3602 3624 3824 4044 4342 4958

8-112 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Speeds and Field Length

TAKEOFF SPEEDS AND FIELD LENGTH
Flaps 20°, 10,000
NO WINDS ft
- LEVEL RUNWAY
No Winds - Level Runway FLAPS 20
10000 FT

ITEM OUTSIDE AIR TEMPERATURE - DEG C

-40 -20 -10 0 10 20 30 40 50

T.O. WT - FAN, RPM,
LBS (KG) % 100.9 101.9 101.9 101.9 101.9 100 97.3
16,300 V1 ~ KIAS 103 106 108
7482 Vr ~ KIAS 110 110 111
V2 ~ KIAS 116 116 116
TOFL ~ FT 4683 5547 6242
16,000 V1 ~ KIAS 102 104 106
7344 Vr ~ KIAS 108 109 110
V2 ~ KIAS 115 115 115
TOFL ~ FT 4502 5308 5850
15,500 V1 ~ KIAS 99 101 103 106
7115 Vr ~ KIAS 107 107 107 108
V2 ~ KIAS 113 113 113 113
TOFL ~ FT 4207 4948 5497 6267
15,000 V1 ~ KIAS 97 99 100 102 106
6885 Vr ~ KIAS 105 105 105 106 106
V2 ~ KIAS 111 111 111 111 111
TOFL ~ FT 3929 4606 5092 5759 7934
14,500 V1 ~ KIAS 94 96 97 99 103
6656 Vr ~ KIAS 102 103 103 104 104
V2 ~ KIAS 110 110 110 110 110
TOFL ~ FT 3661 4283 4723 5296 6237
14,000 V1 ~ KIAS 94 93 94 96 99 102
6426 Vr ~ KIAS 100 101 101 102 102 102
V2 ~ KIAS 108 108 108 108 108 108
TOFL ~ FT 3600 3982 4376 4880 5652 12462
13,500 V1 ~ KIAS 94 91 92 93 96 100
6197 Vr ~ KIAS 98 99 99 99 100 100
V2 ~ KIAS 106 106 106 106 106 106
TOFL ~ FT 3445 3730 4054 4504 5156 6609
13,000 V1 ~ KIAS 94 91 91 91 93 96 98
5967 Vr ~ KIAS 95 96 97 97 98 98 98
V2 ~ KIAS 104 104 104 104 104 104 104
TOFL ~ FT 3460 3693 3904 4154 4729 5627 22811
12,500 V1 ~ KIAS 94 91 91 91 90 93 96
5738 Vr ~ KIAS 94 94 94 95 95 96 96
V2 ~ KIAS 101 101 101 101 101 101 101
TOFL ~ FT 3477 3660 3863 4095 4383 5069 7006
12,000 V1 ~ KIAS 94 91 91 91 90 90 93
5508 Vr ~ KIAS 94 91 92 93 93 94 94
V2 ~ KIAS 101 100 99 99 99 99 99
TOFL ~ FT 3454 3630 3826 4050 4326 4650 5410

Nextant 400XT For Training Purposes Only 8-113

June 2012
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8-114 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Decision Speed (V1) Correction - Flaps 20°

Nextant 400XT For Training Purposes Only 8-115

June 2012
 This page intentionally left blank.

8-116 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Field Length Correction - Flaps 20°

Nextant 400XT For Training Purposes Only 8-117

June 2012
 This page intentionally left blank.

8-118 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Takeoff Flight Path Profile - Flaps 20°

Nextant 400XT For Training Purposes Only 8-119

June 2012
 This page intentionally left blank.

8-120 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Net Takeoff Flight Path - First Segment - Flaps 20°

ECS ON, Engine AI OFF, Wing AI OFF
ECS ON, Engine AI ON, Wing AI OFF
One Engine inoperative, Climb Speed V2

Nextant 400XT For Training Purposes Only 8-121

June 2012
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8-122 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Net Takeoff Flight Path - Second Segment - Flaps 20°

ECS ON, Engine AI OFF, Wing AI OFF
ECS ON, Engine AI ON, Wing AI OFF
One Engine inoperative, Climb Speed V2

Nextant 400XT For Training Purposes Only 8-123

June 2012
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8-124 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Net Takeoff Flight Path - Third Segment - Flaps 20°

ECS ON, Engine AI ON, Wing AI OFF
One Engine Inoperative

Nextant 400XT For Training Purposes Only 8-125

June 2012
 This page intentionally left blank.

8-126 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Net Takeoff Flight Path - Final Segment - Flaps 20°

ECS ON, Engine AI OFF, Wing AI OFF
ECS ON, Engine AI ON, Wing AI OFF
One Engine inoperative, Climb Speed 140 Kts

Nextant 400XT For Training Purposes Only 8-127

June 2012
 This page intentionally left blank.

8-128 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Close-In Takeoff Flight Path - Flaps 20°

Nextant 400XT For Training Purposes Only 8-129

June 2012
 This page intentionally left blank.

8-130 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Distant Takeoff Flight Path

Nextant 400XT For Training Purposes Only 8-131

June 2012
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8-132 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Enroute Net Climb Gradient

ECS ON, Engine AI OFF, Wing AI OFF
ECS ON, Engine AI ON, Wing AI OFF
ECS ON, Engine AI ON, Wing AI ON
One Engine inoperative, Climb Speed 170 Kts (All Weights)

Nextant 400XT For Training Purposes Only 8-133

June 2012
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8-134 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Flight Planning Data

General
The information presented in this report is based on flight test results.
This flight planning report presents performance information for airplane
operations which include climb, cruise, and descent. It also includes
single engine performance.
The following conditions are to be assumed in relation to the performance
values presented herein:
Engine Thrust: Maximum Continuous Thrust
Maximum Cruise Thrust
Cabin Pressurization in ON for all flight conditions
Anti-ice systems are assumed to be OFF unless
otherwise specified

Nextant 400XT For Training Purposes Only 8-135

June 2012
 Climb Performance
The performance presented herein is based on both engines operating
at the Maximum Continuous Thrust setting.

Initial Cruise Altitude

These tables show initial cruise altitude for each condition of ambient
temperature and initial weight. The initial weight is the weight at start of
climb from sea level.
The initial altitude means the most efficient altitude for fuel economy.

Time, Distance, and Fuel to Climb

These tables give time, distance, and fuel used to climb from sea level to
various altitudes during no wind conditions. Two climb speed schedules,
220 KIAS/0.64Mi and 250 KIAS/0.64Mi, are provided.

8-136 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Initial Cruise Altitude, 300 ft/min

220 KIAS/0.64 Mach
46000
ISA
45000
ISA+10
44000
ISA+15
Pressure Altitude, ft

43000
ISA+20
42000
41000
40000
39000
38000
37000
36000
11000 12000 13000 14000 15000 16000 17000
Initial Weight, lbs

Initial Cruise Altitude, 200 ft/min

220 KIAS/0.64 Mach
46000
ISA
45000
ISA+10
44000
ISA+15
Pressure Altitude, ft

43000
ISA+20
42000
41000
40000
39000
38000
37000
36000
11000 12000 13000 14000 15000 16000 17000
Initial Weight, lbs

Initial Cruise Altitude, 100 ft/min

220 KIAS/0.64 Mach
46000
ISA
45000
ISA+10
44000
ISA+15
Pressure Altitude, ft

43000
ISA+20
42000
41000
40000
39000
38000
37000
36000
11000 12000 13000 14000 15000 16000 17000
Initial Weight, lbs

Nextant 400XT For Training Purposes Only 8-137

June 2012
 Time, Distance, and Fuel to Climb
220 KIAS/0.64 MACH
Pressure Altitude: 5,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 2 2 2 1 1
NM 8 7 6 6 5
ISA + 20°C
LBS 77 70 62 56 52
TAT°C 32 32 32 32 32
MIN 2 2 1 1 1
NM 7 6 6 5 5
ISA + 15°C
LBS 72 65 58 52 50
TAT°C 27 27 27 27 27
MIN 2 1 1 1 1
NM 6 6 5 5 5
ISA + 10°C
LBS 70 62 55 52 46
TAT°C 22 22 22 22 22
MIN 1 1 1 1 1
NM 5 4 4 4 3
ISA
LBS 62 56 50 48 42
TAT°C 12 12 12 12 12
MIN 1 1 1 1 1
NM 4 4 4 3 3
ISA - 10°C
LBS 58 55 48 44 41
TAT°C 2 2 2 2 2

Time, Distance, and Fuel to Climb

220 KIAS/0.64 MACH
Pressure Altitude: 10,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 4 4 3 3 3
NM 17 15 14 13 12
ISA + 20°C
LBS 156 138 126 114 103
TAT°C 24 24 24 24 24
MIN 4 3 3 3 3
NM 15 14 12 11 10
ISA + 15°C
LBS 145 130 118 107 97
TAT°C 19 19 19 19 19
MIN 3 3 3 2 2
NM 13 12 11 10 9
ISA + 10°C
LBS 136 122 112 100 92
TAT°C 14 14 14 14 14
MIN 3 2 2 2 2
NM 10 9 9 8 7
ISA
LBS 122 110 100 92 83
TAT°C 3 3 3 3 3
MIN 2 2 2 2 2
NM 9 8 7 7 6
ISA - 10°C
LBS 115 103 94 87 79
TAT°C -7 -7 -7 -7 -7

8-138 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Time, Distance, and Fuel to Climb

220 KIAS/0.64 MACH
Pressure Altitude: 15,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 7 6 6 5 4
NM 30 26 24 21 19
ISA + 20°C
LBS 238 210 191 171 155
TAT°C 15 15 15 15 15
MIN 6 5 5 4 4
NM 26 22 21 19 17
ISA + 15°C
LBS 221 195 182 161 145
TAT°C 10 10 10 10 10
MIN 5 5 4 4 4
NM 22 20 18 16 15
ISA + 10°C
LBS 204 184 166 152 138
TAT°C 5 5 5 5 5
MIN 4 4 3 3 3
NM 17 15 14 13 12
ISA
LBS 182 162 150 136 125
TAT°C -5 -5 -5 -5 -5
MIN 4 3 3 3 2
NM 14 13 12 11 10
ISA - 10°C
LBS 170 154 141 131 117
TAT°C -15 -15 -15 -15 -15

Time, Distance, and Fuel to Climb

220 KIAS/0.64 MACH
Pressure Altitude: 17,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 8 7 6 6 5
NM 35 31 28 25 23
ISA + 20°C
LBS 272 240 217 195 176
TAT°C 12 12 12 12 12
MIN 7 6 6 5 5
NM 30 27 24 22 20
ISA + 15°C
LBS 250 221 200 182 165
TAT°C 7 7 7 7 7
MIN 6 5 5 4 4
NM 26 23 21 19 17
ISA + 10°C
LBS 231 205 187 169 155
TAT°C 2 2 2 2 2
MIN 5 4 4 4 3
NM 20 18 16 15 13
ISA
LBS 204 184 169 154 134
TAT°C -8 -8 -8 -8 -8
MIN 4 4 3 3 3
NM 17 15 14 13 12
ISA - 10°C
LBS 192 173 159 148 141
TAT°C -18 -18 -18 -18 -18

Nextant 400XT For Training Purposes Only 8-139

June 2012
 Time, Distance, and Fuel to Climb
220 KIAS/0.64 MACH
Pressure Altitude: 19,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 9 8 7 7 6
NM 41 36 33 29 26
ISA + 20°C
LBS 305 269 244 220 198
TAT°C 9 9 9 9 9
MIN 8 7 6 6 5
NM 35 31 28 25 23
ISA + 15°C
LBS 280 248 225 204 185
TAT°C 4 4 4 4 4
MIN 7 6 6 5 5
NM 30 27 24 22 20
ISA + 10°C
LBS 258 231 210 190 171
TAT°C -1 -1 -1 -1 -1
MIN 5 5 4 4 4
NM 23 21 19 17 16
ISA LBS 229 206 186 157
171
TAT°C -12 -12 -12 -12 -12

MIN 5 4 4 4 3
NM 20 18 16 15 14
ISA - 10°C
LBS 216 193 178 164 149
TAT°C -22 -22 -22 -22 -22

Time, Distance, and Fuel to Climb

220 KIAS/0.64 MACH
Pressure Altitude: 21,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 11 9 8 8 7
NM 48 42 38 34 31
ISA + 20°C
LBS 343 301 271 245 219
TAT°C 5 5 5 5 5
MIN 9 8 7 7 6
NM 41 36 32 29 26
ISA + 15°C
LBS 312 277 250 226 205
TAT°C 0 0 0 0 0
MIN 8 7 6 6 5
NM 35 31 28 25 23
ISA + 10°C
LBS 288 255 233 210 191
TAT°C -5 -5 -5 -5 -5
MIN 6 6 5 5 4
NM 27 24 22 20 18
ISA
LBS 254 228 209 190 173
TAT°C -15 -15 -15 -15 -15
MIN 5 5 4 4 4
NM 23 20 19 17 15
ISA - 10°C
LBS 238 213 197 180 162
TAT°C -25 -25 -25 -25 -25

8-140 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Time, Distance, and Fuel to Climb

220 KIAS/0.64 MACH
Pressure Altitude: 23,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 12 11 10 9 8
NM 56 49 44 40 36
ISA + 20°C
LBS 382 334 301 271 244
TAT°C 3 3 3 3 3
MIN 10 9 8 7 7
NM 47 41 38 34 31
ISA + 15°C
LBS 345 304 276 250 226
TAT°C -3 -3 -3 -3 -3
MIN 9 8 7 6 6
NM 40 36 32 29 26
ISA + 10°C
LBS 317 282 256 232 210
TAT°C -8 -8 -8 -8 -8
MIN 7 6 6 5 5
NM 31 27 25 23 21
ISA
LBS 280 250 228 208 190
TAT°C -18 -18 -18 -18 -18
MIN 6 5 5 5 4
NM 26 23 21 20 18
ISA - 10°C
LBS 262 235 215 198 178
TAT°C -28 -28 -28 -28 -28

Time, Distance, and Fuel to Climb

220 KIAS/0.64 MACH
Pressure Altitude: 25,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 14 12 11 10 9
NM 65 57 51 44 41
ISA + 20°C
LBS 421 368 331 297 267
TAT°C -1 -1 -1 -1 -1
MIN 12 10 9 8 7
NM 54 48 43 38 34
ISA + 15°C
LBS 379 335 302 272 244
TAT°C -6 -6 -6 -6 -6
MIN 10 9 8 7 7
NM 46 40 37 33 30
ISA + 10°C
LBS 348 306 279 253 228
TAT°C -11 -11 -11 -11 -11
MIN 8 7 6 6 5
NM 35 31 29 26 23
ISA
LBS 305 272 250 227 206
TAT°C -21 -21 -21 -21 -21
MIN 7 6 6 5 5
NM 30 27 25 22 20
ISA - 10°C LBS 285 257 236 214 194
TAT°C -31 -31 -31 -31 -31

Nextant 400XT For Training Purposes Only 8-141

June 2012
 Time, Distance, and Fuel to Climb
220 KIAS/0.64 MACH
Pressure Altitude: 27,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 16 14 12 11 10
NM 76 66 58 52 47
ISA + 20°C
LBS 466 404 362 326 291
TAT°C -3 -3 -3 -3 -3
MIN 13 11 10 9 8
NM 62 54 49 44 39
ISA + 15°C
LBS 416 364 330 296 265
TAT°C -9 -9 -9 -9 -9
MIN 11 10 9 8 7
NM 52 46 42 38 34
ISA + 10°C
LBS 379 335 304 276 248
TAT°C -14 -14 -14 -14 -14
MIN 9 8 7 7 6
NM 40 36 33 34 27
ISA
LBS 333 296 271 267 223
TAT°C -25 -25 -25 -25 -25
MIN 8 7 6 6 5
NM 34 31 28 26 23
ISA - 10°C
LBS 310 278 255 234 212
TAT°C -35 -35 -35 -35 -35

Time, Distance, and Fuel to Climb

220 KIAS/0.64 MACH
Pressure Altitude: 29,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 18 15 14 12 11
NM 89 76 68 60 54
ISA + 20°C
LBS 515 445 398 356 318
TAT°C -6 -6 -6 -6 -6
MIN 15 13 11 10 9
NM 71 62 56 50 45
ISA + 15°C
LBS 454 396 368 323 289
TAT°C -12 -12 -12 -12 -12
MIN 12 11 10 9 8
NM 60 53 48 43 39
ISA + 10°C
LBS 411 364 330 297 269
TAT°C -17 -17 -17 -17 -17
MIN 10 9 8 7 7
NM 46 41 37 34 31
ISA
LBS 362 321 294 267 241
TAT°C -27 -27 -27 -27 -27
MIN 9 8 7 6 6
NM 40 36 33 30 26
ISA - 10°C
LBS 338 304 278 253 228
TAT°C -38 -38 -38 -38 -38

8-142 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Time, Distance, and Fuel to Climb

220 KIAS/0.64 MACH
Pressure Altitude: 31,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 21 18 16 14 12
NM 105 89 79 69 62
ISA + 20°C
LBS 573 491 438 388 346
TAT°C -9 -9 -9 -9 -9
MIN 17 14 13 12 10
NM 83 71 64 57 51
ISA + 15°C
LBS 498 433 389 349 312
TAT°C -15 -15 -15 -15 -15
MIN 14 12 11 10 9
NM 69 60 54 49 44
ISA + 10°C
LBS 449 395 358 323 289
TAT°C -20 -20 -20 -20 -20
MIN 11 10 9 8 7
NM 54 47 43 39 34
ISA
LBS 394 348 318 288 261
TAT°C -30 -30 -30 -30 -30
MIN 10 9 8 7 7
NM 47 42 38 34 31
ISA - 10°C
LBS 371 329 300 274 249
TAT°C -41 -41 -41 -41 -41

Time, Distance, and Fuel to Climb

220 KIAS/0.64 MACH
Pressure Altitude: 33,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 24 20 18 16 14
NM 128 107 94 82 72
ISA + 20°C
LBS 646 546 484 428 379
TAT°C -12 -12 -12 -12 -12
MIN 19 16 14 13 11
NM 97 83 74 66 58
ISA + 15°C
LBS 546 473 423 380 337
TAT°C -17 -17 -17 -17 -17
MIN 16 14 12 11 10
NM 80 69 62 56 50
ISA + 10°C
LBS 40 429 386 349 312
TAT°C -23 -23 -23 -23 -23
MIN 13 11 10 9 8
NM 63 55 48 45 40
ISA
LBS 430 379 345 311 282
TAT°C -33 -33 -33 -33 -33
MIN 11 10 9 8 7
NM 56 49 44 40 36
ISA - 10°C
LBS 406 360 327 298 269
TAT°C -44 -44 -44 -44 -44

Nextant 400XT For Training Purposes Only 8-143

June 2012
 Time, Distance, and Fuel to Climb
220 KIAS/0.64 MACH
Pressure Altitude: 35,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 29 24 20 18 16
NM 157 127 110 95 83
ISA + 20°C
LBS 731 606 530 467 411
TAT°C -16 -16 -16 -16 -16
MIN 21 18 16 14 13
NM 112 95 84 74 66
ISA + 15°C
LBS 597 510 457 408 363
TAT°C -21 -21 -21 -21 -21
MIN 18 15 14 13 11
NM 91 79 71 65 56
ISA + 10°C
LBS 529 462 415 380 334
TAT°C -26 -26 -26 -26 -26
MIN 14 12 11 10 9
NM 72 63 56 51 46
ISA
LBS 464 408 370 335 302
TAT°C -37 -37 -37 -37 -37
MIN 13 11 10 9 8
NM 66 58 52 47 42
ISA - 10°C
LBS 442 389 355 321 290
TAT°C -48 -48 -48 -48 -48

Time, Distance, and Fuel to Climb

220 KIAS/0.64 MACH
Pressure Altitude: 37,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 35 27 23 20 17
NM 199 152 128 110 95
ISA + 20°C
LBS 844 674 582 506 444
TAT°C -18 -18 -18 -18 -18
MIN 24 20 18 16 14
NM 130 109 95 84 74
ISA + 15°C
LBS 650 554 490 437 388
TAT°C -23 -23 -23 -23 -23
MIN 20 17 15 13 12
NM 105 89 79 70 62
ISA + 10°C
LBS 573 495 444 398 355
TAT°C -29 -29 -29 -29 -29
MIN 16 14 12 11 10
NM 83 72 64 57 51
ISA
LBS 500 438 396 357 321
TAT°C -40 -40 -40 -40 -40
MIN 15 13 12 11 9
NM 79 68 60 54 48
ISA - 10°C
LBS 483 423 381 346 310
TAT°C -50 -50 -50 -50 -50

8-144 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Time, Distance, and Fuel to Climb

220 KIAS/0.64 MACH
Pressure Altitude: 39,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 54 34 28 23 20
NM 317 195 156 130 110
ISA + 20°C
LBS 1138 781 650 557 481
TAT°C -18 -18 -18 -18 -18
MIN 28 23 20 18 15
NM 157 127 109 95 83
ISA + 15°C
LBS 726 604 530 468 414
TAT°C -23 -23 -23 -23 -23
MIN 23 19 17 15 13
NM 123 103 90 80 70
ISA + 10°C
LBS 627 535 476 425 378
TAT°C -29 -29 -29 -29 -29
MIN 18 16 14 12 11
NM 98 83 74 65 58
ISA
LBS 548 474 424 381 342
TAT°C -40 -40 -40 -40 -40
MIN 18 15 14 12 11
NM 98 81 71 63 56
ISA - 10°C
LBS 540 464 413 373 332
TAT°C -50 -50 -50 -50 -50

Time, Distance, and Fuel to Climb

220 KIAS/0.64 MACH
Pressure Altitude: 41,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 69 37 28 23
NM 416 215 162 132
ISA + 20°C __
LBS 1276 786 630 532
TAT°C -18 -18 -18 -18
MIN 38 28 23 20 17
NM 220 156 130 110 95
ISA + 15°C
LBS 885 679 581 506 443
TAT°C -23 -23 -23 -23 -23
MIN 28 22 19 17 15
NM 155 122 105 91 80
ISA + 10°C
LBS 712 588 516 456 403
TAT°C -29 -29 -29 -29 -29
MIN 22 18 16 14 12
NM 120 98 86 75 66
ISA
LBS 611 517 458 408 364
TAT°C -40 -40 -40 -40 -40
MIN 23 18 16 14 12
NM 127 99 85 74 64
ISA - 10°C
LBS 621 514 453 403 358
TAT°C -50 -50 -50 -50 -50

Nextant 400XT For Training Purposes Only 8-145

June 2012
 Time, Distance, and Fuel to Climb
220 KIAS/0.64 MACH
Pressure Altitude: 43,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 58 31
NM 355 180
ISA + 20°C __ __ __
LBS 1017 630
TAT°C -18 -18
MIN 51 30 24 20
NM 301 173 136 112
ISA + 15°C __
LBS 1003 680 565 483
TAT°C -23 -23 -23 -23
MIN 59 29 23 19 17
NM 352 161 129 108 93
ISA + 10°C
LBS 1183 685 575 498 435
TAT°C -29 -29 -29 -219 -29
MIN 30 22 19 16 14
NM 167 122 102 88 76
ISA
LBS 732 579 502 442 390
TAT°C -40 -40 -40 -40 -40
MIN 33 23 19 16 14
NM 183 127 104 88 75
ISA - 10°C
LBS 763 583 501 438 385
TAT°C -50 -50 -50 -50 -50

Time, Distance, and Fuel to Climb

220 KIAS/0.64 MACH
Pressure Altitude: 45,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN
NM
ISA + 20°C __ __ __ __ __
LBS
TAT°C
MIN 59 27
NM 357 154
ISA + 15°C __ __ __
LBS 994 567
TAT°C -23 -23
MIN 45 25 20
NM 269 146 114
ISA + 10°C __ __
LBS 869 578 482
TAT°C -29 -29 -29
MIN 32 23 19 16
NM 181 132 106 90
ISA __
LBS 715 571 486 423
TAT°C -40 -40 -40 -40
MIN 58 30 23 19 16
NM 335 168 129 105 88
ISA - 10°C
LBS 1126 682 560 479 415
TAT°C -50 -50 -50 -50 -50

8-146 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Time, Distance, and Fuel to Climb

250 KIAS/0.64 MACH
Pressure Altitude: 5,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 2 2 2 2 1
NM 10 8 8 7 6
ISA + 20°C
LBS 91 77 71 65 59
TAT°C 35 35 35 35 35
MIN 2 2 2 1 1
NM 8 8 7 6 6
ISA + 15°C
LBS 76 70 63 57 52
TAT°C 30 30 30 30 30
MIN 2 1 1 1 1
NM 7 6 6 6 5
ISA + 10°C
LBS 71 60 64 54 48
TAT°C 25 25 25 25 25
MIN 1 1 1 1 1
NM 6 5 5 4 4
ISA
LBS 62 56 52 47 44
TAT°C 14 14 14 14 14
MIN 1 1 1 1 1
NM 5 5 4 4 3
ISA - 10°C
LBS 57 55 53 44 40
TAT°C 4 4 4 4 4

Time, Distance, and Fuel to Climb

250 KIAS/0.64 MACH
Pressure Altitude: 10,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 5 4 4 4 3
NM 22 20 18 17 15
ISA + 20°C
LBS 183 163 149 135 122
TAT°C 27 27 27 27 27
MIN 4 4 4 3 3
NM 19 17 15 14 13
ISA + 15°C
LBS 158 141 128 117 106
TAT°C 22 22 22 22 22
MIN 4 3 3 3 2
NM 16 14 13 12 11
ISA + 10°C
LBS 145 129 119 107 99
TAT°C 16 16 16 16 16
MIN 3 2 2 2 2
NM 12 11 10 9 8
ISA
LBS 125 112 104 96 87
TAT°C 6 6 6 6 6
MIN 2 2 2 2 2
NM 10 9 9 8 7
ISA - 10°C
LBS 116 103 96 85 81
TAT°C -4 -4 -4 -4 -4

Nextant 400XT For Training Purposes Only 8-147

June 2012
 Time, Distance, and Fuel to Climb
250 KIAS/0.64 MACH
Pressure Altitude: 15,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 8 7 6 6 5
NM 39 34 31 28 25
ISA + 20°C
LBS 288 254 230 210 188
TAT°C 19 19 19 19 19
MIN 7 6 5 5 4
NM 32 29 26 23 21
ISA + 15°C
LBS 238 216 197 179 161
TAT°C 14 14 14 14 14
MIN 6 5 5 4 4
NM 27 24 22 20 18
ISA + 10°C
LBS 220 197 179 164 148
TAT°C 8 8 8 8 8
MIN 4 4 3 3 3
NM 20 18 16 15 14
ISA
LBS 188 167 154 141 129
TAT°C -2 -2 -2 -2 -2
MIN 4 3 3 3 2
NM 16 15 14 12 11
ISA - 10°C
LBS 172 154 143 132 119
TAT°C -12 -12 -12 -12 -12

Time, Distance, and Fuel to Climb

250 KIAS/0.64 MACH
Pressure Altitude: 17,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 9 8 7 7 6
NM 46 41 37 33 30
ISA + 20°C
LBS 334 293 265 240 216
TAT°C 15 15 15 15 15
MIN 8 7 6 6 5
NM 38 34 31 28 25
ISA + 15°C
LBS 279 247 225 204 185
TAT°C 10 10 10 10 10
MIN 7 6 5 5 4
NM 32 29 26 24 21
ISA + 10°C
LBS 250 225 205 187 168
TAT°C 5 5 5 5 5
MIN 5 4 4 4 3
NM 23 21 19 17 16
ISA
LBS 212 191 177 162 148
TAT°C -6 -6 -6 -6 -6
MIN 4 4 3 3 3
NM 19 17 16 14 13
ISA - 10°C
LBS 194 176 161 148 136
TAT°C -16 -16 -16 -16 -16

8-148 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Time, Distance, and Fuel to Climb

250 KIAS/0.64 MACH
Pressure Altitude: 19,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 11 10 9 8 7
NM 55 48 44 39 35
ISA + 20°C
LBS 379 334 304 271 245
TAT°C 12 12 12 12 12
MIN 9 8 7 7 6
NM 45 40 36 33 30
ISA + 15°C
LBS 316 281 254 230 207
TAT°C 7 7 7 7 7
MIN 8 7 6 6 5
NM 37 33 30 27 25
ISA + 10°C
LBS 282 251 230 209 190
TAT°C 2 2 2 2 2
MIN 6 5 5 4 3
NM 27 24 22 20 16
ISA
LBS 237 214 196 179 146
TAT°C -9 -9 -9 -9 -9
MIN 5 4 4 4 3
NM 22 20 18 17 15
ISA - 10°C
LBS 217 196 181 166 151
TAT°C -19 -19 -19 -19 -19

Time, Distance, and Fuel to Climb

250 KIAS/0.64 MACH
Pressure Altitude: 21,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 13 11 10 9 8
NM 66 58 52 47 42
ISA + 20°C
LBS 431 379 346 307 276
TAT°C 9 9 9 9 9
MIN 10 9 8 8 7
NM 53 47 42 38 34
ISA + 15°C
LBS 355 316 284 258 231
TAT°C 4 4 4 4 4
MIN 9 8 7 6 6
NM 44 39 35 32 30
ISA + 10°C
LBS 315 281 256 234 210
TAT°C -1 -1 -1 -1 -1
MIN 6 6 5 5 4
NM 32 28 26 23 21
ISA
LBS 267 238 218 198 182
TAT°C -12 -12 -12 -12 -12
MIN 5 5 4 4 4
NM 26 23 21 20 18
ISA - 10°C
LBS 241 217 190 185 170
TAT°C -22 -22 -22 -22 -22

Nextant 400XT For Training Purposes Only 8-149

June 2012
 Time, Distance, and Fuel to Climb
250 KIAS/0.64 MACH
Pressure Altitude: 23,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 15 13 12 10 9
NM 78 68 61 55 49
ISA + 20°C
LBS 489 427 384 346 309
TAT°C 7 7 7 7 7
MIN 12 10 9 9 8
NM 63 54 49 44 40
ISA + 15°C
LBS 400 349 316 286 258
TAT°C 1 1 1 1 1
MIN 10 9 8 7 7
NM 51 45 41 37 33
ISA + 10°C
LBS 351 311 283 258 233
TAT°C -4 -4 -4 -4 -4
MIN 7 6 6 5 4
NM 36 32 30 23 21
ISA
LBS 293 261 240 199 182
TAT°C -15 -15 -15 -15 -15
MIN 6 5 5 5 4
NM 30 27 24 22 20
ISA - 10°C
LBS 265 239 220 202 184
TAT°C -25 -25 -25 -25 -25

Time, Distance, and Fuel to Climb

250 KIAS/0.64 MACH
Pressure Altitude: 25,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 17 15 13 12 11
NM 93 80 72 64 57
ISA + 20°C
LBS 553 480 430 385 343
TAT°C 4 4 4 4 4
MIN 14 12 11 10 9
NM 72 63 57 51 46
ISA + 15°C
LBS 441 392 354 316 284
TAT°C -2 -2 -2 -2 -2
MIN 11 10 9 8 7
NM 58 52 47 42 38
ISA + 10°C
LBS 386 343 312 283 256
TAT°C -7 -7 -7 -7 -7
MIN 8 7 7 6 6
NM 42 37 34 30 28
ISA
LBS 321 288 262 240 218
TAT°C -18 -18 -18 -18 -18
MIN 7 6 6 5 5
NM 34 31 28 26 23
ISA - 10°C
LBS 291 262 240 221 201
TAT°C -28 -28 -28 -28 -28

8-150 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Time, Distance, and Fuel to Climb

250 KIAS/0.64 MACH
Pressure Altitude: 27,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 20 17 15 14 12
NM 112 97 85 75 67
ISA + 20°C
LBS 628 543 483 430 384
TAT°C 1 1 1 1 1
MIN 15 14 12 11 10
NM 84 73 65 59 53
ISA + 15°C
LBS 489 428 386 347 312
TAT°C -4 -4 -4 -4 -4
MIN 13 11 10 9 8
NM 68 59 54 49 44
ISA + 10°C
LBS 427 377 342 310 280
TAT°C -10 -10 -10 -10 -10
MIN 9 8 7 7 6
NM 48 43 99 35 32
ISA
LBS 351 314 286 263 238
TAT°C -20 -20 -20 `-20 -20
MIN 8 7 6 6 5
NM 40 35 32 29 27
ISA - 10°C
LBS 320 287 264 241 219
TAT°C -31 -31 -31 -31 -31

Time, Distance, and Fuel to Climb

250 KIAS/0.64 MACH
Pressure Altitude: 29,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 23 20 18 16 14
NM 133 112 99 88 77
ISA + 20°C
LBS 707 601 536 476 422
TAT°C -3 -3 -3 -3 -3
MIN 17 15 14 12 11
NM 97 84 75 68 60
ISA + 15°C
LBS 536 467 421 379 339
TAT°C -8 -8 -8 -8 -8
MIN 14 12 11 10 9
NM 77 68 61 55 50
ISA + 10°C
LBS 465 410 372 336 303
TAT°C -13 -13 -13 -13 -13
MIN 10 9 8 8 7
NM 55 49 44 40 37
ISA
LBS 382 340 312 284 258
TAT°C -24 -24 -24 -24 -24
MIN 9 8 7 7 6
NM 46 41 37 34 31
ISA - 10°C
LBS 348 313 286 262 237
TAT°C -35 -35 -35 -35 -35

Nextant 400XT For Training Purposes Only 8-151

June 2012
 Time, Distance, and Fuel to Climb
250 KIAS/0.64 MACH
Pressure Altitude: 31,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 26 22 20 17 15
NM 153 128 112 99 87
ISA + 20°C
LBS 776 656 580 515 459
TAT°C -7 -7 -7 -7 -7
MIN 19 17 15 13 12
NM 109 93 84 75 67
ISA + 15°C
LBS 579 501 451 405 363
TAT°C -12 -12 -12 -12 -12
MIN 16 14 12 11 10
NM 86 75 68 61 55
ISA + 10°C
LBS 499 439 397 359 322
TAT°C -18 -18 -18 -18 -18
MIN 11 10 9 8 7
NM 61 55 49 45 41
ISA
LBS 408 365 331 303 275
TAT°C -28 -28 -28 -28 -28
MIN 10 9 8 7 7
NM 52 47 42 38 34
ISA - 10°C
LBS 374 338 306 279 254
TAT°C -39 -39 -39 -39 -39

Time, Distance, and Fuel to Climb

250 KIAS/0.64 MACH
Pressure Altitude: 33,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 30 25 22 19 17
NM 176 144 124 110 96
ISA + 20°C
LBS 851 712 625 551 487
TAT°C -11 -11 -11 -11 -11
MIN 21 18 16 15 13
NM 121 104 92 82 73
ISA + 15°C
LBS 621 538 480 431 385
TAT°C -16 -16 -16 -16 -16
MIN 17 15 13 12 11
NM 96 84 75 68 60
ISA + 10°C
LBS 534 469 423 381 342
TAT°C -22 -22 -22 -22 -22
MIN 12 11 10 9 8
NM 68 61 55 50 45
ISA
LBS 438 388 354 322 291
TAT°C -33 -33 -33 -33 -33
MIN 11 10 9 8 7
NM 59 52 48 43 40
ISA - 10°C
LBS 402 359 328 299 271
TAT°C -43 -43 -43 -43 -43

8-152 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Time, Distance, and Fuel to Climb

250 KIAS/0.64 MACH
Pressure Altitude: 35,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 34 28 24 21 18
NM 202 163 141 122 107
ISA + 20°C
LBS 935 771 673 591 521
TAT°C -16 -16 -16 -16 -16
MIN 23 20 18 16 14
NM 135 115 102 90 80
ISA + 15°C
LBS 666 573 511 457 407
TAT°C -21 -21 -21 -21 -21
MIN 19 16 15 13 12
NM 107 92 83 74 66
ISA + 10°C
LBS 572 498 449 404 364
TAT°C -26 -26 -26 -26 -26
MIN 14 12 11 10 9
NM 77 68 61 55 49
ISA
LBS 468 415 377 341 309
TAT°C -37 -37 -37 -37 -37
MIN 12 11 10 9 8
NM 68 60 54 49 44
ISA - 10°C
LBS 435 386 351 319 289
TAT°C -48 -48 -48 -48 -48

Time, Distance, and Fuel to Climb

250 KIAS/0.64 MACH
Pressure Altitude: 37,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 40 31 27 23 19
NM 244 188 159 137 119
ISA + 20°C
LBS 1048 839 725 630 554
TAT°C -18 -18 -18 -18 -18
MIN 26 22 20 18 15
NM 153 129 113 100 88
ISA + 15°C
LBS 719 617 544 486 432
TAT°C -23 -23 -23 -23 -23
MIN 21 18 16 13 13
NM 121 102 91 79 72
ISA + 10°C
LBS 616 531 478 422 385
TAT°C -29 -29 -29 -29 -29
MIN 16 14 12 11 10
NM 88 77 69 61 54
ISA
LBS 504 445 403 363 328
TAT°C -40 -40 -40 -40 -40
MIN 14 13 12 11 9
NM 81 70 62 56 50
ISA - 10°C
LBS 476 420 377 344 309
TAT°C -50 -50 -50 -50 -50

Nextant 400XT For Training Purposes Only 8-153

June 2012
 Time, Distance, and Fuel to Climb
250 KIAS/0.64 MACH
Pressure Altitude: 39,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 59 38 32 26 22
NM 362 231 187 157 134
ISA + 20°C
LBS 1342 946 793 681 591
TAT°C -18 -18 -18 -18 -18
MIN 30 25 22 20 16
NM 180 147 127 111 97
ISA + 15°C
LBS 795 667 584 517 458
TAT°C -23 -23 -23 -23 -23
MIN 24 20 18 15 14
NM 139 116 102 89 80
ISA + 10°C
LBS 670 571 510 449 408
TAT°C -29 -29 -29 -29 -29
MIN 18 16 14 12 11
NM 103 88 79 69 61
ISA
LBS 552 481 431 387 349
TAT°C -40 -40 -40 -40 -40
MIN 17 15 14 12 11
NM 100 83 73 65 58
ISA - 10°C
LBS 533 461 409 371 331
TAT°C -50 -50 -50 -50 -50

Time, Distance, and Fuel to Climb

250 KIAS/0.64 MACH
Pressure Altitude: 41,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 73 41 31 25
NM 452 246 189 156
ISA + 20°C __
LBS 1441 929 754 642
TAT°C -18 -18 -18 -18
MIN 40 30 25 22 18
NM 243 176 148 126 109
ISA + 15°C
LBS 954 742 635 555 487
TAT°C -23 -23 -23 -23 -23
MIN 29 23 20 17 16
NM 171 135 117 100 90
ISA + 10°C
LBS 755 624 550 480 433
TAT°C -29 -29 -29 -29 -29
MIN 22 18 16 14 12
NM 125 103 91 79 69
ISA
LBS 615 524 465 414 371
TAT°C -40 -40 -40 -40 -40
MIN 22 18 16 14 12
NM 129 101 87 76 66
ISA - 10°C
LBS 614 511 449 401 357
TAT°C -50 -50 -50 -50 -50

8-154 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Time, Distance, and Fuel to Climb

250 KIAS/0.64 MACH
Pressure Altitude: 43,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN 61 33
NM 382 204
ISA + 20°C __ __ __
LBS 1141 740
TAT°C -18 -18
MIN 53 32 26 21
NM 321 191 152 126
ISA + 15°C __
LBS 1066 734 614 527
TAT°C -23 -23 -23 -23
MIN 60 30 24 19 18
NM 368 174 141 117 103
ISA + 10°C
LBS 1226 721 609 522 465
TAT°C -29 -29 -29 -219 -29
MIN 30 22 19 16 14
NM 172 127 107 92 79
ISA
LBS 736 586 509 448 397
TAT°C -40 -40 -40 -40 -40
MIN 32 23 19 16 14
NM 185 129 106 90 77
ISA - 10°C
LBS 756 580 497 436 384
TAT°C -50 -50 -50 -50 -50

Time, Distance, and Fuel to Climb

250 KIAS/0.64 MACH
Pressure Altitude: 45,000 ft
Weight
Temperature Item
16,300 15,000 14,000 13,000 12,000
MIN
NM
ISA + 20°C __ __ __ __ __
LBS
TAT°C
MIN 61 28
NM 373 168
ISA + 15°C __ __ __
LBS 1043 611
TAT°C -23 -23
MIN 46 25 21
NM 281 155 124
ISA + 10°C __ __
LBS 903 602 512
TAT°C -29 -29 -29
MIN 32 23 19 16
NM 186 137 110 93
ISA __
LBS 722 578 492 430
TAT°C -40 -40 -40 -40
MIN 30 23 19 16
NM 170 131 107 90
ISA - 10°C __
LBS 679 556 477 414
TAT°C -50 -50 -50 -50

Nextant 400XT For Training Purposes Only 8-155

June 2012
 Cruise Performance
High Speed Cruise
These tables show airspeed and fuel flow for high speed cruise at each
condition of ambient temperature, pressure altitude, and gross weight.
They also show N1 (fan RPM) which corresponds to maximum cruise
thrust. At some conditions, the airspeed is limited by the maximum
operating airspeed VMO/MMO.

Constant Mach Cruise (MACH – 0.73)

These tables show N1 (fan RPM) and fuel flow for normal cruise
(Mach 0.73) at each condition of temperature, pressure altitude, and
gross weight.

Long Range Cruise

These tables show airspeed, N1 (fan RPM), and fuel flow for long range
cruise at each condition of temperature, pressure altitude, and gross
weight. Long range cruise speed is 99% of the maximum specific range
(NM/LBS).
For all of these tables, the fuel flow PPH is the sum of the fuel flow for
both engines.

8-156 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
High Speed Cruise
Pressure Altitude: 5,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C 37 37 37 37 37
KIAS 264 264 264 264 264
IND M 0.44 0.44 0.44 0.44 0.44
ISA + 20°C KTAS 296 296 296 296 296
%RPM 79.1 79 78.2 78 77.5
PPH 1372 1352 1332 1318 1304
NM/LB 0.216 0.219 0.222 0.225 0.227
TAT°C 31 31 31 31 31
KIAS 264 264 264 264 264
IND M 0.44 0.44 0.44 0.44 0.44
ISA + 15°C KTAS 293 293 293 293 293
%RPM 78.3 78 77.5 77 76.9
PPH 1352 1333 1314 1301 1288
NM/LB 0.217 0.220 0.223 0.225 0.227
TAT°C 26 26 26 26 26
KIAS 264 264 264 264 264
IND M 0.44 0.44 0.44 0.44 0.44
ISA + 10°C KTAS 291 291 291 291 291
%RPM 77.6 77 76.8 77 76.2
PPH 1332 1315 1298 1286 1274
NM/LB 0.218 0.221 0.224 0.226 0.228
TAT°C 16 16 16 16 16
KIAS 264 264 264 264 264
IND M 0.44 0.44 0.44 0.44 0.44
ISA KTAS 286 286 286 286 286
%RPM 76.1 76 75.4 75 74.8
PPH 1296 1282 1268 1255 1242
NM/LB 0.221 0.224 0.226 0.228 0.230
TAT°C 5 5 5 5 5
KIAS 264 264 264 264 264
IND M 0.44 0.44 0.44 0.44 0.44
ISA - 10°C KTAS 281 281 281 281 281
%RPM 74.7 74 74.1 74 73.5
PPH 1264 1250 1236 1224 1212
NM/LB 0.222 0.225 0.227 0.230 0.232

Nextant 400XT For Training Purposes Only 8-157

June 2012
 Cruise Performance
High Speed Cruise
Pressure Altitude: 10,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C 32 32 32 32 32
KIAS 301 301 301 301 301
IND M 0.54 0.54 0.54 0.54 0.54
ISA + 20°C KTAS 357 357 357 357 357
%RPM 88.2 88 87.8 88 87.6
PPH 1646 1633 1620 1613 1606
NM/LB 0.217 0.219 0.220 0.221 0.222
TAT°C 27 27 27 27 27
KIAS 301 301 301 301 301
IND M 0.54 0.54 0.54 0.54 0.54
ISA + 15°C KTAS 354 354 354 354 354
%RPM 87.5 87 87.1 87 86.8
PPH 1624 1612 1600 1592 1584
NM/LB 0.218 0.220 0.221 0.222 0.223
TAT°C 21 21 21 21 21
KIAS 301 301 301 301 301
IND M 0.54 0.54 0.54 0.54 0.54
ISA + 10°C KTAS 351 351 351 351 351
%RPM 86.7 87 86.3 86 86.0
PPH 1604 1588 1572 1567 1562
NM/LB 0.219 0.221 0.223 0.224 0.225
TAT°C 11 11 11 11 11
KIAS 301 301 301 301 301
IND M 0.54 0.54 0.54 0.54 0.54
ISA KTAS 344 344 344 344 344
%RPM 85.1 85 84.7 85 84.4
PPH 1562 1551 1540 1530 1520
NM/LB 0.220 0.222 0.223 0.225 0.226
TAT°C 0 0 0 0 0
KIAS 301 301 301 301 301
IND M 0.54 0.54 0.54 0.54 0.54
ISA - 10°C KTAS 338 338 338 338 338
%RPM 84.6 84 83.9 83 82.8
PPH 1524 1521 1518 1505 1492
NM/LB 0.222 0.223 0.223 0.225 0.227

8-158 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
High Speed Cruise
Pressure Altitude: 15,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C 27 27 27 27 27
KIAS 320 320 320 320 320
IND M 0.63 0.63 0.63 0.63 0.63
ISA + 20°C KTAS 409 409 409 409 409
%RPM 94.1 94 93.8 94 93.6
PPH 1806 1795 1784 1776 1768
NM/LB 0.226 0.228 0.229 0.230 0.231
TAT°C 22 22 22 22 22
KIAS 320 320 320 320 320
IND M 0.63 0.63 0.63 0.63 0.63
ISA + 15°C KTAS 406 406 406 406 406
%RPM 93.2 93 93.0 93 92.7
PPH 1784 1773 1762 1754 1746
NM/LB 0.228 0.229 0.230 0.232 0.233
TAT°C 16 16 16 16 16
KIAS 320 320 320 320 320
IND M 0.63 0.63 0.63 0.63 0.63
ISA + 10°C KTAS 402 402 402 402 402
%RPM 92.5 92 92.2 91 90.2
PPH 1762 1751 1740 1709 1678
NM/LB 0.228 0.230 0.231 0.236 0.240
TAT°C 5 5 5 5 5
KIAS 320 320 320 320 320
IND M 0.63 0.63 0.63 0.63 0.63
ISA KTAS 394 394 394 394 394
%RPM 90.8 91 90.4 90 90.2
PPH 1716 1705.5 1695 1686.5 1678
NM/LB 0.230 0.231 0.232 0.234 0.235
TAT°C -5 -5 -5 -5 -5
KIAS 320 320 320 320 320
IND M 0.63 0.63 0.63 0.63 0.63
ISA - 10°C KTAS 387 387 387 387 387
%RPM 89.0 89 88.7 89 88.5
PPH 1670 1660 1650 1642 1634
NM/LB 0.232 0.234 0.235 0.236 0.237

Nextant 400XT For Training Purposes Only 8-159

June 2012
 Cruise Performance
High Speed Cruise
Pressure Altitude: 17,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C 25 25 25 25 25
KIAS 320 320 320 320 320
IND M 0.66 0.66 0.66 0.66 0.66
ISA + 20°C KTAS 422 422 422 422 422
%RPM 95.3 95 95 95 94.8
PPH 1797 1786 1774 1766 1757
NM/LB 0.235 0.237 0.238 0.239 0.240
TAT°C 19 19 19 19 19
KIAS 320 320 320 320 320
IND M 0.66 0.66 0.66 0.66 0.66
ISA + 15°C KTAS 419 419 419 419 419
%RPM 94.4 94 94.2 94 93.9
PPH 1773 1763 1752 1744 1735
NM/LB 0.237 0.238 0.239 0.241 0.242
TAT°C 14 14 14 14 14
KIAS 320 320 320 320 320
IND M 0.66 0.66 0.66 0.66 0.66
ISA + 10°C KTAS 415 415 415 415 415
%RPM 93.7 93.5 93.3 92.5 92.2
PPH 1751 1741 1730 1710 1690
NM/LB 0.237 0.239 0.24 0.243 0.246
TAT°C 3 3 3 3 3
KIAS 320 320 320 320 320
IND M 0.66 0.66 0.66 0.66 0.66
ISA KTAS 407 407 407 407 407
%RPM 91.9 92 91.5 91.5 91.3
PPH 1706 1695 1685 1676 1668
NM/LB 0.239 0.240 0.241 0.243 0.244
TAT°C -8 -8 -8 -8 -8
KIAS 320 320 320 320 320
IND M 0.66 0.66 0.66 0.66 0.66
ISA - 10°C KTAS 399 399 399 399 399
%RPM 90.05 90 90.15 90.5 89.95
PPH 1660 1655 1650 1642 1633
NM/LB 0.24 0.241 0.242 0.243 0.244

8-160 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
High Speed Cruise
Pressure Altitude: 19,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C 22 22 22 22 22
KIAS 320 320 320 320 320
IND M 0.68 0.68 0.68 0.68 0.68
ISA + 20°C KTAS 435 435 435 435 435
%RPM 96.5 96 96.2 96 95.9
PPH 1788 1776 1764 1755 1746
NM/LB 0.243 0.245 0.247 0.248 0.249
TAT°C 17 17 17 17 17
KIAS 320 320 320 320 320
IND M 0.68 0.68 0.68 0.68 0.68
ISA + 15°C KTAS 431 431 431 431 431
%RPM 95.6 95 95.3 95 95.0
PPH 1762 1752 1742 1733 1724
NM/LB 0.245 0.246 0.247 0.249 0.250
TAT°C 11 11 11 11 11
KIAS 320 320 320 320 320
IND M 0.68 0.68 0.68 0.68 0.68
ISA + 10°C KTAS 427 427 427 427 427
%RPM 94.8 95 94.4 94 94.1
PPH 1740 1730 1720 1711 1702
NM/LB 0.245 0.247 0.248 0.250 0.251
TAT°C 0 0 0 0 0
KIAS 320 320 320 320 320
IND M 0.68 0.68 0.68 0.68 0.68
ISA KTAS 419 419 419 419 419
%RPM 93.0 93 92.6 93 92.4
PPH 1696 1685 1674 1666 1658
NM/LB 0.247 0.249 0.250 0.252 0.253
TAT°C -11 -11 -11 -11 -11
KIAS 320 320 320 320 320
IND M 0.68 0.68 0.68 0.68 0.68
ISA - 10°C KTAS 410 410 410 410 410
%RPM 91.1 91 91.6 92 91.4
PPH 1650 1650 1650 1641 1632
NM/LB 0.248 0.248 0.248 0.250 0.251

Nextant 400XT For Training Purposes Only 8-161

June 2012
 Cruise Performance
High Speed Cruise
Pressure Altitude: 21,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C 20 20 20 20 20
KIAS 320 320 320 320 320
IND M 0.71 0.71 0.71 0.71 0.71
ISA + 20°C KTAS 448 448 448 448 448
%RPM 97.8 97.5 97.4 97 97.1
PPH 1794 1782 1770 1752 1733
NM/LB 0.250 0.252 0.253 0.256 0.258
TAT°C 14 14 14 14 14
KIAS 320 320 320 320 320
IND M 0.71 0.71 0.71 0.71 0.71
ISA + 15°C KTAS 444 444 444 444 444
%RPM 96.9 96.5 96.5 96.5 96.2
PPH 1769 1758 1746 1729 1712
NM/LB 0.251 0.253 0.254 0.257 0.259
TAT°C 9 9 9 9 9
KIAS 320 320 320 320 320
IND M 0.71 0.71 0.71 0.71 0.71
ISA + 10°C KTAS 440 440 440 440 440
%RPM 96 96 95.6 95.5 95.5
PPH 1746 1735 1724 1720 1715
NM/LB 0.252 0.254 0.255 0.256 0.257
TAT°C -2 -2 -2 -2 -2
KIAS 320 320 320 320 320
IND M 0.71 0.71 0.71 0.71 0.71
ISA KTAS 431 431 431 431 431
%RPM 94.2 94 94 94 93.5
PPH 1700 1689 1678 1662 1645
NM/LB 0.254 0.256 0.257 0.26 0.262
TAT°C -13 -13 -13 -13 -13
KIAS 320 320 320 320 320
IND M 0.71 0.71 0.71 0.71 0.71
ISA - 10°C KTAS 422 422 422 422 422
%RPM 92.2 92 91.9 92 92
PPH 1653 1648 1642 1626 1609
NM/LB 0.255 0.256 0.257 0.26 0.262

8-162 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
High Speed Cruise
Pressure Altitude: 23,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C 17 17 17 17 17
KIAS 320 320 320 320 320
IND M 0.73 0.73 0.73 0.73 0.73
ISA + 20°C KTAS 460 460 460 460 460
%RPM 99.0 99 98.6 98 98.2
PPH 1800 1788 1776 1748 1720
NM/LB 0.256 0.258 0.259 0.263 0.267
TAT°C 11 11 11 11 11
KIAS 320 320 320 320 320
IND M 0.73 0.73 0.73 0.73 0.73
ISA + 15°C KTAS 456 456 456 456 456
%RPM 98.1 98 97.7 98 97.3
PPH 1776 1763 1750 1725 1700
NM/LB 0.257 0.259 0.261 0.265 0.268
TAT°C 6 6 6 6 6
KIAS 320 320 320 320 320
IND M 0.73 0.73 0.73 0.73 0.73
ISA + 10°C KTAS 452 452 452 452 452
%RPM 97.1 97 96.8 97 96.8
PPH 1752 1740 1728 1728 1728
NM/LB 0.258 0.260 0.262 0.262 0.262
TAT°C -5 -5 -5 -5 -5
KIAS 320 320 320 320 320
IND M 0.73 0.73 0.73 0.73 0.73
ISA KTAS 443 443 443 443 443
%RPM 95.3 95 95.3 95 94.5
PPH 1704 1693 1682 1657 1632
NM/LB 0.260 0.262 0.263 0.267 0.271
TAT°C -16 -16 -16 -16 -16
KIAS 320 320 320 320 320
IND M 0.73 0.73 0.73 0.73 0.73
ISA - 10°C KTAS 433 433 433 433 433
%RPM 93.3 93 92.2 92 92.6
PPH 1656 1645 1634 1610 1586
NM/LB 0.261 0.263 0.265 0.269 0.273

Nextant 400XT For Training Purposes Only 8-163

June 2012
 Cruise Performance
High Speed Cruise
Pressure Altitude: 25,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C 15 15 15 15 15
KIAS 318 318 318 318 318
IND M 0.76 0.76 0.76 0.76 0.76
ISA + 20°C KTAS 472 472 472 472 472
%RPM 100.2 100 99.7 99 99.2
PPH 1768 1760 1752 1729 1706
NM/LB 0.268 0.269 0.27 0.273 0.277
TAT°C 9 9 9 9 9
KIAS 318 318 318 318 318
IND M 0.76 0.76 0.76 0.76 0.76
ISA + 15°C KTAS 468 468 468 468 468
%RPM 99.2 99 98.7 98.5 98.3
PPH 1744 1736 1728 1707 1685
NM/LB 0.269 0.270 0.271 0.275 0.278
TAT°C 4 4 4 4 4
KIAS 318 318 318 318 318
IND M 0.76 0.76 0.76 0.76 0.76
ISA + 10°C KTAS 464 464 464 464 464
%RPM 98.3 98 97.8 98 97.5
PPH 1720 1713 1705 1696 1687
NM/LB 0.270 0.271 0.272 0.274 0.276
TAT°C -8 -8 -8 -8 -8
KIAS 318 318 318 318 318
IND M 0.76 0.76 0.76 0.76 0.76
ISA KTAS 454 454 454 454 454
%RPM 96.4 96 96.1 96 95.4
PPH 1673 1658 1643 1630 1617
NM/LB 0.272 0.275 0.277 0.279 0.281
TAT°C -19 -19 -19 -19 -19
KIAS 318 318 318 318 318
IND M 0.76 0.76 0.76 0.76 0.76
ISA - 10°C KTAS 444 444 444 444 444
%RPM 94.35 94 93.5 93.5 93.45
PPH 1626 1611 1596 1583 1570
NM/LB 0.273 0.276 0.279 0.281 0.283

8-164 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
High Speed Cruise
Pressure Altitude: 27,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C 12 12 12 12 12
KIAS 315 315 315 315 315
IND M 0.78 0.78 0.78 0.78 0.78
ISA + 20°C KTAS 484 484 484 484 484
%RPM 101.3 101 100.7 100 100.2
PPH 1736 1732 1728 1710 1692
NM/LB 0.279 0.280 0.280 0.283 0.286
TAT°C 6 6 6 6 6
KIAS 315 315 315 315 315
IND M 0.78 0.78 0.78 0.78 0.78
ISA + 15°C KTAS 480 480 480 480 480
%RPM 100.3 100 99.7 99 99.2
PPH 1712 1709 1706 1688 1670
NM/LB 0.280 0.281 0.281 0.284 0.287
TAT°C 1 1 1 1 1
KIAS 315 315 315 315 315
IND M 0.78 0.78 0.78 0.78 0.78
ISA + 10°C KTAS 475 475 475 475 475
%RPM 99.4 99 98.8 99 98.2
PPH 1688 1685 1682 1664 1646
NM/LB 0.281 0.282 0.282 0.286 0.289
TAT°C -11 -11 -11 -11 -11
KIAS 315 315 315 315 315
IND M 0.78 0.78 0.78 0.78 0.78
ISA KTAS 465 465 465 465 465
%RPM 97.4 97 96.8 97 96.3
PPH 1642 1623 1604 1603 1602
NM/LB 0.283 0.287 0.290 0.290 0.290
TAT°C -22 -22 -22 -22 -22
KIAS 315 315 315 315 315
IND M 0.78 0.78 0.78 0.78 0.78
ISA - 10°C KTAS 455 455 455 455 455
%RPM 95.4 95 94.8 95 94.3
PPH 1596 1577 1558 1556 1554
NM/LB 0.285 0.289 0.292 0.293 0.293

Nextant 400XT For Training Purposes Only 8-165

June 2012
 Cruise Performance
High Speed Cruise
Pressure Altitude: 29,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C 6 7 7 7 7
KIAS 294 295 296 297 298
IND M 0.76 0.77 0.77 0.77 0.77
ISA + 20°C KTAS 468 471 471 474 474
%RPM 99.6 99.5 99.3 99 98.9
PPH 1520 1518 1516 1506 1496
NM/LB 0.313 0.315 0.316 0.319 0.322
TAT°C 7 2 2 2 2
KIAS 298 301 302 302 302
IND M 0.77 0.78 0.78 0.78 0.78
ISA + 15°C KTAS 474 476 476 476 476
%RPM 98.9 99.5 99.4 99 98.7
PPH 1496 1556 1564 1545 1525
NM/LB 0.322 0.308 0.307 0.311 0.315
TAT°C -4 -4 -4 -4 -4
KIAS 302 302 302 302 302
IND M 0.78 0.78 0.78 0.78 0.78
ISA + 10°C KTAS 471 471 471 471 471
%RPM 99.2 98.5 98.4 98.5 97.7
PPH 1570 1556 1542 1523 1504
NM/LB 0.302 0.305 0.308 0.312 0.316
TAT°C -15 -15 -15 -15 -15
KIAS 302 302 302 302 302
IND M 0.78 0.78 0.78 0.78 0.78
ISA KTAS 461 461 461 461 461
%RPM 97.2 96.5 96.4 96.5 95.8
PPH 1526 1505 1484 1474 1463
NM/LB 0.304 0.309 0.313 0.315 0.318
TAT°C -26 -26 -26 -26 -26
KIAS 302 302 302 302 302
IND M 0.78 0.78 0.78 0.78 0.78
ISA - 10°C KTAS 451 451 451 451 451
%RPM 95.1 95 94.8 94.5 94.2
PPH 1482 1466 1449 1438 1427
NM/LB 0.306 0.31 0.313 0.316 0.319

8-166 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
High Speed Cruise
Pressure Altitude: 31,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C 0 1 1 1 1
KIAS 273 275 277 279 281
IND M 0.74 0.75 0.75 0.76 0.76
ISA + 20°C KTAS 452 458 458 464 464
%RPM 97.9 98 97.8 98 97.5
PPH 1304 1304 1304 1302 1300
NM/LB 0.347 0.349 0.351 0.354 0.357
TAT°C -3 -3 -3 -3 -3
KIAS 285 287 289 289 289
IND M 0.77 0.78 0.78 0.78 0.78
ISA + 15°C KTAS 466 472 472 472 472
%RPM 98.4 99 99.0 99 98.2
PPH 1384 1403 1422 1401 1380
NM/LB 0.337 0.335 0.332 0.337 0.342
TAT°C -8 -8 -8 -8 -8
KIAS 289 289 289 289 289
IND M 0.78 0.78 0.78 0.78 0.78
ISA + 10°C KTAS 467 467 467 467 467
%RPM 98.9 98 98.0 98 97.2
PPH 1452 1427 1402 1382 1362
NM/LB 0.322 0.328 0.333 0.338 0.343
TAT°C -20 -20 -20 -20 -20
KIAS 289 289 289 289 289
IND M 0.78 0.78 0.78 0.78 0.78
ISA KTAS 457 457 457 457 457
%RPM 96.9 96 96.0 96 95.2
PPH 1410 1387 1364 1344 1324
NM/LB 0.324 0.330 0.335 0.340 0.345
TAT°C -31 -31 -31 -31 -31
KIAS 289 289 289 289 289
IND M 0.78 0.78 0.78 0.78 0.78
ISA - 10°C KTAS 447 447 447 447 447
%RPM 94.8 95 94.8 94 94.1
PPH 1368 1354 1340 1320 1300
NM/LB 0.327 0.331 0.334 0.339 0.344

Nextant 400XT For Training Purposes Only 8-167

June 2012
 Cruise Performance
High Speed Cruise
Pressure Altitude: 33,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C -4 -3 -3 -2 -2
KIAS 265 267 269 271 273
IND M 0.75 0.76 0.76 0.77 0.77
ISA + 20°C KTAS 455 461 461 467 467
%RPM 98.4 98.5 98 98 98
PPH 1245 1240 1235 1240 1244
NM/LB 0.366 0.370 0.374 0.375 0.376
TAT°C -7 -7 -7 -7 -7
KIAS 275 276 277 277 277
IND M 0.78 0.78 0.78 0.78 0.78
ISA + 15°C KTAS 465 468 468 468 468
%RPM 99.4 99.5 98.8 98.5 97.9
PPH 1334 1328 1322 1299 1275
NM/LB 0.349 0.353 0.356 0.363 0.37
TAT°C -13 -13 -13 -13 -13
KIAS 277 277 277 277 277
IND M 0.78 0.78 0.78 0.78 0.78
ISA + 10°C KTAS 463 463 463 463 463
%RPM 99.2 98.5 97.8 97.5 96.9
PPH 1359 1332 1304 1281 1258
NM/LB 0.343 0.350 0.357 0.364 0.371
TAT°C -24 -24 -24 -24 -24
KIAS 277 277 277 277 277
IND M 0.78 0.78 0.78 0.78 0.78
ISA KTAS 453 453 453 453 453
%RPM 97.1 96 95.8 95.5 94.8
PPH 1320 1294 1267 1245 1222
NM/LB 0.345 0.353 0.36 0.367 0.373
TAT°C -35 -35 -35 -35 -35
KIAS 277 277 277 277 277
IND M 0.78 0.78 0.78 0.78 0.78
ISA - 10°C KTAS 443 443 443 443 443
%RPM 95 95 94.6 93.5 93.2
PPH 1280 1263 1245 1219 1193
NM/LB 0.347 0.353 0.358 0.366 0.374

8-168 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
High Speed Cruise
Pressure Altitude: 35,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C -8 -7 -7 -6 -6
KIAS 257 259 261 263 264
IND M 0.76 0.77 0.77 0.78 0.78
ISA + 20°C KTAS 457 463 463 469 469
%RPM 98.8 99 98.2 98 1 98.5
PPH 1186 1176 1166 177 1188
NM/LB 0.385 0.391 0.397 0.396 0.395
TAT°C -12 -12 -12 -12 -12
KIAS 264 264 264 264 264
IND M 0.78 0.78 0.78 0.78 0.78
ISA + 15°C KTAS 464 464 464 464 464
%RPM 100.4 100 98.6 98 97.5
PPH 1284 1253 1222 1196 1170
NM/LB 0.361 0.371 0.38 0.389 0.397
TAT°C -17 -17 -17 -17 -17
KIAS 264 264 264 264 264
IND M 0.78 0.78 0.78 0.78 0.78
ISA + 10°C KTAS 459 459 459 459 459
%RPM 99.4 99 97.6 97 96.5
PPH 1266 1236 1206 1180 1154
NM/LB 0.363 0.372 0.381 0.390 0.398
TAT°C -28 -28 -28 -28 -28
KIAS 264 264 264 264 264
IND M 0.78 0.78 0.78 0.78 0.78
ISA KTAS 449 449 449 449 449
%RPM 97.3 96 95.6 95 94.4
PPH 1230 1200 1170 1145 1120
NM/LB 0.365 0.375 0.384 0.393 0.401
TAT°C -40 -40 -40 -40 -40
KIAS 264 264 264 264 264
IND M 0.78 0.78 0.78 0.78 0.78
ISA - 10°C KTAS 438 438 438 438 438
%RPM 95.2 95 94.4 93 92.3
PPH 1192 1171 1150 1118 1086
NM/LB 0.367 0.374 0.381 0.392 0.403

Nextant 400XT For Training Purposes Only 8-169

June 2012
 Cruise Performance
High Speed Cruise
Pressure Altitude: 37,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C -11 -10 -10 -9 -8
KIAS 239 243 246 249 251
IND M 0.74 0.76 0.76 0.77 0.78
ISA + 20°C KTAS 443 455 455 461 467
%RPM 98.5 98.5 98.2 98.0 98.2
PPH 1071 1070 1069 1075 1081
NM/LB 0.418 0.424 0.43 0.432 0.434
TAT°C -15 -15 -14 -14 -14
KIAS 248 250 251 251 251
IND M 0.77 0.77 0.78 0.78 0.78
ISA + 15°C KTAS 456 456 462 462 462
%RPM 99.7 99.5 98.6 98.0 97.2
PPH 1149 1135 1121 1094 1066
NM/LB 0.4 0.407 0.414 0.425 0.436
TAT°C -20 -20 -20 -20 -20
KIAS 251 252 253 253 253
IND M 0.78 0.78 0.78 0.78 0.78
ISA + 10°C KTAS 457 457 457 457 457
%RPM 99.7 99.5 98.7 98.0 97.0
PPH 1169 1155 1140 1111 1081
NM/LB 0.392 0.398 0.404 0.415 0.426
TAT°C -31 -31 -31 -31 -31
KIAS 253 253 253 253 253
IND M 0.78 0.78 0.78 0.78 0.78
ISA KTAS 447 447 447 447 447
%RPM 98.7 97.5 96.6 96.0 94.9
PPH 1174 1140 1106 1078 1050
NM/LB 0.383 0.395 0.407 0.418 0.429
TAT°C -42 -42 -42 -42 -42
KIAS 253 253 253 253 253
IND M 0.78 0.78 0.78 0.78 0.78
ISA - 10°C KTAS 436 436 436 436 436
%RPM 96.5 95.8 94.9 93.7 92.8
PPH 1138 1109 1080 1049 1018
NM/LB 0.385 0.395 0.407 0.419 0.431

8-170 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
High Speed Cruise
Pressure Altitude: 39,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C -13 -11 -11 -10 -9
KIAS 221 226 231 235 238
IND M 0.72 0.74 0.75 0.76 0.77
ISA + 20°C KTAS 431 443 449 455 461
%RPM 98.2 98 98.1 98 97.9
PPH 956 964 972 973 974
NM/LB 0.451 0.457 0.462 0.468 0.473
TAT°C -16 -16 -15 -15 -15
KIAS 231 235 238 238 238
IND M 0.75 0.76 0.77 0.77 0.77
ISA + 15°C KTAS 444 450 456 456 456
%RPM 98.9 99 98.6 98 96.9
PPH 1014 1017 1020 991 962
NM/LB 0.438 0.443 0.447 0.461 0.474
TAT°C -20 -20 -20 -20 -20
KIAS 238 240 241 241 241
IND M 0.77 0.78 0.78 0.78 0.78
ISA + 10°C KTAS 451 457 457 457 457
%RPM 99.9 100 99.7 99 97.5
PPH 1072 1073 1074 1041 1008
NM/LB 0.421 0.424 0.426 0.440 0.453
TAT°C -31 -31 -31 -31 -31
KIAS 241 241 241 241 241
IND M 0.78 0.78 0.78 0.78 0.78
ISA KTAS 447 447 447 447 447
%RPM 100.0 99 97.6 97 95.4
PPH 1118 1080 1042 1011 980
NM/LB 0.4 0.415 0.429 0.443 0.456
TAT°C -42 -42 -42 -42 -42
KIAS 241 241 241 241 241
IND M 0.78 0.78 0.78 0.78 0.78
ISA -10°C KTAS 436 436 436 436 436
%RPM 97.8 96.6 95.4 94.4 93.3
PPH 1084 1047 1010 980 950
NM/LB 0.402 0.416 0.432 0.445 0.459

Nextant 400XT For Training Purposes Only 8-171

June 2012
 Cruise Performance
High Speed Cruise
Pressure Altitude: 41,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C -13 -12 -11
KIAS 207 214 218
IND M 0.71 0.73 0.74
ISA + 20°C KTAS __ __ 420 432 438
%RPM 97.8 97.5 97.3
PPH 772 860 860
NM/LB 0.577 0.511 0.522
TAT°C -18 -16 -16 -16
KIAS 214 220 222 224
IND M 0.73 0.75 0.75 0.76
ISA + 15°C KTAS __ 432 444 444 450
%RPM 98.9 98.5 98.0 97.2
PPH 913 916 901 886
NM/LB 0.474 0.486 0.497 0.511
TAT°C -22 -20 -20 -20 -20
KIAS 221 225 227 229 229
IND M 0.75 0.77 0.77 0.78 0.78
ISA + 10°C KTAS 439 451 451 457 457
%RPM 100.3 99.8 99.9 99.3 97.8
PPH 980 977 983 964 930
NM/LB 0.451 0.462 0.463 0.475 0.491
TAT°C -31 -31 -31 -31 -31
KIAS 229 231 231 231 231
IND M 0.78 0.78 0.78 0.78 0.78
ISA KTAS 447 447 447 447 447
%RPM 101.6 101.5 99.4 98.3 96.7
PPH 1056 1050 1005 967 931
NM/LB 0.422 0.427 0.446 0.464 0.482
TAT°C -42 -42 -42 -42 -42
KIAS 229 231 231 231 231
IND M 0.78 0.78 0.78 0.78 0.78
ISA -10°C KTAS 436 436 436 436 436
%RPM 99.3 99.2 97.2 95.9 94.6
PPH 1024 1018 974 936 902
NM/LB 0.424 0.429 0.449 0.467 0.485

8-172 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
High Speed Cruise
Pressure Altitude: 43,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C -17 -15 -13
KIAS 183 192 198
IND M 0.66 0.69 0.71
ISA + 20°C KTAS __ __ 395 413 425
%RPM 97.5 97.0 96.7
PPH 572 746 746
NM/LB 0.691 0.554 0.57
TAT°C -20 -18 -18 -16
KIAS 192 201 205 210
IND M 0.69 0.72 0.73 0.75
ISA + 15°C KTAS __ 408 426 432 444
%RPM 98.8 98.3 97.9 97.5
PPH 808 812 811 810
NM/LB 0.505 0.525 0.533 0.548

TAT°C -23 -22 -21 -20 -20

KIAS 204 210 213 216 216
IND M 0.73 0.75 0.76 0.77 0.77
ISA + 10°C KTAS 427 439 445 451 451
%RPM 100.6 99.6 100.1 99.6 98.1
PPH 888 880 892 886 852
NM/LB 0.481 0.499 0.499 0.509 0.529

TAT°C -32 -31 -31 -31 -31

KIAS 216 220 220 220 220
IND M 0.77 0.78 0.78 0.78 0.78
ISA KTAS 441 447 447 447 447
%RPM 103.1 103.9 101.1 99.5 98.0
PPH 994 1020 968 922 882
NM/LB 0.444 0.438 0.462 0.485 0.507
TAT°C -43 -42 -42 -42 -42
KIAS 216 220 220 220 220
IND M 0.77 0.78 0.78 0.78 0.78
ISA -10°C KTAS 430 436 436 436 436
%RPM 100.8 101.7 98.9 97.3 95.9
PPH 964 988 938 892 854
NM/LB 0.446 0.441 0.465 0.489 0.511

Nextant 400XT For Training Purposes Only 8-173

June 2012
 Cruise Performance
High Speed Cruise
Pressure Altitude: 45,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C -16
KIAS 177
IND M 0.67
ISA + 20°C KTAS __ __ __ __ 401
%RPM 96.8
PPH 668
NM/LB 0.600
TAT°C -20 -18
KIAS 186 192
IND M 0.70 0.72
ISA + 15°C KTAS __ __ __ 414 426
%RPM 98 97.3
PPH 724 718
NM/LB 0.572 0.593
TAT°C -23 -22 -21
KIAS 195 201 204
IND M 0.73 0.75 0.76
ISA + 10°C KTAS __ __ 427 439 445
%RPM 99.8 99.5 99.0
PPH 790 794 790
NM/LB 0.541 0.553 0.563
TAT°C -33 -32 -32 -31 -31
KIAS 201 204 207 209 209
IND M 0.75 0.76 0.77 0.78 0.78
ISA KTAS 429 435 441 447 447
%RPM 103.3 102.6 101.3 102.1 99.9
PPH 894 890 878 898 850
NM/LB 0.48 0.489 0.502 0.498 0.526
TAT°C -44 -43 -43 -42 -42
KIAS 201 204 206 210 209
IND M 0.75 0.76 0.77 0.78 0.78
ISA -10°C KTAS 419 425 430 436 436
%RPM 101.1 97.7 99.0 99.8 97.6
PPH 900 862 850 870 824
NM/LB 0.466 0.493 0.506 0.501 0.529

8-174 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
Constant Mach Cruise, 0.73 MI
Pressure Altitude: 23,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C 17 17 17 17 17
KIAS 319 319 319 319 319
KTAS 460 460 460 460 460
ISA + 20°C
%RPM 99.5 99.3 99.1 99.0 98.8
PPH 1832 1818 1806 1800 1786
NM/LB 0.251 0.253 0.255 0.256 0.258
TAT °C 11 11 11 11 11
KIAS 319 319 319 319 319
KTAS 456 456 456 456 456
ISA + 15°C
%RPM 98.6 98.4 98.2 98.1 97.9
PPH 1806 1796 1782 1778 1762
NM/LB 0.252 0.254 0.256 0.256 0.259
TAT °C 6 6 6 6 6
KIAS 319 319 319 319 319
KTAS 452 452 452 452 452
ISA + 10°C
%RPM 97.7 97.5 97.3 97.2 97.0
PPH 1784 1770 1758 1752 1738
NM/LB 0.253 0.255 0.257 0.258 0.26
TAT°C -5 -5 -5 -5 -5
KIAS 319 319 319 319 319
KTAS 443 443 443 443 443
ISA
%RPM 95.8 95.6 95.4 95.3 95.1
PPH 1736 1722 1710 1706 1692
NM/LB 0.255 0.257 0.259 0.26 0.262
TAT °C -16 -16 -16 -16 -16
KIAS 319 319 319 319 319
KTAS 433 433 433 433 433
ISA -10°C
%RPM 93.9 93.7 93.5 93.4 93.2
PPH 1686 1674 1662 1656 1644
NM/LB 0.257 0.259 0.261 0.261 0.263

Nextant 400XT For Training Purposes Only 8-175

June 2012
 Cruise Performance
Constant Mach Cruise, 0.73 MI
Pressure Altitude: 25,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C 12 12 12 12 12
KIAS 306 306 306 306 306
KTAS 457 457 457 457 457
ISA + 20°C
%RPM 99.0 98.8 98.6 98.4 98.2
PPH 1686 1674 1662 1652 1640
NM/LB 0.271 0.273 0.275 0.277 0.279
TAT °C 7 7 7 7 7
KIAS 306 306 306 306 306
KTAS 452 452 452 452 452
ISA + 15°C
%RPM 98.1 97.9 97.7 97.5 97.3
PPH 1662 1652 1640 1628 1616
NM/LB 0.272 0.274 0.276 0.278 0.28
TAT °C 1 1 1 1 1
KIAS 306 306 306 306 306
KTAS 448 448 448 448 448
ISA + 10°C %RPM 97.1 96.9 96.8 96.6 96.4
PPH 1640 1628 1618 1608 1596
NM/LB 0.273 0.275 0.277 0.279 0.281
TAT°C -10 -10 -10 -10 -10
KIAS 306 306 306 306 306
KTAS 439 439 439 439 439
ISA
%RPM 95.2 95 94.8 94.7 94.5
PPH 1594 1584 1574 1564 1552
NM/LB 0.275 0.277 0.279 0.281 0.283
TAT °C -21 -21 -21 -21 -21
KIAS 306 306 306 306 306
KTAS 430 430 430 430 430
ISA -10°C
%RPM 93.3 93.1 92.9 92.7 92.5
PPH 1548 1538 1528 1518 1506
NM/LB 0.278 0.28 0.281 0.283 0.286

8-176 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
Constant Mach Cruise, 0.73 MI
Pressure Altitude: 27,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C 8 8 8 8 8
KIAS 293 293 293 293 293
KTAS 453 453 453 453 453
ISA + 20°C
%RPM 98.6 98.3 98.0 97.8 97.6
PPH 1550 1540 1524 1512 1498
NM/LB 0.292 0.294 0.297 0.3 0.302
TAT °C 3 3 3 3 3
KIAS 293 293 293 293 293
KTAS 449 449 449 449 449
ISA + 15°C
%RPM 97.6 97.4 97.1 96.9 96.6
PPH 1530 1520 1504 1492 1478
NM/LB 0.293 0.295 0.299 0.301 0.304
TAT °C -3 -3 -3 -3 -3
KIAS 293 293 293 293 293
KTAS 444 444 444 444 444
ISA + 10°C
%RPM 96.7 96.5 96.2 96.0 95.7
PPH 1510 1498 1482 1470 1458
NM/LB 0.294 0.296 0.3 0.302 0.305
TAT°C -14 -14 -14 -14 -14
KIAS 293 293 293 293 293
KTAS 435 435 435 435 435
ISA
%RPM 94.7 94.5 94.3 94.1 93.8
PPH 1468 1456 1442 1430 1418
NM/LB 0.296 0.299 0.302 0.304 0.307
TAT °C -25 -25 -25 -25 -25
KIAS 293 293 293 293 293
KTAS 426 426 426 426 426
ISA -10°C
%RPM 92.8 92.6 92.3 92.1 91.8
PPH 1424 1414 1400 1388 1376
NM/LB 0.299 0.301 0.304 0.307 0.31

Nextant 400XT For Training Purposes Only 8-177

June 2012
 Cruise Performance
Constant Mach Cruise, 0.73 MI
Pressure Altitude: 29,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C 4 4 4 4 4
KIAS 281 281 281 281 281
KTAS 450 450 450 450 450
ISA + 20°C
%RPM 98.1 97.9 97.6 97.4 97.1
PPH 1428 1416 1404 1392 1380
NM/LB 0.315 0.318 0.321 0.323 0.326
TAT °C -2 -2 -2 -2 -2
KIAS 281 281 281 281 281
KTAS 445 445 445 445 445
ISA + 15°C
%RPM 97.2 96.9 96.7 96.5 96.2
PPH 1412 1396 1384 1372 1360
NM/LB 0.315 0.319 0.322 0.324 0.327
TAT °C -7 -7 -7 -7 -7
KIAS 281 281 281 281 281
KTAS 441 441 441 441 441
ISA + 10°C
%RPM 96.3 96.0 95.7 95.5 95.2
PPH 1392 1378 1366 1354 1342
NM/LB 0.317 0.32 0.323 0.326 0.329
TAT°C -18 -18 -18 -18 -18
KIAS 281 281 281 281 281
KTAS 431 431 431 431 431
ISA
%RPM 94.3 94.0 93.8 93.6 93.3
PPH 1354 1338 1328 1316 1302
NM/LB 0.318 0.322 0.325 0.328 0.331
TAT °C -30 -30 -30 -30 -30
KIAS 281 281 281 281 281
KTAS 422 422 422 422 422
ISA -10°C
%RPM 92.3 92.1 91.8 91.6 91.3
PPH 1314 1300 1288 1276 1264
NM/LB 0.321 0.325 0.328 0.331 0.334

8-178 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
Constant Mach Cruise, 0.73 MI
Pressure Altitude: 31,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C -1 -1 -1 -1 -1
KIAS 269 269 269 269 269
KTAS 446 446 446 446 446
ISA + 20°C
%RPM 97.9 97.6 97.3 97.0 96.6
PPH 1326 1308 1296 1282 1266
NM/LB 0.336 0.341 0.344 0.348 0.352
TAT °C -6 -6 -6 -6 -6
KIAS 269 269 269 269 269
KTAS 442 442 442 442 442
ISA + 15°C
%RPM 97.0 96.6 96.3 96.0 95.7
PPH 1308 1290 1278 1264 1250
NM/LB 0.338 0.343 0.346 0.35 0.354
TAT °C -12 -12 -12 -12 -12
KIAS 269 269 269 269 269
KTAS 437 437 437 437 437
ISA + 10°C
%RPM 96.0 95.6 95.4 95.1 94.7
PPH 1290 1272 1260 1246 1232
NM/LB 0.339 0.344 0.347 0.351 0.355
TAT°C -23 -23 -23 -23 -23
KIAS 269 269 269 269 269
KTAS 428 428 428 428 428
ISA
%RPM 94.0 93.7 93.4 93.1 92.8
PPH 1252 1236 1224 1210 1196
NM/LB 0.342 0.346 0.35 0.354 0.358
TAT °C -34 -34 -34 -34 -34
KIAS 269 269 269 269 269
KTAS 418 418 418 418 418
ISA -10°C
%RPM 92.0 91.6 91.4 91.1 90.8
PPH 1214 1198 1186 1174 1160
NM/LB 0.344 0.349 0.352 0.356 0.36

Nextant 400XT For Training Purposes Only 8-179

June 2012
 Cruise Performance
Constant Mach Cruise, 0.73 MI
Pressure Altitude: 33,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C -5 -5 -5 -5 -5
KIAS 257 257 257 257 257
KTAS 443 443 443 443 443
ISA + 20°C
%RPM 97.6 97.2 96.9 96.5 96.1
PPH 1226 1206 1190 1176 1160
NM/LB 0.361 0.367 0.372 0.377 0.382
TAT °C -11 -11 -11 -11 -11
KIAS 257 257 257 257 257
KTAS 438 438 438 438 438
ISA + 15°C
%RPM 96.7 96.2 95.9 95.6 95.2
PPH 1208 1190 1174 1160 1144
NM/LB 0.363 0.368 0.373 0.378 0.383
TAT °C -16 -16 -16 -16 -16
KIAS 257 257 257 257 257
KTAS 433 433 433 433 433
ISA + 10°C
%RPM 95.7 95.2 94.9 94.6 94.2
PPH 1192 1174 1158 1144 1128
NM/LB 0.363 0.369 0.374 0.378 0.384
TAT°C -27 -27 -27 -27 -27
KIAS 257 257 257 257 257
KTAS 424 424 424 424 424
ISA
%RPM 93.7 93.2 92.9 92.6 92.2
PPH 1156 1138 1124 1110 1094
NM/LB 0.367 0.373 0.377 0.382 0.388
TAT °C -38 -38 -38 -38 -38
KIAS 257 257 257 257 257
KTAS 414 414 414 414 414
ISA -10°C
%RPM 91.6 91.2 90.9 90.6 90.2
PPH 1122 1104 1090 1076 1062
NM/LB 0.369 0.375 0.38 0.385 0.39

8-180 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
Constant Mach Cruise, 0.73 MI
Pressure Altitude: 35,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C -10 -10 -10 -10 -10
KIAS 246 246 246 246 246
KTAS 439 439 439 439 439
ISA + 20°C
%RPM 97.5 97.1 96.7 96.3 95.8
PPH 1140 1122 1104 1088 1070
NM/LB 0.385 0.391 0.398 0.403 0.41
TAT °C -15 -15 -15 -15 -15
KIAS 246 246 246 246 246
KTAS 434 434 434 434 434
ISA + 15°C %RPM 96.5 96.1 95.7 94.9
95.3
PPH 1124 1106 1088 1072 1054
NM/LB 0.386 0.392 0.399 0.405 0.412

TAT °C -21 -21 -21 -21 -21

KIAS 246 246 246 246 246
KTAS 430 430 430 430 430
ISA + 10°C
%RPM 95.5 95.1 94.7 94.3 93.9
PPH 1108 1090 1074 1058 1040
NM/LB 0.388 0.394 0.4 0.406 0.413
TAT°C -32 -32 -32 -32 -32
KIAS 246 246 246 246 246
KTAS 420 420 420 420 420
ISA
%RPM 93.5 93.1 92.7 92.3 91.9
PPH 1076 1058 1040 1024 1008
NM/LB 0.39 0.397 0.404 0.41 0.417
TAT °C -43 -43 -43 -43 -43
KIAS 246 246 246 246 246
KTAS 410 410 410 410 410
ISA -10°C
%RPM 91.4 91.0 90.6 90.2 89.8
PPH 1042 1026 1008 994 978
NM/LB 0.393 0.4 0.407 0.412 0.419

Nextant 400XT For Training Purposes Only 8-181

June 2012
 Cruise Performance
Constant Mach Cruise, 0.73 MI
Pressure Altitude: 37,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C -12 -12 -12 -12 -12
KIAS 235 235 235 235 235
KTAS 437 437 437 437 437
ISA + 20°C
%RPM 98.0 97.4 96.8 96.4 95.9
PPH 1076 1052 1028 1010 992
NM/LB 0.406 0.415 0.425 0.433 0.441
TAT °C -18 -18 -18 -18 -18
KIAS 235 235 235 235 235
KTAS 432 432 432 432 432
ISA + 15°C
%RPM 97.0 96.4 95.8 95.4 94.9
PPH 1060 1036 1014 996 978
NM/LB 0.408 0.417 0.426 0.434 0.442
TAT °C -23 -23 -23 -23 -23
KIAS 235 235 235 235 235
KTAS 427 427 427 427 427
ISA + 10°C
%RPM 96.0 95.4 94.8 94.4 93.9
PPH 1046 1022 1000 982 964
NM/LB 0.408 0.418 0.427 0.435 0.443
TAT°C -34 -34 -34 -34 -34
KIAS 235 235 235 235 235
KTAS 418 418 418 418 418
ISA
%RPM 93.9 93.4 92.8 92.4 91.9
PPH 1014 990 968 952 934
NM/LB 0.412 0.422 0.432 0.439 0.448
TAT °C -45 -45 -45 -45 -45
KIAS 235 235 235 235 235
KTAS 408 408 408 408 408
ISA -10°C
%RPM 91.8 91.3 90.7 90.3 89.8
PPH 982 960 938 922 906
NM/LB 0.415 0.425 0.435 0.443 0.45

8-182 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
Constant Mach Cruise, 0.73 MI
Pressure Altitude: 39,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C -12 -12 -12 -12
KIAS 224 224 224 224
KTAS 437 437 437 437
ISA + 20°C __
%RPM 98.2 97.5 97.0 96.4
PPH 994 970 948 926
NM/LB 0.44 0.451 0.461 0.472
TAT °C -18 -18 -18 -18 -18
KIAS 224 224 224 224 224
KTAS 432 432 432 432 432
ISA + 15°C %RPM 98.1 97.2 96.6 96.0 95.4
PPH 1008 980 956 936 914
NM/LB 0.429 0.441 0.452 0.462 0.473
TAT °C -23 -23 -23 -23 -23
KIAS 224 224 224 224 224
KTAS 427 427 427 427 427
ISA + 10°C
%RPM 97.1 96.2 95.5 95.0 94.4
PPH 992 966 942 922 900
NM/LB 0.43 0.442 0.453 0.463 0.474
TAT°C -34 -34 -34 -34 -34
KIAS 224 224 224 224 224
KTAS 418 418 418 418 418
ISA
%RPM 95.0 94.1 93.5 93.0 92.4
PPH 962 936 912 892 872
NM/LB 0.435 0.447 0.458 0.469 0.479
TAT °C -45 -45 -45 -45 -45
KIAS 224 224 224 224 224
KTAS 408 408 408 408 408
ISA -10°C
%RPM 92.9 92.0 91.4 90.9 90.3
PPH 932 906 884 866 846
NM/LB 0.438 0.45 0.462 0.471 0.482

Nextant 400XT For Training Purposes Only 8-183

June 2012
 Cruise Performance
Constant Mach Cruise, 0.73 MI
Pressure Altitude: 41,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C -12
KIAS 214
KTAS 437
ISA + 20°C __ __ __ __
%RPM 97.0
PPH 870
NM/LB 0.502
TAT °C -18 -18 -18 -18
KIAS 214 214 214 214
KTAS 432 432 432 432
ISA + 15°C __
%RPM 98.6 97.4 96.7 96.0
PPH 936 904 882 858
NM/LB 0.462 0.478 0.49 0.503
TAT °C -23 -23 -23 -23 -23
KIAS 214 214 214 214 214
KTAS 427 427 427 427 427
ISA + 10°C
%RPM 98.6 97.5 96.3 95.7 95.0
PPH 948 922 890 868 844
NM/LB 0.45 0.463 0.48 0.492 0.506
TAT°C -34 -34 -34 -34 -34
KIAS 214 214 214 214 214
KTAS 418 418 418 418 418
ISA
%RPM 96.5 95.4 94.2 93.6 92.9
PPH 920 914 862 840 818
NM/LB 0.454 0.457 0.485 0.498 0.511
TAT °C -45 -45 -45 -45 -45
KIAS 214 214 214 214 214
KTAS 408 408 408 408 408
ISA -10°C
%RPM 94.4 93.3 91.1 91.0 90.8
PPH 890 866 834 814 792
NM/LB 0.458 0.471 0.489 0.501 0.515

8-184 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
Constant Mach Cruise, 0.73 MI
Pressure Altitude: 43,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C
KIAS
KTAS
ISA + 20°C __ __ __ __ __
%RPM
PPH
NM/LB
TAT °C -18 -18
KIAS 204 204
KTAS 432 432
ISA + 15°C __ __ __
%RPM 97.8 96.9
PPH 838 812
NM/LB 0.516 0.532
TAT °C -23 -23 -23 -23 -23
KIAS 204 204 204 204 204
KTAS 427 427 427 427 427
ISA + 10°C
%RPM 99.9 99.3 98.0 97.0 95.9
PPH 900 884 854 828 800
NM/LB 0.474 0.483 0.5 0.516 0.534
TAT°C -34 -34 -34 -34 -34
KIAS 204 204 204 204 204
KTAS 418 418 418 418 418
ISA
%RPM 97.7 97.1 95.8 94.8 93.8
PPH 874 858 830 804 776
NM/LB 0.478 0.487 0.504 0.52 0.539
TAT °C -45 -45 -45 -45 -45
KIAS 204 204 204 204 204
KTAS 408 408 408 408 408
ISA -10°C
%RPM 95.5 94.9 93.6 92.6 91.6
PPH 844 830 800 776 750
NM/LB 0.483 0.492 0.51 0.526 0.544

Nextant 400XT For Training Purposes Only 8-185

June 2012
 Cruise Performance
Constant Mach Cruise, 0.73 MI
Pressure Altitude: 45,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C
KIAS
KTAS
ISA + 20°C __ __ __ __ __
%RPM
PPH
NM/LB
TAT°C
KIAS
KTAS
ISA + 15°C __ __ __ __ __
%RPM
PPH
NM/LB
TAT°C -23 -23 -23
KIAS 195 195 195
KTAS 427 427 427
ISA + 10°C __ __
%RPM 99.8 98.5 97.2
PPH 822 794 764
NM/LB 0.519 0.538 0.559
TAT°C -34 -34 -34 -34 -34
KIAS 195 195 195 195 195
KTAS 418 418 418 418 418
ISA
%RPM 101.5 99.0 97.6 96.3 95.0
PPH 884 828 796 768 740
NM/LB 0.473 0.505 0.525 0.544 0.565
TAT°C -45 -45 -45 -45 -45
KIAS 195 195 195 195 195
KTAS 408 408 408 408 408
ISA - 10°C
%RPM 99.2 96.7 95.3 94.1 92.8
PPH 854 802 770 744 716
NM/LB 0.478 0.509 0.53 0.548 0.57

8-186 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
Long Range Cruise
Pressure Altitude: 5,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C 34 33 33 32 32
KIAS 230 224 218 212 206
IND M 0.38 0.37 0.36 0.35 0.34
ISA + 20°C KTAS 256 249 242 236 229
%RPM 73.5 72 70.1 68 66.7
PPH 1140 1080 1020 970 920
NM/LB 0.225 0.231 0.237 0.243 0.249
TAT°C 28 28 28 27 27
KIAS 230 224 218 212 206
IND M 0.38 0.37 0.36 0.35 0.34
ISA + 15°C KTAS 253 247 240 234 227
%RPM 72.8 71 69.5 68 66.1
PPH 1124 1065 1006 957 908
NM/LB 0.225 0.232 0.239 0.245 0.250
TAT°C 23 23 22 22 22
KIAS 230 224 218 212 206
IND M 0.38 0.37 0.36 0.35 0.34
ISA + 10°C KTAS 251 245 238 232 225
%RPM 72.1 71 68.9 67 65.5
PPH 1108 1051 994 946 898
NM/LB 0.227 0.233 0.239 0.245 0.251
TAT°C 13 13 12 12 11
KIAS 230 224 218 212 206
IND M 0.38 0.37 0.36 0.35 0.34
ISA KTAS 247 241 234 228 221
%RPM 70.8 69 67.7 66 64.4
PPH 1078 1024 970 923 876
NM/LB 0.229 0.235 0.241 0.247 0.252
TAT°C 3 2 2 2 1
KIAS 230 224 218 212 206
IND M 0.38 0.37 0.36 0.35 0.34
ISA - 10°C KTAS 242 236 230 224 217
%RPM 69.5 68 66.5 65 63.2
PPH 1050 998 946 900 854
NM/LB 0.230 0.237 0.243 0.249 0.254

Nextant 400XT For Training Purposes Only 8-187

June 2012
 Cruise Performance
Long Range Cruise
Pressure Altitude: 10,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C 24 24 23 23 22
KIAS 221 216 210 205 199
IND M 0.40 0.39 0.38 0.37 0.36
ISA + 20°C KTAS 265 258 251 245 238
%RPM 75.7 74 72.5 71 69.4
PPH 1042 990 938 891 844
NM/LB 0.254 0.261 0.268 0.275 0.282
TAT°C 19 19 18 17 17
KIAS 221 216 210 202 193
IND M 0.40 0.39 0.38 0.36 0.34
ISA + 15°C KTAS 262 256 249 236 223
%RPM 75.0 73 71.9 70 68.7
PPH 1030 978 926 879 832
NM/LB 0.254 0.262 0.269 0.269 0.268
TAT°C 14 13 13 12 11
KIAS 221 216 210 199 187
IND M 0.40 0.39 0.38 0.36 0.34
ISA + 10°C KTAS 260 254 247 234 221
%RPM 74.4 73 71.2 70 68.0
PPH 1016 965 914 662 410
NM/LB 0.256 0.263 0.270 0.405 0.539
TAT°C 4 3 3 2 2
KIAS 221 216 210 204 198
IND M 0.40 0.39 0.38 0.37 0.36
ISA KTAS 255 249 242 236 230
%RPM 73.0 72 70.0 68 66.8
PPH 990 941 892 845 798
NM/LB 0.258 0.265 0.271 0.280 0.288
TAT°C -7 -7 -8 -8 -8
KIAS 221 216 210 199 187
IND M 0.40 0.39 0.38 0.37 0.36
ISA - 10°C KTAS 250 244 238 232 225
%RPM 71.7 70 69.2 67 65.5
PPH 966 922 878 828 778
NM/LB 0.259 0.265 0.271 0.280 0.289

8-188 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
Long Range Cruise
Pressure Altitude: 15,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C 15 15 15 15 15
KIAS 216 214 211 211 211
IND M 0.43 0.43 0.42 0.42 0.42
ISA + 20°C KTAS 279 279 273 273 273
%RPM 79.0 78 76.6 76 75.1
PPH 986 949 912 890 868
NM/LB 0.283 0.291 0.299 0.307 0.315
TAT°C 10 10 10 10 10
KIAS 216 214 211 211 211
IND M 0.43 0.43 0.42 0.42 0.42
ISA + 15°C KTAS 277 274 270 270 270
%RPM 78.3 77 75.9 75 74.5
PPH 974 937 900 878 856
NM/LB 0.284 0.292 0.300 0.308 0.315
TAT°C 5 5 4 4 4
KIAS 216 214 211 211 211
IND M 0.43 0.43 0.42 0.42 0.42
ISA + 10°C KTAS 274 271 268 268 268
%RPM 77.6 76 75.2 75 73.8
PPH 962 925 888 867 846
NM/LB 0.285 0.294 0.302 0.310 0.317
TAT°C -5 -5 -6 -6 -6
KIAS 216 214 211 211 211
IND M 0.43 0.43 0.42 0.42 0.42
ISA KTAS 269 266 263 263 263
%RPM 76.1 74 72.4 72 72.4
PPH 938 891 844 834 824
NM/LB 0.287 0.300 0.312 0.316 0.319
TAT°C -16 -16 -16 -16 -16
KIAS 216 214 211 211 211
IND M 0.43 0.43 0.42 0.42 0.42
ISA - 10°C KTAS 264 261 258 258 258
%RPM 74.7 74 72.4 72 71.0
PPH 914 879 844 824 804
NM/LB 0.289 0.289 0.306 0.314 0.321

Nextant 400XT For Training Purposes Only 8-189

June 2012
 Cruise Performance
Long Range Cruise
Pressure Altitude: 17,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C 12 12 12 11 11
KIAS 217 214 210 208 205
IND M 0.45 0.45 0.44 0.43 0.43
ISA + 20°C KTAS 290 287 281 278 274
%RPM 80.7 79.5 78.1 77 75.8
PPH 981 939 897 863 829
NM/LB 0.296 0.305 0.313 0.323 0.332
TAT°C 7 7 6 6 6
KIAS 217 214 210 208 205
IND M 0.45 0.45 0.44 0.43 0.43
ISA + 15°C KTAS 288 283 278 275 272
%RPM 87 82 77.4 76 75.1
PPH 968 927 885 852 818
NM/LB 0.297 0.306 0.314 0.324 0.333
TAT°C 2 2 1 1 1
KIAS 217 214 210 208 205
IND M 0.45 0.45 0.44 0.43 0.43
ISA + 10°C KTAS 285 280 276 273 269
%RPM 79.3 78 76.7 76 74.4
PPH 957 916 874 841 808
NM/LB 0.298 0.307 0.316 0.325 0.334

TAT°C -9 -9 -9 -10 -10

KIAS 217 214 210 208 205
IND M 0.45 0.45 0.44 0.43 0.43
ISA KTAS 280 275 270 267 264
%RPM 77.7 76 74.6 73.5 72.6
PPH 933 887 841 811 780
NM/LB 0.300 0.311 0.322 0.331 0.34
TAT°C -19 -19 -20 -20 -20
KIAS 217 214 210 208 205
IND M 0.45 0.45 0.44 0.43 0.43
ISA - 10°C KTAS 274 270 265 262 259
%RPM 76.25 75.5 74.1 73 71.85
PPH 909 872 835 803 770
NM/LB 0.302 0.31 0.318 0.328 0.337

8-190 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
Long Range Cruise
Pressure Altitude: 19,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C 9 8 8 7 7
KIAS 218 214 209 204 199
IND M 0.47 0.46 0.45 0.44 0.43
ISA + 20°C KTAS 301 295 288 282 275
%RPM 82.4 81 79.6 78 76.4
PPH 976 929 882 836 790
NM/LB 0.308 0.318 0.327 0.338 0.348
TAT°C 4 3 3 2 2
KIAS 218 214 209 204 199
IND M 0.47 0.46 0.45 0.44 0.43
ISA + 15°C KTAS 298 292 285 279 273
%RPM 95.6 87 78.9 77 75.7
PPH 962 916 870 825 780
NM/LB 0.310 0.319 0.328 0.339 0.350
TAT°C -2 -2 -2 -3 -3
KIAS 218 214 209 204 199
IND M 0.47 0.46 0.45 0.44 0.43
ISA + 10°C KTAS 295 289 283 277 270
%RPM 80.9 80 78.1 77 75.0
PPH 952 906 860 815 770
NM/LB 0.310 0.320 0.329 0.340 0.351
TAT°C -12 -12 -13 -13 -14
KIAS 218 214 209 204 199
IND M 0.47 0.46 0.45 0.44 0.43
ISA KTAS 290 284 277 271 265
%RPM 79.3 78 76.7 75 72.7
PPH 928 883 838 787 736
NM/LB 0.313 0.313 0.331 0.346 0.360
TAT°C -22 -23 -23 -24 -24
KIAS 218 214 214 204 199
IND M 0.47 0.46 0.46 0.44 0.43
ISA - 10°C KTAS 284 278 278 266 260
%RPM 77.8 77 77 74 72.7
PPH 904 865 865 781 736
NM/LB 0.314 0.322 0.322 0.341 0.353

Nextant 400XT For Training Purposes Only 8-191

June 2012
 Cruise Performance
Long Range Cruise
Pressure Altitude: 21,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C 6 5 5 4 4
KIAS 221 214 207 203 198
IND M 0.50 0.48 0.47 0.46 0.45
ISA + 20°C KTAS 312 303 293 287 280
%RPM 84.2 82.5 80.9 79.5 77.8
PPH 995 937 879 827 774
NM/LB 0.313 0.324 0.333 0.348 0.362
TAT°C 1 0 0 -1 -1
KIAS 221 214 207 203 198
IND M 0.50 0.48 0.47 0.46 0.45
ISA + 15°C KTAS 308 299 290 284 278
%RPM 90.4 85 79.8 78.5 77.1
PPH 981 922 862 813 764
NM/LB 0.314 0.325 0.336 0.35 0.364
TAT°C -4 -5 -6 -6 -7
KIAS 221 214 207 203 198
IND M 0.50 0.48 0.47 0.46 0.45
ISA + 10°C KTAS 305 296 287 281 275
%RPM 82.7 81.5 79.4 78 76.4
PPH 969 913 857 806 755
NM/LB 0.315 0.325 0.335 0.35 0.364
TAT°C -15 -16 -16 -17 -17
KIAS 221 214 207 203 198
IND M 0.50 0.48 0.47 0.46 0.45
ISA KTAS 303 294 284 278 272
%RPM 81.1 79.5 77.9 76.5 74.5
PPH 944 889 834 781 728
NM/LB 0.321 0.331 0.341 0.358 0.374
TAT°C -25 -26 -27 -27 -27
KIAS 221 214 207 203 198
IND M 0.5 0.48 0.47 0.46 0.45
ISA - 10°C KTAS 297 288 279 273 267
%RPM 79.45 78 76.65 75 73.65
PPH 919 868 817 768 718
NM/LB 0.323 0.332 0.341 0.357 0.372

8-192 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
Long Range Cruise
Pressure Altitude: 23,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C 3 2 1 1 0
KIAS 223 214 205 201 197
IND M 0.52 0.5 0.48 0.47 0.46
ISA + 20°C KTAS 322 310 297 291 285
%RPM 86.0 84 82.2 81 79.2
PPH 1014 945 876 817 758
NM/LB 0.318 0.329 0.339 0.358 0.376
TAT°C -2 -3 -4 -5 -5
KIAS 223 214 205 201 197
IND M 0.52 0.5 0.48 0.47 0.46
ISA + 15°C KTAS 318 306 294 288 282
%RPM 85.2 83 80.7 80 78.4
PPH 1000 927 854 801 748
NM/LB 0.318 0.331 0.344 0.361 0.377
TAT°C -7 -8 -9 -10 -10
KIAS 223 214 205 201 197
IND M 0.52 0.5 0.48 0.47 0.46
ISA + 10°C KTAS 315 303 291 285 279
%RPM 84.4 83 80.7 79 77.7
PPH 986 920 854 797 740
NM/LB 0.319 0.330 0.341 0.359 0.377
TAT°C -18 -19 -20 -20 -21
KIAS 223 214 205 201 197
IND M 0.52 0.5 0.48 0.47 0.46
ISA KTAS 315 303 291 285 279
%RPM 82.8 81 79.1 78 76.2
PPH 960 895 830 775 720
NM/LB 0.328 0.340 0.351 0.370 0.388
TAT°C -28 -29 -30 -31 -31
KIAS 223 214 205 201 197
IND M 0.52 0.5 0.48 0.47 0.46
ISA - 10°C KTAS 309 297 285 279 273
%RPM 81.1 79 77.5 76 74.6
PPH 934 871 808 754 700
NM/LB 0.331 0.342 0.353 0.372 0.390

Nextant 400XT For Training Purposes Only 8-193

June 2012
 Cruise Performance
Long Range Cruise
Pressure Altitude: 25,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT°C -1 -1 -2 -3 -4
KIAS 218 212 205 199 193
IND M 0.53 0.52 0.5 0.49 0.47
ISA + 20°C KTAS 329 320 310 301 292
%RPM 86.9 85 83.7 82 80.2
PPH 967 917 867 807 747
NM/LB 0.341 0.350 0.358 0.375 0.391
TAT°C -6 -6 -7 -8 -9
KIAS 218 212 205 199 193
IND M 0.53 0.52 0.5 0.49 0.47
ISA + 15°C KTAS 325 316 307 298 289
%RPM 86.1 84.5 82.5 81 79.4
PPH 954 902 850 794 737
NM/LB 0.342 0.352 0.361 0.377 0.392
TAT°C -11 -12 -13 -13 -14
KIAS 220 213 205 205 193
IND M 0.54 0.52 0.5 0.5 0.47
ISA + 10°C KTAS 325 315 304 304 286
%RPM 85.5 84 82.1 82.1 78.7
PPH 950 897 844 844 728
NM/LB 0.343 0.352 0.361 0.361 0.393
TAT°C -21 -22 -23 -24 -24
KIAS 220 213 205 199 193
IND M 0.54 0.52 0.5 0.49 0.47
ISA KTAS 322 311 301 292 283
%RPM 83.8 82 80.4 79 77.1
PPH 925 867 808 758 708
NM/LB 0.349 0.361 0.373 0.387 0.4
TAT°C -32 -33 -34 -34 -35
KIAS 218 212 205 199 193
IND M 0.53 0.52 0.5 0.49 0.47
ISA - 10°C KTAS 312 303 294 286 277
%RPM 81.8 80 78.75 77 75.45
PPH 891 839 787 738 689
NM/LB 0.351 0.363 0.375 0.389 0.402

8-194 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
Long Range Cruise
Pressure Altitude: 27,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C -4 -5 -5 -6 -7
KIAS 213 209 205 197 189
IND M 0.54 0.53 0.52 0.5 0.48
ISA + 20°C KTAS 335 329 323 311 298
%RPM 87.7 86 85.1 83 81.1
PPH 920 889 858 797 736
NM/LB 0.364 0.370 0.376 0.391 0.405
TAT °C -9 -10 -11 -12 -13
KIAS 213 209 205 197 189
IND M 0.54 0.53 0.52 0.5 0.48
ISA + 15°C KTAS 332 326 320 308 295
%RPM 86.9 86 84.3 82 80.4
PPH 908 877 846 786 726
NM/LB 0.366 0.372 0.378 0.392 0.406
TAT °C -14 -15 -16 -17 -18
KIAS 217 211 205 197 189
IND M 0.55 0.54 0.52 0.5 0.48
ISA + 10°C KTAS 335 326 317 305 292
%RPM 86.5 85 83.5 82 79.6
PPH 914 874 834 775 716
NM/LB 0.367 0.374 0.380 0.394 0.408
TAT °C -25 -25 -26 -27 -28
KIAS 217 211 205 197 189
IND M 0.55 0.54 0.52 0.5 0.48
ISA KTAS 328 319 310 298 286
%RPM 84.7 83 81.7 80 78.0
PPH 890 838 786 741 696
NM/LB 0.369 0.382 0.394 0.403 0.411
TAT °C -36 -36 -37 -38 -39
KIAS 213 209 205 197 189
IND M 0.54 0.53 0.52 0.5 0.48
ISA - 10°C KTAS 315 309 303 292 280
%RPM 82.5 81 80.0 78 76.3
PPH 848 807 766 722 678
NM/LB 0.371 0.384 0.396 0.405 0.413

Nextant 400XT For Training Purposes Only 8-195

June 2012
 Cruise Performance
Long Range Cruise
Pressure Altitude: 29,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C -7 -7 -8 -9 -11
KIAS 216 210 204 197 189
IND M 0.57 0.56 0.54 0.52 0.5
ISA + 20°C KTAS 351 342 333 321 308
%RPM 89.4 87.5 86 84 82.6
PPH 925 879 833 774 714 0.
NM/LB 0.380 0.390 0.4 0.417 433
TAT °C -12 -13 -14 -15 -16
KIAS 216 210 204 197 189
IND M 0.57 0.56 0.54 0.52 0.5
ISA + 15°C KTAS 348 339 330 318 305
%RPM 88.5 87.5 85.6 83.5 81.8
PPH 913 867 821 763 705
NM/LB 0.381 0.392 0.402 0.418 0.434
TAT °C -17 -18 -19 -20 -21
KIAS 218 211 204 197 189
IND M 0.58 0.56 0.54 0.52 0.5
ISA + 10°C KTAS 347 337 326 314 302
%RPM 87.9 86.5 84.8 83 81
PPH 910 860 810 753 695
NM/LB 0.382 0.393 0.403 0.419 0.435
TAT °C -28 -29 -30 -31 -32
KIAS 216 210 204 197 189
IND M 0.57 0.56 0.54 0.52 0.5
ISA KTAS 337 328 319 308 296
%RPM 85.9 84.5 83 81 79.3
PPH 877 826 775 726 676
NM/LB 0.385 0.399 0.412 0.425 0.438
TAT °C -39 -40 -40 -41 -42
KIAS 214 208 202 196 189
IND M 0.57 0.55 0.54 0.52 0.5
ISA - 10°C KTAS 327 318 309 300 289
%RPM 83.8 82.5 81.4 79.5 78
PPH 844 798 752 707 662
NM/LB 0.387 0.4 0.412 0.425 0.437

8-196 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
Long Range Cruise
Pressure Altitude: 31,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C -9 -10 -12 -13 -14
KIAS 218 211 203 196 188
IND M 0.6 0.58 0.56 0.54 0.52
ISA + 20°C KTAS 367 355 342 330 318
%RPM 91.0 89 86.9 85 84.0
PPH 930 869 808 750 692
NM/LB 0.395 0.409 0.423 0.442 0.460
TAT °C -15 -16 -17 -18 -19
KIAS 218 211 203 196 188
IND M 0.6 0.58 0.56 0.54 0.52
ISA + 15°C KTAS 363 351 339 327 315
%RPM 90.1 89 86.9 85 83.2
PPH 918 857 796 740 684
NM/LB 0.395 0.411 0.426 0.444 0.461
TAT °C -20 -21 -22 -23 -24
KIAS 218 211 203 196 188
IND M 0.6 0.58 0.56 0.54 0.52
ISA + 10°C KTAS 359 347 335 323 311
%RPM 89.2 88 86.0 84 82.3
PPH 906 846 786 730 674
NM/LB 0.396 0.411 0.426 0.444 0.461
TAT °C -31 -32 -33 -34 -35
KIAS 214 209 203 196 188
IND M 0.59 0.58 0.56 0.54 0.52
ISA KTAS 346 337 328 317 305
%RPM 87.0 86 84.2 82 80.6
PPH 864 814 764 710 656
NM/LB 0.400 0.415 0.429 0.447 0.465
TAT °C -42 -43 -44 -44 -45
KIAS 214 207 199 194 188
IND M 0.59 0.57 0.55 0.54 0.52
ISA - 10°C KTAS 338 327 315 307 298
%RPM 85.1 84 82.8 81 79.7
PPH 840 789 738 692 646
NM/LB 0.402 0.415 0.427 0.444 0.461

Nextant 400XT For Training Purposes Only 8-197

June 2012
 Cruise Performance
Long Range Cruise
Pressure Altitude: 33,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C -12 -13 -14 -15 -16
KIAS 218 212 205 197 188
IND M 0.63 0.61 0.59 0.57 0.55
ISA + 20°C KTAS 379 369 358 344 331
%RPM 92.4 90.5 88.9 87 85.6
PPH 924 867 810 749 688
NM/LB 0.411 0.426 0.441 0.461 0.481
TAT °C -17 -18 -20 -21 -22
KIAS 218 212 205 196 187
IND M 0.63 0.61 0.59 0.57 0.54
ISA + 15°C KTAS 375 365 354 339 324
%RPM 91.4 90 88.4 86.5 84.5
PPH 911 855 798 736 673
NM/LB 0.412 0.428 0.444 0.463 0.482
TAT °C -23 -24 -25 -26 -27
KIAS 216 211 205 196 187
IND M 0.62 0.61 0.59 0.57 0.54
ISA + 10°C KTAS 368 359 350 335 320
%RPM 90.3 89 87.5 85.5 83.6
PPH 890 839 788 726 664
NM/LB 0.414 0.429 0.444 0.464 0.482
TAT °C -34 -34 -36 -37 -38
KIAS 212 209 205 196 187
IND M 0.61 0.61 0.59 0.57 0.54
ISA KTAS 354 349 343 329 314
%RPM 88.1 87 85.7 83.5 81.9
PPH 850 808 766 706 645
NM/LB 0.417 0.432 0.447 0.467 0.487
TAT °C -45 -46 -46 -47 -48
KIAS 212 208 203 197 190
IND M 0.61 0.6 0.59 0.57 0.55
ISA - 10°C KTAS 346 339 332 322 312
%RPM 86.1 85.5 84.4 82.5 80.85
PPH 826 786 746 695 644
NM/LB 0.419 0.432 0.445 0.465 0.485

8-198 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
Long Range Cruise
Pressure Altitude: 35,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C -15 -16 -17 -18 -20
KIAS 217 212 206 197 188
IND M 0.65 0.64 0.62 0.6 0.57
ISA + 20°C KTAS 391 382 373 358 343
%RPM 93.7 92 90.8 89 87.1
PPH 918 865 812 748 684
NM/LB 0.426 0.443 0.459 0.48 0.501
TAT °C -20 -21 -22 -24 -25
KIAS 217 212 206 196 185
IND M 0.65 0.64 0.62 0.59 0.56
ISA + 15°C KTAS 387 378 369 351 333
%RPM 92.7 91 89.9 88 85.8
PPH 904 852 800 731 662
NM/LB 0.428 0.445 0.461 0.482 0.503
TAT °C -26 -27 -27 -29 -31
KIAS 213 210 206 196 185
IND M 0.64 0.63 0.62 0.59 0.56
ISA + 10°C KTAS 377 371 365 347 329
%RPM 91.4 90 89.0 87 84.9
PPH 874 832 790 722 654
NM/LB 0.431 0.447 0.462 0.483 0.503
TAT °C -38 -38 -38 -40 -41
KIAS 210 208 206 196 185
IND M 0.63 0.63 0.62 0.59 0.56
ISA KTAS 362 360 357 340 322
%RPM 89.1 88 87.1 85 83.1
PPH 836 802 768 701 634
NM/LB 0.433 0.449 0.465 0.487 0.508
TAT °C -48 -48 -49 -50 -51
KIAS 210 208 206 199 192
IND M 0.63 0.63 0.62 0.6 0.58
ISA - 10°C KTAS 354 351 348 337 326
%RPM 87.1 87 86.0 84 82.0
PPH 812 783 754 698 642
NM/LB 0.436 0.449 0.462 0.485 0.508

Nextant 400XT For Training Purposes Only 8-199

June 2012
 Cruise Performance
Long Range Cruise
Pressure Altitude: 37,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C -16 -17 -18 -19 -21
KIAS 214 209 204 194 185
IND M 0.67 0.66 0.64 0.62 0.59
ISA + 20°C KTAS 402 393 384 368 351
%RPM 95.4 94 92.6 90.5 88.7
PPH 910 858 805 739 672
NM/LB 0.442 0.460 0.477 0.5 0.523
TAT °C -21 -22 -23 -25 -26
KIAS 212 207 202 194 185
IND M 0.67 0.66 0.64 0.61 0.59
ISA + 15°C KTAS 395 386 377 362 347
%RPM 94.3 92.5 91.5 89.5 87.7
PPH 890 838 786 725 663
NM/LB 0.444 0.463 0.48 0.502 0.524
TAT °C -28 -28 -29 -30 -31
KIAS 209 207 204 196 187
IND M 0.66 0.65 0.64 0.62 0.59
ISA + 10°C KTAS 385 380 376 361 346
%RPM 93 91.5 90.7 89 86.9
PPH 862 822 782 721 660
NM/LB 0.446 0.464 0.481 0.503 0.524
TAT °C -38 -39 -39 -41 -42
KIAS 209 206 204 196 188
IND M 0.66 0.65 0.64 0.62 0.6
ISA KTAS 376 372 368 355 342
%RPM 91 90 88.8 87 85.3
PPH 837 799 760 704 647
NM/LB 0.449 0.467 0.484 0.506 0.528
TAT °C -49 -49 -50 -51 -52
KIAS 212 207 202 198 193
IND M 0.67 0.66 0.64 0.62 0.61
ISA - 10°C KTAS 373 357 356 341 339
%RPM 89.15 88.3 87 85.35 83.7
PPH 825 780 735 688 641
NM/LB 0.452 0.458 0.485 0.497 0.529

8-200 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
Long Range Cruise
Pressure Altitude: 39,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C -15 -15 -17 -18 -20
KIAS 211 206 201 191 181
IND M 0.69 0.68 0.66 0.63 0.6
ISA + 20°C KTAS 413 404 395 377 359
%RPM 97.0 96 94.3 92 90.2
PPH 902 850 798 729 660
NM/LB 0.458 0.477 0.495 0.52 0.544
TAT °C -21 -21 -23 -24 -25
KIAS 207 202 197 191 184
IND M 0.68 0.67 0.65 0.63 0.61
ISA + 15°C KTAS 403 394 385 373 361
%RPM 95.8 94 93.0 91 89.6
PPH 876 824 772 718 664
NM/LB 0.46 0.48 0.499 0.522 0.544
TAT °C -27 -27 -28 -29 -30
KIAS 204 203 201 195 188
IND M 0.67 0.67 0.66 0.64 0.62
ISA + 10°C KTAS 392 389 386 375 363
%RPM 94.5 93 92.3 91 88.9
PPH 850 812 774 720 666
NM/LB 0.461 0.48 0.499 0.522 0.545
TAT °C -37 -38 -38 -39 -40
KIAS 207 204 201 196 191
IND M 0.68 0.67 0.66 0.65 0.63
ISA KTAS 389 384 378 370 361
%RPM 92.8 92 90.4 89 87.4
PPH 838 795 752 706 660
NM/LB 0.464 0.484 0.503 0.525 0.547
TAT °C -47 -48 -50 -50 -51
KIAS 214 205 197 196 194
IND M 0.70 0.68 0.65 0.64 0.63
ISA - 10°C KTAS 391 363 363 345 352
%RPM 91.2 89.6 88.0 86.7 85.4
PPH 838 777 716 678 640
NM/LB 0.467 0.467 0.507 0.509 0.55

Nextant 400XT For Training Purposes Only 8-201

June 2012
 Cruise Performance
Long Range Cruise
Pressure Altitude: 41,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C -17 -17 -17
KIAS 192 192 188
IND M 0.66 0.66 0.65
ISA + 20°C KTAS __ __ 395 395 389
%RPM 95.9 94.5 93.2
PPH 685 738 695
NM/LB 0.593 0.537 0.559
TAT °C -21 -21 -22 -23
KIAS 197 195 190 185
IND M 0.68 0.67 0.66 0.64
ISA + 15°C KTAS __ 401 397 388 379
%RPM 96.4 95.1 93.4 92
PPH 816 771 722 673
NM/LB 0.493 0.515 0.539 0.563
TAT °C -25 -26 -26 -27 -28
KIAS 203 201 198 194 187
IND M 0.70 0.69 0.68 0.67 0.65
ISA + 10°C KTAS 407 403 398 390 378
%RPM 97.4 95.7 94.4 93 91.1
PPH 862 816 772 723 668
NM/LB 0.472 0.494 0.516 0.539 0.565
TAT °C -36 -37 -37 -38 -38
KIAS 203 201 200 194 192
IND M 0.70 0.69 0.69 0.67 0.66
ISA KTAS 398 395 392 383 378
%RPM 95.3 94.1 92.5 90.9 89.6
PPH 835 796 756 704 667
NM/LB 0.476 0.497 0.519 0.544 0.567
TAT °C -46 -47 -48 -49 -49
KIAS 208 202 196 196 192
IND M 0.71 0.7 0.68 0.67 0.66
ISA - 10°C KTAS 397 380 377 368 366
%RPM 93.55 91.75 90 88.8 87.35
PPH 829 774 719 685 640
NM/LB 0.479 0.492 0.525 0.537 0.572

8-202 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
Long Range Cruise
Pressure Altitude: 43,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C -17 -15 -14
KIAS 183 192 195
IND M 0.66 0.69 0.7
ISA + 20°C KTAS __ __ 395 413 419
%RPM 97.5 97.0 96.2
PPH 572 746 730
NM/LB 0.691 0.554 0.574
TAT °C -20 -20 -21 -21
KIAS 192 192 189 186
IND M 0.69 0.69 0.68 0.67
ISA + 15°C KTAS __ 408 408 403 397
%RPM 98.8 97.1 95.7 94.3
PPH 808 770 726 682
NM/LB 0.505 0.53 0.555 0.582
TAT °C -24 -24 -25 -26 -27
KIAS 201 198 195 192 186
IND M 0.72 0.71 0.7 0.69 0.67
ISA + 10°C KTAS 422 416 410 404 392
%RPM 100.3 98.3 96.4 94.9 93.2
PPH 874 820 770 726 670
NM/LB 0.483 0.507 0.532 0.556 0.585
TAT °C -35 -35 -35 -37 -37
KIAS 198 198 198 192 192
IND M 0.71 0.71 0.71 0.69 0.69
ISA KTAS 406 406 406 395 395
%RPM 97.8 96.1 94.6 92.8 91.8
PPH 832 796 760 702 674
NM/LB 0.488 0.51 0.534 0.563 0.586
TAT °C -46 -46 -47 -47 -48
KIAS 201 198 195 195 189
IND M 0.72 0.71 0.70 0.70 0.68
ISA - 10°C KTAS 403 397 391 391 380
%RPM 95.9 93.9 92.0 90.9 89.3
PPH 820 770 722 692 640
NM/LB 0.491 0.516 0.542 0.565 0.594

Nextant 400XT For Training Purposes Only 8-203

June 2012
 Cruise Performance
Long Range Cruise
Pressure Altitude: 45,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C -16
KIAS 177
IND M 0.67
ISA + 20°C KTAS __ __ __ __ 401
%RPM 96.8
PPH 668
NM/LB 0.6
TAT °C -20 -19
KIAS 186 189
IND M 0.70 0.71
ISA + 15°C KTAS __ __ __ 414 420
%RPM 98 96.9
PPH 724 704
NM/LB 0.572 0.597
TAT °C -24 -25 -26
KIAS 189 186 183
IND M 0.71 0.70 0.69
ISA + 10°C KTAS __ __ 416 410 404
%RPM 99.1 96.9 95.2
PPH 764 714 670
NM/LB 0.545 0.574 0.603
TAT °C -34 -35 -35 -35 -35
KIAS 198 189 189 189 189
IND M 0.74 0.71 0.71 0.71 0.71
ISA KTAS 424 406 406 406 406
%RPM 102.3 98.7 97.2 95.1 93.7
PPH 872 780 740 704 672
NM/LB 0.486 0.521 0.549 0.577 0.604
TAT °C -45 -45 -46 -47 -47
KIAS 195 195 189 186 186
IND M 0.73 0.73 0.71 0.70 0.7
ISA - 10°C KTAS 408 408 397 391 391
%RPM 99.3 97 94.6 92.3 91.2
PPH 856 780 716 670 638
NM/LB 0.477 0.523 0.554 0.584 0.613

8-204 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Single Engine Performance

The performance information contained in the following tables is provided
in the event of an engine failure during cruise.

Single Engine Service Ceiling

The single engine service ceiling chart presents the altitude at which
single engine rate of climb is 100 ft/min at maximum continuous thrust.
This altitude represents an optimum cruising altitude for fuel consumption
when an engine is inoperative.

Single Engine Cruise

These tables provide airspeed, N1 (fan RPM), and fuel flow for single
engine cruise at each condition of temperature, pressure altitude, and
gross weight. The single engine cruise speed is selected as the long
range cruise speed for single engine.

Drift Down Performance

In case of engine failure during high altitude flight, it may be necessary
to descend to an altitude where level flight can be maintained.
These tables show time, distance, fuel, and final altitude after drift down
to single engine cruise altitude.
During drift down, the airspeed should be 170 KIAS and engine thrust
should be maximum continuous thrust.

Nextant 400XT For Training Purposes Only 8-205

June 2012
Single Engine Service Ceiling, 100 ft/min 170 KIAS

36000
Outside Air Temp - deg C

34000

32000 ISA - 10

30000

28000
Pressure Altitude, f t

ISA
26000

24000 ISA + 20 ISA + 10

22000

ISA + 15
20000

18000

16000
11000 12000 13000 14000 15000 16000 17000
Initial Weight, lbs

8-206 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
Single Engine Cruise
Pressure Altitude: 5,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C 34 33 32 32 32
KIAS 230 221 212 209 206
IND M 0.38 0.37 0.35 0.35 0.34
ISA + 20°C KTAS 256 246 235 232 229
%RPM 90.3 88 85.8 84 83.1
PPH 981 911 841 803.5 766
NM/LB 0.261 0.270 0.279 0.289 0.299
TAT °C 28 28 27 27 27
KIAS 230 221 212 209 206
IND M 0.38 0.37 0.35 0.35 0.34
ISA + 15°C KTAS 253 243 233 230 227
%RPM 89.5 87 85.1 84 82.3
PPH 969 900 831 794.5 758
NM/LB 0.261 0.271 0.280 0.290 0.299
TAT °C 23 23 22 22 22
KIAS 230 221 212 209 206
IND M 0.38 0.37 0.35 0.35 0.34
ISA + 10°C KTAS 251 241 231 228 225
%RPM 88.7 87 84.5 83 81.6
PPH 957 892 827 787 747
NM/LB 0.262 0.271 0.279 0.290 0.301
TAT °C 13 13 12 12 11
KIAS 230 221 212 209 206
IND M 0.38 0.37 0.35 0.35 0.34
ISA KTAS 247 237 227 224 221
%RPM 87.2 85 82.8 82 80.2
PPH 932 866 800 764.5 729
NM/LB 0.265 0.275 0.284 0.294 0.303
TAT °C 3 2 2 2 1
KIAS 230 221 212 209 206
IND M 0.38 0.37 0.35 0.35 0.34
ISA - 10°C KTAS 242 233 223 220 217
%RPM 85.6 83 81.3 80 78.7
PPH 910 845 780 745.5 711
NM/LB 0.266 0.276 0.286 0.296 0.305

Nextant 400XT For Training Purposes Only 8-207

June 2012
 Cruise Performance
Single Engine Cruise
Pressure Altitude: 10,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C 25 25 24 23 22
KIAS 226 220 214 206 198
IND M 0.41 0.41 0.39 0.38 0.36
ISA + 20°C KTAS 271 265 257 248 238
%RPM 93.5 91.5 90 87.5 85.7
PPH 944 890 836 777 718
NM/LB 0.289 0.298 0.308 0.321 0.334
TAT °C 20 20 19 18 17
KIAS 226 220 214 206 198
IND M 0.41 0.41 0.39 0.38 0.36
ISA + 15°C KTAS 268 262 255 246 236
%RPM 92.6 91 89.3 87 84.9
PPH 932 879 826 768 709
NM/LB 0.289 0.299 0.309 0.322 0.335
TAT °C 14 14 13 13 12
KIAS 226 220 214 206 198
IND M 0.41 0.41 0.39 0.38 0.36
ISA + 10°C KTAS 266 260 253 243 234
%RPM 91.8 90.5 88.5 86.5 84.2
PPH 920 869 819 759 699
NM/LB 0.290 0.300 0.309 0.323 0.337
TAT °C 4 4 3 3 2
KIAS 226 220 214 206 198
IND M 0.41 0.41 0.39 0.38 0.36
ISA KTAS 261 255 248 239 230
%RPM 90.2 88.5 86.8 85 82.7
PPH 896 845 795 738 682
NM/LB 0.293 0.303 0.313 0.326 0.339
TAT °C -6 -6 -7 -8 -8
KIAS 226 220 214 206 198
IND M 0.41 0.41 0.39 0.38 0.36
ISA - 10°C KTAS 256 250 244 235 225
%RPM 88.45 86.5 85.2 83 81.05
PPH 874 824 775 720 665
NM/LB 0.295 0.305 0.315 0.328 0.341

8-208 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
Single Engine Cruise
Pressure Altitude: 15,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C 16 16 15 14 13
KIAS 221 219 216 203 190
IND M 0.44 0.44 0.43 0.41 0.38
ISA + 20°C KTAS 286 283 279 263 247
%RPM 96.6 95 94.2 91 88.3
PPH 906 868.5 831 750 669
NM/LB 0.316 0.326 0.336 0.353 0.369
TAT °C 11 11 10 9 8
KIAS 221 219 216 203 190
IND M 0.44 0.44 0.43 0.41 0.38
ISA + 15°C KTAS 283 280 277 261 245
%RPM 95.7 95 93.4 90 87.5
PPH 895 858 821 740.5 660
NM/LB 0.316 0.327 0.337 0.354 0.371
TAT °C 5 5 5 4 3
KIAS 221 219 216 203 190
IND M 0.44 0.44 0.43 0.41 0.38
ISA + 10°C KTAS 281 278 274 258 242
%RPM 94.8 94 92.5 90 86.7
PPH 883 846.5 810 730.5 651
NM/LB 0.318 0.328 0.338 0.355 0.372
TAT °C -5 -5 -5 -6 -8
KIAS 221 219 216 203 190
IND M 0.44 0.44 0.43 0.41 0.38
ISA KTAS 275 272 269 254 238
%RPM 93.1 92 90.8 88 85.1
PPH 860 824.5 789 712 635
NM/LB 0.320 0.331 0.341 0.358 0.375
TAT °C -15 -15 -16 -17 -18
KIAS 221 219 216 203 190
IND M 0.44 0.44 0.43 0.41 0.38
ISA - 10°C KTAS 270 267 264 249 233
%RPM 91.3 90 89.1 86 83.4
PPH 837 803 769 694 619
NM/LB 0.323 0.333 0.343 0.360 0.376

Nextant 400XT For Training Purposes Only 8-209

June 2012
 Cruise Performance
Single Engine Cruise
Pressure Altitude: 17,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C 13 13 12 11 11
KIAS 222 218 213 206 200
IND M 0.46 0.46 0.44 0.43 0.42
ISA + 20°C KTAS 297 291 284 276 268
%RPM 98.2 96.5 95.2 93 91.4
PPH 909 860 811 759 707
NM/LB 0.327 0.339 0.35 0.365 0.378
TAT °C 7 7 6 6 5
KIAS 222 218 213 206 200
IND M 0.46 0.46 0.44 0.43 0.42
ISA + 15°C KTAS 294 288 281 273 265
%RPM 97.3 96 94.4 92 90.6
PPH 898 849 801 749 697
NM/LB 0.327 0.340 0.351 0.366 0.38
TAT °C 2 2 1 1 0
KIAS 222 218 213 206 200
IND M 0.46 0.46 0.44 0.43 0.42
ISA + 10°C KTAS 292 286 279 271 263
%RPM 96.4 95 93.5 92 89.7
PPH 886 838 791 739 688
NM/LB 0.329 0.341 0.353 0.367 0.381
TAT °C -8 -8 -9 -10 -10
KIAS 222 218 213 206 200
IND M 0.46 0.46 0.44 0.43 0.42
ISA KTAS 286 280 273 266 258
%RPM 94.7 93 91.7 90 88.1
PPH 863 816 770 720 670
NM/LB 0.331 0.344 0.355 0.37 0.384
TAT °C -19 -19 -20 -20 -20
KIAS 222 218 213 206 200
IND M 0.46 0.46 0.44 0.43 0.42
ISA - 10°C KTAS 280 274 268 261 253
%RPM 92.8 91.5 89.95 88 86.3
PPH 839 794 750 701 653
NM/LB 0.334 0.346 0.358 0.373 0.386

8-210 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
Single Engine Cruise
Pressure Altitude: 19,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C 9 9 8 8 8
KIAS 223 216 209 209 209
IND M 0.48 0.47 0.45 0.45 0.45
ISA + 20°C KTAS 307 298 288 288 288
%RPM 99.8 98 96.2 95 94.5
PPH 911 851 791 767.5 744
NM/LB 0.337 0.351 0.364 0.376 0.387
TAT °C 4 4 3 3 3
KIAS 223 216 209 209 209
IND M 0.48 0.47 0.45 0.45 0.45
ISA + 15°C KTAS 304 295 285 285 285
%RPM 98.9 97 95.3 94 93.6
PPH 900 840 780 757 734
NM/LB 0.338 0.352 0.365 0.377 0.388
TAT °C -1 -2 -2 -2 -2
KIAS 223 216 209 209 209
IND M 0.48 0.47 0.45 0.45 0.45
ISA + 10°C KTAS 302 293 283 283 283
%RPM 98.0 96 94.4 94 92.7
PPH 888 829.5 771 748 725
NM/LB 0.340 0.354 0.367 0.379 0.390
TAT °C -11 -12 -13 -13 -13
KIAS 223 216 209 209 209
IND M 0.48 0.47 0.45 0.45 0.45
ISA KTAS 296 287 277 277 277
%RPM 96.2 94 92.6 92 91.0
PPH 865 807.5 750 727.5 705
NM/LB 0.342 0.356 0.369 0.381 0.393
TAT °C -22 -22 -23 -23 -23
KIAS 223 216 209 209 209
IND M 0.48 0.47 0.45 0.45 0.45
ISA - 10°C KTAS 290 281 272 272 272
%RPM 94.3 93 90.8 90 7 89.2
PPH 841 785.5 730 08.5 687
NM/LB 0.345 0.359 0.373 0.385 0.396

Nextant 400XT For Training Purposes Only 8-211

June 2012
 Cruise Performance
Single Engine Cruise
Pressure Altitude: 21,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C 6 5 5 4 4
KIAS 217 212 207 205 203
IND M 0.49 0.48 0.47 0.46 0.46
ISA + 20°C KTAS 308 302 296 293 289
%RPM 100.6 99 97.5 96 95.1
PPH 882 832 782 747 713
NM/LB 0.350 0.365 0.378 0.393 0.406
TAT °C 1 1 0 -1 -1
KIAS 221 214 207 205 203
IND M 0.50 0.49 0.47 0.46 0.46
ISA + 15°C KTAS 312 303 293 290 286
%RPM 100.4 98.5 96.6 95 94.2
PPH 891 831 771 737 704
NM/LB 0.350 0.365 0.38 0.394 0.407
TAT °C -4 -5 -6 -6 -6 2
KIAS 221 214 207 205 03
IND M 0.50 0.49 0.47 0.46 0.46
ISA + 10°C KTAS 309 300 290 287 284
%RPM 99.5 97.5 95.7 94.5 93.3
PPH 879 820 762 730 699
NM/LB 0.351 0.367 0.381 0.395 0.407
TAT °C -15 -15 -16 -17 -17
KIAS 221 214 207 205 203
IND M 0.50 0.49 0.47 0.46 0.46
ISA KTAS 303 294 284 281 278
%RPM 97.6 95.5 93.9 93 91.5
PPH 856 799 741 708 675
NM/LB 0.354 0.369 0.384 0.399 0.413
TAT °C -25 -26 -27 -27 -27
KIAS 221 214 207 205 203
IND M 0.5 0.49 0.47 0.46 0.46
ISA - 10°C KTAS 297 288 279 276 273
%RPM 95.65 94 91.95 91 89.65
PPH 832 776 721 689 658
NM/LB 0.357 0.372 0.387 0.402 0.416

8-212 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
Single Engine Cruise
Pressure Altitude: 23,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C 2 2 1 1 0
KIAS 210 208 205 201 197
IND M 0.49 0.49 0.48 0.47 0.46
ISA + 20°C KTAS 309 306 303 297 290
%RPM 101.4 100 98.8 97 95.6
PPH 852 812 772 727 682
NM/LB 0.363 0.378 0.392 0.409 0.425
TAT °C -3 -3 -4 -5 -5
KIAS 219 212 205 201 197
IND M 0.51 0.5 0.48 0.47 0.46
ISA + 15°C KTAS 319 310 300 294 287
%RPM 101.8 100 97.9 96 94.7
PPH 882 822 762 717.5 673
NM/LB 0.362 0.378 0.394 0.410 0.426
TAT °C -8 -8 -9 -10 -10
KIAS 219 212 205 201 197
IND M 0.51 0.5 0.48 0.47 0.46
ISA + 10°C KTAS 315 306 297 291 285
%RPM 100.9 99 96.9 95 93.9
PPH 870 811 752 712 672
NM/LB 0.362 0.379 0.395 0.410 0.424
TAT °C -18 -19 -20 -20 -21
KIAS 219 212 205 201 197
IND M 0.51 0.5 0.48 0.47 0.46
ISA KTAS 309 300 291 285 279
%RPM 99.0 97 95.1 94 92.0
PPH 847 789.5 732 688.5 645
NM/LB 0.365 0.382 0.398 0.416 0.433
TAT °C -29 -29 -30 -31 -31
KIAS 219 212 205 201 197
IND M 0.51 0.5 0.48 0.47 0.46
ISA - 10°C KTAS 303 294 285 279 273
%RPM 97.0 95 93.1 92 90.1
PPH 823 767 711 669.5 628
NM/LB 0.368 0.385 0.401 0.418 0.435

Nextant 400XT For Training Purposes Only 8-213

June 2012
 Cruise Performance
Single Engine Cruise
Pressure Altitude: 25,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C -5 -3 -3 -3
KIAS 184 197 197 197
IND M 0.45 0.48 0.48 0.48
ISA + 20°C KTAS __ 282 300 300 300
%RPM 99.5 99.2 98 97.2
PPH 734 737 709 681
NM/LB 0.384 0.407 0.424 0.441
TAT °C -9 -8 -7 -8 -8
KIAS 188 201 205 201 197
IND M 0.46 0.49 0.5 0.49 0.48
ISA + 15°C KTAS 285 304 310 304 298
%RPM 100.7 100.2 99.4 98 96.3
PPH 776 777 764 718 672
NM/LB 0.367 0.391 0.406 0.425 0.443
TAT °C -12 -12 -13 -13 -14
KIAS 210 214 205 201 197
IND M 0.51 0.52 0.5 0.49 0.48
ISA + 10°C KTAS 313 319 307 301 295
%RPM 101.9 101.2 98.5 97 95.3
PPH 833 822 753 708 663
NM/LB 0.376 0.388 0.408 0.427 0.445
TAT °C -22 -22 -23 -24 -24
KIAS 218 212 205 201 197
IND M 0.53 0.52 0.5 0.49 0.48
ISA KTAS 319 310 301 295 289
%RPM 101.1 99 96.5 95 93.5
PPH 847 790 733 689 645
NM/LB 0.377 0.394 0.411 0.430 0.448
TAT °C -32 -33 -34 -34 -34
KIAS 218 212 205 201 197
IND M 0.53 0.52 0.5 0.49 0.48
ISA - 10°C KTAS 312 303 294 288 282
%RPM 99.1 406 712 402 91.5
PPH 823 772 721 674 627
NM/LB 0.379 0.394 0.408 0.429 0.450

8-214 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
Single Engine Cruise
Pressure Altitude: 27,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C -8 -7 -7
KIAS 184 189 193
IND M 0.47 0.48 0.49
ISA + 20°C KTAS __ __ 292 298 304
%RPM 99.7 99 98.1
PPH 698 680.5 663
NM/LB 0.418 0.439 0.459
TAT °C -13 -11 -12 -12
KIAS 189 201 197 193
IND M 0.48 0.51 0.5 0.49
ISA + 15°C KTAS __ 295 314 307 301
%RPM 101.2 101.0 99 97.1
PPH 739 747 700.5 654
NM/LB 0.399 0.420 0.440 0.460
TAT °C -18 -16 -16 -16 -17
KIAS 184 201 205 199 193
IND M 0.47 0.51 0.52 0.51 0.49
ISA + 10°C KTAS 286 318 317 308 298
%RPM 102.0 101.6 98.7 97 96.2
PPH 763 768 754 699.5 645
NM/LB 0.375 0.414 0.420 0.441 0.462
TAT °C -26 -26 -26 -27 -28
KIAS 205 205 205 199 193
IND M 0.52 0.52 0.52 0.51 0.49
ISA KTAS 310 310 310 301 292
%RPM 101.6 100 98.7 97 94.3
PPH 797 765 733 680 627
NM/LB 0.389 0.406 0.423 0.445 0.466
TAT °C -35 -36 -37 -37 -38
KIAS 217 211 205 201 197
IND M 0.55 0.54 0.52 0.51 0.5
ISA - 10°C KTAS 321 312 303 298 292
%RPM 101.9 99 96.7 95 92.9
PPH 827 769.5 712 669 626
NM/LB 0.388 0.407 0.426 0.446 0.466

Nextant 400XT For Training Purposes Only 8-215

June 2012
 Cruise Performance
Single Engine Cruise
Pressure Altitude: 29,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C -10
KIAS 192
IND M 0.51
ISA + 20°C KTAS __ __ __ __ 314
%RPM 99.9
PPH 664
NM/LB 0.473
TAT °C -16 -15 -15
KIAS 188 190 192
IND M 0.5 0.51 0.51
ISA + 15°C KTAS __ __ 305 308 311
%RPM 101.7 100 98.9
PPH 703 679 655
NM/LB 0.434 0.455 0.475
TAT °C -20 -20 -21
KIAS 196 194 192
IND M 0.52 0.52 0.51
ISA + 10°C KTAS __ __ 314 311 308
%RPM 101.7 100 98.0
PPH 720 683 646
NM/LB 0.436 0.457 0.477
TAT °C -30 -30 -30 -31
KIAS 200 204 198 192
IND M 0.53 0.54 0.53 0.51
ISA KTAS __ 313 319 310 301
%RPM 102.0 100.8 98 96.0
PPH 749 733 680.5 628
NM/LB 0.418 0.435 0.457 0.479
TAT °C -40 -40 -41 -42
KIAS 208 204 198 192
IND M 0.55 0.54 0.53 0.51
ISA - 10°C KTAS __ 318 312 304 295
%RPM 101.7 98.7 96 94.0
PPH 762 712 660.5 609
NM/LB 0.417 0.438 0.461 0.484

8-216 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
Single Engine Cruise
Pressure Altitude: 31,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C -14
KIAS 184
IND M 0.51
ISA + 20°C KTAS __ __ __ __ 312
%RPM 100.8
PPH 632
NM/LB 0.494
TAT °C -19 -18
KIAS 184 191
IND M 0.51 0.53
ISA + 15°C KTAS __ __ __ 309 321
%RPM 101.7 101.2
PPH 657 653
NM/LB 0.470 0.492
TAT °C -26 -25 -24
KIAS 173 182 191
IND M 0.48 0.51 0.53
ISA + 10°C KTAS __ __ 287 302 317
%RPM 101.9 101 100.2
PPH 663 653.5 644 0.
NM/LB 0.433 0.463 492
TAT °C -34 -34 -34
KIAS 191 191 191
IND M 0.53 0.53 0.53
ISA KTAS __ __ 310 310 310
%RPM 102 100 98.1
PPH 691 658 625
NM/LB 0.449 0.473 0.496
TAT °C -30 -30 -27 -28 -28
KIAS 176 176 199 195 191
IND M 0.49 0.49 0.55 0.54 0.53
ISA - 10°C KTAS 281 291 315 310 304
%RPM 102.0 102.0 101.1 99 96.1
PPH 682 682 700 653.5 607
NM/LB 0.412 0.427 0.450 0.476 0.501

Nextant 400XT For Training Purposes Only 8-217

June 2012
 Cruise Performance
Single Engine Cruise
Pressure Altitude: 33,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C
KIAS
IND M
ISA + 20°C KTAS __ __ __ __ __
%RPM
PPH
NM/LB
TAT °C
KIAS
IND M
ISA + 15°C KTAS __ __ __ __ __
%RPM
PPH
NM/LB
TAT °C -27
KIAS 190
IND M 0.55
ISA + 10°C KTAS __ __ __ __ 326
%RPM 102.5
PPH 644
NM/LB 0.506
TAT °C -39 -38
KIAS 183 190
IND M 0.53 0.55
ISA KTAS __ __ __ 308 319
%RPM 101.8 100.5
PPH 634 625
NM/LB 0.486 0.510
TAT °C -48 -48
KIAS 194 190
IND M 0.56 0.55
ISA - 10°C KTAS __ __ __ 318 312
%RPM 102.0 98.4
PPH 656 606
NM/LB 0.485 0.515

8-218 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Cruise Performance
Single Engine Cruise
Pressure Altitude: 35,000 ft
Weight
Temperature Item
16,000 15,000 14,000 13,000 12,000
TAT °C
KIAS
IND M
ISA + 20°C KTAS __ __ __ __ __
%RPM
PPH
NM/LB
TAT °C
KIAS
IND M
ISA + 15°C KTAS __ __ __ __ __
%RPM
PPH
NM/LB
TAT °C
KIAS
IND M
ISA + 10°C KTAS __ __ __ __ __
%RPM
PPH
NM/LB
TAT °C -43
KIAS 175
IND M 0.53
ISA KTAS __ __ __ __ 305
%RPM 101.4
PPH 579
NM/LB 0.527
TAT °C -52
KIAS 182
IND M 0.55
ISA - 10°C KTAS __ __ __ __ 309
%RPM 100.7
PPH 585
NM/LB 0.528

Nextant 400XT For Training Purposes Only 8-219

June 2012
 Driftdown Performance
Initial Altitude: 27,000 ft
Weight
Temperature Item
16,000 15,500 14,500 13,500 12,500 11,500
MIN 60 55 45 30
NM 245 230 193 131
ISA + 20°C __ __
LBS 761 688 533 336
FINAL ALT, FT 19,500 20,850 23,450 25,800
MIN 47 42 26
NM 199 178 113
ISA + 15°C __ __ __
LBS 610 525 310
FINAL ALT, FT 22,650 23,850 26,050
MIN 34 26
NM 145 113
ISA + 10°C __ __ __ __
LBS 440 335
FINAL ALT, FT 24,900 25,900
MIN 17
NM 77
ISA __ __ __ __ __
LBS 252
FINAL ALT, FT 26,650
MIN
NM
ISA - 10°C __ __ __ __ __ __
LBS
FINAL ALT, FT

Driftdown Performance
Initial Altitude: 29,000 ft
Weight
Temperature Item
16,000 15,500 14,500 13,500 12,500 11,500
MIN 64 60 51 40 23
NM 265 255 224 181 108
ISA + 20°C __
LBS 806 739 604 454 252
FINAL ALT, FT 19,650 21,000 23,650 26,100 28,250
MIN 53 49 38 20
NM 227 211 169 90
ISA + 15°C __ __
LBS 677 604 449 224
FINAL ALT, FT 22,850 24,100 26,450 28,450
MIN 45 37 24
NM 196 163 107
ISA + 10°C __ __ __
LBS 583 463 284
FINAL ALT, FT 25,150 26,200 28,100
MIN 29 24
NM 128 108
ISA __ __ __ __
LBS 406 331
FINAL ALT, FT 27,000 27,800
MIN 27 22
NM 117 95
ISA - 10°C __ __ __ __
LBS 342 273
FINAL ALT, FT 27,400 28,100

8-220 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Driftdown Performance
Initial Altitude: 31,000 ft
Weight
Temperature Item
16,000 15,500 14,500 13,500 12,500 11,500
MIN 71 64 56 47 37 20
NM 296 273 248 215 171 94
ISA + 20°C
LBS 887 777 654 527 391 201
FINAL ALT, FT 19,750 21,250 23,800 26,300 28,600 30,500
MIN 61 54 45 34 16
NM 264 235 203 158 75
ISA + 15°C __
LBS 774 659 529 385 169
FINAL ALT, FT 23,000 24,250 26,650 28,850 30,700
MIN 47 44 35 22
NM 208 195 161 105
ISA + 10°C __ __
LBS 599 539 417 255
FINAL ALT, FT 25,300 26,350 28,400 30,200
MIN 36 33 25
NM 161 150 118
ISA __ __ __
LBS 495 445 334
FINAL ALT, FT 27,200 28,000 29,550
MIN 35 32 25
NM 153 142 111
ISA - 10°C __ __ __
LBS 434 390 283
FINAL ALT, FT 27,550 28,300 29,750

Driftdown Performance
Initial Altitude: 33,000 ft
Weight
Temperature Item
16,000 15,500 14,500 13,500 12,500 11,500
MIN 70 67 60 52 48 34
NM 296 289 267 240 226 165
ISA + 20°C
LBS 868 807 691 576 507 344
FINAL ALT, FT 19,850 21,200 23,900 26,450 28,750 30,800
MIN 61 57 50 42 32 14
NM 265 254 229 197 155 69
ISA + 15°C
LBS 759 696 582 467 345 143
FINAL ALT, FT 23,100 24,350 26,800 29,050 31,100 32,750
MIN 51 48 42 35 23
NM 227 218 193 164 110
ISA + 10°C __
LBS 641 589 487 388 245
FINAL ALT, FT 25,400 26,500 28,550 30,450 32,150
MIN 40 38 33 27 16
NM 183 175 157 339 76
ISA __
LBS 548 510 429 131 186
FINAL ALT, FT 27,300 28,100 29,700 31,200 32,600
MIN 40 38 34 27 14
NM 176 169 152 125 67
ISA - 10°C __
LBS 485 449 377 291 146
FINAL ALT, FT 27,600 28,400 29,900 31,350 32,700

Nextant 400XT For Training Purposes Only 8-221

June 2012
 Driftdown Performance
Initial Altitude: 35,000 ft
Weight
Temperature Item
16,000 15,500 14,500 13,500 12,500 11,500
MIN 73 70 63 56 52 41
NM 310 303 283 260 250 201
ISA + 20°C
LBS 890 833 720 613 548 410
FINAL ALT, FT 19,900 21,300 24,000 26,550 28,900 31,000
MIN 64 61 54 47 40 31
NM 281 272 249 223 194 154
ISA + 15°C
LBS 788 731 621 518 419 310
FINAL ALT, FT 23,150 24,450 26,900 29,200 31,250 33,100
MIN 54 52 46 41 34 23
NM 244 237 216 195 164 114
ISA + 10°C
LBS 672 628 533 450 356 231
FINAL ALT, FT 25,500 26,550 28,650 30,600 32,350 34,000
MIN 44 42 38 34 29 20
NM 200 194 181 165 142 100
ISA
LBS 585 550 482 415 335 223
FINAL ALT, FT 27,350 28,150 29,800 31,350 32,850 34,250
MIN 44 42 39 35 30 21
NM 193 189 176 160 139 99
ISA - 10°C
LBS 520 487 425 363 297 197
FINAL ALT, FT 27,700 28,500 30,000 31,500 32,900 34,300

Driftdown Performance
Initial Altitude: 37,000 ft
Weight
Temperature Item
16,000 15,500 14,500 13,500 12,500 11,500
MIN 75 72 66 59 52 46
NM 321 315 297 275 252 226
ISA + 20°C
LBS 908 851 741 635 538 448
FINAL ALT, FT 19,950 21,350 24,050 26,600 28,950 31,050
MIN 66 63 57 51 45 38
NM 294 285 265 243 219 190
ISA + 15°C
LBS 810 753 646 551 464 374
FINAL ALT, FT 23,250 24,500 27,000 29,250 31,350 33,200
MIN 57 55 50 45 39 33
NM 258 251 234 217 196 167
ISA + 10°C
LBS 697 652 565 488 410 330
FINAL ALT, FT 25,550 26,650 28,700 30,700 32,450 34,100
MIN 46 45 42 38 35 30
NM 214 210 199 185 173 152
ISA
LBS 611 581 518 451 396 327
FINAL ALT, FT 27,400 28,250 29,850 31,450 32,950 34,400
MIN 47 45 43 39 36 32
NM 207 204 195 182 172 153
ISA - 10°C
LBS 545 513 460 403 356 298
FINAL ALT, FT 27,750 28,500 30,050 31,550 33,000 34,450

8-222 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Driftdown Performance
Initial Altitude: 39,000 ft
Weight
Temperature Item
16,000 15,500 14,500 13,500 12,500 11,500
MIN 77 75 68 61 55 49
NM 332 330 309 285 267 243
ISA + 20°C
LBS 922 877 758 645 559 472
FINAL ALT, FT 20,000 21,400 24,100 26,700 29,000 31,100
MIN 68 66 60 54 48 42
NM 305 298 279 260 237 213
ISA + 15°C
LBS 826 773 670 577 490 409
FINAL ALT, FT 23,300 24,500 27,050 29,300 31,400 33,250
MIN 59 57 52 48 43 38
NM 270 264 248 235 215 196
ISA + 10°C
LBS 717 672 586 518 442 377
FINAL ALT, FT 25,600 26,700 28,750 30,750 32,550 34,200
MIN 49 47 45 42 39 36
NM 227 223 215 206 195 182
ISA LBS 635 602 545 491 434 381
FINAL ALT, FT 27,450 28,250 29,900 31,500 33,000 34,450

MIN 49 48 45 43 40 37
NM 220 217 210 201 193 181
ISA - 10°C
LBS 567 536 483 434 391 342
FINAL ALT, FT 27,750 28,550 30,100 31,600 33,100 34,500

Driftdown Performance
Initial Altitude: 41,000 ft
Weight
Temperature Item
16,000 15,500 14,500 13,500 12,500 11,500
MIN 78 76 70 64 57 51
NM 342 336 321 303 280 257
ISA + 20°C
LBS 934 879 773 674 576 490
FINAL ALT, FT 20,000 21,450 24,150 26,700 29,050 31,150
MIN 70 67 61 57 50 45
NM 315 309 290 271 252 231
ISA + 15°C
LBS 838 785 683 592 510 435
FINAL ALT, FT 23,300 24,600 27,100 29,350 31,450 33,300
MIN 61 59 55 51 46 42
NM 281 275 261 248 232 214
ISA + 10°C
LBS 731 686 605 536 466 402
FINAL ALT, FT 25,650 26,700 28,800 30,750 32,600 34,250
MIN 51 49 47 45 42 39
NM 238 235 228 221 213 202
ISA LBS 649 621 565 514 461 408
FINAL ALT, FT 27,500 28,300 29,950 31,500 33,050 34,500

MIN 51 50 48 45 43 41
NM 231 228 223 216 210 201
ISA - 10°C
LBS 581 551 503 455 414 370
FINAL ALT, FT 27,800 28,550 30,100 31,600 33,100 34,550

Nextant 400XT For Training Purposes Only 8-223

June 2012
 Driftdown Performance
Initial Altitude: 43,000 ft
Weight
Temperature Item
16,000 15,500 14,500 13,500 12,500 11,500
MIN 80 77 71 65 59 53
NM 350 345 329 310 291 269
ISA + 20°C
LBS 941 886 780 678 586 504
FINAL ALT, FT 20,000 21,500 24,200 26,750 29,100 31,200
MIN 72 69 63 58 52 47
NM 325 319 301 284 265 245
ISA + 15°C
LBS 850 799 696 608 525 451
FINAL ALT, FT 23,350 24,650 27,100 29,400 31,500 33,350
MIN 63 61 56 52 48 44
NM 291 285 272 260 244 229
ISA + 10°C
LBS 743 698 618 548 480 420
FINAL ALT, FT 25,650 26,750 28,850 30,800 32,600 34,300
MIN 52 51 49 47 44 42
NM 248 245 240 233 227 220
ISA LBS 664 634 581 529 478 433
FINAL ALT, FT 27,500 28,300 29,950 31,550 33,100 34,550

MIN 53 52 50 48 46 44
NM 241 240 234 228 224 218
ISA - 10°C
LBS 593 566 517 470 431 392
FINAL ALT, FT 27,800 28,600 30,100 31,650 33,150 34,600

Driftdown Performance
Initial Altitude: 45,000 ft
Weight
Temperature Item
16,000 15,500 14,500 13,500 12,500 11,500
MIN 81 79 73 66 60 55
NM 357 353 341 319 300 279
ISA + 20°C
LBS 948 895 798 685 595 512
FINAL ALT, FT 20,000 21,500 24,200 26,750 29,100 31,200
MIN 73 70 65 59 54 48
NM 333 327 310 293 275 253
ISA + 15°C
LBS 856 805 704 616 536 457
FINAL ALT, FT 23,350 24,650 27,150 29,400 31,500 33,350
MIN 64 62 58 54 50 46
NM 299 708 281 271 256 241
ISA + 10°C
LBS 751 294 628 561 494 432
FINAL ALT, FT 25,700 26,750 28,850 30,800 32,650 34,300
MIN 54 53 51 48 46 44
NM 257 255 250 244 238 234
ISA LBS 671 646 592 539 490 449
FINAL ALT, FT 27,500 28,350 30,000 31,550 33,100 34,600

MIN 54 54 52 49 48 46
NM 250 249 244 239 236 231
ISA - 10°C
LBS 603 578 528 483 447 407
FINAL ALT, FT 27,800 28,600 30,150 31,700 33,150 34,600

8-224 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Descent and Holding

Performance

Time, Fuel, and Distance to Descend

High Speed Descent
Descent Speed
0.76 MI/310 KIAS Above. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14,000 ft
310 KIAS Decreasing
Linearly to 250 KIAS. . . . . . . . . . . between 14,000 and 10,000 ft
250 KIAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . below 10,000 ft
Rate Of Descent
3000 ft/min.

Low Power Descent

Descent Speed
0.70 MI/230 KIAS

Engine Thrust
Idle, or as required to achieve a maximum descent rate of 3,000 ft/min.

Best L/D Descent

Descent Speed
VL/D

Engine Thrust
Flight Idle.

Holding Fuel Flow

These tables give holding fuel flow for the airspeeds of 160 KIAS and
140 KIAS at each condition of pressure altitude and gross weight. Each
value is the sum of the fuel flow for both engines.

Nextant 400XT For Training Purposes Only 8-225

June 2012
 Time, Fuel, and Distance to Descend
RVSM Altitudes
ISA
Item Weight (lbs)

Altitude 15,000 13,000 11,000

X 1,000
High Low High Low High Low
Schedule
Speed Power Speed Power Speed Power
MIN 15.7 20.5 15.2 19.2 15.1 17.4
45 NM 98.9 110.6 96.7 103.7 96.0 94.6
LBS 138 109 146 103 165 93
MIN 14.9 19.6 14.4 18.2 14.3 16.5
43 NM 93.5 104.6 96.3 97.5 90.8 88.5
LBS 134 104 143 97 161 88
MIN 14.2 18.7 13.7 17.4 13.7 15.6
41 NM 88.3 98.7 86.3 91.7 86.0 82.9
LBS 130 100 139 92 157 83
MIN 13.5 17.9 13.1 16.6 13.0 14.9
39 NM 83.5 93.3 81.3 86.4 81.2 77.8
LBS 126 95 135 88 153 79
MIN 12.9 17.1 12.4 15.8 12.3 14.2
37 NM 78.7 88.1 76.8 81.4 76.5 73.2
LBS 123 91 131 84 148 76
MIN 12.2 16.4 11.7 15.1 11.7 13.5
35 NM 74.0 82.9 72.1 76.5 71.7 68.6
LBS 118 87 126 80 143 72
MIN 11.5 15.4 11.1 14.2 11.0 12.7
33 NM 69.2 76.8 67.3 70.8 67.0 63.4
LBS 112 82 120 76 136 68
MIN 10.9 14.5 10.4 13.3 10.3 11.9
31 NM 64.4 70.6 62.5 65.2 62.1 58.3
LBS 106 77 113 71 128 63
MIN 10.2 13.5 9.7 12.4 9.7 11.1
29 NM 59.5 65.1 57.8 59.9 57.3 53.4
LBS 98 72 104 65 119 59

8-226 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Time, Fuel, and Distance to Descend

LOWER Altitudes
ISA
Item Weight (lbs)

Altitude 15,000 13,000 11,000

X 1,000
High Low High Low High Low
Schedule
Speed Power Speed Power Speed Power
MIN 9.6 12.0 9.1 11.6 9.0 10.3
27 NM 54.6 59.3 52.7 54.7 52.4 48.8
LBS 89 67 95 61 106 55
MIN 8.9 11.6 8.4 10.7 8.3 9.5
25 NM 49.7 54.1 47.8 49.6 47.4 44.2
LBS 79 62 84 57 97 51
MIN 8.2 10.7 7.7 9.8 7.7 8.7
23 NM 44.7 46.9 42.8 44.8 42.4 39.9
LBS 68 57 73 52 85 47
MIN 7.5 9.7 7.1 8.9 7.0 7.9
21 NM 39.9 43.8 38.0 40.2 37.6 35.6
LBS 59 52 62 48 74 42
MIN 6.9 8.8 6.4 8.0 6.3 7.1
19 NM 35.2 38.9 33.3 35.6 32.9 31.6
LBS 50 47 52 43 62 38
MIN 6.2 7.8 5.8 7.2 5.7 6.4
17 NM 30.6 34.2 28.7 31.2 28.3 27.7
LBS 41 42 42 38 51 34
MIN 5.6 6.9 5.1 6.3 5.0 5.6
15 NM 26.3 29.6 24.4 27.0 24.0 23.9
LBS 33 37 33 34 40 30
MIN 3.8 4.6 3.4 4.2 3.3 3.6
10 NM 17.0 18.8 15.3 17.1 14.9 15.1
LBS 21 25 19 22 23 20
MIN 1.9 2.3 1.6 2.1 1.6 1.8
5 NM 8.1 9.0 7.3 8.2 7.2 7.2
LBS 10 12 9 11 12 10

Nextant 400XT For Training Purposes Only 8-227

June 2012
 Time, Fuel, and Distance to Descend
Best L/D 2 Engines @ Flight Idle
RVSM Altitudes
ISA
Item Weight - (lbs)

Altitude 16,000 15,000 14,000 13,000 12,000 11,000

X 1,000
Airspeed
170 165 160 155 150 145
(Kts)
MIN _ 28 29 30 31 32
45 NM _ 110 110 110 111 111
LBS _ 109 112 116 120 125
MIN 26 27 28 29 30 31
43 NM 104 104 104 104 105 105
LBS 103 105 109 113 117 121
MIN 25 26 27 28 29 30
41 NM 98 99 99 99 99 100
LBS 100 102 106 110 114 118
MIN 25 25 26 27 28 29
39 NM 93 93 93 93 94 94
LBS 97 99 103 106 110 115
MIN 24 24 25 26 27 28
37 NM 88 88 88 88 88 89
LBS 94 96 100 103 106 111
MIN 23 23 24 25 26 27
35 NM 83 83 83 83 84 84
LBS 91 94 96 100 104 108
MIN 22 22 23 24 25 25
33 NM 78 78 78 78 79 79
LBS 88 91 93 97 100 104
MIN 20 21 22 23 23 24
31 NM 73 73 73 73 74 74
LBS 84 87 90 93 97 100
MIN 19 20 21 21 22 23
29 NM 68 68 68 69 69 69
LBS 81 84 86 90 93 96

8-228 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Time, Fuel, and Distance to Descend

Best L/D 2 Engines @ Flight Idle
LOWER Altitudes
ISA
Item Weight - (lbs)

Altitude 16,000 15,000 14,000 13,000 12,000 11,000

X 1,000
Airspeed
170 165 160 155 150 145
(Kts)
MIN 18 19 19 20 21 22
27 NM 63 63 63 63 64 64
LBS 78 81 83 86 89 93
MIN 17 18 18 19 20 20
25 NM 59 59 58 59 59 59
LBS 74 77 78 81 84 88
MIN 16 17 17 18 18 19
23 NM 54 54 54 54 54 55
LBS 70 72 74 77 80 83
MIN 15 15 16 16 17 18
21 NM 49 49 49 49 49 50
LBS 66 67 69 72 75 78
MIN 14 14 15 15 16 16
19 NM 44 44 45 45 45 45
LBS 61 63 65 68 70 73
MIN 12 13 13 14 14 15
17 NM 40 40 40 40 40 40
LBS 57 58 60 62 65 68
MIN 11 11 12 12 13 13
15 NM 35 35 35 35 35 35
LBS 51 53 54 57 58 61
MIN 8 8 8 8 9 9
10 NM 23 23 23 23 23 24
LBS 37 38 39 41 42 44
MIN 4 4 4 4 5 5
5 NM 11 11 12 12 12 12
LBS 20 20 21 22 23 24

Nextant 400XT For Training Purposes Only 8-229

June 2012
 Holding Fuel Flow – Lbs/Hr
160 KIAS
ISA

Altitude Weight - lbs

(ft) 16,000 15,000 14,000 13,000 12,000
0 960 906 860 816 800
5,000 906 854 806 766 750
10,000 866 808 760 720 704
15,000 838 780 730 686 668
20,000 814 758 706 662 644
25,000 796 738 688 642 626
30,000 782 722 670 626 608

Holding Fuel Flow – Lbs/Hr

140 KIAS
ISA

Altitude Weight - lbs

(ft) 16,000 15,000 14,000 13,000 12,000
0 1058 972 898 832 774
5,000 1008 920 846 780 724
10,000 974 882 802 736 682
15,000 946 854 774 704 644
20,000 926 834 752 682 622
25,000 908 814 734 662 602
30,000 898 800 720 646 586

8-230 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning
pproach/Landing and Turn Around
Maximum Landing Weight
To Achieve Approach Climb Requirements
ECS ON, Engine AI OFF, Wing AI OFF

Nextant 400XT For Training Purposes Only 8-231

June 2012
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8-232 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Maximum Landing Weight Limited by Maximum Brake Energy

Nextant 400XT For Training Purposes Only 8-233

June 2012
 This page intentionally left blank.

8-234 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Approach Climb Gradient

ECS ON, Engine AI OFF, Wing AI OFF
ECS ON, Engine AI ON, Wing AI OFF
One Engine inoperative

Nextant 400XT For Training Purposes Only 8-235

June 2012
 This page intentionally left blank.

8-236 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Approach Climb Gradient

ECS ON, Engine AI ON, Wing AI ON
One Engine Inoperative

Nextant 400XT For Training Purposes Only 8-237

June 2012
 This page intentionally left blank.

8-238 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Balked Landing Climb Gradient

ECS ON, Engine AI OFF, Wing AI OFF
ECS ON, Engine AI ON, Wing AI OFF

Nextant 400XT For Training Purposes Only 8-239

June 2012
 This page intentionally left blank.

8-240 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Balked Landing Climb Gradient

ECS ON, Engine AI ON, Wing AI ON

Nextant 400XT For Training Purposes Only 8-241

June 2012
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8-242 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Landing Distance

Nextant 400XT For Training Purposes Only 8-243

June 2012
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8-244 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Unfactored Landing Distance

Nextant 400XT For Training Purposes Only 8-245

June 2012
 This page intentionally left blank.

8-246 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Factored Landing Distance

For Part 91 Subpart K Operations

Nextant 400XT For Training Purposes Only 8-247

June 2012
 This page intentionally left blank.

8-248 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Factored Landing Distance

For Part 121 and Part 135 Operations

Nextant 400XT For Training Purposes Only 8-249

June 2012
 This page intentionally left blank.

8-250 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Landing Brake Energy

Nextant 400XT For Training Purposes Only 8-251

June 2012
 This page intentionally left blank.

8-252 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Accelerate-Stop Brake Energy - Flaps 0°

Nextant 400XT For Training Purposes Only 8-253

June 2012
 This page intentionally left blank.

8-254 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Accelerate-Stop Brake Energy - Flaps 10°

Nextant 400XT For Training Purposes Only 8-255

June 2012
 This page intentionally left blank.

8-256 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Accelerate-Stop Brake Energy - Flaps 20°

Nextant 400XT For Training Purposes Only 8-257

June 2012
 This page intentionally left blank.

8-258 For Training Purposes Only Nextant 400XT

June 2012
 Flight Planning

Turn Around Time

Nextant 400XT For Training Purposes Only 8-259

June 2012
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8-260 For Training Purposes Only Nextant 400XT

June 2012
 9
Aircraft Overview
Contents

Aircraft Overview
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3



Figure: Aircraft Exterior Features . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4



Figure: Cabin Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
Aircraft Description
Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
Engine Cowlings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
Engine Pylons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
Engine Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
Instrument Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11



Figure: Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
Overhead Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
Pedestal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
Passenger Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
Cabin Configuration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
Wi-Fi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
Life Raft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
Galley. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14

Nextant 400XT For Training Purposes Only 9-1

June 2012
 This page intentionally left blank.

9-2 For Training Purposes Only Nextant 400XT

June 2012
 Aircraft Overview

Aircraft Overview
General
This section presents an overview of the Nextant 400XT aircraft.
This Aircraft Overview chapter will highlight the modifications made in
the Nextant 400XT after installation of FJ44-3AP turbofan engine and
Collins Pro Line 21 Engine Indication System (EIS).

Figure 9-1: Nextant 400XT (Left and Right Side)

Nextant 400XT For Training Purposes Only 9-3

June 2012
Aircraft Exterior Features

ELEVATOR

HORIZONTAL
STABILIZER

DORSAL
INTAKE RUDDER

RUDDER TRIM TAB

PASSENGER
COMPARTMENT EXTERNAL BAGGAGE COMPARTMENT

FLIGHT
COMPARTMENT

FLAPS
NOSE
EQUIPMENT
BAY ROLL
TRIM TAB

MAIN
SPOILERS
ENTRANCE
(EMERGENCY EXIT ON OPPOSITE SIDE)

Figure 9-2: Aircraft Exterior Features

9-4 For Training Purposes Only Nextant 400XT

Feb 2013
 Aircraft Overview

Cabin Features

Figure 9-3: Aircraft Cabin Features

Nextant 400XT For Training Purposes Only 9-5

June 2012
 This page intentionally left blank.

9-6 For Training Purposes Only Nextant 400XT

June 2012
 Aircraft Overview

Aircraft Description
The Nextant 400XT is an all-metal, low wing airplane certified in accordance
with 14 CFR Part 25 and Part 36. It is powered by two Williams FJ44-3AP
turbofan engines that produce a minimum of 3,031 lbs of thrust at sea level,
and flat-rated to an ambient temperature of 25ºC (77°F). The FJ44-3AP
engines are not equipped with Thrust Reversers.
The Nextant 400XT is equipped with new aerodynamically improved
engine nacelles to increase the performance of the engines.
The low takeoff and landing speeds of the Nextant 400XT permits
operation at small airports. The presence of Medium bypass ratio
turbofan engines and a Natural Laminar Flow (NLF) wing contribute to
the overall operating efficiency, performance, and excellent handling
characteristics at both low and high speeds.

Figure 9-4: Nextant 400XT

Nextant 400XT For Training Purposes Only 9-7

June 2012
 Engine
The Nextant 400XT is powered by two Williams International FJ44-3AP
turbofan engines.
The FJ44-3AP turbofan is a two-spool co-rotating, axial flow engine with
a medium bypass ratio, mixed exhaust, and a high cycle pressure ratio.
The FJ44-3AP engine produces a minimum of 3,031 lbs of thrust, at sea
level, flat-rated to an ambient temperature of 77ºF (25ºC).
Each engine is controlled by a dual channel Full Authority Digital Engine
Control (FADEC). The FADEC provides automatic control of fuel delivery
during engine start, power setting as a function of Throttle Lever Angle (TLA),
and engine transient protection. Either channel can be selected as a
primary control with automatic reversion to the opposite channel in the
event of a failure. The FADEC also provides direct ARNIC 429 display
data information to the MFD(s) for full time display of N1, N2 and ITT for
each engine.

Figure 9-5: FJ44-3AP Turbofan Engine

9-8 For Training Purposes Only Nextant 400XT

June 2012
 Aircraft Overview

Engine Cowlings
The lower outboard cowlings are hinged and may be opened by releasing
four latches. To prevent damage to the lower cowl, care should be taken
when unlatching and securing the cowling fasteners in the correct order.
When opening the cowl, the smaller latches should be unfastened before
the two larger ones. Close the cowling in reverse order by securing the
two larger latches first.
Without opening the engine cowling, an inspection port allows for pre-
flight inspection of the engine oil level. To check the oil quantity sight
gauge through the inspection port, a flash light is required.

Figure 9-6: Engine Cowling

Engine Pylons
The Nextant 400XT aircraft is equipped with redesigned engine pylons.
These engine pylons decrease drag enhancing handling qualities at VREF
as well as contributing to decreased fuel flows and increased range.

Figure 9-7: Engine Pylons

Nextant 400XT For Training Purposes Only 9-9

June 2012
 Engine Exhaust
The Williams International FJ44-3AP turbofan engine does not have
Thrust Reversers so there is no corresponding check. However, it is
required to verify that the engine exhaust section and pre-cooler is clear
of debris and intact.

Figure 9-8: Engine Exhaust

9-10 For Training Purposes Only Nextant 400XT

June 2012
 Aircraft Overview

Instrument Panel
The following instruments have been upgraded in the Nextant 400XT
instrument panel:
ƒƒ PFD
ƒƒ MFD
ƒƒ Integrated Flight Information System (IFIS)
ƒƒ Control Display Panel
ƒƒ Cursor Control Panel (CCP)
ƒƒ Engine Instruments
ƒƒ Standby Instruments
ƒƒ FADEC
For more details, refer to the Avionics section.

Cockpit

Figure 9-9: Cockpit

Nextant 400XT For Training Purposes Only 9-11

June 2012
 Overhead Panel
The Annunciator Panel has been moved to above the wet compass and
six Master Caution Annunciators have been added to the panel.
The Annunciator Panel also contains the lighting controls, electrical
system controls, anti-ice/deice system controls, fuel system controls,
and the master test controls.

Figure 9-10: Overhead Panel

Pedestal
The Thrust Reverser Paddles have been removed from the power levers.

Figure 9-11: Pedestal

9-12 For Training Purposes Only Nextant 400XT

June 2012
 Aircraft Overview

Passenger Compartment
The passenger compartment can be configured to seat 7 to 9 passengers.
The seats may be aft and forward facing. A table is located on each side
of the airplane between the first and second seats aft of the entrance
door.

Figure 9-12: Passenger Compartment

Cabin Configuration
The cabin configuration may include a three place Divan forward on the
right side, and a new galley cabinet behind the pilot seat just forward of
the main door. The weight and balance stations will change accordingly.

Wi-Fi
The Nextant 400XT aircraft may be equipped with Wi-Fi in the cabin.

Life Raft
The Life Raft may be stored under the divan providing more room to
store bags in the lav closet. Depending on the passenger load, other
options for bags include the divan and unoccupied seats.

Nextant 400XT For Training Purposes Only 9-13

June 2012
 Galley
The Nextant 400XT aircraft is equipped with a newly designed galley. It
will accommodate standard stock differently than the 400A cabin.

Figure 9-13: Galley (400XT)

9-14 For Training Purposes Only Nextant 400XT

June 2012
 10
Avionics
Contents



Figure: Nextant 400XT
Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3



Figure: Nextant 400XT
Pedestal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5


Figure: Nextant 400XT
Cockpit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7
Instrumentation and Data Processing
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9
Safety Summary
List of Acronyms and Abbreviations. . . . . . . . . . . . . . . . . . . . . . . . 10-12
Integrated Display System (IDS) . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-15



Figure: Integrated Flight Information System (IFIS) . . . . . . . 10-18


Figure: Display Control Panel (DCP) . . . . . . . . . . . . . . . . . . 10-19
Course Heading Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-23
Cursor Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-25



Figure: Control Display Unit (CDU). . . . . . . . . . . . . . . . . . . . 10-29
Primary Flight Display (PFD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-33



Figure: Primary Flight Display (PFD) . . . . . . . . . . . . . . . . . . 10-35
PFD – Flight Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-36
PFD – Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-42
PFD Attitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-49
PFD – Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-52
PFD – Vertical Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-59
PFD – TCAS II RA Fly-To Commands . . . . . . . . . . . . . . . . . . . . . . . 10-61
PFD – Preselect NAV Source (FMS NAV-To-NAV). . . . . . . . . . . . . . 10-63
PFD – Time/Air Temp/VHF Com/Atc. . . . . . . . . . . . . . . . . . . . . . . . 10-65
MFD – FMS Plan Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-77
MFD – GS/TAS/AIR Temps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-80
MFD – Displayed Video (Optional). . . . . . . . . . . . . . . . . . . . . . . . . . 10-81
PFD/MFD – Bearing Pointers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-83
PFD/MFD – Heading Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-86
PFD/MFD – Course Deviation & To/From . . . . . . . . . . . . . . . . . . . . 10-89
PFD/MFD – Navigation Source Data Field. . . . . . . . . . . . . . . . . . . . 10-93
PFD/MFD – FMS PPOS Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-96

Nextant 400XT For Training Purposes Only 10-1

June 2012
 PFD/MFD – TCAS Traffic Controls and Displays . . . . . . . . . . . . . 10-109
PFD/MFD – Terrain Overlay and Alerts . . . . . . . . . . . . . . . . . . . . . 10-115
PFD/MFD – Composite Display . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-119
ADC Reversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-119
AHS Reversion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-120
PFD Reversion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-121
MFD Reversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-121
Flight Environment Data
Pitot/Static System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-123
Pitot Heads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-123
Static Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-123
Standby Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-124
Standby Airspeed Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-124
Standby Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-124
Standby Attitude Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-124
Messages and Annunciators
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-125
Visual Annunciations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-129
PFD Warning Flags and Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . 10-129



Figure: PFD Caution Flags and Alerts . . . . . . . . . . . . . . . . 10-135
PFD Advisory Flags and Messages. . . . . . . . . . . . . . . . . . . . . . . . 10-146
MFD Caution Flags and Alerts. . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-149
MFD Advisory Flags and Messages. . . . . . . . . . . . . . . . . . . . . . . . 10-152
MFD Format Quick Access Messages. . . . . . . . . . . . . . . . . . . . . . 10-154
MFD Display Message Window . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-154
MFD E-Chart Cycle Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-155
MFD E-Chart Fault Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-155
MFD E-Chart Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-155
MFD GWX-5000 Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-156
MFD GWX-3000 Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-156
MFD E-MAP Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-157
MFD Database Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-158
MFD Subscription Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-159
MFD FSU Configuration Messages . . . . . . . . . . . . . . . . . . . . . . . . 10-160

10-2 For Training Purposes Only Nextant 400XT

June 2012
 Avionics

Nextant 400XT
Overhead and Instrument Panel

Nextant 400XT
R
M

INTERIOR LT

AUTO

CABIN CABIN L OIL R OIL L B/A SRC R B/A SRC LF XFER RF XFER LF FLTR RF FLTR L NO R NO L BUS R BUS L ENG ICE R ENG ICE DOOR CABIN AIR HYD
PRESS LO PRESS HI PRESS LO PRESS LO FAIL FAIL PRESS LO PRESS LO BYPASS BYPASS DISPATCH DISPATCH FDR FAIL FDR FAIL TEMP LO TEMP LO UNLOCK OV HT LEVEL LO

L FIRE R FIRE L FUEL R FUEL L B/A R B/A L FUEL R FUEL LO FLTR RO FLTR L STALL R STALL BATT EMER BUS AIR COND ICE DET PITOT HT ANTI SKID RUD BST
DET FAIL DET FAIL PRESS LO PRESS LO OV PRESS OV PRESS LEVEL LO LEVEL LO BYPASS BYPASS WRN FAIL WRN FAIL CUT OFF FDR FAIL FAIL FAIL OFF FAIL FAIL

L WSHLD R WSHLD H STAB WING L FUEL R FUEL L WG TK R WG TK LH PMP RH PMP L GEN R GEN INV 1 INV 2 BL DEFOG FLAP L TT2 R TT2
OV HT OV HT ICE FAIL OV HT FEED FEED OV PRESS OV PRESS PRESS LO PRESS LO OFF OFF FAIL FAIL AIR FAIL AIR OV HT ASYM FAIL FAIL

N 33 30

L GND IDLE R GND IDLE BOT 1 BOT 2

ARMED ARMED
PUSH PUSH

Collins Collins Collins Collins

LNV AP ALT N1% ITT C o

N2 0.0 FUEL QTY
N2 0.0 N1% ITT C o
N2 0.0 FUEL QTY LNV AP ALT
41000
N1 N1
1000 0.0FUEL%°C 0.0
0 FF LBS 0 N1 N1 1000 0.0 % 00.0 FF
N2 0.0
LBS 0
41000
0.0 0.0 0 OIL PSI 1 0.0 0.0 FUEL °C 0 o OIL PSI 1
100 900 OIL PSI 29 OIL
27oC OIL°C 27 100 900 OIL PSI29 OIL
25 C OIL°C 2000 25
ITT T ITT
2000
200 T FUEL LWNG FUS RWNG ITT T T ITT FUEL LWNG FUS RWNG 200
240 20 4 49 800
31 800 240 20 4
0 90 0 LBS 890 0 940
1500
57 0 90 0 39 LBS 895 0 1500940
KCGF 20-9 AIRPORT, AIRPORT INFO, TAKE-OFF MNMS
2 AIRPORT, AIRPORT INFO, TAKE-OFF MNMS 2
100 70 70 100
10 700 1000 700 1000 10
220 220
1 50 50
1
20 KCGF 0.2NM 19 : 45 20
500 ACO 30.4NM 600- : - - - : - -16 500
206 410 00 600 16 C
o 16 o
C 16 206 410 00
30 30
AIR 98.2NM 400- : - - -:--
200 80 400 FUEL FUEL 200 80
KIAD 275NM 200- : - - - : - -0 - PPH
- - - - LB 0- - . - GW
PFD BARO 10
1 0.0 0.0 200 0 PPH 0 860 880 0.0 0.0 860 880
10
1
BARO PFD
40900 40900
NORM 180 2 180 2 PU SH NORM
20 800 4 20 800 4
MFD STD MFD
330 29.92 FMS1 NEXRAD 330 29.92
HDG 330 ACO HDG 330
30 N FMS1 N FMS1
DTK 163 NN AGE 00:05
ADC 2 AHS 2 DTK - - - ACO
DTK - - - AHS 1 ADC 1
ENG FMS1 TTG - - : - - ENG
W 3 33
DTC 330 30.4NM FMS2
TTG --:-- TTG --:-- 30 N
O1K DTK 330
- - - - NM - - - - NM KDFW
32.5 NM
NORM NORM REFS 6
AIR 32.5 NM REFS NORM NORM
24 W 3
10 10100
MENU DATA MENU
MGW DATA
ADV > ADV
FORMAT FORMAT
>
P
ESI

US
24 6

SEL
50

H
TERR TERR EC
T
TERR PPOS LX/RDR PPOS TERR
LX/RDR TERR ARTEX
PRESET
STBY AVIONICS PRESET ELT
DISPLAY POWER LX/RDR TERRAIN RDR
TERRAIN LX/RDR

EMERGENCY USE ONLY

ON ON 21
NAV/BRG E NAV/BRG
O
TFC >
F TFC BELOW TFC ON
F TFC TA ONLY S 12 TFC
TCAS OFF G/S TCAS OFF AUX
TEST TA ONLY TA ONLY 15 BATTERY 1
RADAR P/CANCEL RADAR ARM
AUX
BATTERY 2
GS 254 TAS 250 RAT -15 oC SAT 4 oC IAS +10 oC GS 0 TAS 0 GW FR SAT 28 °C ISA +14 °C STBY
GS 0 TAS 0 GW FR SAT 26 °C ISA +13 °C TEST/RESET
PRESS ON
PWR WAIT 1 SECOND
PRESS ARM
GCS BRT BRT BRT BRT GCS
R ARM ON
DIM DIM DIM DIM

TILT RANGE TILT RANGE

VERT IAS VERT IAS

PUS H
AUTO SPEED MACH SPEED MACH AUTO
L FADEC R FADEC GPWS
T I LT
28 26 24
CH A CH A 30
UNIVERSAL TIME FLAP UNIVERSAL TIME
L FADEC R FADEC
CH B CH B OVRD
IA

IA
H

H
S/ S/
MA MA
C

C
Collins Collins

ALT
L FADEC R FADEC
CALLOUT
RESET RESET
OVRD

CABIN DUMP TAKE OFF & LAND UNPRESSURIZED

R1

Nextant 400XT For Training Purposes Only 10-3

Feb 2013
 This page intentionally left blank.

10-4 For Training Purposes Only Nextant 400XT

June 2012
 Avionics

Nextant 400XT
Pedestal

MENU ESC STAT MEM 1 CHART MENU ESC STAT MEM 1 CHART
MENU MENU
DATA DATA
ADV MEM 2 ADV MEM 2
SH SH

PU

PU
MEM 3 ZOOM MEM 3 ZOOM

CT

CT
SEL SEL

E
Nextant 400XT
1/2 1/2

NOS
E DOW WN
N DO
SE
NO

R L
W W
D D

NOS E UP
E UP
NOS

ON
FLIGHT L TO TO

MCT MCT OFF

FLIGHT GDAL
IDLE TEST CRU CRU
NORM R

RET

L R

ROLL TRIM ROLL &

PFD 1
SEL RUD TRIM
HT FCS 1 PFD 1 MFD 1 ADC 1 LEFT
BOTH DISC

L R

FADEC FADEC DCU VIB FUEL OIL

A B FLOW PRESS DCP CCP PFD 2 STALL
HT FCS 2 PFD 2 MFD 2 ADC 2 RIGHT WARN
D
I
S
C N.UP
MFD 2 COPLT AUX AUX ADC
HT CLOCK AHRS 2 BATT 2 PWR

MFD 1 PLT AUX STBY

HT CLOCK AHRS1 BATT 1 ALT VIB
ENG
SYNC

A/P AUX BAT PLT AVIONICS RADIO PROC 1

TRIM FDR AUDIO ANN/DIM ADF 1 ALTM GPS 1 FMS 1 HEAT CDU 1 ATC 1 DME 1 NAV 1 COMM 1 RTU 1

AURAL COPLT CABIN PROC 2

CVR WARN AUDIO AUDIO ADF 2 RADAR GPS 2 FMS 2 HEAT CDU 2 ATC 2 DME 2 NAV 2 COMM 2 RTU 2

CRS 1 HDG ALT CRS 2

CABIN CABIN AXXESS HF FSU 1 AHRS 1 GAL GAL
DBU XM WR DISPLAY SPEAKER ST TAWS TCAS CONTROL SIA FSU 1 FSU 2 BATT BATT FEED 1 FEED 2 PUSH PUSH PUSH PUSH

DIRECT SYNC CANCEL DIRECT

GO
OD

ON RAD ALT TERR TERR INHIB ON

WIFI GALLEY
POWER
TEST TEST
OFF PILOT COPILOT NORM OFF
FREE DISPLAY DISPLAY FREE
SLEW SLEW

AHC1 L R L R AHC2

SLAVE DIM DIM SLAVE

R1

Nextant 400XT For Training Purposes Only 10-5

Feb 2013
 This page intentionally left blank.

10-6 For Training Purposes Only Nextant 400XT

June 2012
 Avionics

Nextant 400XT
Cockpit

Nextant 400XT For Training Purposes Only 10-7

June 2013
 This page intentionally left blank.

10-8 For Training Purposes Only Nextant 400XT

June 2012
 Avionics

Instrumentation and Data

Processing

General
The Nextant 400XT is equipped with Williams International FJ44-3AP
turbofan engines and Collins Pro Line 21 Engine Indication System
(EIS). The Pro Line 21 system has increased the safety, reliability,
functionality and capability of the cockpit systems and reduced the flight
crew workload.
The Pro Line 21 Avionics System is a fully integrated aircraft system.
Three Adaptive Flight Displays (AFD) provide for display of primary
attitude, heading, altitude, airspeed, navigation, flight guidance functions
and engine and systems indication. An optional fourth AFD serves as a
second MFD.
Reversionary switching allows the MFD to display PFD data as well as
control of sensor data source. The displays receive data directly from
primary sensors and the Data Concentrator Units (DCU) as well as
concentrated data from the Integrated Avionics Processing System (IAPS).
The architecture ensures that after loss of data from the IAPS that primary
display data is maintained for both crew members. The Radio Tuning Units
(RTU) provide the normal direct means of radio tuning for both sides of the
aircraft.
This Avoinics chapter will highlight the modifications made in the
Nextant 400XT after installation of FJ44-3AP turbofan engine and Collins
Pro Line 21 Engine Indication System (EIS).
The following are the optional modifications made in the Nextant 400XT
instrument panel:
ƒƒ Second Multifunction Display (MFD)
ƒƒ Integrated Flight Information System (IFIS)
ƒƒ XM Broadcast Graphical Weather
ƒƒ Universal Weather
ƒƒ TCAS II
ƒƒ AHRS-3000S
ƒƒ GPS-4000S
ƒƒ Doppler Turbulence Detection Weather Radar
ƒƒ RTU-4200 Radio Tuning Unit
ƒƒ DBU-5000 Database Loader
ƒƒ CDU-6200 Control Display Unit

Nextant 400XT For Training Purposes Only 10-9

June 2012
 Beechjet 400A Nextant 400XT
Beechjet 400A is equipped with a Collins AMS-5000 Aircraft Nextant 400XT is equipped with a Collins Pro Line 21 Engine
Management System Collins Pro Line 4 Electronic Flight Indication System (EIS).
Instrument System (EFIS).

RANGE TILT RANGE TILT MENU ESC STAT MEM 1 CHART MENU ESC STAT MEM 1 CHART
RDR NAV BRG RDR PUSH RDR NAV BRG RDR PUSH MENU
DATA
MENU
DATA
SRC SRC CTL SRC SRC CTL
ADV MEM 2 ADV MEM 2
N A N A
O

O
F

/ OF U TO / OF U TO
SH SH
PU

PU

MEM 3 ZOOM MEM 3 ZOOM

CT

CT

S EL S EL
E

Collins Collins

INDEX INDEX
<AFIS MENU GPS1 POS> <AFIS MENU GPS1 POS>
<STATUS FIX> <STATUS FIX>
<POS INIT HOLD> <POS INIT HOLD>
FMS1 FMS1
<VOR CTL PROG> <VOR CTL PROG>
FMS1 FMS1
<GPS CTL SEC FPLN> <GPS CTL SEC FPLN>
<FMS CTL ROUTE MENU> <FMS CTL ROUTE MENU>
MSG AFIS EXEC MSG AFIS EXEC

DEP MFD MFD MFD DEP MFD MFD MFD

DIR FPLN LEGS ARR PERF MENU ADV DATA PREV MSG DIR FPLN LEGS ARR PERF MENU ADV DATA PREV MSG

1 2 3 A B C D E F G CLR
1 2 3 A B C D E F G CLR
IDX IDX
DEL DEL
4 5 6 H I J K L M N 4 5 6 H I J K L M N
BRT BRT
TUN DIM TUN DIM
7 8 9 O P Q R S T U 7 8 9 O P Q R S T U
. 0 +/- V W X Y Z SP / . 0 +/- V W X Y Z SP /
1 COMM 2 NAV MKR BCN DME ADF RTU RMT TUNE ATC MKR
1 DSABL 2 DSABL 1 HI

VOLUME CONTROL NORM NORM 2 LO

ENG EFC FRICTION ENG POWER ENG SYNC FLAP LAND SEL

L R
ON OFF FLAP
T.O. FAN TURBINE
10° ON
FLIGHT L TO TO

OFF N MCT MCT OFF

TEST O FLIGHT GDAL
R FLAP
M 30° IDLE TEST CRU CRU
T.O. GROUND R
ENG START SPEED BRAKE
L R SPEED BRAKE
RET
10° EMER RET
RET

ENG SELECT

NORM
L R
20° ANTI SKID L R
OFF EXT
ON

ROLL TRIM ROLL &

PUSH SEL RUD TRIM OFF ROLL TRIM ROLL &
TO BOTH DISC SEL RUD TRIM
DISENG BOTH DISC
TEST
L R 30°
L R

NORM PITCH TRIM

L R

RUDDER
EMER N.DN
TRIM
D D
DN 0° I
ROLL S
I
RUD
RUD NOSE U
UPP TRIM UP
N C S
TRIM
TRIM 5°
O
AFT
FWD
NORM N.UP C N.UP
L R N N
T.O.
S
E SPEED
10°
12°
TEST
DN DN
L R UP

PUSH & TURN

Collins Collins

HDG ½BANK VS LVL CHG ALT HDG ½BANK VS LVL CHG ALT

APPR NAV VNAV SPEED FD OFF APPR NAV VNAV SPEED FD OFF

CRS 1 HDG CRS 2

PUSH PUSH PUSH

D I R ECT SY N C D I R ECT
CRS 1 HDG ALT CRS 2
PUSH PUSH PUSH PUSH

DIRECT SYNC CANCEL DIRECT

1 2 ENGAGED
RUD BOOST YD AP
DN L R
ARM JOYSTICK
AP XFR

CMD TURB
COMM
OFF PUSH UP
Collins DISENGAGED

Collins Collins
BRT BRT

ON RAD ALT TERR TERR INHIB ON

WIFI GALLEY
ATC DME COM ATC DME COM POWER
ID HLD SQ ID HLD SQ TEST TEST
OFF PILOT COPILOT NORM OFF

ATC ADF ATC ADF FREE DISPLAY DISPLAY FREE

1/2 1/2 SLEW SLEW
STBY TEST STBY TEST
AHC1 L R L R AHC2

SLAVE DIM DIM SLAVE

Table 10-1: Differences between Beechjet 400A and Nextant 400XT

10-10 For Training Purposes Only Nextant 400XT

June 2012
 Avionics

Safety Summary

CAUTIO
Some aircraft operators can have special procedures that are
different from those given in this operator’s guide. Refer to the
applicable Aircraft Flight Manual (AFM) for instructions specified
for your aircraft.

CAUTIO
Be careful if you wear sunglasses with lenses that cause you not
to see some colors. These types of lenses can have an unwanted
effect on how some colors show on the Electronic Flight
Instrument System (EFIS) displays. You cannot see some items
on the display when you wear these types of sunglasses. Also,
the color of some items can change. For example, some blue
lenses can cause a magenta display item to show as red. If the
displays are read incorrectly, possible damage to the equipment
could occur.

CAUTIO
The Pro Line 21 Avionics System and related components
operate as a system and usually give the pilot an indication when
a malfunction occurs. But the pilot must also know that it is not
possible to monitor the system for all possible malfunctions.
Also, incorrect operation could occur without an indication of a
malfunction.

Notices:


NOTE: The Pro Line 21 Avionics System can hold a large
database of navigation aids, waypoints, electronic
chart information, and airport data to help the pilot with
navigation. The pilot must have and use the applicable
charts, terminal procedures, and facility directories
necessary for the flight. Applicable federal regulations
give instructions about the requirement to have the
applicable documents available.

Nextant 400XT For Training Purposes Only 10-11

June 2012
 List of Acronyms and Abbreviations
ACP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Audio Control Panel
ADC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Data Computer
ADF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADF Receiver
ADI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Attitude Director Indicator
ADS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Data System
AFD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adaptive Flight Display
AFM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aircraft Flight Manual
AGL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Above Ground Level
AHC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Attitude Heading Computer
AHS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Attitude Heading System
AM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Amplitude Modulation
AOA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Angle of Attack
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Autopilot
APP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Autopilot Panel
APPR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Approach
ARINC. . . . . . . . . . . . . . . . . . . . . . . . . Aeronautical Radio Incorporated
ATC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Traffic Control
AUTO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic
BARO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Barometric
BRG SOURCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bearing Source
CAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clear Air Turbulence
CCP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cursor Control Panel
CDU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Control Display Unit
CHP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Course Heading Panel
COM3 Data Link . . . . . . . . Very High Frequency Data Link Transceiver
CPN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Collins Part Number
CSU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Configuration Strapping Unit
DBU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Data Base Unit
DCP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Display Control Panel
DCU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Data Concentrator Unit
DH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Decision Height
DIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Direct
DME. . . . . . . . . . . . . . . . . . . . . . . . . . . . Distance Measuring Equipment
DTG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Distance To Go
E-Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electronic Charts
E-Maps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Enhanced Maps
ECU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External Compensation Unit
EDC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Data Concentrator

10-12 For Training Purposes Only Nextant 400XT

June 2012
 Avionics

EFIS. . . . . . . . . . . . . . . . . . . . . . . . Electronic Flight Instrument System

EGPWS. . . . . . . . . . . . . . Enhanced Ground Proximity Warning System
EIS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Indicating System
ESC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Escape
ET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Elapsed Time
FADEC. . . . . . . . . . . . . . . . . . . . Full Authority Digital Electronic Control
FCC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Control Computer
FCS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Control System
FD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Director
FDU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flux Detector Unit
FMC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Management Computer
FMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Management System
FPTA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan Target Altitude
FSU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . File Server Unit
GCS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ground Clutter Suppression
GPS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Global Positioning System
GS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ground Speed
GWX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Graphical Weather
HDG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heading
HIRF . . . . . . . . . . . . . . . . . . . . . . . . . . . High Intensity Radio Frequency
HSI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Horizontal Situation Indicator
IAPS . . . . . . . . . . . . . . . . . . . . . Integrated Avionics Processing System
IFIS . . . . . . . . . . . . . . . . . . . . . . . . Integrated Flight Information System
ILS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Instrument Landing System
ISA. . . . . . . . . . . . . . . . . . . . . . . . . . International Standard Atmosphere
ISS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Impending Stall Speed
ITT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Interstage Turbine Temperature
LDS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lightning Detection System
LOC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Localizer
LRU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Line Replaceable Units
LSC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Low Speed Cue
LSK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Line Select Keys
MAN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Manual
MDA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Minimum Descent Altitude
MDC . . . . . . . . . . . . . . . . . . . . . . . . . Maintenance Diagnostic Computer
MEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Memory
MENU ADV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Menu Advance
MFD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Multifunction Display
MIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Minimum
MSG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Message

Nextant 400XT For Training Purposes Only 10-13

June 2012
 MSL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mean Sea Level
MSP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mode Select Panel
NAV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Navigation
NAVAID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Navigational Aid
NM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nautical Miles
PAC. . . . . . . . . . . . . . . . . . . . . . . . . . . Path Attenuation Compensation
PFD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Primary Flight Display
PSA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preselect Altitude
PSIG . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pound Per Square Inch Gage
RA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Resolution Advisory
RA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Radio Altitude
RAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reference Approach Speed
RSS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Radio Sensor System
RTA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Receiver/Transmitter Antenna
RTU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Radio Tuning Unit
SAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Static Air Temperature
SEC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sector Scan
SSEC. . . . . . . . . . . . . . . . . . . . . . . . . . . . Static Source Error Correction
STAB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stabilization
STAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Status
STC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sensitivity Time Control
TA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Traffic Advisory
TAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . True Airspeed
TAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Total Air Temperature
TAWS. . . . . . . . . . . . . . . . . . . . . . . Terrain Awareness Warning System
TDR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Transponder
TFC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Traffic
TTG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Time To Go
TTR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TCAS Transmitter/Receiver
TWR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbulence Weather Radar
UTC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Universal Time Coordinated
VHF COM . . . . . . . . . . . . . . . . . . Very High Frequency Communication
VMC. . . . . . . . . . . . . . . . . . . . . . . . . . . Visual Meteorological Conditions
VNAV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vertical Navigation
VOR. . . . . . . . . . . . . . . . . . . . . . . . . VHF Omnidirectional Radio Range
VS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vertical Speed
VSR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vertical Speed Required
WX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Weather
WXR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Weather Radar

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 Avionics

Integrated Display System (IDS)

The display portion of the Pro Line 21 IDS is made up of three or four
Adaptive Flight Displays (AFD). Two of the AFD are configured as
Primary Flight Displays (PFD). One PFD is installed on the pilot-side,
and one is installed on the copilot-side. With a three display system,
the additional AFD functions normally as a Multifunction Display (MFD),
and is typically located near the center of the main instrument panel.
When a four display system is installed, each pilot and copilot-side
system includes an MFD located inboard of the PFD. Bezel-mounted
line select keys provide control of the individual AFD, while the overall
AFD control is supplied by the Display Control Panel (DCP), the pilot
Course Heading Panel (CHP), the copilot Course Knob Panel (CKP),
and the Cursor Control Panel (CCP). The PFD provides the standard
aircraft instrumentation (e.g., airspeed, attitude, altitude, and navigation
displays). The MFD shows navigation displays and navigation/hazard
avoidance maps.

Figure 10-2: Adaptive Flight Display

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June 2012
 CONTROL OR
FUNCTION/DESCRIPTION
DISPLAY
AFD The AFD provides the displays and controls for the Pro Line
21 IDS. The AFD that is located on the far left side normally
functions as the PFD. The middle AFD normally functions as
the MFD. The AFD that is located on the far right functions
as the copilot’s PFD. All AFD controls function in an identical
manner.
ƒƒ In the event that the PFD fails, the MFD can be reverted
to show PFD information on the MFD.
ƒƒ In the event that the MFD fails, the corresponding PFD
can be reverted to show MFD information, EIS, SAT
and ISA. The optional IFIS features do not show on the
display that is in Reversion mode.
PFD Line Select The eight bezel-mounted line select keys on the PFD provide
Keys the primary pilot interface to control the PFD. The function/
menu item associated with each line select key varies with the
display or menu. Not every line select key is active for every
display or menu.
The LSK L1 selects items on the References (REFS), and
NAV source menus when those menus are active.
The LSK L2 is associated with preset navigation source
selection. It also selects items on the REFS menu when that
menu is active.
The LSK L3 selects items on the REFS menu when that
menu is active.
The LSK L4 selects items on the REFS menu when that menu
is active.
The LSK R1 selects the lower display format for the
PFD. Lower display format selections for the PFD are the
compass rose, partial arc, and FMS map. PFD FMS Map is
a configurable item at installation. The LSK R1 also selects
menu items on the REFS, RADAR, and BRG source menus
when those menus are active.
The LSK R2 selects the PFD display overlays. Depending on
installation, available selections are Terrain (TERR), Weather
Radar (WXR), Lightning plus Weather Radar (LX/RDR), and
off (no overlay active). The LSK R2 also selects menu items
on the REFS menus when those menus are active.
The LSK R3 selects the optional TCAS traffic map on the PFD.
The LSK R3 also selects menu items on the REFS, RADAR,
and BRG source menus when those menus are active.
The LSK R4 selects Elapsed Time (ET). The LSK R4 also
selects menu items on the RADAR menu when that menu is
active.

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 Avionics

CONTROL OR
FUNCTION/DESCRIPTION
DISPLAY
MFD Line Select The eight bezel-mounted line select keys on the MFD provide
Keys the primary pilot interface to control the MFD. The function/
menu item associated with each line select key varies with the
display or menu. Not every line select key is active for every
display or menu.
The R1 LSK selects the lower format for the MFD. The lower
format options for the MFD are the compass rose, partial arc,
FMS PPOS Map and FMS Plan Map, Graphical Weather
(GWX), video, and TCAS Only. All format selections are
optional, depending on system configuration. The R2 LSK
also selects TCAS intruder filtering when TCAS is configured
for AFD control and the TCAS only page is up.
The R2 LSK selects the MFD display overlays. Each push
of the LSK selects the next overlay option. Depending on
configuration, available selections are TERR, WXR, LX/RDR,
and off (no overlay active).
The R3 LSK selects the optional TCAS traffic map on the MFD.
The R4 LSK selects TCAS ABS/REL display when the TCAS
system is configured for AFD control and the TCAS only page
is up.

NOTE: The FMS Plan Map is a fixed, true north-up

stationary map that graphically depicts the
active FMS flight plan. The map center is
set to a default unless the pilot inputs a
specific center.

NOTE: The FORMAT legend shown next to R1

LSK on the PFD is not shown on the MFD
unless made operational by pushing the
R1 LSK on the MFD.

Dimmer Control A remote-mounted installer-supplied PFD/MFD dimmer

control adjusts the intensity level of the AFD. However, in
some ambient conditions, the external dimmer may not
adequately adjust the brightness level. In the event that
the remote dimmer control fails or malfunctions, the bezel-
mounted Bright/Dim (BRT DIM) rocker switch allows the pilot
to manually adjust the intensity level.

NOTE: Extremely bright or dark ambient

conditions may affect the ability of the
external dimmer to make the appropriate
adjustments to the intensity level. The
BRT DIM rocker switch may be used to
fine tune the intensity level.

NOTE: At power-up the default brightness is

approximately 80 percent. The brightness
can then be adjusted using the BRT DIM
rocker switch.

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 Integrated Flight Information System
(IFIS)
The Integrated Flight Information System (IFIS) provides situational
awareness and safety by providing instant access to graphical or satellite
weather, winds aloft, icing, and strategic information.
The Integrated Flight Information System (IFIS) performs the following
functions:
ƒƒ Improves situational awareness, efficiency, and safety.
ƒƒ Uses the multifunction displays to provide state-of-the-art decision
making tools.
ƒƒ Reduces pilot workload and improves flight deck organization by
keeping the cockpit free of remote-mounted electronic flight bags
and bulky chart binders.
ƒƒ Includes electronic charts and enhanced map overlays and 3D flight
management system mapping.
ƒƒ Operates from a file server unit using a high bandwidth ethernet
network to interface with the Pro Line 21 system.

Figure 10-3: Integrated Flight Information System (IFIS)

NOTE: Refer the IFIS-5000 Integrated Flight Information

System Operator's Guide for a complete description of
the optional features of the IFIS-5000.

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 Avionics

Display Control Panel (DCP)

Figure 10-4: Display Control Panel

NOTE: PUSH AUTO Tilt button present with WXR-840 and

TWR-850 system installations only.

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 The Display Control Panel (DCP), in conjunction with the bezel mounted
Line Select Keys (LSK) on the PFD and MFD, provide the primary pilot
interface to control the flight displays. Control of engine data, weather
radar operation, navigation sources, bearing pointers, and speed and
altitude references is through the DCP along with the AFD LSK. When
a DCP menu button is pushed, the PFD shows the appropriate menu.
While the menu is in view, the PFD LSK are active. Two DCP are
installed, one for the pilot side (left) system and one for the copilot side
(right) system.
The left Display Control Panel is used by the pilot to set barometric
pressure correction, secondary engine display and the V-speed
reference setting. In addition, it receives navigation source selection,
bearing source selection, weather radar control, and display range
selection. The display control panel receives discrete input from the
course heading panel and external switches. The display control panel
gives a display control output to the left PFD and MFD.
The right Display Control Panel is used by the co-pilot to set barometric
pressure correction, secondary engine display and the V-speed
reference setting. In addition, it receives navigation source selection,
bearing source selection, weather radar control, and display range
selection. The display control panel receives discrete input from the
course heading panel and external switches. The display control panel
gives a display control output to the right PFD and optional MFD.
The following rotary knobs reside physically on the DCP:
ƒƒ BARO
–– Barometric pressure correction setting control
–– Center push button, PUSH STD, selects Standard Baro
Correction
ƒƒ MENU ADV/DATA
–– Adjusts the value of selected parameter on AFD
–– Center push button, PUSH MENU ADV SELECT, sets and
activates the menu item
ƒƒ TILT/RANGE
–– Two stage concentric knob
–– Outer knob controls radar tilt
–– Inner knob controls radar range
–– Center push button, PUSH AUTO TILT, selects weather radar
auto tilt when TURB radar installed
The following push button switches reside physically on the DCP:
ƒƒ ENGINE (Controls normal or reduced Engine display)
ƒƒ REFS (Selects references menu)
ƒƒ NAV/BRG (Selects navigation source/bearing pointer menu)
ƒƒ RADAR (Selects radar menu)
ƒƒ GCS (Selects ground clutter suppression mode of radar)

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 Avionics

DCP-5000 Display Control Panel Functions

CONTROL OR
INDICATORS FUNCTION/DESCRIPTION
DISPLAY
BARO - BARO Set Knob The BARO Set (BARO) knob is used to control the BARO setting and to
cancel the optional Flight Level Alert (FL ALERT). Rotate the BARO knob
clockwise to increase the BARO setting or counterclockwise to decrease
the BARO setting. When descending, operate the BARO knob to cancel
the FL ALERT.
PUSH STD - Push The Push Standard (PUSH STD) button in the center of the BARO
Standard Button knob is used to set the standard BARO pressure setting (29.92 in.hg. or
1013 hPa) and to cancel the optional FL ALERT.

ENG - Engine Display When any AFD determines it is showing different data from the other AFD
Button the engine instruments will show on both AFD. After determining which
AFD is showing the correct indications (the differing indications will be in
yellow), push the ENG button to remove the engine display from the PFD.
REFS - Reference Button The REFS button selects and deselects the REFS menu on the PFD.
Three REFS menu pages are available. The REFS menu 1/3 page shows
Vspeed reference values on the left side, and N1 REF on the right. The
REFS menu 1/3 page is shown first when the REFS button is pushed on
the ground, while 2/3 is shown first while airborne. The REFS menu 2/3
page shows and VT and VREF settings on the left side, and RA MIN, BARO
MIN, and N1 REF on the right. The REFS menu 3/3 page shows altitude
units of measurement, METRIC Altitude (ALT) on/off, and FL ALERT on/
off, all on the left side. Push the REFS button a fourth time to remove the
REFS menu.
MENU ADV - (Menu The Menu Advance (MENU ADV) knob moves the cyan selection box
Advance) knob between different controls/menus on the PFD. The LSK on the PFD can
also be used to position the cyan selection box.
DATA - DATA knob The DATA knob changes the state/value identified by the cyan selection
box on the PFD.

PUSH SELECT - PUSH The PUSH SELECT button changes the state identified by the cyan
SELECT button selection box on the PFD.

NAV/BRG - Navigation/ The NAV/BRG button selects and deselects the NAV SOURCE and BRG
Bearing Button SOURCE menus on the PFD.
ƒƒ Push the NAV/BRG button one time to show the NAV SOURCE and
BRG SOURCE menus on the PFD.
ƒƒ The line select keys on the PFD are used to set the NAV/BRG source.
ƒƒ Push the NAV/BRG button a second time to remove the NAV
SOURCE and BRG SOURCE menus on the PFD.
RADAR - RADAR Button The RADAR button selects and deselects the RADAR menu on the
on-side PFD.

GCS - Ground Clutter The Ground Clutter (GCS) Suppression Button selects and deselects the
Suppression Button weather radar GCS feature.
ƒƒ Push the GCS button one time to select the GCS mode. The GCS
mode time-out occurs after 30 seconds.
ƒƒ Push the GCS button a second time (before the 30 second time-out
occurs) to manually deselect the GCS mode.

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 CONTROL OR
INDICATORS FUNCTION/DESCRIPTION
DISPLAY
TILT - Tilt Knob The TILT knob (outer knob) controls the weather radar antenna tilt angle.
Electronic stops limit the selected tilt angle.

RANGE - Radar Range The RANGE knob (inner knob) controls the range for navigation and
Display Knob hazard avoidance maps on the PFD and MFD. The display ranges are: 5,
10, 25, 50, 100, 200, 300, and 600 NM. The 600 NM range is not available
when Weather Radar (WXR) or optional Terrain (TERR) is active on the
PFD or MFD. If WXR or TERR is selected when the 600 NM range is
selected, the range automatically shows 300 NM. When TCAS is installed
and the TCAS Only format is active, the available ranges are five, 10, 25,
and 50 NM. Two range values are tracked by the PFD, TCAS Only range
and non-TCAS Only range (normal range). Refer to the TCAS section for
more information on TCAS range.
PUSH AUTO TILT - • The PUSH AUTO TILT button selects and deselects the WXR antenna
Radar Auto Tilt Button Automatic Tilt (AUTO TILT) feature (when installed).

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 Avionics

Course Heading Panel

The Course Heading Panel (CHP) provides the controls used to set the
pilot’s and copilot's VOR course arrow, the heading bug, and preselect
altitude data to the left and right display control panels. The course
heading panel is used by the pilot and copilot to select course, heading,
and preselect altitude references for the flight guidance system. It also is
used to cancel an altitude alert annunciation. The course heading panel
gives discrete output to both display control panels.

Figure 10-5: Course Heading Panel

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June 2012
CHP-3010 Course Heading Panel Functions
CONTROL OR
INDICATORS Function/Description
DISPLAY
CRS1- Course 1 The CRS1 knob is used to control the left side VOR or Localizer (LOC) course
Knob pointer.

PUSH Δ DIRECT The PUSH DIRECT button in the center of the CRS1 knob isused to select a direct
- (Direct Course course to the VOR station that is the active NAV source on the left side PFD.
Button)

CRS2 - (Course 2 The CRS2 knob is used to control the right side VOR or Localizer (LOC) course
knob) pointer.

PUSH Δ DIRECT The PUSH DIRECT button in the center of the CRS2 knob isused to select a direct
- (Direct Course course to the VOR station that is the active NAV source on the right side PFD.
Button)

ALT - Altitude Knob The ALT knob is used to set the preselect altitude and cancels preselect altitude alerts.
The normal increments for preselect altitude are 1,000 ft or 100 meters. Pushing the
ALT knob in while rotating changes the PSA increments by 100 ft or 10 meters. When
the Barometric (BARO) Minimum (MIN) bug is enabled, preselect altitude can be set to
the actual BARO MIN altitude even if the BARO MIN is not set to a 100 foot increment.
Operation of the ALT knob cancels the preselect altitude alert.
PUSH CANCEL The PUSH CANCEL button on the ALT knob cancels the preselect altitude alert.
- (Altitude Cancel
Button)

HDG - Heading The Heading (HDG) knob is used to set the position of the heading bug/heading
Knob reference value. A dashed heading vector shows momentarily when the position
of the heading bug is changed. The dashed heading vector shows full time when
the arc navigation format is active and the heading bug is out of view (off the arc).
PUSH SYNC The PUSH SYNC button in the center of the HDG knob is used to set the heading
- Heading bug/heading reference to the current aircraft heading.
Synchronization
Button

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 Avionics

Cursor Control Panel

The Cursor Control Panel (CCP) is used to select and control the
optional Integrated Flight Information System (IFIS) functions through
MFD on-screen menus, checklist control, and some MFD lower format
window selections. The IFIS functions include Electronic Charts
(E-Charts), Enhanced Maps (E-Maps), and Graphical Weather (GWX).
Dedicated controls are provided for chart selection, a joystick for panning
and zooming charts, quick MFD format access keys, and MFD menu
controls. Three quick access keys are used to store and then recall
display format configurations for the MFD.


NOTE: IFIS operation is not described in this guide. For more
information on the IFIS option refer to the Rockwell Collins
publication IFIS-5000 Integrated Flight Information
System Operator’s Guide (CPN 523-0806347).

Figure 10-6: Cursor Control Panel

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CCP-3000 Cursor Control Panel Controls and Displays
INDICATORS CONTROL OR DISPLAY Function/Description
MENU ADV KNOB Operate the Menu Advance (MENU ADV) knob to position the menu
cursor around the desired shortcut, menu item, or alphanumeric entry
field. Clockwise rotation of the knob moves the cursor down the page,
counterclockwise rotation moves the cursor up the page. The MENU ADV
knob is also used for checklist control.
PUSH SELECT BUTTON Push the PUSH SELECT button to select the item highlighted by the
menu cursor. The PUSH SELECT button is also used for checklist control.

DATA KNOB When data entry mode is active, rotate the DATA knob on the CCP
clockwise to move forward through the characters and counterclockwise
to move backward through the characters. With a chart in view, operate
the DATA knob on the CCP to cycle through the list of linked charts
associated with the airport identified by the displayed chart.
MENU BUTTON The MENU button shows a context sensitive, top level menu or completely
closes all displayed menus.
ƒƒ The optional Enhanced Maps (E-Maps) features are available on
the MFD PPOS Map and Plan Map include Geographic and Political
(Geo-Pol) Boundaries, Airspace, and Airways. The E-Maps features
are controlled through a map menu displayed on the MFD. With the
FMS PPOS map or Plan map in view on the MFD push the MENU
button on the CCP to show the MFD map menu. The MFD map
menu legend is PPOS when the PPOS map is the active format and
PLAN when the FMS Plan map is the active format.
ƒƒ The optional Electronic Charts (E-Charts) format provides the
capability to show an electronic chart on the MFD. The E-Chart is
selected automatically by the map source FMS (if compatible) when
a flight plan is entered. The charts can also be selected manually
by the pilot from the Chart Main Index. With no chart menus in view,
push the MENU button on the CCP to show the Chart Main Index.
ƒƒ The optional Graphical Weather (GWX) format provides the capability
to overlay a NEXRAD image onto the FMS Plan map. The NEXRAD
overlay is selected for display on the Plan map with a control located
on the MFD PLAN map menu. With the Plan map in view on the
MFD, push the MENU button on the CCP to show the PLAN map
menu.
ƒƒ The optional GWX format provides the capability to show graphical
and textual weather information on the MFD. The desired graphical
or textual weather information is selected for display from the GWX
Main Menu. With a GWX image in view on the MFD, push the MENU
button on the CCP to show the GWX Main Menu.

NOTE: The E-Maps, E-Chart, and GWX features are

part of the Integrated Flight Information System
(IFIS) option. For more information on the IFIS
option refer to the Rockwell Collins publication
IFIS-5000 Integrated Flight Information System
Operator's Guide (CPN 523-0806347) and the
Rockwell Collins publication Corporate Datalink
System CMU-4000/RIU-40XO Operator's Guide
(CPN 523-0790499).

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 Avionics

INDICATORS CONTROL OR DISPLAY Function/Description

ESC BUTTON Each push of the Escape (ESC) button backs up one level through the
menu tree until the top level is reached on the display.

STAT BUTTON The Status (STAT) button is used to toggle between the PPOS/Plan Map
and the IFIS formats. Once on an IFIS format, the MENU button is used
to bring up the pop for the formats that follow:
• Database Effectivity.
• Chart Subscription.
• FCS Diagnostics.
• Maintenance Main Menu.
• File Server Configuration.
MEM1, MEM2, and Three Memory (MEM) quick-access buttons are used to store, then recall
MEM3 buttons display format configurations for the MFD. Only combinations of split-
display formats, (for example, Checklist and PPOS Map), are stored. To
store the current MFD values/states, push one of the three quick access
buttons for more than 3 seconds. The upper format, lower format, TERR/
RDR overlay state, and TFC overlay state are stored. The messages that
follow are available for display on the MFD when a store is requested :
ƒƒ STORE FAULT shows when a fault is detected that prevents the
system from storing the current MFD values/states.
ƒƒ STORE shows when a quick access button is pushed for more than
3 seconds. This message indicates to the pilot that the button should
be released to complete the STORE action.
ƒƒ STORE COMPLETE shows when a quick access button is released
and the current MFD display parameters have successfully been
stored.

NOTE: Full display formats (for example, E-Charts and FMS

remote text) are accessed with dedicated controls
and cannot be stored.
140

A recall is requested when one of the quick access buttons on the CCP
is pushed and released in less than 3 seconds. When a set of formats 120
are recalled using the quick access buttons, any full formats that are
currently in view are replaced with the appropriate split view (upper and 100
lower formats). The messages that follow are available for display on the
MFD when a recall is requested:
80
ƒƒ RECALL COMPLETE shows on the MFD when the recall action is
complete.
ƒƒ RECALL FAULT shows on the MFD when the system attempts to
recall a set of MFD display parameters and this cannot be achieved
due to a fault.
CHART BUTTON Push the CHART button on the CCP to show the last E-Chart in view.

ORIENTATION BUTTON When a new chart is selected, the orientation is set to the default orientation
determined by the chart database. The first push of the orientation button
(located below the CHART button on the CCP) rotates the chart 90°. The
second push rotates the chart back to its original orientation.

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 INDICATORS CONTROL OR DISPLAY Function/Description
ZOOM BUTTON The ZOOM button is used to operate XM GWX and E-Charts.
ƒƒ For XM GWX, pushing the ZOOM button on the CCP cycles the
zoom level between 1X, 4X, and 16X. Pushing the ZOOM button
when the currently active zoom level is two selects zoom level zero.
The zoom level selected when GWX format is reselected will be
the last commanded. The area of the image that will be zoomed is
contained within the pan indicator.
ƒƒ When a new chart is selected, the chart is initially scaled such that
the width of the chart fills the display. When the chart is rotated to
landscape, the chart is scaled again to allow the height of the chart
to fill the display window. Operate the joystick to move the pan/zoom
window to the area of the chart to be viewed with the zoom. The
first push of the ZOOM button increases the size of the previously
selected area inside the pan/zoom window. The second push of the
ZOOM button returns the chart to full scale.

NOTE: The last viewed orientation, zoom, and pan positions

are recalled and displayed the next time each chart is
selected for display.

JOYSTICK When an Electronic Chart is being shown, the joystick moves a cursor
window over the chart. This cursor window defines an area that can be
zoomed in on to view additional details. When a PPOS Map or Plan Map
format is being shown on the MFD, the joystick will control movement of a
pilot-defined waypoint designator. The pilot can define waypoints on the
MFD by positioning a cursor (+) using the joystick. The cursor position is
defined as the latitude and longitude of the graphical equivalent on the map.
The cursor is shown on the MFD when the CCP joystick is deflected and will
then move within the map area in the direction of joystick deflection. The
FMS receives the cursor position from the MFD when the CCP SELECT
button is pushed and the Lat/Lon are entered into the CDU scratchpad. The
Lat/Lon can then be input into the flight plan on the LEGS page. The cursor
is removed if SELECT is pushed twice without using the joystick, or if the
joystick is not used for 60 seconds. The joystick cursor is shown in white
with a dashed white line drawn from the map center to the cursor.

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 Avionics

Control Display Unit (CDU)

The Control Display Unit (CDU) is a color, LCD-based display with an
integrated keyboard. The display area supports 12 display lines plus a
title line, a scratchpad line, and message line. The keyboard provides 16
function keys plus a full alphanumeric keypad. In addition, the CDU has
six LSK located in the bezel on each side of the display.
The CDU provides integrated control of several combinations of aircraft
communications and navigation radio subsystems to include the setting
of radio frequencies, transponder beacon codes, and system operating
modes. The CDU provides single point control of both on-side and cross-
side radios from the pilot or copilot position. The CDU also provides a
backup display for GPS data.


NOTE: The CDU is the primary pilot interface with the Flight
Management System (FMS).

Figure 10-7: Control Display Unit (CDU)

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June 2012
 Control Display Unit Controls and Displays

CONTROL OR
INDICATORS Function/Description
DISPLAY
Line Select Keys (LSK) There are six LSK located on each side of the display. Not every LSK is
active for every display or menu page. LSK mounted in the left bezel are
generally referred to from top to bottom as L1 through L6, while those
mounted in the right bezel are generally referred to from top to bottom as
R1 through R6. LSK on the CDU are used in conjunction with the display
and menu pages to:
ƒƒ Transfer data from the scratchpad to the appropriate data line.
ƒƒ Copy data from a data line to the scratchpad.
ƒƒ Select an option, mode, or state from a menu of available options.
MSG The Message (MSG) function key shows and removes the MESSAGES
display page on the CDU. The MESSAGES page shows new and old
s FMS messages.

sss
ƒƒ Push the MSG function key once to show the MESSAGES page.
ƒƒ Push the MSG function key when the MESSAGES page is in view to
return to the previous CDU display page.
DIR The Direct (DIR) function key selects the DIRECT-TO function of the FMS.

IDX The Index (IDX) key shows the FMS INDEX pages. All FMS pages that do
not have an associated function key are listed on one of the INDEX pages.

TUN The Tune (TUN) function key on the CDU shows the TUNE page for the
radios. The TUNE page provides tuning and mode control for both the
on-side and cross-side radios.

NOTE: Depending on the equipment installed, there can be more
s than one TUNE page. The first TUNE page shows when
the TUN function key is pushed. Pushing the NEXT or
PREV function key shows the second TUNE page.

FPLN The Flight Plan (FPLN) function key shows the FMS FPLN pages.

LEGS The LEGS function key shows the FMS LEGS pages.

DEP ARR Depending on the phase of flight, the DEP ARR function key shows one
of the three pages that follow:
ƒƒ DEPART page.
ƒƒ ARRIVAL page.
ƒƒ DEP/ARR INDEX page.

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 Avionics

CONTROL OR
INDICATORS Function/Description
DISPLAY
PERF The Performance (PERF) function key selects the FMS performance
menu pages.

MFD MENU The MFD MENU function key is used to select a MFD options page on the
CDU (push-on/push-off). A Map Display options and Text Display options
page can be displayed. The options page that shows is determined by the
format that is active on the MFD. The MAP DISPLAY menu shows when
the FMS Plan Map or FMS PPOS Map is active on the MFD. The TEXT
DISPLAY menu shows when a FMS remote text page is active on the MFD.
ƒƒ The MAP DISPLAY menu provides a list of various map background
display items the operator can select for display on the FMS Plan or
PPOS Map. The DISPLAY MFDI PFD > LSK on the MAP DISPLAY
menu allows the operator to access either the PFD or MFD map
background data selections without affecting the other AFD
background items. Refer to the MFD - Select Display Format section
of the PFD/MFD Operations chapter for details.
ƒƒ The TEXT DISPLAY menu provides a list of various FMS text
pages and reports available for display on the MFD. The DISPLAY
MFD/PFD > LSK on the TEXT DISPLAY menu allows the operator
to access the PFD map background data selections while the MFD
displays remote text pages. MFD format changes made on EFIS
format control (a DCP, CCP, or LSK on the AFD) cancels the display
of text pages on the on-side MFD. See MFD - Select Display Format
section of the PFD/MFD Operations chapter for details.
ƒƒ For both the Map Display and Text Display options, the CDU is used
to select and deselect the display options.

NOTE: For the FMS text pages, only one page of text can
show on the MFD at a time. Only one menu item
can be selected at any one time on the Text Display
page. Selecting one text display item automatically
deselects the previously-selected display item.

MFD ADV The MFD ADV function key is used to show a DISPLAY ADVANCE page
on the CDU that is related to the active format on the MFD. The two
possible states for the DISPLAY ADVANCE page correspond to MFD
display of FMS Plan Map and FMS remote text format.
ƒƒ When the TEXT DISPLAY menu is in view on the CDU, push the
MFD ADV key to show the TEXT DISPLAY page on the CDU. Use
the LSK on this page to select the next page or previous page of the
FMS Text display on the MFD.
ƒƒ When the MAP DISPLAY menu is in view on the CDU, push the MFD
ADV function key to show the ACT PLAN MAP CENTER page on the
CDU. Use the LSK on this page to select a waypoint from the menu
options as the FMS Plan Map center.

NOTE: If a particular MFD is displaying neither a map nor

text data, the default DISPLAY ADVANCE for that
MFD is the FMS Plan Map center control.

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 CONTROL OR
INDICATORS Function/Description
DISPLAY
MFD DATA The MFD DATA function key is used to show the FMS remote text format
on the MFD (push-on/push-off). The FMS remote text format shows user
selectable text information from the FMS. The last selected FMS remote
text page is the page that shows when the FMS remote text format is
selected. The FMS remote text page shows below the engine display in
place of the normal MFD navigation format or FMS Map.
PREV The Previous (PREV) function key shows the previous page of a multi-
page CDU display, (for example, the TUNE pages).

NOTE: When a CDU display page does not show a page

number at the top right of the display, the PREV
function key is not active for that page.

NEXT The NEXT function key shows the next page of a multi-page CDU display,
(for example, the TUNE pages).

NOTE: When a CDU display page does not show a page

number at the top right of the display, the NEXT
function key is not active for that page.

EXEC The Execute (EXEC) key acts as an Enter or Save function for some FMS
flight plan edits and performance functions.

CLR DEL The Clear Delete (CLR DEL) function key is used to clear the scratchpad
of data or to create a DELETE command that can be transferred to some
data fields on CDU display pages.
ƒƒ With data in the scratchpad, this key functions as a backspace key,
removing characters from the scratchpad from right to left.
–– Push and release the function key to backspace one character
at a time.
–– Push and hold the function key to clear the entire scratchpad at once.
ƒƒ With no data in the scratchpad, pushing the function key enters
a DELETE command into the scratchpad. To clear the DELETE
command, push the CLR DEL function key once.
BRT DIM An installer supplied remote dimming switch allows for flight deck zone
or remote dimming operation in the flight deck. A BRT DIM key is located
on the CDU. This control works in conjunction with the remote dimming
control, and it also ensures that the pilot can maintain adequate dimming
control in the event of a failure of the remote dimming control.
ƒƒ Operate the remote dimming control to make the desired brightness
level adjustment.
ƒƒ Operate the CDU BRT DIM function key on the CDU to fine tune the
CDU brightness to suit lighting conditions and pilot preferences.

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 Avionics

Primary Flight Display (PFD)

The AFD-3010E Adaptive Flight Display, Primary Flight Display (PFD) replaces conventional Attitude Director
Indicator, Horizontal Situation Indicator, Altitude Indicator, Airspeed Indicator, Vertical Speed Indicator, and
Mach Speed Indicator. Each Primary Flight Display shows airplane attitude, flight director commands, flight
control system annunciations, heading, course, bearing, vertical speed, airspeed, baro corrected altitude, radio
altitude, preselect altitude, minimum descent/reporting altitude, decision height, temperature, and optional
TCAS II advisory information.
The left PFD shows attitude, navigation/compass, flight control, primary air data altitude, airspeed, vertical
speed, and TCAS II advisory functions for the pilot. The PFD receives data bus input from the Air Data
Computers, the Attitude Heading Computers, left Display Control Panel and the Multifunction Display. Data is
also received from the right Primary Flight Display, Data Concentrator Units, Engine Data Concentrators, IO
processor cards, weather radar system and TCAS II transmitter/receiver. The left primary flight display gives
data bus outputs to the MFD, right PFD, and left IO processor card.
The right PFD shows attitude, navigation/compass, flight control, primary air data altitude,
airspeed, vertical speed, and TCAS II advisory functions for the copilot. In addition, the right PFD
receives data bus input from the Air Data Computers, Attitude Heading Computers, right Display
Control Panel, Multifunction Display, left Primary Flight Display and Data Concentrator Units. It
also receives data from the engine data concentrators, IO processor cards, and optional TCAS II
transmitter/receiver. The right PFD gives data bus outputs to the multifunction display, the left PFD, and the
right IO processor card.
The PFD displays, at a minimum, the following parameters:
ƒƒ Altitude ƒƒ BARO set: either in-hg or hPa
ƒƒ BARO: Moving vertical tape ƒƒ Preselect altitude
ƒƒ Analog radio altitude ƒƒ Vertical Speed
ƒƒ Airspeed –– Analog scale at all times
–– Moving vertical tape –– FGS reference vertical speed bug
–– Rolling digital display ƒƒ Attitude
–– Part Time digital Mach display –– Pitch
–– Takeoff speeds (V1, V2, VR) –– Roll
–– FGS reference speed bug and readout –– Excessive attitude indication
–– General reference speed bug (VT) ƒƒ Lateral Acceleration (slip/skid)
–– Approach reference speed (VAP, VRF) ƒƒ Lateral deviation
–– Airspeed trend vector –– FMS
–– Overspeed cues –– Localizer
–– Low Airspeed Awareness –– MLS
–– VOR
–– GLS (future option)
ƒƒ Vertical deviation
–– FMS
–– MLS
–– Glideslope
–– GLS (future option)

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ƒƒ Distance
–– DME –– FMS
–– Annunciations –– Minimums
–– Mistrim (pitch, roll, yaw) –– Pitch Trim Fail
–– Marker beacons –– FGS (AP, YD, modes)
–– Navigation source –– Bearing source
–– FMS messages –– TAWS annunciations
ƒƒ Engine parameters: when reversionary display enabled and separate for each engine
–– N1: digital display and analog scale –– N1 reference analog bug
–– ITT: analog scale –– Fuel flow: digital display
–– Ignition selected annunciation –– Thrust Mode annunciation
–– N2: digital display
–– Oil pressure and temperature: analog with digital
values displayed during an exceedance or toggle
on/off via cockpit switch.
ƒƒ Fuel Quantity: digital display when reversionary display enabled and separate for each tank.
ƒƒ ARC
ƒƒ Present Position MAP
ƒƒ Radar symbology (overlay)
ƒƒ Bearing
–– FMS
–– VOR
–– ADF
ƒƒ TCAS (I or II) Traffic symbology, overlay compatible (with TCAS option)
ƒƒ Lightning Sensor overlay (option)
ƒƒ TAWS Symbology (map overlay) (option)
ƒƒ TCAS II resolution advisory (with TCAS II option)
ƒƒ TCAS I traffic advisory (with TCAS I option)
ƒƒ Height

–– Radio altitude: digital display.

–– RA (RAD ALT) or BARO reference altitude

ƒƒ Flight guidance (single-cue or split cue flight director)
ƒƒ Rose
–– Heading –– Course
–– Selected heading –– Drift angle (optional)
–– To/from indicator –– Lateral deviation

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 Avionics

Primary Flight Display (PFD)

LNV AP ALT
41000

240 20 200 4
2
10 100
220
1
20
206 410 00
200 80
1
10 40900
180 2
20 800 4

330 29.92
HDG 330
30 N
FMS W 3
DTC 330
O1K
32.5 NM
24 6

FORMAT
50

PRESET
STBY AVIONICS TERR
DISPLAY POWER LX/RDR
ON ON

O
F
F TFC
TEST TCAS OFF

GS 254 TAS 250 RAT -15 oC SAT 4 oC IAS +10 oC

R BRT

DIM

Figure 10-1: Primary Flight Display (PFD)

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 PFD – Flight Control System
The Flight Control System (FCS) displays that show on each PFD are
the FCS mode/data fields and the Flight Director (FD) command bars.
The mode messages and data show above the attitude ball on the PFD
when either FD is selected or the autopilot is engaged. The FD command
bars show in magenta over or about the delta-winged aircraft symbol in
the attitude ball.

Figure 10-2: PFD – Flight Control System Displays

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 Avionics

CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Flight Director Only Independent mode is possible in the Beechjet. It is active
Modes whenever the FCS Go Around mode is active and when the
Approach mode is active with vertical capture in both FCC.
When FCS is operating in the Independent mode, the pilot side
FCC drives the pilot side command bars and the copilot side
FCC drives the copilot side command bars. The coupled-side
FCC drives the autopilot. The pilot side is the coupled side
FCC upon power-up. The copilot side FCC can be selected
with the AP XFR button on the MSP.
FD Command Bars The single-cue FD command bars show on the attitude ball
(Single-Cue) as a pair of magenta V-bars. The V-bars present pitch and roll
guidance information from the FCS. The V-bars move up and
down to command a climb or descent, and move right and
left to command a right or left bank. To satisfy FD steering
commands, the miniature aircraft symbol in the center of the
attitude display is flown towards the V-bars so that the upper
edge of the aircraft symbol is flush with the bottom of the
V-bars.

FD Command Bars The split-cue FD command bars show on the attitude ball as
(Split-Cue) a lateral and vertical magenta bar in the shape of a cross-
hair. Together, the bars of the cross-hair pair present pitch
and roll guidance information from the FCS – the horizontal
bar represents pitch and the vertical bar represents roll. The
command bars move up and down to command a climb or
descent, and move right and left to command a right or left
bank. To satisfy FD steering commands, the miniature aircraft
symbol in the center of the attitude display is flown towards
the cross bars so that the bars are centered within the aircraft
symbol.

Command Bars The message FD1 or FD2 shows in yellow to indicate that
Cross-side Source an independent capable mode is active and the coupled-side
Message FCC has achieved the status that triggers independence
but the non-coupled side FCC has not achieved a similar
status. This annunciation shows in the top left of the attitude
ball (below the roll/yaw warning field) on the non-coupled
side PFD, and only appears when the FCC are not in the
Independent mode. A FD1 or FD2 annunciation indicates the
FD is being sourced from the cross-side FCC as defined in the
table that follows. The annunciation will be cleared when both
FCC are operating in the Independent mode or the FCS is in
a mode capable of independent operation.
FD1 (on PFD2) Copilot side command bars are being
driven by the pilot side FCC.
FD2 (on PFD1) Pilot side command bars are being driven
by the copilot side FCC.

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 CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Half Bank Mode Arc A white arc is drawn above the roll scale index marks on
the attitude display to indicate that the FCS Half Bank
mode is active. The arc extends out 15° either side of the
zero (0) degree triangle on the roll scale.

Pitch Warn Field The FCS display pitch warning field provides annunciations
and flags for abnormal aircraft control surface pitch trim
conditions.
ƒƒ TRIM (red) – FCS horizontal stabilizer trim fail
(with autopilot engaged).
ƒƒ Yellow E – moderate elevator mistrim (arrow indicates
direction of mistrim).
ƒƒ Red E – significant elevator mistrim (arrow indicates
direction of mistrim).
Roll/Yaw Warn/ ƒƒ The FCS display roll/yaw warning and approach active
APPR Active Field field provides annunciations and flags for abnormal
A R aircraft control surface roll and yaw trim conditions. The
mistrim flags will flash for 5 seconds and then change
to steady on, red has priority over yellow. This field
A R also displays annunciations for Approach mode states,
manual references synchronization, and FCS test.

NOTE: If the data that supports a particular mode
message is missing or invalid, a yellow bar
will be drawn through the message text.

ƒƒ Yellow A – moderate aileron mistrim (arrow indicates

direction of mistrim).
ƒƒ Red A – significant aileron mistrim (arrow indicates
direction of mistrim).
ƒƒ Yellow R – moderate rudder mistrim (arrow indicates
direction of mistrim).
ƒƒ Red R – significant rudder mistrim (arrow indicates
direction of mistrim).

SYNC ƒƒ SYNC (white) – manual lateral or vertical reference

synchronization commanded from yoke-mounted SYNC
switch.
APPR ƒƒ APPR (white) – Approach mode is armed (lower half of
field).
ƒƒ APPR (green) – Approach mode is active (upper half of
APPR field).
ƒƒ TEST (yellow) – FCS is in TEST mode. The TEST mode
TEST removes all FCS annunciators except for Autopilot (AP)
engaged/disengaged.

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 Avionics

CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Lateral Mode Active ƒƒ The FCS display lateral mode active field provides
Field annunciations for lateral FCS modes that are active
either because of manual or automatic selection (for
example, transition from armed to capture state). When
an annunciation appears, it will flash for 5 seconds and
then change to steady green. Only one active lateral
mode annunciation at a time is allowed in this field. A small
white DR legend is added to NAV capture annunciators
during VOR NAV dead reckoning operation.

NOTE: If the data that supports a particular mode
message is missing or invalid, a yellow bar
will be drawn through the message text.

ƒƒ ROLL – Roll Hold mode or Roll Hold mode in Heading

Hold sub-mode.
ƒƒ GA – Lateral Go Around mode.
ƒƒ VOR# – VOR Approach or NAV capture/track.
ƒƒ LOC# – LOC Approach or NAV capture/track.
ƒƒ B/C# – LOC Back Course Approach or NAV capture/
track.
ƒƒ FMS# – LOC Back Course Approach or NAV capture/
track.
ƒƒ HDG – Heading Select mode.

NOTE: The pound sign (#) in the lateral active
annunciation can be 1 or 2 to indicate the
NAV source. A 1 indicates pilot (left) side
source, a 2 indicates a copilot (right) side
source. If no number is present, the input is
from a single source.

Lateral Mode Arm The FCS display lateral arm field provides annunciations for
Field lateral FCS modes that are in an armed state.

NOTE: If the data that supports a particular mode
message is missing or invalid, a yellow bar
will be drawn through the message text.

ƒƒ VOR# – VOR Approach or NAV arm.

ƒƒ LOC# – LOC Approach or NAV arm.
ƒƒ B/C# – LOC Back Course Approach or NAV arm.
ƒƒ FMS# – LOC Back Course Approach or NAV arm.

NOTE: The pound sign (#) in the lateral active mode
annunciation can be 1 or 2 to indicate the
NAV source. A 1 indicates pilot (left) side
source, a 2 indicates a copilot (right) side
source. If no number is present, the input is
from a single source.

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 CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
YD/AP Engage Field The FCS display YD/AP engage field provides annunciations
for yaw damper and autopilot engaged and disengaged
states. Autopilot annunciations take precedence over yaw
damper annunciations.
ƒƒ YD (white) – Yaw damper is not engaged.
ƒƒ YD (yellow) – Yaw damper disengaged (2 seconds if
manual, continuous if automatic).
ƒƒ AP (green) – Autopilot engaged.
ƒƒ AP (red) – Autopilot disengaged (1.5 seconds if manual,
continuous if automatic). Can be manually cancelled.
ƒƒ (blank) – Yaw damper only engaged.
FCC Coupled An arrow shows to indicate the autopilot side to which the
Indicator FD are coupled. The arrows show in the same color as the
autopilot engage/disengage annunciator. When the AP
engaged/disengaged annunciator is not in view, the CPL side
annunciator is white and does not flash. When the autopilot is
engaged the indicator shows in green.
Vertical Mode Active The FCS display vertical mode active field provides
Field annunciations for vertical FCS modes that are active either
because of manual or automatic selection (for example,
transition from armed to capture state). When an annunciation
appears, it will flash for 5 seconds and then change to steady
green. Only one active vertical mode annunciation at a time
is allowed in this field. A V is added in front of the currently-
active annunciator in the same color as the annunciator if the
Vertical Navigation (VNAV) function is active for the coupled
flight guidance channel

NOTE: If the data that supports a particular mode
message is missing or invalid, a yellow bar
will be drawn through the message text.

NOTE: Only one active vertical FCS mode
annunciation can show at a time, however up
to three vertical FCS modes can be armed
as indicated by the presence of appropriate
annunciators in the vertical armed fields.

ƒƒ ALTS CAP – PSA Altitude Select mode capture.

Changes color to flashing yellow to indicate altitude
abort.
ƒƒ ALTV CAP – FPTA Altitude Select mode capture.
Changes color to flashing yellow to indicate altitude
abort.
ƒƒ ALTS – PSA Altitude Select mode track.
ƒƒ ALTV – FPTA Altitude Select mode track.
ƒƒ FLC (icon) NNNN – Flight Level Change mode with
speed bug icon and IAS/Mach reference value. Icon
and reference value show in cyan if sourced from FCC
or in magenta if sourced from FMS. FLC changes
color to flashing yellow with OSPD in place of NNNN in
Overspeed mode.

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 Avionics

Indicator CONTROL OR
FUNCTION/DESCRIPTION
DISPLAY
Vertical Mode Active ƒƒ ALT – Altitude Hold mode.
Field (Cont'd)
ƒƒ VS (icon) NNNN↑ – Vertical Speed (VS) mode with VS
bug icon, VS reference value, and direction arrow. Icon,
reference value, and arrow shows in cyan if sourced from
FCC or in magenta if sourced from FMS.
ƒƒ GP – VNAV glide path capture or track.
ƒƒ PATH – VNAV PATH capture or track.
ƒƒ PTCH – Pitch Hold mode
ƒƒ GA – Vertical Go Around mode.
ƒƒ GS – Glideslope capture or track.
PSA/FPTA Vertical The FCS display PSA/FPTA vertical arm field provides
Arm Field annunciations for the Preselect Altitude mode armed state
depending on which target altitude the FCS is commanded
to. The annunciators show in white when armed and
change color to flashing yellow if an altitude abort is initiated
(for example, by manual rotation of the ALT knob on the CHP).

NOTE: If the data that supports a particular mode
message is missing or invalid, a yellow bar
will be drawn through the message text.

ƒƒ ALTS – Preselect Altitude (PSA) target armed.

ƒƒ ALTV – Flight Plan Target Altitude (FPTA) target armed.
FMS Vertical Arm The FCS display FMS vertical arm field provides annunciations
Field for vertical FCS modes when the VNAV function is active.
The annunciators shows in white if the VNAV mode is armed
or in yellow if the mode is armed but capture is inhibited.

NOTE: If the data that supports a particular mode
message is missing or invalid, a yellow bar
will be drawn through the message text.

ƒƒ VNAV – shown in white when VNAV not available.

ƒƒ PATH – VNAV PATH mode armed.
ƒƒ FLC – VNAV Flight Level Change mode armed.
ƒƒ ALT – VNAV ALT mode armed.
ƒƒ PTCH – VNAV Pitch mode armed.
Approach Vertical The FCS display approach vertical arm field provides
Arm Field annunciations for the vertical component of the FCS Approach
mode. These annunciators show in white when the vertical
Approach mode is armed.

NOTE: If the data that supports a particular mode
message is missing or invalid, a yellow bar
will be drawn through the message text.

ƒƒ GS – ILS Glideslope mode armed.

ƒƒ GP – VNAV Glidepath mode armed.

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 PFD – Airspeed
Indicated airspeed is represented on the PFD as a moving airspeed
scale with a fixed-positioned pointer. Other information that shows on
and about the airspeed scale are:
ƒƒ Digital Airspeed Readout.
ƒƒ Airspeed Trend Vector.
ƒƒ Impending Stall Speed (ISS) and Reference Approach Speed (RAS)
Low Speed Cues.
ƒƒ Overspeed Cue.
ƒƒ Mach Readout (airborne only).
ƒƒ Acceleration Readout (ground only).
ƒƒ Vspeed References.
ƒƒ Vspeed Reference Bugs.
ƒƒ Airspeed Reference Bug (speed bug).

MACH
NUMBER

Figure 10-3: PFD Airspeed Displays

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 Avionics

CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Airspeed Scale The airspeed scale is made up of a fixed pointer and a moving
scale. The airspeed pointer is shaped like a fat flashlight
with a pointer (vertex). The pointer is centered vertically in
coincidence with the Attitude Director Indicator (ADI) aircraft
symbol center. The airspeed scale moves to always present
the current airspeed at the vertex of the airspeed pointer.
The airspeed scale has grey short tick marks every 5 Kts,
grey long tick marks every 10 Kts and white numerals every
20 Kts. The maximum value is 400 Kts and the minimum value
is 40 Kts. When the airspeed reaches or exceeds 400 Kts, the
scale remains stationary with the 400 Kts digits at the airspeed
pointer. When the airspeed reaches 40 Kts, the scale remains
stationary with the 40 Kts digits at the airspeed pointer. (At
airspeeds below 40 Kts, the digital readout is replaced with
two white dashes.)
Digital Airspeed A digital readout of indicated airspeed shows in a rolling drum
Readout inside the airspeed pointer. The rolling drum digital readout
shows up to three digits, with 1 knot increments. The drums
provide appropriate increment/decrement rollover. All digits
show in white. Airspeed range is 40 to 999. When air speed
goes between 0 to 40 Kts, two white dashes show within
the airspeed pointer. The airspeed digital readout changes
color to yellow (flashes for 5 seconds and then is steady
on) when an overspeed pre-alert or low-speed cue pre-warn
condition exists. The airspeed digital readout changes color
to red (flashes for 5 seconds and then is steady on) when an
overspeed or low-speed cue warn condition exists.
Airspeed Trend The airspeed trend vector, attached to the airspeed pointer,
Vector provides an approximation of what the airspeed will be in 10
seconds at the present rate of acceleration. The airspeed
trend vector is a thermometer type display consisting of a
TREND magenta double-line-width line extending directly out from
VECTOR the airspeed pointer going up for increasing airspeed trend
or down for decreasing airspeed trend. The airspeed trend
vector does not appear until the aircraft has been airborne
for 3 seconds, and it is removed at all times on the ground.
The airspeed trend vector is also removed during an unusual
attitude declutter condition.

Low Speed Cues An Impending Stall Speed (ISS) Low Speed Cue (LSC) and a
Reference Approach Speed (RAS) LSC show on the airspeed
scale when airborne. Both the ISS and RAS LSC are based on
airspeed and Angle of Attack (AOA). The ISS LSC is advisory
in nature, while the RAS LSC is cautionary. The ISS and RAS
LSC are not a substitute for any required AOA indications. The
ISS LSC and RAS LSC markers are removed when on the
ground and their display is inhibited until the aircraft has been
airborne at least 3 seconds.
A RAS LSC marker (a horizontal green line) shows on the
PFD airspeed scale above the ISS LSC when the aircraft is
below an altitude of 20 000 ft. The RAS LSC indicates 1.33
times the computed stall speed and is a green horizontal line
on the airspeed scale. The RAS LSC is removed if on-side
and cross-side AOA is failed (red AOA flag is in view).

MACH
NUMBER

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 CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Low Speed Cues The RAS LSC is calculated using inputs provided by the
(Cont'd) currently selected ADC and by the AOA computer. The
RAS LSC is intended as an approach aid only and will not
accurately indicate 1.33 times the computed stall speed
(unless the aircraft is in a wings level, 1g flight condition).
The ISS LSC marker (a vertical red line) is constantly
positioned alongside the airspeed scale from the bottom of
the scale to the current ISS LSC value. The marker becomes
emphasized and the airspeed digital readout turns red when
airspeed gets significantly below the ISS LSC value. The ISS
LSC is made up of a pre-warning and a warning condition.
An ISS LSC pre-warn condition occurs when the airspeed
trend vector goes 3 Kts below the ISS LSC for 5 seconds or
more. An ISS LSC pre-warn is made up of the following:
ƒƒ The ISS LSC marker is emphasized by changing to a
wider red and red outlined black checkerboard pattern.
ƒƒ The airspeed digital readout changes color to yellow and
flashes for 5 seconds, then steady.
ƒƒ When the Mach readout is in view, the readout changes
color to yellow and flashes for 5 seconds, then steady.

NOTE: The pre-warn condition ends when the
airspeed trend vector is greater than or
equal to the ISS LSC value.

ISS LSC warn condition occurs when the current airspeed is

3 Kts below the ISS LSC. An ISS LSC warning is made up of
the following:
ƒƒ The ISS LSC marker is emphasized by changing to a
wider red and red outlined black checkerboard pattern.
ƒƒ The airspeed digital readout changes color to red and
flashes for 5 seconds, then steady.
ƒƒ When the MACH readout is in view, the readout changes
to red and flashes for 5 seconds, then steady on.

NOTE: The ISS LSC pre-warn condition will typically
already have the checkerboard in view.

NOTE: The ISS LSC symbology returns to previous
symbols and/or colors when the airspeed is
greater than or equal to the ISS LSC value.

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 Avionics

CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Low Speed Cues When AOA is invalid, a yellow vertical double-line-width
(Cont'd) default LSC shows on top of the expanded (checkerboard)
ISS LSC symbol, which goes to the bottom of the display. The
ISS LSC warn function works as previously described except
that the emphasized LSC marker (checkerboard) is always in
view. The ISS LSC or the default LSC are not shown when the
IAS flag is in view. The default stall speed range is as follows:
ƒƒ 60 Kts is the top of the default LSC checkerboard, which
is the bottom of the yellow line. This represents the
minimum stall speed.
ƒƒ 118 Kts is the top of the yellow line for the default LSC.
This represents the maximum stall speed.
Overspeed Cue The overspeed cue is a red vertical line on the airspeed scale
that is constantly positioned from the top of the airspeed
scale to a position corresponding to the current VMO/MMO. The
cue becomes emphasized and the airspeed digital readout
turns red when airspeed is significantly above VMO/MMO. The
overspeed cue has a pre-alert and an alert condition.
The pre-alert condition occurs when the airspeed trend vector
exceeds the VMO/MMO by 3 Kts for 5 seconds or more. The
pre-alert condition ends when the trend vector is less than or
equal to VMO/MMO. The overspeed pre-alert is made up of:
MACH ƒƒ The VMO/MMO marker is emphasized by changing to a
NUMBER wider red and red outlined black checkerboard pattern.
ƒƒ The airspeed digital readout changes color to yellow and
flashes for 5 seconds, then steady.
ƒƒ When the MACH readout is in view, the readout changes
to yellow and flashes for 5 seconds, then steady.
The overspeed alert occurs when the current Airspeed
becomes greater than VMO/MMO by 3 Kts. The overspeed
alert ends when the airspeed is less than or equal to
VMO/MMO. The overspeed alert is made up of:
ƒƒ The flight deck aural warning horn sounds to alert the
flight crew of VMO/MMO being exceeded.
ƒƒ The VMO/MMO marker is emphasized by changing to a
wider red and red outlined black checkerboard pattern.
The overspeed pre-alert will typically already have the
checkerboard in view.
ƒƒ The airspeed digital readout changes color to red and
flashes for 5 seconds, then steady on.
ƒƒ When the Mach readout is in view, the readout changes
to red and flashes for 5 seconds, then steady on.

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Indicator FUNCTION/DESCRIPTION
DISPLAY
Mach Readout When airborne, the Mach digital readout shows at the bottom
of the airspeed scale. The display is a white 3 digit readout
preceded by a grey M legend. Range is .400 to .998 Mach.
MACH The Mach readout comes into view when Mach is greater
NUMBER than or equal to .450. The readout is removed when Mach
is less than .400. The Mach digital readout changes color
to yellow (flashes for 5 seconds and then steady on) when
an overspeed pre-alert or low speed cue pre-warn condition
exists. The Mach digital readout changes color to red (flashes
for 5 seconds and then steady on) when an overspeed or
low speed cue warn condition exists. The Mach readout is
replaced with a red decimal point and 3 red dashes when
Mach airspeed data from the on-side ADC is missing or invalid.

NOTE: The Mach and acceleration readouts share
the same display field, so only one can show
at a time.

Acceleration While on the ground, a magenta readout of longitudinal

Readout acceleration shows at the bottom of the airspeed scale.
The digits are preceded by a magenta minus sign (−) when
longitudinal acceleration is negative. A grey scaled ACC
legend shows in front of the readout at all times. Range is
.00 to ±.99g. The acceleration readout is replaced with a red
decimal point and 2 red dashes when longitudinal acceleration
data from the on-side AHS is missing or invalid.

ACCELEROMETER
ACC.45 (ON GROUND ONLY)

Vspeed References The Vspeeds function is used to set takeoff and approach
speed values and show those reference speeds on the PFD
airspeed scale. REFS menu items are synchronized. When
either pilot adjusts the on-side values, the same values are
set on both displays. The Vspeed reference values show
on the airspeed scale, on the speed reference table, and on
the PFD REFS 1/3 menu. When the pilot selects a Vspeed
value, the value shows as a digital readout in the speed
reference table at the bottom of the airspeed scale. Setting
a Vspeed value also activates the associated reference bug
for display at the appropriate speed on the airspeed scale.
Vspeed reference values that are not set to ON show on the
REFS 1/3 menu in small white characters. Upon power-upon
the ground, the Vspeed references are set to OFF and to the
default (minimum) values. Upon power-up in-air, the Vspeed
references are set to the last set state and values. The REFS
1/3 menu Vspeed reference values, airspeed scale bugs, and
MACH
NUMBER speed reference table legends/readouts show in larger cyan
characters when set to ON.

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 Avionics

CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Vspeed Bugs The Vspeed values show as bugs on the airspeed scale when
selected to ON. The Vspeed value bugs are set to ON as a
result of being manually adjusted through the PFD REFS 1/3
menu. The Vspeed value bugs that follow are available for
display on the airspeed scale:
ƒƒ V1 - V1 is the takeoff decision speed. The V1 bug shows
on the airspeed scale as a horizontal cyan line followed
by a V1 next to the line. The range for V1 is 40 to 200 Kts.
The V1 bug is automatically removed from the airspeed
scale at 210 Kts.
ƒƒ VR - VR is the rotation speed. The VR bug shows on the
airspeed scale as a horizontal cyan line followed by a VR
next to the line. The range for VR is 40 to 200 Kts. The VR
bug is automatically removed from the airspeed scale at
210 Kts.
ƒƒ V2 - V2 is the takeoff safety speed. The V2 bug shows on
the airspeed scale as a horizontal cyan line followed by a
V2 next to the line. The range for V2 is 40 to 200 Kts. The
V2 bug is automatically removed from the airspeed scale
at 210 Kts.
ƒƒ VREF - VREF is the landing reference speed. The VREF bug
shows on the airspeed scale as a horizontal cyan line
followed by a REF next to the line. The range for VREF
is 40 to 200 Kts. The VREF bug is automatically removed
from the airspeed scale when airspeed drops below 50
Kts for 5 seconds.
ƒƒ VT - VT is a general purpose target speed. The VT bug shows
on the airspeed scale as a horizontal line with VT adjacent
to the line. The range for VT is a minimum of 40 Kts or the
Impending Stall Speed (ISS) value up to VMO/MMO.
Vspeed Speed In addition to the Vspeed bugs that show on the airspeed scale,
Reference Table the settings for V1, VR, and V2 are listed in a table that shows
below the airspeed scale when the aircraft is on the ground.
As airspeed increases above 40 Kts, the speed reference
table scrolls smoothly off of the bottom of the airspeed scale
in conjunction with the increasing airspeed.

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 CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
PFD REFS Menu Push the REFS button on the DCP to show the REFS 1/3
Vspeed Readouts menu on the PFD. The Vspeeds V1, VR, V2, and VT show under
the left side REFS 1/3 menu. VREF shows under the right side
of the menu. When the REFS 1/3 menu appears, the default
Vspeed values show in small white digits below the associated
legend, and no Vspeed values show on the airspeed scale.

Airspeed Reference The speed bug is a general-purpose speed reference when it

Bug (Speed Bug) is not in use as the IAS/Mach speed reference for FCS Flight
Level Change (FLC) mode. The speed bug shows on the
airspeed scale and as an icon and digital readout above the
airspeed scale. A miniature speed bug icon and digital readout
also show in the FCS vertical active mode/data field when
FLC is the active FCS vertical mode.
ƒƒ The SPEED knob is used to set the speed bug reference
value. The speed bug, readout, and icon show in cyan
when set with the SPEED knob. The pilot setting of the
speed bug with the SPEED knob has priority over control
MACH
NUMBER from the FMS and FCS.
ƒƒ The SPEED button on the MSP is used to alternatively
select IAS or Mach for the speed bug reference. The
speed reference is automatically changed from IAS to
Mach when climbing through 29,000 ft of altitude and
is changed from Mach to IAS when descending through
29,000 ft of altitude. When Mach is active, a two digit
readout of the Mach value preceded by the letter M
shows in place of the IAS reference value.
ƒƒ The FCS syncs the speed bug reference to the current
value when FLC is the active FCS mode. The speed bug,
readout, and icon show in cyan when the speed reference
is being sourced from the FCS.

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 Avionics

PFD Attitude
The attitude ball is a traditional blue sky and brown earth depiction
separated by a white horizon line. A phased single-cue aircraft symbol
shows in the center of the attitude ball. The attitude ball display includes
a roll scale, a pitch scale, and slip/skid information. Red pitch up/pitch
down chevrons come into view on the pitch scale for excessive pitch
angles. The display is decluttered when the aircraft is flown in an unusual
attitude. A flight-deck AHS reversion switch selects which AHS sensor is
the on-side attitude/heading source. If the attitude/heading data from the
selected AHS is flagged, the attitude display is removed and replaced by
a red boxed ATT flag.

Figure 10-4: PFD Attitude Display

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 CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Roll Scale The roll scale indicates the current roll attitude. Symmetrically
positioned white tick marks indicate 10, 20, and 30° of roll.
Symmetrically positioned unfilled white triangular ticks indicate
zero (0) and 45° of roll. Symmetrically positioned white ticks
located to the outside of the 45 triangles indicate 60° of roll.
The roll scale rotates left and right under the roll pointer. The
roll pointer is centered with its apex at the current roll value.

Pitch Scale The white pitch scale is centered on the attitude ball with the
white horizon line at zero (0) degrees of pitch. The pitch scale
moves vertically in pitch with respect to the aircraft symbol.
The entire pitch scale rotates in roll. Current pitch value shows
at the tip of the aircraft symbol. Pitch marks are in increments
of 2.5° up to ±30° of pitch. When the attitude exceeds ±30° of
pitch, the scale expands to ±90° of pitch. Red pitch up/pitch
down chevrons show when pitch exceeds +30° (nose up), or
−20° (nose down) and the PFD display is decluttered. Pitch
down chevrons appear at +30° and slide out at +25°. Pitch up
chevrons appear at −20° and slide out at −15°.
Aircraft Symbol An aircraft symbol shows in the center of the attitude ball.
The symbol is black with a white border and differs in shape
depending on which style of FD command bars are active.

Flight Director Flight Director (FD) command bars show on either side of the
Command Bars aircraft symbol when a FD is providing pitch and roll guidance.
The command bars move up and down to command a climb
or descent and move either left or right to command a right or
left bank.

NOTE: Presentation of FD command bars can be
selected as either a single cue V-Bar or a
split cue cross-hair.

ƒƒ The on-side FCC normally provides FD steering and

pitch commands. This allows each pilot to independently
select the FD. If the on-side FCC fails, the cross-side
FCC provides steering commands to the flight director.
ƒƒ Flight director command bars are removed from the
attitude display if either the pitch or roll steering inputs
are missing or invalid.
Horizon Line A white horizon line separates the sky and the ground fields.
The horizon line is part of the pitch scale, and pivots in roll
around the aircraft symbol. For pitch values other than zero,
an imaginary vertical line through the center of the aircraft
symbol establishes the pivot point. The horizon line extends
across the attitude ball and normally ends at the airspeed
indicator and the altimeter. The horizon line moves out of view
for pitch angles in excess of 18°.

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 Avionics

CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Sky/Ground Fill The area of the attitude ball representing the sky (above
SKY the horizon line in level flight) is filled cyan. The area of the
attitude ball representing the ground (below the horizon line in
level flight) is filled brown. At least 6° of sky/ground is in view
for pitch angles in excess of 18°.

GROUND

Slip/Skid Indicator The white rectangular slip/skid indicator at the base of the
roll pointer is used to indicate a slip or skid attitude. The slip/
skid indicator uses the base of the roll pointer as its reference
and moves laterally from the roll pointer proportional to lateral
acceleration. A displacement the width of the rectangle from
the base of the roll pointer is approximately equivalent to one
ball displacement of a conventional inclinometer. The slip/skid
indicator rotates with the roll pointer in a bank.
Unusual Attitude The PFD is decluttered to ensure the pilot recognizes and
Indication corrects an unusual attitude. When the pitch angle is greater
than 30° nose up or 20° nose down, or roll angle exceeds 65°,
nonessential information is removed from the PFD (display is
decluttered) and warning chevrons show on the pitch scale. All
information except attitude, airspeed, altitude, vertical speed,
compass, slip/skid, trim fail, mistrim, YD disengage, and AP
engage/disengage is removed from the PFD. The display
returns to normal when pitch angle is less than or equal to 25°
nose up or 15° nose down, or roll angle is less than or equal
to 60°.

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 PFD – Altitude
Barometric altitude shows as a moving altitude scale with a fixed position
pointer on the PFD. Preselect Altitude shows as an analog reference
and digital readout on the barometric altitude scale.
Barometric pressure setting, FL ALERT, Preselect Altitude (PSA) Alert,
FMS Flight Plan Target Altitude (FPTA), and RA/BARO MIN readout also
show on the PFD. Barometric altitude data is provided from the on-side
Air Data Computer (ADC). A flight deck mounted ADC reversion switch
is used to select which ADC sensor is the on-side barometric altitude
data source.
Radio altimeter altitude shows on the PFD. A radio altitude digital
readout, analog reference, and the RA MIN alert are functions of radio
altitude.

Figure 10-5: PFD - Altitude Displays

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 Avionics

CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Altitude Display The barometric altitude display is made up of a coarse
and a fine moving scale. The scale moves so as to always
present the current altitude at the altitude pointer. The scale
moves down for increasing altitude and up for decreasing
altitude. The fine altitude scale contains a total of 1,000 ft of
altitude, with 450 ft of altitude in view at a time. The fine scale
presents the low-order three digits of altitude at even 100 foot
increments. The coarse altitude scale is made up of large ten
thousand and thousand digits. The altitude display range is
from 0 to 55,000 ft.
Current barometric altitude shows inside a rolling drum inside
the altitude pointer. The tens units are presented together on
a single drum in 20 foot increments. The hundreds, thousand,
and ten thousand digits each have their own drum. Green-
striped shutters cover the ten thousands and thousands digits
when a leading zero digit would be in view, except for negative
altitudes. Negative altitudes are indicated with a small white
vertically positioned NEG legend in the ten thousands digit
place.
The AP XFR button on the APP is used to select which PFD
is providing the preselect altitude. If AP XFR is deselected,
the pilot PFD is the source of the preselect altitude. If AP XFR
is selected, the copilot PFD is the source of the preselect
altitude.

NOTE: If one PFD is displaying meters and the

other is displaying feet, the coupled PFD
will cause the preselect altitude readout
on the non-coupled PFD to move in
increments associated with the resolution
(feet or meters) of the coupled PFD.

Metric Altitude The Metric Altitude selection is used to select the display
of metric altitude and metric preselect altitude. When set to
on, the display of metric altitude is in addition to the display
of altitude in feet. The white, (up to 5 digit) display of metric
altitude is contained in a grey box with a grey M to the right
of the digits, located above the altitude scale. The display
of metric preselect altitude replaces the display of preselect
altitude in feet. The display of metric preselect altitude is
followed by the letter M. The References (REFS) menu 3/3 on
the PFD is used to select metric altitude.
Barometric Pressure The barometric pressure setting and units of measurement
Setting legend shows in cyan below the altitude scale on the PFD.
The BARO knob on the DCP is used to set the barometric
pressure. The PUSH STD button within the BARO knob is
used to automatically set the sea level barometric pressure
setting standard value of 29.92 in.hg. or 1013 hPa. When
the STD value is selected, the barometric setting readout is
replaced by a STD legend.
ƒƒ The References (REFS) menu 3/3 on the PFD is used
to select the unit of measurement for the barometric
pressure setting. The unit of measurement can be set to
in.hg. (inches of Mercury) or hPa (hecto Pascal).

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 CONTROL OR
INDICATOR FUNCTION/DESCRIPTION
DISPLAY
Barometric Pressure ƒƒ Each detent of the BARO knob changes the setting
Setting (Cont'd) by .01 in.hg. or 1 hPa. Clockwise rotation of the BARO
knob increases the setting, counterclockwise rotation
decreases the setting. The BARO knob is rate-aided
so that faster rotation of the knob causes progressively
larger changes in the setting. Electronic stops are
provided at each end of the setting adjustment range so
further rotation of the BARO knob past the stop does not
change the setting value.
ƒƒ When the pressure settings for the pilot and copilot are
different by more than 0.02 in.hg., a yellow line shows
beneath the barometric pressure setting digits/legend. A
yellow line is also shown beneath the preselect altitude
readout on the non-coupled side PFD.
ƒƒ Range for the barometric pressure setting is 22.00 to
32.50 in.hg. or 745 to 1,100 hPa.
ƒƒ At power-up in the air, the previous setting is restored and
shows in cyan.
Flight Level Alert The Flight Level Alert (FL ALERT) reminds the pilot when
climbing through or descending through a transition level.
When the alert is active, climbing or descending through the
transition altitude causes the barometric pressure setting
to flash, reminding the pilot to check/reset the barometric
pressure setting.

NOTE: The transition level can be set on the
FMS VNAV CLIMB page and the VNAV
DESCENT page. Access these pages by
pressing the PERF function key on the CDU
to show the PERF MENU page. Select
VNAV SETUP from the PERF MENU. The
default setting is 18,000 ft or FL180.

ƒƒ Climbing: The FL ALERT shows when the aircraft is

within 200 ft of the climbing transition altitude (for
example, 17,800 ft for transition altitude of 18,000 ft)
and the pressure setting is not 29.92 in.hg.
ƒƒ Descending: The FL ALERT shows when the aircraft is
within 500 ft of the transition FL (for example, 18,500 ft
when FL 180 is the transition flight level) and the pressure
setting is 29.92 in.hg.
ƒƒ The FL ALERT is cancelled by pushing the PUSH STD
button (when ascending through the transition level) or
rotating the BARO knob (when descending through the
transition flight level). (Manually setting the value to 29.92
when ascending instead of using the PUSH STD button
does not cancel the FL ALERT.)
ƒƒ The References (REFS) menu 3/3 on the PFD is used to
set the FL ALERT to on or off.

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 Avionics

CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Preselect The Preselect Altitude (PSA) setting shows in two places, digitally
Altitude above the barometric altitude and as a preselect altitude bug on the
altitude scale. Automatic changing of the digital preselect altitude
display to flashing, or yellow, or yellow underline provides visual
messages of altitude alert or failure conditions. An optional meters/
feet selector switch provides the ability to choose the metric value
of preselect altitude to show in place of the display in feet.
ƒƒ The ALT knob on the CHP is used to set the preselect altitude.
When the ALT knob is in the normal out position, the knobs
adjustment increment is 1,000 ft or 100 meters per detent. When
the ALT knob is pushed in, the knobs adjustment increment is
100 ft or 10 meters. With the knob pushed in, the knob is also
rate-aided (faster rotation of the knob causes larger changes
in the value). When BARO MIN is ON, the preselect altitude
can be set to the value of BARO MIN by rotating the ALT knob
(BARO MIN can be set to increments of 10 ft).
ƒƒ The digital preselect altitude readout shows in cyan above
the barometric altitude scale. When the barometric pressure
setting is not standard, the readout shows in up to 5 digits.
When it is set to STD, the readout shows as a 3 digit flight level
preceded by a FL legend.
ƒƒ When selected, the metric preselect altitude shows in place of
the readout of preselect altitude in feet above the barometric
altitude scale. The metric preselect altitude readout is followed
by the letter M. The optional Meters/Feet (M/Ft) select switch
selects and deselects the display of metric preselect altitude.
A metric preselect altitude readout does not permit the FL
readout.
ƒƒ The preselect altitude bug is placed on the coarse altitude scale
and/or on the fine altitude scale. When it shows on the left hand
side of the scale,the bug appears as a miniature version of the
bug used on the fine scale. This smaller bug rolls into view
when the preselect altitude is within 1,000 ft of the barometric
altitude. The smaller bug moves out of view behind the altitude
pointer in conjunction with the larger bug moving onto the fine
scale. When the preselect altitude is within 250 ft of the current
barometric altitude, the larger preselect altitude bug rolls into
view on the fine altitude scale. This larger bug moves towards
the center of the scale, and brackets the altitude pointer when
the preselect altitude is equal to the barometric altitude. Shortly
after the entire larger bug is in view on the fine altitude scale,
the smaller bug is completely removed from the coarse altitude
scale.

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INDICATOR FUNCTION/DESCRIPTION
DISPLAY
Preselect Altitude The Preselect Altitude (PSA) alert notifies the pilot that the
Alert aircraft barometric altitude is approaching the PSA. The
PSA readout flashes and the flight deck aural warning chime
sounds when the barometric altitude is within the acquisition
limit. The readout stops flashing when the barometric altitude
is within the deviation limit.
ƒƒ The PSA readout changes to flashing cyan and the flight
deck aural warning sounds when the aircraft barometric
altitude closes to within ±1,000 ft of the PSA.
ƒƒ The PSA readout stops flashing when aircraft barometric
altitude closes to within ±200 ft of the PSA.
ƒƒ The PSA readout changes color to flashing yellow and
the flight deck aural warning sounds when the aircraft
barometric altitude exceeds ±200 ft of the PSA after it
has been within ±200 ft the PSA. The readout shows
in cyan when the aircraft barometric altitude returns to
within ±200 ft of the PSA, if a new PSA is selected, or if
the ALT knob on the CHP is pushed.
ƒƒ When the aircraft barometric altitude closes to within
±1,000 ft of the PSA, but does not cross within ±200 ft
of the PSA, then deviates more than ±1,000 ft from the
PSA, the flashing readout changes color to flashing yellow.
The readout returns to flashing cyan when the aircraft
barometric altitude again closes to within ±1,000 ft of
the PSA. The flashing continues until the aircraft altitude
returns to within ±200 ft of the PSA, a new PSA is selected,
or the ALT knob on the CHP is pushed.
ƒƒ The aural warning sounds momentarily each time the
±1,000 ft of the PSA threshold is crossed, whether
entering or exiting.
ƒƒ The PSA visual and aural alerts are automatically
inhibited during vertical approach modes which are in the
capture state.
FMS Flight Plan A readout of the FMS provided Flight Plan Target Altitude
Target Altitude (FPTA) shows part time in magenta to the right of the preselect
(FPTA) altitude readout above the altitude scale. The FPTA shows
when the FMS is the active NAV source and represents the
next vertical constraint in the current flight plan. The FPTA
readout is always in feet (no metric display option is available
for FPTA).

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 Avionics

CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Radio Altitude A digital readout of radio altitude shows at the bottom of the
pitch scale on the attitude display. This readout provides the
aircrafts Above Ground Level (AGL) altitude when the aircraft
is within 2,500 ft of ground level. An analog radio altitude
display is also shown in the altitude scale area to improve
ground awareness.
ƒƒ A white zero (0) foot tick mark is added to the left of the
barometric altitude pointer whenever the digital radio
altitude readout is in view.
ƒƒ The analog radio altitude display shows as a brown
scale, with a grey separation line on top, which comes
into view at the bottom of the barometric altitude scale
when radio altitude is approximately 225 ft. The brown
scale moves up to meet the zero (0) foot tick mark when
the radio altitude is zero (0) ft.
ƒƒ The digital radio altitude readout shows when the aircraft
is within 2,500 ft AGL. The 4 digit radio altitude readout
normally shows in green. When the RA MIN alert is
active, the readout changes to yellow. Range resolution
of the radio altitude readout is: 5 foot increments from
zero(0) to 199 ft, 10 foot increments from 200 to 999 ft,
and 50 foot increments from 1,000 to 2,500 ft.
ƒƒ If radio altitude data becomes invalid, the radio altitude
readout is removed and replaced by a red boxed RA flag
that flashes for 5 seconds and then is steady on.
RA/BARO MIN Either the radio-altitude-based RA MIN altitude or the
barometric-altitude-based BARO MIN altitude is active on
an approach. The RA MIN function alerts the pilots that the
aircraft has descended to the selected AGL altitude. RA MIN
is a function of radio altimeter altitude and all references to
RA MIN are AGL. The BARO MIN function alerts the pilot that
the aircraft has descended to the selected Mean Sea Level
(MSL) Altitude. BARO MIN is a function of barometric altitude
and all references to BARO MIN are with respect to the pilot’s
altimeter display. Analog indications next to the altitude scale
are used to cue the pilots that the aircraft is approaching the
RA MIN or BARO MIN setting.
The RA MIN or BARO MIN altitude setting shows on the PFD
below the altitude scale. These values are set under the PFD
REFS 2/3 menu. When the active minimum altitude setting is
reached, a yellow MIN alert shows on the PFD to the right of
the pitch scale. The MIN alert will flash for 5 seconds and then
is steady on.
ƒƒ The RA MIN and BARO MIN functions are mutually
exclusive. Selecting RA deselects BARO, selecting
BARO deselects RA.
ƒƒ RA NNN MIN shows when RA is selected on the REFS
2/3 menu and the aircraft radio altitude is at or below
2,500 ft AGL. NNN is the selected AGL altitude. Range for
the RA MIN readout is 5 to 999 ft in increments of 1 foot.

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Indicator FUNCTION/DESCRIPTION
DISPLAY
RA/BARO MIN ƒƒ The BARO NNNNN MIN shows when BARO is selected
(Cont’d) on the REFS 2/3 menu and the aircraft barometric altitude
within 2,500 ft MSL of the selected value. Range for BARO
MIN readout is 10 to 15,000 ft in increments of 10 ft.
ƒƒ The RA/BARO MIN readout shows when the REFS 2/3
menu is in view on the PFD and the selection box is
around the RA or BARO value.
The RA or BARO analog reference shows on the altitude
display at the value set for the RA BARO MIN. The RA BARO
analog reference is only shown when the RA BARO MIN
readout shows on the PFD:
ƒƒ The RA analog reference is a cyan rectangle, with a black
background, which is drawn from the altitude ground
awareness separation lineup to the zero (0) foot tick
mark. When the altitude ground awareness separation
line is in line with the zero (0) foot tick mark, the Radio
Altitude is zero (0) ft. The analog reference extends up
toward the radio altitude zero (0) foot tick mark as the
radio altitude decreases.
ƒƒ The BARO MIN analog reference is a cyan triangular
shape with a protruding extension line that shows on
the fine altitude scale at the selected BARO MIN (MDA).
The bug moves up the altitude scale as the barometric
altitude decreases.
RA/BARO MIN Alert The MIN alert shows to alert the pilots that the aircraft has
reached the selected RA or BARO MIN setting.
ƒƒ The MIN alert occurs when the aircraft radio or barometric
altitude is equal to or below the RA/BARO MIN setting.
ƒƒ AT RA or BARO MIN alert, MIN shows boxed and in
yellow to the right of the pitch scale on the attitude ball. In
addition, the MIN setting field and MIN bug both change
color from cyan to yellow. All three references flash for 5
seconds, then change to steady on.
ƒƒ The MIN alert function is inhibited on the ground and
disabled until the aircraft climbs higher than 50 ft above
the RA/BARO MIN setting.
ƒƒ The MIN alert is removed when the RA/BARO MIN is
changed to a value more than 50 ft below the current
aircraft altitude or the aircraft altitude is more than 50 ft
above the current MIN setting.

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PFD – Vertical Speed

The Vertical Speed (VS) display shows immediately to the right of the
altitude display. The VS display is made up of a vertical analog scale
and pointer with a green drag line. A part time digital readout of VS is
also provided. A selected VS bug and FMS Vertical Speed Required
(VSR) advisory pointer also show on the VS scale. Vertical speed data
is provided from the on-side Air Data Computer (ADC). A flight deck
mounted ADC reversion switch is used to select which ADC sensor is
the on-side VS data source.

Figure 10-6: PFD Vertical Speed Display

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 CONTROL OR
INDICATOR FUNCTION/DESCRIPTION
DISPLAY
VS Scale and Pointer The VS scale is non-linear with one expansion between
±2,000 to ±1,000 FPM and a larger expansion between
+1,000 and –1,000 FPM to increase readability during
approach maneuvers. The scale range is ±4,000 FPM. The
present value of VS is indicated with a green pointer. As the
pointer departs from the center of the scale, it drags a green
vertical line. The normally-green VS pointer and drag line
change to red when the pointer moves into a red portion of a
TCAS vertical speed Resolution Advisory (RA).

VS Digital Readout A part-time digital readout of VS shows in green either

above or below the VS scale. When the aircraft is climbing
greater than 300 ft/minute, the readout shows at the top of
the VS scale. When the aircraft is descending at greater than
300 ft/minute, the readout shows at the bottom of the VS
scale. The readout is removed when the ascent/descent rate
decreases below 100 ft/minute. The vertical speed digital
readout range is from ±100 FPM to ±15,000 FPM in 100 ft
increments.

Selected VS Display Selected VS is a reference value used by the FCS in the

Vertical Speed mode. Selected VS shows in two places, on
the VS scale as a reference bug, and as a digital readout
on the FCS active vertical mode field above the attitude
ball. Selected VS is only shown when the FCS VS mode is
active. The outer knob on the VS/IAS knob is used to set the
selected VS. When VS mode is selected, the VS readout in
the FCS mode field appears. It is preceded by a VS bug icon
and followed by an arrow. The VS bug shows on the vertical
speed scale as a right-pointing arrowhead. The arrowhead
points upward for a selected climb or downward for a selected
descent. No arrow shows for a selected vertical speed of zero
(0). The VS bug icon, readout, and arrow remain in view as
long as the VS mode is active. The VS bug icon, readout, and
arrow show in cyan when commanded by the VS/IAS knob.
The VS bug icon, readout, and arrow show in magenta when
commanded by the FMS VNAV function.
FMS Vertical Speed The FMS Vertical Speed Required (VSR) advisory pointer
Required (VSR) is a magenta open circle that shows on the vertical speed
Advisory Pointer scale. The FMS VSR advisory pointer indicates the minimum
average vertical speed required to climb (or descend) from
the present position to the next climb (or descent) altitude
constraint. The FMS VSR is available for display only when
FMS is the active NAV source. The specific conditions
under which the pointer shows on the display are controlled
by the FMS. If commanded vertical speed is greater than
±4,000 FPM, the VSR advisory pointer will park at the
maximum position on the vertical speed scale.

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 Avionics

PFD – TCAS II RA Fly-To Commands

TCAS Resolution Advisory (RA) vertical speed commands show on the
PFD VS scale when the TCAS II option is installed. The RA is intended
to increase the separation between intruding aircraft and own aircraft.
The RA is generated by the TCAS computer when a potential threat to
the aircraft requires immediate pilot action. The TCAS fly-to commands
show as red and green bands on the VS scale. To comply with a TCAS
RA, avoid flying vertical speeds within the forbidden (red band) areas
and do fly the vertical speeds within the acceptable (green band) areas.

Figure 10-7: TCAS II RA VS Fly-To Commands

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 CONTROL OR
INDICATOR FUNCTION/DESCRIPTION
DISPLAY
RA Fly-To Commands There are two types of RA that show on the PFD, preventive
and corrective.
ƒƒ A preventive RA is issued for threat traffic the TCAS
computer has determined current aircraft vertical speed
will resolve. The vertical speed range to avoid shows on
the PFD VS scale.
ƒƒ A corrective RA is issued for threat traffic the TCAS
computer has determined requires corrective action to be
taken to avoid collision. The vertical speed range to seek
and avoid shows on the PFD vertical speed scale. Aural
commands are issued over the flight deck audio system.
ƒƒ If TCAS is operating in the TA ONLY mode, RA fly-to
commands are not shown on the VS scale.

NOTE: A TRAFFIC annunciation shows in red to
the right of the heading readout on the PFD
when the system detects RA traffic. The
annunciation shows in yellow below the
VS scale when the system detects Traffic
Advisory (TA) traffic. The annunciation will
flash for 5 seconds and then change to
steady on when it first appears or when a
TA is upgraded to a RA.

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 Avionics

PFD – Preselect NAV Source

(FMS NAV-To-NAV)

Figure 10-8: PFD Preselect NAV Source Display

NAV-to-NAV capture allows an ILS to be selected as the approach
guidance for the aircraft at the end of a FMS flight plan. With the on-side
FMS as the active NAV source, NAV-to-NAV captures are enabled on the
CDU, and the FMS commands a Preselect NAV source of the on-side
ILS (LOC) to show on the PFD. With FCS in the Approach (APPR) mode,
the system continues to fly the FMS as the active NAV source until the
FCS determines LOC capture. At that point, the FMS is automatically
deselected as the active NAV source and is replaced by the captured
LOC source.

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 CONTROL OR
INDICATOR FUNCTION/DESCRIPTION
DISPLAY
Preselect NAV Source When armed, the preselect NAV source and frequency,
preselect course pointer/lateral deviation bar, and vertical
deviation scale show on the PFD. A message shows to inform
the pilot that the NAV will be tuned.
ƒƒ The preselect NAV source and frequency show below
the active NAV source information. The preselect NAV
source and frequency show in cyan.
ƒƒ The preselect lateral deviation bar is the center portion of
the preselect course pointer. The bar moves left or right
of the preselect course pointer to indicate aircraft position
relative to the preselect course. The preselect information
is drawn under the active information and can be seen
when the two sets of data are coincident. The preselect
lateral deviation bar uses the active NAV source deviation
scale.
ƒƒ The expanded preselect lateral deviation scale uses
the active NAV source lateral deviation scale. The scale
comes into view automatically if the preselect NAV
source becomes active and the scale was not in view.
The deviation pointer is a cyan diamond.
ƒƒ The expanded preselect vertical deviation scale uses
the active NAV source vertical deviation scale. The
scale comes into view automatically if the preselect NAV
source becomes active and the scale was not in view.
The deviation pointer is a cyan diamond.
Arm Conditions The conditions that follow are required to arm the preselect
NAV source:
ƒƒ FMS is the active NAV source.
ƒƒ An ILS approach is in the flight plan.
ƒƒ The airport is within 31 NM.

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 Avionics

PFD – Time/Air Temp/VHF Com/Atc

Figure 10-9: PFD Time/Air Temp/VHF COM/ATC Displays

Elapsed Time (ET), VHF COM 1 frequency, the active transponder ID
code, Universal Time Coordinated (UTC), Total Air Temperature (TAT),
and the VHF COM 2 frequency all show along the bottom of the PFD.
CONTROL OR
FUNCTION/DESCRIPTION
DISPLAY
ET When selected, an Elapsed Time (ET) readout shows in the
right-hand corner of the PFD above the COM2 legend. Elapsed
time shows in white in minutes and seconds up to 59:59 and then
in hours and minutes up to H9:59. The Line Select Key (LSK)
is used to control the elapsed timer. A cyan side-facing carat (>)
points at the LSK to indicate it is active. An ET legend shows next
to the cyan carat. White elapsed time digits show beside the ET
legend. The elapsed time digits are blank when the timer is reset
either with the LSK or at power up. When elapsed time is less
than 1 hour, the readout format is MM:SS. When elapsed time is
greater than 1 hour, the readout format is H:MM preceded with
a white H. The elapsed time readout is replaced with four white
dashes for an elapsed time of 10 hours or more. To operate the
timer:
ƒƒ First push - The readout digits come into view and the
timer starts. The ET legend shows enlarged and in cyan.
ƒƒ Second push - The timer stops.
ƒƒ Third push - The timer is reset, the readout digits are
removed, and the ET legend shows smaller and in white.
UTC Universal Time Coordinated (UTC) shows in white along the
bottom of the PFD. The UTC readout is preceded by a grey
UTC legend. The UTC value is provided from the sources that
follow (in the order listed) : GPS1, GPS2 (optional), MDC,
FMS1, FMS2 (optional), DCU1, or DCU2. Source selection
is automatic.

TAT Total Air Temperature (TAT) shows in white along the bottom
of the PFD preceded by a grey TAT legend. TAT shows in
degrees Celsius, with a grey °C legend to the right of the
readout. The source of TAT data is the currently selected ADC
or either engine DCU or FADEC.

NOTE: Pitot-static probe heating can affect the TAT
readout when there is insufficient airflow over
the probe (for example, while on the ground).

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FUNCTION/DESCRIPTION
DISPLAY
VHF COM1 and The current VHF communications radio frequency for the
COM2 COM1 and COM2 radios show in green along the bottom of
the PFD. When the VHF COM is transmitting, a cyan window
is drawn behind the respective COM1 or COM2 legend.
ƒƒ For 25 kHz radios, the frequency display is a 5 digit
readout of the echoed radio frequency setting.
ƒƒ For 8.33 kHz radios, the frequency display is a 6 digit
channel identifier.
ATC1/2 Ident Code The ATC display shows the active transponder legend (ATC1
or ATC2) followed by a normally green ATC ID code. When
the ATC Ident feature is active, a sky-blue window is drawn
behind the ATC legend for approximately 18 seconds. The
Ident Code is changed to a white boxed Standby (STBY) flag
and the ATC 1 or 2 legend is changed to ATC when the active
transponder is set to STBY.

NOTE: If the transponder reports a failure, a yellow
F is added at the end of the transponder ID
code readout.

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 Avionics

PFD – References Menus

Push the REFS button on the DCP to show the REFS menu on the
PFD. Three REFS pages are available. The REFS 1/3 page shows
Vspeed reference values on the left side of the display. The REFS
2/3 page has VT and VREF on the left side and RA MIN, BARO MIN, and
N1 REF settings on the right side of the display. Each of these value
settings can be changed by the pilot and selected for display through
the REFS menu. The REFS 3/3 page shows units of measurement,
METRIC Altitude (ALT) on/off and Flight Level (FL) ALERT on/off on the
left side. A movable selection box shows around the value of a specific
item on the menu. The MENU ADV knob on the DCP is used move the
cyan selection box to the desired value. The LSK on the PFD can also
be used to position the cyan selection box. A Vspeed reference value is
selected to ON by either pushing the associated PFD LSK or by pushing
the PUSH SELECT button on the DCP when the value is surrounded by
the cyan selection box. After the item is selected to ON with the PUSH
SELECT button or adjacent LSK, the value within the selection box can
be adjusted with the DATA knob on the DCP.

Figure 10-10: Set Pfd References

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 Figure 10-11: PFD References Menus

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 Avionics

CONTROL OR
FUNCTION/DESCRIPTION
DISPLAY
V-speed References Refer to the PFD – Airspeed subsection for V-speed
References details.

BARO MIN (MDA) The REFS menu is used to activate the BARO MIN altitude
display and visual alert on the PFD, and to set the BARO MIN
value to the desired altitude. The BARO MIN value is used to
alert the crew when the aircraft has descended to the Minimum
Descent Altitude (MDA) during a non-precision approach.

RA MIN (DH) The REFS menu is used to activate the RA MIN altitude display
and visual alert on the PFD and to set the RA MIN value to the
desired altitude. The RA MIN value is used to alert the crew
when the aircraft has descended to the selected AGL altitude
during a precision approach.

NOTE: The RA MIN and BARO MIN values are
synchronized. When either pilot adjusts
an on-side value, the same value is set on
both PFD.

N1 REF The N1 REF function under the REFS menu is used to enable
automatic N1 settings from the FADEC. The N1 REF value
shows on the MFD engine display as a common digital readout
and a reference bug on each N1 scale.
ƒƒ When N1 REF is in AUTO, the N1 REF value for each
engine is being provided by the FADEC. On the PFD
REFS menu display, AUTO appears larger and in
cyan, and the lower of the two N1 REF values shows in
magenta digits. On the engine display, the lower N1 REF
value shows below a thrust mode legend between the
two engine displays and a N1 REF bug shows on each
engine scale.

NOTE: The N1 REF state (AUTO) and manual
setting are synchronized between the two
PFD's so that when either pilot changes
his on-side controls, the N1 REF selection
state/value on all displays is set to the same
value.

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 CONTROL OR
FUNCTION/DESCRIPTION
DISPLAY
VREF Refer to the PFD – Airspeed subsection for VREF details.

PRESSURE The PRESSURE HPA IN selection is used to set in.hg. or

hPa for the units of measure for the barometric pressure. The
selected unit of measure shows in large cyan text.

METRIC ALT The METRIC Altitude (ALT) selection is used to select the
display of metric altitude and metric preselect altitude. When
set to on, the display of metric altitude is in addition to the
display of altitude in feet. The display of metric preselect
altitude replaces the display of preselect altitude in feet. The
display of metric preselect altitude is followed by the letter M.
The selected state shows in large cyan text.

FL ALERT The Flight Level Alert (FL ALERT) selection is used to enable/
disable the flight level alert function. When enabled, the FL
ALERT causes the display to flash when approaching (within
200 ft) the transition altitude from below and the barometric
setting is not STD. Also when descending through the
transition FL from above (within 500 ft) and the barometric
setting is STD. The transition altitudes are set on the VNAV
SETUP pages in the FMS.

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 Avionics

MFD – Engine Indicating System (EIS)

Figure 10-12: MFD Engine Display

The Engine Indicating System (EIS) provides full-time displays of engine
fan RPM (N1), Interstage Turbine Temperature (ITT), engine turbine RPM
(N2), fuel flow, oil pressure, and oil temperature values for each engine.
A common fuel temperature value is also displayed along with three fuel
tank indicators. The EIS also displays alerts and warnings for engine
operation that is outside of normal limits.
Because the FADEC units are connected to each AFD, the AFD makes
the final check of displayed data. When the PFD and MFD determine
they show different data, the EIS will automatically display on the PFD.
The differing indications show in yellow. When the condition has been
corrected or the EIS display is no longer needed, push the ENG button
on the DCP to remove it.
Engine information normally shows only on the MFD. When a pilot
display is reverted so the combined PFD/MFD display is in view on the
still-active display, engine information is incorporated into the combined
PFD/MFD display.

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 CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
ENGINE Button When any AFD determines it is showing different data from the
other AFD the engine instruments will show on both AFD. After
determining which AFD is showing the correct indications (the
differing indications will be in yellow), push the ENG button to
remove the engine display from the PFD.

N1 The EIS provides a full-time Engine Fan RPM (N1) analog

scale display for each engine. The indications are given by
the FADEC primary channel. The N1 display is made up of
an analog scale pointer and a digital readout. The N1 scale
pointer indicates engine fan RPM as a percentage against a
fixed 100% value for each engine. The normal analog scale
range for N1 is zero (0) to 104%. A larger red N1 redline mark
shows at 104%. The N1 digital readout shows to the left of the
N1/ITT analog scale below the N1 legend and pointer icon.
ƒƒ If engine RPM exceeds the redline value of 104%, the
analog scale is automatically extended to 120% for
operation above redline.
ƒƒ The N1 pointer and readout show in green for values less
than or equal to 104.74%.
ƒƒ If N1 is greater than 104.74%, the N1 scale pointer and
readout change color to flashing red for 5 seconds and
then change to steady red.
If all sources of engine N1 data are missing or invalid, the N1
readout for that engine shows as four yellow dashes and the
N1 scale pointer is removed from the N1/ITT analog scale.

NOTE: The N1 and ITT analog scale pointers share
the same scale.

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CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
N1 REF The N1 Reference (REF) value is an automatically set thrust
mode and value annunciation that is made up of a single digital
N1 REF readout and individual N1 REF bugs shown on each
engines N1/ITT analog scale. The N1 REF value is always
shown in flight unless an engine start scale is selected. The
digital readout shows between the two N1/ITT analog scales.
The N1 REF bugs are open triangles and show outside each
N1/ITT analog scale.

NOTE: The N1 REF state (AUTO) and manual
setting are synchronized between the
two PFD's so that when either pilot
changes his on-side controls, the N1
REF selection state/value on all displays
is set to the same value.

When N1 REF is in the Automatic (AUTO) mode, the N1 REF

value for each engine is being provided by the FADEC. The
N1 REF value shows in a magenta readout below a magenta
thrust mode legend that shows between the two engine N1/
ITT scales preceded by a N1 REF bug icon ( ). Range for
the automatic N1 REF value is 90.0 to 105.2%. Each N1 REF
bug is placed on its N1 scale at a position that corresponds to
the thrust input from the associated engine FADEC.
The FADEC provides the active thrust mode (TO =
Take-Off, or MCT = Maximum Continuous Thrust) and
the associated thrust ratings for display when N 1 REF is
in the AUTO mode. Priority in descending order is TO,
MCT, and blank. At system power-up on the ground,
control of the N 1 REF value defaults to AUTO and the
TO thrust mode always show.
ƒƒ When thrust lever positions for the two engines are
staggered, (which causes the FADEC to indicate different
thrust modes), the highest thrust mode and the lowest
thrust rating associated with that mode are used for
display.
ƒƒ If both engines are operating in the same thrust mode,
the lowest FADEC thrust rating is used for display.
ƒƒ If the N1 inputs from both FADEC's are invalid, missing, or
outside the N1 REF display ranges, the N1 REF readout,
thrust legend, scale bugs, and icon are removed from the
engine display.
ƒƒ If the N1 inputs from both FADEC's are valid but indicate
that the thrust levers are not in the TO or MCT positions,
the N1 REF readout, thrust legend, scale bugs, and icon
are removed from the engine display.

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 CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
ITT The EIS provides a full time ITT analog scale display for each
engine that indicates the temperature between the first and
second compressor stages in °C. The indications are given
by the FADEC primary channel. The ITT display is made up of
an analog scale pointer and a digital readout. The ITT digital
readout shows to the left of the N1/ITT analog scale below the
ITT legend and pointer icon. There are a total of three different
ITT scales available for display: Engine Start, Normal, and
Overlimit.
The ITT Engine Start scale shows when an Engine Start
condition exists.
ƒƒ The ITT redline scale mark is 1,000°C.
ƒƒ The ITT pointer and readout show in white when ITT is
less than 900°C.
ƒƒ The ITT pointer and readout show in yellow and flash
when ITT is greater than 900°C for less than 15 seconds.
ƒƒ The ITT pointer and readout show in red and flash when
ITT is greater than 900°C for more than 15 seconds or
greater than 1,000°C.
The ITT normal scale shows when the engine running
condition exists.
ƒƒ The ITT redline scale mark is 872°C in takeoff mode or
844°C in MCT mode.
ƒƒ The ITT pointer and readout show in white when ITT is
less than 872°C in takeoff mode or less than 844°C in
MCT mode.
ƒƒ The ITT pointer and readout show in red and flash when
ITT is greater than 872°C or greater than 844°C for more
than 5 minutes during two engine operation or greater
than 844°C for more than 10 minutes during single engine
operation when in takeoff mode. Also greater than 844°C
when in MCT mode.
If all sources of engine ITT data are missing or invalid, the ITT
readout for that engine shows as four yellow dashes and the
ITT scale pointer is removed from the N1/ITT analog scale.
Engine Turbine RPM The EIS provides a full-time N2 readout for each engine in the
(N2) upper right corner of the EIS display on either side of a grey N2
legend. The N2 are provided by the FADEC primary channel.
The N2 readout indicates engine turbine RPM as a percentage.
ƒƒ The N2 readout is green for all values less than 100.85%
ƒƒ For values of greater than 100.85% or greater than 80%
with Oil temperature less than 10°C, the readout changes
color to red and flashes.
ƒƒ If all sources of engine N2 data are missing or invalid, the
N2 readout for that engine shows as 4 yellow dashes.

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CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Fuel Flow The EIS provides a full-time Fuel Flow (FF) readout for each
engine in the upper right corner of the EIS display on either side
of a grey FF legend. The FF is provided from the DCU. There
are no caution or warning states for the fuel flow parameter. If
all sources of engine fuel flow data are missing or invalid, the
FF readout for that engine shows as 4 yellow dashes.

Oil Pressure The EIS provides a full-time Oil Pressure (PRESS OIL) readout
for each engine in the upper right corner of the EIS display on
either side of a grey PRESS OIL legend. The oil pressure is
provided from the DCU. The color of the oil pressure readout
is dependant upon the normal, caution, and warning limits/
conditions that follow:
ƒƒ Ground idle, Flight idle, or when N2 is less than 80%:
–– Green (normal) – oil pressure is between 35 and
120 Pound Per Square Inch Gauge (PSIG ).
–– Yellow flashing (caution) – oil pressure is greater
than 120 PSIG for less than 5 minutes or less than
35 PSIG for less than 5 minutes.
–– Red flashing (warning) – oil pressure is less than
35 PSIG for more than 5 minutes, less than 23 PSIG,
greater than 120 PSIG for more than 5 minutes, or
greater than 130 PSIG.
ƒƒ Transient with less than 80% N2:
–– Yellow flashing (caution) – oil pressure is greater
than 120 PSIG for less than 5 minutes.
–– Red flashing (warning) – oil pressure is greater than
120 PSIG for more than 5 minutes or greater than
130 PSIG
ƒƒ Takeoff, MCT, and cruise operations:
–– Green (normal) – oil pressure is between 45 and
120 PSIG.
–– Yellow flashing (caution) – oil pressure is greater
than 120 PSIG for less than 5 minutes
–– Red flashing (warning) – oil pressure is less than
45 PSIG, greater than 120 PSIG for more than
5 minutes, or greater than 130 PSIG.
ƒƒ If all sources of engine oil pressure data are missing or
invalid, the PRESS OIL readout for that engine shows as
3 yellow dashes.

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 CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Oil Temperature The EIS provides a full-time oil Temperature (TEMP °C)
readout for each engine in the upper right corner of the EIS
display on either side of a grey TEMP °C legend. The TEMP is
provided by the DCU. The color of the oil temperature readout
is dependant upon the normal, caution, and warning limits/
conditions that follow:
ƒƒ Green (normal) – oil temperature is between -40 and
135°C during starting, Ground idle, Flight idle, or when
N2 is less than 80%, and oil temperature between 10 and
135°C when N2 is greater than 80%.
ƒƒ Yellow (caution) – oil temperature is greater than 135°C
for more than 5 minutes during Ground idle, Flight idle, or
when N2 is less than 80%.
ƒƒ Red (warning) – Oil temperature during starting, Ground
idle, Flight idle, or when N2 is less than 80%, is less than
-40°C, greater than 135°C for more than 5 minutes, or
greater than 149°C. When N2 is greater than 80%, oil
temperature less than 10°C or greater than 135°C.
ƒƒ If all sources of engine oil temperature data are missing
or invalid, the TEMP °C readout for that engine shows as
four yellow dashes.
Fuel Temperature The EIS provides a full-time common fuel Temperature
(FUEL °C) readout in the upper right corner of the EIS display
below a grey FUEL °C legend that shows to the right of the right
engine N2/ITT scale. The fule temperature is provided from the
DCU. The fuel temperature readout shows in green if between
–40 and 50°C (inclusive) or in flashing red if outside of this
range. If all sources of fuel oil temperature data are missing or
invalid, the FUEL °C readout shows as three yellow dashes.

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 Avionics

MFD – FMS Plan Map

Figure 10-13: MFD FMS Plan Map Display

The FMS Plan Map is a fixed, true north-up stationary map that
graphically depicts the active FMS flight plan. The active flight plan is
represented by flight plan waypoints and flight plan legs. Background
Navaid symbology is available for display through the FMS. The pilot
can define waypoints on the FMS Plan Map in the same manner as on
the PPOS Map. A moving aircraft symbol is positioned geographically
on the map through input from the FMS and oriented with the current
aircraft heading. The map center is a latitude and longitude selected by
the FMS. The map radius is selected with the RANGE knob on the DCP.
The FORMAT LSK on the MFD (R1) is used to select the FMS Plan
Map format. In dual FMS installations, the map source (FMS1 or FMS2)
is pilot selectable from the MFD Map Menu (on screen menu using the
CCP for control).


NOTE: When the PPOS Map is active on the PFD only PPOS
map is available for display on the MFD, and Plan Map
is removed from the MFD FORMAT menu. When Plan
Map format is active on the MFD when Map is selected
for display on the PFD, the MFD automatically changes
to a PPOS map.

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 The optional Integrated Flight Information System (IFIS) adds Enhanced
Maps (E-Maps) and Graphical Weather (GWX) features to the FMS Plan
map.
The FMS Text Window and Extended FMS Map are sub modes available
on the FMS Plan Map. These sub modes are available for display on the
MFD only and show above the normal navigation display. The two sub
modes use the same display area on the MFD, therefore only one or the
other can show at a time. Also, either sub-mode is removed from display
when the MDC Checklist format is selected for display.


NOTE: Refer to the Rockwell Collins FMS-6100 Flight
Management System for the Pro Line 21 Major Retrofit
Operator’s Guide (CPN 523-0780976) for details
regarding use and display of FMS information.

CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
FMS Text Window The FMS Text Window sub-mode provides a window above
Sub-Mode the navigation display for up to 7 lines of text messages
provided by the FMS that is currently selected as the map
source. The FMS Text Window typically displays data for
current and upcoming flight legs and can display information
associated with both lateral and vertical waypoints. Color,
size, and display state (flashing or steady on) are controlled
by the source FMS.
Extended FMS Map The Extended FMS Map sub-mode provides a navigation
Sub-Mode map display of approximately 50% more forward range.

Aircraft Symbol The moving aircraft symbol is positioned geographically on

the map per the input from the FMS and oriented per the
current AHS input. The aircraft symbol is a swept-wing unfilled
aircraft symbol (the same as the PPOS Map aircraft symbol).

Range Ring A full-range ring provides north-up and range information.

North-up is indicated by an N at the top of the full-range ring.
A readout of the selected range shows in a cutout in the full-
range ring. The RANGE knob on the DCP is used to select
the display range. Available display ranges are 5 (optional),
10, 25, 50, 100, 200, 300, and 600 (optional) NM.

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 Avionics

CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Map Source A larger map source legend window shows above LSK on the
left side of the display. The map source legend window shows
in the same relative position on the MFD as the NAV source
legend shows the PFD. The map source legend reflects the
map source selection, FMS, FMS1, or FMS2. When the map
source matches the active NAV source (selected on the PFD),
the map source legend color follows the active NAV source
color, green for an on-side source and yellow for a cross-side
source. When the map source is not the same as the active
NAV source, the map source legend shows in cyan.
Map Center When the FMS Plan Map is initially selected, the TO waypoint
is the map center. Thereafter, the flight plan center can be
centered about a position or waypoint selected by the pilot
through the FMS.

Enhanced Maps The optional Integrated Flight Information System (IFIS) adds
(E-Maps) (option) E-Maps features to the FMS Plan map. E-Maps symbology
includes Geographic and Political (Geo-Pol) boundaries,
Airspace, and Airways. The map menu on the MFD allows
selection of the E-Maps. With the Plan map in view on the
MFD push the MENU button on the CCP to show the MFD
map menu. Select the option from the map on-screen window
of the desired E-Maps feature or use the CCP MENU ADV
and DATA knobs to select that feature for display on the
Plan map (push-on/push-off). Refer to the Rockwell Collins
IFIS-5000 Integrated Flight Information System Operator’s
Guide (CPN 523-0806347) for more information of IFIS
features.
Graphical Weather The optional IFIS adds the Next Generation Weather Radar
(GWX option) (NEXRAD) feature to the FMS Plan map. The MFD map
menu contains controls for the Graphical Weather (GWX).
The NEXRAD feature allows an uplinked NEXRAD digital
image to be overlaid on the Plan map. With the Plan map
in view on the MFD push the MENU button on the CCP to
show the MFD PLAN map menu. Use the CCP MENU ADV
and DATA knobs to select the NEXRAD digital image to be
over laid on the Plan map (push-on/push-off). The status of
the GWX image shows on the MFD when the GWX overlay
is active on the Plan map. The status shows above line key
selections on the right side. Refer to the Rockwell Collins
IFIS-5000 Integrated Flight Information System Operator’s
Guide (CPN 523-0806347) for more information of IFIS
features.

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 MFD – GS/TAS/AIR Temps

Figure 10-14: MFD GS/TAS/Air Temp Displays

Ground Speed (GS), True Airspeed (TAS), Static Air Temperature (SAT),
and International Standard Atmosphere (ISA) Delta show along the
bottom of the MFD.

CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
GS GS in knots shows along the bottom of the MFD. The GS
readout is preceded by a grey GS legend. The source of GS
data is the on-side FMS unless the cross-side FMS is selected
as the active NAV source for the on-side PFD. When only a
single FMS is installed, that FMS is the source of GS data.
The color of the GS readout is green if from the on-side FMS
and yellow if from the cross-side FMS.
TAS TAS in knots shows in white along the bottom of the MFD
preceded by a grey TAS legend. The source of TAS data is the
currently-selected ADC.

SAT SAT in degrees Celsius shows in white along the bottom of the
MFD. The SAT readout is preceded by a grey SAT legend and
followed by a grey °C legend. The source of SAT data is the
currently selected ADC.

ISA Delta ISA delta in degrees Celsius shows in white along the bottom
of the MFD. The ISA readout is preceded by a grey ISA legend
and followed by a grey °C legend. ISA delta is the difference
between the ISA temperature and SAT. ISA temperature is a
sea level temperature of 15°C adjusted for altitude at a rate of
2°C for every +1000 ft. The source of ISA data is the currently
selected ADC.

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 Avionics

MFD – Displayed Video (Optional)

The optional Displayed Video feature provides the capability to display
color video signals from a standard NTSC video source. The video image
is scaled to fit the video format window on the lower format window of the
MFD while still maintaining the aspect ratio of the original video image


NOTE: The pilot should be aware that the video camera is not
provided by Rockwell Collins, Inc. A commercial off
the shelf camera is used for this feature. Therefore,
the video signal is subject to change as determined
by the vendor. Refer to the appropriate video camera
vendor documentation for specific details regarding the
operation of the video camera.

Figure 10-15: Enhanced Vision Video Display

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 CONTROL OR
FUNCTION/DESCRIPTION
DISPLAY
Format Line Set Key The Format Legend shows at line select key R1 and is used
to display the video format on the MFD lower format window.

NOTE: The message NO VIDEO IMAGE AVAILABLE
shows in yellow when image data is corrupted
or the Image is no longer available.

Video Controls Menu The Video Controls Menu allows the Pilot to control the image
of the video using the following image properties. The menu
is displayed when the Menu button on the CCP is pressed.
Menu options can be selected by using the Menu Adv Knob
on the CCP to advance the focus indicator. The Data Knob is
used to change the value of the image property.
ƒƒ BRIGHTNESS: Controls the brightness of the video
image.
ƒƒ CONTRAST: Controls the contrast ratio of the video
image.
ƒƒ COLOR: Controls the color resolution of the video image.
This control will not have an affect on Black and White
video images.
ƒƒ TINT: Controls the amount of white present in a color
video image. In the case of a white and black video
image, this control will be similar to the BRIGHTNESS
control.
ƒƒ RESET DEFAULTS: This selection will set all of the
image properties to zero.
Video Configuration The Video Configuration Menu displays the defaults that are
Menu set for the various camera configurations that can be installed.
ƒƒ The Video Configuration Menu is displayed when the
STATUS MENU button on the CCP is pressed.
ƒƒ The MENU ADV knob is used to move the focus indicator
to the next menu item in the Video Configuration Menu.
ƒƒ The CCP DATA knob is used to control the default settings.

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 Avionics

PFD/MFD – Bearing Pointers

Two bearing pointers are available for display, a bearing pointer sourced
from the pilot side and a bearing pointer sourced from the copilot side.
The pilot side pointer is a magenta single-lined pointer. The copilot side
pointer is a cyan double lined pointer. Both pointers are available for
display on the PFD and MFD Rose, Arc, and PPOS Map formats. A
bearing pointer data field shows in the lower left corner of the PFD when
a bearing pointer is selected for display and the Bearing Source (BRG
SOURCE) menu is not shown.

Figure 10-16: PFD and MFD Bearing Pointers

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 CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Bearing Source The BRG SOURCE menu on the PFD is used to select and
Menu deselect the display of the pilot and copilot side bearing
pointers as well as the source for each pointer. Two bearing
pointers can be selected for display, one from the available
pilot side NAV sources (magenta single-bar pointer icon)
and one from the available copilot side NAV sources (cyan
double-bar pointer icon). The selections made on the BRG
SOURCE menu affect the bearing pointers that show on both
the on-side PFD and on the MFD. The NAV/BRG button on
the DCP is used to select the BRG SOURCE menu. When
selected, the BRG SOURCE menu shows vertically along the
right side of the PFD.
The pilot side menu shows next to the cyan single bar pointer,
and the copilot side menu shows next to the cyan double bar
pointer. The active source shows in large cyan text. Other
bearing sources show in small white text. The MENU ADV
knob, DATA knob and PUSH SELECT button on the DCP
are used to make the bearing source selection. Refer to
the Display Control Panel in this chapter for details on DCP
operation. The bearing source can also be set with the LSK
on the PFD.
Bearing Pointer Data A bearing pointer data field shows in the lower left corner of
Field the PFD when a bearing pointer is selected for display and the
BRG SOURCE menu is not in view. Bearing source, bearing
distance, and a bearing identifier for the pilot side and copilot
side bearing pointer shows in the bearing pointer data field.

Bearing Source and The bearing source shows on the top line of the bearing
Icon pointer data field. The bearing source is F for FMS, V for VOR,
and A for ADF. The bearing source is numbered to indicate a
pilot side or copilot side source when more than one source of
each type is installed. The bearing source is blank when the
BRG source selection is OFF. The pilot side source shows in
magenta. The copilot side source shows in cyan. A bearing
pointer icon follows the bearing source. The bearing pointer
icon is a miniature representation of the bearing pointers that
are used to identify the actively selected bearing pointer. The
icon for pilot side sensors is a magenta single bar arrow. The
icon for copilot side sensors is a cyan double bar arrow.

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 Avionics

CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Bearing Distance When available, bearing distance shows to the right of the
bearing icon in the same color as the bearing pointer. Bearing
distance is blank when:
ƒƒ The bearing source is also the active NAV source.
ƒƒ The bearing source is VOR and DME Hold is selected.

Bearing ID When available, the bearing Identification (ID) shows below

the bearing source and distance in the same color as the
bearing pointer.
ƒƒ The ID for ADF is the ADF frequency. Bearing ID is not
shown when the selected bearing is also the active NAV
source.
ƒƒ For FMS, the ID is the TO waypoint identifier.
ƒƒ For VOR, the ID is station frequency or the station ID.
–– The station frequency shows for approximately 10
seconds when a VOR bearing is first selected or a
new frequency is selected. Thereafter, the station ID
shows on the display. The station frequency remains
in view and the ID is not shown when:
ƒƒ The DME is not decoding the ID, or
ƒƒ When DME hold is active.

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 PFD/MFD – Heading Displays
Either a full compass rose or a partial compass arc shows immediately
beneath the attitude ball on the PFD. The MFD shows heading
information for all display formats except Plan Map, FMS remote text,
E-Chart, GWX, and Maintenance. The symbology varies for different
formats, but is similar to the PFD display of the same information. Current
heading is read opposite the lubber line. This display incorporates a pilot
controllable selected heading bug. When the heading bug is not in view
on the compass arc, a heading vector dashed line shows on the display.

Figure 10-17: PFD & MFD Heading Displays

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 Avionics

CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Lubber Line The lubber line is a three-sided open-at-the-top box that
contains the heading readout. The bottom of the box includes
an open downward-pointing arrow that points to the current
heading on the compass rose/arc.

Compass Rose A full compass rose shows for the Rose format. The full
compass rose is a 360° compass card. Heading numbers
show every 30° and letters (N, S, E, and W) show at the
cardinal points. White tic marks show every 5°. White tic
marks show outside the rose at 90, 180, and 270° from the
lubber line. White triangular pointers show outside the rose,
pointing to the rose, at ±45° and ±135° from the lubber line.
Current heading is read opposite the lubber line.

TCAS Only The TCAS Only format is a 360° compass card with white tic
marks every 30° . Current heading is read opposite the lubber
line.

Compass Arc The compass arc shows 125° of heading in view. White tic
marks show every 5°. A white arc connects the tic marks.
Current heading is read opposite the lubber line.

Heading Readout A white 3 digit heading readout shows inside the lubber line
box at the top of the compass rose.

AHS# Reversion Heading Source The source of heading data is normally the on-side AHS (AHS1
Caution Flag or AHS2). Heading data from the cross-side AHS is available
through reversionary switching. A flight-deck-mounted AHS
reversion switch is used to select AHRS reversion. When AHS
reversion is selected, an AHS reversion message (AHS1 or
AHS2) shows on the PFD to the left of the airspeed display.

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 CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Heading Type Heading is normally set to NORM (magnetic-slaved). DG
FREE (directional gyro) mode can be selected with the flight
deck mounted DG FREE/NORM switch. A white DG advisory
shows to the right of the heading readout when the heading
type is DG. No legend shows when the heading type is
magnetic.

Heading Bug The heading bug is a dual, filled rectangular cyan bug that
is positioned on the periphery of the compass rose/arc. The
HDG knob on the FCS is used to set the heading bug to the
desired position. The SYNC button on the HDG knob is used
to set the heading bug under the lubber line. In the Arc and
Map display modes, a dashed cyan heading vector line shows
when the heading bug is off scale, while the HDG rotary knob
is in operation, and for 5 seconds after the last HDG knob
change.

Selected Heading A cyan 3 digit readout of the selected heading shows to the
Readout left of the heading readout. The selected heading readout is
preceded by a cyan HDG legend. The legend and readout
show when the selected heading value is being changed and
for 5 seconds after the value becomes stable. The readout
shows full time when the heading vector line is in view
because the heading bug is off scale.

Track Pointer The open circle-shaped track pointer is positioned on the

Compass Rose or Heading Arc at the current aircraft track
over the earth. The difference between the position of the
track pointer and the lubber line is the drift angle. The track
pointer is green if it is being driven by the on-side FMS source
and yellow if it is being driven by the cross-side FMS source.

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 Avionics

PFD/MFD – Course Deviation & To/From

The flight displays show the familiar course, course deviation, and to/from
information on the Horizontal Situation Indicator (HSI) presentation below
the attitude display when the Rose or Arc formats are active. An additional
lateral deviation scale shows part time on the PFD above the HSI Rose in
the attitude indicator. A marker beacon indicator shows on the left side of the
attitude indicator on the PFD.

Figure 10-18: PFD & MFD Course Deviation & To/From

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 CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Course Arrow The course arrow turns with the compass card to provide a
continuous display of selected course with respect to aircraft
heading. The CRS knob on the CHP is used to set the course
when a VOR or LOC is the active NAV source. The left CRS
knob sets the pilot side course and the right CRS knob sets the
copilot side course. The PUSH DIRECT button in the center
of the CRS knob selects a course directly to the on-side VOR
station when VOR is the active NAV source.

Course Readout A three digit readout of the selected course/desired track

shows to the left of the HSI, below the active NAV source
identifier. The course readout is preceded by a three character
type identifier, which is defined in the table that follows:
Course Legend Nomenclature
NAV Source Nomenclature
VOR or LOC CRS
LOC back course B/C
FMS true desired track DTK

NOTE: When FMS is the active NAV source, the

associated CRS knob is inactive.

NOTE: The DTK value is adjusted for magnetic

variation (provided by the FMS) when the
heading type is magnetic.

To/From Pointer The To/From pointer is an open triangle that appears on the
head side of the lateral deviation bar pointing toward the head
of the course pointer to indicate To (to the next waypoint) and
toward the tail to indicate From (a waypoint).

Lateral/Crosstrack The center portion of the course/desired track arrow is the

Deviation Bar lateral/cross-track deviation bar, which represents the center
line of the airway, localizer, or FMS desired track. This bar
moves left or right from the course/desired track arrow to
indicate lateral deviation from the airway, localizer, or FMS
desired track. The amount of deviation is read against the
deviation scale, which is made up of four dots perpendicular
to the lateral deviation bar. The amount of deviation that is
indicated is dependent on the active NAV source, as follows:
ƒƒ For VOR, each dot represents 5° of deviation.
ƒƒ For LOC, each dot represents 1° of deviation.
ƒƒ For FMS, a two dot deviation represents:
–– 1 NM in the terminal area.
–– 0.3 NM in Approach mode.
–– 5.0 NM en route.

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 Avionics

CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Attitude Display A lateral deviation scale and pointer shows part time in a
Lateral Deviation cut-out section on the bottom of the attitude display on the
Scale PFD. The lateral deviation pointer is a FMS waypoint symbol
when FMS is the NAV source. The pointer is a diamond-
shaped for all other NAV sources. The pointer is color-coded
to indicate the sensor side for the NAV source, green for
an on-side sensor or yellow for a cross-side sensor. When
the scale is indicating deviation from a NAV-to-NAV capture
preselect course, the diamond pointer shows in cyan. The
lateral deviation pointer is automatically reversed for localizer
Back Course (B/C) approaches. The scale has two grey dots
on either side of a grey center line. The scale comes into view:
ƒƒ LOC is the active NAV source.
ƒƒ FMS is the active NAV source.
ƒƒ The difference between aircraft heading and FMS Desired
Track is less than 105° .
ƒƒ Or when a NAV-to-NAV capture has occurred.
Wind Speed and Wind speed and direction shows full time to the left of the
Direction heading readout on the PFD. Wind speed and direction shows
to the left of the heading readout on the MFD Rose, Arc, and
PPOS Map formats. The wind direction arrow represents the
wind direction relative to the aircraft (the arrow points in the
direction the wind is blowing to). The color of the wind speed
and direction display is green if from the on-side FMS and
yellow if from the cross-side FMS. Wind speed and direction
are sourced from the on-side FMS unless the cross-side
FMS is the active NAV source, then the cross-side FMS is
the source. On the MFD, when Map is active the wind speed
source is the FMS Map source.

NOTE: The wind speed and direction display is

not shown until wind speed is greater than
7Kts and is removed if wind speed falls
below 5 Kts.

Vertical Deviation A vertical deviation scale and pointer shows part time in a
Scale cutout section at the far right of the attitude display on the
PFD. The vertical deviation scale is made up of two dots
above and two dots below a center index mark. Glideslope
and/or VNAV deviation can show on the scale. The pointer is
color coded to indicate the sensor side for the NAV source,
green for an on-side sensor or yellow for a cross-side sensor.
When the scale is indicating deviation from a NAV-to-NAV
capture preselect course, the diamond pointer shows in cyan.
For GS deviation, each of the inner scale dots represents
approximately 1/4° displacement and the outer dots represent
approximately 1/2° displacement. The GS vertical deviation
pointer is diamond shaped. GS deviation shows when:
ƒƒ LOC is the NAV source or preselect NAV source.
ƒƒ A valid Localizer is tuned.

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 CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Vertical Deviation



NOTE: The vertical deviation pointer is automatically
Scale (Cont’d)
removed when a LOC Back Course is
detected.

For FMS Vertical Navigation (VNAV) deviation, the FMS can

command a variable vertical scaling. The vertical deviation
pointer is a FMS waypoint symbol pointer for VNAV deviation.
When nonstandard scaling is active, the message APPR
shows in the FMS status field on the PFD. The VNAV pointer
is a waypoint symbol. The VNAV vertical deviation pointer
can show concurrently with the glideslope vertical deviation
pointer.

Marker Beacon The marker beacon indicator shows under the conditions that
Indicator(s) follow:
ƒƒ The outer marker indicator is a cyan, boxed OM that
flashes on and off when the aircraft is passing over an
outer marker beacon.
ƒƒ The middle marker indicator is a yellow, boxed MM that
flashes on and off when the aircraft is passing over a
middle marker beacon.
ƒƒ The inner marker indicator is a white, boxed IM that
flashes on and off when the aircraft is passing over an
inner marker beacon.
ƒƒ When more than one marker beacon is active at the same
time, the indicator alternates between the active markers.

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 Avionics

PFD/MFD – Navigation Source Data Field

The Navigation (NAV) source data field is four (PFD) or five (MFD) lines
of text that shows full time to the left of the compass Arc or Rose on the
PFD and MFD. The NAV source field shows information associated with
the active NAV source. The active NAV source is selected from the NAV
SOURCE menu on the PFD. When the active NAV source is a VOR or
LOC, the pilot tunes the NAV radio through the RTU or CDU. When the
active NAV source is FMS, the pilot enters the flight plan through the
CDU.

Figure 10-19: PFD and MFD Navigation Source Data Field

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 CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
NAV SOURCE Menu The PFD NAV SOURCE menu is used to select from any of the
available navigation sources as the active source for both the PFD and
MFD navigation displays. The selections made on the NAV SOURCE
menu affect the NAV source data that shows on both the on-side PFD
and on the MFD. The NAV/BRG button on the DCP is used to select
the NAV SOURCE menu. When selected, the NAV SOURCE menu
shows vertically along the right side of the PFD.

NAV Source Legend The active NAV source of VOR1, VOR2, LOC1, LOC2, FMS, FMS1, or
FMS2 shows in green, yellow, or cyan on the top line of the NAV source
field. The numeral 1 identifies a pilot side source and the numeral 2
identifies a copilot side source. The 1 or 2 numeral is omitted for the
active NAV source when a single NAV source type (for example, single
FMS) is installed. The NAV source selected at power-up is the last
selected. The NAV source legend color code is a follows:
ƒƒ The color is green for an on-side source.
ƒƒ The color is yellow for a cross-side source.
ƒƒ For the MFD FMS Maps format, the color is cyan when the map
source is not the same as the active NAV source (for example,
map source is FMS1 and the active NAV source is LOC1).

NOTE: When a FMS map format is active on the
MFD, the map source can be different than
the active NAV source on the PFD (for
example, PFD NAV source is set to LOC1
and the MFD map source is set to FMS1).

NAV Source When a valid LOC or VOR is selected as the active NAV source, the
Frequency (PFD) five digit NAV source frequency, with decimal point, shows to the right
of the active NAV source ID legend in the top line of the NAV source
field on the PFD only. The NAV source frequency shows in the same
color as the active NAV source.

Course/Desired The course/desired track readout shows below the active NAV source
Track identifier in the second line of the NAV source field. The course/track
readout is a three digit readout of the selected course (same value
as the course/desired track pointer) preceded by an identifier. The
readout and identifier show in the same color as the active NAV source
identifier. The identifier shows as CRS, B/C,DTK,or HDG, as follows:
ƒƒ The identifier is CRS when the active NAV source is a VOR or LOC.
ƒƒ The identifier is B/C when a localizer frequency is tuned and the
active NAV source is LOC, and the difference between aircraft
heading and the course pointer arrow exceeds 110°.
ƒƒ The identifier is DTK when the active NAV source is FMS..
ƒƒ The identifier is HDG FMS when the active NAV source is FMS
and the heading leg is active.

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 Avionics

CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Station/Waypoint ID The station or waypoint ID shows below the course/desired
track readout in the third line of the NAV source field. The
station or waypoint ID shows in the same color as the active
NAV source. The station ID is not shown when DME Hold
is selected and the active NAV source is VOR or LOC. The
waypoint ID flashes when the active NAV source is FMS and
a lateral navigation alert is active.

Time To Go (MFD only) Time To Go (TTG) shows only on the MFD below the station/
waypoint ID in the fourth line of the NAV source field. TTG
shows in hours and minutes (HH:MM).

Distance Distance To Go (DTG), in NM, shows either below TTG in

the fifth line of the NAV source field on the MFD or below
Station/Waypoint ID in the fourth line of the NAV source field
on the PFD. The distance readout provides distance to the
next waypoint for FMS, distance to the VOR station for VOR,
and distance to the runway for LOC. The distance readout
is followed by a cyan H in place of NM when DME Hold is
selected and the active NAV source is VOR or LOC. The
distance readout flashes when the active NAV source is FMS
and a lateral navigation alert is active.

Preset NAV Source The preset NAV source provides a second way to set the
NAV source without using the NAV and Bearing Source menu
page. To use the preset NAV source function, the pilot sets a
standby NAV source in advance, and then swaps the standby
and NAV source. The preset function is only active when
no PFD menus are in view, and the FMS has not armed a
Preselect NAV source. The preset NAV source shows below
the PRESET legend inside a cyan selection box next to L2 on
the PFD. Perform the steps that follow to select a preset NAV
source and to swap the active and preset NAV source:
ƒƒ With no menus active, turn the DATA knob on the DCP
to scroll through the list of available preset NAV sources.
The current NAV source is not repeated in the list of
preset NAV sources.
ƒƒ Push the PRESET LSK on the PFD or the PUSH
SELECT button on the DCP to swap the NAV source with
the preset NAV source.

NOTE: Preset NAV and Preselect NAV (for NAV

to NAV capture) are mutually exclusive.
Preselect NAV always takes precedence
over Preset NAV.

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 PFD/MFD – FMS PPOS Map
The FMS PPOS Map format is a heading-up 360° moving map that
shows FMS supplied flight plan and background navigation aids which
are located in the area surrounding the aircraft. This map shows in the
lower portion of the display, surrounding the aircraft symbol and below
the heading arc. The map is a heading-up map that shows the radius
around the aircraft selected with the RANGE knob on the DCP. If there is
a flight plan in the FMS, the flight plan symbology shows on the display.
This symbology is made up of waypoint symbols connected by flight
plan legs. The waypoint symbols can be accompanied by identifier data.
An aircraft symbol shows in the center of the map. A full range ring in the
form of a heading arc and a half range ring show full time. The map source
is selected from the NAV SOURCE menu on the PFD. The FORMAT
LSK on the MFD is used to select the FMS PPOS Map. Weather radar,
terrain, E-Map (MFD only), and TCAS overlays can show on this display
depending on which options are installed.
The PPOS Map has two sub modes which are selected from the
CDU: FMS Text Window and Extended FMS Map. These sub modes
are available for display on the MFD only and show above the normal
navigation display. The two sub modes use the same display area on
the MFD, therefore only one or the other can show at a time. Also, either
sub-mode is removed from display when the MDC Checklist format is
selected for display.


NOTE: Refer to the Rockwell Collins FMS-6100 Flight
Management System for the ProLine 21 Major Retrofit
Operator’s Guide (CPN 523-0780976) for details
regarding use and display of FMS information.

Figure 10-20: PFD & MFD FMS PPOS Map Display

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 Avionics

CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
FMS Text Window The FMS Text Window sub-mode provides a display window
Sub-Mode above the navigation for up to seven lines of text messages
provided by the FMS that is currently selected as the map
source. The FMS Text Window typically displays data for
current and upcoming flight legs and can display information
associated with both lateral and vertical waypoints. Color,
size, and display state (flashing or steady on) are controlled
by the source FMS.

Extended FMS Map The Extended FMS Map sub-mode provides a navigation
Sub-Mode map display of approximately 50% more forward range.

Map Background The Map background data is comprised of map symbols

Symbology that show geometrically correct on the map. Selection of
background data is controlled by the FMS.

PFD Map Source In order for the PPOS Map to show on the PFD, the active
NAV source (which is also always the PFD map source)
must be set to a FMS. If any NAV source other than a FMS
is selected,or if an automatic transition of preselect course to
active course occurs during a NAV-to-NAV capture, the PPOS
Map is removed and replaced by the Arc format.
The NAV/Map source is selected from the NAV SOURCE
menu on the PFD. The map source legend shows above LSK
on the left side of the map. The map source legend shows
as FMS, FMS1, or FMS2. The color is green for an on-side
source and yellow for a cross-side source. Information
associated with the NAV/Map source (desired track, waypoint
ID, and distance) shows below the NAV/Map source legend.
MFD Map Source When dual FMS are installed, the map source determines
which FMS is the source of all PPOS Map, Plan Map and
FMS Text data that shows on the MFD. The map source can
be set to FMS1 or FMS2. When the PPOS Map format is
active on the MFD, MFD floating window and controls on the
CCP are used to make the map source selection. When a
single FMS is installed, the map source legend is FMS and
no source selection is provided. A larger map source legend
shows above LSK on the left side of the display. The map
source shows in the same relative position on the MFD as
the NAV source shows on the PFD. The map source legend
shows as FMS, FMS1, or FMS2. When the map source
matches the active NAV source that is selected on the PFD,
the map source legend color follows the active NAV source
color: green for an on-side source and yellow for a cross-side
source. When the map source is not the active NAV source,
the map source legend is cyan. The PPOS Map also presents
a limited amount of active NAV source information (desired
track, waypoint ID, TTG,and distance) when the active NAV
source and the map source are the same FMS.

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 CONTROL
Indicator FUNCTION/DESCRIPTION
OR DISPLAY
Flight Plan If there is a flight plan in the FMS, the flight plan legs show as solid lines
Symbology connecting the flight plan waypoints. Flight plan waypoints are identified
with a string of up to seven characters. Waypoint symbology shown for
flight plans are waypoints, user waypoints, runway thresholds, holding
patterns and procedure turns. The active flight plan leg and the TO
waypoint are green, yellow, or white and follow the map source color. The
flight plan legs and waypoints other than the active leg/waypoint are white.
The number of characters, size, color, rotation angle of the character line,
and the number of character lines is controlled by the FMS.

Aircraft An aircraft symbol shows in the center of the map. For the PPOS Map,
Symbol the aircraft symbol is an outline shape.

Range Range symbology includes a full-range arc, a full-range readout, a half-

Symbology range ring, and a half-range readout. The full-range arc is made up of
125° of the outside of the compass arc and includes heading information
similar to the Arc format. A readout of the full range shows in the 10
o’clock position inside the full-range arc. The half-range ring is a circle
encompassing the aircraft symbol. The half-range readout shows in a
cutout in the half-range ring. The RANGE knob on the DCP is used to
select the display range.

Map The map background data is comprised of map symbols that show
Background geometrically correct on the map. Selection of background data is
symbology controlled from the FMS.
FMS The FMS field is located above the active NAV Source legend on the
Message PFD. The message field can show up to two lines of FMS messages of
Field up to eight characters each. The FMS message field is controlled by the
FMS that is selected as the active Map/NAV source. Size, color, and state
(flashing or steady on) of the messages are controlled by the active FMS.

NOTE: Refer to the Rockwell Collins FMS-6100 Flight

Management System for the Pro Line 21 Major Retrofit
Operator’s Guide (CPN 523-0780976) for a full list of
FMS messages that can show in this field.

FMS Status The FMS status field is located to the right of the heading readout. The
Field status field can show one line of FMS status text of up to 16 characters.
The FMS message field is controlled by the FMS that is selected as the
active map/NAV source. Size, color, and state (flashing or steady on) of
the message is controlled by the active FMS.

NOTE: Refer to the Rockwell Collins FMS-6100 Flight

Management System for the Pro Line 21 Major Retrofit
Operator’s Guide (CPN 523-0780976) for a full list of
FMS messages that can show in this field.

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 Avionics

CONTROL
Indicator FUNCTION/DESCRIPTION
OR DISPLAY
Enhanced The optional Integrated Flight Information System (IFIS) adds E-Map
Maps features to the MFD FMS PPOS map. E-Map symbology includes
(option) Geographic and Political (Geo-Pol) boundaries, Airspace, and Airways.
The map menu on the MFD allows selection of the E-Maps. With the
PPOS map in view on the MFD push the MENU button on the CCP to
show the MFD map menu. Select the option from the map on-screen
window of the desired E-Map features or use the CCP MENU ADV and
DATA knobs to select that feature for display on the PPOS map (push-on/
push-off).

NOTE: Refer to the Rockwell Collins IFIS-5000 Integrated

Flight Information System Operator’s Guide (CPN 523-
0806347) for more information of IFIS features.

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June 2012
 PFD/MFD – Weather Radar Overlay
The Weather Radar (WXR) system detects and locates precipitation for the
purpose of navigating around weather hazards. The optional Turbulence
Weather Radar (TWR) System detects and locates precipitation and
precipitation-related turbulence targets. The weather radar will indicate
the bearing, range, and precipitation rate of all detectable precipitation
within the scan area and display range. Ground mapping returns can
also show. The system functions like two independent radars. Each
pilots display is controlled by the on-side DCP/PFD and is updated on
alternate sweeps of the antenna. The weather radar overlay is available
for display on the PFD and on the MFD when the Arc or PPOS Map
formats are being displayed. The PFD and MFD contain the RDR LSK
to select the weather radar overlay. The DCP provide the controls for
radar mode menu selection, range selection, antenna tilt angle, auto tilt
(optional), and Ground Clutter Suppression (GCS).

Figure 10-21: PFD & MFD Weather Radar Overlay

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June 2012
 Avionics

CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Weather Radar Detectable weather shows in four colors: green, yellow, red,
Colors and magenta. The lowest precipitation rates show in green.
The highest precipitation rates and turbulence (TWR only)
show in magenta. Refer to the list that follows for details on
the relationship between precipitation rates and display colors.
Display Colors and Precipitation Rate
Display Color Precipitation Rate
No display Less than 0.03 in/hr
Green 0.03 to 0.07 in/hr
Yellow 0.07 to 0.20 in/hr
Red 0.20 to 0.52in/hr
Magenta 0.52 in/hr and greater

NOTE: Turbulence is also shown in magenta

(TWR only).

RDR Legend The RDR LSK is used to select the weather radar overlay. A
cyan carat (>) shows next to the LSK (R2) when the Arc or
PPOS format is active to indicate the LSK is active. When
the display is not in the Arc or PPOS format, the carat is not
shown and the LSK is not active. The legends next to the LSK
indicate which overlay is active by enlarged cyan characters
and which overlays (other than TCAS) are available by smaller
white characters.
ƒƒ When the TAWS is installed, the legend is TERR above
RDR. Push the TERR RDR LSK to select and deselect
the weather radar, and terrain overlays in the order that
follows:
–– Push the TERR RDR LSK to select the terrain
overlay for display.
–– Push the TERR RDR LSK a second time to deselect
the terrain overlay and select the weather radar
overlay.
–– Push the TERR RDR LSK a third time to deselect the
weather radar overlays (all overlays are off).

NOTE: When the terrain, or weather radar

overlays are selected for display but an
incompatible PFD or MFD format is then
selected, the TERR RDR legend remains
in view.

NOTE: Terrain data and weather radar reflectivity

cannot show at the same time on a single
display. Manual or automatic selection of
terrain data deselects the weather radar
overlay(s). Similarly, selection of the
weather radar overlay(s) automatically
deselects the terrain overlay.

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 CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
PFD Weather Radar The weather radar data field shows below the TERR RDR
Data Field LSK on the PFD. The data field is two lines of text below the
TERR RDR legend. When the weather radar overlay is active
on the PFD/MFD, the data shows in cyan. When the weather
radar overlay is not active, the data shows in white. The radar
data lines are not shown when TERR is selected or when the
current format uses the radar data field.
ƒƒ The first line of the weather radar data field shows the
radar mode and, receiver gain setting when other than
NORM is set. The mode can be STBY, WX, WX+T, TURB,
MAP, and TEST. A GCS advisory replaces the active radar
mode message when the Ground Clutter Suppression
(GCS) feature is active. The optional turbulence display
is only operational when the display range is set to at or
below 50 NM. When the display range is set to more than
50 NM, the +T portion of the mode legend (if present)
changes color to white, flashes for 5 seconds, and then
is steady on. Receiver gain shows by the letter G with a
plus/minus sign and 1, 2, or 3. When no radar operating
mode is being received by the PFD or MFD from the
weather radar Receiver/Transmitter Antenna (RTA), a
white RDR OFF advisory shows in place of the radar
mode message. The RDR OFF advisory flashes for 5
seconds, then changes to steady on.
ƒƒ The second line of the weather radar data field shows
the antenna tilt angle readout and/or the USTB message.
The tilt angle readout is made up of a T followed by a +
or - sign and up to three digits for the readout, except
when zero (0). The readout is followed by an A when the
Auto Tilt feature (TWR-850 weather radar system only)
is enabled. An Unstabilized (USTB) alert shows in place
of the tilt angle readout when the weather radar antenna
stabilization is set to OFF.
Weather Radar The DCP, in conjunction with the PFD RADAR menu, provides
Controls control of the weather radar mode and feature controls and
settings. The DCP provides the radar mode menu selection,
RANGE select knob, TILT knob and GCS button. The MENU
ADV knob on the DCP is used to move the cyan selection
box on the PFD. The LSK on the PFD can also be used to
move the cyan selection box. The DATA knob and SELECT
button are used to change the active mode or state. The
PFD RADAR menu provides the control of the weather radar
mode. The PFD and MFD both provide the RDR LSK to select
or deselect the radar display (on or off).

NOTE: Each pilot’s weather radar display is

controlled by the on-side DCP and PFD
and is updated on alternate sweeps of the
antenna.

NOTE: The sweep rate is faster when both sides

select the same mode and range, useful
when trying to go around weather that is
close to the aircraft.

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 Avionics

CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
PFD RADAR Menu The RADAR button on the DCP is used to select and deselect
the RADAR menu on the PFD. When the RADAR menu is
in view, the LSK on the PFD are used to change or activate
weather radar mode and function settings. The active mode or
setting shows enlarged and in cyan. The possible selections
under the RADAR menu follow.
ƒƒ Radar operating mode. The possible radar modes are:
–– STBY (Standby)
–– WX (Weather Only)
–– WX+T (Weather Plus Turbulence) (TWR-850 system only)
–– MAP (Ground Mapping)
–– TEST (Self Test).
ƒƒ GAIN (receiver gain setting control)
ƒƒ SEC (sector scan feature on/off control) (TWR-850
system only)
ƒƒ TGT (Target alert feature armed/off control) (TWR-850
system only).
STBY The STBY mode is the power up mode. In the STBY mode,
(Standby) Mode the weather radar system is on but not transmitting. STBY
mode is automatically selected 60 seconds after air/ground
transition to ground. Selecting STBY on either side causes
both sides to go to STBY. When both sides are in STBY and
one side selects an active operational mode, then both sides
will go to that operational mode (for example, if STBY is active
and the copilot selects WX, WX would be the current radar
mode on both sides). Independent radar modes can then be
selected by each pilot, but either pilot selecting STBY will
again force both sides to STBY.

NOTE: The weather radar STBY mode can be

used in cold temperatures to warm up the
system without transmitting.

WX The WX weather radar mode is recommended as the normal

(Weather Only) operating mode. In the WX mode, the weather radar system
Mode is optimized to detect precipitation. Detectable precipitation
shows as one of four colors: green, yellow, red, or magenta
(least to greatest precipitation rate).
WX+T The WX+T weather radar mode is available only when a
(Weather Plus Turbulence Weather Radar system is installed. The WX+T
Turbulence) Mode mode is used to detect precipitation and precipitation-related
turbulence targets. Detectable precipitation shows as one of
four colors: green, yellow, red, or magenta (least to greatest
precipitation rate). The highest precipitation rates and
turbulence show in magenta. The WX+T mode is only active
out to a range of 50 NM. When a display range of greater
than 50 NM is selected, the WX (Weather Only) mode is
automatically selected.

NOTE: Doppler turbulence detection techniques

used in the Turbulence Weather Radar
system rely on the presence of at least
light moist precipitation. The Turbulence
Weather Radar system cannot detect
clear air turbulence.

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June 2012
 CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
TURB The TURB weather radar mode is available only when a
(Turbulence Only) Turbulence Weather Radar system is installed. The TURB
Mode mode shows precipitation-related turbulence targets only. This
is useful for closely analyzing areas of precipitation-related
turbulence that have been detected while in the WX+T mode.
The TURB mode is automatically deselected after a 30 second
time-out and is replaced with the WX+T mode. Like the WX+T
mode, the TURB mode is only active out to a range of 50 NM.
MAP The MAP weather radar mode provides the most detailed
(Ground Mapping) ground returns and should be used while purposely mapping
Mode the terrain. Signal processing and target colors are changed to
accentuate ground features in the MAP mode. Ground targets
show in cyan, green, yellow, and magenta (least reflective to
most reflective).
TEST (Self Test) The primary function of the TEST weather radar mode is to
Mode ensure the displays are able to display the necessary weather
radar return colors. A test pattern made up of six colored
arcs in a rainbow-like pattern that shows on the display when
the TEST mode is active. The rainbow-like pattern is made
up of the colors green, yellow, red, and magenta. The fifth
arc changes between red and magenta on alternate scans.
Normal radar returns are not shown when the Test mode is
active.

GAIN A variety of gain settings allow the crew to increase or

(Receiver Gain decrease the receiver gain to analyze radar returns. Normally,
Setting) receiver gain is set to the normal zero (0) position. Six other
positions, including three of increased gain for the utmost in
sensitivity, are available for analyzing the details of the returns.
The higher settings are useful in identifying the lightest levels
of precipitation, while the lower settings are useful for more
in-depth studies of the most intense weather targets.
Each of the minus gain settings (-1, -2, and -3) reduces the
sensitivity of the radar system by approximately one color
level. This results in a total reduction of three color levels when
operating with the GAIN set to the -3 position. Therefore, if a
target was magenta in NORM, the same target at -3 is almost
totally removed from the display. Because of this effect, the
weather radar system should not be operated in one of the
reduced gain settings for an extended period of time.
Operate the DCP MENU ADV knob to position the cyan
selection box around the GAIN setting (which is defaulted
to NORM). Operate the DATA knob on the DCP clockwise
to increase the receiver gain setting or counterclockwise to
decrease the receiver gain setting (NORM, ±1,±2, ±3).

NOTE: The pilot should always return the gain

to the NORM position when the display
analysis is complete. Failure to do so can
result in missing significant targets when
the radar is operating in one of the minus
gain settings.

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 Avionics

CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
SEC The Sector Scan feature is available only when a Turbulence
(Sector Scan Weather Radar system is installed. This feature reduces the
Feature) antenna scan angle from the normal ±60° sweep (120° total) to
a ±30° sweep (60° total). By reducing the antenna scan angle,
the amount of time needed for the antenna to complete its
sweep is also reduced. This effectively increases the weather
radar update rate. Selecting sector scan on one display affects
all flight deck displays. Use the MENU ADV knob on the DCP
or the adjacent LSK on the display to position the solid box
around the SEC SCAN function. Use the DATA knob or PUSH
SELECT button on the adjacent LSK on the display to select
the desired state (ON or OFF). The selected state shows in
large cyan text.
TGT The Target Alert feature is available only when a Turbulence
(Target Alert Feature) Weather Radar system is installed. This feature provides an
alert to the pilot when a radar precipitation or turbulence target
is detected and all on-side radar displays are off. When the
Target Alert feature is active (armed), the radar searches the
returns from a ±15° sector in front of the aircraft within a range
of from 7 to 200 NM. When a precipitation target is detected
between 7 and 200 NM, a yellow TGT alert shows on the PFD.
When a turbulence target is detected between 7 and 50 NM,
a yellow TRB alert shows on the PFD. As soon as radar is
selected for display on that side of the flight deck, the Target
Alert feature on that side of the flight deck is suspended and
the radar returns to its previously selected operational mode.
Use the MENU ADV knob on the DCP to position the solid box
around the TARGET function. Use the DATA knob or PUSH
SELECT button or the adjacent LSK on the display to select
the desired state (ARM or OFF).

NOTE: When Target Alert is active on either side,

the SEC SCAN function is removed from
the RADAR menu.

NOTE: Because selection of the terrain overlay

automatically deselects the weather
radar overlay, selection of the terrain
overlay causes weather radar TGT/TRB
monitoring to become active if the Target
Alert feature had been armed and other
Target Alert arming conditions are met.
TGT/TRB alert(s) can only occur if the
terrain overlay is not in view on at least
one PFD. When the terrain overlay is
in view on both PFD, no TGT/TRB alert
occurs even if the function is armed.

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 CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Target/Turbulence The Target Alert feature’s TGT and TRB advisories and alerts
(TGT/TRB) show to the right of the digital heading readout on a PFD.
Advisories and Alerts
ƒƒ A cyan TGT advisory shows to the right of the digital
heading readout when the Target Alert feature is armed
and no on-side display has the weather radar overlay
selected for display. The cyan TGT advisory indicates
that the Target Alert feature is armed.
ƒƒ A white TGT advisory shows when the terrain overlay is
active on both PFD's. This indicates that Target mode is
active, but that the system cannot detect radar targets.
ƒƒ The cyan TGT advisory changes to a yellow TGT alert to
indicate when either channel (pilot side or copilot side) of
the weather radar reports a precipitation target. The TGT
alert flashes for 5 seconds, then is steady on as long as a
target is being detected.
ƒƒ A yellow Turbulence (TRB) alert shows to indicate when
either channel (pilot side or copilot side) of the weather
radar reports a turbulence target. The TGT alert flashes
for 5 seconds, then changes to steady on.

NOTE: The TGT and TRB alerts share the same

display location. When the TGT and TRB
alerts are both active, they alternate every
2 seconds.

GCS (Ground The Ground Clutter Suppression feature reduces the intensity
REL/ABS > Clutter Suppression of ground returns in the WX (Weather) Only, WX+T (Weather
Feature) Plus Turbulence), and TURB (Turbulence) Only modes This
feature assists the flight crew in the interpretation of rainfall
rates. Push the GCS button on the DCP to select Ground
Clutter Suppression. The Ground Clutter Suppression feature
automatically times out after 30 seconds.
Antenna Stabilization The antenna stabilization feature uses inputs from the Attitude
Heading System (AHS) to eliminate the effects of aircraft
pitch and roll in order to maintain a horizontal scan. Antenna
stabilization is normally set to ON. An AHS failure can cause
erratic antenna movement and will result in a yellow USTB
annunciation.
Antenna Tilt Operation of the antenna tilt control allows the operator to
achieve the best picture of storm cell size, height, and relative
direction of movement. The TILT knob on the DCP is used to
adjust the antenna tilt angle. Tilt can be adjusted when the
RADAR menu is active or any time the radar overlay shows
on the on-side display. Rotate the TILT knob on the DCP
clockwise to select a positive tilt (tilt up) angle. Rotate the
TILT knob counterclockwise to select a negative tilt (tilt down)
angle. The tilt range is ±15°. When the tilt value is changed
with the RADAR menu and radar overlay in view on the
on-side PFD or MFD, a tilt angle readout shows for 5 seconds
between LSK R2 and R3 on the RADAR menu.

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 Avionics

CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Antenna Tilt (Cont’d) The tilt angle readout, which is made up of a T followed by a
+ or − sign and up to three digits for the angle, shows on the
second line of the weather radar data field. When the optional
Auto Tilt feature is active, the readout is suffixed by an A. The
radar data field TILT readout shares the same location as the
USTB alert. With the USTB alert in view, if the TILT angle
is changed the USTB alert is replaced by the tilt readout,
which remains for 5 seconds after the tilt setting has stopped
changing. The display then reverts to the USTB alert.

NOTE: The TILT knob is functional when the Auto

Tilt feature is active, which enables the
crew to manually change the tilt/range
ratio being maintained.

NOTE: Maximum rainfall rates in a thunderstorm

usually occur about mid-level in the storm.
This is normally the area that produces the
strongest returns. If the aircraft is above or
below that altitude, some antenna tilt up
or down is needed. The amount of TILT
needed varies with the estimated distance
to the storm - the closer the storm, the
more TILT required. In either instance, it is
good practice to periodically operate the
TILT knob throughout its range to reduce
the possibility of missing close-in targets.

Auto Tilt Feature The Auto Tilt feature is available only when a Turbulence
Weather Radar system is installed. This feature automatically
adjusts the antenna tilt angle to attempt to keep the radar
in the same region of space when the aircraft climbs and
descends. Auto Tilt is designed to reduce the number of times
it is necessary to manually adjust the TILT control whenever
the aircraft altitude or the radar range setting changes. The
Auto Tilt feature can be selected on or off when the RADAR
menu is active, or any time the radar tilt value shows on the
on side display. The PUSH AUTO TILT button in the center
of the TILT knob (push-on/push-off) on the DCP is used to
select and deselect the Auto Tilt feature. When selected, an
A suffix shows after the tilt readout. The manual TILT control
knob remains operational to allow changing the tilt/range ratio
being maintained.

NOTE: The Auto Tilt feature can be continuously

enabled as the system always uses the
current manual tilt setting as the starting
point.

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 CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Radar Range Radar targets can show on the PFD and MFD out to a range
of 300 NM. The RANGE knob on the DCP is used to set the
display range on both the on side PFD and the MFD.

NOTE: Extending outward from the aircraft

symbol is a blanked range area. The size
of this blanked range area equals one-
eighth of the selected range. Depending
on the selected range, the blanked area
can extend as far as 37 NM out in front of
the aircraft. The blanked range does not
display any weather radar targets.

NOTE: Radar targets can show out to a range of up
to 300 NM. When weather radar is selected,
display ranges greater than 300 NM are not
available.

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 Avionics

PFD/MFD – TCAS Traffic Controls and

Displays
The TCAS Traffic displays assist the pilot in identifying nearby traffic and
potential collision threats. A TCAS Only format is available as well as a
TCAS Traffic overlay. The TCAS Only format is available on the MFD
only and replaces all other navigation and hazard avoidance displays
when selected. The TCAS Traffic overlay is available on both the PFD
and MFD when a compatible format is active on the display. The TCAS
overlay compatible formats are Arc, Rose, and FMS PPOS Map.

Figure 10-22: TCAS Traffic Displays

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June 2012
 CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
TFC LSK The Traffic (TFC) LSK is used to select the TCAS traffic
overlay and the TCAS Only format. The TFC legend shows
next to LSK R3 on the MFD and PFD. The TFC legend is cyan
when the format is compatible with the display of traffic. The
legend is white when the format is not compatible with the
display of traffic (Plan map).
ƒƒ Momentarily push the TFC LSK on the MFD to add
the TCAS traffic overlay to the active format when the
format is Rose, Arc, or PPOS Map. When the Plan Map,
Maintenance format, or FMS Text Only format is active on
the MFD, momentarily pushing the TFC LSK selects the
TCAS Only format.
ƒƒ Push the TFC LSK on the MFD for more than 1 second to
show the TCAS Only format.
ƒƒ Momentarily push the TFC LSK on the PFD to add the
TCAS traffic overlay to the active format if the format is
Rose, Arc, or PPOS Map.
ƒƒ Push the TFC LSK on the PFD for more than 1 second to
show the Rose/TCAS format.
ƒƒ When a Traffic Advisory is active and TCAS is not in view
with a range less than 50 NM selected, an inverse video
cyan box shows around the TFC legend. In this case, the
first momentary push of the TFC LSK selects the TCAS
ONLY format on the MFD or the Rose/TCAS format on
the PFD.
ƒƒ The pilot may also use the TFC LSK on the MFD to set
the height range for monitoring Other Traffic (OT), Above
(ABV), Below (BLW), or both.
REL/ABS LSK ƒƒ The pilot may use the REL/ABS LSK to set whether
REL/ABS > aircraft are shown in Relative (REL) or Absolute (ABS)
altitude. When in REL altitude, traffic is shown with a
±XXX, where XXX is the altitude above or below the
user's aircraft. When in ABS altitude, traffic is shown in
relation to MSL.
TCAS Only Format The TCAS Only format is a heading-up, present-position
moving-map designed to assist the pilot in visually acquiring
nearby air traffic. The TCAS Only format is available on the
MFD only. This display shows the bearing, range, altitude, and
vertical direction of all nearby transponder equipped aircraft
that reply to TCAS interrogations. A maximum of 30 targets
can show on the display at a range of up to 50 NM. Current
heading shows at the top of the full range ring. Azimuth marks
are provided every 30°.
The TCAS Only format range symbology includes a full range
ring (set by the RANGE knob on the DCP), a half-range ring, a
3 NM range ring, and a digital readout of the selected display
range. The full range ring is a circle around the aircraft symbol
with marks at the 12 cardinal clock positions and a cutout in
the upper left for a three digit readout of the selected display
range. The half range ring is a circle around the aircraft symbol
with marks at the 12 cardinal clock positions. The half-range
ring is not shown when the 5 NM range is selected. The 3
NM range ring shows when the 5, 10, or 25 NM ranges are
selected and is made up of a circle made up of 12 small tic
marks around the aircraft symbol.

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 Avionics

CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
TCAS Traffic Overlay The TCAS Traffic Overlay shows the bearing, range, altitude,
and vertical direction of all nearby transponder equipped
aircraft that reply to TCAS interrogations on top of a standard
Arc, Rose, or PPOS Map format. The TCAS Traffic Overlay is
available on both the PFD and MFD. A maximum of 30 targets
can show on the display at a range of up to 50 NM.
The TCAS Traffic Overlay format range symbology includes a
half range ring, a 3 NM range ring, and a digital readout of half
of the selected display range. The half range ring is a circle
around the aircraft symbol with marks at the 12 cardinal clock
positions and a cutout in the upper left for a three digit readout
of half the selected display range. The 3 NM range ring shows
when the 5, 10, or 25 NM display ranges are selected and is
made up of a circle made up of 12 small tic marks around the
aircraft symbol.
TCAS II Traffic The TCAS II computer classifies nearby aircraft into one of
Symbols four types: Other Traffic (OT), Proximate Traffic (PT), Traffic
Advisory (TA), and Resolution Advisory (RA). Four different
traffic shapes and colors are provided to represent aircraft of
different threat levels. When the optional TCAS II is installed,
up to 30 aircraft can show at one time.

OT (Other Traffic) The OT symbol is a hollow cyan diamond. OT is traffic that

does not yet pose a threat to own aircraft. OT is traffic with a
relative altitude of greater than 1,200 ft or a range of greater
than 6 NM. The display of OT can be set to on or off from the
CDU TCAS CONTROL page.
PT (Proximate The PT symbol is a solid cyan diamond. PT is also traffic that
Traffic) does not yet pose a threat to your aircraft. PT is traffic with a
relative altitude of 1,200 ft or less and a range of within 6 NM. PT
cannot be deselected, and always shows on the traffic display as
an aid to the pilots when visually acquiring TA and RA.
TA (Traffic Advisory) The TA traffic symbol is a solid yellow circle. TA represents
a potential threat aircraft that should be monitored because,
depending upon their continued flight path, they can become
RA traffic. TA show on the MFD starting 20 to 48 seconds
before the calculated closest point of approach (based on own
aircraft altitude). When a TA is identified, an audio TRAFFIC,
TRAFFIC message is broadcast over the flight deck audio
system and a yellow TRAFFIC alert shows on the PFD below
the altitude scale.
The TCAS can be set to the TA ONLY mode through the
CDU TCAS CONTROL page. When the TA ONLY mode is
set, RA traffic shows as TA traffic. A white TA ONLY legend
shows below the TFC LSK R3 on the PFD when the system
is operating in TA ONLY mode. This legend changes color to
yellow when the system is operating in TA ONLY mode and TA
traffic is detected.

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 CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
RA (Resolution The RA traffic symbol is a solid red square. RA traffic is traffic that
Advisory) the TCAS computer has determined to be a potential threat and
that requires immediate pilot action. In addition to the RA traffic
symbology shown on the AFD, vertical fly-to speed commands
show on the PFD vertical speed scale. Also, a red TRAFFIC alert
shows on the PFD below the altitude scale and aural commands
are broadcast over the flight deck audio system.
Traffic Altitude The Traffic altitude readout accompanies the symbol and gives
the relative or absolute altitude of the target in a format that
matches the TCAS altitude message. When an aircraft is at a
higher altitude, the readout shows above the associated TCAS
symbol. When an aircraft is at a lower altitude, the readout shows
below the associated TCAS symbol. The altitude shows in relative
or absolute altitude in hundreds (100s) of feet. The readout is the
same color as the TCAS target symbol it is accompanying. The
altitude format (relative or absolute) is controlled from the REL/
ABS LSK on the MFD.
When in REL altitude, traffic is shown with a ±XXX, where XXX
is the altitude above or below the user's aircraft. When is ABS
altitude, traffic is shown in relation to MSL.

NOTE: Altitude data is not shown for aircraft that

are not reporting Mode C (altitude) data.

Traffic Vertical An arrow representing the vertical direction of the aircraft shows
Direction to the right of each traffic symbol when the actual (not relative)
vertical speed of the aircraft is equal to or greater than ±500 ft/
min. An upward-pointing arrow shows for climbing traffic, and a
downward-pointing arrow shows for descending traffic.

Out of Range Traffic TCAS targets show out to a maximum range of 50 NM. TA or
RA traffic outside the selected display range show at the correct
bearing and at the maximum selected range with only half of the
symbol in view.
TCAS Range A full range ring and a half range ring show in the TCAS Only format.
The full range ring is a white circle with fixed inward tick marks at
the 12 cardinal clock positions. The full range value shows in white
in the full range ring near the 10 o’clock position. A half range ring
shows with hash marks like the Rose/TCAS but no half range value
shows on the display. There is no half range ring when the full range
is 5 NM. The 3 NM range ring is formed by grey tick marks at the
12 cardinal clock positions. A circle bisecting each line is the 3 NM
range ring. The 3 NM range ring shows when the full range is 5, 10,
or 25 NM. The RANGE knob on the DCP is used to select the display
range. The ranges available when the TCAS Only format is active
are 5, 10, 25, and 50 NM. Two Range values are tracked by the
PFD, TCAS Only range and non-TCAS Only range (normal range).
For example: If the pilot has an Arc range of 100 NM, then pushes
TFC for more than 1 second, the Rose/TCAS format shows at 10
NM. Adjusting the Range to 50 NM, and then selecting the PPOS
MAP format with the lower format LSK. The range would be 100
NM. If lower format LSK is used to reselect Rose/TCAS, the range
would be 50 NM.

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 Avionics

CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
TCAS Status or The TCAS status or mode shows below the TFC legend in the
Mode Advisory TCAS data field on the right side of the MFD. Only one TCAS
status or mode can show at a time. The MFD and PFD can
have different TCAS mode messages. No message shows
when TA/RA mode is active. The possible messages are listed
below in order of priority:
ƒƒ TCAS FAIL shows in yellow on the PFD and MFD when a
TCAS fault is detected. No TCAS traffic symbols or range
information shows on the PFD or MFD and no RA show
on the PFD vertical speed scale.
ƒƒ NO VSI RA shows in yellow on the PFD only when the
TCAS vertical resolution advisory function is failed or when
vertical speed is not available for display on the PFD.
ƒƒ TCAS TEST shows in cyan on the PFD and MFD when
the TCAS self-test is active.
ƒƒ TCAS OFF shows in cyan on the PFD and MFD when the
TCAS system is in standby mode and the TCAS traffic
display is selected. This message also shows when
altitude reporting is turned off.
ƒƒ TA ONLY shows in white on the PFD and MFD when TA
ONLY mode is selected. This message turns yellow and
flashes when a TA is present.
No Bearing Traffic The two most threatening TA or RA intruders for which TCAS
cannot calculate a bearing show on the right side of the MFD
or PFD. The intruder type (TA or RA), distance (NM), and
altitude (when available) is listed in the table. An upward or
downward-pointing arrow shows to the right of the altitude
data to indicate the vertical direction of the traffic. The entire
row of data shows in yellow for TA intruders or in red for RA
intruders.
TCAS II Data Field The TCAS data field is two lines of white and cyan text shown
above LSK on the TCAS Only display. It shows own-aircraft
altitude in the same format as the TCAS traffic altitude, the
OTHER TRAFFIC altitude window settings when not in
NORMAL, and the OTHER TRAFFIC OFF icon if applicable.

NOTE: The TCAS Data Field is also shown at the

4 o’clock position on a compressed PFD/
MFD display when display reversion is
selected.

TCAS II Data Field The TCAS data field is two lines of white and cyan text shown
above LSK on the TCAS Only display. It shows own-aircraft
altitude in the same format as the TCAS traffic altitude, the
OTHER TRAFFIC altitude window settings when not in
NORMAL, and the OTHER TRAFFIC OFF icon if applicable.

NOTE: The TCAS Data Field is also shown at the

4 o’clock position on a compressed PFD/
MFD display when display reversion is
selected.

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 CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
TCAS Altitude The TCAS altitude readout shows in the TCAS data field to help the
Readout pilot compare own aircraft altitude with intruder altitude. Therefore,
the TCAS altitude shows in a form consistent with the intruder altitude
readout. TCAS altitude display is pressure altitude, same as used by the
transponder. Above 18,000 ft, the barometric correction is required to be
the standard pressure (29.92 in.hg.), therefore the altitude shown on the
PFD is the same as the TCAS altitude. Below 18,000 ft, different aircraft
can be applying different barometric corrections, therefore absolute
altitudes cannot be used for comparison with intruders and the TCAS
altitude readout should not be in view. When the TCAS ABS altitude
mode is selected, ALT XXX shows on two lines of white text to the left
of the location for the ABOVE/BELOW message. XXX uses Own Aircraft
Altitude received from the TCAS. When ABS altitude is active below
18,000 ft, there is a 15 second maximum display for the TCAS altitude.
After 15 seconds, the display changes to ABS INOP in white characters.

NOTE: ABS Altitude should be deselected.

ABOVE/BELOW The message ABOVE/BELOW shows in white in the TCAS data field
Message when the ABOVE, BELOW, or both ABOVE and BELOW altitude window
modes are selected. This message indicates that the altitude window for
monitoring OT (Other Traffic) is expanded to 9,900 ft ABOVE, or 9,900 ft
BELOW, or both. When the OT altitude window is in the NORMAL mode,
only OT traffic within ± 2,700 ft of own aircraft shows on a TCAS display.
Other Traffic Off When the display of non-threat traffic is set to OFF, the open diamond-
OTHER Message shaped Other Traffic symbol followed by a -OFF legend shows in cyan.
TRAFFIC
TCAS Self-Test The TCAS self-test is selected from the CDU TCAS CONTROL page.
The TCAS self-test routine takes approximately 10 seconds to complete.
During that time the self-test routine tests the items that follow:
ƒƒ TCAS receiver/transmitter.
ƒƒ Mode S transponder(s).
ƒƒ TCAS antennas.
ƒƒ Radio altimeter input.
ƒƒ Heading data input.
ƒƒ TCAS displays
During the self-test, the MFD traffic display and PFD vertical speed scale
display test patterns. The MFD test pattern includes the four types of
traffic symbols. The messages TCAS TEST in white and TCAS FAIL in
yellow show on the MFD. Red and green advisory bands show on the
PFD vertical speed scale. The message TCAS TEST shows in white on
the PFD. After successful completion of the test, the system returns to
the selected operating modes, and the audio message TCAS SYSTEM
TEST OK is broadcast over the flight deck audio system. When the set
operating mode is not STBY, TCAS traffic and resolution advisories are
available for display in approximately 5 seconds. If a fault is detected
in the TCAS self-test, the message TCAS FAIL shows in yellow on the
PFD and MFD, and the audio message TCAS SYSTEM TEST FAIL is
broadcast over the flight deck audio system.

NOTE: The ATC transponders are also placed into a self-
test mode when the TCAS self test is initiated.

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 Avionics

PFD/MFD – Terrain Overlay and Alerts

Figure 10-23: PFD & MFD Terrain Overlay

The Terrain Avoidance Warning System (TAWS) contains a worldwide

database of terrain, obstacle, and other data. TAWS provides predictive
warnings based on the aircraft's present position and the TAWS projection
of the aircraft flight path. The TAWS compares its flight path projection
with the database to detect upcoming hazardous conditions. The TAWS
provides visual warnings to alert the crew when it detects a hazardous
condition. Graphical terrain elevation data is available for display on the
PFD and MFD Arc and PPOS Map formats. The graphical terrain data
shows in a ±90° arc in front of the aircraft. System messages, warnings,
and an optional Peaks elevation value also show on the flight displays. The
optional Terrain Pop-Up feature allows automatic display of Terrain data on
the MFD when a terrain hazard is detected. TAWS terrain alerts (PULL UP
and GND PROX) and fail flags (GPWS and TERR) show exclusively on
the PFD. Terrain-associated mode messages show on the PFD and MFD.
When the aircraft is at an altitude of between 10 and 1,500 ft AGL, the
TAWS also provides visual windshear condition caution and warning alerts
(WINDSHEAR) on the PFD based on inputs from aircraft sensors that
measure air mass accelerations along and perpendicular to the aircraft
flight path. Visual WINDSHEAR alerts share the same display space as the
terrain GND PROX and PULL UP alerts, so only one can show at a time.

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NOTE: The crew should be aware that the TAWS is a non-
Rockwell Collins avionics unit. Since TAWS information
is not generated by Rockwell Collins avionics units, it
is subject to change by the vendor without notification
to Rockwell Collins. The Rockwell Collins avionics
units described in this guide show typical operation and
capabilities. The non-Rockwell Collins units can or can
not cause typical operation. Refer to the appropriate
vendor documentation for specific details on the non-
Rockwell Collins avionics units.

NOTE: Terrain data and weather radar returns cannot show at

the same time on a single display. Manual or automatic
selection of the terrain overlay automatically deselects
the weather radar (and/or lightning, if installed)
overlay(s). Similarly, selection of the weather radar
(and/or lightning, if installed) overlay(s) automatically
deselects the terrain overlay.

CONTROL OR
FUNCTION/DESCRIPTION
DISPLAY
Display Terrain The display colors represent various terrain elevations with
Colors respect to aircraft altitude. The terrain elevations associated
with the different terrain display colors are as follows:
Solid Red Terrain Threat Area – Warning.
Solid Yellow Terrain Threat Area – Caution.
50% Red Dots Terrain that is more than 2,000 ft above aircraft altitude.
50% Yellow Dots Terrain that is between 1,000 and 2,000 ft above aircraft
altitude.
25% Yellow Dots Terrain that is 500 ft (250 ft with gear down) below to 1,000 ft
above aircraft altitude (Peaks Only mode).
Solid Green Shows only when no Red or Yellow terrain areas are within
range on the display.
50% Green Dots Terrain that is 500 ft (250 ft with gear down) below to 1,000 ft
below aircraft altitude.
50% Green Dots Terrain that is the middle elevation band when there are no
Red or Yellow terrain areas within range on the display (Peaks
Only mode).
16% Green Dots Terrain that is 1,000 to 2,000 ft below aircraft altitude.
16% Green Dots Terrain that is the lower elevation band when there are no
Red or Yellow terrain areas within range on the display (Peaks
Only mode).
Black No significant terrain.
16% Cyan Terrain Elevation equal to zero (0) feet MSL (Peaks Only
requires compatible display).
Magenta Dots Unknown terrain.

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CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Peaks Operation The optional Peaks Operation mode provides display
capability of terrain for all phases of flight. Standard operation
results in a black display when all terrain within the display
range is more than 2,000 ft below the aircraft altitude. Peaks
operation results in various green patterns (and possibly cyan
or blue to indicate water) and up to two elevation numbers in
view when the aircraft is more than 2,000 ft above the highest
terrain within the display range. According to the manufacturer,
this display results in better situational awareness. The top
elevation number is the highest elevation of the graphical
display range. The bottom elevation number is the lowest
elevation of the graphical display range. The highest and
lowest elevation values show in the same color as the highest
and lowest terrain color pattern on the display, or dashes when
there is unknown terrain in the display area, or one elevation
can be blanked when the highest and lowest elevation are the
same. Different elevation ranges can show on each side of
the flight deck because the range selected can be different on
each side. The elevation value shows in hundreds of feet (for
example, 25,000 ft shows as 250, and -1,000 ft shows as -10).
TERR RDR Legend When the terrain option is installed, a TERR RDR legend
shows at LSK R2, along with RDR or LX/RDR. LSK R2 is
used to select the TERR overlay when the Arc or PPOS Map
format is active.

NOTE: When the terrain overlay is not active and

the terrain pop-up feature is not enabled
and the TAWS computer declares a
terrain awareness warning (red PULLUP)
or caution (yellow GND PROX), an
inverse video cyan box shows around the
white TERR legend and the cyan carat
(>) shows to indicate that selecting LSK
R2 will cause an immediate response. In
this case, the first momentary push of the
TERR LSK R2 selects the terrain overlay
for display on the Arc format at the 10 NM
range. The inverse video box is removed
from both the PFD and MFD on the side
on which LSK R2 was pushed.

NOTE: Terrain data and weather radar returns

cannot show at the same time on a single
display. Manual or automatic selection of
the terrain overlay automatically deselects
the weather radar (and/or lightning, if
installed) overlay(s).

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 CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
Terrain Data Field When the terrain overlay is active a terrain data field shows
in place of the radar data field on the right side of the display
next to LSK R2. The TERR legend shows enlarged and in
cyan above the data field, and the terrain mode/status shows
in cyan in the second line of the data field. If the MFD format
is changed to one that is non-terrain-compatible, the TERR
legend and the terrain mode/status shows in white.
ƒƒ A cyan TERRAIN advisory indicates that the mode is set
to Terrain.
ƒƒ A cyan TERR INHB advisory shows when terrain is
inhibited. When this message shows, the terrain overlay
is removed from the display.
ƒƒ A cyan TERR TEST advisory shows when terrain is
selected for display and the TAWS is in self test. When
the test is active, each of the TAWS failure messages are
sequentially activated and a graphical terrain test pattern
is generated.
Terrain Pop-Up The optional terrain pop-up feature allows graphical terrain data
(MFD only) to be automatically shown on the MFD when a terrain hazard is
encountered. The terrain overlay is added to the current display
format when the Terrain overlay is not already in view on the
on-side PFD and when the MFD format is compatible with the
terrain overlay. When the current MFD format is incompatible
with the terrain overlay, the format is automatically changed to
a PPOS Map with the terrain overlay in view at a 10 NM range.
After the terrain pop-up initially occurs, the normal control of the
format, range, and selected overlays is restored. The MFD will
not automatically change the format and range again unless a
new terrain pop-up is received.
TAWS Alerts (PFD The TAWS alerts overwrite the pitch scale in the lower half of
only) the PFD attitude display when they are asserted by the TAWS
computer. Each of the alerts flashes for 5 seconds when first
shown, then change to steady on. These alerts share the
same display field, so they are presented in order of display
priority
ƒƒ WINDSHEAR shows in red for a windshear warning
situation.
ƒƒ PULL UP shows in red for a GPWS warning situation.
ƒƒ GNP PROX shows in yellow for a GPWS alert (caution)
situation.
ƒƒ WINDSHEAR shows in yellow for a windshear alert
(caution) situation.
Terrain Display Terrain data is available at ranges of up to 300 NM. If the
Range display range is at a value greater than 300 NM when the
terrain overlay is selected, the display range will automatically
be reduced to 300 NM. The RANGE knob on the DCP is used
to set the display range.
Terrain Test Dedicated TAWS alerts and failure messages show during
the test cycle as commanded by the TAWS computer. The
graphical terrain test pattern shows on at least one display
per side. The terrain test is not available when airborne. If the
terrain overlay was not previously selected, it is automatically
selected and remains active when the test mode ends.

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 Avionics

PFD/MFD – Composite Display

In the event of a PFD or MFD failure, display reversion powers-down the
failed flight display and enables a combined PFD/MFD format to show on
the remaining flight display. Refer to the PFD/MFD Operation section of
this operator’s guide for information on PFD and MFD display reversion.


NOTE: PFD reversion applies to the on-side (four AFD) or pilot
side (three AFD) PFD only. The MFD cannot be reverted
to show a combined PFD/MFD format in the event of a
copilot PFD failure with three AFD installed. But, in the
event of a MFD failure, both the pilot and copilot PFD
are reverted to show the combined PFD/MFD format.

ADC Reversion
Rationale:
ADC reversion is used to select the cross-side Air Data Computer (ADC)
as the source for air data if the on-side (primary) source fails.
Summary:
Dual air data systems on the aircraft provide two independent air data
sources. In the event the on-side ADC fails, ADC reversion switches the
air data source for the PFD and MFD from the on-side ADC to the cross-
side ADC. When ADC reversion is selected, one ADC is being used as
the common source for processed air data for all displays.
Rules:
Flight Control System (FCS) Flight Director guidance based on air data
from the deselected ADC is annunciated on the display.
Checklist:
1. Set the remote ADC reversion switch to select the still valid air data
source.


CAUTIO
Autopilot and/or yaw damper operation can be impaired
during ADC reversion.

2. Confirm that an ADC reversion caution flag shows on the PFD.

ƒƒ When the pilot side ADC is the common source of air data, an
ADC1 caution flag shows to the left of the PFD airspeed indicator.
ƒƒ When the copilot side ADC is the common source of air data, an
ADC2 caution flag shows to the left of the PFD airspeed indicator.
Post Conditions:
While air data reversion is selected, an ADC reversion caution flag
(ADC1 or ADC2) is shown on the PFD to indicate the selected source.
When the condition requiring ADC reversion no longer exists, return the
ADC reversion switch to NORM and make sure that the ADC reversion
caution flag has been removed from the PFD.

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 AHS Reversion
Rationale:
Attitude/Heading System (AHS) reversion is used to select the cross-
side Attitude Heading Computer (AHC) as the source for attitude and
heading data if the on-side (primary) source fails.
Summary:
Dual AHC provide two independent attitude and heading data sources.
In the event the on-side AHC fails, attitude/heading reversion selects the
cross-side AHC as the attitude/heading source for the flight display(s).
Upon selection of AHC reversion, on-side AHC data is replaced with
AHC data from the cross-side, making the cross-side AHS the common
attitude/heading source.
Rules:
Automatic disconnect of the autopilot and yaw damper does not occur
strictly as a result of AHS reversion. But, normal FCS monitors remain
active and the FCS will disconnect if the AHS sources violate AHS
monitors.
Common source AHS data to the FCS is forbidden. AHS reversion does
not remove AHS data from the FCS.
Checklist:
1. Select AHC reversion through the remote AHS reversion switch.
2. Confirm that an AHS reversion caution flag shows on the PFD.
ƒƒ When the pilot side AHC is the common source of attitude/heading
data, an AHS1 caution flag shows to the left of the PFD airspeed
indicator.
ƒƒ When the copilot side AHC is the common source of attitude/heading
data, an AHS2 caution flag shows to the left of the PFD airspeed
indicator.
Post Conditions:


CAUTIO
While attitude/heading reversion is selected, pitch and roll should
frequently be compared on the PFD with pitch and roll on the
standby attitude instruments.

While attitude/heading reversion is selected, an AHS reversion caution

flag (AHS1 or AHS2) shows on the PFD to indicate the selected source.
When the condition requiring AHS reversion no longer exists, return the
AHS reversion switch to NORM and make sure that the AHS reversion
caution flag has been removed from the PFD.

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 Avionics

PFD Reversion
Rationale:
In the event of a MFD failure, PFD reversion is used to show a combined
PFD and MFD format that adds MFD functionality to the PFD.
Summary:
If the MFD fails, PFD reversion allows both PFD to be re-configured
to function as a combined PFD and MFD. When the display reversion
switch is set to the PFD position, the MFD is turned off and the PFD
becomes a combined PFD/MFD. The PFD attitude, altitude, airspeed,
vertical speed, and FCS displays remain at their normal size but are
shifted downward to allow engine information to show, while navigation
formats are compressed. Controls and annunciations do not change for
the combined PFD/MFD display.
Checklist:
1. Set the remote display reversion switch to the PFD position.


NOTE: When the display reversion switch is set to the PFD
position, the MFD is turned off.

2. Make sure the PFD display switches to the combined PFD/MFD format.
Post Conditions:
The PFD are now re-configured to the combined PFD/MFD format.

MFD Reversion
Rationale:
In the event of a pilot PFD failure, MFD reversion is used to show a
combined PFD and MFD format that adds PFD functionality to the MFD.
Summary:
If the pilot PFD fails, MFD reversion allows the MFD to be reconfigured
to function as a combined PFD and MFD. When the display reversion
switch is set to the MFD position, the pilot’s PFD is turned off and the
MFD becomes a combined PFD/MFD. The engine information display
remains, the navigation display is compressed, and normal-size PFD
attitude, altitude, airspeed, vertical speed, and FCS displays are added.
Controls and annunciations do not change for the combined PFD/MFD display.
Rules:
In a three AFD installation, the MFD cannot be re-configured to act as
the copilot PFD if the copilot PFD fails. In a four AFD installation, the
MFD can be reverted to be an on-side PFD.
Checklist:
1. Set the display reversion switch to the MFD position.


NOTE: When the display reversion switch is set to the MFD
position, the pilot PFD is turned off.

2. Make sure the MFD display switches to the combined PFD/MFD format.
Post Conditions:
The MFD is now re-configured to the combined PFD/MFD format.

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 Avionics

Flight Environment Data

The flight environment data includes systems which sense environmental
conditions and use the data to influence navigation.
ƒƒ Pitot/static system
ƒƒ Pitot/static instruments
ƒƒ Air data computer
ƒƒ Angle-of-attack system.

Pitot/Static System
The pitot/static system supplies dynamic and static pressure from pitot
heads and static vents to the flight instruments and avionics equipment.
The system consists of two pitot tubes, one for each subsystem, and
five static ports, four of which are used for the two static systems. The
fifth static port, located on the forward pressure bulkhead venting to
the unpressurized nose compartment, is used for the cabin altitude/
differential pressure indicator.
Electrically powered heating elements in each pitot head and static port
prevent ice formation (Refer to Ice and Rain Protection chapter).
Manually operated pitot/static drains, located on the forward, lower
fuselage, permit draining of accumulated moisture from the system.

Pitot Heads
Two pitot tubes on the left and right side of the aircraft nose supply ram
air pressure. The left pitot tube supplies air pressure to the No. 1 air data
computer (ADC) and the right pitot tube supplies air pressure for the No.
2 ADC and the standby Mach/airspeed indicator.

Static Ports
Sources of static air are two dual static ports on either side of the aircraft
fuselage. One on each side is for the pilot’s system and the other on
each side is for the copilot’s system. By having a port on each side for
each system, they will receive a balanced static pressure.
The pilot’s system uses the upper left and lower right static ports, and
provides static air for the No.1 ADC.
The copilot’s system uses the upper right and lower left static ports. It
provides static pressure for the No. 2 ADC, standby airspeed indicator
and a standby altimeter.

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 Standby Flight Instruments
In the Nextant 400XT, the standby flight instruments are mounted
between the Integrated Flight Information System (IFIS) and Primary
Flight Displays (PFDs). The standby flight instrument system consists of
a standby airspeed indicator, a standby altimeter, and a standby attitude
indicator.

Figure 10-24: Nextant 400XT Standby Flight Instruments

Standby Airspeed Indicator

The standby airspeed indicator is a two-inch mechanical indicator and
includes a variable VMO indicator.
The scale is marked from 60 to 350 Kts. A 28 VDC electrical power
is provided by the airplane’s electrical system or standby instruments
emergency battery for illumination. The total pressure source for the
indicator is the copilot’s pitot mast. The static source is the copilot’s
static ports.

Standby Altimeter
The standby altimeter is a two-inch mechanical indicator incorporating
three drums and a pointer. A 28 VDC electrical power is provided from
the airplane’s standby bus or standby instruments emergency battery for
illumination and for an internal vibrator. The static source is the copilot’s
static ports.

Standby Attitude Indicator

The standby attitude indicator is a two-inch internal gyro indicator,
operating on 28 VDC from the standby bus. It functions on an emergency
battery during a complete electrical failure. It will function and maintain
±6° accuracy for approximately nine minutes after removal of all electrical
power, including the emergency battery.

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 Avionics

Messages and
Annunciators

Introduction
This section provides details for each of the aural and visual messages,
flags, alerts, annunciations, etc. that are the result of abnormal
equipment operating conditions or the identification of potential threats
to the aircraft.
The PFD Warning Flags and Alerts section identifies in alphabetical
order each red warning flag or annunciation (text message) that can
show on the PFD. For each flag or annunciation, the exact symbol or
text message, its cause(s), and required flight crew response(s) are
detailed. Unless otherwise specified, all warning flags or annunciations
will flash for 5 seconds when they first appear and then change to a
steady-on condition.


NOTE: Unless otherwise specified, all warning flags, alerts, or
annunciations flash when they first appear and then
show steady.

The PFD Caution Flags and Alerts section identifies in alphabetical order
each yellow warning flag, alert, or annunciation (text message) that can
show on the PFD. For each flag, annunciation, or alert the exact symbol
or text message, its cause(s), and required flight crew response(s) are
detailed.
The PFD Advisory Flags and Messages section identifies in alphabetical
order each white advisory flag or text message that can show on the
PFD. For each advisory, the exact symbol or text message, its cause(s),
and required flight crew response(s) are detailed. These advisories
are only those that do not appear as part of what would be considered
normal system operation. (For example, white LSK legends, choice
options, mode states, etc. are not listed. Instead, refer to the appropriate
section of this guide for that information.)


NOTE: Advisories are only those that do not appear as part of
what would be considered normal system operation.
(For example, choice options, mode states, etc. are not
listed. Instead, refer to the appropriate section of this
operator’s guide for that information.)

The MFD Warning Flags and Alerts section identifies in alphabetical

order each red warning flag or annunciation (text message) that can
show on the MFD. For each flag or annunciation, the exact symbol or
text message, its cause(s), and required flight crew response(s) are
detailed.

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 The MFD Caution Flags and Alerts section identifies in alphabetical
order each yellow warning flag, annunciation (text message), or alert
that can show on the MFD. For each flag, annunciation, or alert the
exact symbol or text message, its cause(s), and required flight crew
response(s) are detailed.
The MFD Advisory Flags and Messages section identifies in alphabetical
order each white advisory flag or text message that can show on the
MFD. For each advisory, the exact symbol or text message, its cause(s),
and required flight crew response(s) are detailed. These advisories are
only those that do not appear as part of what would be considered normal
system operation. (For example, white LSK legends, choice options,
mode states, etc. are not listed. Instead, refer to the appropriate section
of this guide for that information.)

NOTE: Unless otherwise specified, all warning flags or

annunciations will flash for 5 seconds when they first
appear and then change to a steady-on condition.

NOTE: Some cautions and advisories can show on both the

PFD and MFD at the same time and either in the same
location on each display.

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 Avionics

Aural Annunciations
CONTROL OR
INDICATOR FUNCTION/DESCRIPTION
DISPLAY
Autopilot Disengage Warning
Autopilot Disconnect The autopilot has been disconnected, either manually by the
Horn pilot or automatically by the Flight Control System (FCS). If the
autopilot was disconnected manually by the pilot, the warning
will automatically cancel. If the autopilot was disconnected
automatically, the warning must be cancelled by the pilot.
The AP disconnect alert is cancelled with the yoke-mounted AP
DISC or GA (Go Around) switches. Re-engaging the autopilot
also cancels the disengage alert
Preselect Altitude Alert
Preselect Altitude Monitor aircraft altitude to make sure the aircraft levels at the
Alert appropriate/assigned altitude.
The Preselect Altitude (PSA) alert notifies the pilot that the aircraft
barometric altitude is approaching the PSA.
ƒƒ The PSA readout flashes cyan and the flight deck aural
warning sounds when the aircraft barometric altitude closes
within ±1,000 ft of the PSA.
ƒƒ The PSA readout stops flashing when the aircraft barometric
altitude closes to within ±200 ft of the PSA
ƒƒ The flashing may be manually canceled at any time with ALT
knob on the CHP.
ƒƒ The PSA readout flashes yellow and the flight deck aural
warning sounds when the aircraft barometric altitude
exceeds ±200 ft of the PSA (after it has been within ±200
ft of the PSA). The readout shows in cyan when one of the
conditions occurs as follows:
ƒƒ Aircraft barometric altitude returns to within
±200 ft of the PSA.
ƒƒ A new PSA is selected.
ƒƒ The ALT knob on the CHP is pushed.
ƒƒ When the aircraft barometric altitude closes to within ±1,000
ft of the PSA, but does not cross within ±200 ft of the PSA,
then exits more than ±1,000 ft of the PSA, the flashing
readout changes to flashing yellow. The readout returns to
flashing cyan when the aircraft barometric altitude again
closes to within ±1,000 ft of the PSA. The aural warning
sounds momentarily each time the ±1,000 ft of the PSA is
crossed, whether entering or exiting. The flashing continues
until one of the conditions occur as follows:
ƒƒ The aircraft altitude returns to within ±200 ft of the PSA.
ƒƒ A new PSA is selected.
ƒƒ The ALT knob on the CHP is pushed.
ƒƒ The PSA visual and aural alerts are automatically
inhibited during Vertical Approach modes which are in
the capture state.

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 CONTROL OR
INDICATOR FUNCTION/DESCRIPTION
DISPLAY
Overspeed Alert
Overspeed Warning Reduce aircraft speed.
Horn The overspeed warning horn sounds when the airspeed becomes
greater than VMO/MMO by 3 Kts for 5 seconds or more.

RA/BARO MIN (DH/MDA) Alert

RA/BARO MIN Aural Continue approach or initiate a Go Around.
Warning The RA/BARO MIN Aural Warning sounds to alert the pilots that
the aircraft has reached the selected RA or Barometric (BARO)
MIN altitude. The MIN alert function is inhibited on the ground
and disabled until the aircraft climbs higher than 50 ft above the
RA/BARO MIN readout. The alert is cancelled when any one of
the items is true:
ƒƒ The RA/BARO MIN is changed to a value more than 50 ft
below the current aircraft altitude.
ƒƒ The aircraft altitude is more than 50 ft above the current MIN
readout.
ƒƒ The BARO bug moves up the scale while the barometric
altitude decreases.

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 Avionics

Visual Annunciations
PFD Warning Flags and Alerts

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 CONTROL OR
INDICATOR FUNCTION/DESCRIPTION
DISPLAY
PFD: Aileron Mistrim Warning Flag
Aileron Mistrim Warning Trim the aileron in the direction of the arrow to correct the mistrim
Flag condition.
The red Aileron mistrim warning flag shows to the left of the FCS
mode/data fields when the aileron is significantly out-of-trim. The
arrow that shows above the A in the box points left or right to indicate
the direction of the mistrim.
PFD: Airspeed Low Speed Cue Warning/Overspeed Alert
Airspeed Low Speed Fly the aircraft to correct the low speed or overspeed condition.
Cue Warning/ The indicated airspeed pointer digital readout shows in red when a
Overspeed Alert Low Speed Cue warning or Overspeed alert occurs. The indicated
airspeed digital readout flashes for 5 seconds and then shows
steady.
PFD: ALT (Altitude) Warning Flag
ALT (Altitude) Warning Select the cross-side ADC with the on-side ADC transfer switch.
Flag The red ALT warning flag shows in place of the barometric altitude
pointer and readout when altitude data from the selected ADC is
missing or invalid or if there is no barometric pressure available.
The barometric altitude scales (fine and coarse), digital thousands
readout, and metric altitude readout (if selected) are removed from
the display.
PFD: AP (Autopilot Disengage) Alert
AP (Autopilot If the Autopilot was disconnected manually by the pilot, the alert
Disengage) Warning is automatically cancelled. If the Autopilot was disconnected
Alert automatically, the alert must be cancelled by the pilot.
The red AP disengage alert shows in the center of the FCS mode/
data field when the Autopilot has been disconnected, either manually
by the pilot or automatically by the Flight Control System (FCS).
The FCS coupled indicator arrow also changes color to red for the
AP disengage alert condition. The alert is cancelled with the yoke-
mounted AP DISC switch or GA (Go Around) switch. Re-engaging
the Autopilot also cancels the AP disengage alert.

PFD: ATT (Attitude) Warning Flag

ATT (Attitude) Warning Select the cross-side AHS with the on-side AHS transfer switch.
Flag The red ATT warning flag shows in the center of the attitude display
when attitude data (roll and pitch angle) from the selected AHS is
missing or invalid.
The attitude ball is removed from the display.
PFD: CAT2 (Category II Approach Checklist) Warning Alert
CAT2 (Category II CAT2 Checklist exception items must be cleared (resolved) before
Approach Checklist) a Category II approach can be performed.
Warning Alert The red CAT2 warning alert shows above LSK R1 on each PFD
when a Category II approach checklist has been initiated and
checklist exception items (avionics conditions that require review
and correction) exist with aircraft altitude equal to or less than
200 ft AGL.
Checklist exception items are listed and show in yellow below the
CAT2 warning alert

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 Avionics

CONTROL OR
INDICATOR FUNCTION/DESCRIPTION
DISPLAY
PFD: CAT2 Checklist Exception Item Messages
CAT2 Checklist Monitor the CAT2 checklist exception item messages to determine
Exception Item what checklist item(s) is/are not complete and take action as required
Messages to correct the condition(s) causing the exception message(s). When
all checklist exception items have been corrected, no checklist
exception item messages show and the CAT2 checklist alert
changes color to green.

PFD: Elevator Mistrim Warning Flag

Elevator Mistrim Trim the elevator in the direction of the arrow to correct the mistrim
Warning Flag condition.
The red Elevator mistrim warning flag shows to the left of the FCS
mode/data field when the elevator is significantly out-of-trim. The
arrow that shows to the left of the E in the box points up or down to
indicate the direction of the mistrim.
PFD: FD (Flight Director) Warning Flag
FD (Flight Director) Select the cross-side flight control channel with the AP XFR button.
Warning Flag The red FD warning flag shows to the left of center of the attitude
display when the pitch or roll outputs from the selected FCC are
missing or invalid, or the selected FCC fails.
If the single cue (V-bar) FD command bars are selected, they are
removed from the display. If the split-cue (crosshair) FD command
bars are active, only the crossbar associated with the failed pitch or
roll axis is removed.
Active flight control modes flash for 5 seconds, then disappear
from the display. All other flight control messages also flash, then
disappear
PFD: FMS Lateral Deviation Source Warning Flag
FMS Lateral Deviation Select a LOC or the cross-side FMS as the active NAV source.
Source Warning Flag The red FMS warning flag shows below the vertical deviation scale
when data from the FMS that is selected as the active NAV source is
missing or invalid and a localizer is captured. The FMS flag flashes
for 5 seconds then shows steady.
The lateral deviation scale pointer is removed from the lateral
deviation scale
PFD: FMS# NAV Source Warning Flag
FMS# NAV Source Select a different active NAV source.
Warning Flag The red FMS# NAV source warning flag shows in place of the active
NAV source legend when the data from the indicated FMS NAV
source (FMS1 or FMS2) is missing or invalid.
The course pointer, to/from arrowhead, and lateral deviation bar are
removed.

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 CONTROL OR
INDICATOR FUNCTION/DESCRIPTION
DISPLAY
PFD: GS (Glideslope) Warning Flag
GS (Glideslope) Check that correct localizer frequency is tuned.
Warning Flag Select the cross-side NAV receiver as the navigation source. (If
LOC1 is the selected NAV source and the GS flag is showing, select
LOC2 as the NAV source and tune it to the same localizer).
The red GS warning flag shows below the vertical deviation scale
when a localizer is selected as the navigation source, the vertical
deviation scale shows on the attitude display, and vertical deviation
data is missing or invalid.
The vertical deviation pointer is removed from the display when the
GS flag shows.
PFD: HDG (Heading) Warning Flag
HDG (Heading) Select the cross-side AHS with the remote AHS reversion switch.
Warning Flag The red HDG warning flag shows in place of the lubber line and
heading readout when heading data from the selected AHS is
missing or invalid.
When the HDG flag shows, the compass Rose or Arc (depending
on the selected display format) moves to a north-up display and the
lubber line and heading readout are removed
PFD: IAS (Indicated Airspeed) Warning Flag
IAS (Indicated Select the cross-side ADC with the on-side ADC transfer switch.
Airspeed) Warning Flag The red IAS warning flag shows in place of the airspeed pointer
and digital readout when airspeed data from the on-side ADC is
missing or invalid, or when maximum aircraft speed data (VMO/MMO)
is missing or invalid.
The airspeed digital readout, airspeed scale, overspeed marker,
and low speed cue markers are all removed from the display.
PFD: LOC (Lateral Deviation Source) Warning Flag
LOC (Lateral Deviation Select a FMS or the cross-side LOC as the active NAV source.
Source) Warning Flag The red LOC warning flag shows below the right side of the attitude
display when data from the LOC that is selected as the active NAV
source is missing or invalid and a localizer is captured.
The lateral deviation scale pointer is removed from the lateral
deviation scale.

PFD: LOC NAV Source Warning Flag

LOC NAV Source Select a different active NAV source.
Warning Flag The red LOC# NAV source warning flag shows in place of the active
NAV source legend when the data from the indicated LOC NAV
source (LOC1 or LOC2) is missing or invalid.
The course pointer, to/from arrowhead, and lateral deviation bar are
removed.

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 Avionics

CONTROL OR
INDICATOR FUNCTION/DESCRIPTION
DISPLAY
PFD: Mach Low Speed Cue Warning/Overspeed Alert
Mach Low Speed Cue Fly the aircraft to correct the low speed or overspeed condition
Warning/Overspeed The Mach speed digital readout shows in red below the airspeed
Alert indicator when a Low Speed Cue warning or Overspeed alert
occurs. The Mach speed digital readout flashes for 5 seconds and
then shows steady.

PFD: Mach Speed Indication Failure

Mach Speed Indication Select the cross-side ADC with the on-side ADC transfer switch.
Failure The Mach readout is replaced with a red decimal point and three
red dashes when Mach airspeed data from the on-side ADC is
missing or invalid.

PFD: PSA (Preselect Altitude) Setting Warning Alert

PSA (Preselect Altitude) Investigate reason for PFD miscommunication on PSA setting.
Setting Warning The PSA setting readout above the altitude indicator flashes red for
Message 5 seconds and then returns to its normal color if one PFD detects
that its Preselect Altitude setting is changing but a corresponding
change from the other PFD is not received.
The PSA bugs are removed from the coarse and/or fine altitude
scales as applicable while the PSA setting is flashing.
PFD: PULL UP Terrain Alert
PULL UP Terrain Alert Immediate climb required.
The red PULL UP warning alert overwrites the pitch scale in the lower
half of the attitude display when the TAWS computer determines
that a dangerous terrain threat exists that requires immediate pilot
action.
The PULL UP and WINDSHEAR warning alerts share the same
display field, so only one can show at a time. The WINDSHEAR
warning alert has priority.
PFD: RA (Radio Altitude) Warning Flag
RA (Radio Altitude) No response required.
Warning Flag The red RA warning flag shows in place of the radio altitude readout
at the bottom of the pitch scale on the attitude display when the
system loses power, when the altitude readout does not track the
altitude signal from the radio altimeter, during a system self test, or
when radio altitude data is missing or invalid.
The radio altitude readout and ground elevation field are removed
when the radio altitude flag is in view on the PFD. When the aircraft
is above 2,500 ft, the flag remains out of view unless a malfunction
occurs.

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 CONTROL OR
INDICATOR FUNCTION/DESCRIPTION
DISPLAY
PFD: TRAFFIC Warning Alert
TRAFFIC Warning Alert Immediate response to TCAS Resolution Advisory aural
annunciations and vertical speed scale fly-to commands is required.
The red TRAFFIC warning alert shows to the right of the digital
heading readout when the TCAS computer determines that
Resolution Advisory intruder traffic exists, or when Traffic Advisory
intruder traffic becomes Resolution Advisory traffic.
PFD: TRIM Warning Alert
TRIM Warning Alert Use the manual trim controls to trim the elevator. Disengage the
Autopilot if necessary.
The red TRIM warning alert shows to the left of the FCS mode/data
field when the Autopilot is engaged and the pitch (elevator) trim fails
in the FCC.
Automatic elevator trim by the Autopilot is disabled. An elevator
trim failure does not automatically disengage the Autopilot. But, the
Autopilot cannot be engaged if a trim failure exists.
PFD: VNV (Vertical Navigation) Warning Flag
VNV (Vertical No response required.
Navigation) Warning The red VNV warning flag shows above the vertical deviation scale
Flag when a FMS VNAV (Vertical Navigation) failure is detected.
The vertical deviation scale pointer is removed from the vertical
deviation scale.
PFD: VOR# NAV Source Warning Flag
VOR# NAV Source Select a different active NAV source.
Warning Flag The red VOR# NAV source warning flag shows in place of the active
NAV source legend when the data from the indicated VOR NAV
source (VOR1 or VOR2) is missing or invalid.
The course pointer, to/from arrowhead, and lateral deviation bar are
removed.

PFD: VS (Vertical Speed) Warning Flag

VS (Vertical Speed) Select the cross-side ADC with the on-side ADC transfer switch.
Warning Flag The red VS warning flag shows in place of the vertical speed scale
when vertical speed data from the on-side ADC is missing or invalid.
The vertical speed scale and pointer and the vertical speed digital
readout are removed.
PFD: WINDSHEAR Warning Alert
WINDSHEAR Warning Immediate flight crew attention to nearby weather required. Closely
Alert monitor weather radar returns.
The red WINDSHEAR warning alert overwrites the pitch scale in
the lower half of the attitude display when the TAWS computer
determines that a dangerous windshear condition exists that
requires immediate pilot action.
ƒƒ The WINDSHEAR and terrain PULL UP warning alerts share
the same display field, so only one can show at a time. The
WINDSHEAR warning alert has priority.
ƒƒ The WINDSHEAR warning alert is only provided at aircraft
altitudes of between 10 and 1,500 ft AGL.

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 Avionics

PFD Caution Flags and Alerts

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 CONTROL OR
INDICATOR FUNCTION/DESCRIPTION
DISPLAY
PFD: ADC# Reversion Caution Flag
ADC# Reversion Make sure ADC reversion is desired.
Caution Flag The white-on-yellow ADC1 or ADC2 caution flag shows
to the left of the airspeed indicator scale when the pilot
has selected ADC reversion. ADC1 indicates that the
pilot-side ADC is the common source and ADC2 indicates that
the copilot-side ADC is the common source.

PFD: AHS# Reversion Caution Flag

AHS# Reversion Make sure AHS reversion is desired.
Caution Flag The white-on-yellow AHS1 or AHS2 caution flag shows
to the left of the airspeed indicator scale when the pilot
has selected AHS reversion. AHS1 indicates that the
pilot-side AHS is the common source and AHS2 indicates that
the copilot-side AHS is the common source.

PFD: Aileron Mistrim Caution Flag

Aileron Mistrim Trim the aileron in the direction of the arrow to correct the
Caution Flag mistrim condition.
The yellow Aileron mistrim caution flag shows to the left of the
FCS mode/data fields when the aileron is moderately out-of-
trim. The arrow that shows above the A in the box points left
or right to indicate the direction of the mistrim.

PFD: Airspeed Low Speed Cue Pre-Warn/Overspeed Pre-Alert

Airspeed Low Speed Fly the aircraft to correct the low speed or overspeed condition.
Cue Pre-Warn/ The indicated airspeed pointer digital readout shows in yellow
Overspeed Pre-Alert when a Low Speed Cue pre-warn or Overspeed pre-alert
condition occurs. The indicated airspeed digital readout
flashes for 5 seconds and then shows steady.

PFD: ALT (Altitude Comparator) Caution Flag

ALT (Altitude Monitor pilot and copilot altitude data.

Comparator) Caution The yellow ALT comparator caution flag shows in the
Flag upper left corner of the barometric altitude indicator when
independent altitude data from the two ADC differs by more
than a predefined limit. The ALT flag flashes for 5 seconds and
then shows steady

PFD: Attitude Comparator Flag

ATT Comparator Monitor pilot and copilot attitude data.

Flag The yellow ATT comparator caution flag shows above and to
the left of the barometric altitude indicator when independent
attitude data (pitch and roll) from the two AHC differs by more
than a predefined limit. The ATT flag flashes for 5 seconds
and then shows steady.
The ATT, PIT,and ROL comparator caution flags all share the
same display area, so only one shows at a time.

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 Avionics

CONTROL OR
INDICATOR FUNCTION/DESCRIPTION
DISPLAY
PFD: Barometric Setting Comparator Caution Alert
Barometric Setting Change pilot and/or copilot barometric settings as required to
Comparator Caution remove the difference between the two.
Alert The barometric setting comparator caution alert shows
as a yellow line below the barometric setting value and
as a yellow line below the preselect altitude value on the
non-coupled-side when the barometric settings between
the pilot and copilot PFD are different by more than
0.02 in Hg.
PFD: CAT2 (Category II Approach Checklist) Caution Alert
CAT2 (Category II CAT2 Checklist exception items must be cleared (resolved)
Approach Checklist) before a Category II approach can be performed.
Caution Alert The yellow CAT2 caution alert shows above LSK R1 on each
PFD when a Category II approach checklist has been initiated
and checklist exception items (avionics conditions that require
review and correction) exist with aircraft altitude greater than
200 ft AGL.
Checklist exception items are listed and show in yellow below
the CAT2 caution alert.
PFD: CAT2 Checklist Exception Item Messages
CAT2 Checklist Monitor the CAT2 checklist exception item messages to
Exception Item determine what checklist item(s) is/are not complete and
Messages take action as required to correct the condition(s) causing the
exception message(s). When all checklist exception items
have been corrected, no checklist exception item messages
show and the CAT2 checklist alert changes color to green.

PFD: DCP (Display Control Panel) Caution Flag

DCP (Display No response required.

Control Panel) The yellow DCP caution flag shows below and to the left of the
Caution Flag airspeed indicator when the output from the DCP to the PFD
is missing or invalid.
The display formats, navigation source, and bearing source
do not change if the DCP flag comes into view.

PFD: Elevator Mistrim Caution Flag

Elevator Mistrim Trim the elevator in the direction of the arrow to correct the
Caution Flag mistrim condition.
The yellow Elevator mistrim caution flag shows to the left of
the FCS mode/data field when the elevator is moderately out-
of-trim. The arrow that shows to the left of the E in the box
points up or down to indicate the direction of the mistrim.

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 CONTROL OR
INDICATOR FUNCTION/DESCRIPTION
DISPLAY
PFD: FD (Flight Director Comparator) Caution Flag
FD (Flight Director Monitor pilot and copilot Flight Director (FD) data.
Comparator) Caution The yellow FD comparator caution flag shows to the left of the
Flag upper half of the pitch scale on the attitude display when both
pitch and roll attitude data from the two AHC differs by more
than a predefined limit. The FD flag flashes for 5 seconds and
then shows steady.
The FD flag is enabled during a CAT2 monitored approach.
PFD: FD# (Flight Director Cross-Side Source) Caution Alert
FD# (Flight Director No response required.
Cross-Side Source) A yellow FD1 or FD2 caution alert shows in the upper left
Caution Alert corner of the attitude display on the non-coupled-side PFD.
This alert indicates that an independent-capable mode is
active and the coupled-side FCC has achieved the status that
triggers independence but the non-coupled-side FCC has not
achieved a similar status. The alert only appears when the
FCC are not in the independent mode.
The FD1 or FD2 alert indicates that the Flight Director
presentation is sourced from the cross-side FCC.
The alert is removed when the FCS is either operating in an
independent mode or in a mode capable of independence.
PFD: GND PROX Terrain Alert
GND PROX Terrain Immediate attention to terrain threats required.
Caution Alert The yellow GND PROX caution alert overwrites the pitch
scale in the lower half of the attitude display when the TAWS
computer determines that a terrain threat exists that requires
immediate pilot attention. The GND PROX alert flashes for 5
seconds and then shows steady.
The GND PROX and WINDSHEAR caution alerts share the
same display field, so only one can show at a time. The GND
PROX caution alert has priority.
PFD: GPWS Terrain Caution Flag

GPWS Terrain No response required.

Caution Flag The yellow GPWS caution flag shows in the attitude display
below the left FD command bar when an TAWS computer
terrain fault condition exists. The GPWS flag flashes for 5
seconds and then shows steady.

PFD: GS (Glideslope Comparator) Caution Flag

GS (Glideslope Monitor pilot and copilot glideslope deviation.

Comparator) Caution The yellow GS comparator caution flag shows next to the
Flag lower left corner of the barometric altitude indicator when
a localizer is the selected NAV source and independent
glideslope deviation data from the two NAV receivers differs
by more than a predefined limit. The GS flag flashes for 5
seconds and then shows steady.
The GS flag is enabled during a CAT2 monitored approach.

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CONTROL OR
INDICATOR FUNCTION/DESCRIPTION
DISPLAY
PFD: HDG (Heading Comparator) Caution Flag
HDG (Heading Monitor pilot and copilot heading data.
Comparator) Caution The yellow HDG comparator caution flag shows below the
Flag lower left corner of the attitude display when independent
heading data from the two AHC differs by more than a
predefined limit. The HDG flag flashes for 5 seconds and then
shows steady.
PFD: IAS (Indicated Airspeed Comparator) Caution Flag
IAS (Indicated Monitor pilot and copilot airspeed data.
Airspeed Comparator) The yellow IAS comparator caution flag shows in the upper left
Caution Flag corner of the airspeed indicator when independent airspeed
data from the two ADC differs by more than a predefined limit.
The IAS flag flashes for 5 seconds and then shows steady.

PFD: LOC (Localizer Comparator) Caution Flag

LOC (Localizer Monitor pilot and copilot localizer deviation.
Comparator) Caution The yellow LOC comparator caution flag shows below the
Flag vertical deviation scale when a localizer is the selected NAV
source and independent course/lateral deviation data from
the two NAV receivers differs by more than a predefined limit.
The LOC flag flashes for 5 seconds and then shows steady.
The LOC comparator flag only shows for CAT2 monitored
approaches.
PFD: PFD: LX/ (LDS Fault) Alert

LX/ (LDS Fault) Alert No response required.

The LX/ overlay select legend next to LSK R2 changes color
to yellow when an LDS fault is reported while the lightning
overlay is selected for display. The LX/ legend flashes for 5
seconds and then shows steady.
Lightning bolt icons are removed from the display when the
LX/ legend is yellow.
PFD: Mach Low Speed Cue Pre-Warn/Overspeed Pre-Alert
Mach Low Speed Cue Fly the aircraft to correct the low speed or overspeed
Pre-Warn/Overspeed condition.
Pre-Alert The Mach speed digital readout shows in yellow below
the airspeed indicator when a Low Speed Cue pre-warn
or Overspeed pre-alert condition occurs. The Mach speed
digital readout flashes for 5 seconds and then shows steady.

PFD: MAP (FMS Map Data Fault) Alert

MAP (FMS Map Data No response required.
Fault) Alert The yellow MAP alert shows above the compass rose/arc
when a fault is detected in any of the data required to show a
FMS Map display.
When the MAP alert is present, FMS Map symbology is
removed from the display.

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INDICATOR FUNCTION/DESCRIPTION
DISPLAY
PFD: MIN (RA/BARO MIN) Alert
MIN (RA/BARO MIN) Monitor aircraft altitude.
Alert The yellow MIN caution flag shows to the left of the altitude
indicator to alert the pilots that the aircraft has reached the
selected RA MIN or BARO MIN altitude setting. In addition,
the MIN readout and MIN reference on the altitude scale
change color from cyan to yellow. All three references flash
for 5 seconds, then show steady.
PFD: NO VSI RA Caution
NO VSI RA Caution Monitor all TA traffic that, depending upon the continued flight
path may become a potential collision threat.
The yellow NO VSI RA caution flag shows when the TCAS
vertical resolution advisory function is failed or when vertical
speed is not available for display on the PFD.

PFD: PAC (Path Attenuation Compensation) Alert Arc

PAC (Path Attenuation The areas on a weather radar display beyond the PAC alert
Compensation) Alert arc may contain rainfall that does not show on the display.
Arc The weather radar Path Attenuation Compensation (PAC)
feature automatically compensates for radar beam absorption
by heavier rainfall rates. If the rainfall rates are heavy enough,
the compensation provided by the PAC alert function can be
exceeded. A yellow PAC Alert arc shows at the perimeter of
the radar display to identify areas where the compensation
has been exceeded and that areas of unknown rainfall rates
may exist beyond the PAC alert arc.
PFD: PIT (Pitch Comparator) Caution Flag

PIT (Pitch Monitor pilot and copilot pitch attitudes.

Comparator) Caution The yellow PIT comparator caution flag shows above
Flag and to the left of the barometric altitude indicator when
independent pitch data from the two AHC differs by
more than a predefined limit. The PIT flag flashes for
5 seconds and then shows steady.
The ATT, PIT,and ROL comparator caution flags all share the
same display area, so only one shows at a time.

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CONTROL OR
INDICATOR FUNCTION/DESCRIPTION
DISPLAY
PFD: PSA (Preselect Altitude) Visual Message
PSA (Preselect Monitor aircraft altitude to make sure the aircraft levels at the
Altitude) Visual appropriate/assigned altitude.
Message The Preselect Altitude (PSA) alert notifies the pilot that the
aircraft barometric altitude is approaching the PSA setting.
ƒƒ The PSA readout flashes cyan and the flight deck aural
warning sounds when the aircraft barometric altitude
closes within ±1,000 ft of the PSA.
ƒƒ The PSA readout stops flashing when the aircraft
barometric altitude closes to within ±200 ft
of the PSA.
ƒƒ The flashing may be manually cancelled at any time with
ALT knob on the HSA panel.
ƒƒ The PSA readout flashes yellow and the flight deck aural
warning sounds when the aircraft barometric altitude
exceeds ±200 ft of the PSA after it has been within ±200
ft of the PSA. The readout shows in cyan when the
aircraft barometric altitude returns to within ±200 ft of the
PSA, or a new PSA is selected, or the ALT knob on the
HSA panel is pushed.
ƒƒ When the aircraft barometric altitude closes to within
±1,000 ft of the PSA, but does not cross within ±200
ft of the PSA, then deviates by more than ±1,000
ft from the PSA, the flashing readout changes to
flashing yellow. The readout returns to flashing cyan
when the aircraft barometric altitude again closes to
within ±1,000 ft of the PSA. The flashing continues
until either the aircraft altitude returns to within ±200
ft of the PSA, or a new PSA is selected, or the ALT
knob on the HSA panel is pushed. The aural warning
momentarily sounds each time the aircraft crosses within
±1,000 ft of the PSA.
ƒƒ The PSA visual and aural alerts are automatically
inhibited during vertical approach modes which are in
the capture state.

PFD: RA# Reversion Caution Flag

RA# Reversion Verify RA reversion is desired.

Caution Flag The white-on-yellow RA1 or RA2 caution flag shows to the
left of the airspeed indicator scale when the RA reversion is
active. RA1 indicates that the pilot-side radio altimeter is the
common source. RA2 indicates that the copilot-side radio
altimeter is the common source.

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INDICATOR FUNCTION/DESCRIPTION
DISPLAY
PFD: Rudder Out-of-Trim Alert
Rudder Out-of-Trim Check the rudder trim setting.
Alert The yellow rudder out-of-trim alerts the pilots that a rudder
servo out of center condition exists. The alert flashes for 5
seconds and then shows steady.

PFD: RDR FAULT (Weather Radar System Fault) Alert

RDR FAULT (Weather Place the weather radar in the STBY (Standby) mode.
Radar System Fault) The yellow RDR FAULT alert replaces the GAIN and RADAR
Alert MODE elements of the radar data field next to LSK R2 when
a weather radar system fault is detected with a weather radar
overlay selected for display. The RDR FAULT alert flashes for
5 seconds and then shows steady.
The weather radar display may be degraded in a manner that
is not obvious to the pilot.
PFD: ROL (Roll Comparator) Caution Flag
ROL (Roll Monitor pilot and copilot roll attitudes.
Comparator) Caution The yellow ROL comparator caution flag shows above and to
Flag the left of the barometric altitude indicator when independent
roll data from the two AHC differs by more than a predefined
limit. The ROL flag flashes for 5 seconds and then shows
steady.
The ATT, PIT, and ROL comparator caution flags all share the
same display area, so only one shows at a time.
PFD: T±XX.XA (Weather Radar Antenna Tilt Angle) Alert

T±XX.XA (Weather Monitor weather radar antenna tilt angle.

Radar Antenna Tilt The yellow T±XX.X alert shows in the second line of the
Angle) Alert weather radar data field next to LSK R2 when the weather
radar Auto Tilt feature is not active and the commanded tilt
value and the reported tilt value from the weather radar do
not agree with a weather radar overlay selected for display.
The T±XX.XA alert shows in the second line of the weather
radar data field next to LSK R2 when the weather radar Auto
Tilt feature is active and the commanded Auto Tilt state (ON/
OFF) and the reported tilt state from the weather radar do not
agree with a weather radar overlay selected for display.
PFD: TA ONLY (TCAS TA Traffic) Alert
TA ONLY (TCAS TA Monitor TCAS for TA traffic.
Traffic) Alert The normally-cyan TA ONLY TCAS mode legend next to LSK
R3 changes color to flashing yellow to indicate the detection
of Traffic Advisory (TA) traffic by TCAS regardless of whether
or not a TCAS format is selected for display.

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CONTROL OR
INDICATOR FUNCTION/DESCRIPTION
DISPLAY
PFD: TCAS FAIL Alert
TCAS FAIL Alert Increase visual monitoring of surrounding airspace for
intruder traffic.
The yellow TCAS FAIL caution alert shows below and to the
left of the barometric altitude indicator when a TCAS fault is
detected.
Failures related exclusively to the traffic display cause the
message when a TCAS traffic display is selected. A TCAS
unit that is turned off is considered failed.
PFD: TERR (Passive TAWS Fault) Alert
TERR (Passive TAWS Refer to the TAWS operating manual for failure conditions.
Fault) Alert The yellow TERR caution alert shows below and to the right of
the compass rose when the TAWS is inoperative. The TERR
Message flashes for 5 seconds and then shows steady.

PFD: TERRAIN FAIL (Active TAWS Fault) Alert

TERRAIN FAIL Refer to the TAWS operating manual for failure conditions.
(Active TAWS Fault) The yellow TERRAIN FAIL caution alert shows above the
Alert aircraft symbol when the terrain overlay is active on the
display and the TAWS detects a fault, or missing or invalid
terrain data. The TERRAIN FAIL alert flashes for 5 seconds
and then shows steady.

PFD: TGT (Weather Radar Precipitation Target) Alert

TGT (Weather Radar Select the weather radar overlay for display and then select
Precipitation Target) the Weather (WX) Only mode.
Alert The yellow TGT alert shows to the right of the heading readout
when the weather radar detects a precipitation target and all
on-side radar displays have been deselected as long as the
weather radar Target Alert feature has been armed.
When the weather radar Target Alert feature is
armed, the radar searches for weather returns in a
±15 degree sector in front of the aircraft within a range of
7 to 200 NM.
ƒƒ The Target Alert feature must be armed on the on-side
PFD. Refer to the WEATHER RADAR TECHNIQUES
appendix of this operator’s guide for further information.
ƒƒ The TGT and TRB alerts share the same display
area. If both are active, they alternately flash in
2 second cycles.

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INDICATOR FUNCTION/DESCRIPTION
DISPLAY
PFD: TRAFFIC Caution Alert
TRAFFIC Caution Monitor TCAS displays for TA traffic.
Message The yellow TRAFFIC caution alert shows to the right of the
digital heading readout when the TCAS computer determines
that Traffic Advisory intruder traffic exists. The TRAFFIC
caution alert flashes for 5 seconds and then shows steady.
The yellow TRAFFIC caution alert is upgraded to a red
TRAFFIC warning alert if the TA traffic becomes RA
(Resolution Advisory) traffic.
PFD: TRB (Weather Radar Turbulence Target) Alert
TRB (Weather Radar Select the weather radar overlay for display and then select
Turbulence Target) either the Weather Plus Turbulence (WX+T) or Turbulence
Alert (TURB) Only mode.
The yellow TRB alert shows to the right of the heading
readout when the weather radar detects a turbulence target
and all on-side radar displays have been deselected as long
as the weather radar Target Alert feature has been armed.
When the weather radar Target Alert feature is armed, the
radar searches for turbulence returns in a ±15 degree sector
in front of the aircraft within a range of 7 to 50 NM.
ƒƒ The Target Alert feature must be armed on the on-side
PFD. Refer to the WEATHER RADAR TECHNIQUES
appendix of this operator’s guide for further information.
ƒƒ The TGT and TRB alerts share the same display area. If
both are active, they alternately flash in 2 second cycles.
PFD: USTB (Weather Radar Antenna Unstabilized) Alert
USTB (Weather No response required.
Radar Antenna The yellow USTB alert replaces the antenna tilt readout in
Unstabilized) Alert the radar data field next to LSK R2 when attitude data to the
radar fails while a weather radar overlay is active. The USTB
alert flashes for 5 seconds and then shows steady.
When the USTB alert is showing and the antenna tilt angle
is changed, the USTB alert is replaced by the tilt readout
for 5 seconds. The USTB alert again replaces the tilt angle
readout.
PFD: WINDSHEAR Caution Alert
WINDSHEAR Caution Immediate flight crew attention to nearby weather required.
Alert Closely monitor weather radar returns.
The yellow WINDSHEAR caution alert overwrites the pitch
scale in the lower half of the attitude display when the TAWS
computer determines that a potentially threatening windshear
condition exists which may require immediate pilot action.
The WINDSHEAR alert flashes for 5 seconds and then
shows steady.
ƒƒ The WINDSHEAR and terrain GND PROX caution alerts
share the same display field, so only one can show at a
time. The GND PROX caution alert has priority.
ƒƒ The WINDSHEAR caution alert is only provided at
aircraft altitudes of between 10 and 1,500 ft AGL.

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CONTROL OR
INDICATOR FUNCTION/DESCRIPTION
DISPLAY
PFD: WS (Windshear) Caution Flag
WS (Windshear) No response required.
Caution Flag The yellow WS caution flag shows in the attitude display below
the left command bar when the TAWS computer windshear
detection fault condition exists. The WS flag flashes for 5
seconds and then shows steady.

PFD: PFD: XTLK (Crosstalk) Caution Flag

XTLK (Crosstalk) No response required.
Caution Flag The yellow XTLK caution flag shows to the left of the airspeed
indicator when one or more of the crosstalk busses between
the PFD and MFD have failed. The XTLK flag flashes for 5
seconds and then shows steady.

PFD: YD (Yaw Damper Disengage) Alert

YD (Yaw Damper The Yaw Damper has been disconnected, either manually by
Disengage) Alert the pilot or automatically by the FCS. If the Yaw Damper was
disconnected manually by the pilot, the alert is automatically
cancelled. If the Yaw Damper was disconnected automatically,
the alert must be cancelled by the pilot.
The yellow YD disengage alert is cancelled with the yoke-
mounted AP DISC switch or GA (Go Around) switch.
Re-engaging the Autopilot also cancels the YD disengage
alert.

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PFD Advisory Flags and Messages

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CONTROL OR
INDICATOR FUNCTION/DESCRIPTION
DISPLAY
PFD: DISCONTINUITY Advisory
DISCONTINUITY Add or delete a waypoint in the FMS flight plan so that the
Advisory discontinuity is removed.
The white DISCONTINUITY advisory message shows above
the aircraft symbol when FMS is the active NAV source
and the FMS flight plan has reached a discontinuity. The
DISCONTINUITY advisory flashes for 5 seconds and then
shows steady.
PFD: ENG# (Engine No Comparator) Advisory Flag
ENG# (Engine No No response required.
Comparator) Advisory The white ENG1 or ENG2 no-comparator advisory flag shows
Flag to the left of the airspeed indicator when compared engine
data parameters (N1, N2, and ITT) are valid, but no valid data
is being received from an installed second source. The ENG#
flag flashes for 5 seconds and then shows steady.
For the engine data comparator to work, it must receive the
same engine parameter data from two independent valid
sources.
PFD: MAP INCOMPLETE Advisory
MAP INCOMPLETE No response required.
Advisory The white MAP INCOMPLETE advisory message shows
below the aircraft symbol when the FMS cannot provide all the
requested map data, or when the flight display cannot show
all the received map data.
PFD: MAP RANGE XXXNM Advisory
MAP RANGE XXXNM No response required.
Advisory The white MAP RANGE XXXNM advisory message shows
below the aircraft symbol when the FMS Map range does not
agree with the current display range. The XXX portion of the
message represents the range the FMS Map is set to:
ƒƒ When MAP RANGE XXXNM advisory shows, the FMS
Map symbology is removed.
ƒƒ When the display range is changed from the DCP, there is
a 10 second delay before this message shows to enable
FMS to synchronize to the new display range.
PFD: NO FLIGHT PLAN Advisory
NO FLIGHT PLAN Input a flight plan into the FMS.
Advisory The white NO FLIGHT PLAN advisory message shows above
the aircraft symbol when FMS is the active NAV source and
no flight plan exists. The NO FLIGHT PLAN advisory flashes
for 5 seconds and then shows steady.
PFD: RADAR ON Advisory
RADAR ON Advisory Place the weather radar in the Standby (STBY) mode.
The white RADAR ON advisory message shows at the center
bottom of the display when the weather radar is in any mode
other than TEST or STBY while on the ground. The RADAR
ON advisory flashes for 5 seconds and then shows steady.

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INDICATOR FUNCTION/DESCRIPTION
DISPLAY
PFD: RADAR RANGE XXXNM Advisory
RADAR RANGE XXXNM Push the RDR LSK R2 to remove the advisory.
Advisory The white RADAR RANGE XXXNM advisory message shows
below the aircraft symbol when range data received from the
radar does not match the range currently set on the display
for more than 5 seconds. The XXX portion of the message
represents the range selected with the DCP RANGE knob.
When the RADAR RANGE XXXNM advisory shows, the
weather radar overlay is removed from display.
PFD: TERR RANGE XXXNM Advisory
TERR RANGE XXXNM Push the TERR LSK R2 to remove the advisory.
Advisory The white TERR RANGE XXXNM advisory message shows
below the aircraft symbol when range data received from
TAWS does not match the range currently set on the display
for more than 4 seconds. The XXX portion of the message
represents the range selected with the DCP RANGE knob.
PFD: XADC (Air Data No Comparator) Advisory Flag
XADC (Air Data No No response required.
Comparator) Advisory Flag The white XADC no-comparator advisory flag shows to the
left of the airspeed indicator when the display is not receiving
data from an installed second air data source. The XADC flag
flashes for 5 seconds and then shows steady.
For the air data comparator to work, it must receive air data
from two independent valid sources.
PFD: XAHS (Attitude/Heading No Comparator) Advisory Flag
XAHS (Attitude/Heading No response required.
No Comparator) Advisory The white XAHS no-comparator advisory flag shows
Flag to the left of the airspeed indicator when the display
is not receiving data from an installed second
attitude/heading data source. The XAHS flag flashes for 5
seconds and then shows steady.
For the attitude/heading comparator to work, it must receive
attitude/heading data from two independent valid sources.
PFD: XRA (Radio Altimeter No Comparator) Advisory Flag
XRA (Radio Altimeter No No response required.
Comparator) Advisory Flag The white XRA no-comparator advisory flag shows to the left
of the airspeed indicator when the display is not receiving data
from an installed second radio altimeter data source. The XRA
flag flashes for 5 seconds and then shows steady.
For the radio altimeter comparator to work, it must receive
radio altimeter data from two independent valid sources.

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MFD Caution Flags and Alerts

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 CONTROL OR
INDICATOR FUNCTION/DESCRIPTION
DISPLAY
MFD: LX/ (LDS Fault) Alert
LX/ (LDS Fault) Alert No response required.
The LX/ overlay select legend next to LSK R2 changes color to
yellow when an LDS fault is reported while the lightning overlay
is selected for display. The LX/ legend flashes for 5 seconds and
then shows steady.
Lightning bolt icons are removed from the display when the LX/
legend is yellow.
MFD: MAP (FMS Map Data Fault) Alert
MAP (FMS Map Data No response required.
Fault) Alert The yellow MAP alert shows above the compass rose/arc when
a fault is detected in any of the data required to show a FMS
Map display.
When the MAP alert is present, FMS Map symbology is removed
from the display.
MFD: PAC (Path Attenuation Compensation) Alert Arc

PAC (Path Attenuation The areas on a weather radar display beyond the PAC alert arc
Compensation) Alert Arc may contain rainfall that does not show on the display.
The weather radar Path Attenuation Compensation (PAC)
feature automatically compensates for radar beam absorption
by heavier rainfall rates. If the rainfall rates are heavy enough,
the compensation provided by the PAC alert function can be
exceeded. A yellow PAC Alert arc shows at the perimeter of
the radar display to identify areas where the compensation has
been exceeded and that areas of unknown rainfall rates may
exist beyond the PAC alert arc.
MFD: RDR FAULT (Weather Radar System Fault) Alert
RDR FAULT (Weather Place the weather radar in the Standby (STBY) mode.
Radar System Fault) The yellow RDR FAULT alert replaces the GAIN and RADAR
Alert MODE elements of the radar data field next to LSK R2 when
a weather radar system fault is detected with a weather radar
overlay selected for display. The RDR FAULT alert flashes for 5
seconds and then shows steady.
The weather radar display may be degraded in a manner that is
not obvious to the pilot.
MFD: T±XX.XA (Weather Radar Antenna Tilt Angle) Alert
T±XX.XA (Weather Monitor weather radar antenna tilt angle.
Radar Antenna Tilt The yellow T±XX.X alert shows in the second line of the weather
Angle) Alert radar data field next to LSK R2 when the weather radar Auto
Tilt feature is not active and the commanded tilt value and the
reported tilt value from the weather radar do not agree with a
weather radar overlay selected for display.
The T±XX.XA alert shows in the second line of the weather
radar data field next to LSK R2 when the weather radar Auto Tilt
feature is active and the commanded Auto Tilt state (ON/OFF)
and the reported tilt state from the weather radar do not agree
with a weather radar overlay selected for display.

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CONTROL OR
INDICATOR FUNCTION/DESCRIPTION
DISPLAY
MFD: TA ONLY (TCAS TA Traffic) Alert
TA ONLY (TCAS TA Monitor TCAS for TA traffic.
Traffic) Alert The normally-cyan TA ONLY TCAS mode legend next to LSK R3
changes color to flashing yellow to indicate the detection of Traffic
Advisory (TA) traffic by TCAS regardless of whether or not a TCAS
format is selected for display.
MFD: T±XX.XA (Weather Radar Antenna Tilt Angle) Alert
T±XX.XA (Weather Monitor weather radar antenna tilt angle.
Radar Antenna Tilt The yellow T±XX.X alert shows in the second line of the weather
Angle) Alert radar data field next to LSK R2 when the weather radar Auto Tilt
feature is not active and the commanded tilt value and the reported
tilt value from the weather radar do not agree with a weather radar
overlay selected for display.
The T±XX.XA alert shows in the second line of the weather radar
data field next to LSK R2 when the weather radar Auto Tilt feature is
active and the commanded Auto Tilt state (ON/OFF) and the reported
tilt state from the weather radar do not agree with a weather radar
overlay selected for display.
MFD: TA ONLY (TCAS TA Traffic) Alert
TA ONLY (TCAS TA Monitor TCAS for TA traffic.
Traffic) Alert The normally-cyan TA ONLY TCAS mode legend next to LSK R3
changes color to flashing yellow to indicate the detection of Traffic
Advisory (TA) traffic by TCAS regardless of whether or not a TCAS
format is selected for display.
MFD: TCAS FAIL Alert
TCAS FAIL Alert Increase visual monitoring of surrounding airspace for intruder traffic.
The yellow TCAS FAIL alert shows next to LSK R3 in the TCAS mode
line when a TCAS fault is detected.
Failures related exclusively to the traffic display cause the message
when a TCAS traffic display is selected. A TCAS unit that is turned off
is considered to be failed.
The TCAS FAIL alert does not show on the MFD for failures that are
specifically related to Resolution Advisory displays.
MFD: TERRAIN FAIL (Active TAWS Fault) Alert
TERRAIN FAIL (Active Refer to the TAWS operating manual for failure conditions.
TAWS Fault) Alert The yellow TERRAIN FAIL alert shows above the aircraft symbol
when the terrain overlay is in view on the display and the TAWS
detects a fault, or missing or invalid terrain data. The TERRAIN FAIL
alert flashes for 5 seconds and then shows steady.
MFD: USTB (Weather Radar Antenna Unstabilized) Alert
USTB (Weather Radar No response required.
Antenna Unstabilized) The yellow USTB alert replaces the antenna tilt readout in the radar
Alert data field next to LSK R2 when attitude data to the radar fails while a
weather radar overlay is active. The USTB alert flashes for 5 seconds
and then shows steady.
When the USTB alert is showing and the antenna tilt angle is
changed, the USTB alert is replaced by the tilt readout for 5 seconds.
The USTB alert again replaces the tilt angle readout.

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MFD Advisory Flags and Messages

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CONTROL OR
Indicator FUNCTION/DESCRIPTION
DISPLAY
MFD: DISCONTINUITY Advisory
DISCONTINUITY Add or delete a waypoint in the FMS flight plan so that the
Advisory discontinuity is removed.
The white DISCONTINUITY advisory message shows above
the aircraft symbol when FMS is the active NAV source
and the FMS flight plan has reached a discontinuity. The
DISCONTINUITY advisory flashes for 5 seconds and then
shows steady.
MFD: MAP INCOMPLETE Advisory

MAP INCOMPLETE No response required.

Advisory The white MAP INCOMPLETE advisory message shows
below the aircraft symbol when the FMS cannot provide all the
requested map data, or when the flight display cannot show
all the received map data.
MFD: MAP RANGE XXXNM Advisory
MAP RANGE XXXNM No response required.
Advisory The white MAP RANGE XXXNM advisory shows below the
aircraft symbol when the FMS Map range does not agree with
the current display range. The XXX portion of the message
represents the range the FMS Map is set to:
ƒƒ When MAP RANGE XXXNM advisory shows, the FMS
Map symbology is removed.
ƒƒ When the display range is changed from the DCP, there
is a 10 secondS delay before this message shows to
enable FMS to synchronize to the new display range.
MFD: NO FLIGHT PLAN Advisory
NO FLIGHT PLAN Input a flight plan into the FMS.
Advisory The white NO FLIGHT PLAN advisory message shows above
the aircraft symbol when FMS is the active NAV source and no
flight plan exists. The NO FLIGHT PLAN advisory flashes for
5 seconds and then shows steady.
MFD: RADAR RANGE XXXNM Advisory
RADAR RANGE Push the RDR LSK R2 to remove the advisory.
XXXNM Advisory The white RADAR RANGE XXXNM advisory message shows
below the aircraft symbol when range data received from the
radar does not match the range currently set on the display
for more than 5 seconds. The XXX portion of the message
represents the range selected with the DCP RANGE knob.
When the RADAR RANGE XXXNM advisory shows, the
weather radar overlay is removed from display.
MFD: TERR RANGE XXXNM Advisory
TERR RANGE XXXNM Push the TERR LSK R2 to remove the advisory.
Advisory The white TERR RANGE XXXNM advisory message shows
below the aircraft symbol when range data received from
TAWS does not match the range currently set on the display
for more than 4 seconds. The XXX portion of the message
represents the range selected with the DCP RANGE knob.

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MFD Format Quick Access Messages
CONTROL OR DISPLAY FUNCTION/DESCRIPTION
MFD: Message Field
STORE FAULT Shows when a fault is detected that
prevents the system from storing the
current MFD values/states when a CCP
MEM1, MEM2, or MEM3 quick access
button is pushed.
STORE Release the button to complete the
STORE action.
Shows when a CCP MEM1, MEM2, or
MEM3 quick access button is pushed for
more than 3 seconds.
STORE COMPLETE Shows when a CCP MEM1, MEM2, or
MEM3 quick access button is released
and the current MFD display parameters
have successfully been stored.
RECALL COMPLETE Shows when a recall action is complete.

RECALL FAULT Shows when a recall action cannot be

achieved due to a fault.

MFD Display Message Window

CONTROL OR DISPLAY FUNCTION/DESCRIPTION
MFD: Display Message Window
FSU FAIL Shows when a fault is detected in the
FSU.
CCP FAIL Shows when a fault is detected in the
CCP.
CONFIG UPDATED Shows when the FSU configuration is
changed. This message is cancelled when
the FILE SERVER CONFIGURATION
page is in view.
CONFIG ERROR Shows when the FSU reports that an EAK
within the system cannot be recognized in
the FSU configuration table, or the FSU
Node software part number does not
match the one expected by the FSA.

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MFD E-Chart Cycle Messages

CONTROL OR DISPLAY FUNCTION/DESCRIPTION
MFD: Chart Status Field
OUT OF DATE Chart may still be usable, but data may no
longer be valid. Use with caution.
Shows when the selected E-Chart is out of
date.
CHECK DATE If satellites are not in view (for example, while
the aircraft is in a hangar), move the aircraft to
another location.
Shows when the system date or time is
invalid. The message may appear for a short
period of time while the GPS tries to acquire
satellites. If loss of system time or date is
temporary, message clears itself once system
time/date has been regained.

MFD E-Chart Fault Messages

CONTROL OR DISPLAY FUNCTION/DESCRIPTION
MFD: Message Field
CHARTS INOP Shows for 3 seconds when the CHART,
ZOOM, or orientation button on the CCP has
been pushed and the E-Charts application is
disabled. This message shows when GWX-
5000 is enabled.
CHART FAULT Shows when the chart data is corrupted or the
data cannot be retrieved.
NO CHART AVAILABLE Shows when no chart has yet to be selected, or
the previously selected chart was associated
with an airport that has been removed from
the Chart Main Index menu, when the Display
Chart State is entered.

MFD E-Chart Messages

CONTROL OR DISPLAY FUNCTION/DESCRIPTION
MFD: Message Window
PROCESSING REQUEST Shows when the requested chart is being
retrieved.
MFD: Chart Main Index Page: Charts

NO CHART COVERAGE AVAILABLE Shows when the origin, destination, alternate,

or other airport is not covered by the regions
contained within the current chart subscription.
MFD: NOTAM Page

PROCESSING REQUEST Shows when the requested NOTAM data is

being retrieved.
NOTAM DATA FAULT Shows when the requested NOTAM data is
corrupted or the data cannot be retrieved.

Nextant 400XT For Training Purposes Only 10-155

June 2012
 MFD GWX-5000 Messages
CONTROL OR DISPLAY FUNCTION/DESCRIPTION
MFD: GWX Message Field
GWX FAULT Shows when the GWX data is corrupted or
the data cannot be retrieved.
NO IMAGE AVAILABLE Shows when the GWX only mode is selected and:
ƒƒ No GWX image has been selected yet
ƒƒ The previously selected GWX image is
no longer available
ƒƒ There are no images for display.
PROCESSING REQUEST Shows when the system is retrieving a
requested image.

MFD GWX-3000 Messages

CONTROL OR DISPLAY FUNCTION/DESCRIPTION
MFD: GWX Message Field
GWX FAULT Shows when the GWX data is corrupted or the
data cannot be retrieved.
SUBSCRIPTION EXPIRED Move the aircraft out of the hanger.
Shows when one of the items that follow occurs:
ƒƒ Shows when the datalink receiver indicates
that the aircraft owner subscription to
datalink weather products has expired.
ƒƒ Shows when the XM Receiver does not
receive a valid satellite signal at power-up
(for example, while the aircraft is in a
hangar). Without satellite reception the
XM Receiver is unable to authorize an XM
Weather subscription. The message clears
when the XM Receiver receives a valid
satellite signal and completes subscription
authorization processing.
SIGMET OVERLAY INCOMPLETE Shows when the SIGMET overlay is selected
CHECK TEXT and the graphical plot data for a specific
SIGMET is not received by the datalink. NO
GRAPHICAL DATA shows in the Weather Report
sub-heading for the associated SIGMET.
MFD: SIGMET Report Page
NO GRAPHICAL SIGMET Shows in the upper right corner of the SIGMET
Report page when no graphical SIGMET data
is available.

10-156 For Training Purposes Only Nextant 400XT

June 2012
 Avionics

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

MFD: Graphical Weather Menu
ACQUIRING IMAGES Shows in the Animated NEXRAD selection box
on the GRAPHICAL WEATHER menu when not
enough images are available to animate. The
menu cursor indicator skips over the Animated
NEXRAD selection when there are not enough
images to animate.
AVAILABLE Shows in the Animated NEXRAD selection box
on the GRAPHICAL WEATHER menu when
there are enough images available to animate.

MFD E-MAP Messages

CONTROL OR DISPLAY FUNCTION/DESCRIPTION
MFD: E-Map Overlay Fault Messages
AIRSPACE FAULT Shows when the E-Map data is corrupted or the
data cannot be retrieved.
AIRWAYS FAULT Shows when the E-Map data is corrupted or the
data cannot be retrieved.
GEO-POL FAULT Shows when the E-Map data is corrupted or the
data cannot be retrieved.
NO AIRSPACE AVAILABLE Shows when a condition exists that prevents the
proper display of the data.
NO AIRWAYS AVAILABLE Shows when a condition exists that prevents the
proper display of the data.
NO GEO-POL AVAILABLE Shows when a condition exists that prevents the
proper display of the data.
PROCESSING REQUEST Shows when the requested E-Map overlay is
being retrieved.

MFD: GWX Status Messages

NEXRAD AGE HH:MM (White) Shows when the requested USA NEXRAD
image is available and the image has a valid
image time. The HH:MM readout is the age of
the NEXRAD image in hours and minutes
NEXRAD AGE HH:MM (Yellow) Shows with the age readout in yellow within a
yellow box when the product is old. Images are
considered old when the current time exceeds
the product next available time by more than
30 minutes.
NO USA NEXRAD AVAILABLE Shows when the GWX overlay is selected on
and there is no USA NEXRAD image stored
(no data available).

MFD: GWX Fault Messages

— — — — (four dashes) Shows in place of the image age readout when
the current time is missing or invalid or the
image valid time is not available.

GWX FAULT Shows when the GWX data is corrupted or the

data cannot be retrieved.

Nextant 400XT For Training Purposes Only 10-157

June 2012
 MFD Database Messages
CONTROL OR DISPLAY FUNCTION/DESCRIPTION
MFD: DATABASE EFFECTIVITY Page: Database Messages
SEE SUBSCRIPTIONS PAGE Shows in place of the last region listed in the
database details window when the number of
coverage regions exceeds 10.

NO REGIONS AVAILABLE FOR Shows in the coverage region portion of the

CURRENT SUBSCRIPTION database details window when there are no
coverage regions.
CHECK DATABASE STATUS Go to the DATABASE EFFECTIVITY page to
acknowledge the message.
Shows in yellow near the bottom of
the MFD when a database has been
determined to be expired, or a database
effectivity cannot be determined (due to the
loss of system time). This message shows
on every MFD format until it is cleared or
acknowledged by viewing the DATABASE
EFFECTIVITY page. The message shows only
when the aircraft is on the ground.
PROCESSING REQUEST Shows in the list field when the system is
retrieving data for display.

DATABASE EFFECTIVITY FAULT Shows in the list field instead of list data,
excluding FMS NAV data, when a database
effectivity fault is reported.

MFD: DATABASE EFFECTIVITY Page: Database Status Messages

CURRENT Shows when the associated installed database
is current.

NOT CURRENT Shows when the associated installed database

is not current.

10-158 For Training Purposes Only Nextant 400XT

June 2012
 Avionics

MFD Subscription Messages

CONTROL OR DISPLAY FUNCTION/DESCRIPTION
MFD: CHART SUBSCRIPTION Page: Regions Enabled Messages
NO REGIONS AVAILABLE FOR Shows when no chart regions are associated
CURRENT SUBSCRIPTION with the subscription serial number.
PROCESSING REQUEST Shows when the system is retrieving data for
display.
SUBSCRIPTION FAULT Shows when a regions enabled data fault is
reported.
MFD: CHART SUBSCRIPTION Page: Chart Subscription Messages
ACCEPTED KEY Shows next to the associated access code data
entry field when a valid access code is entered.
INVALID ENTRY Shows in yellow next to the associated access
code data entry field when an invalid access
code is entered. This message is removed when
a valid access code is entered.
PROCESSING Shows in white when the system is processing
access code message data.
CODE FAULT Shows in white when access code message data
is not received.

Nextant 400XT For Training Purposes Only 10-159

June 2012
 MFD FSU Configuration Messages
CONTROL OR DISPLAY FUNCTION/DESCRIPTION
MFD: FILE SERVER CONFIGURATION Page: Priced Option List Field Messages

NO PURCHASED OPTIONS Shows centered in place of the priced option list

when no priced option information is available.
PROCESSING REQUEST Shows when the system is retrieving data for
display.
FILE SERVER CONFIGURATION Shows when a file server configuration data fault
FAULT is reported.

MFD: FILE SERVER CONFIGURATION Page: EAK Data Entry Field Messages
ENTRY DISABLED IN AIR Shows while the system is airborne. The EAK
Data entry is disabled when this message is in
view.
KEY ACCEPTED Shows when the entered EAK is valid.
Alphanumeric data entry mode is exited upon
display of this message.
INVALID KEY Shows when the entered Software Key is
invalid. Alphanumeric data entry mode is exited
upon display of this message. The message is
cleared when a valid EAK is entered.
PROCESSING Shows in white when the system is processing
software key data.
CONFIG FAULT Shows in white when data Entry Status Field
data is not received.
MFD: FILE SERVER CONFIGURATION Page: Software Update Status Field
Messages
CYCLE FSU POWER TO Shows when a valid EAK has been entered, but
COMPLETE SOFTWARE the associated FSU function has not yet been
UPDATES enabled. The software mismatch message has
priority over this message.
FSA/NODE SOFTWARE ARE Shows when there is a mismatch between the
INCOMPATIBLE Node S/W part number that is contained in the
FSA configuration file (part of FSA load set) and
the actual Node S/W part number. This message
has priority over the cycle FSU power message.

10-160 For Training Purposes Only Nextant 400XT

June 2012
 11
Ice and Rain Protection
Contents

Ice and Rain Protection
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3
Airframe Anti-Icing
Wing Anti-Ice Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5



Figure: Wing Anti-Ice Modifications..............................................11-6
Engine Anti-Ice System

Nextant 400XT For Training Purposes Only 11-1

June 2012
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11-2 For Training Purposes Only Nextant 400XT

June 2012
 Ice and Rain Protection

Ice and Rain Protection

General
This section describes Ice and Rain Protection of the Nextant 400XT
aircraft.
This Ice and Rain Protection chapter will highlight the modifications made
in the Nextant 400XT after installation of FJ44-3AP turbofan engine and
Collins Pro Line 21 Engine Indication System (EIS).
The Wing Anti-Ice and Inlet Anti-Ice system have been modified. The
Wing Anti-Ice system is only slightly modified. The Inlet Anti-Ice still
uses bleed air circulated through the engine inlet lip to keep the inlet ice
free, however the electrical control and reporting of the circuit has been
changed.

Nextant 400XT For Training Purposes Only 11-3

June 2012
 This page intentionally left blank.

11-4 For Training Purposes Only Nextant 400XT

June 2012
 Ice and Rain Protection

Airframe Anti-Icing

Wing Anti-Ice Systems

The Wing Anti-Ice circuit has been modified as follows:
ƒƒ Moving the Wing Anti-Ice switch to the ON position will also activate
the Engine Anti-Ice to ON as well if it was not already ON. This
insures that the inlet lip will be warm if ice is shed from the wing and
strikes the engine. In most cases the pilot will already have Engine
Anti-Ice ON when the Wing Anti-Ice is activated.
ƒƒ The FADEC must be aware of Wing Anti-Ice in use. The signal
applied to the Wing Anti-Ice valve is monitored to serve this purpose.

Nextant 400XT For Training Purposes Only 11-5

June 2012
Wing Anti-Ice Modifications
ENGINE HEAT
'ON' LIGHT

ENGINE WING
HEAT ANTI-ICE
SWITCH SWITCH
ENG ICE TEMP
TT2 HT FAIL LOW

Oil
Pressure
Switch
TT2 HT
POWER
RELAY
INTAKE
HEAT
TT2 HT CURRENT
CURRENT SENSOR
SENSOR

FADEC
AIRFRAME
INTERFACE
BOX
FADEC

INTAKE
HEAT
TT2 VALVE
SENSOR
INTAKE
HEAT
TEMP
SENSOR
INTAKE
COWL

11-6 For Training Purposes Only Nextant 400XT

June 2012
 Ice and Rain Protection

Engine Anti-Ice System

The Engine Anti-Ice system control is changed considerably from the
existing aircraft. The Engine Anti-Ice now also activates the electric
heating power supplied to the TT2 probe.


CAUTIO
Regardless of the safety features designed into the system, do not
operate Engine Anti-ice ON the ground without the engine operating.
If the system must be operated without the engine operating, the
electrical connector for power to the TT2 heat should be disconnected
in the engine compartment. Flag or otherwise mark in an obvious way
that the connectors have been removed.

The existing Engine Anti-Ice valve installed just aft of the engine inlet
cowl is still used. It still functions electrically the same as in the 400A (the
valve requires power to close – with power removed the valve is open).
The existing intake heat temp sensor has been reused and controls the
same cockpit light (“Engine Ice Temp Low”) as the 400A aircraft.
With the Engine Anti-Ice switch in the OFF position, power is being
applied to the Engine Anti-Ice valve to keep it in the closed position.
This circuit now has a device called a current sensor installed to provide
information on the operation of the system. Any time power is flowing
to the Anti-Ice valve, the current sensor will be activated by the current
flow. When the current flow ceases, the current sensor relaxes, and the
Engine Anti- Ice valve will open. Contacts within the current sensor are
used to activate the white Engine Anti-Ice ON light in the cockpit, and to
signal the FADEC that Engine Anti-Ice is in use.
If the wire to the Engine Anti-Ice valve were to break, the valve would
open. This would not be apparent to the pilot as the Engine Anti-Ice
switches would be in the OFF position. In the 400A aircraft, the signal to
the Anti-Ice ON light in the cockpit goes through a relay that prevented
its operation unless the Engine Anti-Ice switch was in the ON position.
This would allow a broken wire to activate the Engine Anti-Ice with no
indications to the pilot. In the new circuit, the light is connected directly
to the current sensor. Anytime current is not flowing through the current
sensor, the Engine Anti-Ice is ON. This will be indicated to the pilot
through the illumination of the white Engine Anti-Ice ON light, and the
FADEC will be informed of the increased bleed flow being used. The
operation of this circuit can be seen when battery power is applied to
the aircraft. Because there is a slight delay as current makes its way to
the Anti-Ice valve on the engine, there will be a brief instant where the
current sensor is relaxed. This is indicated by a brief flash of the Engine
Anti-Ice ON lights.

Nextant 400XT For Training Purposes Only 11-7

June 2012
 The engine incorporates a Total Temperature and Total Pressure probe
(TT2) in the engine inlet. To prevent the formation of ice on the probe,
a heating element is incorporated into the probe. Engine Anti-Ice ON
also activates TT2 heat. The TT2 heat must not be operated without the
engine running (as little as 10 seconds of this condition could damage
the probe). To prevent this occurrence, the circuit is designed to sense
oil pressure as an indication that the engine is operating. Thus if the oil
pressure is zero, the TT2 heat will not be provided power regardless of
switch position. If the Engine Anti-Ice is turned ON without the engine
operating, the TT2 heat fail light will illuminate.

11-8 For Training Purposes Only Nextant 400XT

June 2012
 12
Miscellaneous
Contents

Miscellaneous
Crew Oxygen Masks..................................................................................12-5
Mode of Operation.................................................................................12-5


Figure: Annunciator Panel..............................................................12-6
Master Warning System
Annunciator Panel.....................................................................................12-7
Bleed Air Annunciators..........................................................................12-7
L OR R NO DISPATCH Annunciators....................................................12-8
Engine Annunciators..............................................................................12-8
FADEC Annunciators and Switches.......................................................12-9
GROUND IDLE Annunciation Illuminated In Flight. . . . . . . . . . . . . . . 12-10
Low Oil Pressure Warning During Uncoordinated Flight. . . . . . . . . . . 12-10
Master Annunciator Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-11
Warning Annunciators Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-11
Caution Advisory Status (CAS) Annunciators Panel. . . . . . . . . . . . . 12-12

Nextant 400XT For Training Purposes Only 12-1

June 2012
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12-2 For Training Purposes Only Nextant 400XT

June 2012
 Miscellaneous

Miscellaneous
This chapter will highlight the modifications made in the Nextant 400XT
after installation of FJ44-3AP turbofan engine and Collins Pro Line 21
Engine Indication System (EIS). Nextant 400XT is also equipped with
two B/E Aerospace Sweep On 2000 Comfort Control Oxygen Masks.

Nextant 400XT For Training Purposes Only 12-3

June 2012
 This page intentionally left blank.

12-4 For Training Purposes Only Nextant 400XT

June 2012
 Miscellaneous

Crew Oxygen Masks

Each crew member is provided with an oxygen mask with an integral
microphone. The Nextant 400XT is equipped with two B/E Aerospace
Sweep On 2000 Comfort Control Oxygen Masks for the flight deck crew
members. The Oxygen Mask can be used up to 45,000 ft.
The Sweep On is an easy-to-use, quick-donning oxygen supply that is
designed with crew comfort in mind. It features a soft silicone face seal
and a single knob regulator.
The masks are in cups on the outboard edge of each seat back for
immediate access by each crew member in the flight compartment.

Mode of Operation
The mask can be donned in less than five seconds and is designed for
pilot safety and comfort.
To operate the comfort control, push on the end of the harness near the
end of the mask. The harness will slide back, allowing the mask to fit
more comfortably during prolonged mask usage.
In case the harness has loosened, bump the red inflation lever to reset
the comfort control.
In the event of decompression, the pilot should push the same red
button used to inflate the harness during donning. The comfort control
will automatically return the mask to the original position.

Figure 12-1: Crew Oxygen Mask

Nextant 400XT For Training Purposes Only 12-5

June 2012
 12-6
Annunciator Panel

CABIN CABIN L OIL R OIL L B/A SRC R B/A SRC LF XFER RF XFER LF FLTR RF FLTR L NO R NO L BUS R BUS L ENG ICE R ENG ICE DOOR CABIN AIR HYD
PRESS LO PRESS HI PRESS LO PRESS LO FAIL FAIL PRESS LO PRESS LO BYPASS BYPASS DISPATCH DISPATCH FDR FAIL FDR FAIL TEMP LO TEMP LO UNLOCK OV HT LEVEL LO

L FIRE R FIRE L FUEL R FUEL L B/A R B/A L FUEL R FUEL LO FLTR RO FLTR L STALL R STALL BATT EMER BUS AIR COND ICE DET PITOT HT ANTI SKID RUD BST
DET FAIL DET FAIL PRESS LO PRESS LO OV PRESS OV PRESS LEVEL LO LEVEL LO BYPASS BYPASS WRN FAIL WRN FAIL CUT OFF FDR FAIL FAIL FAIL OFF FAIL FAIL

L WSHLD R WSHLD H STAB WING L FUEL R FUEL L WG TK R WG TK LH PMP RH PMP L GEN R GEN INV 1 INV 2 BL DEFOG FLAP L TT2 R TT2
OV HT OV HT ICE FAIL OV HT FEED FEED OV PRESS OV PRESS PRESS LO PRESS LO OFF OFF FAIL FAIL AIR FAIL AIR OV HT ASYM FAIL FAIL

Figure 12-2: Annunciator Panel

For Training Purposes Only

June 2012
Nextant 400XT
 Miscellaneous

Master Warning System

Annunciator Panel
The Nextant 400XT annunciator panel has been moved to above the
wet compass. Six new Master Caution Annunciators have been added
to the panel.

Bleed Air Annunciators

Annunciators Functions or Descriptions
L B/A R B/A
Amber Indicates that an overpressure
OV PRESS OV PRESS
has occurred in the bleed air supply
from the respective engine. The aircraft
will be protected through a relief valve
that will relieve the excessive pressure.
It is possible that with the relief valve
open, in icing conditions, higher than
normal engine thrust may be required to
keep the Inlet and Wing systems up to
the specified temperature. The Bleed Air
Supply system must be repaired before
further flight.
L B/A SRC R B/A SRC
Amber Indicates that a failure has
FAIL FAIL
occurred in the bleed source temperature
control system for the respective engine.
The bleed air temperature is unregulated
and will change with engine speed and
ambient conditions. If the engine bleed
air supplied to the aircraft exceeds
600°F, that engine’s supply will be shut
off to protect the aircraft systems. With
the light illuminated in icing conditions,
higher engine thrust may be required to
keep the Inlet and Wing systems up to
the specified temperature. The Bleed Air
Supply system must be repaired before
further flight.

Nextant 400XT For Training Purposes Only 12-7

June 2012
 L OR R NO DISPATCH Annunciators
Annunciators Functions or Descriptions
L NO R NO
Indicates an input to the FADEC has
DISPATCH DISPATCH
failed or exceeded tolerances, or a
FADEC channel is inoperative.
L TT2 R TT2
Indicates the heat for the PT2/TT2 probe
FAIL FAIL
has failed.

Engine Annunciators
Annunciators Functions or Descriptions
L OIL R OIL
Red Respective engine oil pressure is
PRESS LO PRESS LO
<25 PSI

LF FLTR RF FLTR
Amber Indicates a FDU fuel filter bypass
BYPASS BYPASS
or impending bypass (4±0.5 PSID)

Engine Control System Fault In Flight (FADEC)

(L or R NO Dispatch Annunciator Illuminated)

Indicates an input to the FADEC has failed or exceeded tolerances, or a

FADEC channel is inoperative.

OR

1. L or R FADEC RESET (Affected Engine). . . . . . . . . . . . . . . . PRESS

NOTE: Operating in visible moisture at an indicated RAT of +10˚C or
below may result in L OR R NO DISPATCH warning due to
ice accumulations on the engine PT2/TT2 probe. Select Engine
anti-ice ON. Allow sufficient time for the ice to clear then cycle
the associated L OR R FADEC RESET.

If L OR R NO DISPATCH remains Illuminated:

L FADEC R FADEC
CH A CH A
L FADEC
CH B OR R FADEC
CH B

2. L OR R FADEC CHA/CHB Select

(Affected Engine). . . . . . . . . . . . . . . . .SELECT OPPOSITE CHANNEL
If L OR R NO DISPATCH Remains Illuminated:
3. Land as soon as practical

12-8 For Training Purposes Only Nextant 400XT

June 2012
 Miscellaneous

FADEC Annunciators and Switches

L FADEC R FADEC
White Identifies the active FADEC
channel and allows the pilot to select the
CH A CH A
L FADEC R FADEC
CH B CH B
opposite FADEC channel at any time
provided the newly selected channel is
capable of controlling the engine.

Green Allows the pilot to reset the active

FADEC channel at any time and/or to
clear minor FADEC faults (MNT or TLD).

Flight idle: Inhibits the FADEC from

scheduling ground idle N2 with WOW
Ground idle: Allows the FADEC to
schedule ground idle N2 at WOW

OFF: Engine sync not selected

ON: Engine sync enabled. N1 is synced
at high power, N2 is synced at low
power; for the engine sync to engage
the throttles must be within 3º and both
engines must be in the same bleed
state; engine sync is inhibited at TO and
idle TLA or if TLA splits ≥6º; LH engine
is the master

Each selection of LEFT and RIGHT,

must be selected for not more than one
second prior to takeoff. Selection of
these positions tests the Gear Down and
Lock logics as well as WOW logic inputs
to the FADEC computers. Any rise in N2
speed after selection of each position is
an indication that there is a problem with
in the GDAL or WOW logic inputs

Nextant 400XT For Training Purposes Only 12-9

June 2012
 GROUND IDLE Annunciation Illuminated In Flight
If the Left or Right white GROUND IDLE annunciator illuminates in flight,
the affected engine will reduce to ground idle N2 when the applicable
throttle is moved to the idle stop.
Annunciators Functions or Descriptions
ƒƒ White On ground: Indicates normal
operation with the Ground Idle
switch in Ground Idle. At the idle
stop ground idle N2 is scheduled by
the FADEC.
ƒƒ White In flight: Indicates that the
engines may reduce to ground idle
N2 if the throttles are retarded to the
idle stop.

NOTE: If an engine must be accelerated from ground idle,

expect increased engine/go around thrust acceleration
time.
ƒƒ Check Flight – Ground Idle Switch. Select FLIGHT
IDLE.
ƒƒ Maintain minimum Flight Idle N2 speed as required
by advancing Power Lever(s).
ƒƒ After landing, select ground idle (if required) and refer
to the Engine Maintenance Manual, Troubleshooting
section.

Low Oil Pressure Warning During Uncoordinated

Flight
During periods of uncoordinated flight at approximately 20º bank angle or
greater, the left or right Red OIL PRESS LO annunciator may illuminate.
Return to coordinated flight as soon as practical.
Annunciators Functions or Descriptions
L OIL R OIL
Red Respective engine oil pressure is
PRESS LO PRESS LO
<25 PSI

12-10 For Training Purposes Only Nextant 400XT

June 2012
 Miscellaneous

Master Annunciator Panel

Warning Annunciators Panel
The warning annunciators are of the word-readout type. Whenever
a condition monitored by the annunciator system occurs, a signal is
generated and the appropriate annunciator is illuminated.
A Red master warning reset push button will begin flashing on the glare
shield.
Red Annunciators
No. Nomenclature Reason
1 CABIN PRESS LO LOSS OF CABIN PRESSURE
2 L FIRE DET FAIL LEFT FIRE DETECTOR HAS FAILED
3 L WSHLD OVHT LEFT WINDSHIELD TEMPERATURE IS HIGH
4 CABIN PRESS HI PRESSURE DIFFERENTIAL EXCEEDS 9.1 PSI
5 R FIRE DET FAIL RIGHT FIRE DETECTOR HAS FAILED
6 R WSHLD OVHT RIGHT WINDSHIELD TEMPERATURE IS HIGH
7 L OIL PRESS LO LEFT ENGINE OIL PRESSURE LOW
8 L FUEL PRESS LO LEFT ENGINE FUEL PRESSURE LOW
9 H STAB ICE FAIL HORIZONTAL STABILIZER DEICE SYSTEM
FAILURE
10 R OIL PRESS LO RIGHT ENGINE OIL PRESSURE LOW
11 R FUEL PRESS LO RIGHT ENGINE FULE PRESSURE LOW
12 WING OVHT WING ANTI-ICE TEMPERATURE IS HIGH

Figure 12-3: Warning Annunciators

Nextant 400XT For Training Purposes Only 12-11

June 2012
 Caution Advisory Status (CAS) Annunciators Panel
The CAS annunciator are of the word-readout type. Whenever a condition
monitored by the annunciator system occurs, a signal is generated and
the appropriate annunciator is illuminated.
An Amber master caution reset push button will begin flashing on the
glare shield.
Amber Annunciators
No. Nomenclature Reason
16 L B/A SRC FAIL LEFT BLEED AIR SOURCE FAILURE
17 L B/A OV PRESS LEFT BLEED AIR SYSTEM HAS SENSED AN
OVERPRESSURE CONDITION
18 L FUEL FEED LEFT ENGINE FEED TANK HAS LESS THAN
11.5 GALLONS
19 R B/A SRC FAIL RIGHT BLEED AIR SOURCE FAILURE
20 R B/A OV PRESS RIGHT BLEED AIR SYSTEM HAS SENSES AN
OVERPRESSURE CONDITION
21 R FUEL FEED RIGHT ENGINE FEED TANK HAS LESS THAN
11.5 GALLONS
22 LF XFER PRESS LO FUEL PRESSURE IN TRANSFER LINES IS LOW
DURING TRANSFER OPERATION
23 L FUEL LEVEL LO FUEL REMAINING IS LOW
24 L WG TK OV PRESS WING TANK PRESSURE IS HIGH
25 RF XFER PRESS LO FUEL PRESSURE IN TRANSFER LINES IS LOW
DURING TRANSFER OPERATION
26 R FUEL LEVEL LO FUEL REMAINING IS LOW
27 R WG TK OV PRESS WING TANK PRESSURE IS HIGH
28 LF FLTR BYPASS FUEL FILTER IS CLOGGED
29 LO FLTR BYPASS OIL FILTER IS CLOGGED
30 LH PMP PRESS LO LEFT HYDRAULIC PUMP HAS FAILED
31 RF FLTR BYPASS FUEL FILTER IS CLOGGED
32 RO FLTR BYPASS OIL FILTER IS CLOGGED
33 RH PMP PRESS LO RIGHT HYDRAULIC PUMP HAS FAILED
34 L NO DISPATCH LEFT FADEC IS INOPERATIVE OR INDICATES
AN INPUT TO THE FADEC HAS FAILED OR
EXCEEDED TOLERANCES
35 L STALL WRN FAIL LEFT STALL SHAKER INOPERATIVE
36 L GEN OFF GENERATOR IS INOPERATIVE
37 R NO DISPATCH RIGHT FADEC IS INOPERATIVE OR INDICATES
AN INPUT TO THE FADEC HAS FAILED OR
EXCEEDED TOLERANCES
38 R STALL WRN FAIL RIGHT STALL SHAKER INOPERATIVE
39 R GEN OFF GENERATOR IS INOPERATIVE
40 L BUS FDR FAIL ONE OF THREE FEEDERS HAS FAILED
41 BATT CUTOFF BATTERY RELAY HAS RELEASED
42 INV 1 FAIL INVERTER FAILED
43 R BUS ONE OF THREE FEEDERS HAS FAILED
FDR FAIL
44 EMER BUS FDR FAIL EMER BUS FEEDER HAS LOST POWER

12-12 For Training Purposes Only Nextant 400XT

June 2012
 52
51
50
49
48
47
46
45
No.

June 2012
Nextant 400XT
INV 2 FAIL

ICE DET FAIL

AIR COND FAIL

DOOR UNLOCK
BL AIR DCT FAIL

DEFOG AIR OV HT
L ENG ICE TEMP LO
Nomenclature

R ENG ICE TEMP LO

LOCKED

CABIN L OIL R OIL L B/A SRC R B/A SRC LF XFER RF XFER LF FLTR RF FLTR L NO R NO L BUS R BUS L ENG ICE R ENG ICE DOOR CABIN AIR HYD
INVERTER HAS FAILED

PRESS HI PRESS LO PRESS LO FAIL FAIL PRESS LO PRESS LO BYPASS BYPASS DISPATCH DISPATCH FDR FAIL FDR FAIL TEMP LO TEMP LO UNLOCK OV HT LEVEL LO
Amber Annunciators (Cont’d)

R FIRE L FUEL R FUEL L B/A R B/A L FUEL R FUEL LO FLTR RO FLTR L STALL R STALL BATT EMER BUS AIR COND ICE DET PITOT HT ANTI SKID RUD BST
Reason

ICE DETECTOR HAS FAILED

DET FAIL PRESS LO PRESS LO OV PRESS OV PRESS LEVEL LO LEVEL LO BYPASS BYPASS WRN FAIL WRN FAIL CUT OFF FDR FAIL FAIL FAIL OFF FAIL FAIL

R WSHLD H STAB WING L FUEL R FUEL L WG TK R WG TK LH PMP RH PMP L GEN R GEN INV 1 INV 2 BL DEFOG FLAP L TT2 R TT2
OV HT ICE FAIL OV HT FEED FEED OV PRESS OV PRESS PRESS LO PRESS LO OFF OFF FAIL FAIL AIR FAIL AIR OV HT ASYM FAIL FAIL
DUE TO HIGH TEMP OR PRESSURE

DEFOG AIR TEMPERATURE IS HIGH

ENGINE ANTI-ICE TEMPERATURE IS LOW
ENGINE ANTI-ICE TEMPERATURE IS LOW
AIR CONDITIONING SYSTEM IN THE EMER

Figure 12-4: CAS Annunciators

ENTRANCE OR AFT FUSELAGE DOOR NOT
HOT AIR LEAKAGE FROM BLEED AIR DUCT

For Training Purposes Only

Miscellaneous

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 13
Powerplant
Contents

Powerplant
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-3



Figure: FJ44-3AP Turbofan Engine . . . . . . . . . . . . . . . . . . . . 13-5


Figure: FJ44-3AP Turbofan Engine . . . . . . . . . . . . . . . . . . . . 13-7


Figure: FJ44-3AP Turbofan Engine – Side View . . . . . . . . . . 13-9



Figure: FJ44-3AP Turbofan Engine –
Front and Rear View. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-11
FJ44-3AP Turbofan Engine
Nacelles/Pylons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-13
Engine Cowlings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-13
Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-13
Low Pressure (LP) Shaft Module. . . . . . . . . . . . . . . . . . . . . . . . . . 13-13
Fan Group. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-14
LP Turbine Group. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-14
Core Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-14
Accessory Gearbox. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-14
Engine Indicating System (EIS). . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-15
Powerplant System
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-21


Figure: Engine Lubrication System. . . . . . . . . . . . . . . . . . . . 13-22
Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-23
Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-23
Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-24
Fuel-to-Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-24
Oil Filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-24
Oil Pressure Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-24
Oil Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-24
Air-Oil Separator System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-25
Transfer Tubes and Passages. . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-25
Centrifugal Breather. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-25


Figure: Hydromechanical Fuel System. . . . . . . . . . . . . . . . . 13-26
Fuel and Fuel Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-27
Fuel Filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-28
Fuel Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-28
Fuel Delivery Unit (FDU). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-28
Fuel Filter Bypass Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-28
Fuel Metering Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-29
Fuel Motive Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-29

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June 2012
 Fuel Shutoff Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-29
Fuel Manifold Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-29
Fuel Slinger. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-29
Fuel/Oil Heat Exchanger. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-29


Figure: FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-30
Engine Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-31
FADEC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-31
Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-35
Power Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-35
Synchronization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-35
Acceleration/Deceleration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-35
Flameout Detection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-36
Shutdown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-36
Critical Parameter Limiting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-36
Fault Annunciation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-36
Bleed Air System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-37
Preflight and Procedures
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-39
Engine Cycle Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-39
Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-40
Engine Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-40
Engine Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-41
Engine Operation
(Loss of Aircraft Electrical Power) . . . . . . . . . . . . . . . . . . . . . . . . . 13-44
Engine Failure in Landing Configuration. . . . . . . . . . . . . . . . . . . . 13-44
Engine Failure with the Autopilot Coupled. . . . . . . . . . . . . . . . . . . 13-44
Fire and Smoke Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-45
Electrical Fire or Smoke. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-45
Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-46
Loss of Both Generators
(L and R GEN OFF Annunciators Illuminated). . . . . . . . . . . . . . . . 13-46
Abnormal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-49
Engine Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-49
Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-53
Single Generator Horizontal Stabilizer Anti-ice Operation. . . . . . . 13-53
Powerplant Limitations


Figure: Interturbine Temperature (ITT)
Limits (Except Starting). . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-56



Figure: Interturbine Temperature (ITT) Limits (Starting). . . . 13-57


Figure: N2 Engine Overspeed Limits. . . . . . . . . . . . . . . . . . . 13-58



Figure: N1 Engine Overspeed Limits. . . . . . . . . . . . . . . . . . . 13-59
Starter/Generator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-60
Inflight Operation (Maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-60
Approved Fuel Additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-60
Fuel Temperature Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-61
Starting Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-61
All Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-61

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June 2012
 Powerplant

Powerplant

General
The Nextant 400XT aircraft is powered by two FJ44-3AP turbofan
engines, manufactured by Williams International. The engines are
enclosed in nacelles and are mounted to the airframe on pylons, one on
each side of the aft fuselage.
The FJ44-3AP turbofan is a two-spool co-rotating, axial flow engine with
a medium bypass ratio, mixed exhaust, and a high cycle pressure ratio.
It produces a minimum of 3,031 lbs of thrust at sea level, flat rated to an
ambient temperature of 77ºF (25ºC).
The FJ44-3AP turbofan engine is not equipped with thrust reversers.
The Low Pressure (LP) rotating group consists of a 22.9 inch diameter,
low aspect ratio, integrally bladed fan, and a three stage axial flow
Intermediate Pressure Compressor (IPC). The fan and IPC are driven
by a two stage axial flow turbine. The High Pressure (HP) rotating group
consists of a single stage, high pressure ratio, centrifugal compressor
driven by a single stage axial flow turbine. HP compressor discharge
air provides airflow to the HP and first stage LP turbine assemblies for
cooling.
LP rotating group speed (N1) is sensed by a dual element monopole
located in the interstage housing. HP rotating group speed (N2) is sensed
by a dual element monopole located in the accessory gearbox.
The accessory gearbox, driven by a tower shaft connected to the HP
rotating group, provides power to drive airframe and engine accessories.
These accessories include a starter-generator, the engine Fuel Delivery
Unit (FDU), engine oil pump, and an engine driven hydraulic pump.
Integral to the FDU is a Permanent Magnet Alternator (PMA). Once the
engine is at idle speed, the PMA provides primary electrical power to the
FADEC. The engine driven FDU provides four functions: fuel conditioning
(fuel/oil heat exchanger and fuel filter), fuel metering, inducer bleed valve
actuation, and FADEC power generation (PMA). In the event that the fuel
filter becomes blocked, a filter bypass will allow fuel to bypass the fuel
filter; and the L/R [ENG FUEL FLTR BYPAS] annunciator will illuminate.

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June 2012
 Powerplant

FJ44-3AP Turbofan Engine

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 Powerplant

FJ44-3AP Turbofan Engine

COMBUSTOR HIGH PRESSURE COMBUSTOR
COVER BLEED AIR PIPE PRIMARY PLATE
IGNITER

TWO STAGE LOW

N1 TOWER SHAFT PRESSURE
TURBINE (N1 )

LOW PRESSURE
FAN (N1)

~
Reproduced with permission of
Williams International.

PROPRIETARY INFORMATION
All technical data disclosed herein are
the property of Williams International ~ TURBINE
and are not to be duplicated or dis- AIR
closed to others for any purpose with-
out the written consent of Williams
International, Walled Lake Michigan.

AIR BYPASS
INTAKE AIR

HIGH PRESSURE HIGH PRESSURE SHAFT COMBUSTION

TURBINE NOZZLE TURBINE (N 2) SEPARATION CHAMBER
DETECTION
DEVICE
FUEL SLINGER ENGINE START
FUEL NOZZLE

INTERMEDIATE HIGH PRESSURE

CJPP001i-TM
N 2 TOWER SHAFT ACCESSORY CENTRIFUGAL COMBUSTION
PRESSURE AXIAL
GEARBOX COMPRESSOR (N 2) CHAMBER
COMPRESSOR

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June 2012
 Powerplant

FJ44-3AP Turbofan Engine – Side View

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June 2012
 Powerplant

FJ44-3AP Turbofan Engine – Front and Rear View

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June 2012
 Powerplant

FJ44-3AP Turbofan Engine

Nacelles/Pylons
The Nextant 400XT is equipped with new aerodynamically improved
engine nacelles to increase the performance. The Nextant 400XT aircraft
is equipped with redesigned engine pylons which make aircraft more
responsive to pitch inputs at VREF than Beechjet 400A JT-15D engines.
These engine pylons decrease drag, enhancing handling qualities at
VREF as well as contributing to decreased fuel flows and increased range.

Engine Cowlings
After installation of FJ44-3AP turbofan engines, the lower cowling is
easier to open.
The lower outboard cowlings are hinged and may be opened by releasing
four latches. To prevent damage to the lower cowl, care should be taken
when unlatching and securing the cowling fasteners in the correct order.
When opening the cowl, the smaller latches should be unfastened before
the two large ones. Close the cowling in reverse order by securing the
two larger latches first.
Without opening the engine cowling, an inspection port allows for
preflight inspection of the engine oil level. To check the oil quantity sight
gauge through the inspection port a flash light is required.

Components
Major components of the engine are:
ƒƒ Low Pressure (LP) shaft module
ƒƒ Fan group
ƒƒ Core module
ƒƒ LP turbine group
ƒƒ Accessory gearbox
ƒƒ FADEC

Low Pressure (LP) Shaft Module

The LP shaft module consists of the LP shaft, the No.1 and No.1.5
bearing supports, the No. 1 ball bearing and No. 1.5 roller bearing, and
No.1 carbon seal.

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June 2012
 Fan Group
The fan group consists of the spinner, the fan rotor, the fan housing and
fan stator, the 3-stage Intermediate Pressure (IP) compressor, and the
IP stator stages.

LP Turbine Group
The LP turbine group consists of the LP turbine module (first stage LP
turbine rotor, the second stage LP turbine nozzle assembly, the second
stage LP turbine rotor), rear housing, a heat exchanger, and the rear
case with exhaust mixer.

Core Module
The core module is made up of the interstage housing with integral oil
tank and first reduction bevel gear, the High Pressure Compressor (HPC)
and compressor cover, the HP shaft, pinion gear and No. 2 ball bearing,
the diffuser assembly, combustor cover assembly, fuel manifold and seal
assembly, fuel slinger and seal, and High Pressure (HP) turbine nozzle
and primary plate assembly, the HP turbine, and the first Low Pressure
Turbine (LPT) nozzle, including the No. 3 and No. 4 roller bearings and
seals.

Accessory Gearbox
The accessory gearbox module consists of the engine gearbox, engine
mounted sensors, Fuel Delivery Unit (FDU), oil pump, oil filter and
fuel/oil heat exchanger.

Full Authority Digital Engine Control (FADEC)

The engine is controlled by a dual channel Full Authority Digital Engine
Control (FADEC). The FADEC provides automatic control of fuel delivery
during engine start, power setting as a function of Throttle Lever Angle
(TLA), and engine transient protection. Either channel can be selected
as primary control with automatic reversion to the opposite channel
in the event of a failure. Channel switch over also normally occurs at
engine shutdown in preparation for the next engine start.

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June 2012
 Powerplant

Engine Indicating System (EIS)

The engine indicating systems replaces the round gauges on the
instrument panel and provide the visual indications of engine performance
throughout the engine’s operating range. The instruments, located on
the instrument panel, are arranged according to the importance of each
indication. The engine indicating systems consist of the dial indicators
and warning/annunciators. The EIS is normally displayed on both the
pilot’s (left) and copilot’s (right) MFD.
The EIS derives its data from ARINC 429 data outputs from the FADEC
computers to the MFD(s) for full-time display of Engine Fan RPM (N1),
Interstage Turbine Temperature (ITT) and Engine Turbine RPM (N2).
The two Data Concentrator Units (DCU) (one per engine) provide that
data to the MFD(s) for full-time display of Fuel Flow, Oil Pressure and
Oil Temperature values for each engine. Fuel Temperature and quantity
are also displayed. The EIS also displays alerts and warnings for engine
operation that is outside of normal limits and displays engine mis-
compare annunciators to indicate questionable engine data sources.
In a three display system the EIS is displayed on the Pilot’s MFD and
copilot’s PFD. During MFD reversion the EIS is displayed in the identical
format on the pilot’s PFD.
In a four display system the EIS is displayed on the #1 MFD and
#2 MFD.
During MFD reversion the EIS is displayed in the identical format on the
respective PFD.
The DCUs, #1 MFD and #1 CCP are powered by a standby battery in
event of aircraft power loss.
The EIS displays N1 and ITT information on round gauges with associated
digital numeric. N2, Fuel Flow, Oil Pressure, Oil Temperature, Fuel Temp,
and Fuel Quantity information are displayed in a digital-only format.

Figure 13-1: Normal Mode

The EIS analog pointers and digital displays will flash red or yellow for
5 seconds then remain steady if outside operating limits are normal.
During normal operation, N1 is displayed on the MFD. Reference
N1 is displayed in Magenta digitally in-between each N1/ITT gauge and
a magenta triangle on the N1/ITT gauge assembly. Reference N1 is set
automatically and displayed in coordination with the throttle setting and
indicates throttle lever position and reference N1 for this setting from
the FADEC. Reference N1 indications with TO (Takeoff), MCT (Max
Continuous) and CRU (Cruise). Reference N1 will be removed when in
Start mode and if Throttle Lever Angle (TLA) is below 12˚.

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June 2012
 Engine Instrument Markings
Control or Gauge Display Function/Description
N1
The color of the N1 pointer and the N1 digits are
GREEN when the displayed N1 is as follows:
ƒƒ ≤104.74 %
The color of the N1 pointer and the N1 digits are
Red when the displayed N1 is as follows:
ƒƒ ≥104.74%
Fail Indications:
ƒƒ Pointer and digits disappears and
N1 REF
The color of the N1 REF bug, N1 REF digits and
Operating Condition are MAGENTA and are
displayed as follows:
ƒƒ During “Start” condition, N1 REF bug, N1 REF
digits and Operating Condition are removed
ƒƒ During “Takeoff” condition, N1 REF bug, N1
REF digits and Operating Condition are shown
and “TO” is indicated above N1 REF digits.
ƒƒ During “MCT” condition, N1 REF bug, N1 REF
digits and Operating Condition are shown and
“MCT” is indicated above N1 REF digits.
ƒƒ During “Cruise” condition, N1 REF bug, N1 REF
digits and Operating Condition are shown and
“CRU” is indicated above N1 REF digits.
Fail Indications:
ƒƒ Bug and digits will be removed.
N2
The color of the N2 digits are GREEN when the
displayed N2 is as follows:
ƒƒ ≤ 100.85%
The color of the N2 digits flash for 5 seconds and
are RED when the displayed N2 is as follows:
ƒƒ > 100.85%
ƒƒ > 80% with Oil Temperature <10˚C
Fail Indications:
Fail indications are depicted

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 Powerplant

Engine Instrument Markings

Control or Gauge Display Function/Description
ITT
The color of the ITT pointer and the ITT digits are
White when the displayed ITT is as follows:
Engine in “Start” mode:
ƒƒ ≤ 900°C and redline on gauge display
representing 1,000˚C
Engine in “Takeoff” mode:
ƒƒ ≤ 872°C and redline on gauge display
representing 872˚C.
Engine in “MCT” mode or below:
ƒƒ ≤ 844°C and redline on gauge display
representing 844˚C.
The color of the ITT pointer and the ITT digits flash
for 5 seconds and are Yellow when the displayed
ITT is as follows:
Engine in “Start” mode:
ƒƒ >900˚C ≤ 15 seconds.
The color of the ITT pointer and the ITT digits flash
for 5 seconds and are Red when the displayed ITT
is as follows:
Engine in “Start” mode:
ƒƒ >900˚C >15 seconds.
ƒƒ >1,000˚C ≤15 seconds.
Engine in “Takeoff” mode:
ƒƒ >872°C
ƒƒ >844˚C >5 minutes twin engine operation
or >844˚C for >10 minutes single engine
operation.
Engine in “MCT” mode or below:
ƒƒ >844°C
Fail Indications
Pointer and digits disappears and

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June 2012
 Engine Instrument Markings
Control or Digital Display Function/Description
Oil Pressure
The color of the Oil Pressure digits are GREEN for
the following condition:
Ground Idle, Flight Idle or N2 < 80%:
ƒƒ 35-120 PSIG
The color of the Oil Pressure digits flash and are
YELLOW when any one of the following conditions
exists:
Ground Idle, Flight Idle or N2 < 80%:
ƒƒ >120 PSIG ≤ 5 minutes.
ƒƒ <35 PSIG ≤ 5 minutes
Transient with N2 > 80%:
ƒƒ >120 PSIG ≤ 5 minutes
Takeoff, MCT and Cruise Operation:
ƒƒ >120 PSIG ≤ 5 minutes
The color of the Oil Pressure digits are RED when
any one of the following conditions exists:
Ground Idle, Flight Idle or N2 < 80%:
ƒƒ <23 PSIG
ƒƒ >130 PSIG
ƒƒ <35 PSIG > 5 minutes
ƒƒ >120 PSIG > 5 minutes
Transient with N2 > 80%:
ƒƒ >120 PSIG > 5 minutes
ƒƒ >130 PSIG
Takeoff, MCT and Cruise Operation:
ƒƒ <45 PSIG
ƒƒ >120 PSIG > 5 minutes
ƒƒ >130 PSIG
Fail Indications:
ƒƒ Fail indications are depicted
Oil Temperature
The color of the OT digits are GREEN when the
displayed OT is as follows:
Starting, Ground Idle, Flight Idle or N2 < 80%:
ƒƒ -40 to 135˚C
N2 ≥ 80%:
ƒƒ 10 -135˚C
The color of the OT digits are YELLOW when the
displayed OT is as follows:
Starting, Ground Idle, Flight Idle or N2 < 80%:
ƒƒ >135˚C ≤ 5 minutes

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June 2012
 Powerplant

Engine Instrument Markings (Continued)

Control or Digital Display Function/Description
Oil Temperature (Continued)
The color of the OT digits are RED when the
displayed OT is as follows:
ƒƒ Starting, Ground Idle, Flight Idle or N2 < 80%
ƒƒ <-40˚C
ƒƒ >135˚C >5 minutes
ƒƒ >149˚C
ƒƒ N2 > 80%
ƒƒ <10˚C
ƒƒ >135˚C
Fail Indications:
ƒƒ Fail indications are depicted
Fuel Temperature
The color of the FT digits are GREEN when the
displayed FT is as follows:
ƒƒ -40 to 50°C
The color of the FT digits are RED when the
displayed FT is as follows:
ƒƒ < -40°C
ƒƒ > 50°C
Fail Indications:
ƒƒ Fail indications are depicted
Fuel Flow
Fail Indications:
ƒƒ Fail indications are depicted
Fuel Quantity
Fail Indications:
ƒƒ Fail indications are depicted

Nextant 400XT For Training Purposes Only 13-19

June 2012
 This page intentionally left blank.

13-20 For Training Purposes Only Nextant 400XT

June 2012
 Powerplant

Powerplant System
General
Powerplant systems include:
ƒƒ Lubrication System
ƒƒ Fuel and Fuel Control System
ƒƒ Engine Control System
ƒƒ Bleed Air System

Nextant 400XT For Training Purposes Only 13-21

June 2012
Engine Lubrication System

PRESSURE REGULATOR

SCREEN FILTERS

OIL FILL &

MAGNETIC PARTICLE
DIPSTICK
COLLECTOR

HP SHAFT
AND 1ST
REDUCTION OIL TANK
LUBE JET
VENT
SIPHON
BREAK

BRG TEMPERATURE SENSOR TAP

T
NO.2 P PRESSURE TAP
BRG BRG BRG BRG
NO.1 NO.1.5 NO.3 NO.4
BYPASS
TOWER
DUCT
SHAFT
VENT
BEARINGS
DISCHARGE BYPASS
TOWER SHAFT VALVE
SPLINE
INJECTOR
MAIN SYSTEM
NOZZLE
FILTER
1/2 OIL FILTER
CAVITY ∆P OIL-FUEL
DRAIN INDICATOR HEAT EXCHANGER

FUEL
BYPASS
VALVE

RELIEF VALVE
LUBE AND
SCAVENGE
PUMP
GEARBOX

GEARBOX PRESSURE
LUBE JET FOR 2ND REDUCTION ELEMENT
GEAR, TOWER SHAFT AND
GENERATOR SPLINE

SCAVENGE
GEARBOX AIR/OIL SEPARATOR ELEMENTS

OIL DRAIN

13-22 For Training Purposes Only Nextant 400XT

June 2012
 Powerplant

Lubrication System
The Lubrication System provides cooled, pressurized oil for lubrication
and cooling of engine bearings and accessory drive gears and bearings.
The oil system consists of an oil tank/oil level sight glass (integral to the
engine interstage housing), oil filter and filter bypass indicator, oil pump
and pressure regulator, air/oil separator, magnetic chip collector, and a
fuel/oil heat exchanger.
The Williams FJ44-3AP turbine engine uses following oil specification:
ƒƒ Mobile Jet II - MIL-L-23699
ƒƒ Mobile 254 - MIL-L-23699
The oil system includes:
ƒƒ Oil Tank
ƒƒ Oil Pump
ƒƒ Fuel-to-Oil Cooler
ƒƒ Oil Filter
ƒƒ Oil Pressure Regulator
ƒƒ Oil Indication
ƒƒ Air-Oil Separator System
ƒƒ Magnetic Chip Detector
ƒƒ Transfer Tubes and Passages
ƒƒ Centrifugal Breather
The oil system ensures that filtered oil, within the specified pressure
and temperature limits, is circulated through the engine, scavenged and
de-aerated, and returned to the oil tank.

Oil Tank
The oil tank is integral to the engine interstage housing and is internally
vented to the forward bearing cavity through a 5 PSI pressurizing
valve which, in turn, is vented to the bypass duct via the gearbox air-oil
separator. A reservoir vent valve and bypass duct pressure reference
ensure sufficient oil tank pressure for efficient pump operation at all
altitudes.
A gravity type oil fill port with a bayonet closure cap assembly is provided
at the sight glass location on the outboard side of the engine. The filler
cap assembly includes a valve to prevent oil loss if the cap is left off. The
sight gauge is marked with two levels: FULL and ADD. The oil volume
between these levels is approximately 1 U.S. quart. The oil tank filler
port is designed such that the oil tank cannot be over-filled even if the oil
filler port is over-filled.

Nextant 400XT For Training Purposes Only 13-23

June 2012
 Oil Pump
The lube system uses a positive displacement oil pump composed of
one pressure and two scavenge elements contained in a single housing.
All inlet and discharge ports are located on the pump mounting flange
face to facilitate pump removal. A pressure relief valve is included in
the pump housing. This valve will limit the pressure rise across the
lube element under cold start conditions to provide protection against
excessive filter and cooler pressurization. Screens and magnetic chip
collectors that protect the pump elements from large particles are also
included. The lube element chip collector also serves as the oil tank
drain.

Fuel-to-Oil Cooler
Oil is cooled by the fuel/oil heat exchanger which is an all-aluminum,
folded counterflow, plate fin unit. The oil cooler includes a bypass valve,
actuated at 30-35 PSID to ensure oil flow at colder oil temperatures.

Oil Filter
The main oil filter of the lubrication system is a disposable cartridge
rated at 3 microns. The filter element is contained in a stainless steel
housing attached to the gearbox.

Oil Pressure Regulator

The pressure regulator is located on the interstage housing downstream
of the oil filter, oil cooler and oil manifold. This location assures oil
pressure independent of pressure drops in these components due to
cold viscous oil or oil filter blockage. It is an adjustable poppet-type valve
and regulates the pressure by bypassing oil back to the oil tank.

Oil Indication
Oil level is established by the oil sight glass on the side of the
engine interstage housing. During uncoordinated attitude of flights at
approximately 20° bank or greater, the engine oil pressure warning
annunciator may illuminate.

Figure 13-2: Sight Gauge

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June 2012
 Powerplant

Air-Oil Separator System

Air from the engine bearing compartments and accessory gearbox is
vented overboard through a centrifugal impeller air-oil separator. The
air-oil separator is mounted on the hydraulic pump drive gear shaft
of the accessory gearbox. The pressure difference between air in the
gearbox and ambient pressure causes the air-oil mist in the gearbox to
flow through the impeller. As the mist passes through the impeller, the
oil particles adhere to the vanes, and are thrown outward by centrifugal
force. The relatively oil-free air passes through the hollow hydraulic
pump drive gear shaft to an overboard vent line.

Transfer Tubes and Passages

External transfer tubes and internal passages carry oil from the oil pump
to the engine bearings and accessory gearbox. Additional tubes and
passages carry oil from the bearings to the accessory gearbox and
bearing sumps back to the scavenge side of the oil pump.

Centrifugal Breather
Breather air from the engine bearing compartments and from the
accessory gearbox is vented overboard through an impeller-type
centrifugal breather installed in the accessory gearbox. The bearing
compartments are connected to the accessory gearbox by cored
passages and existing scavenge oil return lines.

Nextant 400XT For Training Purposes Only 13-25

June 2012
Hydromechanical Fuel System

FUEL
SLINGER
TO
AIRCRAFT MOTIVE FLOW
TO AIRCRAFT
200 MICRON
ABSOLUTE
FILTER
∆P
INDICATOR N2
FUEL FILTER SPEED
TEMPERATURE PORT FUEL
FILTER BYPASS MANIFOLD
VALVE FUEL FLOW
FUEL METERING METER
FUEL HEATER
AND CONTROL
FILTER FUNCTION
20 MICRON TO
LUBE ENGINE
SYSTEM
START
NOZZLE

FUEL INLET
PRESSURE PORT

FUEL INLET
FROM AIRCRAFT
GEAR PUMP
BOOST STAGE PMA

FUEL DELIVERY
UNIT
GEARBOX
DRIVE
ELECTRICAL ELECTRICAL
CONNECTION CONNECTION
TO FADEC TO FADEC
CHANNEL A CHANNEL B

13-26 For Training Purposes Only Nextant 400XT

June 2012
 Powerplant

Fuel and Fuel Control System

The fuel system consists of a Fuel Delivery Unit (FDU), a fuel/oil heat
exchanger and a manifold/fuel slinger delivery system. The engine fuel
system accepts fuel from the aircraft system and delivers it in the proper
quantity in an atomized form to the combustor for ignition. Excess fuel is
available as motive flow for airframe jet pump use and distribution.
Fuel enters the FDU where it is pressurized and routed to the fuel/oil
heat exchanger. The fuel is heated (oil cooled) to prevent icing and
returned to the fuel filter element. After filtering, fuel is moved by the
positive displacement pump to the fuel metering section of the FDU.
Metered fuel is split as it leaves the FDU. Approximately 9 PPH is routed
to an atomizing nozzle positioned in the burner to enhance cold day
and altitude start capability. The remainder of metered flow passes
through the fuel flow meter (airframe provided) then enters the core
engine through the fuel manifold tube. A filter screen is located in the
manifold tube. The manifold tube follows the contour of the diffuser to
a fuel distribution manifold where the fuel is supplied to the underside
of the fuel slinger. The fuel slinger, which rotates with the HP rotary
group, ejects the fuel radially through a series of delivery holes into the
combustion zone.

The engine fuel system includes:

ƒƒ Fuel Filter
ƒƒ Fuel Pump
ƒƒ Fuel Delivery Unit (FDU)
ƒƒ Fuel Filter Bypass Valve
ƒƒ Fuel Metering Valve
ƒƒ Fuel Motive Flow
ƒƒ Fuel Shutoff Valve
ƒƒ Fuel Manifold Assembly
ƒƒ Fuel Slinger
ƒƒ Fuel/Oil Heat Exchanger
The engine driven fuel Delivery Unit (FDU) provides four functions:
ƒƒ Fuel conditioning (Fuel/oil heat exchanger and fuel filter)
ƒƒ Fuel metering
ƒƒ Inducer bleed valve actuation
ƒƒ Power FADEC with Permanent Magnetic Alternator (PMA)
In the event of fuel filter blockage condition, a filter bypass will allow fuel
to bypass the fuel filter and the L/R ENG FUEL FLTR BYPAS annunciator
will illuminate.

Nextant 400XT For Training Purposes Only 13-27

June 2012
 Fuel Filter
A 20 micron disposable fuel filter element is located between the boost
and high pressure pump elements. In the event that the fuel filter
becomes blocked, a filter bypass valve located adjacent to the filter will
allow fuel to bypass the fuel filter for continued engine operation. Fuel
filter bypass will not begin below a filter differential pressure of 9 PSID.
An electrical fuel filter differential pressure switch senses the pressure
drop across the fuel filter and will signal impending bypass (4 ±0.5 PSID)
to an indicator in the cockpit to warn the operator of an impending filter
bypass. The indication of impending bypass will be removed when the
fuel filter differential pressure drops below 2 ±1 PSID.

Fuel Pump
The fuel pump consists of a centrifugal boost element and a high
pressure positive displacement element. The boost stage is designed to
provide charging pressure to the gear stage inlet to accommodate low
inlet pressure and suction feed conditions. The high pressure gear stage
delivers fuel at the required pressures for FDU and engine operation.
A high pressure relief valve is located in the FDU to protect the high
pressure pump element and other fuel system components from over-
pressurization by limiting the total system pressure. If high pressure
relief is required, fuel flow from the high pressure element is bypassed
directly back to its inlet (boost pressure).

Fuel Delivery Unit (FDU)

The FDU is engine driven through the FDU-to-gearbox attachment and
includes the main engine fuel pump, main engine fuel filter, metering
components and a Permanent Magnet Alternator (PMA).

Fuel Filter Bypass Valve

The fuel filter electrical indicator (delta P switch) is installed on the
FDU. The delta P switch senses the pressure drop across the fuel filter.
There is a fuel filter bypass valve internal to the FDU that allows fuel to
continue to flow into the gear pump if the differential pressure between
the filter inlet and outlet passages reaches 10 PSID. When 4 (±0.5) PSID
is present, an annuciator light in the cockpit will illuminate, indicating
impending bypass. The lamp will remain illuminated until differential
pressure drops below 1.5 PSID.

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June 2012
 Powerplant

Fuel Metering Valve

Fuel from the high pressure pump element is sent to the fuel metering
valve. The metering valve is driven by a dual element stepper motor
and schedules all fuel flow from minimum to maximum fuel flow levels
in response to commands from the active FADEC channel. The FDU
requires pressurized fuel to function. Pressurization at high altitudes and
near idle conditions is provided by a pressurizing valve. The valve also
splits the metered flow between the start nozzle and engine manifold and
provides positive (drop tight) fuel shutoff for both flow paths. Fuel flow
measurements taken from between the FDU and the engine manifold
must always account for start nozzle flow.

Fuel Motive Flow

The use of motive flow is required for the FJ44-3AP engine. Fuel flow
from the high pressure pump element that is not scheduled to the engine
is bypassed back to the inlet of the pump element. This bypassed flow
is available as motive flow for airframe jet pump operation. The FDU
provides a regulated motive pressure to the aircraft system. Actual
motive flow and pressure will be a function of the jet pump size and
aircraft fuel system efficiency. The FDU contains no motive flow shutoff
function.

Fuel Shutoff Valve

An integral dual coil solenoid fuel shutoff valve causes fuel flow to be
terminated when power is removed from the solenoid. The shutoff valve also
includes a mechanical shutdown function that is actuated by a Low Pressure
(LP) shaft separation mechanism attached to the exterior of the FDU. In the
event of a LP shaft separation, the aft movement of the LP turbine rotors
triggers a cable release to actuate the mechanical shutdown function.

Fuel Manifold Assembly

The fuel manifold supplies fuel to the fuel slinger in the combustion
section. The manifold tube goes through the front bypass duct by way
of the right service island and enters the diffuser case. The manifold
supplies fuel to the under side of the rotating fuel slinger.

Fuel Slinger
The fuel slinger is located on the HP shaft between the combustor cover
and the primary plate. It is part of the seal and fuel slinger assembly.
Fuel is supplied to the under side of the slinger by the fuel manifold.
The fuel is ejected radially outward into the combustion zone through a
series of holes in the slinger.

Fuel/Oil Heat Exchanger

The fuel/oil heat exchanger is mounted on the engine gearbox. It uses
fuel from the FDU to cool engine oil and heat the fuel before it reaches
the integral fuel filter in the FDU. Fuel temperature at the fuel filter is
approximately the same as main oil temperature, thereby eliminating the
need to add anti-icing additive to the fuel supply.

Nextant 400XT For Training Purposes Only 13-29

June 2012
 13-30
MOTIVE FLOW
FADEC

AIRFRAME

FUEL SUPPLY

DRAIN
OVERBOARD
FDU
FUEL PUMP
FUEL FILTER AND
BYPASS GEARBOX DRIVE ENGINE
FUEL FILTER
IMPENDING METERING UNIT SHAFT SPEED GEARBOX
AIRFRAME
ANALOG ANALOG ANALOG AIRFRAME AIRFRAME BYPASS SWITCH
ARINC FADEC POWER
N1 N2 ITT I/O POWER
COMMUNICATION SUPPLY
INSTRUMENTATION
PORTS
THREE PHASE POWER FUEL INLET
PRESSURE
FUEL FILTER
DUAL CHANNEL TEMPERATURE
FADEC FUEL FLOW COMMAND
FAN SHAFT
FUEL FLOW FEEDBACK SEPARATION
SHUTDOWN

TRANSIENT
NORMAL / OVERSPEED BLEED VALVE
SHUTDOWN
COMMAND ENGINE
CROSS
ENGINE CHANNEL A TO B TO MANIFOLD
BLEED VALVE COMMAND
FADEC

For Training Purposes Only

CROSS ENGINE
SERIAL
COMMUNICATION TO START NOZZLE
FUEL / OIL HEAT
EXCHANGER

CHANNEL B TO A

ENGINE INSTRUMENTATION

(SPEEDS, PRESSURES, TEMPERATURES, ETC)

June 2012
Nextant 400XT
 Powerplant

Engine Control System

Engine control system includes:
ƒƒ FADEC
ƒƒ Ignition System
ƒƒ Engine Starting
ƒƒ Power Setting
ƒƒ Synchronization
ƒƒ Acceleration/Deceleration
ƒƒ Flameout Detection
ƒƒ Shutdown
ƒƒ Critical Parameter Limiting
ƒƒ Fault Annunciation

FADEC
Engine control is maintained through a dual channel FADEC system.
The FADEC system is comprised of a gearbox mounted FDU and an
aircraft mounted FADEC unit and all engine sensors necessary to
provide complete and safe operation of the engine. The airframe supplies
power, TLA, and numerous discrete inputs to define airplane state. The
engine sensor inputs to the FADEC include N1, N2, ITT and engine inlet
total pressure and total temperature (PT2/TT2). Integration between the
FADEC and airframe is predominately electrical.
Upon power up the FADEC automatically initiates a self-test routine.
During the first 15 seconds all FADEC annunciators cycle on then off.
If a FADEC channel is capable of controlling the engine, the L or R NO
DISPATCH annunciator will remain off and the active FADEC channel
L OR R [FADEC CH A/B] annunciator will illuminate. If the L OR R NO
DISPATCH annunciators remain illuminated, flight is prohibited.

Figure 13-3: FADEC Test Annunciators

Nextant 400XT For Training Purposes Only 13-31

June 2012
 FADEC Inputs/ Outputs (I/O)
Inputs Outputs
From the engine: ƒƒ FDU
ƒƒ N1, N2, ITT, PT2/TT2 ƒƒ Inducer bleed valve (open during start, accel/decel and N2 <77%).
ƒƒ Ignition control/start termination (Ignition ON at TLA = idle {ground starts igniters alternate/
From the airframe: airstarts use both igniters}, Starter and ignition termination N2=40%).

ƒƒ TLA ƒƒ N1, N2 overspeed protection (~108% N1, ~104% N2).

ƒƒ TLA shutdown discrete ƒƒ ITT limiting (ITT is held to 1,000ºC during start and a fixed margin above the 891ºC transient
redline during run).
ƒƒ Channel select (A/B)
ƒƒ Auto ignition (IGN) (Approach: landing gear down/locked and TLA<MCT; Engine flameout:
ƒƒ GDAL discrete
engine flameout detected – time rate of change of ITT vs. N2).
(landing gear down/locked)
ƒƒ Determination of N1 for takeoff, climb, max cruise and flight idle (As a function of PT2/TT2,
ƒƒ WOW discrete
TLA and engine anti-ice).
ƒƒ Flight idle discrete
ƒƒ Determination of N1 for ground idle (As a function of WOW and flight idle select switch) .
ƒƒ Engine anti-ice state
ƒƒ Engine Sync (N1 at high power, N2 at low power; to engage TLAs must be within 3º and
(including PT2/TT2 heater
both engines in the same bleed state; sync inhibited at TO and idle TLA or TLA split ≥6º; LH
state)
engine is master).
ƒƒ Engine Sync discrete
ƒƒ Arinc 429 data bus for EIS (N1, N2, ITT).
From the aircraft ADC:
ƒƒ RS422 data bus for data download.
ƒƒ TAT

13-32 For Training Purposes Only Nextant 400XT

June 2012
 Powerplant

Full Authority Digital Engine Control (FADEC)

(Continued)
Engine Start
During the start sequence, when the throttle is positioned to idle and
N2 is >7.3%, engine ignition is activated, and fuel flow is scheduled as
a function of PT2/TT2 and N2 speed. After light off, fuel flow is regulated
to meet the required N2 acceleration schedule and limit the start ITT.
However, since the FADEC cannot reduce fuel flow below the minimum
fuel flow schedule it remains the pilot’s responsibility to monitor ITT
throughout the start.
During start, the FADEC commands the inducer bleed valve open.

Power Setting
The FADEC schedules N1 between ground idle and takeoff power as a
function of TLA, PT2/TT2 and engine anti-ice bleed state:
ƒƒ Takeoff (TO Flat): TLA = 34º±4, takeoff N1 is scheduled.
ƒƒ Maximum Continuous/Climb (MCT Flat): TLA = 23º±2, maximum
continuous N1 is scheduled for one engine inoperative (OEI)
operations. Climb N1 is scheduled for normal two engine operations.
ƒƒ Cruise (CRU Flat): TLA = 14º±2, maximum cruise N1 is scheduled.
ƒƒ Idle (flight or ground): TLA = -22º±2, idle N2 is scheduled. Flight
idle/ground idle are scheduled per the airframe WOW discrete. The
transition between flight idle and ground idle, with the WOW discrete
set, the pilot can override ground idle by selecting the Ground Idle
switch to the FLIGHT IDLE position.
ƒƒ Cutoff: TLA = -32.75º±2.75, the FADEC will command engine
shutdown.

Nextant 400XT For Training Purposes Only 13-33

June 2012
 FADEC Annunciators

Annunciators Functions or Descriptions

White On ground: Indicates normal operation with
the Ground Idle switch in Ground Idle. At the idle
stop ground idle N2 is scheduled by the FADEC.
White In flight: Indicates that the engines may
reduce to ground idle N2 if the throttles are retarded
to the idle stop.

FADEC Switches and Switch/Annunciators

L FADEC R FADEC
White Identifies the active FADEC channel and
CH A
L FADEC
CH A
R FADEC
allows the pilot to select the opposite FADEC
CH B CH B channel at any time provided the newly selected
channel is capable of controlling the engine
Green Allows the pilot to reset the active FADEC
channel at any time and/or to clear minor FADEC
faults (MNT or TLD).

Flight idle: Inhibits the FADEC from scheduling

ground idle N2 with WOW.
Ground idle: Allows the FADEC to schedule ground
idle N2 at WOW.

OFF: Engine sync not selected.

ON: Engine sync enabled. N1 is synced at high
power, N2 is synced at low power; for the engine
sync to engage the throttles must be within 3º and
both engines must be in the same bleed state;
engine sync is inhibited at TO and idle TLA or if
TLA splits ≥6º; LH engine is the master.
Each selection of LEFT and RIGHT, must be
selected for not more than one second prior to
takeoff. Selection of these positions tests the Gear
Down and Lock logics as well as WOW logic inputs
to the FADEC computers. Any rise in N2 speed
after selection of each position is an indication that
there is a problem with in the GDAL or WOW logic
inputs.

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June 2012
 Powerplant

Ignition System
The Ignition System provides spark to ignite the fuel-air mixture inside
the combustion section. The ignition switching system gives 29 VDC to
the engine ignition exciters as required for proper engine operation. The
ignition unit consists of two capacitive-discharge, single-output exciters
located at the 1 O’clock position next to the front engine mounts. They
are airframe DC powered and supply electrical pulses of sufficient
voltage and current through coaxial cables to fire recessed gap–type
igniters during starting and operation. Each unit is capable of continuous
operation over the steady-state voltage range of 10 to 30 VDC. Average
steady-state input current is 3 Amperes per exciter. The peak input current
is 6 Amperes and the starting in–rush current limit is 25 Amperes. The
ignition system current draw (2 exciters) is double the stated currents.
The minimum spark rate is one spark per second per igniter with an input
of 10 VDC. Maximum sparking rate is six sparks per second per igniter
plug at any input voltage from 10 to 30 VDC. The igniter is capable
of continuous operation at all points of the operating envelope.The
aircraft shall provide the electrical power to the engine ignition system in
response to igniter on commands from the FADEC system.

Power Setting
The FADEC schedules engine speed between ground idle and takeoff
power settings as a function of aircraft Throttle Lever Angle (TLA),
engine inlet total temperature (Tt2) and engine inlet total pressure (PT2).
The FADEC schedules N1 speed at high power and N2 speed at low
power. The FADEC contains throttle detents for shutdown, idle (GND &
AIR), max cruise, max continuous (Climb), and takeoff power settings.
The FADEC automatically adjusts power settings for aircraft bleed air
requirements, anti-ice requirements, and flight conditions.

Synchronization
Synchronization is provided by the FADEC for twin engine operation.
Two airframe discrete inputs activate synchronization and determine the
master/slave engine.

Acceleration/Deceleration
Engine acceleration/deceleration is scheduled based on speed error to
throttle setting (TLA) and is scheduled as a function of the rate of change
in fuel flow, N2, TT2 and PT2. When engine acceleration or deceleration
is commanded, the FADEC issues a command to the FDU to open the
inducer bleed valve during the transient to reduce the air load on the HP
compressor and increase transient surge margin.

Nextant 400XT For Training Purposes Only 13-35

June 2012
 Flameout Detection
The FADEC monitors the time rate of change of ITT and N2 speed to
determine if engine combustion has been lost. If a flameout has been
detected, a recovery fuel flow is scheduled and a request to activate the
igniters sent to the aircraft.

Shutdown
Engine shutdown is commanded by positioning the throttle within the
shutdown TLA flat. The FADEC will also command engine shutoff
when the TLA Shutdown Discrete is activated, providing redundancy in
shutdown execution. The FADEC will also command engine shutdown if
the either an N1 overspeed or N2 overspeed is detected.

Critical Parameter Limiting

One of the principal functions of the FADEC is to provide limiting for critical
parameters; N1, N2, ITT. The FADEC continuously monitors and governs
N1 and N2 to protect for overspeed conditions and protect the integrity of
the engine. If either an N1 or N2 overspeed condition is detected by the
FADEC software, it will automatically initiate an engine shut down. The
FADEC also contains an independent Overspeed Protection System
(OPS) to protect the engine which receives an N2 signal from a speed
sensor contained within the FDU PMA.

Fault Annunciation
The FADEC system automatically engages self check logic upon initial
FADEC power up.

13-36 For Training Purposes Only Nextant 400XT

June 2012
 Powerplant

Bleed Air System

The HP compressor discharge air is used to drive aircraft systems such
as cabin heating, anti-ice, deice, and cabin pressurization.
Two HP bleed ports, located on the forward bypass duct, are available
for airframe use (pressurization and anti-ice). Nominal total HP bleed
air extraction is limited to 50 Pounds Per Minute (PPM). During one
engine inoperative conditions an HP bleed air extraction of up to
90 PPM is allowed. An inducer bleed valve, controlled by the FDU, will
vent HP air to improve engine transient characteristics (open during start,
acceleration, deceleration and at low engine power settings <77% N2).
The Engine Fan Bleed air (LP) is used to cool the generator. The High
Pressure Bleed Air (HP) is used to pressurize the aircraft, for anti-icing
systems and Utility air systems. Distribution is regulated by PRSOV
valves mounted on the engine. The system also contains an overtemp
switch and an overpressure switch to ensure the safety of the system.
BLEED AIR ANNUNCIATORS
Amber Indicates an overpressure has occurred
L B/A L B/A
OV PRESS OV PRESS in the bleed air supply from the respective
engine. The aircraft will be protected through a
relief valve that will relieve excessive pressure.
It is possible that with the relief valve open,
in icing conditions higher than normal engine
thrust may be required to keep Inlet and Wing
systems up to temperature. The Bleed Air
Supply system must be repaired before further
flight.
Amber Indicates that a failure has occurred
L B/A SRC R B/A SRC
FAIL FAIL in the bleed source temperature control
system for the respective engine. The bleed
air temperature will be unregulated and will
change with engine speed and ambient
conditions. If the engine bleed air being
supplied to the aircraft exceeds 600°F, that
engines supply will be shut off to protect
aircraft systems. With the light illuminated in
icing conditions, higher engine thrust may be
required to keep the Inlet and Wing systems up
to temperature. The Bleed Air Supply system
must be repaired before further flight.
ENGINE ANNUNCIATORS
Red Respective engine oil pressure is <25 PSI.
L OIL R OIL
PRESS LO PRESS LO

Amber Indicates a FDU fuel filter bypass or

LF FLTR RF FLTR
BYPASS BYPASS impending bypass (4±0.5 PSID).

Nextant 400XT For Training Purposes Only 13-37

June 2012
 This page intentionally left blank.

13-38 For Training Purposes Only Nextant 400XT

June 2012
 Powerplant

Preflight and Procedures

Preflight
During the preflight inspection, visually inspect the engine inlet for
foreign objects. Inspect the fan blades for any evidence of damage
(e.g. nicks, cracks, dents). Verify that the generator cooling air exhaust
and fuel drain masts are clear.
Check the engine exhaust and bypass ducts for condition and foreign
objects. Check for fuel leakage, damaged turbine blades, cracks and
general security of the entire area. Check that the oil filler cap and
access door are secure.

Engine Cycle Procedures

Maintenance is scheduled based on engine operating hours and flight
cycles. Operating hours are accumulated whenever the engine is
running at idle speed or above. It is, therefore, necessary to record flight
cycles (both partial and full) in addition to operating hours. The total true
cycles will be the sum of full and partial cycles accumulated during each
flight and must be recorded in the airplane log book for each individual
engine at the completion of each flight as follows:
Full Cycle:
ƒƒ Engine starts to idle, throttle is advanced to takeoff power setting
and subsequent shutdown, regardless of duration.
Partial Cycle:
ƒƒ Touch-and-go landing shall be recorded as a half cycle.
ƒƒ Full stop landing without engine shutdown shall be recorded as a
half cycle. Cycles need not be counted during ground operation
conducted for purposes of normal engine and aircraft maintenance.

Nextant 400XT For Training Purposes Only 13-39

June 2012
 Emergency Procedures


NOTE: Immediate action procedures are delineated by bold
type with the remaining procedures following.

Engine Systems
Engine Failure During Takeoff (Below V1 – Takeoff Aborted)
1. Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
2. Thrust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
3. Speed Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTEND

NOTE: Aborted Takeoff requires that the wheel brakes be

applied at the scheduled V1 speed to meet the scheduled
takeoff field length.

Engine Failure During Takeoff (Above V1 - Takeoff Continued)

1. Nose Up Pitch Attitude at Rotation (VR) . . . . . . . . 13-15°DESIRED
2. Landing Gear (When Positive Climb Established). . . . . . . . . . . UP
3. Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN V2
4. Landing Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RET/OFF
5. Airspeed (At 400 ft AGL) . . . . . . . . . . . . . . . . . . . . . . . ACCELERATE
FLAPS 10°: V2+10 KIAS
FLAPS 20°: V2+20 KIAS
6. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0°
7. Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . ACCELERATE TO 140 KIAS
8. Continue with Planned Take-off Flight Path
9. Anti-Ice/Deice Systems . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
10. Complete ENGINE SHUTDOWN OR FAILURE IN FLIGHT
procedure (after Reaching 1,500 ft AGL).


NOTE: In the event of an overweight landing, refer to the Model
400A Maintenance Manual HARD OR OVERWEIGHT
LANDING.

13-40 For Training Purposes Only Nextant 400XT

June 2012
 Powerplant

Engine Fire

NOTE: In the event of an engine fire, the appropriate ENG FIRE
PUSH switch will illuminate and the aural tone will sound.

1. Thrust (Affected Engine). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE

If ENG FIRE PUSH Switch Remains Illuminated:
2. Thrust Lever (Affected Engine) . . . . . . . . . . . . . . . . . . . . . CUTOFF
3. Illuminated Engine Fire Switch . . . . . . . . . . . . . . . . . . . . . . . PUSH
4. Either Fire Bottle Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH

NOTE: The aural fire warning tone may be silenced by pushing

the ENG FIRE BELL OFF button.

5. Engine Sync . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

6. Generator Reset (Affected Engine). . . . . . . . . . . . . . . . . . . . . . . . OFF
7. Jet Pump (Affected Engine). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
8. Boost Pump (Affected Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
9. Cabin Pressure Source. . . . . . . . . . . . . . . . . . OPERATING ENGINE
10. Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
11.Fuel/Hydraulic Valve Close Lights
(Affected Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED

If Indications of Fire Persist:

12. Remaining Illuminated Fire Bottle Switch . . . . . . . . . . . . . . . . PUSH

WARNIN


If it has not or cannot be visibly verified that the fire has been
extinguished, immediately land at the nearest suitable airport.

If Fuel Crossfeed is Required

13. Boost Pump (Affected Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . ON,
PRIOR TO SELECTING CROSSFEED

Nextant 400XT For Training Purposes Only 13-41

June 2012
 Engine Fire Detector Failure
(L or R FIRE DET FAIL Annunciator Illuminated)
If the FIRE DET FAIL annunciator illuminates following an ENG FIRE
PUSH switch illumination, the fire should be considered to still be
burning.
1. Engine Fire Procedures . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
2. Remaining Illuminated Fire Bottle Switch. . . . . . . . . . . . . . . PUSH
3. Land. . . . . . . . . . . . . . . . . . . . . . . . . NEAREST SUITABLE AIRPORT
If the FIRE DET FAIL annunciator illuminates without an ENG FIRE
PUSH switch illumination or any other indication of an engine fire.
4. Repair fault prior to next flight.


NOTE: The loss of either the Left or Right Electrical Load
Buss will result in the respective engine fire detector
becoming inoperative. The loss of the Emergency Buss
will cause the loss of aural fire warning and the FIRE
DET FAIL warning annunciators. However, both engine
fire detectors and the respective fire warning lights will
remain operative.

Engine Shutdown or Failure Inflight

NOTE: If the engine is being shutdown for training or with no

mechanical difficulty, retard the THRUST LEVER to
IDLE for two minutes to stabilize ITT prior to shutdown.

1. Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF

2. Engine Anti-Ice (Inoperative Engine). . . . . . . . . . . . . . . . . . . . . . . OFF
3. Generator Reset (Inoperative Engine). . . . . . . . . . . . . . . . . . . . . OFF
4. Ignition (Inoperative Engine). . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
5. Boost Pump (Inoperative Engine). . . . . . . . . . . . . . . . . . . . . . . . . ON
6. Fuel Crossfeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
7. Cabin Pressure Source. . . . . . . . . . . . . . . . . . OPERATING ENGINE
8. Engine Sync . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
9. TCAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
10. Electrical Load (Operating Engine). . . . . . . . . . . . . WITHIN LIMITS

CAUTIO
If no fire hazard exists, do not push engine fire (ENG FIRE PUSH)
button. Keep boost pump on to prevent damage to engine fuel
pump. If Engine shutdown or failure occurs at high altitude
and maximum range is necessary, establish en-route climb
configuration (170 KIAS).

13-42 For Training Purposes Only Nextant 400XT

June 2012
 Powerplant

Dual Engine Flameout

NOTE: The FADEC monitors the time rate of change of ITT and
N2 speed to determine if engine combustion has been
lost. If a flameout has been detected, a recovery fuel
flow is scheduled and a request to activate the igniters
is sent to the aircraft.

Immediate Relight:
1. N2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY ABOVE 50%
2. Ignitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON OR AUTO
3. Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
4. ITT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
If N2 is Not Above 50% or Neither Engine Relights:
5. Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER


NOTE: The throttle levers must be placed in CUTOFF to reset
FADEC logic..

6. Thrust Levers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF

Once Airplane is Established within the Airstart Envelope:
7. Battery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
8. Cabin Pressure Source. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
9. Complete AIR START Procedure (Windmilling Preferred) With Left
or Right Engine
If Neither Engine Airstarts:
10. Initiate EMERGENCY LANDING or DITCHING PROCEDURES, as
appropriate, in Hawker Beechcraft Beechjet 400A AFM Section 3.

Low Oil Pressure

Below limits or L or R OIL PRESS LO Annunciator Illuminated:
1. Thrust (Affected Engine) . . . . . . . . . . . . . . REDUCE (Below 80% N2)
If Digits Change to Yellow or Green:
2. Thrust (Affected Engine) . . . . . . . . . . . . . . MAINTAIN(Below 80% N2)
3. Land as soon as Practical


NOTE: Engine Operation in the Yellow range is permitted for up to
5 minutes, with N2<80%. The EIS Display monitors
elapsed time and will turn the digits red if 5 minutes is
exceeded.

If Digits Remain Red or Return to Red:

4. Initiate ENGINE SHUTDOWN Procedure.

Nextant 400XT For Training Purposes Only 13-43

June 2012
 Engine Operation
(Loss of Aircraft Electrical Power)

CAUTIO
Expect ND FADEC fault annunciation since some fadec systems
have been disabled. Expect to default to BL 2 anti-icing maximum
thrust levels. Expect possible inaccurate automatic power
settings, and reduced engine response. Avoid fast throttle
movement.

1. Exit icing conditions (due to possible loss of Tt2 sensor anti-icing).

2. Descend to or below 15,000 ft altitude as soon as practical
(due to possible inaccurate Tt2 & Pt2 inputs into FADEC).
3. If normal electrical
power is restored . . . . . . . . . . . . . . . . .Maintenance Reset - CYCLE

Engine Failure in Landing Configuration

If an engine failure is experienced while in the landing configuration,
immediately adjust the thrust of the operating engine as required and
set the airspeed at VREF. Set the thrust lever on the inoperative engine
to CUTOFF and the boost pump to ON. Carry out the Before Landing
procedure.

Engine Failure with the Autopilot Coupled

The autopilot is able to control the airplane in the event of an engine
failure. If on an instrument approach, advance the thrust lever on the
operating engine to maintain a minimum speed of VREF +5 Kts.

13-44 For Training Purposes Only Nextant 400XT

June 2012
 Powerplant

Fire and Smoke Protection

Electrical Fire or Smoke
Reference Hawker Beechcraft Beechjet 400A AFM Section 3 Emergency
Procedures.
The following WARNING applies:

WARNIN

When both Master Generator (MASTER) switches are selected to

EMER and the battery selected OFF, all electrical power except
standby power is lost. Operative components are as follows:
RK-1 AND AFTER
ƒƒ No. 1 Multi-Function Display (MFD) with Engine Indication
System (EIS)
ƒƒ No. 1 Attitude Heading Reference System (AHRS)
ƒƒ No. 1 File Server Unit (FSU)
ƒƒ No. 1 Display Control Panel (DCP)
ƒƒ No. 1 Cursor Control Panel (CCP)
ƒƒ No. 1 & 2 Digital Concentration Unit (DCU)
ƒƒ Standby Attitude Indicator and Lighting
ƒƒ Standby Airspeed Indicator and Lighting
ƒƒ Standby Altimeter Lighting
ƒƒ Standby Magnetic Compass Lighting
ƒƒ No. 1 COMM
ƒƒ No. 1 Radio Tuning Unit (RTU)
ƒƒ Pilot’s and Copilot’s Headphone and Hand Mic
ƒƒ Interphone will be inoperative
RK-45, RK-49 AND AFTER
ƒƒ Pilot’s and Copilot’s Boom Mic
Engine FADEC operation will revert to Bleed level 2 anti-icing
maximum thrust levels and engine thrust loss will be noted. Engine
anti-ice valves will open providing inlet ice protection.
The following hydraulically powered systems will not be functional:
ƒƒ Landing Gear (use ALTERNATE GEAR EXTENSION)
ƒƒ Flaps
ƒƒ Speed Brakes
ƒƒ Anti-Skid System
Landing distance will increase approximately 40%.

Nextant 400XT For Training Purposes Only 13-45

June 2012
 Electrical System
Loss of Both Generators
(L and R GEN OFF Annunciators Illuminated)
Reference Hawker Beechcraft Beechjet 400A AFM Section 3 Emergency
Procedures. The following WARNING applies:


WARNIN
When both Master Generator (MASTER) switches and the Battery
switch are selected to EMER, all electrical power except standby
power and the battery fed Emergency Bus is lost.
Normal pitch trim is inoperative. Select Emergency Pitch Trim
when operating on the Emergency Bus. Engine FADEC operation
will revert to Bleed level 2 anti-icing maximum thrust levels and
engine thrust loss will be noted. Engine anti-ice valves will open
providing inlet ice protection. Operative components are as
follows:
ƒƒ No. 1 Multifunction Display (MFD) with Engine Indication
System (EIS)
ƒƒ No. 1 Attitude Heading Reference System (AHRS)
ƒƒ No. 1 File Server Unit (FSU)
ƒƒ No. 1 Display Control Panel (DCP)
ƒƒ No. 1 Cursor Control Panel (CCP)
ƒƒ No. 1 & 2 Digital Concentration Unit (DCU)
ƒƒ Standby Attitude Indicator and Lighting
ƒƒ *Standby Airspeed Indicator
ƒƒ *Standby Altimeter Lighting
ƒƒ *Standby Magnetic Compass
ƒƒ Standby Instrument Lighting
ƒƒ Instrument Flood Lights
ƒƒ Swivel (gooseneck) Lights
ƒƒ No. 1 COMM
ƒƒ No. 1 NAV
ƒƒ No. 1 Radio Tuning Unit (RTU)
ƒƒ Pilot’s Headphone and Hand Mic (Interphone will be inoperative)
ƒƒ Copilot’s Headphone/Speaker and Boom Mic/Hand Mic
* Equipment operation is not time limited.

13-46 For Training Purposes Only Nextant 400XT

June 2012
 Powerplant

Loss of Both Generators

(L and R GEN OFF Annunciators Illuminated)
(Continued)

WARNIN

RK-45, RK-49 THRU RK-162 includes all the above and adds:
ƒƒ Pilot’s Speaker and Boom Mic
ƒƒ Interphone
ƒƒ ADF 1 (when modified in accordance with Service Bulletin 24-3199)
RK-163 AND AFTER includes all the above and adds:
ƒƒ ADF 1 (when modified in accordance with Service Bulletin
24-3199, and RK-230 AND AFTER)
ƒƒ Copilot Pitot/Static Heat
The following hydraulically powered systems will not be functional:
ƒƒ Landing Gear (use ALTERNATE GEAR EXTENSION)
ƒƒ Flaps
ƒƒ Speed Brakes
ƒƒ Anti-Skid System
Landing distance will increase approximately 40%.
* Equipment operation is not time limited.

Nextant 400XT For Training Purposes Only 13-47

June 2012
 Master Annunciators (Red Annunciators)
No. Nomenclature Reason
1 CABIN PRESS LO LOSS OF CABIN PRESSURE
2 L FIRE DET FAIL LEFT FIRE DETECTOR HAS FAILED

3 L WSHLD OVHT LEFT WINDSHIELD TEMPERATURE IS HIGH

4 CABIN PRESS HI PRESSURE DIFFERENTIAL EXCEEDS 9.1 PSI
5 R FIRE DET FAIL RIGHT FIRE DETECTOR HAS FAILED
6 R WSHLD OVHT RIGHT WINDSHIELD TEMPERATURE IS HIGH
7 L OIL PRESS LO LEFT ENGINE OIL PRESSURE LOW
8 L FUEL PRESS LO LEFT ENGINE FUEL PRESSURE LOW
9 H STAB ICE FAIL HORIZONTAL STABILIZER DEICE SYSTEM FAILURE
10 R OIL PRESS LO RIGHT ENGINE OIL PRESSURE LOW
11 R FUEL PRESS LO RIGHT ENGINE FUEL PRESSURE LOW
12 WING OVHT WING ANTI-ICE TEMPERATURE IS HIGH

Figure 13-4: Master Annunciator Panel

13-48 For Training Purposes Only Nextant 400XT

June 2012
 Powerplant

Abnormal Procedures
Engine Systems
Failure of Engine to Light (Affected Engine)
If Ground Start or Starter Assisted Air Start:
1. Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
2. Ignition Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
3. Motor Engine for 15 seconds to purge fuel, then press Engine Start
Disengage (PUSH TO DISENGAGE) button.
4. FADEC Channel Select (Air Start Only) . . . . . . SELECT OPPOSITE
CHANNEL
If Windmilling Air Start:
5. Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
6. Windmill engine for 30 seconds before attempting another start.
Airstart


CAUTIO
Do not attempt to restart an engine that has been shut down due
to obvious mechanical difficulties or fire.

Pre-start Check (Inoperative Engine)

1. Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
2. Cabin Pressure Source. . . . . . . . . . . . . . . . . . . OPERATIVE ENGINE
3. Boost Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
4. Jet Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
6. Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. Airspeed and Altitude. . . . . . . . . . . . . . . SEE AIRSTART ENVELOPE


NOTE: Inflight, starter assisted air starts are accomplished with
the battery, regardless of the position of the generator
reset switches.

Starter Assisted Start (Inoperative Engine)

1. N2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BELOW 24%
2. Engine Start Select . . . . . . . . . . . . . . . . . . . . INOPERATIVE ENGINE
3. Engine Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
4. Thrust Lever . . . . . . . . . . . . . . . IDLE BETWEEN 7.3% AND 16% N2


CAUTIO
Engine may not light-off if N2 is greater than 16%.

5. Engine Instruments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN LIMITS

Nextant 400XT For Training Purposes Only 13-49

June 2012
 Windmilling Start (Inoperative Engine)
1. N2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BELOW 24%
2. Thrust Lever . . . . . . . . . . . . . . . IDLE BETWEEN 7.3% AND 16% N2
3. Engine Instruments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN LIMITS

NOTE: A relight should normally be obtained within 10 seconds

after the thrust lever is positioned to the IDLE and will
be confirmed by the fuel flow indication and increase in
rpm and ITT.

Post-Start Check (Affected Engine)

1. Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
2. Engine Start Select . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3. Cabin Pressure Source. . . . . . . . . . . . . . . . . . . . . . . . . BOTH NORM
4. Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
5. Generator Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET/NORM
6. Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
7. Jet Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
8. Boost Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO

Figure 13-5: Airstart Envelope

NOTE: When battery switch has been turned OFF due to a

depleted or overheated battery, air start should be
accomplished by the WINDMILLING START procedure

13-50 For Training Purposes Only Nextant 400XT

June 2012
 Powerplant

Engine Control System Fault in Flight (FADEC)

(L or R NO Dispatch Annunciator Illuminated)
Indicates an input to the FADEC has failed or exceeded tolerances, or a
FADEC channel is inoperative.
1. L or R FADEC RESET (Affected Engine) . . . . . . . . . . . . . . . PRESS

OR

NOTE: Operating in visible moisture at an indicated RAT of

+10˚C or below may result in L OR R NO DISPATCH
warning due to ice accumulations on the engine PT2/TT2
probe. Select Engine anti-ice ON. Allow Sufficient time
for the ice to clear then cycle the associated L OR R
FADEC RESET.

If L OR R NO DISPATCH remains Illuminated:

2. L OR R FADEC CHA/CHB Select
(Affected Engine). . . . . . . . . . . . . . . SELECT OPPOSITE CHANNEL
L FADEC R FADEC
CH A CH A
L FADEC
CH B OR R FADEC
CH B

If L OR R NO DISPATCH Remains Illuminated:

3. Land as soon as practical


CAUTIO
Possible inaccurate power settings. Avoid fast throttle movement.
If no thrust lever response, engine operation can continue, if
within limits. If aircraft situation permits, shut down engine by
setting thrust lever to shutdown position.

Engine Anti-ice System Inoperative

(L or R ENG ICE TEMP LO ANNUNCIATOR ILLUMINATED)
1. Thrust (Affected Engine) . . . . . . . . . . . . INCREASE (ABOVE 78% N2)
2. Circuit Breakers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
3. Engine Anti-Ice (Affected Engine). . . . . . . . . . . . . . . . OFF, THEN ON

NOTE: If either ENG ICE TEMP LO annunciator remains

illuminated, assume the engine anti-ice system has
failed. Avoid icing environment.

Nextant 400XT For Training Purposes Only 13-51

June 2012
 Engine PT2/TT2 Probe Heat Failure
(L or R TT2 FAIL Annunciator Illuminated)
If Engine Anti-Ice Switches are OFF:
1. Operate engine normally, correct after flight
If Engine Anti-Ice Switches are ON:
2. Circuit Breakers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
3. Engine Anti-ice (Affected Engine) . . . . . . . . . . . . . . . . OFF, THEN ON


NOTE: If either TT2 FAIL annunciator remains illuminated,
assume the PT2/TT2 heater system has failed. Avoid icing
environment.

Engine Bleed Air Source Failure

(L or R B/A SRC FAIL Annunciator Illuminated)
1. Bleed Air System Control. . . . . . . . . . . . . . . . . . OPPOSITE ENGINE
2. Thrust Lever(Affected Engine). . . . . . . . . . . . . . . . . . . . . . . . REDUCE
3. Circuit Breakers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
4. Bleed Air System Control. . . . . . . . . . . . . . . . . . . . . . . .BOTH NORM


NOTE: If either B/A SRC FAIL annunciator remains illuminated,
assume the BLEED AIR System has failed for
the respective engine. Return Bleed Air System
Control to the opposite engine and continue flight.
Repair/Troubleshoot before next flight.

Engine Bleed Air Over Pressure (L or R B/A OV Press

Annunciator Illuminated)
1. Bleed Air System Control. . . . . . . . . . . . . . . . . . OPPOSITE ENGINE
2. Thrust Lever(Affected Engine). . . . . . . . . . . . . . . . . . . . . . . . REDUCE
3. Circuit Breakers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
4. Bleed Air System Control. . . . . . . . . . . . . . . . . . . . . . . .BOTH NORM


NOTE: If either B/A OV PRESS annunciator remains illuminated,
assume the BLEED AIR System has failed for the
respective engine. Return Bleed Air System Control
to the opposite engine and continue flight. Repair/
Troubleshoot before next flight.

13-52 For Training Purposes Only Nextant 400XT

June 2012
 Powerplant

Operations
Single Generator Horizontal Stabilizer Anti-ice
Operation


NOTE: Horizontal Stabilizer Anti-Ice operation during single
generator operation should be limited to ISA + 9ºC or
less as indicated on the Multi Function Display(s) unless
ice accretion is observed.

Flight Through Volcanic Ash

Flight through volcanic ash should be avoided if possible. Volcanic ash
is an abrasive material which can cause acidic corrosion, compressor
and turbine blade erosion and oil system contamination. If volcanic
ash is encountered at night or in a cloud, it may be difficult to detect.
If you have flown through volcanic ash, monitor engine parameters to
ensure they are within allowable limits. If engine parameters are not
within allowable limits, if possible, shut down the affected engine. If
flight through volcanic ash occurs, follow the Volcanic Ash Ingestion
troubleshooting chart (Maintenance Manual).
Flight After Lightning Strike
If an engine has a lightning strike, monitor engine parameters to ensure
they are within allowable limits. Adjust the throttle as required to remain
within limits. If engine parameters are not within allowable limits, if
possible, shut down the affected engine. Refer to Hawker Beechcraft
Beechjet 400A AFM, Section 3, ENGINE SHUTDOWN procedures.
If a lightning strike occurs, follow the Lightning Strike Troubleshooting
and Inspection chart (Maintenance Manual).
Flight Through Heavy Rain or Hail


NOTE: Avoid flying through storm cells and avoid areas of
heavy rain or hail, where possible. Flight through heavy
rain or hail may cause fluctuations in engine parameters.
These parameters should return to normal on leaving
the area of heavy rain.

If you are flying in the area of heavy rain or hail:

Ignition Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Aircraft Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
Flight Near/Over Salt Water
If an engine has been operated near or over salt water, refer to the
Maintenance Manual, Recommended Maintenance section for the
powerplant water wash policy.

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 Ground Idle Annunciation Illuminated in Flight
If the Left or Right White GROUND IDLE annunciator illuminates in flight,
the affected engine will reduce to ground idle N2 when the applicable
throttle is moved to the idle stop.


NOTE: If an engine must be accelerated from ground idle,
expect increased engine/go around thrust acceleration
time.
1. Check Flight – Ground Idle Switch. Select FLIGHT
IDLE.
2. Maintain minimum Flight Idle N2 speed as required by
advancing Power Lever(s).
3. After landing, select ground idle (if required) and refer
to the Engine Maintenance Manual, Troubleshooting
section.

Low Oil Pressure Warning during Uncoordinated Flight

During periods of uncoordinated flight at approximately 20º bank angle or
greater, the left or right Red OIL PRESS LO annunciator may illuminate.
Return to coordinated flight as soon as practical.

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 Powerplant

Powerplant Limitations
Number of Engines
Two
Engine Manufacturer
Williams International
Engine Model
FJ44-3AP
Engine Operating Limits
OPERATING MODE
TIME LIMIT OIL PRESS
OR TLA THRUST ITT TEMP °C N2 RPM -% N1 RPM -% OIL TEMP °C
(minutes) PSIG
SETTING

START Figure 13 - 8 -40 to 135

IDLE GND OR FLT Continuous 35 MIN -40 to 135 (7)

(-22º) 120 MAX (6)

TAKEOFF (1) 872 max 41,550 to 100.85 18,853 to 104.74 45 to 120 10 to 135
(+32º)

MAXIMUM (2) 844 max 41,550 to 100.85 18,853 to 104.74 45 to 120 (3) 10 to 135
CONTINOUS
(+23º)

CRUISE (2) 844 max 41,550 to 100.85 18,853 to 104.74 45 to 120 (3) 10 to 135
(+14º)

TRANSIENT Figure 13 - 7 Figure 13 -9 Figure 13 - 10 23 MIN (4) (8) 149 (4)

130 MAX (5)

Figure 13-6: Engine Limitation Chart

(1) Takeoff thrust is obtained when TLA is in the takeoff position. Takeoff thrust settings
are defined in the Williams International approved N1 power setting charts in the
applicable engine parts list. Time at takeoff thrust is limited to 5 minutes maximum
(or 10 minutes in emergency single engine climb) and beginning when the thrust
lever is advanced for takeoff thrust.
(2) Max continuous and maximum climb thrust is obtained when the TLA is in the max
continuous thrust position. Cruise thrust is obtained when TLA is in the cruise thrust
position. Max continuous and cruise thrust settings are defined in the Williams Inter-
national approved N1 Power setting charts in the applicable engine parts list. Con-
tinuous operation is acceptable provided engine limits are not exceeded.
(3) Minimum oil pressure is 45 PSIG when operating at or above 80% N2; 35 PSIG when
operating below 80% N2.
(4) When operating below 80% N2 for up to 5 minutes maximum.
(5) When operating above 80% N2 for up to 5 minutes maximum.
(6) Maximum allowable oil pressure is 130 PSIG for five minutes with oil pressure return-
ing to normal range.
(7) The engine should not be operated above 80% N2 until oil temperature is above 10° C.
(8) 0 PSIG allowed up to 10 seconds maximum only during zero and/or negative
G operation

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June 2012
Interturbine Temperature (ITT) Limits (Except Starting)

10 sec

Figure 13-7: Interturbine Temperature (ITT) Limitation Chart

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 Powerplant

Interturbine Temperature (ITT) Limits (Starting)

Figure 13-8: Interturbine Temperature (ITT) Limitation Chart

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June 2012
N2 Engine Overspeed Limits

Figure 13-9: N2 Engine Overspeed Limitation Chart

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June 2012
 Powerplant

N1 Engine Overspeed Limits

Figure 13-10: N1 Engine Overspeed Limitation Chart

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June 2012
 Starter/Generator
Reference Hawker Beechcraft Beechjet 400A AFM Section 2 Limitations
for Ground Operation and Engine Starting.

Inflight Operation (Maximum)

Both Generators Operating Up to 41,000 ft. . . . . . . . . 280 AMPS EACH
GENERATOR
Both Generators Operating Above 41,000 ft . . . . . . . 260 AMPS EACH
GENERATOR
One Generator Operating Up to 29,000 ft . . . . . . . . . . . . . . . 350 AMPS
One Generator Operating Up to 29,000 ft
(Icing Conditions)* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 AMPS
TRANSIENT (Below 20,000 ft 30 Seconds Max) . . . . . . . . . . 525 AMPS
One Generator Operating From 29,000 ft To 41,000 ft. . . . . . 280 AMPS
One Generator Operating Above 41,000 ft . . . . . . . . . . . . . . . 260 AMPS


*NOTE: To maintain proper generator cooling when operating
a single generator in icing conditions, N2 needs to be
maintained at or above 80%.

Oil Specification
APPROVED BRAND SPECIFICATION
Mobil Jet II MIL-L-23699
Mobil 254 MIL-L-23699

NOTE: Mixing of approved oils is permissible.

Fuel Specification
APPROVED BRAND SPECIFICATION
JET A ASTM-D1655
JET A-1 ASTM-D1655

Approved Fuel Additives

ƒƒ SOHIO Biobor JF biocide additive is approved at a concentration
not to exceed 20 PPM (270 PPM total additive) of elemental boron.
ƒƒ Anti-icing additives (MIL-I-27686 or MIL-I-85470) are approved for use,
but not required, at a concentrations between 0.10 and 0.15 % volume.

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 Powerplant

Fuel Temperature Limitations

ƒƒ Minimum Fuel Temperature - 40˚C
ƒƒ Maximum Fuel Temperature - 50˚C

Starting Limits
ƒƒ Maximum Tailwind Component 25 Kts, estimated
ƒƒ Maximum Crosswind Component 25 Kts, estimated
ƒƒ Minimum Time Between Starts 30 seconds
ƒƒ Maximum Time to Light-Off 10 seconds


NOTE: Time to light-off is defined as the time after the power
lever is moved from SHUTOFF to START position until
light-off is indicated

All Operations
Takeoff And Landing Operations
Both FADEC Channels A and B. . . . . . . . . . . . VERIFY OPERATIONAL
PRIOR TO TAKEOFF
L OR R FADEC NO DISPATCH Illuminated . . . . . . . . . . . PROHIBITED
FOR TAKEOFF
Flight/Ground Idle Switch . . . . . . . . . . . . . . . . . . . . . SET TO GROUND
(for NORMAL TAKEOFF)
Flight/Ground Idle Switch . . . . . . . . . . . . . . . . . . . . . . . SET TO FLIGHT
(for TOUCH AND GO LANDINGS)

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