AIRCRAFT COMMUNICATION SYSTEM

AKD20603

PRACTICAL ASSIGNMENT – AIRCRAFT HS- 125

SIR ABDUL GHAFAR

4AVM3

NAME ID
MUHAMMAD IMRAN BIN MOHD RASHIDY 53104118417
MUHAMMAD IRFAN BIN MOHD ZAHID 53104118319
PUTERI NUR ELLESHA BINTI MOHD NOOR 53104118286
Identified Aircraft: HS 125

HAWKER SIDDELEY (HS-125)

The British Aerospace 125 is a twinjet mid-size business jet. Originally developed by de
Havilland and initially designated as the DH125 Jet Dragon, it entered production as
the Hawker Siddeley HS.125, which was the designation used until 1977. Later on, more
recent variants of the type were marketed as the Hawker 800.
The type proved quite popular overseas; more than 60% of the total sales for the aircraft were
to North American customers.[5] It was also used by the Royal Air Force as a navigation
trainer, as the Hawker Siddeley Dominie T1, and was operated by the United States Air
Force as a calibration aircraft, under the designation C-29.

ORIGINS OF HS 125
 In 1961, de Havilland began work upon a small business jet, then known as
the DH.125 Jet Dragon, which was intended to replace the piston engined de
Havilland Dove, a successful business aircraft and light transport. Prior to the start of
the project, de Havilland had determined that a successful business jet would require
several variables to be met, including a range of at least 1,000 miles, the speed and
cost factors of a suitable jet engine to outperform turboprop-propelled competitors,
and an engineering philosophy that favored reliability and conventionality. The design
team settled on a twin-engine aircraft with the engines mounted on the rear fuselage.
The Bristol Siddeley Viper turbojet powerplant was selected to power the type.[6]
 On 13 August 1962, the first of two prototypes conducted its first flight, a second
aircraft followed it on 12 December that year.[7] The second prototype was more
aerodynamically-representative of a production aircraft, and was fitted out with more
equipment than the first prototype; the subsequent production-standard aircraft
 incorporated several changes and improvements from the prototypes, such as a longer
fuselage and a greater wingspan.[8] The first production-standard aircraft performed its
first flight on 12 February 1963. The first delivery to a customer took place on 10
September 1964.[9]

PRODUCTION OF HS 125
The aircraft went through many designation changes during its service life. Hawker
Siddeley had bought de Havilland the year before the project had started, but the legacy brand
and "DH" designation was used throughout development. After the jet achieved full
production, the name was changed to "HS.125" except for American exports which retained
the DH.125 until it was replaced by BH.125 for Beechcraft-Hawker. When Hawker Siddeley
Aircraft merged with the British Aircraft Corporation to form British Aerospace in 1977, the
name changed to BAe 125. When British Aerospace sold its Business Jets Division
to Raytheon in 1993, the then-main variant of the jet became widely referred to as
the Hawker 1000.
While the two prototypes were assembled at de Havilland's Hatfield site, final assembly of all
production aircraft would take place at the Broughton factory near Chester until the
1990s. By the 2000s, the fuselage, wings and tailfin of the aircraft were still being assembled
and partially equipped in the Broughton site, now being owned and managed by Airbus UK;
various sub-assemblies were also produced in Airbus UK's Buckley facility. From 1996
onwards, the assembled sections and components were shipped to Wichita, Kansas in the
United States, to undergo final assembly. Writing in 1993, Flying Magazine said of the type
"In numerical terms, the 125 series is the most successful British commercial aircraft ever
built, and the world's longest in-production business jet
Production of the aircraft came to an abrupt halt in 2013 due to the bankruptcy of
owner Hawker Beechcraft, who has suffered during the Great Recession of the late 2000s in
which demand for business jets had slumped for a number of years. The type had been in
production for more than 50 years when manufacturing stopped, during which time over
1,600 aircraft had been produced. In April 2013, the type certificate and support
responsibility for all 125s built was transferred to the reformed Beechcraft Corporation. As of
October 2012, Beechcraft does not intend to restart production of its business jet lines;
instead, the company intends to alternatively sell or dismantle the production facilities for the
125 family.

OPERATION HISTORY OF HS 125

Having entered service as one of the first-generation executive jets, the British Aerospace 125
has been operated by a wide variety of customers, ranging from government and military
operators to private customers and businesses, it has also seen use by several airlines. Many
of the aircraft's customers have been located in North America; in 1990, out of the 650
aircraft then being operated, more than 400 were being flown in the United States.
[16]
 Reportedly, one aircraft was being sold every seven working days for a substantial period
of the type's production life.[11] Successively larger versions were introduced to extend the
type's appeal and to better compete against larger jets being used for business travel, such as
the Gulfstream IV and Falcon 900.
The Royal Air Force was a significant early operator of the type, receiving a number of
aircraft for multiple roles, including some of the first batch of 30 aircraft to be produced.
[2]
 The majority of 125s were operated in an airborne training capacity for air force
navigators, aircraft in this role were named as the Hawker Siddeley Dominie; the Dominie
served in excess of 45 years before being retired in 2011 due to diminishing requirements.
[19]
 Additional 125s were acquired and operated by No. 32 Squadron RAF as communications
and light transport aircraft; these are also occasionally operated to transport Queen Elizabeth
II and other members of the British Royal Family.[18] In the later stages of the War in
Afghanistan, various 125s have been used to transport military officers and other key
personnel in and out of the country. As of 2010, the type was scheduled to be withdrawn
from RAF service by 2022, but was withdrawn from the RAF in 2015.
By the early 1990s, British Aerospace, the manufacturer of the type at this point, had two
main variants of the aircraft in production; the smaller 125-800 and larger 125–1000. The
125–1000, which conducted its first flight on 16 June 1990, had several changes to give the
type a reported intercontinental range, including the adoption of the newly developed Pratt &
Whitney Canada PW300 engine and new digital avionics, such as FADEC.[21][22] Following
Raytheon's purchase of British Aerospace's Business Jet Division during the 1990s, the two
in-production variants were re-designated as the Hawker 800 and Hawker 1000 respectively.
The 125 is the only business jet to have been hijacked: in 1967, a chartered 125 carrying the
former Congolese Prime Minister Moise Tshombe was diverted to Algeria by armed persons
on board. The 125 is also likely to be the only business aircraft to survive being hit by an air-
to-air missile: in August 1988, a British Aerospace 125-800
transporting Botswanan President Quett Masire was struck by a missile launched by a
nearby Angolan Mig-21, apparently inadvertently. While badly damaged by the direct hit
(which resulted in the loss of an engine, decompression of the cabin, and rupture of its fuel
tanks) the aircraft was successfully landed by BAe demonstrator pilot Arthur Ricketts. It was
later rebuilt.
In 2013, the FAA modified its rules to prohibit the operation of jets weighing 75,000 pounds
(34,000 kg) or less that are not stage 3 noise compliant, specifically mentioning the 125 series
of aircraft. This required any aircraft of the type either to have compliant engines installed, or
to be fitted with a hush kit, to fly over most of the United States after 31 December 2015.

HS-125 AIRCRAFT MAINTENANCE MANUAL

INSTRUCTIONS:
1. Insert or remove Temporary Revisions as detailed below.
 2. Check that the last Temporary Revision Letter of Transmittal incorporated is No.18. If
it is not, inform the Superintendent, Technical Manuals Distribution Centre, Product
Support Department, British Aerospace Public Limited Company, Aircraft Group,
Hatfield-Chester Division, Hatfield, Hertfordshire, AL10 9TL, England

T.R No Position Instruction

72-4 72-00-01 facing page 405 Remove

72-5 72-01-01 facing page 405 Insert

NOTE:
 Remove T.R.'s from manual only when so instructed by a Letter of Transmittal issued
with either a Temporary or NORMAL revision.
REASON FOR ISSUE:
 To ensure the stay pin cap nuts are torque-tightened and lubricated correctly.
ACTION Disregard the existing sub-paragraph:
 (4) of paragraph 2.B. and read the following new sub-paragraph and NOTE: -
 (4) Lubricate the stay pin capnut threads using graphite grease to Spec. DTD.806 or
MIL-G-7187, then install and torque-tighten the capnuts to 5 [Link]. (60 [Link].).
NOTE: If [Link].3974 is incorporated (identified by a reduced number of spanner slots in
the capnut Part No.V.53148 i.e. five slots instead of ten) the capnuts should be torque-
tightened to 45 [Link]

INSTRUCTIONSFOR ENCORPORATINGTRIS REVISION:

1. Check that Revision No.43 has been incorporated.
2. Insert the revision pages in numerical sequence, removing and destroying the existing
pages replaced by revised pages.
3. Record the incorporation of this revision on the RECORDOF REVISIONS
(NORMAL) sheet at the front of Volume 3.
4. Retain this Letter of Transmittal.

 Power Plan General

The aircraft is propelled by two Rolls-Royce Viper engines installed in pods, mounted
one at either side of the rear fuselage. A fillet, extending from each side of the
fuselage, houses the support structure for mounting the engines. Mounts connect the
 inboard side of each engine to the respective filter. Interchangeability of engines,
between the left and right positions, is achieved by the ability to fit mounts on either
side of the engine.
Part of the installation space is formed by the concave forward half of the fillet; side
cowlings fitted in this area are secured directly to the fillet.
 Structure
The support structure for the pods is integrated with the rear section of the
fuselage

 Firewalls General
Each power plant is housed in a fireproof bay isolated from the remainder of the
aircraft. To prevent the spread of a fire, the bay is divided into three zones. Zone 1,
the front zone, houses all parts of the installation capable of sustaining a fire. Zone 2,
the centre zone, encases the combustion system. Zone b, the rear zone, surrounds the
exhaust system.
The forward section of the fillet is an integral part of Zone 1. The upper and lower
skins of the fillet, except for the rear strake of each surface, are titanium.
Zone 1 - is bounded at the front by a titanium firewall formed by the rear diaphragm
of the nose cowl and the rear section of the intake duct. The rear firewall consists of
the stainless-steel diaphragm of the rear cowling, which also forms the Zone 1/Zone 2
inter-zonal boundary. The concave section of the fillet, fabricated from titanium, and
the upper and lower skins of the fillet complete the fireproofing of Zone 1.
 Zone 2 and Zone B - Zone 2 is fully enclosed by the rear cowling; apart from its front
stainless-steel diaphragm, this cowling is all titanium. Zone 2 terminates at a piston
ring type seal at the rear of the rear cowling; aft of this is Zone B which is shrouded
by the titanium jet pipe fairing.
 Ventilation General
During flight, ram air flows into each zone of the power plant bay (Fig.4) via non-
icing flush intakes. The ventilation system is arranged so that the pressure in Zone 2
exceeds that in Zone 1, so reinforcing the confinement of a fire in Zone 1.

Diagram:

HS-125 AVIONICS OPERATION

  The HS-125/700 is equipped with two starter generators, two main batteries, and one
or two additional batteries. 
 The main batteries provide power for starting the engines, and emergency power in
the event both generators are lost.  The loss of one generator will not cause loss of any
equipment, as the "Bus Tie" relay will allow one generator to power the entire DC
electrical system.
 The amber Bus Tie light will illuminate if the bus tie is open.  If this is the case, the
PE bus will be powered, but the respective PS busses are powered only if their
generator is operating. 
 The number 3 battery powers:  Emergency horizon, and the lighting for the standby
altimeter and standby airspeed indicator.
 The AC system consist of three inverters, 1, 2, and standby.  The # 1 and # 2 inverters
power the main and essential AC busses. 
 Failure of one of the main inverters does not result in loss of equipment.  Failure of
both inverters will cause the standby inverter, if armed, to power the Captains
instruments. 
 The standby inverter is powered by the "PE" bus, and the # 1 and # 2 inverters are
powered by PS 1 and PS 2 respectively.
 Voltage – 28 volts, Generators – 300Amp, APU/Garrett/Solar –
250Amp/300Amp@ISA+23C/265 Amps above, Battery 1&2 – 24volt/23Amp Hour,
Battery 3 – 24 Volt/4Amp Hour.

HS-125 WIRING DIAGRAM OF SYSTEM

COMMUNICATION SYSTEM OF HS-125

In the event of a principal electrical PE bus failure, the audio system communication between
the flight crew, ground personnel and the other aircraft would be lost. This airplane normally
flies in airspace that contains a high number of other aircraft and usually fly under IRF
conditions. The loss of communication with airport tower personnel would make the
congested airspace near the airport unsafe. To prevent loss of communication from occurring,
British Aerospace HS 125 prescribe incorporation of fuse or circuit breaker linking the
changes so that electrical power for the audio communication system is transferred from PE
bus to the principal service (PS) electrical bus if PE bus failure occur.
 Master minimum equipment list (MMEL) for HS 125 (Communication)
 "Rectification Intervals" (Column 2): Inoperative items or components, deferred in
accordance with the MEL, must be rectified at or prior to the rectification intervals
established by the following letter designators given in the "Rectification Interval"
column (2) of the MMEL.
 Category A
No standard interval is specified, however, items in this category shall be
rectified in accordance with the conditions stated in the Remarks column (5) of
the MMEL. Where a time is specified it shall start at 00:01 on the calendar day
following the day of discovery.
 Category B
Items in this category shall be rectified within three (3) consecutive calendar
days, excluding the day of discovery. For example, if it were recorded at 10 am
on January 26th, the three-day interval would begin at midnight on the 26th and
end at midnight on the 29th.
 Category C
Items in this category shall be rectified within ten (10) consecutive calendar
days, excluding the day of discovery. For example, if it were recorded at 10 am
on January 26th, the ten-day interval would begin at midnight on the 26th and
end at midnight on February 5th.
 Category D
Items in this category shall be rectified within one hundred and twenty (120)
consecutive calendar days, excluding the day of discovery.
NOTE: Subject to the approval of the Authority, the operator may permit a one-time
extension of the applicable
Rectification Interval B, C or D for the same duration as that specified in the MEL.
  "Number Installed" (Column 3): The number of the specified items normally installed
in the aircraft. This number identifies the aircraft configuration considered in
developing the MMEL.
NOTE: The operator's MEL should list the number installed in a aircraft.
 "Number Required for Dispatch" (Column 4): The minimum number of the specified
items required for operation provided the conditions defined in Column 5 are met
 "Remarks or Exceptions" (Column 5): This column includes a statement prohibiting
operation or permitting operation with a specific number of items inoperative,
provisos (conditions and limitations) for such operation and appropriate notes. A note
in column indicates additional information and references for crew and/or
maintenance personnel consideration; they are not part of the provisos.

Item Rectificatio Number Number Remarks/ Exception

n Intervals installed required
for
dispatch
Radio management C 2 1 One may be inoperative
Units (RMU’S) / provided:
Radio  Inoperative Unit is not
Tuning Units powered by an
(RTU’s) Emergency Bus, or
equivalent, and is not
required to
accomplish
 Emergency
Procedures,
Remaining
RMU/RTU operates
normally
 Alternate procedures
are established and
used
Audio Control panels C - 2 Any more than those required
at pilot and copilot’s seat
positions may be inoperative
provided alternate procedures
are established and used
High Frequency C - 1 May be inoperative while
(HF) conducting operations that
Communication require two Long Range
System Communication Systems
(LRCS) Provided:
 SATCOM Voice or
Data Link System is
operative,
 Alternate procedures
are established and
 used,
 SATCOM coverage is
available over the
intended route of
flight, and
 If INMARSAT Codes
are not available while
using SATCOM
voice, prior
coordination with the
appropriate ATS
facility is required.

NOTE: SATCOM is to be
used only as a backup to
normal HF communications
unless otherwise authorized
by the appropriate ATS
facilities.
Passenger Address System
 Passenger C 1 0 May be inoperative provided:
Configuration  Passenger Address
System is not required
by FAR, and
 Alternate normal and
emergency
procedures, and/or
operating restrictions
are established and
used.
 Cargo D 1 0 May be inoperative provided
Configuration procedures do not require its
use
Prerecorded C 1 0 May be inoperative provided
Passenger alternate procedures are
Announcement established and used
System

Crewmember Interphone System

 Flight Deck C 1 0 May be inoperative provided
to Ground alternate procedures are
Function established and used
Headsets C - 1 One may be inoperative at
(Except Microphone) either pilot’s station provided
speaker system is operative
Handheld C 2 1 One may be inoperative at
Microphone either pilot’s station provided
 associated headset with boom
microphone is operative
Glareshield C 2 0 May be inoperative provided
Microphone Handheld Microphone on
Key Button (s) affected side is operative
Flight Deck Pilot-to- A 1 0 May be inoperative provide:
Pilot Interphone  Alternate pilot-to-pilot
System communication
procedures are
established and used
 Repairs are made
within three flight
days

 Radio Tuning Unit (RTU): provide the interface between the FMS displays and radios
for true frequency management. A single RTU allows dual FMS systems to be
interfaced with up to eight radios through the control heads
 The Audio Control Panel (ACP): A part of the intercommunication system to use the
various radio communication and radio navigation facilities installed on the aircraft
for transmission and reception of the audio signals. These panel is connected to the
Audio Management Unit through ARINC 429 serial busses
 High frequency (HF) Communication System: An ITU-designated range of radio
frequency electromagnetic waves (radio waves) between 3 and 30 MHz
 Passenger address (PA) system: A primarily safety system that provides passengers
with voice announcements and chime signals from the flight or cabin crew; its
secondary purpose is for the audio entertainment system. The crew make these voice
announcements via the interphone system

HS-125 SAFETY

 This Flight Standardization Board (FSB) report specifies Federal Aviation

Administration (FAA) master training, checking, and currency requirements
applicable to crews operating HS-125 series aircraft and the BAe 125-1000 under
Title 14 of the Code of Federal Regulations (14 CFR) parts 91 and 135. This report
also addresses 14 CFR parts 61, 141, and 142 issues regarding the operation of HS-
125 or the BAe 125-1000
 In accordance with the provisions of 14 CFR parts 1 and 61, different pilot type
ratings are assigned to earlier series HS-125s and the BAe 125-1000
 Training for and demonstration of approaches with no flaps is appropriate for both
HS-125 and the BAe-125 aircraft. Credit for demonstration of a “no-flap” approach in
an HS-125 (Series -1A through-900XP) aircraft is not creditable for the BAe-125, nor
is credit transferable from the BAe-125 to the HS-125 (Series -1A through -900XP).
 With crewmembers new to the BAe-125 or HS-125, special training must be applied
to the area of high-altitude aerodynamics, physiology, and meteorology.
Requirements for this are outlined in § 61.31(g).
 Hazardous weather and winter operations.
*Proper precautions and procedures regarding hazardous weather/winter operations,
which may be unique to HS-125 and BAe-125 aircraft, should be addressed. For
example, topics such as proper use of wing/tail anti-ice, flap clearance on snow
covered ground surfaces, antiskid braking characteristics when stopping on slippery
runways, use of procedures described in the windshear training aid, hazards
associated with rejecting takeoffs near V1 on slippery runways, and other such topics
are appropriate for emphasis in training programs.
 Proper accomplishment of certain HS-125/BAe-125 tasks, procedures, or maneuvers
require training of a crewmember for a particular seat position (i.e., left seat, right
seat). Thus, training programs, including those programs leading to airman
certification for an airline transport pilot (ATP) or type rating, should recognize and
address the necessary seat position related tasks for the applicable crewmember or
certification that is intended. For example, an applicant for addition of a BAe-125
type rating to an ATP would be expected to receive training in ground taxi by use of
the nose wheel steering, including transitioning to or from the nose wheel steering
during crosswind takeoffs or landing. Each training program should, accordingly,
address seat dependent tasks or maneuvers to the extent necessary to satisfy crew
qualification objectives. Seat dependent tasks for both the HS-125 and BAe-125 are
Level B from the left seat to the right seat and Level E from the right seat to the left
seat
 HS-125/BAe 125-1000 flight management system (FMS) differences. When Level C
or greater requirements are shown for differences training due to FMS, training must
include “hands-on” instruction with the FMS and its components.
 “No-flap” approaches. Checking regarding “no-flap” approaches for HS-125 series
aircraft or the BAe-125 is conducted in accordance with the provisions of paragraph
3.2. “No-flap” and “hydraulic system abnormal” approaches may be combined and
should be addressed during training.