BAe 125 Series 800
Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Flight Crew Last 90 Days 80; Flight Crew Total 2350; Flight Crew Type 450
Physiological - Other; Workload; Troubleshooting; Time Pressure; Communication Breakdown
Aircraft Equipment Problem Critical
Flight Crew Diverted; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; General Declared Emergency
Aircraft
We departed on a Part 91 flight with 2 passengers on board. At the time of departure from a high altitude; mountainous terrain airport we had weather pressing in from the north and briefed our avoidance and departure procedure before takeoff. After takeoff the appropriate checklists were completed while we were maneuvering to avoid storm cells. At approximately FL320 the ENG 1 FUEL light illuminated at which time we referred to the Abnormal Checklist for this indication. The checklist called for a reduction in power until the light extinguished or reduction to idle if the light would not go out. After reviewing our engine indications and confirming they were normal I elected to wait on any power reductions until we reached our cruise altitude of FL370 so as to maximize our terrain clearance and increase indicated airspeed. Upon level off while we were accelerating; the CABIN HIGH ALTITUDE light illuminated. We immediately donned our oxygen masks; deployed the passenger masks and completed checklist items. At this time it became apparent that my mask communications were inoperative. Upon referring to the checklist we elected to start a descent and asked Center for the lowest available altitude that would maintain terrain clearance. Our initial clearance was to FL270 and I began an aggressive descent. At this point we confirmed that our cabin altitude was 10;500 FT and increasing and tried to bring the cabin down using the cabin selector to no avail. At this time we declared an emergency with Center and requested a diversion to a nearby major airport. We were given a step down to 17;000 FT and finally 10;000 FT at which time we removed masks and prepared for landing. We were asked by Approach if we were still declaring an emergency at which time we replied no as the situation had become stabilized. We made a visual approach to land with no further events.
Upon reaching FL370 the CABIN ALTITUDE light illuminated and the horn went off. We both immediately donned our oxygen masks and tried to establish communications. I was able to talk and hear ATC; but could not communicate with my Captain. We then performed the Cabin Altitude Emergency Checklist and started an emergency descent. The highest indication I observed on the cabin altitude altimeter was 10;500 FT with a 2;000 FPM climb indication. I communicated with ATC and asked for lowest safest altitude considering the high terrain. We were assigned FL270 with lower altitudes that followed quickly.
A HS125 (Hawker 800) ENG 1 FUEL light illuminated climbing through FL320 for FL370. When level the aircraft lost pressurization; so an emergency was declared and the flight diverted to a nearby airport.