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LEARJET 30 SERIES
PILOT TRAINING MANUAL
“The best safety device in any aircraft is a well-trained crew.”™ LEARJET 30 REVISION 0.5
SERIES
PILOT TRAINING FlightSafety International, Inc.
MANUAL Marine Air Terminal, LaGuardia Airport
REVISION 0.5 Flushing, New York 11371
(718) 565-4100
www.FlightSafety.com
F O R T R A I N I N G P U R P O S E S O N LY
NOTICE
The material contained in this training manual is based on information obtained from
the aircraft manufacturer’s Airplane Flight Manual, Pilot Manual, and Maintenance
Manual. It is to be used for familiarization and training purposes only.
We at FlightSafety want you to have the best training possible. We welcome any
suggestions you might have for improving this manual or any other aspect of our
training program.
F O R T R A I N I N G P U R P O S E S O N LY
Courses for the Learjet 30 Series are taught at the following FlightSafety learning centers:
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION ................................................................................................................... 1-1
GENERAL .............................................................................................................................. 1-1
STRUCTURES........................................................................................................................ 1-2
General............................................................................................................................. 1-2
Fuselage ........................................................................................................................... 1-4
Wing................................................................................................................................. 1-9
Empennage .................................................................................................................... 1-10
AIRCRAFT SYSTEMS ........................................................................................................ 1-10
Electrical Power Systems............................................................................................... 1-10
Lighting ......................................................................................................................... 1-10
Fuel System ................................................................................................................... 1-11
Powerplant ..................................................................................................................... 1-11
Ice and Rain Protection ................................................................................................. 1-11
Air Conditioning and Pressurization ............................................................................. 1-11
Hydraulic Power Systems .............................................................................................. 1-12
Landing Gear and Brakes .............................................................................................. 1-12
Flight Controls............................................................................................................... 1-12
Automatic Flight Control System.................................................................................. 1-12
Pitot-Static System ........................................................................................................ 1-12
Oxygen System.............................................................................................................. 1-13
ILLUSTRATIONS
Figure Title Page
1-1 Learjet 35/36 ............................................................................................................ 1-2
1-2 General Dimensions................................................................................................. 1-2
1-3 Turning Radius......................................................................................................... 1-3
1-4 Danger Areas............................................................................................................ 1-3
1-5 Fuselage Sections..................................................................................................... 1-4
1-6 Radome .................................................................................................................... 1-5
1-7 Nose Compartment .................................................................................................. 1-5
1-8 Passenger-Crew Door............................................................................................... 1-5
1-9 Door Latch Inspection Port ...................................................................................... 1-6
1-10 Emergency Exit........................................................................................................ 1-7
1-11 Windshield ............................................................................................................... 1-8
1-12 Windows Locations (Typical) .................................................................................. 1-8
1-13 Tailcone Door........................................................................................................... 1-9
1-14 Learjet 35/36 Wing .................................................................................................. 1-9
1-15 Empennage ............................................................................................................ 1-10
CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems
installed in the Learjet 35/36.
This chapter covers the structural makeup of the aircraft and gives a general description
of the systems. No material is meant to supersede any of the manufacturer’s system or
operating manuals.
The material presented has been prepared from the basic design data, and all subsequent
changes in aircraft appearance or system operation will be covered during academic
training and subsequent revisions to this manual.
The Annunciator Panel section in this manual displays all light indicators, and page
ANN-1 should be folded out and referred to while studying this manual.
GENERAL
The Learjet 35/36 is certificated under FAR Part approved for all-weather operation to a maximum
25 as a two-pilot transport category aircraft, altitude of 45,000 ft.
14 FT
447.0 cm
8 FT
251.0 cm
38 FT
1,161.0 cm
39 FT
1,203.0 cm
12 FT
373.0 cm
20 FT
615.0 cm
48 FT
1,480.0 cm
42 FT
30 FT 12 FT 700˚ F 100˚ F
40 FT
FUEL
SECTION
35 MODEL
PRESSURIZED SECTION 35 MODEL
NOSE PRESSURIZED SECTION 36 MODEL TAILCONE SECTION
SECTION FUEL SECTION
36 MODEL
the lower door, and a ratchet handle provided eight inspection por ts enable the crew to
in the aircraft tool kit can be used to operate confirm the position of the door frame latching
the torque-tube manually. pins by observing the position of two white
alignment marks (Figure 1-9). The two latch
pins that connect the upper and lower doors are
NOTE visible through the upholstery gap at the in-
One hook and roller is used on 24- terface and do not have white lines.
inch doors, while two hooks and
rollers are used on 36-inch doors. When closing the doors from the inside, close
and latch the lower door f irst. Then, close the
upper door and actuate the door motor switch
When the door handles are in the closed to the closed position. This engages the hooks
position, the pins all contact microswitches. over rollers in the upper door, and cinches the
If any one of the switches is not actuated, a red upper door down tight while allowing the
DOOR light illuminates on the annunciator locking pins to line up properly and meet the
panel. (See Annunciator Panel section.) If the microswitches as the upper door handle is
light illuminates while the door is closed, rotated to the closed position. The DOOR
light will remain illuminated until the hooks
are backed away from the upper door rollers
by reverse operation of the door motor switch.
Windows
Windshield
The windshield (Figure 1-11) is divided into
two sections, the pilot and copilot halves, and
is made up of three laminated layers of acrylic
plastic. The windshield is approximately one
inch thick. It is impact-resistant, heated or
not, and was tested against 4-pound bird strikes
at 350 knots.
Figure 1-12. Windows Locations (Typical)
Passenger Windows
The cabin windows (Figure 1-12), including
the emergency exit window, are made up of two Fuel Section
panes of stretched acrylic plastic with an air
space between them. They are held apart and The fuel section, located aft of the rear pres-
sealed air tight by a spacer. sure bulkhead, contains the fuselage fuel cells.
Tailcone Section
The tailcone section extends aft from the fuel
section to the empennage (Figure 1-13). The
door is hinged at the forward edge and drops
down when released by quick-release thumb
latches, allowing access to the batteries, elec-
trical components, fuel filters, fuel computers,
refrigeration equipment, engine f ire extin-
guishers, and hydraulic components.
• A stall strip, aff ixed to the inboard sec- • The center leading edge attaches to an
tion of each wing leading edge, which e l e c t r i c a l ly o p e r a t e d s c r ew j a c k t o
generates a buffet at high angle of attack provide pitch axis trim.
to warn of an impending stall
The high-pressure spool is located between the Pressurization is regulated by controlling the
low-pressure compressor and the low- pressure amount of air that is exhausted from the cabin.
rotor shaft passing through its center. Control is maintained by a pressurization
controller module and an outflow valve. The
The engines are mounted on external pylons controller module provides fully automatic
and are accessed by upper and lower nacelle control of pressurization as well as manual
covers. An access door on the outboard side mode. It ensures that the aircraft is depres-
of each nacelle is provided to check engine surized on the ground, and causes automatic
oil quantity. pressurization to occur on takeoff. Built-in
safeguards prevent over/under pressurization.
Fire detectors are located in each engine
nacelle and two engine f ire extinguisher bot- A Freon refrigeration system and an optional
tles in the tailcone. auxiliary cabin heater supplement the nor-
mal air conditioning system; they may be used
Each engine supplies both high-pressure (HP) when the engines are not operating, provided
and low-pressure (LP) bleed air that is used ei- a ground power unit is connected. Both sys-
ther independently or in combination for anti- tems are completely independent of the bleed-
icing, pressurization, cabin temperature air pressurization system.
sensor uses the copilot pitot line for pitot pres- An unheated static port is located on the right
sure, while its static pressure is provided by side of the nose compartment to provide a
two additional heated static ports installed on static source for the pressurization control
the nose, forward of the windshield. An module.
alternate unheated static port inside the nose
compartment is provided for the pilot static
system.
OXYGEN SYSTEM
The oxygen system consists of the crew and
FC 530 models use a Rosemount-designed passenger distribution systems connected to a
pitot-static system that physically integrates high-pressure oxygen storage cylinder located
two static ports into each of two pitot tubes, in the nose compartment on early 35 and 36
one mounted on each side of the nose section. models. On SNs 35-492 and 36-051 and sub-
The air data sensor uses the copilot pitot and sequent, the cylinder is located in the vertical
static lines. stabilizer.
CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
2 ELECTRICAL POWER
INTRODUCTION ................................................................................................................... 2-1
SYSTEMS
GENERAL ............................................................................................................................. 2-1
DC POWER............................................................................................................................. 2-2
Batteries ........................................................................................................................... 2-2
Generators........................................................................................................................ 2-5
Ground Power .................................................................................................................. 2-6
Circuit Components ......................................................................................................... 2-6
Distribution.................................................................................................................... 2-12
AC POWER........................................................................................................................... 2-16
Inverters ......................................................................................................................... 2-16
Controls ........................................................................................................................ 2-17
Indicators ....................................................................................................................... 2-18
Distribution.................................................................................................................... 2-18
EMERGENCY BATTERY.................................................................................................... 2-18
General .......................................................................................................................... 2-18
Single Emergency Power System .................................................................................. 2-20
Dual Emergency Power System..................................................................................... 2-21
SCHEMATICS ...................................................................................................................... 2-21
QUESTIONS......................................................................................................................... 2-25
ILLUSTRATIONS
Figure Title Page
2-1 Component Locations .............................................................................................. 2-2
2-2 Battery Location....................................................................................................... 2-2
2-3 Battery Switches ................................................................................................. 2-3
2 ELECTRICAL POWER
2-4 Equipment Powered by Battery Charging Bus and Generator Buses ......................... 2-3
SYSTEMS
2-5 Generator Indicators............................................................................................ 2-4
2-18 Essential DC Bus Power—SNs 35-509 and Subsequent and 36-054 and
Subsequent, and Prior Aircraft Incorporating AMK 85-1 ...................................... 2-16
2-19 Inverter ............................................................................................................ 2-17
36-041 through 36-053, and Prior Aircraft Incorporating AMK 78-13 ................... 2-23
2-26 Electrical System—SNs 35-509 and Subsequent, 36-054 and
SYSTEMS
CHAPTER 2
ELECTRICAL POWER SYSTEMS
2 ELECTRICAL POWER
SYSTEMS
INTRODUCTION
Primary DC electrical power is provided by two engine-driven brushless DC generators
rated at 30 V, 400 A each. A single generator is capable of sustaining normal DC load.
Secondary DC electrical power is supplied by two batteries. In the event of a double gen-
erator failure, the aircraft batteries provide power for a limited period of time.
A ground power unit (GPU) can also provide the DC electrical power needed for sys-
tem operation or engine starting. Electrical power for AC-powered equipment is pro-
vided by two (or an optional third) solid state static inverters in the tail cone. The
inverters require DC input power for operation. An emergency battery is provided in
case of total aircraft electrical failure to operate a standby attitude gyro, the landing gear,
and the flaps. A second emergency battery may be installed at the customer’s option to
power additional equipment such as an emergency communication radio, transponder,
or emergency directional gyro.
GENERAL
The electrical system incorporates a multiple automatically to isolate a malfunctioning bus.
bus system for power distribution intercon- Manual isolation is also possible by opening
nected by relays, current limiters, overload the appropriate CBs.
sensors, and circuit breakers (CBs) that react
PRIMARY, SECONDARY,
EMERGENCY BATTERY(IES) AND AUX INVERTERS
Charging nicad batteries with a GPU is not electrical equipment (except equipment hot-
recommended. wired to its battery bus), nor can it be charged
by a GPU or the generators.
Charging lead-acid batteries in the aircraft is
not recommended because of poor GPU output
regulation.
Controls
2 ELECTRICAL POWER
Two battery switches (Figure 2-3) connect the
batteries in parallel to the battery-charging
SYSTEMS
bus when the switches are on. The switches,
BAT 1 and BAT 2, correspond to the respec-
tive battery. Each switch has two-positions,
ON–OFF, that complete a ground circuit to
close its respective battery relay in the on
position (Figure 2-4).
L
RECOG UTILITY
LEGEND LIGHT * LIGHT *
BATTERY POWER
DC VOLTS
GENERATOR POWER 0
10
30
20
GROUND POWER
30 A 5 A 5 A
20 A 150 A 30 A 50 A 10 A 20 A 20 A
L R FUEL PRI
L STARTER RECOG FLOW PITCH R
LDG FREON LDG
LIGHT IND TRIM
AND COMP AND
(FC-530)
TAXI MOTOR TAXI
HYD AUX R
LIGHT AND LIGHT
PUMP INVERTER* STARTER
AUX
*IF INSTALLED HEATER
Figure 2-4. Equipment Powered by Battery Charging Bus and Generator Buses
The aircraft batteries are always connected in a higher voltage than the batteries; therefore,
parallel (including during engine starts) when when either of these is powering the battery
both battery switches are on. charging bus, generator, or GPU voltage will
be indicated.
Indicators Aircraft with nicad batteries are equipped with
Electrical system indicators (Figure 2-5) are battery temperature indicators and overheat
grouped in a cluster on the upper portion of warning light systems. These are attached
the center instrument panel. A single DC through two electrical connectors on the face
2 ELECTRICAL POWER
VOLTS meter, connected to the battery charg- of each battery case to temperature sensors and
ing bus through a 5 A current limiter, indicates thermal switches on each battery.
SYSTEMS
2 ELECTRICAL POWER
is engaged to limit amperage. This design
feature protects the 275 A current limiters
SYSTEMS
during engine start. The generator control
panel in the tail cone contains relays for the
batteries, starters, GPU overvoltage control,
and an equalizer circuit for load sharing.
Controls
Two starter-generator switches on the center
switch panel (Figure 2-8) are three- position
switches labeled GEN, OFF, and START. In
GEN, current is provided to the generator field
Figure 2-6. Battery Temperature Indicator through the IGN & START circuit breaker,
which automatically connects the generator
bus; the amber GEN caution annunciator ex-
GENERATORS tinguishes.
Two engine-driven DC generators, one on each Two generator reset buttons labeled L GEN
engine (Figure 2-7), provide the primar y RESET and R GEN RESET on the center
source of DC power. Each brushless genera-
tor is rated at 30 VDC, 400 A. Cooling air is
routed from a scoop on the engine nacelle to
the associated generator. During normal op-
eration, both generators operate in parallel
through the solid-state voltage regulators in the
tail cone. As long as both battery switches are
on, either generator charges both batteries
through the associated 275 A current limiter.
switch panel (see Figure 2-8) provide for re- The receptacle connects GPU power to the
setting the generator in case of failure. If the battery charging bus through a power relay
GEN-OFF-START switch is in GEN, mo- controlled by an overvoltage circuit. The over-
mentarily depressing the reset button resets the voltage circuit samples GPU voltage provided
overvoltage relay, completes a power circuit through a control relay (Figure 2-10). At least
to the voltage regulator, and restores the gen- one battery switch must be turned on to close
erator to normal operation. the control relay, allowing the overvoltage
circuit to sample GPU voltage, and, if below
Indicators 33 V, the power relay closes to complete the
2 ELECTRICAL POWER
indicate the load in amps being carried by The GPU should be regulated to 28 V. Due to
each generator (see Figure 2-5). The load tower shaft torque limits, it must be limited to
indication is measured at the voltage regulator. 1,100 A for engine starts. It should be capa-
ble of producing at least 500 A. If GPU volt-
Generator voltage is displayed on the DC age exceeds 33 V, the overvoltage circuit
VOLTS meter. causes the power relay to open, thereby dis-
connecting the GPU from the electrical sys-
An amber L or R GEN caution annunciator on tem to prevent damage to voltage-sensitive
the glareshield panel illuminates if the asso- equipment.
ciated generator switch is turned off, if the
generator fails, or if the generator is tripped
off by the overvoltage cutout relay. CIRCUIT COMPONENTS
Current Limiters
GROUND POWER Throughout the electrical distribution system,
A ground power unit (GPU) can be connected various sizes of current limiters at strategic lo-
to the aircraft through the receptacle on the left cations prevent progressive total electrical
side of the fus elage below the engine (Figure failure. A current limiter is similar to a slow-
2-9). blow fuse; it will carry more than its amp-
rated capacity for shor t periods of time.
Extreme or prolonged overloading causes a
current limiter to fail, thus isolating that par-
ticular circuit and precluding progressive fail-
ure of other electrical components. Current
limiters are not resettable. When a current lim-
iter blows, it must be replaced. It should also
be replaced if it shows discoloration or other
signs of heating or overloading. The current
limiter panel is in the tail cone (Figure 2-11).
2 ELECTRICAL POWER
current limiters is accomplished manu-
ally.
SYSTEMS
• On SNs 35-148 through 35-389, except
35-370, and 36-036 through 36-047, test-
ing of the current limiters is accomplished
using the rotary systems test switch.
* 1. STARTER RELAYS
OFF 2. STANDBY PUMP RELAY OFF
START 3. IGNITION POWER START
4. MOTIVE FLOW VALVE
(SNs 35-002 THROUGH 35-057 GEN
AND 36-002 THROUGH 36-017)
L PWR R PWR
AMPS
AMPS
0
100 200 300
400
DC VOLTS 0 400
100 200 300
10 A 10 A
50
10 30
REG REG
LH L GEN BAT CHG R GEN RH
GEN BUS BUS BUS GEN
275 A 275 A
FIELD
FIELD
OVER
R STALL WARN
L STALL WARN
VOLT
DOOR ACTR
CUTOUT
ENTRY LTS
LEGEND
BATTERY POWER
GENERATOR POWER
GROUND POWER
20 A GND 20 A
L BAT L PWR R R BAT
BUS BAT BAT BUS
On SNs 35-370, 35-390, and 36-048 and sub- equipment that draw power from either bat-
sequent, a single red CUR LIM annunciator on tery bus or the battery charging bus. Battery
the glareshield panel allows continuous mon- condition should be monitored using the DC
itoring of the 275 A current limiters. voltmeter.
The 275-amp current-limiter annunciator(s) On aircraft with the single CUR LIM annun-
are illuminated by 1 A overload sensors wired ciator, if one limiter blows in flight, DC volts
across the current-limiter terminals. Failure of and amps should be monitored closely since
a current limiter results in a surge of current
2 ELECTRICAL POWER
2 ELECTRICAL POWER
fourth rows, but not powered by the essential
The DC circuit breakers are the thermal type, buses, are:
SYSTEMS
and the AC circuit breakers are the magnetic
type. Amperage ratings are stamped on the • L STALL WARN, DOOR ACTR and
top of each CB. ENTRY LTS (left battery bus items)
The CBs are arranged in rows according to the • R STALL WRN (right battery bus item)
buses that serve them to simplify the isolation
of individual buses or circuits. Basically, all • T/R EMER STOW and T/R POS IND
CBs in the top row (both sides) are on the 115 (left main bus item—Aeronca)
VAC and 26 VAC buses; in the second row
they are on the main DC buses (except three • T/R CONT (right main bus item—
that are power bus CBs). Additionally, thrust Aeronca)
reversers (if installed) are controlled by main
bus CBs that are physically installed on the left • T/R POWER and T/R CONT (left and
and right panels, third and fourth rows. right main bus items—Dee Howard)
PILOT COPILOT
PANEL PANEL
PRI VM NAV 1
R FW SEC
L FW SOV INV
ADF 1 SOV
PRI ATC 1 NAV 2
DIR GY EMER
L JET R JET
SYSTEMS
BAT 1
DME 1 PMP VAL PMP VAL
PRI L FAN ATC 2
VERT GY RPM R STBY EMER
L STBY BAT 2
HF PMP PMP
COMM UHF SPOIL
NOSE ERON
STEER L ICE R ICE ADF 2
NAV DET DET
AIR LTS
E.L.
DATA WRN OIL LTS
SEN STROBE RAM AIR
LTS TEMP TEMP
LTS WRN
MACH LTS SEC
TRIM INSTR FUEL VM
LTS PITCH QTY R LDG &
RDNG INSTR TAXI LT
FLT LTS
DIR LTS RADAR
L PIT
AT TD HT ROLL TAB FLAP BCN
FREON POSN R PIT LTS
CONT HT SEC
AIR PRI FLT DIR GY
DATA DIR YAW RAD
SPOILER LTDM
CAB
BLD SEC
AFCS CAB VERT GY
R NAV AIR PRESS
PITCH CONT RADAR
CAB HT BL FLAPS
AUTO VLF
AFCS PRI
ROLL OXY RCVR ALC
AFCS VAL GEAR
NOSE PMP
STEER SEC SEC YAW
PRI YAW AFCS CAMP
DAMP FUSE AFCS
PITCH VAL AUX STEREO
ANTI COM
SKID SEC CMPTR
DME AFCS FLT
READ FUEL STAB &
ROLL CMPTR FUEL DIR
WSHLD CMPTR WING KIT
KT SEC FLT
SPARE AFCS G/S DR ATT
YAW L ITT
SQUAT R ITT L NAC
SW KT FLT
E.L. S WARN DR (MC)
LTS S WRN FUEL
HT HT
ITSN RECOG R NAC
L LDG LT HT FLT
TAXI LT AUX
HF INV DR HEAD
26 VAC HEAD
BUS AIR COMM R FAN FUSLG
DATA RPM PMP
SEN TEST
L OIL DME SYS
PRESS READ FUEL FILL &
ITSN XFER
SEC P 26 VAC
PRI R NAV TRIM
STBY BUS
RMI HR
HT VAL METER
IND L SEC R OIL
NAV 1 STALL DME PRESS
WARN TOILET
GALLEY
R STALL SEC
ADF 1 DOOR RMI
ACTR WARN R TURB
L TURB RPM
RPM T/R EMER
ALT ENTR NAV 2
RIC LTS STOW TR
CONT
R NAV ALTM
COMP T/R POSN ADF
ANTI 2
SKID CAB
IND CABIN
LTS HT MAN
TONE
GEN
AUX BAT
CAB HT TEMP
PRI SEC
DME DME
Figure 2-12. Typical Circuit-Breaker Panels—SNs 35-002 through 35-201 and 35-205, and
36-002 through 36-040 (Not Incorporating AMK 78-13)
PILOT COPILOT
PANEL PANEL
2 ELECTRICAL POWER
SEC
ADF 1 L FW R FW INV
SOV SOV
PRI ATC 1
DIR NAV 2 EMER
GY DME 1 R JET
SYSTEMS
L JET BAT 1
PMP VAL PMP
PRI VAL
VERT L FAN ATC 2 EMER
GY MODE R STBY BAT 2
RPM PMP
PWR L STBY
NOSE PMP SPOIL -
STEER L ITT R FAN ERON
NAV R ICE RPM
LTS L ICE DET ADF 2
AIR DET E.L.
DATA WRN R ITT LTS
SEN OIL
STROBE LTS L PITOT TEMP RECOG
LTS HT LT SEC
MACH RAM WARN VM
TRIM AIR LTS
PITCH FUEL
RDNG TEMP QTY R LDG &
LTS TAXI LT SEC
FLT AIR R FIRE FLT DIR
DIR BLEED DET
ATTD FREON ROLL TAB &
FLAP BCN
CONT LTS SEC
AIR PRI POSN R FIRE DIR
DATA FLT EXT GY
CAB DIR YAW SPOILER CABIN
BLOW TEMP SEC
AFCS CAB VERT
PITCH FUEL
COMPTR PRESS GY
LH PRI FLAPS RADAR
MOD AFCS SEC
AFCS VLF SEC RATE
ROLL VAL
NAV FLT DIR GYRO
NOSE AFCS GEAR
ALC
STEER ROLL SYS SEC
PRI CLOCK SEC YAW
YAW AFCS DAMP
DAMP AFCS AUX
L VAC COM STEREO
HT YAW SAT/
PRI CLOCK TAS
FLT DIR WING
INSP INSTR INSTR
WSHLD LTS STAB &
HT LT LTS WING SEC
RADAR ADS HT HDG
EMER PNEU V
LT FUEL R & CRS
SQUAT PIOTO ANTI
SW JTSN SKID
HT S WARN SEC FLT
EL S WRN HT DIR
LTS HT L AIR R AIR
L LDG IGN R NAC
& TAXI IGN HT
LTS FUEL SEC F/D
26 VAC L STALL COMPT CMD
BUS AIR WARN OXY TEST R FUSLG
DATA VAL SYSTEM PMP
SEN SEC SEC F/D
L OIL DOOR PITCH ATTD
PRESS ACTS T/R EMER TRIM FILL &
HF
COMM IND XFER
R 26 VAC
PRI ENTR STALL BUS
RMI LT WRN BAT
HT VAL T/R EMER
IND TEMP
STOW R OIL
NAV 1 PASS SENSR PRESS
GALLEY INFO FUEL HTR TOILET
T/R JTSN
POSN SEC
ADF 1 IND UHF RMI
L TURB FPA PHONE R TURB
RPM RPM
ALTM NAV 2
HF COMM T/R CONT ALTM
MACH ADF 2
A/S IND RH
CAB MOD
TONE LTS VAL MACH
GEN AS
RAD IND
AUX ALTM
PRI CAB HT VLF
HDG HDG
& CRS EXT
Figure 2-13. Typical Circuit-Breaker Panels—SNs 35-202 and Subsequent, except 35-205,
36-041 and Subsequent, and Aircraft Incorporating AMK 78-13
° Left stall warning system On SNs 35-002 through 35-508 and 36-002
through 36-053, when not incor porating
° Entry lights (step lights, baggage AMK 85-1, the essential buses are connected
compartment lights, and tailcone in-
spection light) directly to the battery charging bus (Figure
2-14 or 2-15).
° Door actuator motor
• Right battery bus
° Right stall warning system
20A
BATTERY POWER
GENERATOR POWER
GROUND POWER
2 ELECTRICAL POWER
40 A 40 A
DC VOLTS
SYSTEMS
50 A 0
10 20
30
50 A
R L L R R R
E GEN BAT CHG BUS GEN E
GEN BUS GEN BUS
G 275 A 275 A G
L R
BAT BAT
GPU
Figure 2-14. Essential DC Bus Power—SNs 35-002 through 35-201 and 35-205, and 36-002
through 36-040 (Not Incorporating AMK 78-13)
20A
40 A 40 A 40 A 40 A
DC VOLTS
0 30
50 A 50 A 10 20
50 A 50 A
R L L R R R
E GEN GEN BUS BAT CHG BUS GEN E
GEN BUS
G 275 A 275 A G
L R
BAT BAT
GPU
Figure 2-15. Essential DC Bus Power—SNs 35-202 through 35-508, except 35-205, 36-041
through 36-053, and Prior Aircraft Incorporating AMK 78-13
On all aircraft, the following equipment is di- mary and secondary inverters, and the left and
rectly connected to the battery charging bus right power buses. On SNs 35-509 and sub-
(Figure 2-16): sequent, 36-054 and subsequent, and prior
aircraft incorporating AMK 85-1, the gener-
• DC VOLTS meter ator buses also power the respective essential
A and B buses. On all aircraft, the landing/taxi
• Freon air conditioner and auxiliary heater lights are connected to the respective gener-
ator bus (Figure 2-16). The generator buses can
• Recognition light(s) be powered by the batteries, a GPU, or either
2 ELECTRICAL POWER
generator.
• Auxiliary hydraulic pump
SYSTEMS
GROUND POWER
30 A 5 A 5 A
20 A 150 A 30 A 50 A 10 A 20 A 20 A
L R FUEL PRI
L STARTER RECOG FLOW PITCH R
LDG FREON LDG
LIGHT IND TRIM
AND COMP AND
(FC-530)
TAXI MOTOR TAXI
HYD AUX R
LIGHT AND LIGHT
PUMP INVERTER* STARTER
AUX
HEATER
*IF INSTALLED
Figure 2-16. Battery Charging Bus and Generator Bus Distribution
L R
MAIN 50 A MAIN
BUS
POWER TIE POWER
RELAY RELAY
70 A 70 A
L MAIN BUS R MAIN BUS
2 ELECTRICAL POWER
OVERLOAD OVERLOAD
CB SENSOR SENSOR CB
SYSTEMS
L DC VOLTS R
PWR BUS 0
10 20
30 PWR BUS
10 A 10 A
L L R R
GEN GEN BUS BAT CHG BUS GEN BUS GEN
275 A 275 A
CL CL
LEGEND L R
BATTERY POWER BAT BAT
GENERATOR POWER
GROUND POWER
GPU
overload and cannot; this results in automatic In the event of an overload on one of the
isolation of the faulty bus. essential buses, the respective ESS BUS cir-
cuit breaker opens, followed by the ESS BUS
TIE circuit breaker which is forced to accept
Essential DC Buses the overload and cannot, resulting in auto -
One of three different bus conf igurations will matic isolation of the faulty bus. The current
a p p ly t o a g ive n a i r c r a f t , d e p e n d i n g o n limiters provide backup for their respective
production serial number and AMK ESS BUS circuit breakers.
applicability (see Figures 2-14, 2-15, and 2-18).
2 ELECTRICAL POWER
20 A
LEGEND
BATTERY POWER L ESS A R ESS A
GENERATOR POWER
20 A
GROUND POWER
L ESS B R ESS B
40 A 40 A
DC
VOLTS
50 A 0
10 20
30
50 A
R L L R R R
E GEN GEN BUS BAT CHG BUS GEN BUS GEN E
275A 275A
L R
BAT BAT
GPU
Figure 2-18. Essential DC Bus Power—SNs 35-509 and Subsequent and 36-054 and
Subsequent, and Prior Aircraft Incorporating AMK 85-1
2 ELECTRICAL POWER
synchronization. It also causes illumination of
the associated annunciators for certain mal-
SYSTEMS
functions.
CONTROLS
A switch for each inverter (PRI, SEC, and op-
tional AUX) is on the pilot lower instrument
Figure 2-19. Inverter panel (Figure 2-20). The primary and sec-
ondary inverter switches have two positions:
The primar y and secondar y inver ters are PRI-OFF and SEC-OFF, respectively. The aux-
powered from the respective left and right iliary inverter switch, if installed, is labeled
generator buses through a 60 A overload sen- ON-OFF.
sor and a power relay. The power relay is en-
ergized closed whenever there is power on the If the auxiliary inverter is installed, an addi-
respective power bus, the associated PRI or tional switch labeled L BUS-R BUS is also in-
SEC INV circuit breaker is closed, and the in- stalled. This switch directs auxiliary inverter
verter switch is on (see AC Distribution). output to either the left or right AC bus as
needed. In case of an inverter failure, the aux-
If an inverter becomes overloaded (i.e., a iliary inverter does not automatically assume
shorted inverter), the respective overload sen- the operation of the failed inverter unless the
sor causes the affected PRI or SEC INV circuit auxiliary inverter is turned on and the L/R
breaker to trip. This energizes the power relay, BUS switch is properly positioned.
which opens to break the power circuit; this
results in automatic isolation of the faulty
inverter. If installed, the auxiliary inverter
circuits differ only in that they are powered
from the battery charging bus, and the power
relay is controlled by the AUX INV circuit
breaker on the right essential bus (see AC
Distributuion).
INDICATORS DISTRIBUTION
Two red inverter warning annunciators labeled 115 VAC Buses (L and R)
PRI INV and SEC INV are on the glareshield.
If the optional auxiliary inverter is installed, Alter nating cur rent from the inver ters is
there is also an amber AUX INV annunciator distributed through the paralleling box to
on the glareshield. the respective left and right AC buses (Figure
2-22). Primary inverter output goes to the left
The corresponding inverter annunciator illu- bus; secondary to the right bus. Auxiliary
2 ELECTRICAL POWER
minates when inverter output is below 90 VAC inverter output (if installed) may be selected
or if bus load is less than 10 volt-amps. to either the left or the right bus.
SYSTEMS
The primary and secondary inverter annunci- All CBs on the left 115 VAC bus are on the top
ators also illuminate when the respective in- row of the left CB panel. The right 115 VAC
ver ter switch is off; the AUX INV light, bus CBs are on the top row of the right CB
however, illuminates only when the auxiliary panel. The f irst CB on the top row of the right
inverter fails with the switch on. panel is the 7.5 amp AC bus-tie CB. The sec-
ond CB on the top row of the right panel and
A single AC voltmeter (Figure 2-21) indicates the f irst CB on the top row of the left panel are
the voltage on the left or right AC bus, de- the L and R AC BUS 10 A bus feeder CBs.
pending on the position of the AC BUS switch.
The two-position switch— PRI and SEC—se- 26 VAC Buses (L and R)
lects the bus from which AC voltage is mea-
sured. To check individual inverter voltage, Two step-down transformers draw 115 VAC
only the inverter to be checked should be on. power from the left and right 115 VAC buses,
reduce the voltage output to 26 VAC, and
connect to the 26 VAC buses for equipment
requiring 26 VAC power.
EMERGENCY BATTERY
GENERAL
The aircraft may be equipped with either a single
(standard) or a dual (optional) emergency battery
system. The battery(ies) are installed in the nose
compartment, and provide an emergency electrical
power source for selected equipment in the event
of total airplane electrical system failure.
Figure 2-21. AC Bus Switch and Emergency batteries may be nicad or lead-
AC Voltmeter acid. The nicad battery is standard up to SNs
26 V R AC 26 V
AC L AC TRANS AC
TRANS 2A BUS PRI VM 7.5 A SEC VM BUS 2A
BUS BUS
P S
10 A L AUX
L AC BUS 10 R AUX 10 10 A R AC BUS
CB A AC BUS CB AC BUS CB A CB
2 ELECTRICAL POWER
AC VOLTS
L BUS 0
10 30
50
SYSTEMS
AUX INV
L BUS/R BUS SW
R BUS
PARALLELING BOX
PRIMARY
INVERTER
AUX
INVERTER
* SECONDARY
INVERTER
AUX INV
POWER ON-OFF SW
POWER POWER
RELAY RELAY RELAY
PRI INV AUX INV
SW CB
SEC INV
60 A SW
R ESS B
PRI INV SEC INV
60 A CB 60 A
CB
L PWR R PWR
10 50 A 10
A A
*OPTIONAL EQUIPMENT
L R
BAT BAT
LEGEND
BATTERY POWER
GPU
GENERATOR POWER
GROUND POWER
INVERTER POWER
VAC. The lead-acid battery provides 24 VDC The EMER PWR switch has three positions:
at 5.0 amp-hours. ON, STBY, and OFF. The emergency battery
powers the following equipment with the
Both emergency batteries receive a trickle- switch in ON or STBY:
charge from the normal aircraft electrical sys-
tem through the EMER BAT 1 and EMER • ON
BAT 2 circuit breakers on the right main bus,
respectively, when power is on the bus. The ° Standby attitude indicator, indicator
trickle-charge is provided even when the lighting, and annunciator light
switches are off, but at a reduced rate. Con -
trols and indicator location are illustrated in ° Landing gear control circuits and gear
Figure 2-23. position lights
dicator. On RVSM equipped aircraft the air power supply is on the pilot instrument panel.
data computer and the pilot altimeter are also The applicable annunciator illuminates when
powered. If power is available from the aircraft power from the associated emergency battery
electrical system, the emergency battery is is being used and is not receiving a trickle-
replenished as it provides power for the standby charge.
attitude indicator. Other equipment tied to the
emergency battery and normally powered by The BAT 1 switch operates the same systems as
the aircraft electrical system is powered by the described under Single Emergency Power
emergency battery only when normal electri- System. The BAT 2 switch has two positions:
2 ELECTRICAL POWER
cal power is off or failed. OFF and BAT 2. When turned on, power from
the No. 2 emergency power supply is available
SYSTEMS
Normally, the EMER PWR switch is in ON. If to illuminate the EMR PWR 2 annunciator and
the electrical system fails, the EMR PWR an- operate predetermined electrical equipment
nunciator illuminates when power from the as- should the normal electrical system fail. The
sociated emergency battery is in use and the auxiliary communication radio is the most com-
battery is not receiving a trickle-charge. mon equipment powered by BAT 2; however, its
installation and use is optional.
In the event of a total aircraft electrical sys-
tem failure, the approved AFM recommends The pilot must turn off the emergency battery
that the EMER PWR switch be placed in STBY switch(es) before leaving the aircraft. If air-
until gear or flap operation is required to con- craft power is turned off with the emergency bat-
serve battery life. Since only the standby at- tery switch(es) in ON or STBY, the emergency
titude indicator is powered in STBY, battery batteries continue to power the emergency bat-
life is approximately 3 hours and 45 minutes tery equipment and lose their charge.
versus 30 minutes in the ON position.
26 V R AC 26 V
AC TRANS L AC TRANS AC
2A BUS 7.5 A BUS 2A
BUS BUS
P S
10 A 10 A 10 A 10 A
AC VOLTS
0 50
10 30
2 ELECTRICAL POWER
SYSTEMS
PARALLELING BOX
R IGN/START/GEN
L IGN/START/GEN
L R
MAIN 50 A MAIN
60 A
L ESS B R ESS B
20 A
60 A 70 A 70 A 60 A
L PWR 40 A 40 A R PWR
AMPS AMPS
0 400
DC VOLTS 0
100 200 300
400
100 200 300
10 50 A A
C K
K
50 A 10
A A
*OPTIONAL EQUIPMENT
OVER
VOLT
CUTOUT
LEGEND
BATTERY POWER
GENERATOR POWER
GROUND POWER
INVERTER POWER
20 A GND 20 A
L BAT L PWR R R BAT
BUS BAT UNIT BAT BUS
Figure 2-24. Electrical System—SNs 35-002 through 35-205 and 36-002 through 36-040
(Not Incorporating AMK 78-13)
26 V R AC 26 V
AC TRANS L AC TRANS AC
2A BUS 7.5 A BUS 2A
BUS BUS
P S
10 A 10 A 10 A 10 A
AC VOLTS
0 50
10 30
2 ELECTRICAL POWER
SYSTEMS
PARALLELING BOX
PRIMARY
INVERTER
AUX
INVERTER
* SECONDARY
INVERTER
L IGN/START/GEN
R IGNISTART/GEN
L R
MAIN 50 A MAIN
60 A
L ESS A 20 A R ESS A
60 A 70 A 70A 60 A
L ESS B 20 A R ESS B
L PWR 40 A 40 A R PWR
AMPS AMPS
0 400
DC VOLTS 0 400
100 200 300 100 200 300
10 50 A
A
C K
K
50 A 10
OVER
VOLT
CUTOUT
*OPTIONAL EQUIPMENT
20 A GND 20 A
L BAT L PWR R R BAT
BUS BAT UNIT BAT BUS
LEGEND
BATTERY POWER GENERATOR POWER GROUND POWER INVERTER POWER
Figure 2-25. Electrical System—SNs 35-202 through 35-204, 35-206 through 35-508, 36-041
through 36-053, and Prior Aircraft Incorporating AMK 78-13
26 V 26 V
AC L AC R AC AC
TRANS BUS 7.5 A BUS TRANS
BUS 2A 2A BUS
P S
10 10 A 10 10 A
A AC VOLTS A
0 50
10 30
2 ELECTRICAL POWER
PARALLELING BOX
SYSTEMS
R IGNISTART/GEN
L IGN/START/GEN
L R
MAIN 50 A MAIN
60 A
L ESS A 20 A R ESS A
60 A L ESS B 60 A
20 A R ESS B
L PWR 40 A 40 A R PWR
AMPS AMPS
0 400
DC VOLTS 0 400
100 200 300 100 200 300
10 50A
A
C K
K
50 A 10
OVER
VOLT
CUTOUT
*OPTIONAL EQUIPMENT
20 A GND 20 A
L BAT L PWR R R BAT
BUS BAT UNIT BAT BUS
LEGEND
BATTERY POWER GENERATOR POWER GROUND POWER INVERTER POWER
QUESTIONS
1. The DC voltmeter indicates: 5. If aircraft electrical power fails and the
A. Battery voltage only EMER PWR BAT 1 switch is ON, the sys-
tems powered by the emergency battery
B. Generator voltage only
are:
C. Voltage on the battery buses
A. Standby attitude gyro only
D. Voltage on the battery charging bus
B. Flaps and gear only
2 ELECTRICAL POWER
2. When a GPU is used for engine start, the C. Flaps, gear, and spoiler
D. Standby attitude indicator, gear, and
SYSTEMS
output value should be:
flaps
A. Regulated to 24 V
B. Regulated to 28 V and limited to 1,100
6. If both 275 A current limiters fail in flight:
A
C. Regulated to 33 ±2 V A. The essential buses will remain pow-
ered by the aircraft batteries
D. Regulated to 28 V and limited to
500 A B. The essential buses will remain pow-
ered by the generators
3. The buses that the aircraft batteries power C. The battery charging bus will fail im-
are: mediately
D. Both inverters will fail
A. Battery buses only
B. Battery and battery charging buses
7. Illumination of a PRI or SEC inverter
only
light indicates:
C. All buses except the 115 VAC
A. The inverter is operating
D. All buses including AC if an inverter
is on B. The inverter output is less than 90
VAC, or there is less than a 10 volt-
ampere draw on the inverter
4. A generator failure is indicated when:
C. The inverter switch is off
A. One ammeter indicates less than 25 A
D. B and C
B. The GEN switch is in the ON position
and the GEN light remains illumi-
8. The AC voltmeter will indicate:
nated after activating RESET
C. The GEN light is extinguished A. Right AC bus voltage with the AC
BUS switch in PRI
D. The DC voltmeter reads less than 28 V
B. Left AC bus voltage when the AC BUS
switch is in PRI
C. The AC load
D. The voltage on the 26 VAC buses
CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION ................................................................................................................... 3-1
GENERAL .............................................................................................................................. 3-1
INTERIOR LIGHTING .......................................................................................................... 3-2
Cockpit Lighting.............................................................................................................. 3-2
Cabin Lighting ................................................................................................................. 3-4
Emergency Lighting ........................................................................................................ 3-6
EXTERIOR LIGHTING ......................................................................................................... 3-8
3 LIGHTING
General............................................................................................................................. 3-8
Landing/Taxi Lights......................................................................................................... 3-8
Recognition Light .......................................................................................................... 3-10
Strobe Lights ................................................................................................................. 3-10
Navigation Lights .......................................................................................................... 3-10
Anticollision Lights ....................................................................................................... 3-11
Wing Inspection Lights.................................................................................................. 3-12
Tail Cone Area Inspection Light ................................................................................... 3-13
QUESTIONS......................................................................................................................... 3-15
ILLUSTRATIONS
Figure Title Page
3-1 Interior Lighting Controls ........................................................................................ 3-3
3-2 Cockpit Map Lights ................................................................................................. 3-4
3-3 Reading Lights (Typical).......................................................................................... 3-4
3-4 Overhead Lights Control (Typical) .......................................................................... 3-5
3-5 Advisory Lights and Controls .................................................................................. 3-6
3-6 Emergency Cabin Door Light, Emergency Exit Light,
and Wing Inspection/Egress Light ........................................................................... 3-7
3-7 Emergency Lights Control ....................................................................................... 3-7
3-8 Exterior Lighting Locations ..................................................................................... 3-8
3-9 Exterior Lighting Controls ....................................................................................... 3-9
3 LIGHTING
3-10 Landing/Taxi Lights ................................................................................................. 3-9
3-11 Recognition Light .................................................................................................. 3-10
3-12 Strobe and Navigation Lights ................................................................................ 3-10
3-13 Anticollision Lights ............................................................................................... 3-11
3-14 Wing Ice Inspection Light...................................................................................... 3-12
3-15 Wing Ice Inspection Light Control ........................................................................ 3-13
3-16 Tail Cone Inspection Light Switches ..................................................................... 3-13
CHAPTER 3
LIGHTING
3 LIGHTING
INTRODUCTION
Aircraft lighting is divided into interior, exterior, and emergency (if installed) lighting
packages. Interior lighting provides illumination of both the cockpit and cabin areas under
normal conditions. The cockpit area is provided with general illumination and specif ic
lighting for instrument and map reading. Cabin area lighting provides illumination for
the standard warning signs and specif ic area illumination for passenger safety and con-
venience. Exterior lighting consists of navigation, landing/taxi, anticollision, recogni-
tion, and strobe lights. An optional tail cone area inspection light and two lighting
packages to illuminate the wing are available.
An emergency lighting system may be installed as optional equipment; this serves to
illuminate the cabin interior and egress points in the event of aircraft electrical power
failure. There are two basic conf igurations, depending on aircraft serialization.
GENERAL
Cockpit lighting consists of the instrument with rheostat controls. The electroluminescent
lights, floodlight, electroluminescent lighting, lighting illuminates the lettering on various
and map lights; all are adjustable for intensity switch panels, pedestal, and CB panels.
3 LIGHTING
3 LIGHTING
The nicad battery packs charge through the ure of normal DC electrical power. Setting the
EMER LTS circuit breaker on the right es- switch to DISARM isolates the emergency
sential bus. lights from the emergency batteries.
3 LIGHTING
Figure 3-6. Emergency Cabin Door Light, Emergency Exit Light, and Wing
Inspection/Egress Light
STROBE LIGHTS
The strobe light system consists of a strobe
light mounted inside each navigation light
fixture, a power supply for each strobe (Figure
3-12), a STROBE LT switch on the copilot
lighting control panel, a DC STROBE LTS
circuit breaker on the left main bus, and a
timing circuit module that causes the strobes
to flash. Each power supply is protected by an
internal 3 A fuse.
ANTICOLLISION LIGHTS
Anticollision lights are installed on top of the
vertical stabilizer and on the bottom of the
fuselage (Figure 3-13). The lights are con-
trolled by a BCN LT switch on the copilot
lighting control panel. Each light is a dual-
bulb light; each bulb oscillates 180° at 45 cy-
cles per minute. The beam is concentrated by
an integral lens; an illusion of 90 flashes per
minute occurs due to the oscillation.
3 LIGHTING
Figure 3-13. Anticollision Lights
3 LIGHTING
QUESTIONS
1. The instrument panel flood light control is 6. The emergency lighting switch position
located: used during normal operation is:
A. DISARM
A. On the light
B. ARM
B. Just forward of the warning panel
C. TEST
C. On the pilot side panel
D. EMER LT
D. On the copilot side panel
7. The lights that come on when cabin alti-
2. The cockpit map lights are controlled: tude reaches 14,000 ft or higher are the:
A. With an ON-OFF switch on the copilot A. Passenger advisory lights
side panel
B. Lavatory lights
B. With the overhead map light rheostat
C. Cabin overhead panel lights
on the copilot side panel
D. Reading lights
C. With an integral rheostat and a pattern
lever
8. The wing ice inspection light switch (if
D. Automatically, relative to ambient
installed) is located on the:
light
A. Pilot switch panel
3 LIGHTING
3. The cabin overhead light control switches B. Light assembly
are located on the: C. Overhead panel
A. Right forward refreshment pedestal D. Copilot right sidewall
B. The entrance door threshold
C. Left forward service cabinet 9. The lights that require inverter power
are the:
D. Light assembly
A. Cabin overhead lights
4. When a cabin overhead light switch is B. FLOOD and EL lights
turned on, f irst select: C. INSTR lights
A. ON D. NAV lights
B. OFF
C. DIM 10. The lights that can be operated with the
aircraft batteries turned off are the:
D. BRT
A. Entry lights and baggage compart-
5. The lights that are illuminated by the ment light
emergency lighting system are the: B. Overhead lights
A. Instrument panel floodlights and elec- C. Passenger advisory lights
troluminescent lights D. Reading lights
B. Cabin overhead lights, wing egress
light, and emergency exit light
C. Navigation lights
D. Strobe lights
CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 4-1
GENERAL .............................................................................................................................. 4-1
GLARESHIELD ANNUNCIATOR LIGHTS ........................................................................ 4-2
MASTER WARNING LIGHTS.............................................................................................. 4-2
TEST ....................................................................................................................................... 4-2
INTENSITY CONTROL ........................................................................................................ 4-3
BULB CHANGE..................................................................................................................... 4-3
ILLUMINATION CAUSES .................................................................................................... 4-3
QUESTIONS........................................................................................................................... 4-7
4 MASTER WARNING
SYSTEM
ILLUSTRATION
Figure Title Page
4-1 Test Switch ............................................................................................................... 4-2
TABLE
Table Title Page
4-1 Annunciator Illumination Causes............................................................................. 4-3
4 MASTER WARNING
SYSTEM
CHAPTER 4
MASTER WARNING SYSTEM
INTRODUCTION
The master warning system provides a warning for aircraft equipment malfunctions, an
indication of an unsafe operating condition requiring immediate attention, and an indi-
4 MASTER WARNING
cation that a system is in operation.
SYSTEM
GENERAL
The warning light system incorporates two Provision is made to test all glareshield an-
horizontal rows of red, amber, and green lights nunciator lights with two switches, one lo-
(see Annunciator panel section) that alert the cated on either end of the glareshield just
pilots to various conditions or switch posi- beneath the glareshield lights panel.
tions, and are located on the center portion of
the glareshield just above the autopilot-flight The intensity of the glareshield annunciator
director panel. These lights are referred to as lights is controlled automatically.
glareshield annunciator lights. Two MSTR
WARN lights on the instrument panel—one in There may be other annunciator lights located
front of each pilot—flash when any red light on the instrument panel, center pedestal, or
on the glareshield panel illuminates. These thrust reverser control panel (if installed).
flashing lights serve to draw pilot attention to These lights function as system advisory
the glareshield lights and, thereby, to the mal- annunciators.
functioning system.
MASTER WARNING
LIGHTS
Anytime a red glareshield annunciator light
illuminates, the red MSTR WARN lights on the
pilot and copilot instrument panels also
illuminate and flash. Pressing either MSTR
WARN light causes both MSTR WARN lights
to extinguish (except when triggered by a
flashing red annunciator light on the early Figure 4-1. Test Switch
aircraft mentioned above. However, the red
BULB CHANGE
Glareshield annunciator light lenses can be
removed for bulb replacement.
L FUEL Less than 0.25 psi fuel pressure to 2. Switch OFF–Nacelle or fan
PRESS engine. (Light extinguishes at 1 psi.) R ENG spinner valve(s) open.
ICE
R FUEL
PRESS
L FUEL 1. Switch is off.
4 MASTER WARNING
Steady–Spoilers not locked down CMPTR
SPOILER (normal if extended).
2. Computer has failed with the
R FUEL
SYSTEM
switch on.
(FC 200) CMPTR
Flashing–Spoilers deployed with 13°
SPOILER or more flaps extended (normal on
landing roll).
(FC530) L 1. Steady–System is off or failed.
(During pusher actuation it is
STALL normal.)
One of 10 latch pins not fully
DOOR engaged, or hook motor not fully R
retacted. 2. Flashing–In shaker range.
STALL
AUG 1. Spoilers split 6° or more.
AIL 2. Spoiler and aileron split 6° or more One motor in the vertical gyro has
in spoileron mode. L VG failed.
MON
1. One or both pitot heaters is
PITOT inoperative with the switches on. R VG
HT 2. One or both pitot heat switches is MON
off.
or duct (590°F/645°F)
AIR L associated engine.
2. Both lights–Manifold PULL
BLEED overpressure (47 psi) on SNs
35-082, 35-087 through 35-106,
AIR R 35-108 through 35-112, 36-023 MSTR A red light on the master warning
through 36-031, and AMK 76-7 panel is illuminated.
WARN
Indicated generator is off or has LOW HYD–Hydraulic system
L failed.
LOW FUEL
pressure is 1,125 psi or less.
GEN HYD XFLO FUEL XFLO–Fuel crossflow valve is
open.
R L LO R LO
L LO OIL, R LO OIL–Indicated engine
GEN OIL OIL oil pressure is low.
4 MASTER WARNING
L NAC 2. Indicates an overheat/underheat
L R
HEAT conditiion when ON.
SYSTEM
R NAC
HEAT
QUESTIONS
1. All glareshield annunciator lights and 4. The glareshield annunciator light inten-
system advisory annunciator lights can be sity is adjusted:
tested by: A. Automatically by photoelectric cells
A. The rotary test switch B. By depressing the TEST button
B. Depressing each individual light C. By depressing each individual capsule
C. Depressing either glareshield TEST D. By depressing the DIM button
switch
D. Shutting the represented system off 5. The flashing MSTR WARN lights can be
reset by depressing either MSTR WARN
2. When a red glareshield annunciator light light:
illuminates, another annunciation that A. Unless a red glareshield annunciator
occurs is: is flashing
A. Only the pilot MSTR WARN light B. Anytime
flashes C. Unless a red glareshield annunciator
B. Both MSTR WARN lights illuminate is illuminated steady
steady D. Unless an engine FIRE PULL light
C. Only the copilot MSTR WARN light illuminated steady
illuminates
D. Both MSTR WARN lights flash
4 MASTER WARNING
SYSTEM
CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 5-1
GENERAL .............................................................................................................................. 5-1
FUEL TANKS AND TANK VENTING SYSTEM ................................................................ 5-3
General............................................................................................................................. 5-3
Tip Tanks ......................................................................................................................... 5-3
Wing Tanks ...................................................................................................................... 5-3
Fuselage Tank .................................................................................................................. 5-3
Ram-Air Vent System ...................................................................................................... 5-4
FUEL INDICATING SYSTEMS ............................................................................................ 5-4
Fuel Quantity Indicating System/Low Fuel Warning ...................................................... 5-4
Fuel Flow Indicating System ........................................................................................... 5-7
FUEL DISTRIBUTION .......................................................................................................... 5-7
General............................................................................................................................. 5-7
Boost Pumps .................................................................................................................... 5-7
Motive-Flow Fuel and Jet Pumps .................................................................................... 5-8
Filters ............................................................................................................................... 5-9
Main Fuel Shutoff Valves (Firewall)................................................................................ 5-9
Low Fuel Pressure Warning Lights.................................................................................. 5-9
5 FUEL SYSTEM
ILLUSTRATIONS
Figure Title Page
5-1 Fuel System.............................................................................................................. 5-2
5-2 Ram-Air Scoop and Overboard Drain...................................................................... 5-4
5-3 Fuel Vent System ..................................................................................................... 5-5
5-4 Fuel Control Panels .................................................................................................. 5-6
5-5 Fuel Flow Indicator .................................................................................................. 5-7
5-6 Jet Pump Schematic ................................................................................................. 5-8
5-7 Fuel Drain Locations ............................................................................................. 5-10
5-8 Aircraft Grounding Points...................................................................................... 5-14
5-9 Prist Blending Apparatus ....................................................................................... 5-15
5-10 Refueling Filler Cap............................................................................................... 5-15
5 FUEL SYSTEM
CHAPTER 5
FUEL SYSTEM
INTRODUCTION
The Learjet 35/36 series fuel system consists of the fuel tanks, tank venting, indicating,
distribution, transfer, and jettison systems.
This chapter covers the operation of the fuel system up to the engine-driven fuel pumps.
At that point, fuel system operation becomes a function of the engine. Refer to Chapter
7, Powerplant, for additional information.
GENERAL
The fuel storage system consists of tip tanks, A ram-air system is used to vent all tanks.
integral tanks in each wing, and a fuselage Drain valves are provided to remove conden-
tank. A crossflow valve permits fuel transfer sation and contaminants from the low points
between the wings for fuel balancing. in the fuel tanks and to drain the contents of
5 FUEL SYSTEM
CROSSFLOW
TO VALVE
SUMP MODEL 35
WITHOUT
GRAVITY-FLOW LINE
P
F
P P P
P
WING
PRESS SW EMPTY LIGHT
TRANSFER PRESSURE
VALVE SWITCH
TRANSFER
FUEL JETTISON LINE
SHUTOFF VALVE
LOW FUEL
PRESSURE P
SWITCH FUSELAGE
TANK
DIFFERENTIAL
MOTIVE PRESSURE
FLOW FUEL SWITCH
FUEL SHUTOFF
MOTIVE 75-PSI
RELIEF VALVE CROSSFLOW
FLOW VALVE
VALVE VALVE
TO
MODEL 36 AND MODEL 35
SUMP WITH
P
GRAVITY-FLOW LINE
F
P P P
P
WING FUSELAGE
PRESS VALVE
SW
GRAVITY-FLOW
LINE
FUEL JETTISON TRANSFER
SHUTOFF VALVE VALVE TRANSFER
LINE
LOW FUEL EMPTY LIGHT
PRESSURE PRESSURE
SWITCH SWITCH
P FUSELAGE
TANK
(MODEL 36
MOTIVE TANK SHOWN)
FLOW MOTIVE 75-PSI DIFFERENTIAL
FUEL PRESSURE
FUEL FLOW RELIEF SHUTOFF
VALVE VALVE SWITCH
VALVE
LEGEND
F FILLER CAP ENGINE PUMP SUPPLY
P QUANTITY PROBE PRESSURE RELIEF VALVE LOW PRESSURE
5 FUEL SYSTEM
RAM-AIR VENT SYSTEM of the main landing gear, collects any fuel
that might enter the vent lines. A vent drain
A ram-air scoop located on the underside of valve permits draining of the sump to ensure
each wing (Figure 5-2) supplies positive air that the vent line to the fuselage tank is
pressure in flight to a manifold that directly unobstructed.
vents the fuselage tank and both tip tanks.
Each wing tank is indirectly vented to its own
tip tank through a length of tubing, the ends of
which extend to the uppermost area of each FUEL INDICATING
tank (Figure 5-3). The ram-air scoops, by design,
do not require heating to remain ice free. SYSTEMS
Two vent float valves are located in each tip FUEL QUANTITY INDICATING
tank, and one in the fuselage tank on 35 mod-
els. The float valves close when the fuel level SYSTEM/LOW FUEL WARNING
reaches the vent ports, preventing fuel from en- The fuel quantity indicating system includes
tering the vent lines. A vacuum relief valve in an indicator and tank selector switch located
each tip tank and the fuselage tank opens to on the fuel control panel (see Figure 5-4). A
allow air to enter the tanks should vacuum red LOW FUEL warning light (Annunciator
conditions occur. Section) illuminates when either wing tank
fuel level is low.
Each tip tank has two pressure relief valves that
protect the tanks from excessive pressure. The The fuel quantity indicating system uses DC
pressure relief valves are set at 1.0 and 1.5 power from the right essential bus through the
psi; the second valve provides a backup in case FUEL QTY circuit breaker. The six-position
the f irst valve fails. rotary selector switch enables the pilot to
check the fuel quantity in each of the f ive
Thermal expansion of fuselage fuel in 35 tanks and the aircraft total fuel quantity.
models is accounted for by an open-ended vent
line that bypasses the vent float valve (36 The fuel quantity for the position selected is
models use three open-ended vent lines) to read on the fuel quantity indicator. The quan-
vent pressures overboard through the ram-air tities printed beside each selector switch po-
scoops. A sump, installed in the vent manifold, sition indicate usable fuel capacities in pounds.
located at the bottom center fuselage just aft
5 FUEL SYSTEM
OPEN
VENT
TUBE**
VACUUM
RELIEF
FLOAT
VALVE*
1.5-PSI
RELIEF
VALVE
1.0-PSI
RELIEF
FUEL VACUUM VALVE
VENT RELIEF
DRAIN VALVE
OVERBOARD
DRAIN TO AMBIENT
FLAME
ARRESTER
RAM-AIR
SCOOP
VACUUM
RELIEF
PRESSURE RELIEF
WING
VENT
FLOAT
5 FUEL SYSTEM
VALVE
(TYPICAL)
L ON R
4
3 5 FUEL JTSN
FUEL 0 0 0 0
2 QUANTITY 6
LBS x 1000
OPEN
1 7
0 CLOSE
L ON R CROSS FLOW
EMPTY
FUS XFER
L WING 1340 R WING
1254 1254 OFF
L TIP R TIP JET PUMP F FILL
1215 1175 U
S FULL
TOTAL L ON R
}
6238 T OPEN
A
LBS N
K CLOSE
STANDBY PUMPS FUS VALVE
MODEL 35
L ON R
4
3 5 FUEL JTSN
FUEL 0 0 0 0
2 QUANTITY 6
LBS x 1000
OPEN
1 7
0 8 CLOSE
L ON R CROSS FLOW
FUS EMPTY
L WING 2542 R WING XFER
1254 1254 OFF
L TIP R TIP JET PUMP F FILL
1215 1175 U
L ON R S FULL
TOTAL
7440 T OPEN
LBS A
N
K CLOSE
5 FUEL SYSTEM
MODEL 36
I f t h e c o m p e n s a t o r p r o b e i s u n c ove r e d,
erroneous fuel quantity indications could be
encountered at all switch positions.
The standby pumps are used: through the motive-flow valves to the jet
pumps, where it passes through a small orifice
• For engine start (automatically ener- into a venturi. The low pressure created in the
gized with starter switch activation) venturi draws fuel from the respective tank, re-
• As a backup for the wing jet pumps sulting in a low-pressure, high-volume output
from the jet pump (Figure 5-6).
• For wing-to-wing crossflow
Motive-flow pressure varies with engine rpm
• For f illing the fuselage tank (automati- and is regulated to 300 psi maximum. Conse -
cally energized with the XFER–FILL quently, jet pump discharge pressure also varies
switch in the FILL position) with engine rpm. At idle, discharge pressure is
approximately 10 psi, while at full-power set-
Both standby pumps are deactivated when the tings, discharge pressure is approximately 12
XFER–FILL switch is in XFER. psi.
The transfer pump is used to transfer fuse- There are four jet pumps: one in each wing tank
lage tank fuel to the wing tanks. adjacent to the standby pump, and one in each
tip tank. The wing tank jet pumps draw fuel
T h e s t a n d by p u m p s a r e p owe r e d by t h e from the wing tanks and supply low pressure
respective L or R STBY PMP circuit breakers fuel to the engine-driven, high-pressure fuel
on left and right essential buses; the fuselage p u m p s . Wi n g j e t p u m p o u t p u t c a n b e
pump receives power from the FUSLG PMP supplemented by the wing standby pump to
circuit breaker on the right main bus. ensure positive pressure to an engine. The tip
tank jet pumps draw fuel from the tip tanks and
MOTIVE-FLOW FUEL deliver it directly to the cavities where the
standby pumps and jet pumps are located.
AND JET PUMPS
High-pressure fuel from the engine-driven Jet pumps require no electrical power and
fuel pumps is the source of motive-flow fuel have no moving parts. They are controlled by
to operate the jet pumps. The fuel is routed two jet pump switches (see Figure 5-4) that
WING TANK
STRUCTURE
INPUT OUTPUT
5 FUEL SYSTEM
LEGEND
FUEL
electrically open and close the motive-flow The engine-driven pump is capable of suction
valves. Power is provided by the respective L feeding enough fuel to sustain engine opera-
or R JET PUMP VAL circuit breaker on the left tion without either the wing standby pump or
and right essential buses. The amber indicator jet pump. However, 25,000 ft is the highest al-
lights next to the switches illuminate when the titude at which continuous operation should
motive-flow valves are in transit or are not in be attempted in this event.
the position selected on the switch. Each jet
pump switch (and motive-flow valve) controls
both jet pumps (wing and tip) on that side.
PRESSURE-RELIEF VALVES
A 75-psi relief valve is installed in each main
FILTERS fuel line on the engine side of the main shut-
off valve. The valves vent fuel overboard to re-
A fuel filter is installed in each engine feed line lieve pressure buildup caused by thermal
to f ilter the fuel before it enters the engine- expansion of trapped fuel when the engines are
driven fuel pump. Should the f ilters become shut down.
clogged, the fuel is allowed to bypass them. A
differential pressure switch installed in each
f ilter assembly illuminates the one amber
FUEL DRAIN VALVES
FUEL FILTER annunciator light if either or Drain valves (Figure 5-7) are located at low
both f ilters are bypassing fuel (Annunciator points throughout the fuel system for drain-
Panel section). ing condensation or sediment. A small amount
of fuel should be drained from each valve dur-
MAIN FUEL SHUTOFF VALVES ing the exterior preflight inspection. The
valves, spring-loaded to the closed position,
(FIREWALL) are located as follows:
The fuel shutoff valves are powered from the • One for each tip tank sump
essential buses through the L and R FW SOV
circuit breakers and are controlled by the • One for the crossflow line
FIRE handles on the glareshield. Pulling ei- • One for each wing sump
ther FIRE handle closes the associated valve;
pushing the FIRE handle in opens the valve. • One for each engine line
The valves remain in their last positions • One for each fuel f ilter
should DC power fail.
• One (or two) for the fuselage tank line(s)
LOW FUEL PRESSURE • O n e ( o r t wo ) f o r t h e f u s e l a g e t a n k
WARNING LIGHTS sump(s)
A low fuel pressure switch is located between There is one drain valve located at the fuel vent
the fuel shutoff valve and the engine-driven sump. This valve must be completely drained
fuel pump in each engine feed line. The during the exterior preflight inspection to
switches cause illumination of the appropri- prevent possible blockage of the fuselage ram-
ate red L or R FUEL PRESS annunciator light air vent line.
when fuel pressure drops below 0.25 psi. The
light extinguishes when pressure increases
above 1.0 psi. Illumination of a FUEL PRESS
5 FUEL SYSTEM
CROSSFLOW DRAIN
FUS VALVE switch that is powered from the attempted when a red FUEL PRESS light is
left essential bus FUS VALVE (or FUSE VAL) illuminated unless it can be accomplished
circuit breaker. below 25,000 ft. To do so would divert pres-
sure from the affected engine-driven pump to
the crossflow line. Instead, asymmetric power
settings may be used to balance fuel, if nec - subsequent and on all 36 models, a DC motor-
essary. The above considerations do not apply driven fuselage valve is installed in a second
to single-engine operations, and normal cross- fuel line; it connects the fuselage tank with the
flow operations may be performed as usual. crossflow manifold on the right side of the
crossflow valve (see Figure 5-1). The valve is
controlled by the FUS VALVE switch on the
NORMAL TRANSFER SYSTEM fuel control panel.
The Learjet models 35/36 each have a fuel
transfer line connecting the fuselage tank When the FUS VALVE switch is positioned to
transfer pump with the crossflow manifold OPEN, both the fuselage valve and the cross-
(see Figure 5-1). A DC motor-driven transfer flow valve simultaneously open, allowing fuel
valve installed in the line controls fuel move- to gravity-flow from the fuselage tank to both
ment between the fuselage and wing tanks. wings. When fuselage fuel is transferred in this
The valve is controlled by the XFER-FILL manner, 162 lb of fuel remain in the fuselage
switch located on the fuel control panel. tank. The fuselage valve is also controlled by
the XFER–FILL switch.
When the switch is positioned from OFF to
XFER, the transfer and crossflow valves are When placed to FILL, the transfer valve, fuse-
sequenced open and the transfer pump is en- lage valve, and crossflow valve are sequenced
ergized automatically while both standby open, and the standby pumps are energized to
pumps are deactivated. When the switch is pump wing tank fuel through both fuel lines
positioned from OFF to FILL, the transfer and into the fuselage tank.
crossflow valves are sequenced open, and both
standby pumps are energized automatically. The fuselage valve remains closed when the
When the switch is positioned from either XFER–FILL switch is positioned to XFER.
XFER or FILL to OFF, the transfer pump or
standby pumps (whichever the case may be) are The amber light adjacent to the FUS VALVE
deenergized and the transfer and crossflow switch illuminates when the fuselage valve is
valves are sequenced closed. in transit or is not in the position selected (see
Figure 5-4).
The amber light adjacent to the XFER–FILL
switch illuminates when the valve is in tran- If either standby pump switch is on, the FUS
sit or is not in the position selected (see Figure VALVE switch is rendered inoperative, and
5-4). The valve is powered through the right neither the fuselage valve nor the crossflow
main bus FILL & XFER circuit breaker. valve will open if the FUS VALVE switch is
moved to OPEN. Conversely, if the FUS
On 35 models without the optional gravity- VALVE switch is already in OPEN (fuselage
flow line, the transfer line is connected to the valve and crossflow valve open), turning ei-
right side of the crossflow valve. On all 36 ther standby pump switch on automatically
models, and 35 models with the optional gravity- causes the fuselage valve and crossflow valves
flow line, the transfer line is connected to the to sequence closed.
left side of the crossflow valve.
The fuselage valve is powered through the
l e f t e s s e n t i a l b u s F U S E VA L ( o r F U S
GRAVITY-FLOW VALVE) circuit breaker.
TRANSFER SYSTEM
5 FUEL SYSTEM
FLOAT AND PRESSURE resets and energizes the pump again when the
SWITCHES pressure drops below 2.5 psi.
LO
-F
HI RIST
P R)
(O L-I-
MI 686
27
HANDLE
RING
TRIGGER
FUEL NOZZLE
5 FUEL SYSTEM
QUESTIONS
1. Trapped fuel weight: 5. The crossflow valve opens:
A. Must be added to the weight of fuel A. Only when the CROSS FLOW switch
taken on board when servicing the is set to OPEN
aircraft B. Only when the CROSS FLOW switch
B. Is included in the aircraft basic weight is set to OPEN or the XFER–FILL
for airplanes certif ied in the U.S. switch is set to XFER
C. Must be accounted for in the fuselage C. Anytime electrical power is lost
tank for CG purposes D. Whenever the CROSS FLOW, XFER–
D. May be disregarded since it is less FILL, or FUS VALVE switches are
than 200 lb m ov e d f r o m t h e O F F o r C L O S E
position
2. With the exception of the FUEL JTSN
lights, all other amber lights on the fuel 6. Steady illumination of an amber transfer
control panel, when illuminated steady, valve light indicates:
indicate that the respective: A. The valve failed to close
A. Valves are cycling or the pumps are B. The valve failed open
properly operating C. The valve operated correctly
B. Valves are in the correct position; the D. T h e va l v e f a i l e d t o m ov e t o t h e
pumps are inoperative position commanded by the XFER–
C. Switch position agrees with the valve FILL switch
position or pump operation
D. Valve position disag rees with the 7. Illumination of the red L or R FUEL
switch position PRESS light indicates:
A. Fuel pressure to the respective engine-
3. The red LOW FUEL light illuminates driven fuel pump is low
when:
B. Fuel pressure to the respective engine
A. 350 lb total fuel remains is too high for safe operation
B. 250 to 350 lb remain in either wing, C. A fuel f ilter is bypassing
depending on the aircraft SN D. Fuel pressure to the respective engine
C. 400 to 500 lb total fuel remains is optimum for engine start
D. 400 to 500 lb remains in either wing
8. When the XFER–FILL switch is placed
4. The standby pumps are used for all the to the FILL position, the:
following functions except: A. Float switch is disabled
A. Engine start B. Wing standby pumps are disabled
B. As a backup for the main jet pumps C. Fuselage valve closes
C. Wing-to-wing crossflow with a wing D. Crossflow valve opens
tank jet pump inoperative
D. Wing-to-fuselage transfer of fuel
5 FUEL SYSTEM
9. Motive-flow fuel for the jet pumps is 12. The wing fuel pressure switch:
supplied by the: A. Turns off the fuselage transfer pump
A. Engine-driven fuel pumps when wing fuel pressure reaches
B. Wing standby pumps 5 psi
C. Fuselage transfer pump B. Turns on the fuselage transfer pump
D. Motive-flow control unit when wing fuel pressure is below 5 psi
C. Turns off the wing standby pumps
10. The amber FUEL FILTER light indicates: when wing fuel pressure reaches 5 psi
D. Turns on the wing standby pumps
A. Low fuel pressure to the engine-driven
when wing fuel pressure is below 5 psi
pump; the standby pumps should be
turned on
13. When using any mixture of aviation
B. That both fuel f ilters are being by-
gasoline:
passed; the light does not illuminate
if only one f ilter is bypassed A. Do not take off with fuel temperature
C. That one or both fuel f ilters are being lower than –54°C (–65°F)
bypassed B. Restrict flights to below 15,000 ft
D. That only the secondary fuel filters are C. Both jet pumps and both standby
being bypassed pumps must be on and the pumps must
be operating
11. The amount of fuel trapped in the fuselage D. All of the above answers are correct
tank after completion of gravity transfer
via the fuselage valve is approximately: 14. The Learjet 35/36 requires anti-icing
A. 62 lb additive:
B. 162 lb A. At all times
C. 262 lb B. Only when temperatures of –37°C and
D. None below are forecast
C. Only for flights above 15,000 ft
D. Only for flights above FL 290
5 FUEL SYSTEM
CHAPTER 7
POWERPLANT
CONTENTS
Page
7 POWERPLANT
INTRODUCTION ................................................................................................................... 7-1
GENERAL .............................................................................................................................. 7-1
MAJOR SECTIONS ............................................................................................................... 7-2
Air Inlet Section............................................................................................................... 7-2
Fan Section....................................................................................................................... 7-2
Compressor Section ......................................................................................................... 7-3
Combustor Section........................................................................................................... 7-3
Turbine Section ................................................................................................................ 7-3
Exhaust Section ............................................................................................................... 7-4
Accessory Section............................................................................................................ 7-4
OPERATING PRINCIPLES ................................................................................................... 7-4
OIL SYSTEM.......................................................................................................................... 7-6
General............................................................................................................................. 7-6
Indication ......................................................................................................................... 7-8
Operation ......................................................................................................................... 7-8
FUEL SYSTEM ...................................................................................................................... 7-9
General............................................................................................................................. 7-9
Fuel Pressure.................................................................................................................... 7-9
Motive-Flow Lockout Valve and Pressure Regulator ...................................................... 7-9
Fuel Control Unit........................................................................................................... 7-10
Electronic Fuel Computer.............................................................................................. 7-10
7 POWERPLANT
ILLUSTRATIONS
Figure Title Page
7-1 Major Sections ......................................................................................................... 7-2
7-2 FAN SPEED Indicator ............................................................................................. 7-3
7-3 TURBINE SPEED Indicator.................................................................................... 7-3
7 POWERPLANT
7-4 Airflow Diagram ...................................................................................................... 7-4
7-5 Oil System Schematic .............................................................................................. 7-6
7-6 Oil Servicing Access................................................................................................ 7-7
7-7 ∆P Indicator .............................................................................................................. 7-7
7-8 OIL PRESSURE Indicator....................................................................................... 7-8
7-9 OIL TEMPERATURE Indicator .............................................................................. 7-8
7-10 Engine Fuel System ................................................................................................. 7-9
7-11 Electronic Fuel Computer...................................................................................... 7-10
7-12 Computer Inputs and Outputs ................................................................................ 7-11
7-13 Fuel Computer and SPR Switches ......................................................................... 7-12
7-14 FUEL FLOW Indicator .......................................................................................... 7-13
7-15 Fuel Counter .......................................................................................................... 7-13
7-16 Center Switch Panel............................................................................................... 7-14
7-17 Throttle Quadrant................................................................................................... 7-14
7-18 Left Start Circuit—SNs 35-002 through 35-147 and
through 36-035....................................................................................................... 7-16
7-19 Left Start Circuit—SNs 35-148 through 35-389, except 35-370
and 36-036 through 36-047.................................................................................... 7-17
7-20 Installation of AAK 81-1 ....................................................................................... 7-18
7-21 Left Start Circuit—SNs 35-370, 35-390, and Subsequent,
and 36-048 and Subsequent ................................................................................... 7-19
7-22 Engine Instruments ................................................................................................ 7-21
7-23 ENG SYNC Indicator ............................................................................................ 7-22
CHAPTER 7
POWERPLANT
7 POWERPLANT
INTRODUCTION
This chapter describes the powerplants installed on Learjet 35/36 series aircraft. In ad-
dition to the powerplant, the chapter describes such engine-related systems as oil, fuel,
ignition, engine controls and instrumentation, engine synchronization, Aeronca and
Dee Howard thrust reversers, and all pertinent powerplant limitations.
GENERAL
All 35/36 series aircraft are powered by two twin-spool turbofan. The fan is front mounted
aft fuselage-mounted TFE731-2-2B turbofan and gear driven.
engines. Optional thrust reversers are available
either as a factory installation or as a retrof it. Each engine develops 3,500 lb of thrust, static
at sea level, up to 72°F (+22°C).
The TFE731 series engine is manufactured
by the Garrett Turbine Engine Company at The modular design concept of the engine
Phoenix, Arizona. The engine is a lightweight, facilitates maintenance.
MAJOR SECTIONS and its associated planetary gear drive. The fan
shroud is armored for blade containment.
For descriptive purposes, the engine (Figure
7-1) is divided into seven major sections as FAN SECTION
follows:
The fan section includes the single-stage axial
1. Air inlet fan, an integral spinner, and the fan planetary
2. Fan gear assembly, which is driven by the low-
pressure rotor. The rpm of the LP rotor is
3. Compressor designated N 1 and commonly referred to as fan
7 POWERPLANT
4. Combustor speed.
5. Turbine
The planetar y gear provides the required
6. Exhaust gear reduction for the fan. The rpm of the LP
7. Accessory rotor (N 1 ) is read on the FAN SPEED indi-
cator (Figure 7-2). Engine thrust is set using
AIR INLET SECTION this instrument.
7 POWERPLANT
2
8 % X 10
3 The single-stage HP turbine, rigidly joined
7 4 with the HP compressor, forms the HP spool
6 5 that rotates independently about the LP rotor
shaft. The rpm of the HP spool is designated
N 2 and commonly referred to as turbine speed.
The rpm of the turbine (N 2 rpm) is read on the
Figure 7-2. FAN SPEED Indicator TURBINE SPEED indicator (Figure 7-3). This
is a supporting engine operation instrument.
The fan performs two functions:
• Its outer diameter accelerates a large air TURBINE
mass at a relatively low velocity into SPEED
the full-length bypass duct
11 0 5 6
• The inner diameter of the fan accelerates 0
a smaller air mass to the four-stage axial-
flow compressor 10
1
9
COMPRESSOR SECTION 2
8 % X 10
The compressor section includes a l ow - 3
pressure (LP) compressor and a high-pres- 7 4
sure (HP) compressor. 6 5
The compressed air enters the combustor The combustion gases continue to expand
through holes and louvers designed to direct through the three-stage LP turbine, which
the flow of combustion air and to keep the extracts energy to drive the LP compressor
flame pattern centered within the combustor. through the LP rotor shaft and the fan through
Each of the duplex fuel nozzles sprays fuel in the planetary gear.
two distinct patterns, resulting in eff icient,
controlled combustion. The combustion gases are then exhausted
through the exhaust duct. The resulting thrust
The mixture is initially ignited by the two created by the combustion air adds to the thrust
igniter plugs. The expanding combustion generated by the fan through the bypass air
7 POWERPLANT
gases, generating extremely high pressures, duct to produce the total propulsion force. At
are directed to the HP turbine, which extracts sea level, the fan contributes 60% of the total
energy to drive the integral HP compressor rated thrust, diminishing as altitude increases.
and the accessory section through the tower At 40,000 ft, the fan contributes approximately
shaft. 40% of the total thrust. Engine core rotation
(looking forward) is clockwise, and fan
rotation is counterclockwise.
Oil is contained in a tank on the right side of A red pop-out ∆P indicator provides visual in-
the engine. Access for servicing and level dication of a clogged f ilter. It can be checked
checking (Figure 7-6) is located on the out- through a spring port on the right side of each
board side of each nacelle. engine nacelle (Figure 7-7). The indicator
button should be flush with the housing; if it
is not, maintenance is required before flight.
VENT
NO. 6
BREATHER NOS. 4 AND 5
BEARING
PRESS BEARING
VALVE
TRANSFER
GEARBOX
ACCESSORY
GEARBOX
PLANETARY
GEARS
NOS. 1, 2 AND
3 BEARINGS
Oil cooling is fully automatic and is achieved Oil venting is provided and controlled by an
by a combination of sectional air-oil coolers altitude compensating breather-pressurizing
in the fan bypass duct and a fuel-oil cooler valve.
mounted on the engine. Temperature and
pressure bypass protection is provided for
the oil coolers.
7 POWERPLANT
LEFT ENGINE ACCESS RIGHT ENGINE ACCESS
OIL TEMP
7 POWERPLANT
OIL
150 C°
100
PRESS
200 30° 190°
60° 150°
P.S.I. 90° 120°
L
50 R
Figure 7-8. OIL PRESSURE Indicator A chip detector is installed in the scavenge
return line. It is used by maintenance to check
for the presence of ferrous particles in the oil.
A single red LO OIL PRESS light on the As optional equipment, the detectors may be
annunciator panel provides warning of low oil connected to amber LH and RH ENG CHIP
pressure (Annunciator Panel section). An op- lights installed on the glareshield just to the
tional installation provides for dual lights la- right of the right-hand engine FIRE PULL
beled L LO OIL and R LO OIL, usually located handles (Annunciator Panel section).
outboard of either engine FIRE PULL handle.
The light(s) are illuminated by a pressure
switch on each engine when pressure drops to OPERATION
25 psi. See Figure 7-5 schematic for operation of the
engine oil system.
With the single LO OIL PRESS light installa-
tion, the light is wired in parallel from the pres-
sure switch on each engine. When this light
illuminates, the affected engine must be de-
termined by checking the oil pressure indicator.
7 POWERPLANT
ing envelope of the aircraft.
VALVE AND PRESSURE
FUEL PRESSURE REGULATOR
Engine fuel pressure is generated by a two- The lockout valve remains closed initially
stage engine-driven pump. The centrifugal LP during engine start to ensure suff icient pres-
stage increases inlet fuel pressure from the sure to the FCU. The valve gradually opens
LEGEND
LOW PRESSURE FUEL N1
N2
FUEL
HIGH PRESSURE FUEL ITT
COMPUTER
PT2TT2
ENGINE BLEED AIR
POWER LEVER
ELECTRICAL ANGLE
MECHANICAL
TO JET SURGE
FUEL FROM
PUMPS VALVE
WING TANK
DC TORQUE
MOTOR
MOTIVE FLOW METERING MANUAL
LOCKOUT/ VALVE SHUTOFF VALVE
REG VALVE
FUEL TO
ULTIMATE OVERSPEED
SPRAY NOZZLES
SOLENOID
(109% N1, 110% N2)
LOW HIGH
PRESS PRESS BLEED-AIR
PUMP PUMP PRESSURE P3
fully as fuel pressure increases during the • An ultimate overspeed solenoid valve
start. On earlier aircraft, the motive-flow shut- energized by the fuel computer at 109%
off valve is also closed when the START-GEN N 1 or 110% N 2 to shut off fuel
switch is moved to START. A pressure regu-
lator maintains motive-flow line pressure for
eff icient jet pump operation. ELECTRONIC FUEL
COMPUTER
FUEL CONTROL UNIT General
7 POWERPLANT
The fuel control unit (FCU) schedules fuel flow Two electronic fuel computers are located in
to the fuel nozzles. Its primary mode of oper- the tail cone area (Figure 7-11). They operate
ation is the automatic mode (i.e., fuel com- on DC power from the L and R FUEL CMPTR
puter on). In automatic, the FCU responds to circuit breakers on the left and right essential
electrical signals from the fuel computer. The buses, respectively.
secondary mode of operation is the manual
mode (i.e., fuel computer off or failed). In man-
ual, the FCU responds mechanically to thrust
lever movement. The FCU includes:
• A mechanical fuel shutoff valve, oper-
ated by thrust lever movement between
CUT-OFF and IDLE
• A DC potentiometer, mechanically po-
sitioned by thr ust lever movement,
which electrically transmits this as
power lever angle (PLA) to the com- Figure 7-11. Electronic Fuel Computer
puter for automatic operation
• A manual mode solenoid valve that is Automatic Mode Operation
normally energized open by the fuel The computer controls fuel flow based on
computer for automatic mode opera- thrust lever position (PLA) and atmosphere
tion; it is deenergized closed for man- conditions while automatically maintaining
ual mode operation N 1 , N 2 , and ITT within prescribed limits to
• A DC torque motor that schedules fuel permit optimum engine acceleration rates.
flow in automatic mode in response to The computer provides engine overspeed
electrical signals from the computer protection and controls the surge bleed valve
to prevent compressor stalls and surges. Dur -
• A mechanical flyweight governor, driven ing engine start, the computer provides auto-
by the engine fuel pump to (1) limit en-
gine overspeed to 105% N 2 in the auto- matic fuel enrichment, starter disengagement,
matic mode and (2) govern engine rpm and termination of ignition and standby fuel
relative to thrust lever position in the pump operation.
manual mode
The computer receives input signals
• A pneumatically controlled metering representing the following engine parameters
valve that (1) restricts fuel flow in the (Figure 7-12):
event of engine overspeed and (2) sched-
ules fuel flow in manual mode • N 1 (fan speed)
• Pneumatic circuits to channel and con- • N 2 (turbine speed)
trol P 3 bleed air pressure to pneumati- • PLA (power level angle)
cally position the metering valve
• P T2 (inlet pressure)
7 POWERPLANT
Figure 7-12. Computer Inputs and Outputs
n o r m a l o p e r a t i o n . R e f e r t o S e c t i o n I V,
Abnormal Procedures, of the AFM.
START PRESSURE
REGULATOR
The start pressure regulator (SPR) is a com-
puter function and is available only in the
computer-on mode. Manual SPR overrides the
automatic temperature limiting feature of the
Figure 7-13. Fuel Computer and
computer. Therefore, ITT monitoring during
SPR Switches
SPR operation is extremely impor tant. It
should be used only during starting and dis- spilling some LP compressor air into the
continued when ITT is in the 300°C to 400°C bypass duct, thus preventing LP compressor
range. stalls and surges during acceleration and
deceleration when a large LP-HP rpm mis-
Fuel enrichment is automatically controlled by match occurs.
the fuel computer during start up to 200°C. It
may be extended manually to assist engine
acceleration during starting in cold ambient The surge bleed valve has three positions:
temperatures (below 0°F) or during airstart FULL OPEN, FULL CLOSED, and 1/3 OPEN.
at low altitude/high airspeed if light-off does Surge valve position is controlled by two fuel
not occur withing f ive seconds after moving computer operated solenoid valves that route
the thrust lever to IDLE. This additional fuel P 3 bleed air to a respective port on the surge
is controlled by a three-position switch (Figure valve. By energizing one solenoid valve, the
7-13) labeled SPR L and R. The switch is computer opens the surge valve, while ener-
spring-loaded to the center (off) position. gizing the other solenoid valve closes it.
When additional start fuel is required, the By deenergizing both solenoid valves, the
switch must be held in the L or R position and surge valve assumes the 1/3 OPEN position,
released when ITT indicates between 300°C which automatically occurs if the computer
and 400°C. fails or is switched off; this provides some
surge margin continuously while operating in
manual mode.
SURGE BLEED VALVE
The surge bleed valve functions to maintain a In addition, the surge bleed valve will assume
safe surge margin in the LP compressor by the FULL OPEN position in the computer-on
mode whenever the PLA is 26° or less (42° on A resettable digital fuel counter (Figure 7-15)
early model computers). is located on the fuel control panel on the
center pedestal. The indicator is operated by
During acceleration, the computer first signals the fuel flow indicating system and displays
the surge bleed valve to assume the 1/3 OPEN pounds of fuel consumed. The indicator should
p o s i t i o n ; i f t h e s u rg e m a rg i n c a n n o t b e be reset prior to engine starting.
maintained in this position, the computer will
command the FULL OPEN position. The
opposite is true during deceleration.
7 POWERPLANT
In summary, surge bleed valve position is a
function of the fuel computer, relative to N 1 ,
N 2 , and thrust lever angle.
FUEL FLOW
Fuel flow is sensed downstream of the FCU and
appears on a dual-needle gage on the center in-
strument panel (Figure 7-14). The needles are
labeled L and R, and the gage is calibrated in Figure 7-15. Fuel Counter
pounds per hour times 1,000. Electrical power
is supplied directly from the battery-charging
bus through a 10 A current limiter. FLOW DIVIDER
The flow divider splits fuel flow between the
primary and secondary manifolds to which
the fuel nozzles are connected. During engine
starts, the flow divider blocks the secondary
1 manifold until fuel flow reaches 150 pounds
per hour.
OPERATION
See Figure 7-10 schematic for operation of the
Figure 7-14. FUEL FLOW Indicator engine fuel system in simplified format.
7 POWERPLANT
trigger on the outboard side of each lever be-
fore the lever can be moved to CUT–OFF. Optional thrust reverser levers are piggy-back
mounted on the thrust levers. (See Thrust Re-
versers, this chapter).
torque on the mechanical drive components. left engine are presented herein; they are iden-
After a 1.5-second delay, a relay operates to tical with those for the right engine.
allow the starting current to bypass the resistor
so that full electrical potential is available to There are three different designs for the relay
complete the start. circuits that route power to the starter
Automatic starter disengagement occurs at • For SNs 35-002 through 35-147 and 36-
50% N 2 (45% for SNs 35-245 and subsequent, 002 through 36-035, the relays are wired
36-045 and subsequent, and earlier aircraft in parallel (Figure 7-18)
equipped with 1142 fuel computers). On SNs One relay is connected to the opposite
35-370, 35-390, and 36-048 and subsequent, generator bus and the other to the battery-
illumination of a red light under the appropriate charging bus. This arrangement protects
GEN–OFF–START switch indicates that the the 275 A current limiters during initi-
starter is engaged. On earlier aircraft modified ation of each engine start sequence
by AMK 80-17, the red lights may be installed
elsewhere on the instrument panel.
GPU
L R
BAT BAT
STARTER 275
ENGAGED L 275 AMP AMP
LIGHT * STARTER CL CL
BATTERY- R R
CHARGING GEN GEN
BUS BUS
NO. 2 NO. 1
RELAY RELAY
• For SNs 35-148 through 35-389, except For SNs 35-002 through 35-389, except
35-370, and 36-036 through 36-047, the 35-370, and 36-002 through 36-047, two
relays are again wired in parallel, but both separate modif ications have been intro-
are connected to the battery-charging bus duced to the starting circuits:
(Figure 7-19)
° AMK 80-17 provides a red starter-
This design change includes automatic engaged light for each starter to pro-
single-generator voltage reduction on the vide indication of starter engagement
ground and during airstarts, resulting in (Figures 7-18 and 7-19). Location of
275 A current limiter protection when the the lights is left to customer specif i-
7 POWERPLANT
first generator is switched on and during cation
initiation of the start sequence on the sec-
ond engine
GPU
L R
BAT BAT
275
STARTER 275 AMP AMP
ENGAGED CL CL
BATTERY- R R
LIGHT * L
CHARGING GEN GEN
STARTER
BUS BUS
NO. 2 NO. 1
RELAY RELAY
° AAK 81-1 installs a third starter relay • For SNs 35-370, 35-390, and subse-
in series between the two existing re- quent, and 36-048 and subsequent, two
lays and the starter motor; the cir- starter relays are wired in series to the
cuits that energize the relays are batter y-charging bus, and the red
redesigned. AMK 80-17 is a prereq- star ter-engaged lights are standard
uisite or concurrent requirement for (Figure 7-21).
this modif ication (Figure 7-20)
OPERATION
7 POWERPLANT
GPU
L R
BAT BAT
275
275 AMP AMP
7 POWERPLANT
L STARTER- CL BATTERY- CL R R
ENGAGED CHARGING GEN GEN
LIGHT BUS BUS
NO. 2 NO. 1
RELAY RELAY
L
STARTER
LEFT STARTER RIGHT START
CIRCUIT CIRCUIT— SAME
AS LEFT
• ENERGIZED WITH START • ENERGIZED WITH START
SWITCH IN START SWITCH IN OFF OR START
• DEENERGIZED BY COMPUTER • DEENERGIZED IN GEN
ABOVE 45% N2
• IF FUEL COMPUTER IS OFF , RELAY REMAINS
ENERGIZED UNTIL START SWITCH IS MOVED
FROM START POSITION
If the fuel computer is on for the start, it will turbine speed reaches 45% or 50% (depend-
automatically deenergize the No. 2 relay when ing on computer model), the fuel computer
N 2 reaches 45%. The starter-engaged light removes power from the start relay(s). This
extinguishes. Moving the GEN–OFF–START causes the starter to disengage and terminates
switch to GEN deenergizes the No. 1 relay to ignition and standby pump operation. The start
backup the release of the No. 2 relay. If both sequence can be aborted at any point by plac-
relays fail in the energized position, the starter- ing the thr ust lever to CUT-OFF and the
engaged light remains illuminated, and the GEN–OFF–START switch to OFF. If engine
starter remains powered. The only way to dis- start is accomplished with the fuel computer
engage the starter in this event is to remove off, the starter is not automatically disengaged
7 POWERPLANT
electrical power from the battery-charging after starting. The pilot must position the
bus by turning off both batteries and both gen- GEN–OFF–START switch to OFF to terminate
erators. starter engagement and ignition.
If the starter-engaged light remains illuminated After the engine reaches idle rpm, the
after start, consult Section IV, Abnormal Pro - GEN–OFF–START switch may be placed to
cedures, of the approved AFM. GEN. The generator may be turned on when
a GPU is connected; however, it is preferable
to place the GEN–OFF–START switch to OFF
OTHER START FUNCTIONS after starting engines until the GPU is dis-
connected.
In addition to the starter, a number of other
circuits are affected when the GEN–OFF–START
On SNs 35-002 through 35-147 and 36-002
switch is placed in START. The standby fuel
through 36-035 (during battery start), after
pump in the associated wing is energized, the ig-
the f irst engine is started, one battery switch
nition is armed, and the Freon air conditioning
must be turned off prior to selecting GEN on
and auxiliary heating systems are disabled.
the GEN–OFF–START switch. This action
reduces the initial load on the generator and
Additionally, on SNs 35-002 through 35-057
protects the 275 A current-limiter. On later air-
and 36-002 through 36-017, the motive-flow
craft this procedure is not required, and the
control valve must automatically cycle closed,
GEN position may be selected immediately
or the starter relays will not energize. When
after start.
the associated thrust lever is moved from CUT-
OFF to IDLE, a switch in the throttle quadrant
When the GEN–OFF–START switch is moved
closes and activates the ignition system,
from START, those systems that were disabled
causing the ignition light to illuminate. When
during the start can be operated.
7 POWERPLANT
• Turbine speed (N 2 rpm) OFF flag appears on the face of the indicator to
indicate loss of DC power to the indicator. The
• Turbine temperature (ITT) indicators are powered through the L R TURB
• Fan speed (N 1 rpm) RPM circuit breakers located on the left and right
main buses, respectively.
NOTE
The fan speed (N 1 ) indicators are
the primary power indicators.
porates a synchronizer control box that uses automatically—with the SYNC–OFF switch in
N 1 or N 2 inputs from both engine fuel com- the SYNC position—to maintain the right
puters to enable automatic or manual syn- engine fan or turbine in sync with the left en-
chronization of the engines. gine fan or turbine as determined by the TURB-
FAN switch.
SYNC
FA
OW
ST
SL
R ENG
Figure 7-23. ENG SYNC Indicator Figure 7-24. ENG SYNC Control Switches
7 POWERPLANT
OPERATION from the left essential bus through the left
FUEL CMPTR circuit breaker to the L FUEL
Manual synchronization is accomplished by CMPTR switch.
selecting OFF on the SYNC–OFF switch. The
R ENG SYNC indicator shows SLOW or FAST The amber ENG SYNC annunciator light
out-of-sync condition of the right engine (slave serves as a reminder that the system should be
engine) relative to the left engine (master en- turned off.
gine). The pilot has the option of selecting ei-
ther N 2 or N 1 as the rpm reference by using the The engine sync system is inoperative if either
TURB–FAN switch. fuel computer is off or failed.
AERONCA THRUST
REVERSERS
General
The Aeronca thrust reverser system incorpo-
rates a translating structure (Figure 7-25) that
forms the afterbody of the engine nacelle.
When deployed, it exposes cascade vanes
while simultaneously operating two blocker
doors that block engine exhaust ducts; the
doors deflect all exhaust in a forward direction
through the cascade vanes.
The translating structure is deployed and stowed Figure 7-26. Thrust Reverser Levers
by an air motor using HP bleed air from the
associated engine and sequenced electrically by
7 POWERPLANT
erations, seven annunciator lights that pro- white or amber UNLOCK lights illuminate
vide visual evidence of normal sequencing steady while the translating assembly is in
and certain abnormal conditions, and a test transit during the deploy and stow cycles; that
switch for performing system test functions. is, the reversers are not fully deployed or
locked in the stowed position.
TEST Button
The TEST button provides a means of checking NORM-EMER STOW Switch
operation of the bleed valve and, on some In the NORM position, the red rocker switch
aircraft, also checks the blocker door position provides the electrical circuitry for all normal
indicating circuits. When depressed, the white and automatic functions. In the EMER STOW
BLEED VALVE lights should illuminate, and, position, all normal electrical circuits are
on aircraft incorporating AMK 81-6 (installation bypassed, and a separate circuit applies stow
of blocker door position indicator [DPI] switches), commands to the reversers.
the white UNLOCK lights will flash to indicate
that the blocker doors are correctly stowed.
EMER STOW Light
BLEED VALVE Lights The amber EMER STOW light illuminates
whenever the NORM–EMER STOW switch
In addition to the test function above, the is in the EMER STOW position and the emer-
white BLEED VALVE lights illuminate as gency stow circuits have been activated, thus
reverse thrust is increased to indicate that HP rendering the normal system inoperative.
bleed air to the air motors is shut off. This
prevents inadvertent stow commands.
System Operation The air motor transmits torque to drive the trans-
lating structure aft, exposing the cascade vanes.
Arming As the assembly approaches its aft limit, the
The reversers are automatically armed for bl o c k e r d o o r s c l o s e , t h e D E P L OY l i g h t
normal operation when the following con- illuminates, the UNLOCK light extinguishes,
ditions exist: and the reverser lever solenoid-operated
interlock releases.
• The T/R circuit breakers are closed
The reverser lever solenoid-operated inter-
NOTE lock prevents movement of the reverser levers
7 POWERPLANT
At 60 KIAS, the reverser levers should be undetected jammed blocker door could result
smoothly returned to the idle-deploy position. in inadvertent deployment of the affected
thrust reverser. Each blocker door (upper and
When the engines reach the reverse-idle rpm lower) actuates a DPI switch when in the prop-
(approximately 55–60% N 1 ), the pilot may erly stowed position. If the stow cycle is com-
stow the reversers by moving the reverser plete (i.e., latches engaged) and one of the
levers to the full forward position. D P I sw i t c h e s i s n o t a c t u a t e d, t h e cor re-
sponding UNLOCK light flashes to indicate
Normal Stow the jammed blocker door. Since damage to
the system has occurred, repairs are required
7 POWERPLANT
When the reverser levers are moved from the prior to the next takeoff.
idle-deploy position to the full forward and
down position (stow), they operate switches A flashing UNLOCK light at any other time
that send a stow signal to the directional control indicates a malfunctioning DPI switch, but
solenoid of the air motor. The bleed valve the blocker doors are still properly stowed.
closes, admitting bleed air into the air motor, This does not preclude operating the reversers
wh i c h c a u s e s i t t o d r ive t h e t r a n s l a t i n g on landing.
s t r u c t u r e t owa r d t h e s t ow p o s i t i o n . T h e
DEPLOY lights extinguish and, simultane-
ously, the UNLOCK lights illuminate. When BLEED VALVE Light
the thrust reversers are fully stowed and the When the reversers are stowed, illumination of
pneumatic latches engage the translating a BLEED VALVE light means that the bleed
structure, the UNLOCK lights extinguish. As valve is open. This isolates the bleed air-sys-
in the deploy cycle, bleed air is shut off to the tem from the air motor, and deployment of
windshield, nacelle, and wing/stabilizer heat the affected reverser will not be possible.
systems for approximately three seconds when
the stow cycle is initiated.
Automatic Stow
The thrust reversers incorporate an auto-stow
Abnormal Indications provision. If any of the pneumatic latches
UNLOCK Light (Steady) release (UNLOCK light illuminates) when the
reverser levers are stowed, electrical power
If either thrust reverser fails to completely stow, from the T/R CONT circuit breaker is applied
or if any of the pneumatic latches fails to engage to close the bleed air valve and to the direc-
after stowing, the corresponding UNLOCK tional solenoid, which causes the air motor to
light remains illuminated. Also, if a pneumatic stow the translating structure. Stow pressure
latch disengages at any time, the corresponding will be maintained until the UNLOCK light
UNLOCK light illuminates. extinguishes.
The automatic stow circuit is activated anytime
an UNLOCK light illuminates with the reverser Emergency Stow
levers in the stowed position. Stow pressure will
The NORM–EMER STOW switch is normally
be applied until the UNLOCK light extinguishes.
left in NORM. The EMER position is designed
for inadvertent UNLOCK or DEPLOY condi-
UNLOCK Light (Flashing) tions when the reverser levers are stowed.
A flashing UNLOCK light is a function of Power is provided by the TR EMER STOW
modif ication AMK 81-6 (installation of circuit breaker on the left main bus.
blocker door position indicator [DPI]
switches). Proper stowing of the blocker doors In the case of the UNLOCK or DEPLOY con-
is essential for continued operation. An dition in flight, the EMER position on the
switch is not functional with the thrust levers DEE HOWARD TR 4000
set at any power setting above approximately THRUST REVERSERS
70% N 1 . It is therefore imperative that if the
EMER selection is made for any reason due to
a reverser malfunction, the amber EMER STOW General
indicator light be monitored. If the power The Dee Howard thrust reversers incorporate
setting is sufficiently high to prelude the emer- a hydraulically operated system consisting of
gency stow circuits from functioning, the amber a pair of clamshell doors forming the afterbody
light will not illuminate, and the appropriate of the engine nacelle (Figure 7-28). When de-
thrust lever must be retarded until the light ployed, the doors deflect all exhaust in a for-
7 POWERPLANT
illuminates. Illumination of the EMER STOW ward direction. The reverser hydraulic system
light gives visual indication that the emergency is integral with the aircraft’s hydraulic system
stow circuits have, in fact, activated. for normal operation. It is equipped with a
separate accumulator and a one-way check
In the event of a system malfunction while valve that enable one deploy and stow cycle
intentionally operating in the reversing range, in the event of aircraft hydraulic system fail-
there is nothing to preclude use of the EMER ure. The accumulator preload pressure is
STOW selection at any time, and doing so will 900–1,000 psi.
immediately command all components to stow
and illuminate the amber EMER STOW light. An automatic emergency stow system, which
includes an automatic throttle-retard feature,
All thrust reverser normal, abnormal, and is incorporated to provide protection against
emergency procedures are contained in the inadvertent deployments.
supplement section of the approved AFM.
Two pairs of spring-loaded latches—one pair
each side—secure the doors when stowed. Hy -
draulic actuators operate each pair of latches,
the doors, and a throttle-retard mechanism. Hy-
draulic pressure is supplied by a selector valve
that incorporates four separate solenoid valves when the aircraft is on the ground and the
that are electrically sequenced by microswitches. thrust levers are at IDLE.
One of the solenoid valves—the isolation
valve—blocks hydraulic pressure at the selec- T h e T E S T p o s i t i o n p r ov i d e s a m e a n s o f
tor valve inlet until the system is fully armed. checking operation of the hydraulic isolation
The other three solenoid valves are for latch valve. When TEST is selected, the isolation
release, door stow, and door deploy. valve is energized open, and hydraulic pressure
is applied to a pressure switch that illumi-
nates the ARM light.
THRUST REVERSER Control
7 POWERPLANT
Panel The ARM position enables all sequencing mi-
croswitches and energizes the isolation valve
The reverser levers control the deploy and
open. Illumination of the ARM light indicates
s t ow cy c l e s a n d e n g i n e p owe r wh e n t h e
that the isolation valve has opened and hydraulic
reversers are deployed. The THRUST RE-
pressure is available to the other three solenoid
VERSER control panel (Figure 7-29) is lo-
valves for normal sequencing.
cated in the center of the glareshield above the
annunciator panel. It incorporates two ARM–
The OFF position completely disarms the deploy
OFF–TEST switches (one for each reverser)
circuits without disarming the automatic emer-
that provide system arming, disarming, and
gency stow system.
testing. Four annunciator lights—two for each
r ev e r s e r — p r ov i d e v i s u a l i n d i c a t i o n
of normal sequencing and certain abnormal ARM Lights
conditions. The green ARM lights illuminate in conjunc -
tion with the TEST and ARM functions as de -
ARM–OFF–TEST Switches scribed above. However, should the ARM light
illuminate at any other time (i.e., in flight with
Arming, disarming, and testing are accom-
the ARM–TEST switch in OFF), it indi cates
p l i s h e d f o r e a c h r ev e r s e r by u s e o f t h e
t h a t t wo i n b o a r d — o r o u t b o a r d — d o o r l
respective ARM–OFF–TEST switch. The
atches are unlocked, and automatic activation
ARM position is wired in series with the
of the emergency stow circuit occurred. This will
ground mode of the squat switch relay box, as
be annunciated by a flashing DEPLOY light.
well as an IDLE switch on the respective thrust
lever. The system, therefore, will only ARM
7 POWERPLANT
be inoperative. the door actuator and throttle retard ac-
tuator, which retards the thrust lever to
ARM Light Fails to Illuminate the idle position.
during Normal Arming (On the The steady ARM light and flashing DEPLOY
Ground at Idle) light remain on until the latches return to the
If the ARM light fails to illuminate when ARM latched position or until power is removed
is selected on the ARM–TEST switch (on the from the control circuits.
ground with thrust levers at IDLE), possible
malfunctions are: Automatic Throttle Retard
• Isolation valve failure Automatic throttle retard is designed primarily
• No hydraulic pressure available to minimize severe thrust asymmetry that may
occur as a result of inadvertent deployment of
• Pressure switch failure a reverser during high thrust settings. This is
• Thrust lever IDLE switch failure accomplished by use of the overstow cycle hy-
draulic pressure to operate a throttle retard ac-
• Faulty squat switch relay circuitry tuator, resulting in mechanical repositioning
of the thrust lever to the IDLE position.
Steady ARM Light (ARM–TEST
Switch Off) This feature can be checked on the ground by
Steady illumination of the ARM light with deploying the reversers, pulling the reverser
the ARM–TEST switch off indicates that two levers toward a higher power position, then
door latches on the same side—inboard or quickly returning the reverser levers to the
outboard—are unlocked. Illumination of the stow position and pushing forward on the thrust
ARM light indicates activation of the auto- levers. Resistance to thrust lever movement will be
matic emergency stow circuit. This will be felt until completion of the stow cycle.
accompanied by a flashing DEPLOY light.
All thrust reverser normal, abnormal, and
Flashing DEPLOY Light emergency procedures are contained in the
supplement section of the approved AFM.
A flashing DEPLOY light indicates that one
or more of the door latches are unlocked. Do not use thrust reversers to back the aircraft
(i.e., move backwards). Do not deploy the drag
chute and thrust reversers simultaneously.
Automatic Emergency Stow
The automatic emergency stow system is Adequate aircraft control has been demonstrated
designed to prevent inadvertent deployment at with a 20 kt crosswind component, but this
any time (ARM–TEST switch off or on). If two value is not considered to be limiting.
QUESTIONS
l. The TFE731-2-2B engine provides 3,500 6. Electrical power for engine oil pressure
lb of thrust at: indication is provided by the:
A. Left and right essential buses
A. Sea level up to 72°F (22°C)
B. Inverters through the 26 VAC bus
B. All altitudes and temperatures
C. Battery charging bus
C. Sea level at any temperature
D. Pilot and copilot 115 VAC buses
7 POWERPLANT
D. All altitudes up to 72°F (22°C)
7. The primary engine thrust indicating
2. The engine LP rotor (N 1 ) consists of: instrument is the:
A. A four-stage, axial-flow compressor A. Turbine (N 2 )
and a single-stage centrifugal
B. ITT
compressor
C. Fan (N 1 )
B. A single-stage fan and a three-stage,
axial-flow compressor D. Fuel flow
C. A single-stage fan, a four-stage, axial-
flow compressor, and a three-stage, 8. The maximum ITT during engine start is:
axial-flow turbine A. 832°C
D. A four-stage, axial-flow compressor B. 870°C for ten seconds
and a four-stage, axial-flow turbine C. 795°C
D. 860°C
3. During a normal ground start, the ignition
light should come on when: 9. The maximum transient ITT during take-
A. N 2 reaches 10% off is:
B. The START–GEN switch is moved to A. 860°C for f ive minutes
START B. 870°C for ten seconds
C. The thrust lever is moved to idle C. 880°C for f ive seconds
D. N 1 reaches 10% D. 865°C for f ive minutes
4. The engine HP spool (N 2 ) consists of a: 10. What is the maximum acceptable engine
A. Three-stage axial compressor and a oil temperature?
four-stage radial turbine A. 140°C
B. Single-stage centrifugal compressor B. 70°C
and a two-stage axial turbine
C. 130°C
C. Two-stage axial compressor and a
D. 127°C
single-stage axial turbine
D. Single-stage centrifugal compressor
11. During computer-on operation, the surge
and a single-stage axial turbine
bleed valve:
5. The engine instruments (N 1, N 2 and ITT) A. Is controlled by the fuel computer
are powered by: B. Remains closed
A. Self-generating tachometers C. Remains at 1/3 OPEN position
B. The 26 VAC buses D. Has no function
C. The essential buses
D. The DC main and essential buses
12. During computer-on operation, what en- 16 . When performing a fuel control governor
gine overspeed protection is provided? check, N 2 r pm increases rapidly. The
A. Only 109% N 1 and 110% N 2 ultimate pilot must:
overspeed shutoff A. Tur n on the fuel computer switch
B. Only 105% N 2 mechanical governor immediately, allow rpm to stabilize at
C. Only 109% N 1 ultimate overspeed idle, shut down the engine, and have
shutoff the system checked.
D. Only 105% N 2 mechanical governor B. Pull the associated f ire T-handle, set
and 109% N 1 /110% N 2 ultimate over- the fuel computer switch to manual,
7 POWERPLANT
CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................... 8-1
GENERAL .............................................................................................................................. 8-1
ENGINE FIRE DETECTION AND INDICATORS............................................................... 8-2
Sensing Elements and Control Units ............................................................................... 8-2
FIRE PULL or ENG FIRE PULL Lights ........................................................................ 8-3
Fire Detection System Test .............................................................................................. 8-3
8 FIRE PROTECTION
ENGINE FIRE EXTINGUISHING ........................................................................................ 8-3
Extinguisher Containers................................................................................................... 8-3
FIRE PULL or ENG FIRE PULL T-Handles and ARMED Lights................................. 8-4
Exterior Extinguisher Discharge Indicators..................................................................... 8-5
PORTABLE FIRE EXTINGUISHERS................................................................................... 8-5
QUESTIONS........................................................................................................................... 8-7
ILLUSTRATIONS
Figure Title Page
8-1 Engine Fire Detection System.................................................................................. 8-2
8-2 Engine Fire Warning Lights and Controls (LH) ...................................................... 8-3
8-3 System Test Switch .................................................................................................. 8-3
8-4 Engine Fire Extinguishing System........................................................................... 8-4
8-5 Fire Extinguisher Discharge Indicators.................................................................... 8-5
8-6 Portable Fire Extinguisher........................................................................................ 8-5
8 FIRE PROTECTION
CHAPTER 8
FIRE PROTECTION
8 FIRE PROTECTION
INTRODUCTION
The Learjet 35/36 series aircraft are equipped with engine f ire detection and f ire-
extinguishing systems as standard equipment. The systems include detection circuits that
give visual warning in the cockpit and controls to activate one or both f ire extinguisher
bottles. There is a test function for the f ire detection system. One or two portable f ire-
extinguishers are provided.
GENERAL
The engine f ire protection system is com- is not extinguished with actuation of the f irst
posed of three sensing elements, two control bottle, the second bottle is available for
units (one for each engine) located in the tail discharge into the same engine. The fire bottles
cone, one warning indicator light for each en- are located in the tail cone of the airplane.
gine, two f ire extinguisher bottles which are Exterior discharge indicators provide a visual
activated from the cockpit, and a fire detection indication if either f ire bottle has been
circuit test switch. The f ire extinguishing discharged manually or by thermal expansion.
system is a two-shot system; if an engine f ire
COMBUSTION
SECTION
890 F SENSING
ELEMENT
L FIRE
DET
ELEMENT
SUPPORT
FRAME
L ESS 410 F SENSING ELEMENT
BUS AND SUPPORT FRAME
8 FIRE PROTECTION
Figure 8-3. System Test Switch
ENGINE FIRE
EXTINGUISHING
EXTINGUISHER CONTAINERS
Two spherical extinguishing agent containers
Figure 8-2. Engine Fire Warning Lights are located in the tail cone area. Both con-
and Controls (LH) tainers use common plumbing to both engine
cowlings via shuttle valves, providing the air-
FIRE DETECTION SYSTEM TEST craft with a two-shot system. The agent used
in the f ire extinguishing system is variously
The rotary system test switch (Figure 8-3) on known as monobromotrifluoromethane, bro-
the center switch panel is used to test the fire motrifluoromethane, or by the more common
detection system. Rotating the switch to FIRE trade name of Halon 1301. It is noncorrosive,
DET and depressing the switch test button tests so no cleanup is necessary after use. The agent
the continuity of the sensing elements and is stored under pressure, and a pressure gage
control units. A satisfactory test is indicated is installed on each container. The pressure
by both FIRE PULL or ENG FIRE PULL gages indicate approximately 600 psi at 70°F
lights flashing until the test button is released. when the containers are properly serviced.
A thermal relief valve on each container is valve) circuit breakers on the pilot and copilot
plumbed to a common discharge port (red disc) CB panels, respectively.
on the outside of the fuselage below the left en-
gine pylon. The thermal relief valves will re- There are two ARMED lights above each T-han-
lease bottle pressure at approximately 220°F. dle. Pulling either T-handle arms the f ire-ex-
tinguishing system, which is indicated by
illumination of the two ARMED lights above
FIRE OR ENG FIRE T-HANDLES the handle pulled. Depressing an illuminated
AND ARMED LIGHTS ARMED light momentarily supplies DC power
to the explosive cartridge, which discharges the
When a FIRE PULL or ENG FIRE PULL light
contents of one fire- extinguisher bottle and al-
begins to flash, it indicates a fire or overheat
lows it to flow into the affected engine nacelle.
condition in the respective engine cowling.
When the ARMED light is depressed, a holding
Following AFM procedures, the pilot should
relay is also engaged that extinguishes the
first place the affected engine thrust lever to
ARMED light to indicate the associated bottle
CUT-OFF and then pull the corresponding T-
discharged. Either ARMED light may be
handle. Pulling out on the T-handle closes the
depressed to extinguish the f ire. Should one
main fuel, hydraulic, and bleed air shutoff
container control the fire, the other container is
valves for that engine. DC essential b us
still available to either engine (Figure 8-4).
electrical power to close these valves is provided
through the L and R FW SOV (firewall shutoff
8 FIRE PROTECTION
BLEED-AIR BLEED-AIR
SHUTOFF SHUTOFF
VALVE VALVE
TWO-WAY RH
LH CHECK
CONTAINER CONTAINER
FUEL SHUTOFF VALVES FUEL SHUTOFF
VALVE VALVE
HYDRAULIC HYDRAULIC
LH NACELLE SHUTOFF VALVE SHUTOFF VALVE RH NACELLE
LEGEND
ENGINE EXTINGUISHING
MANUAL DISCHARGE
THERMAL MANUAL
DISCHARGE DISCHARGE
INDICATOR INDICATOR
THERMAL DISCHARGE
8 FIRE PROTECTION
Figure 8-6. Portable Fire Extinguisher
QUESTIONS
l. Engine f ire extinguisher bottles are 4. When an engine f ire occurs, the control
located in: unit:
A. The nacelles A. Arms the f ire-extinguishing system
B. The engine pylons B. Illuminates the MSTRWARN light
C. The tail cone and sounds the warning horn
D. The baggage compartment C. A u t o m a t i c a l ly d i s c h a r g e s t h e
respective f ire-extinguishing system
2. The power-off preflight check of the engine D. Causes the respective FIRE PULL or
fire extinguishers includes: ENG FIRE PULL light in the T-han-
dle and both MSTR WARN lights to
A. Checking the condition of one yellow
flash
and one red blowout disc
B. Checking the condition of two yellow
5. The f ire-extinguishing agent is dis-
and two red blowout discs
charged by:
C. Checking blowout discs and extin-
guisher charge gages, all on the left A. A temperature switch
side of the fuselage B. A mechanically f ired pin at the base
of the supply cylinder
8 FIRE PROTECTION
D. Activating the system TEST switch
to FIRE DET C. The FIRE PULL or ENG FIRE PULL
T-handle electrical circuits
3. When the left FIRE PULL or ENG FIRE D. Pushing an illuminated ARMED light
PULL T-handle is pulled:
A. It discharges one extinguisher into the 6. If fire persists after activating a fire bottle:
left nacelle A. The second f ire bottle can be dis-
B. It closes the main fuel, hydraulic, and charged into the affected area
bleed-air shutoff valves for the left B. The second f ire bottle can only be
engine and arms both extinguishers used on an opposite-side f ire
C. It discharges one extinguisher and C. The first fire bottle can be discharged
arms the second a second time
D. It ruptures the yellow discharge indi- D. No further activation of the system is
cator disc p o s s i bl e ; b o t h b o t t l e s d i s c h a rg e
simultaneously when either ARMED
button is pressed
CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 9-1
GENERAL .............................................................................................................................. 9-1
DESCRIPTION AND OPERATION ...................................................................................... 9-3
Bleed Air Shutoff and Regulator Valves.......................................................................... 9-3
BLEED AIR Switches ..................................................................................................... 9-4
Bleed Air Check Valves................................................................................................... 9-5
Bleed Air Manifold.......................................................................................................... 9-5
Bleed Air Warning Lights................................................................................................ 9-5
HP Servo Air.................................................................................................................... 9-5
QUESTIONS........................................................................................................................... 9-7
9 PNEUMATICS
ILLUSTRATIONS
Figure Title Page
9-1 Pneumatic System—SNs 35-002 through 35-112 and 36-002 through 36-031 ...... 9-2
9-2 Pneumatic System—SNs 35-113 and Subsequent and 36-032 and Subsequent ..... 9-3
9-3 BLEED AIR Switches ............................................................................................. 9-4
9-4 Engine Bleed Air Conditioning System (SNs 35-082, 35-087 through 35-112,
36-023 through 36-031, and Earlier Aircraft Incorporating AMK 76-7) ................ 9-6
9 PNEUMATICS
CHAPTER 9
PNEUMATICS
INTRODUCTION
The aircraft pneumatic system uses bleed air extracted from the engine compressor sec-
tions. It includes controls for regulation and distribution of low-pressure (LP) air from
the fourth-stage axial compressor and high-pressure (HP) air from the centrifugal com-
pressor. Pneumatic air is used for cabin pressurization and heating, anti-icing systems,
9 PNEUMATICS
hydraulic reservoir pressurization, and Aeronca thrust reverser operation (if installed).
There are two basic pneumatic system configurations: SNs 35-002 through 112 and 36-002
through 031, which are referred to in the text as early aircraft; and SNs 35-113 and subse-
quent and 36-032 and subsequent, which incorporate a major design change—including in-
stallation of emergency valves—and are referred to as current aircraft.
GENERAL
Bleed air from both the LP and HP engine Some systems use only HP air tapped from
compressors is provided to a shutoff and the high-pressure compressor prior to the shut-
regulator valve on each engine. When open, off and regulator valve.
these valves regulate air pressure by selecting
either LP or HP air, which is ducted to a Regulated bleed air pressure is used for cabin
common manifold that supplies most of the pressurization and heating, windshield anti-
pneumatic systems (Figures 9-1 and 9-2). icing, engine nacelle anti-icing, wing and
stabilizer anti-icing, and hydraulic reservoir Control of pneumatic bleed air is accom -
pressurization. HP air is used for fan spinner plished with the L and R BLEED AIR
anti-icing and Aeronca thrust reversers (if switches on the copilot lower right switch
installed). panel and by the engine FIRE PULL T-han -
dles. Provision is made for detection of over-
On current aircraft, HP air is used for the alcohol heat conditions within the engine pylon, the
anti-icing system, operation of the emergency pylon bleed-air duct itself, and, on some
pressurization valves, as servo pressure for the aircraft, manifold overpressure. Visual indica-
cabin pressurization and temperature control tion is given by illumination of warning lights
systems, and for control of modulating valves on the glareshield annunciator panel.
on aircraft with AAK 85-6.
HP BLEED AIR
FAN SPINNER ANTI-ICE*
LP
BLEED T/R AIR MOTOR**
AIR
BLEED-AIR SHUTOFF
AND REGULATOR VALVE
NACELLE ANTI-ICE
PYLON TEMP
SENSOR
DUCT TEMP
SENSOR
BLEED
AIR R
STABILIZER AND
BLEED-AIR MANIFOLD
WIND ANTI-ICE
FLOW CONTROL
WINDSHIELD
9 PNEUMATICS
VALVE
ANTI-ICE
TO CABIN
PRESSURIZATION
JET PUMP
47-PSI PRESSURE SWITCH***
HYDRAULIC
RESERVOIR
LEGEND
HP BLEED AIR
Figure 9-1. Pneumatic System—SNs 35-002 through 35-112 and 36-002 through 36-031
HP BLEED AIR
FAN SPINNER ANTI-ICE *
HP
SOLENOID LP
BLEED T/R AIR MOTOR**
VALVE
AIR
BLEED-AIR SHUTOFF
AND REGULATOR VALVE BLEED
AIR R
NACELLE ANTI-ICE
PYLON TEMP
SENSOR
REGULATED DUCT TEMP
BLEED AIR SENSOR HP SERVO
CABIN EMER PRESS AIR
DUCT VALVE
HP SERVO
BLEED-AIR
AIR MANIFOLD
MANIFOLD REGULATOR
BLEED-AIR
STABILIZER AND TEMP CONTROL
WING ANTI-ICE FLOW CONTROL VALVE (H-VALVE)***
9 PNEUMATICS
VALVE
WINDSHIELD ALCOHOL
TO
ANTI-ICE ANTI-ICE
CABIN
REGULATOR
HYDRAULIC
RESERVOIR
FLOW CONTROL VALVE
PRESSURIZATION
JET PUMP
EMER PRESS
CABIN EMER PRESS
LEGEND VALVES
DUCT VALVE
* NOT APPLICABLE ON AIRCRAFT
HP BLEED AIR EQUIPPED WITH CONICAL SPINNERS
LP BLEED AIR (AAK 79-4)
Figure 9-2. Pneumatic System—SNs 35-113 and Subsequent and 36-032 and Subsequent
air. If there is not enough LP air available to meet On SNs 35-113 and subsequent and 36-032 and
system demands, the valves automatically use subsequent, the L and R BLEED AIR switches
HP air to maintain the required pressure. are located on the copilot lower right switch
panel). The three-position, OFF–ON –EMER
The shutoff function of each shutoff and switches control their respective bleed air
regulator valve is provided by a solenoid- shutoff and regulator valves and their respec-
operated shutoff valve that is spring-loaded tive emergency pressurization valves:
open; DC power is required to close it. With
loss of electrical power, the shutoff and reg- • In OFF, the bleed air shutoff and reg-
ulator valves fail open. However, on SNs 35- ulator valve is closed, and the emer-
113 and subsequent and 36-032 and gency pressurization valve is in its
subsequent, an HP solenoid valve, which is normal position
springloaded closed, is installed. On these • In ON, the bleed air shutoff and regula-
aircraft, if electrical power is lost, the shut- tor valve is open, and the emergency
off and regulator valve fails open, but the HP pressurization valve remains in its nor-
solenoid valve fails closed so that only LP air mal position (see Figure 9-2)
will be available.
• In EMER, the bleed air shutoff and reg-
ulator valve is open, and the emergency
BLEED AIR SWITCHES pressurization valve is moved to the
emergency position. At the same time,
On SNs 35-002 through 112 and 36-002 the HP solenoid valve is closed, which
through 031, the L and R BLEED AIR switches restricts the shutoff and regulator valve
are located on the copilot lower right switch output to LP air.
panel (Figure 9-3). They are two-position,
ON-OFF, switches, powered by the AIR BL On SNs 35-113 through 658 and 36-032
circuit breaker on the left essential bus. In the through 063, not modif ied by AMK 90-3, the
ON position, the bleed air shutoff valve is L and R BLEED AIR switches use DC elec-
open (see Figure 9-1). In the OFF position, the trical power from the L and R MOD VAL cir-
valve is closed. cuit breakers on the left and right main DC
buses. These CBs provide power for control of
the bleed air shutoff and regulator valves and
the emergency pressurization valves.
9 PNEUMATICS
On SNs 35-659 and subsequent, 36-064 and A temperature sensor in each engine pylon
subsequent, and earlier aircraft modif ied by operates when pylon structure temperature
AMK 90-3, the L and R BLEED AIR switches exceeds 250°F and illuminates the respective
use DC electrical power from the L and R red L or R BLEED AIR light on the glareshield
BLEED AIR and L and R EMER PRESS cir- (see Annunciator Panel section).
cuit breakers on the left and right main DC
buses.The BLEED AIR circuit breakers pro- A temperature sensor installed in each engine
vide power for control of the bleed air shutoff pylon bleed air duct causes the respective red
and regulator valves. The EMER PRESS cir- L or R BLEED AIR light to illuminate if duct
cuit breakers provide power for control of the temperature is excessive. SNs 35-002 through
emergency pressurization valves. 35-064 and 36-002 through 36-017 use 590°F
sensors. Later production aircraft use 645°F
See Chapter 12, Pressurization, for additional sensors.
information on the emergency pressurization
valves. On SNs 35-082, 087 through 112, and 36-023
through 031, a pressure sensor in the regu-
BLEED AIR CHECK VALVES lated bleed air manifold causes both BLEED
AIR warning lights to illuminate if pressure in
A check valve is installed in the bleed air the manifold exceeds 47 psi (Figure 9-4). This
ducting from each engine. Each check valve also applies to earlier aircraft incorporating
allows airflow in one direction and blocks AMK 76-7 (relocation of cabin air distribution
airflow applied in the opposite direction. The flow control valve).
check valves prevent loss of bleed air during
single-engine operation.
HP SERVO AIR
BLEED AIR MANIFOLD On SNs 35-113 and subsequent, and 36-032
and subsequent, HP bleed air is tapped off the
The bleed-air manifold serves as a collection HP centrifugal compressor (see Figure 9-2).
point for regulated air pressure from either or The air from this tap flows through a check
both engines. From the manifold, bleed air is valve to the HP servo air manifold. From the
distributed to the flow control valve for cabin manifold, air is ducted directly to the alcohol
pressurization and heating, the pressurization anti-icing system and through two regulators.
jet pump (on early aircraft), the windshield
anti-ice (i.e., defog) valve, the wing and The air from one regulator is used to control
9 PNEUMATICS
horizontal stabilizer anti-ice pressure regula- the position of the hot-air bypass valve (i.e.,
tor valve, and the hydraulic reservoir regulator. the H-valve) and the bleed air shutoff and reg-
ulator valve on aircraft modified per AAK-85-
6. The other regulator provides air to:
BLEED AIR WARNING LIGHTS
• Modulate the flow control valve
The red BLEED AIR L and R warning lights
on the glareshield annunciator panel illuminate • Control position of the emergency valves
when an associated pylon senor or pylon duct • Operate the pressurization jet pump
temperature sensor detects excessive tem-
peratures. On some aircraft, a pressure sensor
in the manifold causes both lights to illuminate
for an overpressure condition.
INTERNAL DEFOG
OUTLETS
LEGEND
BLEED AIR CREW OUTLETS
FOOTWARMER OUTLET
RAM AIR
CONDITIONED BLEED AIR
AIR DISTRIBUTION
TO LOWER CABIN DOOR
CABIN TEMP
SENSOR
BAGGAGE COMPARTMENT
CABIN AIR DIFFUSERS AIR DIFFUSER
(TYPICAL) (35A AIRPLANE ONLY)
TO SENSOR
BLOWER MOTOR
AIR DISTRIBUTION
CAB CHECK VALVES
HT
AUTO
AIR
BLEED
L
MAIN L
BUS ESS
BUS
BLEED AIR BLEED AIR
(LEFT ENGINE) (RIGHT ENGINE)
PRESSURE SWITCH
(47 PSI)
DUCT TEMP
LIMITER
AUTO
DUCT TEMP
HOT SENSOR VENTURI
HT
MNL
RAM AIR IN
HOT AIR BYPASS HOT T
R (H-VALVE) E
M
MAIN P
BUS C
O
N
RAM AIR OUT T
COLD
HT VAL
HEAT EXCHANGER IND
L
MAIN
BUS
Figure 9-4. Engine Bleed Air Conditioning System (SNs 35-082, 35-087 through 35-112,
36-023 through 36-031, and Earlier Aircraft Incorporating AMK 76-7)
QUESTIONS
l. Pneumatic air is extracted from: 4. The temperature of the bleed air in the
A. The LP compressor duct between the engine and the bleed
air manifold is monitored by the:
B. The HP compressor
C. Ram air A. Pylon overheat thermostat
D. Both A and B B. Aft fuselage equipment section ther-
mostat
2. With loss of DC electrical power, the C. Duct temperature sensor
shutoff and regulator valves: D. Duct overheat thermostat
A. Fail closed
5. The BLEED AIR L annunciator illumi-
B. Fail open
nates:
C. Remain in their last position
A. When the temperature in the left pylon
D. Can be closed only by pulling a FIRE
or the left bleed air duct is too high
PULL/ENG FIRE PULL T-handle
B. When the pressure in the left pylon is
below the system’s operational limit
3. The L and R BLEED AIR ON–OFF
switches are located: C. When the left half of the bleed-air
system is operating
A. On the copilot lower right switch panel
D. When the left half of the bleed-air
B. On the left side panel system has failed
C. On the pilot lower left switch panel
D. On the overhead panel
9 PNEUMATICS
CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION................................................................................................................. 10-1
GENERAL ............................................................................................................................ 10-1
ICE DETECTION ................................................................................................................. 10-2
Windshield Ice Detection .............................................................................................. 10-2
Wing Ice Detection ........................................................................................................ 10-2
ANTI-ICE SYSTEMS .......................................................................................................... 10-5
Engine Anti-ice System (Nacelle Heat) ........................................................................ 10-5
Exterior Windshield Defog, Anti-ice, and Rain Removal System ................................ 10-8
Internal Windshield Defog .......................................................................................... 10-19
Windshield/Radome Alcohol Anti-ice System ........................................................... 10-22
Wing and Horizontal Stabilizer Anti-ice System ........................................................ 10-25
Pitot, Static, and Angle-of-Attack Vane Anti-ice System ........................................... 10-27
QUESTIONS ...................................................................................................................... 10-29
ILLUSTRATIONS
Figure Title Page
10-1 Anti-ice Control Panel ........................................................................................... 10-3
10-2 Wing Ice Inspection Light Control ........................................................................ 10-4
10-3 Wing Ice Inspection Light...................................................................................... 10-4
10-4 Nacelle and Fan Spinner Anti-ice Flow ................................................................. 10-5
10-5 Windshield Anti-ice System (SNs 35-002 to 086 [except 082]
and 36-002 to 022, without AAK 76-7A or AMK 91-2)....................................... 10-9
10-6 Defog Control Knob .............................................................................................. 10-8
10-7 Windshield Anti-ice System (SNs 35-082, 087 to 112, 36-023 to 031,
and Earlier Aircraft with AAK 76-7A )............................................................... 10-11
10-8 Windshield Anti-ice System (SNs 35-113 to 662 and 36-032 to 063
without AMK 91-2) ............................................................................................. 10-13
10-9 Windshield Anti-ice System (SNs 35-663 and Subs.; 36-064 and
Subs.; SNs 35-113 to 662 and 36-032 to 063 with AMK 91-2).......................... 10-15
10-10 Windshield Anti-ice System (SNs 35-002 to 112 and 36-002 to 031
with AAK 76-7A and AMK 91-2) ...................................................................... 10-17
10-11 Electric Windshield Defog System (SNs 35-671 and Subs.
and 36-064 and Subs.) ......................................................................................... 10-21
10-12 Alcohol Anti-ice System (SNs 35-002 to 112 and 36-002 to 031) ..................... 10-23
10-13 Alcohol Anti-ice System (SNs 35-113 and Subs. and 36-032 and Subs.)........... 10-24
10-14 Wing and Horizontal Stabilizer Anti-ice System ................................................ 10-25
10-15 WING TEMP and STAB TEMP Indicators ........................................................ 10-26
10 ICE AND RAIN
PROTECTION
CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
Anti-icing equipment on the Learjet 35/36 is designed to prevent buildup of ice on:
• The engine nacelle lip, early model fan spinner, and the inlet pressure-temperature probe
• The windshield and the radome
• The leading edges of the wings and horizontal stabilizer
• Pitot probes, static ports, AOA vanes, shoulder static ports (if installed), and total
temperature (Rosemount) probe (if installed)
This system is certif ied for flight into known icing conditions.
GENERAL
10 ICE AND RAIN
PROTECTION
Aircraft anti-icing is accomplished through the Electrically heated components include pitot
use of electrically heated anti-ice systems, tubes, static ports, shoulder static ports (FC
engine bleed air heated anti-ice systems, and 200), the engine inlet air pressure/tempera -
an alcohol anti-ice system. ture (P T2 /T T2 ) sensors, stall warning vanes,
and total temperature (Rosemount) probe, if
installed.
If anti-ice systems are required during take- The ice detection light on the pilot side is
off, they should be turned on prior to setting inside the anti-ice airstream; the light on the
takeoff power. Appropriate takeoff power and copilot side is located outside the anti-ice
performance charts must be used. airstream. For this reason, the copilot light
should be monitored when flying in icing
Icing conditions exist when there is visible conditions (anti-icing equipment on). The ice
moisture and the indicated ram-air temperature detection lights are illuminated whenever
(RAT) is +10°C or below. Takeoff into icing aircraft electrical power is on. The lights are
conditions is permitted with all bleed air anti- powered through the L and R ICE DET circuit
icing systems on. The air temperature gage breakers on the pilot and copilot essential
(RAT) should be checked frequently when fly- buses, respectively.
ing in or entering areas of visible moisture.
WING ICE DETECTION
During descents, the cabin altitude may increase
unless sufficient engine rpm is maintained to During daylight conditions, ice formation on
compensate for the additional bleed air use. the wing leading edges and tip tanks may be
observed visually.
Anti-ice system switches are located on the
anti-ice control panel (Figure 10-1). During darkness, the recognition light can be
used to check for ice buildup.
STAB STAB
WSHLD HEAT WSHLD & WING WSHLD WSHLD/ WING
ON AUTO RADOME HEAT HT ON RADOME HEAT
H R
O O A
F L
D D
F
OFF MAN RADOME OFF OFF OFF OFF
PITOT HEAT NAC HEAT PITOT HEAT NAC HEAT
L R L R L R L R
PT2TT2
PROBE DC
FAN SPINNER TO OPEN
FAN
PRESS SWITCH*
SPINNER
SHUTOFF
VALVE *
L ENG ICE **
NAC HEAT
ON
F
TOF
SHU REG
AND VE
VAL HP
NACELLE LP
PRESS SWITCH
LEGEND NACELLE HEAT BLEED-AIR
SHUTOFF VALVE INPUT
HIGH-PRESSURE BLEED AIR
NAC
HT NAC HEAT
REGULATED (MANIFOLD) AIR
L R
LOW-PRESSURE BLEED AIR
MAIN
ELECTRICAL CIRCUITS BUS OFF OFF
10 ICE AND RAIN
DC TO CLOSE
EQUIPPED WITH CONICAL FAN SPINNERS
** SNs 35-634 AND 36-058 AND SUBSEQUENT
Bleed air for nacelle lip anti-icing is taken Engine Ice Lights
f r o m t h e r e g u l a t e d bl e e d - a i r l i n e j u s t
downstream from the bleed-air shutoff and The amber L and R ENG ICE lights on the
regulator valve (Figure 10-4). It is ducted glareshield annunciator panel (see Annunci -
through the nacelle heat shutoff valve to a dif- ator Panel section) provide a visual indication
fuser tube that distributes it around the inner of fan spinner or nacelle lip anti-ice system
surface of the nacelle lip and then exhausts it malfunction. The lights are operated by pres-
overboard through a hole at the bottom of the sure switches in the associated fan spinner
nacelle lip. and nacelle lip bleed air plumbing. Illumina -
tion of an ENG ICE light with the associated
The source of fan-spinner heat is high-pressure NAC HEAT switch on indicates that bleed air
(HP) bleed air. pressure to either the fan spinner or to the
nacelle lip is not suff icient to provide satis-
factory anti-ice protection.
10 ICE AND RAIN
PROTECTION
EXTERIOR WINDSHIELD
DEFOG, ANTI-ICE, AND
RAIN REMOVAL SYSTEM
There are f ive different systems used in the
Learjet 35/36 to provide exterior windshield
anti-icing, defogging, and rain removal. They
will be covered individually. All systems op-
erate on DC power from the WSHLD HT cir-
cuit breaker on the left main bus.
switch labeled ON and OFF; it is spring-loaded valve can be closed only by holding the
PROTECTION
to the center (neutral) position. The other ON–OFF switch to OFF (with MAN selected)
switch has two positions labeled AUTO and for at least four seconds.
MAN.
IN
WINDSHIELD NORMAL
OUT
DEFOG
OVERBOARD
DRAIN
FOOTWARMERS
CONTROL
UNIT
WSHLD
OV HT DEFOG PRESSURE
REGULATOR VALVE
(NC)
WSHLD
HT WSHLD HEAT WSHLD
ON OFF HT
DEFOG SHUTOFF
VALVE
L MAIN
BUS OFF MAN
TO WING/STAB
HEAT BLEED-AIR
LEGEND MANIFOLD
HIGH-LIMIT THERMOSWITCH
TO
ELECTRICAL CIRCUITS CABIN
Figure 10-5. Windshield Anti-ice System (SNs 35-002 to 086 [except 082]
and 36-002 to 022, without AAK 76-7A or AMK 91-2)
10 ICE AND RAIN
PROTECTION
HT light will illuminate, and the green WSHLD FOG position, the bleed air is directed to the
PROTECTION
HT light will remain illuminated. external windshield duct outlets for windshield
defog, anti-ice, and rain removal.
IN
WINDSHELD NORMAL
OUT
DEFOG
OVERBOARD
DRAIN
CHECK
VALVE
FOOTWARMERS
TO WING/STAB
HEAT SERVO
PRESSURE
LINE
CONTROL
UNIT TO
CABIN
WSHLD
OV HT
WSHLD
WSHLD ANTI-ICE
HT SHUTOFF
WSHLD HEAT WSHLD (NC)
ON AUTO HT
TEMPERATURE
SENSOR
LEGEND L MAIN
BUS OFF MAN WSHLD
ANTI-ICE
RAM AIR CONTROL
MANIFOLD BLEED AIR VALVE
CONDITIONED AIR HEAT RAM AIR
RAM AIR OUT EXCHANGER IN
LOW-LIMIT THERMOSWITCH
DEFOG HEAT RAM-AIR
HIGH-LIMIT THERMOSWITCH MODULATING
EXCHANGER
VALVE
ELETRICAL CIRCUIT
Figure 10-7. Windshield Anti-ice System (SNs 35-082, 087 to 112, 36-023 to 031,
and Earlier Aircraft with AAK 76-7A )
Two windshield heat switches are located on The shutoff valve is solenoid-operated and is
the anti-icing panel. One is a three-position deenergized closed. Its function is to regulate
switch, labeled ON and OFF, and is spring- the engine bleed air from the manifold to 16
loaded to the center (neutral) position. The psi. It is energized open when DC electrical
10 ICE AND RAIN
other switch has two positions: AUTO and power is applied to the aircraft and will be
PROTECTION
ice control panel. It takes four to f ive seconds If either outlet nozzle temperature reaches the
to cycle fully. Selecting AUTO will open the 250°F limit (ground) or 290°F limit (airborne),
control valve and illuminate the green WSHLD the ther moswitch will illuminate the red
HT light. If MAN is selected, the control valve WSHLD OV HT light on the glareshield an-
may be opened or closed with the ON–OFF nunciator panel and cause the solenoid shut-
switch. Since this switch is spring-loaded to off valve to close. The anti-ice control valve
neutral, it must be held in the ON position will remain in the position it was in, but the
while the valve drives toward the fully open green WSHLD HT light will be extinguished
position. The switch may be released before while the solenoid shutoff valve is closed. The
the valve reaches full open. The control valve WSHLD OV HT light will extinguish and the
will then stop and remain in an intermediate shutoff valve will open again when the tem-
position. The control valve can be closed only perature at the thermoswitch cools. If the
by holding the ON–OFF switch to OFF (with windshield heat has not been turned off, air-
MAN selected) for at least four seconds. flow will resume to the windshield, the green
WSHLD HT light will illuminate, and the red
Operation WSHLD OV HT light will extinguish.
With windshield anti-ice on, bleed air flows Through the squat switch relay box, the low
through the open shutoff valve and anti-ice limit thermoswitches are disabled for 10 sec-
control valve, and through a heat exchanger onds after touchdown. This prevents auto-
from which it is ducted to the outlet nozzles matic shutoff of bleed air at the moment of
at the base of each windshield. touchdown, which could restrict the pilot’s
vision due to loss of rain-removal capability.
The anti-ice heat exchanger cools the bleed air
with ram air. A ram air modulating valve op-
erates to maintain a 300°F duct temperature SNs 35-113 to 662 and 36-032 to
downstream of the heat exchanger by using a 063, without AMK 91-2
duct temperature sensor and a regulated bleed
air servo line. The subsequent heat loss oc- The WSHLD HT switch controls flow of
curring in the duct as the bleed air reaches engine bleed air to the exterior of the
the outlet nozzles keeps the outlet airflow windshield for anti-icing, defogging, and rain
temperature within the limits of windshield removal (Figure 10-8). This three-position
heat operation. During ground operation, ram switch is labeled ON, HOLD, and OFF and is
air is not available to cool the bleed air. located on the anti-ice control panel.
Under normal conditions, the windshield heat Engine bleed air from the regulated bleed air
bleed air temperature is automatically con- manifold is routed through two valves: the
trolled. However, an overheat warning sys- anti-ice shutoff valve and the anti-ice con-
tem alerts the pilot and automatically shuts off trol valve. The shutoff valve is solenoid-
windshield heat in the event of an overheat con- operated and is deenergized closed. It is
dition. A low limit (approximately 250°F) and energized open whenever DC electrical power
a high limit (approximately 290°F) ther- is applied to the aircraft. The control valve is
moswitch is installed in each windshield out- motor-driven and is controlled by the WSHLD
let nozzle. The low limit switches function HT switch.
only on the ground and are cut out by the squat
switch relay box when airborne. The high limit When the WSHLD HT switch is positioned to
10 ICE AND RAIN
switches are installed primarily to limit tem- ON, the anti-ice control valve begins to open
PROTECTION
perature during airborne operation, but will and the green WSHLD HT light on the
also function on the ground as a backup to the glareshield annunciator panel illuminates. The
low limit switches. control valve drives to the fully open position
within f ive to eight seconds after the WSLD
HT switch is turned to ON.
WINDSHIELD
TO WING/STAB
HEAT SERVO
PRESSURE
LINE
CONTROL
UNIT TO
CABIN
WSHLD
HT
WSHLD
ANTI-ICE
WSHLD WSHLD SHUTOFF
WSHLD
HT HT ON (NC)
HT
H TEMPERATURE
O SENSOR
LEGEND L MAIN L WSHLD
OFF
BUS D ANTI-ICE
RAM AIR
CONTROL
MANIFOLD BLEED AIR VALVE
Figure 10-8. Windshield Anti-ice System (SNs 35-113 to 662 and 36-032 to 063
without AMK 91-2)
10 ICE AND RAIN
PROTECTION
For reduced airflow to the windshield, the Through the squat switch relay box, the low
control valve may be stopped at any interme- limit ther moswitches are disabled for 10
diate position by positioning the WSHLD HT s e c o n d s a f t e r t o u c h d ow n . T h i s p r eve n t s
switch to HOLD. automatic shutoff of bleed air at the moment
of touchdown, which could restrict the pilot’s
With both valves open, bleed air flows through vision due to loss of rain-removal capability.
a heat exchanger from which it is ducted to the
outlets at the base of each windshield. The Bleed air is not available for windshield anti-
anti-ice heat exchanger cools the bleed air icing with both the left and right emergency
with ram air. A ram air modulating valve op- pressurization valves in the emergency position.
erates to maintain a 300°F duct temperature
downstream of the heat exchanger by using a
duct temperature sensor and a regulated bleed SNs 35-663 and Subs.; 36-063
air servo line. The subsequent heat loss oc- and Subs.; SNs 35-113 to 662
curring in the duct as the bleed air reaches and 36-032 to 062 with AMK 91-2
the outlet nozzles keeps the outlet airflow
temperature within the limits of windshield The exterior windshield defog, anti-ice, and
heat operation. During ground operation, ram rain removal system is shown in Figure 10-9.
air is not available to cool the bleed air.
With the engines running and the BLEED AIR
Under normal conditions, the windshield heat switches ON, engine bleed air from the regu-
bleed air temperature is automatically con- lated bleed air manifold is available to two
trolled. However, an overheat warning sys- windshield anti-ice system valves: the anti-ice
tem alerts the pilot and automatically shuts off shutoff valve and the anti-ice control valve.
windshield heat in the event of an overheat con- The shutoff valve is solenoid-operated and is
dition. A low limit (approximately 250°F) and normally energized open whenever electrical
a high limit (approximately 290°F) ther- power is applied to the aircraft. The control
moswitch is installed in each windshield out- valve is motor-driven and is controlled by the
let nozzle. The low limit switches function WSHLD HT switch.
only on the ground and are cut out by the squat
switch relay box when airborne. The high limit The three-position (OFF–HOLD–ON)
switches are installed primarily to limit tem- WSHLD HT switch is located on the anti-ice
perature during airborne operation, but will control panel. When the WSHLD HT switch
also function on the ground as a backup to the is positioned to ON, the anti-ice control valve
low limit switches. begins to open, and the green WSHLD HT
light on the glareshield annunciator panel il-
If either outlet nozzle temperature reaches the luminates. If the WSHLD HT switch is left in
250°F limit (ground) or 290°F limit (air- the ON position, the control valve will drive
borne), the thermoswitch will illuminate the full open in approximately f ive to eight sec-
red WSHLD OV HT light on the glareshield onds. For reduced airflow to the windshield,
annunciator panel and cause the solenoid shut- the WSHLD HT switch may be positioned to
off valve to close. The anti-ice control valve HOLD before the control valve reaches full
will remain in the position it was in, but the open. The control valve will then stop and re-
green WSHLD HT light will be extinguished main in an intermediate position.
while the solenoid shutoff valve is closed. The
WSHLD OV HT light will extinguish and the With both valves open, regulated engine bleed
10 ICE AND RAIN
HIGH LOW
LIMITS LIMITS
WINDSHIELD
TO WING/STAB SERVO
HEAT PRESSURE
LINE
CONTROL
UNIT TO
CABIN
WSHLD
OV HT
WSHLD
ANTI-ICE
WSHLD WSHLD
WSHLD SHUTOFF
HT HT ON
HT (NC)
H TEMPERATURE
O SENSOR
LEGEND L MAIN L WSHLD
BUS D OFF ANTI-ICE
RAM AIR
CONTROL
MANIFOLD BLEED AIR VALVE
Figure 10-9. Windshield Anti-ice System (SNs 35-663 and Subs.; 36-064 and
Subs.; SNs 35-113 to 662 and 36-032 to 063 with AMK 91-2)
10 ICE AND RAIN
PROTECTION
and positions itself automatically to maintain which could restrict the pilot’s visibility due
an air temperature of approximately 300°F. to loss of rain-removal, if the outlet temper -
From the heat exchanger, the temperature con- ature is between the inflight and ground limits
trolled bleed air is directed forward and dis- at the moment of touchdown.
pensed over the outside of both the pilot and
copilot windshields through outlets at the base With loss of electrical power, the windshield
of each windshield. anti-icing system will be inoperative since the
anti-ice shutoff valve will be deenergized and
Normally, the windshield anti-ice bleed-air will close. The control valve will remain in its
temperature is maintained at a safe level by the last position.
ram air modulating valve. However, an automatic
shutdown and warning system has been provided Bleed air is not available for windshield anti-
to prevent windshield damage from an overheat icing with both the emergency pressurization
condition. The system uses signals from four valves in the emergency position.
thermoswitches, two under the windshield heat
air outlets at the base of each windshield.
SNs 35-002 to 112 and 36-002 to
One thermoswitch on each side operates only 031 with AAK 76-7A and AMK
on the ground while the other operates on the 91-2
g r o u n d a n d i n t h e a i r. H i g h l i m i t t h e r -
moswitches are located on the left side and low The exterior windshield heat/defog system
limit thermoswitches are on the right. can be controlled either automatically or
manually (Figure 10-10). It is also used to
If the bleed-air temperature at the windshield supplement cockpit heating through the pilot
reaches a low limit (250°F in flight or 215°F footwarmers and to provide an alternate bleed
on the ground), the anti-ice shutoff valve is air source for emergency pressurization.
deenergized closed and the green WSHLD HT
light is extinguished. When the overheat cools, An IN–NORMAL/OUT–DEFOG knob, lo-
the thermoswitches will reset and the anti-ice cated below the instrument panel to the left
shutoff valve will reopen. If the anti-ice con- of the pedestal (see Figure 10-6), manually
trol valve is still open, the green WSHLD HT controls a valve that directs bleed air either
light will illuminate and windshield anti-ice to the windshield or to the cockpit foot-
airflow will be restored. warmers.
If the bleed air temperature at the windshield When the knob is pushed in to the IN–NORMAL
reaches a high limit (270°F in flight or 250°F position with the windshield anti-ice on, bleed
on the ground; 215°F on the ground on aircraft air is directed into the cockpit through foot-
with electrically heated windshields), the anti- warmers. This provides additional heat in the
ice shutoff valve is deenergized closed, the cockpit and an alternate source of bleed air
green WSHLD HT light is extinguished, and the flow into the cabin for emergency cabin pres-
red WSHLD OV HT light illuminates. When the surization. The knob is normally left in the
overheat cools, the thermoswitches will reset, IN–NORMAL position.
the red WSHLD OV HT light extinguishes, and
the anti-ice shutoff valve will reopen. If the When the knob is pulled to the OUT–DE-FOG
anti-ice control valve is still open, the green position, the bleed air is directed to the external
WSHLD HT light will illuminate and wind- windshield duct outlets for windshield defog,
10 ICE AND RAIN
The ground limit thermoswitches are disabled Two windshield heat switches are located on
for approximately 10 seconds after landing. the anti-icing panel. One is a three-position
This prevents automatic shutoff of bleed air, switch, labeled ON and OFF, and spring-
loaded to the center (neutral) position. The The control valve is motor-driven and
other switch has two positions: AUTO and controlled by either of the two switches on
MAN. the anti-ice control panel. It takes four to f ive
seconds to cycle fully. Selecting AUTO will
Bleed air from the regulated bleed air mani- open the control valve and illuminate the green
fold is routed through two valves: the anti-ice WSHLD HT light. If MAN is selected, the
shutoff valve and the anti-ice control valve. control valve may be opened or closed with the
ON–OFF switch. Since this switch is spring-
The shutoff valve is solenoid-operated and is loaded to neutral, it must be held in the ON
deenergized closed. Its function is to regulate position while the valve drives toward the fully
the engine bleed air from the manifold to 16 open position. The switch may be released
psi. It is energized open when DC electrical before the valve reaches full open. The control
power is applied to the aircraft and will be valve will then stop and remain in an interme-
deenergized and closed to shut off windshield diate position. The control valve can be closed
anti-ice in case of windshield overheat. only by holding the ON–OFF switch to OFF
(with MAN selected) for at least four seconds.
HIGH LOW
LIMITS LIMITS
IN
WINDSHIELD NORMAL
OUT
DEFOG
OVERBOARD
DRAIN
CHECK
VALVE
FOOTWARMERS
TO WING/STAB
HEAT SERVO
PRESSURE
LINE
CONTROL
UNIT
TO
CABIN
WSHLD
OV HT
WSHLD
ANTI-ICE
WSHLD WSHLD HEAT
WSHLD SHUTOFF
HT
LEGEND ON AUTO HT (NC)
TEMPERATURE
RAM AIR SENSOR
L MAIN WSHLD
OFF MAN
MANIFOLD BLEED AIR BUS ANTI-ICE
CONTROL
CONDITIONED AIR VALVE
IN-FLIGHT THERMOSWITCH
HEAT RAM AIR
10 ICE AND RAIN
Figure 10-10. Windshield Anti-ice System (SNs 35-002 to 112 and 36-002 to 031
with AAK 76-7A and AMK 91-2)
With loss of electrical power, the windshield Positioning the switch to CKPT applies DC
anti-icing system will be inoperative since the power to the coil, heating all the air coming
anti-ice shutoff valve will be deenergized and into the cockpit.
will close. The control valve will remain in its
last position. Positioning the switch to W/S AUX DEFOG
HEAT again applies DC power to the coil,
heating all the air coming into the cockpit. It
INTERNAL WINDSHIELD also arms the Freon air conditioning system
DEFOG so it will turn on automatically as the air-
plane descends through 18,000 ft. When the
All aircraft use conditioned engine bleed air
Freon air conditioning system turns on, elec-
for internal windshield defog (see Chapter
trically actuated diverter doors on the cabin
11, Air Conditioning, for additional infor-
blower assembly open and direct the cold air
mation). On late model aircraft, auxiliary
into the space between the cabin headliner
internal windshield defog systems have been
and the fuselage skin. This dehumidif ies the
provided.
cabin air without lowering the cabin temper-
ature excessively (see Chapter 11 for addi-
SNs 35-643 to 670 tional infor mation on the Freon air
conditioning system).
The internal windshield defog system on these
aircraft uses an electrically heated coil in the DC electrical power to heat the auxiliary
bleed air duct leading into the cockpit, and the windshield defog coil is provided by the
Freon air conditioning system. It is controlled battery charging bus through two, 20 A current
by a three-position (OFF–CKPT–W/S AUX limiters. DC control power for the auxiliary
DEFOG HEAT) switch on the anti-ice control windshield defog system is provided by the
panel. AUX DEFOG circuit breaker on the left es-
sential A bus.
To avoid damage to the electrically heated
coil, the crew should ensure that adequate
bleed air flow is available in the duct to cool
the coil before using the auxiliary windshield
defog system.
WSHLD
DEFOG
L R
110° F 110° F
LEFT RIGHT
163 VAC OUT 163 VAC OUT
AUX SEC
INVERTER INVERTER
L WSHLD R WSHLD
DEFOG DEFOG
10 ICE AND RAIN
L ESS B R ESS B
PROTECTION
Figure 10-11. Electric Windshield Defog System (SNs 35-671 and Subs.
and 36-064 and Subs.)
Methyl alcohol from a reservoir located in the When the switch is positioned to WSHLD &
left side of the nose compartment is provided RADOME, the pump is energized and the
to prevent ice formation on the radome and, solenoid valve in the windshield supply line is
if necessary, the pilot windshield as a backup energized open so that alcohol is delivered to
for the windshield anti-ice—defog—system. both surf aces. Flow to the windshield is
The systems are operated by DC power from dispensed through an orifice assembly integrated
the right main bus. with the pilot defog outlet. In this case, dura-
tion is reduced to approximately 43 minutes.
There are two different systems in use.
A pressure switch installed in the radome
supply line actuates the amber ALC AI light
SNs 35-002 to 112 and when the reservoir is empty or if the pump
36-002 to 031 fails. The light will extinguish when the control
switch is turned off (Figure 10-12).
A DC motor-driven pump supplies f iltered
alcohol from a 2.25 gallon reservoir to the The reservoir is vented through an open vent
radome only, or to the radome and pilot wind- tube located in the same area as the pitot-static
shield, depending on the position selected on drains on the left side of the nose compartment.
the WSHLD/RADOME switch on the pilot A pressure relief valve operates to relieve ex-
anti-icing control panel. cessive supply line pressure by returning it to
the reservoir. Some aircraft are equipped with
When the switch is positioned to RADOME, a siphon-break valve to prevent the siphoning
the pump is energized and alcohol is delivered of fluid from the tank after the system has been
to the radome only due to a normally closed turned off (Figure 10-12).
solenoid valve in the windshield supply line.
10 ICE AND RAIN
PROTECTION
LEGEND
SUPPLY
PRESSURE
ELECTRICAL CIRCUIT
ALC AI
ORIFICE ASSEMBLY
RADOME
LOW-PRESSURE ANTI-ICE
SWITCH VALVE (NC)
* EFFECTIVE WITH
35-076, 36-021
WSHLD & ALC
RADOME PMP
SIPHON-BREAK
VALVE * O
F
F R MAIN
RADOME BUS
PRESSURE
RELIEF
MOTOR-DRIVEN
OVERBOARD PUMP
VENT FILTER
Figure 10-12. Alcohol Anti-ice System (SNs 35-002 to 112 and 36-002 to 031)
SNs 35-113 and Subs.; The pressure relief valve, which is set at 2.6 psi,
36-032 and Subs. relieves any overpressure in the reservoir should
the pressure regulator fail; it also bleeds off
Methyl alcohol is stored in a 1.75 gallon residual pressure when the control switch is
reservoir. When the cockpit control switch is turned off.
positioned to WSHLD/RADOME or RAD,
circuits are completed to position a three-way The float switch in the reservoir illuminates
valve in the fluid supply line (Figure 10-13) the ALC AI annunciator when the tank is
and to open the shutoff valve and pressure empty. The light stays on even if the switch is
regulator in the servo bleed air supply line. off as a reminder to service the reservoir.
Servo bleed air tapped from the high pressure If the RAD position is selected, a fully serviced
bleed air manifold passes through the shutoff reser voir supplies only the radome with
valve and pressure regulator wh e re it i s approximately 2 hours and 9 minutes of alco-
regulated to 2.3 psi and sent to pressurize the hol. When selected to the WSHLD/
alcohol reservoir. RADOME position, alcohol is also dispensed
to the pilot defog outlet via the three-way
The alcohol is forced through a f ilter to the valve;, duration of the supply is reduced to
three-way valve that is positioned according approximately 45 minutes. This system is still
to the selected switch position. operational if both emergency pressurization
WSHLD/
RADOME
R
A
ALC D
SYS OFF
HP
R MAIN SERVO
BUS BLEED AIR
PRESSURE
REGULATOR AND CHECK
FILTER VALVE
SHUTOFF VALVE
(NC)
ALCOHOL
RESERVOIR TO OTHER SERVO
SYSTEMS
WRN LEGEND
LTS HP SERVO BLEED AIR
ALC
ELECTRICAL
AI
BLEED AIR
Figure 10-13. Alcohol Anti-ice System (SNs 35-113 and Subs. and 36-032 and Subs.)
W
I
N
35°
G
T
215° E
M
215° WING
P
OV HT
SCUPPER SCUPPER
STAB
STAB &
WING
WING
HEAT
R MAIN STAB/WING
BUS PRESSURE
REGULATOR
VALVE
(NC) CHECK
CHECK VALVE VALVE
LEFT-HAND RIGHT-HAND
ENGINE ENGINE
MANIFOLD
S
T TO FLOW
A CONTROL
35° VALVE LEGEND
B
QUESTIONS
1. Bleed air is used for anti-icing on: 5. Anti-icing equipment must be turned on:
A. When in icing conditions
A. Pitot tubes and static ports
B. Before entering icing conditions
B. P T2/ T T2 sensors
C. Before takeoff
C. Wi n g a n d h o r i z o n t a l s t a b i l i z e r
D. During climbout
leading edges
D. Conical fan spinners
6. With the loss of aircraft electrical power,
anti-icing will be lost on:
2. The L or R PITOT HEAT switches also
supply heating element power for: A. All systems
B. Pitot, static, and P T2/ T T2 probes only
A. The angle-of-attack vanes
C. All systems except the nacelle inlet
B. The shoulder static ports
lips
C. The instrument static ports
D. All systems except the windshield
D. P T2/ T T2 probe heater and radome alcohol system
3. The crew action required when the red 7. The L NAC HEAT switch in the up (on)
WING OV HT light illuminates is: position provides anti-icing to all of the
A. No action is required; the system is following except the:
automatic A. Nacelle lip
B. Po s i t i o n t h e S TA B W I N G H E AT B. Dome spinner (early models)
switch to STAB
C. P T2/ T T2 probe
C. Turn the STAB WING HEAT switch
D. Conical spinner (late models)
to OFF or reduce power
D. Turn one BLEED AIR switch to OFF
8. The alcohol anti-ice system may be used
until the light goes out
to anti-ice the:
4. The internal windshield defog system A. Radome
uses: B. Copilot windshield
A. 230 VAC power C. Pilot windshield
B. 163 VAC power D. Both A and C
C. An electrically heated coil and the
Freon air conditioning system
D. Engine bleed air pressure
10 ICE AND RAIN
PROTECTION
CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION................................................................................................................. 11-1
GENERAL ............................................................................................................................ 11-1
ENGINE BLEED AIR CONDITIONING AND DISTRIBUTION ..................................... 11-2
General .......................................................................................................................... 11-2
Flow Control Valve........................................................................................................ 11-6
Hot Air Bypass Valve (H-Valve) ................................................................................... 11-6
Ram Air Heat Exchanger............................................................................................... 11-7
Ram Air Ventilation....................................................................................................... 11-7
Cabin and Cockpit Air Distribution .............................................................................. 11-8
Temperature Control...................................................................................................... 11-9
AUXILIARY AIR CONDITIONING SYSTEMS.............................................................. 11-11
General ........................................................................................................................ 11-11
Distribution System..................................................................................................... 11-12
Auxiliary Cooling System........................................................................................... 11-16
Auxiliary Heat Systems (Optional) ............................................................................. 11-18
QUESTIONS ...................................................................................................................... 11-21
ILLUSTRATIONS
Figure Title Page
11-1 Engine Bleed Air Conditioning System (SNs 35-002 to 35-086
[except 35-082] and 36-002 to 36-022) ................................................................. 11-3
11-2 Engine Bleed Air Conditioning System (SNs 35-082, 35-087 to 35-112;
36-023 to 36-031; and Earlier Aircraft Incorporating AMK 76-7) ....................... 11-4
11-3 Engine Bleed Air Conditioning System (SNs 35-113 and Subsequent and
36-032 and Subsequent)......................................................................................... 11-5
11-4 CABIN AIR Switch ............................................................................................... 11-6
11-5 Temperature Control Indicator............................................................................... 11-7
11-6 Conditioned Bleed Air Distribution....................................................................... 11-8
11-7 CABIN CLIMATE CONTROL Panel ................................................................... 11-9
11-8 CABIN TEMP Indicator...................................................................................... 11-11
11-9 Evaporator and Blower Assembly ....................................................................... 11-13
11-10 Cabin Blower Grille Outlet.................................................................................. 11-12
11-11 COCKPIT AIR and CABIN BLOWER Rheostats.............................................. 11-15
11-12 Cockpit Upper Air Outlets................................................................................... 11-15
11-13 Passenger Overhead Outlets (WEMACS) ........................................................... 11-15
11-14 Freon Refrigeration System Schematic. .............................................................. 11-17
11-15 Auxiliary Heating System Components .............................................................. 11-19
CHAPTER 11
AIR CONDITIONING
INTRODUCTION
Air conditioning in the Learjet 35/36 is furnished primarily by regulated engine bleed
air, which is temperature controlled and distributed throughout the cabin and cockpit
areas. This is the same bleed air that is used for cabin pressurization.
Additional cooling and heating is provided by a Freon refrigeration system and an
optional auxiliary electrical heating system. These systems share a separate distribution
network through which cabin air is recirculated by a cabin blower and a cockpit fan.
GENERAL
Primary heating and cooling is accomplished in flight at altitudes up to a maximum of 18,000
by controlling the temperature of the bleed ft or 35,000 ft, depending on compressor motor
air entering the cabin by circulating it through part number.
an air-to-air heat exchanger. The cabin and
cockpit distribution systems differ slightly, Additional heating by the auxiliary electrical
based on aircraft serial number. heating system (if installed) can be obtained for
ground operations and at any altitude in flight.
Additional refrigeration cooling by the Freon
system is available for ground operations and
INTERNAL DEFOG
OUTLETS
CREW OUTLETS
FOOTWARMER OUTLET
LEGEND
AIR DISTRIBUTION
TO LOWER CABIN DOOR BLEED AIR
CABIN
TEMP RAM AIR
SENSOR
CONDITIONED BLEED AIR
AIR DISTRIBUTION
CHECK VALVES AIR
BLEED
TO SENSOR
BLOWER MOTOR
L
CAB ESS
HT BUS
AUTO BLEED AIR BLEED AIR
(LEFT ENGINE) (RIGHT ENGINE)
MAX
NORM
L OFF
MAIN DUCT TEMP FLOW CONTROL VALVE
BUS CABIN
LIMITER AIR
AUTO
RAM-AIR
HOT CHECK VALVE
MAN MAN
HOT COOL RAM AIR IN HOT T
O E
F HOT AIR BYPASS M
F (H-VALVE) P
COLD FAN C
CABIN CLIMATE CONTROL O
N
T
RAM AIR OUT
COLD
CAB
HT
MNL HEAT EXCHANGER HT VAL
IND
R
MAIN L
BUS MAIN
BUS
Figure 11-1. Engine Bleed Air Conditioning System (SNs 35-002 to 35-086
[except 35-082] and 36-002 to 36-022)
INTERNAL DEFOG
OUTLETS
LEGEND
BLEED AIR CREW OUTLETS
FOOTWARMER
RAM AIR OUTLET
CONDITIONED
BLEED AIR
AIR DISTRIBUTION
TO LOWER CABIN DOOR
CABIN TEMP
SENSOR
BAGGAGE COMPARTMENT
CABIN AIR DIFFUSERS AIR DIFFUSER
(TYPICAL) (35A AIRCRAFT ONLY)
TO SENSOR
BLOWER MOTOR
AIR DISTRIBUTION
CAB CHECK VALVES
HT
AUTO
AIR
BLEED
L
MAIN L
BUS ESS
BUS
BLEED AIR BLEED AIR
(LEFT ENGINE) (RIGHT ENGINE)
PRESSURE SWITCH
(47 PSI)
DUCT TEMP
LIMITER
AUTO
DUCT TEMP
HOT SENSOR VENTURI
RAM AIR IN
HOT AIR BYPASS HOT T
R (H-VALVE) E
M
MAIN P
BUS C
O
N
RAM AIR OUT T
COLD
HT VAL
HEAT EXCHANGER IND
L
MAIN
BUS
Figure 11-2. Engine Bleed Air Conditioning System (SNs 35-082, 35-087 to 35-112; 36-023
to 36-031; and Earlier Aircraft Incorporating AMK 76-7)
L
BAGGAGE COMPARTMENT ESS
AIR DIFFUSER BUS
(35A AIRCRAFT ONLY)
AIR DISTRIBUTION
CHECK VALVES
EMERGENCY
CHECK VALVES PRESSURIZATION
VALVE
ON
BLEED AIR BLEED AIR CABIN
(LEFT ENGINE) (RIGHT ENGINE) AIR
SERVO SERVO
BLEED AIR OFF
BLEED
DUCT TEMP AIR
LIMITER FLOW CONTROL VALVE
C VENTURI
AUTO MAN A
B
I
N
C DUCT TEMP
L
I
SENSOR
M
A
T
E RAM AIR CHECK HOT
COOL VALVE T
O E
F M
F RAM AIR IN HOT AIR BYPASS P
FAN (H-VALVE) C
O
COLD HOT N
T
COLD
RAM AIR OUT HT VAL
IND
HEAT EXCHANGER
L
MAIN
BUS
* SNs 35-643 AND SUBS; 36-064 AND SUBS
Figure 11-3. Engine Bleed Air Conditioning System (SNs 35-113 and
Subsequent and 36-032 and Subsequent)
CABIN AND COCKPIT On SNs 35-113 and subsequent and 36-032 and
AIR DISTRIBUTION subsequent (see Figure 11-3), distribution of
air changes when either (or both) emergency
Conditioned airflow distribution to the cabin pressurization valves are positioned to emer-
and cockpit areas is essentially the same for all gency.
aircraft (Figure 11-6). The conditioned air is
routed from the tail cone into the cabin area If only one emergency valve is positioned to
through two ducts, one on each side of the emergency, all bleed air from that engine is
cabin. The left duct ends at the entry door, and routed directly into only the cabin distribution
the right duct continues forward to the cockpit. duct on that side; temperature control of that
air is lost. However, bleed air from the oppo-
site engine is still subject to the normal con-
Cabin Air Distribution ditioning process. One-way check valves in the
Cabin air distribution is furnished by diffusers normal distribution ducting prevent the emer-
installed at intervals along the two ducts; the gency airflow from being lost through the nor-
diffusers direct airflow toward the floor. mal distribution system.
A one-way distribution check valve is located If both emergency valves are positioned to
at the aft end of each cabin duct. These valves emergency, all bleed air from both engines is
are functionally related to the pressurization routed directly into the respective left and
system, as described in Chapter 12, right distribution ducts. Temperature control
Pressurization. is then sacrif iced for pressurization.
CHECK VALVE
DIFFUSER (TYPICAL)
COPILOT CONDITIONED
AIR OUTLETS
PILOT CONDITIONED
AIR OUTLETS
FOOTWARMER
OUTLET
On SNs 35-002 to 35-112 and 36-002 to 36- On SNs 35-107, 35-113 and subsequent, and
031, the climate control system is operated 36-032 and subsequent, the H-valve is posi-
electrically. System control is accomplished t i o n e d p n e u m a t i c a l ly by s e r vo bleed air
with a rheostat and a HOT–COLD toggle (Chapter 9, Pneumatics), and no electrical cir-
switch that is spring-loaded to center. Other cuits are involved.
system components include:
The CLIMATE CONTROL panel (see Figure
• A temperature sensor located behind the 11-7) incorporates two control knobs. The
copilot seat AUTO–MAN knob is actually a servo bleed air
• A duct temperature sensor and duct tem- selector valve. The COLD–HOT knob is a
perature limiter; both are in the air duct needle valve that controls the servo air pres-
downstream of the H-valve (see Figure sure applied to the H-valve butterfly (spring-
11-1 or 11-2, as applicable) loaded to the full cold position). Other system
components include a temperature sensor
• A control unit located in the upper forward cabin, a duct tem-
If the rheostat is turned fully counterclock- perature sensor , and a duct temperature lim-
wise to the MAN detent, the cabin temperature iter located in the air duct downstream of the
sensor and duct temperature sensor are both off. H-valve (see Figure 11-3). The control system
The H-valve is then controlled manually by ac- consists of an interconnected servo bleed air
tuating the spring-loaded HOT-COLD switch. network.
The TEMP CONT indicator (see Figure 11-5)
displays the position of H-valve. DC power for With the AUTO–MAN knob in MAN, the se-
manual operation is provided by the CABIN lector valve isolates the control system from the
HT MAN circuit breaker on the right main bus. influences of the cabin temperature sensor and
The TEMP CONT indicator is powered from the duct temperature sensor. Servo air pres-
the HT VAL IND circuit breaker on the left sure is routed directly through the needle
main bus. valve—controlled by the COLD–HOT knob—
to the H-valve butterfly, which is spring-loaded
If the rheostat is out of the MAN detent, the to the full cold position. Changing the
H-valve position is determined automatically COLD–HOT knob position simply changes the
by the control unit, which evaluates inputs servo air pressure on the H-valve butterfly. The
from the rheostat, the cabin temperature TEMP CONT indicator (see Figure 11-5) dis-
sensor, and the duct temperature sensor. The plays the relative position of the H-valve, which
control system then responds by continuously is the only component in the system that re-
m o d u l a t i n g t h e H - va l ve t o m a i n t a i n t h e quires DC electrical power. DC power is pro-
desired temperature. DC power for automatic vided through the HT VAL IND circuit breaker
operation is provided by the CAB HT AUTO on the left main bus.
circuit breaker on the left main bus.
With the AUTO–MAN knob—the selector
Whether the system is being operated manually valve—in AUTO, the servo pressure control net-
or automatically, the duct temperature limiter work samples the needle valve setting (i.e., the
signals the control unit if the duct temperature COLD–HOT knob position), the cabin tem-
increases to approximately 350°F. The control perature sensor (existing cabin temperature),
unit responds by driving the H-valve to the and the duct temperature sensor (actual tem-
full cold position and directing all bleed air perature of the bleed air inside the duct).
through the heat exchanger. Servo air pressures are modulated by the con-
trol system, which causes the H-valve butterfly
to modulate and keep the cabin temperature
constant.
DISTRIBUTION SYSTEM CLOSE, the doors are flush with the bottom of
the ducting; the airflow from the cabin blower
The heart of the distribution system is the is directed into the cabin.
evaporator and blower assembly, which is in
the cabin ceiling above the baggage com - On aircraft with the electric diverter doors,
partment (Figure 11-9). The assembly houses: the doors are controlled by a two-position,
ON–OFF, rocker switch below the cabin
• Ducting
blower air outlet. When the switch is posi-
• Cabin blower assembly tioned to OFF, the diverter doors are lowered
into the airflow from the cabin blower, which
• Cockpit fan assembly directs the air into the space between the cabin
• Freon system evaporator headliner and the fuselage skin. When the
switch is positioned to ON, the diverter doors
• Optional electrical heating elements are flush with the top of the ducting; the air-
(when installed) flow from the cabin blower is directed into the
cabin. On SNs 35-643 to 35-670, the doors may
Cabin Blower Distribution also be controlled by the auxiliary internal
windshield defog system (see Chapter 10, Ice
The cabin blower assembly consists of two and Rain Protection).
squirrel-cage blowers driven by a single DC
motor. The blowers draw air from the bag - When used simply for additional air circula-
gage compartment area though the evaporator tion, the cabin blower is turned on by selecting
and force it through separate ducts to a lou- FAN on the three-position FAN–OFF–COOL
vered grille at the front the ducts. The air is switch on the CABIN CLIMATE CONTROL
diffused as it blows out directly into the cabin. panel (see Figure 11-7). DC electrical power
When installed, the optional heating elements is provided by the CAB BLO circuit breaker
are located within these ducts. on the left main bus. On SNs 35-113 and sub-
sequent and 36-032 and subsequent, variable
Diverter doors are installed in the ducting blower speed control is afforded through the
forward of the cabin blower.
• On SNs 35-002 to 642 and 36-002 to
36-063, the doors are in the bottom of
each duct and are manually controlled
and actuated by the OPEN–CLOSE knob
adjacent to the louvered grill (Figure
11-10)
• On SNs 35-643 to 35-646, electrically
controlled and actuated diverter doors
are in the top of each duct along with the
mechanically controlled doors on the
bottom
• On SNs 35-647 and subsequent, and 36-
064 and subsequent, only electrically
controlled doors are installed
On aircraft with the manual diverter doors, when
the knob is rotated to OPEN, the diverter doors
are raised up into the airflow from the cabin
blower and divert the air down into the baggage
compartment. When the knob is positioned to Figure 11-10. Cabin Blower Grille Outlet
CABIN BLOWER rheostat on the copilot side- The cockpit fan is controlled by the COCK-
wall panel (Figure 11-11). Earlier aircraft do PIT AIR rheostat on the copilot sidewall panel
not have this feature unless AMK 77-4 is (Figure 11-11) using DC power from the CAB
incorporated. BLO circuit breaker on the left main bus.
• On SNs 35-002 to 35-112, and 36-002
Cockpit Fan Distribution to 36-031, the OFF detent is at the full
clockwise position; fan speed is
Between the two ducts fed by the cabin blowers increased by rotating the rheostat in a
is another duct that encloses the axial cockpit counterclockwise direction
fan. This fan draws air from the baggage com-
partment area through the evaporator, but its • On SNs 35-113 and subsequent and 36-
output is furnished directly to four smaller 032 and subsequent, the OFF detent is
ducts concealed in the cabin overhead panel- at the full counterclockwise position;
ing. Two of these ducts run directly to the two speed is increased by rotating the rheo-
louvered overhead outlets in the cockpit stat in the clockwise direction
(Figure 11-12). On SNs 35-092 and 36-025 and
subsequent, two additional ducts—one on each If all the cockpit and overhead outlets are
side—are connected to the individual overhead closed, the cockpit fan must not be operated
WEMAC outlets above each of the passenger because no cooling airflow for the motor is
seats (Figure 11-13). Air volume and available; the motor will overheat.
directional control is provided at each outlet.
The fan motor is cooled by the air it moves
through the ducting.
AUXILIARY COOLING SYSTEM Cool air is drawn through the evaporator and
circulated as already described in Cabin
A Freon refrigeration system—an auxiliary Blower Distribution, except that the blower
cooler—is installed to provide supplemental motor runs continuously at its maximum speed;
cooling for ground and inflight operations; it the CABIN BLOWER rheostat, if installed, is
can also be used for dehumidif ication. inoperative. The compressor motor is pow-
ered from the battery charging bus through a
System components, identif ied schematically 150 A current limiter and a control relay pow-
(Figure 11-14), are conventional. The com- ered from the FREON CONT circuit breaker
pressor (belt-driven by a 3.75 horsepower on the left main bus.
motor), the condenser, and the dehydrator are
located inside the tail cone. The compressor The diverter doors may be positioned as desired
motor is cooled by air from the tail cone to control airflow into the cabin through the
ventilation airscoop on the left side of the louvered grille above the divan seat. If desired,
fuselage. The evaporator and expansion valve the cockpit fan may also be used to provide
are located inside the evaporator and blower wider circulation of the cooled air to the cockpit
assembly above the baggage compartment. and passenger WEMAC outlets.
Auxiliary Cockpit Heat System On SNs 35-643 to 35-670, the auxiliary cock-
(SNs 35-643 and Subsequent pit heating system is controlled by a three- po-
sition (OFF–CKPT–W/S AUX DEFOG HEAT)
and 36-064 and Subsequent) sw i t c h o n t h e A N T I – I C E c o n t r o l p a n e l .
Selecting either CKPT or W/S AUX DEFOG
General HEAT will power the heater element (see
The auxiliary cockpit heat system provides Chapter 10, Ice and Rain Protection, for
additional heat for crew comfort and interior additional infor mation on the W/S AUX
windshield defogging. It includes an electric DEFOG HEAT function).
heater in the forward end of the right cabin
bleed air duct, where it connects to the cock- On SNs 35-671 and subsequent and 36-064 and
pit air distribution ducting; it uses condition subsequent, the auxiliary cockpit heating sys-
bleed airflow to circulate heated air (see Figure tem is controlled by a three-position
11-15). ( O F F – C R E W – C A B & C R E W ) AU X H T
switch, located on the copilot lower, right
Operation switch panel. Selecting either CREW or CAB
& CREW powers the heater element as long
The heating element for the auxiliary cockpit as the CABIN AIR switch is ON and the other
heat system requires bleed air flow for cool- conditions described above are met.
ing. Because of this, on SNs 35-671 and sub-
sequent and 36-064 and subsequent, the With the heater element powered, all the air
CABIN AIR switch must be ON, at least one coming through the bleed air outlets in the
engine must be running and its bleed air shut cockpit are heated. A thermoswitch between
off and regulator valve must be open before the windshield defog diffusers and the center
electrical power can be applied to the heating footwarmer monitors the temperature of the
element. If only the left engine is running, the airflow. The thermoswitch cycles electrical
left emergency pressurization valve must be power to the heater element off and on be-
in normal. tween approximately 155 and 160°F. In case
of an overheat, a 295°F thermoswitch in the
Despite these safeguards, on all aircraft, the heater should remove power to the element.
crew should ensure the CABIN AIR switch is Finally, a thermal fuse on the heater melts at
ON, at least one engine is running, and there approximately 415°F and removes power to the
is adequate airflow in the right cabin bleed air element.
duct to cool the heating element before acti-
vating the auxiliary cockpit heating system. Power for the auxiliary cockpit heat element
is provided by two 20 A current limiters from
the battery charging bus. Control power for the
auxiliary cockpit heat system is provided by
a circuit breaker on the left essential A bus.
On SNs 35-643 to 670, the circuit breaker is
labeled AUX DEFOG. On SNs 35-671 and
subsequent and 36-064 and subsequent, it is
labeled AUX CREW HT.
QUESTIONS
1. The manual diverter doors must be fully 6. The Freon system should not be used
closed: above:
A. 5,000 ft
A. To operate the cockpit fan
B. 8,000 ft
B. To operate the Freon system
C. 18,000 ft
C. To o p e r a t e t h e a u x i l i a r y h e a t i n g
D. 35,000 ft
system
D. The aircraft does not have manual di-
7. T h e F r e o n s y s t e m a u t o m a t i c a l ly
verter doors
disengages:
2. Equipment that can be operated with air- A. During engine start
craft battery power only is: B. Upon touchdown
A. The auxiliary defog system C. When unpressurized
B. The Freon air conditioning system D. If the main door is opened
C. The cabin blower and cockpit fan
8. When the Freon system is operating, it
D. The auxiliary heating system
cools:
3. When the aircraft is unpressurized on the A. Ram air
ground, air circulation is provided by: B. Cabin air
A. Ram air C. Outside air
B. Cockpit fan and the cabin blower D. Bleed air
C. Bleed air system
9. When operating the Freon system on the
D. Auxiliary defog system
ground with engines running, the switch
that should be in OFF for maximum cool-
4. The primary air conditioning in flight is ing effectiveness is:
provided by:
A. GEN–START
A. Engine bleed air
B. CABIN BLOWER
B. Heat pump
C. CABIN AIR
C. Auxiliary heater
D. COCKPIT AIR
D. Freon refrigeration system
10. In order to operate the auxiliary cabin
5. When using the auxiliary cabin heater, heater:
the heated air blows out through:
A. Engines cannot be running
A. The conditioned air outlets
B. CABIN AIR switch must be off
B. The louvered grille above the divan
C. Either a GPU or an engine-driven gen-
seat
erator is required
C. The overheat cockpit air outlets
D. Aircraft must be on the ground
D. The overheat passenger WEMAC
outlets
11. If DC power fails, the flow control valve: 12. The temperature control indicator shows:
A. Closes completely A. Cabin air temperature
B. Modulates from open to closed B. Cockpit air temperature
C. Remains open C. The temperature of the bleed air in
D. Is bypassed the plenum chamber
D. The position of the H-valve
CHAPTER 12
PRESSURIZATION
CONTENTS
Page
12 PRESSURIZATION
INTRODUCTION................................................................................................................. 12-1
GENERAL ............................................................................................................................ 12-1
MAJOR COMPONENTS ..................................................................................................... 12-2
Cabin Outflow Valve ..................................................................................................... 12-2
Vacuum Jet Pump and Regulator Assembly .................................................................. 12-2
Pressurization Control Module...................................................................................... 12-2
Cabin Safety Valve ........................................................................................................ 12-6
CABIN AIR Switch....................................................................................................... 12-6
Indicators ....................................................................................................................... 12-7
NORMAL SYSTEM OPERATION ..................................................................................... 12-8
Before Takeoff ............................................................................................................... 12-8
Flight Operation—Automatic........................................................................................ 12-8
Flight Operation—Manual ............................................................................................ 12-8
Descent .......................................................................................................................... 12-8
Landing.......................................................................................................................... 12-9
EMERGENCY PRESSURIZATION.................................................................................... 12-9
SNs 35-002 to 35-112 and 36-002 to 36-031 ................................................................ 12-9
SNs 35-113 and Subsequent and 36-032 and Subsequent............................................. 12-9
Emergency Pressurization Override Switches ............................................................ 12-15
QUESTIONS ...................................................................................................................... 12-17
ILLUSTRATIONS
Figure Title Page
12-1 Pressurization System Control............................................................................... 12-3
12-2 Pressurization Control Module .............................................................................. 12-2
12-3 HORN SILENCE and Test Control ....................................................................... 12-5
12 PRESSURIZATION
12-4 CABIN ALT and DIFF PRESS Indicator .............................................................. 12-7
12-5 Engine Bleed Air Conditioning System
(SNs 35-002 to 35-086 [except 35-082] and 36-002 to 36-022) ......................... 12-10
12-6 Engine Bleed Air Conditioning System
(SNs 35-082, 35-087 to 35-112, and 36-002 to 36-022) ..................................... 12-11
12-7 Engine Bleed Air Conditioning System
(SNs 35-113 and Subs. and 36-032 and Subs.) ................................................... 12-12
12-8 Emergency Pressurization Override Switches..................................................... 12-15
TABLES
Table Title Page
12-1 Automatic Protection and Warning Features—SNs 35-002 to 35-112
and 36-002 to 36-031........................................................................................... 12-14
12-2 Automatic Protection and Warning Features—SNs 35-113 and Subs. and
36-032 and Subs. ................................................................................................. 12-14
CHAPTER 12
PRESSURIZATION
12 PRESSURIZATION
INTRODUCTION
The Lear 35/36 aircraft incorporates a pressurization system that maintains a specif ied
level of pressure consistent with built-in limits. Cabin pressure is regulated by controlling
the exhaust of conditioned bleed air supplied by the engines. During normal operation,
the system functions automatically to provide crew and passenger comfort within the
operational envelope of the aircraft. Cabin pressure is controlled by an outflow valve,
which is pneumatically operated to maintain a specif ied differential between cabin and
ambient pressures. Inward and outward relief for both negative and excess positive dif-
ferential conditions is incorporated to protect the aircraft structure. A control module
provides a full range of manual control in the event of a malfunction of the automatic
controls. The purpose of the pressurization system is to ensure crew and passengers com-
fort at all altitudes.
GENERAL
The pressurization control system is module. The pressurization controller provides
completely pneumatic during normal inflight for both automatic and manual capabilities.
automatic operation. Pneumatic pressure is Electrically actuated solenoid valves and
provided by a vacuum jet pump. Control switches are incor porated for ground and
pressure (vacuum) is applied to the outflow manual operation.
valve through the pressurization control
cooled. This chapter deals primarily with how Figure 12-2 illustrates a typical aircraft pres-
the pressure is regulated. surization control module conf iguration.
MAJOR COMPONENTS
The pressurization control system (Figure 12-1)
incorporates the following major components:
• Cabin outflow valve
• Vacuum jet pump and regulator assembly
CURRENT
• Pressurization control module
• Cabin safety valve
UP
STATIC
ALTERNATE STATIC PORT
DN
STATIC PRESS MAN
PORT ON
CABIN
30 25
CABIN TAILCONE
IN
C AB
AIR
X1
NOSE CABIN FILTER
000
3
OFF
2
NCR
CO CABIN R
1
NTROLLE
0
NOTE:
RATE
SOLENOID VALVES DEPICTED
CURRENT AIRCRAFT IN FLIGHT AUTO POSTIION
UP AUTO
MAX
NORM
OFF
SNs 35-002 TO 35-112
DN
MAN AND 36-002 TO 36-031
P CABIN
AIR 4 5
R 3
LEGEND E
RATE
2
24 0
00
6
7
S
1 8.7 PSID
1
1 26
FT ALT X
S 8
ENGINE BLEED AIR U
24
R
SL 9 2 8.9 PSID
RA
Z AI
CA .
A BI FT 4 10,000 FT (NO CABIN ALT LIGHT)
STATIC PRESSURE T DECR INCR
NA
LT X 1 0 0 0
I
O
5 AIRCRAFT INCORPORATIONG AMK 78-5 ONLY
CABIN PRESSURE N
6 11,000 FT ±1,000 FT
MODIFIED CONTROL PRESSURE EARLY AIRCRAFT 7 SNs 35-099 AND SUBS; 36-029 AND SUBS
12-3
12 PRESSURIZATION
LEARJET 30 SERIES PILOT TRAINING MANUAL
Rate Control
On SNs 35-002 to 35-112 and 36-002 through
A RATE knob is installed to the lower left of 36-031, the relief valve is set for 8.9 psid.
the CABIN CONTROLLER to control the rate
at which the cabin climbs and descends. The On SNs 35-113 and subsequent and 36-032
RATE control knob allows variable control and subsequent, the valve is set for 9.4 psid.
within the approximate limits of 175 fpm and
2,500 fpm. In AUTO mode, the CABIN CON- During a rapid aircraft climb with a low setting
TROLLER maintains the desired rate of climb on the RATE knob, it is possible to reach the
or descent until the selected altitude is at- differential pressure relief setting prior to
tained. reaching the selected aircraft altitude, at which
time the cabin climb rate will approximate
the aircraft climb rate.
Manual Cabin Altitude
Control Valve
The UP–DN lever can be used to pneumatically
Cabin Altitude Limiter
control the outflow valve. Because of the red (For Outflow Valve)
knob on the end of the lever, it is frequently A cabin altitude limiter is installed on SNs 35-
referred to as the “cherry picker.” 113 and subsequent, 36-032 and subsequent,
and earlier SNs incorporating AMK 78-5. It
The lever is spring-loaded to the center posi- functions to limit the loss of cabin pressure due
tion and is wire guarded on later aircraft to pre- to malfunctioning controller or inadvertent
vent inadvertent activation. operation of the primary differential pressure
The lever can be used to increase or decrease relief valve.
cabin altitude in either AUTO or MAN mode.
However, if it is used in the AUTO mode, the If cabin altitude reaches 11,000 ±1,000 ft on
CABIN CONTROLLER will also attempt to early aircraft, or 11,500 ±1,500 ft on later air-
control the outflow valve; as soon as the craft, the altitude limiter forces modulation of
the outflow valve by introducing cabin pres-
sure into the control line, thereby restricting The outflow valve—now isolated—holds its
cabin altitude to the listed level. last attained position. When cabin altitude de-
creases to 8,000 ft or below, the aneroid resets
and deenergizes the solenoid valve open, pro-
Controller Solenoid Valves vided the AUTO MAN switch is in AUTO.
Three solenoid-operated valves installed in
the controller are used to control the routing On SNs 35-113 and subsequent and 36-032 and
of pneumatic control pressure to the outflow subsequent, the description of operation is
valve. All three valves are energized on the the same as early SNs, except that the aneroid
12 PRESSURIZATION
ground by the squat switch relay box, which switch actuates at 8,750 ±250 ft, resets at
causes the outflow valve to open, thereby de- 7,200 ft, and—when actuated—causes the
pressurizing the cabin. amber CAB ALT annunciator to illuminate (see
Annunciator Panel section). When the aneroid
One of the valves is used in flight to effect resets, the annunciator extinguishes.
manual control of the outflow valve, and is
referred to as the “manual-mode solenoid valve” Should the above cabin altitudes be reached
(see Flight Operation-Manual). or exceeded, the cherry picker is the only way
to control the outflow valve.
For normal automatic inflight operation, all
three solenoid valves are deenergized. Cabin Altitude Warning Horn
Aneroid Switch
On the early SNs, valve actuation requires DC
power from the AIR BLEED circuit breaker on Early SNs use the manual pressurization
the left essential bus. Later SNs require DC aneroid just described, while later SNs use a
power from the CAB PRESS circuit breaker separate 10,100-foot cabin aneroid to sound
on the right essential bus. a cabin altitude warning horn. A spring-loaded
HORN SILENCE switch on the center switch
panel (Figure 12-3) may be used to silence
Aneroid Switches the horn. However, the horn will reactivate
Either one or two aneroid switches are installed
in the pressurization system depending on
aircraft serial number. Early aircraft use a
single aneroid switch for both warning horn and
manual solenoid operation. Later aircraft use
two aneroid switches: one for the warning horn
and another for manual solenoid operation.
Manual Pressurization
Aneroid Switch
The pressurization aneroid switch is located
inside the pressurization module.
approximately 30 seconds after being silenced 10 seconds after the CABIN AIR switch is
with the HORN SILENCE switch. turned to ON to close the safety valve. The
solenoid is deenergized in flight regardless
The horn will continue to reactivate after each of CABIN AIR switch position.
use of the HORN SILENCE switch until the
aneroid resets at a cabin altitude of 8,000 ft On earlier SNs, the safety valve does not open
(early SNs) or 8,590 ft (later SNs). on the ground.
The rotary system TEST switch on the center
Differential Pressure
12 PRESSURIZATION
is on the ground. Early aircraft have a MAX The cabin differential pressure is indicated
position that opens the valve to full flow for by a circular scale on the inner portion of the
smoke and fume elimination. Current aircraft indicator and a single pointer. The scale
have no position equivalent to MAX; increased represents differential pressure from 0–10 psi
airflow is achieved by positioning the BLEED and is divided into three bands:
AIR switches to EMER. The CABIN AIR
switch uses DC power from the AIR BLEED • On early aircraft
circuit breaker on the left essential bus. ° A green band from 0–8.9 psi
12 PRESSURIZATION
INDICATORS ° A yellow band from 8.9–9.2 psi
0 CA
100
0 A LB I N
50
FT T 1 2
.5 4
1 5 CLIMB
40 10 DIF 1 0 0 0 F T P E R M IN
PRESS 2 UP
9
3 0 6
30 8 DOWN
4
7
6 5 10
25 .5 CABIN 4
20 15 1 2
Cabin altitude should always be equal to or less to maintain a comfortable cabin altitude climb
than the aircraft altitude; therefore, cabin pres- rate of approximately 600 fpm. As the air-
sure should always be equal to or greater than craft climbs to cruise altitude, the cabin con-
atmospheric pressure at the aircraft altitude. troller automatically adjusts the outflow valve
The indicator should normally read approxi- to give the desired cabin climb rate until the
mately 0.2 psi below the yellow arc. cabin altitude reaches the altitude set on the
cabin controller dial. As the aircraft contin-
ues its climb, the differential pressure increases
Cabin Vertical Speed Indicator while the cabin altitude remains constant until
12 PRESSURIZATION
The cabin vertical speed indicator (see Figure the aircraft arrives at the selected ACFT alti-
12-4) is to the right of the cabin altimeter. It tude. If it is observed that the DIFF PRESS in-
provides an indication of cabin climb or de - dicator is riding on the yellow/red line, a
scent rates of between 0 and 6,000 fpm. slightly higher cabin altitude should be se-
lected. Adjust the cabin controller as neces-
sary when changing cruise altitude.
NORMAL SYSTEM M o n i t o r c a b i n p r e s s u r e a n d d i ff e r e n t i a l
pressure throughout the flight.
OPERATION
FLIGHT OPERATION—MANUAL
BEFORE TAKEOFF
If the cabin controller is not functioning
During ground operation, the CABIN AIR properly, follow the Manual Mode Operation
switch is normally not turned on until just procedures in Section 2 of the approved AFM.
prior to takeoff unless engine bleed air is
desired for cabin heating. Manual mode operation is established when the
AUTO–MAN switch is placed to MAN. This
When accomplishing the Before Starting En - closes the manual mode solenoid valve, which
gines checklist in the approved AFM, the crew blocks the automatic pneumatic circuit. The
will normally (1) set the AUTO-MAN switch to UP–DN lever (i.e., the cherry picker) is then
AUTO, (2) set the expected cruise altitude on used to control the outflow valve directly by
the ACFT (inner) scale of the CABIN CON- using the static air source or existing cabin
TROLLER dial, and (3) set the RATE knob to pressure to change position of the outflow
approximately the 9 o’clock position. valve, which causes the cabin to climb or de-
scend, respectively.
When the CABIN AIR switch is turned on
prior to takeoff, the flow control valve is The manual control valve is very sensitive;
opened, which allows engine bleed air to enter even small, momentary displacements of the
the cabin. On SNs 35-099 and subsequent and lever will generate signif icant cabin climb or
36-029 and subsequent, there is a delay of descent rates.
approximately 10 seconds before the safety
valve closes. In manual mode, the cabin altitude must be
monitored much more closely than in
automatic mode, and the outflow valve position
FLIGHT OPERATION— must be adjusted frequently during climbs and
AUTOMATIC descents and when making power adjustments.
A t l i f t o ff , t h e s q u a t s w i t c h r e l ay b o x
deenergizes all pneumatic solenoids and DESCENT
pressurization begins. The cabin altitude During descent for landing, destination f ield
begins to climb at a rate based on the RATE elevation should be set on the CABIN scale of
knob setting. It should be adjusted as necessary
the CABIN CONTROLLER dial. The aircraft On SNs 35A-082, 35A-087 to 35A-112; 36A-
rate of descent should be controlled so that the 023 to 36A-031; and earlier aircraft incorpo-
descent rate is comfortable (approximately rating AMK 76-7, the flow control valve is
600 fpm). located downstream of the heat exchanger.
Engine bleed air is available to the heat ex-
changer whenever an engine is operating and
LANDING the BLEED AIR switches are on. Because of
As the aircraft descends and reaches the this, a pressure switch is installed in the tail
preselected cabin altitude, the outflow valve cone ducting prior to the heat exchanger.
12 PRESSURIZATION
modulates toward the open position. The cabin Should this pressure switch actuate (which
should be unpressurized at landing. occurs at approximately 47 psi), both red
BLEED AIR L and R annunciator lights illu-
At touchdown, the squat switch relay box minate to indicate the overpressure condition.
actuates the three pneumatic solenoid valves in
the controller; this causes the outflow valve to To deactivate emergency pressurization, select
open completely to ensure cabin depressur - MAN and toggle the spring-loaded WSHLD
ization. In addition, when the CABIN AIR HT switch to OFF until the valve is closed.
switch is placed to OFF, the flow control valve
closes, and—on SNs 35-099 and subsequent and SNS 35-113 AND SUBSEQUENT
36-029 and subsequent—an additional solenoid
valve is energized open, which causes the safety
AND 36-032 AND SUBSEQUENT
valve to open. Emergency pressurization is accomplished by
routing bleed air directly into the cabin from
either (or both) engine(s) through the emer-
EMERGENCY gency pressurization valves. This air com-
pletely bypasses the entire manifold and
PRESSURIZATION conditioned bleed air distribution system (see
Chapter 9, Pneumatics).
An emergency source of pressurization bleed
air is provided to increase the flow of air into The valves are spring-loaded to the emergency
the cabin in the event of a leak. position and require both ser vo bleed air
pressure and DC power to cause them to position
SNS 35-002 TO 35-112 AND to normal. Cockpit control of the valves is pro-
vided by the three-position (OFF–ON–EMER)
36-002 TO 36-031 BLEED AIR switches, while automatic posi-
Emergency pressurization is provided by use tioning occurs as a result of excessive cabin al-
of the windshield anti-ice/defog system (see titudes or DC power failure.
Chapter 10). This is accomplished by push-
ing the IN–NORMAL/OUT–DEFOG knob in, With the BLEED AIR switches on, a solenoid
then positioning the WSHLD HT on each emergency valve is energized; this
AUTO–MAN switch to AUTO. This causes the causes servo bleed air pressure to move the
defog shutoff valve to fully open and also il- valve to the NORMAL position.
luminates the WSHLD HT light. These actions
introduce air directly into the cabin area Positioning either BLEED AIR switch to
through the pilot foot warmer and bypass pos- EMER deenergizes the respective solenoid,
sible leaks in the conditioned bleed air dis- which causes the servo bleed air pressure to be
tribution system. To isolate such a leak, the blocked; the valve repositions to emergency by
CABIN AIR switch must then be selected spring pressure. At the same time, HP air input
OFF to close the flow control valve (see Fig - to the shutoff and regulator valve is blocked so
ures 12-5, 12-6, and 12-7). that only LP air is allowed to enter the cabin.
INTERNAL DEFOG
OUTLETS
CREW OUTLETS
FOOTWARMER OUTLET
12 PRESSURIZATION
LEGEND
AIR DISTRIBUTION
TO LOWER CABIN DOOR BLEED AIR
CABIN
TEMP RAM AIR
SENSOR
CONDITIONED BLEED AIR
AIR DISTRIBUTION
CHECK VALVES AIR
BLEED
TO SENSOR
BLOWER MOTOR
L
CAB ESS
HT BUS
AUTO BLEED AIR BLEED AIR
(LEFT ENGINE) (RIGHT ENGINE)
MAX
NORM
L OFF
MAIN DUCT TEMP FLOW CONTROL VALVE
BUS CABIN
LIMITER AIR
AUTO
RAM-AIR
HOT CHECK VALVE
MAN MAN
HOT COOL RAM AIR IN HOT T
O E
F HOT AIR BYPASS M
F (H-VALVE) P
COLD FAN C
CABIN CLIMATE CONTROL O
N
T
RAM AIR OUT
COLD
CAB
HT
MNL HEAT EXCHANGER HT VAL
IND
R
MAIN L
BUS MAIN
BUS
Figure 12-5. Engine Bleed Air Conditioning System (SNs 35-002 to 35-086
[except 35-082] and 36-002 to 36-022)
INTERNAL DEFOG
OUTLETS
LEGEND
BLEED AIR CREW OUTLETS
FOOTWARMER
RAM AIR OUTLET
CONDITIONED
BLEED AIR
AIR DISTRIBUTION
12 PRESSURIZATION
TO LOWER CABIN DOOR
CABIN TEMP
SENSOR
BAGGAGE COMPARTMENT
CABIN AIR DIFFUSERS AIR DIFFUSER
(TYPICAL) (35A AIRCRAFT ONLY)
TO SENSOR
BLOWER MOTOR
AIR DISTRIBUTION
CAB CHECK VALVES
HT
AUTO
AIR
BLEED
L
MAIN L
BUS ESS
BUS
BLEED AIR BLEED AIR
(LEFT ENGINE) (RIGHT ENGINE)
PRESSURE SWITCH
(47 PSI)
DUCT TEMP
LIMITER
AUTO
DUCT TEMP
HOT SENSOR VENTURI
RAM AIR IN
HOT AIR BYPASS HOT T
R (H-VALVE) E
M
MAIN P
BUS C
O
N
RAM AIR OUT T
COLD
HT VAL
HEAT EXCHANGER IND
L
MAIN
BUS
Figure 12-6. Engine Bleed Air Conditioning System (SNs 35-082, 35-087 to 35-112,
and 36-002 to 36-022)
L
BAGGAGE COMPARTMENT ESS
AIR DIFFUSER BUS
(35A AIRCRAFT ONLY)
AIR DISTRIBUTION
CHECK VALVES
EMERGENCY
CHECK VALVES PRESSURIZATION
VALVE
ON
BLEED AIR BLEED AIR CABIN
(LEFT ENGINE) (RIGHT ENGINE) AIR
SERVO SERVO
BLEED AIR OFF
BLEED
DUCT TEMP AIR
LIMITER FLOW CONTROL VALVE
C VENTURI
AUTO MAN A
B
I
N
C DUCT TEMP
L
I
SENSOR
M
A
T
E RAM AIR CHECK HOT
COOL VALVE T
O E
F M
F RAM AIR IN HOT AIR BYPASS P
FAN (H-VALVE) C
O
COLD HOT N
T
COLD
RAM AIR OUT HT VAL
IND
HEAT EXCHANGER
L
MAIN
BUS
* SNs 35-643 AND SUBS; 36-064 AND SUBS
Figure 12-7. Engine Bleed Air Conditioning System (SNs 35-113 and Subs.
and 36-032 and Subs.)
The emergency pressurization valves are also On SNs 35-659 and subsequent; 36-064 and
controlled by two cabin aneroid switches (one subsequent; and earlier aircraft modif ied by
for each valve). The aneroids are set to operate AMK 90-3, the emergency pressurization
at 9,500 ±250 ft cabin altitude. Should the valves are powered by the L and R EMER
cabin altitude reach 9,500 ±250 ft, the aneroid PRESS circuit breakers on the left and right
switches deenergize the solenoids on the emer- main DC buses. On these aircraft, the bleed air
gency pressurization valves, and the valves shutoff and regulator valves are powered by
move to the emergency position. The aneroids separate circuit breakers labeled L and R
reset when the cabin altitude decreases to ap- BLEED AIR, also located on the left and right
12 PRESSURIZATION
proximately 8,300 ft; however, the approved main DC buses. With an EMER PRESS cir-
AFM requires that the cabin altitude be at, or cuit breaker open, the emergency pressuriza-
below 7,200 ft before attempting to reset the tion valve positions to emergency and the
emergency pressurization valves. bleed air shutoff and regulator valve remains
open. In this case, positioning the BLEED
To reset the emergency pressurization valves AIR switch to OFF will stop airflow into the
after they have been positioned to emergency, cabin since DC electrical power, from the
the BLEED AIR switches—one at a time— BLEED AIR circuit breaker, will be available
must be positioned to OFF momentarily, then to close the bleed air shutoff and regulator
back to ON. valve.
On SNs 35-113 to 35-658, and 36-032 to 36- See Chapter 9, Pneumatics, for additional
063 not incorporating AMK 90-3, the emer- infor mation on the bleed air shutoff and
gency pressurization valves are powered by the regulator valves.
L and R MOD VAL circuit breakers on the
left and right main DC buses. These circuit During the f irst engine start, the valves will
breakers also provide electrical power to the automatically shift position from emergency
L and R bleed air shutoff and regulator valves. to normal as HP servo air pressure from the
With a MOD VAL circuit breaker open, the engine becomes available. A slight rush of air
emergency pressurization valve positions to into the cabin is normal during start.
emergency, the bleed-air shutoff and regula-
tor valve fails open, and HP air to the shutoff Tables 12-1 and 12-2 provide a description of
and regulator valve is blocked so only LP air the automatic protection and warning features
is allowed to enter the cabin. In this case, po- for cabin depressurization.
sitioning the BLEED AIR switch to OFF will
not stop airflow into the cabin since DC elec-
trical power is required to close the bleed air
shutoff and regulator valve.
10,000 ±250 ft • Pressurization aneroid automatically switches the system to manual control.
• Cabin altitude warning horn sounds—initiate emergency descent.
14,000 ±750 ft • Passenger oxygen masks are deployed and cabin overhead lights are
illuminated.
* The differential pressure relief for the outflow valve is 8.9 psid, and the differential pressure relief for the safety valve is 9.2 psid.
8,750 ±250 ft • Pressurization aneroid automatically switches the system to manual control.
• CABIN ALT caution light illuminates.
9,500 ±250 ft • Emergency pressurization valves are activated by aneroid switches, directing
engine bleed air directly into the cabin.
14,000 ±750 ft • Passenger oxygen masks are deployed and cabin overhead lights are
illuminated.
* The differential pressure relief for the outflow valve is 9.4 psid, and the differential pressure relief for the safety valve is 9.7 psid.
EMERGENCY s w i t c h e s t o t h e OV E R R I D E p o s i t i o n
PRESSURIZATION disconnects the 9,500-foot aneroids from the
system. The switches can also be used:
OVERRIDE SWITCHES
• To reset an emergency valve that has
On SNs 35-605 and subsequent; 36-056 and inadvertently positioned to emergency
subsequent; and earlier SNs incorporating due to a malfunctioning aneroid
AAK 84-4, two emergency pressurization over-
ride switches (Figure 12-8) allow the crew to • To reset the emergency valves in order
over ride the 9,500-foot cabin aneroids to to restore windshield and stab/wing anti-
12 PRESSURIZATION
facilitate landing at high elevation airports. icing (at any altitude)
In either case, selecting OVERRIDE must be
The guarded switches are labeled L and R f o l l owe d b y c y c l i n g t h e B L E E D A I R
EMER PRESS and have positions labeled switch(es) to OFF and then to ON, provided
OVERRIDE and NORMAL. With the guards DC power is available and the MOD VAL (or
down, the switches are in the NORMAL po- EMER PRESS, as applicable) circuit
sition. Lifting the guards and moving the breaker(s) are in.
QUESTIONS
1. To regulate cabin pressure, the cabin con- 5. To dump residual cabin pressure on touch-
troller modulates the: down:
A. Cabin safety valve A. The outflow valve opens automati-
B. Flow control valve cally
C. Outflow valve B. The cabin safety valve opens auto-
12 PRESSURIZATION
D. Primary differential pressure relief matically
valve C. The flow control valve closes auto-
matically
2. Illumination of the amber CABIN ALT D. The bleed air shutoff and regulator
light (if installed) indicates: valves close automatically
A. Cabin altitude is at or above 8,750
±250 ft, and the pressurization control 6. On aircraft without the emergency pres-
system is in manual mode surization valves, if DC power fails:
B. Cabin altitude is at or above 8,750 A. The windshield anti-ice/defog system
±250 ft, and the pressurization control can be used in the event of a pressur-
system may be in either AUTO or ization failure
MAN mode B. The cabin will remain pressurized,
C. Cabin altitude is at or above 9,500 but emergency pressurization capa-
±250 ft, and the emergency pressur- bility will be lost
ization mode has activated C. The flow control valve fails closed
D. The CABIN AIR switch is in the D. The bleed air shutoff and regulator
OFF position valves fail closed
CHAPTER 13
HYDRAULIC POWER SYSTEMS
CONTENTS
Page
INTRODUCTION................................................................................................................. 13-1
GENERAL ............................................................................................................................ 13-1
HYDRAULIC SYSTEM OPERATION ............................................................................... 13-3
HYDRAULIC SUBSYSTEMS............................................................................................. 13-4
QUESTIONS......................................................................................................................... 13-5
13 HYDRAULIC POWER
SYSTEM
ILLUSTRATIONS
Figure Title Page
13-1 Controls and Indicators.......................................................................................... 13-2
13-2 Hydraulic System Schematic ................................................................................. 13-3
13 HYDRAULIC POWER
SYSTEM
CHAPTER 13
HYDRAULIC POWER SYSTEMS
13 HYDRAULIC POWER
SYSTEM
INTRODUCTION
Two engine-driven pumps normally provide hydraulic pressure for operation of the landing
gear, wheel brake, flap, spoiler/spoileron, and Dee Howard TR 4000 thrust reverser (if in-
stalled) subsystems. An electrically driven auxiliary pump incorporated for use in the event
of system failure is normally used only on the ground for operation of the brakes and flaps
when both engines are shut down. It cannot be used to operate the spoiler/spoileron system.
GENERAL
A 1.9 gallon reservoir pressurized by regulated tem leak and reserves fluid for the auxiliary
engine bleed air ensures a positive supply of pump that is connected to the bottom of the
MIL-H-5606 fluid to both engine-driven reservoir.
pumps and to the auxiliary pump. The 4 gpm,
variable-volume, engine-driven pumps are Hydraulic shutoff valves installed at the reser-
supplied from supply lines connected to the voir in each engine-driven pump supply line
side of the reservoir at approximately the 0.4- can be closed from the cockpit in the event of
gallon level. This limits the amount of fluid f ire or when maintenance is to be performed.
the engine-driven pumps can deliver to a sys-
An accumulator precharged with dry air or reversers (if installed). A check valve prevents
nitrogen dampens pressure surges and helps auxiliar y pump actuation of the spoilers/
maintain system pressure. A direct-reading spoilerons.
indicator on the center instr ument panel
displays system pressure. An amber annun- The reservoir and the accumulator are located
ciator light warns of low pressure. in the tail cone. Reservoir fluid level should
be just above the sight glass with zero system
There are three f ilters in the system: one in pressure. Fluid is low if the level can be seen
each pressure line and one in the return line. in the glass or if fluid is not visible.
A system relief valve set to open at 1,700 psi Accumulator precharge, indicated by the gage
prevents system damage by porting excessive on the accumulator, should be 750 psi when
pressure into the return line. hydraulic pressure is zero.
Pressure from the engine-driven pumps is Controls and indicators for the system are
available to actuate the spoilers/spoilerons, shown-in Figure 13-1.
flaps, landing gear, brakes, and TR 4000 thrust
(STANDARD)
13 HYDRAULIC POWER
LOW
HYD
SYSTEM
PRESSURE
RELIEF VALVE
(20 PSI)
13 HYDRAULIC POWER
REGULATOR
ENGINE OVERBOARD
BLEED
SYSTEM
FILTER AIR
VACUUM
RELIEF
VALVE
GROUND
CASE DRAIN LINE SERVICE
ENGINE-DRIVEN
PUMPS
GROUND
SERVICE
28 AUXILIARY
PUMP
28 VDC
LOW
HYD
AUXILIARY ON VDC
HYDRAULIC 50A
PUMP
1,250 PSI SWITCH OFF
1,125 PSI
LEGEND
SPOILERS/ GEAR
FLAPS GEAR BRAKES PRESSURE
SPOILERONS DOORS
SUPPLY
RETURN
ACCUMULATOR DEE HOWARD AIR/NITROGEN
(750-PSI AIR) THRUST REV
1,700-PSI
(IF INSTALLED) REGULATED BLEED AIR
RELIEF
In the event of engine f ire or when mainte- Loss of fluid due to a system leak is the most
nance is to be performed, the DC motor-driven probable cause of complete loss of hydraulic
shutoff valves can be closed by pulling the pressure. If all hydraulic system pressure is
appropriate FIRE handle on the glareshield. lost, the LOW HYD light will illuminate as
Pulling either handle also ar ms the f ire- pressure decreases below 1,125 psi. Do not
extinguisher system; therefore, if valve clos- operate the auxiliary pump until alternate
ing is to facilitate maintenance, the applicable landing gear extension procedures have been
FIRE EXT circuit breaker(s) should be pulled accomplished, as directed by the approved
to prevent accidental discharge of the bottles; AFM. Otherwise, the auxiliary pump may dis-
the shutoff valves are opened by pushing in the charge the 0.4 gallon of reserve fluid through
appropriate handle(s). The shutoff valves op- the same leak.
erate on DC power supplied through the L and
R FW SOV circuit breakers on the left and There is no CB protection in the cockpit for
right essential buses, respectively. the auxiliary pump; it is powered directly from
the batter y charging bus through a 50 A
After starting the f irst engine, the current limiter.
HYDRAULIC PRESSURE indicator should be
checked to verify engine-driven pump opera-
tion. Pressure should stabilize at 1,550 ±25 psi,
indicating that the engine-driven pump is
HYDRAULIC
operating properly. SUBSYSTEMS
13 HYDRAULIC POWER
When the second engine is started, there is no Operation of hydraulic subsystems is pre-
SYSTEM
change in pressure indication, but capacity is sented in Chapter 14, Landing Gear and
doubled. There is no positive indication that the Brakes; Chapter 15, Flight Controls (flaps and
second pump is operating properly; therefore, spoiler/spoilerons); and Chapter 7, Powerplant
after landing, operation of the second pump can (Dee Howard TR 4000 thrust reversers).
be verified by shutting down the engine started
f irst and actuating a hydraulic subsystem.
QUESTIONS
1. Normal hydraulic system pressure with 6. The approved fluid for the hydraulic
the engine-driven pumps operating is: system is:
A. 1,400 ±50 psi A. MIL-H-5606
B. 1,550 ±25 psi B. MIL-O-M-332
C. 1,650 psi C. Skydrol
D. 1,700 psi D. MIL-H-2380
2. The hydraulic shutoff valves are closed: 7. The operational time limit of the auxiliary
A. By pulling the engine FIRE handles pump is:
B. Automatically when the FIRE warn- A. 5 minutes on, 15 minutes off
ing light comes on B. 5 minutes on, 25 minutes off
C. By the GEN switch in the OFF posi- C. 3 minutes on, 20 minutes off
tion D. 2 minutes on, 30 minutes off
D. By the BLEED AIR switches
8. The auxiliary hydraulic pump will provide
3. In the event of hydraulic system pressure approximately:
13 HYDRAULIC POWER
failure in flight: A. 1,200 psi
A. Immediately turn the HYD PUMP B. 1,550 psi
SYSTEM
switch on C. 1,700 psi
B. Turn the HYD PUMP switch on when D. 1,250 psi
the LOW HYD light illuminates
C. R e f e r t o t h e A b n o r m a l L a n d i n g s 9. If DC electrical power is applied to the
checklist aircraft and residual hydraulic pressure is
D. R e f e r t o t h e H y d r a u l i c S y s t e m 1,450 psi:
Failure/Alter nate Gear Extension
A. The auxiliary hydraulic pump will not
checklist
operate when the HYD PUMP switch
is on
4. In the event of hydraulic system failure,
B. The LOW HYD light will be out
the LOW HYD light will illuminate at:
C. 1 , 4 5 0 p s i w i l l b e s h ow n o n t h e
A. 1,125 psi HYDRAULIC PRESSURE indicator
B. 1,500 psi D. All the above
C. 1,250 psi
D. 850 psi
CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION................................................................................................................. 14-1
GENERAL ............................................................................................................................ 14-1
LANDING GEAR................................................................................................................. 14-2
Indicating System .......................................................................................................... 14-2
Main Gear Components................................................................................................. 14-4
Nose Gear Components ................................................................................................. 14-4
Operation ....................................................................................................................... 14-6
BRAKES............................................................................................................................. 14-12
Normal Operation........................................................................................................ 14-12
Antiskid ....................................................................................................................... 14-14
Emergency Brakes....................................................................................................... 14-15
Parking Brakes ............................................................................................................ 14-15
14 LANDING GEAR
NOSEWHEEL STEERING................................................................................................ 14-15
AND BRAKES
Operation ..................................................................................................................... 14-17
QUESTIONS ...................................................................................................................... 14-19
ILLUSTRATIONS
Figure Title Page
14-1 Gear Position Indicator Lights ............................................................................... 14-2
14-2 Gear Position Indications ....................................................................................... 14-3
14-3 Main Gear .............................................................................................................. 14-4
14-4 Nose Gear .............................................................................................................. 14-5
14-5 Nose Gear Centering Cams.................................................................................... 14-5
14-6 Landing Gear Retracted ......................................................................................... 14-7
14-7 Landing Gear Extended ......................................................................................... 14-9
14-8 Emergency Air Pressure Indicator....................................................................... 14-10
14-9 Alternate Extension Controls .............................................................................. 14-10
14-10 Alternate Landing Gear Extension ...................................................................... 14-11
14-11 Brake System Schematic ..................................................................................... 14-13
14-12 Nosewheel Steering System................................................................................. 14-16
14-13 Nosewheel Steering System Controls.................................................................. 14-17
14 LANDING GEAR
AND BRAKES
CHAPTER 14
LANDING GEAR
AND BRAKES
INTRODUCTION
The retractable landing gear is electrically controlled and hydraulically operated. The
14 LANDING GEAR
main gear incorporates dual wheels equipped with individual hydraulic brakes and
AND BRAKES
retracts inboard. The single wheel, self-centering nose gear incorporates an electrical
steering system and retracts forward. Alternate gear extension and emergency braking
are pneumatic. An antiskid system is incorporated into the normal hydraulic braking
system.
GENERAL
The landing gear has three air-hydraulic shock pins are not required. Gear position indications
str uts. The main gear outboard doors are are displayed on the copilot instrument panel.
mechanically linked to the gear assemblies
and move with them. The inboard doors are hy- The hydraulic brake system is controlled by
draulically operated and close when the gear four valves—two for each pilot—linked to the
is fully extended or retracted. An air bottle is rudder pedals. Hydraulic system pressure is
provided for alternate gear extension and emer- metered to the self-adjusting multiple disc brake
gency braking. The gear actuators incorpo- assemblies in proportion to pedal deflection.
rate integral downlocking devices; downlock
LANDING GEAR
INDICATING SYSTEM
The landing gear position indicating system
consists of three red lights and three green
lights, a test switch, and an aural warning horn.
The position lights are tested by holding the Landing Gear Warning System
TEST/MUTE switch on the LANDING GEAR
panel in the TEST position. All six lights will il- The aural warning horn will sound and three
luminate and the warning horn will sound. The red UNSAFE lights will illuminate when all
lights can be dimmed with the dimming rheostat of the following conditions are present:
(Figure 14-1) if the navigation lights are on; oth- • Landing gear is not down-and-locked
erwise, they will be at maximum intensity.
• Altitude is less than 14,500 ±500 ft
Circuitry related to the left and right main • Either thrust lever is retarded below
gear green position lights is common with the approximately 55–60% N 1 .
landing/taxi light for that side. Conf irmation
of main gear downlocking—after bulb test- • Airspeed is below 170 KIAS (FC 530 air-
ing—can be made by switching on the re- craft only)
spective LDG LTS switch. At altitudes above 14,500 ±500 ft, the horn will
not sound when the thrust levers are retarded,
Nose gear green light circuitry is common with and the UNSAFE lights may illuminate. The
the engine synchronizing system (if installed). horn also sounds when the flaps are extended
Confirmation of nose gear downlocking (after beyond 25° if the landing gear is not down-and-
bulb testing) is made by positioning the ENG locked, regardless of thrust lever position or
SYNC switch on the pedestal to ENG SYNC altitude.
(on) and observing that the amber ENG SYNC
light on the annunciator panel illuminates. Holding the TEST/MUTE switch in TEST
illuminates all six position indicator lights
and sounds the horn. Momentarily positioning
the switch to MUTE silences the horn when
UNSAFE LOCKED DN the thrust levers are retarded and the gear is
TEST BRT
UP
not down-and-locked.
MUTE
DN
LANDING GEAR
The horn cannot be muted when the gear is not
UP AND LOCKED down-and-locked and the flaps are extended
beyond 25°.
14 LANDING GEAR
UNSAFE LOCKED DN
AND BRAKES
UP
TEST BRT
MUTE
DN
LANDING GEAR
DIMMING IN TRANSIT
RHEOSTAT
UNSAFE LOCKED DN
UP
TEST BRT
MUTE
DN
LANDING GEA
14 LANDING GEAR
the gear.
AND BRAKES
Figure 14-5. Nose Gear Centering Cams
An improperly centered nosewheel could jam in
the wheel well; therefore, the nose strut incor -
porates a self-centering mechanism. At liftoff, Nose Gear Wheel and Tire
two cams within the strut are engaged by strut
air pressure to center the wheel (Figure 14-5). The nosewheel tire is chined to deflect water
or slush spray (up to 0.75 inch deep) away
Since nosewheel centering depends on air pres- from the engine intakes during takeoff or
sure in the strut, proper inflation of the strut is landing.
especially important. When the aircraft weight
is on the gear, the amount of strut extension will Nosewheel tire pressure should be maintained
vary with aircraft load. With a full fuel load and at from 104 to 114 psi when the aircraft is
no passengers or baggage aboard, 5.25 to 5.75 loaded and the crew is in the cockpit.
inches of bright surface should be visible on the
lower portion of the nose gear strut.
TO
BRAKE
SYSTEM SOL SOL
PRIORITY
EMER
VALVE DOOR
AIR
BOTTLE CONTROL
VALVE
UPLATCH
ACTUATOR
MAIN GEAR
ACTUATOR
UPLATCH DOOR
ACTUATOR
NOSE
GEAR
ACTUATOR
UPLATCH
ACTUATOR
LEGEND UPLATCH
14 LANDING GEAR
AND BRAKES
LEARJET 30 SERIES PILOT TRAINING MANUAL
GEAR
GEAR ALTERNATE EXTENSION CONTROL VALVE CONTROL
VALVE
TO
TO
BRAKE
SYSTEM
SOL SOL
PRIORITY DOOR
EMER VALVE CONTROL
AIR VALVE
BOTTLE
UPLATCH
ACTUATOR
MAIN
DOOR GEAR
MAIN ACTUATOR ACTUATOR
GEAR UPLATCH
UPLATCH
ACTUATOR
NOSE
GEAR UPLATCH
ACTUATOR UPLATCH ACTUATOR
ACTUATOR
UPLATCH DOOR
ACTUATOR
LEGEND GEAR INBOARD DOOR
RETURN
AIR PRESSURE
14-9
14 LANDING GEAR
AND BRAKES
LEARJET 30 SERIES PILOT TRAINING MANUAL
LEVER RELEASE
AND BRAKES
TAB
EXTEND RETRACT
FOR TRAINING PURPOSES ONLY
SOL SOL
TO
BRAKE
SYSTEM SOL SOL
PRIORITY
VALVE DOOR
EMER CONTROL
AIR VALVE
BOTTLE
MAIN
GEAR
UPLATCH ACTUATOR
ACTUATOR
UPLATCH
NOSE ACTUATOR
GEAR UPLATCH
UPLATCH
ACTUATOR
UPLATCH
DOOR UPLATCH
DOOR ACTUATOR ACTUATOR
MAIN ACTUATOR
LEGEND GEAR
ACTUATOR
AIR PRESSURE
14 LANDING GEAR
AND BRAKES
LEARJET 30 SERIES PILOT TRAINING MANUAL
If alternate extension is required due to an assemblies). The first set of shuttle valves de-
electrical fault, the emergency gear lever must termines whether the pilot or copilot has con-
remain in the down position to prevent trol of the brakes (i.e., highest pressure
subsequent inadvertent retraction of the gear. predominating).
P i s t o n s i n e a c h b r a k e a s s e m bly m ove a
pressure plate, which forces the stationary
BRAKES and rotating discs together against a backing
plate to produce braking action. Depressing
The brake system (Figure 14-11) is powered one pedal applies both brakes on the
by hydraulic pressure from the nose gear corresponding main gear; therefore, differ-
down—extend—line. The brakes can be ap- ential braking is available, if required.
plied by either pilot. The system has four mul-
tidisc, self-adjusting brake assemblies—one Releasing pedal pressure repositions the brake
for each main gear wheel—operated by power valve; springs in the brake assembly force
brake valves linked to the top section of the fluid back through the brake valves to the
rudder pedals. The left pedals control both reservoir, thereby releasing the brakes.
brake assemblies on the left gear; the right
pedals control the brake assemblies on the During gear retraction, a restrictor in the nose
right gear. Braking force is in direct propor- gear return line creates back pressure on the
tion to pedal application unless modulated by brakes that is sufficient to stop the wheels from
the antiskid system. rotating prior to their entry into the wheel wells.
The antiskid system, monitored by the red an- A priority valve, also in the nose gear downline,
tiskid gen warning lights, permits stopping ensures proper gear sequencing during retraction
in the shortest possible distance for any given by restricting hydraulic pressure applied to the
r u n way c o n d i t i o n ( s e e wa r n i n g a n d nose gear actuator while full system pressure is
annunciator lights in Annunciator Panel sec- being applied to the main gear actuators.
tion). Parking brakes can be set by pulling a
handle on the center pedestal. When taxiing through slush or snow, frequent
brake applications create friction heat that may
A pneumatic emergency brake system is used prevent the brakes from freezing.
to stop the aircraft if hydraulic pressure is
14 LANDING GEAR
lost. Neither antiskid protection nor differ- If a takeoff is made in slush or snow, the wheels
AND BRAKES
ential braking is available during emergency should be allowed to spin down for approxi-
braking. mately one minute prior to gear retraction.
This slings off accumulated slush and mini-
mizes the possibility of the brakes freezing.
NORMAL OPERATION If frozen brakes are suspected after the gear
When either pilot depresses a brake pedal, the is extended for landing, the antiskid switch
associated brake valve meters system hydraulic should be positioned to off, and the brakes
pressure through shuttle valves (one in each applied 6 to 10 times to break up any possible
main pressure line), parking brake valves, ice formations. The antiskid switch should be
antiskid valves, brake fuses, and a second set turned back to on prior to landing.
of shuttle valves (one for each of the four brake
TO
RESERVOIR
FROM NOSE
GEAR DOWN
LINE
GEAR
ALTERNATE
EXTENSION
PARK CONTROL VALVE
BRAKE
PARKING
VALVES
BRAKE
AIR BOTTLE
ANTISKID
DISCONNECT
SWITCH
WARN
LIGHT OVERBOARD
CB
ANTI
SKID
ON EMERG
BRAKE
VALVE
OFF
TO
RESERVOIR
SERVO SERVO
14 LANDING GEAR
BRAKE ANTISKID ANTISKID
AND BRAKES
FUSE VALVE VALVE
SOLENOID
SOLENOID SHUTOFF
SHUTOFF
SERVO SERVO
ANTISKID
CONTROL BOX
LEGEND
SYSTEM EMERGENCY BRAKE
PRESSURE AIR PRESSURE
METERED BRAKE
ELECTRICAL
PRESSURE
*PARKING BRAKE LIGHT SNs 35-626 ANTI-SKID GEN
RETURN MECHANICAL
35-627, 35-630, AND SUBS., 36-056
AND 36-059 AND SUBS.
ANTISKID Operation
One of two antiskid systems may be installed. The following conditions must exist for
The early system was standard on SNs 35-002 operation of the antiskid system:
to 35-066 and 36-002 to 36-017. The later sys- • The ANTISKID switch must be on
tem is standard on SNs 35-067 and subsequent
and 36-018 and subsequent; it may also be • Both squat switches must be in the
retrof itted to early aircraft by AAK 76-4. The ground mode (left for outboard, right
two systems are similar and are discussed to- for inboard)
gether with the differences being noted. • The parking brake must be released
The antiskid system limits braking on each • Taxi speed must be above 8 to 10 kt
main gear wheel independently to allow max- (wheel speed, 150 rpm)
imum braking under all runway conditions
without tire skidding. At high speed, with the ANTISKID switch on
and brakes applied, the control box receives and
The system consists of the following: analyzes wheel speed inputs from the transducer
on each main wheel (see Figure 14-11). If any
• Four wheel speed transducers (one on wheel deceleration rate reaches a predeter-
each main wheel) mined limit, the applicable servo valve will
• Two antiskid control valves modulate braking force on the corresponding
brake by diverting pressure into the return line.
• Control box
With the gear extended in flight, the braking
• Monitor lights sys tem is disabled. When the main gear squat
• Lever-locking ANTISKID switch on the switches go airborne, all braking pressure is
center instrument panel diverted into the return line (as though all wheels
were in a full-skid condition). This precludes
Aircraft with the early antiskid system have test the possibility of touching down on the next
provisions on the system rotary test switch. On landing with brakes inadvertently applied.
these aircraft, the system is tested during the Further, at the moment of touchdown, the squat
Before Taxi check in accordance with the ap- switches initiate a requirement for a 150-rpm
proved AFM. The ANTISKID switch should wheel spinup or a one to two second delay,
be positioned to OFF after testing unless the thus enabling the control box to sense realis-
14 LANDING GEAR
aircraft incorporates AAK 75-1 or AMK 76-3, tic wheel speeds before normal braking can
AND BRAKES
Four red ANTI-SKID GEN lights monitor cir- to the stop. If the PARKING BRAKE handle
cuitry from each wheel speed transducer and is not pushed in to the stop, the parking brakes
individually illuminate if a fault is detected. may be released, but the antiskid disconnect
Cycling the ANTISKID switch to OFF then switch may not actuate to enable the antiskid
back to ON may clear the fault. All four lights system. The ANTI-SKID GEN lights will not
illuminate if power to the control box is lost illuminate, and subsequent heavy braking will
or if the ANTISKID switch is off. result in wheel skids.
14 LANDING GEAR
pedestal mechanically closes both parking gearbox and an electrical clutch. When the
AND BRAKES
brake valves (see Figure 14-11). The closed aircraft is on the ground, the clutch engages
valves function as one-way check valves, whenever DC power is applied to the elec-
which allow pressure from the pilot or copi- trical system; this allows the steering actua-
lot brake valves to be trapped in the brake as- tor to function as a shimmy damper even with
semblies. steering disengaged. If DC power is lost or the
DC NOSE STEER circuit breaker is out, the
To set the parking brakes, pedal pressure must nosewheel is free to swivel, and the shimmy
be applied and the parking brake handle pulled damper is inoperative.
out, but not necessarily in that order. Setting
the parking brake opens the antiskid discon- Prior to towing, electrical power should be
nect switch (see Figure 14-11) to disconnect removed from the aircraft. It is possible to
the antiskid system and prevent inadvertent misalign the nosewheel more that 90° from
loss of brake pressure. normal during towing; therefore, the nose gear
uplock roller on the nose gear strut must be
To release the parking brakes, the PARKING pointing forward prior to flight.
BRAKE handle must be pushed in all the way
NOSE GEAR
UPLOCK SWITCH
(RELEASED)
RUDDER PEDAL
FOLLOW-UP
115 VAC
LEFT INBOARD
WHEEL SPEED NOSEWHEEL STEERING AC SQUAT SWITCH
RIGHT INBOARD
TRANSDUCERS COMPUTER RELAY BOX
RIGHT OUTBOARD
AC
14 LANDING GEAR
AND BRAKES
REVERSIBLE
MOTOR
*LEFT MAIN GEAR
CLUTCH
DOWNLOCK SWITCH
NOSEWHEEL STRUT
FOLLOW-UP
*SNs 35-134 AND SUBS. AND
36-036 AND SUBS.; NOSEWHEEL NOSEWHEEL STRUT
DOWNLOCK SWITCH EARLIER
AIRCRAFT.
Steering authority varies from a maximum of When steering engages, the green STEER ON
45° either side of center at speeds below 10 kt annunciator illuminates. A rudder pedal fol-
and decreases as groundspeed increases. At l ow u p p r ov i d e s t h e d i s p l a c e m e n t a n d
the maximum steering speed of 45 kt, author- directional signals modified by the computer-
ity falls to approximately 8°. amplif ier input from the wheel speed
transducers. The computer-amplif ier drives
the steering actuator in the appropriate
OPERATION direction until it is stopped by a signal from
With the squat switches in ground mode, a follow-up located in the drive gearbox.
n o s ew h e e l s t e e r i n g c a n b e e n g a g e d b y
momentarily depressing the STEER LOCK If the nosewheel steering system is inopera-
switch or by depressing and holding the con- tive, differential power and braking can be
trol wheel master switch (MSW) on either con- used to taxi the aircraft.
trol wheel (Figure 14-13). STEER LOCK is
disengaged by momentarily depressing ei- Since variable authority steering is depen-
ther control wheel master switch. dent upon wheel speed transducer signals,
steering should not be used above 10 kt if any
two of the following three ANTI-SKID GEN
lights are illuminated: two inboard and right
outboard.
14 LANDING GEAR
CENTER AND BRAKES
PEDESTAL
CONTROL WHEELS
QUESTIONS
l Emergency air pressure can be used for: 6. Three gear UNSAFE lights will be on and
A. Gear extension and parking brake the gear warning horn sounds when the:
B. Gear, flaps, spoilers, and brakes A. G e a r i s r e t r a c t e d a n d n o g r e e n
C. Gear extension and brakes LOCKED DN lights are on
D. Gear extension, flaps, and brakes B. Gear is down, thrust levers are above
approximately 70% N 1 , and altitude
2. Prior to takeoff, the EMERGENCY AIR is below 14,500 ±500 ft
pressure indicators should indicate: C. Gear is up, thrust levers are below ap-
proximately 55–60% N 1 , altitude is
A. 1,800 to 3,000 psi below 14,500 ±500 ft and, on FC 530
B. Minimum 1,700 psi aircraft, airspeed is below 170 KIAS
C. 3,000 to 3,350 psi D. Flaps are extended below 25°, re-
D. Maximum 1,750 psi gardless of altitude
3. During normal gear operation, main gear 7. With the flaps extended beyond 25° and
inboard doors and the main gear are se- the gear not down-and-locked, the warn-
quenced by: ing horn:
A. Microswitches A. Will sound, but can be muted
B. Emergency air pressure B. Will not sound
C. Mechanical linkage C. Will sound, but cannot be muted
D. Both A and B D. None of the above
14 LANDING GEAR
C. The corresponding main gear inboard
AND BRAKES
D. Landing gear system
door is not fully closed
5. After an emergency gear extension, the D. The corresponding main gear inboard
gear position light indication should be: door is locked in the closed position
A. Three green
9. The red nose gear UNSAFE light will be
B. Three green, two red
on when:
C. Three red, two green
A. The nose gear is unsafe or in transit
D. Three red, three green
B. Nosewheel steering is inoperative
C. The nose gear doors are open
D. The nose gear doors are closed
10. Parking brakes can be set with the: 14. If the green main gear LOCKED DN light
A. Pilot brake pedals only is burned out, positive down-and-locked
condition can be conf irmed by:
B. Copilot brake pedals only when the
ANTISKID switch is on A. GND IDLE light illuminated
C. Pilot or copilot brake pedals B. ENG SYNC light illuminated
D. Pilot or copilot brake pedals only with C. Illumination of the corresponding land-
the ANTISKID switch off ing light when the switch is turned on
D. Red UNSAFE lights illuminate
11. If the f irst three ANTI-SKID GEN lights
are illuminated: 15. The electrical requirements for nosewheel
A. Takeoff weight is limited to 17,000 lb steering are:
B. Nosewheel steering should not be en- A. 24 VAC and 28 VDC
gaged above 10 kts B. Only 28 VDC
C. Takeoff (V R ) will be affected C. Only 115 VAC
D. Both A and B are correct D. 28 VDC and 115 VAC
12. Normal brake pressure is provided by: 16. When STEER LOCK is engaged:
A. Main hydraulic system pressure from A. Nosewheel steering is engaged and
the nose gear down line full steering is available up to 45 kt
B. Brake accumulator B. The nosewheel is locked in whatever
C. Emergency air bottle through the an- position it is in at the time
tiskid control valves C. Up to 45° left or right steering is avail-
D. Emergency air bottle able, with decreasing authority at
higher speeds
13. Related to nosewheel steering, the pre- D. Nosewheel becomes free swiveling
cautions that should be taken prior to
towing the aircraft are: 17. STEER LOCK is disengaged by:
A. Keep rudder pedals centered A. Depressing the OFF button
B. Do not exceed the 55° turning limits B. Depressing the STEER LOCK button
C. Pull the NOSE STEER DC circuit a second time
14 LANDING GEAR
CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION................................................................................................................. 15-1
GENERAL ............................................................................................................................ 15-1
PRIMARY FLIGHT CONTROLS ........................................................................................ 15-3
Elevators ........................................................................................................................ 15-3
Ailerons ......................................................................................................................... 15-3
Rudder ........................................................................................................................... 15-4
TRIM SYSTEMS.................................................................................................................. 15-4
General .......................................................................................................................... 15-4
Rudder (Yaw) Trim ........................................................................................................ 15-6
Aileron Trim .................................................................................................................. 15-6
Pitch Trim ...................................................................................................................... 15-6
Mach Trim ................................................................................................................... 15-10
SECONDARY FLIGHT CONTROLS................................................................................ 15-12
Flaps ............................................................................................................................ 15-12
Spoilers........................................................................................................................ 15-15
YAW DAMPERS ................................................................................................................ 15-19
General ........................................................................................................................ 15-19
Yaw Damper Control Panel ......................................................................................... 15-20
15 FLIGHT CONTROLS
ILLUSTRATIONS
Figure Title Page
15-1 Flight Control Surfaces.......................................................................................... 15-2
15-2 Flight Controls Gust Lock ..................................................................................... 15-2
15-3 Aileron Tabs........................................................................................................... 15-4
15-4 Trim Systems Controls and Indicators................................................................... 15-5
15-5 Pitch Trim System Schematic (FC 200 AFCS) ..................................................... 15-8
15-6 Pitch Trim System Schematic (FC 530 AFCS) ..................................................... 15-9
15-7 Mach Trim System Schematic............................................................................. 15-11
15-8 Flap System ......................................................................................................... 15-13
15-9 Spoiler System..................................................................................................... 15-16
15-10 Spoiler Operation................................................................................................. 15-17
15-11 Spoileron Operation (Left Aileron Up) ............................................................... 15-18
15-12 Yaw Damper Systems .......................................................................................... 15-20
15-13 Stall Warning System .......................................................................................... 15-23
15 FLIGHT CONTROLS
CHAPTER 15
FLIGHT CONTROLS
INTRODUCTION
The manually operated primary flight controls incorporate electrical trim in all three axes.
Secondary flight controls consist of hydraulically actuated spoilers/spoilerons and flaps.
Other systems related to flight controls are the yaw damper, stall warning, Mach over-
speed warning, and Mach trim.
GENERAL
The primary flight controls (i.e., ailerons, installed on the left aileron and the rudder.
elevator, and rudder) are mechanically oper- The movable horizontal stabilizer provides
ated through the dual control columns, control pitch trim.
wheels, and r udder pedals. They are
incorporated into both the FC 200 and the FC The flaps and spoilers are hydraulically
530 automatic flight control system (AFCS). actuated and electrically controlled.
15 FLIGHT CONTROLS
A dual stall warning system provides an in- control surfaces. When installed, the lock
dication of impending stall by vibrating the holds full left rudder, full left aileron, and full
control column and, if no corrective action is down elevator displacement (Figure 15-2).
taken, induces a forward control column move-
ment to reduce the aircraft angle of attack.
The elevators are hinged to the aft edge of the • R STALL WARNING
horizontal stabilizer and are positioned by • AUTOPILOT master
fore-and-aft movement of the control column.
Three scuppers are located near the aft edge With all three of the above switches in OFF,
of each elevator for moisture drainage; three the electric clutch is disengaged, which dis-
static dischargers are attached to the trailing connects the servo from the elevators. This en-
edge of each elevator. ables the pilot to gain manual control of the
elevator by eliminating the servo in the event
The elevators can also be positioned by an of a malfunction.
electrically actuated pitch servo.
By exerting suff icient force on the control
A bob weight attached to the control column column to slip the mechanical clutch, the pilot
and a downspring assembly in the elevator can also override any undesirable servo in-
control linkage are incorporated to enhance puts to the elevators, if necessary.
pitch stability.
On FC 530 AFCS aircraft, the electric clutch
remains deenergized until the servo is signalled
Pitch Servo by either the autopilot, L or R stall warning
system, or overspeed puller system. On these
The pitch servo (torquer) is DC operated. It is aircraft, the servo can be eliminated as a cause
mechanically connected to the elevator con- of malfunction by simply depressing and hold-
trol linkage through a capstan mechanism ing the wheel master switch. The pilot can
incorporating an electric clutch and a me- also—by exerting the required force on the
chanical slip clutch. Three flight control sys- control column to slip the mechanical clutch—
t e m s u s e t h e p i t c h s e r vo t o o p e r a t e t h e override any undesirable servo operation.
elevators:
• Autopilot—When engaged, the autopi- Autopilot operation is described in Chapter 16,
lot can alter noseup or nosedown attitude Avionics.
by commanding the servo to torque the
elevator up or down, as required AILERONS
• Both stall warning systems—Either sys-
tem will cause the servo to torque the el- The ailerons, which are mechanically positioned
evator nose down in the event of an with either control wheel, provide primary roll
impending stall (stick pusher). On FC control. Aileron effectiveness is augmented by
530 models, pulsating nosedown torque spoilerons when the aircraft is configured for
signals are used for the nudger landing.
• M a c h ove r s p e e d wa r n i n g s y s t e m — Spoileron—aileron augmentation—operation
Operating through the L STALL WARN-
15 FLIGHT CONTROLS
AILERON
WIN
G
TRIM SYSTEMS
BALANCE TRIM TAB
GENERAL
TAB
The ailerons and rudder are trimmed with con-
ventional tabs on the control surfaces as
previously described.
Figure 15-4.
SECONDARY PITCH
TRIM SWITCH
PITCH TRIM
SELECTOR
SWITCH
OR
15 FLIGHT CONTROLS
3. Secondary pitch
Rudder trim tab position indication is pro-
vided by the RUDDER TRIM indicator (see
Figure 15-4).
trim mode
4. Autopilot pitch
trim mode
} Secondary trim
motor
AILERON TRIM
The pilot-operated primary pitch trim and sec-
Control ondary pitch trim systems are electrically
independent systems. Mode selection—pri-
Aileron (roll) trim is controlled with either mary or secondary—is made with the PITCH
control wheel trim switch located on the TRIM selector switch (see Figure 15-4).
outboard horn of each control wheel (see
Figure 15-4). Each control wheel trim switch Primary pitch trim is pilot-controlled through
is a dual-function—trim and trim arming— either of the control wheel trim switches;
switch that controls roll and primary pitch secondary pitch trim is controlled through the
trim. Each switch has four positions—LWD, secondary pitch trim toggle switch on the center
RWD, NOSE UP, and NOSE DN—and is pedestal (see Figure 15-4).
spring-loaded to the neutral position. The arm-
ing button on top of the switch must be de- Aircraft with the FC 530 AFCS incorporate a
pressed and held while simultaneously moving two-speed primary trim motor, a trim monitor
the trim switch in the direction of desired trim system, and an audible clicker that signals trim
action. Actuation of either control wheel trim in motion.
switch to LWD or RWD (with arming button de-
pressed) will signal the trim tab actuator motor Mach trim automatically engages at approxi-
in the left aileron to move the trim tab in the ap- mately 0.69 M I if the autopilot is not engaged.
propriate direction. Actuation of the pilot trim Mach trim uses the primary trim motor to ad-
switch over rides actuation of the copilot just pitch trim; autopilot operation uses the sec-
switch. ondary motor to adjust pitch trim.
15 FLIGHT CONTROLS
flaps up
PITCH TRIM Selector Switch In either case, whenever the pitch trim is not
set within the T.O. trim segment, the amber T
The PITCH TRIM selector switch provides the O TRIM annunciator light illuminates (on the
primary and secondary mode selections (see ground only). All annunciator lights are shown
Figure 15-4). In the PRI—forward position, in Annunciator Panel section.
CONTROL L
TRIM SWITCH
WHEEL
MASTER
SWITCH
(MSW)
P S
R E
I C
PITCH NOSE
TRIM DN
PRI O
F
F
NOSE
SEC UP
AUTOPILOT
PITCH
COMPUTER
AUTOPILOT
PITCH SERVO PUSHER
PULLER
LEGEND
T.O. ELECTRICAL
15 FLIGHT CONTROLS
TRIM
ANNUNCIATOR
WHEEL
MASTER
CONTROL WHEEL
SWITCH
TRIM SWITCH
(MSW)
SLOW
FAST
3 o FLAP SWITCH
ANNUNCIATOR
PITCH
TRIM P S
R E
I C
PRIMARY TRIM TRIM
MONITOR
PITCH NOSE
TRIM DN
PRI O
F SECONDARY TRIM
F
NOSE
SEC UP
AUTOPILOT
TRIM
AUTOPILOT
PITCH
COMPUTER
AURAL AUTOPILOT
TRIM IN PUSHER
MOTION PITCH SERVO PULLER
NUDGER
LEGEND
T.O. Electrical
Trim
15 FLIGHT CONTROLS
ANNUNCIATOR
Pitch Trim Monitor System The monitor system and trim-in-motion clicker
(FC 530 AFCS) are tested in accordance with procedures out-
lined in Section 2 of the approved AFM. Either
General a three-position switch decaled TRIM
OVSP–OFF–TRIM MON and spring-loaded to
A monitor system incorporated in these aircraft OFF or the TRIM OVSP and TRIM MON po-
provides a visual indication of certain faults sitions of the rotary systems test switch are
in the primary trim system. used to perform the test.
Though not physically a part of the monitor
system, a clicker provides audible evidence of MACH TRIM
trim in motion—primary or secondary trim
system—when the flaps are up. General
The Mach trim system is an automatic pitch
Operation trim system that uses the primary trim motor
The monitor system monitors the primary trim to enhance longitudinal stability during ac-
system, 3° flap switch, and horizontal stabi- celerations/decelerations at high Mach
lizer actuator mechanism. Faults are indicated numbers to compensate for Mach tuck. There
by illumination of the amber PITCH TRIM is no switch to engage the system; it auto-
light. matically becomes active at approximately
0.69 M I if the autopilot is not engaged.
With flaps up (slow trim required), the mon-
itor system illuminates the PITCH TRIM light Since the Mach trim system requires the use
if it senses that primary trim is running at the of the primary pitch trim motor, the PITCH
fast rate, or trim overspeed. TRIM selector switch must be in PRI for
system operation.
Regardless of flap position, the monitor system
also illuminates the PITCH TRIM light if it If the autopilot is engaged, the Mach trim sys-
senses certain electrical faults in the primary sys- tem assumes a passive, or standby, mode. In
tem that create the potential for uncommanded this case, the PITCH TRIM selector switch can
motion of the stabilizer actuator. be in either PRI or SEC since the autopilot
can utilize the secondary trim motor in both
When the PITCH TRIM light illuminates, the switch positions.
secondary trim system must be selected by plac-
ing the PITCH TRIM selector switch in SEC The Mach trim system consists of the fol-
unless it illuminates while holding the wheel lowing:
master switch depressed, which is normal. • Computer
The audio clicker sounds anytime the stabilizer • Air data sensor
actuator is in motion with flaps up, whether • Follow-up on the horizontal stabilizer
trimming is being accomplished with the pri-
mary or secondary motor. However, to preclude • Red MACH TRIM annunciator light
the clicker from sounding every time trim is • Mach overspeed warning horn
commanded, a delay of approximately 0.25
• Monitor circuit
15 FLIGHT CONTROLS
OVERSPEED WARNING
HORN
MACH TRIM
MACH FOLLOW-UP
TRIM
MACH TRIM
MON
MACH TRIM P S
COMP R E
STATIC I C
AIR
DATA
SENSOR
PITOT
PITCH
TRIM
PSI
SEC
LEGEND
15 FLIGHT CONTROLS
ELECTRICAL
MECHANICAL
*FLAP POSITION
SWITCHES
*FLAP POSITION FLAP
SWITCH ACTUATOR
INTERCONNECT
CABLE
FLAP
7 /9 LIMIT19 /21
SWITCHES
(PRESELECT)
POSITION
TRANSMITTER
FLAP CONTROL
VALVE
RELIEF VALVE
(FLAP BLOWUP)
EXTEND RETRACT
LEGEND
NORMAL HYDRAULIC
SYSTEM PRESSURE
RETURN
STATIC
MECHANICAL
ELECTRICAL
15 FLIGHT CONTROLS
*3 , 13 , 25 ON SNs 35-067
AND SUBS., 36-018 AND SUBS., AND EARLIER PRESELECT NONPRESELECT
AIRCRAFT INCORPORATING AAK
76-4. 13 AND 25 ON PREVIOUS
AIRCRAFT
If the flap selector switch is left in DN, the buses. If either CB is pulled or either power
down solenoid remains energized, and the con- source is lost in flight, the spoilers will slam
trol valve maintains extend pressure on the flap down (if extended) and will be inoperative in
actuators. A check valve at the control valve inlet both modes. Spoiler mode operation does not
prevents flap retraction in the event of an up- require 115 VAC on the ground.
stream hydraulic system failure.
A spoiler annunciator light illuminates during
Placing the selector switch in UP energizes the normal spoiler deployment or when an uncom-
up solenoid; the control valve repositions to manded unlocked condition exists on either
direct pressure to the retract side of both ac- spoiler. On FC 200 AFCS models, the light is
tuators. In the fully retracted position, the up red; on FC 530 AFCS models, the light is amber.
solenoid remains energized, and the control
valve maintains retract pressure on the flap ac- In the event of main system hydraulic failure,
tuators. Returning the selector switch to the the spoilers, if extended, blow down and are
neutral position deenergizes the up solenoid inoperative. Spoilers cannot be operated with
and the control valve repositions to neutral. hydraulic pressure from the auxiliary hydraulic
pump.
SPOILERS The spoiler mode, when selected, overrides the
The spoilers, which are on the upper surface of spoileron mode (if operating).
the wings forward of the flaps, may be extended
symmetrically for use as spoilers (i.e., spoiler While airborne, flaps and spoilers should not
mode) or asymmetrically for aileron augmen- be extended simultaneously. To do so may
tation when the flaps are extended beyond 25° cause damage to the flaps and create excessive
(i.e., spoileron mode). drag and loss of lift; this results in increased
stall speed for which the stall warning system
The spoilers are hydraulically actuated by a is not compensated. If the spoilers are extended
solenoid-operated spoiler selector valve and wh i l e t h e f l a p s a r e b e i n g ex t e n d e d, t h e
two servo valves, one for each spoiler. Electrical SPOILER annunciator light flashes as the
control of the system is accomplished by the flaps extend beyond the 13° position.
SPOILER switch (for spoiler mode) or by the
spoiler computer (spoileron mode).
15 FLIGHT CONTROLS
SPOILER SPOILERON
R ESS BUS R AC BUS
SPOILER
(FC 200)
SPOILER SWITCH
AUG
AIL
SPOILERON
COMPUTER 13 FLAP SWITCH
AMPLIFIER
SPOIL DC
AC DC SELECT
VALVE
TO COMPUTER
L ENGINE-DRIVEN R
SPOIL SPOIL
HYDRAULIC PUMP
PRESSURE
LEFT RIGHT FOLLOW-UP
FOLLOW-UP SERVO SERVO
VALVE VALVE
ACTUATOR ACTUATOR
EXTENDED EXTENDED
LEGEND
NORMAL HYDRAULIC RETURN
SYSTEM PRESSURE
ELECTRICAL
15 FLIGHT CONTROLS
EXTEND
SPOILER SPOILERON
Aug
AIL SQUAT SWITCH RELAY BOX
SPOILERON
COMPUTER SPOILER SWITCH — RETRACT
AMPLIFIER 25 FLAP SWITCH
SPOILERON RESET SWITCH
EXTEND DC RETRACT
AC AC DC DC TO COMPUTER
SPOIL
SELECT
VALVE
R R
SPOIL AIL
L L
AIL SPOIL FOLLOW-UPS
LEFT RIGHT
FOLLOW-UPS SERVO ENGINE-DRIVEN SERVO
VALVE PUMP HYDRAULIC VALVE
PRESSURE
ACTUATOR ACTUATOR
EXTENDED EXTENDED
LEGEND
15 FLIGHT CONTROLS
NORMAL HYDRAULIC
PRESSURE SYSTEM RETURN
EXTEND ELECTRICAL
RETRACT
SERVO
FORCE
INDICATOR
CONTROLLER PANEL
PRIMARY PRIMARY (FC 200 AFCS)
POWER ON ENGAGED
ANNUNCIATOR ANNUNCIATOR
SERVO FORCE
INDICATOR
15 FLIGHT CONTROLS
STALL WARNING
L STALL R STALL
L R
WARNING WARNING
STALL STALL
COMP/AMP COMP/AMP
OFF
L R
BIAS INPUTS:
FLAP POSITION
ALTITUDE
*
RATE SENSOR
ACCELEROMETER *
SHAKER SHAKER
MOTOR MOTOR
PITCH SERVO
NUDGER
PUSHER **
* TORQUE
REDUCTION *TORQUE
REDUCTION
SIGNAL SIGNAL
PRIMARY SECONDARY
YAW YAW
DAMPER DAMPER
ELECTRICAL
MECHANICAL
ELEVATOR
Pusher OPERATION
The stick pusher function utilizes the elevator During flight, the stall warning vanes align
pitch ser vo to reduce angle of attack by with the local airstream. Vane-operated trans-
decreasing pitch attitude. Pusher activation ducers produce a voltage proportional to air-
provides elevator down motion, causing a sud- craft angle of attack. These signals, biased by
den abrupt forward movement of the control col- information from the flap position switches,
umn. The mechanical slip clutch on the pitch altitude switches, and rate sensors (as appli-
servo allows the pilot to override an inadver- cable) are sent to the respective computer.
tent pusher actuation due to malfunction.
Additionally, on aircraft with the FC 530 AFCS, As angle of attack increases, the indicator
depressing and holding the wheel master switch pointer moves to the right. As it crosses the
cancels an inadvertent pusher. See the approved green/yellow line, activation of the flashing
AFM for appropriate corrective action. STALL lights, stick shaker, and stick nudger
(if installed) begins. If angle of attack is al-
lowed to increase further, the pusher is activated
Nudger (FC 530 AFCS) as the pointer crosses the yellow/red line.
On these aircraft, a nudger is incorporated
into the stall warning system. As angle of Assuming an unaccelerated entry to a stall
attack increases slightly beyond the point of condition at altitudes below 22,500 ft, the
shaker motor operation (but prior to pusher green/yellow line approximates 7 kt or 7%
operation), a gentle pulsating forward push above pusher speed, whichever is higher.
command is applied to the pitch servo (the The yellow/red line approximates 5% above
same servo that operates the pushers). stall speed (non-Alpha Dot); 1 kt above stall
speed (Alpha Dot, except FC 530 AFCS air-
If the nudger fails to operate, a pulsating craft) or; stall speed ±3 kt (Alpha Dot aircraft
nudger monitor horn sounds to alert the pilot. with FC 530 AFCS). The 22,500 ft aneroids on
In this case, angle of attack must be decreased all Alpha Dot aircraft cause warning and
immediately because the pusher has also failed. pusher functions to occur approximately 15 kt
earlier at high altitudes in the flaps-up
configuration.
15 FLIGHT CONTROLS
15 FLIGHT CONTROLS
QUESTIONS
1. The aircraft systems that use the pitch 6. In the event of runaway trim, both trim
servo to position the elevator are: motors can be disabled by:
A. Autopilot, Mach trim, stick puller A. Depressing and holding either control
B. Autopilot, stick pusher, stick puller wheel master switch
C. Pusher, stick puller, Mach trim B. Moving the PITCH TRIM selector
D. Yaw damper, stick pusher, stick puller switch to OFF
C. Moving the PITCH TRIM selector
2. The aircraft is trimmed in the pitch axis switch to EMER
by: D. A or B
A. The elevator trim tab
7. The MACH position on the rotary system
B. Canards
test switch is used to test:
C. The movable horizontal stabilizer
A. Mach trim and Mach trim monitor
D. The elevator downspring
B. Mach overspeed warning horn and
stick puller
3. To enable pitch trim through the control
wheel trim switches, the PITCH TRIM C. Mach monitor
selector switch must be in: D. The HORN SILENCE switch
A. PRI or SEC
8. In the event of aircraft electrical failure,
B. PRI, OFF, or SEC
the flap position indicator will:
C. PRI
A. Be powered by the EMER BAT and
D. SEC
indicate actual position of the flaps
B. Not be powered and will freeze at last
4. Illumination of the red MACH TRIM light
flap position
indicates:
C. Fail, indicating DN regardless of flap
A. Mach trim is not operating position
B. The secondary trim motor is inoper- D. None of the above
ative
C. The autopilot is engaged above 0.74 9. A flashing SPOILER light indicates:
MI
A. Spoilers are split more than 6°
D. The trim speed controller/monitor has
detected a trim speed error B. Spoiler-aileron ratio exceeds 6°
C. Spoiler system is inoperative
5. The systems that can function with the D. Spoilers are extended, and flaps are
PITCH TRIM selector switch in SEC are: down more than 13°
A. Primary pitch trim and Mach trim
B. Secondary pitch trim and Mach trim
C. Secondary pitch trim and primary
15 FLIGHT CONTROLS
pitch trim
D. Secondary pitch trim and autopilot
pitch trim
16 AVIONICS
CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION................................................................................................................. 16-1
GENERAL ............................................................................................................................ 16-1
NAVIGATION SYSTEM...................................................................................................... 16-2
Pitot-Static System (FC 200 AFCS).............................................................................. 16-2
Pitot-Static System (FC 530 AFCS).............................................................................. 16-4
Air Data ......................................................................................................................... 16-6
Ram Air Temp Indicator................................................................................................ 16-7
AUTOFLIGHT SYSTEM ..................................................................................................... 16-7
General .......................................................................................................................... 16-7
Flight Director Systems ................................................................................................. 16-8
Autopilot/Flight Director............................................................................................... 16-9
COMMUNICATION SYSTEM ......................................................................................... 16-22
Static Discharge Wicks................................................................................................ 16-22
RVSM SYSTEM ................................................................................................................. 16-22
General ........................................................................................................................ 16-22
Learjet RVSM Installation........................................................................................... 16-24
West Star RVSM Installation....................................................................................... 16-30
QUESTIONS ...................................................................................................................... 16-41
Navigation System....................................................................................................... 16-41
Autoflight System ....................................................................................................... 16-42
Communication System .............................................................................................. 16-42
16 AVIONICS
ILLUSTRATIONS
Figure Title Page
16-1 Pitot-Static System (FC 200 AFCS) ...................................................................... 16-3
16-2 Pitot Head (Typical) ............................................................................................... 16-2
16-3 Static Ports (Typical).............................................................................................. 16-2
16-4 ALTERNATE STATIC SOURCE Valve................................................................ 16-4
16-5 Pitot-Static Head (Typical)..................................................................................... 16-4
16-6 Pitot-Static System (FC 530 AFCS) ...................................................................... 16-5
16-7 STATIC PORT Switch ........................................................................................... 16-6
16-8 RAM AIR TEMP Indicator ................................................................................... 16-7
16-9 ADI and HSI (Typical)........................................................................................... 16-8
16-10 Remote Heading and Course Selector (Typical).................................................... 16-8
16-11 Autopilot and Flight Director Control Panels........................................................ 16-9
16-12 ADI and HSI Indications ..................................................................................... 16-10
16-13 Control Wheel Switches (Typical)....................................................................... 16-12
16-14 Altitude Display................................................................................................... 16-21
16-15 Static Wicks (Typical).......................................................................................... 16-22
16-16 Rosemount Pitot and Static Probe ....................................................................... 16-24
16-17 Static Source/Static Port Switch .......................................................................... 16-24
16-18 Right Side Pitot-Static Probe............................................................................... 16-25
16-19 Pilot and Copilot Altimeters ................................................................................ 16-25
16-20 Air Data Switch Panel ......................................................................................... 16-26
16-21 Emergency Battery Power System....................................................................... 16-27
16-22 Learjet Electrical Diagram for Altimeter/ADDU and AIU ................................. 16-28
16-23 Standby Altimeter................................................................................................ 16-29
TABLES
Table Title Page
16-1 FC 200 Autopilot System Modes and Annunciators ........................................... 16-14
16-2 FC 530 Autopilot System Modes and Annunciators ........................................... 16-17
16-3 West Star ADC Failure Indications Chart for FC 200 Aircraft ........................... 16-34
16-4 West Star ADC Failure Indications Chart for FC 530 Aircraft ........................... 16-35
16 AVIONICS
CHAPTER 16
AVIONICS
INTRODUCTION
The Learjet 35/36 avionics consists of, but is not limited to, the navigation system, the
automatic flight control system (AFCS), and the comm/nav system. This chapter includes
the standard avionics used in the Learjet 35/36. The user should consult applicable sup-
plements in the approved AFM and vendor manuals for additional information and in-
formation on specif ic systems not included in this chapter.
GENERAL
The basic navigation system consists of the pitot- programmed, or the autopilot may be engaged to
static system and air data sensor and the ram-air automatically steer the aircraft to satisfy flight
temperature gage. director commands as programmed. The dual
yaw damper system operates independently of
The AFCS includes the flight director, autopilot, the autopilot and may be engaged with or without
dual yaw damper, and Mach trim system. The the autopilot engaged. The Mach trim system
standard automatic flight control systems operates at high Mach numbers when the
installed on the Learjet 35/36 are the Jet autopilot is disengaged. The yaw damper and
Electronics and Technology, Inc. (J.E.T.) FC 200 Mach trim systems are described in Chapter 15,
on the early models, and the FC 530 on the late Flight Controls.
models. The flight directors can be used
independently with the pilot steering the aircraft The Communication System section of this
to satisfy the flight director commands as chapter discusses the static discharge wicks.
16 AVIONICS
L SHOULDER STATIC PORT R SHOULDER STATIC PORT
DRAIN VALVE
L PITOT HEAD ALTITUDE AIR DATA R PITOT HEAD
PRESSURE SENSOR
SWITCH*
FLAP BLOWUP
AIRSPEED SWITCH **
DRAIN VALVE DRAIN VALVE
L FWD R FWD
STATIC PORT STATIC PORT
DRAIN VALVE DRAIN VALVE
L AFT R CENTER
STATIC PORT STATIC PORT
ALTITUDE
PRESSURE R AFT STATIC
STATIC DEFECT SWITCH* PORT
CORRECTION
MODULE* MACH TRIM AND HIGH
PRESSURIZATION ALTITUDE OVERSPEED
MODULE SWITCH
ALTERNATE STATIC
OTHER STATIC
An ALTERNATE STATIC SOURCE valve is Four drain valves located near the aft end of
located below the pilot instr ument panel the nose gear doors—two on each side—are in-
(Figure 16-4). For normal operation, the lever stalled at the system’s low points to drain
remains down (CLOSED); for alternate air, the moisture from the system.
lever is moved up (OPEN).
PITOT-STATIC SYSTEM
(FC 530 AFCS)
Pitot and static pressure for instruments and
systems is obtained from two pitot-static
probes, one on each side of the nose section
(Figure 16-5). Each probe contains a pitot port
in the tip and two static ports on the side. The
probes also contain electrical heating ele-
ments controlled by the L and R PITOT HEAT
switches. Refer to Chapter 10, Ice and Rain
Protection for more information.
16 AVIONICS
GEAR WARNING
AIRSPEED SWITCH
GEAR WARNING
ALTITUDE SWITCH
LEGEND
PILOT PITOT
COPILOT PITOT
PILOT STATIC
OPTIONAL
COPILOT STATIC EQUIPMENT
OTHER
MACH
SWITCH
AIR DATA UNIT
RATE-OF-CLIMB
INDICATOR (COPILOT)
RATE-OF-CLIMB
INDICATOR (PILOT)
PRESSURIZATION
MODULE
ALTIMETER ALTIMETER
(PILOT) (COPILOT)
MACH/AIRSPEED MACH/AIRSPEED
INDICATOR INDICATOR
(ALTITUDE/ (ALTITUDE/
PITOT
OVERSPEED OVERSPEED
SWITCHES) SWITCHES) PITOT
STATIC 1 STATIC 1
CLOSE CLOSE
STATIC 2 STATIC 2
DIFFERENTIAL
PRESSURE-
RELIEF VALVE
REAR PRESSURE
BULKHEAD
STATIC PORT
The source of static pressure is controlled is provided to all user systems only from the
with the static port switch located on the pilot two static ports on the right pitot-static head.
switch panel. The static port toggle switch has
three positions: L (left), BOTH, and R (right). The shutoff valves operate on DC power sup-
This switch is normally set to both except in plied through the STATIC SOURCE circuit
the event one of the pitot-static heads be - breaker on the left main bus. In the event of
comes inoperable or unreliable (Figure 16-7). electrical failure, all shutoff valves will be
open regardless of the STATIC PORT switch
In BOTH, the pilot instruments receive static position.
pressure from the forward port on the left head
and the aft port on the right head. The copilot A separate unheated static port is flush
instruments, the Mach switch, the gear warn- mounted on the right side of the nose section
ing altitude switch (14,500 ft), the gear warn- to provide static pressure to the pressurization
ing airspeed switch, the air data unit, and other control module. Refer to Chapter 12, Pres -
optional equipment receive static pressure surization, for additional information.
from the front port on the right head and the
aft port on the left head. This cross connection
eliminates yaw error.
AIR DATA
The air data sensor provides air data to the auto-
When the STATIC PORT switch is placed in pilot computer and to the Mach trim computer.
L or R, solenoid-operated shutoff valves are On aircraft equipped with the FC 200 automatic
energized to shut off the static source from the flight control system, static input to the air data
opposite side static ports (see Figure 16-6). sensor is from the shoulder static air ports. The
FC 530 equipped aircraft use the copilot static air
When the STATIC PORT switch is in L, static system for air data unit input. On all aircraft, the
pressure is provided to all user systems only pitot input is from the copilot pitot system. The
from the two static ports on the left pitot- unit is located inside the nose compartment.
static head. In the R position, static pressure
16 AVIONICS
RAM AIR TEMP INDICATOR installed on SNs 35-408, 35-447, 35-468, 35-
506 and subsequent, and 36-054 and subse-
Ram-air temperature is displayed on the RAM quent, and earlier SNs incorporating AAK 83-2.
AIR TEMP indicator located on the center in-
strument panel (Figure 16-8). The indicator is NOTE
calibrated in degrees Celsius and requires DC
power from the ram air temp circuit breaker The yaw axis is controlled by the dual
on the left essential bus. For conversion to yaw damper system, which operates
outside air temperature (OAT), refer to the independently of the autopilot and
Ram Air To Outside Air Temperature Con- flight director.
version (RAT to OAT) f igure in Section V of
the approved AFM. Both systems incorporate a dual-channel AFCS
computer that integrates the autopilot pitch
and roll axes with the customer-specified flight
director system. The AFCS control panel,
which is located in the center of the glareshield,
provides pilot access to the autopilot and to the
AFCS computer for the flight director
programming (i.e., mode selection).
16 AVIONICS
perform the roll and pitch maneuvers neces- AUTOPILOT/FLIGHT DIRECTOR
sary to align the aircraft symbol with the com-
mand bars. Figure 16-12 illustrates the visual General
indications provided by the ADI and HSI. The
ADI also provides for indication of localizer The autopilot will automatically fly the aircraft
and glide-slope deviation and turn and slip. to, and hold, desired heading, attitudes, and al-
titudes. The autopilot system can also cap-
ture and track VOR/LOC/ILS radio beams.
Horizontal Situation Indicator The system provides modes for speed control
(HSI) and vertical rate control as well.
The HSI provides a pictorial presentation of On Learjet 35/36 aircraft with the standard
aircraft position relative to VOR radials and avionics installation, the flight director is in-
localizer and glide-slope beams. Heading ref- tegrated with the autopilot by a computer
erence with respect to magnetic north is pro- through the AFCS control panel on the
vided by a remote directional gyro that is glareshield. Autopilot and flight director
slaved to a remote fluxgate compass. The modes are engaged by depressing the appli-
SLAVE-FREE switch on the lower instrument cable mode selector buttons on the control
panel allows unslaved operation by selecting panel. Flight director only mode selection is
FREE, in which case the magnetic reference— accomplished by depressing the desired mode
the flux-gate compass—is removed. selectors on the control panel (Figure 16-11),
but with the autopilot disengaged.
The HSI provides the AFCS computer infor-
mation regarding existing heading, heading When the autopilot is not engaged, the ADI
marker reference, selected course, and course command bars indicate the deviation from the
deviation. The heading marker—the bug—is desired flight path; this enables the pilot to
used to direct the aircraft to turn to and main- manually fly the aircraft in response to the
tain the heading selected with the heading flight director system. When the autopilot is
(HDG) control knob. The course deviation engaged, it will align the aircraft with the
indicator is used to intercept and track a VOR command bars automatically to maintain the
or LOC course that is set with the course con- desired flight path.
trol knob.
TRK ARM CAPT PWR ROLL PITCH IAS MACH ARM CAPT FNL
HDG NAV REV LVL TEST ENG SOFT SPD V/S G/S ALT
APPR G/A
FC 200 AFCS
AFCS
TRK ARM ROLL PITCH IAS ARM ARM FNL
ON ON CAPT ON ON PWR SOFT MACH ON CAPT CAPT ON
FC 530 AFCS
HORIZON
20 20
DISTANCE COURSE
DISPLAY DISPLAY
MILES 01 1
TO-FROM N COURSE
33 3
COURSE
POINTER ARROW
30
I
6
N
W
S
INS
E 1
ANNUNCIATOR
24
GLIDE-SLOPE
2
POINTER 21 15
S
LATERAL
AIRCRAFT DEVIATION
REFERENCE BAR
SYMBOL
BEARING POINTER AZIMUTH CARD
16 AVIONICS
is fixed so that they are legible in daylight, while ture and a vertical accelerometer that moni-
the NAV LTS switch must be turned on for fixed tors G forces.
illumination of the legend lighting.
When a pitch mode is selected on the AFCS con-
The autopilot engage (ENG) pushbutton is trol panel, the computer positions the flight di-
used only to engage the autopilot; all other rector V-bars accordingly. If the autopilot is
pushbutton switches operate with alternate engaged, a signal is also applied to the elevator
pitch servo, which adjusts elevator position.
action. The f irst depression engages a mode; Feedback of elevator movement is provided by
a second depression cancels it. Automatic can- the servo follow-up. When the new pitch atti-
cellations also occur. Annunciation of the tude is established, the computer zeroes the
mode selected appears above the pushbutton. servo effort by applying horizontal stabilizer
Any operating mode not compatible with a trim via the secondary pitch trim motor, thereby
newly selected mode is automatically can- preventing any aircraft pitching motion when
celed in favor of the latest selection. This al- disengaging the autopilot. Pitch changes can
lows the pilot to advance along the flight also be induced by either pilot wheel trim switch
sequence without the inconvenience of having without depressing the center button.
to deselect modes manually.
The computer uses the servo follow-up to con-
trol pitch changes to a rate of 1° per second,
Computer and limits pitch attitudes to ±25° (FC 200) or
The two-channel—roll and pitch—computer +20° and –10° (FC 530).
continuously monitors input signals from all
AFCS component sensors. The computer is Roll Axis Control
programmed by depressing the desired mode The computer roll channel processes infor-
selector button(s) on the AFCS control panel. mation from the primary (pilot) vertical gyro,
The computer computes the roll and pitch at- which establishes the basic roll reference; the
titudes necessary to comply and signals the primary (pilot) directional gyro and HSI, which
flight director V-bars to position accordingly supply heading and course references; VOR
while also applying simultaneous signals to the bearing and ILS/LOC course references from
roll and pitch servoactuators (if the autopilot the NAV 1 receiver; a roll rate gyro, which pro-
is engaged). vides roll rate data; and a follow-up on the left
aileron sector, which signals aileron position.
Operation When a roll mode is selected on the AFCS
control panel, the computer positions the flight
The autopilot and flight director system con- director V-bars accordingly. If the autopilot is
trols aircraft movement about two axes: pitch engaged, a signal is also applied to the aileron
and roll. The yaw damper provides indepen- roll servo, which adjusts aileron position. Feed-
dent, automatic control of the yaw axis in the back of aileron position is provided by the
same way as when the aircraft is being flown aileron followup. Roll changes can also be in-
manually. duced by either pilot wheel trim switch when
moved to LWD or RWD without depressing the
Pitch Axis Control center button.
The computer pitch channel processes
information from the primary (pilot) vertical The autopilot does not apply trim in the roll
gyro, which establishes the basic pitch refer- axis as it does in the pitch axis. Therefore, if
ence; the air data sensor, which supplies alti- the aircraft is out of trim in the roll axis, the
tude, vertical velocity, and airspeed/Mach autopilot must apply continuous roll servo
information; glide-slope signals from the NAV effort to hold the desired roll attitude. This
1 receiver; and a follow-up device in the pitch condition will be noticed by a continuously
servoactuator, which signals elevator move- deflected roll force meter and control wheel.
ment. The FC 530 also uses the altitude alerter
and pilot altimeter for its altitude preselect fea-
The computer uses the roll rate gyro to control manual autopilot controller when moved in any of
roll rates to 6° per second (FC 200), and 4–5º the four directions without depressing the trim
per second (FC 530). Bank angles are limited arming button (Figure 16-13). When an attitude
to a maximum of 30°. change is made this way, the appropriate servo
changes the attitude of the aircraft and disengages
The FC 200 uses a 13° flap position switch to any modes previously selected in the affected axis
increase autopilot roll authority when the air- except NAV ARM, G/S ARM, and ALT SEL
craft is conf igured for approach. This pro-
vides more lateral authority at slower speeds ARM. The autopilot reverts to basic attitude hold
and is annunciated by the green APPR light on in the affected axis when the switch is released.
the AFCS control panel. The FC 530 uses a 3°
flap position switch to desensitize VOR and
LOC signals, which enhances close-in stabil-
ity during approaches. It does not affect auto -
pilot roll authority, nor is it annunciated.
Electrical Requirements
The autopilot requires DC and AC electrical power.
DC power is via the AFCS, AFCS PITCH, and
AFCS ROLL circuit breakers on the left essential
bus; 115 VAC is via the AFCS PITCH and AFCS
ROLL circuit breakers on the left AC bus. All
autopilot circuit breakers are on the pilot CB panel;
however, on FC 200 AFCS aircraft, there are three
circuit breakers on the front side of the autopilot
electric box under the pilot seat for autopilot and Figure 16-13. Control Wheel Switches
yaw damper annunciator lights and edge lights. (Typical)
Controls and Indicators Depressing the trim arming button and moving the
trim switch in any of the four directions
The autopilot and flight director control panel disengages the autopilot, and the autopilot
contains most of the controls and indicators disengagement tone sounds. This is the normal
for the autopilot system. Additional controls means of disengaging the autopilot since it does
and indicators are on the control wheels, the not disengage the yaw damper. Previously selected
pilot switch panel, the HSI, the remote head- flight director modes are not disengaged when the
ing and course selector, the ADI, the altitude autopilot is disengaged. Autopilot disengagement
alerter, and the thrust levers. is further described in this chapter in the Autopilot
Disengagement section.
Autopilot Master Switch
Control Wheel Master Switch
Power is provided to the autopilot and flight
director systems when the autopilot master Depressing either pilot control wheel master
switch on the pilot lower switch panel is placed switch (MSW) disengages the autopilot and yaw
in autopilot; the green PWR (power) annun- damper. The switch is called the autopilot
ciator on the autopilot controller illuminates, release/nose steer switch on FC 200 aircraft.
and the red CMPTR flag on the pilot ADI goes
out of view. Control Wheel Maneuver Switch
The control wheel maneuver control switch is
Control Wheel Trim Switch called the MANEUVER switch on FC 200
aircraft and the MANUV/RP switch on the FC
Either control wheel trim switch (NOSE 530 aircraft.
UP/NOSE DN/LWD/RWD) functions as a
16 AVIONICS
On FC 200 aircraft, depressing and holding either • Synchronizes the command bars to the
the pilot or copilot MANEUVER switch (Figure existing pitch attitude
16-13) temporarily releases autopilot access to In the case of a dual flight director installation,
the pitch and roll servos, biases the command the copilot pitch SYNC switch synchronizes only
bars out of view, and cancels the ROLL and the copilot command bars to the existing attitude
PITCH modes if engaged previously. This and cancels the copilot G/A mode, if selected. It
enables either pilot to change the aircraft attitude does not affect the autopilot in any way (as the
in both pitch and roll axes manually. When the maneuver switch does).
switch is released, the autopilot assumes basic
attitude hold functions. Autopilot Engagement
During flight director only operation, the The AUTO PILOT master switch must be placed
maneuver switch simply cancels all selected on to accomplish system ground checks prior to
flight director modes and biases the command flight and normally remains on throughout the
bars out of view. flight. When the PWR annunciator is illuminated,
the autopilot can then be engaged at any time
On FC 530 aircraft, depressing and holding either (except during takeoff and landing) by depressing
the pilot or copilot MANUV/RP switch the ENG button. Illumination of the PITCH and
temporarily releases autopilot access to the pitch ROLL annunciators indicate engagement of the
and roll servos and extinguishes the green ROLL respective axes.
and PITCH annunciators, but does not cancel any
previously selected flight director roll or pitch On FC 200 aircraft, initial autopilot engagement
modes. This enables either pilot to change the cancels all previously selected flight director
aircraft attitude in both pitch and roll axes modes (if bank angle happens to be more than
manually. When the switch is released, the 5°), the command bars disappear, and the
autopilot resynchronizes to and holds the original autopilot holds the existing roll and pitch
roll mode and the existing (new) values in the attitudes (if within normal limits). If bank angle
SPD, V/S, or ALT HLD modes; the green ROLL is less than 5° at the moment of initial
and PITCH annunciators illuminate again. engagement, the LVL light illuminates and the
command bars appear, commanding the autopilot
Control Wheel SYNC Switch to maintain wings level at the existing pitch
attitude. If the roll or pitch attitude(s) happen to
On FC 200 aircraft, the pilot pitch SYNC be beyond the normal limits, the autopilot will (at
switch: normal rates) roll and/or pitch the aircraft to the
• Releases autopilot access to the pitch servo normal limits.
• Allows the pilot to use manual elevator If the PITCH TRIM selector switch is in OFF, the
control to establish a new pitch attitude autopilot may engage, but disengages when it
attempts to adjust secondary pitch trim and cannot.
• Cancels any selected pitch modes (except G/S
ARM), but does not affect any roll modes On FC 530 aircraft, autopilot engagement
• Causes the command bars to synchronize automatically couples to any previously selected
to the new pitch attitude flight director mode(s) except G/A, in which case
the G/A light extinguishes and the autopilot
• Causes the autopilot to hold the pitch attitude maintains the existing attitude at the moment of
existing at the moment of switch release engagement. If the autopilot is engaged without
any previously selected flight director mode(s),
On FC 530 aircraft, the pilot PITCH SYNC the autopilot maintains the existing roll and pitch
switch: attitudes (if within normal limits), and the
• Is a flight director function only, and has command bars remain out of view. If bank angle
no effect if the autopilot is engaged is less than 5° at the moment of engagement, the
LVL light annunciates and the command bars
• Cancels any selected pitch modes except appear, commanding the autopilot to maintain
G/S ARM and ALT SEL ARM
wings level at the existing pitch attitude. The Autopilot/Flight Director Mode
autopilot will not engage at bank angles in excess Selection
of 38 ±2° regardless of pitch attitude; however, if
bank angle happens to be between 30 and 38 ±2° Autopilot and flight director modes are engaged
and/or pitch angle is greater than –10° or +20°, by depressing the applicable mode selector
the autopilot—at normal rates—rolls and/or button on the autopilot control panel. The
pitches the aircraft to the normal limit(s). engaged modes may be disengaged by depressing
the selector button (except for the SPD mode on
If the pitch trim selector switch is in off, the the FC 530 AFCS) a second time or by selecting
autopilot will not engage. another pitch mode.
16 AVIONICS
Table 16-1. FC 200 AUTOPILOT SYSTEM MODES AND ANNUNCIATORS (Cont)
MODE ANNUNCIATOR FUNCTION
SOFT SOFT When depressed, the autopilot provides softer response in the pitch
and roll axes for flying through turbulence. No function during flight
director only operation.
NOTE
SOFT mode is locked out when an ILS frequency is
tuned on NAV 1.
HDG ON When selected, flight director commands are generated to
maneuver the aircraft to fly a heading selected with the pilot HSI
heading bug using up to 25° of bank.
NOTE
The turn will be commanded in the shortest direction.
It is recommended that the heading bug initially be
set to not more than 135° in the direction of the
desired turn when the turn is more than 135°.
NAV When selected, it activates the flight director function that captures
and tracks VOR and LOC. Functional only when the NAV 1 receiver
is tuned to the appropriate frequency, NAV flag is out of view, and
desired course is set on the pilot HSI. The HDG mode may be
used to intercept the course provided the intercept angle is less
than 90°.
ARM Illuminates when NAV mode is selected. Goes out when the CAPT
light illuminates. The ARM light will flash if NAV CAPT disengages
due to a noisy or failed receiver signal, and in the cone of silence
over VOR stations.
NOTE
When the ARM light is flashing, the flight director will
assume a heading hold.
CAPT (Capture) Illuminates when the aircraft approaches the desired course.
Extinguishes if the receiver signal becomes noisy or fails, or while in
the cone of silence over VOR stations.
TRK In the NAV CAPT mode, illuminates to indicate the aircraft has
acquired the center of a VOR or LOC beam. Crosswind
compensation begins and maximum bank angle will be limited to
15° when it illuminates.
APPR The APPR light illuminates when the flaps are lowered beyond 13°
and increases the autopilot roll torque limit to compensate for slower
airspeed.
REV Functional only with NAV mode selected for localizer backcourse
(BACK approach with ILS frequency tuned in. When selected, course in-
COURSE) formation to the flight director is reversed and the glide-slope signal
is locked out. The published inbound (front) course must be set in
the pilot HSI course window.
ON Indicates that the backcourse mode is selected.
NOTE
REV may also be used to fly outbound on an ILS
front course.
16 AVIONICS
Table 16-2. FC 530 AUTOPILOT SYSTEM MODES AND ANNUNCIATORS
16 AVIONICS
Table 16-2. FC 530 AUTOPILOT SYSTEM MODES AND ANNUNCIATORS (Cont)
16 AVIONICS
Out-of-trim Monitors (FC 530)
With the autopilot engaged, the out-of-trim
monitors cause the applicable PITCH or ROLL
annunciator to flash if an out-of-trim condition
exists to a degree that servo force is continuously
applied for more than approximately 20 seconds.
The light continues to flash until either the trim is
restored or the axis is disengaged.
16 AVIONICS
After January 20, 2005, aircraft not equipped With the implementation of D-RVSM, the fol-
with special RVSM equipment must be granted lowing are areas of signif icant importance
special permission to transition through block and checks should be closely monitored:
altitudes FL290 to FL410, or maintain an al-
titude of FL290 or lower. 1. Altimeter Checks—Prior to takeoff for
flights planned into RVSM airspace, pri-
All Learjet models 35-35A/36-36A are eligi- mary altimeters must be within 75 ft of
ble for RVSM modification. However, in some a known elevation. While within RVSM
cases specific aircraft modifications must have airspace, primary altimeters must be
been already successfully completed and doc- within 200 ft of each other.
umented in the aircraft log book, or complied
with concurrent with the RVSM modification. 2. Altitude Awareness—To preclude er-
A maintenance log check must be accom- rors in hearing clearances and/or incor-
plished to ensure all necessary modif ications rectly setting the altitude pre-select, the
have been completed or scheduled. following technique/SOP is suggested:
a. Pilot flying is manually flying the air-
There are currently two Supplemental Type craft, and pilot monitoring sets altitude
Certificate (STC) holders that can accomplish pre-selector; both pilots point to the al-
the necessary aircraft modifications for RVSM titude set in the altitude pre-selector, and
for the Learjet 35-35A/36-36A group. One is both verbally state that altitude.
Aero Mech, Inc. (AMI) under their STC
Numbers ST 00952SE, ST 00952SE-D, ST b. Pilot flying is flying the aircraft on au-
01199NY and ST 01199NY-D. To simplify topilot, and pilot flying sets the alti-
future discussion, this will be referred to as the tude pre-selector; both pilots point to the
Learjet RVSM Installation. The other is West altitude set in the altitude pre-selector,
Star/Honeywell under their STC Numbers ST and both verbally state that altitude.
01524LA, ST 01525LA and ST 01526LA. 3. Climbs and Descents—To preclude
Again, for simplicity this will be referred to as unwarranted TCAS TAs or RAs, limit
the West Star RVSM Installation. climb and descent rates to 1,500 fpm or
less during the last 1,000 ft of an altitude
Each one accomplishes the same end task, but change (AIM 4-4-9[d]).
in a different manner. The Rosemount pitot-
static probe system is installed in the affected 4. Respond immediately and appropriately
model in accordance with STC ST 00321WI to any TCAS RAs.
or ST 00321WI-D. Limitations and other pro-
cedures have also changed in some areas.
16 AVIONICS
deformation has occurred in that area. Also, IS&S Altimeter/ADC System
check the pitot static probe heads for any de-
formation or obstruction around the inlet or General
static ports. On the FC 200 and FC 530 autopilot aircraft, the
pilot (servo pneumatic or pneumatic) and copi-
lot (pneumatic) altimeters are replaced with the
IS&S combination self sensing altimeter
(ADDU–Air Data Display Unit/ADC–Air Data
Computer) (Figure 16-19).
16 AVIONICS
Power Source/Failure On FC 200 aircraft, a pilot altimeter (ADDU)
emergency lighting (PLT ALTM EMER LTG)
E l e c t r i c a l p owe r f o r t h e p i l o t a l t i m e t e r switch may be installed on the pilot side panel.
(Figure 16-21) is supplied by the ALTM or If the switch is installed and normal electri-
PRI ALTM circuit breaker located on the left cal power is lost to the pilot altimeter, the
essential bus (L ESS BUS). It may also be ADDU back lighting will remain ON and the
powered by the emergency battery through the pilot may select desired intensity of the digi-
EMER ALTM circuit breaker located on the tal display by using this switch.
left circuit breaker panel.
If this switch is not installed, the ADDU back
If normal electrical power is lost to the pilot lighting will remain on if the pilot INSTR
altimeter (ADDU) and it is being powered by PNL dimmer knob (pilot side panel) is turned
the emergency battery, the pilot ADDU will ON (out of detent) and the altitude display
function using the emergency battery power, will be dimmed.
but the PWR and COM indication will illu-
minate on the pilot ADDU (altimeter) display For daylight conditions, the INSTR PNL dim-
(Figure 16-22). mer knob should be turned OFF (in the OFF
detent position), which will cause the back
lighting to be off and the altitude display to be
bright.
R
ESS
B GEAR
BUS
FLAPS
EMER EMR
BAT PWR
S
VDC T
BATTERY OUTPUT B
28 VDC Y
EMERGENCY INPUT OFF
BAT CB
INVERTER
VAC OUTPUT
EMERGENCY
BATTERY LIGHTING DI VE
STBY ALT
PUL
L
TO
C
AGE
ATTITUDE GYRO
For FC 530 aircraft, this switch is not in- Altitude Alerter Operation
stalled; the ADDU back lighting will remain
ON if the pilot INSTR PNL (pilot side panel) Select the desired alerter altitude by rotating
dimmer knob is turned on (out of detent), the ALT SEL knob on the face of the altime-
and the altitude display will be dimmed. ter (ADDU) (see Figure 16-19). Clockwise
rotation causes the selected altitude to in-
For daylight conditions, the INSTR PNL dim- crease and counter-clockwise to decrease.
mer knob should be turned off (in the OFF de- Knob sensitivity is 100 ft per detent (30 me-
tent position), which will cause the back ters in metric mode). As long as the same units
lighting to be off and the altitude display to be (feet or meters) are selected, rotating the ALT
bright. If normal electrical power is lost to the SEL knob on the master ADDU (A illumi-
copilot altimeter, the copilot ADDU will be nated) changes the selected altitude on both
inoperative. the master and the slave ADDU. If different
units are selected, the display on the slave unit
blanks and its ALT SEL knob is disabled.
Momentarily depressing the ALT SEL knob
extinguishes the altitude alarms until the ap-
propriate approach conditions are met again.
EMER ALTM
L ESS BUS ANALOG
INTERFACE UNIT
(AIU)
1
OUTPUT ANALOG
SIGNALS FROM AIU
ADC SWITCH ADC1 USED BY:
AND ANNUNCIATOR AIU FAIL • GEAR WARNING ALTITUDE
PANEL ADC2 (FC 200)
• AUTOPILOT
SEC ALTM (FC 200 AND FC 530)
R ESS B BUS • VMO/MMO OVERSPEED
WARNING (FC 200)
1 • MACH TRIM (FC 200)
• LONG RANGE NAV
(FC 200 AND FC 530)
• SAT/TAS
(FC 200 AND FC 530)
AIU PWR 1
L ESS B BUS
1 COPILOT ALTIMETER
AIU PWR 2
L ESS B BUS
1
AIU REF
26 VAC L AC BUS
STBY ALTM
R ESS BUS B
(EMERGENCY BATTERY ON) STANDBY
1 ALTIMETER
INSTRUMENTS LIGHT FROM EMERGENCY BATTERY (VIBRATOR)
16 AVIONICS
Altitude Reporting Standby Altimeter
Altitude reporting data may be supplied from The standby altimeter—a pure static altime-
either air data display unit (ADDU). Selecting ter—is plumbed to the copilot static system
ADC-1 on the air data switch panel (see (Figure 16-23). Electrical power for the al-
Figure 16-20) provides altitude information timeter lighting and vibrator is supplied from
from the pilot ADDU for either transponder. the aircraft emergency batter y when the
Selecting ADC-2 on the switch panel provides switch is placed in ON. The standby altime-
altitude information from the copilot ADDU ter is not powered when the EMER BAT
for either transponder. switch is in STBY. There is an OFF flag on
the left lower corner to indicate that the vi-
The TFR 1-2 switch—if installed—is located brator is not operating.
on the transponder control panel. Selecting
TFR-1 transmits altitude information from
the LEFT transponder supplied by the selected
ADDU. Selecting TFR-2 transmits altitude
information from the RIGHT transponder sup-
plied by the selected ADDU.
System Checks/Tests
System Operational Check
An operational check of the altimeter/ADC
system is outlined in the appropriate Airplane
Flight Manual Supplement. Refer to your sup-
plement for information on how and when to
perform this system operation check and for
proper display information during the check. Figure 16-23. Standby Altimeter
EXISTING NOSE
LOWER SKIN
NEW AZ-252
AIR DATA COMPUTER
L ROSEMONT
P/S PROBE R ROSEMONT
P/S PROBE
EXISTING COPILOT
STALL WARNING SHOULDER
22,500 FT SWITCH STATIC PORTS EXISTING PILOT STALL
F.S. WARNING 22,500 FT SWITCH
160.77
FR 5
REFERENCE DESTINATIONS
PITOT
PILOT—S1
COPILOT—S2 STATIC
COPILOT—S1
PILOT PILOT STBY COPILOT COPILOT COPILOT
PILOT—S2 STATIC AIRSPEED VERTICAL ALTIMETER AIRSPEED AM-250 VERTICAL
INDICATOR SPEED IND INDICATOR ALTIMETER SPEED IND
SHOULDER STATIC
16-31
16 AVIONICS
16 AVIONICS
16-32
DRAINS
4 PLACES
NOSE
LOWER SKIN
NEW AZ-252
MACH SWITCH
L ROSEMONT
P/S PROBE R ROSEMONT
P/S PROBE
ISOLATION
VALVES (REF) ISOLATION
VALVES (REF)
F.S.
160.77
FR 5
REFERENCE DESTINATIONS
PITOT
PILOT—S1
COPILOT—S2 STATIC
COPILOT—S1
PILOT—S2 STATIC
16 AVIONICS
Static Port/Source Switch Air Data Computer
On FC 530 aircraft, including earlier FC 200 The West Star RVSM installation chose to use
aircraft that have been modif ied with the Honeywell equipment. The Honeywell AZ-
Rosemount pitot static probe system, a static 252 advanced air data computer (ADC) system
port/source switch is installed (Figure 16-28). consists of a RVSM capable advanced digital
This switch is installed either during produc- air data computer with analog outputs for both
tion or is installed by STCs: ST 00321WI or ST the FC 200 and FC 530 (Figure 16-29).
00321WI-D-FC 200 autopilot retrof it with
Rosemount pitot-static probes. The function
of this switch does not change with the West Star
installation.
Refer to Tables 16-3 and 16-4 for a partial list See Figure 16-30 for the West Star Avionics
of cockpit indications should the ADC fail. Block Diagram.
The AZ-252 air data computer requires 115
VAC electrical power and it is supplied from the
left AC bus.
Table 16-3. WEST STAR ADC FAILURE INDICATIONS CHART FOR FC 200 AIRCRAFT
ADC FAILURE
**OPTIONAL EQUIPMENT WHICH MAY OR MAY NOT BE INSTALLED, SEE THE AIRCRAFT EQUIPMENT LIST
16 AVIONICS
Table 16-4. WEST STAR ADC FAILURE INDICATIONS CHART FOR FC 530 AIRCRAFT
ADC FAILURE
SELECT ATC 2
ATC TRANSPONDER LOSS OF ALTITUDE REPORTING OR
SELECT ENCODE ALT-XFER
**OPTIONAL EQUIPMENT WHICH MAY OR MAY NOT BE INSTALLED, SEE THE AIRCRAFT EQUIPMENT LIST
PS
BA-250 AL-800 AM-250
BAROMETRIC ALTITUDE BAROMETRIC
PT ATC #2
INDICATOR ALERTER INDICATOR
PS IDC VSI*
ATC #1 ALTITUDE
ALERT HORN
MACH TRIM
LANDING GEAR WARNING
OTHER EQUIPMENT
Figure 16-30. West Star Learjet 35/36 RVSM Avionics Block Diagram
Pilot Altimeter—BA-250
Barometric Altimeter
The BA-250 barometric altimeter, installed
at the pilot position, incorporates an ana-
log/LCD digital display of baro-cor rected
pressure altitude, baro-correction displays,
and an amber altitude alert light. It is both
English and metric capable (Figure 16-31).
16 AVIONICS
Copilot Altimeter—AM-250 AL-800 Altitude Alerter
Barometric Altimeter The AL-800 altitude alerter system provides
The AM-250 barometric altimeter, installed in both visual and aural signals for altitude aware-
the copilot position, is a fully RVSM capable ness (Figure 16-33). The desired altitude is
altimeter with an integrated air data computer selected by slewing the displayed altitude to
(Figure 16-32). It is a self-contained unit and t h e d e s i r e d va l u e . D u r i n g f l i g h t , w h e n
is not connected to the AZ-252 air data com- approaching the preselected altitude, at 1,000
puter. It incorporates an analog/LCD display of ft prior to reaching that altitude, the amber al-
baro-corrected pressure altitude, baro-corrected titude alert light in each altimeter is illuminated
displays, and an amber altitude alert light. and an aural alert is sounded. The altitude alert
light remains illuminated until the aircraft is
within 200 ft of the selected altitude where it
extinguishes.
16 AVIONICS
Altitude Position and Airspeed source correction curves incorporated into the
Correction Charts display, so the pilot and copilot altimeters have
negligible errors in cruise flight.
The new Rosemount pitot static probe instal-
lation changes the static source position error The standby altimeter is connected to the shoul-
for the basic aircraft. New charts are included der ports and has a static source error. When
the the AFM Supplement, Document Number using the standby altimeter, the static source cor-
30A04002, and have been developed from flight rection factor must be applied to obtain the
test calibrations. The chart numbering system proper indication. When an airspeed static
in the supplement matches the basic aircraft source valve, which is located under the in-
AFM to the maximum extent possible. strument panel, is selected to ALTERNATE, it
applies shoulder port static pressure to the ap-
The new charts include aircraft weights up to plicable airspeed indicator. Airspeed indicator
19,600 lb to accommodate the increased gross and Mach position correction chart values must
weights that may be applicable to some Learjet be applied. These correction charts are located
35/35A and 36/36A aircraft altered by Avcon in the AFM Supplement. A cross-reference
Division gross weight increase modifications. between Figures in the AFM Supplement and the
Learjet AFMs (AFM-019—Model 35/36) and
The pilot and copilot altimeters are electrical, AFM-102—Model 35A/36A with FC200
with the pilot BA-250 altitude display being Autopilot) is presented in the AFM Supplement.
driven by the AZ-252 air data computer and the In some cases, charts in the West Star Sup -
copilot having an AM-250 barometric altime- plement are new and did not exist in the Learjet
ter. The AZ-252 air data computer and the AFM.
copilot AM-250 barometric altimeter have static
16 AVIONICS
QUESTIONS
NAVIGATION SYSTEM FC 530 Autopilot Aircraft
FC 200 Autopilot Aircraft 1b. The static ports for flight instrument
operation are located:
1a. The static ports for flight instrument op- A. In the unpressurized nose section
eration are located: B. In the pitot-static heads
A. In the unpressurized nose section C. Flush mounted on the left and right
B. On the top and bottom of the pitot- sides of the nose section
static heads D. On both sides of the aft fuselage
C. Flush mounted on the left and right
sides of the fuselage nose section 2b. The pilot controls the static pressure
D. On both sides of the aft fuselage source for the pilot flight instrument op-
eration:
2a. The pilot controls the static pressure A. Electrically with the STATIC PORT
source for the pilot flight instrument switch
operation: B. Mechanically with the STATIC PORT
A. Electrically with the STATIC PORT switch
switch C. Electrically with the ALTERNATE
B. Mechanically with the STATIC PORT STATIC SOURCE switch
switch D. Mechanically with the ALTERNATE
C. Electrically with the ALTERNATE STATIC SOURCE switch
STATIC SOURCE switch
D. Mechanically with the ALTERNATE 3b. The air data unit receives pitot informa-
STATIC SOURCE valve lever tion from:
A. The left pitot head
3a. The air data sensor receives pitot infor- B. The right pitot head
mation from:
C. Both pitot-static heads
A. The left pitot head D. The right pitot-static head
B. The right pitot head
C. Both pitot-static heads 4b. The air data unit receives static infor-
D. The right pitot-static head mation from:
A. The shoulder static air ports
4a. The air data sensor receives static infor- B. The pressurization module static air
mation from: port
A. The shoulder static air ports C. The right pitot-static head
B. The pressurization module static air D. Both pitot-static heads with static
port source switch in BOTH
C. The right pitot-static head
D. Both pitot-static heads
CHAPTER 17
MISCELLANEOUS SYSTEMS
CONTENTS
Page
17 MISCELLANEOUS
INTRODUCTION................................................................................................................. 17-1
SYSTEMS
GENERAL ............................................................................................................................ 17-1
OXYGEN SYSTEM ............................................................................................................. 17-2
Oxygen Cylinder ........................................................................................................... 17-3
Overboard Discharge Indicator...................................................................................... 17-3
Crew Distribution System ............................................................................................. 17-4
Passenger Distribution System ...................................................................................... 17-6
DRAG CHUTE ..................................................................................................................... 17-8
General .......................................................................................................................... 17-8
Operation ....................................................................................................................... 17-9
SQUAT SWITCH SYSTEM ................................................................................................. 17-9
General .......................................................................................................................... 17-9
Squat Switches............................................................................................................... 17-9
Squat Switch Relay Box.............................................................................................. 17-10
QUESTIONS ...................................................................................................................... 17-11
ILLUSTRATIONS
Figure Title Page
17-1 Oxygen System ...................................................................................................... 17-2
17-2 Oxygen Cylinder and Overboard Discharge Indicator .......................................... 17-3
17-3 OXYGEN PRESSURE Gage ................................................................................ 17-4
17 MISCELLANEOUS
17-4 Crew Oxygen Mask ............................................................................................... 17-4
SYSTEMS
17-5 OXY-MIC Panel (Typical)...................................................................................... 17-5
17-6 Passenger Distribution System .............................................................................. 17-6
17-7 Passenger Mask...................................................................................................... 17-7
17-8 Drag Chute Components Location ........................................................................ 17-8
CHAPTER 17
MISCELLANEOUS SYSTEMS
17 MISCELLANEOUS
SYSTEMS
INTRODUCTION
Miscellaneous systems covered in this section include the oxygen system, the drag
chute, and the squat switch system. The aircraft uses high-pressure oxygen stored in a
cylinder located in either the right nose section or the dorsal f in. Optional long-range
oxygen installations are available. The drag chute is offered as optional equipment. The
squat switch system provides the airborne and ground signals that activate or deactivate
certain systems during takeoff and landing.
OXYGEN
CYLINDER
17 MISCELLANEOUS
SYSTEMS
FILLER DISCHARGE
VALVE INDICATOR
155
30 195
0 200
PSI X 10
PILOT
MASK
TO COPILOT
MASK
LEGEND
PASS OXY
SUPPLY PRESSURE
VALVE
REGULATED PRESSURE
QUICK
DISCONNECT
DOOR
LATCH
MASK
LANYARD PIN
ANEROID SWITCH
(14,000 FT)
MASK VALVE/FLOW REGULATOR
17 MISCELLANEOUS
ders is available; location of the cylinders
varies.
OVERBOARD DISCHARGE
SYSTEMS
Each oxygen cylinder has a storage capacity INDICATOR
of 38 cu ft at 1,800 psi. The shutoff valve and
pressure regulator assembly is attached to the The overboard discharge indicator (green blowout
storage cylinder and provides for pressure disc) (Figure 17-2) provides the pilot with a
regulation, pressure indication, and servic- visual indication that there has not been an over-
ing. Oxygen pressure for the passenger and pressure condition in the oxygen storage cylin-
crew distribution system is regulated at 60–80 der. The disc blows out if the cylinder pressure
psi. The cylinder, along with its shutoff valve reaches 2,700–3,000 psi, releasing all oxygen
and regulator assembly, can be reached through pressure. System pressure should normally be be-
an access door. Under normal conditions, this tween 1,550 and 1,850 psi. The green blowout
valve should always be left in the on (open) po- disc is located on the right side of the dorsal f in
or the lower right side of the nose section.
OXYGEN PRESSURE Gage The crew masks (Figure 17-4) are stowed on
the pilot and copilot sidewalls. The mask oxy-
The OXYGEN PRESSURE gage (Figure 17- gen lines are connected to quick-disconnect re-
3) provides a direct reading of oxygen cylin- ceptacles located on the cockpit sidewalls.
der pressure, which is necessary to ensure that Optional oxygen-flow detectors may be in-
an adequate supply of oxygen is aboard. The stalled in the mask oxygen lines.
gage is marked as follows:
• Yellow arc................................0–300 psi NOTE
Headsets, eyeglasses, or hats worn by
17 MISCELLANEOUS
* LATE MODELS
**EARLY MODELS
* **
Fo u r d i f f e r e n t o x y g e n m a s k / r e g u l a t o r
conf igurations are available on the 35/36
model aircraft.
17 MISCELLANEOUS
deliver 100% oxygen at any time. With on the mask pressure regulator. With
EMERGENCY selected (at any altitude) EMERGENCY selected, the mask will
SYSTEMS
and the 100% lever depressed, the regu- deliver 100% oxygen and maintain a
lator delivers 100% oxygen and maintains positive pressure in the mask cup at all
a slight positive pressure for respiratory times for respiratory protection from
protection from smoke and fumes. smoke and fumes.
• The Puritan-Bennett pressure demand Each mask assembly includes a microphone
mask/regulator incorporates a three-po- and has an electrical cord that is plugged into
sition selector knob labeled NORM, 100%, the OXY-MIC jack on the respective OXY-MIC
and EMER. With NORM selected, the reg- panel (Figure 17-5) on each side panel. To op-
ulator delivers diluted oxygen on demand, erate the mask microphone, the OXY-MIC
up to 33,000 ft cabin altitude. Above switch must be in ON and the microphone
33,000 ft, the regulator automatically de- keyed, using the microphone switch on the
livers 100% oxygen. At 39,000 ft, it outboard horn of the control wheel. Com mun -
provides positive-pressure breathing. To ication between crewmembers can be ac -
obtain 100% oxygen at any time, 100% complished by using the INPH function of the
must be selected on the pressure regula- audio control panel and increasing the MAS-
tor control. With EMER selected, the reg- TER VOL level.
u l a t o r d e l ive r s 1 0 0 % ox y g e n a n d
maintains a slight positive pressure in the
mask cup at all times for respiratory pro-
tection from smoke and fumes.
FROM
17 MISCELLANEOUS
CREW
OXYGEN
SYSTEMS
SYSTEM
DUAL-MASK
STORAGE
COMPARTMENT
OXYGEN
TRANSFER
TUBE
SINGLE-MASK STORAGE
COMPARTMENT
LEGEND
REGULATED PRESSURE
TO
OTHER
PASSENGER
MASK
COMPARTMENTS
Oxygen supply to the passenger system is con- In the event of aircraft electrical failure, au-
trolled with three valves. Two valves are man- tomatic deployment of the passenger masks is
ually operated with control knobs on the pilot not possible. The oxygen solenoid valve re-
sidewall, and the third is solenoid-operated by quires DC power through the OXY VAL cir-
an aneroid switch. The manually controlled cuit breaker on the left essential bus for
PASS OXY valve is normally in the NORM automatic mask deployment.
(open) position, which allows oxygen up and
to the manually controlled PASS MASK valve With the PASS OXY valve in the NORM (open)
and to the aneroid-controlled solenoid valve. position, rotating the PASS MASK valve from
17 MISCELLANEOUS
Oxygen can be admitted to the passenger dis- AUTO to MAN admits oxygen into the pas-
tribution system through either of these pas- senger distribution system and causes the pas-
SYSTEMS
senger mask valves, both of which are normally senger oxygen masks to drop. This position
closed. can be used to deploy the passenger masks at
any altitude, but will not cause the cabin over-
With the PASS OXY valve in the OFF (closed) head lights to illuminate.
position, oxygen will not be available to the
passenger distribution system in any event. The passenger oxygen masks (Figure 17-7)
This position may be used only when no pas- are stowed in compartments in the convenience
sengers are being carried. panels above the passenger seats. The com-
partments may contain as many as three masks,
With the PASS OXY valve in the NORM (open) depending on the aircraft seating configuration.
position, oxygen will be automatically ad- There will be at least one spare mask.
mitted to the passenger distribution system
through the aneroid-controlled solenoid valve The passenger mask storage compartment
if the cabin reaches 14,000 ±750 ft. The doors are held closed by latches. When oxy-
aneroid switch opens the solenoid valve and gen is admitted into the passenger distribution
deploys the passenger masks. It also illumi- system, the oxygen pressure causes the door
nates the cabin overhead lights. latches (plungers) to open each compartment
door. When the doors open, the passenger
Should the doors be inadvertently opened from door. The canister lid is released from the can-
the cockpit, oxygen pressure must be bled ister when the drag chute handle is pulled, al-
from the passenger distribution system before lowing the pilot chute to deploy. The pilot
the masks can be restowed. This is accom- chute then pulls the main chute canopy out of
plished by pulling one of the passenger mask the canister.
lanyards after ensuring that the PASS MASK
valve is closed (AUTO). If the doors open due The main chute riser attaches to the aircraft at
to malfunction of the solenoid-operated valve, the chute control mechanism just forward of
the PASS OXY valve must be turned off to the canister (Figure 17-8). The loop at the end
permit stowage of the passenger masks. of the main riser slips over a recessed metal
pin that is held in position by spring pressure
The compar tment doors can be opened when the drag chute handle is stowed. There -
manually for mask cleaning and servicing. fore, if the chute should inadvertently deploy
(handle in stowed position), the main chute
riser will slip free of the pin and separate from
the aircraft.
DRAG CHUTE
CANISTER-LID
ASSEMBLY
DRAG CHUTE
CONTROL CABLE
17 MISCELLANEOUS
• During any landing emergency involving
the necessary ground or airborne signals to
no-flap hydraulic or brake failure, or loss
SYSTEMS
of directional control these systems. The squat switch system con-
sists of two squat switches—one on each main
• During takeoff if the decision is made to landing gear strut scissors—and a relay box lo-
abort cated under the cabin floor. When the aircraft
Do not deploy the drag chute under the fol- is on the ground, and the main landing gear
lowing conditions: struts are compressed, the squat switches close
to provide a ground mode signal. When the air-
• In flight craft lifts off the ground and the main landing
• If the nose gear is not on the ground gear struts extend, the squat switches open,
which interrupts the ground mode signals,
• When the indicated airspeed is above thereby shifting to air mode.
150 kt
• With thrust reversers deployed SQUAT SWITCHES
Each squat switch provides ground or air sig-
OPERATION nals to the following components:
As the nosewheel touches down, the copilot, • Stall warning system
on the pilot’s command, deploys the drag chute ° The switches disable the stall warning
by squeezing the drag chute control handle test feature in the air.
(Figure 17-8) and pulling it up to its full ex-
tension; a pull force of approximately 50 ° The switches disable the stall warning
pounds will be required. With the chute de- rate sensor on the ground. The rate
ployed, the pilot should keep the aircraft well sensor remains disabled for approxi-
clear of the runway and taxiway lights, mark- mately f ive seconds after lift-off.
ers, and obstructions on the upwind side. Taxi -
ing downwind should always be avoided. ° The left squat switch controls the left
stall warning system while the right
The drag chute can be jettisoned after squat switch controls the right stall
deployment at anytime. Normally, the pilot heads warning system.
the aircraft into the wind as much as possible to • Antiskid system
jettison the chute after the aircraft clears the
runway. The copilot jettisons the drag chute by ° The switches disable the wheel brakes
squeezing the control handle grip safeties and in the air with the antiskid system on.
pushing the handle down to the stowed position The wheel brakes remain inoperative
to release the chute. If the chute has collapsed until wheel spinup requirements have
prior to jettisoning, the chute riser must be pulled been met on landing.
free after stowing the handle. Because the
possibility always exists that jettisoning the chute ° The left squat switch controls the out-
board wheel brakes while the right
might be required during the landing roll, squat switch controls the inboard
any planned deployment should be coordinated wheel brakes.
with the control tower.
QUESTIONS
1. During preflight, the pilot can determine 4. The OXY PRESS gage reads:
if the oxygen bottle is turned on by: A. Direct pressure of the cylinder
A. Reading the pressure indicated on the B. Electrically derived system high pres-
oxygen pressure gage in the cockpit sure
B. Selecting 100% on the mask regula- C. Direct pressure of the pilot supply
tor and taking several deep breaths
17 MISCELLANEOUS
line
through the mask D. Electrically derived system low pres-
SYSTEMS
C. Placing the OXY-MIC switch to the sure
OXY position
D. Visually checking for the green flow 5. The maximum demonstrated crosswind
indicator on the mask supply hose component for drag chute deployment is:
A. 10 kt
2. With the PASS OXY valve in the NORM
B. 15 kt
position, selecting MAN on the PASS
MASK valve: C. 20 kt
D. 25 kt
A. Causes passenger masks to drop and
turns on the cabin overhead lights
6. The drag chute is deployed by:
B. Prevents oxygen from entering the
passenger oxygen distribution lines A. Squeezing the control handle
C. Disarms the 14,000 ft cabin aneroid B. Rotating the control handle fully
D. A d m i t s ox y g e n t o t h e p a s s e n g e r clockwise and pulling it up to its full
distrib ution lines and causes the extension
passenger oxygen masks to drop C. Squeezing the control handle and
pulling it up to its full extension
3. With the PASS OXY valve in the NORM D. Squeezing the control handle and
position and the PASS MASK valve in pushing it completely forward
the AUTO position:
A. Oxygen is supplied to the passenger 7. The maximum indicated airspeed for drag
masks if the cabin altitude reaches chute deployment is:
10,000 ft A. 120 kt
B. Passenger masks will automatically B. 130 kt
deploy in the event of electrical failure C. 140 kt
C. Passenger masks will automatically D. 150 kt
deploy and the cabin overhead lights
will illuminate if cabin altitude 8. If either main landing gear squat switch
reaches 14,000 ft remains in ground mode after takeoff:
D. The aneroid-controlled passenger
A. The landing gear will not retract
mask drop valve is disabled
B. The aircraft will not pressurize
C. T h e a m b e r TO T R I M l i g h t m ay
illuminate
D. All of the above
CHAPTER 18
MANEUVERS AND PROCEDURES
CONTENTS
Page
INTRODUCTION................................................................................................................. 18-1
GENERAL ............................................................................................................................ 18-1
ABBREVIATIONS ............................................................................................................... 18-1
STANDARD OPERATING PROCEDURES........................................................................ 18-2
General .......................................................................................................................... 18-2
Responsibilities.............................................................................................................. 18-2
AND PROCEDURES
18 MANEUVERS
Checklist Procedures ..................................................................................................... 18-2
Briefing Guides ............................................................................................................. 18-2
Takeoff Procedures........................................................................................................ 18-3
Climb and Cruise Procedures ........................................................................................ 18-4
Approach Planning ........................................................................................................ 18-4
Descent Procedures ....................................................................................................... 18-5
Approach Procedures..................................................................................................... 18-5
Go-Around/Balked Landing .......................................................................................... 18-6
MANEUVERS ...................................................................................................................... 18-6
General .......................................................................................................................... 18-6
Performance Standards.................................................................................................. 18-6
Minimum Maneuvering Speeds..................................................................................... 18-6
Power Settings ............................................................................................................... 18-8
Takeoff........................................................................................................................... 18-8
Engine Failure Below V1 Speed.................................................................................. 18-10
ILLUSTRATIONS
Figure Title Page
18-1 Normal Takeoff ...................................................................................................... 18-9
18-2 Rejected Takeoff .................................................................................................. 18-10
18-3 Engine Failure at or above V1 Speed................................................................... 18-11
18-4 Steep Turns .......................................................................................................... 18-13
18-5 Unusual Attitude Recovery—Nose High, Low Speed ........................................ 18-14
18-6 Unusual Attitude Recovery—Nose Low, High Speed......................................... 18-15
18-7 Slow Flight........................................................................................................... 18-16
18-8 Slow Flight—Takeoff Configuration................................................................... 18-17
18-9 Slow Flight—Landing Configuration.................................................................. 18-17
AND PROCEDURES
18 MANEUVERS
18-10 Approach to Stall—Clean Configuration ............................................................ 18-18
18-11 Approach to Stall—Takeoff Configuration ......................................................... 18-19
18-12 Approach to Stall—Landing Configuration ........................................................ 18-19
18-13 Emergency Descent ............................................................................................. 18-20
18-14 Visual Traffic Pattern .......................................................................................... 18-21
18-15 Flaps Up Landing ................................................................................................ 18-22
18-16 Precision Instrument Approach ........................................................................... 18-23
18-17 Nonprecision Instrument Approach .................................................................... 18-25
18-18 Circling Instrument Approach ............................................................................. 18-27
18-19 Go-Around/Balked Landing ................................................................................ 18-28
18-20 Single-Engine Drift Down ................................................................................... 18-29
TABLE
Table Title Page
18-1 Performance Standards .......................................................................................... 18-7
CHAPTER 18
MANEUVERS AND PROCEDURES
INTRODUCTION
The general pilot information in this chapter is intended to supplement and expand upon
information in other sources. It is not intended to supersede any off icial publication. If
there is any conflict between the information in this chapter and that in any off icial pub-
lication, the information in the off icial publication takes precedence.
GENERAL
General pilot information includes Standard Operating Procedures and the maneuvers normally
encountered during Learjet training and operations. The following abbreviations are used in this
chapter.
ABBREVIATIONS
AND PROCEDURES
18 MANEUVERS
AFM Airplane Flight Manual M MO Mach, Maximum Operational
AGL Above Ground Level MSL Mean Seal Level
ATA Airport Traffic Area N1 Fan Speed
(Class D Airspace effective
9/16/93) PF Pilot Flying
ATC Air Traffic Control PIC Pilot in Command
CDI Course Deviation Indicator PM Pilot Monitoring
COM/ SOP Standard Operating
NAV Communication/Navigation Procedures
DH Decision Height VDP Visual Descent Point
FAF Final Approach Fix V FE Velocity Flaps Extended
FL Flight Level V LE Velocity Gear Extended
HAA Height Above Airport V LO Velocity Gear Operation
HAT Height Above Touchdown V MO Velocity Maximum
Operational
IAF Initial Approach Fix
V1 Critical Engine Failure Speed
KIAS Knots, Indicated Airspeed
VR Rotational Speed
MAP Missed Approach Point
V REF Reference Speed
MDA Minimum Descent Altitude
V2 Takeoff Safety Speed
MEA Minimum Enroute Altitude
below should be used when flying with unfa- • Special procedures to be used during
miliar crewmembers or any other time the the approach (i.e., circling approach
PIC believes they are necessary. procedures, interception of a radial from
an arc, VDP)
It should be noted that many of these items can,
and should, be briefed well before engine start. • Altitudes of IAF, FAF, stepdowns, sec-
Many of them can be discussed before arriv- tor and obstacles
ing at the aircraft. • Minimums (DH, MDA), HAT, HAA,
radio altimeter setting
Pretakeoff Briefing • Missed approach point and procedures,
timing to MAP/VDP
The pretakeoff brief ing should address the
following items: • Radio (COM/NAV) setup desired
• Type of takeoff; rolling or standing, flap • Anti-icing requirements
setting, etc. • Specif ic PM duties and callouts (see
• Review takeoff data to include power Approach Procedures, this chapter)
setting and speeds • The procedure for transitioning to visual
• Procedures to be used in the event of an flight
emergency before or after V 1 speed • A request for “Any questions?” directed
including emergency return procedures
AND PROCEDURES
to all cockpit crewmembers
18 MANEUVERS
• Headings and altitudes to be flown dur-
ing the departure including restrictions, At the completion of the Approach brief ing,
if any the PF announces “Approach brief ing com-
• Radio, navigational systems and flight plete,” and reassumes control of the aircraft if
director settings control has been transferred to the PM.
• Anti-icing requirements, if applicable
TAKEOFF PROCEDURES
• Specif ic PM duties and callouts (see
Takeoff Procedures, this chapter) When cleared for takeoff, the PM reports
“Before Takeoff checklist complete, cleared
• A request for “Any questions?” directed for takeoff.” The PF advances power toward
to all cockpit crewmembers the takeoff power setting, the PM taps PF’s
hand and makes the f inal power setting.
Approach Briefing
At initial airspeed indication, the PM cross-
The approach briefing should be completed be- checks airspeed indicators and reports
fore starting descent and address the follow- “Airspeed alive.” PF releases nosewheel
ing items. The PF normally transfers aircraft steering.
control to the PM during the brief ing.
• Approach to be used and backup ap- At V 1 speed, the PM calls “Vee One.” The PF
proach, if available releases the thrust levers and puts both hands
on the control column.
With positive rate of climb, the PF calls by the pilot assuming control. Specif ic target
“Positive rate, gear up, yaw damper on.” The values are provided to the pilot assuming con-
PM positions the gear handle to up and calls trol. For example, the PF announces, “Take the
“Gear selected up, yaw damper engaged.” The aircraft for a minute. We’re climbing at 250
PM monitors the gear while it is retracting knots to 7,000 on a vector to the 045 radial.”
and reports “Gear up,” when retraction is PM acknowledges, “I’ve got the aircraft,
complete. climbing at 250 to 7,000 on this heading until
intercepting the 045 radial.”
Before V FE (V 2 + 30 kt, minimum), the PF
calls, “Flaps up, After Takeoff checklist.” The
PM positions the flap handle to up and calls
APPROACH PLANNING
“Flaps selected up.” The PM monitors the Approach planning and brief ing should be ac-
flaps while they are retracting and reports complished during cruise. Review hazardous
“Flaps up,” when retraction is complete. PM terrain, MEAs, and minimum sector altitudes.
accomplishes the After Takeoff checklist. Complete and review performance data to in-
clude V REF speed, landing distance, approach
CLIMB AND CRUISE climb speed, and power setting.
PROCEDURES The PF directs the PM to obtain destination
The PM announces all assigned altitudes and weather or obtains it himself. If the PM ob-
sets them in the altitude alerter. The PM also tains the weather, the PF normally assumes
AND PROCEDURES
The Descent checklist should be started be- if an altitude change is required. For example,
fore, or early in, the descent to permit proper “Time’s up, right turn now to 225° and cleared
windshield heat and pressurization system down to 3,000.”
operation.
Approaching the final approach course, the PM
Descent below FL 180 will not be started before monitors the CDI or bearing pointer and re-
obtaining a local area altimeter setting. ports “CDI alive,” or “Within 5° of the inbound
course.”
DESCENT PROCEDURES Established on f inal approach, the PF calls
The same procedures used during climb and for flaps 20°, slows the aircraft to V REF + 20
cruise are used during descent. The PM ac- kt (minimum), and begins a descent, if nec-
complishes the Descent checklist, as directed essary. Prior to the FAF, the PF calls “Gear
by the PF, and makes altitude callouts to in- down, Before Landing checklist.” The PM ex-
clude the transition level and 10,000 ft. tends the landing gear, completes the Before
Landing checklist up to flaps down and reports,
“Before Landing checklist complete to full
APPROACH PROCEDURES flaps.”
The PF initiates the Approach checklist when
Over the FAF, on a two-engine, straight-in
descending out of 18,000 ft or when within 50
approach, the PF calls for flaps 40°, slows the
miles of the destination airport. The checklist
AND PROCEDURES
aircraft to V REF (minimum), and begins a de-
18 MANEUVERS
is accomplished so as to not interfere with the
scent. (For a single-engine, or circling ap-
visual lookout for other traff ic.
proach, the flaps remain at 20°.) The PM
begins timing, if necessary, extends the flaps
Conf iguration changes during the approach
and completes the Before Landing checklist.
are accomplished using the same crew coor-
The PM also conf irms that the COM/NAV ra-
dination techniques used after takeoff. The PF
dios are set properly, checks the flight in-
calls for a conf iguration change. The PM ac-
struments, airspeed bugs, altitude alerter, radio
knowledges, selects the switch position, mon-
altimeter setting and MDA or DH. The PM then
itors and reports when gear and flaps are in
reports, “Before Landing checklist complete,
the selected positions.
no flags, cleared to descend to feet.”
The Approach checklist is completed and the
After passing the FAF, the PM begins looking
aircraft slowed to V REF + 40 kt (minimum)
for visual references outside the aircraft.
before reaching the IAF.
However, he/she also monitors the instruments
and calls out signif icant deviations such as
Over the IAF, for other than a straight-in ap-
one dot—or more—deflection on the CDI or
proach, the PF turns outbound, calls for flaps
glide slope and airspeed variations greater
8°, slows the aircraft to V REF + 30 kt (mini-
than -0 to +10 kt from V REF . If the PF does not
mum), and begins a descent, if necessary. The
respond to the callout, the PM repeats it. If the
PM starts timing, announces the time to be
PF does not respond to the second callout, the
flown and the outbound course, or heading, and
PM assumes the PF has been incapacitated
altitude, if an altitude change is required.
and announces that he/she (the PM) is taking
control of the aircraft.
If a procedure turn is to be made, any accepted
procedure turn maneuver may be used. At the
The PM calls out the time to the VDP/MAP and
expiration of the procedure turn outbound
1,000, 500, and 100 ft above MDA or DH and
time, the PM announces the time is up, the di-
w h e n r e a c h i n g M DA o r D H c a l l s o u t
rection of turn, the next heading and altitude,
Steep Turns
Approach to Stall
Holding
Altitude: ±100 ft
Airspeed: ±10 kt
Instrument Approaches
AND PROCEDURES
18 MANEUVERS
Airspeed: ±10 kt
Circling Approaches
Missed Approach
MDA: Altitude: -0, unless runway environment had been in sight before the missed approach.
Landings
Spoilers deployed ....................V REF + 40 KT specif ied in the AFM. If the runway available
is at least 10% longer than the planned take-
Flaps up ......................................V REF + 30 KT off distance, a rolling takeoff may be used. The
procedures are the same except for a standing
Flaps 8° ......................................V REF + 20 KT
takeoff, power is set before brake release. For
Flaps 20° ....................................V REF + 10 KT a rolling takeoff, the brakes are released be-
fore the power is set. During a rolling takeoff,
Flaps 40° ..................................................V REF takeoff power must be set before the runway
remaining equals the takeoff distance.
POWER SETTINGS
Normally, before V FE (V 2 + 30 kt minimum),
Actual power settings vary depending upon the the flaps are retracted and the After Takeoff
temperature, pressure altitude, and aircraft checklist is accomplished. However, if traff ic
gross weight. The following target settings conditions warrant, the After Takeoff check-
are approximate, but may be used to provide list may be delayed until the aircraft is clear
a starting point to determine the actual power of local traff ic.
setting:
Approaching 200 kt, the PF should adjust
• Below 10,000 MSL—60% N 1 to main- power and pitch attitude if necessary, to main-
tain 200 KIAS, 70 to 75% N 1 to main- tain 200 kt or less within the ATA (Class D
tain 250 KIAS Airspace). For passenger comfort and ease of
AND PROCEDURES
• Between 10,000 MSL and FL 250—75 pitch attitude not exceed 20° noseup.
to 80% N 1 to maintain 250 KIAS
The maximum continuous climb power setting
TAKEOFF is a variable depending on temperature and
pressure altitude. The Maximum Continuous
Either 8° or 20° of flaps may be used for take- Thrust (N 1 ) chart in the Performance Data
off. The normal, standing takeoff (Figure 18-1) section of the checklist, and AFM thrust set-
must be used to achieve the perfor mance ting procedures should be used.
AND PROCEDURES
18 MANEUVERS
BEFORE VFE
80 KIAS (V2 + 30 KT MIN)
1. PM MONITORS AND ADJUSTS 1. PF CALLS "FLAPS UP, AFTER
TAKEOFF POWER TAKEOFF CHECKLIST"
2. PM ACCOMPLISHES AFTER
TAKEOFF CHECKLIST
VR
1. PM CALLS "ROTATE"
2. PF ROTATES AIRPLANE TO 9˚
NOSE UP PITCH ATTITUDE
V1
1. PM CALLS "VEE ONE"
2. PF RELEASES THRUST
LEVERS
ENGINE FAILURE BELOW V1 The drag chute or thrust reversers (if installed)
SPEED are deployed if necessary.
If an engine fails below V 1 speed (Figure Takeoffs may be aborted for malfunctions
18-2), the takeoff must be aborted. The PF other than engine failure; however, the same
simultaneously reduces power to idle, applies procedures should normally be used.
maximum braking and deploys the spoilers.
ABORT TAKEOFF
INITIAL TAKEOFF ROLL
1. POWER—IDLE
1. STANDING OR ROLLING 2. WHEEL BRAKES—APPLIED
TAKEOFF PROCEDURES 3. SPOILERS—DEPLOYED
4. DRAG CHUTE/THRUST REVERSERS (IF
INSTALLED)—DEPLOY IF NECESSARY
INITIAL AIRSPEED INDICATION
1. PM CALLS "AIRSPEED"
2. PF DISENGAGES NOSEWHEEL
STEERING
TO 80 KIAS
AND PROCEDURES
TAKEOFF POWER
ENGINE FAILURE
If an engine fails above V 1 speed (Figure At a safe altitude above the ground (normally,
18-3), the takeoff is normally continued. The no lower than 400 ft), the memory items for
PF maintains directional control with ailerons the Engine Failure/Fire Shutdown in Flight
and rudder and keeps the nosewheel on the run- checklists are completed. The rest of the
way until reaching rotate speed. After liftoff, Engine Failure During Takeoff checklist along
the initial climb is made at V 2 speed with take- with the Engine Failure/Fire Shutdown in
off flaps until the aircraft is clear of obstacles Flight checklists (as appropriate), and the
or, if there are no obstacles, to 1,500 ft AGL. After Takeoff checklist are normally com-
The PF then accelerates the aircraft to V 2 + 30 pleted at, or above, 1,500 ft AGL. The crew
kt (minimum) and directs the PM to retract the then elects to obtain clearance to return to the
flaps. The PF then accelerates the aircraft to departure airport for landing or proceeds to an
alternate airport.
AT SAFE ALTITUDE
1. ENGINE FAILURE DURING
TAKEOFF CHECKLIST
AND PROCEDURES
18 MANEUVERS
INITIAL CLIMB
INITIAL TAKEOFF ROLL
1. V2 SPEED
1. STANDING OR ROLLING 2. TAKEOFF FLAPS
TAKEOFF PROCEDURES
POSITIVE RATE OF CLIMB
INITIAL AIRSPEED INDICATION
1. PF CALLS "GEAR UP"
1. PM CALLS "AIRSPEED" 2. PM RETRACTS LANDING GEAR
2. PF DISENGAGES NOSEWHEEL
STEERING
TO 80 KIAS
1. PM MONITORS AND
ADJUSTS TAKEOFF POWER CLEAR OF OBSTACLES
1. PF ACCELERATES AIRPLANE
V1
TO V2 + 30 KT (MIN) AND
1. PM CALLS "VEE ONE" CALLS "FLAPS UP AFTER
2. PF RELEASES THRUST TAKEOFF CHECKLIST"
LEVERS 2. PM RETRACTS FLAPS
VR
1. PM CALLS "ROTATE"
2. PF ROTATES AIRPLANE TO
9˚ NOSE-UP PITCH ATTITUDE
ENGINE FAILURE
ENTRY
1. ROLL INTO 45˚ OF BANK
AND PROCEDURES
2. INCREASE POWER TO MAINTAIN AIRSPEED
18 MANEUVERS
3. TRIM — AS REQUIRED
EXIT
1. LEAD ROLL-OUT HEADING BY 10˚
2. REDUCE POWER TO MAINTAIN AIRSPEED
3. TRIM — AS REQUIRED
BEFORE ENTRY
1. GEAR AND FLAPS — UP
2. AIRSPEED — 250 KIAS
UNUSUAL ATTITUDE (if required) are used to raise the nose to the
RECOVERY—NOSE LOW, HIGH horizon. Spoilers should not be used during re-
covery from a nose low unusual attitude.
SPEED
Recovery from a nose-low, high-speed un- During training, nose-low, high-speed unusual
usual attitude (Figure 18-6) should be made attitudes are always presented so the aircraft
with minimum loss of altitude while keeping can be recovered without exceeding any lim-
the airspeed below V MO or M MO . It is ac- itations. However, during recovery from an
complished by simultaneously reducing power actual, inadvertent, nose-low, high-speed un-
to idle and rolling the wings level. When the usual attitude, an overspeed condition may
bank is less than 90°, elevator and pitch trim develop. In this case, the overspeed recovery
procedures in the AFM should be used.
AND PROCEDURES
18 MANEUVERS
PITCH AND ROLL ATTITUDE DETERMINED
1. SIMULTANEOUSLY ROLL WINGS LEVEL AND REDUCE
POWER TO IDLE
2. WHEN BANK ANGLE IS LESS THAN 90˚:
ELEVATOR AND PITCH TRIM NOSE-UP, AS REQUIRED
SLOW FLIGHT
Slow flight is used to develop the pilot’s sense Slow flight may be practiced while maintain-
of feel for the aircraft’s low-speed handling ing a constant altitude and heading or while
characteristics and to improve the pilot’s coor- maintaining a constant altitude and making
dination and instrument cross-check. Slow flight turns to preselected headings. Slow flight may
is accomplished in the clean, takeoff, and land- also be practiced while making constant rate
ing conf igurations (Figures 18-7, 18-8 and climbs and descents to preselected altitude.
18-9), and is normally accomplished between Slow flight practice may be terminated by a re-
12,000 and 15,000 ft MSL. Slow flight should covery to normal cruise or an approach to stall.
not be accomplished below 5,000 ft AGL.
ENTRY
1. GEAR—UP
2. FLAPS—UP DURING SLOW FLIGHT
3. AIRSPEED—VREF + 20 KT
1. MAINTAIN ALTITUDE AND HEADING
AND PROCEDURES
18 MANEUVERS
OPTIONAL
1. 15° BANK TURNS TO
PRESELECTED HEADINGS
2. CONSTANT RATE CLIMBS
AND DESCENTS
ENTRY
1. GEAR—UP OR DOWN DURING SLOW FLIGHT
2. FLAPS—8° OR 20°
3. AIRSPEED—VREF + 10 KT (FLAPS 8) 1. MAINTAIN ALTITUDE AND HEADING
—VREF (FLAPS 20)
OPTIONAL
1. 15° BANK TURNS TO
PRESELECTED HEADINGS
AND PROCEDURES
18 MANEUVERS
2. CONSTANT RATE CLIMBS
AND DESCENTS
ENTRY
1. GEAR—DOWN
2. FLAPS—40° DURING SLOW FLIGHT
3. AIRSPEED—VREF - 10 KT
1. MAINTAIN ALTITUDE AND HEADING
OPTIONAL
1. 15° BANK TURNS TO
PRESELECTED HEADINGS
2. CONSTANT RATE CLIMBS
AND DESCENTS
AS DESIRED (SIMULATOR)
18 MANEUVERS
SIMULTANEOUSLY:
BEFORE ENTRY 1. ROLL WINGS LEVEL
2. LOWER PITCH ATTITUDE TO REDUCE
1. DETERMINE V2 FOR AIRPLANE WEIGHT ANGLE OF ATTACK
2. GEAR—UP 3. THRUST LEVERS TO TAKEOFF POWER
3. FLAPS—0 4. ACCELERATE
5. MINIMIZE LOSS OF ALTITUDE
ENTRY
1. REDUCE POWER TO IDLE RECOVERY
2. ROLL INTO A 20°-30° BANK TURN 1. AS AIRSPEED INCREASES, ADJUST PITCH
3. MAINTAIN ALTITUDE ATTITUDE TO MAINTAIN ALTITUDE
4. TRIM, AS NECESSARY TO REDUCE 2. ADJUST AIRSPEED TO 180 KIAS, OR AS DESIRED
PRESSURE, BUT NOT BELOW VREF
START RECOVERY
1. AIRSPEED INCREASES
2. ABOVE V2—FLAPS 20
3. POSITIVE RATE—GEAR UP
4. V2 + 30 KT—FLAPS UP
ENTRY
FULL RECOVERY
1. REDUCE POWER TO 65% N1
2. SIMULTANEOUSLY PITCH UP' 1. ADJUST PITCH ATTITUDE TO
AND PROCEDURES
MAINTAIN ALTITUDE
18 MANEUVERS
TO 20° AND ROLL INTO 20° BANK
2. ADJUST AIRPSEED TO 180 KIAS,
OR AS INSTRUCTED
BEFORE ENTRY
1. DETERMINE VREF FLAPS 40
FIRST INDICATION OF STALL FULL RECOVERY
CURRENT WEIGHT
2. GEAR—DOWN SIMULTANEOUSLY: 1. MAINTAIN HEADING AND ALTITUDE
3. FLAPS—DOWN 1. ROLL WINGS LEVEL 2. INCREASE AIRSPEED TO 180 KIAS,
2. LOWER PITCH ATTITUDE TO REDUCE OR AS DESIRED
ANGLE OF ATTACK
3. THRUST LEVERS TO TAKEOFF POWER
4. ACCELERATE
5. MINIMIZE LOSS OF ALTITUDE
ENTRY
1. REDUCE POWER TO 60% N1
2. MAINTAIN ALTITUDE UNTIL VREF, THEN
START RECOVERY
DESCEND 500' BELOW EXISTING ALTITUDE 1. AS AIRSPEED INCREASES ABOVE VREF—
AND LEVEL OFF—DO NOT ADD POWER FLAPS 20
3. TRIM TO RELIEVE PRESSURE, BUT 2. POSITIVE RATE—GEAR UP
NOT BELOW VREF 3. VREF + 30 KT—FLAPS UP
ENTRY
AND PROCEDURES
18 MANEUVERS
ENTRY LEG
1. GEAR AND FLAPS—UP
2. AIRSPEED—VREF + 40 KT (MIN)
3. APPROACH CHECKLIST—COMPLETE
AND PROCEDURES
18 MANEUVERS
FINAL APPROACH **
1. FLAPS—40°
2. AIRSPEED—VREF (MIN)
DOWNWIND LEG
1. FLAPS—8°
2. AIRSPEED—VREF + 30 KT (MIN)
MIDFIELD DOWNWIND
1. FLAPS—20°
2. GEAR—DOWN
3. AIRSPEED—VREF + 20 KT (MIN)
4. BEFORE LANDING CHECKLIST—
COMPLETE
ENTRY LEG
1. GEAR AND FLAPS — UP
2. AIRSPEED — VREF + 40 KT (MIN)
3. APPROACH CHECKLIST — COMPLETE
FINAL APPROACH
1. AIRSPEED — VREF + 30 KT (MIN)
2. YAW DAMPER — DISENGAGED
AND PROCEDURES
BEFORE TOUCHDOWN
18 MANEUVERS
MIDFIELD DOWNWIND
1. GEAR — DOWN
2. BEFORE LANDING CHECKLIST
3. MAINTAIN VREF + 40 KT (MIN)
AND PROCEDURES
18 MANEUVERS
ON COURSE INBOUND
1. FLAPS—20°
2. GEAR—DOWN
3. AIRSPEED—VREF + 20 KT (MIN)
4. BEFORE LANDING CHECKLIST—
COMPLETE TO FLAPS 40°
IAF OUTBOUND *
APPROACHING INITIAL APPROACH FIX (IAF) 1. FLAPS—8°
1. GEAR AND FLAPS—UP 2. AIRSPEED—VREF + 30 KT
2. AIRSPEED—VREF + 40 KT 3. DESCEND, IF REQUIRED
3. APPROACH CHECKLIST—COMPLETE
ON COURSE INBOUND
1. FLAPS—20°
2. GEAR—DOWN
3. AIRSPEED—VREF + 20 KT
4. BEFORE LANDING CHECKLIST—
COMPLETE TO FLAPS 40°
AND PROCEDURES
18 MANEUVERS
FINAL APPROACH FIX **
1. FLAPS—40°
2. AIRSPEED—VREF MINIMUM
ON COURSE INBOUND
1. FLAPS—20°
2. GEAR—DOWN
3. AIRSPEED—VREF + 20 KT
4. BEFORE LANDING CHECKLIST—
COMPLETE TO FLAPS 40°
1. FLAPS—20°
2. AIRSPEED—VREF + 20 KT
AND PROCEDURES
18 MANEUVERS
90°
FINAL APPROACH **
1. FLAPS—40°
2. AIRSPEED—VREF (MIN)
15 SEC
15 SEC
AIRPORT
ENGINE FAILURE
1. SET MAXIMUM CONTINUOUS THRUST
2. MAINTAIN ALTITUDE UNTIL AIRSPEED
REACHES 170 KIAS
AND PROCEDURES
AIRSPEED REACHES .50 MACH
18 MANEUVERS
45,000 FEET
33,500 FEET
1. DESCEND AT 200 KNOTS TO
SINGLE-ENGINE CRUISE ALTITUDE
26,500 FEET
NOTE:
THIS SPEED SCHEDULE REPRESENTS THE MINIMUM SINK-RATE SPEED
ABOVE THE SINGLE-ENGINE SERVICE CEILING AND APPROXIMATES THE
BEST RATE-OF-CLIMB SPEED BELOW THE SINGLE-ENGINE SERVICE
CEILING.
CHAPTER 19
WEIGHT AND BALANCE
CONTENTS
Page
INTRODUCTION................................................................................................................. 19-1
GENERAL ............................................................................................................................ 19-2
PLANNING DATA ............................................................................................................... 19-4
Example Conditions ...................................................................................................... 19-4
WEIGHT AND BALANCE COMPUTATION .................................................................... 19-9
ILLUSTRATIONS
Figure Title Page
19-1 Basic Empty Weight Moment Sources (Weight and Balance Data) ...................... 19-3
19-2 Sample Weight and Balance Worksheet—Model 35 ............................................. 19-5
19-3 Weight and Balance Worksheet—Model 35 .......................................................... 19-6
19-4 Weight and Balance Worksheet—Model 36 .......................................................... 19-7
19-5 Configuration Diagram and Provisions Loading Tables........................................ 19-8
CHAPTER 19
WEIGHT AND BALANCE
Figure 19-1. Basic Empty Weight Moment Sources (Weight and Balance Data)
° Tip tanks—2,390 lb
EXAMPLE CONDITIONS
Aircraft (Model 35): ° Planned fuel reserve at destination—
1,500 lb
• Basic empty weight—9,858 lb
A typical weight and balance computation is
• CG—28.94% described in this chapter with the example
data entered on Figure 19-2.
• Moment—3,806,239
Two airplane loading forms for weight and
• Aircraft conf iguration: balance computations are provided in the
Weight and Balance section of the AFM, one
each for the 35 model and the 36 model.
° Executive door Sample worksheets (Figures 19-3 and 19-4) are
adaptations for training purposes.
° Standard seating (swivel seats)
The interior conf iguration diagram (Figure
° Right-hand recognition light only 19-5) for the example aircraft used in the sam-
Load: ple problem that follows has been included for
illustration.
• Pilot and copilot weight—195 lb each
Instructions for computing weight and bal-
• Provisions, forward cabinet—25 lb ance are also provided in the Weight and
Balance section of the AFM.
• Provisions, aft cabinet—30 lb
19 WEIGHT AND BALANCE
• Provisions, toilet—4 lb
• Passengers
The Center-of-Gravity table in the Weight and 6. Landing weight and moment may be cal-
Balance section of the AFM may be used as culated by subtracting the weight and re-
an alternate means of determining whether sulting moment loss of fuel bur ned
the aircraft load is within the weight and CG enroute out of each tank, the resulting
limits. subtotals being the planned landing
weight and moment. The CG (% MAC)
Enter the table with aircraft gross weight (100- can then be determined using the same
pound increments). A forward limit moment process described for the takeoff con-
and an aft limit moment are listed. If the com- ditions. Check to ensure that the certi -
puted moment falls between those listed at f ied landing weight is not exceeded.
the forward and aft limits, the aircraft is within
limits for flight. Example
The tables may be used to identify the CG Given an estimated 1,500 lb of fuel remaining
limits more accurately than the CG charts. at destination, for operation, the fuel must be
However, the charts provide a more graphic de- located in the wing tanks because all of the fuel
piction of the aircraft weight and moment in loaded in the fuselage and tip tanks was burned.
relation to the limits. The 112 lb burned out of the tip tanks prior to
takeoff and the associated 42.84 moment loss
already accounted for leaves 2,278 lb of fuel
Example and a moment loss of 885.91. Since every-
thing loaded in the fuselage tank was burned,
Compute CG in percent MAC for takeoff
the appropriate form entries are 1,206 lb and
weight and moment using the formula given
530.22 moment loss.
above.
If 1,500 lb of fuel remains in the wing tanks,
CG (% MAC) =
the amount of fuel burned is 1,008 lb, or the
6,672.30 × 1,000 – 362.17 difference between what was serviced (2,508)
17,464 × 100 and what remains (1,500). The resulting mo-
82.75 ment loss (404.8) can be determined from the
Fuel Used Vs Moment Loss chart by using
the nearest (1,034 lb) figure for simplification.
Use the Weight-Moment-CG Envelope chart
Use the Weight-Moment-CG Envelope chart If the aircraft is not within CG limits, the load
to ensure that the landing weight (12,946) and must be adjusted before takeoff or the fuel
the CG (% MAC) intersect within the flight en- load adjusted in flight to remain within the en-
velope. In this example, the lines intersect velope. The Center-of-Gravity table can also
within the envelope and the aircraft is within be used to determine whether the aircraft is
limits for landing. within CG limits for landing.
19 WEIGHT AND BALANCE
CHAPTER 20
PERFORMANCE
CONTENTS
Page
INTRODUCTION................................................................................................................. 20-1
GENERAL ............................................................................................................................ 20-1
PERFORMANCE ................................................................................................................. 20-1
General .......................................................................................................................... 20-2
Definitions..................................................................................................................... 20-2
Flight Planning Data...................................................................................................... 20-6
Takeoff Performance...................................................................................................... 20-7
Thrust .......................................................................................................................... 20-18
Climb, Cruise, and Descent Planning ......................................................................... 20-19
Approach and Landing Performance........................................................................... 20-25
20 PERFORMANCE
ILLUSTRATIONS
Figure Title Page
20-1 Sample Takeoff Worksheet ................................................................................... 20-9
20-2 Takeoff Profile Example...................................................................................... 20-14
20-3 Sample Operational Planning Form..................................................................... 20-21
20-4 Sample Landing Worksheet ................................................................................. 20-26
TABLE
Table Title Page
20-1 Configurations ....................................................................................................... 20-6
20 PERFORMANCE
CHAPTER 20
PERFORMANCE
INTRODUCTION
This chapter will introduce the various charts, tables, and methods used to compute
aircraft performance. A set of conditions (aircraft load, ambient conditions, etc.) is
presented at the beginning of each of the two sections of this chapter. These condi-
tions are used throughout each section in examples that demonstrate the use of charts
and tables.
GENERAL
Most performance data for all approved op- Manual and Aircrew Checklist. However, the
20 PERFORMANCE
erating conditions is provided in chart form in effects of wind, runway gradient, antiskid-
the Perfor mance section of the approved off, and anti-ice-on conditions are not com-
Airplane Flight Manual. Climb, cruise, and de- pensated for in the tabular data in the crew
scent data are provided in the Learjet 35/36 checklist or the Pilot’s Manual. Therefore, if
Pilot’s Manual. Aircraft performance data is any of the above are factors, the AFM charts
also provided in tabular form in the Pilot’s should be used for flight planning.
20 PERFORMANCE
Maximum Takeoff Weight (Climb or at which the aircraft can meet the minimum
Brake Energy Limited) climb gradients established by FAR 25 should
an engine fail at V 1 .
The takeoff weight limit charts found in the
Ta k e o ff s e c t i o n o f t h e A F M c h a p t e r, Using the example of 60°F and 1,300 ft pres-
Performance Data, provide the maximum take- sure altitude, the 60°F line and the 1,300 al-
off weight for a given temperature and pres- titude lines do not intersect on the takeoff
sure altitude (PA) which will allow: (1) the climb portion of the chart. This indicates that
aircraft to meet minimum climb gradients if the takeoff weight is not limited due to take-
an engine fails at or after V 1 speed and take- off climb. Enter maximum certif icated take-
off is continued (left side of charts) or (2) off weight (18,300 lb) under CLIMB WT on
braking to a full stop without exceeding brake the Takeoff Worksheet (Figure 20-1).
energy limits if takeoff is rejected at or below
V 1 speed (right side of charts). Now, determine if the takeoff weight is lim-
ited due to brake energy. Enter the Takeoff
If the temperature and pressure altitude lines Weight Limit chart at the left margin, again at
intersect to the left of the Engine Temp Limit 60°F, and proceed right until intersecting the
line, takeoff should not be attempted at any 1,300-foot altitude line on the brake energy
gross weight. side of the chart. From this point, proceed
down to the zero-wind reference line and then
NOTE diagonally parallel to the guidelines to a point
opposite 15 kt wind velocity. Directly below
There are separate charts for takeoff this point, read the brake energy weight.
with flaps at 8 or 20° and anti-ice off
or on. In this example, the gross weight is found to
be above 18,300 lb, which is the design take-
Problem off weight limit. Therefore, the aircraft take-
off weight is not brake energy limited. Enter
Deter mine takeoff weight limit from the maximum certif icated takeoff weight (18,300
Takeoff Weight Limit (Flaps–8°, Anti-ice–Off) lb) under BRAKE ENERGY WT on the
chart, using the example conditions listed pre- Takeoff Worksheet (Figure 20-1).
viously.
Solution NOTE
Enter the chart on the left margin with OAT and If the temperature had been 80° and
proceed horizontally to the right until inter- the altitude 6,000 ft in this example,
secting the altitude line corresponding to the the takeoff weight would have been
f ield pressure altitude. From that point, pro- limited to 17,300 lb by the takeoff
ceed to the bottom margin and read the take- climb weight limit but not limited by
off climb weight. This is the maximum weight the brake energy weight limit. 20 PERFORMANCE
Maximum Takeoff Weight for the runway length available. Takeoff distance
Runway Available is discussed in greater detail later in this chap-
ter under Takeoff Field Length.
If the computed takeoff f ield length deter-
mined from the AFM Takeoff Distance chart Problem
is less than the runway length available, take-
off weight is not limited due to runway length. Determine the maximum takeoff gross weight
However, if the computed takeoff distance ex- for the runway available.
ceeds the runway length available, the aircraft
gross weight must be reduced or takeoff de- Solution
layed until atmospheric conditions change To determine the maximum takeoff gross
(e.g., cooler temperature, increased wind ve- weight for the runway available, work back-
locity, or wind shift to a longer runway). ward through the Takeoff Distance chart. Enter
the chart on the right margin at the actual field
The maximum takeoff weight limited by avail- length (7,300 ft) and proceed horizontally to
able runway can be determined by entering the Wind section. (The Antiskid, Anti-ice,
the Takeoff Distance chart on the right side Runway Gradient, and Altitude sections do
with the runway length available and working not apply in this example.) Intersect the 15-
backward to the Gross Weight section. Then kt headwind velocity line and follow the wind
enter the chart at the left with the temperature lines to the zero-wind reference line. From
and pressure altitude and proceed to the Gross this point, draw a light pencil line horizontally
Weight section. Read the gross weight directly across the Gross Weight section.
below the point at which these two entries in-
tersect in the Gross Weight section. This is the Now, enter the chart at the bottom, left mar-
gross weight that will permit takeoff within the gin with the temperature (60°F) and proceed
runway length available. vertically to the pressure altitude (1,300 ft).
Next, proceed horizontally right to the gross
Problem weight reference line and follow the guidelines
Determine if the planned gross weight is lim- until intersecting the previously drawn pencil
ited by the runway length available. line.
Maximum Takeoff Weight for Reducing the gross weight increases climb
Obstacle Clearance gradient possible. At the same time, climb
gradient required also decreases because the
Commercial operators (FAR 121 and 135) of takeoff distance is reduced, providing more dis-
U.S.-registered aircraft are required to deter- tance from the obstacle. Therefore, an inter-
mine the maximum takeoff weight that will en- polative process is required to f ind the exact
able the aircraft to clear obstacles in the takeoff minimum gradient and maximum weight for
flight path in the event an engine fails at or after obstacle clearance. This process will be de-
V 1 speed. Although not specif ically listed as scribed further in the example.
a requirement for other operators, it would be
prudent for all operators to make these com- Takeoff Flight Path
putations to ensure safe operation.
Takeoff flight path charts are provided for 8°
Takeoff flight path charts are provided in the and 20° flap settings and also for close-in and
Ta k e o ff s e c t i o n o f t h e A F M c h a p t e r, distant obstacles.
Performance Data, to enable the operator to de-
termine the net climb gradient required to The close-in charts are used to determine re-
clear an obstacle in the takeoff flight path. quired climb gradients for obstacle clearance
Additionally, climb gradient charts are pro- within 10,000 ft of Reference Zero, and the dis-
vided in the same section that enable the op- tant charts are used to determine climb gradient
erator to determine the net climb gradient requirements for obstacles up to 40,000 ft
possible (one engine inoperative) for aircraft from Reference Zero.
gross weight and existing atmospheric con-
ditions. The origin for each climb gradient line is
Reference Zero. This point is a point 35 ft
In the event that the computed climb gradient above the runway at the computed takeoff dis-
required exceeds the single-engine climb gra- tance. The climb gradient lines are divided
dient possible, the aircraft takeoff gross weight into f irst and second segments. For purposes
must be reduced or takeoff delayed until at- of flight path calculations, the second seg-
mospheric conditions change to allow the com- ment extends to 1,500 ft AGL, and the f inal
puted climb gradient possible to exceed the segment flight path is not considered.
climb gradient required.
20 PERFORMANCE
Horizontal distance from Reference Zero is to be 3,400 ft. Computation of takeoff distance
calculated by adding the runway remaining be- is described under Takeoff Field Length in this
yond Reference Zero to the distance between chapter.
the end of the runway and the obstacle (Figure
20-2). The appropriate Takeoff Flight Path Calculate horizontal distance from Reference
chart (Close In—Flaps 8°, Distant—Flaps 8°, Zero by f irst subtracting the takeoff distance
Close In—Flaps 20°, or Distant—Flaps 20°) is from the runway length of f ind the runway re-
entered at the bottom margin with the calculated maining beyond the takeoff point (7,300–3,400
horizontal distance from Reference Zero and at = 3,900 ft). Then add the runway remaining be-
the left margin with obstacle height above the yond takeoff point to the distance the obsta-
runway. Commercial operators must enter the cle is from the end of the runway (3,900 +
chart at the right margin with obstacle height 20,100 = 24,000 ft) (Figure 20-2). Enter 24,000
above Reference Zero. ft under DIST FROM REF ZERO on the
Takeoff Worksheet.
Problem
Now, use the Distant Takeoff Flight Path (Flaps
Determine the climb gradient required to clear
8°) chart in the AFM to determine the climb
the obstacle using the previously listed ex-
gradient required. Enter the chart at the bot-
ample conditions.
tom margin with horizontal distance from
Reference Zero (24,000 ft) and proceed ver-
Solution tically. (Do not apply winds on this chart.)
First, the horizontal distance from Reference Now enter the chart at the left margin (non-
Zero must be determined. In order to calculate commercial operator) with obstacle height
this, determine the takeoff distance, the length above the runway (1,500 ft) and proceed to the
of the runway, and the distance of the obsta- right. The two lines intersect between the 6.0%
cle from the end of the runway. The takeoff dis- and 7.0% gradient lines. Interpolate when the
tance for the example conditions is computed lines intersect between the climb gradient
24,000 FT
BRAKE LIFTOFF DISTANCE FROM
RELEASE REF ZERO
3,900 FT
20 PERFORMANCE
3,400 FT RUNWAY
TAKEOFF DISTANCE REMAINING 20,100 FT
7,300 FT
RUNWAY LENGTH
lines. In this example, the climb gradient re- read second segment net climb gradient (pos-
quired is 6.5% (Figure 20-2). sible).
In addition to f inding the climb gradient re- If anti-ice systems are to be turned on for take-
quired, note whether the obstacle falls within off, anti-ice system guidelines must be fol-
the f irst or second segment. If the intersect lowed to the right margin. In this example,
point is to the left of the Gear Down—gear up anti-ice systems are not necessary for takeoff,
line, the obstacle is in the f irst segment. If the so the climb gradient possible is found to be
intersect point is to the right of the line, the approximately 9.8%.
obstacle is in the second segment. It is im-
portant to note this in order to select the proper It was previously determined that only a 6.5%
climb gradient chart (f irst segment or second gradient was required to clear the obstacle.
segment) to f ind the climb gradient possible Therefore, the planned takeoff weight of
for this example. Note also that the climb gra- 15,000 lb is acceptable for obstacle clearance.
dient lines on the chart have a different value
in the f irst and second segments. If the climb gradient possible was found to be
less than the climb gradient required to clear
Climb Gradients the obstacle, takeoff should not be attempted
under the existing conditions.
First, Second, and Final Segment Climb
Gradient charts are provided to determine the
As previously mentioned, reducing takeoff
climb gradient possible for aircraft gross
gross weight reduces climb gradient required
weight and atmospheric conditions. First and
and increases climb gradient possible. As a re-
Second Climb Gradient charts (Flaps 8 or
sult, finding the maximum takeoff gross weight
20°) are used in conjunction with the Takeoff
that allows obstacle clearance becomes an in-
Flight Path charts, which show required net
terpolative process. A suggested method for
gradients for obstacle clearance. The Final
accomplishing this is to average the climb
Segment climb Gradient chart is provided for
gradient possible and climb gradient required
reference only.
and enter the climb gradient chart on the right
with this value.
Problem
Using the Second Segment Climb Gradient For example, if the climb gradient required is
(Flaps 8°) chart in the AFM, find the climb gra- found to be 4.0% and the climb gradient pos-
dient possible for the example conditions. sible is 3.0%, add the two together and divide
by 2 to f ind the average of 3.5%. Enter the
Solution climb gradient chart on the right at 3.5% and
work backward through the chart to the gross
Enter the chart at the bottom, left margin with weight section. Then enter the chart on the left
the temperature (60°F) and proceed vertically with the temperature and pressure altitude and
until intersecting the f ield pressure altitude work forward through the chart to the Gross
(1,300 ft). From this point, proceed horizon- Weight section. From the point at which the
tally to the right to the reference line on the two entries intersect in the Gross Weight sec-
Gross Weight section. Parallel the curved tion, proceed straight down and read the new
guidelines until intersecting the planned take- trial takeoff weight.
off gross weight line (15,000 lb).
20 PERFORMANCE
Takeoff Safety Speed (V2) The takeoff f ield length data presented in the
AFM is governed by the accelerate-stop or the
Takeoff safety speed (V 2 ), like rotation speed, engine-out accelerate-go distance, whichever
is affected only by aircraft gross weight and is greater. Generally, unless V 1 is limited by
flap setting.
V R or V MCG , the takeoff f ield lengths are bal-
anced, and the accelerate-stop distance equals
Problem the accelerate-go distance.
Determine V 2 from the Takeoff Safety Speed
(V 2 ), (Flaps 8°) chart in the AFM for the ex- The Takeoff Distance charts in the AFM are
ample takeoff gross weight. presented for 8 or 20° flaps settings. These
charts may be used to determine either of the
Solution following:
Enter the chart at the left margin with the take-
1. Runway length required for a given air-
off gross weight (15,000 lb). Proceed hori-
craft weight.
zontally right to the reference line and then
straight down the margin and read V 2 (133
2. Maximum aircraft takeoff weight cor-
KIAS). Enter the V 2 value on the Takeoff
responding to a specif ic runway length.
Worksheet.
The process for f inding the maximum
aircraft weight for a given runway length
Takeoff Field Length was previously described in this section
under Maximum Takeoff Weight for
Takeoff f ield length data assumes a smooth, Runway Available.
dry, hard-surface runway.
Problem
The takeoff distances computed from the take-
off distance charts in the AFM are accurate Using the Takeoff Distance (Flaps 8°) chart in
only when the following procedures are used: the AFM, f ind the takeoff f ield length for the
example conditions.
1. Set takeoff N 1 prior to brake release and
adjust N 1 to match computed Takeoff Solution
N 1 . Continue to adjust N 1 until reach- Enter the chart at the lower left margin with
ing 80 KIAS. the temperature (60°F) and proceed verti-
cally until intersecting the f ield pressure
2. Rotate to approximately 9° noseup at altitude (1,300 ft). From this point proceed
VR. horizontally to the right to the gross weight
reference line and then follow the guideline
3. For engine failure after V 1 , accelerate to until intersecting the takeoff gross weight
V 2 after liftoff and then adjust pitch, as line (15,000 lb).
required, to maintain V 2 .
Parallel the guidelines until intersecting the
The pilot must use these procedures whenever takeoff gross weight line (15,000 lb). Next,
the computed takeoff distance is at or near the proceed horizontally to the right to the zero-
actual runway length. Otherwise, the actual wind reference line. Parallel the guidelines
takeoff distance may exceed the chart value and until intersecting the wind velocity (15 kt
runway length available. Takeoff power settings
20 PERFORMANCE
If takeoff with a gradient is planned with the If N 1 is below that specif ied in the takeoff
antiskid system off or the anti-ice systems power setting charts for the existing temper-
on, follow the guidelines through the corre- ature and pressure altitude, aircraft takeoff
sponding section of the chart while proceed- performance will not meet the takeoff per-
ing to the right margin. formance specified in the performance charts.
If N 1 is above computed takeoff power, air-
Pressure altitude is compensated for on the frame or engine limits may be exceeded. Thus,
right side of the chart. If takeoff is planned at it is necessary to compute takeoff power and
a pressure altitude above 11,000 ft, an addi - adjust the power levers as necessary to set N 1
tional factor must be applied in the altitude sec- equal to chart value. In addition, operation at
tion on the far right side of the chart. For normal a specif ic N 1 should always be within ITT
takeoffs below a pressure altitude of 11,000 ft, limits.
the altitude section can be disregarded.
NOTE
NOTE During takeoff, N 1 may decrease
Certification for U.S.-registered air- slightly from the initial static read-
craft limits takeoffs and landings to ing. Therefore, N 1 should be contin-
10,000 ft pressure altitude. uously monitored and adjusted until
reaching 80 KIAS.
THRUST
Separate takeoff power setting charts are pro-
Takeoff Thrust vided for aircraft equipped with standard noz-
zles and those equipped with thrust reverser
Takeoff performance is based on the assump- nozzles. Takeoff power setting charts for stan-
tion that the engines will be operating at a dard nozzles are found in the Performance Data
specif ic fan speed (N 1 ) for a given tempera- chapter of the AFM. For thr ust-reverser-
ture and pressure altitude (takeoff power). equipped aircraft, the charts are found in the
Takeoff power must be maintained from brake Aeronca or TR 4000 thrust reverser supplement
release to 35 ft above the runway or until ob- to the AFM. Takeoff power setting data is also
stacle clearance in the event of engine failure provided for all three types of exhaust nozzles
on takeoff. in tabular form in the Pilot’s Manual and the
checklist.
Takeoff from a standing start (takeoff thrust
set before brake release) must be accom-
plished when the computed takeoff distance Problem
is at or near actual runway length. Also, take- Using the Takeoff Power Setting (Anti-ice off,
off from a standing start must be accom- Standard Nozzle) chart in the AFM, deter-
plished to ensure computed obstacle clearance mine the takeoff power setting for the exam-
performance. ple conditions.
The more comfortable rolling takeoff may be Solution
accomplished when actual runway length is at
least 10% longer than computed takeoff dis- Enter the chart at the bottom margin with the
tance and obstacle clearance is not a factor. temperature (60°F) and proceed vertically
20 PERFORMANCE
When takeoff roll is initiated before setting until intersecting the f ield pressure altitude
takeoff power, ensure that takeoff thrust is es- (1,300 ft). From that point, proceed horizon-
tablished before reaching the point at which tally to the left margin and read fan speed N 1
the runway remaining equals the computed (97.3%). Enter this value on the Takeoff
takeoff distance. Worksheet.
Maximum Climb Thrust Many operators prefer to simply set the engines
to 795°C on the ITT gages and adjust power
The climb performance data in the Pilot’s levers as necessary during the climb to main-
Manual is predicated on adjusting thrust (N 1 ) tain 795°C (recommended continuous ITT).
a f t e r t a k e o ff t o t h e va l u e f o u n d i n t h e This eliminates the need to compute a climb
Maximum Continuous Thrust (N 1) tables in the N 1 setting and also possibly extends engine
AFM. As with takeoff thrust, continuous thrust component life due to operating at lower en-
data is presented for standard nozzles (in the gine temperatures. This power management
Performance section) and thrust reverser noz- technique does not guarantee the climb per-
zles (in the thrust reverser supplement). In formance presented in the Pilot’s Manual.
addition, maximum continuous thrust data is
presented for single-engine operation. Problem
The maximum continuous thrust (N 1 ) setting Assume the pilot elects to set 795°C on the ITT
may be determined before takeoff using esti- gages at the beginning of climb and compute
mated temperature and altitude at start of maximum continuous thrust (N 1 ) passing
climb. Since the Maximum Continuous Thrust through 15,000 ft. The RAT indicator reading
(N 1 ) table is based on ram-air temperature in at 15,000 ft is –7°C.
degrees Celsius, the reported or estimated
OAT must be converted to RAT before enter- Solution
ing the chart. Enter the Maximum Continuous Thrust (N 1 )
(All Engines, Standard Nozzle) chart in the
It is more practical to set power at 795°C ITT AFM and determine power setting (N 1 ) at
after takeoff at the beginning of the climb. 15,000 ft and –7°C.
Later when crew workload permits, compute
maximum continuous thrust and set N 1 to Each block, which corresponds to an altitude
match. Adjust N 1 as necessary so that 832°C and temperature combination, contains two
maximum continuous thrust is not exceeded. N 1 settings. The two setting in each block cor-
respond, in order, to the following two condi-
Upon reaching 15,000 ft, an improved climb tions: (1) anti-ice off or nacelle heat only,
power management procedure may be em- and (2) full anti-ice systems.
ployed for the duration of the climb. This is
accomplished by setting the required N 1 at Since the example conditions do not require
15,000 ft and observing the resulting ITT. anti-ice equipment, the proper N 1 setting is
This ITT setting may be used for the duration 97.9%.
of the climb.
The corresponding ITT is noted and power
NOTE levers adjusted to maintain that ITT until
reaching the desired cruise altitude and ac-
A slightly different N 1 and ITT re- celerating to cruise speed.
lationship may exist between en-
gines. Each engine, however, should
be operated at the ITT which pro-
vides the required N 1 at 15,000 ft.
20 PERFORMANCE
20 PERFORMANCE
Thus, the climb performance data with wind portion of the flight should be divided into
applied is found to be 17.2 minutes, 101 NM, segments, with an appropriately higher cruise
and 512 lb. Enter this data on the Operational altitude planned as the g ross weight de-
Planning Form. creases. As a rough guide in planning for
changes in cruise altitude, increase cruise
altitude 1,000 ft for each 1,000 lb decrease
Cruise Performance in gross weight (i.e., fuel used).
Cruise performance tables are provided in the
Pilot’s Manual for normal cruise, high-speed The specif ic range chart assumes zero wind.
cruise, and long-range cruise. If winds are signif icant, it may be advanta-
geous to select a different altitude to avoid
headwinds or take advantage of tailwinds.
Normal Cruise
Normal cruise tables provide fuel flow and Once the initial cruise altitude has been de-
true airspeed for constant 0.77 M I cruise. termined, refer to the appropriate long-range
Engine power is adjusted to maintain the con- cruise chart to determine the indicated Mach
stant Mach as weight decreases. Enter the ap- or airspeed, true airspeed, and fuel flow for the
propriate table for the average aircraft gross initial cruise segment. Each chart provides
weight for each cruise segment. the above data for a different aircraft gross
weight. The gross weight is specif ied in the
High-speed Cruise top, left corner of each chart and represents the
average gross weight for a cruise segment in
High-speed cruise tables provide fuel flow, 500-pound increments.
indicated Mach or airspeed, and true airspeed
for a M MO /V MO or V MAX cruise. Power for Problem
maximum speed cruise is set for the limiting
conditions (M MO /V MO , % rpm, or maximum First, calculate the approximate gross weight
continuous ITT). Enter the appropriate table at level off. For the rough calculation, subtract
for the average aircraft gross weight during 512 lb from start climb weight (15,000 - 512
each cruise segment. = 14,488 lb). Assuming fuel consumption at
cruise to be 1,000 pph and estimating 2 hours
at cruise, the gross weight at end of cruise
Long-range Cruise would be approximately 12,488 lb. The aver-
In planning long-range cruise, the selected age gross weight for the cruise segment is
cruise altitude should provide the maximum therefore estimated to be 13,488 lb.
air nautical miles per pound of fuel for a given
aircraft weight. This altitude can be deter- Solution
mined from the Specif ic Range chart in the
Now refer to the specif ic range chart in the
Pilot’s Manual. Enter the chart with the av-
Pilot’s Manual and determine the maximum
erage aircraft gross weight for the planned
range cruise (LRC) altitude. Find the point
cruise segment. The point (on the appropriate
on the curved 13,000-pound (closest to 13,488)
gross weight line) that is furthest to the right
line that is furthest to the right. Proceed hor-
provides the highest nautical miles per pound
izontally from this point to the left margin
of fuel. The corresponding altitude is read at
and read LRC altitude (43,000 ft).
the chart margin, to the left of the selected
point.
20 PERFORMANCE
weight 17,000 lb. (2) proceed straight down the chart to read
the indicated airspeed at the bottom margin
(210 KIAS).
20 PERFORMANCE
Using the same chart, determine if landing Operations) chart can be achieved when the
weight is limited by brake energy. Enter the following procedures are used:
left side of the chart again with temperature
(60˚F) and proceed horizontally until inter- 1. Approach through the 50-foot point over
cepting the altitude line (1,300 ft). Again the the end of the runway at V REF with flaps
lines do not intersect, indicating that the air- and gear down, using a 2 1⁄2 –3˚ glide
craft can be stopped at gross weights up to slope.
maximum certif icated gross weight without
exceeding brake energy limits. Enter 18,300 2. After passing through the 50-foot point,
on the Landing Worksheet under BRAKE EN- progressively reduce thrust until thrust
ERGY WEIGHT. levers are at IDLE prior to touchdown.
If the temperature and pressure altitude lines 3. After touchdown, extend spoilers im-
had intercepted, the wind and runway gradi- mediately.
ents are accounted for at the lower section of
the chart. 4. Apply wheel brakes as soon as practi-
cal and continue maximum braking ac-
tion until the airplane stops.
Maximum Landing Weight for
Runway Available 5. After landing, move the control col-
This computation is made using the same umn full aft and maintain that position
method as that used to f ind maximum takeoff until the aircraft stops.
weight for runway available. Enter the Landing
Distance chart on the right and work back- NOTE
ward in the chart to the Gross Weight section
and draw a light line through the Gross Weight Pulling the control column aft will
section. shift weight to the main wheels and
improve braking efficiency. Pull con-
Now enter the chart on the left with tempera- trol column as far aft as possible but
ture and pressure altitude and proceed to the do not lift the nosewheel.
gross weight section. The maximum landing
On wet or icy runway surfaces, full
weight for runway available is read directly
aft control column movement may
below the point at which the two entries in-
not be practical due to the possibil-
tersect in the Gross Weight section.
ity of nosewheel liftoff.
If the two entries do not intersect in the Gross
Weight section and the entry from the left falls The landing distance chart is based upon
above the entry from the right, the runway is smooth, dry, hard-surface runways. The land-
too short for landing. If the entry from the left ing f ield length is equal to the horizontal dis-
falls below the entry from the right, landing tance from a point 50 ft above the runway
may be made up to 18,300 lb without exceed- surface to the point at which the aircraft comes
ing landing distance available. The latter is to a full stop on the runway.
true in the example conditions; therefore, land-
ing weight is not limited due to runway length Those operators governed by FAR Part 91 de-
under the example conditions. See the exam- termine landing distance from the Landing
ple under Landing Distance.
20 PERFORMANCE
When the runway is other than dry, the fol- Next, follow the guidelines diagonally up and
lowing factors should also be applied to the to the right until intersecting the weight
Landing Distance chart. (12,466 lb) from the Operational Planning
Form (see Figure 20-3). Move horizontally to
• Wet—Apply a 1.4 factor to the com- the right to the zero-wind reference line.
puted landing distance
Follow the wind guidelines until intersecting
• Wet (in the process of freezing)—Apply 15 kt headwind velocity. From this point pro-
a factor of at least 1.7 to the computed ceed horizontally through the runway gradi-
landing distance ent section (zero gradient), antiskid section
Those operators governed by FAR Part 121 or (antiskid on), and through the altitude sec-
135 f irst determine landing distance from the tion (below 11,000 ft) to the right margin
Landing Distance (FAR Part 91 Operations) and read landing distance (2,550 ft). Enter
chart and then apply the appropriate abnormal 2,550 ft on the Landing Worksheet under
landing factor if required. Next, enter the LANDING DISTANCE.
Landing Distance (FAR Part 121 and 135
Operations) chart to compute landing f ield To determine maximum landing gross weight
length for scheduled and alternate stops. for the runway available, enter the Landing
Distance chart on the right with runway length
When the runway is wet, commercial opera- (13,300 ft) and work backward through the
tors must apply a 1.15 factor to the landing chart to the Gross Weight section.
f ield length.
In this example, the runway available exceeds
the chart values for all conditions, indicating
NOTE that there is no limitation in landing gross
For all operations, corrections to be weight for runway available. Enter 18,300 lb
applied to account for the presence of on the Landing Worksheet under LANDING
solid ice, snow, or slush are unknown. WT FOR RWY LENGTH.
Landing Approach Speed ular data in the Pilot’s Manual and checklist
(VREF) is as accurate as the chart in the AFM.
Approach climb and landing climb speeds are
VREF is deter mined from the Landing provided on the same chart in the AFM.
Approach Speed (V REF ) chart in the AFM.
Since V REF is determined strictly by aircraft Problem
gross weight, V REF speeds listed in tabular
form in the Pilot’s Manual and checklist may Use the Approach and Landing Climb Speeds
be used with equal accuracy. chart in the AFM to determine these speeds for
the example conditions.
Problem
Solution
Use the Landing Approach Speed (V REF) chart
in the AFM to determine V REF for the planned Enter the chart on the left margin with the
landing weight in the example (12,466 lb). gross weight (12,466 lb) and proceed hori-
zontally to the f irst reference line. Then move
Solution straight down to the bottom margin of the
chart to read landing climb speed (117 KIAS).
Enter the chart at the left margin with gross It should be noted that landing climb speed is
weight (12,466 lb) and proceed horizontally the same value as landing approach speed
until intersecting the reference line, then (V REF ). Therefore, if V REF is known, it is not
straight down to the bottom margin of the necessary to compute landing climb speed.
chart and read V REF (117 KIAS). Enter this
value under V REF on the Landing Worksheet. Using the same chart and the approach climb
speed reference line, find approach climb speed
(123 KIAS). It should be noted that approach
Approach and Landing Speeds climb speed computes to be 6 kt greater than
See Def initions in this chapter for a descrip- V REF at lower gross weights (below 13,000)
tion of approach climb speed and landing and 7 kt at higher gross weights. To simplify
climb speed. Like landing approach speed, computations, the Gates Flight Training
V REF , approach, and landing climb are based Manual recommends adding 10 kt to computed
strictly on aircraft weight. As a result, the tab- V REF for a practical approach climb speed.
20 PERFORMANCE
21 CREW
CHAPTER 21
CREW RESOURCE MANAGEMENT
CONTENTS
Page
CREW CONCEPT BRIEFING GUIDE ............................................................................... 21-3
Introduction ................................................................................................................... 21-3
Common Terms ............................................................................................................. 21-3
Pretakeoff Briefing (IFR/VFR) ..................................................................................... 21-4
Crew Coordination During the Approach Sequence ..................................................... 21-4
ALTITUDE CALLOUTS...................................................................................................... 21-5
Enroute .......................................................................................................................... 21-5
Approach—Precision .................................................................................................... 21-5
Approach—Nonprecision.............................................................................................. 21-6
Significant Deviation Callouts ...................................................................................... 21-7
21 CREW
ILLUSTRATIONS
Figure Title Page
21-1 Situational Awareness in the Cockpit .................................................................... 21-1
21-2 Command and Leadership ..................................................................................... 21-1
21-3 Communication Process ........................................................................................ 21-2
21-4 Decision Making Process ...................................................................................... 21-2
21-5 Error Management ................................................................................................. 21-3
21 CREW
CHAPTER 21
CREW RESOURCE MANAGEMENT
SITUATIONAL AWARENESS IN THE COCKPIT
Events that
PILOT PILOT may happen
FLYING MONITORING
(PF) (PM)
SA
CLUES TO IDENTIFYING:
• Loss of Situational Awareness
• Links In the Error Chain
OPERATIONAL
6. COMMUNICATIONS
7. AMBIGUITY
HUMAN
8. UNRESOLVED DISCREPANCIES
9. PREOCCUPATION OR DISTRACTION
10. CONFUSION OR EMPTY FEELING
11. NEED TO HURRY / LAST MINUTE CHANGES
12. FATIGUE
LAISSEZ-
AUTOCRATIC AUTHORITARIAN DEMOCRATIC
FAIRE
PARTICIPATION
LOW HIGH
Command — Designated by Organization
— Cannot be Shared
Leadership — Shared among Crewmembers
— Focuses on “What’s right,” not “Who’s right”
COMMUNICATION PROCESS
ASSERTION:
OPERATIONAL • Reach a conclusion
NEED SEND RECEIVE GOAL
ADVOCACY:
• Increase collective S/A
INQUIRY:
• Increase individual S/A
FEEDBACK
• Support Conclusions with Facts
• State Position, Suggest Solutions
• Clear, Concise Questions
— THINK—
• Solicit and give feedback • Maintain focus on the goal
• Listen carefully • Verify operational outcome is achieved
• Focus on behavior, not people • Be aware of barriers to communication
— REMEMBER —
Questions enhance communication flow
Don’t give in to the temptation to ask questions when Assertion is required
Use of Inquiry or Advocacy should raise a “red flag”.
HINTS: EVALUATE
RESULT
• Identify the problem: RECOGNIZE
– Communicate it NEED
– Achieve agreement
– Obtain commitment IDENTIFY
AND
• Consider appropriate SOP’s IMPLEMENT DEFINE
PROBLEM
• Think beyond the obvious alternatives RESPONSE
• Make decisions as a result of the process ACCELERATED
RESPONSE COLLECT
• Resist the temptation to make an immediate FACTS
decision and then support it with facts
SELECT A IDENTIFY
RESPONSE ALTERNATIVES
WEIGH IMPACT
OF ALTERNATIVES
21 CREW
ERROR MANAGEMENT
ERROR
CONTAINMENT
• IDENTIFY AREAS OF
MITIGATE VULNERABILITY
ERROR
PREVENTION DETECT & TRAP • USE SOPs, CHECKLISTS AND
EFFECTIVE MONITORING TO
ESTABLISH LAYERS OF
ANTICIPATE & AVOID
DEFENSE
21 CREW
ALTITUDE CALLOUTS
ENROUTE
1,000 ft prior to level off
PM PF
APPROACH—PRECISION
PM PF
At 1,000 ft above minimums
APPROACH—NONPRECISION
PM PF
At 1,000 ft above MDA
21 CREW
SIGNIFICANT DEVIATION CALLOUTS
PM PF
IAS ±10 KIAS
WALKAROUND
The following section is a pictorial walkaround.
It shows each item called out in the exterior
power-off preflight inspection. The fold-out
pages, WA-2 and WA-15, should be unfolded
before starting to read.
WALKAROUND INSPECTION
3 5 1 2 88
75
WALKAROUND
77
1. PILOT WINDSHIELD ALCOHOL DISCHARGE OUTLETS 8. NOSEWHEEL AND TIRE—CONDITION AND NOSE GEAR 12. RIGHT STALL WARNING VANE—FREEDOM OF
AND PILOT DEFOG OUTLET—CLEAR OF UPLOCK FORWARD MOVEMENT, LEAVE IN DOWN POSITION
4 OBSTRUCTIONS
5. LEFT STATIC PORTS (2) (FC 200)—CLEAR OF
2. LEFT SHOULDER STATIC PORT (FC 200) —CLEAR OF OBSTRUCTIONS
9 10 8 6 83 84 79 85 76 78 74
OBSTRUCTIONS
7 86
81 82
87
WA-2 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY WA-3
LEARJET 30 SERIES PILOT TRAINING MANUAL
WALKAROUND
8. NOSEWHEEL AND TIRE—CONDITION AND NOSE GEAR 12. RIGHT STALL WARNING VANE—FREEDOM OF
UPLOCK FORWARD MOVEMENT, LEAVE IN DOWN POSITION
11. RIGHT PITOT HEAD (FC 200) AND TEMPERATURE 14. RIGHT PITOT-STATIC DRAIN VALVES (2)—DRAIN
PROBE—COVERS REMOVED, CLEAR OF
OBSTRUCTIONS
15. RIGHT SHOULDER STATIC PORT—CLEAR OF 20. ROTATING BEACON LIGHT AND LENS (ON VERTICAL
OBSTRUCTIONS (FC0-200) FIN)—CONDITION
16. COPILOT WINDSHIELD DEFOG OUTLET—CLEAR OF
OBSTRUCTIONS
WALKAROUND
23. RIGHT MAIN GEAR AND WHEEL WELL— 27. RIGHT WING ACCESS PANELS (UNDERSIDE OF
HYDRAULIC/FUEL LEAKAGE AND CONDITION WING)—CHECK FOR FUEL LEAKAGE
24. RIGHT MAIN GEAR LANDING LIGHT—CONDITION 28. RIGHT FUEL VENT (UNDERSIDE OF WING)—PLUG
25. RIGHT MAIN GEAR WHEELS, BRAKES, AND TIRES— REMOVED, CLEAR OF OBSTRUCTIONS
CONDITION
30. RIGHT WING HEAT SCUPPER (UNDERSIDE OF WING 33. RIGHT TIP TANK SUMP DRAIN VALVE—DRAIN
FORWARD)—CLEAR OF OBSTRUCTIONS
31. RIGHT TIP TANK—CONDITION 34. RIGHT TIP TANK FUEL CAP—CONDITION AND SECURE
35. RIGHT TIP TANK NAVIGATION LIGHT, STROBE LIGHT,
AND LENS—CONDITION
WALKAROUND
37. RIGHT TIP TANK FUEL JETTISON TUBE—CLEAR OF 40. RIGHT SPOILER AND FLAP—CONDITION
OBSTRUCTIONS
38. SCUPPER (UNDERSIDE OF RIGHT WING AFT)—CLEAR 41. RIGHT ENGINE OIL QUANTITY—CHECK
OF OBSTRUCTIONS, NO FUEL LEAKAGE FILLER CAP AND ACCESS DOOR—SECURE
39. RIGHT AILERON—CHECK FREE MOTION, 42. RIGHT ENGINE OIL BYPASS VALVE INDICATOR—
BALANCE TAB LINKAGE, BRUSH SEAL CONDITION CHECK, NOT EXTENDED
43. RIGHT ENGINE THRUST REVERSER—CONDITION AND 45. RIGHT ENGINE FUEL BYPASS VALVE INDICATOR—
STOWED (AERONCA) CHECK, NOT EXTENDED
43A. RIGHT ENGINE THRUST REVERSER—CONDITION 46. FUEL VENT DRAIN VALVE, TRANSFER LINE DRAIN
AND STOWED (DEE HOWARD) VALVE, FUSELAGE TANK SUMP DRAIN VALVE—DRAIN
44. RIGHT ENGINE TURBINE EXHAUST AREA— 47. LEFT AND RIGHT FUEL FILTER DRAIN VALVES—DRAIN
CONDITION, CLEAR OF OBSTRUCTION, BLOCKER
DOORS STOWED (AERONCA)
WALKAROUND
48. TAIL CONE ACCESS DOOR—OPEN 49B. TAIL CONE INTERIOR—CHECK FOR FLUID LEAKS,
SECURITY, AND CONDITION OF INSTALLED
EQUIPMENT
49. TAIL CONE INTERIOR—CHECK FOR FLUID LEAKS, 50. DRAG CHUTE—CHECK FOR PROPER INSTALLATION
SECURITY, AND CONDITION OF INSTALLED EQUIPMENT
49A. TAIL CONE INTERIOR—CHECK FOR FLUID LEAKS, 50A. DRAG CHUTE—CHECK FOR PROPER INSTALLATION
SECURITY, AND CONDITION OF INSTALLED
EQUIPMENT
HYDRAULIC ACCUMULATOR AIR CHARGE—750
PSI MINIMUM
51. TAIL CONE ACCESS DOOR—CLOSED AND SECURE 55. RIGHT FUEL COMPUTER DRAIN VALVE—DRAIN (DRAIN
VALVES ARE RECESSED ON AIRCRAFT EQUIPPED WITH
DRAG CHUTE.)
WALKAROUND
62. LEFT FUEL COMPUTER DRAIN VALVE—DRAIN (DRAIN 65A. LEFT ENGINE THRUST REVERSER—CONDITION AND
VALVES ARE RECESSED ON AIRCRAFT EQUIPPED WITH STOWED (DEE HOWARD)
DRAG CHUTE.)
63. FIRE EXTINGUISHER DISCS—CONDITION 65. LEFT ENGINE TURBINE EXHAUST AREA—CONDITION,
CLEAR OF OBSTRUCTIONS AND BLOCKER DOORS
STOWED (AERONCA)
64. LEFT ENGINE OIL BYPASS VALVE INDICATOR— 66. LEFT ENGINE TRUST REVERSER —CONDITION AND
CHECK, NOT EXTENDED STOWED (AERONCA)
67. LEFT ENGINE FUEL BYPASS VALVE INDICATOR— 70. LEFT AILERON—CHECK FREE MOTION, BALANCE,
CHECK, NOT EXTENDED AND TRIM LINKAGE, AND BRUSH SEAL CONDITION
68. LEFT ENGINE OIL QUANTITY—CHECK 71. SCUPPER (UNDERSIDE OF LEFT WING AFT)—
FILLER CAP AND ACCESS DOOR—SECURE CLEAR OF OBSTRUCTIONS, NO FUEL LEAK
69. LEFT SPOILER AND FLAP—CONDITION 72. LEFT TIP TANK FUEL JETTISON TUBE—CLEAR OF
OBSTRUCTIONS
WALKAROUND
73. LEFT TIP TANK FIN AND STATIC DISCHARGE 77. LEFT TIP TANK RECOGNITION LIGHT AND LENS
WICKS (2)—CONDITION (IF INSTALLED)—CONDITION
74. LEFT TIP TANK NAVIGATION LIGHT, STROBE LIGHT 78. LEFT TIP TANK—CONDITION
AND LENS—CONDITION
75. LEFT TIP TANK CAP—CONDITION AND
SECURE
76. LEFT TIP TANK SUMP DRAIN VALVE—DRAIN 79. LEFT WING HEAT SCUPPER (UNDERSIDE OF WING
FORWARD)—CLEAR OF OBSTRUCTIONS
80. VORTEX GENERATORS OR BOUNDARY LAYER 83. STALL STRIP (IF INSTALLED) AND WING LEADING
ENERGIZERS—CONDITION EDGE—CONDITION
81. LEFT WING ACCESS PANELS (UNDERSIDE OF 84. STALL FENCE (IF INSTALLED)—CONDITION
WING)—CHECK FOR FUEL LEAKAGE
82. LEFT FUEL VENT (UNDERSIDE OF WING)—PLUG 85. LEFT MAIN GEAR AND WHEEL WELL—
REMOVED, CLEAR OF OBSTRUCTIONS HYDRAULIC/FUEL LEAKAGE AND CONDITION
53
52 54
44 41
WALKAROUND
80. VORTEX GENERATORS OR BOUNDARY LAYER 83. STALL STRIP (IF INSTALLED) AND WING LEADING 86. LEFT MAIN GEAR LANDING LIGHT—CONDITION 88. LEFT ENGINE INLET AND FAN—CLEAR OF
ENERGIZERS—CONDITION EDGE—CONDITION 87. LEFT MAIN GEAR WHEELS, BRAKES, AND TIRES— OBSTRUCTIONS AND CONDITION
57
CONDITION
58
56 55 48 47 43 42 40 39 37 36
59
49
60
45 46 38
50
51
81. LEFT WING ACCESS PANELS (UNDERSIDE OF 84. STALL FENCE (IF INSTALLED)—CONDITION
WING)—CHECK FOR FUEL LEAKAGE
68 67 66
75 73 80
61
74 71 72 70 69 64 63 65 62
82. LEFT FUEL VENT (UNDERSIDE OF WING)—PLUG 85. LEFT MAIN GEAR AND WHEEL WELL—
REMOVED, CLEAR OF OBSTRUCTIONS HYDRAULIC/FUEL LEAKAGE AND CONDITION
WA-14 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY WA-15
LEARJET 30 SERIES PILOT TRAINING MANUAL
NOTE:
THE NUMBERS ON THIS
DIAGRAM CORRESPOND TO
THE PREFLIGHT POSITIONS
DEPICTED IN THE AIRPLANE
FLIGHT MANUAL.
APPENDIX
CONTENTS
Page
CONVERSIONS ............................................................................................................... APP-1
ANSWERS TO QUESTIONS........................................................................................... APP-6
APPENDIX
TABLES
Table Title Page
APP-1 Conversion Factors ............................................................................................. APP-1
APP-2 Fahrenheit and Celsius Temperature Conversion ............................................... APP-2
APP-3 Inches to Millimeters.......................................................................................... APP-3
APP-4 Weight (Mass): Ounces or Pounds to Kilograms ............................................... APP-4
APP-5 Weight (Mass): Thousand Pounds to Kilograms................................................ APP-5
APPENDIX
MULTIPLY BY TO OBTAIN
APPENDIX
pounds 0.4536 kilograms
quarts (liquid) 0.946 liters
statute miles 1.609 kilometers
INCHES 0.0000 0.0001 0.0002 0.0003 0.0004 0.0005 0.0006 0.0007 0.0008 0.0009
MILLIMETERS
0.000 0.0025 0.0050 0.0076 0.0101 0.0127 0.0152 0.0177 0.0203 0.0228
0.001 0.0254 0.0279 0.0304 0.0330 0.0355 0.0381 0.0406 0.0431 0.0457 0.0482
0.002 0.0508 0.0533 0.0558 0.0584 0.0609 0.0635 0.0660 0.0685 0.0711 0.0736
0.003 0.0762 0.0787 0.0812 0.0838 0.0863 0.0889 0.0914 0.0939 0.0965 0.0990
0.004 0.1016 0.1041 0.1066 0.1092 0.1117 0.1143 0.1168 0.1193 0.1219 0.1244
0.005 0.1270 0.1295 0.1320 0.1346 0.1371 0.1397 0.1422 0.1447 0.1473 0.1498
0.006 0.1524 0.1549 0.1574 0.1600 0.1625 0.1651 0.1676 0.1701 0.1727 0.1752
0.007 0.1778 0.1803 0.1828 0.1854 0.1879 0.1905 0.1930 0.1955 0.1981 0.2006
0.008 0.2032 0.2057 0.2082 0.2108 0.2133 0.2159 0.2184 0.2209 0.2235 0.2260
0.009 0.2286 0.2311 0.2336 0.2362 0.2387 0.2413 0.2438 0.2463 0.2489 0.2514
INCHES 0.000 0.001 0.002 0.003 0.004 0.005 0.006 0.007 0.008 0.009
MILLIMETERS
0.00 0.025 0.050 0.076 0.101 0.127 0.152 0.177 0.203 0.228
0.01 0.254 0.279 0.304 0.330 0.355 0.381 0.406 0.431 0.457 0.482
0.02 0.508 0.533 0.558 0.584 0.609 0.635 0.660 0.685 0.711 0.736
0.03 0.762 0.787 0.812 0.838 0.863 0.889 0.914 0.939 0.965 0.990
0.04 1.016 1.041 1.066 1.092 1.117 1.143 1.168 1.193 1.219 1.244
APPENDIX
0.05 1.270 1.295 1.320 1.346 1.371 1.397 1.422 1.447 1.473 1.498
0.06 1.524 1.549 1.574 1.600 1.625 1.651 1.676 1.701 1.727 1.752
0.07 1.778 1.803 1.828 1.854 1.879 1.905 1.930 1.955 1.981 2.006
0.08 2.032 2.057 2.082 2.108 2.133 2.159 2.184 2.209 2.235 2.260
0.09 2.286 2.311 2.336 2.362 2.387 2.413 2.438 2.463 2.489 2.514
INCHES 0.00 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09
MILLIMETERS
0.0 0.254 0.508 0.762 1.016 1.270 1.524 1.778 2.032 2.286
0.1 2.540 2.794 3.048 3.302 3.556 3.810 4.064 4.318 4.572 4.826
0.2 5.080 5.334 5.588 5.842 6.096 6.350 6.604 6.858 7.112 7.366
0.3 7.620 7.874 8.128 8.382 8.636 8.890 9.144 9.398 9.652 9.906
0.4 10.160 10.414 10.668 10.922 11.176 11.430 11.684 11.938 12.192 12.446
0.5 12.700 12.954 13.208 13.462 13.716 13.970 14.224 14.478 14.732 14.986
0.6 15.240 15.494 15.748 16.002 16.256 16.510 16.764 17.018 17.272 17.526
0.7 17.780 18.034 18.288 18.542 18.796 19.050 19.304 19.558 19.812 20.066
0.8 20.320 20.574 20.828 21.082 21.336 21.590 21.844 22.098 22.352 22.606
0.9 22.860 23.114 23.368 23.622 23.876 24.130 24.384 24.638 24.892 25.146
INCHES 0.00 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
MILLIMETERS
5. 127.00 129.54 132.08 134.62 137.16 139.70 142.24 144.78 147.32 149.86
6. 152.40 154.94 157.48 160.02 162.56 165.10 167.64 170.18 172.72 175.26
7. 177.80 180.34 182.88 185.42 187.96 190.50 193.04 195.58 198.12 200.66
8. 203.20 205.74 208.28 210.82 213.36 215.90 218.44 220.98 223.52 226.06
9. 228.60 231.14 233.68 236.22 238.76 241.30 243.84 246.38 248.92 251.46
0 1 2 3 4 5 6 7 8 9
kg kg kg kg kg kg kg kg kg kg
oz
0 – 0.028 0.057 0.085 0.113 0.142 0.170 0.198 0.227 0.255
10 0.283 0.312 0.340 0.369 0.397 0.425 0.454 0.482 0.510 0.539
lb
0 – 0.45 0.91 1.36 1.81 2.27 2.72 3.18 3.63 4.08
10 4.5 5.0 5.4 5.9 6.4 6.8 7.3 7.7 8.2 8.6
20 9.1 9.5 10.0 10.4 10.9 11.3 11.8 12.2 12.7 13.2
30 13.6 14.1 14.5 15.0 15.4 15.9 16.3 16.8 17.2 17.7
40 18.1 18.6 19.1 19.5 20.0 20.4 20.9 21.3 21.8 22.2
50 22.7 23.1 23.6 24.0 24.5 24.9 25.4 25.9 26.3 26.8
60 27.2 27.7 28.1 28.6 29.0 29.5 29.9 30.4 30.8 31.3
70 31.8 32.2 32.7 33.1 33.6 34.0 34.5 34.9 35.4 35.8
80 36.3 36.7 37.2 37.6 38.1 38.6 39.0 39.5 39.9 40.4
90 40.8 41.3 41.7 42.2 42.6 43.1 43.5 44.0 44.5 44.9
100 45 46 46 47 47 48 48 49 49 49
APPENDIX
0 10 20 30 40 50 60 70 80 90
(000)* kg kg kg kg kg kg kg kg kg kg
1 454 499 544 590 635 680 726 771 816 862
2 907 953 998 1043 1089 1134 1179 1225 1270 1315
3 1361 1406 1451 1497 1542 1588 1633 1678 1724 1769
4 1814 1860 1905 1950 1996 2041 2087 2132 2177 2223
5 2268 2313 2359 2404 2449 2495 2540 2585 2631 2676
6 2722 2767 2812 2858 2903 2948 2994 3039 3084 3130
7 3175 3221 3266 3311 3357 3402 3447 3493 3538 3583
8 3629 3674 3719 3765 3810 3856 3901 3946 3992 4037
9 4082 4128 4173 4218 4264 4309 4354 4400 4445 4491
10 4536 4581 4627 4672 4717 4763 4803 4853 4899 4944
11 4990 5035 5080 5126 5171 5216 5262 5307 5352 5398
12 5443 5488 5534 5579 5625 5670 5715 5761 5806 5851
13 5897 5942 5987 6033 6078 6123 6169 6214 6260 6305
14 6350 6396 6441 6486 6532 6577 6622 6668 6713 6759
15 6804 6849 6895 6940 6985 7031 7076 7121 7167 7212
16 7257 7303 7348 7394 7439 7484 7530 7575 7620 7666
APPENDIX
17 7711 7756 7802 7847 7893 7938 7983 8029 8074 8119
18 8165 8210 8255 8301 8346 8391 8437 8482 8528 8573
19 8618 8664 8709 8754 8800 8845 8890 8936 8981 9026
20 9072 9117 9163 9208 9253 9299 9344 9389 9435 9480
ANSWERS TO QUESTIONS
CHAPTER 2 CHAPTER 5 CHAPTER 9 CHAPTER 13
1. D 1. B 1. D 1. B
2. B 2. D 2. B 2. A
3. D 3. D 3. A 3. D
4. B 4. C 4. C 4. A
5. D 5. D 5. A 5. A
6. A or B 6. D 6. A
7. D 7. A CHAPTER 10 7. C
8. B 8. D 1. C 8. D
9. A 9. A 2. A 9. D
10. C 10. C 3. C
11. C 11. B 4. C CHAPTER 14
12. A 12. A 5. B 1. C
13. D 13. D 6. C 2. A
14. C 14. A 7. D 3. A
8. D 4. D
CHAPTER 3 CHAPTER 7 5. B
1. C 1. A CHAPTER 11 6. C
APPENDIX
2. C 2. C 1. C 7. C
3. C 3. C 2. C 8. C
4. D 4. D 3. B 9. A
5. B 5. D 4. A 10. C
6. B 6. B 5. B 11. B
7. C 7. C 6. C or D 12. A
8. D 8. D 7. A 13. C
9. B 9. B 8. B 14. C
10. A 10. A 9. C 15. D
11. A 10. C 16. C
CHAPTER 4 12. D 11. C 17. C
1. C 13. B 12. D
2. D 14. C
3. B 15. C CHAPTER 12
4. A 16. A 1. C
5. A or B 17. A 2. A
18. C 3. C
4. C
CHAPTER 8
5. A
1. C 6. B
2. A 7. B
3. B
4. D
5. D
6. A
CHAPTER 15
1. B
2. C
3. C
4. A
5. D
6. B or D
7. B
8. C
9. D
10. C
11. D
12. C
13. A
14. D
15. C
CHAPTER 16
1a. C
1b. B
APPENDIX
2a. D
2b. A
3a. B
3b. D
4a. A
4b. D
5. C
6. A
7. D
8. D
9. C
10. B
11. D
CHAPTER 17
1. B
2. D
3. C
4. A
5. C
6. C
7. D
8. D
ANNUNCIATORS
The Annunciator Section presents a color
representation of all the annunciator lights in
the aircraft.
ANNUNCIATOR PANEL
CUR
LIM LH ENG
PITCH CHIP
TRIM OR RH ENG
CHIP
LOW L FUEL R FUEL SPOILER DOOR AUG PITOT FUEL L ENG R ENG L FUEL R FUEL L R L VG R VG MACH DH
DH
FUEL PRESS PRESS AIL HT FILTER ICE ICE CMPTR CMPTR STALL STALL MON MON TRIM
ARMED ARMED L R CAB WING WSHLD ALC BAT BAT ENG TO ARMED ARMED
OR PRI SEC AUX LO OIL STAB WSHLD STEER BLEED BLEED
INV INV INV PRESS OV HT OV HT ON AIR L AIR R GEN GEN ALT OV HT HT AI 140 160 SYNC TRIM OR
TRK ARM CAPT PWR ROLL PITCH IAS MACH AMR CAPT. FNL
TEST TEST
FMIZ EMER
PWR 2 DEE HOWARD TR 4000
OM MM
BLEED BLEED
FM/Z UNLOCK DEPLOY VALVE UNLOCK DEPLOY VALVE
MSTR TEST THRUST NORM EMER STOW REVERSER EMER STOW
WARN OM MM
AERONCA
MSTR
WARN HDG REV GA FNL
L R
L ON R
4 MUTE DN
3 FUEL 5 FUEL TSN
0000
2 QUANTITY 6
1 OPEN
LBSI x 1000 7 EMPTY
AUX INVERTER INVERTER 8 CLOSE XFER
0 CROSS FLOW
AIR IGN L ON L BUS PRI SEC AIR IGN R L ON R OFF
EMPTY F FILL
FUS
L WING 1340 R WING XFER U
1254
1254 JET PUMP OFF S FULL
OFF OFF R BUS OFF OFF OFF
L TIP R TIP F FILL OR T
1215 1175 U
GEN L GEN
RESET BAT 1 BAT 2
R GEN
RESET
GEN
L ON R S
FULL A OPEN
TOTAL N
O O 6238 T
F F LBS K
F F A CLOSE
N FUS VALVE
START 1 OFF OFF START R K
TEST TEST
CUR LOW L FUEL R FUEL SPOILER AUG PITOT FUEL L ENG R ENG L FUEL R FUEL L R L VG R VG MACH NAC
DOOR FILTER
LIM FUEL PRESS PRESS AIL HT ICE ICE CMPTR CMPTR STALL STALL MON MON TRIM HT
ARMED ARMED PRI SEC SPARE SPARE STAB WSHLD STEER BLEED BLEED L R CAB WNG WSHLD ALC SPARE SPARE ENG TO ARMED ARMED
INV INV OV HT OV HT ON AIR L AIR R GEN GEN ALT OV HT HT AI SYNC TRIM
EMR
FM/Z PWR
AIU ADC 1
OM MM FM/Z
FAIL ADC 2
OM MM
MSTR
WARN MSTR
WARN
HDG APR MSG WPT
SXTK GPS MSG WPT HDG APR
INTEG
GPS SXTK
FMS INTEG
FMS
PITCH
HOLD
ALT
PARK HOLD
BRAKE
GA LRN
ANTI-SKID GS GS
ARM CAPT
L R
F/D
VHF VHF
NAV NAV
FMS FMS
L ON R
UNSAFE LOCKED DN
3 4 2 2 3 8 UP
2 FUEL 5 FUEL JTSN BRT
AUX INVERTER INVERTER QUANTITY TEST
1 6 OPEN
AIR IGN L ON L BUS PRI SEC AIR IGN R
0 LBS X 1000
7 MUTE DN
CLOSE
CROSS FLOW LANDING
L ON R
EMPTY GEAR
XFER
OFF OFF R BUS OFF OFF OFF L FUS R
WING 1340 WING
1254 1254 OFF
JET PUMPS
L GEN L GEN R GEN R GEN L TIP R TIP FILL
RESET BAT 1 BAT 2 RESET 1215 1175 F
U FULL
TOTAL
O O 6238 L ON R S
LBS T
F F OPEN
F F A
N
START START K
OFF OFF CLOSE
STANDBY PUMPS
FUS VALVE