Pilot Training Manual (FS)

LEARJET 30 SERIES PILOT TRAINING MANUAL
REVISION 0.5 FlightSafety International, Inc. Marine Air Terminal, LaGuardia Airport 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 manufacturers Airplane Flight Manual, Pilot Manual, and Maintenance Manual. It is to be used for familiarization and training purposes only. At the time of printing it contained then-current information. In the event of conflict between data provided herein and that in publications issued by the manufacturer or the FAA, that of the manufacturer or the FAA shall take precedence. 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:
Tucson Learning Center 1071 E. Aero Park Boulevard Tucson, AZ 85756 (800) 203-5627 FAX (520) 918-7111 Wichita (Learjet) Learning Center Two Learjet Way Wichita, KS 67209 (800) 491-9807 FAX (316) 943-0314 Atlanta Learning Center 1010 Toffie Terrace Atlanta, GA 30354 (800) 889-7916 FAX (678) 365-2699
Copyright 2008 by FlightSafety International, Inc. All rights reserved. Printed in the United States of America.
INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES LIST OF EFFECTIVE PAGES Dates of issue for original and changed pages are: Original .......... 0 ............. February 2008 Revision ......... .01 ........... January 2010 Revision ......... .02............... March 2010 Revision ......... 0.3 ....... September 2010 Revision ......... 0.4............ October 2010 Revision ......... 0.5 ........September 2011 THIS PUBLICATION CONSISTS OF THE FOLLOWING: Page No. *Revision No. Page No. *Revision No.
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CONTENTS
Chapter 1 Chapter 2 Chapter 3 Chapter 4 Chapter 5 Chapter 6 Chapter 7 Chapter 8 Chapter 9 Chapter 10 Chapter 11 Chapter 12 Chapter 13 Chapter 14 Chapter 15 Chapter 16 Chapter 17 Chapter 18 Chapter 19 Chapter 20 Chapter 21 WALKAROUND APPENDIX AIRCRAFT GENERAL ELECTRICAL POWER SYSTEMS LIGHTING MASTER WARNING SYSTEM FUEL SYSTEM AUXILIARY POWER UNIT POWERPLANT FIRE PROTECTION PNEUMATICS ICE AND RAIN PROTECTION AIR CONDITIONING PRESSURIZATION HYDRAULIC POWER SYSTEM LANDING GEAR AND BRAKES FLIGHT CONTROLS AVIONICS MISCELLANEOUS SYSTEMS MANEUVERS AND PROCEDURES WEIGHT AND BALANCE PERFORMANCE CREW RESOURCE MANAGEMENT
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
FOR TRAINING PURPOSES ONLY
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ILLUSTRATIONS
Figure 1-1 1-2 1-3 1-4 1-5 1-6 1-7 1-8 1-9 1-10 1-11 1-12 1-13 1-14 1-15 Title Page
Learjet 35/36 ............................................................................................................ 1-2 General Dimensions................................................................................................. 1-2 Turning Radius......................................................................................................... 1-3 Danger Areas............................................................................................................ 1-3 Fuselage Sections..................................................................................................... 1-4 Radome .................................................................................................................... 1-5 Nose Compartment .................................................................................................. 1-5 Passenger-Crew Door............................................................................................... 1-5 Door Latch Inspection Port ...................................................................................... 1-6 Emergency Exit........................................................................................................ 1-7 Windshield ............................................................................................................... 1-8 Windows Locations (Typical) .................................................................................. 1-8 Tailcone Door........................................................................................................... 1-9 Learjet 35/36 Wing .................................................................................................. 1-9 Empennage ............................................................................................................ 1-10
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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 manufacturers 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 25 as a two-pilot transport category aircraft, approved for all-weather operation to a maximum altitude of 45,000 ft.
Revision .02
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STRUCTURES
GENERAL
Figure 1-1 shows the Learjet 35/36. The structure consists of the fuselage, the wing, the empennage, and flight controls. The discussion of the fuselage includes all doors and windows. Figure 1-2 shows the general dimensions of the aircraft. Figure 1-3 displays the aircraft turning radius.
Figure 1-4 displays the danger areas around the Learjet 35/36 presented by the weather radar emission cone, engine intakes, and engine exhaust cones.
Figure 1-1. Learjet 35/36
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
Figure 1-2. General Dimensions
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42 FT
Figure 1-3. Turning Radius
WEATHER
ENGINE INTAKE
ENGINE EXHAUST
30 FT
12 FT
700 F 40 FT
100 F
VALUES FOR TAKEOFF RPM APPROXIMATELY DOUBLE
Figure 1-4. Danger Areas
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FUSELAGE General
The fuselage is constructed of stressed allmetal skin with stringers. It employs the area rule design to reduce aerodynamic drag, and has four basic sections (Figure 1-5). They are: The nose section that extends from the radome aft to the forward pressure bulkhead. The pressurized section, which includes the cockpit and passenger areas, extends aft to the rear pressure bulkhead. On 36 models this bulkhead is further forward than on 35 models to provide space for the larger fuselage tank. In both models, the fuselage fuel section starts just aft of the rear pressure bulkhead and extends to the tailcone. The tailcone section extends aft of the fuel section. The fuselage also incorporates attachments for the wings, tail g roup, engine suppor t pylons, and the nose landing gear. In addition to the pressurized cockpit and passenger compartments, the fuselage includes the nose wheel well, an unpressurized nose compartment, and a tailcone compartment used for equipment installation.
FWD PRESSURE BULKHEAD AFT PRESSURE BULKHEAD (36 MODEL ONLY) AT FRAME 18
Nose Section
The nose of the fuselage (Figure 1-6) is formed by the radome. Aft of the radome is the nose compartment. The nose compartment access panels are on top of the fuselage (Figure 1-7), forward of the windshield. The panels must be removed for access to various electronic components, oxygen bottle (when installed in the nose), emergency air bottle, and the alcohol antiicing reservoir.
Pressurized Section
The pressurized cabin lies between the forward pressure bulkhead and the aft pressure b u l k h e a d, a n d i n c l u d e s t h e c o c k p i t a n d passenger compartment. Within the passenger compartment is a 500-pound-capacity baggage area at the back of the cabin, a lavatory, a cabinet for storage of provisions, and galley equipment (depending on the aircraft). The passenger-crew door is located on the left side of the fuselage, just aft of the cockpit. One of the windows on the right side of the cabin serves as an emergency exit. The cockpit seats two pilots and is f itted with a large, curved, two-piece windshield.
AFT PRESSURE BULKHEAD (35 MODEL ONLY) AT FRAME 22
FUEL SECTION 35 MODEL PRESSURIZED SECTION 35 MODEL NOSE SECTION PRESSURIZED SECTION 36 MODEL FUEL SECTION 36 MODEL TAILCONE SECTION
Figure 1-5. Fuselage Sections
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Revision .02
Passenger-Crew Door
The primary entrance and exit for passengers and crewmembers is through the clamshell door, located on the left side of the forward fuselage (Figure 1-8). The standard entrance door is 24 inches wide, but there is an optional 36-inch door. The upper door serves as an emergency exit, and the lower door has integral entrance steps. The upper portion of the door has both outside and inside locking handles connected to a common shaft through the door. Rotating either of these handles to the closed position drives six locking pins into holes in the fuselage frame (three pins forward and three aft) and two pins through interlocking arms that secure the two door halves together.
The lower door has a single locking handle on the inside. Rotating the lower door handle to the closed (forward) position drives two pins into holes in the fuselage frame (one forward and one aft). There are a total of 10 locking pins on the two door sections. To facilitate alignment of the upper door locking pins during closing, an electric actuator motor, torque tube assembly, and one or two hooks are installed in the lower door. The hooks engage rollers installed on the upper door and draw the two halves together. The actuator motor is operated from inside the aircraft by a toggle switch on the lower door, and from the outside by a key switch. Should the motor fail, the hooks can still be operated manually from inside. Access is provided to the torque-tube mechanism through a panel in
Figure 1-6. Radome
Figure 1-7. Nose Compartment
Figure 1-8. Passenger-Crew Door

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the lower door, and a ratchet handle provided in the aircraft tool kit can be used to operate the torque-tube manually.
NOTE
One hook and roller is used on 24inch doors, while two hooks and rollers are used on 36-inch doors. When the door handles are in the closed position, the pins all contact microswitches. If any one of the switches is not actuated, a red DOOR light illuminates on the annunciator panel. (See Annunciator Panel section.) If the light illuminates while the door is closed,
eight inspection por ts enable the crew to confirm the position of the door frame latching 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 visible through the upholstery gap at the interface and do not have white lines. 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 to the closed position. This engages the hooks over rollers in the upper door, and cinches the upper door down tight while allowing the locking pins to line up properly and meet the microswitches as the upper door handle is 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. A secondary safety latch is installed on the lower door and is separate from the doorlocking system. It consists of a notched pawl attached to the door. The pawl engages a striker plate attached to the frame when the door is closed.This engagement holds the lower door closed while the locking handle is being positioned to the locked position. Additionally, it prevents the door from falling open as soon as the door handle is opened. The latch is released by depressing the pawl. Cables and hydraulic dampers are provided to stabilize the lower door when lowering it and when using it as a step. The 24-inch door has one cable and a hydraulic damper. The 36inch door has two cables and may have an optional hydraulic damper. The cables are connected to takeup reels in the lower door and are also used to pull the door closed from inside the aircraft. The key switch is used to secure the door from the outside. By inserting a key into the switch and turning it in one direction, the actuator motor drives the hooks to engage the upper door rollers. Turning it in the other direction drives the hooks from the rollers to permit opening the door.
LOCKED
NOT LOCKED
Figure 1-9. Door Latch Inspection Port
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NOTE
Anytime the aircraft is occupied with the entry doors locked, the hooks must be released. This permits opening the upper door for emergency egress. If the red DOOR light illuminates, it means: Any one of the 10 latch pins is not engaged with its respective microswitch The hook drive mechanism is not completely retracted The door is unsafe for takeoff A hollow neoprene seal surrounds the doorframe; the seal has holes to allow the entry of
pressurized cabin air, forming a positive seal around the door.
Emergency Exit
A hatch near the right rear of the cabin (Figure 1-10) serves as an emergency exit for all occupants. A latching mechanism is acces sible from inside and outside the cabin. The inside latch handle, located at the top center of the window, is pulled inward to unlock. To open from the outside, depressing a PUSH button above the window releases a handle that must then be turned in the direction of the arrow stamped on the handle; then the hatch may be pushed inward.
Figure 1-10. Emergency Exit
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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 panes of stretched acrylic plastic with an air space between them. They are held apart and sealed air tight by a spacer.
Fuel Section
The fuel section, located aft of the rear pressure bulkhead, contains the fuselage fuel cells. The fuel section on 35 models is different from that on 36 models (see Figure 1-5). On 36 models, the rear pressure bulkhead has been moved forward, allowing for four bladder cells rather than two, almost doubling fuselage fuel capacity.
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, electrical components, fuel filters, fuel computers, refrigeration equipment, engine f ire extinguishers, and hydraulic components. There is an optional light switch in the tailcone equipment compartment. If inadvertently left on, it will be turned off by the door-closing action. There is no cockpit indicator to warn the pilot if the door is open.
Figure 1-11. Windshield
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WING
The Learjet 35/36 has a swept back, cantilevered, all metal wing (Figure 1-14) that is mounted to the lower fuselage and joined together at the fuselage. Most of the wing is sealed to form an integral fuel tank. Eight f ittings attaching the wings to the f u s e l a g e a r e d e s i g n e d t o p r ev e n t w i n g deflections from inducing secondary loads in the pressurized fuselage. Ailerons are attached to the rear spar at three hinge points. The single-slotted Fowler flaps are attached to the inboard rear spar by tracks, rollers, and hinges. The spoilers are attached to the top of the wing surface by two hinges just forward of the flaps. The tip tanks are secured to the wing at two attach points. The Learjet 35/36 wing is f itted with either vortex generators or boundary layer energizers. Whichever is used, they function to delay airflow separation over the ailerons at high Mach numbers. Aircraft Serial Nos. (SN) 35-002 through 35278 and 36-002 through 36-044 (if not retrof itted with AAK 79-10) employ two rows of vortex generators bonded to the upper wing surface forward of both ailerons.
Subsequent serial-numbered aircraft and those modif ied with AAK 79-10 incorporate a softflight wing modif ication, which includes: Three rows of boundary layer energizers (BLEs) on each wing that perform the same function as vortex generators, but are more eff icient. If any are missing, M MO is reduced to 0.78 M 1 (FC200) or .77 M 1 (FC530) A full-chord stall fence on each wing, inboard of the aileron, which delays disruption of the airflow over the aileron at high angles of attack
Figure 1-13. Tailcone Door
Figure 1-14. Learjet 35/36 Wing
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A stall strip, aff ixed to the inboard section of each wing leading edge, which generates a buffet at high angle of attack to warn of an impending stall An aileron gap seal along the leading edge of each aileron
The center leading edge attaches to an 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 provide pitch axis trim.
AIRCRAFT SYSTEMS
ELECTRICAL POWER SYSTEMS
Primary DC electrical power is provided by two engine-driven generators. Secondar y power is supplied by two 24-volt batteries. The aircraft may be equipped with a single or dual emergency battery system. The aircraft also has the capability of accepting DC power from a ground power unit. DC power is used by either two or three solidstate static inverters that, in turn, supply AC power for equipment and instruments.
EMPENNAGE
The high-T-tail empennage (Figure 1-15) includes a vertical stabilizer with an attached rudder and a horizontal stabilizer with attached elevators. The swept back vertical stabilizer is formed by f ive spars securely connected in the tailcone. It is the mounting point for the rudder and horizontal stabilizer. At the lower leading edge of the stabilizer is a dorsal fin that houses a ram-air scoop. Later model airpcraft have the oxygen bottle located within the dorsal f in. The horizontal stabilizer is a swept back, full span unit, constructed around f ive spars. It is attached to the vertical stabilizer at two points: The center aft edge attaches to a heavyduty hinge pin
LIGHTING
Interior lighting is supplied for general cockpit use and for instrument illumination. Cabin lighting is supplied for the cabin overhead lighting, individual passenger positions, and cabin baggage compartment. Exterior lighting includes the combination landing/taxi light on each main gear, navigation lights, anticollision lights, strobe lights, and a recognition light. A second recognition light and wing ice inspection light may be available.
Figure 1-15. Empennage
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FUEL SYSTEM
Fuel is contained in integral wing tanks, tip tanks, and in a bladder cell fuselage tank just aft of the rear pressure bulkhead. The 36 model has a larger fuselage tank than the 35 model. Fueling is accomplished through f iller caps in the top of each tip tank.
control, and the Aeronca thrust reversers, if installed.
ICE AND RAIN PROTECTION

The anti-icing systems use engine bleed air, electric heating, and alcohol. Bleed air is used to heat the wing leading edge, the horizontal stabilizer leading edge, windshields, nacelle lips, and on some aircraft, the engine fan spinners. Bleed air is also used to remove rain from the windshield. Electrically heated systems include pitot tubes, static ports, P 2 T 2 sensors, and the stall warning vanes. An alcohol system is used for radome antiicing and to back up the pilot windshield bleedair anti-icing.
POWERPLANT
The Learjet 35/36 is powered by two Garrett TFE731 turbofan engines. The TFE731 is a lightweight, two-spool, front fan-jet engine. It has a reverse-flow annular combustion chamber that reduces the overall length and results in more eff icient combustion and cooler external surfaces of the turbine section. The low-pressure rotor consists of a fourstage, axial compressor and a three-stage, axial turbine rotating on a common shaft. The axial-flow fan assembly is located at the forward end of the engine and is gear-driven by the low-pressure rotor. The high-pressure spool incorporates a singlestage, high-pressure centrifugal compressor and a single-stage axial turbine constructed as a single unit. The high-pressure spool drives the accessory section. The high-pressure spool is located between the low-pressure compressor and the low- pressure rotor shaft passing through its center. The engines are mounted on external pylons and are accessed by upper and lower nacelle covers. An access door on the outboard side of each nacelle is provided to check engine oil quantity. Fire detectors are located in each engine nacelle and two engine f ire extinguisher bottles in the tailcone. Each engine supplies both high-pressure (HP) and low-pressure (LP) bleed air that is used either independently or in combination for antiicing, pressurization, cabin temperature
AIR CONDITIONING AND PRESSURIZATION

Regulated engine bleed air is diluted into the pressurized compar tment through a heat exchanger where it is cooled by ram air from the dorsal inlet. Cabin temperature is regulated by controlling the amount of bleed air allowed to bypass the heat exchanger. Pressurization is regulated by controlling the amount of air that is exhausted from the cabin. Control is maintained by a pressurization controller module and an outflow valve. The controller module provides fully automatic control of pressurization as well as manual mode. It ensures that the aircraft is depressurized on the ground, and causes automatic pressurization to occur on takeoff. Built-in safeguards prevent over/under pressurization. A Freon refrigeration system and an optional auxiliary cabin heater supplement the normal air conditioning system; they may be used when the engines are not operating, provided a ground power unit is connected. Both systems are completely independent of the bleedair pressurization system.
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HYDRAULIC POWER SYSTEMS

The hydraulic system supplies pressure for the operation of the landing gear, gear doors, brakes, flaps, spoilers, and Dee Howard thrust reversers, if installed. A single reser voir supplies fluid to the two engine-driven pumps through f ire shutoff valves. An electric auxiliary pump can pressurize all systems except the spoilers. It draws fluid from the same reservoir. The auxiliary supply line is not affected by the f ire shutoff valves.
Secondary flight controls (spoiler/spoileron and flaps) are electrically controlled and hydraulically operated.
AUTOMATIC FLIGHT CONTROL SYSTEM

The automatic flight control system (AFCS) includes a flight director, autopilot, and yaw dampers. The flight director system generates roll and pitch commands by means of a single-cue V-bar display in the pilot attitude director indicator. Programming and annunciation of selected modes is accomplished on the AFCS control panel in the center glareshield. The two-axis autopilot provides control of the r o l l a n d p i t c h a xe s . W h e n e n g a g e d, t h e autopilot responds to the flight director as programmed, or the pilot may elect to operate the autopilot in a basic attitude-hold mode by canceling all flight director modes, in which case the command bars are biased out of view. Dual yaw dampers are installed for control of the yaw axis. Intended for full-time inflight operation, either yaw damper must be engaged after takeoff. Functioning to dampen yaw and provide turn coordination, the yaw damper(s) operate independently, whether or not the autopilot is engaged.
LANDING GEAR AND BRAKES

The Learjet 35/36 has a retractable tricycle landing gear that is electrically controlled and hydraulically operated. An emergency air bottle, located in the right side of the nose compartment, can be used to extend the landing gear or for emergency braking, or both, in case of hydraulic or electrical failure. The self-centering nose gear has a single wheel and incor porates an electrical nosewheel steering system that has variable authority, depending upon taxi speed. Each main gear has dual wheels, each equipped with multiple-disc brakes. Hydraulic braking is controlled from either the pilot or copilot station. A fully modulated antiskid system provide maximum braking performance while protecting against skids.
PITOT-STATIC SYSTEM
The type of system used to supply pitot and static pressure to the pilot and copilot instruments depends on whether the FC 200 or FC 530 automatic flight control system (AFCS) is installed. FC 200 models use a conventional pitot-static system consisting of one heated pitot tube mounted on each side of the nose section and two heated static ports flush-mounted on each side of the nose compartment. The air data
FLIGHT CONTROLS
The Learjet 35/36 uses manually actuated primar y flight controls. Pilot inputs are t r a n s m i t t e d v i a c a bl e s , b e l l c r a n k s , a n d pushrods to the ailerons, rudder, and elevators. There are no hydraulic or electric power boosts for these systems. Primary control trims are electrically controlled and operated.
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sensor uses the copilot pitot line for pitot pressure, while its static pressure is provided by two additional heated static ports installed on the nose, forward of the windshield. An alternate unheated static port inside the nose compartment is provided for the pilot static system. FC 530 models use a Rosemount-designed pitot-static system that physically integrates two static ports into each of two pitot tubes, one mounted on each side of the nose section. The air data sensor uses the copilot pitot and static lines.
An unheated static port is located on the right side of the nose compartment to provide a static source for the pressurization control module.
OXYGEN SYSTEM
The oxygen system consists of the crew and passenger distribution systems connected to a high-pressure oxygen storage cylinder located in the nose compartment on early 35 and 36 models. On SNs 35-492 and 36-051 and subsequent, the cylinder is located in the vertical stabilizer.
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CHAPTER 2 ELECTRICAL POWER SYSTEMS

CONTENTS
INTRODUCTION ................................................................................................................... 2-1 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
2 ELECTRICAL POWER SYSTEMS
Page
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ILLUSTRATIONS
Figure
2-1 2-2 2-3 2-4 2-5 2-6 2-7 2-8 2-9 2-10 2-11 2-12 2-13 2-14 2-15 2-16 2-17 2-18 2-19 2-20 2-21
Title
Page
Component Locations .............................................................................................. 2-2 Battery Location....................................................................................................... 2-2

Battery Switches ................................................................................................. 2-3 Equipment Powered by Battery Charging Bus and Generator Buses ......................... 2-3 Generator Indicators ............................................................................................ 2-4 Battery Temperature Indicator .............................................................................. 2-5 Generator Location ............................................................................................. 2-5 Generator Switches ............................................................................................. 2-5 Ground Power Connector ..................................................................................... 2-6 Basic DC Distribution ......................................................................................... 2-7 Current Limiter Panel .......................................................................................... 2-7 Typical Circuit-Breaker PanelsSNs 35-002 through 35-201 and 35-205, and 36-002 through 36-040 (Not Incorporating AMK 78-13) ................................ 2-10 Typical Circuit-Breaker PanelsSNs 35-202 and Subsequent, except 35-205, 36-041 and Subsequent, and Aircraft Incorporating AMK 78-13 ......................... 2-11 Essential DC Bus PowerSNs 35-002 through 35-201 and 35-205, and 36-002 through 36-040 (Not Incorporating AMK 78-13) ................................ 2-13 Essential DC Bus PowerSNs 35-202 through 35-508, except 35-205, 36-041 through 36-053, and Prior Aircraft Incorporating AMK 78-13 .............................. 2-13 Battery Charging Bus and Generator Bus Distribution .......................................... 2-14 Main DC Bus Power .......................................................................................... 2-15 Essential DC Bus PowerSNs 35-509 and Subsequent and 36-054 and Subsequent, and Prior Aircraft Incorporating AMK 85-1 ...................................... 2-16 Inverter ............................................................................................................ 2-17 Inverter Switches .............................................................................................. 2-17 AC Bus Switch and AC Voltmeter ...................................................................... 2-18
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2-22 2-23 2-24 2-25

AC Distribution ................................................................................................ 2-19 Emergency Battery Controlsand Indicators .......................................................... 2-20 Electrical SystemSNs 35-002 through 35-205 and 36-002 through 36-040 (Not Incorporating AMK 78-13) ............................................................. 2-22 Electrical SystemSNs 35-202 through 35-204, 35-206 through 35-508, 36-041 through 36-053, and Prior Aircraft Incorporating AMK 78-13 ................... 2-23 Electrical SystemSNs 35-509 and Subsequent, 36-054 and Subsequent, and Prior Aircraft Incorporating AMK 85-1 ...................................... 2-24
2-26
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CHAPTER 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 generator 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 system operation or engine starting. Electrical power for AC-powered equipment is provided 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 customers option to power additional equipment such as an emergency communication radio, transponder, or emergency directional gyro.
GENERAL
The electrical system incorporates a multiple bus system for power distribution interconnected by relays, current limiters, overload sensors, and circuit breakers (CBs) that react
Revision .02
automatically to isolate a malfunctioning bus. Manual isolation is also possible by opening the appropriate CBs.
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The batteries are capable of operating the minimum equipment for night instrument flight for approximately 30 minutes if both generators become inoperative. An emergency battery is provided to operate an emergency attitude gyro and the gear and flap systems if a total aircraft electrical system failure occurs. It is possible to power the entire DC and AC electrical systems from the aircraft batteries, an engine-driven generator, or a GPU. Figure 2-1 shows major electrical power system component locations.
Figure 2-2. Battery Location
DC POWER
BATTERIES
Two batteries in the tail cone (Figure 2-2) provide the secondary source of DC power. Each battery has a removable cover and a case that is vented and cooled by overboard connections. The batteries are of suff icient capacity to supply normal ground electrical requirements and may be used for engine starting when external power is not available.
EMERGENCY BATTERY(IES)
Lead-Acid vs. Nicad

Lead-acid batteries are enclosed in a plastic case. Nickel-cadmium (nicad) batteries are enclosed in a stainless steel case. On SNs 35341 and 36-050 and subsequent equipped with lead-acid batteries, a sump jar has been added to contain any electrolyte spillover. A sponge saturated in a baking soda and water solution neutralizes the acid. AMK 81-5A makes this installation available in earlier aircraft. Each battery connects to its respective battery bus through a 20 A current limiter for hotwired circuits.
PRIMARY, SECONDARY, AND AUX INVERTERS
CIRCUIT-BREAKER PANELS
GENERATOR
BATTERIES
CURRENT-LIMITER PANEL
Figure 2-1. Component Locations
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Charging nicad batteries with a GPU is not recommended. Charging lead-acid batteries in the aircraft is not recommended because of poor GPU output regulation.
electrical equipment (except equipment hotwired to its battery bus), nor can it be charged by a GPU or the generators.
Two battery switches (Figure 2-3) connect the batteries in parallel to the battery-charging bus when the switches are on. The switches, BAT 1 and BAT 2, correspond to the respective battery. Each switch has two-positions, ONOFF, that complete a ground circuit to close its respective battery relay in the on position (Figure 2-4). The battery relays require approximately 16 V (minimum) from the respective battery. If either battery voltage is less than 16 V, the respective battery relay will not close; the batter y cannot be connected to the aircraft electrical system for the purpose of operating
L RECOG LIGHT *
DC VOLTS
0 10 30
20
Figure 2-3. Battery Switches

UTILITY LIGHT *
LEGEND
BATTERY POWER GENERATOR POWER GROUND POWER
30 L GEN BUS
A R GEN BUS
BAT CHG BUS 275 A 150 A 30 A 50 A 10 A 20 A 275 A
20
A L STARTER
20
L LDG AND TAXI LIGHT *IF INSTALLED
FREON COMP MOTOR AND AUX HEATER
R RECOG LIGHT HYD PUMP
FUEL FLOW IND AUX INVERTER*
PRI PITCH TRIM (FC-530) R STARTER
R LDG AND TAXI LIGHT
Figure 2-4. Equipment Powered by Battery Charging Bus and Generator Buses
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Controls
The aircraft batteries are always connected in parallel (including during engine starts) when both battery switches are on.
a higher voltage than the batteries; therefore, when either of these is powering the battery charging bus, generator, or GPU voltage will be indicated. Aircraft with nicad batteries are equipped with battery temperature indicators and overheat warning light systems. These are attached through two electrical connectors on the face of each battery case to temperature sensors and thermal switches on each battery. A dual-indicating temperature gage is on the lower portion of the copilot instrument panel (Figure 2-6). Two red warning annunciators labeled BAT 140 and BAT 160 in the annunciator panel illuminate if either or both batteries reach 140 to 160F, respectively.
Indicators
Electrical system indicators (Figure 2-5) are grouped in a cluster on the upper portion of the center instrument panel. A single DC VOLTS meter, connected to the battery charging bus through a 5 A current limiter, indicates the highest voltage input to the bus by batteries, generators, or GPU. To read individual battery voltage, only one battery at a time may be connected to the battery charging bus with the generators off and a GPU not connected. Aircraft generators and GPUs normally put out
Figure 2-5. Generator Indicators
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The generators supply DC power to all DC powered equipment on the aircraft. Generator voltage is regulated to 28.8 VDC for lead-acid batteries and to 28.5 VDC for nicad batteries. On aircraft SNs 35-148 and subsequent and 36-036 and subsequent, singlegenerator voltage is reduced as load increases during ground operation and any time a starter is engaged to limit amperage. This design feature protects the 275 A current limiters 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 through the IGN & START circuit breaker, which automatically connects the generator bus; the amber GEN caution annunciator extinguishes. Two generator reset buttons labeled L GEN RESET and R GEN RESET on the center
Figure 2-6. Battery Temperature Indicator
GENERATORS
Two engine-driven DC generators, one on each engine (Figure 2-7), provide the primar y source of DC power. Each brushless generator is rated at 30 VDC, 400 A. Cooling air is routed from a scoop on the engine nacelle to the associated generator. During normal operation, 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.
Figure 2-7. Generator Location
Figure 2-8. Generator Switches
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switch panel (see Figure 2-8) provide for resetting the generator in case of failure. If the GEN-OFF-START switch is in GEN, momentarily depressing the reset button resets the overvoltage relay, completes a power circuit to the voltage regulator, and restores the generator to normal operation.
Indicators
Two AMPS metersone for each generator indicate the load in amps being carried by each generator (see Figure 2-5). The load indication is measured at the voltage regulator. Generator voltage is displayed on the DC VOLTS meter. An amber L or R GEN caution annunciator on the glareshield panel illuminates if the associated generator switch is turned off, if the generator fails, or if the generator is tripped off by the overvoltage cutout relay.
The receptacle connects GPU power to the battery charging bus through a power relay controlled by an overvoltage circuit. The overvoltage circuit samples GPU voltage provided through a control relay (Figure 2-10). At least one battery switch must be turned on to close the control relay, allowing the overvoltage circuit to sample GPU voltage, and, if below 33 V, the power relay closes to complete the GPU-to-battery charging bus connection. The GPU should be regulated to 28 V. Due to tower shaft torque limits, it must be limited to 1,100 A for engine starts. It should be capable of producing at least 500 A. If GPU voltage exceeds 33 V, the overvoltage circuit causes the power relay to open, thereby disconnecting the GPU from the electrical system to prevent damage to voltage-sensitive equipment.
CIRCUIT COMPONENTS Current Limiters

Throughout the electrical distribution system, various sizes of current limiters at strategic locations prevent progressive total electrical failure. A current limiter is similar to a slowblow fuse; it will carry more than its amprated capacity for shor t periods of time. Extreme or prolonged overloading causes a current limiter to fail, thus isolating that particular circuit and precluding progressive failure of other electrical components. Current limiters are not resettable. When a current limiter 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). There are two current limiters (one on each generator) that are not on the tail cone panel. Each generator has a 10 A current limiter as part of the paralleling circuit. Two types of current limiters are used in the system. The lower amperage current limiters (50 A or less) are red and have a pin that protrudes if blown. The higher amperage current limiters are made of a gray ceramic material
GROUND POWER
A ground power unit (GPU) can be connected to the aircraft through the receptacle on the left side of the fus elage below the engine (Figure 2-9).
Figure 2-9. Ground Power Connector
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with a small window that allows visual inspection of current-limiter integrity. There are two 275 A current limiters in the main current-limiter panel; these connect the generator buses with the battery charging bus.
On SNs 35-002 through 35-147 and 36002 through 36-035, testing of these current limiters is accomplished manually. On SNs 35-148 through 35-389, except 35-370, and 36-036 through 36-047, testing of the current limiters is accomplished using the rotary systems test switch. For all of the above aircraft, AMK 80-17 provides two amber annunciators, one for each current limiter, which allow continuous monitoring.
LEFT ENGINE START FUNCTIONS * OFF * 1. STARTER RELAYS 2. STANDBY PUMP RELAY 3. IGNITION POWER 4. MOTIVE FLOW VALVE (SNs 35-002 THROUGH 35-057 AND 36-002 THROUGH 36-017)
Figure 2-11. Current Limiter Panel
RIGHT ENGINE START FUNCTIONS* OFF
START
START
GEN
AMPS
0 400 100 200 300
L PWR
DC VOLTS
R PWR
AMPS
0 400 100 200 300
0 10 50 30
REG LH GEN FIELD L STALL WARN
10 A L GEN BUS
10 A R GEN BUS RH GEN
REG
275 A
BAT CHG BUS
275 A
FIELD R STALL WARN OVER VOLT CUTOUT
ENTRY LTS
DOOR ACTR
LEGEND
L BAT BUS
20 A
L BAT
GND PWR
R BAT
20 A
R BAT BUS
Figure 2-10. Basic DC Distribution
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On SNs 35-370, 35-390, and 36-048 and subsequent, a single red CUR LIM annunciator on the glareshield panel allows continuous monitoring of the 275 A current limiters. The 275-amp current-limiter annunciator(s) are illuminated by 1 A overload sensors wired across the current-limiter terminals. Failure of a current limiter results in a surge of current through the overload sensor, causing it to trip and thereby illuminate the light. In flight, it is important to know if the current limiters have blown. On all aircraft with or without current limiter annunciator(s), current limiter status may be determined by close observation of voltmeter and ammeter indications. If only one fails, no difference will be noted on either indicator since power from each generator still flows to the battery charging bus through the opposite current limiter. Failure of both current limiters, however, could be recognized since the voltmeter will read battery voltage (i.e., < 25V). On aircraft prior to SNs 35-509 and 36-054 not modif ied by AMK 85-1, this failure eventually results in depletion of the batteries since they are the only source of power to the essential buses. The generators have been separated from the load of the essential buses and are now supplying power to only the main buses and the generator buses. This greatly reduced loading is reflected by abnormally low ammeter readings on both generators. On SNs 35-509 and 36-054 and subsequent or earlier aircraft with AMK 85-1 installed, a failure of both 275 A current limiters will not result in the separation of the generators from the essential buses. Generator loads, therefore, remain relatively normal. The generators have, however, been separated from the batter y buses and batter y charging bus. Consequently, the batteries are no longer being charged and are slowly depleted by electrical
equipment that draw power from either battery bus or the battery charging bus. Battery condition should be monitored using the DC voltmeter. On aircraft with the single CUR LIM annunciator, if one limiter blows in flight, DC volts and amps should be monitored closely since the CUR LIM annunciator remains illuminated and will not alert the pilot to subsequent failure of the other limiter.
Relays
Relays are used at numerous places throughout the electrical distribution system, particularly in circuits with heavy electrical loads. The relays function as remote switches to make or break power circuits. This arrangement allows the control circuit wiring to be a lighter gage since less current is required to operate the relay. Relays control the power circuits for the batteries, GPU, starters, generators, inverters, and left and right main buses. Instrument panel switches or CBs complete the control circuits to operate the relays.
Overload Sensor
Overload sensors are used in the power circuits to the left and right main buses and in the power circuits to each inverter. These overload sensors react thermally to electrical loads in excess of their design capacity. In reacting, they electrically ground the relay control circuit causing the associated control circuit to trip, which causes the relay to open and break the power circuit. Once the overload condition is removed, the overload sensor cools and resets automatically; however, the control CB must be reset manually. The overload sensors in the main bus power circuits are rated at 70 A; the overload sensors for the inverter power circuits are rated at 60 A.
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Circuit Breakers
Circuit breakers are on two CB panels in the cockpit, one left of the pilot seat and one right of the copilot seat. On FC 200 AFCS aircraft, three additional CBs under the pilot seat on the autopilot electric box provide power for the autopilot flight director and the yaw damper annunciator lights. The DC circuit breakers are the thermal type, and the AC circuit breakers are the magnetic type. Amperage ratings are stamped on the top of each CB. The CBs are arranged in rows according to the buses that serve them to simplify the isolation of individual buses or circuits. Basically, all CBs in the top row (both sides) are on the 115 VAC and 26 VAC buses; in the second row they are on the main DC buses (except three that are power bus CBs). Additionally, thrust reversers (if installed) are controlled by main bus CBs that are physically installed on the left and right panels, third and fourth rows.
The third and fourth rows on SNs 35-002 through 35-201 and 35-205, and 36-002 through 36-040 are on the DC essential bus. On SNs 35-202 and subsequent, except 35-205, and 36-041 and subsequent, and earlier aircraft incorporating AMK 78-13, the third and fourth rows are on the essential A and B DC buses.
Circuit breakers on the third and fourth rows, but not powered by the essential buses, are: L STALL WARN, DOOR ACTR and ENTRY LTS (left battery bus items) R STALL WRN (right battery bus item) T/R EMER STOW and T/R POS IND (left main bus itemAeronca) T/R CONT (right main bus item Aeronca) T/R POWER and T/R CONT (left and right main bus itemsDee Howard) See Figures 2-12 and 2-13 for typical representations of CB panels.
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PILOT PANEL
COPILOT PANEL
ESS BUS TIE R ESS BUS AUD 2 L FIRE EXT NAV 1 ATC 1 L FW SOV L JET PMP VAL L FAN RPM L STBY PMP L ICE DET WRN LTS INSTR LTS RAM AIR TEMP PITCH R FW SOV NAV 2 R JET PMP VAL ATC 2 R STBY PMP UHF R ICE DET OIL TEMP FUEL QTY ADF 2 R FIRE EXT COMM 2 SEC INV EMER BAT 1 EMER BAT 2 SPOIL ERON E.L. LTS WRN LTS INSTR LTS R PIT HT R LDG & TAXI LT BCN LTS RAD LTDM CAB PRESS VLF RCVR GEAR AUX COM FUEL CMPTR R ITT S WARN HT AUX INV TEST SYS SEC P TRIM SEC DME R STALL WARN SEC AFCS SEC FLT DIR SEC G/S L NAC KT R NAC HT FUSLG PMP FILL & XFER HR METER TOILET R TURB RPM ALTM ADF 2 CABIN HT MAN BAT TEMP SEC RMI NAV 2 26 VAC BUS R OIL PRESS RADAR ALC PMP STEREO CMPTR STAB & WING KIT FLT DR ATT FLT DR (MC) FLT DR HEAD HEAD SEC VM RADAR SEC DIR GY SEC VERT GY
L AC BUS AUX BUS FLOOD LT L MAIN BUS L IGN & START PRI INV ADF 1 PRI DIR GY DME 1 PRI VERT GY HF COMM NOSE STEER AIR DATA SEN MACH TRIM FLT DIR AT TD AIR DATA AFCS PITCH AFCS ROLL PRI YAW DAMP DME READ SPARE E.L. LTS SQUAT SW L LDG TAXI LT AIR DATA SEN RDNG LTS FREON CONT CAB BLD CAB HT AUTO NOSE STEER ANTI SKID WSHLD KT NAV LTS STROBE LTS
L ESS BUS AUD 1
L AIR IGN L FIRE DET
R AIR IGN R FIRE DET
MAIN BUS TIE R MAIN BUS R IGN START
AC BUS TIE R AC BUS R AUX BUS
COMM1
PRI VM
L PIT HT PRI FLT DIR R NAV CONT PRI AFCS AFCS PITCH AFCS ROLL AFCS YAW S WRN HT HF COMM DME READ R NAV STBY L STALL WARN DOOR ACTR ENTR LTS
ROLL
TAB FLAP POSN SPOILER
YAW AIR BL OXY VAL FUSE VAL FUEL CMPTR L ITT FUEL ITSN
FLAPS
SEC YAW CAMP
RECOG LT R FAN RPM FUEL ITSN
26 VAC BUS L OIL PRESS PRI RMI NAV 1
HT VAL IND GALLEY
ADF 1 L TURB RPM ALT RIC ANTI SKID TONE GEN PRI DME R NAV COMP CAB LTS AUX CAB HT
T/R EMER STOW T/R POSN IND
TR CONT
SEC DME

ESSENTIAL BUS POWER BUS BATTERY BUS
LEGEND
AC BUS MAIN BUS
Figure 2-12. Typical Circuit-Breaker PanelsSNs 35-002 through 35-201 and 35-205, and 36-002 through 36-040 (Not Incorporating AMK 78-13)
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PILOT PANEL
COPILOT PANEL
ESS A BUS TIE R ESS A BUS AUD 2 R IGN & ST COMM 2 SEC INV NAV 2 EMER BAT 1 EMER BAT 2 SPOIL ERON ADF 2 R ITT RECOG LT R LDG & TAXI LT BCN LTS CABIN TEMP RADAR SEC FLT DIR SEC AFCS CLOCK INSTR LTS R PIOTO HT R AIR IGN TEST SYSTEM ADS PNEU V S WARN HT FUEL COMPT R SEC PITCH TRIM R STALL WRN SENSR HTR UHF PHONE T/R CONT STAB & WING HT ANTI SKID R NAC HT FUSLG PMP FILL & XFER BAT TEMP TOILET SEC RMI NAV 2 ALTM ADF 2 RH MOD VAL RAD ALTM ALC SYS STEREO E.L. LTS SEC VM SEC FLT DIR SEC DIR GY SEC VERT GY SEC RATE GYRO SEC YAW DAMP SAT/ TAS SEC HDG & CRS SEC FLT DIR SEC F/D CMD SEC F/D ATTD 26 VAC BUS R OIL PRESS
L AC BUS L AUX AC BUS FLOOD LTS PRI VM PRI DIR GY PRI VERT GY NOSE STEER AIR DATA SEN MACH TRIM FLT DIR ATTD AIR DATA AFCS PITCH AFCS ROLL PRI YAW DAMP PRI FLT DIR RADAR L MAIN BUS L IGN & ST PRI INV ADF 1
L ESS A BUS AUD 1 L ESS B BUS L FIRE DET L FIRE EXT L FW SOV L JET PMP VAL L FAN RPM L ITT
ESS B BUS TIE R ESS B BUS AUX INV R FW SOV R JET PMP VAL R STBY PMP R ICE DET OIL TEMP FUEL QTY TAB & FLAP POSN SPOILER
MAIN BUS TIE R MAIN BUS
AC BUS TIE R AC BUS R AUX AC BUS
COMM1
ATC 1 DME 1
ATC 2
MODE PWR NAV LTS STROBE LTS RDNG LTS FREON CONT CAB BLOW LH MOD VAL NOSE STEER L VAC HT WSHLD HT SQUAT SW
L STBY PMP L ICE DET
R FAN RPM
WRN LTS RAM AIR TEMP AIR BLEED PRI FLT DIR FUEL COMPTR VLF NAV CLOCK
L PITOT HT PITCH
WARN LTS R FIRE DET R FIRE EXT CAB PRESS
ROLL
YAW
PRI AFCS AFCS ROLL AFCS YAW
FLAPS
GEAR
AUX COM
WING INSP LT EMER LT S WRN HT L STALL WARN DOOR ACTS ENTR LT PASS INFO
INSTR LTS FUEL JTSN L AIR IGN OXY VAL T/R EMER IND T/R EMER STOW T/R POSN IND
EL LTS 26 VAC BUS L OIL PRESS PRI RMI NAV 1
L LDG & TAXI LTS AIR DATA SEN HF COMM HT VAL IND GALLEY
FUEL JTSN
ADF 1 L TURB RPM ALTM HF COMM MACH A/S IND TONE GEN PRI HDG & CRS CAB LTS AUX CAB HT FPA
R TURB RPM
MACH AS IND VLF HDG EXT

POWER BUS BATTERY BUS
LEGEND
AC BUS MAIN BUS ESSENTIAL "A" BUS ESSENTIAL "B" BUS
Figure 2-13. Typical Circuit-Breaker PanelsSNs 35-202 and Subsequent, except 35-205, 36-041 and Subsequent, and Aircraft Incorporating AMK 78-13
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NAV 1
DISTRIBUTION
The aircraft uses a multiple bus, multiple conductor, electrical distribution system. Buses and major circuits are protected by relays, current limiters, overload sensors, and CBs to preclude total failure. This arrangement also allows isolation of malfunctioning buses. All CBs are accessible to the crew during flight.
Battery bus items must be turned off before leaving the aircraft to prevent battery discharge.
Battery Charging Bus

The battery-charging bus enables the generators or GPU to charge the batteries and is the central distribution point for the DC electrical system. It is powered by the batteries and GPU through their associated power relays by either generator through the respective left and right 275 A current limiters (see Figure 2-10). One or both batteries can power the entire electrical system for a limited period of time, with the exception of the Freon air conditioner and auxiliar y heater. Because their high amperage requirement would quickly deplete the batteries, these items are isolated by an open relay that does not close until a GPU or generator is on and operating. On SNs 35-002 through 35-508 and 36-002 through 36-053, when not incor porating AMK 85-1, the essential buses are connected directly to the battery charging bus (Figure 2-14 or 2-15).
Battery Buses
The left and right battery buses are connected to the left and right batteries, respectively, through 20 A current limiters (see Figure 2-10). The battery buses are always hot, provided the battery quick-disconnects are connected. The battery buses supply power to the following items: Left battery bus Left stall warning system Entry lights (step lights, baggage compartment lights, and tailcone inspection light) Door actuator motor Right battery bus Right stall warning system
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20A
LEGEND
BATTERY POWER GENERATOR POWER GROUND POWER 40 A
L ESS
R ESS
40 A
DC VOLTS
0 10 30
20
50 A R E G
50 A R GEN BUS R GEN R E G
L GEN
L GEN BUS
BAT CHG BUS 275 A 275 A
L BAT GPU
R BAT
Figure 2-14. Essential DC Bus PowerSNs 35-002 through 35-201 and 35-205, and 36-002 through 36-040 (Not Incorporating AMK 78-13)
20A
LEGEND
BATTERY POWER GENERATOR POWER GROUND POWER 40 A 50 A R E G L GEN L GEN BUS
L ESS A 20A L ESS B 40 A

DC VOLTS
R ESS A
R ESS B 40 A
0 10 30
20
40 A 50 A R GEN BUS R GEN R E G
50 A
50 A
BAT CHG BUS 275 A 275 A
L BAT GPU
R BAT
Figure 2-15. Essential DC Bus PowerSNs 35-202 through 35-508, except 35-205, 36-041 through 36-053, and Prior Aircraft Incorporating AMK 78-13
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On all aircraft, the following equipment is directly connected to the battery charging bus (Figure 2-16): DC VOLTS meter Freon air conditioner and auxiliary heater Recognition light(s) Auxiliary hydraulic pump Fuel flow indicating system Auxiliary inverter (if installed) Utility light (if installed) Primary pitch trim motor (FC-530 AFCS only) Left and right engine starters
mary and secondary inverters, and the left and right power buses. On SNs 35-509 and subsequent, 36-054 and subsequent, and prior aircraft incorporating AMK 85-1, the generator buses also power the respective essential A and B buses. On all aircraft, the landing/taxi lights are connected to the respective generator bus (Figure 2-16). The generator buses can be powered by the batteries, a GPU, or either generator.
Power Buses
The left and right power buses are powered from the respective generator bus through a 10 A current limiter. Each power bus provides power to three CBs that control the respective engine starting and generator functions, main bus power, and inverter power, as follows: The L or R MAIN BUS circuit breaker controls the respective main bus power r e l ay t h a t c o n n e c t s t h e r e s p e c t iv e generator bus to the main bus when DC power is available (Figure 2-17).
Generator Buses
The left and right generator buses distribute power to the right and left main buses, the priLEGEND
BATTERY POWER GENERATOR POWER GROUND POWER 30 L GEN BUS A 5 A
DC VOLTS
0 10 30
20
L RECOG LIGHT *
UTILITY LIGHT *
A R GEN BUS
BAT CHG BUS 275 A 150 L STARTER A 30 A 50 A 10 A 20 A 275 A
20
20
L LDG AND TAXI LIGHT *IF INSTALLED
FREON COMP MOTOR AND AUX HEATER
R RECOG LIGHT HYD PUMP
FUEL FLOW IND AUX INVERTER*
PRI PITCH TRIM (FC-530) R STARTER
R LDG AND TAXI LIGHT
Figure 2-16. Battery Charging Bus and Generator Bus Distribution
2-14
L MAIN POWER RELAY
50 A BUS TIE
R MAIN POWER RELAY
L PWR BUS 10 A L GEN L GEN BUS 275 A CL
DC VOLTS
0 10 30
20
R PWR BUS 10 A
BAT CHG BUS 275 A CL L BAT R BAT
R GEN BUS
R GEN
LEGEND
GPU
Figure 2-17. Main DC Bus Power
T h e L o r R I G N & S TA RT c i r c u i t breaker: (1) controls the respective starter relays and standby fuel pump relay and provides star ting ignition power (through the thrust lever idle switch) when the GEN-OFF-START switch is in START; (2) provides power to the generator f ield when the switch is in GEN (Figure 2-16). The PRI or SEC INV circuit breaker controls the respective inverter power relay that connects the respective generator bus to the inverter when the inverter switch is on (see AC Distribution). The power bus CBs are located at the forward end of the respective CB panels on what is generally referred to as the main bus row, those labeled L and R IGN & START and PRI and SEC INV are in no way related to, or affected by, the main buses; however, the L and R MAIN BUS circuit breakers are, in that they
control the relays which power the main buses (Figure 2-17).
Main DC Buses
The left and right main buses are powered from the respective left and right generator buses through a 70 A overload sensor and a power relay. The power relay is energized c l o s e d w h e n ev e r t h e r e i s p owe r o n t h e respective power bus and the associated MAIN BUS circuit breaker is closed. The left and right main buses are connected to each other by a 50 A MAIN BUS TIE circuit breaker that is normally closed for load equalization (Figure 2-17). If an overload occurs on either main bus, the respective overload sensor causes the affected MAIN BUS circuit breaker to trip. This deenergizes the power relay, which opens to break the power circuits; the MAIN BUS TIE circuit breaker opens when it is forced to accept the
2-15
L MAIN BUS CB
70 A OVERLOAD SENSOR
70 A OVERLOAD SENSOR
R MAIN BUS CB
overload and cannot; this results in automatic isolation of the faulty bus.
Essential DC Buses
One of three different bus conf igurations will 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 production serial number and AMK applicability (see Figures 2-14, 2-15, and 2-18). The left and right essential buses are powered from the battery charging bus, or from the respective left or right generator buses (as applicable) through a 50-amp current limiter and a 40-amp ESS BUS circuit breaker, and are connected to each other by a 20-amp ESS BUS TIE circuit breaker which is normally closed for load equalization.
In the event of an overload on one of the essential buses, the respective ESS BUS circuit breaker opens, followed by the ESS BUS TIE circuit breaker which is forced to accept the overload and cannot, resulting in auto matic isolation of the faulty bus. The current limiters provide backup for their respective ESS BUS circuit breakers.
AC POWER
INVERTERS
Alter n ating cur rent to the AC electrical instr uments and electronic equipment is provided by two or three 1,000 VAC, solidstate static inverters in the tail cone (Figure 219). The third (auxiliary) inverter is optional. During normal operation both, or all three,
20 A
LEGEND
BATTERY POWER GENERATOR POWER L ESS A
R ESS A 20 A
GROUND POWER L ESS B 40 A 50 A R E L GEN L GEN BUS

DC VOLTS
0 10 30
20
R ESS B 40 A 50 A R GEN BUS R GEN R E
BAT CHG BUS 275A 275A
L BAT GPU
R BAT
Figure 2-18. Essential DC Bus PowerSNs 35-509 and Subsequent and 36-054 and Subsequent, and Prior Aircraft Incorporating AMK 85-1
2-16
inverters are on and operate in parallel. It is recommended that the auxiliary inverter, if installed, be operated in conjunction with the primary and secondary inverters to extend inverter life.
C B s , a n d i nv e r t e r a n n u n c i a t o r s o n t h e glareshield for primary, secondary, and auxiliary inverters. The paralleling box is the central control unit for the AC electrical system. It incorporates load equalizer and frequency synchronizer/ phaser circuits through which it maintains inverter load balance and frequency/phase synchronization. It also causes illumination of the associated annunciators for certain malfunctions.
CONTROLS
Figure 2-19. Inverter
The primar y and secondar y inver ters are powered from the respective left and right generator buses through a 60 A overload sensor and a power relay. The power relay is energized closed whenever there is power on the respective power bus, the associated PRI or SEC INV circuit breaker is closed, and the inverter switch is on (see AC Distribution). If an inverter becomes overloaded (i.e., a shorted inverter), the respective overload sensor causes the affected PRI or SEC INV circuit breaker to trip. This energizes the power relay, 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). Inverter output is 115 V, 400 Hz, single phase, alternating current. Some instruments and avionics require 26 VAC, which is furnished by two step-down transformers in the cockpit just aft of the CB panels. These transformers take 115 VAC input from the respective 115 VAC buses and step it down to 26 VAC output. Other components in the system include power relays, a paralleling box, overload sensors,
A switch for each inverter (PRI, SEC, and optional AUX) is on the pilot lower instrument panel (Figure 2-20). The primary and secondary inverter switches have two positions: PRI-OFF and SEC-OFF, respectively. The auxiliary inverter switch, if installed, is labeled ON-OFF. If the auxiliary inverter is installed, an additional switch labeled L BUS-R BUS is also installed. This switch directs auxiliary inverter output to either the left or right AC bus as needed. In case of an inverter failure, the auxiliary inverter does not automatically assume the operation of the failed inverter unless the auxiliary inverter is turned on and the L/R BUS switch is properly positioned.
Figure 2-20. Inverter Switches
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INDICATORS
Two red inverter warning annunciators labeled PRI INV and SEC INV are on the glareshield. If the optional auxiliary inverter is installed, there is also an amber AUX INV annunciator on the glareshield. The corresponding inverter annunciator illuminates when inverter output is below 90 VAC or if bus load is less than 10 volt-amps. The primary and secondary inverter annunciators also illuminate when the respective inver ter switch is off; the AUX INV light, however, illuminates only when the auxiliary inverter fails with the switch on. A single AC voltmeter (Figure 2-21) indicates the voltage on the left or right AC bus, depending on the position of the AC BUS switch. The two-position switch PRI and SECselects the bus from which AC voltage is measured. To check individual inverter voltage, only the inverter to be checked should be on.
DISTRIBUTION 115 VAC Buses (L and R)

Alter nating cur rent from the inver ters is distributed through the paralleling box to the respective left and right AC buses (Figure 2-22). Primary inverter output goes to the left bus; secondary to the right bus. Auxiliary inverter output (if installed) may be selected to either the left or the right bus. All CBs on the left 115 VAC bus are on the top row of the left CB panel. The right 115 VAC bus CBs are on the top row of the right CB panel. The f irst CB on the top row of the right panel is the 7.5 amp AC bus-tie CB. The second CB on the top row of the right panel and the f irst CB on the top row of the left panel are the L and R AC BUS 10 A bus feeder CBs.
26 VAC Buses (L and R)

Two step-down transformers draw 115 VAC 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. The 26 VAC BUS circuit breakers are approximately two-thirds of the way aft on the top row of each panel. All CBs aft of the respective 26 VAC BUS circuit breakers power 26 VAC equipment.
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 AC Voltmeter
Emergency batteries may be nicad or leadacid. The nicad battery is standard up to SNs
2-18
26 V AC BUS
TRANS
2A
L AC BUS
PRI VM
7.5 A P S
SEC VM
R AC BUS
2A
TRANS
26 V AC BUS
L AC BUS CB
10 A
AUX 10 A L AC BUS CB
AC VOLTS
R AUX AC BUS CB
0 50 30
10 A
10 A R AC BUS CB
L BUS AUX INV L BUS/R BUS SW R BUS
10
PARALLELING BOX PRIMARY INVERTER
AUX INVERTER
*
AUX INV ON-OFF SW AUX INV CB
SECONDARY INVERTER
POWER RELAY PRI INV SW
POWER RELAY 60 A
POWER RELAY SEC INV SW SEC INV CB 60 A
R ESS B 60 A PRI INV CB
L PWR 10 A L GEN L GEN BUS BAT CHG BUS
R PWR 50 A 10 A R GEN BUS R GEN
275 A
275 A
*OPTIONAL EQUIPMENT
LEGEND
BATTERY POWER GENERATOR POWER GROUND POWER INVERTER POWER
L BAT
R BAT
GPU
Figure 2-22. AC Distribution
2-19
35-462 and 36-052. The battery packs contain a built-in inverter; these aircraft also have AC powered standby attitude indicators. On later aircraft, lead-acid batteries and a DC powered standby attitude indicator are standard. Lead-acid batteries may be retrof itted to earlier aircraft. The nicad battery provides 25 VDC at 3.8 ampere-hours and contains an inverter and transformer that provide 115 VAC and 4.6 VAC. The lead-acid battery provides 24 VDC at 5.0 amp-hours. Both emergency batteries receive a tricklecharge from the normal aircraft electrical system through the EMER BAT 1 and EMER BAT 2 circuit breakers on the right main bus, respectively, when power is on the bus. The trickle-charge is provided even when the switches are off, but at a reduced rate. Con trols and indicator location are illustrated in Figure 2-23.
SINGLE EMERGENCY POWER SYSTEM

If an aircraft is equipped with a single emergency battery, the cockpit switch is labeled EMER PWR. An amber EMR PWR annunciator on the pilot instrument panel illuminates when power from the emergency battery is being used but the trickle-charge from the aircraft electrical system is lost. The EMER PWR switch has three positions: ON, STBY, and OFF. The emergency battery powers the following equipment with the switch in ON or STBY: ON Standby attitude indicator, indicator lighting, and annunciator light Landing gear control circuits and gear position lights Flap control circuits STBY Standby attitude indicator, indicator lighting, and annunciator light With the switch in ON or STBY, the emergency battery powers the standby attitude in-
Figure 2-23. Emergency Battery Controls and Indicators
2-20
Normally, the EMER PWR switch is in ON. If the electrical system fails, the EMR PWR annunciator illuminates when power from the associated emergency battery is in use and the battery is not receiving a trickle-charge. In the event of a total aircraft electrical system failure, the approved AFM recommends that the EMER PWR switch be placed in STBY until gear or flap operation is required to conserve battery life. Since only the standby attitude indicator is powered in STBY, battery life is approximately 3 hours and 45 minutes versus 30 minutes in the ON position.
The pilot must turn off the emergency battery switch(es) before leaving the aircraft. If aircraft power is turned off with the emergency battery switch(es) in ON or STBY, the emergency batteries continue to power the emergency battery equipment and lose their charge.
DUAL EMERGENCY POWER SYSTEM

The dual emergency battery system has two switches labeled EMER PWR (BAT 1 and BAT 2). An amber EMR PWR annunciator for each
SCHEMATICS
The following schematics (Figures 2-24, 2-25, and 2-26) are provided to show the three basic electrical circuit configurations, differing only with respect to the essential buses.
2-21
dicator. On RVSM equipped aircraft the air data computer and the pilot altimeter are also powered. If power is available from the aircraft electrical system, the emergency battery is replenished as it provides power for the standby attitude indicator. Other equipment tied to the emergency battery and normally powered by the aircraft electrical system is powered by the emergency battery only when normal electrical power is off or failed.
power supply is on the pilot instrument panel. The applicable annunciator illuminates when power from the associated emergency battery is being used and is not receiving a tricklecharge. The BAT 1 switch operates the same systems as described under Single Emergency Power System. The BAT 2 switch has two positions: OFF and BAT 2. When turned on, power from the No. 2 emergency power supply is available to illuminate the EMR PWR 2 annunciator and operate predetermined electrical equipment should the normal electrical system fail. The auxiliary communication radio is the most common equipment powered by BAT 2; however, its installation and use is optional.
26 V AC BUS
TRANS
2A
L AC BUS
7.5 A P S 10 A
AC VOLTS
0 10 50 30
R AC BUS
2A
TRANS
26 V AC BUS
10 A
10 A
10 A
L MAIN
50 A
R MAIN
60 A L ESS B 60 A 70 A 20 A R ESS B 70 A 60 A
L PWR
AMPS
0 400 100 200 300
40 A
DC VOLTS
40 A
R PWR
AMPS
0 400 100 200 300
R IGN/START/GEN 50 A 10 A R GEN BUS REG RH GEN 275 A R BAT 20 A R BAT BUS
L IGN/START/GEN

LH GEN
PARALLELING BOX PRIMARY INVERTER AUX INVERTER
SECONDARY INVERTER
10 A REG
50 A
K K
L GEN BUS
BAT CHG BUS 275 A
*OPTIONAL EQUIPMENT OVER VOLT CUTOUT
LEGEND
L BAT BUS
20 A
L BAT
GND PWR UNIT
Figure 2-24. Electrical SystemSNs 35-002 through 35-205 and 36-002 through 36-040 (Not Incorporating AMK 78-13)
2-22
26 V AC BUS
TRANS
2A
L AC BUS
7.5 A P S 10 A
R AC BUS
TRANS 2A
26 V AC BUS
10 A
10 A
AC VOLTS
0 10 50 30
10 A
PARALLELING BOX PRIMARY INVERTER L IGN/START/GEN AUX INVERTER
*
L MAIN 50 A R MAIN
SECONDARY INVERTER R IGNISTART/GEN
60 A L ESS A 60 A 70 A 20 A R ESS A 70A 60 A
L ESS B 20 A R ESS B 40 A
DC VOLTS
L PWR
AMPS
0 400 100 200 300
40 A
A C K K
R PWR
AMPS
0 400 100 200 300
10 LH GEN L GEN BUS
50 A
50 A
10 R GEN BUS RH GEN
REG
275
BAT CHG BUS
REG
275
OVER VOLT CUTOUT
*OPTIONAL EQUIPMENT
L BAT BUS
20 A
L BAT
GND PWR UNIT
R BAT
20 A
R BAT BUS
LEGEND
Figure 2-25. Electrical SystemSNs 35-202 through 35-204, 35-206 through 35-508, 36-041 through 36-053, and Prior Aircraft Incorporating AMK 78-13
2-23
26 V AC BUS
TRANS
2A
L AC BUS
7.5 A P S
R AC BUS 10 A
2A
TRANS
26 V AC BUS
10 A
10 A
AC VOLTS
0 10 50 30
10 A
L IGN/START/GEN
L MAIN
50 A
R MAIN
60 A L ESS A 60 A L ESS B 20 A R ESS A 20 A R ESS B 40 A

DC VOLTS
A K K
R IGNISTART/GEN

AMPS
0 400 100 200 300
PARALLELING BOX PRIMARY INVERTER AUX INVERTER SECONDARY INVERTER
60 A
L PWR 10 LH GEN L GEN BUS
40 A 50A
R PWR
AMPS
0 400 100 200 300
50 A R GEN BUS
10 RH GEN
REG
275
BAT CHG BUS
REG
275
OVER VOLT CUTOUT
*OPTIONAL EQUIPMENT 20 A L BAT BUS L BAT
GND PWR UNIT
R BAT
20 A
R BAT BUS
LEGEND
Figure 2-26. Electrical SystemSNs 35-509 and Subsequent, 36-054 and Subsequent, and Prior Aircraft Incorporating AMK 85-1
2-24
QUESTIONS
1. The DC voltmeter indicates: A. Battery voltage only B. Generator voltage only C. Voltage on the battery buses D. Voltage on the battery charging bus When a GPU is used for engine start, the output value should be: A. Regulated to 24 V B. Regulated to 28 V and limited to 1,100 A C. Regulated to 33 2 V D. Regulated to 28 V and limited to 500 A The buses that the aircraft batteries power are: A. Battery buses only B. Battery and battery charging buses only C. All buses except the 115 VAC D. All buses including AC if an inverter is on A generator failure is indicated when: A. One ammeter indicates less than 25 A B. The GEN switch is in the ON position and the GEN light remains illuminated after activating RESET C. The GEN light is extinguished D. The DC voltmeter reads less than 28 V 5. If aircraft electrical power fails and the EMER PWR BAT 1 switch is ON, the systems powered by the emergency battery are: A. Standby attitude gyro only B. Flaps and gear only C. Flaps, gear, and spoiler D. Standby attitude indicator, gear, and flaps If both 275 A current limiters fail in flight: A. The essential buses will remain powered by the aircraft batteries B. The essential buses will remain powered by the generators C. The battery charging bus will fail immediately D. Both inverters will fail Illumination of a PRI or SEC inverter light indicates: A. The inverter is operating B. The inverter output is less than 90 VAC, or there is less than a 10 voltampere draw on the inverter C. The inverter switch is off D. B and C The AC voltmeter will indicate: A. Right AC bus voltage with the AC BUS switch in PRI 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
2.
6.
3.
7.
4.
8.
Revision .02
2-25
9.
If an overload sensor shuts off power to a main bus, power may be restored by: A. Resetting the control CB after the overload sensor resets B. Changing the overload sensor C. Automatic action after the current limiter cools D. Automatic action after the overload sensor cools
12. Inverter output is: A. 115 VAC, 400 Hz B. 115 VAC and 26 VAC, 400 Hz C. 26 VAC, 400 Hz D. 115 VAC and 26 VAC, 1,000 Hz 13 . The approved AFM recommends that a GPU be used for engine start when the ambient temperature is: A. 10C or below B. 0F or below C. 15F or below D. 32F or below 14. W h e n e i t h e r p r i m a r y o r s e c o n d a r y inverter light illuminates, the f irst step of corrective action is: A. Pull the AC bus-tie CB B. Turn the respective inverter switch off C. Check for open INV or AC BUS circuit breaker(s) D. Reduce the load on the failed AC bus
10. To unlock the entrance door when the batteries are dead: A. Plug in a GPU and use a key B. Plug in a GPU with 33 2 VDC or less on the small pin and use a key C. Remove both batteries for charging and reinstall D. Enter aircraft through the emergency hatch, place the emergency battery switch to ON, and activate the interior door switch 11. With a dual-generator failure in flight, the aircraft batteries will support the minimum night IFR equipment load for approximately: A. 60 minutes B. 2 hours 45 minutes C. 30 minutes D. 30 minutes with fully charged emergency batteries and emergency BAT 1 in standby position
2-26
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
3 LIGHTING
EXTERIOR LIGHTING ......................................................................................................... 3-8 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
3-i
ILLUSTRATIONS
Figure
3-1 3-2 3-3 3-4 3-5 3-6 3-7 3-8 3-9 3-10 3-11 3-12 3-13 3-14 3-15 3-16
Title
Page
Interior Lighting Controls ........................................................................................ 3-3 Cockpit Map Lights ................................................................................................. 3-4 Reading Lights (Typical).......................................................................................... 3-4 Overhead Lights Control (Typical) .......................................................................... 3-5 Advisory Lights and Controls .................................................................................. 3-6 Emergency Cabin Door Light, Emergency Exit Light, and Wing Inspection/Egress Light ........................................................................... 3-7 Emergency Lights Control ....................................................................................... 3-7 Exterior Lighting Locations ..................................................................................... 3-8
3 LIGHTING
Exterior Lighting Controls ....................................................................................... 3-9 Landing/Taxi Lights ................................................................................................. 3-9 Recognition Light .................................................................................................. 3-10 Strobe and Navigation Lights ................................................................................ 3-10 Anticollision Lights ............................................................................................... 3-11 Wing Ice Inspection Light...................................................................................... 3-12 Wing Ice Inspection Light Control ........................................................................ 3-13 Tail Cone Inspection Light Switches ..................................................................... 3-13
3-iii
CHAPTER 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 convenience. Exterior lighting consists of navigation, landing/taxi, anticollision, recognition, 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 lights, floodlight, electroluminescent lighting, and map lights; all are adjustable for intensity
Revision .02
with rheostat controls. The electroluminescent lighting illuminates the lettering on various switch panels, pedestal, and CB panels.
3-1
3 LIGHTING
Optional map lights may be installed, which consist of a flexible-neck light located on each pilots sidewall panel or one of two overhead light installations, depending on aircraft serialization. Cabin lighting consists of eight fluorescent upper center-panel lights (four on 36 models), two door entry lights, baggage compartment lights, individual reading lights, and the no smoking/fasten seat belts sign. The optional emergency lighting systems illuminate the fluorescent upper center-panel lights, and other lights at the exits. Exterior lights include landing/taxi lights, wing and tail navigation lights, anticollision beacons, one or two (optional) recognition lights, and high-intensity strobe lights. A wing inspection and egress light, which may be part of the emergency lighting option, illuminates the right wing area to check for ice accumulation and for emergency egress. An optional wing ice inspection light available on late models is not part of the emergency lighting system. An optional light inside the tail cone does not require aircraft battery switches to be on for operation.
Instrument Lights
Incandescent lighting is installed for pilot, copilot, and center instrument panels, pedestal indicators, and the magnetic compass. The lights are controlled with the INSTR rheostat on the pilot side panel and both INSTR and PEDESTAL rheostats on the copilot side panel. DC power for the lights is supplied through the respective INSTR LTS circuit breakers on the respective left and right essential buses.
Pilot INSTR Lights

The pilot INSTR rheostat provides lighting control for the pilot flight instruments, engine instruments, clock, electrical indicators, oil temperature indicators, altitude indicator, and the radar edge lighting.
Copilot INSTR Lights

The copilot INSTR rheostat provides lighting control for the copilot flight instruments, the magnetic compass, cabin temperature indicator, BAT TEMP indicator (if installed), landing gear control panel, EMERGENCY AIR and HYDRAULIC PRESSURE indicators, and the pressurization control panel.
3 LIGHTING
INTERIOR LIGHTING
COCKPIT LIGHTING General
Some cockpit lighting systems use both incandescent and fluorescent bulbs and, consequently, require both AC and DC power. Controls for lighting are either on the device or as illustrated in Figure 3-1.
PEDESTAL Lights
The PEDESTAL rheostat on the copilot side panel provides lighting controls for the flight director panel and the pedestal.
Switch Panel Lighting

Electroluminescent lighting is used to illuminate the lettering on all switch panels and both circuit breaker panels. Electroluminescent (EL) lighting uses 115 VAC supplied through the EL LTS circuit breakers on the left (primary) and right (secondary) AC buses, respectively. The lights are c o n t r o l l e d w i t h t h e E L PA N E L r h e o s t a t switches on the pilot and copilot side panels, respectively.
Instrument Panel Floodlights

A single fluorescent light tube is installed under the glareshield to illuminate the instrument panel. It is controlled by the FLOOD rheostat switch on the pilot side panel (Figure 3-1). Electrical power required is 115 VAC supplied through the FLOOD LT circuit breaker on the left (primary) AC bus.
3-2
EL PANEL Rheostat (Pilot Sidewall)

The EL rheostat controls all edge lighting on the switch panels to the left of a line running vertically between the radar and radio panels. This control includes dimming for the audio control panel, the left CB panel and the pilot microphone jack panel.
EL PANEL Rheostat (Copilot Sidewall)

The EL PANEL rheostat controls all edge lighting on switch panels to the right of the vertical line established in the preceding paragraph. It also controls lighting for the copilot microphone jack panel, audio panel, and the right CB panel.
Figure 3-1. Interior Lighting Controls
3-3
3 LIGHTING
Map Lights
When installed, the aircraft may have one or more of three different map light options: Flexible neck light on each pilot sidewall panel, with an ON-OFF rheostat for intensity control (see Figure 3-1) A reading light and gasper assembly, installed in the cockpit headliner for each pilot, incorporating a rheostat for light intensity adjustment and a light pattern adjustment lever (Figure 3-2) A dome light assembly, mounted on each side of the headliner just forward of the upper air outlets incorporating a rockeroperated switch (labeled ON-REMOTE) with an unlabeled center off position (Figure 3-2) and a swivel-mounted light. All installations are powered through the INSTR LTS circuit breakers on the left and right essential buses. In the REMOTE position, the dome lights are powered from the ENTRY LT circuit breaker on the left battery bus.
CABIN LIGHTING General

Passenger compartment lighting consists of reading lights, overhead lights, entry lights, no smoking/fasten seat belt signs, and refreshment cabinet lights.
Reading Lights
The reading lights are mounted in the upper center panel above the seats on each side of the cabin. There are individual switches for each light. The lights are adjustable for position and use DC power supplied through the RDNG LTS circuit breaker on the left main bus (Figure 3-3).
Overhead Lights
The cabin overhead light system consists of four (three on 36 models) fluorescent lights recessed in each side of the upper panel, a
3 LIGHTING
Figure 3-2. Cockpit Map Lights
Figure 3-3. Reading Lights (Typical)
3-4
cabin lights power supply, a three position switch, a cabin lights relay assembly, and a CAB LTS circuit breaker on the left main bus. Normally, the lights are controlled with the three position switch located on the left service cabinet forward of the entry door (Figure 3-4). In the event of cabin depressurization, the lights automatically illuminate full bright when the cabin altitude reaches 14,000 ft. On aircraft with the optional emergency lighting system, three overhead lights illuminate automatically in the event of aircraft electrical power failure.
Entry Lights
The entry light system consists of a STEP LIGHT switch and light on the left service cabinet forward of the entry door (Figure 3-4), and another directly over the door opening. Power from the left battery bus is supplied through the ENTRY LT circuit breaker on the left battery bus; therefore, the lights are operational when the aircraft BAT switch is in OFF.
Baggage Compartment Lights

Two lights are installed in the aft baggage compartment; on 36 model aircraft, one light is installed in the forward baggage compartment. Aft baggage compartment lights are controlled by a switch on the left service cabinet forward of the entry door (Figure 3-4) and are powered through the ENTRY LT circuit breaker on the left battery bus. The forward baggage compartment light is controlled by a switch on the forward end of the upper center panel.
Figure 3-4. Overhead Lights Control (Typical)
3-5
3 LIGHTING
Passenger Advisory Lights

The no smoking/fasten seat belts advisory light system consists of two f ixtures (one on 36 models) (Figure 3-5), a switch on the center switch panel, and the RDNG LT circuit breaker on the left main bus. The switch has three positions: NO SMOKING/FASTEN SEAT BELTOFF FASTEN SEAT BELT. When the switch is moved from OFF, an audible tone sounds and the appropriate symbols illuminate. A RETURN TO SEAT light (if installed) in the lavatory is a part of the advisory light system. Location of the f ixtures varies with cabin conf iguration.
EMERGENCY LIGHTING Cabin Interior and Wing Inspection and Egress Lights
If these lights are installed, the aircraft is equipped with two nickel-cadmium (nicad) battery power supplies and a control module. The lights illuminate selected areas automatically in the event of aircraft DC power failure. An emergency light in the upper cabin door (Figure 3-6) illuminates the lower cabin door and the immediate door area. A second light illuminates the emergency exit window area. An exterior wing inspection/egress light optionally installed on the right side of the aircraft is adjacent to the emergency exit window and illuminates the exterior egress area. The fluorescent cabin upper-center panel lights illuminate the cabin interior. When activated, one of the power supplies turns on the cabin upper-center panel lights, while the other power supply turns on the upper cabin door light, the emergency exit light, and the wing inspection/egress light.
Cabinet Lights
The cabinet light system varies with cabin conf iguration and consists of various lights within the refreshment cabinet, microswitches actuated by doors or drawers, power sup plies, and a CB on the right essential bus.
3 LIGHTING
Figure 3-5. Advisory Lights and Controls
3-6
The nicad battery packs charge through the EMER LTS circuit breaker on the right essential bus.
ure of normal DC electrical power. Setting the switch to DISARM isolates the emergency lights from the emergency batteries. The switch should be set to ARM prior to takeoff. If the switch is in the DISARM position and at least one BAT switch is on, the amber light adjacent to the switch illuminates to remind the pilot that the switch should be set to ARM. The switch should be set to DISARM prior to setting the BAT switches to OFF. The WING INSPECTION light switch (included as par t of the emergency lighting system), located adjacent to the EMERG LIGHT TESTARMDISARM switch, may be used independently of the rest of the emergency lighting system to visually check for ice accumulation on the wing leading edge.
Control Module
The EMER LIGHT TEST switch on the pilot (or center) switch panel (Figure 3-7) provides the test function for the system and automatically illuminates the emergency lights in the event of an interruption of normal DC electrical power. The switch has three positions: TEST, ARM, and DISARM. Setting the switch to TEST simulates a failure of normal DC electrical power and illuminates the upper cabin entry door light, the emergency exit light, and the cabin overhead fluorescent lights. Setting the switch to ARM arms the system to illuminate the emergency lights in the event of a fail-
Figure 3-6. Emergency Cabin Door Light, Emergency Exit Light, and Wing Inspection/Egress Light
Figure 3-7. Emergency Lights Control
3-7
3 LIGHTING
Turning the switch on illuminates the exterior wing inspection/egress light. The EMERGENCY LTS. switch on the left service cabinet near the entry door (see Figure 3-7) provides a means for manual illumination of the interior emergency lights. When the switch is set to EMERGENCY LTS., the upper cabin entry door light, the emergency exit light, the cabin overhead fluorescent lights, and the wing inspection/egress light (if installed) illluminate. For normal operation, the switch should be set to OFF, allowing automatic illumination of the emergency lights in the event of a failure of the normal electrical system.
EXTERIOR LIGHTING
GENERAL
The exterior lighting systems consist of the landing/taxi lights, navigation lights, anticollision lights, recognition light(s), strobe lights, and an optional wing ice inspection light (Figure 3-8). The exterior lighting controls are shown in Figure 3-9.
LANDING/TAXI LIGHTS
The landing light system consists of one 450 W lamp mounted on each main landing gear strut (Figure 3-10), one 20 A current limiter for each side in the cur rent-limiter panel, relays, dimming resistors, and the L and R LDG LT switches on the center switch panel.
3 LIGHTING
RECOGNITION LIGHT ANTICOLLISION LIGHT LANDINGTAXI LIGHTS WING ICE INSPECTION LIGHT NAVIGATION LIGHT STROBE LIGHT NAVIGATION LIGHT ANTICOLLISION LIGHT
Figure 3-8. Exterior Lighting Locations
3-8
Figure 3-9. Exterior Lighting Controls

3 LIGHTING
Figure 3-10. Landing/Taxi Lights
The L and R landing light switches have three positions: OFF, TAXI and LDG LT. DC power to operate the relays comes from the left and right main buses, respectively. Setting the L or R LDG LT switch to TAXI closes a relay that shunts DC power from the respective generator bus through a resistor
t h a t l i m i t s c u r r e n t t o t h e l a m p e l e men t. Moving the switch to LDG LT closes a second relay, which allows current flow to bypass the resistor and increase the brightness of the lamp. The 20 A current limiters protect the p owe r c i r c u i t s b e t we e n t h e r e s p e c t i v e generator bus and lamp f ilament.
3-9
Regardless of switch position, the lights will not illuminate unless the respective landing gear down-and-locked switches are closed and provide a ground. It is recommended that the lights be operated in the L and R LDG LT modes as sparingly as possible. Lamp service life is shortened in the LDG LT mode because of the higher current flow.
NAVIGATION LIGHTS
The navigation light system consists of one lamp in the outboard side of each tip tank, two lamps in the upper aft tail fairing, a NAV LT switch on the copilot lighting control panel, and a NAV LTS circuit breaker on the left main bus. All three navigation lights are controlled by the NAV LT switch. Additionally, setting the NAV LT switch to ON automatically dims most instrument panel and pedestal peanut lights and activates the landing gear position light dimmer rheostat.
RECOGNITION LIGHT
A 250 W recognition light is installed in the nose of the right tip tank (Figure 3-11). The light is controlled with the RECOG LT switch on the copilot lighting control panel. When turned on, DC power from the RECOG LT circuit breaker on the right essential bus closes a control relay and connects power through a 30 A current limiter to the light.
3 LIGHTING
Figure 3-11. Recognition Light
A second recognition light may be installed in the left tip tank as optional equipment.
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.
Figure 3-12. Strobe and Navigation Lights
3-10
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 controlled by a BCN LT switch on the copilot lighting control panel. Each light is a dualbulb light; each bulb oscillates 180 at 45 cycles per minute. The beam is concentrated by an integral lens; an illusion of 90 flashes per minute occurs due to the oscillation. The lights operate on DC power through the BCN LT circuit breaker on the right main bus.
Figure 3-13.
Anticollision Lights
3-11
3 LIGHTING
WING INSPECTION LIGHTS

Two separate installations are designed to illuminate the wing area for signs of ice (Figure 3-14). Both are optional. One light is installed on the right side of the fuselage adjacent to the lower forward corner of the emergency exit window. This light is designed to illuminate the leading edge of the right wing and additionally serves as an illumination source for emergency egress over the wing. The light is designated the wing inspection and egress light, and may be installed as an integral part of the earlier emergency lighting system or as an option not involving the emergency lighting system. In either case, a second option may include a second light installed on the left side of the fuselage directly opposite the righthand light, which serves as an inspection light for the left wing.
3 LIGHTING
The WING INSPECTION control switch is located on the emergency lighting panel or on the instrument panel (see Figure 3-7). On SNs 35-416 and 36-048 and subsequent, another option provides a light installed in the fuselage below the copilot window. It is designed to illuminate a black spot on the right wing leading edge. A covering of ice obscures the spot,which enables ice detection at night when the light is turned on. This light is designated the WING INSP light (Figure 3-14) and is operated by a push-button switch located forward of the rheostats on the copilot right side panel (Figure 3-15).
Figure 3-14. Wing Ice Inspection Light
3-12
TAIL CONE AREA INSPECTION LIGHT

When installed, this light is located in the tail c o n e , d i r e c t ly a b ove t h e e n t r y d o o r. A n ONOFF switch is positioned inside the door at the forward left side of the opening. A microswitch installed on the forward right side of the opening breaks power to the light when the door is closed (Figure 3-16). Power for operating the tail cone area inspection light is provided by the left battery bus through the ENTRY LT circuit breaker (pilot CB panel), which permits operation of the light without turning aircraft power on. However, on some aircraft, the light is powered by the battery charging bus through a 5 A current limiter; in such a case, an aircraft battery must be turned on to operate the light.
Figure 3-15. Wing Ice Inspection Light Control
Figure 3-16. Tail Cone Inspection Light Switches
3-13
3 LIGHTING
3 LIGHTING
INTENTIONALLY LEFT BLANK
3-14
QUESTIONS
1. The instrument panel flood light control is located: A. B. C. D. 2. On the light Just forward of the warning panel On the pilot side panel On the copilot side panel 7. 6. The emergency lighting switch position used during normal operation is: A. DISARM B. ARM C. TEST D. EMER LT The lights that come on when cabin altitude reaches 14,000 ft or higher are the: A. Passenger advisory lights B. Lavatory lights C. Cabin overhead panel lights D. Reading lights The wing ice inspection light switch (if installed) is located on the: A. Pilot switch panel B. Light assembly C. Overhead panel D. Copilot right sidewall The lights that require inverter power are the: A. Cabin overhead lights B. FLOOD and EL lights C. INSTR lights D. NAV lights
The cockpit map lights are controlled: A. With an ON-OFF switch on the copilot side panel B. With the overhead map light rheostat on the copilot side panel C. With an integral rheostat and a pattern lever D. Automatically, relative to ambient light The cabin overhead light control switches are located on the: A. Right forward refreshment pedestal B. The entrance door threshold C. Left forward service cabinet D. Light assembly When a cabin overhead light switch is turned on, f irst select: A. ON B. OFF C. DIM D. BRT The lights that are illuminated by the emergency lighting system are the: A. Instrument panel floodlights and electroluminescent lights B. Cabin overhead lights, wing egress light, and emergency exit light C. Navigation lights D. Strobe lights
8.
3.
9.
4.
5.
10. The lights that can be operated with the aircraft batteries turned off are the: A. Entry lights and baggage compartment light B. Overhead lights C. Passenger advisory lights D. Reading lights
3-15
3 LIGHTING
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-i
4 MASTER WARNING SYSTEM
ILLUSTRATION
Figure 4-1 Title Page
Test Switch ............................................................................................................... 4-2
TABLE
Table 4-1 Title Page
Annunciator Illumination Causes............................................................................. 4-3
4-iii
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 indication that a system is in operation.
GENERAL
The warning light system incorporates two horizontal rows of red, amber, and green lights (see Annunciator panel section) that alert the pilots to various conditions or switch positions, and are located on the center portion of the glareshield just above the autopilot-flight director panel. These lights are referred to as glareshield annunciator lights. Two MSTR WARN lights on the instrument panelone in front of each pilotflash when any red light on the glareshield panel illuminates. These flashing lights serve to draw pilot attention to the glareshield lights and, thereby, to the malfunctioning system.
Revision .02
Provision is made to test all glareshield annunciator lights with two switches, one located on either end of the glareshield just beneath the glareshield lights panel. The intensity of the glareshield annunciator lights is controlled automatically. There may be other annunciator lights located on the instrument panel, center pedestal, or thrust reverser control panel (if installed). These lights function as system advisory annunciators.
4-1
GLARESHIELD ANNUNCIATOR LIGHTS

The red, amber, and green glareshield lights receive power from the left and/or right essential DC buses through the respective WRN LTS circuit breakers. The red lights are used to indicate the more critical malfunctions. Amber lights denote cautionary items, and green lights indicate conditions that may be normal but need to be announced. If a glareshield annunciator light illuminates and the condition is cor rected, the light extinguishes; should the condition recur, the light again illuminates. Five of the glareshield annunciator lights give a flashing indication under the following conditions: 1. SPOILERIf spoilers and flaps are both extended (flaps more than 13) 2. STALL (L or R)If the angle-of-attack indicators reach shaker limits (yellow band) 3. FIRE (L or R)If the warning system detects a f ire or overtemperature condition in the engine nacelle
glareshield annunciator light remains illuminated as long as the causative condition exists.
TEST
Depressing either of the two test switches under the glareshield (Figure 4-1) causes the following lights to illuminate: All glareshield annunciator lights and both MSTR WARN lights FIRE warning lights Marker beacon lights (if installed) Thrust reverser panel annunciator lights (if installed) AFCS/control panel annunciator lights (FC 530 AFCS) ANTISKID lights AIR IGN lights Fuel panel lights Copilot flight director annunciator lights Dual PITOT HT indicator lights (if installed) Starter-engaged lights (if installed) Rotary test switch current limiter light (if installed)
NOTE
On SNs 35-002 through 35-431 and SNs 36-002 through 36-049, the MSTR WARN lights may not cancel when any of these red glareshield lights are flashing.
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 aircraft mentioned above. However, the red
Figure 4-1. Test Switch
4-2
INTENSITY CONTROL
A photoelectric cell outboard of each FIRE handle (Figure 4-1) automatically adjusts the glareshield annunciator light intensity for existing cockpit light conditions. The other instrument panel and pedestal annunciator lights dim when the navigation light (NAV LT) switch is turned on.
ILLUMINATION CAUSES
Table 4-1 shows each annunciator light label, color, and cause for illumination.
NOTE
Some lights are optional, and ar rangements may var y between aircraft.
BULB CHANGE
Glareshield annunciator light lenses can be removed for bulb replacement.
Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES
ANNUNCIATOR CAUSE FOR ILLUMINATION
At or below altitude set on radio altimeter. Fuel is below 400500 lb in either wing tank.
ANNUNCIATOR
CAUSE FOR ILLUMINATION

Differential pressure is 1.25 psi across one or both airframe fuel filters. Fuel is bypassing the filter. 1. Switch ONInsufficient pressure to nacelle or fan spinner or failure of valve(s) to open. 2. Switch OFFNacelle spinner valve(s) open. or fan
DH LOW FUEL L FUEL PRESS R FUEL PRESS SPOILER

(FC 200)
FUEL FILTER L ENG ICE R ENG ICE L FUEL CMPTR R FUEL CMPTR
Less than 0.25 psi fuel pressure to engine. (Light extinguishes at 1 psi.)
SteadySpoilers not locked down (normal if extended).
2. Computer has failed with the switch on.
SPOILER
(FC530)
FlashingSpoilers deployed with 13 or more flaps extended (normal on landing roll).
L STALL R STALL
DOOR AUG AIL PITOT HT
One of 10 latch pins not fully engaged, or hook motor not fully retacted. 1. Spoilers split 6 or more. 2. Spoiler and aileron split 6 or more in spoileron mode. 1. One or both pitot heaters is inoperative with the switches on. 2. One or both pitot heat switches is off.
1. SteadySystem is off or failed. (During pusher actuation it is normal.) 2. FlashingIn shaker range.
L VG MON R VG MON
One motor in the vertical gyro has failed.
4-3
1. Switch is o ff.
Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES (Cont)

System is inoperative with speed above 0.69 Mach and autopilot disengaged. If above 0.74 Mach, the overspeed warning horn sounds. 1. Inverter is off. 2. Inverter switch is on and output is less than 90 V, or less than 10 volt-amperes Inverter has failed with the switch on.
ANNUNCIATOR

Wing structural temperature is above 215F.
MACH TRIM PRI INV SEC INV AUX INV LO OIL PRESS STAB OV HT WSHLD OV HT
WING OV HT WSHLD HT ALC AI BAT 140
The windshield anti-ice valve is open.
1. Late ECSThe alcohol tank is empty. 2. Early ECSAlcohol pressure is low. system
One or both batteries' temperature is 140F or more.
Oil pressure on one or both engines is below 23 1 psi.
BAT 160 ENG SYNC TO TRIM CUR LIM ARMED
One or both batteries' temperature is 160F or more. The engine sync switch is on with the nose gear down and locked. Aircraft is on the ground and the horizontal stabilizer is not trimmed for takeoff. Failure of either or both 275 A current limiter (SNs 35-370, 35-390 and subsequent and 36-048 and subsequent). Fire-extinguishing bottles are armed.
Stabilizer structural temperature is above 215F.
Windshield heat has been shut off by a temperature limit. GNDHigh or low limit AIRHigh limit only
STEER ON
Nosewheel steering is engaged.
BLEED AIR L BLEED AIR R
1. Overtemperature of pylon (250F) or duct (590F/645F) 2. Both lightsManifold overpressure (47 psi) on SNs 35-082, 35-087 through 35-106, 35-108 through 35-112, 36-023 through 36-031, and AMK 76-7 Indicated generator is off or has failed.
FIRE PULL MSTR WARN LOW HYD L LO OIL FUEL XFLO R LO OIL
Fire/overheat is associated engine.
detected
in
A red light on the master warning panel is illuminated.
L GEN R GEN CAB ALT

(Late ECS Only)
LOW HYDHydraulic system pressure is 1,125 psi or less. FUEL XFLOFuel crossflow valve is open. L LO OIL, R LO OILIndicated engine oil pressure is low. 1. Primary pitch trim is running at fast rate with flaps up. 2. Primary pitch trim has a fault (potential runaway). 3. Wheel master switch is depressed.
Cabin altitude has reached 8,750 250 ft and controller has automatically switched to manual control.
PITCH TRIM
FC 530 AFCS
4-4
Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES (Cont)

Ferrous metal particles are detected in indicated engines oil.
ANNUNCIATOR
AIR IGN L AIR IGN R

Ignition system is activated.
LH ENG CHIP RH ENG CHIP EMER PWR 1 EMER PWR 2
ANTI-SKID GEN L R Indicated emergency battery powering the connected systems. is
Indicated antiskid inoperative.
generator
is
L CUR LIMITER R CUR LIMITER
Indicated 275 A current limiter has failed.
START L START R COMPTR WARN NAC HEAT ON

OR
Indicated starter is engaged.
(AMK 80-17)
L PITOT HEAT R PITOT HEAT PARK BRAKE
1. Indicated pitot heat switch is off. 2. Switch is on and indicated pitot heat has failed.
HSI headings are not within 7.
1. Parking brake is set. 2. Parking brake handle is not fully in after releasing parking brake.
L or R NAC HEAT switches are ON.
L NAC HEAT R NAC HEAT
2. Indicates an overheat/underheat conditiion when ON.
4-5
Indicated NAC HEAT switch is ON.
WSHLD DEFOG
1. Illuminates momentarily when WSHLD DEFOG is set ON.
4-6
QUESTIONS
1. All glareshield annunciator lights and system advisory annunciator lights can be tested by: A. The rotary test switch B. Depressing each individual light C. Depressing either glareshield TEST switch D. Shutting the represented system off When a red glareshield annunciator light illuminates, another annunciation that occurs is: A. Only the pilot MSTR WARN light flashes B. Both MSTR WARN lights illuminate steady C. Only the copilot MSTR WARN light illuminates D. Both MSTR WARN lights flash An illuminated glareshield annunciator light suddenly extinguishes, indicating: A. Five minutes have passed B. The malfunction no longer exists C. Three minutes have passed D. The MSTR WARN lights have been reset 4. The glareshield annunciator light intensity is adjusted: A. Automatically by photoelectric cells B. By depressing the TEST button C. By depressing each individual capsule D. By depressing the DIM button The flashing MSTR WARN lights can be reset by depressing either MSTR WARN light: A. Unless a red glareshield annunciator is flashing B. Anytime C. Unless a red glareshield annunciator is illuminated steady D. Unless an engine FIRE PULL light illuminated steady
5.
2.
3.
4-7
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 Pressure-Relief Valves ..................................................................................................... 5-9 Fuel Drain Valves............................................................................................................. 5-9 FUEL TRANSFER SYSTEMS ............................................................................................ 5-10
5 FUEL SYSTEM
5-i
Crossflow System .......................................................................................................... 5-10 Normal Transfer System................................................................................................ 5-11 Gravity-Flow Transfer System ...................................................................................... 5-11 Float and Pressure Switches .......................................................................................... 5-12 Pressure-Relief Valves................................................................................................... 5-12 Fuselage Fuel Fill Transfer Operations ......................................................................... 5-12 TIP-TANK FUEL JETTISON SYSTEM.............................................................................. 5-13 FUEL SERVICING ............................................................................................................... 5-13 General .......................................................................................................................... 5-13 Safety Precautions ......................................................................................................... 5-14 Aviation Gasoline .......................................................................................................... 5-14 Anti-icing Additive........................................................................................................ 5-14 Refueling ....................................................................................................................... 5-14 QUESTIONS......................................................................................................................... 5-17
5 FUEL SYSTEM
5-ii
ILLUSTRATIONS
Figure
5-1 5-2 5-3 5-4 5-5 5-6 5-7 5-8 5-9 5-10
Title
Page
Fuel System.............................................................................................................. 5-2 Ram-Air Scoop and Overboard Drain...................................................................... 5-4 Fuel Vent System ..................................................................................................... 5-5 Fuel Control Panels .................................................................................................. 5-6 Fuel Flow Indicator .................................................................................................. 5-7 Jet Pump Schematic ................................................................................................. 5-8 Fuel Drain Locations ............................................................................................. 5-10 Aircraft Grounding Points...................................................................................... 5-14 Prist Blending Apparatus ....................................................................................... 5-15 Refueling Filler Cap............................................................................................... 5-15
5-iii
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, integral tanks in each wing, and a fuselage tank. A crossflow valve permits fuel transfer between the wings for fuel balancing. Each wing tank contains a jet pump and an electric standby pump to supply fuel to the engine on the same side. Tip tank and fuselage tank fuel must be transferred into the wing tanks by jet pumps and an electric pump, respectively.
Revision .02
Tip tank fuel can be jettisoned, if required. Figure 5-1 depicts Learjet 35/36 series fuel systems.
5-1
5 FUEL SYSTEM
A ram-air system is used to vent all tanks. Drain valves are provided to remove condensation and contaminants from the low points in the fuel tanks and to drain the contents of the vent system sump.
TO SUMP
CROSSFLOW VALVE
MODEL 35 WITHOUT GRAVITY-FLOW LINE
P F P P P P
WING PRESS SW TRANSFER VALVE FUEL JETTISON SHUTOFF VALVE LOW FUEL PRESSURE SWITCH
EMPTY LIGHT PRESSURE SWITCH TRANSFER LINE
FUSELAGE TANK
MOTIVE FLOW FUEL
MOTIVE FLOW VALVE
75-PSI RELIEF VALVE
FUEL SHUTOFF VALVE
DIFFERENTIAL PRESSURE SWITCH CROSSFLOW VALVE
TO SUMP
P F P P P P
MODEL 36 AND MODEL 35 WITH GRAVITY-FLOW LINE
WING PRESS SW FUEL JETTISON SHUTOFF VALVE TRANSFER VALVE LOW FUEL PRESSURE SWITCH
FUSELAGE VALVE GRAVITY-FLOW LINE TRANSFER LINE EMPTY LIGHT PRESSURE SWITCH
MOTIVE FLOW FUEL
FUSELAGE TANK (MODEL 36 TANK SHOWN)
MOTIVE FLOW VALVE
LEGEND
F P
75-PSI FUEL RELIEF SHUTOFF VALVE VALVE ENGINE PUMP
DIFFERENTIAL PRESSURE SWITCH SUPPLY LOW PRESSURE HIGH PRESSURE GRAVITY (TRANSFER) LOW PRESSURE (FILL)
FILLER CAP QUANTITY PROBE BOOST PUMP JET PUMP FILTER
PRESSURE RELIEF VALVE CHECK VALVE FLAPPER VALVE FLOAT SWITCH
5 FUEL SYSTEM
Figure 5-1. Fuel System
5-2
FUEL TANKS AND TANK VENTING SYSTEM

GENERAL
The total usable fuel capacity is approximately 6,238 lb for the 35 model and approximately 7,440 lb for the 36 model. Unusable (i.e., trapped) fuel is included in the aircraft basic weight and is not reflected in any fuel quantity indications.
WING TANKS
Each wing tank extends from the aircraft centerline to the tip tank and holds 1,254 lb of usable fuel. Areas that are not part of the wing fuel cell are the main landing gear wheel well, the leading edge forward of spar 1 (i.e., wing heat area), and the trailing edge between spars 7 and 8 (i.e., flap, spoiler, and aileron areas). The 2.5 wing dihedral makes the inboard portions of the wing tanks the lowest areas. In each wing tank, a jet pump and an electric standby pump are located within these areas and will remain submerged in fuel until the tanks are nearly empty. Wing tank ribs and spars act as baffles to mini mize fuel shifting. Flapper valves located in the wing ribs allow unrestricted inboard flow of fuel and limit outboard flow. Two pressurerelief valves at the centerline rib equalize internal pressures between the two wing tanks. The wing tanks begin to f ill through the two tip tank flapper valves as tip tank fuel increases beyond one-half full. Three fuel probes in each wing tank provide information to the fuel quantity indicating system.
TIP TANKS
Each tip tank capacity is 1,215 lb of usable fuel; capacity is reduced to 1,175 lb with installation of a recognition light. The tanks are permanently attached to the wings and are positioned at 2 nosedown relative to the aircraft centerline. Baffles are installed to minimize slosh and prevent adverse effects on the aircraft center of gravity during extreme pitch attitudes. A jet pump installed in each tip tank transfers fuel into the wing tank. Approximately onehalf of the fuel will gravity flow through two flapper valves into the wing tank; however, any fuel at a level lower than one half full must be transferred using the jet pump. A standpipe is installed in each jet pump transfer line to prevent fuel from being siphoned from the wing tank to the tip tank when the applicable engine is shut down. The tip tank is vented through two vent float valves located in the forward and aft ends of the tank. A fuel probe in each tip tank provides information to the fuel quantity indicating system. All tip-tank fuel can be jettisoned through a valve in the tank tail cone, if required. A f iller cap on each tip tank is used to service the entire aircraft fuel system.
FUSELAGE TANK
The fuselage tank consists of rubber bladder fuel cells located between the aft pressure bulkhead and tailcone section. The 35 models are equipped with two fuel cells with a capacity of 1,340 lb of usable fuel, while the 36 models are equipped with four fuel cells with a capacity of 2,542 lb of usable fuel. Depending on the aircraft, either one or two fuel lines connect the fuselage tank to the wing tanks for f illing and transfer. This is explained in the Fuel Transfer Systems section.
5 FUEL SYSTEM
One fuel probe provides information to the fuel quantity indicating system.
5-3
RAM-AIR VENT SYSTEM

A ram-air scoop located on the underside of each wing (Figure 5-2) supplies positive air pressure in flight to a manifold that directly 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 tank (Figure 5-3). The ram-air scoops, by design, do not require heating to remain ice free. Two vent float valves are located in each tip tank, and one in the fuselage tank on 35 models. The float valves close when the fuel level reaches the vent ports, preventing fuel from entering the vent lines. A vacuum relief valve in each tip tank and the fuselage tank opens to allow air to enter the tanks should vacuum conditions occur. Each tip tank has two pressure relief valves that protect the tanks from excessive pressure. The pressure relief valves are set at 1.0 and 1.5 psi; the second valve provides a backup in case the f irst valve fails. Thermal expansion of fuselage fuel in 35 models is accounted for by an open-ended vent line that bypasses the vent float valve (36 models use three open-ended vent lines) to vent pressures overboard through the ram-air scoops. A sump, installed in the vent manifold, located at the bottom center fuselage just aft
of the main landing gear, collects any fuel that might enter the vent lines. A vent drain valve permits draining of the sump to ensure that the vent line to the fuselage tank is unobstructed.
FUEL INDICATING SYSTEMS

FUEL QUANTITY INDICATING SYSTEM/LOW FUEL WARNING
The fuel quantity indicating system includes an indicator and tank selector switch located on the fuel control panel (see Figure 5-4). A red LOW FUEL warning light (Annunciator Section) illuminates when either wing tank fuel level is low. The fuel quantity indicating system uses DC power from the right essential bus through the FUEL QTY circuit breaker. The six-position rotary selector switch enables the pilot to check the fuel quantity in each of the f ive tanks and the aircraft total fuel quantity. The fuel quantity for the position selected is read on the fuel quantity indicator. The quantities printed beside each selector switch position indicate usable fuel capacities in pounds.
5 FUEL SYSTEM
Figure 5-2. Ram-Air Scoop and Overboard Drain
5-4
OPEN VENT TUBE**
VACUUM RELIEF FLOAT VALVE*
1.5-PSI RELIEF VALVE FUEL VENT DRAIN VACUUM RELIEF VALVE
1.0-PSI RELIEF VALVE
OVERBOARD DRAIN
TO AMBIENT
FLAME ARRESTER
RAM-AIR SCOOP VACUUM RELIEF WING VENT
PRESSURE RELIEF
*35 MODELS ONLY **THREE VENTS ON 36 MODELS
Figure 5-3. Fuel Vent System
5-5
5 FUEL SYSTEM
FLOAT VALVE (TYPICAL)
ON
FUEL 2 QUANTITY 6
LBS x 1000
FUEL JTSN 0 0 0 0 OPEN
1 0
7 L ON R CLOSE CROSS FLOW EMPTY XFER OFF F FILL U FULL S T OPEN A N K CLOSE FUS VALVE
FUS L WING 1340 R WING 1254 1254 R TIP L TIP 1175 1215 TOTAL 6238 LBS
JET PUMP L ON R
STANDBY PUMPS MODEL 35
}
R
*OPTIONAL ON SNs 35-299 THROUGH 35-596. STANDARD ON SNs 35-597 AND SUBSEQUENT.
ON
FUEL 2 QUANTITY 6
LBS x 1000
FUEL JTSN 0 0 0 0 OPEN
1 0 8
7 L ON R CLOSE CROSS FLOW EMPTY XFER OFF F FILL U FULL S T OPEN A N K CLOSE FUS VALVE
FUS L WING 2542 R WING 1254 1254 R TIP L TIP 1175 1215 TOTAL 7440 LBS
5 FUEL SYSTEM
JET PUMP L ON R
STANDBY PUMPS
MODEL 36
Figure 5-4. Fuel Control Panels
5-6
There are nine capacitance fuel probes. One fuel probe is located in each tip tank and in the fuselage tank. Each wing tank has three probes wired in parallel. The inboard probe in the left wing contains a temperature compensator that adjusts quantity readings for all switch selections for fuel density change due to temperature. 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. Each probe uses an electrical capacitance measuring system to sense the fuel level. It then transmits an electrical signal to the cockpit indicator where it is read as pounds x 1,000 on the dial. Each wing tank has a fuel low-level float switch. When either wing tank fuel level reaches 400 to 500 lb remaining, the respective float switch actuates the red LOW FUEL light on the annunciator panel to indicate low wing fuel quantity (Annunciator Section). When flying with the LOW FUEL light on, limit pitch attitude and thrust to the minimum required.
FUEL FLOW INDICATING SYSTEM

A single fuel flow indicator, with two pointers (L and R) provides a readout of pounds of fuel flow per hour (Figure 5-5). A fuel counter (Figure 5-4) located on the fuel control panel provides a four-digit readout in pounds of fuel consumed by both engines. It should be reset to zero using the reset button adjacent to the counter before starting the first engine. Both indicators are powered from the battery charg ing bus through a 10 A current limiter.
Figure 5-5. Fuel Flow Indicator
pressure to the engine-driven pumps. During engine start, the respective wing standby pump is automatically energized when the GENSTART switch is placed in START. When turbine speed (N 2 ) reaches 45% or 50%, or when the START switch is moved to OFF or GEN (computer off starts), the wing standby pump is deenergized and the wing jet pump then provides fuel to the engine. The wing jet pumps and standby pumps have check valves on the output side to prevent reverse flow when they are inactive.
FUEL DISTRIBUTION
GENERAL
Each engine is supplied with fuel from its respective wing fuel system; there is no crossfeed capability. Either the wing standby pumps or the wing jet pumps supply fuel under
BOOST PUMPS
Submerged DC-powered boost pumps are installed at three different locations: one standby pump in each wing adjacent to the jet pump, and one transfer pump in the fuselage tank.
5 FUEL SYSTEM
5-7
The standby pumps are used: For engine start (automatically energized with starter switch activation) As a backup for the wing jet pumps For wing-to-wing crossflow For f illing the fuselage tank (automatically energized with the XFERFILL switch in the FILL position) Both standby pumps are deactivated when the XFERFILL switch is in XFER. The transfer pump is used to transfer fuselage tank fuel to the wing tanks. 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 respective L or R STBY PMP circuit breakers on left and right essential buses; the fuselage pump receives power from the FUSLG PMP circuit breaker on the right main bus.
through the motive-flow valves to the jet pumps, where it passes through a small orifice into a venturi. The low pressure created in the venturi draws fuel from the respective tank, resulting in a low-pressure, high-volume output from the jet pump (Figure 5-6). Motive-flow pressure varies with engine rpm and is regulated to 300 psi maximum. Conse quently, jet pump discharge pressure also varies with engine rpm. At idle, discharge pressure is approximately 10 psi, while at full-power settings, discharge pressure is approximately 12 psi. There are four jet pumps: one in each wing tank adjacent to the standby pump, and one in each tip tank. The wing tank jet pumps draw fuel from the wing tanks and supply low pressure fuel to the engine-driven, high-pressure fuel 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 supplemented by the wing standby pump to ensure positive pressure to an engine. The tip tank jet pumps draw fuel from the tip tanks and deliver it directly to the cavities where the standby pumps and jet pumps are located. Jet pumps require no electrical power and have no moving parts. They are controlled by two jet pump switches (see Figure 5-4) that
WING TANK STRUCTURE
MOTIVE-FLOW FUEL AND JET PUMPS

High-pressure fuel from the engine-driven fuel pumps is the source of motive-flow fuel to operate the jet pumps. The fuel is routed
INPUT
OUTPUT
5 FUEL SYSTEM
LEGEND
FUEL
Figure 5-6. Jet Pump Schematic
5-8
electrically open and close the motive-flow valves. Power is provided by the respective L or R JET PUMP VAL circuit breaker on the left and right essential buses. The amber indicator lights next to the switches illuminate when the motive-flow valves are in transit or are not in the position selected on the switch. Each jet pump switch (and motive-flow valve) controls both jet pumps (wing and tip) on that side.
The engine-driven pump is capable of suction feeding enough fuel to sustain engine operation without either the wing standby pump or jet pump. However, 25,000 ft is the highest altitude at which continuous operation should be attempted in this event.
PRESSURE-RELIEF VALVES
A 75-psi relief valve is installed in each main fuel line on the engine side of the main shutoff valve. The valves vent fuel overboard to relieve pressure buildup caused by thermal expansion of trapped fuel when the engines are shut down.
FILTERS
A fuel filter is installed in each engine feed line to f ilter the fuel before it enters the enginedriven fuel pump. Should the f ilters become clogged, the fuel is allowed to bypass them. A differential pressure switch installed in each f ilter assembly illuminates the one amber FUEL FILTER annunciator light if either or both f ilters are bypassing fuel (Annunciator Panel section).
FUEL DRAIN VALVES

Drain valves (Figure 5-7) are located at low points throughout the fuel system for draining condensation or sediment. A small amount of fuel should be drained from each valve during the exterior preflight inspection. The valves, spring-loaded to the closed position, are located as follows: One for each tip tank sump One for the crossflow line One for each wing sump One for each engine line One for each fuel f ilter One (or two) for the fuselage tank line(s) 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 sump(s) There is one drain valve located at the fuel vent sump. This valve must be completely drained during the exterior preflight inspection to prevent possible blockage of the fuselage ramair vent line.
5 FUEL SYSTEM
MAIN FUEL SHUTOFF VALVES (FIREWALL)

The fuel shutoff valves are powered from the essential buses through the L and R FW SOV circuit breakers and are controlled by the FIRE handles on the glareshield. Pulling either FIRE handle closes the associated valve; pushing the FIRE handle in opens the valve. The valves remain in their last positions should DC power fail.
LOW FUEL PRESSURE WARNING LIGHTS

A low fuel pressure switch is located between the fuel shutoff valve and the engine-driven fuel pump in each engine feed line. The switches cause illumination of the appropriate red L or R FUEL PRESS annunciator light when fuel pressure drops below 0.25 psi. The light extinguishes when pressure increases above 1.0 psi. Illumination of a FUEL PRESS warning light is an indication of loss of fuel pressure to the engine. The probable cause is failure of the affected wing jet pump.
5-9
CROSSFLOW DRAIN RH ENGINE FUEL LINE DRAIN FLUSH SUMP WING SUMP LH ENGINE FUEL LINE DRAIN FLUSH SUMP DRAIN WING SUMP DRAIN
RIGHT WING
LEFT WING
FUEL VENT DRAIN
FUSELAGE LINE DRAIN* FUSELAGE TANK SUMP DRAIN*
FUEL FILTER DRAIN
FUEL FILTER DRAIN * THE 35 MODELS WITH OPTIONAL FUEL LINE AND THE 36 MODELS HAVE TWO FUSELAGE LINE DRAINS AND TWO FUSELAGE TANK SUMP DRAINS.
FUEL COMPUTER DRAINS
Figure 5-7. Fuel Drain Locations
FUEL TRANSFER SYSTEMS

CROSSFLOW SYSTEM
A DC motor-driven valve is installed in the crossflow manifold connecting the two wing tanks (see Figure 5-1). It is opened during fuselage fuel transfer and f illing operations, and for wing-to-wing fuel balancing. The valve i s c o n t r o l l e d by t h e C RO S S F L OW o r XFERFILL switch on the fuel control panel (see Figure 5-4) and is powered through the right main bus FILL & XFER circuit breaker. Additionally, on aircraft with the gravity-flow transfer line, the valve is controlled by the FUS VALVE switch that is powered from the left essential bus FUS VALVE (or FUSE VAL) circuit breaker.
The amber light (see Figure 5-4) adjacent to the CROSS FLOW switch illuminates when the valve is in transit or is not in the position selected. A g reen or amber FUEL XFLO annunciator light (Annunciator Panel section) on the glareshield illuminates continuously whenever the crossflow valve is fully open. If wing fuel imbalance occurs, as in singleengine operation, crossflow is accomplished by opening the crossflow valve and turning on the standby pump in the heavy wing, while ensuring that the opposite standby pump is off. The transfer rate is approximately 50 lb of fuel per minute. With both engines operating, opening the crossflow valve to balance fuel should not be attempted when a red FUEL PRESS light is illuminated unless it can be accomplished below 25,000 ft. To do so would divert pressure from the affected engine-driven pump to the crossflow line. Instead, asymmetric power
5 FUEL SYSTEM
5-10
settings may be used to balance fuel, if nec essary. The above considerations do not apply to single-engine operations, and normal crossflow operations may be performed as usual.
NORMAL TRANSFER SYSTEM

The Learjet models 35/36 each have a fuel transfer line connecting the fuselage tank transfer pump with the crossflow manifold (see Figure 5-1). A DC motor-driven transfer valve installed in the line controls fuel movement between the fuselage and wing tanks. The valve is controlled by the XFER-FILL switch located on the fuel control panel. When the switch is positioned from OFF to XFER, the transfer and crossflow valves are sequenced open and the transfer pump is energized automatically while both standby pumps are deactivated. When the switch is positioned from OFF to FILL, the transfer and crossflow valves are sequenced open, and both standby pumps are energized automatically. When the switch is positioned from either XFER or FILL to OFF, the transfer pump or standby pumps (whichever the case may be) are deenergized and the transfer and crossflow valves are sequenced closed. The amber light adjacent to the XFERFILL switch illuminates when the valve is in transit or is not in the position selected (see Figure 5-4). The valve is powered through the right main bus FILL & XFER circuit breaker. On 35 models without the optional gravityflow line, the transfer line is connected to the right side of the crossflow valve. On all 36 models, and 35 models with the optional gravityflow line, the transfer line is connected to the left side of the crossflow valve.
subsequent and on all 36 models, a DC motordriven fuselage valve is installed in a second fuel line; it connects the fuselage tank with the 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 fuel control panel. When the FUS VALVE switch is positioned to OPEN, both the fuselage valve and the crossflow valve simultaneously open, allowing fuel to gravity-flow from the fuselage tank to both wings. When fuselage fuel is transferred in this manner, 162 lb of fuel remain in the fuselage tank. The fuselage valve is also controlled by the XFERFILL switch. When placed to FILL, the transfer valve, fuselage valve, and crossflow valve are sequenced open, and the standby pumps are energized to pump wing tank fuel through both fuel lines into the fuselage tank. The fuselage valve remains closed when the XFERFILL switch is positioned to XFER. The amber light adjacent to the FUS VALVE switch illuminates when the fuselage valve is in transit or is not in the position selected (see Figure 5-4). If either standby pump switch is on, the FUS VALVE switch is rendered inoperative, and neither the fuselage valve nor the crossflow valve will open if the FUS VALVE switch is moved to OPEN. Conversely, if the FUS VALVE switch is already in OPEN (fuselage valve and crossflow valve open), turning either standby pump switch on automatically causes the fuselage valve and crossflow valves to sequence closed. 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 VALVE) circuit breaker.
5 FUEL SYSTEM
GRAVITY-FLOW TRANSFER SYSTEM

As an option on SNs 35-299 through 35-596, and as standard equipment on 35-597 and
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FLOAT AND PRESSURE SWITCHES Fuselage Fuel Tank Float Switch

When f illing the fuselage tank, a float switch mounted inside the tank actuates when the tank is full. The switch: Illuminates the green FULL light on the fuel control panel Deenergizes the standby pumps Closes the transfer and crossflow valves Closes the fuselage valve (all aircraft equipped with the gravity-flow transfer line) The green FULL light on the fuel control panel (see Figure 5-4) remains illuminated until the XFERFILL switch is turned off.
resets and energizes the pump again when the pressure drops below 2.5 psi.
PRESSURE-RELIEF VALVES
Two one-way pressure-relief valves are located at wing rib 0.0, which separates the left and right wing fuel tanks. Each valve, relieving in the opposite direction, opens at 1 PSID to equalize fuel pressure between the wing tanks when crossflowing or transferring fuel.
FUSELAGE FUEL FILL-TRANSFER OPERATIONS Fill Operation

Fuel may be pumped from the wings to the fuselage tank using the FILL position on the XFERFILL switch. The FILL position may be used for CG considerations in flight; however, it is normally used only during fuel servicing. When the XFERFILL switch is placed to the FILL position: The transfer valve opens, then The crossflow valve opens, then The standby pumps are energized, and The fuselage tank float switch is enabled If the tank is to be f illed to capacity, the float switch actuation automatically: Deactivates the standby pumps Closes all valves Illuminates the green FULL light, which will go out when the XFERFILL switch is turned off The f illing process may be terminated at any point by turning the XFERFILL switch off.
Fuselage Tank Low-Pressure Switch

The fuselage tank low-pressure switch is installed in the fuselage transfer line to alert the pilot when fuselage fuel is depleted. With the XFERFILL switch in XFER, the switch senses low pressure in the line and illuminates the white EMPTY light on the fuel control panel (see Figure 5-4) when either of two conditions exists: The tank is empty. The fuselage transfer pump fails. The switch actuates when pressure drops below 2.75 psi and resets at 3.75 psi as pressure increases.
Wing Fuel Pressure Switch

A wing fuel pressure switch is installed to prevent internal over pressurization of the wings during transfer of fuselage tank fuel. The switch, located in the right main wheel well, deenergizes the fuselage transfer pump when wing fuel pressure reaches 5 psi; the switch
5 FUEL SYSTEM
Transfer Operations
The normal method of transferring fuselage fuel in flight is accomplished by using the XFER position on the XFERFILL switch. When the switch is placed in XFER:
5-12
1. The transfer valve opens 2. The crossflow valve opens 3. The fuselage transfer pump is energized 4. The standby pumps are disabled 5. The white EMPTY light (pressure switch) is enabled Gravity-flow is also possible on all aircraft through the normal transfer line should the transfer pump fail. The amount of fuel trapped (unusable) is approximately 162 lb. The rate of gravity transfer will, however, be slower than when using the fuselage valve, if installed. When the XFERFILL switch is placed in the OFF position: The transfer pump is deenergized, and Operation of the standby pumps is once again possible The transfer valve closes, then The crossflow valve closes The alternate method of transferring fuselage fuel in flight is only possible on aircraft equipped with the gravity-flow line by using the OPEN position on the FUS VALVE switch. However, prior to doing so, it is essential to first assure that the XFERFILL switch is off, and that both standby pump switches are off. Then, when the FUS VALVE switch is placed in OPEN, the fuselage valve and crossflow valve open simultaneously; the valves are not s e q u e n c e d a s t h ey a r e wh e n u s i n g t h e XFERFILL switch. When the amount of fuel in the wing tanks begins to decrease, the FUS VALVE switch may be turned off, and the transfer process may be completed using the normal transfer procedure. On aircraft with the gravity-flow line, ap proximately 162 lb of fuel will be trapped (unusable) if the gravity-flow line only is used to transfer fuselage fuel.
TIP-TANK FUEL JETTISON SYSTEM

A DC motor-driven valve in the tail cone of each tip tank provides the capability of jettisoning tip-tank fuel. One FUEL JTSN switch on the fuel control panel (see Figure 5-4) controls both tip-tank jettison valves. When the FUEL JTSN switch is placed to ON, the jett i s o n va l ve s o p e n a n d t wo a m b e r l i g h t s illuminate continuously on the fuel control panel to indicate that the valves are fully open. The jettison tubes are scarfed, which creates a low-pressure area that helps pull the fuel out of the tank(s). This, in combination with the force of gravity, enables the entire contents of both tanks to be jettisoned. Fuel jettison is faster while the aircraft is in a noseup attitude. It takes approximately f ive minutes to jettison fuel from the tip tanks. The left- and right-hand jettison valves are protected independently by the FUEL JTSN circuit breakers located on the left and right essential buses, respectively.
FUEL SERVICING
GENERAL
Fuel ser vicing includes those procedures necessary for fueling and adding anti-icing additives. Fueling is accomplished through a f iller cap in the top of each tip tank. Fuel then begins to flow by gravity from the tip tanks into the wing tanks as the tip tanks reach one-half full. The wing standby pumps pump fuel to the fuselage tank when the XFERFILL switch is set to FILL. At normal temperatures, some water is always in solution (dissolved) with fuel. At high altitudes, fuel undergoes a cold soaking process and small amounts of water come out
5-13
5 FUEL SYSTEM
of solution and subsequently freeze. The antiicing additives specif ied for use in the Learjet 35/36 are Hi-Flo Prist and QUELL. Either additive prevents the growth of microbiological organisms in the fuel. Fuel containing antiicing additive conforming to MIL-I-27686 requires no further treatment.
ANTI-ICING ADDITIVE
All fuels used must have an approved blended anti-icing additive. Depending upon fueling location and type of fuel, the additive may or may not be blended at the ref inery. If not blended at the ref inery, the additive must be blended at the time of fueling. Refer to the AFM for the approved MIL Specs. Compare the MIL Spec of the anti-icing additive to be blended with the referenced MIL Specs in the AFM to determine the correct blending amounts.
SAFETY PRECAUTIONS
Refueling and defueling should be accomplished only in areas that permit free movement of f ire equipment. Figure 5-8 shows the aircraft grounding points. When adding anti-icing additives (Figure 5-9), follow the manufacturers instructions for blending.
REFUELING
Refueling is accomplished through the tip tank f iller caps (Figure 5-10). The fuel begins to flow by gravity into the wing tanks as the tip tanks reach one-half full. The standby pumps are used to f ill the fuselage tank. (See Fuel Transfer Systems, this chapter.) A ground power unit should be used, if possible, because of the requirement to operate the standby pumps. Refer to the approved AFM for detailed refueling procedures.
AVIATION GASOLINE
Aviation gasoline (MIL-D-5572D, Grades 80/87, 100/130, and 115/145) may be used as an emergency fuel and mixed in any proportion with the various approved jet kerosenebase fuels. Please refer to AFM for further limits on the use of AVGAS.
5 FUEL SYSTEM
Figure 5-8. Aircraft Grounding Points
5-14
FUEL ADDITIVE
BLENDER HOSE
LO -F HI RIST P R) (O L-IMI 686 27
HANDLE RING TRIGGER
FUEL NOZZLE
Figure 5-9. Prist Blending Apparatus
Figure 5-10. Refueling Filler Cap
5-15
5 FUEL SYSTEM
5 FUEL SYSTEM
5-16
QUESTIONS
1. Trapped fuel weight: A. Must be added to the weight of fuel taken on board when servicing the aircraft B. Is included in the aircraft basic weight for airplanes certif ied in the U.S. C. Must be accounted for in the fuselage tank for CG purposes D. May be disregarded since it is less than 200 lb With the exception of the FUEL JTSN lights, all other amber lights on the fuel control panel, when illuminated steady, indicate that the respective: A. Valves are cycling or the pumps are properly operating B. Valves are in the correct position; the pumps are inoperative C. Switch position agrees with the valve position or pump operation D. Valve position disag rees with the switch position The red LOW FUEL light illuminates when: A. 350 lb total fuel remains B. 250 to 350 lb remain in either wing, depending on the aircraft SN C. 400 to 500 lb total fuel remains D. 400 to 500 lb remains in either wing 8. 4. The standby pumps are used for all the following functions except: A. Engine start B. As a backup for the main jet pumps C. Wing-to-wing crossflow with a wing tank jet pump inoperative D. Wing-to-fuselage transfer of fuel 5. The crossflow valve opens: A. Only when the CROSS FLOW switch is set to OPEN B. Only when the CROSS FLOW switch is set to OPEN or the XFERFILL switch is set to XFER C. Anytime electrical power is lost D. Whenever the CROSS FLOW, XFER FILL, or FUS VALVE switches are m ov e d f r o m t h e O F F o r C L O S E position Steady illumination of an amber transfer valve light indicates: A. The valve failed to close B. The valve failed open C. The valve operated correctly D. T h e va l v e f a i l e d t o m ov e t o t h e position commanded by the XFER FILL switch Illumination of the red L or R FUEL PRESS light indicates: A. Fuel pressure to the respective enginedriven fuel pump is low B. Fuel pressure to the respective engine is too high for safe operation C. A fuel f ilter is bypassing D. Fuel pressure to the respective engine is optimum for engine start When the XFERFILL switch is placed to the FILL position, the: A. Float switch is disabled B. Wing standby pumps are disabled C. Fuselage valve closes D. Crossflow valve opens
5 FUEL SYSTEM
2.
6.
7.
3.
5-17
9.
Motive-flow fuel for the jet pumps is supplied by the: A. Engine-driven fuel pumps B. Wing standby pumps C. Fuselage transfer pump D. Motive-flow control unit
10. The amber FUEL FILTER light indicates: A. Low fuel pressure to the engine-driven pump; the standby pumps should be turned on B. That both fuel f ilters are being bypassed; the light does not illuminate if only one f ilter is bypassed C. That one or both fuel f ilters are being bypassed D. That only the secondary fuel filters are being bypassed 11. The amount of fuel trapped in the fuselage tank after completion of gravity transfer via the fuselage valve is approximately: A. 62 lb B. 162 lb C. 262 lb D. None
12. The wing fuel pressure switch: A. Turns off the fuselage transfer pump when wing fuel pressure reaches 5 psi B. Turns on the fuselage transfer pump when wing fuel pressure is below 5 psi C. Turns off the wing standby pumps when wing fuel pressure reaches 5 psi D. Turns on the wing standby pumps when wing fuel pressure is below 5 psi 13. When using any mixture of aviation gasoline: A. Do not take off with fuel temperature lower than 54C (65F) B. Restrict flights to below 15,000 ft C. Both jet pumps and both standby pumps must be on and the pumps must be operating D. All of the above answers are correct 14. The Learjet 35/36 requires anti-icing additive: A. At all times B. Only when temperatures of 37C and below are forecast C. Only for flights above 15,000 ft D. Only for flights above FL 290
5 FUEL SYSTEM
5-18
Revision .02
The information normally contained in this chapter is not applicable to this particular aircraft.
6 AUXILIARY POWER SYSTEM
CHAPTER 7 POWERPLANT
CONTENTS
Page
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
7-i
Start Pressure Regulator ................................................................................................ 7-12 Surge Bleed Valve ......................................................................................................... 7-12 Fuel Flow ....................................................................................................................... 7-13 Flow Divider .................................................................................................................. 7-13 Fuel Spray Nozzles ........................................................................................................ 7-13
7 POWERPLANT
Operation ....................................................................................................................... 7-13 IGNITION SYSTEM ............................................................................................................ 7-14 General .......................................................................................................................... 7-14 Automatic Mode ............................................................................................................ 7-14 Selective Mode .............................................................................................................. 7-14 Indication ....................................................................................................................... 7-14 ENGINE CONTROLS .......................................................................................................... 7-15 STARTERS ........................................................................................................................... 7-16 General .......................................................................................................................... 7-16 Operation ....................................................................................................................... 7-18 Other Start Functions..................................................................................................... 7-20 ENGINE INSTRUMENTATION.......................................................................................... 7-21 General .......................................................................................................................... 7-21 Turbine Speed (N2)........................................................................................................ 7-21 Turbine Temperature (ITT)............................................................................................ 7-21 Fan Speed (N1) .............................................................................................................. 7-21 ENGINE SYNCHRONIZER SYSTEM ............................................................................... 7-22 General .......................................................................................................................... 7-22 Control........................................................................................................................... 7-22 Indication ....................................................................................................................... 7-23 Operation ....................................................................................................................... 7-23
7-ii
THRUST REVERSERS (OPTIONAL EQUIPMENT) ........................................................ 7-24 General .......................................................................................................................... 7-24 Aeronca Thrust Reversers ............................................................................................. 7-24 Dee Howard TR 4000 Thrust Reversers........................................................................ 7-28 QUESTIONS......................................................................................................................... 7-33
7 POWERPLANT
7-iii
ILLUSTRATIONS
Figure
7-1 7-2 7-3 7-4 7-5 7-6 7-7 7-8 7-9 7-10 7-11 7-12 7-13 7-14 7-15 7-16 7-17 7-18 7-19 7-20 7-21 7-22 7-23
Title
Page
Major Sections ......................................................................................................... 7-2 FAN SPEED Indicator ............................................................................................. 7-3 TURBINE SPEED Indicator.................................................................................... 7-3 Airflow Diagram ...................................................................................................... 7-4 Oil System Schematic .............................................................................................. 7-6 Oil Servicing Access................................................................................................ 7-7
P Indicator .............................................................................................................. 7-7
7 POWERPLANT
OIL PRESSURE Indicator....................................................................................... 7-8 OIL TEMPERATURE Indicator .............................................................................. 7-8 Engine Fuel System ................................................................................................. 7-9 Electronic Fuel Computer...................................................................................... 7-10 Computer Inputs and Outputs ................................................................................ 7-11 Fuel Computer and SPR Switches ......................................................................... 7-12 FUEL FLOW Indicator .......................................................................................... 7-13 Fuel Counter .......................................................................................................... 7-13 Center Switch Panel............................................................................................... 7-14 Throttle Quadrant................................................................................................... 7-14 Left Start CircuitSNs 35-002 through 35-147 and through 36-035....................................................................................................... 7-16 Left Start CircuitSNs 35-148 through 35-389, except 35-370 and 36-036 through 36-047.................................................................................... 7-17 Installation of AAK 81-1 ....................................................................................... 7-18 Left Start CircuitSNs 35-370, 35-390, and Subsequent, and 36-048 and Subsequent ................................................................................... 7-19 Engine Instruments ................................................................................................ 7-21 ENG SYNC Indicator ............................................................................................ 7-22
7-v
7-24 7-25 7-26 7-27 7-28

7 POWERPLANT
ENG SYNC Control Switches............................................................................... 7-22 Thrust Reverser (Aeronca)..................................................................................... 7-24 Thrust Reverser Levers .......................................................................................... 7-24 THRUST REVERSER Control Panel (Aeronca) .................................................. 7-25 Thrust Reverser (Dee Howard TR 4000) ............................................................... 7-28 THRUST REVERSER Control Panel (Dee Howard)............................................ 7-29
7-29
7-vi
CHAPTER 7 POWERPLANT
INTRODUCTION
This chapter describes the powerplants installed on Learjet 35/36 series aircraft. In addition 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 aft fuselage-mounted TFE731-2-2B turbofan engines. Optional thrust reversers are available either as a factory installation or as a retrof it. The TFE731 series engine is manufactured by the Garrett Turbine Engine Company at Phoenix, Arizona. The engine is a lightweight, twin-spool turbofan. The fan is front mounted and gear driven. Each engine develops 3,500 lb of thrust, static at sea level, up to 72F (+22C). The modular design concept of the engine facilitates maintenance.
Revision .02
7-1
7 POWERPLANT
MAJOR SECTIONS
For descriptive purposes, the engine (Figure 7-1) is divided into seven major sections as follows: 1. 2. 3. 4. 5. 6. 7. Air inlet Fan Compressor Combustor Turbine Exhaust Accessory
and its associated planetary gear drive. The fan shroud is armored for blade containment.
FAN SECTION
The fan section includes the single-stage axial fan, an integral spinner, and the fan planetary gear assembly, which is driven by the lowpressure rotor. The rpm of the LP rotor is designated N 1 and commonly referred to as fan speed. The planetar y gear provides the required gear reduction for the fan. The rpm of the LP rotor (N 1 ) is read on the FAN SPEED indicator (Figure 7-2). Engine thrust is set using this instrument.
7 POWERPLANT
AIR INLET SECTION

The air inlet section is a specially designed, sound reducing structure enclosing the fan
Figure 7-1. Major Sections
7-2
11 10 9 8 7
FAN SPEED 0000 0 1 2 % X 10 6 5 4 3
Twelve duplex fuel atomizers (spray nozzles) a n d t wo i g n i t e r p l u g s a r e l o c a t e d i n t h e combustion chamber.
TURBINE SECTION
The turbine section, consisting of a singlestage axial HP turbine and a three-stage axial LP turbine, is located in the path of the exhausting combustion air. The single-stage HP turbine, rigidly joined with the HP compressor, forms the HP spool 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 TURBINE SPEED indicator (Figure 7-3). This is a supporting engine operation instrument.
Figure 7-2. FAN SPEED Indicator
The fan performs two functions: Its outer diameter accelerates a large air mass at a relatively low velocity into the full-length bypass duct The inner diameter of the fan accelerates a smaller air mass to the four-stage axialflow compressor
TURBINE SPEED 11 10 9 8 7 0 5 6 0 1 2
COMPRESSOR SECTION
The compressor section includes a l ow pressure (LP) compressor and a high-pressure (HP) compressor. The LP compressor incorporates four axial stages. Stall-surge protection is provided for t h e L P c o m p r e s s o r by a n a u t o m a t i c a l ly controlled surge bleed valve. The HP compressor consists of a single-stage centrifugal impeller driven by the HP turbine.
% X 10
6 5 4
Figure 7-3. TURBINE SPEED Indicator
COMBUSTOR SECTION
The combustor section includes an annular reverse-flow combustion chamber enclosed in a plenum. (Two 180 directional changes in airflow take place through the combustor section.)
The three-stage LP turbine assembly is rigidly connected to the LP compressor assembly by a common shaft, forming the LP rotor. The forward end of the rotor shaft is geared to the planetary gear assembly which drives the fan.
7-3
7 POWERPLANT
EXHAUST SECTION
The exhaust section consists of the primary and bypass air exhaust ducts. The primary exhaust section directs the combustion gases to the atmosphere. The bypass air exhaust directs the fan bypass air to the atmosphere.
In addition to these accessories, a DC starter motor is mounted on the accessory drive gearbox to turn the HP spool for engine starting.
ACCESSORY SECTION
The accessory section consists of a transfer gearbox and an accessor y drive gearbox located on the lower forward side of the engine. The transfer gearbox is driven by a tower shaft and bevel gear from the HP spool. A horizontal drive shaft interconnects the transfer gearbox to the accessory drive gearbox to drive the following accessories: Oil pump Fuel pump and mechanical governor within the fuel control unit (FCU) Hydraulic pump DC generator
OPERATING PRINCIPLES
The fan (Figure 7-4) draws air through the engine nacelle air inlet. The outer diameter of the fan accelerates a moderately large a i r m a s s t h r o u g h t h e f a n by p a s s d u c t t o provide direct thrust. The inner diameter of the fan accelerates a smaller air mass into the LP compressor. Air is progressively compressed as it passes through the LP compressor, then to the HP compressor where a substantial increase in pressure results. Air leaving the HP com pressor is forced through a transition duct into a plenum chamber surrounding the combustor.
7 POWERPLANT
Figure 7-4. Airflow Diagram
7-4
The compressed air enters the combustor through holes and louvers designed to direct the flow of combustion air and to keep the flame pattern centered within the combustor. Each of the duplex fuel nozzles sprays fuel in two distinct patterns, resulting in eff icient, controlled combustion. The mixture is initially ignited by the two igniter plugs. The expanding combustion gases, generating extremely high pressures, are directed to the HP turbine, which extracts energy to drive the integral HP compressor and the accessory section through the tower shaft.
The combustion gases continue to expand through the three-stage LP turbine, which extracts energy to drive the LP compressor through the LP rotor shaft and the fan through the planetary gear. The combustion gases are then exhausted through the exhaust duct. The resulting thrust created by the combustion air adds to the thrust generated by the fan through the bypass air duct to produce the total propulsion force. At sea level, the fan contributes 60% of the total rated thrust, diminishing as altitude increases. At 40,000 ft, the fan contributes approximately 40% of the total thrust. Engine core rotation (looking forward) is clockwise, and fan rotation is counterclockwise.
7-5
7 POWERPLANT
OIL SYSTEM
GENERAL
The oil system (Figure 7-5) provides cooling and lubrication of the engine main bearings, the planetary gear, and the accessory drive gear.
7 POWERPLANT
The engine-driven oil pump incorporates one pressure element, four scavenge elements, and a pressure regulator . The pressure element draws oil from the tank and provides pressure lubrication for all bearings and gears. The scavenge elements return oil to the tank. A bypass oil filter removes solids from the oil. A red pop-out P indicator provides visual indication of a clogged f ilter. It can be checked through a spring port on the right side of each engine nacelle (Figure 7-7). The indicator button should be flush with the housing; if it is not, maintenance is required before flight.
Oil is contained in a tank on the right side of the engine. Access for servicing and level checking (Figure 7-6) is located on the outboard side of each nacelle.
VENT BREATHER PRESS VALVE ACCESSORY GEARBOX NOS. 4 AND 5 BEARING TRANSFER GEARBOX NO. 6 BEARING
PLANETARY GEARS NOS. 1, 2 AND 3 BEARINGS
SCAVENGE RETURN CHIP DETECTOR P S S S S AIR-OIL COOLER OIL PUMPS REGULATOR AIR-OIL COOLER FILTER AIR-OIL COOLER T P
OIL TANK
TEMP CONTROL BYPASS VALVE
FUEL IN OIL COOLER FUEL OUT
LEGEND
SUPPLY PRESSURE SCAVENGE AIR FUEL
P BYPASS
ELECTRIC
Figure 7-5. Oil System Schematic
7-6
Oil cooling is fully automatic and is achieved by a combination of sectional air-oil coolers in the fan bypass duct and a fuel-oil cooler mounted on the engine. Temperature and pressure bypass protection is provided for the oil coolers.
Oil venting is provided and controlled by an altitude compensating breather-pressurizing valve.
LEFT ENGINE ACCESS
RIGHT ENGINE ACCESS
Figure 7-6. Oil Servicing Access
Figure 7-7. P Indicator
7-7
7 POWERPLANT
INDICATION
Oil pressure is displayed on a single indicator with dual (L-R) needles (Figure 7-8) on the engine instrument panel that requires 26 VAC from the L and R OIL PRESS circuit breakers located on their respective L and R 26 VAC bus.
Oil temperature is displayed on individual gages (Figure 7-9) on the upper right side of the engine instrument panel. Power for these gages is supplied through the OIL TEMP circuit breaker located on the right essential bus.
OIL PRESS 100 P.S.I.

R
150
OIL TEMP C
30 60 90 120 190 150
7 POWERPLANT
200
L
50
Figure 7-9. OIL TEMPERATURE Indicator Figure 7-8. OIL PRESSURE Indicator
A single red LO OIL PRESS light on the annunciator panel provides warning of low oil pressure (Annunciator Panel section). An optional installation provides for dual lights labeled L LO OIL and R LO OIL, usually located outboard of either engine FIRE PULL handle. The light(s) are illuminated by a pressure switch on each engine when pressure drops to 25 psi. With the single LO OIL PRESS light installation, the light is wired in parallel from the pressure switch on each engine. When this light illuminates, the affected engine must be determined by checking the 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. As optional equipment, the detectors may be connected to amber LH and RH ENG CHIP lights installed on the glareshield just to the right of the right-hand engine FIRE PULL handles (Annunciator Panel section).
OPERATION
See Figure 7-5 schematic for operation of the engine oil system.
7-8
FUEL SYSTEM
GENERAL
The engine fuel system (Figure 7-10) provides for fuel scheduling during engine starting and acceleration to idle, operational acceleration and deceleration, and steadystate operation throughout the entire operating envelope of the aircraft.
aircraft fuel system and directs fuel through a bypassable fuel f ilter with a P indicator button to the HP stage. The HP pump increases fuel pressure to the valve required for efficient operation of the fuel control unit (FCU). In addition, the HP fuel pump supplies the motive-flow fuel for operation of the fuel tank jet pumps (see Chapter 5, Fuel System).
7 POWERPLANT
FUEL PRESSURE
Engine fuel pressure is generated by a twostage engine-driven pump. The centrifugal LP stage increases inlet fuel pressure from the
MOTIVE-FLOW LOCKOUT VALVE AND PRESSURE REGULATOR

The lockout valve remains closed initially during engine start to ensure suff icient pressure to the FCU. The valve gradually opens
LEGEND
LOW PRESSURE FUEL HIGH PRESSURE FUEL ENGINE BLEED AIR ELECTRICAL MECHANICAL FUEL FROM WING TANK TO JET PUMPS SURGE VALVE DC TORQUE MOTOR MOTIVE FLOW LOCKOUT/ REG VALVE METERING VALVE MANUAL SHUTOFF VALVE ULTIMATE OVERSPEED SOLENOID (109% N1, 110% N2) LOW HIGH PRESS PRESS PUMP PUMP BYPASS INDICATOR MANUAL MODE SOLENOID (POWERED OPEN, COMPUTER ON) POTENTIOMETER FILTER OVERBOARD PORT FLYWEIGHT GOVERNOR (105% N2) MANUAL MODE ADJUSTMENT THRUST LEVER FUEL TO SPRAY NOZZLES FUEL COMPUTER N1 N2 ITT PT2TT2 POWER LEVER ANGLE
BLEED-AIR PRESSURE P3
Figure 7-10. Engine Fuel System
7-9
fully as fuel pressure increases during the start. On earlier aircraft, the motive-flow shutoff valve is also closed when the START-GEN switch is moved to START. A pressure regulator maintains motive-flow line pressure for eff icient jet pump operation.
An ultimate overspeed solenoid valve energized by the fuel computer at 109% N 1 or 110% N 2 to shut off fuel
ELECTRONIC FUEL COMPUTER General

Two electronic fuel computers are located in the tail cone area (Figure 7-11). They operate on DC power from the L and R FUEL CMPTR circuit breakers on the left and right essential buses, respectively.
FUEL CONTROL UNIT

7 POWERPLANT
The fuel control unit (FCU) schedules fuel flow to the fuel nozzles. Its primary mode of operation is the automatic mode (i.e., fuel computer on). In automatic, the FCU responds to electrical signals from the fuel computer. The secondary mode of operation is the manual mode (i.e., fuel computer off or failed). In manual, the FCU responds mechanically to thrust lever movement. The FCU includes: A mechanical fuel shutoff valve, operated by thrust lever movement between CUT-OFF and IDLE A DC potentiometer, mechanically positioned by thr ust lever movement, which electrically transmits this as power lever angle (PLA) to the computer for automatic operation A manual mode solenoid valve that is normally energized open by the fuel computer for automatic mode operation; it is deenergized closed for manual mode operation A DC torque motor that schedules fuel flow in automatic mode in response to electrical signals from the computer A mechanical flyweight governor, driven by the engine fuel pump to (1) limit engine overspeed to 105% N 2 in the automatic mode and (2) govern engine rpm relative to thrust lever position in the manual mode A pneumatically controlled metering valve that (1) restricts fuel flow in the event of engine overspeed and (2) schedules fuel flow in manual mode Pneumatic circuits to channel and control P 3 bleed air pressure to pneumatically position the metering valve
Figure 7-11. Electronic Fuel Computer
Automatic Mode Operation

The computer controls fuel flow based on thrust lever position (PLA) and atmosphere conditions while automatically maintaining N 1 , N 2 , and ITT within prescribed limits to permit optimum engine acceleration rates. The computer provides engine overspeed protection and controls the surge bleed valve to prevent compressor stalls and surges. Dur ing engine start, the computer provides automatic fuel enrichment, starter disengagement, and termination of ignition and standby fuel pump operation. The computer receives input signals representing the following engine parameters (Figure 7-12): N 1 (fan speed) N 2 (turbine speed) PLA (power level angle) P T2 (inlet pressure)
7-10
Figure 7-12. Computer Inputs and Outputs
T T2 (inlet temperature) ITT (interstage turbine temperature) The computer analyzes these signals and produces output signals that are sent to the torque motor (to control fuel flow) and to the surge bleed valve (to control compressor airflow). Thrust lever movement mechanically moves a power lever angle potentiometer, which furnishes a variable electrical signal (PLA) to the computer. This is the command input for a specif ic thrust setting. Fuel flow is metered by the torque motor to produce and maintain the desired thrust. Inlet temperature and pressure (P T2 /T T2 ), N 1 , N 2 , and ITT signals are used to optimize engine acceleration rates and limit thrust and temperature within normal limits. By powering one or the other of the two surge bleed valve control solenoids, the computer opens or closes
the surge bleed valve during engine acceleration and deceleration to prevent compressor stalls and engine surges. In automatic operation, the mechanical flyweight gover nor section limits engine overspeed to 105% N 2 rpm. Should the 105% governing function fail, the computer energizes the ultimate overspeed solenoid valve closed at 109% N 1 or 110% N 2 to shut off fuel flow to the engine.
Indication
The computer constantly monitors input and output signals and, with the exception of ITT input loss, automatically reverts to manual mode if these signals are lost. In this case, or if computer power is lost, the amber L or R FUEL CMPTR annunciator light illuminates. In some cases it may be possible to regain
7-11
7 POWERPLANT
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 .
Manual Mode Operation

When the computer fails or is turned off, the fuel control unit assumes manual control of fuel metering to the engine. The torque motor valve is deenergized and opens fully. The fuel flow is controlled by the mechanical flyweight governor section, functioning as an onspeed governor, utilizing the metering valve. The surge bleed valve automatically goes to the 1/3 open position and remains there.
7 POWERPLANT
START PRESSURE REGULATOR

The start pressure regulator (SPR) is a computer function and is available only in the computer-on mode. Manual SPR overrides the automatic temperature limiting feature of the computer. Therefore, ITT monitoring during SPR operation is extremely impor tant. It should be used only during starting and discontinued when ITT is in the 300C to 400C range. Fuel enrichment is automatically controlled by the fuel computer during start up to 200C. It may be extended manually to assist engine acceleration during starting in cold ambient temperatures (below 0F) or during airstart at low altitude/high airspeed if light-off does not occur withing f ive seconds after moving the thrust lever to IDLE. This additional fuel is controlled by a three-position switch (Figure 7-13) labeled SPR L and R. The switch is spring-loaded to the center (off) position. When additional start fuel is required, the switch must be held in the L or R position and released when ITT indicates between 300C and 400C.
Figure 7-13. Fuel Computer and SPR Switches
spilling some LP compressor air into the bypass duct, thus preventing LP compressor stalls and surges during acceleration and deceleration when a large LP-HP rpm mismatch occurs. The surge bleed valve has three positions: FULL OPEN, FULL CLOSED, and 1/3 OPEN. Surge valve position is controlled by two fuel computer operated solenoid valves that route P 3 bleed air to a respective port on the surge valve. By energizing one solenoid valve, the computer opens the surge valve, while energizing the other solenoid valve closes it. By deenergizing both solenoid valves, the surge valve assumes the 1/3 OPEN position, which automatically occurs if the computer fails or is switched off; this provides some surge margin continuously while operating in manual mode. In addition, the surge bleed valve will assume the FULL OPEN position in the computer-on
SURGE BLEED VALVE

The surge bleed valve functions to maintain a safe surge margin in the LP compressor by
7-12
mode whenever the PLA is 26 or less (42 on early model computers). During acceleration, the computer first signals the surge bleed valve to assume the 1/3 OPEN 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 maintained in this position, the computer will command the FULL OPEN position. The opposite is true during deceleration. In summary, surge bleed valve position is a function of the fuel computer, relative to N 1 , N 2 , and thrust lever angle.
A resettable digital fuel counter (Figure 7-15) is located on the fuel control panel on the center pedestal. The indicator is operated by the fuel flow indicating system and displays pounds of fuel consumed. The indicator should be reset prior to engine starting.
FUEL FLOW
Fuel flow is sensed downstream of the FCU and appears on a dual-needle gage on the center instrument panel (Figure 7-14). The needles are labeled L and R, and the gage is calibrated in pounds per hour times 1,000. Electrical power is supplied directly from the battery-charging bus through a 10 A current limiter.
Figure 7-15. Fuel Counter
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 manifold until fuel flow reaches 150 pounds per hour.
1
R
FUEL FLOW
FUEL SPRAY NOZZLES

The twelve duplex fuel spray nozzles in the combustion chamber consist of concentric primary and secondary orif ices that atomize the fuel delivered by the primary and secondary fuel manifolds.
0
LBS/HR X 1000
OPERATION
Figure 7-14. FUEL FLOW Indicator
See Figure 7-10 schematic for operation of the engine fuel system in simplified format.
7-13
7 POWERPLANT
IGNITION SYSTEM
GENERAL
A solid-state, high energy ignition system consists of a dual ignition exciter on the engine and two igniter plugs in the combustion chamber. Two ignition modes are available: automatic and selective.
Ignition is automatically terminated (in a computer-on mode) by an electronic speed switch in the computer at 45% or 50% N 2 as determined by the computer model installed. Power for automatic ignition is provided by the L and R IGN & START circuit breakers on the left and right power buses, respectively. If the computer switch is off during a starterassisted start or if the computer reverts to manual mode during start, ignition will continue until the STARTGEN switch is moved out of START. Ignition will also terminate (computer on or off) if the thrust lever is moved forward to a position representing approximately 70% N 2 .
7 POWERPLANT
AUTOMATIC MODE
Automatic ignition occurs during engine starting when the STARTGEN switch on the center switch panel (Figure 7-16) is positioned to START and the thrust lever is moved from CUTOFF to IDLE.
SELECTIVE MODE
Selective ignition is controlled by two-position switches labeled AIR IGN L and AIR IGN R located on the center switch panel (Figure 7-16). When the switch is positioned to AIR IGN, the igniters will operate continuously. Ignition power is supplied by the L or R AIR IGN circuit breakers on the left and right essential buses, respectively.
AIR IGN L
AUX INVERTER ON L BUS
INVERTER PRI SEC
AIR IGN R
OFF GEN O F F START L
OFF L GEN RESET
R BUS BAT 1
OFF BAT 2
OFF R GEN RESET O F F
OFF GEN
Selective use of air ignition is required for all takeoffs and landings, and also for windmilling airstarts. It may by used continuously when flying in heavy precipitation, icing conditions, or turbulent air.
INDICATION
An amber light located above each AIR IGN switch (Figure 7-16 and Annunciator Panel section) illuminates whenever power is sup plied to the associated ignition exciter. The ignition lights (if on) dim if the NAV LTS switch, located on the right switch panel, is on.
OFF
OFF
START R
Figure 7-16. Center Switch Panel
7-14
ENGINE CONTROLS
Engine control is achieved by thrust levers mounted on a quadrant on the center pedestal (Figure 7-17). The levers can be moved from the fully aft or CUTOFF position through the IDLE position to the fully forward, maximum power position. A stop is provided at the IDLE position that requires raising a release trigger on the outboard side of each lever before the lever can be moved to CUTOFF.
The thrust lever is connected to the FCU by a cable. In automatic mode, thrust lever position is relayed to the computer as an electrical signal from a potentiometer inside the FCU that represents thrust lever angle. In manual mode, thrust lever movement changes P3, which operates the metering valve. The thrust lever also mechanically operates a rotary fuel shutoff valve. Optional thrust reverser levers are piggy-back mounted on the thrust levers. (See Thrust Reversers, this chapter).
7 POWERPLANT
Figure 7-17. Throttle Quadrant
7-15
STARTERS
GENERAL
Each engine starter is powered through relays controlled by the GENOFFSTART switch and the fuel computer (during computer-on starts). A soft start feature incorporates a resistor to minimize the effect of the initial torque on the mechanical drive components. After a 1.5-second delay, a relay operates to allow the starting current to bypass the resistor so that full electrical potential is available to complete the start. Automatic starter disengagement occurs at 50% N 2 (45% for SNs 35-245 and subsequent, 36-045 and subsequent, and earlier aircraft equipped with 1142 fuel computers). On SNs 35-370, 35-390, and 36-048 and subsequent, illumination of a red light under the appropriate GENOFFSTART switch indicates that the starter is engaged. On earlier aircraft modified by AMK 80-17, the red lights may be installed elsewhere on the instrument panel.
The GENOFFSTART switches are lockinglever switches. They must be pulled out to move to the START position. It is not necessary to pull out for movement to any other position. When either GENOFFSTART switch is positioned to START for a normal computeron start, the start sequence is initiated for that engine. The start sequence and circuitry for the left engine are presented herein; they are identical with those for the right engine. There are three different designs for the relay circuits that route power to the starter For SNs 35-002 through 35-147 and 36002 through 36-035, the relays are wired in parallel (Figure 7-18) One relay is connected to the opposite generator bus and the other to the batterycharging bus. This arrangement protects the 275 A current limiters during initiation of each engine start sequence
7 POWERPLANT
GPU
L BAT STARTER ENGAGED LIGHT *
R BAT 275 AMP CL
L STARTER
275 AMP CL
BATTERYCHARGING BUS
R GEN BUS
R GEN
NO. 2 RELAY
NO. 1 RELAY
LEFT START CIRCIUT
RIGHT START CIRCIUT- SAME AS LEFT
BOTH RELAYS: ENERGIZED WITH START SWITCH IN START DEENERGIZED BY FUEL COMPUTER (45% OR 50% N2) IF FUEL COMPUTER IS OFF , RELAYS REMAIN ENERGIZED UNTIL START SWITCH IS MOVED FROM START POSITION.
*WHEN INSTALLED BY AMK 80-17

Figure 7-18. Left Start CircuitSNs 35-002 through 35-147 and 36-002 through 36-035
7-16
For SNs 35-148 through 35-389, except 35-370, and 36-036 through 36-047, the relays are again wired in parallel, but both are connected to the battery-charging bus (Figure 7-19) This design change includes automatic single-generator voltage reduction on the ground and during airstarts, resulting in 275 A current limiter protection when the first generator is switched on and during initiation of the start sequence on the second engine
For SNs 35-002 through 35-389, except 35-370, and 36-002 through 36-047, two separate modif ications have been introduced to the starting circuits: AMK 80-17 provides a red starterengaged light for each starter to provide indication of starter engagement (Figures 7-18 and 7-19). Location of the lights is left to customer specif ication
GPU
L BAT
R BAT
STARTER ENGAGED LIGHT *
275 AMP CL L STARTER
BATTERYCHARGING BUS
275 AMP CL
R GEN BUS
R GEN
NO. 2 RELAY
NO. 1 RELAY
LEFT START CIRCIUT BOTH RELAYS: ENERGIZED WITH START SWITCH IN START DEENERGIZED BY FUEL COMPUTER (45% OR 50% N2) IF FUEL COMPUTER IS OFF , RELAYS REMAIN ENERGIZED UNTIL START SWITCH IS MOVED FROM START POSITION.
RIGHT START CIRCIUT- SAME AS LEFT
*WHEN INSTALLED BY AMK 80-17

Figure 7-19. Left Start CircuitSNs 35-148 through 35-389, except 35-370 and 36-036 through 36-047
7-17
7 POWERPLANT
AAK 81-1 installs a third starter relay in series between the two existing relays and the starter motor; the circuits that energize the relays are redesigned. AMK 80-17 is a prerequisite or concurrent requirement for this modif ication (Figure 7-20)
For SNs 35-370, 35-390, and subsequent, and 36-048 and subsequent, two starter relays are wired in series to the batter y-charging bus, and the red star ter-engaged lights are standard (Figure 7-21).
OPERATION
7 POWERPLANT
STARTER-ENGAGED LIGHT
SNs 35-002 through 35-389, except 35-370, and 36-002 through 36-047 with or without AMK 80-17
With the aircraft battery switches on, moving the GENOFFSTART switch to START connects DC power through the IGN & START circuit breaker to energize the starter relays. Starter engagement occurs along with illumination of the starter-engaged light if A M K 8 0 - 1 7 i s i n s t a l l e d . Wi t h t h e f u e l computer on, starter disengagement occurs automatically when power is removed from the starter relay circuit. At this time the starterengaged light (if installed) extinguishes.
L STARTER
THIRD RELAY: ENERGIZED WITH GEN/START SWITCH IN START DEENERGIZED BY FUEL COMPUTER (45% OR 50%) AND GEN/START SWITCH IN OFF OR GEN
SNs 35-002 through 35-389, except 370, and 36-002 through 36-047 when incorporating AMK 80-17 and AAK 81-1
All three starter relays must be energized to power the starter and illuminate the starter-engaged light. With the aircraft battery switches on, the two parallel relays are energized closed through the IGN & START circuit breaker anytime the GENOFFSTART switch is in OFF or START. The third relay is also energized from the IGN & START circuit breaker, but only when the start switch is in START. If the fuel computer is on for the start, it will automatically deenergize the third relay when N 2 reaches 45% (or 50%, depending on which computer is installed). The starter is then disengaged and the starter-engaged light extinguishes.
BATTERYCHARGING BUS
ORIGINAL RELAYS: ENERGIZED WITH GEN/START SWITCH IN OFF OR START DEENERGIZED WITH GEN/START SWITCH IN GEN
Figure 7-20. Installation of AAK 81-1
7-18
GPU
L BAT
R BAT
L STARTERENGAGED LIGHT NO. 2 RELAY L STARTER
BATTERYCHARGING BUS
R GEN BUS
R GEN
NO. 1 RELAY LEFT STARTER CIRCUIT RIGHT START CIRCUIT SAME AS LEFT
ENERGIZED WITH START ENERGIZED WITH START SWITCH IN OFF OR START SWITCH IN START DEENERGIZED IN GEN DEENERGIZED BY COMPUTER ABOVE 45% N2 IF FUEL COMPUTER IS OFF , RELAY REMAINS ENERGIZED UNTIL START SWITCH IS MOVED FROM START POSITION
Figure 7-21. Left Start CircuitSNs 35-370, 35-390, and Subsequent, and 36-048 and Subsequent
Moving the GENOFFSTART switch to GEN deenergizes the two parallel relays to backup the release of the third relay. If either of the two parallel relays, plus the third relay, remain in the closed position, the starter-engaged light remains in the closed position, the starter- engaged light remains illuminated and the starter remains powered. The only way to disengage the starter in this event is to remove electrical power from the battery-charging bus by turning off both batteries and both generators. If the starter-engaged light remains illuminated after start, consult Section IV, Abnormal Pro cedures, of the approved AFM.
SNs 35-370, 35-390 and Subsequent, and 36-048 and Subsequent

There are two relays in series between the battery-charging bus and the starter (Figure 721). Both must be energized to power the starter and illuminate the starter-engaged light. With the aircraft battery switches on, the No. 1 relay is energized through the IGN & START circuit breaker anytime the GENOFFSTART switch is in OFF or START. The No. 2 relay is also energized from the IGN & START circ u i t b r e a k e r, b u t o n l y w h e n t h e GENOFFSTART switch is in START.
7-19
7 POWERPLANT
275 AMP CL
275 AMP CL
If the fuel computer is on for the start, it will automatically deenergize the No. 2 relay when N 2 reaches 45%. The starter-engaged light extinguishes. Moving the GENOFFSTART switch to GEN deenergizes the No. 1 relay to backup the release of the No. 2 relay. If both relays fail in the energized position, the starterengaged light remains illuminated, and the starter remains powered. The only way to disengage the starter in this event is to remove electrical power from the battery-charging bus by turning off both batteries and both generators. If the starter-engaged light remains illuminated after start, consult Section IV, Abnormal Pro cedures, of the approved AFM .
turbine speed reaches 45% or 50% (depending on computer model), the fuel computer removes power from the start relay(s). This causes the starter to disengage and terminates ignition and standby pump operation. The start sequence can be aborted at any point by placing the thr ust lever to CUT-OFF and the GENOFFSTART switch to OFF. If engine start is accomplished with the fuel computer off, the starter is not automatically disengaged after starting. The pilot must position the GENOFFSTART switch to OFF to terminate starter engagement and ignition. After the engine reaches idle rpm, the GENOFFSTART switch may be placed to GEN. The generator may be turned on when a GPU is connected; however, it is preferable to place the GENOFFSTART switch to OFF after starting engines until the GPU is disconnected. On SNs 35-002 through 35-147 and 36-002 through 36-035 (during battery start), after the f irst engine is started, one battery switch must be turned off prior to selecting GEN on the GENOFFSTART switch. This action reduces the initial load on the generator and protects the 275 A current-limiter. On later aircraft this procedure is not required, and the GEN position may be selected immediately after start. When the GENOFFSTART switch is moved from START, those systems that were disabled during the start can be operated.
7 POWERPLANT
OTHER START FUNCTIONS

In addition to the starter, a number of other circuits are affected when the GENOFFSTART switch is placed in START. The standby fuel pump in the associated wing is energized, the ignition is armed, and the Freon air conditioning and auxiliary heating systems are disabled. Additionally, on SNs 35-002 through 35-057 and 36-002 through 36-017, the motive-flow control valve must automatically cycle closed, or the starter relays will not energize. When the associated thrust lever is moved from CUTOFF to IDLE, a switch in the throttle quadrant closes and activates the ignition system, causing the ignition light to illuminate. When
7-20
ENGINE INSTRUMENTATION
GENERAL
The primary engine instruments are in two vertical rows on the center instrument panel (Figure 7-22). From top to bottom these are: Turbine speed (N 2 rpm) Turbine temperature (ITT) Fan speed (N 1 rpm)
TURBINE SPEED (N2)

Turbine speed (N 2 rpm) is remotely sensed by a dual monopole transducer installed in the transfer gearcase. One output signal is sent to the turbine speed (N 2) indicator, and another to the fuel computer. This indicator includes an analog scale and pointer calibrated in percentage of maximum design rpm, and a digital counter, calibrated in tenths of percent. A red OFF flag appears on the face of the indicator to indicate loss of DC power to the indicator. The indicators are powered through the L R TURB RPM circuit breakers located on the left and right main buses, respectively.
TURBINE TEMPERATURE (ITT)

Turbine temperature is sensed by ten parallelwired thermocouples located between the HP and LP turbines. An averager circuit provides two output signals: one to the turbine temperature indicator, and the other to the fuel computer. The indicator includes an analog s c a l e a n d p o i n t e r, c a l i b r a t e d i n d eg r e e s Celsius, and a digital counter, calibrated to the nearest whole degree. A red OFF flag appears on the face of the indicator. The indicators are powered through the L and R ITT circuit breakers located on the left and right essential buses, respectively.
FAN SPEED (N1)

Rotation of the LP rotor is sensed by a dual monopole transducer installed under a cover plate at the aft end of the LP rotor shaft. One output signal is sent to the fan speed (N 1 ) indicator, and the other to the fuel computer. All other operational aspects of the indicator are identical with the turbine speed indicator except that the indicators are powered through the L and R FAN RPM circuit breakers located on the left and right essential buses, respectively.
NOTE
The fan speed (N 1 ) indicators are the primary power indicators.
Figure 7-22. Engine Instruments
7-21
7 POWERPLANT
ENGINE SYNCHRONIZER SYSTEM

GENERAL
The engine synchronizer system is installed on SNs 35-067 and subsequent, and 36-018 and subsequent as standard equipment. It incorporates a synchronizer control box that uses N 1 or N 2 inputs from both engine fuel computers to enable automatic or manual synchronization of the engines.
CONTROL
The system incor porates a single R ENG SYNC indicator located on the pilot lower instrument panel (Figure 7-23), and two ENG SYNC switches located immediately below the thrust levers and labeled SYNCOFF and TURBFAN, respectively (Figure 7-24). The system operates manuallywith the SYNCOFF switch in the OFF positionor automaticallywith the SYNCOFF switch in the SYNC positionto maintain the right engine fan or turbine in sync with the left engine fan or turbine as determined by the TURBFAN switch.
SL
7 POWERPLANT
SYNC FA OW
R ENG
Figure 7-23. ENG SYNC Indicator
ST
Figure 7-24. ENG SYNC Control Switches
7-22
INDICATION
An amber ENG SYNC light (Annunciator Panel section) on the glareshield annunciator panel illuminates anytime the nose gear is down and locked with the SYNCOFF switch in the SYNC position. The R ENG SYNC (SLOW/FAST) indicator indicates right engine rpm deviation from that of the left engine.
Automatic synchronization is accomplished by selecting SYNC on the SYNCOFF switch. If the engines are within approximately 2.5% rpm of each other, the right engine automatically synchronizes to the left engine. It is necessary, therefore, to manually sync to within 2.5% initially. As in manual sync, either N 2 or N 1 may be selected as the rpm reference.
7 POWERPLANT
OPERATION
Manual synchronization is accomplished by selecting OFF on the SYNCOFF switch. The R ENG SYNC indicator shows SLOW or FAST out-of-sync condition of the right engine (slave engine) relative to the left engine (master engine). The pilot has the option of selecting either N 2 or N 1 as the rpm reference by using the TURBFAN switch.
DC electrical power is supplied to the system from the left essential bus through the left FUEL CMPTR circuit breaker to the L FUEL CMPTR switch. The amber ENG SYNC annunciator light serves as a reminder that the system should be turned off. The engine sync system is inoperative if either fuel computer is off or failed.
7-23
THRUST REVERSERS (OPTIONAL EQUIPMENT)

GENERAL
The Learjet 35/36 series aircraft may be equipped with either a cascade thrust reverser system, manufactured by Aeronca, Inc., or a target reverser system (TR 4000), manufactured by the Dee Howard Co. Effective with SNs 35507 and 36-054, either system is available for retrofit, but only the target system is available during production.
microswitches operated by the reverser levers ( Fi g u r e 7 - 2 6 ) . T h e s y s t e m i n c o r p o r a t e s automatic stow and stow prevention features to m i n i m i z e t h e p o s s i b i l i t y o f i n a d ve r t e n t deployment on the ground and in flight as well as inadvertent stow at high reverse thrust settings. The system is self-arming on the ground through control circuits operating through the landing gear squat switch relay box.
7 POWERPLANT
AERONCA THRUST REVERSERS General

The Aeronca thrust reverser system incorporates 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 by an air motor using HP bleed air from the associated engine and sequenced electrically by
Figure 7-26. Thrust Reverser Levers
Figure 7-25. Thrust Reverser (Aeronca)
7-24
THRUST REVERSER Control Panel

The reverser levers control the deploy and 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 reversers are deployed. The THRUST REVERSER control panel (Figure 7-27) is located in the center of the glareshield above the annunciator panel. It incorporates a rocker selector switch for normal and emergency operations, seven annunciator lights that provide visual evidence of normal sequencing and certain abnormal conditions, and a test switch for performing system test functions.
DEPLOY Lights
The two white DEPLOY lights illuminate when the corresponding thrust reverser is fully deployed. Both DEPLOY lights must be illuminated; otherwise, the reverser lever solenoid interlocks will not release to permit thrust increase.
UNLOCK Lights
In addition to the test function above, the two white or amber UNLOCK lights illuminate steady while the translating assembly is in transit during the deploy and stow cycles; that is, the reversers are not fully deployed or locked in the stowed position.
7 POWERPLANT
TEST Button
The TEST button provides a means of checking operation of the bleed valve and, on some aircraft, also checks the blocker door position indicating circuits. When depressed, the white BLEED VALVE lights should illuminate, and, on aircraft incorporating AMK 81-6 (installation of blocker door position indicator [DPI] switches), the white UNLOCK lights will flash to indicate that the blocker doors are correctly stowed.
NORM-EMER STOW Switch

In the NORM position, the red rocker switch provides the electrical circuitry for all normal and automatic functions. In the EMER STOW position, all normal electrical circuits are bypassed, and a separate circuit applies stow commands to the reversers.
EMER STOW Light

The amber EMER STOW light illuminates whenever the NORMEMER STOW switch is in the EMER STOW position and the emergency stow circuits have been activated, thus rendering the normal system inoperative.
BLEED VALVE Lights

In addition to the test function above, the white BLEED VALVE lights illuminate as reverse thrust is increased to indicate that HP bleed air to the air motors is shut off. This prevents inadvertent stow commands.
Figure 7-27. THRUST REVERSER Control Panel (Aeronca)
7-25
System Operation
Arming
The reversers are automatically armed for normal operation when the following conditions exist: The T/R circuit breakers are closed
The air motor transmits torque to drive the translating structure aft, exposing the cascade vanes. As the assembly approaches its aft limit, the 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 illuminates, the UNLOCK light extinguishes, and the reverser lever solenoid-operated interlock releases. The reverser lever solenoid-operated interlock prevents movement of the reverser levers aft of the idle-deploy position until both DEPLOY lights illuminate. If the pilot is applying excessive aft pressure on the reverser levers when the DEPLOY lights illuminate, the solenoid-operated interlock will not release, a n d r eve r s e t h r u s t a b ove a p p r ox i m a t e ly 55%60% N 1 will not be possible. The interlock will release when aft pressure is relaxed. For single-engine reversing, both thrust levers must be at IDLE, and both reverser levers must be raised to the deploy position in order to deploy the reverser on the operating engine. Since the reverser on the inoperative engine will not deploy, the solenoid interlock will not release; therefore, reverse thrust on the operating engine is limited to reverse idle (55% to 60% N 1 ).
NOTE
The T/R POS and T/R EMER STOW circuit breakers are located on the left main bus, and the T/R CONT circuit breaker is located on the right main bus. The aircraft is on the ground (squat switch relay box is in the ground mode) The NORM-EMER STOW switch is in the NORM position B o t h t h r u s t l eve r s a r e a t t h e I D L E position Electrical power for deployment will not be available unless both thrust levers are at IDLE and both reverser levers are raised to the deploy position.
7 POWERPLANT
Deploy
When the reverser levers are moved to the deploy position (the first hard stop), the main thrust levers are locked in the IDLE position, and N 1 rpm increases to approximately 55%60%. Switches are operated by each reverser lever to complete circuits that energize pneumatic latch releases (two per reverser) to unlock the translating assembly. Switches on each latch function to: 1. Illuminate the UNLOCK lights 2. Shut off bleed air to the windshield heat, nacelle heat, and wing/stabi lizer heat systems (for approximately 3 seconds) 3. Energize the air motor directional control solenoid valve that routes HP bleed air through an air inlet valve into the air motor on the respective reverser
Reverse Thrust
After both DEPLOY lights illuminate (two-engine operation) and the solenoid-operated interlocks release, the reverser levers can be pulled further aft to increase engine power. There is no limitation on engine thrust when using reverse except that the normal forward thrust limitations still apply.
Stow Prevention
As reverse thrust (N 1 ) is increased, a pressure switch in each reverser system causes the bleed valve on the corresponding system to open and illuminate the BLEED VALVE light. This isolates the bleed-air system from the air motors (by closing the air inlet valve) until stow is commanded by the reverser levers or with the EMER STOW switch, thus preventing inadvertent stow on either engine, which could cause signif icant thrust asymmetry.
7-26
At 60 KIAS, the reverser levers should be smoothly returned to the idle-deploy position. When the engines reach the reverse-idle rpm (approximately 5560% N 1 ), the pilot may stow the reversers by moving the reverser levers to the full forward position.
Normal Stow
When the reverser levers are moved from the idle-deploy position to the full forward and down position (stow), they operate switches that send a stow signal to the directional control solenoid of the air motor. The bleed valve closes, admitting bleed air into the air motor, 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 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, simultaneously, the UNLOCK lights illuminate. When the thrust reversers are fully stowed and the pneumatic latches engage the translating structure, the UNLOCK lights extinguish. As in the deploy cycle, bleed air is shut off to the windshield, nacelle, and wing/stabilizer heat systems for approximately three seconds when the stow cycle is initiated.
A flashing UNLOCK light at any other time indicates a malfunctioning DPI switch, but the blocker doors are still properly stowed. This does not preclude operating the reversers on landing.
BLEED VALVE Light

When the reversers are stowed, illumination of a BLEED VALVE light means that the bleed valve is open. This isolates the bleed air-system from the air motor, and deployment of the affected reverser will not be possible.
Automatic Stow
The thrust reversers incorporate an auto-stow provision. If any of the pneumatic latches release (UNLOCK light illuminates) when the reverser levers are stowed, electrical power from the T/R CONT circuit breaker is applied to close the bleed air valve and to the directional solenoid, which causes the air motor to stow the translating structure. Stow pressure will be maintained until the UNLOCK light extinguishes.
Abnormal Indications
UNLOCK Light (Steady)
If either thrust reverser fails to completely stow, or if any of the pneumatic latches fails to engage after stowing, the corresponding UNLOCK light remains illuminated. Also, if a pneumatic latch disengages at any time, the corresponding UNLOCK light illuminates. The automatic stow circuit is activated anytime an UNLOCK light illuminates with the reverser levers in the stowed position. Stow pressure will be applied until the UNLOCK light extinguishes.
Emergency Stow
The NORMEMER STOW switch is normally left in NORM. The EMER position is designed for inadvertent UNLOCK or DEPLOY conditions when the reverser levers are stowed. Power is provided by the TR EMER STOW circuit breaker on the left main bus. In the case of the UNLOCK or DEPLOY condition in flight, the EMER position on the
UNLOCK Light (Flashing)

A flashing UNLOCK light is a function of modif ication AMK 81-6 (installation of blocker door position indicator [DPI] switches). Proper stowing of the blocker doors is essential for continued operation. An
7-27
7 POWERPLANT
undetected jammed blocker door could result in inadvertent deployment of the affected thrust reverser. Each blocker door (upper and lower) actuates a DPI switch when in the properly stowed position. If the stow cycle is complete (i.e., latches engaged) and one of the 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 responding UNLOCK light flashes to indicate the jammed blocker door. Since damage to the system has occurred, repairs are required prior to the next takeoff.
switch is not functional with the thrust levers set at any power setting above approximately 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 indicator light be monitored. If the power setting is sufficiently high to prelude the emergency stow circuits from functioning, the amber light will not illuminate, and the appropriate thrust lever must be retarded until the light illuminates. Illumination of the EMER STOW light gives visual indication that the emergency stow circuits have, in fact, activated. In the event of a system malfunction while intentionally operating in the reversing range, there is nothing to preclude use of the EMER STOW selection at any time, and doing so will immediately command all components to stow and illuminate the amber EMER STOW light. All thrust reverser normal, abnormal, and emergency procedures are contained in the supplement section of the approved AFM .
DEE HOWARD TR 4000 THRUST REVERSERS General

The Dee Howard thrust reversers incorporate a hydraulically operated system consisting of a pair of clamshell doors forming the afterbody of the engine nacelle (Figure 7-28). When deployed, the doors deflect all exhaust in a forward direction. The reverser hydraulic system is integral with the aircrafts hydraulic system for normal operation. It is equipped with a separate accumulator and a one-way check valve that enable one deploy and stow cycle in the event of aircraft hydraulic system failure. The accumulator preload pressure is 9001,000 psi. An automatic emergency stow system, which includes an automatic throttle-retard feature, is incorporated to provide protection against inadvertent deployments. Two pairs of spring-loaded latchesone pair each sidesecure the doors when stowed. Hy draulic actuators operate each pair of latches, the doors, and a throttle-retard mechanism. Hydraulic pressure is supplied by a selector valve
7 POWERPLANT
Figure 7-28. Thrust Reverser (Dee Howard TR 4000)
7-28
that incorporates four separate solenoid valves that are electrically sequenced by microswitches. One of the solenoid valvesthe isolation valveblocks hydraulic pressure at the selector valve inlet until the system is fully armed. The other three solenoid valves are for latch release, door stow, and door deploy.
when the aircraft is on the ground and the thrust levers are at IDLE. 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 checking operation of the hydraulic isolation valve. When TEST is selected, the isolation valve is energized open, and hydraulic pressure is applied to a pressure switch that illuminates the ARM light. The ARM position enables all sequencing microswitches and energizes the isolation valve open. Illumination of the ARM light indicates that the isolation valve has opened and hydraulic pressure is available to the other three solenoid valves for normal sequencing. The OFF position completely disarms the deploy circuits without disarming the automatic emergency stow system.
7 POWERPLANT
THRUST REVERSER Control Panel

The reverser levers control the deploy and 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 reversers are deployed. The THRUST REVERSER control panel (Figure 7-29) is located in the center of the glareshield above the annunciator panel. It incorporates two ARM OFFTEST switches (one for each reverser) that provide system arming, disarming, and testing. Four annunciator lightstwo 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 conditions.
ARM Lights
The green ARM lights illuminate in conjunc tion with the TEST and ARM functions as de scribed above. However, should the ARM light illuminate at any other time (i.e., in flight with the ARMTEST switch in OFF), it indi cates 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 atches are unlocked, and automatic activation of the emergency stow circuit occurred. This will be annunciated by a flashing DEPLOY light.
ARMOFFTEST Switches
Arming, disarming, and testing are accomp 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 respective ARMOFFTEST switch. The ARM position is wired in series with the ground mode of the squat switch relay box, as well as an IDLE switch on the respective thrust lever. The system, therefore, will only ARM
Figure 7-29. THRUST REVERSER Control Panel (Dee Howard)
7-29
DEPLOY Lights
The amber DEPLOY lights flash during all stow/overstow cycles and illuminate steady when the respective reverser is in the fully deployed position during a normal deployment. A flashing DEPLOY light at any other time indicates that one or more of the door latches are unlocked (see Automatic Emergency Stow, this chapter).
doors, while pressure is maintained on the latch release actuators. When fully deployed, the doors contact a switch that illuminates the DEPLOY light steadily, deenergizes the latch solenoid valve c l o s e d, a n d e n e rg i z e s t h e r eve r s e r l eve r solenoid-operated lock, which releases to allow the reverser lever to be pulled further aft to increase reverse thrust.
7 POWERPLANT
System Operation
Arming
The reversers are armed for normal operation as follows: The T/R CBstwo for each reverser are closed The aircraft is on the ground (i.e., squat switch relay box is in the ground mode) The respective ARMTEST switch is in ARM The respective thrust lever is at the IDLE position The respective g reen ARM light is illuminated
Reverse Thrust
When the DEPLOY light(s) illuminate and the reverser lever solenoid-operated lock(s) release, the reverser lever(s) can be pulled further aft to increase N 1 to achieve the desired results. A second hard stop limits N 1 rpm to approximately 75%, which constitutes maximum reverse thrust. At 60 KIAS, the reverser levers should be smoothly started toward the idle deploy position. Use of maximum reverse power below 50 KIAS could cause reingestion of exhaust gases or possible foreign object damage. After the engines have reached reverse-idle rpm (approximately 30% N 1 ), the pilot can stow the reverser levers by returning them to the full forward position.
Deploy
Raising the respective reverser lever to the idle deploy position (the f irst hard stop) locks the main thrust lever at IDLE and contacts a deploy switch that energizes the latch and s t ow s o l e n o i d va l ve s o p e n . T h i s d i r e c t s hy d r a u l i c p r e s s u r e t o b o t h l a t c h r e l e a s e actuators, the stow side of the door actuator, and the throttle-retard actuator. The resulting door overstow condition unloads the spring-loaded latches so that the latch release actuators can release them; simultaneously, the throttle-retard actuator is operated by the stow pressure. When the latch release actuators engage their respective unlock switches, the stow solenoid valve is deenergized closed, the latch solenoid valve remains energized open, and the deploy solenoid valve is energized open. This directs hydraulic pressure to deploy the
Normal Stow
Returning the respective reverser lever to the full forward and down position unlocks the main thrust lever and contacts a stow switch. This deenergizes the deploy solenoid valve closed and energizes the stow solenoid valve open, directing hydraulic pressure to stow the doors and operate the throttle-retard actuator. The overstow condition allows the four spring-loaded latches to lock into place and break contact with their respective latch switches. This deenergizes the stow solenoid valve closed, which shuts off hydraulic pressure to the door actuator and the throttle- retard actuator. Exhaust gas pressure and springs retur n the doors to their nor mal position against the latching hooks.
7-30
Abnormal Indications
ARM Light Fails to Illuminate During Test
If the ARM light fails to illuminate when TEST is selected on the ARMTEST switch, the isolation valve failed to respond correctly, hydraulic pressure is not available, or the pressure switch is faulty; also, the affected reverser will be inoperative.
latch position switches on the same side inboard or outboardindicate an unlatched condition for the doors, the result is as follows: The isolation valve opens, which illuminates the ARM light The DEPLOY light begins to flash
7 POWERPLANT
ARM Light Fails to Illuminate during Normal Arming (On the Ground at Idle)
If the ARM light fails to illuminate when ARM is selected on the ARMTEST switch (on the ground with thrust levers at IDLE), possible malfunctions are: Isolation valve failure No hydraulic pressure available Pressure switch failure Thrust lever IDLE switch failure Faulty squat switch relay circuitry
The stow solenoid valve is energized open, which applies stow pressure to the door actuator and throttle retard actuator, which retards the thrust lever to the idle position. The steady ARM light and flashing DEPLOY light remain on until the latches return to the latched position or until power is removed from the control circuits.
Automatic Throttle Retard

Automatic throttle retard is designed primarily to minimize severe thrust asymmetry that may occur as a result of inadvertent deployment of a reverser during high thrust settings. This is accomplished by use of the overstow cycle hydraulic pressure to operate a throttle retard actuator, resulting in mechanical repositioning of the thrust lever to the IDLE position. This feature can be checked on the ground by deploying the reversers, pulling the reverser levers toward a higher power position, then quickly returning the reverser levers to the stow position and pushing forward on the thrust levers. Resistance to thrust lever movement will be felt until completion of the stow cycle. All thrust reverser normal, abnormal, and emergency procedures are contained in the supplement section of the approved AFM . Do not use thrust reversers to back the aircraft (i.e., move backwards). Do not deploy the drag chute and thrust reversers simultaneously. Adequate aircraft control has been demonstrated with a 20 kt crosswind component, but this value is not considered to be limiting.
Steady ARM Light (ARMTEST Switch Off)

Steady illumination of the ARM light with the ARMTEST switch off indicates that two door latches on the same sideinboard or outboardare unlocked. Illumination of the ARM light indicates activation of the automatic emergency stow circuit. This will be accompanied by a flashing DEPLOY light.
Flashing DEPLOY Light

A flashing DEPLOY light indicates that one or more of the door latches are unlocked.
Automatic Emergency Stow

The automatic emergency stow system is designed to prevent inadvertent deployment at any time (ARMTEST switch off or on). If two
7-31
7 POWERPLANT
7-32
QUESTIONS
l. The TFE731-2-2B engine provides 3,500 lb of thrust at: A. B. C. D. 2. Sea level up to 72F (22C) All altitudes and temperatures Sea level at any temperature All altitudes up to 72F (22C) 7. 6. Electrical power for engine oil pressure indication is provided by the: A. Left and right essential buses B. Inverters through the 26 VAC bus C. Battery charging bus D. Pilot and copilot 115 VAC buses The primary engine thrust indicating instrument is the: A. Turbine (N 2 ) B. ITT C. Fan (N 1 ) D. Fuel flow The maximum ITT during engine start is: A. 832C B. 870C for ten seconds C. 795C D. 860C The maximum transient ITT during takeoff is: A. 860C for f ive minutes B. 870C for ten seconds C. 880C for f ive seconds D. 865C for f ive minutes
The engine LP rotor (N 1 ) consists of: A. A four-stage, axial-flow compressor and a single-stage centrifugal compressor B. A single-stage fan and a three-stage, axial-flow compressor C. A single-stage fan, a four-stage, axialflow compressor, and a three-stage, axial-flow turbine D. A four-stage, axial-flow compressor and a four-stage, axial-flow turbine During a normal ground start, the ignition light should come on when: A. N 2 reaches 10% B. The STARTGEN switch is moved to START C. The thrust lever is moved to idle D. N 1 reaches 10% The engine HP spool (N 2 ) consists of a: A. Three-stage axial compressor and a four-stage radial turbine B. Single-stage centrifugal compressor and a two-stage axial turbine C. Two-stage axial compressor and a single-stage axial turbine D. Single-stage centrifugal compressor and a single-stage axial turbine The engine instruments (N 1, N 2 and ITT) are powered by: A. Self-generating tachometers B. The 26 VAC buses C. The essential buses D. The DC main and essential buses
8.
3.
9.
4.
10. What is the maximum acceptable engine oil temperature? A. 140C B. 70C C. 130C D. 127C 11. During computer-on operation, the surge bleed valve: A. Is controlled by the fuel computer B. Remains closed C. Remains at 1/3 OPEN position D. Has no function
5.
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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 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
8 FIRE PROTECTION
8-i
ILLUSTRATIONS
Figure
8-1 8-2 8-3 8-4 8-5 8-6
Title
Page
Engine Fire Detection System.................................................................................. 8-2 Engine Fire Warning Lights and Controls (LH) ...................................................... 8-3 System Test Switch .................................................................................................. 8-3 Engine Fire Extinguishing System........................................................................... 8-4 Fire Extinguisher Discharge Indicators.................................................................... 8-5 Portable Fire Extinguisher........................................................................................ 8-5
8-iii
8 FIRE PROTECTION
CHAPTER 8 FIRE PROTECTION
INTRODUCTION
The Learjet 35/36 series aircraft are equipped with engine f ire detection and f ireextinguishing 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 ireextinguishers are provided.
GENERAL
The engine f ire protection system is composed of three sensing elements, two control units (one for each engine) located in the tail cone, one warning indicator light for each engine, two f ire extinguisher bottles which are activated from the cockpit, and a fire detection circuit test switch. The f ire extinguishing system is a two-shot system; if an engine f ire is not extinguished with actuation of the f irst bottle, the second bottle is available for discharge into the same engine. The fire bottles are located in the tail cone of the airplane. Exterior discharge indicators provide a visual indication if either f ire bottle has been discharged manually or by thermal expansion.
Revision .02
8-1
8 FIRE PROTECTION
ENGINE FIRE DETECTION AND INDICATORS

SENSING ELEMENTS AND CONTROL UNITS
Within each engine cowling are three heatsensing elements: one mounted on the engine pylon f irewall, one mounted around the lower engine accessory section, and one surrounding the engine combustion section. The elements are connected to a control unit that monitors the electrical resistance of the sensing elements (Figure 8-1). The sensing elements are made of Inconel metal tubing f illed with a pliable, heat-sensitive ceramic material that, in turn, encloses a conductor
8 FIRE PROTECTION
L FIRE DET L ESS BUS
wire at its center that carries DC power through the detection circuit. The electrical resistance of the ceramic material is relatively high at normal temperatures; consequently, there is little cur rent flow from the conductor wire through the ceramic material to ground (i.e., outer tubing). At high temperatures, however, the electrical resistance decreases and allows increased current flow. The control unit detects the increased current flow and illuminates the red FIRE PULL or ENG FIRE PULL light in the T-handle when current flow equates to 890F at the hot section sensor, or 410F at the engine accessory and/or f irewall sensors. DC essential bus electrical power for the system is supplied through the L and R FIRE DET circuit breakers on the pilot and copilot CB panels.
ENG FIRE PULL
CONTROL UNIT
410 F SENSING ELEMENT (PYLON FIREWALL)
COMBUSTION SECTION
890 F SENSING ELEMENT
ELEMENT SUPPORT FRAME 410 F SENSING ELEMENT AND SUPPORT FRAME
Figure 8-1. Engine Fire Detection System
8-2
FIRE PULL OR ENG FIRE PULL LIGHTS

The red FIRE PULL or ENG FIRE PULL warning lights are part of the T-handles; one is at each of the glareshield annunciator panel (Figure 8-2). In the event of an engine fire, the warning light in the T-handle will flash until the f ire or overheat condition ceases to exist. Operation of the T-handles is explained under Engine Fire Extinguishing.
Figure 8-3. System Test Switch
ENGINE FIRE EXTINGUISHING

EXTINGUISHER CONTAINERS
Figure 8-2. Engine Fire Warning Lights and Controls (LH)
FIRE DETECTION SYSTEM TEST

The rotary system test switch (Figure 8-3) on the center switch panel is used to test the fire detection system. Rotating the switch to FIRE DET and depressing the switch test button tests the continuity of the sensing elements and control units. A satisfactory test is indicated by both FIRE PULL or ENG FIRE PULL lights flashing until the test button is released.
Two spherical extinguishing agent containers are located in the tail cone area. Both containers use common plumbing to both engine cowlings via shuttle valves, providing the aircraft with a two-shot system. The agent used in the f ire extinguishing system is variously known as monobromotrifluoromethane, bromotrifluoromethane, or by the more common trade name of Halon 1301. It is noncorrosive, so no cleanup is necessary after use. The agent is stored under pressure, and a pressure gage is installed on each container. The pressure gages indicate approximately 600 psi at 70F when the containers are properly serviced.
8-3
8 FIRE PROTECTION
A thermal relief valve on each container is plumbed to a common discharge port (red disc) on the outside of the fuselage below the left engine pylon. The thermal relief valves will release bottle pressure at approximately 220F.
valve) circuit breakers on the pilot and copilot CB panels, respectively. There are two ARMED lights above each T-handle. Pulling either T-handle arms the f ire-extinguishing system, which is indicated by illumination of the two ARMED lights above the handle pulled. Depressing an illuminated ARMED light momentarily supplies DC power to the explosive cartridge, which discharges the contents of one fire- extinguisher bottle and allows it to flow into the affected engine nacelle. When the ARMED light is depressed, a holding relay is also engaged that extinguishes the ARMED light to indicate the associated bottle discharged. Either ARMED light may be depressed to extinguish the f ire. Should one container control the fire, the other container is still available to either engine (Figure 8-4).
FIRE OR ENG FIRE T-HANDLES AND ARMED LIGHTS

When a FIRE PULL or ENG FIRE PULL light begins to flash, it indicates a fire or overheat condition in the respective engine cowling. Following AFM procedures, the pilot should first place the affected engine thrust lever to CUT-OFF and then pull the corresponding Thandle. Pulling out on the T-handle closes the main fuel, hydraulic, and bleed air shutoff valves for that engine. DC essential b us electrical power to close these valves is provided through the L and R FW SOV (firewall shutoff
8 FIRE PROTECTION
BLEED-AIR SHUTOFF VALVE FUEL SHUTOFF VALVE
ARMED
ARMED
ARMED
ARMED
FIRE PULL
FIRE PULL
BLEED-AIR SHUTOFF VALVE
PRESSURE GAGE
PRESSURE GAGE
LH CONTAINER
TWO-WAY CHECK VALVES
RH CONTAINER
FUEL SHUTOFF VALVE
RELIEF VALVE
RELIEF VALVE
LH NACELLE
HYDRAULIC SHUTOFF VALVE
HYDRAULIC SHUTOFF VALVE
RH NACELLE
LEGEND
ENGINE EXTINGUISHING
THERMAL DISCHARGE INDICATOR MANUAL DISCHARGE INDICATOR
MANUAL DISCHARGE THERMAL DISCHARGE
Figure 8-4. Engine Fire Extinguishing System
8-4
NOTE
If the red warning light goes out, the continuity of the detection circuit should be tested using the rotary system test switch.
PORTABLE FIRE EXTINGUISHERS

One (standard) or two (optional) hand-held f ire extinguishers (Figure 8-6) provide for interior f ire protection. Location of the extinguisher(s) varies with aircraft conf iguration.
EXTERIOR EXTINGUISHER DISCHARGE INDICATORS

Two colored disc indicators are flush-mounted in the side of the fuselage below the left engine pylon (Figure 8-5). The red disc covers the thermal discharge port. It will be ruptured if one or both thermal relief valves have released bottle pressure. The yellow disc will be r uptured if either bottle is discharged by depressing an illuminated ARMED light. The integrity of the two discs is checked during the external preflight inspection.
Figure 8-6. Portable Fire Extinguisher
Figure 8-5. Fire Extinguisher Discharge Indicators
8-5
8 FIRE PROTECTION
8 FIRE PROTECTION
8-6
QUESTIONS
l. Engine f ire extinguisher bottles are located in: A. The nacelles B. The engine pylons C. The tail cone D. The baggage compartment The power-off preflight check of the engine fire extinguishers includes: A. Checking the condition of one yellow and one red blowout disc B. Checking the condition of two yellow and two red blowout discs C. Checking blowout discs and extinguisher charge gages, all on the left side of the fuselage D. Activating the system TEST switch to FIRE DET When the left FIRE PULL or ENG FIRE PULL T-handle is pulled: A. It discharges one extinguisher into the left nacelle B. It closes the main fuel, hydraulic, and bleed-air shutoff valves for the left engine and arms both extinguishers C. It discharges one extinguisher and arms the second D. It ruptures the yellow discharge indicator disc 4. When an engine f ire occurs, the control unit: A. Arms the f ire-extinguishing system B. Illuminates the MSTRWARN light and sounds the warning horn 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 D. Causes the respective FIRE PULL or ENG FIRE PULL light in the T-handle and both MSTR WARN lights to flash The f ire-extinguishing agent is discharged by: A. A temperature switch B. A mechanically f ired pin at the base of the supply cylinder C. The FIRE PULL or ENG FIRE PULL T-handle electrical circuits D. Pushing an illuminated ARMED light If fire persists after activating a fire bottle: A. The second f ire bottle can be discharged into the affected area B. The second f ire bottle can only be used on an opposite-side f ire C. The first fire bottle can be discharged a second time D. No further activation of the system is 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
2.
5.
3.
6.
8-7
8 FIRE PROTECTION
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-i
9 PNEUMATICS
ILLUSTRATIONS
Figure
9-1 9-2 9-3 9-4
Title
Page
Pneumatic SystemSNs 35-002 through 35-112 and 36-002 through 36-031 ...... 9-2 Pneumatic SystemSNs 35-113 and Subsequent and 36-032 and Subsequent ..... 9-3 BLEED AIR Switches ............................................................................................. 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-iii
9 PNEUMATICS
CHAPTER 9 PNEUMATICS
INTRODUCTION
The aircraft pneumatic system uses bleed air extracted from the engine compressor sections. 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 compressor. Pneumatic air is used for cabin pressurization and heating, anti-icing systems, 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 subsequent and 36-032 and subsequent, which incorporate a major design changeincluding installation of emergency valvesand are referred to as current aircraft.
GENERAL
Bleed air from both the LP and HP engine compressors is provided to a shutoff and regulator valve on each engine. When open, these valves regulate air pressure by selecting either LP or HP air, which is ducted to a common manifold that supplies most of the pneumatic systems (Figures 9-1 and 9-2).
Revision .02
Some systems use only HP air tapped from the high-pressure compressor prior to the shutoff and regulator valve. Regulated bleed air pressure is used for cabin pressurization and heating, windshield antiicing, engine nacelle anti-icing, wing and
9-1
9 PNEUMATICS
stabilizer anti-icing, and hydraulic reservoir pressurization. HP air is used for fan spinner anti-icing and Aeronca thrust reversers (if installed). On current aircraft, HP air is used for the alcohol anti-icing system, operation of the emergency pressurization valves, as servo pressure for the cabin pressurization and temperature control systems, and for control of modulating valves on aircraft with AAK 85-6.
Control of pneumatic bleed air is accom plished with the L and R BLEED AIR switches on the copilot lower right switch panel and by the engine FIRE PULL T-han dles. Provision is made for detection of overheat conditions within the engine pylon, the pylon bleed-air duct itself, and, on some aircraft, manifold overpressure. Visual indication is given by illumination of warning lights on the glareshield annunciator panel.
HP BLEED AIR FAN SPINNER ANTI-ICE* LP BLEED AIR T/R AIR MOTOR**
BLEED-AIR SHUTOFF AND REGULATOR VALVE NACELLE ANTI-ICE
PYLON TEMP SENSOR DUCT TEMP SENSOR BLEED AIR R STABILIZER AND WIND ANTI-ICE WINDSHIELD ANTI-ICE PRESSURIZATION JET PUMP HYDRAULIC RESERVOIR
BLEED-AIR MANIFOLD FLOW CONTROL VALVE TO CABIN
9 PNEUMATICS
47-PSI PRESSURE SWITCH***
LEGEND
HP BLEED AIR * NOT APPLICABLE ON AIRCRAFT EQUIPPED WITH CONICAL SPINNERS (AAK 79-4) ** AERONCA THRUST REVERSERS *** SNs 35-082, 087 TO 112, AND 36-023 TO 031 AND EARLIER SNs INCORPORATING AMK 76-7 LP BLEED AIR FROM LEFT ENGINE REGULATED BLEED AIR
Figure 9-1. Pneumatic SystemSNs 35-002 through 35-112 and 36-002 through 36-031
9-2
DESCRIPTION AND OPERATION

BLEED AIR SHUTOFF AND REGULATOR VALVES
The bleed air shutoff and regulator valves, one on each engine, are often called mod valves because they modulate air pressure. The valves
HP BLEED AIR FAN SPINNER ANTI-ICE * HP SOLENOID VALVE LP BLEED AIR
are electrically controlled by the BLEED AIR switches and may also be closed by pulling the respective engine FIRE PULL T-handle. When open, the valves operate pneumatically to maintain downstream pressure in the manifold of 2735 psi. Both HP and LP bleed air are available to the valves. As long as enough LP air is available to meet system demands, the valves will use only LP
T/R AIR MOTOR**
BLEED-AIR SHUTOFF AND REGULATOR VALVE NACELLE ANTI-ICE PYLON TEMP SENSOR REGULATED BLEED AIR CABIN DUCT
BLEED AIR R
DUCT TEMP SENSOR EMER PRESS VALVE HP SERVO AIR MANIFOLD
HP SERVO AIR
BLEED-AIR MANIFOLD STABILIZER AND WING ANTI-ICE WINDSHIELD ANTI-ICE HYDRAULIC RESERVOIR
REGULATOR
ALCOHOL ANTI-ICE REGULATOR
FLOW CONTROL VALVE PRESSURIZATION JET PUMP EMER PRESS VALVES * NOT APPLICABLE ON AIRCRAFT EQUIPPED WITH CONICAL SPINNERS (AAK 79-4) ** AERONCA THRUST REVERSERS FROM LEFT ENGINE *** AND BLEED-AIR SHUTOFF AND REGULATOR VALVE (AAK 85-6)
LEGEND
HP BLEED AIR LP BLEED AIR
CABIN DUCT
EMER PRESS VALVE
REGULATED BLEED AIR REGULATED SERVO AIR
Figure 9-2. Pneumatic SystemSNs 35-113 and Subsequent and 36-032 and Subsequent
9-3
9 PNEUMATICS
FLOW CONTROL VALVE TO CABIN
BLEED-AIR TEMP CONTROL VALVE (H-VALVE)***
air. If there is not enough LP air available to meet system demands, the valves automatically use HP air to maintain the required pressure. The shutoff function of each shutoff and regulator valve is provided by a solenoidoperated shutoff valve that is spring-loaded open; DC power is required to close it. With loss of electrical power, the shutoff and regulator valves fail open. However, on SNs 35113 and subsequent and 36-032 and subsequent, an HP solenoid valve, which is springloaded closed, is installed. On these aircraft, if electrical power is lost, the shutoff and regulator valve fails open, but the HP solenoid valve fails closed so that only LP air will be available.
On SNs 35-113 and subsequent and 36-032 and subsequent, the L and R BLEED AIR switches are located on the copilot lower right switch panel). The three-position, OFFON EMER switches control their respective bleed air shutoff and regulator valves and their respective emergency pressurization valves: In OFF, the bleed air shutoff and regulator valve is closed, and the emergency pressurization valve is in its normal position In ON, the bleed air shutoff and regulator valve is open, and the emergency pressurization valve remains in its normal position (see Figure 9-2) In EMER, the bleed air shutoff and regulator valve is open, and the emergency pressurization valve is moved to the emergency position. At the same time, the HP solenoid valve is closed, which restricts the shutoff and regulator valve output to LP air. On SNs 35-113 through 658 and 36-032 through 063, not modif ied by AMK 90-3, the L and R BLEED AIR switches use DC electrical power from the L and R MOD VAL circuit 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.
BLEED AIR SWITCHES

On SNs 35-002 through 112 and 36-002 through 031, the L and R BLEED AIR switches are located on the copilot lower right switch panel (Figure 9-3). They are two-position, ON-OFF, switches, powered by the AIR BL circuit breaker on the left essential bus. In the ON position, the bleed air shutoff valve is open (see Figure 9-1). In the OFF position, the valve is closed.
9 PNEUMATICS
EFFECTIVITY: SNs 35-113 AND SUBSEQUENT AND 36-032 AND SUBSEQUENT EFFECTIVITY: SNs 35-002 THROUGH 112 AND 36-002 THROUGH 031
Figure 9-3. BLEED AIR Switches
9-4
On SNs 35-659 and subsequent, 36-064 and subsequent, and earlier aircraft modif ied by AMK 90-3, the L and R BLEED AIR switches use DC electrical power from the L and R BLEED AIR and L and R EMER PRESS circuit breakers on the left and right main DC buses.The BLEED AIR circuit breakers provide power for control of the bleed air shutoff and regulator valves. The EMER PRESS circuit breakers provide power for control of the emergency pressurization valves. See Chapter 12, Pressurization, for additional information on the emergency pressurization valves.
A temperature sensor in each engine pylon operates when pylon structure temperature exceeds 250F and illuminates the respective red L or R BLEED AIR light on the glareshield (see Annunciator Panel section). A temperature sensor installed in each engine pylon bleed air duct causes the respective red L or R BLEED AIR light to illuminate if duct temperature is excessive. SNs 35-002 through 35-064 and 36-002 through 36-017 use 590F sensors. Later production aircraft use 645F sensors. On SNs 35-082, 087 through 112, and 36-023 through 031, a pressure sensor in the regulated bleed air manifold causes both BLEED AIR warning lights to illuminate if pressure in the manifold exceeds 47 psi (Figure 9-4). This also applies to earlier aircraft incorporating AMK 76-7 (relocation of cabin air distribution flow control valve).
BLEED AIR CHECK VALVES

A check valve is installed in the bleed air ducting from each engine. Each check valve allows airflow in one direction and blocks airflow applied in the opposite direction. The check valves prevent loss of bleed air during single-engine operation.
HP SERVO AIR
On SNs 35-113 and subsequent, and 36-032 and subsequent, HP bleed air is tapped off the HP centrifugal compressor (see Figure 9-2). The air from this tap flows through a check valve to the HP servo air manifold. From the manifold, air is ducted directly to the alcohol anti-icing system and through two regulators.
9 PNEUMATICS
BLEED AIR MANIFOLD

The bleed-air manifold serves as a collection point for regulated air pressure from either or both engines. From the manifold, bleed air is distributed to the flow control valve for cabin pressurization and heating, the pressurization jet pump (on early aircraft), the windshield anti-ice (i.e., defog) valve, the wing and horizontal stabilizer anti-ice pressure regulator valve, and the hydraulic reservoir regulator.
BLEED AIR WARNING LIGHTS

The red BLEED AIR L and R warning lights on the glareshield annunciator panel illuminate when an associated pylon senor or pylon duct temperature sensor detects excessive temperatures. On some aircraft, a pressure sensor in the manifold causes both lights to illuminate for an overpressure condition.
The air from one regulator is used to control the position of the hot-air bypass valve (i.e., the H-valve) and the bleed air shutoff and regulator valve on aircraft modified per AAK-856. The other regulator provides air to: Modulate the flow control valve Control position of the emergency valves Operate the pressurization jet pump
9-5
INTERNAL DEFOG OUTLETS
LEGEND
BLEED AIR
FOOTWARMER OUTLET CREW OUTLETS
RAM AIR CONDITIONED BLEED AIR

AIR DISTRIBUTION TO LOWER CABIN DOOR CABIN TEMP SENSOR
CABIN AIR DIFFUSERS (TYPICAL) TO SENSOR BLOWER MOTOR
BAGGAGE COMPARTMENT AIR DIFFUSER (35A AIRPLANE ONLY)
CAB HT AUTO
AIR DISTRIBUTION CHECK VALVES AIR BLEED
L MAIN BUS BLEED AIR (LEFT ENGINE) BLEED AIR (RIGHT ENGINE) PRESSURE SWITCH (47 PSI)
L ESS BUS
DUCT TEMP LIMITER

AUTO HOT
DUCT TEMP SENSOR
VENTURI FLOW CONTROL VALVE

MAX NORM OFF CABIN AIR
MAN HOT
MAN
COOL
O F F COLD FAN CABIN CLIMATE CONTROL
CAB HT MNL
RAM-AIR CHECK VALVE
9 PNEUMATICS
RAM AIR IN R MAIN BUS
HOT AIR BYPASS (H-VALVE)
HOT
T E M P C O N T
RAM AIR OUT

COLD
HEAT EXCHANGER
HT VAL 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)
9-6
QUESTIONS
l. Pneumatic air is extracted from: A. The LP compressor B. The HP compressor C. Ram air D. Both A and B With loss of DC electrical power, the shutoff and regulator valves: A. Fail closed B. Fail open C. Remain in their last position D. Can be closed only by pulling a FIRE PULL/ENG FIRE PULL T-handle The L and R BLEED AIR ONOFF switches are located: A. On the copilot lower right switch panel B. On the left side panel C. On the pilot lower left switch panel D. On the overhead panel 4. The temperature of the bleed air in the duct between the engine and the bleed air manifold is monitored by the: A. Pylon overheat thermostat B. Aft fuselage equipment section thermostat C. Duct temperature sensor D. Duct overheat thermostat The BLEED AIR L annunciator illuminates: A. When the temperature in the left pylon or the left bleed air duct is too high B. When the pressure in the left pylon is below the systems operational limit C. When the left half of the bleed-air system is operating D. When the left half of the bleed-air system has failed
2.
5.
3.
Revision .02
9-7
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
10-i
10 ICE AND RAIN PROTECTION
ILLUSTRATIONS
Figure
10-1 10-2 10-3 10-4 10-5 10-6 10-7 10-8 10-9 10-10 10-11 10-12 10-13 10-14 10-15
Title
Page
Anti-ice Control Panel ........................................................................................... 10-3 Wing Ice Inspection Light Control ........................................................................ 10-4 Wing Ice Inspection Light...................................................................................... 10-4 Nacelle and Fan Spinner Anti-ice Flow ................................................................. 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 Defog Control Knob .............................................................................................. 10-8 Windshield Anti-ice System (SNs 35-082, 087 to 112, 36-023 to 031, and Earlier Aircraft with AAK 76-7A )............................................................... 10-11 Windshield Anti-ice System (SNs 35-113 to 662 and 36-032 to 063 without AMK 91-2) ............................................................................................. 10-13 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 Windshield Anti-ice System (SNs 35-002 to 112 and 36-002 to 031 with AAK 76-7A and AMK 91-2) ...................................................................... 10-17 Electric Windshield Defog System (SNs 35-671 and Subs. and 36-064 and Subs.) ......................................................................................... 10-21 Alcohol Anti-ice System (SNs 35-002 to 112 and 36-002 to 031) ..................... 10-23 Alcohol Anti-ice System (SNs 35-113 and Subs. and 36-032 and Subs.)........... 10-24 Wing and Horizontal Stabilizer Anti-ice System ................................................ 10-25 WING TEMP and STAB TEMP Indicators ........................................................ 10-26
10-iii
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
Aircraft anti-icing is accomplished through the use of electrically heated anti-ice systems, engine bleed air heated anti-ice systems, and an alcohol anti-ice system. Electrically heated components include pitot tubes, static ports, shoulder static ports (FC 200), the engine inlet air pressure/tempera ture (P T2 /T T2 ) sensors, stall warning vanes, and total temperature (Rosemount) probe, if installed.
10-1
Revision .02
Engine bleed air is used to heat the windshields, wing and horizontal stabilizer leading edges, nacelle inlets, and the engine fan spinners on earlier aircraft with elliptical dome shapedspinners. An alcohol system is installed for radome antiicing and as a backup to the pilot windshield bleed air anti-icing. On SNs 35-643 and subsequent and 36-058 and subsequent, an auxiliary windshield defog heat system is installed. All anti-icing equipment must be turned on before icing conditions are encountered. To delay until ice buildup is visually detected on aircraft surfaces constitutes an unacceptable hazard to safety of flight. If anti-ice systems are required during takeoff, they should be turned on prior to setting takeoff power. Appropriate takeoff power and performance charts must be used. Icing conditions exist when there is visible moisture and the indicated ram-air temperature (RAT) is +10C or below. Takeoff into icing conditions is permitted with all bleed air antiicing systems on. The air temperature gage (RAT) should be checked frequently when flying in or entering areas of visible moisture. During descents, the cabin altitude may increase unless sufficient engine rpm is maintained to compensate for the additional bleed air use. Anti-ice system switches are located on the anti-ice control panel (Figure 10-1).
ICE DETECTION
During daylight operation, ice accumulation can be visually detected on the windshield, wing leading edges, and tip tanks.
WINDSHIELD ICE DETECTION

During night operations, the windshield ice detection lights indicate ice or moisture formation on the windshield. Two probes, one on the pilot side of the glareshield and one on the copilot side, contain red lights that continuously shine on the inside of the windshield surface. The ice detection lights normally shine though unseen; however, they will reflect red spots approximately 1.5 inches in diameter if ice or moisture forms on the windshield. The ice detection light on the pilot side is inside the anti-ice airstream; the light on the copilot side is located outside the anti-ice airstream. For this reason, the copilot light should be monitored when flying in icing conditions (anti-icing equipment on). The ice detection lights are illuminated whenever aircraft electrical power is on. The lights are powered through the L and R ICE DET circuit breakers on the pilot and copilot essential buses, respectively.
WING ICE DETECTION

During daylight conditions, ice formation on the wing leading edges and tip tanks may be observed visually. During darkness, the recognition light can be used to check for ice buildup. On aircraft with the emergency light system, the wing inspection/egress light below the emergency exit can be used to detect ice buildup on the inboard leading edge.
10-2
WSHLD HEAT ON AUTO
WSHLD & RADOME O F F RADOME
STAB WING HEAT
WSHLD WSHLD/ HT ON RADOME H R O A L D D OFF OFF PITOT HEAT L R
STAB WING HEAT
OFF
MAN
OFF
OFF NAC HEAT L R
PITOT HEAT L R
NAC HEAT L R
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
35-002 THROUGH 35-112 36-002 THROUGH 36-030
35-113 THROUGH 35-642 36-031 THROUGH 36-063
WSHLD HT ON H O L D Off R A D
WSHLD RADOME C K P T Off
W/S AUX DEFOG HEAT
STAB WING HEAT H O L D
WSHLD HT ON R A D OFF
WSHLD RADOME
WSHLD DEFOG
STAB WING HEAT
OFF
OFF
OFF
OFF
OFF
PITOT HEAT L R
NAC HEAT L R
PITOT HEAT L R
NAC HEAT L R
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
35-643 THROUGH 35-670
35-671 AND SUBSEQUENT 36-064 AND SUBSEQUENT
Figure 10-1. Anti-ice Control Panel
10-3
On some aircraft, an optional wing ice inspection light is installed on the forward right side of the fuselage and is focused on a threeinch black dot on the wing leading edge next to the tip tank. The light is operated by a switch located on the copilot sidewall panel (Figures 10-2 and 10-3).
Figure 10-2. Wing Ice Inspection Light Control
Figure 10-3. Wing Ice Inspection Light
10-4
ANTI-ICE SYSTEMS
ENGINE ANTI-ICE SYSTEM (NACELLE HEAT)
The engine anti-ice system provides anti-icing for the engine nacelle inlet lips, the elliptical fan spinners, and the P T2 T T2 probes. The nacelle lips are heated with regulated bleed air. The P T2 T T2 probe is heated electrically. On SNs 35-002 through 244 and 36-002 through 044, not incorporating AAK 79-4, the elliptical spinner is anti-iced by high pressure bleed air. On aircraft SNs 35-245 and subsequent, 36-045 and subsequent, and earlier aircraft incorporating AAK 79-4, a conical spinner replaces the elliptical spinner; no anti-icing is required.
Nacelle Heat Switches

Each engine anti-ice system is independently controlled by the L and R NAC HEAT switches located on the anti-ice control panel (see Fig ure 10-1). When the NAC HEAT switch is turned on (L or R position), electrical power is supplied to h e a t t h e P T 2 T T 2 p r o b e . T h e sw i t c h a l s o energizes the fan spinner shutoff valve open (if applicable) and deenergizes the nacelle lip shutoff valve open. Selecting the OFF position deenergizes the fan spinner shutoff valve closed and energizes the nacelle shutoff valve closed. Figure 10-4 is a schematic portrayal of the engine anti-ice systems. DC electrical power to operate the systems is provided through the L and R NAC HT circuit breakers on the left and right main buses.
PT2TT2 PROBE
FAN SPINNER PRESS SWITCH* FAN SPINNER SHUTOFF VALVE *
DC TO OPEN
L ENG ICE
**
NAC HEAT ON
F TOF SHU REG AND VE VAL
HP
NACELLE PRESS SWITCH
LP
LEGEND
HIGH-PRESSURE BLEED AIR REGULATED (MANIFOLD) AIR LOW-PRESSURE BLEED AIR ELECTRICAL CIRCUITS * NOT APPLICABLE TO AIRPLANES EQUIPPED WITH CONICAL FAN SPINNERS ** SNs 35-634 AND 36-058 AND SUBSEQUENT
NACELLE HEAT SHUTOFF VALVE NAC HT
BLEED-AIR INPUT NAC HEAT L R
MAIN BUS DC TO CLOSE
OFF OFF
Figure 10-4. Nacelle and Fan Spinner Anti-ice Flow
10-5
Bleed air for nacelle lip anti-icing is taken 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 regulator valve (Figure 10-4). It is ducted through the nacelle heat shutoff valve to a diffuser tube that distributes it around the inner surface of the nacelle lip and then exhausts it overboard through a hole at the bottom of the nacelle lip. The source of fan-spinner heat is high-pressure (HP) bleed air.
Engine Ice Lights

The amber L and R ENG ICE lights on the glareshield annunciator panel (see Annunci ator Panel section) provide a visual indication of fan spinner or nacelle lip anti-ice system malfunction. The lights are operated by pressure switches in the associated fan spinner and nacelle lip bleed air plumbing. Illumina tion of an ENG ICE light with the associated NAC HEAT switch on indicates that bleed air pressure to either the fan spinner or to the nacelle lip is not suff icient to provide satisfactory anti-ice protection.
10-6
When a NAC HEAT switch is turned on or off, the respective ENG ICE light illuminates momentarily until bleed air pressure at the pressure switch agrees with the switch command. Under some conditions, bleed air pressure may not be suff icient at idle rpm to keep the pressure switches from illuminating the ENG ICE light; in this event, advance the thrust levers to check proper nacelle heating operation. Illumination of either ENG ICE light NAC HEAT switches in the OFF position indicates the presence of bleed-air pressure in the nacelle lip or fan spinner plumbing due to a malfunction of the nacelle lip or fan spinner anti-ice shutoff valve. Cycling the NAC HEAT switch on and back to OFF may close the open valve.
GREEN NAC HT ON Light

SNs 35-634 and Subsequent, and SNs 36-058 and Subsequent
A single green NAC HT ON annunciator light is installed on the glareshield annunciator panel. The light illuminates when either NAC HEAT switch is on as a reminder that the nacelle heat system is operating.
10-7
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 operate on DC power from the WSHLD HT circuit breaker on the left main bus.
SNs 35-002 to 086, except 082, and 36-002 to 022, without AAK 76-7A or AMK 91-2
The exterior windshield heat/defog system can be controlled either automatically or manually (Figure 10-5). It is also used to supplement cockpit heating through the pilot footwarmers, and to provide an alternate bleed air source for emergency pressurization. An INNORMAL/OUTDEFOG knob, located below the instrument panel to the left of the pedestal (Figure 10-6), manually controls a valve that directs bleed-air either to the windshield or to the footwarmers. When the knob is pushed into the INNORMAL position, with the windshield anti-ice on, bleed air is directed into the cockpit through the footwarmers. This provides additional heat in the cockpit and an alternate source of bleed air flow into the cabin for emergency cabin pressurization. The knob is normally left in the INNORMAL position. When the knob is pulled out to the OUTDEFOG position, the bleed air is directed to the external windshield duct outlets for windshield defog, anti-ice, and rain removal. Two windshield heat switches are located on the anti-ice panel. One is a three-position switch labeled ON and OFF; it is spring-loaded to the center (neutral) position. The other switch has two positions labeled AUTO and MAN.
Figure 10-6. Defog Control Knob
Bleed air from the regulated bleed air manifold is routed through two valves: the shutoff valve and the pressure regulator valve. The shutoff valve is motor-driven and controlled by either of the two switches on the antiice control panel. It takes four to f ive seconds to cycle fully. Selecting AUTO will open the shutoff valve and illuminate the green WSHLD HT light. The light will be on whenever the shutoff valve is not fully closed. If MAN is selected, the shutoff valve may be opened or closed with the ON OFF switch. Since this switch is spring-loaded to neutral, it must be held in the ON position while the valve drives toward the fully open position. The switch may be released before the valve reaches full open. The shutoff valve will then stop and remain in an intermediate position. The shutoff valve can be closed only by holding the ONOFF switch to OFF (with MAN selected) for at least four seconds.
10-8
Revision .02
WINDSHIELD
IN NORMAL OUT DEFOG OVERBOARD DRAIN
FOOTWARMERS CONTROL UNIT WSHLD OV HT WSHLD HT
DEFOG PRESSURE REGULATOR VALVE (NC) WSHLD HEAT ON OFF WSHLD HT DEFOG SHUTOFF VALVE OFF MAN TO WING/STAB HEAT
L MAIN BUS
LEGEND
MANIFOLD BLEED AIR REGULATED FLOW LOW-LIMIT THERMOSWITCH HIGH-LIMIT THERMOSWITCH ELECTRICAL CIRCUITS BLEED AIR CHECK VALVE
BLEED-AIR MANIFOLD BLEED AIR CHECK VALVE
TO 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)
10-9
The pressure-regulator valve is solenoidoperated and is deenergized closed. Its function is to regulate the engine bleed air from the manifold to 16 psi. It is energized open when DC electrical power is applied to the aircraft and will be deenergized and closed to shut off windshield anti-ice in case of windshield overheat.
Manual Operation
Selecting MAN enables the spring-loaded ONOFF switch to control the shutoff valve and, therefore, the amount of bleed air supplied to the windshields. On the ground in manual mode, a low limit thermoswitch will illuminate the red WSHLD OV HT light, but will not close either the regulator valve or the shutoff valve. However, the high limit thermoswitch does close the pressureregulator valve. Therefore, an overheat condition is indicated by illumination of both the green and red lights, regardless of which limit is exceeded. In flight, the low limit thermoswitch is disabled.
Automatic Operation
The flow of bleed air to the windshields is controlled in the automatic mode by the high ( 2 5 0 F ) a n d l ow ( 2 1 5 F ) t e m p e r a t u r e thermoswitches installed in each windshield outlet nozzle.
NOTE
AAK 77-6 provides for changing the high and low limit thermoswitches to 290F and 250F, respectively. For ground operation, when the low limit thermoswitch senses 215F, it will close the shutoff valve; this extinguishes the green WSHLD HT light and illuminate the red WSHLD OV HT light. If the low limit switch fails, or the shutoff valve fails to close, the temperature may rise suff iciently to trigger the high limit thermoswitch, which removes power from the pressure-regulator valve. The red WSHLD OV HT light will illuminate, and the green WSHLD HT light will remain illuminated because the shutoff valve is not fully closed. During flight, through the squat switch relay box, the low limit switch will close the shutoff valve, which extinguishes the WSHLD HT light. However, the red WSHLD OV HT light will not illuminate because the system is designed to cycle on the low limit switches. If the high temperature limit is reached in flight due to failure of the low-limit switches, the pressureregulator valve will close, the red WSHLD OV HT light will illuminate, and the green WSHLD HT light will remain illuminated.
SNs 35-082, 087 to 112, 36-023 to 031, and Earlier Aircraft with AAK 76-7A
The exterior windshield heat/defog system can be controlled either automatically or manually (Figure 10-7). It is also used to supplement cockpit heating through the pilot footwarmers and to provide an alternate bleed air source for emergency pressurization. An INNORMAL/OUTDEFOG knob, located below the instrument panel to the left of the pedestal (see Figure 10-6), manually controls a valve that directs bleed air either to the windshield or to the footwarmers. When the knob is pushed in to the INNOR MAL position, with the windshield anti-ice on, bleed air is directed into the cockpit through the footwarmers. This provides additional heat in the cockpit and an alternate source of bleed air flow into the cabin for emergency cabin pressurization. The knob is normally left in the INNORMAL position. When the knob is pulled out to the OUTDEFOG position, the bleed air is directed to the external windshield duct outlets for windshield defog, anti-ice, and rain removal.
10-10
WINDSHELD
IN NORMAL OUT DEFOG OVERBOARD DRAIN CHECK VALVE
FOOTWARMERS TO WING/STAB HEAT
SERVO PRESSURE LINE
CONTROL UNIT WSHLD OV HT
TO CABIN
WSHLD HT
WSHLD HEAT ON AUTO
WSHLD HT
WSHLD ANTI-ICE SHUTOFF (NC) TEMPERATURE SENSOR
LEGEND
RAM AIR
L MAIN BUS
OFF
MAN
MANIFOLD BLEED AIR CONDITIONED AIR LOW-LIMIT THERMOSWITCH HIGH-LIMIT THERMOSWITCH ELETRICAL CIRCUIT
WSHLD ANTI-ICE CONTROL VALVE RAM AIR OUT HEAT EXCHANGER DEFOG HEAT EXCHANGER RAM AIR IN RAM-AIR MODULATING VALVE
Figure 10-7.
Windshield Anti-ice System (SNs 35-082, 087 to 112, 36-023 to 031, and Earlier Aircraft with AAK 76-7A )
Bleed air from the regulated bleed air manifold is routed through two valves: the anti-ice shutoff valve and the anti-ice control valve.
The control valve is motor-driven and controlled by either of the two switches on the anti-
10-11
Two windshield heat switches are located on the anti-icing panel. One is a three-position switch, labeled ON and OFF, and is springloaded to the center (neutral) position. The other switch has two positions: AUTO and MAN.
The shutoff valve is solenoid-operated and is deenergized closed. Its function is to regulate the engine bleed air from the manifold to 16 psi. It is energized open when DC electrical power is applied to the aircraft and will be deenergized and closed to shut off windshield anti-ice in case of windshield overheat.
ice control panel. It takes four to f ive seconds to cycle fully. Selecting AUTO will open the control valve and illuminate the green WSHLD HT light. If MAN is selected, the control valve may be opened or closed with the ONOFF switch. Since this switch is spring-loaded to neutral, it must be held in the ON position while the valve drives toward the fully open position. The switch may be released before the valve reaches full open. The control valve will then stop and remain in an intermediate position. The control valve can be closed only by holding the ONOFF switch to OFF (with MAN selected) for at least four seconds.
Operation
With windshield anti-ice on, bleed air flows through the open shutoff valve and anti-ice control valve, and through a heat exchanger from which it is ducted to the outlet nozzles at the base of each windshield. The anti-ice heat exchanger cools the bleed air with ram air. A ram air modulating valve operates to maintain a 300F duct temperature downstream of the heat exchanger by using a duct temperature sensor and a regulated bleed air servo line. The subsequent heat loss occurring in the duct as the bleed air reaches the outlet nozzles keeps the outlet airflow temperature within the limits of windshield heat operation. During ground operation, ram air is not available to cool the bleed air. Under normal conditions, the windshield heat bleed air temperature is automatically controlled. However, an overheat warning system alerts the pilot and automatically shuts off windshield heat in the event of an overheat condition. A low limit (approximately 250F) and a high limit (approximately 290F) thermoswitch is installed in each windshield outlet nozzle. The low limit switches function only on the ground and are cut out by the squat switch relay box when airborne. The high limit switches are installed primarily to limit temperature during airborne operation, but will also function on the ground as a backup to the low limit switches.
If either outlet nozzle temperature reaches the 250F limit (ground) or 290F limit (airborne), the ther moswitch will illuminate the red WSHLD OV HT light on the glareshield annunciator panel and cause the solenoid shutoff valve to close. The anti-ice control valve will remain in the position it was in, but the green WSHLD HT light will be extinguished while the solenoid shutoff valve is closed. The WSHLD OV HT light will extinguish and the shutoff valve will open again when the temperature at the thermoswitch cools. If the windshield heat has not been turned off, airflow will resume to the windshield, the green WSHLD HT light will illuminate, and the red WSHLD OV HT light will extinguish. Through the squat switch relay box, the low limit thermoswitches are disabled for 10 seconds after touchdown. This prevents automatic shutoff of bleed air at the moment of touchdown, which could restrict the pilots vision due to loss of rain-removal capability.
SNs 35-113 to 662 and 36-032 to 063, without AMK 91-2

The WSHLD HT switch controls flow of engine bleed air to the exterior of the windshield for anti-icing, defogging, and rain removal (Figure 10-8). This three-position switch is labeled ON, HOLD, and OFF and is located on the anti-ice control panel. Engine bleed air from the regulated bleed air manifold is routed through two valves: the anti-ice shutoff valve and the anti-ice control valve. The shutoff valve is solenoidoperated and is deenergized closed. It is energized open whenever DC electrical power is applied to the aircraft. The control valve is motor-driven and is controlled by the WSHLD HT switch. When the WSHLD HT switch is positioned to ON, the anti-ice control valve begins to open and the green WSHLD HT light on the glareshield annunciator panel illuminates. The control valve drives to the fully open position within f ive to eight seconds after the WSLD HT switch is turned to ON.
10-12
WINDSHIELD
TO WING/STAB HEAT
SERVO PRESSURE LINE
CONTROL UNIT WSHLD HT
TO CABIN
WSHLD HT
WSHLD HT ON H O L OFF D
WSHLD HT
WSHLD ANTI-ICE SHUTOFF (NC) TEMPERATURE SENSOR WSHLD ANTI-ICE CONTROL VALVE RAM AIR OUT HEAT EXCHANGER DEFOG HEAT EXCHANGER RAM AIR IN RAM-AIR MODULATING VALVE
LEGEND
RAM AIR
L MAIN BUS
MANIFOLD BLEED AIR CONDITIONED AIR LOW-LIMIT THERMOSWITCH HIGH-LIMIT THERMOSWITCH ELECTRICAL CIRCUIT
Figure 10-8.
Windshield Anti-ice System (SNs 35-113 to 662 and 36-032 to 063 without AMK 91-2)
10-13
For reduced airflow to the windshield, the control valve may be stopped at any intermediate position by positioning the WSHLD HT switch to HOLD. With both valves open, bleed air flows through a heat exchanger from which it is ducted to the outlets at the base of each windshield. The anti-ice heat exchanger cools the bleed air with ram air. A ram air modulating valve operates to maintain a 300F duct temperature downstream of the heat exchanger by using a duct temperature sensor and a regulated bleed air servo line. The subsequent heat loss occurring in the duct as the bleed air reaches the outlet nozzles keeps the outlet airflow temperature within the limits of windshield heat operation. During ground operation, ram air is not available to cool the bleed air. Under normal conditions, the windshield heat bleed air temperature is automatically controlled. However, an overheat warning system alerts the pilot and automatically shuts off windshield heat in the event of an overheat condition. A low limit (approximately 250F) and a high limit (approximately 290F) thermoswitch is installed in each windshield outlet nozzle. The low limit switches function only on the ground and are cut out by the squat switch relay box when airborne. The high limit switches are installed primarily to limit temperature during airborne operation, but will also function on the ground as a backup to the low limit switches. If either outlet nozzle temperature reaches the 250F limit (ground) or 290F limit (airborne), the thermoswitch will illuminate the red WSHLD OV HT light on the glareshield annunciator panel and cause the solenoid shutoff valve to close. The anti-ice control valve will remain in the position it was in, but the green WSHLD HT light will be extinguished while the solenoid shutoff valve is closed. The WSHLD OV HT light will extinguish and the shutoff valve will open again when the temperature at the thermoswitch cools. If the WSHLD HT switch has not been turned off, airflow will resume to the windshield, the green WSHLD HT light will illuminate, and the red WSHLD OV HT light will extinguish.
10-14
Through the squat switch relay box, the low limit ther moswitches are disabled for 10 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 automatic shutoff of bleed air at the moment of touchdown, which could restrict the pilots vision due to loss of rain-removal capability. Bleed air is not available for windshield antiicing with both the left and right emergency pressurization valves in the emergency position.
SNs 35-663 and Subs.; 36-063 and Subs.; SNs 35-113 to 662 and 36-032 to 062 with AMK 91-2
The exterior windshield defog, anti-ice, and rain removal system is shown in Figure 10-9. With the engines running and the BLEED AIR switches ON, engine bleed air from the regulated bleed air manifold is available to two windshield anti-ice system valves: the anti-ice shutoff valve and the anti-ice control valve. The shutoff valve is solenoid-operated and is normally energized open whenever electrical power is applied to the aircraft. The control valve is motor-driven and is controlled by the WSHLD HT switch. The three-position (OFFHOLDON) WSHLD HT switch is located on the anti-ice control panel. When the WSHLD HT switch is positioned to ON, the anti-ice control valve begins to open, and the green WSHLD HT light on the glareshield annunciator panel illuminates. If the WSHLD HT switch is left in the ON position, the control valve will drive full open in approximately f ive to eight seconds. For reduced airflow to the windshield, the WSHLD HT switch may be positioned to HOLD before the control valve reaches full open. The control valve will then stop and remain in an intermediate position. With both valves open, regulated engine bleed air flows through a heat exchanger in which it is cooled by ram air. The ram air flow is c o n t r o l l e d by a p n e u m a t i c a l ly a c t u a t e d modulating valve. The modulating valve senses bleed air temperature downstream of the heat exchangerthrough a temperature sensor
HIGH LIMITS
LOW LIMITS
WINDSHIELD
TO WING/STAB HEAT
SERVO PRESSURE LINE
CONTROL UNIT WSHLD OV HT
TO CABIN
WSHLD HT
LEGEND
RAM AIR
L MAIN BUS
WSHLD HT ON H O L D OFF
WSHLD HT
WSHLD ANTI-ICE SHUTOFF (NC) TEMPERATURE SENSOR WSHLD ANTI-ICE CONTROL VALVE RAM AIR OUT HEAT EXCHANGER DEFOG HEAT EXCHANGER RAM AIR IN RAM-AIR MODULATING VALVE
MANIFOLD BLEED AIR CONDITIONED AIR IN-FLIGHT THERMOSWITCH GROUND THERMOSWITCH ELECTRICAL CIRCUIT
Figure 10-9.
10-15
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)
and positions itself automatically to maintain an air temperature of approximately 300F. From the heat exchanger, the temperature controlled bleed air is directed forward and dispensed over the outside of both the pilot and copilot windshields through outlets at the base of each windshield. Normally, the windshield anti-ice bleed-air temperature is maintained at a safe level by the ram air modulating valve. However, an automatic shutdown and warning system has been provided to prevent windshield damage from an overheat condition. The system uses signals from four thermoswitches, two under the windshield heat air outlets at the base of each windshield. One thermoswitch on each side operates only on the ground while the other operates on the 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 limit thermoswitches are on the right. If the bleed-air temperature at the windshield reaches a low limit (250F in flight or 215F on the ground), the anti-ice shutoff valve is deenergized closed and the green WSHLD HT light is extinguished. When the overheat cools, the thermoswitches will reset and the anti-ice shutoff valve will reopen. If the anti-ice control valve is still open, the green WSHLD HT light will illuminate and windshield anti-ice airflow will be restored. If the bleed air temperature at the windshield reaches a high limit (270F in flight or 250F on the ground; 215F on the ground on aircraft with electrically heated windshields), the antiice shutoff valve is deenergized closed, the green WSHLD HT light is extinguished, and the red WSHLD OV HT light illuminates. When the overheat cools, the thermoswitches will reset, the red WSHLD OV HT light extinguishes, and the anti-ice shutoff valve will reopen. If the anti-ice control valve is still open, the green WSHLD HT light will illuminate and windshield anti-ice airflow will be restored. The ground limit thermoswitches are disabled for approximately 10 seconds after landing. This prevents automatic shutoff of bleed air,
which could restrict the pilots visibility due to loss of rain-removal, if the outlet temper ature is between the inflight and ground limits at the moment of touchdown. With loss of electrical power, the windshield anti-icing system will be inoperative since the anti-ice shutoff valve will be deenergized and will close. The control valve will remain in its last position. Bleed air is not available for windshield antiicing with both the emergency pressurization valves in the emergency position.
SNs 35-002 to 112 and 36-002 to 031 with AAK 76-7A and AMK 91-2
The exterior windshield heat/defog system can be controlled either automatically or manually (Figure 10-10). It is also used to supplement cockpit heating through the pilot footwarmers and to provide an alternate bleed air source for emergency pressurization. An INNORMAL/OUTDEFOG knob, located below the instrument panel to the left of the pedestal (see Figure 10-6), manually controls a valve that directs bleed air either to the windshield or to the cockpit footwarmers. When the knob is pushed in to the INNORMAL position with the windshield anti-ice on, bleed air is directed into the cockpit through footwarmers. This provides additional heat in the cockpit and an alternate source of bleed air flow into the cabin for emergency cabin pressurization. The knob is normally left in the INNORMAL position. When the knob is pulled to the OUTDE-FOG position, the bleed air is directed to the external windshield duct outlets for windshield defog, anti-ice, and rain removal. Two windshield heat switches are located on the anti-icing panel. One is a three-position switch, labeled ON and OFF, and spring-
10-16
loaded to the center (neutral) position. The other switch has two positions: AUTO and MAN. Bleed air from the regulated bleed air manifold is routed through two valves: the anti-ice shutoff valve and the anti-ice control valve. The shutoff valve is solenoid-operated and is deenergized closed. Its function is to regulate the engine bleed air from the manifold to 16 psi. It is energized open when DC electrical power is applied to the aircraft and will be deenergized and closed to shut off windshield anti-ice in case of windshield overheat.
The control valve is motor-driven and controlled by either of the two switches on the anti-ice control panel. It takes four to f ive seconds to cycle fully. Selecting AUTO will open the control valve and illuminate the green WSHLD HT light. If MAN is selected, the control valve may be opened or closed with the ONOFF switch. Since this switch is springloaded to neutral, it must be held in the ON position while the valve drives toward the fully open position. The switch may be released before the valve reaches full open. The control valve will then stop and remain in an intermediate position. The control valve can be closed only by holding the ONOFF switch to OFF (with MAN selected) for at least four seconds.
HIGH LIMITS
LOW LIMITS
WINDSHIELD
IN NORMAL OUT DEFOG OVERBOARD DRAIN CHECK VALVE
FOOTWARMERS TO WING/STAB HEAT SERVO PRESSURE LINE
CONTROL UNIT
WSHLD OV HT
TO CABIN
LEGEND
RAM AIR MANIFOLD BLEED AIR CONDITIONED AIR IN-FLIGHT THERMOSWITCH GROUND THERMOSWITCH ELECTRICAL CIRCUIT
WSHLD HT
WSHLD HEAT ON AUTO
WSHLD HT
WSHLD ANTI-ICE SHUTOFF (NC) TEMPERATURE SENSOR WSHLD ANTI-ICE CONTROL VALVE
L MAIN BUS
OFF
MAN
RAM AIR OUT
DEFOG HEAT EXCHANGER
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)
10-17
HEAT EXCHANGER
RAM AIR IN RAM-AIR MODULATING VALVE
Operation
With both valves open, regulated engine bleed air flows through a heat exchanger in which it is cooled by ram air. The ram air flow is c o n t r o l l e d by a p n e u m a t i c a l ly a c t u a t e d modulating valve. The modulating valve senses bleed air temperature downstream of the heat exchanger through a temperature sensor and positions itself automatically to maintain an air temperature of approximately 300F. From the heat exchanger, the temperature controlled bleed air is directed forward and dispensed over the outside of both the pilot and copilot windshields through outlets at the base of each windshield. Normally, the windshield anti-ice bleed air temperature is maintained at a safe level by the r a m a i r m o d u l a t i n g va l ve . H oweve r, a n automatic shutdown and warning system has been provided to prevent windshield damage from an overheat condition. The system uses signals from four thermoswitches, two under the windshield heat air outlets at the base of each windshield. One thermoswitch on each side operates only on the ground while the other operates on the 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 limit thermoswitches are on the right.
If the bleed air temperature at the windshield reaches a low limit (250F in flight or 215F on the ground), the anti-ice shutoff valve is deenergized closed and the green WSHLD HT light is extinguished. When the overheat cools, the thermoswitches will reset and the anti-ice shutoff valve will reopen. If the anti-ice control valve is still open, the green WSHLD HT light will illuminate and windshield anti-ice airflow will be restored. If the bleed air temperature at the windshield reaches a high limit (270F in flight or 250F on the ground; 215F on the ground on aircraft with electrically heated windshields), the antiice shutoff valve is deenergized closed, the green WSHLD HT light is extinguished, and the red WSHLD OV HT light illuminates. When the overheat cools, the thermoswitches will reset, the red WSHLD OV HT light extinguishes, and the anti-ice shut-off valve will reopen. If the anti-ice control valve is still open, the green WSHLD HT light will illuminate and windshield anti-ice airflow will be restored. The ground limit thermoswitches are disabled for approximately 10 seconds after landing. This prevents automatic shutoff of bleed air, which could restrict the pilots visibility due to loss of rain-removal if the outlet temperature is between the inflight and ground limits at the moment of touchdown.
10-18
With loss of electrical power, the windshield anti-icing system will be inoperative since the anti-ice shutoff valve will be deenergized and will close. The control valve will remain in its last position.
Positioning the switch to CKPT applies DC power to the coil, heating all the air coming into the cockpit. 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 also arms the Freon air conditioning system so it will turn on automatically as the airplane descends through 18,000 ft. When the Freon air conditioning system turns on, electrically actuated diverter doors on the cabin blower assembly open and direct the cold air into the space between the cabin headliner and the fuselage skin. This dehumidif ies the cabin air without lowering the cabin temperature excessively (see Chapter 11 for additional infor mation on the Freon air conditioning system). DC electrical power to heat the auxiliary windshield defog coil is provided by the battery charging bus through two, 20 A current limiters. DC control power for the auxiliary windshield defog system is provided by the AUX DEFOG circuit breaker on the left essential A bus.
INTERNAL WINDSHIELD DEFOG

All aircraft use conditioned engine bleed air for internal windshield defog (see Chapter 11, Air Conditioning, for additional information). On late model aircraft, auxiliary internal windshield defog systems have been provided.
SNs 35-643 to 670

The internal windshield defog system on these aircraft uses an electrically heated coil in the bleed air duct leading into the cockpit, and the Freon air conditioning system. It is controlled by a three-position (OFFCKPTW/S AUX DEFOG HEAT) switch on the anti-ice control panel. 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.
10-19
SNs 35-671 and Subsequent; 36-064 and Subsequent

The internal windshield defog system on these aircraft is shown in Figure 10-11. It uses 163 VAC power from the auxiliary and secondary inverters and is controlled by a two-position (OFFWSHLD DEFOG) switch located on the anti-ice control panel (see Figure 10-1). When the switch is positioned to WSHLD DEFOG, DC control power is applied to a windshield defog relay box. The relay box receives 163 VAC power from the auxiliary and secondary invertersthrough 5 A current limitersand directs it to the heating elements in the windshield. Each heating element is a thin, gold f ilm laminated in the windshield. The auxiliary inverter powers the element on the left side, and secondary inverter powers the element on the right side. Both heating elements are turned on and off together; once operating, however, the two elements are controlled separately by the relay box. Two temperature sensors are located on each side of the windshield. One sensor is set to look for a windshield temperature of approximately 110F. When the windshield reaches 110F, the sensor will signal the relay box, which removes electrical power from the heating element on that side. As the temperature cools, the relay box will reapply power to maintain a constant windshield temperature of approximately 110F. The second sensor will signal the relay box in the event of an underheat or an overheat condition. If the windshield temperature is approximately 90F or below, or approximately 150F or above, the sensor will signal the relay box. In either situation, the relay box will illuminate an amber WSHLD DEFOG
annunciator light. If an overheat condition exists, the relay box will also remove electrical power from the heating element in the affected windshield. T h e d i ff e r e n c e b e t we e n a n ov e r h e a t o r underheat temperature condition may be determined by touching the windshield. If an overheat temperature condition is suspected, and the windshield does not cool off, the relay box has not removed electrical power from the heating element; the system should be turned off. A windshield temperature of 90F or below is common when the defog system is f irst turned on, and the annunciator light will illuminate. However, the light should soon extinguish as the windshield warms up. T h e W S H L D D E F O G a n n u n c i a t or light, located to the left of the left ENG FIRE PULL T-handle, consists of three separate lights and is controlled by the windshield defog relay box. The upper WSHLD DEFOG light will illuminate when either of the lower lights illuminate. The lower L and R lights will i l l u m i n a t e t o i n d i c a t e wh i c h s i d e o f th e windshield has malfunctioned. The WSHLD DEFOG annunciator light will illuminate in the event of an underheat or overheat condition, as explained above. It will also illuminate with loss of DC or AC electrical power if the defog system switch is in the WSHLD DEFOG position. The electric windshield defog system uses 163 VAC power as explained previously. DC control power for the system is provided by the L and R WSHLD DEFOG circuit breakers on the left and right essential B buses.
10-20
WSHLD DEFOG L R
HEATING ELEMENT (GOLD FILM)
HEATING ELEMENT (GOLD FILM)
BELOW 90/ ABOVE 150 F
BELOW 90/ ABOVE 150 F
WINDSHIELD DEFOG RELAY BOX
110 F 163 VAC OUT 163 VAC IN
LEFT
RIGHT
110 F 163 VAC OUT 163 VAC IN
AUX INVERTER
SEC INVERTER
L ESS B WSHLD DEFOG SWITCH
R ESS B
Figure 10-11. Electric Windshield Defog System (SNs 35-671 and Subs. and 36-064 and Subs.)
10-21
L WSHLD DEFOG
R WSHLD DEFOG
WINDSHIELD/RADOME ALCOHOL ANTI-ICE SYSTEM

Methyl alcohol from a reservoir located in the left side of the nose compartment is provided to prevent ice formation on the radome and, if necessary, the pilot windshield as a backup for the windshield anti-icedefogsystem. The systems are operated by DC power from the right main bus. There are two different systems in use.
In this case, a fully serviced reservoir should dispense alcohol for approximately 1.5 hours. When the switch is positioned to WSHLD & RADOME, the pump is energized and the solenoid valve in the windshield supply line is energized open so that alcohol is delivered to both surf aces. Flow to the windshield is dispensed through an orifice assembly integrated with the pilot defog outlet. In this case, duration is reduced to approximately 43 minutes. A pressure switch installed in the radome supply line actuates the amber ALC AI light when the reservoir is empty or if the pump fails. The light will extinguish when the control switch is turned off (Figure 10-12). The reservoir is vented through an open vent tube located in the same area as the pitot-static drains on the left side of the nose compartment. A pressure relief valve operates to relieve excessive supply line pressure by returning it to the reservoir. Some aircraft are equipped with a siphon-break valve to prevent the siphoning of fluid from the tank after the system has been turned off (Figure 10-12).
SNs 35-002 to 112 and 36-002 to 031

A DC motor-driven pump supplies f iltered alcohol from a 2.25 gallon reservoir to the radome only, or to the radome and pilot windshield, depending on the position selected on the WSHLD/RADOME switch on the pilot anti-icing control panel. When the switch is positioned to RADOME, the pump is energized and alcohol is delivered to the radome only due to a normally closed solenoid valve in the windshield supply line.
10-22
LEGEND
SUPPLY PRESSURE RETURN AMBIENT ELECTRICAL CIRCUIT PILOT'S EXTERNAL DEFOG OUTLET
ALC AI RADOME LOW-PRESSURE SWITCH
ORIFICE ASSEMBLY
ANTI-ICE VALVE (NC) * EFFECTIVE WITH 35-076, 36-021
SIPHON-BREAK VALVE *
WSHLD & RADOME O F F RADOME PRESSURE RELIEF
ALC PMP R MAIN BUS
OVERBOARD VENT
FILTER
MOTOR-DRIVEN PUMP
Figure 10-12. Alcohol Anti-ice System (SNs 35-002 to 112 and 36-002 to 031)
10-23
SNs 35-113 and Subs.; 36-032 and Subs.

Methyl alcohol is stored in a 1.75 gallon reservoir. When the cockpit control switch is positioned to WSHLD/RADOME or RAD, circuits are completed to position a three-way valve in the fluid supply line (Figure 10-13) and to open the shutoff valve and pressure regulator in the servo bleed air supply line. Servo bleed air tapped from the high pressure bleed air manifold passes through the shutoff valve and pressure regulator wh e re it i s regulated to 2.3 psi and sent to pressurize the alcohol reservoir. The alcohol is forced through a f ilter to the three-way valve that is positioned according to the selected switch position.
The pressure relief valve, which is set at 2.6 psi, relieves any overpressure in the reservoir should the pressure regulator fail; it also bleeds off residual pressure when the control switch is turned off. The float switch in the reservoir illuminates the ALC AI annunciator when the tank is empty. The light stays on even if the switch is off as a reminder to service the reservoir. If the RAD position is selected, a fully serviced reser voir supplies only the radome with approximately 2 hours and 9 minutes of alcohol. When selected to the WSHLD/ RADOME position, alcohol is also dispensed to the pilot defog outlet via the three-way valve;, duration of the supply is reduced to approximately 45 minutes. This system is still operational if both emergency pressurization
WSHLD/ RADOME ALC SYS

R A D OFF
R MAIN BUS
HP SERVO BLEED AIR
FILTER
PRESSURE REGULATOR AND SHUTOFF VALVE (NC)
CHECK VALVE
ALCOHOL RESERVOIR WRN LTS
TO OTHER SERVO SYSTEMS
LEGEND
HP SERVO BLEED AIR REGULATED BLEED AIR PRESSURE RELIEF VALVE ALC AI BLEED AIR
L&R ESS BUS
ALCOHOL SUPPLY OVERBOARD (AMBIENT) ELECTRICAL
Figure 10-13. Alcohol Anti-ice System (SNs 35-113 and Subs. and 36-032 and Subs.)
10-24
valves are in emergency (provided DC power is available).
Controls and Indications

The STAB WING HEAT switch located on the pilot anti-icing control panel controls the valve. When the switch is moved up (on), the valve is energized open. With the switch off, or if DC power fails, the valve deenergizes closed. With the valve open, manifold bleed air is routed through the wing-stabilizer pressure regulator valvewhere it is regulated to 16 psito piccolo tubes in the leading edges of the wing and the horizontal stabilizer. After
W I N G T E M P
WING AND HORIZONTAL STABILIZER ANTI-ICE SYSTEM

Bleed air is used to prevent ice formation on the wing and horizontal stabilizer leading edges. The bleed air is directed from the regulated engine bleed air manifold through a solenoid-operated pressure regulator valve (Figure 10-14) to the respective leading edge surfaces.
35 215 215 WING OV HT
SCUPPER
SCUPPER
STAB WING HEAT STAB/WING PRESSURE REGULATOR VALVE (NC)
STAB & WING
R MAIN BUS
CHECK VALVE LEFT-HAND ENGINE

S T A B T E M P
CHECK VALVE RIGHT-HAND ENGINE
MANIFOLD TO FLOW CONTROL VALVE 215 STAB OV HT
35 215
LEGEND
MANIFOLD BLEED AIR REGULATED FLOW ELECTRICAL CIRCUITS
Figure 10-14. Wing and Horizontal Stabilizer Anti-ice System
10-25
the bleed air has heated its respective leading edge, it continues outboard where it vents overboard; each wing has a scupper vent on the underside of the leading edge, while the horizontal stabilizer has holes at each tip. On the glareshield annunciator panel, red WING OV HT and STAB OV HT lights are illuminated should their respective sensors (see Figure 10-14) detect 215F. Separate WING TEMP and STAB TEMP indicators on the center instrument panel (Figure 10-15) indicate leading-edge skin temperature and are color-coded as follows: RedTemperature below 35F (danger of icing in visible moisture) GreenTemperature between 35215F (normal operation) YellowTemperature above 215F (possible overheat) When either overheat light comes on and the system is turned off, the light will remain on until the temperature drops to within limits. The STAB WING HEAT switch may be turned back on, but the pilot must visually monitor the applicable skin temperature indicator and cycle the system on and off to maintain temperature in the green arc. Stabilizer heat and wing heat are not available when both emergency pressurization valves (if installed) are in EMERGENCY. This is covered in Chapter 12, Pressurization. DC power for system operation is through the STAB & WING HT circuit breaker on the right main bus.
Figure 10-15. WING TEMP and STAB TEMP Indicators
10-26
PITOT, STATIC, AND ANGLE-OF-ATTACK VANE ANTI-ICE SYSTEM Pitot and Angle-of-Attack Vane Anti-icing
The left and right pitot tubes and angle-ofattack (AOA) vanes contain electrical heating elements. The L and R PITOT HEAT switches located on the pilot anti-icing control panel (see Figure 10-1) each supply essential bus power to both respective heating elements. Even though each set of heating elements is controlled by the same switch, separate circuit protection for the AOA vane heater is provided; the L and R PITOT HT circuit breakers (for pitot heaters) and S WRN HT circuit breakers (for the AOA vane heaters) are all located on the left and right essential buses, respectively. On FC 530 aircraft, one heating element in each pitot-static probe heats all of the pitot and static ports. Dual amber L and R PITOT HEAT monitor lights are available as an optional feature and are located on either outboard side of the glareshield panel or on the instrument panel. On SNs 35-271 and 36-045 and subsequent, a single amber PITOT HT light is standard equipment and is located on the annunciator warning light panel (see Annunciator Panel section). In either case, the light(s) illuminate when the pitot heat switches are turned off or to indicate failure of power to a pitot tube element (the AOA vanes are not monitored).
Static Port Heating (FC 200 Only)

There are f ive static ports: two on the left side fuselage and three on the right. Pilot instruments are supplied static pressure by the interconnected left front and right center ports, which are heated. The interconnected left rear and right front static ports supply copilot static pressure and are also heated. The right rear portinterconnected with an alternate port inside the nose compartmentis used by the altitude controller and does not require heat. Two additional shoulder-static ports forward of the windshield are also heated. These ports are used by the air data sensor. All static port heating elements are connected directly to their respective L or R PITOT HT circuit breakers. Consequently, they are heated whenever aircraft DC power is available, provided the CBs are closed (i.e., in).
10-27
10-28
QUESTIONS
1. Bleed air is used for anti-icing on: A. Pitot tubes and static ports B. P T2/ T T2 sensors 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 leading edges D. Conical fan spinners 2. The L or R PITOT HEAT switches also supply heating element power for: A. The angle-of-attack vanes B. The shoulder static ports C. The instrument static ports D. P T2/ T T2 probe heater The crew action required when the red WING OV HT light illuminates is: A. No action is required; the system is automatic B. Po s i t i o n t h e S TA B W I N G H E AT switch to STAB C. Turn the STAB WING HEAT switch to OFF or reduce power D. Turn one BLEED AIR switch to OFF until the light goes out The internal windshield defog system uses: A. 230 VAC power B. 163 VAC power C. An electrically heated coil and the Freon air conditioning system D. Engine bleed air pressure 7. 5. Anti-icing equipment must be turned on: A. When in icing conditions B. Before entering icing conditions C. Before takeoff D. During climbout With the loss of aircraft electrical power, anti-icing will be lost on: A. All systems B. Pitot, static, and P T2/ T T2 probes only C. All systems except the nacelle inlet lips D. All systems except the windshield and radome alcohol system The L NAC HEAT switch in the up (on) position provides anti-icing to all of the following except the: A. Nacelle lip B. Dome spinner (early models) C. P T2/ T T2 probe D. Conical spinner (late models) The alcohol anti-ice system may be used to anti-ice the: A. Radome B. Copilot windshield C. Pilot windshield D. Both A and C
6.
3.
8.
4.
10-29
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
11-i
11 AIR CONDITIONING
ILLUSTRATIONS
Figure
11-1 11-2 11-3 11-4 11-5 11-6 11-7 11-8 11-9 11-10 11-11 11-12 11-13 11-14 11-15
Title
Page
Engine Bleed Air Conditioning System (SNs 35-002 to 35-086 [except 35-082] and 36-002 to 36-022) ................................................................. 11-3 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 Engine Bleed Air Conditioning System (SNs 35-113 and Subsequent and 36-032 and Subsequent)......................................................................................... 11-5 CABIN AIR Switch ............................................................................................... 11-6 Temperature Control Indicator............................................................................... 11-7 Conditioned Bleed Air Distribution....................................................................... 11-8 CABIN CLIMATE CONTROL Panel ................................................................... 11-9 CABIN TEMP Indicator...................................................................................... 11-11 Evaporator and Blower Assembly ....................................................................... 11-13 Cabin Blower Grille Outlet.................................................................................. 11-12 COCKPIT AIR and CABIN BLOWER Rheostats.............................................. 11-15 Cockpit Upper Air Outlets................................................................................... 11-15 Passenger Overhead Outlets (WEMACS) ........................................................... 11-15 Freon Refrigeration System Schematic. .............................................................. 11-17 Auxiliary Heating System Components .............................................................. 11-19
11-iii
11 AIR CONDITIONING
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 by controlling the temperature of the bleed air entering the cabin by circulating it through an air-to-air heat exchanger. The cabin and cockpit distribution systems differ slightly, based on aircraft serial number. Additional refrigeration cooling by the Freon system is available for ground operations and
Revision .02 FOR TRAINING PURPOSES ONLY
in flight at altitudes up to a maximum of 18,000 ft or 35,000 ft, depending on compressor motor part number. Additional heating by the auxiliary electrical heating system (if installed) can be obtained for ground operations and at any altitude in flight.
11-1
11 AIR CONDITIONING
11 AIR CONDITIONING
ENGINE BLEED AIR CONDITIONING AND DISTRIBUTION

GENERAL
This section addresses the conditioning process that the engine bleed air is subjected to before it enters the cabin area, beginning at the flow control valve. Chapter 9, Pneumatics, describes the bleed air supply system. Chapter 12, Pressurization, describes how conditioned bleed air is used for cabin pressurization.
Regulated engine bleed air, supplied to a manifold located in the tail cone section, is ducted to the flow control valve. From the flow control valve, there are three slightly different cabin and cockpit distribution conf igurations; each performs the same basic functions, but differs in component arrangement. Figures 111, 11-2, and 11-3 depict the three basic conf igurations by aircraft serial number. All three conf igurations use the flow control valve to control the flow of bleed air through a hot air bypass valve and an air-to-air heat exchanger before it enters the cabin and cockpit distribution ducting.
11-2
CREW OUTLETS FOOTWARMER OUTLET
LEGEND
BLEED AIR RAM AIR CONDITIONED BLEED AIR
CABIN AIR DIFFUSERS (TYPICAL) AIR DISTRIBUTION CHECK VALVES TO SENSOR BLOWER MOTOR CAB HT AUTO L ESS BUS BLEED AIR (LEFT ENGINE) BLEED AIR (RIGHT ENGINE)
MAX NORM OFF
AIR BLEED
L MAIN BUS
DUCT TEMP LIMITER DUCT TEMP SENSOR

AUTO HOT
FLOW CONTROL VALVE
CABIN AIR
VENTURI
RAM-AIR CHECK VALVE
MAN HOT
MAN
COOL O F F
RAM AIR IN HOT AIR BYPASS (H-VALVE)
HOT
T E M P C O N T
COLD FAN CABIN CLIMATE CONTROL
RAM AIR OUT CAB HT MNL

COLD
HEAT EXCHANGER
HT VAL IND
R MAIN BUS
L 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)
11-3
11 AIR CONDITIONING
11 AIR CONDITIONING
LEGEND
AIR DISTRIBUTION TO LOWER CABIN DOOR CABIN TEMP SENSOR FOOTWARMER OUTLET CREW OUTLETS
BAGGAGE COMPARTMENT AIR DIFFUSER (35A AIRCRAFT ONLY)
CAB HT AUTO
L ESS BUS
DUCT TEMP LIMITER

AUTO HOT
DUCT TEMP SENSOR

MAN HOT
MAN
COOL O F F
CAB HT MNL
RAM-AIR CHECK VALVE
HOT
T E M P C O N T
RAM AIR OUT

COLD
HEAT EXCHANGER
HT VAL 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)
11-4
INTERNAL DEFOG OUTLETS CREW OUTLETS FOOTWARMER OUTLET
LEGEND
BLEED AIR RAM AIR CONDITIONED BLEED AIR REGULATED SERVO AIR
TO SENSOR BLOWER MOTOR CABIN TEMP SENSOR AUX DEFOG/CREW HEATER *
CABIN AIR DIFFUSERS (TYPICAL)
AIR BLEED L ESS BUS

AIR DISTRIBUTION CHECK VALVES CHECK VALVES BLEED AIR (LEFT ENGINE) DUCT TEMP LIMITER
C A B I N C L I M A T E
EMERGENCY PRESSURIZATION VALVE BLEED AIR (RIGHT ENGINE) FLOW CONTROL VALVE VENTURI
CABIN AIR
ON
SERVO BLEED AIR
OFF
SERVO BLEED AIR
AUTO
MAN
DUCT TEMP SENSOR RAM AIR CHECK VALVE RAM AIR IN HOT AIR BYPASS (H-VALVE)
HOT T E M P C O N T COLD
COOL
O F F
FAN COLD HOT
RAM AIR OUT HEAT EXCHANGER
HT VAL IND 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)
11-5
11 AIR CONDITIONING
11 AIR CONDITIONING
FLOW CONTROL VALVE

The flow control valve is a solenoid-operated valve that controls and regulates the flow of bleed air into the cabin. The position of the valve is determined by the CABIN AIR switch (Figure 11-4). The most current aircraft (see Figure 11-3) use a two-position OFFON switch. Earlier aircraft (see Figures 11-1 and 11-2) use a three-position OFFNORMMAX switch. When the CABIN AIR switch is in OFF, the valve is energized and closes. When the switch is in ON or NORM, the valve is deenergized and opens. In MAX, the valve opens fully to provide an increase in airflow to the cabin. DC power for valve operation is provided through the AIR BLEED circuit breaker on the left essential bus. A venturi, located downstream of the flow control valve, adjusts the valve to smooth out the flow of bleed air as it enters the cabin.
Airflow through the venturi is measured by pneumatic sensing lines connected to a modulating mechanism in the flow control valve which ensures that airflow remains constant when engine power changes occur.
HOT AIR BYPASS VALVE (H-VALVE)

A butterfly bypass valve, more commonly referred to as the H-valve, is located in the bleed-air duct upstream of the heat exchanger. Its function is to split the flow of bleed air, directing some to the heat exchanger for cooling and some to bypass the heat exchanger. The result is a mixture of the two airflows, thereby conditioning the bleed air before it enters the cabin area. The position of the H-valve is indicated on the TEMP CONT indicator located in the lower center instrument panel (Figure 11-5).
SNs 35-002 TO 35-112 AND 36-002 TO 36-031
SNs 35-113 AND SUBS. AND 36-032 AND SUBS.
Figure 11-4. CABIN AIR Switch
11-6
air then exhausts overboard through a port in the lower left side of the fuselage. The cooled bleed air flowing out of the heat exchanger core is ducted back to the bypass side of the H-valve where it mixes with hot bypassed bleed air. The resulting conditioned air is then directed into the cabin and cockpit distribution system. When the aircraft is on the ground, do not perform extended engine operation above idle with the CABIN AIR and BLEED AIR switches positioned to ON. Since there is no ram air for cooling of the bleed air, possible damage to the air conditioning components could result. Damage might also occur to interior cabin furnishings, as well as overheating the tail cone area.
Figure 11-5. Temperature Control Indicator
On SNs 35-002 through 35-112 and 36-002 through 36-031, the H-valve butterfly is positioned by a DC electric motor operated by the climate control system. Approximately 25 seconds is required for the valve to travel from one extreme to the other. The valve will remain in its existing position in the event DC power is lost. On SNs 35-113 and subsequent and 36-032 and subsequent, the H-valve butterfly is positioned pneumatically by servo bleed air (see Chapter 9, Pneumatics) from the climate control system. No electrical circuits are involved except that the TEMP CONT indicator requires DC power. Approximately eight seconds is required for the valve to travel from one extreme to the other. The valve is spring-loaded to the full cold position anytime servo air pressure is not available.
On SNs 35-082, 35-087 through 35-112, 36023 through 36-031, and earlier aircraft incorporating AMK 76-7, the flow control valve is located downstream of the heat exchanger. Engine bleed air is available to the heat exchanger whenever an engine is operating and the BLEED AIR switches are on. Because of this, a pressure switch is installed in the tail cone ducting prior to the heat exchanger. Should this pressure switch actuate (at approximately 47 psi), both red BLEED AIR L and R annunciator lights illuminate to indicate the overpressure condition.
RAM AIR VENTILATION

In the event that the aircraft is unpressurized in flight, air for circulation and ventilation of the cabin and cockpit areas is provided by ram air, which is ducted into the conditioned bleed air distribution system. During normal operation, a one-way check valve in the connecting ram air duct prevents loss of conditioned pressurization bleed air through the ram air plenum exhaust port.
RAM AIR HEAT EXCHANGER

The heat exchanger is located inside the tail cone. It consists of a bleed air core surrounded by a ram air plenum. Cool air enters the ram air inlet in the dorsal f in and flows through the plenum, across the bleed air core, thus cooling the bleed air. The ram
11-7
11 AIR CONDITIONING
11 AIR CONDITIONING
CABIN AND COCKPIT AIR DISTRIBUTION

Conditioned airflow distribution to the cabin and cockpit areas is essentially the same for all aircraft (Figure 11-6). The conditioned air is routed from the tail cone into the cabin area through two ducts, one on each side of the cabin. The left duct ends at the entry door, and the right duct continues forward to the cockpit.
On SNs 35-113 and subsequent and 36-032 and subsequent (see Figure 11-3), distribution of air changes when either (or both) emergency pressurization valves are positioned to emergency. If only one emergency valve is positioned to emergency, all bleed air from that engine is routed directly into only the cabin distribution duct on that side; temperature control of that air is lost. However, bleed air from the opposite engine is still subject to the normal conditioning process. One-way check valves in the normal distribution ducting prevent the emergency airflow from being lost through the normal distribution system. If both emergency valves are positioned to emergency, all bleed air from both engines is routed directly into the respective left and right distribution ducts. Temperature control is then sacrif iced for pressurization.
Cabin Air Distribution

Cabin air distribution is furnished by diffusers installed at intervals along the two ducts; the diffusers direct airflow toward the floor. A one-way distribution check valve is located at the aft end of each cabin duct. These valves are functionally related to the pressurization system, as described in Chapter 12, Pressurization.
CHECK VALVE DIFFUSER (TYPICAL)
COPILOT CONDITIONED AIR OUTLETS
AFT CABIN DIFFUSER
LOWER CABIN DOOR AIR OUTLET PILOT CONDITIONED AIR OUTLETS
FOOTWARMER OUTLET
Figure 11-6. Conditioned Bleed Air Distribution
11-8
Cockpit Air Distribution

Cockpit air distribution is provided by the ducting connected to the forward end of the right hand cabin duct. Four WEMAC outlets two on each side of the cockpit and located on the sidewall panels adjacent to the outboard rudder pedalsenable the pilots to control and direct the airflow as desired. A footwarmer diffuser, which is below the instrument panel just forward of the center pedestal, directs continuous conditioned air along the center floor. Two piccolo tubes installed vertically on each side of the windshield center support structure direct a continuous flow of conditioned air across the forward section of each pilot windshield for interior windshield defogging. On SNs 35-328 and subsequent and 36-050 and subsequent, increased continuous interior windshield defogging capability has been provided. Two additional piccolo tubes are installed, one for each windshield. They are positioned horizontally along the lower edge and extend forward from the aft corner of the windshield. This
position results in improved interior defogging for the sides of the windshield. Interior windshield defogging can be maximized by closing the four WEMAC outlets to divert the maximum amount of conditioned air to the windshield piccolo tubes. On SNs 35-002 to 35-112 and 36-002 to 36031, additional heat is available to the cockpit via separate footwarmers that operate from the windshield heat/defog system discussed in Chapter 10, Ice and Rain Protection.
TEMPERATURE CONTROL
Temperature control of the engine bleed-air entering the cabin area is accomplished by varying the position of the H-valve butterfly. As the valve opens, less bleed air is directed to the heat exchanger for cooling, while more bleed air is bypassed and mixed with the cooled air. Manual and automatic operation of the Hvalve is achieved by controls on the CABIN CLIMATE switch panel, located on the copilot lower instrument panel (Figure 11-7).
SNs 35-002 TO 35-112 AND 36-002 TO 36-031
SNs 35-113 AND SUBS. AND 36-032 AND SUBS.
Figure 11-7. CABIN CLIMATE CONTROL Panel
11-9
11 AIR CONDITIONING
11 AIR CONDITIONING
On SNs 35-002 to 35-112 and 36-002 to 36031, the climate control system is operated electrically. System control is accomplished with a rheostat and a HOTCOLD toggle switch that is spring-loaded to center. Other system components include: A temperature sensor located behind the copilot seat A duct temperature sensor and duct temperature limiter; both are in the air duct downstream of the H-valve (see Figure 11-1 or 11-2, as applicable) A control unit If the rheostat is turned fully counterclockwise to the MAN detent, the cabin temperature sensor and duct temperature sensor are both off. The H-valve is then controlled manually by actuating the spring-loaded HOT-COLD switch. The TEMP CONT indicator (see Figure 11-5) displays the position of H-valve. DC power for manual operation is provided by the CABIN HT MAN circuit breaker on the right main bus. The TEMP CONT indicator is powered from the HT VAL IND circuit breaker on the left main bus. If the rheostat is out of the MAN detent, the H-valve position is determined automatically by the control unit, which evaluates inputs from the rheostat, the cabin temperature sensor, and the duct temperature sensor. The control system then responds by continuously 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 desired temperature. DC power for automatic operation is provided by the CAB HT AUTO circuit breaker on the left main bus. Whether the system is being operated manually or automatically, the duct temperature limiter signals the control unit if the duct temperature increases to approximately 350F. The control unit responds by driving the H-valve to the full cold position and directing all bleed air through the heat exchanger.
On SNs 35-107, 35-113 and subsequent, and 36-032 and subsequent, the H-valve is posit i o n e d p n e u m a t i c a l ly by s e r vo bleed air (Chapter 9, Pneumatics), and no electrical circuits are involved. The CLIMATE CONTROL panel (see Figure 11-7) incorporates two control knobs. The AUTOMAN knob is actually a servo bleed air selector valve. The COLDHOT knob is a needle valve that controls the servo air pressure applied to the H-valve butterfly (springloaded to the full cold position). Other system components include a temperature sensor located in the upper forward cabin, a duct temperature sensor , and a duct temperature limiter located in the air duct downstream of the H-valve (see Figure 11-3). The control system consists of an interconnected servo bleed air network. With the AUTOMAN knob in MAN, the selector valve isolates the control system from the influences of the cabin temperature sensor and the duct temperature sensor. Servo air pressure is routed directly through the needle valvecontrolled by the COLDHOT knob to the H-valve butterfly, which is spring-loaded to the full cold position. Changing the COLDHOT knob position simply changes the servo air pressure on the H-valve butterfly. The TEMP CONT indicator (see Figure 11-5) displays the relative position of the H-valve, which is the only component in the system that requires DC electrical power. DC power is provided through the HT VAL IND circuit breaker on the left main bus. With the AUTOMAN knobthe selector valvein AUTO, the servo pressure control network samples the needle valve setting (i.e., the COLDHOT knob position), the cabin temperature sensor (existing cabin temperature), and the duct temperature sensor (actual temperature of the bleed air inside the duct). Servo air pressures are modulated by the control system, which causes the H-valve butterfly to modulate and keep the cabin temperature constant.
11-10
For manual or automatic operation in case of a duct overheat, the duct temperature limiter causes the control system to shut off servo air pressure to the H-valve butterfly. This allows it to spring to the full cold position and direct all bleed air through the heat exchanger. A CABIN TEMP indicator may be installed on the center pedestal or instrument panel to indicate the temperature in the cabin from a remote sensor (Figure 11-8).
AUXILIARY AIR CONDITIONING SYSTEMS

GENERAL
Additional air circulation is provided by a cabin blower and a cockpit fan, ducted though distribution networks also used by the Freon refrigeration system (auxiliary cooler) and the optional electrical heating system (auxiliary heater). The cabin blower and cockpit fan may be used simply to recirculate air within the cabin and cockpit areas, or the auxiliary cooler or auxiliary heater can be used to cool or heat the re circulated air. For operational requirements on the ground (subject to certain limitations), it is possible to precool or preheat the cabin prior to engine start.
Figure 11-8. CABIN TEMP Indicator
11-11
11 AIR CONDITIONING
11 AIR CONDITIONING
DISTRIBUTION SYSTEM
The heart of the distribution system is the evaporator and blower assembly, which is in the cabin ceiling above the baggage com partment (Figure 11-9). The assembly houses: Ducting Cabin blower assembly Cockpit fan assembly Freon system evaporator Optional electrical heating elements (when installed)
CLOSE, the doors are flush with the bottom of the ducting; the airflow from the cabin blower is directed into the cabin. On aircraft with the electric diverter doors, the doors are controlled by a two-position, ONOFF, rocker switch below the cabin blower air outlet. When the switch is positioned to OFF, the diverter doors are lowered into the airflow from the cabin blower, which directs the air into the space between the cabin headliner and the fuselage skin. When the switch is positioned to ON, the diverter doors are flush with the top of the ducting; the airflow from the cabin blower is directed into the cabin. On SNs 35-643 to 35-670, the doors may also be controlled by the auxiliary internal windshield defog system (see Chapter 10, Ice and Rain Protection). When used simply for additional air circulation, the cabin blower is turned on by selecting FAN on the three-position FANOFFCOOL switch on the CABIN CLIMATE CONTROL panel (see Figure 11-7). DC electrical power is provided by the CAB BLO circuit breaker on the left main bus. On SNs 35-113 and subsequent and 36-032 and subsequent, variable blower speed control is afforded through the
Cabin Blower Distribution

The cabin blower assembly consists of two squirrel-cage blowers driven by a single DC motor. The blowers draw air from the bag gage compartment area though the evaporator and force it through separate ducts to a louvered grille at the front the ducts. The air is diffused as it blows out directly into the cabin. When installed, the optional heating elements are located within these ducts. Diverter doors are installed in the ducting 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 OPENCLOSE 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 36064 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
11-12
Figure 11-9. Evaporator and Blower Assembly
11-13
11 AIR CONDITIONING
11 AIR CONDITIONING
CABIN BLOWER rheostat on the copilot sidewall panel (Figure 11-11). Earlier aircraft do not have this feature unless AMK 77-4 is incorporated.
The cockpit fan is controlled by the COCKPIT AIR rheostat on the copilot sidewall panel (Figure 11-11) using DC power from the CAB BLO circuit breaker on the left main bus. On SNs 35-002 to 35-112, and 36-002 to 36-031, the OFF detent is at the full clockwise position; fan speed is increased by rotating the rheostat in a counterclockwise direction On SNs 35-113 and subsequent and 36032 and subsequent, the OFF detent is at the full counterclockwise position; speed is increased by rotating the rheostat in the clockwise direction If all the cockpit and overhead outlets are closed, the cockpit fan must not be operated because no cooling airflow for the motor is available; the motor will overheat.
Cockpit Fan Distribution

Between the two ducts fed by the cabin blowers is another duct that encloses the axial cockpit fan. This fan draws air from the baggage compartment area through the evaporator, but its output is furnished directly to four smaller ducts concealed in the cabin overhead paneling. Two of these ducts run directly to the two louvered overhead outlets in the cockpit (Figure 11-12). On SNs 35-092 and 36-025 and subsequent, two additional ductsone on each sideare connected to the individual overhead WEMAC outlets above each of the passenger seats (Figure 11-13). Air volume and directional control is provided at each outlet. The fan motor is cooled by the air it moves through the ducting.
11-14
Figure 11-11. COCKPIT AIR and CABIN BLOWER Rheostats
Figure 11-12. Cockpit Upper Air Outlets
Figure 11-13. Passenger Overhead Outlets (WEMACS)
11-15
11 AIR CONDITIONING
11 AIR CONDITIONING
AUXILIARY COOLING SYSTEM

A Freon refrigeration systeman auxiliary cooleris installed to provide supplemental cooling for ground and inflight operations; it can also be used for dehumidif ication. System components, identif ied schematically (Figure 11-14), are conventional. The compressor (belt-driven by a 3.75 horsepower motor), the condenser, and the dehydrator are located inside the tail cone. The compressor motor is cooled by air from the tail cone ventilation airscoop on the left side of the fuselage. The evaporator and expansion valve are located inside the evaporator and blower assembly above the baggage compartment.
Cool air is drawn through the evaporator and circulated as already described in Cabin Blower Distribution, except that the blower motor runs continuously at its maximum speed; the CABIN BLOWER rheostat, if installed, is inoperative. The compressor motor is powered from the battery charging bus through a 150 A current limiter and a control relay powered from the FREON CONT circuit breaker on the left main bus. The diverter doors may be positioned as desired to control airflow into the cabin through the louvered grille above the divan seat. If desired, the cockpit fan may also be used to provide wider circulation of the cooled air to the cockpit and passenger WEMAC outlets. When the cooling system is being powered by a GPU, it is possible in some conditions for the aircraft batteries to be depleted if GPU failure occurs. T h e c o m p r e s s o r m o t o r i s a u t o m a t i c a l ly deenergized when the STARTGEN switch is selected to START. However, normal operating procedures require that the FANOFFCOOL switch be in OFF or FAN prior to engine start to preclude possible electrical system damage.
Operation
Electrical power for system operation must be supplied by either a GPU or an enginedriven generator. The system is turned on by selecting the COOL position on the FAN OFFCOOL switch. DC power is applied simultaneously to the compressor motor and the cabin blower motor. For best results on the ground, the CABIN AIR switch should be off to keep warm bleed air from entering the cabin while the engines are running.
11-16
Figure 11-14. Freon Refrigeration System Schematic.
11-17
11 AIR CONDITIONING
11 AIR CONDITIONING
AUXILIARY HEAT SYSTEMS (OPTIONAL)

Two optional electric auxiliary heat systems are available: one for the cabin and one for the cockpit. Both systems may be used to provide additional heating on the ground or in flight.
on the Freon air conditioning system turns off the auxiliary cabin heat system.
Operation
On SNs 35-002 to 35-670 and 36-002 to 36063, the auxiliary cabin heat system is controlled by a three-position (LOOFFHI) AUX HT switch on the copilot lower right switch panel. Selecting LO powers the cabin blower and one heating coil on each element; the HI position powers the cabin blower and all four coils. On SNs 35-671 and subsequent and 36-064 and subsequent, the cabin auxiliary heat system is controlled by a three-position ( O F F C R E W C A B & C R E W ) AU X H T switch on the copilot lower right switch panel. The CREW position energizes the crew auxiliary heater (explained later in this section). Selecting CAB & CREW energizes the cabin blower and all four auxiliary cabin heating coils. Initially, the cabin blower runs at one-tenth its normal speed until one of the thermo switches senses a high limit. At that time, the cabin blower comes up to full speed; electrical power to the heating coils is removed. The coils cool until the thermoswitch senses a low limit. Electrical power is then be reapplied to the heating coils, and they will continue to cycle on and offbetween the high a n d l ow l i m i t s c o n t r o l l e d by t h e t h e r moswitch. The cabin blower continues to operate at full speed as long as the auxiliary cabin heat system operates. DC electrical power to the heating coils is provided by the same 150 A current limiter on the battery charging bus used to power the Freon air conditioning compressor motor. Control power for the auxiliary cabin heating system is provided by the AUX CAB HT circuit breaker on the left main DC bus.
Auxiliary Cabin Heat System

General
The auxiliary cabin heat system uses the cabin b l owe r t o c i r c u l a t e h e a t e d a i r. I t a l s o incorporates two, dual coil heating elements, one located in each of the cabin blower ducts (Figure 11-15). Each heating element contains a thermoswitch set for high and low limits (150F and 125F) and a thermal fuse for overheat protection. On SNs 35-002 to 35-646 and 36-002 to 36063, if the manual diverter doors are open (i.e., air being diverted into the baggage compartment), the cabin heat system is inoperative. On SNs 35-643 and subsequent and 36-064 and subsequent, if the electrical diverter doors are open (air being diverted above the headliner), the diverter doors close when the auxiliary cabin heat system is turned on. Because of the high amperage required by the heating coils, they cannot be powered with only aircraft battery power. Either a GPU or an engine-driven generator must be supplying power to operate the auxiliary cabin heat system. The auxiliary cabin heat system will not automatically shut down when a STARTGEN switch is positioned to START. Therefore, it is recommended that the system be turned off during engine start to avoid possible 275 A current limiter failure. The Freon air conditioning system has priority over the auxiliary cabin heat system. If the Freon air conditioning system is operating, the auxiliary cabin heat is inoperative. If the auxiliary cabin heat system is operating, turning
11-18
Figure 11-15. Auxiliary Heating System Components
11-19
11 AIR CONDITIONING
11 AIR CONDITIONING
Auxiliary Cockpit Heat System (SNs 35-643 and Subsequent and 36-064 and Subsequent)
General
The auxiliary cockpit heat system provides additional heat for crew comfort and interior windshield defogging. It includes an electric heater in the forward end of the right cabin bleed air duct, where it connects to the cockpit air distribution ducting; it uses condition bleed airflow to circulate heated air (see Figure 11-15).
On SNs 35-643 to 35-670, the auxiliary cockpit heating system is controlled by a three- position (OFFCKPTW/S AUX DEFOG HEAT) 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 HEAT will power the heater element (see Chapter 10, Ice and Rain Protection, for additional infor mation on the W/S AUX DEFOG HEAT function). On SNs 35-671 and subsequent and 36-064 and subsequent, the auxiliary cockpit heating system is controlled by a three-position ( 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 switch panel. Selecting either CREW or CAB & CREW powers the heater element as long as the CABIN AIR switch is ON and the other conditions described above are met. With the heater element powered, all the air coming through the bleed air outlets in the cockpit are heated. A thermoswitch between the windshield defog diffusers and the center footwarmer monitors the temperature of the airflow. The thermoswitch cycles electrical power to the heater element off and on between approximately 155 and 160F. In case of an overheat, a 295F thermoswitch in the heater should remove power to the element. Finally, a thermal fuse on the heater melts at approximately 415F and removes power to the element. 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.
Operation
The heating element for the auxiliary cockpit heat system requires bleed air flow for cooling. Because of this, on SNs 35-671 and subsequent and 36-064 and subsequent, the CABIN AIR switch must be ON, at least one engine must be running and its bleed air shut off and regulator valve must be open before electrical power can be applied to the heating element. If only the left engine is running, the left emergency pressurization valve must be in normal. Despite these safeguards, on all aircraft, the crew should ensure the CABIN AIR switch is ON, at least one engine is running, and there is adequate airflow in the right cabin bleed air duct to cool the heating element before activating the auxiliary cockpit heating system.
11-20
QUESTIONS
1. The manual diverter doors must be fully closed: A. To operate the cockpit fan B. To operate the Freon system 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 system D. The aircraft does not have manual diverter doors 2. Equipment that can be operated with aircraft battery power only is: A. The auxiliary defog system B. The Freon air conditioning system C. The cabin blower and cockpit fan D. The auxiliary heating system When the aircraft is unpressurized on the ground, air circulation is provided by: A. Ram air B. Cockpit fan and the cabin blower C. Bleed air system D. Auxiliary defog system The primary air conditioning in flight is provided by: A. Engine bleed air B. Heat pump C. Auxiliary heater D. Freon refrigeration system When using the auxiliary cabin heater, the heated air blows out through: A. The conditioned air outlets B. The louvered grille above the divan seat C. The overheat cockpit air outlets D. The overheat passenger WEMAC outlets 6. The Freon system should not be used above: A. 5,000 ft B. 8,000 ft C. 18,000 ft D. 35,000 ft 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 disengages: A. During engine start B. Upon touchdown C. When unpressurized D. If the main door is opened When the Freon system is operating, it cools: A. Ram air B. Cabin air C. Outside air D. Bleed air When operating the Freon system on the ground with engines running, the switch that should be in OFF for maximum cooling effectiveness is: A. GENSTART B. CABIN BLOWER C. CABIN AIR D. COCKPIT AIR
7.
8.
3.
9.
4.
5.
10. In order to operate the auxiliary cabin heater: A. Engines cannot be running B. CABIN AIR switch must be off C. Either a GPU or an engine-driven generator is required D. Aircraft must be on the ground
11-21
11 AIR CONDITIONING
11 AIR CONDITIONING
11. If DC power fails, the flow control valve: A. Closes completely B. Modulates from open to closed C. Remains open D. Is bypassed
12. The temperature control indicator shows: A. Cabin air temperature B. Cockpit air temperature C. The temperature of the bleed air in the plenum chamber D. The position of the H-valve
11-22
CHAPTER 12 PRESSURIZATION
CONTENTS
Page
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 OperationAutomatic........................................................................................ 12-8 Flight OperationManual ............................................................................................ 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
12 PRESSURIZATION
12-i
ILLUSTRATIONS
Figure
12-1 12-2 12-3 12-4 12-5 12-6 12-7 12-8
Title
Page
Pressurization System Control............................................................................... 12-3 Pressurization Control Module .............................................................................. 12-2

12 PRESSURIZATION
HORN SILENCE and Test Control ....................................................................... 12-5 CABIN ALT and DIFF PRESS Indicator .............................................................. 12-7 Engine Bleed Air Conditioning System (SNs 35-002 to 35-086 [except 35-082] and 36-002 to 36-022) ......................... 12-10 Engine Bleed Air Conditioning System (SNs 35-082, 35-087 to 35-112, and 36-002 to 36-022) ..................................... 12-11 Engine Bleed Air Conditioning System (SNs 35-113 and Subs. and 36-032 and Subs.) ................................................... 12-12 Emergency Pressurization Override Switches..................................................... 12-15
TABLES
Table
12-1 12-2
Title
Page
Automatic Protection and Warning FeaturesSNs 35-002 to 35-112 and 36-002 to 36-031........................................................................................... 12-14 Automatic Protection and Warning FeaturesSNs 35-113 and Subs. and 36-032 and Subs. ................................................................................................. 12-14
12-iii
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 differential 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 comfort at all altitudes.
GENERAL
The pressurization control system is completely pneumatic during normal inflight automatic operation. Pneumatic pressure is provided by a vacuum jet pump. Control pressure (vacuum) is applied to the outflow valve through the pressurization control
Revision .02
module. The pressurization controller provides for both automatic and manual capabilities. Electrically actuated solenoid valves and switches are incor porated for ground and manual operation.
12-1
During climbs and descents the controller regulates the outflow discharge rate. This rate control is necessary to maintain a cabin change rate that is comfortable regardless of aircraft rate of climb or descent. Chapters 9 and 11Pneumatics and Air Conditioning, respectivelydescribe how the cabin and cockpit are pressurized, heated, and cooled. This chapter deals primarily with how the pressure is regulated.
PRESSURIZATION CONTROL MODULE General

The pressurization control module is located on the copilot lower instrument panel. The controls on the front of the module are located on what is referred to as the pressurization control panel. Figure 12-2 illustrates a typical aircraft pressurization control module conf iguration.
12 PRESSURIZATION
MAJOR COMPONENTS
The pressurization control system (Figure 12-1) incorporates the following major components: Cabin outflow valve Vacuum jet pump and regulator assembly Pressurization control module Cabin safety valve
CURRENT
CABIN OUTFLOW VALVE

The pneumatically operated outflow valve is located on the forward pressure bulkhead in front of the copilot position. Excess cabin air pressure is relieved into the unpressurized nose section through the outflow valve as necessary to maintain the desired cabin pressure.
EARLY
VACUUM JET PUMP AND REGULATOR ASSEMBLY

The pneumatic pressure source for control of the outflow valve is established by a vacuum jet pump and regulator assembly in the tail cone section. Engine bleed air is routed through a venturi (jet pump) that generates a negative pressure, while a regulator ensures that the negative pressure maintains a constant differential pressure with respect to cabin pressure. This negative pressureor vacuumis furnished to the pressurization control module that uses it to control the outflow valve.
Figure 12-2. Pressurization Control Module
AUTO-MAN Switch
Pressurization control is normally accomplished in the automatic mode. With the AUTO-MAN switch in AUTO, the cabin controller automatically adjusts the pneumatic pressure sent to the outflow valve to regulate cabin pressure. If there is a malfunction in the cabin controller, the automatic pneumatic circuit can be isolated from the outflow valve by selecting MAN. The outflow valve is then manually controlled with the UPDN control knob to regulate cabin pressure.
12-2
SOL VALVE (NC) ENERGIZED OPEN ON GND STATIC PORT CAB ALT LIM5 11,500 FT 1,500 FT6 CONTROL PRESSURE (VACUUM) SOURCE SOL VALVE (NC) ENERGIZED OPEN ON GND WITH CAB AIR OFF7 FILTER CAB ALT LIMITER 11,500 FT. 1, 500 FT6 REG
CABIN PRESS UP
SOL VALVE (NO) ENERGIZED CLOSED ON GND SOL VALVE (NO) ENERGIZED CLOSED IN MANUAL, ON GROUND OR ABOVE 8,750 250 FT CABIN ALT LIGHT4
JET PUMP
DN OUTFLOW VALVE 9.2 PSID1
PRESS DIFF RELIEF 9.7 PSID3
CABIN PRESS FILTER
ENG BLEED AIR SAFETY VALVE ORIFICE STATIC PORT
RATE
CURRENT AIRCRAFT
UP
MAX NORM OFF
AUTO
DN
MAN
4
RATE
FT ALT X
ENGINE BLEED AIR VACUUM CONTROL PRESSURE STATIC PRESSURE CABIN PRESSURE MODIFIED CONTROL PRESSURE
1 SL
26 24
RA
CA
DECR
INCR
BI
AI . FT NA LT X 1 0 0 0
EARLY AIRCRAFT
Figure 12-1. Pressurization System Control
RC
00
LEGEND
P R E S S U R I Z A T I O N
CABIN AIR
2
3 24
PRESS DIFF RELIEF 9.4 PSI2 STATIC

AUTO UP
ALTERNATE STATIC PORT NOSE CABIN
STATIC PRESS
DN MAN ON
C AB IN
CABIN AIR
30 25
CABIN
000 X1
TAILCONE
FILTER
3
OFF NCR
CO CABIN R NTROLLE
6 7 8 9 10
NOTE: SOLENOID VALVES DEPICTED IN FLIGHT AUTO POSTIION
SNs 35-002 TO 35-112 AND 36-002 TO 36-031
1 8.7 2 8.9
PSID PSID 3 9.2 PSID 4 10,000 FT (NO CABIN ALT LIGHT) 5 AIRCRAFT INCORPORATIONG AMK 78-5 ONLY 6 11,000 FT 1,000 FT 7 SNs 35-099 AND SUBS; 36-029 AND SUBS
12-3
12 PRESSURIZATION
Cabin Controller
In AUTO mode, the cabin controller regulates cabin pressure in relation to the altitude that is set on the altitude selector knob. Rotating the knob on the face of the cabin controller either turns a dial or aligns a window to indicate two scales with a f ixed index between them. The outer scale represents cabin altitude, and the inner scale represents aircraft altitude. For the current ECS, the cabin controller is capable of maintaining the cabin pressure at sea level with aircraft altitudes up to approximately 24,000 ft. If the aircraft is flown to an altitude higher than 24,000 ft, the cabin altitude must increase in order to maintain the same pressure differential. At an altitude of 45,000 ft, the cabin altitude will normally be approximately 6,700 ft.
UPDN lever is released to neutral, the cabin controller will return the cabin pressure to the original value.
Differential Pressure Relief Valve (Primary)

The primary differential pressure relief valve functions in association with the CABIN CONTROLLER. Its pur pose is to relieve excessive control pressure to the outflow valve in the event that cabin pressure should exceed the normal limit when operating in AUTO mode.
12 PRESSURIZATION
NOTE
The primary differential pressure relief valve does not function in MAN control. On SNs 35-002 to 35-112 and 36-002 through 36-031, the relief valve is set for 8.9 psid. On SNs 35-113 and subsequent and 36-032 and subsequent, the valve is set for 9.4 psid. During a rapid aircraft climb with a low setting on the RATE knob, it is possible to reach the differential pressure relief setting prior to reaching the selected aircraft altitude, at which time the cabin climb rate will approximate the aircraft climb rate.
Rate Control
A RATE knob is installed to the lower left of the CABIN CONTROLLER to control the rate at which the cabin climbs and descends. The RATE control knob allows variable control within the approximate limits of 175 fpm and 2,500 fpm. In AUTO mode, the CABIN CONTROLLER maintains the desired rate of climb or descent until the selected altitude is attained.
Manual Cabin Altitude Control Valve

The UPDN lever can be used to pneumatically control the outflow valve. Because of the red knob on the end of the lever, it is frequently referred to as the cherry picker. The lever is spring-loaded to the center position and is wire guarded on later aircraft to prevent inadvertent activation. The lever can be used to increase or decrease cabin altitude in either AUTO or MAN mode. However, if it is used in the AUTO mode, the CABIN CONTROLLER will also attempt to control the outflow valve; as soon as the
Cabin Altitude Limiter (For Outflow Valve)

A cabin altitude limiter is installed on SNs 35113 and subsequent, 36-032 and subsequent, and earlier SNs incorporating AMK 78-5. It functions to limit the loss of cabin pressure due to malfunctioning controller or inadvertent operation of the primary differential pressure relief valve. If cabin altitude reaches 11,000 1,000 ft on early aircraft, or 11,500 1,500 ft on later aircraft, the altitude limiter forces modulation of the outflow valve by introducing cabin pres-
12-4
sure into the control line, thereby restricting cabin altitude to the listed level.
Controller Solenoid Valves

Three solenoid-operated valves installed in the controller are used to control the routing of pneumatic control pressure to the outflow valve. All three valves are energized on the ground by the squat switch relay box, which causes the outflow valve to open, thereby depressurizing the cabin. One of the valves is used in flight to effect manual control of the outflow valve, and is referred to as the manual-mode solenoid valve (see Flight Operation-Manual). For normal automatic inflight operation, all three solenoid valves are deenergized. On the early SNs, valve actuation requires DC power from the AIR BLEED circuit breaker on the left essential bus. Later SNs require DC power from the CAB PRESS circuit breaker on the right essential bus.
The outflow valvenow isolatedholds its last attained position. When cabin altitude decreases to 8,000 ft or below, the aneroid resets and deenergizes the solenoid valve open, provided the AUTO MAN switch is in AUTO. On SNs 35-113 and subsequent and 36-032 and subsequent, the description of operation is the same as early SNs, except that the aneroid switch actuates at 8,750 250 ft, resets at 7,200 ft, andwhen actuatedcauses the amber CAB ALT annunciator to illuminate (see Annunciator Panel section). When the aneroid resets, the annunciator extinguishes. Should the above cabin altitudes be reached or exceeded, the cherry picker is the only way to control the outflow valve.
Cabin Altitude Warning Horn Aneroid Switch

Early SNs use the manual pressurization aneroid just described, while later SNs use a separate 10,100-foot cabin aneroid to sound a cabin altitude warning horn. A spring-loaded HORN SILENCE switch on the center switch panel (Figure 12-3) may be used to silence the horn. However, the horn will reactivate
Aneroid Switches
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. On SNs 35-002 to 35-112 and 36-002 to 36031, if cabin altitude increases to 10,000 ft or above, the aneroid switch completes a power circuit to the normally open manual control solenoid valve. The solenoid valve is energized closed, which isolates all automatic pneumatic circuits from the outflow valve.
Figure 12-3. HORN SILENCE and Test Control
12-5
12 PRESSURIZATION
approximately 30 seconds after being silenced with the HORN SILENCE switch. The horn will continue to reactivate after each use of the HORN SILENCE switch until the aneroid resets at a cabin altitude of 8,000 ft (early SNs) or 8,590 ft (later SNs). The rotary system TEST switch on the center switch panel (Figure 12-3) is used to test the cabin altitude warning horn. Rotating the switch to CAB ALT and depressing the TEST button provides a ground, which simulates altitude warning horn aneroid switch actuation. This test does not illuminate the CAB ALT light (if installed). During the test sequence, HORN SILENCE switch operation should also be checked.
12 PRESSURIZATION
10 seconds after the CABIN AIR switch is turned to ON to close the safety valve. The solenoid is deenergized in flight regardless of CABIN AIR switch position. On earlier SNs, the safety valve does not open on the ground.
Differential Pressure Relief Valve (Secondary)

The secondary pressure relief valve functions in association with the safety valve. Should the primary pressure relief valve not function properly, the secondary pressure relief valve forces the safety valve open to limit cabin pressure. The safety valve will relieve pressure at 9.2 psid on SNs 35-002 to 35-112 and 36002 to 36-031. On SNs 35-113 and subsequent and 36-032 and subsequent, the pressure is relieved at 9.7 psid.
CABIN SAFETY VALVE General

A pneumatically operated cabin safety valve is installed in the aft pressure bulkhead. Its purpose is to relieve a cabin overpressure or a negative pressure differential caused by a malfunction in the normal control system. In flight, it normally remains fully closed unless acted upon by the secondary differential pressure relief valve, which causes it to open due to an overpressure. In the case of a negative differential pressure condition, ambient pressure unseats the safety valve and allows an inward flow to equalize the differential.
Cabin Altitude Limiter (Secondary)

The cabin altitude limiter for the cabin safety valve serves the same purpose as the cabin altitude limiter for the outflow valve. If the secondar y differential pressure relief valve malfunctions, which causes the safety valve to open, and cabin altitude reaches 11,000 +1,000 ft on early aircraft (11,500 +1,500 ft on current aircraft), the cabin altitude limiter introduces cabin air pressure into the safety valve. This causes the valve to modulate and maintain cabin altitude at the listed value.
Operation
Operation of the safety valve is automatic in flight; there is no crew control. On SNs 35-099 and subsequent and 36-029 and subsequent, a four th solenoid valve is installed in the pneumatic control circuit to allow control of the safety valve on the ground only (i.e., engine running and BLEED AIR switches at ON). The solenoid valve is energized open when the CABIN AIR switch is turned OFF to open the safety valve; it is deenergized closed
CABIN AIR SWITCH

The CABIN AIR switch primarily controls the flow control valve as previously described in Chapter 11, Air Conditioning. Addition ally, the ON position (for current aircraft) provides electrical power for the cabin temperature sensor blower. Selecting the OFF position on aircraft subsequent to SNs 35-098 and 36-028 opens the safety valve if the aircraft
12-6
is on the ground. Early aircraft have a MAX position that opens the valve to full flow for smoke and fume elimination. Current aircraft have no position equivalent to MAX; increased airflow is achieved by positioning the BLEED AIR switches to EMER. The CABIN AIR switch uses DC power from the AIR BLEED circuit breaker on the left essential bus.
The cabin differential pressure is indicated by a circular scale on the inner portion of the indicator and a single pointer. The scale represents differential pressure from 010 psi and is divided into three bands: On early aircraft A green band from 08.9 psi A yellow band from 8.99.2 psi A red band above 9.2 psi On current aircraft A green band from 09.4 psi A yellow band from 9.49.7 psi A red band above 9.7 psi
12 PRESSURIZATION
INDICATORS CABIN ALT and DIFF PRESS Indication

Cabin altitude and differential pressure are indicated on a single indicator incorporating two scales and two pointers (Figure 12-4). Cabin altitude is indicated by a single pointer and a circular scale on the outer edge with CABIN ALT markings from 0 to 50,000 ft.
50 40 30 25
0 100 FT
CA A LB I N T
1
.5
2
CLIMB
1 10 DIF PRESS 2 9 3 8 4 7 6 5
5
UP
4 6
1 0 0 0 F T P E R M IN
0
10
.5
DOWN
CABIN
20
15
Figure 12-4. CABIN ALT and DIFF PRESS Indicator
12-7
Cabin altitude should always be equal to or less than the aircraft altitude; therefore, cabin pressure should always be equal to or greater than atmospheric pressure at the aircraft altitude. The indicator should normally read approximately 0.2 psi below the yellow arc.
Cabin Vertical Speed Indicator

The cabin vertical speed indicator (see Figure 12-4) is to the right of the cabin altimeter. It provides an indication of cabin climb or de scent rates of between 0 and 6,000 fpm.
to maintain a comfortable cabin altitude climb rate of approximately 600 fpm. As the aircraft climbs to cruise altitude, the cabin controller automatically adjusts the outflow valve to give the desired cabin climb rate until the cabin altitude reaches the altitude set on the cabin controller dial. As the aircraft continues its climb, the differential pressure increases while the cabin altitude remains constant until the aircraft arrives at the selected ACFT altitude. If it is observed that the DIFF PRESS indicator is riding on the yellow/red line, a slightly higher cabin altitude should be selected. Adjust the cabin controller as necessary when changing cruise altitude. 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.
12 PRESSURIZATION
NORMAL SYSTEM OPERATION

BEFORE TAKEOFF
During ground operation, the CABIN AIR switch is normally not turned on until just prior to takeoff unless engine bleed air is desired for cabin heating. When accomplishing the Before Starting En gines checklist in the approved AFM , the crew will normally (1) set the AUTO-MAN switch to AUTO, (2) set the expected cruise altitude on the ACFT (inner) scale of the CABIN CONTROLLER dial, and (3) set the RATE knob to approximately the 9 oclock position. When the CABIN AIR switch is turned on prior to takeoff, the flow control valve is opened, which allows engine bleed air to enter the cabin. On SNs 35-099 and subsequent and 36-029 and subsequent, there is a delay of approximately 10 seconds before the safety valve closes.
FLIGHT OPERATIONMANUAL
If the cabin controller is not functioning properly, follow the Manual Mode Operation procedures in Section 2 of the approved AFM . Manual mode operation is established when the AUTOMAN switch is placed to MAN. This closes the manual mode solenoid valve, which blocks the automatic pneumatic circuit. The UPDN lever (i.e., the cherry picker) is then used to control the outflow valve directly by using the static air source or existing cabin pressure to change position of the outflow valve, which causes the cabin to climb or descend, respectively. The manual control valve is very sensitive; even small, momentary displacements of the lever will generate signif icant cabin climb or descent rates. In manual mode, the cabin altitude must be monitored much more closely than in automatic mode, and the outflow valve position must be adjusted frequently during climbs and descents and when making power adjustments.
FLIGHT OPERATION AUTOMATIC

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 pressurization begins. The cabin altitude begins to climb at a rate based on the RATE knob setting. It should be adjusted as necessary
DESCENT
During descent for landing, destination f ield elevation should be set on the CABIN scale of
12-8
the CABIN CONTROLLER dial. The aircraft rate of descent should be controlled so that the descent rate is comfortable (approximately 600 fpm).
LANDING
As the aircraft descends and reaches the preselected cabin altitude, the outflow valve modulates toward the open position. The cabin should be unpressurized at landing. At touchdown, the squat switch relay box actuates the three pneumatic solenoid valves in the controller; this causes the outflow valve to open completely to ensure cabin depressur ization. In addition, when the CABIN AIR switch is placed to OFF, the flow control valve closes, andon SNs 35-099 and subsequent and 36-029 and subsequentan additional solenoid valve is energized open, which causes the safety valve to open.
To deactivate emergency pressurization, select MAN and toggle the spring-loaded WSHLD HT switch to OFF until the valve is closed.
SNS 35-113 AND SUBSEQUENT AND 36-032 AND SUBSEQUENT

Emergency pressurization is accomplished by routing bleed air directly into the cabin from either (or both) engine(s) through the emergency pressurization valves. This air completely bypasses the entire manifold and conditioned bleed air distribution system (see Chapter 9, Pneumatics). The valves are spring-loaded to the emergency position and require both ser vo bleed air pressure and DC power to cause them to position to normal. Cockpit control of the valves is provided by the three-position (OFFONEMER) BLEED AIR switches, while automatic positioning occurs as a result of excessive cabin altitudes or DC power failure. With the BLEED AIR switches on, a solenoid on each emergency valve is energized; this causes servo bleed air pressure to move the valve to the NORMAL position. Positioning either BLEED AIR switch to EMER deenergizes the respective solenoid, which causes the servo bleed air pressure to be blocked; the valve repositions to emergency by spring pressure. At the same time, HP air input to the shutoff and regulator valve is blocked so that only LP air is allowed to enter the cabin.
EMERGENCY PRESSURIZATION
An emergency source of pressurization bleed air is provided to increase the flow of air into the cabin in the event of a leak.
SNS 35-002 TO 35-112 AND 36-002 TO 36-031

Emergency pressurization is provided by use of the windshield anti-ice/defog system (see Chapter 10). This is accomplished by pushing the INNORMAL/OUTDEFOG knob in, then positioning the WSHLD HT AUTOMAN switch to AUTO. This causes the defog shutoff valve to fully open and also illuminates the WSHLD HT light. These actions introduce air directly into the cabin area through the pilot foot warmer and bypass possible leaks in the conditioned bleed air distribution system. To isolate such a leak, the CABIN AIR switch must then be selected OFF to close the flow control valve (see Fig ures 12-5, 12-6, and 12-7).
12-9
12 PRESSURIZATION
On SNs 35A-082, 35A-087 to 35A-112; 36A023 to 36A-031; and earlier aircraft incorporating AMK 76-7, the flow control valve is located downstream of the heat exchanger. Engine bleed air is available to the heat exchanger whenever an engine is operating and the BLEED AIR switches are on. Because of this, a pressure switch is installed in the tail cone ducting prior to the heat exchanger. Should this pressure switch actuate (which occurs at approximately 47 psi), both red BLEED AIR L and R annunciator lights illuminate to indicate the overpressure condition.
CREW OUTLETS FOOTWARMER OUTLET
12 PRESSURIZATION
TO SENSOR BLOWER MOTOR CAB HT AUTO L MAIN BUS
AUTO MAN HOT MAN
LEGEND
CABIN AIR DIFFUSERS (TYPICAL) AIR DISTRIBUTION CHECK VALVES AIR BLEED
L ESS BUS BLEED AIR (LEFT ENGINE) BLEED AIR (RIGHT ENGINE)
MAX NORM OFF
DUCT TEMP LIMITER DUCT TEMP SENSOR RAM-AIR CHECK VALVE
FLOW CONTROL VALVE
CABIN AIR
VENTURI
HOT
COOL O F F
RAM AIR IN HOT AIR BYPASS (H-VALVE)
HOT
T E M P C O N T
RAM AIR OUT CAB HT MNL

COLD
HEAT EXCHANGER
HT VAL IND
R MAIN BUS
L 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)
12-10
LEGEND
FOOTWARMER OUTLET CREW OUTLETS
CABIN TEMP SENSOR
CAB HT AUTO
L ESS BUS
DUCT TEMP LIMITER

AUTO HOT
DUCT TEMP SENSOR

MAN HOT
MAN
COOL O F F
CAB HT MNL
RAM-AIR CHECK VALVE
HOT
T E M P C O N T
RAM AIR OUT

COLD
HEAT EXCHANGER
HT VAL 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)
12-11
12 PRESSURIZATION
AIR DISTRIBUTION TO LOWER CABIN DOOR
INTERNAL DEFOG OUTLETS CREW OUTLETS FOOTWARMER OUTLET
LEGEND
BLEED AIR RAM AIR CONDITIONED BLEED AIR REGULATED SERVO AIR
TO SENSOR BLOWER MOTOR CABIN TEMP SENSOR AUX DEFOG/CREW HEATER *
12 PRESSURIZATION
SERVO BLEED AIR
AUTO COLD
CABIN AIR DIFFUSERS (TYPICAL)
AIR BLEED L ESS BUS

AIR DISTRIBUTION CHECK VALVES CHECK VALVES BLEED AIR (LEFT ENGINE) DUCT TEMP LIMITER
C A B I N C L I M A T E
EMERGENCY PRESSURIZATION VALVE BLEED AIR (RIGHT ENGINE) FLOW CONTROL VALVE VENTURI
CABIN AIR
ON
OFF
SERVO BLEED AIR
MAN
DUCT TEMP SENSOR RAM AIR CHECK VALVE RAM AIR IN HOT AIR BYPASS (H-VALVE)
HOT T E M P C O N T COLD
COOL
O F F
FAN HOT
RAM AIR OUT HEAT EXCHANGER
HT VAL IND 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.)
12-12
To reset the emergency pressurization valves after they have been positioned to emergency, the BLEED AIR switchesone at a time must be positioned to OFF momentarily, then back to ON. On SNs 35-113 to 35-658, and 36-032 to 36063 not incorporating AMK 90-3, the emergency pressurization valves are powered by the L and R MOD VAL circuit breakers on the left and right main DC buses. These circuit breakers also provide electrical power to the L and R bleed air shutoff and regulator valves. With a MOD VAL circuit breaker open, the emergency pressurization valve positions to emergency, the bleed-air shutoff and regulator valve fails open, and HP air to the shutoff and regulator valve is blocked so only LP air is allowed to enter the cabin. In this case, positioning the BLEED AIR switch to OFF will not stop airflow into the cabin since DC electrical power is required to close the bleed air shutoff and regulator valve.
See Chapter 9, Pneumatics, for additional infor mation on the bleed air shutoff and regulator valves. During the f irst engine start, the valves will automatically shift position from emergency to normal as HP servo air pressure from the engine becomes available. A slight rush of air into the cabin is normal during start. Tables 12-1 and 12-2 provide a description of the automatic protection and warning features for cabin depressurization.
12-13
12 PRESSURIZATION
The emergency pressurization valves are also controlled by two cabin aneroid switches (one for each valve). The aneroids are set to operate at 9,500 250 ft cabin altitude. Should the cabin altitude reach 9,500 250 ft, the aneroid switches deenergize the solenoids on the emergency pressurization valves, and the valves move to the emergency position. The aneroids reset when the cabin altitude decreases to approximately 8,300 ft; however, the approved AFM requires that the cabin altitude be at, or below 7,200 ft before attempting to reset the emergency pressurization valves.
On SNs 35-659 and subsequent; 36-064 and subsequent; and earlier aircraft modif ied by AMK 90-3, the emergency pressurization valves are powered by the L and R EMER PRESS circuit breakers on the left and right main DC buses. On these aircraft, the bleed air shutoff and regulator valves are powered by separate circuit breakers labeled L and R BLEED AIR, also located on the left and right main DC buses. With an EMER PRESS circuit breaker open, the emergency pressurization valve positions to emergency and the bleed air shutoff and regulator valve remains open. In this case, positioning the BLEED AIR switch to OFF will stop airflow into the cabin since DC electrical power, from the BLEED AIR circuit breaker, will be available to close the bleed air shutoff and regulator valve.
Table 12-1. AUTOMATIC PROTECTION AND WARNING FEATURESSNs 35-002 TO 35-112 AND 36-002 TO 36-031
CABIN ALTITUDE
10,000 250 ft 11,000 1,000 ft
PROTECTION AND WARNING

Pressurization aneroid automatically switches the system to manual control. Cabin altitude warning horn soundsinitiate emergency descent. Cabin altitude limiters actuate. Passenger oxygen masks are deployed and cabin overhead lights are illuminated.
12 PRESSURIZATION
14,000 750 ft
* 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.
Table 12-2. AUTOMATIC PROTECTION AND WARNING FEATURESSNs 35-113 AND SUBS. AND 36-032 AND SUBS.
CABIN ALTITUDE
8,750 250 ft 9,500 250 ft 10,100 250 ft 11,500 1,500 ft 14,000 750 ft
PROTECTION AND WARNING

Pressurization aneroid automatically switches the system to manual control. CABIN ALT caution light illuminates. Emergency pressurization valves are activated by aneroid switches, directing engine bleed air directly into the cabin. Cabin altitude warning horn soundsinitiate emergency descent. Cabin altitude limiters actuate. 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.
12-14
EMERGENCY PRESSURIZATION OVERRIDE SWITCHES

On SNs 35-605 and subsequent; 36-056 and subsequent; and earlier SNs incorporating AAK 84-4, two emergency pressurization override switches (Figure 12-8) allow the crew to over ride the 9,500-foot cabin aneroids to facilitate landing at high elevation airports. The guarded switches are labeled L and R EMER PRESS and have positions labeled OVERRIDE and NORMAL. With the guards down, the switches are in the NORMAL position. Lifting the guards and moving the
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 disconnects the 9,500-foot aneroids from the system. The switches can also be used: To reset an emergency valve that has inadvertently positioned to emergency due to a malfunctioning aneroid
12 PRESSURIZATION
To reset the emergency valves in order to restore windshield and stab/wing antiicing (at any altitude) In either case, selecting OVERRIDE must be 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 switch(es) to OFF and then to ON, provided DC power is available and the MOD VAL (or EMER PRESS, as applicable) circuit breaker(s) are in.
Figure 12-8. Emergency Pressurization Override Switches
12-15
12 PRESSURIZATION
12-16
QUESTIONS
1. To regulate cabin pressure, the cabin controller modulates the: A. Cabin safety valve B. Flow control valve C. Outflow valve D. Primary differential pressure relief valve Illumination of the amber CABIN ALT light (if installed) indicates: A. Cabin altitude is at or above 8,750 250 ft, and the pressurization control system is in manual mode B. Cabin altitude is at or above 8,750 250 ft, and the pressurization control system may be in either AUTO or MAN mode C. Cabin altitude is at or above 9,500 250 ft, and the emergency pressurization mode has activated D. The CABIN AIR switch is in the OFF position On aircraft with emergency pressurization valves, if DC power fails: A. Cabin pressurization must be controlled manually with the UPDN knob B. Cabin pressure will dump C. The emergency pressurization valves automatically actuate to provide emergency cabin pressure D. The flow control valve fails closed The cabin altitude warning horn sounds when cabin altitude reaches approximately: A. 8,750 ft B. 9,500 ft C. 10,100 ft D. 11,500 ft 5. To dump residual cabin pressure on touchdown: A. The outflow valve opens automatically B. The cabin safety valve opens automatically C. The flow control valve closes automatically D. The bleed air shutoff and regulator valves close automatically On aircraft without the emergency pressurization valves, if DC power fails: A. The windshield anti-ice/defog system can be used in the event of a pressurization failure B. The cabin will remain pressurized, but emergency pressurization capability will be lost C. The flow control valve fails closed D. The bleed air shutoff and regulator valves fail closed On all aircraft, if DC power fails: A. Pressurization control reverts to manual control B. The manual mode of pressurization control cannot be selected or maintained C. Cabin pressure is not controlled D. The cabin slowly depressurizes
2.
6.
3.
7.
4.
12-17
12 PRESSURIZATION
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
13-i
ILLUSTRATIONS
Figure 13-1 13-2 Title Page
Controls and Indicators.......................................................................................... 13-2 Hydraulic System Schematic ................................................................................. 13-3
13-iii
CHAPTER 13 HYDRAULIC POWER SYSTEMS
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 installed) 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 engine bleed air ensures a positive supply of MIL-H-5606 fluid to both engine-driven pumps and to the auxiliary pump. The 4 gpm, variable-volume, engine-driven pumps are supplied from supply lines connected to the side of the reservoir at approximately the 0.4gallon level. This limits the amount of fluid the engine-driven pumps can deliver to a sysRevision .02
tem leak and reserves fluid for the auxiliary pump that is connected to the bottom of the reservoir. Hydraulic shutoff valves installed at the reservoir in each engine-driven pump supply line can be closed from the cockpit in the event of f ire or when maintenance is to be performed.
13-1
An accumulator precharged with dry air or nitrogen dampens pressure surges and helps maintain system pressure. A direct-reading indicator on the center instr ument panel displays system pressure. An amber annunciator light warns of low pressure. There are three f ilters in the system: one in each pressure line and one in the return line. A system relief valve set to open at 1,700 psi prevents system damage by porting excessive pressure into the return line. Pressure from the engine-driven pumps is available to actuate the spoilers/spoilerons, flaps, landing gear, brakes, and TR 4000 thrust
(STANDARD) 13 HYDRAULIC POWER SYSTEM
reversers (if installed). A check valve prevents auxiliar y pump actuation of the spoilers/ spoilerons. The reservoir and the accumulator are located in the tail cone. Reservoir fluid level should be just above the sight glass with zero system pressure. Fluid is low if the level can be seen in the glass or if fluid is not visible. Accumulator precharge, indicated by the gage on the accumulator, should be 750 psi when hydraulic pressure is zero. Controls and indicators for the system are shown-in Figure 13-1.
LOW HYD
Figure 13-1. Controls and Indicators
13-2
HYDRAULIC SYSTEM OPERATION

Unless there is residual hydraulic system pressure, the auxiliary hydraulic pump must be operated to provide pressure for setting the parking brakes prior to engine start. Placing the HYD PUMP switch in the on (HYD PUMP) position starts the auxiliary pump, assuming b o t h e n g i n e s a r e s h u t d ow n a n d s y s t e m pressure is below 1,125 psi (Figure 13-2).
As pressure increases, a pressure switch actuates at 1,250 psi to extinguish the amber LOW HYD light on the annunciator panel. (see Annunciator Panel section.) At approximately 1,250 psi, the pressure switch stops the auxiliary pump. The HYD PUMP switch should then be positioned to OFF, where it normally remains unless flap operation is required prior to engine start. The LOW HYD light will illuminate if pressure drops below 1,125 psi. If the HYD PUMP switch is left on, the pressure switch will cycle the pump between 1,125 psi and 1,250 psi.
FILTER
ENGINE BLEED AIR
REGULATOR
OVERBOARD
VACUUM RELIEF VALVE
CASE DRAIN LINE ENGINE-DRIVEN PUMPS
GROUND SERVICE
GROUND SERVICE 28 ON VDC OFF
28 VDC 1,250 PSI 1,125 PSI
LOW HYD
AUXILIARY HYDRAULIC PUMP SWITCH
AUXILIARY PUMP 50A
LEGEND
SPOILERS/ SPOILERONS FLAPS GEAR DOORS GEAR BRAKES PRESSURE SUPPLY RETURN ACCUMULATOR (750-PSI AIR) 1,700-PSI RELIEF DEE HOWARD THRUST REV (IF INSTALLED) AIR/NITROGEN REGULATED BLEED AIR
Figure 13-2. Hydraulic System Schematic
13-3
PRESSURE RELIEF VALVE (20 PSI)
In the event of engine f ire or when maintenance is to be performed, the DC motor-driven shutoff valves can be closed by pulling the appropriate FIRE handle on the glareshield. Pulling either handle also ar ms the f ireextinguisher system; therefore, if valve closing is to facilitate maintenance, the applicable FIRE EXT circuit breaker(s) should be pulled to prevent accidental discharge of the bottles; the shutoff valves are opened by pushing in the appropriate handle(s). The shutoff valves operate on DC power supplied through the L and R FW SOV circuit breakers on the left and right essential buses, respectively. After starting the f irst engine, the HYDRAULIC PRESSURE indicator should be checked to verify engine-driven pump operation. Pressure should stabilize at 1,550 25 psi, indicating that the engine-driven pump is operating properly. When the second engine is started, there is no change in pressure indication, but capacity is doubled. There is no positive indication that the second pump is operating properly; therefore, after landing, operation of the second pump can be verified by shutting down the engine started f irst and actuating a hydraulic subsystem. If an engine-driven pump fails in flight, the other engine-driven pump is capable of meeting system demands.
Loss of fluid due to a system leak is the most probable cause of complete loss of hydraulic pressure. If all hydraulic system pressure is lost, the LOW HYD light will illuminate as pressure decreases below 1,125 psi. Do not operate the auxiliary pump until alternate landing gear extension procedures have been accomplished, as directed by the approved AFM . Otherwise, the auxiliary pump may discharge the 0.4 gallon of reserve fluid through the same leak. There is no CB protection in the cockpit for the auxiliary pump; it is powered directly from the batter y charging bus through a 50 A current limiter.
HYDRAULIC SUBSYSTEMS
Operation of hydraulic subsystems is presented in Chapter 14, Landing Gear and Brakes; Chapter 15, Flight Controls (flaps and spoiler/spoilerons); and Chapter 7, Powerplant (Dee Howard TR 4000 thrust reversers).
13-4
QUESTIONS
1. Normal hydraulic system pressure with the engine-driven pumps operating is: A. 1,400 50 psi B. 1,550 25 psi C. 1,650 psi D. 1,700 psi The hydraulic shutoff valves are closed: A. By pulling the engine FIRE handles B. Automatically when the FIRE warning light comes on C. By the GEN switch in the OFF position D. By the BLEED AIR switches In the event of hydraulic system pressure failure in flight: A. Immediately turn the HYD PUMP switch on B. Turn the HYD PUMP switch on when 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 checklist 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 Failure/Alter nate Gear Extension checklist In the event of hydraulic system failure, the LOW HYD light will illuminate at: A. 1,125 psi B. 1,500 psi C. 1,250 psi D. 850 psi During a hydraulic system failure, do not operate the following subsystem using the auxiliary hydraulic pump: A. Landing gear B. Spoilers C. Brakes D. Flaps 6. The approved fluid for the hydraulic system is: A. MIL-H-5606 B. MIL-O-M-332 C. Skydrol D. MIL-H-2380 The operational time limit of the auxiliary pump is: A. 5 minutes on, 15 minutes off B. 5 minutes on, 25 minutes off C. 3 minutes on, 20 minutes off D. 2 minutes on, 30 minutes off
2.
7.
8. 3.
The auxiliary hydraulic pump will provide approximately: A. 1,200 psi B. 1,550 psi C. 1,700 psi D. 1,250 psi If DC electrical power is applied to the aircraft and residual hydraulic pressure is 1,450 psi: A. The auxiliary hydraulic pump will not operate when the HYD PUMP switch is on B. The LOW HYD light will be out C. 1 , 4 5 0 p s i w i l l b e s h ow n o n t h e HYDRAULIC PRESSURE indicator D. All the above
9.
4.
5.
13-5
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 NOSEWHEEL STEERING................................................................................................ 14-15 Operation ..................................................................................................................... 14-17 QUESTIONS ...................................................................................................................... 14-19
14 LANDING GEAR AND BRAKES
14-i
ILLUSTRATIONS
Figure
14-1 14-2 14-3 14-4 14-5 14-6 14-7 14-8 14-9 14-10 14-11 14-12 14-13
Title
Page
Gear Position Indicator Lights ............................................................................... 14-2 Gear Position Indications ....................................................................................... 14-3 Main Gear .............................................................................................................. 14-4 Nose Gear .............................................................................................................. 14-5 Nose Gear Centering Cams.................................................................................... 14-5 Landing Gear Retracted ......................................................................................... 14-7 Landing Gear Extended ......................................................................................... 14-9 Emergency Air Pressure Indicator....................................................................... 14-10 Alternate Extension Controls .............................................................................. 14-10 Alternate Landing Gear Extension ...................................................................... 14-11 Brake System Schematic ..................................................................................... 14-13 Nosewheel Steering System................................................................................. 14-16 Nosewheel Steering System Controls.................................................................. 14-17
14-iii
CHAPTER 14 LANDING GEAR AND BRAKES
INTRODUCTION
The retractable landing gear is electrically controlled and hydraulically operated. The main gear incorporates dual wheels equipped with individual hydraulic brakes and 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 str uts. The main gear outboard doors are mechanically linked to the gear assemblies and move with them. The inboard doors are hydraulically operated and close when the gear is fully extended or retracted. An air bottle is provided for alternate gear extension and emergency braking. The gear actuators incorporate integral downlocking devices; downlock
Revision .02
pins are not required. Gear position indications are displayed on the copilot instrument panel. The hydraulic brake system is controlled by four valvestwo for each pilotlinked to the rudder pedals. Hydraulic system pressure is metered to the self-adjusting multiple disc brake assemblies in proportion to pedal deflection.
14-1
T h e a n t i s k i d s y s t e m p r ov i d e s m a x i m u m deceleration without skidding the tires. When the system is operating, wheel speed transducersgeneratorsfur nish wheel speed information to a control box that signals the antiskid servo valves to modulate braking pressure. The parking brake is set by pulling a handle on the throttle quadrant and depressing the brake pedals; this traps hydraulic pressure in the brake assemblies. The variable authority, electric nosewheel steer ing system operates only on the ground. When the system is engaged, a computer determines the amount of nosewheel deflection allow ablebased on rudder pedal movement and taxi speedand uses a DC electric motor to deflect the nosewheel accordingly. Maximum authority is 45 either side of center at slow speeds, which decreases as speed increases.
The nose gear red UNSAFE light is illuminated when the nose gear is in transit (i.e., neither down-and-locked nor up-and-locked). When the nose gear is locked in either the up or the down posi tion, the light extinguishes. T h e t wo m a i n g e a r r e d U N S A F E l i g h t s illuminate whenever the respective main gear door is unlocked. As each inboard door latches up during extension or retraction, the corresponding red light extinguishes. Indications for gear down-and-locked, upand-locked, and in-transit conditions are shown in Figure 14-2. If the gear is extended with the alternate the pneumaticsystem, all three green lights and the two main gear red lights illuminate; both main gear doors remain fully extended.
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.
Gear Position Lights

The three green LOCKED DN lights (Figure 14-1) are illuminated by their respective downlock switches on the gear actuators. As each gear locks down, the corresponding green LOCKED DN light illuminates. During gear retraction, the lights extinguish when the downlocks are hydraulically released.
Figure 14-1. Gear Position Indicator Lights
14-2
The position lights are tested by holding the TEST/MUTE switch on the LANDING GEAR panel in the TEST position. All six lights will illuminate and the warning horn will sound. The lights can be dimmed with the dimming rheostat (Figure 14-1) if the navigation lights are on; otherwise, they will be at maximum intensity. Circuitry related to the left and right main gear green position lights is common with the landing/taxi light for that side. Conf irmation of main gear downlockingafter bulb testingcan be made by switching on the respective LDG LTS switch. Nose gear green light circuitry is common with the engine synchronizing system (if installed). Confirmation of nose gear downlocking (after bulb testing) is made by positioning the ENG SYNC switch on the pedestal to ENG SYNC (on) and observing that the amber ENG SYNC light on the annunciator panel illuminates.
Landing Gear Warning System

The aural warning horn will sound and three red UNSAFE lights will illuminate when all of the following conditions are present: Landing gear is not down-and-locked Altitude is less than 14,500 500 ft Either thrust lever is retarded below approximately 5560% N 1 . Airspeed is below 170 KIAS (FC 530 aircraft only) At altitudes above 14,500 500 ft, the horn will not sound when the thrust levers are retarded, and the UNSAFE lights may illuminate. The horn also sounds when the flaps are extended beyond 25 if the landing gear is not down-andlocked, regardless of thrust lever position or altitude. 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 the thrust levers are retarded and the gear is not down-and-locked. The horn cannot be muted when the gear is not down-and-locked and the flaps are extended beyond 25.
UNSAFE LOCKED DN TEST MUTE

DN
BRT
UP
LANDING GEAR
UP AND LOCKED
UNSAFE LOCKED DN TEST MUTE

DN
BRT
UP
LANDING GEAR DIMMING RHEOSTAT
IN TRANSIT
UNSAFE LOCKED DN TEST MUTE LANDING GEA

DN
BRT
UP
DOWN AND LOCKED
Figure 14-2. Gear Position Indications
14-3
MAIN GEAR COMPONENTS

Each main gear consists of the following: Conventional air-hydraulic shock strut Dual wheels Scissors Squat switch Main gear actuator Inboard and outboard doors Inboard door actuator (Figure 14-3) The main gear hydraulic actuator also serves as a side brace when the gear is extended. It features an integral downlock mechanism that can be unlocked only by hydraulic pressure on the retract side; therefore, no downlock pins are provided. Each main gear scissors link actuates a squat switch.
The main gear is hydraulically held in the retracted position and enclosed by an outboard door and an inboard door. The outboard door is mechanically linked to, and travels with, the gear. The inboard door is hydraulically actuated, electrically sequenced by microswitches, and held retracted by hydraulic pressure and a spring-loaded, overcenter uplatch that is released by a hydraulic actuator. Proper shock strut inflation is an important consideration. When the aircraft weight is on the gear, the amount of strut extension will vary with the aircraft load. With a full fuel load and no passengers or baggage aboard, 3 to 3.5 inches of bright surface should be visible on the lower portion of the main gear strut.
Main Gear Wheel and Tires

Each main gear wheel incorporates a fusible plug that prevents tire blowout due to excessive heat resulting from hard braking. Tires must be changed when the tread has worn to the base of any groove at any location or if the cord is exposed. Main gear tire pressure is determined by aircraft gross weight certification.
NOSE GEAR COMPONENTS

The nose gear consists of an air-hydraulic shock strut incorporating a self-centering device, a nosewheel steering actuator, and mechanically operated doors (Figure 14-4). The nose gear strut is conventional with two exceptions: it does not have a scissors, and the nosewheel steering actuator motor is mounted on top of the strut housing.
Figure 14-3. Main Gear
14-4
Because the cams cannot center the wheel if it is swiveled 180 from the normal position, the nose gear should be checked on the exterior inspection to ascertain that the gear uplatch roller is facing forward.
Figure 14-4. Nose Gear
The nose gear actuator incorporates an integral downlock mechanism to maintain a positive downlocked condition; therefore, a downlock pin is not required. As with the main gear a c t u a t o r, t h e l o c k i n g m e c h a n i s m c a n b e released only by hydraulic pressure on the retract side. The gear is held retracted by hydraulic pressure and a spring-loaded uplatch hook that engages the uplatch roller on the forward side of the strut. The uplatch hook is released by a hydraulic actuator.
When retracted, the nose gear is enclosed by two doors that are linked to, and travel with, the gear. An improperly centered nosewheel could jam in the wheel well; therefore, the nose strut incor porates a self-centering mechanism. At liftoff, two cams within the strut are engaged by strut air pressure to center the wheel (Figure 14-5). Since nosewheel centering depends on air pressure in the strut, proper inflation of the strut is especially important. When the aircraft weight is on the gear, the amount of strut extension will vary with aircraft load. With a full fuel load and no passengers or baggage aboard, 5.25 to 5.75 inches of bright surface should be visible on the lower portion of the nose gear strut.
Figure 14-5. Nose Gear Centering Cams
Nose Gear Wheel and Tire

The nosewheel tire is chined to deflect water or slush spray (up to 0.75 inch deep) away from the engine intakes during takeoff or landing. Nosewheel tire pressure should be maintained at from 104 to 114 psi when the aircraft is loaded and the crew is in the cockpit.
14-5
OPERATION
The landing gear system incorporates two solenoid operated hydraulic control valves: one for operation of the main gear inboard doors and one for gear operation. Both inboard doors must be fully open before the gear can be extended or retracted. The door control valve is energized to the dooropen position when the landing gear selector switch is placed in either the UP or DN position. It is energized to the door-close position by main gear operated switches when both gear are fully retracted or down-and-locked. The gear control valve is energized to the extend or retract position by switches sensing the full open position of both main gear inboard doors. During retraction, the circuit is routed through both squat switches to ensure that the aircraft is off the ground before the valve can be energized to the retract position. Normal landing gear operation requires DC power supplied through the GEAR circuti breaker on the right essential bus.
Normal Retraction
Positioning the landing gear selector switch to UP energizes the door control valve to the open position; this directs pressure to release the main gear inboard door uplatches and to open the doors. The two red main gear UNSAFE lights illuminate simultaneously with uplatch release. When both inboard doors are fully open, the door-open switches are actuated. When both door-open switches are actuated and both squat switches are in the airborne position, the gear control valve energizes to the retract position; hydraulic pressure is directed to retract the landing gear (Figure 14-6). The three green LOCKED DN lights extinguish, and the red nose gear UNSAFE light illuminates. When the nose gear fully retracts, the red nose gear UNSAFE light extinguishes. When both main gear fully retract, two gear-up trunnion switches actuate to energize the door control valve to the closed position. Pressure closes the gear inboard doors, which lock in position by spring tension on the door uplatches; the two red main gear UNSAFE lights extinguish.
14-6
OVERBOARD GEAR CONTROL VALVE GEAR ALTERNATE EXTENSION CONTROL VALVE
TO EMERGENCY BRAKES TO BRAKE SYSTEM EMER AIR BOTTLE PRIORITY VALVE
EXTEND
SOL
RETRACT
SOL
SOL
SOL
DOOR CONTROL VALVE
UPLATCH ACTUATOR MAIN GEAR ACTUATOR UPLATCH NOSE GEAR ACTUATOR UPLATCH ACTUATOR UPLATCH DOOR ACTUATOR MAIN GEAR ACTUATOR GEAR INBOARD DOOR UPLATCH UPLATCH ACTUATOR DOOR ACTUATOR
LEGEND
SYSTEM HYDRAULIC PRESSURE RETURN AIR PRESSURE
14-7
Figure 14-6. Landing Gear Retracted
Normal Extension
Positioning the landing gear selector switch to DN energizes the door control valve to the open position; this directs pressure to release the main gear inboard door uplatches and to open the doors. The two red main gear UNSAFE lights illuminate simultaneously with uplatch release. When both inboard doors are fully open, the door-open switches actuate to energize the gear control valve to the down position; this directs pressure to release the nose gear uplatch and extend the nose and main gear (Figure 14-7). The red nose gear UNSAFE light illuminates.
When the gear is fully down-and-locked, the three green LOCKED DN lights illuminate and the red nose gear UNSAFE light extinguishes. Circuitry is completed by both main gear downlock switches to energize the door control valve to the closed position. Pressure closes the gear inboard doors (Figure 14-7), which lock in position by spring tension on the door uplatches; the two red main gear UNSAFE lights extinguish.
14-8
OVERBOARD GEAR CONTROL VALVE
GEAR ALTERNATE EXTENSION CONTROL VALVE TO EMER BRAKES EXTEND

SOL
RETRACT
SOL
TO BRAKE SYSTEM
SOL SOL
EMER AIR BOTTLE
PRIORITY VALVE
DOOR CONTROL VALVE
UPLATCH ACTUATOR MAIN GEAR ACTUATOR DOOR ACTUATOR UPLATCH
MAIN GEAR ACTUATOR
UPLATCH NOSE GEAR ACTUATOR
UPLATCH ACTUATOR UPLATCH
UPLATCH ACTUATOR DOOR ACTUATOR GEAR INBOARD DOOR
LEGEND
SYSTEM HYDRAULIC PRESSURE RETURN AIR PRESSURE
14-9
Figure 14-7. Landing Gear Extended
Alternate Extension
The alter nate gear extension system is pneumatically operated by a bottle charged to 1,8003,000 psi with dry air or nitrogen. Bottle p r e s s u r e i s s h ow n o n t h e d i r e c t - r e a d i n g EMERGENCY AIR indicator on the center in strument panel (Figure 14-8). The bottle also provides pressure for emergency braking.
Operation
Pushing the emergency gear lever down opens a valve to release air bottle pressure to position the gear control and door control valves to the extend position (Figure 14-10). This provides a return flow path for fluid in the retract side of the gear and door actuators. The air pressure also repositions the shuttle valves to accomplish the following: Release the nose gear uplatch and the main gear door uplatches Open the main gear inboard doors Extend all three gear Since no provision is made to close the main inboard doors, the two main gear red UNSAFE lights remain illuminated. The three green LOCKED DN lights illuminate. In a hydraulic failure situation, after the gear is down-and-locked, air pressure must be bled from the gear system by lifting the release tab (see Figure 14-9) and raising the emergency gear lever to the normal position. This closes the valve on the emergency air bottle and isolates air pressure from the gear system; in turn, this prevents a possible leak in the gear system from depleting air pressure that might be required for emergency braking.
EMERGENCY GEAR LEVER
180 0
300 500
PSI X 10
E MERGENCY
AIR
RELEASE TAB
Figure 14-8. Emergency Air Pressure Indicator
Before using the system, place the landing gear selector switch (see Figure 14-2) in DN and pull the GEAR circuit breaker on the right essential bus. This prevents inadvertent gear retraction after successful extension. The system is activated by pushing down the emergency gear lever on the right side of the pedestal (Figure 14-9). A ratchet on the lever keeps it in the down position once activated; it can be raised only by manually actuating the release tab while simultaneously lifting the emergency gear lever.
Figure 14-9. Alternate Extension Controls
14-10
OVERBOARD TO EMERGENCY BRAKE VALVE
GEAR ALTERNATE EXTENSION CONTROL VALVE
GEAR CONTROL VALVE
EXTEND
RETRACT
SOL
SOL
TO BRAKE SYSTEM PRIORITY VALVE
SOL
SOL
EMER AIR BOTTLE
DOOR CONTROL VALVE MAIN GEAR ACTUATOR UPLATCH ACTUATOR UPLATCH UPLATCH MAIN GEAR ACTUATOR DOOR ACTUATOR DOOR ACTUATOR UPLATCH ACTUATOR
UPLATCH ACTUATOR
UPLATCH
NOSE GEAR ACTUATOR
LEGEND
AIR PRESSURE RETURN
GEAR DOOR
14-11
Figure 14-10. Alternate Landing Gear Extension
If alternate extension is required due to an electrical fault, the emergency gear lever must remain in the down position to prevent subsequent inadvertent retraction of the gear.
assemblies). The first set of shuttle valves determines whether the pilot or copilot has control of the brakes (i.e., highest pressure 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 and rotating discs together against a backing plate to produce braking action. Depressing one pedal applies both brakes on the corresponding main gear; therefore, differential braking is available, if required. Releasing pedal pressure repositions the brake valve; springs in the brake assembly force fluid back through the brake valves to the reservoir, thereby releasing the brakes. During gear retraction, a restrictor in the nose gear return line creates back pressure on the brakes that is sufficient to stop the wheels from rotating prior to their entry into the wheel wells. A priority valve, also in the nose gear downline, ensures proper gear sequencing during retraction by restricting hydraulic pressure applied to the nose gear actuator while full system pressure is being applied to the main gear actuators. When taxiing through slush or snow, frequent brake applications create friction heat that may prevent the brakes from freezing. If a takeoff is made in slush or snow, the wheels should be allowed to spin down for approximately one minute prior to gear retraction. This slings off accumulated slush and minimizes the possibility of the brakes freezing. If frozen brakes are suspected after the gear is extended for landing, the antiskid switch should be positioned to off, and the brakes applied 6 to 10 times to break up any possible ice formations. The antiskid switch should be turned back to on prior to landing.
BRAKES
The brake system (Figure 14-11) is powered by hydraulic pressure from the nose gear downextendline. The brakes can be applied by either pilot. The system has four multidisc, self-adjusting brake assembliesone for each main gear wheeloperated by power brake valves linked to the top section of the rudder pedals. The left pedals control both brake assemblies on the left gear; the right pedals control the brake assemblies on the right gear. Braking force is in direct proportion to pedal application unless modulated by the antiskid system. The antiskid system, monitored by the red antiskid gen warning lights, permits stopping in the shortest possible distance for any given 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 annunciator lights in Annunciator Panel section). Parking brakes can be set by pulling a handle on the center pedestal. A pneumatic emergency brake system is used to stop the aircraft if hydraulic pressure is lost. Neither antiskid protection nor differential braking is available during emergency braking.
NORMAL OPERATION
When either pilot depresses a brake pedal, the associated brake valve meters system hydraulic pressure through shuttle valves (one in each main pressure line), parking brake valves, antiskid valves, brake fuses, and a second set of shuttle valves (one for each of the four brake
14-12
TO RESERVOIR FROM NOSE GEAR DOWN LINE
PILOT BRAKE VALVE
PILOT BRAKE VALVE
COPILOT BRAKE VALVE
COPILOT BRAKE VALVE
PARK BRAKE
GEAR ALTERNATE EXTENSION CONTROL VALVE PARKING VALVES BRAKE AIR BOTTLE
ANTISKID DISCONNECT SWITCH WARN LIGHT CB ON ANTI SKID OVERBOARD
EMERG BRAKE VALVE
OFF TO RESERVOIR SERVO SERVO
BRAKE FUSE
ANTISKID VALVE SOLENOID SHUTOFF SERVO SQUAT SWITCH SOLENOID SHUTOFF
ANTISKID VALVE
SERVO SQUAT SWITCH
ANTISKID CONTROL BOX
LEGEND
SYSTEM PRESSURE METERED BRAKE PRESSURE ANTI-SKID GEN RETURN EMERGENCY BRAKE AIR PRESSURE ELECTRICAL MECHANICAL
*PARKING BRAKE LIGHT SNs 35-626 35-627, 35-630, AND SUBS., 36-056 AND 36-059 AND SUBS.
Figure 14-11. Brake System Schematic
14-13
ANTISKID
One of two antiskid systems may be installed. The early system was standard on SNs 35-002 to 35-066 and 36-002 to 36-017. The later system is standard on SNs 35-067 and subsequent and 36-018 and subsequent; it may also be retrof itted to early aircraft by AAK 76-4. The two systems are similar and are discussed together with the differences being noted. The antiskid system limits braking on each main gear wheel independently to allow maximum braking under all runway conditions without tire skidding. The system consists of the following: Four wheel speed transducers (one on each main wheel) Two antiskid control valves Control box Monitor lights Lever-locking ANTISKID switch on the center instrument panel Aircraft with the early antiskid system have test provisions on the system rotary test switch. On these aircraft, the system is tested during the Before Taxi check in accordance with the approved AFM . The ANTISKID switch should be positioned to OFF after testing unless the aircraft incorporates AAK 75-1 or AMK 76-3, in which case it can be left on. On aircraft with the later system, no testing is required; the switch is normally left in the ON position. The antiskid system is not required to be opera tional for flight. However, if a malfunction is indicated by illumination of red ANTI-SKID GEN light(s), it must be assumed that antiskid protection is lost on the associated wheel. Take off and landing data must be computed accordingly. The system uses DC power from the ANTISKID circuit breaker on the right main DC bus.
Operation
The following conditions must exist for operation of the antiskid system: The ANTISKID switch must be on Both squat switches must be in the ground mode (left for outboard, right for inboard) The parking brake must be released Taxi speed must be above 8 to 10 kt (wheel speed, 150 rpm) At high speed, with the ANTISKID switch on and brakes applied, the control box receives and analyzes wheel speed inputs from the transducer on each main wheel (see Figure 14-11). If any wheel deceleration rate reaches a predetermined limit, the applicable servo valve will modulate braking force on the corresponding brake by diverting pressure into the return line. With the gear extended in flight, the braking sys tem is disabled. When the main gear squat switches go airborne, all braking pressure is diverted into the return line (as though all wheels were in a full-skid condition). This precludes the possibility of touching down on the next landing with brakes inadvertently applied. Further, at the moment of touchdown, the squat switches initiate a requirement for a 150-rpm wheel spinup or a one to two second delay, thus enabling the control box to sense realistic wheel speeds before normal braking can begin. If the brakes are to be applied in flight to break up suspected ice accumulations, the ANTISKID switch must f irst be positioned to OFF. Position the switch to ON prior to landing. At low taxi speeds (wheel speed below 150 rpm and 810 kt), the antiskid system is inoperative. The system is automatically disconnected when the parking brakes are set; however, the red ANTI-SKID GEN lights will not illuminate.
14-14
Four red ANTI-SKID GEN lights monitor circuitry from each wheel speed transducer and individually illuminate if a fault is detected. Cycling the ANTISKID switch to OFF then back to ON may clear the fault. All four lights illuminate if power to the control box is lost or if the ANTISKID switch is off.
to the stop. If the PARKING BRAKE handle is not pushed in to the stop, the parking brakes may be released, but the antiskid disconnect switch may not actuate to enable the antiskid system. The ANTI-SKID GEN lights will not illuminate, and subsequent heavy braking will result in wheel skids. On SNs 35-626, 35-627, 35-630 and subsequent, 36-056, and 36-059 and subsequent, an additional PARK BRAKE light is just above the ANTI-SKID GEN lights. The PARK BRAKE light illuminates if the parking brake handle is not in the completely forwardre leasedposition.
EMERGENCY BRAKES
Pneumatic emergency brakes are provided for use in the event of normal brake system failure. Antiskid protection, differential braking, and parking brakes are not available while using the emergency brakes. To apply brakes with the emergency system, the EMER BRAKE handle must be pulled out of its recess (see Figure 14-11) and pressed downward. This meters pressure from the emergency air bottle through four shuttle valves to the brake assemblies in proportion to handle movement. Releasing the handle stops flow from the bottle and allows applied air pressure to vent overboard, which releases the brakes.
NOSEWHEEL STEERING
The electrically actuated nosewheel steering system has variable authority, as determined by signals from the left inboard and both right wheel speed transducers. System components also include a r udder pedal follow-up, a computer-amplifier, and a DC steering actuator motor (Figure 14-12). AC and DC power is supplied through the NOSE STEER circuit breake r s o n t h e l e f t AC a n d l e f t m a i n b u s e s , respectively. The steering actuator, which is on top of the nose strut, steers the nosewheel through a gearbox and an electrical clutch. When the aircraft is on the ground, the clutch engages whenever DC power is applied to the electrical system; this allows the steering actuator to function as a shimmy damper even with steering disengaged. If DC power is lost or the DC NOSE STEER circuit breaker is out, the nosewheel is free to swivel, and the shimmy damper is inoperative. Prior to towing, electrical power should be removed from the aircraft. It is possible to misalign the nosewheel more that 90 from normal during towing; therefore, the nose gear uplock roller on the nose gear strut must be pointing forward prior to flight.
PARKING BRAKES
Normal hydraulic system pressure from either engine-driven pump or the auxiliary pump can be used to set the parking brakes. Pulling the PARKING BRAKE handle on the center pedestal mechanically closes both parking brake valves (see Figure 14-11). The closed valves function as one-way check valves, which allow pressure from the pilot or copilot brake valves to be trapped in the brake assemblies. To set the parking brakes, pedal pressure must be applied and the parking brake handle pulled out, but not necessarily in that order. Setting the parking brake opens the antiskid disconnect switch (see Figure 14-11) to disconnect the antiskid system and prevent inadvertent loss of brake pressure. To release the parking brakes, the PARKING BRAKE handle must be pushed in all the way
14-15
28 VDC
STEER LOCK BUTTON STEER ON CONTROL WHEEL MASTER SWITCHES
NOSE GEAR UPLOCK SWITCH (RELEASED)
RUDDER PEDAL FOLLOW-UP
115 VAC
WHEEL SPEED TRANSDUCERS
LEFT INBOARD RIGHT INBOARD RIGHT OUTBOARD
NOSEWHEEL STEERING COMPUTER
AC
SQUAT SWITCH RELAY BOX
AC

*LEFT MAIN GEAR DOWNLOCK SWITCH *SNs 35-134 AND SUBS. AND 36-036 AND SUBS.; NOSEWHEEL DOWNLOCK SWITCH EARLIER AIRCRAFT.
REVERSIBLE MOTOR CLUTCH NOSEWHEEL STRUT FOLLOW-UP
NOSEWHEEL STRUT
Figure 14-12. Nosewheel Steering System
14-16
Steering authority varies from a maximum of 45 either side of center at speeds below 10 kt and decreases as groundspeed increases. At the maximum steering speed of 45 kt, authority falls to approximately 8.
OPERATION
With the squat switches in ground mode, 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 switch or by depressing and holding the control wheel master switch (MSW) on either control wheel (Figure 14-13). STEER LOCK is disengaged by momentarily depressing either control wheel master switch.
When steering engages, the green STEER ON annunciator illuminates. A rudder pedal foll 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 directional signals modified by the computeramplif ier input from the wheel speed transducers. The computer-amplif ier drives the steering actuator in the appropriate direction until it is stopped by a signal from a follow-up located in the drive gearbox. If the nosewheel steering system is inoperative, differential power and braking can be used to taxi the aircraft. Since variable authority steering is dependent 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.
CENTER PEDESTAL CONTROL WHEELS
Figure 14-13. Nosewheel Steering System Controls
14-17
14-18
QUESTIONS
l Emergency air pressure can be used for: A. Gear extension and parking brake B. Gear, flaps, spoilers, and brakes C. Gear extension and brakes D. Gear extension, flaps, and brakes Prior to takeoff, the EMERGENCY AIR pressure indicators should indicate: A. 1,800 to 3,000 psi B. Minimum 1,700 psi C. 3,000 to 3,350 psi D. Maximum 1,750 psi During normal gear operation, main gear inboard doors and the main gear are sequenced by: A. Microswitches B. Emergency air pressure C. Mechanical linkage D. Both A and B Automatic brake snubbing is provided during gear retraction by restricting return fluid from the: A. Antiskid system B. Engine-driven pumps C. Squat switches D. Landing gear system After an emergency gear extension, the gear position light indication should be: A. Three green B. Three green, two red C. Three red, two green D. Three red, three green 7. 6. Three gear UNSAFE lights will be on and the gear warning horn sounds when the: 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 LOCKED DN lights are on B. Gear is down, thrust levers are above approximately 70% N 1 , and altitude is below 14,500 500 ft C. Gear is up, thrust levers are below approximately 5560% N 1 , altitude is below 14,500 500 ft and, on FC 530 aircraft, airspeed is below 170 KIAS D. Flaps are extended below 25, regardless of altitude With the flaps extended beyond 25 and the gear not down-and-locked, the warning horn: A. Will sound, but can be muted B. Will not sound C. Will sound, but cannot be muted D. None of the above Illumination of a red main gear UNSAFE light indicates: A. The corresponding main gear is not down-and-locked B. The corresponding main gear is not up-and-locked C. The corresponding main gear inboard door is not fully closed D. The corresponding main gear inboard door is locked in the closed position The red nose gear UNSAFE light will be on when: A. The nose gear is unsafe or in transit B. Nosewheel steering is inoperative C. The nose gear doors are open D. The nose gear doors are closed
2.
3.
4.
8.
5.
9.
14-19
10. Parking brakes can be set with the: A. Pilot brake pedals only B. Copilot brake pedals only when the ANTISKID switch is on C. Pilot or copilot brake pedals D. Pilot or copilot brake pedals only with the ANTISKID switch off 11. If the f irst three ANTI-SKID GEN lights are illuminated: A. Takeoff weight is limited to 17,000 lb B. Nosewheel steering should not be engaged above 10 kts C. Takeoff (V R ) will be affected D. Both A and B are correct 12. Normal brake pressure is provided by: A. Main hydraulic system pressure from the nose gear down line B. Brake accumulator C. Emergency air bottle through the antiskid control valves D. Emergency air bottle 13. Related to nosewheel steering, the precautions that should be taken prior to towing the aircraft are: A. Keep rudder pedals centered B. Do not exceed the 55 turning limits C. Pull the NOSE STEER DC circuit breaker if the battery switches are on D. Turn off the ANTISKID switch
14. If the green main gear LOCKED DN light is burned out, positive down-and-locked condition can be conf irmed by: A. GND IDLE light illuminated B. ENG SYNC light illuminated C. Illumination of the corresponding landing light when the switch is turned on D. Red UNSAFE lights illuminate 15. The electrical requirements for nosewheel steering are: A. 24 VAC and 28 VDC B. Only 28 VDC C. Only 115 VAC D. 28 VDC and 115 VAC 16. When STEER LOCK is engaged: A. Nosewheel steering is engaged and full steering is available up to 45 kt B. The nosewheel is locked in whatever position it is in at the time C. Up to 45 left or right steering is available, with decreasing authority at higher speeds D. Nosewheel becomes free swiveling 17. STEER LOCK is disengaged by: A. Depressing the OFF button B. Depressing the STEER LOCK button a second time C. Momentarily depressing either wheel master switch D. Depressing the ANTISKID release button
14-20
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 Operation (FC 200 AFCS) .......................................................................................... 15-21 Operation (FC 530 AFCS) .......................................................................................... 15-21 STALL WARNING SYSTEMS.......................................................................................... 15-22
15 FLIGHT CONTROLS
15-i
General ........................................................................................................................ 15-22 Operation ..................................................................................................................... 15-24 MACH OVERSPEED WARNING/STICK PULLER ........................................................ 15-25 General ........................................................................................................................ 15-25 Operation ..................................................................................................................... 15-25 QUESTIONS ...................................................................................................................... 15-27
15 FLIGHT CONTROLS
15-ii
ILLUSTRATIONS
Figure
15-1 15-2 15-3 15-4 15-5 15-6 15-7 15-8 15-9 15-10 15-11 15-12 15-13
Title
Page
Flight Control Surfaces.......................................................................................... 15-2 Flight Controls Gust Lock ..................................................................................... 15-2 Aileron Tabs........................................................................................................... 15-4 Trim Systems Controls and Indicators................................................................... 15-5 Pitch Trim System Schematic (FC 200 AFCS) ..................................................... 15-8 Pitch Trim System Schematic (FC 530 AFCS) ..................................................... 15-9 Mach Trim System Schematic............................................................................. 15-11 Flap System ......................................................................................................... 15-13 Spoiler System..................................................................................................... 15-16 Spoiler Operation................................................................................................. 15-17 Spoileron Operation (Left Aileron Up) ............................................................... 15-18 Yaw Damper Systems .......................................................................................... 15-20 Stall Warning System .......................................................................................... 15-23
15-iii
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 overspeed warning, and Mach trim.
GENERAL
The primary flight controls (i.e., ailerons, elevator, and rudder) are mechanically operated through the dual control columns, control wheels, and r udder pedals. They are incorporated into both the FC 200 and the FC 530 automatic flight control system (AFCS). Both systems also incorporate a rudder/aileron interconnect. The ailerons incorporate mechanical balance tabs to provide aerodynamic assistance. Trim systems (i.e., roll, yaw, and pitch) are electrically operated and controlled. Trim tabs are
Revision .02
installed on the left aileron and the rudder. The movable horizontal stabilizer provides pitch trim. The flaps and spoilers are hydraulically actuated and electrically controlled. A i l e r o n a u g m e n t a t i o n i s p r ov i d e d by a spoileron system that increases roll authority when the aircraft is conf igured for landing. A dual yaw damper system provides yaw stability.
15-1
15 FLIGHT CONTROLS
A dual stall warning system provides an indication of impending stall by vibrating the control column and, if no corrective action is taken, induces a forward control column movement to reduce the aircraft angle of attack. A Mach overspeed warning system warns of overspeed and induces an aft control column movement to raise the nose of the aircraft. A Mach trim system provides automatic pitch trim to compensate for Mach tuck. All flight control surfaces appear in Figure 15-1. A flight controls gust lock is provided to prevent wind gust damage to the primary flight
control surfaces. When installed, the lock holds full left rudder, full left aileron, and full down elevator displacement (Figure 15-2).
Figure 15-2. Flight Controls Gust Lock
15 FLIGHT CONTROLS
Figure 15-1. Flight Control Surfaces
15-2
PRIMARY FLIGHT CONTROLS

ELEVATORS
The elevators are hinged to the aft edge of the horizontal stabilizer and are positioned by fore-and-aft movement of the control column. Three scuppers are located near the aft edge of each elevator for moisture drainage; three static dischargers are attached to the trailing edge of each elevator. The elevators can also be positioned by an electrically actuated pitch servo. A bob weight attached to the control column and a downspring assembly in the elevator control linkage are incorporated to enhance pitch stability.
On FC 200 AFCS aircraft, the electric clutch must be engaged to couple the servo to the elevator linkage. The clutch engages when any one of the following switches is in ON: L STALL WARNING R STALL WARNING AUTOPILOT master With all three of the above switches in OFF, the electric clutch is disengaged, which disconnects the servo from the elevators. This enables the pilot to gain manual control of the elevator by eliminating the servo in the event of a malfunction. By exerting suff icient force on the control column to slip the mechanical clutch, the pilot can also override any undesirable servo inputs to the elevators, if necessary. On FC 530 AFCS aircraft, the electric clutch remains deenergized until the servo is signalled by either the autopilot, L or R stall warning system, or overspeed puller system. On these aircraft, the servo can be eliminated as a cause of malfunction by simply depressing and holding the wheel master switch. The pilot can alsoby exerting the required force on the control column to slip the mechanical clutch override any undesirable servo operation. Autopilot operation is described in Chapter 16, Avionics.
Pitch Servo
The pitch servo (torquer) is DC operated. It is mechanically connected to the elevator control linkage through a capstan mechanism incorporating an electric clutch and a mechanical slip clutch. Three flight control syst 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 elevators: AutopilotWhen engaged, the autopilot can alter noseup or nosedown attitude by commanding the servo to torque the elevator up or down, as required Both stall warning systemsEither system will cause the servo to torque the elevator nose down in the event of an impending stall (stick pusher). On FC 530 models, pulsating nosedown torque signals are used for the nudger M a c h ove r s p e e d wa r n i n g s y s t e m Operating through the L STALL WARNING switch, the system will command the servo to torque the elevator nose up (stick puller) due to an overspeed
AILERONS
The ailerons, which are mechanically positioned with either control wheel, provide primary roll control. Aileron effectiveness is augmented by spoilerons when the aircraft is configured for landing.
15 FLIGHT CONTROLS
Spoileronaileron augmentationoperation is automatically activated when the flaps are lowered beyond 25. In spoileron mode, when an aileron is moved up to initiate aircraft roll, the spoiler on the same wing automatically rises the same number of degrees to provide additional roll.
15-3
Roll Servo (Autopilot Function Only)

The ailerons can also be positioned by the autopilot roll servo. The roll servo is similar to the pitch servo, but it does not incorporate an electric clutch. A mechanical slip clutch allows the pilot to override undesired roll servo inputs; the servo can also be disconnected by disen gaging the autopilot.
Aileron Follow-ups
Aileron follow-up mechanisms, which are driven by the aileron control linkage, provide aileron displacement infor mation to the s p o i l e r o n c o m p u t e r, y aw d a m p e r, a n d autopilot.
RUDDER
The rudder can be manually positioned with either set of rudder pedals, or by either of two yaw damper servos: primary or secondary. The crew can manually over ride the yaw damper through a mechanical slip clutch in the event of a malfunction. The yaw damper can be disengaged by depressing either wheel master switch or the corresponding yaw damper OFF button.
Balance Tab
The balance tab on each aileron (Figure 15-3) provides aerodynamic assistance in moving the aileron, thus reducing control wheel forces.
Trim Tab
The electrically operated aileron trim tab attached to the inboard trailing edge of the left aileron (Figure 15-3) is positioned by either the pilot or copilot control wheel trim switch. Aileron trim tab position is indicated on the cockpit center pedestal.
Rudder Trim Tab

A trim tab mounted on the bottom trailing edge of the rudder is controlled by a trim switch on the center pedestal. Trim position is also indicated on the center pedestal.
AILERON
WIN
TRIM SYSTEMS
GENERAL
The ailerons and rudder are trimmed with conventional tabs on the control surfaces as previously described. The aircraft pitch axis is trimmed by changing the angle of incidence of the movable horizontal stabilizer. A dual-motorprimary and secondaryactuator moves the leading edge of the horizontal stabilizer up or down in response to pitch trim inputs. Controls and indicators for the trim systems are shown in Figure 15-4. The trim position indicators for pitch, roll, and yaw are all DC powered through the TAB & FLAP POSN circuit breaker on the right essential bus.
BALANCE TAB
TRIM TAB
Figure 15-3. Aileron Tabs
15 FLIGHT CONTROLS
15-4
ARMING BUTTON
CONTROL WHEEL TRIM SWITCH
WHEEL MASTER SWITCH
PILOT CONTROL WHEEL (COPILOT SIMILAR)

SECONDARY PITCH TRIM SWITCH
PITCH TRIM SELECTOR SWITCH
OR
Figure 15-4. Trim Systems Controls and Indicators
15-5
15 FLIGHT CONTROLS
RUDDER (YAW) TRIM Control

Rudder (yaw) trim is controlled by the rudder trim switch on the center pedestal (see Figure 15-4), which is spring-loaded to OFF. The switch knob is split into an upper and a l owe r h a l f . B o t h h a l ve s m u s t b e r o t a t e d simultaneously to initiate rudder trim tab motion. This is a safety feature to reduce the possibility of inadvertent trim actuation. The rudder trim system is DC powered through the YAW circuit breaker on the left essential bus.
Aileron Trim Indicator

Aileron trim tab position indication is provided by the AIL TRIM indicator (see Figure 15-4).
PITCH TRIM General

Pitch trim is accomplished by repositioning the horizontal stabilizer to the desired trim setting with a dual-motorprimary and secondary actuator that operates in four modes: 1. Primary pitch trim mode 2. Mach trim mode
Rudder Trim Indicator

Rudder trim tab position indication is provided by the RUDDER TRIM indicator (see Figure 15-4).
3. Secondary pitch trim mode 4. Autopilot pitch trim mode
} }
Primary trim motor
Secondary trim motor
AILERON TRIM Control

Aileron (roll) trim is controlled with either control wheel trim switch located on the outboard horn of each control wheel (see Figure 15-4). Each control wheel trim switch is a dual-functiontrim and trim arming switch that controls roll and primary pitch trim. Each switch has four positionsLWD, RWD, NOSE UP, and NOSE DNand is spring-loaded to the neutral position. The arming button on top of the switch must be depressed and held while simultaneously moving the trim switch in the direction of desired trim action. Actuation of either control wheel trim switch to LWD or RWD (with arming button depressed) will signal the trim tab actuator motor in the left aileron to move the trim tab in the appropriate direction. Actuation of the pilot trim switch over rides actuation of the copilot switch. The aileron trim motor is DC powered through the ROLL circuit breaker on the left essential bus.
The pilot-operated primary pitch trim and secondary pitch trim systems are electrically independent systems. Mode selectionprimary or secondaryis made with the PITCH TRIM selector switch (see Figure 15-4). Primary pitch trim is pilot-controlled through either of the control wheel trim switches; secondary pitch trim is controlled through the secondary pitch trim toggle switch on the center pedestal (see Figure 15-4). Aircraft with the FC 530 AFCS incorporate a two-speed primary trim motor, a trim monitor system, and an audible clicker that signals trim in motion. Mach trim automatically engages at approximately 0.69 M I if the autopilot is not engaged. Mach trim uses the primary trim motor to adjust pitch trim; autopilot operation uses the secondary motor to adjust pitch trim.
15 FLIGHT CONTROLS
15-6
NOTE
The PITCH TRIM selector switch must be in the PRI position to enable the Mach trim system. It may be in either the PRI or SEC position during autopilot operation. Horizontal stabilizer position is displayed on the PITCH TRIM indicator (see Figure 15-4).
primary pitch trim is available from both of the control wheel trim switches and from the Mach trim system. In OFF, both trim motors and control circuits are deenergized. In the SEC (aft) position, secondary pitch trim is available from the secondar y trim switch (Figure 15-4); this renders the pilots primary trim and Mach trim inoperative. The secondary pitch trim switch is spring-loaded to the OFF position. The autopilot always uses the secondary trim motor whether the PITCH TRIM selector switch is in PRI or SEC; however, if either control wheel trim switch is actuated with the arming button depressed (Figure 15-5 or 15-6) or if the secondary trim switch is actuated, the autopilot disengages. In the event of inadvertent primary pitch trim operation (runaway trim), depressing and holding the wheel master switch will: Stop only the primary pitch trim motor (aircraft with FC 200 AFCS) Stop both the primary and the secondary trim motors (aircraft with FC 530 AFCS) The control wheel trim switches (see Figure 15-4) were described in this chapter under Aileron Trim.
Pitch Trim Actuator

The pitch trim actuator is operated by either of two DC powered motors, either of which can move the horizontal stabilizer. On FC-200 AFCS aircraft, the primary trim motor and control circuits are powered through the PITCH circuit breaker on the left essential bus On FC-530 AFCS aircraft, the motor is powered by the battery charging bus, and the PITCH circuit breaker on the left essential bus controls a relay in the power circuit The secondary trim motor and control circuits are powered through the SEC PITCH TRIM (or SEC P TRIM) circuit breakers on the right essential bus. On FC 200 AFCS aircraft, the secondary trim motor operates at approximately one-half the speed of the primary trim motor On aircraft with the FC 530 AFCS, the two-speed primary trim motor operates at a considerably slower rate (approximately one-fourth speed) with the flaps up. A 3 flap switch is used for speed switching. On these aircraft, operating speed of the secondary trim is approximately the same as the speed of the primary trim with flaps up
Pitch Trim Indicator

Horizontal stabilizer trim position indication is provided by one of two types of PITCH TRIM indicators (see Figure 15-4). On each indicator, a T.O. (takeoff) trim segment is marked to indicate the takeoff trim limits for center-of-gravity extremes. On early aircraft, the segment is marked by a green band on the edge of the indicator; on later aircraft, by white lines. Late model indicators may be retrof itted on early aircraft. In either case, whenever the pitch trim is not set within the T.O. trim segment, the amber T O TRIM annunciator light illuminates (on the ground only). All annunciator lights are shown in Annunciator Panel section.
PITCH TRIM Selector Switch

The PITCH TRIM selector switch provides the primary and secondary mode selections (see Figure 15-4). In the PRIforward position,
15-7
15 FLIGHT CONTROLS
CONTROL L TRIM SWITCH
WHEEL MASTER SWITCH (MSW)
P R I
S E C
PITCH TRIM PRI
NOSE DN
O F F
SEC
NOSE UP
AUTOPILOT PITCH COMPUTER
PITCH SERVO
AUTOPILOT PUSHER PULLER
LEGEND
T.O. TRIM ANNUNCIATOR ELECTRICAL
15 FLIGHT CONTROLS
Figure 15-5. Pitch Trim System Schematic (FC 200 AFCS)
15-8
CONTROL WHEEL TRIM SWITCH
WHEEL MASTER SWITCH (MSW)
SLOW FAST
3 o FLAP SWITCH
ANNUNCIATOR PITCH TRIM PRIMARY TRIM PITCH TRIM PRI NOSE DN SECONDARY TRIM NOSE UP TRIM MONITOR
P R I
S E C
O F F
SEC
AUTOPILOT TRIM
AUTOPILOT PITCH COMPUTER AURAL TRIM IN MOTION
PITCH SERVO
AUTOPILOT PUSHER PULLER NUDGER
LEGEND 15 FLIGHT CONTROLS

T.O. Trim ANNUNCIATOR Electrical
Figure 15-6. Pitch Trim System Schematic (FC 530 AFCS)
15-9
Pitch Trim Monitor System (FC 530 AFCS)

General
A monitor system incorporated in these aircraft provides a visual indication of certain faults in the primary trim system. Though not physically a part of the monitor system, a clicker provides audible evidence of trim in motionprimary or secondary trim systemwhen the flaps are up.
The monitor system and trim-in-motion clicker are tested in accordance with procedures outlined in Section 2 of the approved AFM . Either a three-position switch decaled TRIM OVSPOFFTRIM MON and spring-loaded to OFF or the TRIM OVSP and TRIM MON positions of the rotary systems test switch are used to perform the test.
MACH TRIM General

The Mach trim system is an automatic pitch trim system that uses the primary trim motor to enhance longitudinal stability during accelerations/decelerations at high Mach numbers to compensate for Mach tuck. There is no switch to engage the system; it automatically becomes active at approximately 0.69 M I if the autopilot is not engaged. Since the Mach trim system requires the use of the primary pitch trim motor, the PITCH TRIM selector switch must be in PRI for system operation. If the autopilot is engaged, the Mach trim system assumes a passive, or standby, mode. In this case, the PITCH TRIM selector switch can be in either PRI or SEC since the autopilot can utilize the secondary trim motor in both switch positions. The Mach trim system consists of the following: Computer Air data sensor Follow-up on the horizontal stabilizer Red MACH TRIM annunciator light Mach overspeed warning horn Monitor circuit The system is powered by 115 VAC supplied by the MACH TRIM circuit breaker on the left AC bus and DC power supplied by the PITCH circuit breaker on the left essential bus.
Operation
The monitor system monitors the primary trim system, 3 flap switch, and horizontal stabilizer actuator mechanism. Faults are indicated by illumination of the amber PITCH TRIM light. With flaps up (slow trim required), the monitor system illuminates the PITCH TRIM light if it senses that primary trim is running at the fast rate, or trim overspeed. Regardless of flap position, the monitor system also illuminates the PITCH TRIM light if it senses certain electrical faults in the primary system that create the potential for uncommanded motion of the stabilizer actuator. When the PITCH TRIM light illuminates, the secondary trim system must be selected by placing the PITCH TRIM selector switch in SEC unless it illuminates while holding the wheel master switch depressed, which is normal. The audio clicker sounds anytime the stabilizer actuator is in motion with flaps up, whether trimming is being accomplished with the primary or secondary motor. However, to preclude the clicker from sounding every time trim is commanded, a delay of approximately 0.25 second must follow each in-motion signal, thereby eliminating nuisance signals when the pilot uses short trim inputs.
15 FLIGHT CONTROLS
15-10
Operation
During flight, the air data sensor receives static pressure inputs from the left and right shoulder static pressure ports (FC 200 AFCS) and a pitot pressure input from the right pitot tube (Figure 15-7). On FC 530 AFCS aircraft, static pressure is provided by the right static 1 and left static 2 lines. This will be shown in Chapter 16, Avionics. The air data sensor electrically transmits this information to the Mach trim computer. With the autopilot disengaged, the Mach trim system becomes active at approximately 0.69 M I . The Mach trim computer commands the appropriate pitch trim changesnoseup trim for increasing Mach and nosedown for decreas ing Machthrough the primary motor of the pitch trim actuator. The follow-up on the horizontal stabilizer provides the nulling signal to the computer.
OVERSPEED WARNING HORN MACH TRIM
Mach trim is interrupted whenever the aircraft is manually trimmed. The system resynchronizes to function about the new horizontal stabilizer position when manual trim is released. In flight, synchronization may also be accomplished by selecting the MACH TRIM position on the SYS TEST switch and depressing the TEST button (applies to SNs 35-247 and subsequent, 36-045 and subsequent, and earlier aircraft incorporating SB 35/36 22-4).
MACH TRIM FOLLOW-UP
MACH TRIM MON
STATIC
MACH TRIM COMP AIR DATA SENSOR
P R I
S E C
PITOT
PITCH TRIM PSI
SEC
ELECTRICAL MECHANICAL
Figure 15-7. Mach Trim System Schematic
15-11
15 FLIGHT CONTROLS
LEGEND
Mach Trim Monitor

The Mach trim monitor circuit continuously monitors input signals and power to the Mach trim computer, and compares signal inputs from the air data sensor (Mach) and Mach trim follow-up on the horizontal stabilizer. A malfunction exists if the Mach trim monitor does not receive a corresponding signal change from the Mach trim follow-up when the air data sensor signals change (Mach change). A malfunction is also indicated in the event of power loss to the Mach trim computer, loss of input signals, or a Mach number/horizontal stabilizer trim position error. In either case, the Mach trim monitor disengages Mach trim and illuminates the MACH TRIM light. If speed is above 0.74 M I, the Mach overspeed warning horn also sounds. If the fault clears or power is restored, the system can be resynchronized by selecting the MACH TRIM position on the SYS TEST switch and depressing the TEST button (applies to SNs 35-247 and subsequent, 36-045 and subsequent, and earlier aircraft in corporating SB 35/36-22-4). If the warning horn continues to sound, airspeed must be reduced below 0.74 MI or the autopilotif operationalmay be engaged. Engaging the autopilot cancels all warnings, and the air plane can be accelerated to MMO.
On SNs 35-067 and subsequent, SNs 36-018 and subsequent, and earlier aircraft incorporating AAK 76-4, the flap position switches actuate at 3, 13, and 25 of flap extension On earlier aircraft, the switches actuate only at 13 and 25 On aircraft with the preselect flap system, flap limit switches automatically maintain flap position at the selected setting If hydraulic system pressure is lost, the flaps will probably remain in their last position. H owev e r, i f t h e f l a p s a r e e x t e n d e d a n d hydraulic pressure is lost due to a leak in the flap downline, airloads on the flaps may cause some flap retraction. The flaps can also be operated from EMER BAT 1 (ON position) in the event of electrical failure; however, the flap indicator is not powered by the emergency battery.
Flap Selector Switch

The flap selector switch may be one of three types: On SNs 35-002 through 35-010, the switch has three positionsup, neutral, and downand is spring-loaded to neutral The selector switch on later aircraft is not spring-loaded to neutral and remains in the selected position SNs 35-417,35-419, 35-477, 35-479, and 35-483 and subsequent and SNs 36-051 and subsequent incorporate the preselect flap system. On these aircraft the flap selector switch has four positions: UP, 8, 20, and DN (40) with detents at the 8 and 20 positions (Figure 158). The flap system is powered by the FLAPS circuit breaker on the right essential bus. Earlier serial numbers may be retrof itted with the preselect system by AAK 83-7
SECONDARY FLIGHT CONTROLS

FLAPS General
The single-slotted Fowler flaps are electrically controlled and hydraulically actuated. The left and right flaps are interconnected by cable to minimize asymmetrical effects in the event of a malfunction. Position switches mechanically connected to each flap provide flap position information to the landing gear warning, stall warning, spoiler warning, spoileron, and autopilot systems.
15 FLIGHT CONTROLS
15-12
*FLAP POSITION
SWITCHES
*FLAP POSITION
SWITCH INTERCONNECT CABLE
FLAP ACTUATOR
7 /9
FLAP LIMIT19 /21 SWITCHES (PRESELECT) POSITION TRANSMITTER
FLAP CONTROL VALVE RELIEF VALVE (FLAP BLOWUP) EXTEND RETRACT
LEGEND
NORMAL HYDRAULIC SYSTEM PRESSURE RETURN STATIC MECHANICAL ELECTRICAL *3 , 13 , 25 ON SNs 35-067 AND SUBS., 36-018 AND SUBS., AND EARLIER AIRCRAFT INCORPORATING AAK 76-4. 13 AND 25 ON PREVIOUS AIRCRAFT
PRESELECT
NONPRESELECT
Figure 15-8. Flap System
15-13
15 FLIGHT CONTROLS
Flap Position Indicator

A vertical-scale FLAP position indicator is mounted on the center switch panel (see Fig ure 15-8). Left flap position is electrically transmitted to the indicator. The indicator is DC powered by the TAB FLAP POSN circuit breaker on the right essential bus. The indicator indicates DN with loss of electrical power, regardless of actual flap position.
switches energize the down solenoid to return the flaps to the selected position when airspeed is reduced appropriately. When the selector switch is moved from DN toward UP, an intermediate stop is encountered at the 20 position to facilitate retraction in a goaround situation. Further movement of the selector switch toward UP or 8 requires that the switch lever be pulled out to clear the stop. When the flap selector switch is placed in UP, the up solenoid positions the flap control valve to direct pressure to the retract side of both flap actuators. In the fully retracted position, the up solenoid remains energized and the control valve maintains positive pressure on the retract side of both flap actuators.
Operation (Preselect Flaps)

When the flap selector switch is placed in DN, the down solenoid positions the flap control valve to direct pressure to the extend side of both flap actuators. The down solenoid remains energized, and the control valve maintains down pressure on the flap actuators to hold the flaps full down (40). A check valve at the control valve inlet prevents flap retraction in the event of upstream hydraulic system failure. Moving the selector switch to an intermediate (8 or 20) position energizes the down or up solenoid, as appropriate, which repositions the control valve to extend or retract the flaps. The appropriate flap limit switch deenergizes the affected solenoid; the control valve closes, thereby stopping flap motion (9 and 21 during extension, 19 and 7 during retraction). When extended, the flaps are protected from excessive airloadsdue to excessive airspeedby a relief valve in the downline. Pressure is relieved into the return line, which causes the flaps to creep upward. The limit
Operation (Nonpreselect Flaps)

When the flap selector switch is placed in DN, the down solenoid positions the flap control valve to direct pressure to the extend side of both flap actuators. The flaps may be stopped in any intermediate position by placing the selector switch in the center neutral position. This deenergizes the down solenoid, which repositions the control valve to the neutral position; this traps fluid between the control valve and the actuators to hold the flaps in the selected position. When extended, the flaps are protected from excessive airloadsdue to excessive airspeedby a relief valve in the downline; the flaps will creep up until airspeed is reduced appropriately.
15 FLIGHT CONTROLS
15-14
If the flap selector switch is left in DN, the down solenoid remains energized, and the control valve maintains extend pressure on the flap actuators. A check valve at the control valve inlet prevents flap retraction in the event of an upstream hydraulic system failure. Placing the selector switch in UP energizes the up solenoid; the control valve repositions to direct pressure to the retract side of both actuators. In the fully retracted position, the up solenoid remains energized, and the control valve maintains retract pressure on the flap actuators. Returning the selector switch to the neutral position deenergizes the up solenoid and the control valve repositions to neutral.
buses. If either CB is pulled or either power source is lost in flight, the spoilers will slam down (if extended) and will be inoperative in both modes. Spoiler mode operation does not require 115 VAC on the ground. A spoiler annunciator light illuminates during normal spoiler deployment or when an uncommanded unlocked condition exists on either spoiler. On FC 200 AFCS models, the light is red; on FC 530 AFCS models, the light is amber. In the event of main system hydraulic failure, the spoilers, if extended, blow down and are inoperative. Spoilers cannot be operated with hydraulic pressure from the auxiliary hydraulic pump. The spoiler mode, when selected, overrides the spoileron mode (if operating). While airborne, flaps and spoilers should not be extended simultaneously. To do so may cause damage to the flaps and create excessive drag and loss of lift; this results in increased stall speed for which the stall warning system is not compensated. If the spoilers are extended 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 SPOILER annunciator light flashes as the flaps extend beyond the 13 position.
SPOILERS
The spoilers, which are on the upper surface of the wings forward of the flaps, may be extended symmetrically for use as spoilers (i.e., spoiler mode) or asymmetrically for aileron augmentation when the flaps are extended beyond 25 (i.e., spoileron mode). The spoilers are hydraulically actuated by a solenoid-operated spoiler selector valve and two servo valves, one for each spoiler. Electrical control of the system is accomplished by the SPOILER switch (for spoiler mode) or by the spoiler computer (spoileron mode). Both modes require DC and 115 VAC through the SPOILER and SPOILERON circuit breakers, respectively, on the right essential and AC
15-15
15 FLIGHT CONTROLS
Operation (Spoiler Mode)

The spoilers can be symmetrically extended or retracted with the SPOILER switch (Fig ure 15-9). When the SPOILER switch is in EXT, the spoiler selector valve is energized, the servo valves meter pressure to the extend side of the spoiler actuators, and the SPOILER light illuminates steady. Full extension is limited to approximately 40. Returning the switch to RET deenergizes the spoiler selector valve; this valve repositions to route pressure to the retract side of the actuators, and the servo valves neutralize. The SPOILER light extinguishes when both spoilers are locked down by locks within the actuators (Figure 15-10).
Spoiler extension and retraction times vary depending on whether the aircraft is airborne or on the ground, and which AFCS is installed (FC 200 or FC 530). Ground deploy and retract times ( all aircraft) is 12 seconds and 34 seconds, respectively. Inflight deployment times are 34 seconds (FC 200) and 57 seconds (FC 530). Retract times are 34 seconds for all aircraft. Spoiler deployment and retraction causes signif icant nosedown and noseup pitching, respectively. This should be anticipated and offset by application of elevator control pressure and pitch trim, as necessary.
Figure 15-9. Spoiler System

15 FLIGHT CONTROLS
15-16
SPOILER R ESS BUS SPOILER (FC 200)
SPOILERON R AC BUS
SPOILER (FC 530)
SPOILER SWITCH
AUG AIL
SPOILERON COMPUTER AMPLIFIER
13 FLAP SWITCH
SPOILERON RESET SWITCH EXTEND AC DC

SPOIL SELECT VALVE
EXTEND DC
TO COMPUTER
L SPOIL FOLLOW-UP
ENGINE-DRIVEN HYDRAULIC PUMP PRESSURE LEFT SERVO VALVE
R SPOIL
RIGHT SERVO VALVE
FOLLOW-UP
LEGEND
NORMAL HYDRAULIC SYSTEM PRESSURE EXTEND
ACTUATOR EXTENDED RETURN
ACTUATOR EXTENDED
Figure 15-10. Spoiler Operation
15-17
15 FLIGHT CONTROLS
ELECTRICAL
Operation (Spoileron Mode)

During the spoileronaileron augmentation mode of operation, the spoilers are independently extended and retracted in a one-to-one ratio with the upgoing aileron to increase lateral control in the landing conf iguration. Aileron augmentationspoileronsincreases roll control authority up to 50%. The spoileron mode is automatically engaged when the flaps are lowered beyond 25 and the SPOILER switch is RET. The spoileron computer continuously monitors aileron position. When the ailerons are displaced from neutral, the computer signals the servo valve to extend the spoiler on the wing with the raised aileron. The spoiler on the opposite wing is held retracted by its servo valve. Spoiler extension is limited to approximately 15 during spoileron operation (full up aileron). The
SPOILER R ESS BUS Aug AIL
SPOILER light will not illuminate during spoileron operation. Spoileron operation is shown in Figure 15-11.
Spoileron Monitor System

The computer monitors spoiler and spoileron modes of operation by a followup in each spoiler and each aileron. In flight, if a split of more than 6 occurs between the two spoilers (spoiler mode) or between the aileron and spoiler (spoileron mode), the amber AUG AIL light illuminates and the spoilers slam down. Both modes remain inoperative in flight as long as the AUG AIL light is illuminated; however, the spoiler mode may be operative on the ground.
SPOILERON R AC BUS
SPOILERON COMPUTER AMPLIFIER
SQUAT SWITCH RELAY BOX SPOILER SWITCH RETRACT 25 FLAP SWITCH SPOILERON RESET SWITCH RETRACT DC TO COMPUTER
EXTEND AC AC DC
DC
SPOIL SELECT VALVE
R SPOIL L AIL L SPOIL LEFT SERVO VALVE

ENGINE-DRIVEN PUMP HYDRAULIC PRESSURE ACTUATOR EXTENDED ACTUATOR EXTENDED
R AIL
FOLLOW-UPS RIGHT SERVO VALVE
FOLLOW-UPS
LEGEND 15 FLIGHT CONTROLS

NORMAL HYDRAULIC PRESSURE SYSTEM EXTEND RETRACT RETURN ELECTRICAL
Figure 15-11. Spoileron Operation (Left Aileron Up)
15-18
Spoileron Reset Switch

The SPOILERON RESET switch (see Figure 15-9) is spring-loaded to OFF. If a malfunction occurs in either mode (AUG AIL light on), moving the SPOILERON RESET switch mom e n t a r i ly t o R E S E T m ay r e s t o r e spoiler/spoileron operation, provided the malfunction has cleared. If the AUG AIL light does not extinguish, both modes are inoperative in flight. The SPOILERON RESET switch is also used during the spoileron/spoiler preflight check of monitor circuit operation. On the ground with flaps down, holding the switch in RESET induces a fault that inhibits spoileron movement. Therefore, if the control wheel is turned while holding the switch in RESET, the AUG AIL light should illuminate after the aileron deflects approximately 6. The system can be reset by releasing the SPOILERON RESET switch to OFF and then momentarily moving it back to RESET. Refer to the approved AFM for the complete spoileron/spoiler check.
Each system consists of: Yaw rate gyro Lateral accelerometer Computer-amplif ier, Aileron follow-up DC rudder servo-actuator Additionally, FC 530 AFCS models use a yaw damper force sensor, a calibration assembly, and a three-axis disconnect box. The rudder servo actuator incorporates a capstan mechanism (slip clutch) that allows the pilot to override the yaw damper at any time, if required, by applying sufficient rudder pedal force. When the stall warning indicators are in the shaker range, yaw damper effectiveness is reduced. The reduction signal for the primary yaw damper comes from the left stall warning system; for the secondary yaw damper, it comes from the right stall warning system. The primary yaw damper uses DC and AC power supplied by the AFCS YAW and PRI YAW DAMP circuit breakers, respectively, on the left AC and essential buses. The secondary yaw damper uses DC and AC power supplied by the SEC AFCS and SEC YAW DAMP circuit breakers, respectively, on the right AC and essential buses. Both yaw dampers must be operational for flight, with one engaged at all times while airborne. The yaw damper should be disengaged while trimming the rudder, then reengaged. Ground testing of the yaw dampers must be accomplished in accordance with the approved AFM, Section 2.
15 FLIGHT CONTROLS
YAW DAMPERS
GENERAL
Either of two yaw damper systems may be installed, depending on whether the aircraft is equipped with the FC 200 AFCS, or the FC 530 AFCS. Both systems are described herein. Two separate, independent (dual) yaw damper systems are installed in all aircraft to provide yaw stability. Either system provides full-time yaw damping in flightwhether or not the autopilot is engagedby applying rudder against transient motion in the yaw axis, while coordinating the rudder during turns. Switch ing logic is such that only one yaw damper may be engaged at a time.
15-19
YAW DAMPER CONTROL PANEL

The yaw damper control panel on the center pedestal (Figure 15-12) provides the yaw damper selection, test, and indicating functions. The dual systems are independent, but share a common control panel. On FC 200 AFCS models, two PWR/TEST buttonsone for each yaw damperare used to apply power to the respective controller-amplif ier, and for system testing. The two green PWR/TEST lights illuminate to indicate that the associated system is powered. The two ENG buttons provide the means of engagement. The two green ENG lights illuminate to indicate an engaged yaw damper. Yaw damper disengagement may be accomplished by depressing the associated inboard OFF button, while power may be removed from the systems by depressing the associated outboard OFF button.
A single servo force indicator provides indication of the amount of rudder force being applied by whichever yaw damper happens to be engaged, with clockwise deflection indicating a right rudder force. On FC 530 AFCS models, a single TST button provides simultaneous testing of both yaw damper systems. Two PWR buttonsone for each yaw damperare used to apply and remove power to their respective controller-amplifiers. Two ENG buttons, one for each yaw damper, are used to engage and disengage the selected yaw damper. The two green ON annunciators illuminate to indicate that the associated system is powered. The two green ENG annunciators illuminate to indicate an engaged yaw damper. A servo force indicator is provided for each yaw damper, providing indication of rudder force being applied by its r e s p e c t ive y aw d a m p e r, w i t h c l o c k w i s e deflection indicating right rudder force.
SERVO FORCE INDICATOR
PRIMARY POWER ON ANNUNCIATOR
PRIMARY ENGAGED ANNUNCIATOR
CONTROLLER PANEL (FC 200 AFCS)
SERVO FORCE INDICATOR
15 FLIGHT CONTROLS
PRIMARY POWER BUTTON
PRIMARY ENGAGE BUTTON
CONTROLLER PANEL (FC 530 AFCS)
Figure 15-12. Yaw Damper Systems
15-20
OPERATION (FC 200 AFCS)

When the AUTOPILOT master switch is on, electrical power is applied to both yaw damper amplifiers, which causes both green PWR/TEST lights to illuminate. However, if the AUTOPILOT master switch is off, the PWR/TEST buttons, when individually depressed, apply power to their respective systems, which causes the associated PWR/TEST light to illuminate. With power on (PWR/TEST lights illuminated), depressing either ENG button engages the corresponding yaw damper and illuminates the associated green ENG light. If one yaw damper is engaged, depressing the opposite ENG button automatically disengage the first yaw damper and engages the second. Disengagement of either yaw damper may be accomplished by depressing the corresponding OFF button or by momentarily depressing either control wheels master switch (MSW). On these aircraft, there is no audible annunciation of disengagement. When a PWR/TEST button is held depressed ( d u r i n g g r o u n d t e s t i n g ) , t h e r e s p e c t ive PWR/TEST and ENG lights should illuminate. Simultaneously, the force indicator should suddenly move toward the side being tested, then slowly drift past neutral. Releasing the PWR/TEST button should extinguish the ENG light, and the force indicator should suddenly move in the opposite direction, then slowly drift back to neutral. The sudden movement of the force indicator tests the rate gyro circuitry, while the slow drift of the indicator tests the lateral accelerometer. A f ive second waiting period should be observed if retesting is desired.
OPERATION (FC 530 AFCS)

On these aircraft, the PWR buttons must be depressed in order to apply power to the individual amplif iers. Depressing a PWR button a second time removes power from the amplif iers. With power on (PWR annunciators illuminated), depressing either ENG button the first time engages the corresponding yaw damper and illuminates the associated ENG annunciator. Depressing the ENG button a second time disengages the yaw damper. If one yaw damper is engaged, depressing the opposite ENG button automatically disengages the first yaw damper and engages the second. Disengagement of either yaw damper may also be accomplished by momentarily depressing either control wheels master switch (MSW). On these aircraft, the audible autopilot disconnect tone always sounds to signal yaw damper disengagement. The TST button provides simultaneous testing of both yaw dampers. With power on (PWR annunciators illuminated), depressing and holding the TST button should illuminate both ENG annunciators. Simultaneously, both force indicators should suddenly move to the right, then slowly drift toward the left. Releasing the TST button should extinguish both ENG annunciators. The sudden movement of the force indicators tests the rate gyro circuitry, while the slow drift of the indicators tests the lateral accelerometers. A f ive-second waiting period should be observed if retesting is desired. On these aircraft, when flaps are extended beyond 25, the amount of rudder pedal force required to override the yaw damper is sig nif icantly reduced. This enables the pilot to apply cross-control pressures without en countering noticeable yaw damper opposition. Because of this, the yaw damper must be engaged all the way to touchdown except when landing must be made with 0, 8 or 20 flaps, in which case it should be disengaged in the flareout prior to touchdown.
15-21
15 FLIGHT CONTROLS
STALL WARNING SYSTEMS

GENERAL
One of two stall warning systems may be installed on the airplane. SNs 35-067 and subsequent, 36-018 and subsequent, and earlier aircraft incorporating AAK 76-4, have the Alpha Dot system. Earlier unmodified aircraft have the non-Alpha Dot system. Both are dual systems that provide visual and tactile warning of an impending stall and are equipped with the following dual (left and right) components: Stall vane/transducer assemblies Computer-amplif iers Red STALL warning lights Stick shaker motors ANGLE OF ATTACK indicators STALL WARNING switches Both systems use the elevator pitch servo for stick pusher/nudger operation (Figure 15-13). The Alpha Dot system uses flap position switches, aneroid switches, and rate sensors to provide bias information to the computer, which accounts for changes in stall speed in relation to flight conditions and flap conf igurations. Flap bias is provided by flap switches at the 3, 13, and 25 positions. Altitude bias is provided by the aneroid switches at 22,500 ft. The rate sensors establish the rate of change of increasing angle of attack, as in an accelerated approach to a stall. The non-Alpha Dot system is biased only for flap position at 13 and 25 and is not equipped with the aneroid switches or rate sensors. The left and right systems are completely independent. They operate on DC power supplied from the L and R STALL WARN circuit breakers on the left and right battery buses;
therefore, each system can be powered even when the battery switches are off. The L and R STALL warning lights are the only components that do not take power directly from the battery buses.
ANGLE OF ATTACK Indicators

The computers translate signals from the stall vane transducers into visual indications of stall margin on the ANGLE OF ATTACK indicators. The face of the indicators is divided into three color segments: green, yellow, and red: GreenRepresents the normal operating range YellowWarns of an approaching stall condition; tactile warning occurs in this area, alerting the pilot to take positive action Red segmentSignif ies that aerodynamic stall is imminent or has occurred; the stick pusher is engaged in this area, thereby forcing a reduction in angle of attack
Warning Lights
The L and R STALL warning lights begin to flash when the respective ANGLE OF ATTACK indicator pointers enter the shaker range, as described above. The STALL WARN lights illuminate steady in the red segment (pusher range). Steady illumination of the lights at any other time indicates a computer power loss or a circuitry malfunction. Cycling the STALL WARNING switch(es) off, then on, may restore normal operation. The lights i l l u m i n a t e wh e n eve r t h e S TA L L WA R N switches are OFF.
Stick Shaker
Stick shaker motors are attached to the front side of each control column. Actuation of the shakers causes a high-frequency vibration in the control columns.
15 FLIGHT CONTROLS
15-22
ANGLE OF ATTACK
STALL WARNING VANES
ANGLE OF ATTACK
L STALL
L STALL WARNING COMP/AMP
STALL WARNING
R STALL WARNING COMP/AMP
R STALL
OFF L R
BIAS INPUTS: FLAP POSITION ALTITUDE RATE SENSOR ACCELEROMETER
SHAKER MOTOR PITCH SERVO NUDGER PUSHER
SHAKER MOTOR
**
TORQUE REDUCTION SIGNAL
SECONDARY YAW DAMPER
* TORQUE REDUCTION
SIGNAL
PRIMARY YAW DAMPER
ELECTRICAL MECHANICAL ELEVATOR
Figure 15-13. Stall Warning System
Revision .02
15-23
15 FLIGHT CONTROLS
* ALPHA DOT AIRCRAFT ONLY ** FC 530 AFCS ONLY
LEGEND
Pusher
The stick pusher function utilizes the elevator pitch ser vo to reduce angle of attack by decreasing pitch attitude. Pusher activation provides elevator down motion, causing a sudden abrupt forward movement of the control column. The mechanical slip clutch on the pitch servo allows the pilot to override an inadvertent pusher actuation due to malfunction. Additionally, on aircraft with the FC 530 AFCS, depressing and holding the wheel master switch cancels an inadvertent pusher. See the approved AFM for appropriate corrective action.
OPERATION
During flight, the stall warning vanes align with the local airstream. Vane-operated transducers produce a voltage proportional to aircraft angle of attack. These signals, biased by information from the flap position switches, altitude switches, and rate sensors (as applicable) are sent to the respective computer. As angle of attack increases, the indicator pointer moves to the right. As it crosses the green/yellow line, activation of the flashing STALL lights, stick shaker, and stick nudger (if installed) begins. If angle of attack is allowed to increase further, the pusher is activated as the pointer crosses the yellow/red line. Assuming an unaccelerated entry to a stall condition at altitudes below 22,500 ft, the green/yellow line approximates 7 kt or 7% above pusher speed, whichever is higher. The yellow/red line approximates 5% above stall speed (non-Alpha Dot); 1 kt above stall speed (Alpha Dot, except FC 530 AFCS aircraft) or; stall speed 3 kt (Alpha Dot aircraft with FC 530 AFCS). The 22,500 ft aneroids on all Alpha Dot aircraft cause warning and pusher functions to occur approximately 15 kt earlier at high altitudes in the flaps-up configuration.
Nudger (FC 530 AFCS)

On these aircraft, a nudger is incorporated into the stall warning system. As angle of attack increases slightly beyond the point of shaker motor operation (but prior to pusher operation), a gentle pulsating forward push command is applied to the pitch servo (the same servo that operates the pushers). If the nudger fails to operate, a pulsating nudger monitor horn sounds to alert the pilot. In this case, angle of attack must be decreased immediately because the pusher has also failed.
15 FLIGHT CONTROLS
15-24
MACH OVERSPEED WARNING/STICK PULLER

GENERAL
The Mach overspeed warning system provides audible overspeed warning in the event aircraft speed reaches VMO or MMO . The stick puller function signals the pitch servo to torque the elevator nose up if M MO is exceeded. On FC 530 AFCS models, the puller also operates if high-altitude V MO is exceeded. The stick puller utilizes the autopilot pitch axis circuitry to control the elevator servo force applied. The resultant noseup force on the control column during puller actuation is approximately 18 lb. If the autopilot is engaged, puller actuation cancels any selected flight director pitch modes and inhibits autopilot use of the pitch servo until the puller is released. System control circuits require 28 VDC and 115 VAC supplied through the L S TA L L WARN and AFCS PITCH circuit breakers, respectively, on the left essential and AC buses. Power for the stick puller system is controlled through the L STALL WARN switch. The system is inoperative if the switch is in OFF.
OPERATION
The overspeed warning horn is functional whenever the aircraft electrical system is powered and either WARN LTS circuit breaker is engaged (essential buses). The stick puller system becomes functional when the L STALL WARN switch is positioned to the on (STALL WARN) position. The STALL WARN switches should remain on at all times in flight except as directed by the approved AFM Emergency Procedures and Abnormal Procedures sections. With the stick puller inoperative, speed is limited to 0.74 M I . The mechanical slip clutch on the pitch servo allows the pilot to override an inadver tent puller actuation due to malfunction. Additionally, on FC 530 AFCS aircraft, depressing and holding the wheel master switch cancels an inadvertent puller. See the approved AFM for appropriate corrective action.
15-25
15 FLIGHT CONTROLS
15 FLIGHT CONTROLS
15-26
QUESTIONS
1. The aircraft systems that use the pitch servo to position the elevator are: A. Autopilot, Mach trim, stick puller B. Autopilot, stick pusher, stick puller C. Pusher, stick puller, Mach trim D. Yaw damper, stick pusher, stick puller The aircraft is trimmed in the pitch axis by: A. The elevator trim tab B. Canards C. The movable horizontal stabilizer D. The elevator downspring To enable pitch trim through the control wheel trim switches, the PITCH TRIM selector switch must be in: A. PRI or SEC B. PRI, OFF, or SEC C. PRI D. SEC Illumination of the red MACH TRIM light indicates: A. Mach trim is not operating B. The secondary trim motor is inoperative C. The autopilot is engaged above 0.74 MI D. The trim speed controller/monitor has detected a trim speed error The systems that can function with the PITCH TRIM selector switch in SEC are: A. Primary pitch trim and Mach trim B. Secondary pitch trim and Mach trim C. Secondary pitch trim and primary pitch trim D. Secondary pitch trim and autopilot pitch trim 6. In the event of runaway trim, both trim motors can be disabled by: A. Depressing and holding either control wheel master switch B. Moving the PITCH TRIM selector switch to OFF C. Moving the PITCH TRIM selector switch to EMER D. A or B The MACH position on the rotary system test switch is used to test: A. Mach trim and Mach trim monitor B. Mach overspeed warning horn and stick puller C. Mach monitor D. The HORN SILENCE switch In the event of aircraft electrical failure, the flap position indicator will: A. Be powered by the EMER BAT and indicate actual position of the flaps B. Not be powered and will freeze at last flap position C. Fail, indicating DN regardless of flap position D. None of the above A flashing SPOILER light indicates: A. Spoilers are split more than 6 B. Spoiler-aileron ratio exceeds 6 C. Spoiler system is inoperative D. Spoilers are extended, and flaps are down more than 13
2.
7.
3.
8.
4.
9.
5.
15-27
15 FLIGHT CONTROLS
10. T h e S P O I L E RO N R E S E T sw i t c h i s used to: A. Retract the spoilers in the event of a malfunction B. Extend the spoilers in the event of a malfunction C. Reset the spoiler/spoileron system when the AUG AIL light illuminates D. Test the monitor system in flight 11. If one yaw damper is found inoperative prior to takeoff: A. The aircraft may be flown, but altitude is restricted to 20,000 ft B. The aircraft may be flown, but altitude is restricted to 41,000 ft C. The aircraft may be flown, but the YAW DAMP circuit breaker for the inoperative system must be pulled D. The aircraft must not be dispatched 12. When the ANGLE OF ATTACK indicator pointers are in the yellow segment: A. The pusher engages, and the horn sounds B. The STALL WARN lights illuminate steady C. The shakers (and nudgers on FC 530) activate, and the STALL WARN lights flash D. The shakers activate, and the stall warning horn sounds
13. The electrical power source for the stall warning system is provided by: A. Battery buses B. Battery-charging bus C. Main DC buses D. Emergency battery 14. If either L or R stall warning system is found to be inoperative before takeoff: A. The aircraft can be flown provided the STALL WARN circuit breaker is pulled for the inoperative system B. The aircraft can be flown provided the pilot has an ATP rating C. The aircraft may be flown provided the autopilot and yaw damper systems are operating D. The aircraft must not be flown 15. The switch used to turn the stick puller system on and off is the: A. STICK PULLER switch B. AUTOPILOT master switch C. L STALL WARN switch D. R STALL WARN switch
15 FLIGHT CONTROLS
15-28
LEARJET 30 SERIES PILOT TRAINING MANUAL 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-i
ILLUSTRATIONS
Figure
16-1 16-2 16-3 16-4 16-5 16-6 16-7 16-8 16-9 16-10 16-11 16-12 16-13 16-14 16-15 16-16 16-17 16-18 16-19 16-20 16-21 16-22 16-23
Title
Page
Pitot-Static System (FC 200 AFCS) ...................................................................... 16-3 Pitot Head (Typical) ............................................................................................... 16-2 Static Ports (Typical).............................................................................................. 16-2 ALTERNATE STATIC SOURCE Valve................................................................ 16-4 Pitot-Static Head (Typical)..................................................................................... 16-4 Pitot-Static System (FC 530 AFCS) ...................................................................... 16-5 STATIC PORT Switch ........................................................................................... 16-6 RAM AIR TEMP Indicator ................................................................................... 16-7 ADI and HSI (Typical)........................................................................................... 16-8 Remote Heading and Course Selector (Typical).................................................... 16-8 Autopilot and Flight Director Control Panels........................................................ 16-9 ADI and HSI Indications ..................................................................................... 16-10 Control Wheel Switches (Typical)....................................................................... 16-12 Altitude Display................................................................................................... 16-21 Static Wicks (Typical).......................................................................................... 16-22 Rosemount Pitot and Static Probe ....................................................................... 16-24 Static Source/Static Port Switch .......................................................................... 16-24 Right Side Pitot-Static Probe............................................................................... 16-25 Pilot and Copilot Altimeters ................................................................................ 16-25 Air Data Switch Panel ......................................................................................... 16-26 Emergency Battery Power System....................................................................... 16-27 Learjet Electrical Diagram for Altimeter/ADDU and AIU ................................. 16-28 Standby Altimeter................................................................................................ 16-29
16-iii
16-24 16-25 16-26 16-27 16-28 16-29 16-30 16-31 16-32 16-33 16-34 16-35
Rosemount Pitot and Static Probe ....................................................................... 16-30 Shoulder Static Port ............................................................................................. 16-30 Pitot-Static System Schematic for AFCS FC 200 Aircraft.................................. 16-31 Pitot-Static System Schematic for AFCS FC 530 Aircraft.................................. 16-32 Static Port/Source Switch .................................................................................... 16-33 West Star Air Data Computer .............................................................................. 16-33 West Star Learjet 35/36 RVSM Avionics Block Diagram ................................... 16-36 West Star Pilot Altimeter ..................................................................................... 16-36 West Star Copilot Altimeter................................................................................. 16-37 Altitude Alerter.................................................................................................... 16-37 Standby Altimeter................................................................................................ 16-38 Right Airspeed Static Valve................................................................................. 16-38
TABLES
Table
16-1 16-2 16-3 16-4
Title
Page
FC 200 Autopilot System Modes and Annunciators ........................................... 16-14 FC 530 Autopilot System Modes and Annunciators ........................................... 16-17 West Star ADC Failure Indications Chart for FC 200 Aircraft ........................... 16-34 West Star ADC Failure Indications Chart for FC 530 Aircraft ........................... 16-35
16-iv
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 supplements in the approved AFM and vendor manuals for additional information and information on specif ic systems not included in this chapter.
GENERAL
The basic navigation system consists of the pitotstatic system and air data sensor and the ram-air temperature gage. The AFCS includes the flight director, autopilot, dual yaw damper, and Mach trim system. The standard automatic flight control systems installed on the Learjet 35/36 are the Jet Electronics and Technology, Inc. (J.E.T.) FC 200 on the early models, and the FC 530 on the late models. The flight directors can be used independently with the pilot steering the aircraft to satisfy the flight director commands as
Revision .02
programmed, or the autopilot may be engaged to automatically steer the aircraft to satisfy flight director commands as programmed. The dual yaw damper system operates independently of the autopilot and may be engaged with or without the autopilot engaged. The Mach trim system operates at high Mach numbers when the autopilot is disengaged. The yaw damper and Mach trim systems are described in Chapter 15, Flight Controls. The Communication System section of this chapter discusses the static discharge wicks.
16-1
NAVIGATION SYSTEM
PITOT-STATIC SYSTEM (FC 200 AFCS)
The pitot-static system supplies pitot and static air pressure for operation of the airspeed and Mach indicators, the high- and low-altitude overspeed switches, the air data sensor, and the static defect correction module. Static pressure is also supplied to the copilot vertical velocity indicator, both altimeters, the pressurization control module, and the aft differential pressure relief valve (Figure 16-1). A heated pitot head is located on each side of the fuselage just forward of the cockpit (Figure 16-2). Pitot heat switches are located on the pilot anti-icing control panel. They also supply heat to both stall warning vanes. Refer to Chapter 10, Ice and Rain Protection, for additional information.
The normal static system provides independent sources of static pressure to the pilot and copilot instruments. Each static source (pilot or copilot) has one static port on each side of the aircraft nose (Figure 16-3). The dual static ports are provided for redundancy and to reduce sideslip effects on the instruments that use static air.
Figure 16-3. Static Ports (Typical)
The left front and right center static ports (both heated) are connected to the pilot instruments. The left rear and right front static ports (both heated) are connected to the copilot instruments. The right rear static port (not heated) is connected with an alternate static port inside the nose compartment to provide the pressurization module with a static source. Refer to Chapter 12, Pressurization, for additional information. Two heated shoulder static ports are located on top of the fuselage nose in front of the wind shield. These ports provide static pressure to the air data sensor and the copilot FD 108/FD 109 altitude controller (if installed).
Figure 16-2. Pitot Head (Typical)
16-2

L SHOULDER STATIC PORT DRAIN VALVE L PITOT HEAD ALTITUDE PRESSURE SWITCH* AIR DATA SENSOR R PITOT HEAD R SHOULDER STATIC PORT FLAP BLOWUP AIRSPEED SWITCH ** DRAIN VALVE L FWD STATIC PORT DRAIN VALVE L AFT STATIC PORT DRAIN VALVE R FWD STATIC PORT DRAIN VALVE R CENTER STATIC PORT ALTERNATE STATIC PORT (IN NOSE COMPARTMENT) ALTITUDE PRESSURE SWITCH* STATIC DEFECT CORRECTION MODULE* R AFT STATIC PORT MACH TRIM AND HIGH ALTITUDE OVERSPEED SWITCH PRESSURIZATION MODULE ALTIMETER (PILOT) AIRSPEED AND MACH INDICATOR (PILOT) MACH WARNING AND LOW ALTITUDE OVERSPEED SWITCH ALTITUDE ALERTER INSTRUMENT ALTERNATE STATIC SOURCE VALVE DIFFERENTIAL PRESSURERELIEF VALVE FORWARD PRESSURE BULKHEAD STATIC PORT ALTIMETER (COPILOT) RATE OF CLIMB (COPILOT) RATE OF CLIMB (PILOT) AIRSPEED AND MACH NUMBER INDICATOR (COPILOT)
LEGEND
REAR PRESSURE BULKHEAD STATIC PORT PILOT PITOT COPILOT PITOT PILOT STATIC COPILOT STATIC ALTERNATE STATIC OTHER STATIC
*SNs 35-067 AND SUBS., 36-018 AND SUBS., AND EARLIER AIRCRAFT WITH AAK 76-4 **SNs 35-002 TO 35-059 AND 36-002 TO 36-017
Figure 16-1. Pitot-Static System (FC 200 AFCS)
16-3
An ALTERNATE STATIC SOURCE valve is located below the pilot instr ument panel (Figure 16-4). For normal operation, the lever remains down (CLOSED); for alternate air, the lever is moved up (OPEN).
Four drain valves located near the aft end of the nose gear doorstwo on each sideare installed at the systems low points to drain moisture from the system.
Figure 16-5. Pitot-Static Head (Typical)
Figure 16-4. ALTERNATE STATIC SOURCE Valve
When the ALTERNATE STATIC SOURCE valve is positioned to OPEN, the pilot instruments are connected to an alternate port inside the unpressurized nose section. With OPEN selected, the altimeter and Mach indicators will read slightly lower than normal. Condensation drain valves for the pitot and static air lines are located adjacent to the nose wheel well doors.
The pitot systems (Figure 16-6) are independent. The left probe provides pitot pressure for the pilot Mach/airspeed indicator; the right probe head provides pitot pressure for the copilot Mach/airspeed indicator, the Mach switch (0.74 MI), gear warning airspeed switch (170 KIAS), air data unit, and other optional equipment. There are four static ports in the main pitotstatic systemtwo on each pitot-static probe. The ports on one probe are interconnected with those on the other probe to provide redundancy. Four solenoid-operated shutoff valves enable the pilot to select the source of static pressure.
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 elements controlled by the L and R PITOT HEAT switches. Refer to Chapter 10, Ice and Rain Protection for more information.
16-4

MACH SWITCH AIR DATA UNIT RATE-OF-CLIMB INDICATOR (COPILOT) ALTIMETER (COPILOT) MACH/AIRSPEED INDICATOR (ALTITUDE/ OVERSPEED SWITCHES) CLOSE
STATIC 2 PITOT STATIC 1
GEAR WARNING AIRSPEED SWITCH
LEGEND
PILOT PITOT COPILOT PITOT PILOT STATIC COPILOT STATIC OTHER
GEAR WARNING ALTITUDE SWITCH
OPTIONAL EQUIPMENT
RATE-OF-CLIMB INDICATOR (PILOT) PRESSURIZATION MODULE ALTIMETER (PILOT)
PITOT STATIC 1
MACH/AIRSPEED INDICATOR (ALTITUDE/ OVERSPEED SWITCHES) CLOSE
STATIC 2 PILOT PITOT-STATIC HEAD
CLOSE SOLENOID VALVES DRAINS
STATIC PORT L B O T H R
CLOSE SOLENOID VALVES DRAINS
COPILOT PITOT-STATIC HEAD
DIFFERENTIAL PRESSURERELIEF VALVE REAR PRESSURE BULKHEAD STATIC PORT
Figure 16-6. Pitot-Static System (FC 530 AFCS)
16-5
The source of static pressure is controlled with the static port switch located on the pilot switch panel. The static port toggle switch has three positions: L (left), BOTH, and R (right). This switch is normally set to both except in the event one of the pitot-static heads be comes inoperable or unreliable (Figure 16-7). In BOTH, the pilot instruments receive static pressure from the forward port on the left head and the aft port on the right head. The copilot instruments, the Mach switch, the gear warning altitude switch (14,500 ft), the gear warning airspeed switch, the air data unit, and other optional equipment receive static pressure from the front port on the right head and the aft port on the left head. This cross connection eliminates yaw error. When the STATIC PORT switch is placed in L or R, solenoid-operated shutoff valves are energized to shut off the static source from the opposite side static ports (see Figure 16-6). When the STATIC PORT switch is in L, static pressure is provided to all user systems only from the two static ports on the left pitotstatic head. In the R position, static pressure
is provided to all user systems only from the two static ports on the right pitot-static head. The shutoff valves operate on DC power supplied through the STATIC SOURCE circuit breaker on the left main bus. In the event of electrical failure, all shutoff valves will be open regardless of the STATIC PORT switch position. A separate unheated static port is flush mounted on the right side of the nose section to provide static pressure to the pressurization control module. Refer to Chapter 12, Pres surization, for additional information.
AIR DATA
The air data sensor provides air data to the autopilot computer and to the Mach trim computer. On aircraft equipped with the FC 200 automatic flight control system, static input to the air data sensor is from the shoulder static air ports. The FC 530 equipped aircraft use the copilot static air system for air data unit input. On all aircraft, the pitot input is from the copilot pitot system. The unit is located inside the nose compartment.
Figure 16-7. STATIC PORT Switch
16-6
RAM AIR TEMP INDICATOR

Ram-air temperature is displayed on the RAM AIR TEMP indicator located on the center instrument panel (Figure 16-8). The indicator is calibrated in degrees Celsius and requires DC power from the ram air temp circuit breaker on the left essential bus. For conversion to outside air temperature (OAT), refer to the Ram Air To Outside Air Temperature Conversion (RAT to OAT) f igure in Section V of the approved AFM .
installed on SNs 35-408, 35-447, 35-468, 35506 and subsequent, and 36-054 and subsequent, and earlier SNs incorporating AAK 83-2.
NOTE
The yaw axis is controlled by the dual yaw damper system, which operates independently of the autopilot and flight director. 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). The AFCS computer processes information received from the primary vertical and directional gyros, horizontal situation indicator (HSI), the NAV 1 receiver, and the air data sensor. The resulting computed roll and/or pitch command(s) are applied by the computer to the flight director indicator (FDI) command bars, which are built into the pilot attitude director indicator (ADI). When engaged, the autopilot is always coupled to the flight director command bars. The pilot has the option of using the flight director with the autopilot disengaged. Additional controls available to the pilot for control of autopilot and flight director functions are: Both four-way trim switches Both maneuver control switches The pilot pitch SYNC switch The go-around switch (left thrust lever knob) The pilot HSI heading (HDG) and COURSE selector knob The altitude alerter and pilot altimeter (FC 530 AFCS only) All of these controls are described in detail in this section.
Figure 16-8. RAM AIR TEMP Indicator
AUTOFLIGHT SYSTEM
GENERAL
Either the J.E.T. FC 200 or the J.E.T. FC 530 AFCS may be installed, depending on production serial number. The FC 530 AFCS is
16-7
FLIGHT DIRECTOR SYSTEMS General

Several different flight directors are available for installation on the Learjet 35/36. The most common installations are the Collins FD 108, FD 109, FDS 84, and FDS 85. Either system includes an ADI and an HSI that provide conventional raw-data attitude and heading reference and glide slope and course deviation displays. The basic aircraft attitude and heading references are energized whenever DC and AC power is applied to the aircraft. The flight director system is connected to the AFCS when the AUTO PILOT master switch is turned on. When the autopilot master switch is positioned to auto pilot (on), the PWR annunciator illuminates on the AFCS control panel, which indicates that power is available to the autopilot and flight director. The AFCS control panel provides for flight director mode selection and annunciation whether the autopilot is engaged or disengaged. Autopilot engagement is accomplished by depressing the ENG button. Refer to Figures 16-9 through 16-11 for typical installations.
Figure 16-9. ADI and HSI (Typical)
Attitude Director Indicator

The pilot ADI provides a visual presentation of aircraft attitude as furnished by the remote primary vertical gyro. The flight director indicator (FDI) is built into the ADI and consists of a set of computer positioned command bars that provides a single-cue command reference for both pitch and roll. The bars move up or down to command pitch, and rotate counterclockwise and clockwise to command roll. When flight director mode(s) have been selected, the command bars appear in view to provide the computed pitch and roll commands. When the autopilot is engaged, it automatically responds to the command bars. If the autopilot is disengaged, the pilot must
Figure 16-10. Remote Heading and Course Selector (Typical)
16-8
perform the roll and pitch maneuvers necessary to align the aircraft symbol with the command bars. Figure 16-12 illustrates the visual indications provided by the ADI and HSI. The ADI also provides for indication of localizer and glide-slope deviation and turn and slip.
AUTOPILOT/FLIGHT DIRECTOR General

The autopilot will automatically fly the aircraft to, and hold, desired heading, attitudes, and altitudes. The autopilot system can also capture and track VOR/LOC/ILS radio beams. The system provides modes for speed control and vertical rate control as well. On Learjet 35/36 aircraft with the standard avionics installation, the flight director is integrated with the autopilot by a computer through the AFCS control panel on the glareshield. Autopilot and flight director modes are engaged by depressing the applicable mode selector buttons on the control panel. Flight director only mode selection is accomplished by depressing the desired mode selectors on the control panel (Figure 16-11), but with the autopilot disengaged. When the autopilot is not engaged, the ADI command bars indicate the deviation from the desired flight path; this enables the pilot to manually fly the aircraft in response to the flight director system. When the autopilot is engaged, it will align the aircraft with the command bars automatically to maintain the desired flight path.
Horizontal Situation Indicator (HSI)

The HSI provides a pictorial presentation of aircraft position relative to VOR radials and localizer and glide-slope beams. Heading reference with respect to magnetic north is provided by a remote directional gyro that is slaved to a remote fluxgate compass. The SLAVE-FREE switch on the lower instrument panel allows unslaved operation by selecting FREE, in which case the magnetic reference the flux-gate compassis removed. The HSI provides the AFCS computer information regarding existing heading, heading marker reference, selected course, and course deviation. The heading markerthe bugis used to direct the aircraft to turn to and maintain the heading selected with the heading (HDG) control knob. The course deviation indicator is used to intercept and track a VOR or LOC course that is set with the course control knob.
TRK HDG APPR
ARM CAPT NAV REV LVL
PWR TEST
ROLL ENG
PITCH SOFT
IAS MACH SPD V/S
ARM CAPT G/S ALT
FNL
G/A
FC 200 AFCS
AFCS TRK ON ON 1/2 BNK ARM CAPT ON ON ROLL PWR ENG PITCH IAS SOFT MACH SFT SPD ON ARM CAPT ARM CAPT ALT SEL FNL ON ALT HLD
MON
HDG
NAV
BC
LVL
TST
V/S
G/S
G/A
FC 530 AFCS
Figure 16-11. Autopilot and Flight Director Control Panels
16-9
Description
Aircraft SNs 35-462, 35-447, 35-506 and subsequent and 36-054 and subsequent are equipped with the FC 530. Earlier aircraft have the FC 200. Both are manufactured by J.E.T. AAK 83-2 is available to retrofit earlier aircraft with the FC 530. Both systems include: an autopilot/flight director computer, an electric box, and interfaceall under the pilot seat; the AFCS control panel in the center glareshield; the roll and pitch servoactuators and followups; the customer specified flight director system; a roll-rate gyro; the NAV 1 receiver; the primary (pilot) vertical gyro, directional gyro and HSI; and the air data sensor. The FC 530
also uses the altitude alerter and pilot altimeter for its altitude preselect feature.
AFCS Control Panel

The control panel (see Figure 16-11) in the center of the glareshield is accessible to both pilots. It provides the switches required for autopilot engagement and flight director mode selection. Annunciator lightsgreen, amber, blue, or whiteappear above the mode select switches. The legend (white lettering) on the panel is backlit. On FC 200 models, annunciator intensity and legend lighting is controlled by the PEDESTAL lights rheostat on the copilot sidewall. On FC 530 models, annunciator intensity
ATTITUDE TAPE
DH
DECISION HEIGHT ANNUNCIATOR
HORIZON
20 10 10
20 FAST
GLIDE-SLOPE POINTER COMMAND BARS

20 10 10 SLOW 20
SPEED DEVIATION DISPLAY
AIRCRAFT SYMBOL RUNWAY SYMBOL RATE-OF-TURN
PUSH-TO-TEST SWITCH INCLINOMETER
TEST
HEADING MARKER (HEADING BUG) DISTANCE DISPLAY

MILES
LUBBER LINE
INS TRACK POINTER COURSE DISPLAY
01 1
30
TO-FROM POINTER
33
W
3
6
E 1 2
COURSE
COURSE ARROW
I N S
AIRCRAFT REFERENCE SYMBOL
BEARING POINTER
Figure 16-12. ADI and HSI Indications
16-10
15
AZIMUTH CARD
21
GLIDE-SLOPE POINTER
24
INS ANNUNCIATOR
LATERAL DEVIATION BAR
is fixed so that they are legible in daylight, while the NAV LTS switch must be turned on for fixed illumination of the legend lighting. The autopilot engage (ENG) pushbutton is used only to engage the autopilot; all other pushbutton switches operate with alternate action. The f irst depression engages a mode; a second depression cancels it. Automatic cancellations also occur. Annunciation of the mode selected appears above the pushbutton. Any operating mode not compatible with a newly selected mode is automatically canceled in favor of the latest selection. This allows the pilot to advance along the flight sequence without the inconvenience of having to deselect modes manually.
ture and a vertical accelerometer that monitors G forces. When a pitch mode is selected on the AFCS control panel, the computer positions the flight director V-bars accordingly. If the autopilot is engaged, a signal is also applied to the elevator pitch servo, which adjusts elevator position. Feedback of elevator movement is provided by the servo follow-up. When the new pitch attitude is established, the computer zeroes the servo effort by applying horizontal stabilizer trim via the secondary pitch trim motor, thereby preventing any aircraft pitching motion when disengaging the autopilot. Pitch changes can also be induced by either pilot wheel trim switch without depressing the center button. The computer uses the servo follow-up to control pitch changes to a rate of 1 per second, and limits pitch attitudes to 25 (FC 200) or +20 and 10 (FC 530).
Computer
The two-channelroll and pitchcomputer continuously monitors input signals from all AFCS component sensors. The computer is programmed by depressing the desired mode selector button(s) on the AFCS control panel. The computer computes the roll and pitch attitudes necessary to comply and signals the flight director V-bars to position accordingly while also applying simultaneous signals to the roll and pitch servoactuators (if the autopilot is engaged).
Roll Axis Control

The computer roll channel processes information from the primary (pilot) vertical gyro, which establishes the basic roll reference; the primary (pilot) directional gyro and HSI, which supply heading and course references; VOR bearing and ILS/LOC course references from the NAV 1 receiver; a roll rate gyro, which provides roll rate data; and a follow-up on the left aileron sector, which signals aileron position. When a roll mode is selected on the AFCS control panel, the computer positions the flight director V-bars accordingly. If the autopilot is engaged, a signal is also applied to the aileron roll servo, which adjusts aileron position. Feedback of aileron position is provided by the aileron followup. Roll changes can also be induced by either pilot wheel trim switch when moved to LWD or RWD without depressing the center button. The autopilot does not apply trim in the roll axis as it does in the pitch axis. Therefore, if the aircraft is out of trim in the roll axis, the autopilot must apply continuous roll servo effort to hold the desired roll attitude. This condition will be noticed by a continuously deflected roll force meter and control wheel.
Operation
The autopilot and flight director system controls aircraft movement about two axes: pitch and roll. The yaw damper provides independent, automatic control of the yaw axis in the same way as when the aircraft is being flown manually.
Pitch Axis Control

The computer pitch channel processes information from the primary (pilot) vertical gyro, which establishes the basic pitch reference; the air data sensor, which supplies altitude, vertical velocity, and airspeed/Mach information; glide-slope signals from the NAV 1 receiver; and a follow-up device in the pitch servoactuator, which signals elevator movement. The FC 530 also uses the altitude alerter and pilot altimeter for its altitude preselect fea-
16-11
The computer uses the roll rate gyro to control roll rates to 6 per second (FC 200), and 45 per second (FC 530). Bank angles are limited to a maximum of 30. The FC 200 uses a 13 flap position switch to increase autopilot roll authority when the aircraft is conf igured for approach. This provides more lateral authority at slower speeds and is annunciated by the green APPR light on the AFCS control panel. The FC 530 uses a 3 flap position switch to desensitize VOR and LOC signals, which enhances close-in stability during approaches. It does not affect auto pilot roll authority, nor is it annunciated.
manual autopilot controller when moved in any of the four directions without depressing the trim arming button (Figure 16-13). When an attitude change is made this way, the appropriate servo changes the attitude of the aircraft and disengages any modes previously selected in the affected axis except NAV ARM, G/S ARM, and ALT SEL ARM. The autopilot reverts to basic attitude hold in the affected axis when the switch is released.
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 yaw damper annunciator lights and edge lights.
Figure 16-13. Control Wheel Switches (Typical)
Controls and Indicators

The autopilot and flight director control panel contains most of the controls and indicators for the autopilot system. Additional controls and indicators are on the control wheels, the pilot switch panel, the HSI, the remote heading and course selector, the ADI, the altitude alerter, and the thrust levers.
Depressing the trim arming button and moving the trim switch in any of the four directions disengages the autopilot, and the autopilot disengagement tone sounds. This is the normal means of disengaging the autopilot since it does not disengage the yaw damper. Previously selected flight director modes are not disengaged when the autopilot is disengaged. Autopilot disengagement is further described in this chapter in the Autopilot Disengagement section.
Autopilot Master Switch

Power is provided to the autopilot and flight director systems when the autopilot master switch on the pilot lower switch panel is placed in autopilot; the green PWR (power) annunciator on the autopilot controller illuminates, and the red CMPTR flag on the pilot ADI goes out of view.
Control Wheel Master Switch

Depressing either pilot control wheel master switch (MSW) disengages the autopilot and yaw damper. The switch is called the autopilot release/nose steer switch on FC 200 aircraft.
Control Wheel Maneuver Switch

The control wheel maneuver control switch is called the MANEUVER switch on FC 200 aircraft and the MANUV/RP switch on the FC 530 aircraft.
Control Wheel Trim Switch

Either control wheel trim switch (NOSE UP/NOSE DN/LWD/RWD) functions as a
16-12
On FC 200 aircraft, depressing and holding either the pilot or copilot MANEUVER switch (Figure 16-13) temporarily releases autopilot access to the pitch and roll servos, biases the command bars out of view, and cancels the ROLL and PITCH modes if engaged previously. This enables either pilot to change the aircraft attitude in both pitch and roll axes manually. When the switch is released, the autopilot assumes basic attitude hold functions. During flight director only operation, the maneuver switch simply cancels all selected flight director modes and biases the command bars out of view. On FC 530 aircraft, depressing and holding either the pilot or copilot MANUV/RP switch temporarily releases autopilot access to the pitch and roll servos and extinguishes the green ROLL and PITCH annunciators, but does not cancel any previously selected flight director roll or pitch modes. This enables either pilot to change the aircraft attitude in both pitch and roll axes manually. When the switch is released, the autopilot resynchronizes to and holds the original roll mode and the existing (new) values in the SPD, V/S, or ALT HLD modes; the green ROLL and PITCH annunciators illuminate again.
Synchronizes the command bars to the existing pitch attitude In the case of a dual flight director installation, the copilot pitch SYNC switch synchronizes only the copilot command bars to the existing attitude and cancels the copilot G/A mode, if selected. It does not affect the autopilot in any way (as the maneuver switch does).
Autopilot Engagement
The AUTO PILOT master switch must be placed on to accomplish system ground checks prior to flight and normally remains on throughout the flight. When the PWR annunciator is illuminated, the autopilot can then be engaged at any time (except during takeoff and landing) by depressing the ENG button. Illumination of the PITCH and ROLL annunciators indicate engagement of the respective axes. On FC 200 aircraft, initial autopilot engagement cancels all previously selected flight director modes (if bank angle happens to be more than 5), the command bars disappear, and the autopilot holds the existing roll and pitch attitudes (if within normal limits). If bank angle is less than 5 at the moment of initial engagement, the LVL light illuminates and the command bars appear, commanding the autopilot to maintain wings level at the existing pitch attitude. If the roll or pitch attitude(s) happen to be beyond the normal limits, the autopilot will (at normal rates) roll and/or pitch the aircraft to the normal limits. If the PITCH TRIM selector switch is in OFF, the autopilot may engage, but disengages when it attempts to adjust secondary pitch trim and cannot. On FC 530 aircraft, autopilot engagement automatically couples to any previously selected flight director mode(s) except G/A, in which case the G/A light extinguishes and the autopilot maintains the existing attitude at the moment of engagement. If the autopilot is engaged without any previously selected flight director mode(s), the autopilot maintains the existing roll and pitch attitudes (if within normal limits), and the command bars remain out of view. If bank angle is less than 5 at the moment of engagement, the LVL light annunciates and the command bars appear, commanding the autopilot to maintain
Control Wheel SYNC Switch

On FC 200 aircraft, the pilot pitch SYNC switch: Releases autopilot access to the pitch servo Allows the pilot to use manual elevator control to establish a new pitch attitude Cancels any selected pitch modes (except G/S ARM), but does not affect any roll modes Causes the command bars to synchronize to the new pitch attitude Causes the autopilot to hold the pitch attitude existing at the moment of switch release On FC 530 aircraft, the pilot PITCH SYNC switch: Is a flight director function only, and has no effect if the autopilot is engaged Cancels any selected pitch modes except G/S ARM and ALT SEL ARM
16-13
wings level at the existing pitch attitude. The autopilot will not engage at bank angles in excess of 38 2 regardless of pitch attitude; however, if bank angle happens to be between 30 and 38 2 and/or pitch angle is greater than 10 or +20, the autopilotat normal ratesrolls and/or pitches the aircraft to the normal limit(s). If the pitch trim selector switch is in off, the autopilot will not engage.
Autopilot/Flight Director Mode Selection

Autopilot and flight director modes are engaged by depressing the applicable mode selector button on the autopilot control panel. The engaged modes may be disengaged by depressing the selector button (except for the SPD mode on the FC 530 AFCS) a second time or by selecting another pitch mode. Flight director only mode selection is made by depressing the applicable mode selector with the autopilot disengaged. The roll axis modes are LVL (level), HDG (heading), NAV (navigation), VOR or LOC (used in conjunction with the NAV mode), BC (back course, FC 530), REV (back course, FC 200), and 12 BNK (half bank, FC 530). The pitch modes are SPD (speed), V/S (vertical speed), G/S (glide slope), ALT SEL (altitude select, FC 530), ALT HOLD (altitude hold), and SFT (soft). The SPD submodes of IAS and MACH, and the V/S, G/S CAPT, ALT SEL CAPT, and ALT HLD modes cancel each other when one is selected. G/S ARM is compatible with a previously selected SPD, V/S, or ALT mode, while ALT SEL is compatible with a previously selected SPD or V/S mode. Refer to Tables 16-1 and 16-2 for a further description of each mode, the applicable annunciator, and the function of each mode selector switch and annunciator.
Attitude Hold Mode

The autopilot is in pitch attitude hold when the PITCH annunciator is illuminated and all other pitch axis annunciators are extinguished (except G/S ARM and, for FC 530, ALT SEL ARM). The autopilot is in roll attitude hold when the ROLL annunciator is illuminated and all other roll axis annunciators are extinguished (except NAV ARM). When the autopilot is in both pitch and roll attitude hold, the flight director command bars will be out of view. Autopilot roll (bank) limit is a nominal 30, while pitch limits are 25 (FC 200) or +20 and 10 (FC 530). Extended autopilot operation in roll attitude hold or LVL cancels the automatic erection feature of the vertical gyro. As the vertical gyro precesses, the autopilot banks the aircraft to maintain a zero-bank indication on the attitude indicator. When the autopilot is in the basic attitude hold mode, attitude commands are accepted by the autopilot through either pilot control wheel trim switch (arming button not depressed); the autopilot holds the attitude that exists when the command is released.
Table 16-1. FC 200 AUTOPILOT SYSTEM MODES AND ANNUNCIATORS

MODE ANNUNCIATOR PWR FUNCTION Indicates electrical power is available for autopilot/flight director operation (circuit breakers are in and the AUTO PILOT master switch is in the ON position). When pressed during ground check, all autopilot controller annunciators illuminate. Failure to light indicates a malfunction in the AFCS or a burned out lamp. Force meters oscillate. When pressed in flight, only the annunciators illuminate. ROLL PITCH When depressed, the autopilot engages and the ROLL and PITCH annunciators illuminate.
TEST
ENG
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Table 16-1. FC 200 AUTOPILOT SYSTEM MODES AND ANNUNCIATORS (Cont)

MODE SOFT ANNUNCIATOR SOFT FUNCTION 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. 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. 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. 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. 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. The APPR light illuminates when the flaps are lowered beyond 13 and increases the autopilot roll torque limit to compensate for slower airspeed. Functional only with NAV mode selected for localizer backcourse approach with ILS frequency tuned in. When selected, course information 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.
HDG
ON
NAV
CAPT (Capture)
TRK
APPR
REV (BACK COURSE)
16-15

MODE LVL (LEVEL) ON SPD (SPEED) IAS MACH V/S (VERTICAL SPEED) ON ANNUNCIATOR FUNCTION When engaged, wings level is commanded by the flight director only if the autopilot is engaged. Indicates the level mode is engaged. It is also a function of G/A mode, but has no other flight director only functions. When selected, the flight director will command a pitch attitude that will maintain the airspeed existing at the time of mode selection. Power must be set by the pilot. Illuminates at altitudes up to approximately 29,000 ft. Illuminates at altitudes above approximately 29,000 ft. When selected, the flight director commands a pitch attitude that will maintain the existing vertical speed. Power must be set by the pilot. Illuminates when V/A mode is selected. NOTE Before engaging this mode, maintain the desired rate long enough (approximately 15 seconds) for vertical speed indicator lag to diminish. When selected, activates the flight director function that captures the glide slope. Functional only when the NAV 1 receiver is tuned to an ILS frequency, an active glide-slope signal is present, the G/S flag is out of view, and the REV mode is not selected. ARM Illuminates when the G/S mode is selected and the aircraft is not on the glide-slope beam. Goes out when the aircraft captures the beam. Illuminates when the aircraft intercepts and captures the glideslope beam. Illuminates during an ILS or a localizer approach when the beam signal is being desensitized for close-in stability. NOTE The FNL mode will be activated when passing over the outer marker. If the outer marker signal is not available, depressing the NAV 1 TEST button momentarily will activate the FNL mode. This should be accomplished at the final approach fix. The flaps must be down 13 or more to initiate FNL. When selected, the flight director will command an aircraft pitch attitude that will maintain the existing altitude. ON G/A (GOAROUND) Illuminates when ALT hold is engaged. Flight director only mode, selected by depressing the GO-AROUND button on the left thrust lever knob. Illuminates the G/A and LVL annunciators, and positions command bars to 9 pitch up, wings level. On SNs 35-002 to 35-009 and 36-002 to 006, the G/A mode is coupled to the autopilot when N1 is above 80%.
G/S (GLIDE SLOPE)
CAPT FNL (FINAL)
ALT (ALTITUDE HOLD)
16-16
Table 16-2. FC 530 AUTOPILOT SYSTEM MODES AND ANNUNCIATORS

MODE ANNUNCIATOR PWR FUNCTION Indicates electrical power is available for autopilot/flight director operation (circuit breakers are in and AUTO PILOT master switch is in ON position). When depressed, all autopilot controller annunciators illuminate (light test only). When depressed simultaneously with ENG button, a system self-test is performed. MON (MONITOR) ENG SFT ROLL PITCH SOFT Illuminates during self-test. Flashes if fault is detected. When depressed, the autopilot engages and the ROLL and PITCH annunciators illuminate. 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 SFT mode is locked out when in NAV localizer CAPT, NAV VOR APPR, and ALT SEL CAPT. 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. Functional only with HDG or NAV VOR mode selected. Limits bank to a maximum of 13. When selected, it activates the flight director function that captures and tracks VOR and LOC courses. 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. 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, or while in the cone of silence over VOR stations. NOTE When the ARM light is flashing, the flight director will command a heading equal to the selected course plus the computed wind drift correction angle. 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. NOTE When flying in VOR approach, the flaps must be set at 8 or more in order to achieve signal desensitization for close-in stability. This function is provided by the 3 flap switch. In the NAV CAPT mode, illuminates to indicate the aircraft is nearing the VOR or LOC beam. Crosswind compensation begins and maximum bank angle will be limited to 15 when it illuminates.
TST (TEST)
HDG
ON
2 BANK
ON
NAV
ARM
CAPT (Capture)
TRK
16-17

MODE BC (BACKCOURSE) ANNUNCIATOR FUNCTION Functional only with NAV mode selected for localizer backcourse approach. When selected, course information 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. Is also a function of G/A mode. NOTE BC may also be used to fly outbound on an ILS front course. LVL (LEVEL) When the LVL button is depressed (autopilot engaged or not), the flight director will command wings level, and any previously selected roll mode will be canceled. If a pitch mode happens to be engaged, pitch commands for that mode will not be affected; otherwise, the command bars will assume the existing pitch attitude. ON Indicates the level mode is engaged. NOTE During flight director only operation, selecting SPD, V/S, or ALT HLD without a prior roll mode selection will automatically engage the LVL mode. SPD (SPEED) IAS MACH When selected, the flight director will command a pitch attitude that will maintain the airspeed existing at the time of mode selection. Power must be set by the pilot. Illuminates when the SPD mode selector is first depressed. The existing IAS is maintained. Illuminates when the SPD mode selector is depressed a second time. The existing Mach number is maintained. NOTE The switch will cycle between IAS and MACH, always starting with IAS upon initial engagement. Therefore, to disengage the mode, another pitch mode must be engaged, or momentarily move either control wheel trim switch (without depressing arming button) in the noseup or nosedown direction. In the flight director only mode, SPD is disengaged with activation of the pitch sync switch. V/S (VERTICAL SPEED) ON When selected, the flight director commands a pitch attitude that will maintain the existing vertical speed. Illuminated when V/S mode is selected. NOTE Before engaging this mode, maintain the desired rate long enough(approximately 15 seconds) for vertical speed indicator lag to diminish.
16-18

MODE G/S (GLIDE SLOPE) ANNUNCIATOR FUNCTION When selected, activates the flight director function that captures and tracks glide slope. Functional only when the NAV 1 receiver is tuned to an ILS frequency, an active glide-slope signal is present, the G/S flag is out of view, and the BC mode is not selected. ARM Illuminates when the G/S mode is selected and the aircraft is not on the glide-slope beam. Goes out when the aircraft captures the beam. Illuminates when the aircraft captures the glide-slope beam. Illuminates during an ILS or a localizer approach when the LOC and G/S beam signals are being desensitized for close-in stability. NOTE If the radio altimeter signal is valid, the FNL light will illuminate at approximately 1,200 ft AGL. If the radio altimeter is not valid, the FNL mode will be activated when passing over the outer marker. If the radio altimeter and outer marker are not valid, depressing the NAV 1 TEST button will activate the FNL mode. This should be accomplished at the final approach fix. The flaps must be down 3 or more to initiate desensing (FNL) manually. ALT HLD (ALTITUDE HOLD) ON ALT SEL (ALTITUDE SELECT) ARM When selected, the flight director will command an aircraft pitch attitude that will maintain the existing altitude. Vertical velocity should be less than 1,000 fpm. Illuminates when ALT HLD is engaged. When selected, the flight director will capture preselected altitudes. Illuminates when ALT SEL is activated. The desired altitude is set on the altitude alerter and any pitch mode (except ALT HLD) may be used to attain that altitude. Upon nearing the selected altitude, the ARM light goes out and any other pitch mode in use disengages. Illuminates when an altitude interception begins. When the aircraft is within 20 ft of the selected altitude and vertical speed within limits, the ALT HLD mode engages, the ALT HLD ON light illuminates, and the ALT SEL CAPT light extinguishes. Flight director only mode, selected by depressing the GO-AROUND button on the left thrust lever knob. Disengages autopilot (if engaged), illuminates the G/A and LVL annunciators, and positions command bars to 9 pitch up, wings level.
CAPT FNL (FINAL)
CAPT
G/A (GO-AROUND)
Revision .02
16-19
Autopilot Disengagement
Whenever the autopilot and/or roll axes disengage, the applicable PITCH and/or ROLL annunciators will extinguish and the autopilot disengage tone will sound, as def ined below: Either control wheel trim switch, with arm ing button depressed and moved in any of the four directions (NOSE UP, NOSE DN, LWD, or RWD), will disengage both autopilot axes Either control wheel master switch (MSW), when depressed, will disengage both autopilot axes and the yaw damper The AUTO PILOT master switch, when set to OFF, will disengage both autopilot axes The PITCH TRIM selector switch, when moved to the OFF position, will disengage both autopilot axes, but only when it attempts to trim the horizontal stabilizer and cannot (FC 200); on FC 530 airc r a f t , a u t o p i l o t d i s e n ga g e m e n t i s immediate With the pitch trim selector switch in either the PRI or SEC position, moving the pedestal NOSE DNOFFNOSE UP switch to NOSE UP or NOSE DN will disengage both autopilot axes Individual axes may be disengaged by pul ling the applicable axis AC or DC circuit breakers (pilot AC and essential buses)
at a wings level 9 noseup pitch position.
NOTE
On SNs 35-002 to 35-009 and 36-002 to 36-006, the G/A mode is coupled to the autopilot if engaged when power is advanced to approximately 80% N1.
Servo Force Meters Two servo force meters are located in the center of the control panel. The indicators provide an indication of what autopilot servo forces are present when the autopilot is engaged. The left one indicates roll force and the right, pitch force. If the force meter(s) are deflected, the appropriate axes should be trimmed to center the meter(s) prior to engaging the autopilot. If the autopilot is engaged and the meter(s) indicate a steady deflection, the autopilot should be disengaged and the appropriate axis retrimmed. Small deflections before and after engagement are normal. Roll Monitors The computer uses the roll rate gyro and the pilot vertical gyro to control the rate of roll and bank angle, respectively.
On FC 200 aircraft, excessive roll rate will disengage the roll axis, sound the disengage tone, and extinguish the ROLL light. On FC 530 aircraft, excessive roll rate or bank angle in excess of approximately 40 will disengage both axes, sound the disengage tone, and extinguish the ROLL and PITCH lights.
NOTE
On the FC 530 AFCS, if the AC AFCS PITCH circuit breaker is out, the puller system is also rendered inoperative and airspeed must be limited to 0.74 MI. Depressing the pilot VG ERECT button or actuating the pilot L-R SLAVE switch will disengage both autopilot axes On the FC 530, depressing the GOAROUND button (left thrust lever knob) will disengage the autopilot and select flight director G/A (go-around) and LVL modes. This positions the command bars
16-20
Pitch Trim Monitor The autopilot maintains pitch trim using the aircraft secondary pitch trim system. Whenever the autopilot is engaged and the secondary trim runs in a direction opposite the elevator servo force, a monitor disengages both axes, sounds the disengage tone, and extinguishes the ROLL and PITCH lights.
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. G-force Monitor (FC 530) G forces are sensed by the vertical accelerometer with the autopilot engaged. The G-force monitor causes the elevator to streamline whenever the G level reaches 1.6 G or 0.6 G. The pitch axis remains engaged, but keeps the elevator streamlined. Previously engaged pitch modes also remain on. When the aircraft is within the G limits, the pitch axis resumes normal elevator inputs. Autopilot/Stick Nudger/Pusher/ Stick Puller Interface If the autopilot is engaged and the stick nudger (FC 530), pusher, or puller actuates, any selected pitch mode disengages. The autopilot then maintains a synchronous standby mode until the nudger, pusher, or puller releases. Upon this release, the autopilot maintains the existing pitch attitude. Altitude Alerter The altitude alerter provides automatic visual and aural signals announcing approach to and departure from a selected altitude. The alerter is a direct-reading instrument with a five-digit display (Figure 16-14).
Figure 16-14. Altitude Display
The altitude alerter located in the center instrument panel functions in conjunction with the pilot altimeter. An OFF flag adjacent to the altitude display will be in view whenever power is not available to the alerter. During flight, as the aircraft passes within approximately 1,000 ft of the selected altitude, the amber ALT annunciators on the pilot and copilot altimeters will illuminate and an alert bell will sound. The point at which the approach to the preselected altitude is annunciated depends upon aircraft vertical speed. The annunciators will extinguish when the aircraft is within 300 ft of the preselected altitude. Should the altitude subsequently deviate more than 300 ft from the selected altitude, the ALT annunciators will illuminate and the alert bell will sound. The altitude alerter is also used to program the flight director altitude select (ALT SEL) mode on the FC 530.
16-21
COMMUNICATION SYSTEM
STATIC DISCHARGE WICKS
A static electrical charge (commonly referred to as P static or precipitation static) builds up on the surface of an aircraft while in flight and causes interference in radio and avionics equipment operation. The charge may be dangerous to persons disembarking after landing as well as to persons performing maintenance on the aircraft. The static wicks are installed on all trailing edges (Figure 16-15) to dissi pate static electricity.
RVSM SYSTEM
GENERAL
In the late 1950s, vertical separation for aircraft in upper airspace was 1,000 ft. However, in the early 1960s, as more and more aircraft were entering the airspace above 29,000 ft, a determination was made to increase the vertical separation above 29,000 ft to 2,000 ft. Starting in the late 1970s, a series of studies was conducted to determine the feasibility of reducing the current 2,000-foot vertical separation between FL290 and FL410 to 1,000 ft. These studies continued through the late 1980s. The studies concluded that the reduction to a 1,000 foot separation was feasible, providing the aircraft were equipped with an altimetry system with increased accuracy, which would also produce increased accuracy in the altitude reporting system. The f irst implementation of Reduced Vertical Separation Minimum (RVSM) began in the North Atlantic Region in March, 1997. Since then, it has successfully expanded to include the South Atlantic, the Pacific, the South China Sea, the West Atlantic Route, and the continental airspace of Australia. In September, 2004 senior, FAA Managers met with their counter par ts from Canada and Mexico. After reviewing signif icant implementation factors, the decision was made to proceed with RVSM implementation in North America. The Domestic Reduced Vertical Separation Minimum (D-RVSM) implementation date was January 20, 2005 for altitudes between FL290 to FL410 (inclusive) in the airspace of the lower 48 States, Alaska, Atlantic High and Gulf of Mexico High Offshore Airspace, and the San Juan Flight Information Region. Also included were Southern Canadian Domestic Airspace and the Airspace in Mexico. RVSM had already been implemented in Northern Canadian Domestic Airspace in 2002.
Figure 16-15. Static Wicks (Typical)
16-22
After January 20, 2005, aircraft not equipped with special RVSM equipment must be granted special permission to transition through block altitudes FL290 to FL410, or maintain an altitude of FL290 or lower. All Learjet models 35-35A/36-36A are eligible for RVSM modification. However, in some cases specific aircraft modifications must have been already successfully completed and documented in the aircraft log book, or complied with concurrent with the RVSM modification. A maintenance log check must be accomplished to ensure all necessary modif ications have been completed or scheduled. There are currently two Supplemental Type Certificate (STC) holders that can accomplish the necessary aircraft modifications for RVSM for the Learjet 35-35A/36-36A group. One is Aero Mech, Inc. (AMI) under their STC Numbers ST 00952SE, ST 00952SE-D, ST 01199NY and ST 01199NY-D. To simplify future discussion, this will be referred to as the Learjet RVSM Installation. The other is West Star/Honeywell under their STC Numbers ST 01524LA, ST 01525LA and ST 01526LA. Again, for simplicity this will be referred to as the West Star RVSM Installation. Each one accomplishes the same end task, but in a different manner. The Rosemount pitotstatic probe system is installed in the affected model in accordance with STC ST 00321WI or ST 00321WI-D. Limitations and other procedures have also changed in some areas. Therefore, ensure you have the proper Air plane Flight Manual Supplements in your Air plane Flight Manual. You must refer to them for the proper limitations, normal, emergency, and abnormal procedures for operating your equipment.
With the implementation of D-RVSM, the following are areas of signif icant importance and checks should be closely monitored: 1. Altimeter ChecksPrior to takeoff for flights planned into RVSM airspace, primary altimeters must be within 75 ft of a known elevation. While within RVSM airspace, primary altimeters must be within 200 ft of each other. 2. Altitude AwarenessTo preclude errors in hearing clearances and/or incorrectly setting the altitude pre-select, the following technique/SOP is suggested: a. Pilot flying is manually flying the aircraft, and pilot monitoring sets altitude pre-selector; both pilots point to the altitude set in the altitude pre-selector, and both verbally state that altitude. b. Pilot flying is flying the aircraft on autopilot, and pilot flying sets the altitude pre-selector; both pilots point to the altitude set in the altitude pre-selector, and both verbally state that altitude. 3. Climbs and DescentsTo preclude unwarranted TCAS TAs or RAs, limit climb and descent rates to 1,500 fpm or less during the last 1,000 ft of an altitude change (AIM 4-4-9[d]). 4. Respond immediately and appropriately to any TCAS RAs.
16-23
LEARJET RVSM INSTALLATION Rosemount Pitot-Static Probes

For FC 200 equipped aircraft, the traditional pitot tubes and static ports are removed and replaced by Rosemount pitot static probe (Fig ure 16-16). Earlier FC 200 aircraft that have already been modif ied with the Rosemount pitot static probe system and FC 530 autopilot are described under the FC 530 modif ication (see AFMS W1266 ). The alternate static source valve at the bottom of the left side of the instrument panel is removed. The pressurization static por t installation has not changed.
Static pressure is sensed by two sources on each probe; static 1 (S1) and static 2 (S2). Static 1 on the left probe is cross-connected to static 2 on the right probe, and static 1 on the right probe is cross connected to static 2 on the left probe. Four solenoid-operated isolation shutoff valves enable the pilot to select the source of static pressure. The source of static pressure is controlled by a static source/static port switch (Figure 16-17) located on the top of the throttle quadrant or on the anti-ice control panel.
Figure 16-17. Static Source/Static Port Switch Figure 16-16. Rosemount Pitot and Static Probe
The Rosemount pitot static probes mounted on each side of the nose section provide both pitot and static pressure to designated systems. The probes also contain heating elements for anti-icing and are controlled by the L or R PITOT HEAT switches (refer to Chap ter 10, Ice and Rain Protection). Four drain valves are located near the end of the nose gear doors and are installed at the system low points to drain moisture. The pitot pressure is sensed separately from the front of each probe. The left pitot pressure is plumbed to the pilot airspeed indicator. Pitot pressure from the right pitot probe is plumbed to all other systems that need pitot pressure.
Probe sensing is extremely accurate, and only a minor correction must be made in the air data d i s p l ay u n i t ( A D D U ) a i r d a t a c omputer (ADC). There are altitude correction charts that must be used if a malfunction occurs either in the ADDU system or the pitot static system. These correction factors are included in t h e a p p l i c a bl e A i r p l a n e F l i g h t M a n u a l Supplement . There is a critical nose section area adjacent to each pitot-static probe (left and right) that must be checked on every preflight before flight into RVSM airspace (Figure 16-18). The inspection area is also identif ied by four 90 angle marks painted on the fuselage in each corner. The preflight walkaround check is to e n s u r e t h a t n o o bv i o u s s k i n d a m a g e o r
16-24
deformation has occurred in that area. Also, check the pitot static probe heads for any deformation or obstruction around the inlet or static ports.
IS&S Altimeter/ADC System

General
On the FC 200 and FC 530 autopilot aircraft, the pilot (servo pneumatic or pneumatic) and copilot (pneumatic) altimeters are replaced with the IS&S combination self sensing altimeter (ADDUAir Data Display Unit/ADCAir Data Computer) (Figure 16-19).
Figure 16-18.
Right Side Pitot-Static Probe
Figure 16-19.
Pilot and Copilot Altimeters
Static Source/Static Port Switch

A static source/static port switch is installed either on the pilot anti-ice switch panel, or on the forward part of the throttle quadrant (Fig ure 16-17). The switch is a three position toggle switch: BOTH (center), L (left), or R (right). The switch is used to select the static source to be used. For example, when BOTH is selected, both S1 and S2 on both sides are used and are crossconnected. When the L position is selected, the RIGHT probe STATIC is isolated; STATIC pressure from the LEFT probe only is being used. When the R position is selected, STATIC pressure from the RIGHT side is only being used; the LEFT probe STATIC is isolated. Normally, both systems are operative so the switch remains in BOTH. The switch posi tion selected determines the static source used. The BOTH position is required for normal flight into RVSM airspace; however, if the system malfunctions and either the L or R position is used in RVSM airspace, refer to the AFM Supplement for procedures/guidance.
On FC 200 aircraft, an analog interface unit (AIU) is installed and converts digital data from the altimeters to analog signals that interface with the existing FC 200 autopilot. The AIU also provides outputs for V MO /M MO overspeed warning, gear horn warnings, aircraft speed data for the mach trim computer, and air data information to other optional aircraft systems (e.g., long range nav, SAT/TAS indicator). On FC 530 aircraft, the AIU converts digital data from the altimeters to analog signals to interface with the existing FC 530 autopilot and to provide air data information to other optional aircraft systems (e.g., long range nav, SAT/TAS indicator).
16-25
On both FC 200 and FC 530 aircraft, the altitude alerter panel is removed and replaced with an air data switch panel (Figure 16-20). This panel consists of green ADC1 and ADC2 pushbutton switchlights and a red AIU FAIL annunciator light.
NOTE
The autopilot must be disengaged wh e n sw i t c h i n g f r o m o n e A D C source to another. To toggle between IN.HG or hPa, press the BARO select knob located to the lower right on the altimeter. If the BARO knob is held depressed for longer than four seconds, unit selection mode is entered and each additional press of the knob for four seconds will toggle the altimeter display between IN.HG and hPa. If the BARO select knob is depressed and held for eight seconds or longer, the altitude unit display will toggle between feet and meters.
Figure 16-20. Air Data Switch Panel
The altimeter/ADC combines the function of the basic altimeter with those of the traditional altitude alerter and is also a self-sensing unit with pitot and static connections. A new standby altimeter is installed and plumbed to the copilot static source. The installation utilizes three independent sources of electrical power to the altimeters, one of which is the emergency battery.
Barometric pressure is set by rotating the BARO select knob. Momentarily depressing the BARO knob for less than two seconds will set 29.92 IN.HG or 1013 hPa. Note that the master A and the slave baro set knobs are totally independent and different units (IN.HG or hPa) and different baro settings are possible. Additional information may be displayed on the altimeter bezel (e.g., ALT and/or DH lights). Failure of either altimeter is indicated by a blank display or the word OFF displayed. There is a COM and STBY light indication on the face of each altimeter (ADDU). An illuminated COM indication indicates that the data bus communication between the pilot and copilot ADDU is lost. An illuminated STBY indication indicates SSEC corrections are not being applied. Should the COM or STBY lights display or AIU FAILURE indicator illuminate, consult your appropriate AFM Supplement as the abnormal procedures differ between FC 200 and FC 530 aircraft. If the AIU FAIL light, located on the air data switch panel illuminates, select the other ADC on the switch panel and refer to the AFM Supplement ab normal procedures.
Altimeter Operation
The Learjet RVSM installation chose to install IS&S altimeters/ADDU as shown in Figure 1619. They provide altitude indications and also generate and indicate additional data. When ADC1 (pilot) or ADC2 (copilot) switch is depressed on the air data switch panel, the switch panel light will illuminate and the selected altimeter/ADDU will have an active master A illuminated. This now becomes the master altimeter/ADDU and is used for transponder, altitude pre-select, altitude alerting, air data input to the AIU, and other auxiliary outputs. The altimeter that does not have the A illuminated is referred to as the slave unit.
16-26
Power Source/Failure
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 (Figure 16-21) is supplied by the ALTM or PRI ALTM circuit breaker located on the left essential bus (L ESS BUS). It may also be powered by the emergency battery through the EMER ALTM circuit breaker located on the left circuit breaker panel. If normal electrical power is lost to the pilot altimeter (ADDU) and it is being powered by the emergency battery, the pilot ADDU will function using the emergency battery power, but the PWR and COM indication will illuminate on the pilot ADDU (altimeter) display (Figure 16-22).
On FC 200 aircraft, a pilot altimeter (ADDU) emergency lighting (PLT ALTM EMER LTG) switch may be installed on the pilot side panel. If the switch is installed and normal electrical power is lost to the pilot altimeter, the ADDU back lighting will remain ON and the pilot may select desired intensity of the digital display by using this switch. If this switch is not installed, the ADDU back lighting will remain on if the pilot INSTR PNL dimmer knob (pilot side panel) is turned ON (out of detent) and the altitude display will be dimmed. For daylight conditions, the INSTR PNL dimmer 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 BUS
GEAR FLAPS STBY ALT VIBRATOR EMER ALTM (PILOT ADDU ALTIMETER)
EMER BAT
BATTERY OUTPUT EMERGENCY BAT CB 28 VDC INPUT INVERTER
VDC
S T B Y
EMR PWR
OFF
VAC OUTPUT 115 VAC OUTPUT 4.6 VAC OUTPUT
CLI
MB
EMERGENCY BATTERY
LIGHTING STBY ALT
DI
VE
PUL TO
AGE
ATTITUDE GYRO
Figure 16-21. Emergency Battery Power System
16-27
For FC 530 aircraft, this switch is not installed; the ADDU back lighting will remain ON if the pilot INSTR PNL (pilot side panel) dimmer knob is turned on (out of detent), and the altitude display will be dimmed. For daylight conditions, the INSTR PNL dimmer 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. If normal electrical power is lost to the copilot altimeter, the copilot ADDU will be inoperative.
Altitude Alerter Operation

Select the desired alerter altitude by rotating the ALT SEL knob on the face of the altimeter (ADDU) (see Figure 16-19). Clockwise rotation causes the selected altitude to increase and counter-clockwise to decrease. Knob sensitivity is 100 ft per detent (30 meters in metric mode). As long as the same units (feet or meters) are selected, rotating the ALT SEL knob on the master ADDU (A illuminated) changes the selected altitude on both 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 appropriate approach conditions are met again.
PRI ALTM L ESS BUS A

1
PILOT ALTIMETER
EMER ALTM L ESS BUS

1
ANALOG INTERFACE UNIT (AIU)
ADC SWITCH AND ANNUNCIATOR PANEL SEC ALTM R ESS B BUS

1
ADC1 AIU FAIL ADC2
OUTPUT ANALOG SIGNALS FROM AIU USED BY: GEAR WARNING ALTITUDE (FC 200) AUTOPILOT (FC 200 AND FC 530) VMO/MMO OVERSPEED WARNING (FC 200) 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

1
STBY ALTM R ESS BUS B

1
(EMERGENCY BATTERY ON)
INSTRUMENTS LIGHT FROM EMERGENCY BATTERY
STANDBY ALTIMETER (VIBRATOR)
Figure 16-22. Learjet Electrical Diagram for Altimeter/ADDU and AIU
16-28
Altitude Reporting
Altitude reporting data may be supplied from either air data display unit (ADDU). Selecting ADC-1 on the air data switch panel (see Figure 16-20) provides altitude information from the pilot ADDU for either transponder. Selecting ADC-2 on the switch panel provides altitude information from the copilot ADDU for either transponder. The TFR 1-2 switchif installedis located 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 supplied by the selected ADDU.
Standby Altimeter
The standby altimetera pure static altimeteris plumbed to the copilot static system (Figure 16-23). Electrical power for the altimeter lighting and vibrator is supplied from the aircraft emergency batter y when the switch is placed in ON. The standby altimeter is not powered when the EMER BAT switch is in STBY. There is an OFF flag on the left lower corner to indicate that the vibrator is not operating.
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 supplement 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
Initiated Built-In Test (BIT)

Both the pilot and copilot ADDU/ADC contain a built-in test feature that may be performed as desired by the crew. The aircraft must be below 40 kt to activate this test. The test is initiated by depressing the recessed TEST button on the lower left front side of the ADDU bezel (see Figure 16-19). When depressed, the ADDU and the AIU begin their BIT tests. Your AFM Supplement describes exactly how to perform this test and what indications to look for. If an error is detected during the test, the AIU fail light on the air data switch panel remains illuminated.
Altitude Position Correction Charts

There are altitude position correction charts in the Airplane Flight Manual and also in the AFM Supplements . For FC 200 aircraft, the al titude position correction charts supplied with the FC 200 autopilot retrof it with Rosemount pitot static probes supplement ( AFMS W1266 ) must be applied to the standby altimeter. They also must be applied to the indicated altitude when the STBY indicator light is illuminated on an IS&S ADDU (primary altimeter). The correction charts supplied with AFMS W1483 are used for altitude correction on the primary altimeters when the STBY indicator light is not illuminated.
16-29
For FC530 aircraft, the altitude position correction charts supplied with the Airplane Flight Manual must be applied to the standby altimeter. The AFM corrections must also be applied to the indicated altitude when the STBY indicator light is illuminated on the IS&S ADDU (primary altimeters). The correction charts supplied with AFMS W1484 are used for altitude correction on the primary altimeter (ADDU) when the STBY indicator light is not illuminated.
Figure 16-25. Shoulder Static Port
WEST STAR RVSM INSTALLATION Rosemount Pitot-Static Probes

For FC 200 autopilot equipped aircraft, the traditional pitot tubes and static ports are removed and replaced with Rosemount pitot and static probes (Figure 16-24).
The Rosemount pitot static probes on each side of the nose section provide both pitot and static pressures to designated systems. The probes also contain heating elements for anti-icing and are controlled by the L and R PITOT HEAT switches (see Chapter 10, Ice and Rain Protection). Drain valves are located near the end of the nose gear doors and are installed at the system low points to drain moisture during preflight. The left pitot pressure is plumbed to the pilot airspeed indicator and the Honeywell AZ-252 air data computer (ADC). The right pitot pressure is plumbed to all other systems that use pitot pressure. Static pressure is sensed by two sources on each probe: static 1 (S1) and static 2 (S2). Static 1 on the left probe is cross-connected to static 2 on the right probe; static 1 on the right probe is cross-connected to static 2 from the left probe. Either probe can furnish static pressure to all systems except the standby altimeter and the alternate static pressure to the airspeed indicators (Figures 16-26 and 16-27). Probe sensing is extremely accurate; only minor corrections must be made. These correction factors are included in the applicable AFM Supplement . A critical nose section area adjacent to each pitot static probe (left and right) must be checked on every preflight before flight into RVSM airspace. The preflight check ensures that no dents, paint chips or distortions are present in the probe area that would disrupt or distort airflow in the area. Also, check the pitot static heads for any deformation or obstruction around the inlet or static ports. FC 530 au topilot West Star modif ied aircraft utilize the existing static port/source switch.
Figure 16-24. Rosemount Pitot and Static Probe
Earlier FC 200 aircraft that have already been modified with the Rosemount pitot static probe system and FC 530 aircraft are described under FC 530 modif ication (see AFMS W1266 ). The alternate static source valve at the bottom of the left side of instrument panel is removed. The pressurization static port is not changed (see Chapter 12, Pressurization). The shoulder static ports remain installed and are used for the standby altimeter and an alternate static source for the airspeed indicators (Figure 16-25).
16-30
EXISTING DRAINS 5 PLACES
EXISTING NOSE LOWER SKIN NEW AZ-252 AIR DATA COMPUTER
L ROSEMONT P/S PROBE
R ROSEMONT P/S PROBE EXISTING COPILOT STALL WARNING 22,500 FT SWITCH
SHOULDER STATIC PORTS
F.S. 160.77 FR 5
EXISTING PILOT STALL WARNING 22,500 FT SWITCH
PILOT AIRSPEED STATIC VALVE
COPILOT AIRSPEED STATIC VALVE
REFERENCE DESTINATIONS
PITOT PILOTS1 COPILOTS2 STATIC COPILOTS1 PILOTS2 STATIC SHOULDER STATIC
PILOT AIRSPEED INDICATOR PILOT VERTICAL SPEED IND STBY ALTIMETER COPILOT AIRSPEED INDICATOR COPILOT AM-250 ALTIMETER COPILOT VERTICAL SPEED IND
16-31
Figure 16-26. Pitot-Static System Schematic for AFCS FC 200 Aircraft
16 AVIONICS
DRAINS 4 PLACES
NOSE LOWER SKIN NEW AZ-252 AIR DATA COMPUTER
MACH SWITCH
L ROSEMONT P/S PROBE ISOLATION VALVES (REF)
R ROSEMONT P/S PROBE ISOLATION VALVES (REF)
F.S. 160.77 FR 5
REFERENCE DESTINATIONS
PITOT PILOTS1 COPILOTS2 STATIC COPILOTS1 PILOTS2 STATIC
PILOT AIRSPEED INDICATOR
PILOT VERTICAL SPEED IND
STBY ALTIMETER
COPILOT AIRSPEED INDICATOR
COPILOT AM-250 ALTIMETER
COPILOT VERTICAL SPEED IND
Figure 16-27. Pitot-Static System Schematic for AFCS FC 530 Aircraft
16 AVIONICS
16-32
Static Port/Source Switch

On FC 530 aircraft, including earlier FC 200 aircraft that have been modif ied with the Rosemount pitot static probe system, a static port/source switch is installed (Figure 16-28). This switch is installed either during production or is installed by STCs: ST 00321WI or ST 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.
Air Data Computer

The West Star RVSM installation chose to use Honeywell equipment. The Honeywell AZ252 advanced air data computer (ADC) system consists of a RVSM capable advanced digital air data computer with analog outputs for both the FC 200 and FC 530 (Figure 16-29).
Figure 16-29. West Star Air Data Computer
Figure 16-28. Static Port/Source Switch
The ADC receives total pressure input from the left pitot probe and static pressure from S1 (left probe) and S2 (right probe) static port. The ADC receives total air temperature (TAT) from the TAT probe. The ADC provides outputs to the pilot altimeter, altitude alerter, autopilot, Mach trim, airspeed warning, landing gear warnings, ATC #1, a n d t h e f o l l ow i n g o p t i o n a l e q u i p m e n t : SAT/TAS/TAT indicator, IDC/Kolsman vertical speed indicator and long range navigation system (FMS). An ADC BITE (built-in-test) is initiated upon system power up. The ADC has no failure annunciations. Failure is indicated by fault indications in the associated indicators and controls.
The L, R or BOTH position of this switch is the static source being used. It must be in the BOTH position for flight into RVSM airspace. However, if the system malfunctions and either the L or R position is selected while in RVSM airspace, refer to your AFM Supplement for the procedures that must be followed. FC 200 aircraft modif ied by the West Star installation does not have this switch.
16-33
Refer to Tables 16-3 and 16-4 for a partial list of cockpit indications should the ADC fail. The AZ-252 air data computer requires 115 VAC electrical power and it is supplied from the left AC bus.
See Figure 16-30 for the West Star Avionics Block Diagram.
Table 16-3. WEST STAR ADC FAILURE INDICATIONS CHART FOR FC 200 AIRCRAFT
ADC FAILURE EQUIPMENT
PILOT MACH/AIRSPEED
INDICATION
REMARKS
M/ASI IS OPERATIVE, AURAL OVERSPEED WARNING INOPERATIVE ALTIMETER IS INOPERATIVE, USE STANDBY ALTIMETER OR CROSS SIDE ALTIMETER PNEUMATIC VSI IS OPERATIVE OR IDC VSI IS INOPERATIVE INOPERATIVE
PILOT ALTIMETER
DASHES IN ALL LCD DISPLAY FIELDS, POINTER PARKS AT 8 OR VSI POINTER PARKED AT 0
PILOT VERTICAL SPEED OR **PILOT IDC VSI ALTITUDE ALERTER
0 DISPLAYED
**SAT/TAS/TAT AUTOPILOT
DASHES DISPLAYED AUTOPILOT VERTICAL MODES WILL ENGAGE BUT ARE UNRELIABLE MACH TRIM ILLUMINATED
INOPERATIVE DO NOT USE AUTOPILOT VERTICAL MODES LIMIT MACH NO. TO MO.74
MACH TRIM
ATC TRANSPONDER
LOSS OF ALTITUDE REPORTING
SELECT ATC 2 LOSS OF ADC INPUTS, USE MANUAL INPUTS IF APPLICABLE
**FMS/GPS ETC.
ADC FAIL MESSAGE
**OPTIONAL EQUIPMENT WHICH MAY OR MAY NOT BE INSTALLED, SEE THE AIRCRAFT EQUIPMENT LIST
16-34
Table 16-4. WEST STAR ADC FAILURE INDICATIONS CHART FOR FC 530 AIRCRAFT
ADC FAILURE EQUIPMENT
PILOT MACH/AIRSPEED
INDICATION
REMARKS
M/ASI IS OPERATIVE, THE 300 KIAS AURAL OVERSPEED WARNING INOPERATIVE ALTIMETER IS INOPERATIVE, USE STANDBY ALTIMETER OR CROSS SIDE ALTIMETER PNEUMATIC VSI IS OPERATIVE OR IDC VSI IS INOPERATIVE
PILOT ALTIMETER
DASHES IN ALL LCD DISPLAY FIELDS, POINTER PARKS AT 8 OR VSI POINTER PARKED AT 0
PILOT VERTICAL SPEED OR **PILOT IDC VSI
ALTITUDE ALERTER
0 DISPLAYED
INOPERATIVE
**SAT/TAS/TAT AUTOPILOT
DASHES DISPLAYED VERTICAL MODES ARE CANCELED
INOPERATIVE VERTICAL MODES ARE INOPERATIVE
MACH TRIM
MACH TRIM ILLUMINATED
LIMIT MACH NO. TO MO.74 SELECT ATC 2 OR SELECT ENCODE ALT-XFER LOSS OF ADC INPUTS, USE MANUAL INPUTS IF APPLICABLE
ATC TRANSPONDER
LOSS OF ALTITUDE REPORTING
**FMS/GPS ETC.
ADC FAIL MESSAGE
**OPTIONAL EQUIPMENT WHICH MAY OR MAY NOT BE INSTALLED, SEE THE AIRCRAFT EQUIPMENT LIST
16-35

BA-250 BAROMETRIC INDICATOR BAROSET A429 PS LEARJET 35/36 AZ-252 AIR DATA COMPUTER PT ATC #1
ALTITUDE ALERT LIGHT
PS AL-800 ALTITUDE ALERTER AM-250 BAROMETRIC INDICATOR ATC #2
PT
DISPLAY AND SELECT DATA
IDC VSI* *OPTIONAL
ALTITUDE ALERT HORN
AIR DATA SIGNALS
AIR DATA LOGIC
LEAR 35/36 FC 200/FC 530 AFCS

MACH TRIM LANDING GEAR WARNING OTHER EQUIPMENT
Figure 16-30. West Star Learjet 35/36 RVSM Avionics Block Diagram
Pilot AltimeterBA-250 Barometric Altimeter

The BA-250 barometric altimeter, installed at the pilot position, incorporates an analog/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). Barometric pressure, which is set manually with the BARO knob, is displayed in inches of mercury and hectoPascals (hPa) on the barocorrected displays. A STD pushbutton selects standard barometric pressure of 29.92 or 1013 hPa. When ADC inputs are lost, dashes are displayed in all LCD display fields and the pointer moves to the 8 on the numerical dial. The altimeter requires 28 VDC supplied by the ALTM 1 circuit breaker on the left main bus.
Figure 16-31. West Star Pilot Altimeter
16-36
Copilot AltimeterAM-250 Barometric Altimeter

The AM-250 barometric altimeter, installed in the copilot position, is a fully RVSM capable altimeter with an integrated air data computer (Figure 16-32). It is a self-contained unit and is not connected to the AZ-252 air data computer. It incorporates an analog/LCD display of baro-corrected pressure altitude, baro-corrected displays, and an amber altitude alert light.
AL-800 Altitude Alerter

The AL-800 altitude alerter system provides both visual and aural signals for altitude awareness (Figure 16-33). The desired altitude is selected by slewing the displayed altitude to 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 approaching the preselected altitude, at 1,000 ft prior to reaching that altitude, the amber altitude alert light in each altimeter is illuminated 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.
Figure 16-33. Altitude Alerter Figure 16-32. West Star Copilot Altimeter
Barometric pressure is manually set with the BARO knob and displayed in inches of mercury and hectoPascals on the baro-correction displays. A STD pushbutton selects standard barometric pressure. It also provides an output to ATC #2. When silicon pressure sensor inputs are lost, dashes are displayed in all LCD fields and the pointer moves to the 8 on the numerical dial. This altimeter requires 28 VDC supplied by the ALTM 2 circuit breaker on the right main bus.
If the aircraft should subsequently deviate from the selected altitude by 200 ft, the altitude alert light illuminates and the aural warning will sound again. The altitude alert light remains illuminated until the aircraft returns to within 200 ft of the selected altitude or a new altitude is selected. An 0 will be displayed on the altitude alerter display when ADC inputs are invalid. The altitude alerter uses 28 VDC supplied by the ALT ALERT circuit breaker on the left main bus.
16-37
Standby Altimeter
The standby altimeter is a pure static altimeter (Figure 16-34). On FC 200 aircraft, it is plumbed to the shoulder static ports that are heated anytime there is electrical power on the aircraft.
Airspeed Static Valves

There are two airspeed static valves installed below the instrument panel on each side (Figure 16-35). These manual valves are provided to supply an alternate static source to the respective airspeed indicator. The valves have two positionsNORMAL and ALTERNATE.
Figure 16-34. Standby Altimeter Figure 16-35. Right Airspeed Static Valve
On FC 530 aircraft, the standby altimeter is plumbed to the copilot Rosemount probe static system; a vibrator installed in the standby altimeter and an OFF flag in the upper left corner indicate that the vibrator is not operating. Electrical power for the vibrator is supplied by the STANDBY ALT circuit breaker located on the right main bus. See Figure 16-30 for the West Star RVSM installation avionics block diagram.
When NORMAL is selected, the respective airspeed indicator receives static pressure from the normal Rosemount static source. When ALTERNATE is selected, the valve blocks the normal static pressure and connects that airspeed indicator to the shoulder port static source. Both valves must be in NORMAL for flight into RVSM airspace. If ALTERNATE is ever selected while in RVSM airspace, consult your AFM Supplement for corrective action.
16-38
Altitude Position and Airspeed Correction Charts

The new Rosemount pitot static probe installation changes the static source position error for the basic aircraft. New charts are included the the AFM Supplement, Document Number 30A04002, and have been developed from flight test calibrations. The chart numbering system in the supplement matches the basic aircraft AFM to the maximum extent possible. The new charts include aircraft weights up to 19,600 lb to accommodate the increased gross weights that may be applicable to some Learjet 35/35A and 36/36A aircraft altered by Avcon Division gross weight increase modifications. The pilot and copilot altimeters are electrical, with the pilot BA-250 altitude display being driven by the AZ-252 air data computer and the copilot having an AM-250 barometric altimeter. The AZ-252 air data computer and the copilot AM-250 barometric altimeter have static
source correction curves incorporated into the display, so the pilot and copilot altimeters have negligible errors in cruise flight. The standby altimeter is connected to the shoulder ports and has a static source error. When using the standby altimeter, the static source correction factor must be applied to obtain the proper indication. When an airspeed static source valve, which is located under the instrument panel, is selected to ALTERNATE, it applies shoulder port static pressure to the applicable airspeed indicator. Airspeed indicator and Mach position correction chart values must be applied. These correction charts are located in the AFM Supplement . A cross-reference between Figures in the AFM Supplement and the Learjet AFMs (AFM-019Model 35/36) and AFM-102Model 35A/36A with FC200 Autopilot) is presented in the AFM Supplement. In some cases, charts in the West Star Sup plement are new and did not exist in the Learjet AFM .
16-39
16-40
QUESTIONS
NAVIGATION SYSTEM FC 200 Autopilot Aircraft
1a. The static ports for flight instrument operation are located: A. In the unpressurized nose section B. On the top and bottom of the pitotstatic heads C. Flush mounted on the left and right sides of the fuselage nose section D. On both sides of the aft fuselage 2a. The pilot controls the static pressure source for the pilot flight instrument operation: A. Electrically with the STATIC PORT switch B. Mechanically with the STATIC PORT switch C. Electrically with the ALTERNATE STATIC SOURCE switch D. Mechanically with the ALTERNATE STATIC SOURCE valve lever 3a . The air data sensor receives pitot information from: A. The left pitot head B. The right pitot head C. Both pitot-static heads D. The right pitot-static head 4a. The air data sensor receives static information from: A. The shoulder static air ports B. The pressurization module static air port C. The right pitot-static head D. Both pitot-static heads
FC 530 Autopilot Aircraft

1b. The static ports for flight instrument operation are located: A. In the unpressurized nose section B. In the pitot-static heads C. Flush mounted on the left and right sides of the nose section D. On both sides of the aft fuselage 2b. The pilot controls the static pressure source for the pilot flight instrument operation: A. Electrically with the STATIC PORT switch B. Mechanically with the STATIC PORT switch C. Electrically with the ALTERNATE STATIC SOURCE switch D. Mechanically with the ALTERNATE STATIC SOURCE switch 3b. The air data unit receives pitot information from: A. The left pitot head B. The right pitot head C. Both pitot-static heads D. The right pitot-static head 4b. The air data unit receives static information from: A. The shoulder static air ports B. The pressurization module static air port C. The right pitot-static head D. Both pitot-static heads with static source switch in BOTH
16-41
CHAPTER 17 MISCELLANEOUS SYSTEMS

CONTENTS
Page
INTRODUCTION................................................................................................................. 17-1 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
17 MISCELLANEOUS SYSTEMS
17-i
ILLUSTRATIONS
Figure
17-1 17-2 17-3 17-4 17-5 17-6 17-7 17-8
Title
Page
Oxygen System ...................................................................................................... 17-2 Oxygen Cylinder and Overboard Discharge Indicator .......................................... 17-3
OXYGEN PRESSURE Gage ................................................................................ 17-4 Crew Oxygen Mask ............................................................................................... 17-4 OXY-MIC Panel (Typical)...................................................................................... 17-5 Passenger Distribution System .............................................................................. 17-6 Passenger Mask...................................................................................................... 17-7 Drag Chute Components Location ........................................................................ 17-8
17-iii
CHAPTER 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.
GENERAL
The 35/36 series oxygen system consists of the crew distribution system and the passenger distribution system. Oxygen is available to the crew at all times and can be made available to the passengers either automatically above 14,000 ft cabin altitude or manually at any altitude by the cockpit controls. The system is primarily designed for use in the event of rapid decompression or pressurization system failure. It is not designed for planned
Revision .02
extended unpressurized flight at high cabin altitudes requiring the use of oxygen. The optional drag chute is used to improve deceleration on the ground. It is most effective when deployed at higher speeds, but can still be effective when deployed at speeds below 60 kt. The squat switch system includes two switchesone located on each of the main gear scissorsand a relay box.
17-1
OXYGEN SYSTEM
The oxygen system components include an oxygen storage cylinder and a shutoff
va l ve - r eg u l a t o r a s s e m bly, a n ove r b o a r d discharge indicator, an oxygen pressure gage, and distribution systems for the crew and passengers. Figure 17-1 depicts the oxygen system.
OXYGEN CYLINDER
FILLER VALVE
DISCHARGE INDICATOR
30
155 195 200 PSI X 10
PRESSURE REGULATOR AND SHUTOFF VALVE
OXYGEN PRESSURE
PILOT MASK TO COPILOT MASK
LEGEND
PASS OXY VALVE QUICK DISCONNECT PASS MASK VALVE PASSENGER MASK STORAGE COMPARTMENT SUPPLY PRESSURE REGULATED PRESSURE
SOLENOID VALVE
DOOR LATCH MASK
LANYARD PIN ANEROID SWITCH (14,000 FT)
MASK VALVE/FLOW REGULATOR
Figure 17-1. Oxygen System
17-2
OXYGEN CYLINDER
The system is supplied with oxygen from a storage cylinder located in the right nose section on SNs 35-002 to 35-491 and 36-002 to 36-050 (Figure 17-2). On SNs 35-492 and subsequent and 36-051 and subsequent, the cylinder is located in the dorsal fin. An optional long-range installation incorporating two cylinders is available; location of the cylinders varies. Each oxygen cylinder has a storage capacity of 38 cu ft at 1,800 psi. The shutoff valve and pressure regulator assembly is attached to the storage cylinder and provides for pressure regulation, pressure indication, and servicing. Oxygen pressure for the passenger and crew distribution system is regulated at 6080 psi. The cylinder, along with its shutoff valve and regulator assembly, can be reached through an access door. Under normal conditions, this valve should always be left in the on (open) po-
OVERBOARD DISCHARGE INDICATOR

The overboard discharge indicator (green blowout disc) (Figure 17-2) provides the pilot with a visual indication that there has not been an overpressure condition in the oxygen storage cylinder. The disc blows out if the cylinder pressure reaches 2,7003,000 psi, releasing all oxygen pressure. System pressure should normally be between 1,550 and 1,850 psi. The green blowout disc is located on the right side of the dorsal f in or the lower right side of the nose section.
Figure 17-2. Oxygen Cylinder and Overboard Discharge Indicator
17-3
sition; this is a specif ied item on the exterior preflight inspection. The pilot should be aware that if the oxygen cylinder shutoff valve is closed, oxygen pressure will still be read on the OXY PRESS gage in the cockpit. During the interior preflight inspection, ensure that the shutoff valve is open by checking for oxygen flow through both crew oxygen masks, using the 100% (EMER) position.
OXYGEN PRESSURE Gage

The OXYGEN PRESSURE gage (Figure 173) provides a direct reading of oxygen cylinder pressure, which is necessary to ensure that an adequate supply of oxygen is aboard. The gage is marked as follows: Yellow arc................................0300 psi
The crew masks (Figure 17-4) are stowed on the pilot and copilot sidewalls. The mask oxygen lines are connected to quick-disconnect receptacles located on the cockpit sidewalls. Optional oxygen-flow detectors may be installed in the mask oxygen lines.
NOTE
Headsets, eyeglasses, or hats worn by crewmembers may interfere with the quick-donning capabilities of the oxygen mask.
Green arc ......................1,5501,850 psi Red line ....................................2,000 psi The gage is located on the pilot side panel on late model aircraft; on early models, it is mounted on the instrument panel.
* LATE MODELS **EARLY MODELS
**
Figure 17-4. Crew Oxygen Mask
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.

Figure 17-3. OXYGEN PRESSURE Gage
CREW DISTRIBUTION SYSTEM

The crew distribution system (see Figure 17-1) consists of the pilot and copilot oxygen masks with mask-mounted regulators for diluterdemand or 100% operation. Oxygen is available to the crew anytime the storage bottle shutoff valve is open and the masks are plugged in.
The ZMR 100 series diluter-demand mask regulator has a NORMAL100% oxygen selector lever. With NORMAL selected, the regulator delivers diluted oxygen, on demand, up to 20,000 ft cabin altitude. Above 20,000 ft cabin altitude, the 100% oxygen position must be selected. With the selector in the 100% position, 100% oxygen is delivered at any cabin altitude. The 100% position should be used when smoke or fumes are present in the pressurized compartment.
17-4
The Puritan-Bennett pressure demand mask/regulator incorporates a three-position selector knob labeled NORM, 100%, and EMER. With NORM selected, the regulator delivers diluted oxygen on demand, up to 33,000 ft cabin altitude. Above 33,000 ft, the regulator automatically delivers 100% oxygen. At 39,000 ft, it provides positive-pressure breathing. To obtain 100% oxygen at any time, 100% must be selected on the pressure regulator control. With EMER selected, the regu 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 protection from smoke and fumes.
Each mask assembly includes a microphone and has an electrical cord that is plugged into the OXY-MIC jack on the respective OXY-MIC panel (Figure 17-5) on each side panel. To operate the mask microphone, the OXY-MIC switch must be in ON and the microphone keyed, using the microphone switch on the outboard horn of the control wheel. Com mun ication between crewmembers can be ac complished by using the INPH function of the audio control panel and increasing the MASTER VOL level.
Figure 17-5. OXY-MIC Panel (Typical)
17-5
T h e R o b e r t s h aw d i l u t e r - d e m a n d mask/regulator has two controls: the NORMALEMERGENCY selector and the 100% lever. With NORMAL selected, the regulator delivers diluted oxygen on demand, up to 30,000 ft cabin altitude. Above 30,000 ft, the regulator delivers 100% oxygen under a slight positive pressure. Depressing the 100% lever will deliver 100% oxygen at any time. With EMERGENCY selected (at any altitude) and the 100% lever depressed, the regulator delivers 100% oxygen and maintains a slight positive pressure for respiratory protection from smoke and fumes.
The Scott ATO MC 10-15-02 mask, in the normal pressure regulator position with the 100% lever extended, will deliver diluted oxygen up to 30,000 ft cabin altitude, 100% oxygen above 30,000 ft cabin altitude, and automatic pressure breathing above approximately 37,000 ft cabin altitude. To obtain 100% oxygen at any time, depress the 100% lever on the mask pressure regulator. With EMERGENCY selected, the mask will deliver 100% oxygen and maintain a positive pressure in the mask cup at all times for respiratory protection from smoke and fumes.
PASSENGER DISTRIBUTION SYSTEM

The passenger distribution system (Figure 17-6) is used to provide oxygen to the passengers in case of a pressurization system
FROM CREW OXYGEN SYSTEM
f a i l u r e o r a ny o t h e r t i m e t h a t ox ygen is required. Oxygen is available in the crew oxygen distribution lines whenever the oxygen cylinder shutoff valve is open; however, oxygen is not available to the passenger distribution system until required.
PASS OXY VALVE NORMOFF NORMALLY OPEN (NORM)
PASS MASK VALVE MANAUTO NORMALLY CLOSED (AUTO) SOLENOID VALVE NORMALLY CLOSED
DUAL-MASK STORAGE COMPARTMENT
OXYGEN TRANSFER TUBE SINGLE-MASK STORAGE COMPARTMENT
LEGEND
TO OTHER PASSENGER MASK COMPARTMENTS REGULATED PRESSURE
Figure 17-6. Passenger Distribution System
17-6
With the PASS OXY valve in the OFF (closed) position, oxygen will not be available to the passenger distribution system in any event. This position may be used only when no passengers are being carried. With the PASS OXY valve in the NORM (open) position, oxygen will be automatically admitted to the passenger distribution system through the aneroid-controlled solenoid valve if the cabin reaches 14,000 750 ft. The aneroid switch opens the solenoid valve and deploys the passenger masks. It also illuminates the cabin overhead lights.
The passenger oxygen masks (Figure 17-7) are stowed in compartments in the convenience panels above the passenger seats. The compartments may contain as many as three masks, depending on the aircraft seating configuration. There will be at least one spare mask. The passenger mask storage compartment doors are held closed by latches. When oxygen is admitted into the passenger distribution system, the oxygen pressure causes the door latches (plungers) to open each compartment door. When the doors open, the passenger
Figure 17-7. Passenger Mask
17-7
Oxygen supply to the passenger system is controlled with three valves. Two valves are manually operated with control knobs on the pilot sidewall, and the third is solenoid-operated by an aneroid switch. The manually controlled PASS OXY valve is normally in the NORM (open) position, which allows oxygen up and to the manually controlled PASS MASK valve and to the aneroid-controlled solenoid valve. Oxygen can be admitted to the passenger distribution system through either of these passenger mask valves, both of which are normally closed.
In the event of aircraft electrical failure, automatic deployment of the passenger masks is not possible. The oxygen solenoid valve requires DC power through the OXY VAL circuit breaker on the left essential bus for automatic mask deployment. With the PASS OXY valve in the NORM (open) position, rotating the PASS MASK valve from AUTO to MAN admits oxygen into the passenger distribution system and causes the passenger oxygen masks to drop. This position can be used to deploy the passenger masks at any altitude, but will not cause the cabin overhead lights to illuminate.
masks fall free and are available for passenger use. As the passenger pulls down on his mask to don it, an attached lanyard withdraws a pin from the supply valve that releases oxygen into the mask breather bag at a restricted, constant flow rate. The rebreather bag may seem to inflate slowly, but this is normal. When inhaling, 100% oxygen is delivered to the mask cup. The breath is then exhausted into the rebreather bag. Should the doors be inadvertently opened from the cockpit, oxygen pressure must be bled from the passenger distribution system before the masks can be restowed. This is accomplished by pulling one of the passenger mask lanyards after ensuring that the PASS MASK valve is closed (AUTO). If the doors open due to malfunction of the solenoid-operated valve, the PASS OXY valve must be turned off to permit stowage of the passenger masks. The compar tment doors can be opened manually for mask cleaning and servicing.
DRAG CHUTE
GENERAL
The optional drag chute may be used to shorten stopping distances. The greatest deceleration rate is produced at the highest speed; however, the chute is still effective at speeds below 60 kt. The chute is stored in a removable canister that is mounted inside the tail cone access door. The canister lid is released from the canister when the drag chute handle is pulled, allowing the pilot chute to deploy. The pilot chute then pulls the main chute canopy out of the canister. The main chute riser attaches to the aircraft at the chute control mechanism just forward of the canister (Figure 17-8). The loop at the end of the main riser slips over a recessed metal pin that is held in position by spring pressure when the drag chute handle is stowed. There 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 MECHANISM
DRAG CHUTE CONTROL CABLE DRAG CHUTE CONTROL HANDLE (RH SIDE OF PEDESTAL)
Figure 17-8.
Drag Chute Components Location
17-8
When the drag chute handle is pulled, the pin is mechanically locked in position to retain the chute riser while the mechanical canister control mechanism operates to release the canister lid, thereby deploying the chute. The drag chute can be used: When landing on a wet or icy runaway During any landing emergency involving no-ap hydraulic or brake failure, or loss of directional control During takeoff if the decision is made to abort Do not deploy the drag chute under the following conditions: In flight If the nose gear is not on the ground When the indicated airspeed is above 150 kt With thrust reversers deployed
SQUAT SWITCH SYSTEM

GENERAL
Some aircraft systems operate only on the ground while others operate only in the air. The squat switch system is designed to provide the necessary ground or airborne signals to these systems. The squat switch system consists of two squat switchesone on each main landing gear strut scissorsand a relay box located under the cabin floor. When the aircraft is on the ground, and the main landing gear struts are compressed, the squat switches close to provide a ground mode signal. When the aircraft lifts off the ground and the main landing gear struts extend, the squat switches open, which interrupts the ground mode signals, thereby shifting to air mode.
SQUAT SWITCHES
Each squat switch provides ground or air signals to the following components: Stall warning system The switches disable the stall warning test feature in the air. The switches disable the stall warning rate sensor on the ground. The rate sensor remains disabled for approximately f ive seconds after lift-off. The left squat switch controls the left stall warning system while the right squat switch controls the right stall warning system. Antiskid system The switches disable the wheel brakes in the air with the antiskid system on. The wheel brakes remain inoperative until wheel spinup requirements have been met on landing. The left squat switch controls the outboard wheel brakes while the right squat switch controls the inboard wheel brakes.
OPERATION
As the nosewheel touches down, the copilot, on the pilots command, deploys the drag chute by squeezing the drag chute control handle (Figure 17-8) and pulling it up to its full extension; a pull force of approximately 50 pounds will be required. With the chute deployed, the pilot should keep the aircraft well clear of the runway and taxiway lights, markers, and obstructions on the upwind side. Taxi ing downwind should always be avoided. The drag chute can be jettisoned after deployment at anytime. Normally, the pilot heads the aircraft into the wind as much as possible to jettison the chute after the aircraft clears the runway. The copilot jettisons the drag chute by squeezing the control handle grip safeties and pushing the handle down to the stowed position to release the chute. If the chute has collapsed prior to jettisoning, the chute riser must be pulled free after stowing the handle. Because the possibility always exists that jettisoning the chute might be required during the landing roll, any planned deployment should be coordinated with the control tower.
17-9
Gear control valve The switches disable the gear-up solenoid on the ground to prevent inadvertent landing gear retraction. Either squat switch in ground mode will disable the gear-up solenoid. Both squat switches must be in the air mode to allow landing gear retraction. Squat switch relay box Either squat switch in the ground mode puts the relay box in ground mode. Both squat switches must go to air mode to put the relay box in air mode. The position of the SQUAT SW circuit breaker has no effect on landing gear, antiskid, or stall warning system operation. These systems receive signals directly from the squat switches as explained previously.
Cabin pressurization Safety valve vacuum solenoid closes in the air (SNs 35-099 and subsequent and 36-029 and subsequent only) Amber CAB ALT light (if installed) is disabled on the ground Control module solenoids shift from ground to air mode Amber TO TRIM lightDisabled in the air Windshield heat systemShifts from ground to air mode (see Chapter 10, Ice and Rain Protection, for additional information) Hourmeter and Davtron clock flight time function (if installed)Disabled on the ground Mach trim testOperates only on the ground Thrust reversersOperate only on the ground Generator load limitingLimits the output of a single, engine-driven generator on the ground only (SNs 35-148 and subsequent and 36-036 and subsequent only) Air data unitTAS disabled on the ground (FC 530 AFCS only) Mach overspeed warning/stick puller Test function disabled in the air (FC 530 AFCS only) Yaw damperDisconnects at touchdown (FC 530 AFCS only)

The squat switch relay box is necessary because of the limited number of electrical contacts available on the main landing gear squat switches. Sensing signals from both squat switches, the relay box provides ground or air mode signals to the components listed below. The squat switch relay box uses DC power from the SQUAT SW circuit breaker on the left main DC bus to provide ground mode signals. With the SQUAT SW circuit breaker open, all the relay box functions go to air mode. The squat switch relay box provides ground or air mode signals to the following: Nosewheel steeringDisabled in the air Spoiler/spoileron systemDisables the monitor system on the ground. Slows the rate of spoiler deployment in the air
17-10
QUESTIONS
1. During preflight, the pilot can determine if the oxygen bottle is turned on by: A. Reading the pressure indicated on the oxygen pressure gage in the cockpit B. Selecting 100% on the mask regulator and taking several deep breaths through the mask C. Placing the OXY-MIC switch to the OXY position D. Visually checking for the green flow indicator on the mask supply hose With the PASS OXY valve in the NORM position, selecting MAN on the PASS MASK valve: A. Causes passenger masks to drop and turns on the cabin overhead lights B. Prevents oxygen from entering the passenger oxygen distribution lines C. Disarms the 14,000 ft cabin aneroid 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 distrib ution lines and causes the passenger oxygen masks to drop With the PASS OXY valve in the NORM position and the PASS MASK valve in the AUTO position: A. Oxygen is supplied to the passenger masks if the cabin altitude reaches 10,000 ft B. Passenger masks will automatically deploy in the event of electrical failure C. Passenger masks will automatically deploy and the cabin overhead lights will illuminate if cabin altitude reaches 14,000 ft D. The aneroid-controlled passenger mask drop valve is disabled 4. The OXY PRESS gage reads: A. Direct pressure of the cylinder B. Electrically derived system high pressure C. Direct pressure of the pilot supply line D. Electrically derived system low pressure The maximum demonstrated crosswind component for drag chute deployment is: A. 10 kt B. 15 kt C. 20 kt D. 25 kt The drag chute is deployed by: A. Squeezing the control handle B. Rotating the control handle fully clockwise and pulling it up to its full extension C. Squeezing the control handle and pulling it up to its full extension D. Squeezing the control handle and pushing it completely forward The maximum indicated airspeed for drag chute deployment is: A. 120 kt B. 130 kt C. 140 kt D. 150 kt If either main landing gear squat switch remains in ground mode after takeoff: A. The landing gear will not retract 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
5.
2.
6.
3.
7.
8.
17-11
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 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
18 MANEUVERS AND PROCEDURES
18-i
Engine Failure Above V1 Speed.................................................................................. 18-11 Steep Turns .................................................................................................................. 18-12 Unusual Attitude RecoveryNose High, Low Speed ................................................ 18-14 Unusual Attitude RecoveryNose Low, High Speed ................................................ 18-15 Slow Flight .................................................................................................................. 18-16 Approach to Stall......................................................................................................... 18-18 Emergency Descent ..................................................................................................... 18-20 Visual Traffic PatternTwo Engines ......................................................................... 18-21 Visual Traffic PatternSingle Engine ....................................................................... 18-21 Flaps Up Landing ........................................................................................................ 18-22 Precision Instrument Approach................................................................................... 18-23
Nonprecision Instrument Approach ............................................................................ 18-24 Circling Instrument Approach..................................................................................... 18-26 Go-Around/Balked Landing........................................................................................ 18-28 Single-Engine Drift Down........................................................................................... 18-29
18-ii
ILLUSTRATIONS
Figure
18-1 18-2 18-3 18-4 18-5 18-6 18-7 18-8 18-9 18-10 18-11 18-12 18-13 18-14 18-15 18-16 18-17 18-18 18-19 18-20
Title
Page
Normal Takeoff ...................................................................................................... 18-9 Rejected Takeoff .................................................................................................. 18-10 Engine Failure at or above V1 Speed................................................................... 18-11 Steep Turns .......................................................................................................... 18-13 Unusual Attitude RecoveryNose High, Low Speed ........................................ 18-14 Unusual Attitude RecoveryNose Low, High Speed......................................... 18-15 Slow Flight........................................................................................................... 18-16 Slow FlightTakeoff Configuration................................................................... 18-17
Slow FlightLanding Configuration.................................................................. 18-17 Approach to StallClean Configuration ............................................................ 18-18 Approach to StallTakeoff Configuration ......................................................... 18-19 Approach to StallLanding Configuration ........................................................ 18-19 Emergency Descent ............................................................................................. 18-20 Visual Traffic Pattern .......................................................................................... 18-21 Flaps Up Landing ................................................................................................ 18-22 Precision Instrument Approach ........................................................................... 18-23 Nonprecision Instrument Approach .................................................................... 18-25 Circling Instrument Approach ............................................................................. 18-27 Go-Around/Balked Landing ................................................................................ 18-28 Single-Engine Drift Down ................................................................................... 18-29
TABLE
Table
18-1
Title
Page
Performance Standards .......................................................................................... 18-7
18-iii
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 publication, 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.
AFM AGL ATA
Airplane Flight Manual Above Ground Level Airport Traffic Area (Class D Airspace effective 9/16/93) Air Traffic Control Course Deviation Indicator Communication/Navigation Decision Height Final Approach Fix Flight Level Height Above Airport Height Above Touchdown Initial Approach Fix Knots, Indicated Airspeed Missed Approach Point Minimum Descent Altitude Minimum Enroute Altitude
M MO MSL N1 PF PIC PM SOP VDP V FE V LE V LO V MO V1 VR V REF V2
Mach, Maximum Operational Mean Seal Level Fan Speed Pilot Flying Pilot in Command Pilot Monitoring Standard Operating Procedures Visual Descent Point Velocity Flaps Extended Velocity Gear Extended Velocity Gear Operation Velocity Maximum Operational Critical Engine Failure Speed Rotational Speed Reference Speed Takeoff Safety Speed
ATC CDI COM/ NAV DH FAF FL HAA HAT IAF KIAS MAP MDA MEA
18-1
ABBREVIATIONS
STANDARD OPERATING PROCEDURES

GENERAL
Standard Operating Procedures (SOPs) are used to supplement the information in the AFM and Federal Air Regulations. Adherence to SOPs enhances individual and crew situational awareness and performance. SOPs may include assignment of responsibilities, briefing guides, and procedures to be followed during specif ic segments of flight. The SOPs in this section are not intended to be mandatory or to supersede any individual company SOPs. They are simply provided as examples of good operating practices.
CHECKLIST PROCEDURES
Nor mally, the PF initiates all checklists. However, if the PM thinks a checklist should be accomplished, and the PF has not called for it, the PM should prompt the PF. For example, Ready for the Approach checklist, Captain? FlightSafety International recommends the use of the checklist challenge and response concept. Using Normal Procedures checklists, the PM challenges the PF and the PF responds. Using Abnormal or Emergency Procedures checklists, the PM challenges the PF and, as a memory aid, also gives the checklist item response. The PF then responds. The PF may elect to have the PM accomplish some Abnor mal or Emergency Procedure checklists on the PFs command. In this case, the PM gives the checklist item and response. The PF replies with the response, and the PM accomplishes the action. When a checklist has been completed, the PM reports the checklist is complete and that he/she is standing by with the next checklist. For example,Approach checklist complete. Standing by with the Before Landing checklist. If an emergency occurs on takeoff after V 1 speed and takeoff is continued, no checklist should be initiated before the aircraft reaches a safe altitude above the groundat least 400 ft.
RESPONSIBILITIES
PIC The Pilot in Command is designated by the company for flights requiring more than one pilot. Responsible for conduct and safety of the flight. Designates pilot flying and pilot not flying duties. PF The Pilot Flying controls the aircraft with respect to heading, altitude, and airspeed and accomplishes other tasks as directed by the PIC. PM The Pilot Monitoring maintains ATC communications, obtains clearances, accomplishes checklists, makes altitude callouts, and performs other tasks as directed by the PIC. All crewmembers are responsible for providing advice and counsel to the PIC. The PIC may choose to accept or reject such advice. That is a prerogative of the PIC. But neither the PICs acceptance nor rejection of advice relieves other crewmembers of the responsibility of providing it.
BRIEFING GUIDES General

While the Learjet AFM does not specif ically require before takeoff and approach briefings, such briefings are appropriate under some circumstances. The brief ing guides presented
18-2
below should be used when flying with unfamiliar crewmembers or any other time the PIC believes they are necessary. It should be noted that many of these items can, and should, be briefed well before engine start. Many of them can be discussed before arriving at the aircraft.
Special procedures to be used during the approach (i.e., circling approach procedures, interception of a radial from an arc, VDP) Altitudes of IAF, FAF, stepdowns, sector and obstacles Minimums (DH, MDA), HAT, HAA, radio altimeter setting Missed approach point and procedures, timing to MAP/VDP Radio (COM/NAV) setup desired Anti-icing requirements Specif ic PM duties and callouts (see Approach Procedures, this chapter) The procedure for transitioning to visual flight
Pretakeoff Briefing
The pretakeoff brief ing should address the following items: Type of takeoff; rolling or standing, flap setting, etc. Review takeoff data to include power setting and speeds Procedures to be used in the event of an emergency before or after V 1 speed including emergency return procedures Headings and altitudes to be flown during the departure including restrictions, if any Radio, navigational systems and flight director settings Anti-icing requirements, if applicable Specif ic PM duties and callouts (see Takeoff Procedures, this chapter) A request for Any questions? directed to all cockpit crewmembers
A request for Any questions? directed to all cockpit crewmembers At the completion of the Approach brief ing, the PF announces Approach brief ing complete, and reassumes control of the aircraft if control has been transferred to the PM.
TAKEOFF PROCEDURES
When cleared for takeoff, the PM reports Before Takeoff checklist complete, cleared for takeoff. The PF advances power toward the takeoff power setting, the PM taps PFs hand and makes the f inal power setting. At initial airspeed indication, the PM crosschecks airspeed indicators and reports Airspeed alive. PF releases nosewheel steering. At V 1 speed, the PM calls Vee One. The PF releases the thrust levers and puts both hands on the control column. At V R , the PM calls Rotate. The PF rotates aircraft to a 9 noseup pitch attitude.
Approach Briefing
The approach briefing should be completed before starting descent and address the following items. The PF normally transfers aircraft control to the PM during the brief ing. Approach to be used and backup approach, if available
18-3
With positive rate of climb, the PF calls Positive rate, gear up, yaw damper on. The PM positions the gear handle to up and calls Gear selected up, yaw damper engaged. The PM monitors the gear while it is retracting and reports Gear up, when retraction is complete. 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 Flaps selected up. The PM monitors the flaps while they are retracting and reports Flaps up, when retraction is complete. PM accomplishes the After Takeoff checklist.
by the pilot assuming control. Specif ic target values are provided to the pilot assuming control. For example, the PF announces, Take the aircraft for a minute. Were climbing at 250 knots to 7,000 on a vector to the 045 radial. PM acknowledges, Ive got the aircraft, climbing at 250 to 7,000 on this heading until intercepting the 045 radial.
APPROACH PLANNING
Approach planning and brief ing should be accomplished during cruise. Review hazardous terrain, MEAs, and minimum sector altitudes. Complete and review performance data to include V REF speed, landing distance, approach climb speed, and power setting. The PF directs the PM to obtain destination weather or obtains it himself. If the PM obtains the weather, the PF normally assumes ATC communications while the PM is obtaining weather. In either case, after checking weather, the pilot who did so briefs the other pilot on the destination weather, the expected approach, and any other signif icant information. If a VDP has not been published, a time to see the runway may be computed as follows. Take the MDA, divided by 10, and subtract that, in seconds, from the time from the FAF to the MAP. For example, assume the MDA is 400 ft and the time from the FAF to the MAP is 1 minute and 45 seconds. Four hundred, divided by 10 equals 40. Subtracting that from 1:45 equals 1:05 from the FAF to see the runway. If the runway is not in sight at the end of that time, either a faster than normal rate of descent is required, or the aircraft lands beyond the normal touchdown zone. Normally, ATC determines when a descent may be started. However, descents may sometimes be started at the PFs discretion. To determine how far out to start descent for an approach, use 3 times the altitude to be lost, divided by 1,000. For example, to lose 40,000 ft, 3 times 40,000 equals 120,000, divided by 1,000 equals 120 miles out to start descent.
CLIMB AND CRUISE PROCEDURES

The PM announces all assigned altitudes and sets them in the altitude alerter. The PM also calls out 1,000 ft aboveor belowall assigned altitudes and altitude restrictions. These calls normally are made by stating the existing altitude and the assigned altitude or restriction. For example, Through 9,000 feet, cleared to 8,000, or Through flight level 360 for 370. The PM also announces other signif icant altitudes, such as, Through 18,000 feet, altimeter 29.92, or, Flight level 410, going on oxygen. The PF periodically announces his intentions and targets throughout the flight, such as Accelerating to 250 knots, Turning right to 260 degrees and descending to 3,000 feet, Well hold this heading until intercepting the 090 degree radial and then turn left to the station. Any change in cockpit function is announced by the pilot making the change and acknowledged by the other pilot. For example, the PM a n n o u n c e s , VO R n u m b e r t wo s e t t o Springfield and identified. PF acknowledges, VOR two on Springf ield. PF announces, Autopilot engaged and coupled in climb and heading modes. PM acknowledges, Roger. Transfer of aircraft control is announced by the pilot initiating the change and acknowledged
18-4
The Descent checklist should be started before, or early in, the descent to permit proper windshield heat and pressurization system operation. Descent below FL 180 will not be started before obtaining a local area altimeter setting.
if an altitude change is required. For example, Times up, right turn now to 225 and cleared down to 3,000. Approaching the final approach course, the PM monitors the CDI or bearing pointer and reports CDI alive, or Within 5 of the inbound course. Established on f inal approach, the PF calls for flaps 20, slows the aircraft to V REF + 20 kt (minimum), and begins a descent, if necessary. Prior to the FAF, the PF calls Gear down, Before Landing checklist. The PM extends the landing gear, completes the Before Landing checklist up to flaps down and reports, Before Landing checklist complete to full flaps. Over the FAF, on a two-engine, straight-in approach, the PF calls for flaps 40, slows the aircraft to V REF (minimum), and begins a descent. (For a single-engine, or circling approach, the flaps remain at 20.) The PM begins timing, if necessary, extends the flaps and completes the Before Landing checklist. The PM also conf irms that the COM/NAV radios are set properly, checks the flight instruments, airspeed bugs, altitude alerter, radio altimeter setting and MDA or DH. The PM then reports, Before Landing checklist complete, no flags, cleared to descend to feet. After passing the FAF, the PM begins looking for visual references outside the aircraft. However, he/she also monitors the instruments and calls out signif icant deviations such as one dotor moredeflection on the CDI or glide slope and airspeed variations greater than -0 to +10 kt from V REF . If the PF does not respond to the callout, the PM repeats it. If the PF does not respond to the second callout, the PM assumes the PF has been incapacitated and announces that he/she (the PM) is taking control of the aircraft. The PM calls out the time to the VDP/MAP and 1,000, 500, and 100 ft above MDA or DH and 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
DESCENT PROCEDURES
The same procedures used during climb and cruise are used during descent. The PM accomplishes the Descent checklist, as directed by the PF, and makes altitude callouts to include the transition level and 10,000 ft.
APPROACH PROCEDURES
The PF initiates the Approach checklist when descending out of 18,000 ft or when within 50 miles of the destination airport. The checklist is accomplished so as to not interfere with the visual lookout for other traff ic. Conf iguration changes during the approach are accomplished using the same crew coordination techniques used after takeoff. The PF calls for a conf iguration change. The PM acknowledges, selects the switch position, monitors and reports when gear and flaps are in the selected positions. The Approach checklist is completed and the aircraft slowed to V REF + 40 kt (minimum) before reaching the IAF. Over the IAF, for other than a straight-in approach, the PF turns outbound, calls for flaps 8, slows the aircraft to V REF + 30 kt (minimum), and begins a descent, if necessary. The PM starts timing, announces the time to be flown and the outbound course, or heading, and altitude, if an altitude change is required. If a procedure turn is to be made, any accepted procedure turn maneuver may be used. At the expiration of the procedure turn outbound time, the PM announces the time is up, the direction of turn, the next heading and altitude,
Revison .02
18-5
Minimum descent altitude or Decision height. The PM also reports visual contact with the ground such as, Visual contact, no runway yet, Approach lights in sight at 11 oclock, or Runway in sight straight ahead. If the PM does not call, Runway in sight, at the MAP or DH, or reports, No contact, the PF will initiate a go around. Approaching minimums, or the missed approach point, the PF begins cross-checking outside the aircraft for visual references. When satisf ied that visual references are adequate for landing, the PF announces, Im going visual, or Going outside. At this point, the PM directs his attention primarily inside the aircraft, while cross-checking outside, and calls airspeed, descent rate, and altitude. The purpose is to provide the PF, verbally, the same information he/she would have if still on instruments.
MANEUVERS
GENERAL
This section contains a description of most of the maneuvers that are likely to be encountered during Learjet training and operational flying. While there is always more than one way to fly an aircraft, these procedures have been developed over many years of Learjet operations. They have proven to be safe, eff icient, and readily manageable. These procedures are consistent with the AFM . However, if a conflict should develop between these procedures and those in the AFM , the AFM procedures should be used.
PERFORMANCE STANDARDS
The performance standards in Table 18-1 should be maintained during all Learjet flight operations.
Airspeed should be called as plus or minus V REF , descent rate as up or down and altitude above the ground. For example, Plus 5, down 500, 100 feet, indicates the airspeed is V REF plus 5 kt, the aircraft is descending at 500 fpm and is 100 ft above the ground.
MINIMUM MANEUVERING SPEEDS

Minimum maneuvering speeds are expressed in terms of V REF speed, which is 1.3 times the stalling speed in the landing conf iguration. For maneuvering with up to 30 of bank, the following minimum speeds should be used: Spoilers deployed ....................V REF + 50 KT Flaps up ....................................V REF + 40 KT Flaps 8 ......................................V REF + 30 KT Flaps 20....................................V REF + 20 KT Flaps 40....................................V REF + 10 KT For maneuvering with up to 15 of bank, on f inal approach for landing, for example, the following minimum speeds should be used:
GO-AROUND/BALKED LANDING
If a go around/balked landing is necessary, the PF calls Going around, flaps 20 while simultaneously disengaging the autopilot by selecting flight director go-around mode, establishing a 9 noseup pitch attitude, setting takeoff poweror as requiredand checking that the spoilers are retracted. The PM sets, or conf ir ms, the flaps at 20, calls out the direction of turn, if one is required, and the missed approach heading and altitude. The PM also adjusts the power setting, if necessary, and notifies ATC of the missed approach.
18-6
Table 18-1. PERFORMANCE STANDARDS

Steep Turns Bank angle: Altitude: Airspeed: Heading: 45, 5 100 ft 10 KIAS 10
Approach to Stall Initiate recovery at stick shaker onset. Recover with minimum altitude loss. Holding Altitude: Airspeed: 100 ft 10 kt
Instrument Approaches
Final:
Airpseed: Localizer: Glide Slope: Bearing Pointer: Altitude:
-0, +5 kt 1 dot 1 dot 5 -0, +50 ft
MDA:
Circling Approaches Bank Angle: Altitude: Airspeed: Missed Approach DH: Altitude: -0 before initiation of the missed approach 30 maximum -0, +100 ft -0, +5 kt
MDA: Altitude: -0, unless runway environment had been in sight before the missed approach. Landings Traffic Pattern: Altitude: Airspeed: 10 kt 100 ft
Final Approach: Airspeed: -0, +5 kt
18-7
Initial:
Altitude: Airspeed:
100 ft 10 kt
Spoilers deployed ....................V REF + 40 KT Flaps up ......................................V REF + 30 KT Flaps 8 ......................................V REF + 20 KT Flaps 20 ....................................V REF + 10 KT Flaps 40 ..................................................V REF
specif ied in the AFM . If the runway available is at least 10% longer than the planned takeoff distance, a rolling takeoff may be used. The procedures are the same except for a standing takeoff, power is set before brake release. For a rolling takeoff, the brakes are released before the power is set. During a rolling takeoff, takeoff power must be set before the runway remaining equals the takeoff distance. Normally, before V FE (V 2 + 30 kt minimum), the flaps are retracted and the After Takeoff checklist is accomplished. However, if traff ic conditions warrant, the After Takeoff checklist may be delayed until the aircraft is clear of local traff ic. Approaching 200 kt, the PF should adjust power and pitch attitude if necessary, to maintain 200 kt or less within the ATA (Class D Airspace). For passenger comfort and ease of aircraft control, it is recommended that the pitch attitude not exceed 20 noseup. The maximum continuous climb power setting is a variable depending on temperature and pressure altitude. The Maximum Continuous Thrust (N 1 ) chart in the Performance Data section of the checklist, and AFM thrust setting procedures should be used.
POWER SETTINGS
Actual power settings vary depending upon the temperature, pressure altitude, and aircraft gross weight. The following target settings are approximate, but may be used to provide a starting point to determine the actual power setting: Below 10,000 MSL60% N 1 to maintain 200 KIAS, 70 to 75% N 1 to maintain 250 KIAS
Between 10,000 MSL and FL 25075 to 80% N 1 to maintain 250 KIAS
TAKEOFF
Either 8 or 20 of flaps may be used for takeoff. The normal, standing takeoff (Figure 18-1) must be used to achieve the perfor mance
18-8
CLEAR OF ATA/CLASS D AIRSPACE

1. PF SETS MAXIMUM CONTINUOUS CLIMB POWER AND ACCELERATES AIRPLANE TO 250 KIAS
APPROACHING 200 KIAS

1. PF ADJUSTS PITCH AND POWER TO REMAIN BELOW 200 KIAS IN AIRPORT TRAFFIC AREA (ATA) CLASS D AIRSPACE
BEFORE TAKEOFF
1. PF HOLDS BRAKES AND ADVANCES POWER 2. PM SETS TAKEOFF POWER
POSITIVE RATE OF CLIMB

1. PF CALLS "GEAR UP, YAW DAMPER ON" 2. PM RETRACTS THE LANDING GEAR AND ENGAGES THE YAW DAMPER
INITIAL AIRSPEED INDICATION

1. PM CALLS "AIRSPEED" 2. PF DISENGAGES NOSEWHEEL STEERING **
80 KIAS
1. PM MONITORS AND ADJUSTS TAKEOFF POWER
BEFORE VFE (V2 + 30 KT MIN)

1. PF CALLS "FLAPS UP, AFTER 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
BEFORE TAKING RUNWAY

1. CHECKLISTS COMPLETE THROUGH BEFORE TAKEOFF CHECKLIST
Figure 18-1. Normal Takeoff
18-9
ENGINE FAILURE BELOW V1 SPEED

If an engine fails below V 1 speed (Figure 18-2), the takeoff must be aborted. The PF simultaneously reduces power to idle, applies maximum braking and deploys the spoilers.
The drag chute or thrust reversers (if installed) are deployed if necessary. Takeoffs may be aborted for malfunctions other than engine failure; however, the same procedures should normally be used.
ABORT TAKEOFF INITIAL TAKEOFF ROLL

1. STANDING OR ROLLING TAKEOFF PROCEDURES 1. POWERIDLE 2. WHEEL BRAKESAPPLIED 3. SPOILERSDEPLOYED 4. DRAG CHUTE/THRUST REVERSERS (IF INSTALLED)DEPLOY IF NECESSARY

1. PM CALLS "AIRSPEED" 2. PF DISENGAGES NOSEWHEEL STEERING
TO 80 KIAS
ENGINE FAILURE

Figure 18-2. Rejected Takeoff
18-10
ENGINE FAILURE ABOVE V1 SPEED

If an engine fails above V 1 speed (Figure 18-3), the takeoff is normally continued. The PF maintains directional control with ailerons and rudder and keeps the nosewheel on the runway until reaching rotate speed. After liftoff, the initial climb is made at V 2 speed with takeoff flaps until the aircraft is clear of obstacles or, if there are no obstacles, to 1,500 ft AGL. The PF then accelerates the aircraft to V 2 + 30 kt (minimum) and directs the PM to retract the flaps. The PF then accelerates the aircraft to
single-engine climb speed (normally 200 kt) and climbs to the assigned altitude. At a safe altitude above the ground (normally, no lower than 400 ft), the memory items for the Engine Failure/Fire Shutdown in Flight checklists are completed. The rest of the Engine Failure During Takeoff checklist along with the Engine Failure/Fire Shutdown in Flight checklists (as appropriate), and the After Takeoff checklist are normally completed at, or above, 1,500 ft AGL. The crew then elects to obtain clearance to return to the departure airport for landing or proceeds to an alternate airport.
AT SAFE ALTITUDE
1. ENGINE FAILURE DURING TAKEOFF CHECKLIST
INITIAL TAKEOFF ROLL

1. STANDING OR ROLLING TAKEOFF PROCEDURES
INITIAL CLIMB
1. V2 SPEED 2. TAKEOFF FLAPS

1. PM CALLS "AIRSPEED" 2. PF DISENGAGES NOSEWHEEL STEERING

1. PF CALLS "GEAR UP" 2. PM RETRACTS LANDING GEAR
TO 80 KIAS
CLEAR OF OBSTACLES
1. PF ACCELERATES AIRPLANE TO V2 + 30 KT (MIN) AND CALLS "FLAPS UP AFTER TAKEOFF CHECKLIST" 2. PM RETRACTS FLAPS
V1
1. PM CALLS "VEE ONE" 2. PF RELEASES THRUST LEVERS
VR
1. PM CALLS "ROTATE" 2. PF ROTATES AIRPLANE TO 9 NOSE-UP PITCH ATTITUDE
ENGINE FAILURE

Figure 18-3. Engine Failure at or above V1 Speed
18-11
STEEP TURNS
Steep turns (Figure 18-4) are used to build conf idence in the aircraft and improve instrument cross-check. They may be accomplished at any altitude above 5,000 ft AGL. The higher the altitude, the more diff icult the maneuver is to perform correctly. Steep turns are accomplished without flight director steering commands since the flight director does not command 45 of bank.
Power must be increased approximately 2% N 1 to maintain airspeed during steep turns. The aircraft should be kept in trim and the bank angle should be held constant. If altitude corrections are necessary, they should be made in pitch only. It is not necessary to shallow the bank to climb during a steep turn in a Learjet. Steep turns of at least 180, preferable 360, should be practiced in each direction.
18-12
ENTRY
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
Figure 18-4. Steep Turns
18-13
1. ROLL INTO 45 OF BANK 2. INCREASE POWER TO MAINTAIN AIRSPEED 3. TRIM AS REQUIRED
UNUSUAL ATTITUDE RECOVERYNOSE HIGH, LOW SPEED

Recovery from a nose-high, low-speed unusual attitude (Figure 18-5) should be made while maintaining positive G forces and without stalling the aircraft. It is accomplished by
increasing power while simultaneously increasing the angle of bank, not to exceed 90, to allow the nose of the aircraft to descend to the horizon without negative G forces. The attitude indicator should be used during the recover y and the angle-of-attack indicator cross-checked to maintain the pointer in the green band.
NOSE THROUGH THE HORIZON

1. AIRSPEED > 180 KIAS 2. ROLL WINGS LEVEL 3. REDUCE POWER AS REQUIRED
PITCH AND ROLL ATTITUDE DETERMINED

1. SIMULTANEOUSLY MAINTAIN BANK ANGLE OR ROLL INTO BANK (60 TO 90) AND ADVANCE POWER AS REQUIRED 2. MAINTAIN ANGLE-OF-ATTACK INDICATOR IN "GREEN" AREA
Figure 18-5. Unusual Attitude RecoveryNose High, Low Speed
18-14
UNUSUAL ATTITUDE RECOVERYNOSE LOW, HIGH SPEED

Recovery from a nose-low, high-speed unusual attitude (Figure 18-6) should be made with minimum loss of altitude while keeping the airspeed below V MO or M MO . It is accomplished by simultaneously reducing power to idle and rolling the wings level. When the bank is less than 90, elevator and pitch trim
(if required) are used to raise the nose to the horizon. Spoilers should not be used during recovery from a nose low unusual attitude. During training, nose-low, high-speed unusual attitudes are always presented so the aircraft can be recovered without exceeding any limitations. However, during recovery from an actual, inadvertent, nose-low, high-speed unusual attitude, an overspeed condition may develop. In this case, the overspeed recovery procedures in the AFM should be used.
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
Figure 18-6. Unusual Attitude RecoveryNose Low, High Speed
18-15
SLOW FLIGHT
Slow flight is used to develop the pilots sense of feel for the aircrafts low-speed handling characteristics and to improve the pilots coordination and instrument cross-check. Slow flight is accomplished in the clean, takeoff, and landing conf igurations (Figures 18-7, 18-8 and 18-9), and is normally accomplished between 12,000 and 15,000 ft MSL. Slow flight should not be accomplished below 5,000 ft AGL. Slow flight may be practiced while maintaining a constant altitude and heading or while maintaining a constant altitude and making turns to preselected headings. Slow flight may also be practiced while making constant rate climbs and descents to preselected altitude. Slow flight practice may be terminated by a recovery to normal cruise or an approach to stall.
ALTITUDE: 12,000' - 15,000' (AIRPLANE) AS DESIRED (SIMULATOR)
ENTRY
1. GEARUP 2. FLAPSUP 3. AIRSPEEDVREF + 20 KT
DURING SLOW FLIGHT

1. MAINTAIN ALTITUDE AND HEADING

OPTIONAL
1. 15 BANK TURNS TO PRESELECTED HEADINGS 2. CONSTANT RATE CLIMBS AND DESCENTS
Figure 18-7. Slow Flight
18-16
Revision 0.3
ENTRY
1. GEARUP OR DOWN 2. FLAPS8 OR 20 3. AIRSPEEDVREF + 10 KT (FLAPS 8) VREF (FLAPS 20)
DURING SLOW FLIGHT

OPTIONAL
Figure 18-8. Slow FlightTakeoff Configuration

ENTRY
1. GEARDOWN 2. FLAPS40 3. AIRSPEEDVREF - 10 KT
DURING SLOW FLIGHT

OPTIONAL
Figure 18-9. Slow FlightLanding Configuration
Revision 0.3
18-17
APPROACH TO STALL
Approaches to stall are accomplished in the clean, takeoff, and landing conf igurations (Figures 18-10, 18-11, and 18-12), and are normally accomplished between 12,000 and 15,000 ft MSL. Approaches to stalls should not b e a c c o m p l i s h e d b e l ow 5 , 0 0 0 f t AG L . Approaches to stalls may be made from level or tur ning flight with 15 to 30 of bank. Approaches to stalls may also be combined with slow flight practice. All recoveries are made with power and minimum loss of altitude. Approach to stall recovery is initiated at the f irst indication of an impending stall. This indication is provided by the stick shaker and stall warning annunciator lights that activate
as the angle-of-attack indicator needle moves into the yellow band. Power should be advanced to takeoff power. However, the angle-of-attack indicator should be monitored and the pitch attitude reduced, if necessary, to keep the needle at the line between the green and yellow bands. To set takeoff power in minimum time, the PF should move the thrust levers smoothly forward to the stop. The PM should monitor and adjust the power setting if necessary. Approaches to stall from the landing conf iguration are normally terminated by a simulated missed approach (Figure 18-12).
FIRST INDICATION OF STALL

SIMULTANEOUSLY: 1. ROLL WINGS LEVEL 2. LOWER PITCH ATTITUDE TO REDUCE ANGLE OF ATTACK 3. THRUST LEVERS TO TAKEOFF POWER 4. ACCELERATE 5. MINIMIZE LOSS OF ALTITUDE
BEFORE ENTRY
1. DETERMINE V2 FOR AIRPLANE WEIGHT 2. GEARUP 3. FLAPS0
ENTRY
1. REDUCE POWER TO IDLE 2. ROLL INTO A 20-30 BANK TURN 3. MAINTAIN ALTITUDE 4. TRIM, AS NECESSARY TO REDUCE PRESSURE, BUT NOT BELOW VREF
RECOVERY
1. AS AIRSPEED INCREASES, ADJUST PITCH ATTITUDE TO MAINTAIN ALTITUDE 2. ADJUST AIRSPEED TO 180 KIAS, OR AS DESIRED
Figure 18-10. Approach to StallClean Configuration
18-18
Revision 0.4

BEFORE ENTRY
1. DETERMINE V2 FOR AIRPLANE WEIGHT WITH FLAPS AT TAKEOFF SETTING 2. GEARUP OR DOWN 3. FLAPSTAKEOFF SETTING
START RECOVERY
1. AIRSPEED INCREASES 2. ABOVE V2FLAPS 20 3. POSITIVE RATEGEAR UP 4. V2 + 30 KTFLAPS UP
ENTRY
1. REDUCE POWER TO 65% N1 2. SIMULTANEOUSLY PITCH UP' TO 20 AND ROLL INTO 20 BANK
FULL RECOVERY
Figure 18-11. Approach to StallTakeoff Configuration

BEFORE ENTRY
1. DETERMINE VREF FLAPS 40 CURRENT WEIGHT 2. GEARDOWN 3. FLAPSDOWN

1. MAINTAIN HEADING AND ALTITUDE 2. INCREASE AIRSPEED TO 180 KIAS, OR AS DESIRED
FULL RECOVERY
ENTRY
1. REDUCE POWER TO 60% N1 2. MAINTAIN ALTITUDE UNTIL VREF, THEN DESCEND 500' BELOW EXISTING ALTITUDE AND LEVEL OFFDO NOT ADD POWER 3. TRIM TO RELIEVE PRESSURE, BUT NOT BELOW VREF
START RECOVERY
1. AS AIRSPEED INCREASES ABOVE VREF FLAPS 20 2. POSITIVE RATEGEAR UP 3. VREF + 30 KTFLAPS UP
Figure 18-12. Approach to StallLanding Configuration

Revision 0.3 FOR TRAINING PURPOSES ONLY
18-19
1. ADJUST PITCH ATTITUDE TO MAINTAIN ALTITUDE 2. ADJUST AIRPSEED TO 180 KIAS, OR AS INSTRUCTED
EMERGENCY DESCENT
Emergency descents are accomplished in accordance with AFM procedures as shown in Figure 18-13. The PF should accomplish the checklist memory items and allow the aircraft to pitch down to a 10 to 15 nosedown pitch attitude. This pitch attitude is maintained until
the aircraft accelerates to M MO /V LE . Then the pitch attitude is adjusted to maintain M MO /V LE . After the emergency descent has been established, the crew should determine the desired level-off altitude.
ENTRY
1. CREW OXYGEN MASKS ON 2. POWER IDLE 3. AUTOPILOT DISENGAGED 4. SPOILERS EXTENDED 5. LANDING GEAR DOWN (BELOW MMO/VLE) 6. ESTABLISH APPROXIMATELY 10 TO 15 NOSE DOWN PITCH ATTITUDE
DESCENT
1. MAINTAIN PITCH ATTITUDE UNTIL REACHING MMO/VLE 2. ADJUST PITCH ATTITUDE TO MAINTAIN MMO/VLE
LEVEL OFF
1. SPOILERS RETRACTED 2. GEAR UP 3. POWER AS REQUIRED (IF GEAR WAS EXTENDED ABOVE VLO, GEAR SHOULD REMAIN DOWN, IF POSSIBLE)
Figure 18-13. Emergency Descent
18-20
VISUAL TRAFFIC PATTERN TWO ENGINES

A two-engine visual traff ic pattern is shown in Figure 18-14. The airspeeds indicated on the diagram are minimums. Traffic pattern altitude for jet aircraft is normally 1,500 ft AGL. During gusty wind conditions, 1/2 the gust velocity should be added to V REF on f inal approach. If a crosswind exists, f inal approach should be flown with a drift correction angle (crab) to maintain alignment with the runway centerline. Approaching touchdown, rudder should be applied to align the aircraft with the runway centerline and the upwind wing lowered with aileron to prevent drift.
ENTRY LEG
1. GEAR AND FLAPSUP 2. AIRSPEEDVREF + 40 KT (MIN) 3. APPROACH CHECKLISTCOMPLETE
VISUAL TRAFFIC PATTERN SINGLE ENGINE

A single-engine visual traff ic pattern is flown exactly the same as a two-engine pattern except for the flap setting on f inal approach. For single-engine approach, maintain flaps 20 and V REF + 20 kt (minimum) when maneuvering. When established on final approach, set flaps 20 and V REF + 10 kt (minimum).
FINAL APPROACH **
1. FLAPS40 2. AIRSPEEDVREF (MIN)
1. FLAPS8 2. AIRSPEEDVREF + 30 KT (MIN)
DOWNWIND LEG
1. FLAPS20 2. GEARDOWN 3. AIRSPEEDVREF + 20 KT (MIN) 4. BEFORE LANDING CHECKLIST COMPLETE
MIDFIELD DOWNWIND
** FOR SINGLE-ENGINE APPROACH, MAINTAIN FLAPS 20 AND VREF + 20 KT (MIN) WHEN MANEUVERING. ESTABLISHED ON FINAL, FLAPS 20 AND VREF + 10 KT (MIN).
Figure 18-14. Visual Traffic Pattern
Revision .01
18-21
FLAPS UP LANDING
The corrected landing distance for a flaps up landing (Figure 18-15) is determined by multiplying the normal landing distance by 1.35. Considerations should be given to reducing the aircraft weight, if possible, to lower the landing speed and reduce landing distance, if the available runway length is marginal.
To avoid excessive floating during the landing flare, the PF should establish the landing attitude as power is reduced to idle, maintain the a t t i t u d e , a n d a l l ow t h e a i r c r a f t t o t o u c h down. The use of the drag chute, or thrust reversers, (if installed) is recommended during a flaps up landing.
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 BEFORE TOUCHDOWN

MIDFIELD DOWNWIND
1. GEAR DOWN 2. BEFORE LANDING CHECKLIST 3. MAINTAIN VREF + 40 KT (MIN)
Figure 18-15. Flaps Up Landing
18-22
PRECISION INSTRUMENT APPROACH

A typical, precision instrument approach is shown in Figure 18-16. All accepted instrument flying procedures and techniques should be used while making instrument approaches in the Learjet.
Two-engine, precision approaches should be flown with a stabilized airpseed and conf iguration from the f inal approach f ix (FAF) inbound. Single-engine, precision approaches should be flown with flaps 20 at V REF + 20 kt (minimum) if maneuvering is required. When established on f inal approach, set flaps 20 and V REF + 10 kt (minimum).
APPROACHING INITIAL APPROACH FIX (IAF)

1. GEAR AND FLAPSUP 2. AIRSPEEDVREF + 40 KT (MIN) 3. APPROACH CHECKLISTCOMPLETE
IAF OUTBOUND *
1. FLAPS8 2. AIRSPEEDVREF + 30 KT (MIN) 3. DESCEND, IF REQUIRED
ON COURSE INBOUND
1. FLAPS20 2. GEARDOWN 3. AIRSPEEDVREF + 20 KT (MIN) 4. BEFORE LANDING CHECKLIST COMPLETE TO FLAPS 40
FINAL APPROACH FIX **

* FOR A STRAIGHT-IN APPROACH, COMPLETE APPROACH AND BEFORE LANDING CHECKLISTS TO FLAPS 40 BEFORE REACHING THE FINAL APPROACH FIX. ** FOR SINGLE-ENGINE APPROACH, MAINTAIN FLAPS 20 AND VREF + 20 KT (MIN) WHEN MANEUVERING. ESTABLISHED ON FINAL, FLAPS 20 AND VREF + 10 KT (MIN).
Figure 18-16. Precision Instrument Approach
Revision .01
18-23
NONPRECISION INSTRUMENT APPROACH

A typical, nonprecision instrument approach is shown in Figure 18-17. All accepted instrument flying procedures and techniques should be used while making instr ument approaches in the Learjet.
Two-engine, nonprecision approaches should be flown with a stabilized airspeed and conf iguration from the f inal approach f ix (FAF) inbound. Single-engine, nonprecision approaches should be flown with flaps 20 at V REF + 20 kt (minimum) if maneuvering is required. When established on f inal approach, set flaps 20 and V REF + 10 kt (minimum).
18-24

1. GEAR AND FLAPSUP 2. AIRSPEEDVREF + 40 KT 3. APPROACH CHECKLISTCOMPLETE
IAF OUTBOUND *
1. FLAPS8 2. AIRSPEEDVREF + 30 KT 3. DESCEND, IF REQUIRED
ON COURSE INBOUND
1. FLAPS20 2. GEARDOWN 3. AIRSPEEDVREF + 20 KT 4. BEFORE LANDING CHECKLIST COMPLETE TO FLAPS 40
FINAL APPROACH FIX **

1. FLAPS40 2. AIRSPEEDVREF MINIMUM
* FOR A STRAIGHT-IN APPROACH, COMPLETE APPROACH AND BEFORE LANDING CHECKLISTS TO FLAPS 40 BEFORE REACHING THE FINAL APPROACH FIX. ** FOR SINGLE-ENGINE APPROACH, MAINTAIN FLAPS 20 AND VREF + 20 KT (MIN) WHEN MANEUVERING. ESTABLISHED ON FINAL, FLAPS 20 AND VREF + 10 KT (MIN).
Figure 18-17. Nonprecision Instrument Approach
Revision .01
18-25
CIRCLING INSTRUMENT APPROACH

Any instrument approach that requires a heading change of 30 or more to line up with the landing runway is a circling approach. An identif iable part of the airport must be distinctly visible to the pilot during the circling approach, unless the inability to see an identif iable part of the airport results only from a normal bank of the aircraft. The circling MDA and weather minima to be used are those for the runway to which the approach is flown. The Learjet is an approach category C aircraft. However, category D minimums should be used if the aircraft will be maneuvered at speeds over 141 kt (the minimum for category D aircraft) during the circling approach. There are two types of circling approaches. The f irst type of circling approach positions the aircraft within 90or lessof the
runway heading on a base leg for landing. With two engines, this type of approach is normally flown with the gear down and 40 of flaps at V REF + 10 kt (minimum) from the FAF inbound. When landing is assured, airspeed may be reduced to V REF minimum. The second type of circling approach (Figure 18-18) requires a heading change of more than 90 to line up with the landing runway. With two engines, this type of approach is normally flown with the gear down and 20 of flaps at V REF + 20 kt (minimum) from the FAF inbound. On f inal approach, flaps should be extended to 40 and airspeed reduced to V REF minimum. All single-engine circling approaches should be flown with flaps 20 at V REF + 20 kt (minimum) if maneuvering is required. When established on f inal approach, set flaps 20 and V REF + 10 kt (minimum).
18-26

1. GEAR AND FLAPSUP 2. AIRSPEEDVREF + 40 KT 3. APPROACH CHECKLISTCOMPLETE
IAF OUTBOUND *
1. FLAPS8 2. AIRSPEEDVREF + 30 KT (MIN) 3. DESCEND, IF REQUIRED
ON COURSE INBOUND
1. FLAPS20 2. GEARDOWN 3. AIRSPEEDVREF + 20 KT 4. BEFORE LANDING CHECKLIST COMPLETE TO FLAPS 40
1. FLAPS20 2. AIRSPEEDVREF + 20 KT
90
FINAL APPROACH **
15 SEC
15 SEC
* **
FOR A STRAIGHT-IN APPROACH, COMPLETE APPROACH AND BEFORE LANDING CHECKLISTS TO FLAPS 40 BEFORE REACHING THE FINAL APPROACH FIX. FOR A SINGLE-ENGINE CIRCLING APPROACH, MAINTAIN FLAPS 20 AND VREF + 20 KT (MIN) WHEN MANEUVERING. ESTABLISHED ON FINAL, FLAPS 20 AND VREF + 10 KT (MIN).
Figure 18-18. Circling Instrument Approach
Revision .01
18-27
GO-AROUND/BALKED LANDING
The Learjet go-around/balked landing procedure, shown in Figure 18-19, should be used for all missed approaches. Generally, if a missed approach is started ator above MDA or DH, it is considered a go-around. If a missed approach is started below MDA or DH, it is considered a rejected, or balked, landing. During training, rejected, or balked landings will normally be initiated over the runway threshold at an altitude of approximately 50 ft. In either case, use of the flight director goaround mode is recommended to provide a tar-
get 9 nose-high pitch attitude. After the aircraft is clear of obstacles and the flaps have been retracted, the pitch attitude and power may be adjusted to maintain the desired airspeed. If the go-around/balked landing is made from an instrument approach, the published missed approach procedure should be accomplished unless otherwise instructed. If the goaround/balked landing is made during a circling approach, the initial turn to the missed approach heading must be made toward the landing runway. The turn may then be continued until the aircraft is established on the missed approach heading.
GO AROUND
SIMULTANEOUSLY: DISENGAGE AUTOPILOT ESTABLISH 9 NOSE-UP PITCH ATTITUDE SET TAKEOFF POWER, OR AS REQUIRED CHECK SPOILERS RETRACTED FLAPS 20
CLEAR OF OBSTACLES
1. ACCELERATE TO VREF + 30 KT (MIN) 2. FLAPS UP

1. GEAR UP 2. ACCELERATE TO APPROACH CLIMB SPEED
AIRPORT
FLIGHT DIRECTOR GO-AROUND MODE * SELECTING WILL DISENGAGE THE AUTOPILOT AND PROVIDE A 9 DEGREE NOSE-UP PITCH COMMAND.
Figure 18-19. Go-Around/Balked Landing
18-28
Revision .01
SINGLE-ENGINE DRIFT DOWN

The single-engine drift down procedure shown in Figure 18-20 is used to cover the greatest possible distance while descending to singleengine cruise altitude after an engine failure at high altitude. As the note on the chart explains, the speed schedule depicted also approximates the best
ENGINE FAILURE
1. SET MAXIMUM CONTINUOUS THRUST 2. MAINTAIN ALTITUDE UNTIL AIRSPEED REACHES 170 KIAS
single-engine, rate-of-climb speed below the single-engine service ceiling. This speed schedule may then also be used to climb to singleengine cruise altitude after an engine failure at low altitude.
45,000 FEET
1. DESCEND AT .50 MACH UNTIL AIRSPEED REACHES 200 KNOTS
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.
Figure 18-20. Single-Engine Drift Down
18-29
1. DESCEND AT 170 KNOTS UNTIL AIRSPEED REACHES .50 MACH
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
19-i
19 WEIGHT AND BALANCE
ILLUSTRATIONS
Figure
19-1 19-2 19-3 19-4 19-5
Title
Page
Basic Empty Weight Moment Sources (Weight and Balance Data) ...................... 19-3 Sample Weight and Balance WorksheetModel 35 ............................................. 19-5 Weight and Balance WorksheetModel 35 .......................................................... 19-6 Weight and Balance WorksheetModel 36 .......................................................... 19-7 Configuration Diagram and Provisions Loading Tables........................................ 19-8
19-iii
CHAPTER 19 WEIGHT AND BALANCE
INTRODUCTION
The aircraft weight and load arrangement must be within limits of the applicable centerof-gravity (CG) at all times. Prior to each flight, the pilot must make certain that the aircraft is loaded within the defined limits to ensure acceptable stability, control, performance, and structural loads. It may also be necessary to adjust fuel load distribution in flight to maintain the aircraft CG within the CG envelope. Weight and balance data are supplied in the Weight and Balance Data section of the AFM by the manufacturer when the aircraft is delivered.
Revision .02
19-1
GENERAL
Before any weight and balance computations can be made, the basic empty weight and resulting moment must be ascertained. This information is available on the f irst and last pages of the Weight and Balance section of the AFM (Figure 19-1). Any changes to the aircraft that affect weight and balance must be entered in the aircraft records, and a new Aircraft Weighing Record must be prepared. It is advisable to check both pages to make certain that the weights and moments agree; the CG
percentage is not required to compute the CG for a given loading situation. The Weight and Balance Data section also contains all charts and tables necessary for CG computations. It should be noted that there are eight basic interior configurations for the 35 model and six for the 36 model. Diagrams of each configuration are provided in the Weight and Balance Data section, which should help in selecting the correct loading tables for provisions, baggage, passengers, and fuel and in verifying station locations of the various seating arrangements and storage compartments.
19-2
19-3
Figure 19-1. Basic Empty Weight Moment Sources (Weight and Balance Data)
PLANNING DATA
The following information is included to provide an example of the process used to compute weight and balance.
Fuel, kerosene Fuselage tank1,206 lb Wing tanks2,508 lb Tip tanks2,390 lb Planned fuel reserve at destination 1,500 lb A typical weight and balance computation is described in this chapter with the example data entered on Figure 19-2. Two airplane loading forms for weight and balance computations are provided in the Weight and Balance section of the AFM , one each for the 35 model and the 36 model. Sample worksheets (Figures 19-3 and 19-4) are adaptations for training purposes. The interior conf iguration diagram (Figure 19-5) for the example aircraft used in the sample problem that follows has been included for illustration. Instructions for computing weight and balance are also provided in the Weight and Balance section of the AFM .
EXAMPLE CONDITIONS
Aircraft (Model 35): Basic empty weight9,858 lb CG28.94% Moment3,806,239 Aircraft conf iguration: Executive door Standard seating (swivel seats) Right-hand recognition light only Load: Pilot and copilot weight195 lb each Provisions, forward cabinet25 lb Provisions, aft cabinet30 lb
Provisions, toilet4 lb Water, wash basin15 lb Baggage, aft compartment130 lb Passengers Four at approximately 180 lb each Two at approximately 150 lb each
19-4
Figure 19-2. Sample Weight and Balance WorksheetModel 35

19-5
Figure 19-3. Weight and Balance WorksheetModel 35
19-6
Figure 19-4. Weight and Balance WorksheetModel 36
19-7
19-8
Figure 19-5. Configuration Diagram and Provisions Loading Tables
WEIGHT AND BALANCE COMPUTATION

1. The f irst step in computing weight and balance is to determine the basic empty weight and moment from the Airplane Weighing Record in the AFM . However, if the aircraft has been altered, determine the basic empty weight and moment from the aircraft records. The moment may be listed as a sevendigit f igure, as shown in Figure WB-1. In this case, the decimal point must be moved three digits to the left when entering the moment on the worksheet. This is because all weight and balance charts and tables are based on moment per 1,000. This reduces the figures in the numerical data to a more manageable size.
Example
Using the information given for the example conditions, enter the weights for each item in the appropriate block on the worksheet. Select the correct loading tables from the Weight and Balance section, beginning with provisions. Notice that there are several provisions tables provided from which selection of the proper data must be made. Since the example aircraft has a standard interior, all data shown for midcabinet and club conf igurations can be eliminated, leaving only the tables pertaining to the example aircraft (Figure 19-6). The correct water load (for the wash basin) is selected by comparing the listed station locations with the conf iguration diagram. Note that the wash basin is directly opposite the aft provisions cabinet (Sta. 253); therefore the correct water-loading entries for weight and moment/1,000 are 15 and 3.80, respectively. A similar process is used to select the appropriate crew, passenger, baggage, and fuel entries. Enter each moment/1,000 table with the weight, select the corresponding moment, and enter the data in the appropriate block on the worksheet. Check results with the example (see Figure 19-2).
Example
Enter the basic empty weight (9,858) and moment (3,806,304 1,000 = 3,806.34) on the worksheet. The CG percentage may be entered, but does not serve any useful purpose in the computations. 2. Enter the payload weights for the crew, passengers, provisions, baggage, and fuel on the worksheet. Then determine the moment for each entry, using the appropriate moment/1,000 table in the Weight and Balance Data section of the AFM . Since there are different tables for each conf iguration, use care to ensure that the correct table is selected for each item.
For the purpose of the example, load the two 150-pound passengers on the divan seat, and the four 180-pound passengers on the forward and aft swivel seats. When working on the fuel moment tables, be sure to select the correct density columns for all weight, moment, and gallon conversions. 3. Subtotal all weights and moments in the operating weight, wing bending weight, and ramp weight blocks, making sure the ramp weight does not exceed the maximum aircraft certif ied ramp weight. Also take note of the wing bending weight entry, which should not exceed 13,500 lb (maximum wing bending weight).
19-9
Example
Compare subtotal results with those given on the sample worksheet. The wing bending weight is below the maximum limit. 4. Compute the takeoff gross weight by subtracting fuel burned during start, taxi, and takeoff. Determine the equivalent moment of the fuel burned by referring to the Fuel Used Vs Moment Loss table in the approved AFM . As an average, 3.5 ppm per engine may be used for simplif ication, which would be furnished by the tip tanks (unless they are empty). The takeoff g ross weight must not exceed the certif ied maximum takeoff weight.
The center of gravity, expressed as a percentage of MAC, can be read at the bottom or top of the chart, whichever is closer to the point at which the weight and moment lines intersect. Since the gross weight and moment lines cross at a rather shallow angle, a small error in plotting the intersect point can result in a significant error in computing CG. The point on the envelope charts can be more accurately plotted by mathematically computing CG (% MAC) and then f inding the point on the envelope chart where gross weight and CG (% MAC) intersect. This is more accurate since the weight and CG (% MAC) lines cross more nearly at right angles. The formula to calculate the CG in % MAC is: CG (% MAC) =
(Fuselage Station CG) LEMAC) 100 MAC
Example
Assuming a 15 minute burn on two engines (7 ppm), the fuel burn is estimated at 105 lb. Referring to the Fuel Used Vs Moment Loss table, enter the chart with 112 lb (for simplification) and read 42.84 moment loss from the tip tank column. Note that the entries on the worksheet are minus () entries. Enter the 112 lb and 42.84 moment loss in the appropriate blocks and subtract both f igures from the ramp weight subtotals. Check results with the sample worksheet. The resulting weight is less than maximum certif ied takeoff weight. 5. Determine if takeoff weight and moment are within weight and CG limits using the Weight-Moment-CG Envelope chart in the Weight and Balance section of the AFM . The Weight-Moment-CG Envelope char t depicts the flight envelope with heavy dark lines. If the takeoff weight and moment lines intersect within the envelope, the aircraft load is within limits for flight. If the lines intersect outside the envelope, reduce weight or rearrange the load to obtain weight and CG within limits.
Where: Fuselage Station (CG) =

LEMAC = 362.17 MAC = 82.75 Moment Weight 1000
The values for LEMAC and MAC are constant and may be found in the Weight and Balance section of the AFM . The fuselage station CG varies with the aircraft total weight and moment. The formula may be more practically written for computation as follows: CG (% MAC) =
Moment 1,000 362.17 Weight 82.75 100
Once CG (% MAC) is found, the WeightMoment-CG Envelope may be entered with CG-% MAC and gross weight to f ind whether they intersect within the envelope.
19-10
The Center-of-Gravity table in the Weight and Balance section of the AFM may be used as an alternate means of determining whether the aircraft load is within the weight and CG limits. Enter the table with aircraft gross weight (100pound increments). A forward limit moment and an aft limit moment are listed. If the computed moment falls between those listed at the forward and aft limits, the aircraft is within limits for flight. The tables may be used to identify the CG limits more accurately than the CG charts. However, the charts provide a more graphic depiction of the aircraft weight and moment in relation to the limits.
6. Landing weight and moment may be calculated by subtracting the weight and resulting moment loss of fuel bur ned enroute out of each tank, the resulting subtotals being the planned landing weight and moment. The CG (% MAC) can then be determined using the same process described for the takeoff conditions. Check to ensure that the certi f ied landing weight is not exceeded.
Example
Given an estimated 1,500 lb of fuel remaining at destination, for operation, the fuel must be located in the wing tanks because all of the fuel loaded in the fuselage and tip tanks was burned. 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 and a moment loss of 885.91. Since everything loaded in the fuselage tank was burned, the appropriate form entries are 1,206 lb and 530.22 moment loss. If 1,500 lb of fuel remains in the wing tanks, the amount of fuel burned is 1,008 lb, or the difference between what was serviced (2,508) and what remains (1,500). The resulting moment loss (404.8) can be determined from the Fuel Used Vs Moment Loss chart by using the nearest (1,034 lb) figure for simplification. All worksheet entries should be minus ( ) entries. A f inal subtotal of the weights and moments results in a landing weight of 12,946 lb, which is less than maximum certified landing weight, and a moment/1,000 of 4,858.95. CG (% MAC) =
4,851.37 1,000 362.17 12,946 82.75 100 = 15.19%
Example
Compute CG in percent MAC for takeoff weight and moment using the formula given above. CG (% MAC) =
6,672.30 1,000 362.17 17,464 82.75 100
This fact could be determined as well using the Center-of-Gravity table in the AFM . Find 17,464 (17,500 rounded off) in the pounds gross weight column. The forward moment for this gross weight is 6,591.38, and the aft limit moment is 6,772.50. The actual moment in the example6,672.30falls between the forward limit moment and the aft limit moment. As a result, the aircraft load is within limits for flight.
19-11
Use the Weight-Moment-CG Envelope chart in the AFM and determine if gross weight (17,464 lb) and CG-% MAC (24.04%) lines cross within the flight envelope. In this example, the lines cross within the envelope, and the aircraft is within limits for takeoff.
Use the Weight-Moment-CG Envelope chart to ensure that the landing weight (12,946) and the CG (% MAC) intersect within the flight envelope. In this example, the lines intersect within the envelope and the aircraft is within limits for landing.
If the aircraft is not within CG limits, the load must be adjusted before takeoff or the fuel load adjusted in flight to remain within the envelope. The Center-of-Gravity table can also be used to determine whether the aircraft is within CG limits for landing.
19-12
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-i
20 PERFORMANCE
ILLUSTRATIONS
Figure
20-1 20-2 20-3 20-4
Title
Page
Sample Takeoff Worksheet ................................................................................... 20-9 Takeoff Profile Example...................................................................................... 20-14 Sample Operational Planning Form..................................................................... 20-21 Sample Landing Worksheet ................................................................................. 20-26
TABLE
Table
20-1
Title
Page
Configurations ....................................................................................................... 20-6
20-iii
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 conditions are used throughout each section in examples that demonstrate the use of charts and tables.
GENERAL
Most performance data for all approved operating conditions is provided in chart form in the Perfor mance section of the approved Airplane Flight Manual . Climb, cruise, and descent data are provided in the Learjet 35/36 Pilots Manual . Aircraft performance data is also provided in tabular form in the Pilots Manual and Aircrew Checklist . However, the effects of wind, runway gradient, antiskidoff, and anti-ice-on conditions are not compensated for in the tabular data in the crew checklist or the Pilots Manual . Therefore, if any of the above are factors, the AFM charts should be used for flight planning.
20 PERFORMANCE
Revision .02
20-1
PERFORMANCE
GENERAL Assumed Conditions
The performance data presented for each phase of operation is based on certain assumed conditions. For example, the takeoff distance chart assumes that takeoff power is set before brake release. Assumed conditions, along with the description of the corresponding charts, are given in this chapter.
Runway gradient Anti-iceon or off Antiskidon or off Flaps 8 or 20 for takeoff and 40 for landing
DEFINITIONS
The following def initions apply to terms used throughout this manual.
Airspeeds
CAS Calibrated Airspeed The airspeed indicator reading corrected for instrument and position error. KCAS is calibrated airspeed expressed in knots. IAS Indicated Airspeed The airspeed indicator reading as installed in the aircraft. KIAS is indicated airspeed expressed in knots. The information in this manual is presented in terms of indicated airspeed, unless otherwise stated, and assumes zero instrument error. M Calibrated Mach Number The Machmeter reading corrected for instrument and position error. M I Indicated Mach Number The Machmeter reading as installed in the aircraft. Zero instrument error is assumed for presentations in this section of the manual. V A Maneuvering Speed V A is the highest speed that full aileron and rudder control can be applied without over-stressing the aircraft, or the speed at which the aircraft will stall with the load factor of 3.0 Gs at maximum g ross weight, whichever is less. V LOF Liftoff Speed The actual speed of the aircraft at liftoff.
Standard Conditions
Standard conditions that apply to all performance calculations are: Cabin airon Factors for 50% headwind components and 150% tailwind components have been applied to takeoff and landing data as prescribed in pertinent regulations The standard (coplanar) engine exhaust nozzle is installed (no thrust reversers)
NOTE
The performance of aircraft equipped with thrust reversers is equivalent to the performance shown in the approved AFM. However, the power sett i n g c h a r t s f o r t h r u s t r eve r s e r equipped aircraft are different and are contained in the Aeronca (or Dee Howard) Thrust Reverser Supplement to the AFM , as applicable.
Variable Factors
Variable factors affecting performance are reflected in the charts to which they apply and include: Ambient temperature and pressure altitude Winds Gross weight
20-2
20 PERFORMANCE
V SO Stall Speed, Landing V SO is the stalling speed in the landing conf iguration. V S1 Stall Speed, Gear/Flaps VS1 is the stalling speed in the appropriate gear/flap configuration. V MCA Minimum Control Speed, Air The minimum flight speed at which the aircraft is controllable with 5 of bank when one engine suddenly becomes inoperative and the remaining engine is operating at takeoff thrust. V MCG M i n i mu m C o n t r o l S p e e d , Ground The minimum speed on the ground at which control can be maintained using aerodynamic controls alone, when one engine suddenly becomes inoperative and the remaining engine is operating at takeoff thrust. V 1 Critical Engine Failure Speed The speed at which, due to engine failure, the pilot is assumed to elect to stop or continue the takeoff. If engine failure occurs at V 1 , the distance to continue the takeoff to 35 ft above the runway surface will be equal to the distance to bring the aircraft to a full stop. V 1 must not be less than the critical minimum control speed (V MCG ) or greater than the rotation speed (V R ). V R Rotation Speed The speed at which rotation is initiated during takeoff to attain V 2 at or before a height of 35 ft above the runway surface. V 2 Takeoff Safety Speed The actual speed at 35 ft above the runway surface as demonstrated in flight during single engine takeoff. V2 must not be less than 1.2 times the stalling speed or less than 1.1 times the air minimum control speed
(V MCA ), or less than the rotation speed (V R ) plus an increment in speed attained prior to reaching a 35 ft height above the runway surface. V APP Approach Climb Speed The airspeed equal to 1.3 V S1 (aircraft in approach conf iguration). V REF Landing Approach Speed The airspeed equal to 1.3 V S0 (aircraft in landing conf iguration).
Weights
Maximum Allowable Takeoff Weight
The maximum allowable takeoff weight at the start of takeoff roll is limited by the most restrictive of the following requirements: Maximum certif ied takeoff weight. Maximum takeoff weight (climb or brake energy limited) for altitude and temperature as determined from the applicable f igure entitled Takeoff Weight Limits Maximum takeoff weight for the runway and ambient conditions as determined from the applicable figure entitled Takeoff Distance Maximum takeoff weight for obstacle clearance as determined from the applicable Takeoff Flight Path and Climb Gradient f igures. (FARs 121 and 135 as applicable to U.S. registered aircraft)
Maximum Allowable Landing Weight

The maximum allowable landing weight is limited by the most restrictive of the following requirements: Maximum certif ied landing weight
20 PERFORMANCE
Maximum landing weight for the runway and ambient conditions as determined from the applicable Actual Landing Distance and Factored Landing Distance (if applicable) charts
20-3
Maximum landing weight (approach climb or brake energy limited) for altitude and temperature as determined from the applicable f igure entitled Landing Weight Limits
Actual Landing Distance

The actual landing distances presented in this section are based on a smooth, dry, paved runway. The landing f ield length is equal to the horizontal distance from a point 50 ft above the runway surface to the point at which the aircraft would come to a full stop on the runway.
Distances
Accelerate-Stop Distance
The accelerate-stop distance is the horizontal distance traversed from brake release to the point at which the aircraft comes to a complete stop on a takeoff during which one engine fails at V 1 and the pilot elects to stop.
Factored Landing Distance

The factored landing distances presented in this section are equal to the actual landing distance divided by 0.60 (multiplied by 1.67).
Meteorological
ISA International Standard Atmosphere OAT Outside Air Temperature The free air static temperature obtained from either ground meteorological sources or from inflight temperature indications adjusted for instrument error and compressibility effects RAT Ram Air Temperature The static air temperature corrected for full adiabatic compression rise cor responding to the calibrated Mach number, and multiplied by a recovery factor Altitude All altitudes given in this section are pressure altitudes unless otherwise stated. Wind The wind velocities recorded as variables on the charts of this section are to be understood as the headwind or tailwind components of the actual winds at 20 ft above the runway surface (tower winds).
Engine-Out Accelerate-Go Distance

The engine-out accelerate-go distance is the horizontal distance traversed from brake release to the point at which the aircraft attains a height of 35 ft above the runway surface, on a takeoff during which one engine fails at V 1 and the pilot elects to continue.
Takeoff Field Length

The takeoff field lengths presented in this section are based on a smooth, dry, paved runway. The takeoff f ield length given for each combination of aircraft weight, atmospheric temperature, altitude, wind, and runway gradient is the greatest of the following: 1. 115% of the all-engine takeoff distance from start to a height of 35 ft above the runway surface 2. The accelerate-stop distance 3. The engine-out accelerate-go distance No specific identification is made on the charts as to which of the above distances governs a specif ic case. However, in all cases for which charts are furnished, the f ield length is governed by either 2 or 3 above as the all-engine takeoff distance is shorter than either.
20 PERFORMANCE
20-4
Demonstrated Crosswind The demonstrated crosswind velocity of 24.7 kt is the velocity of the reported tower winds (measured at a 20-foot height) for which adequate control of the aircraft during takeoff and landing was actually demonstrated during certif ication tests. The value shown is not considered to be limiting.
1.1% enroute. This conservatism is required by FAR 25 for terrain clearance determination to account for variables encountered in service. First Segment Climb Climb from the point at which the aircraft becomes airbor ne to the point at which the landing gear is fully retracted. The gross climb grad i e n t m u s t b e p o s i t ive , w i t h o u t ground effect. This requirement is satisf ied by observing the Takeoff Weight Limits chart. Velocity increase is from V LOF to V 2 with gradient calculated at liftoff velocity (V LOF ). Second Segment Climb Climb extending from the end of the f irst segment to a height of at least 400 ft. The gross climb gradient may not be less than 2.4%. This requirement is satisf ied by observing the Ta k e o f f We i g h t L i m i t s c h a r t . Velocity for this segment is V 2 . Final Segment Climb Climb extending from the end of the second segment to a height of at least 1,500 ft. The gross climb gradient may not be less than 1.2%. This requirement is satisf ied by observing the Takeoff Weight Limits chart. Velocity for this segment is 1.25 V S1. Enroute Climb Climb with flaps UP (0), landing gear retracted and maximum continuous thrust on one engine. There is no minimum requirement for enroute climb gradients. The enroute net climb gradients are presented for pilots reference. Velocity is presented in Enroute Climb Speed Schedule chart.
Miscellaneous
Position Correction Static Position Correction A correction applied to indicated airspeed or altitude to eliminate the effect of the location of the static pressure source on the instrument reading. Since all airspeeds and altitudes in this section are presented as indicated values, no position corrections need be made when reading from the charts. Any change in the airspeed-altitude system external to the aircraft, or locating any external object near the pressure pickup sources, requires calibration of the system and revision of the charts. Runway Gradient Change in runway elevation per 100 ft of runway length. The values given are positive for uphill gradients and negative for downhill gradients. Gradient of Climb The ratio of the change in height during a portion of the climb to the horizontal distance traversed in the same time interval. Gross Climb Gradient The climb gradient that the aircraft can actually achieve given ideal conditions. Net Climb Gradient The gross climb gradient reduced by 0.8% during the takeoff phase and
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Approach Climb Climb from a missed or aborted approach with approach (20) flaps, landing gear retracted, and takeoff thrust on one engine. The gross climb gradient may not be less than 2.1%. This requirement is satisf ied by observing the Landing Weight Limits chart. Velocity for this segment is 1.3 V S1 .
Landing Climb Climb from an aborted landing with landing flaps DN (40), landing gear extended, and takeoff thrust on both engines. The gross climb gradient may not be less than 3.2%. This requirement is satisf ied by observing the Landing Weight Limits chart. Velocity for this segment is 1.3 V SO . Configurations The conf igurations referred to by name in the charts correspond to the settings in Table 20-1.
Table 20-1. CONFIGURATIONS
Configuration 1st Segment Takeoff Climb 2nd Segment Takeoff Climb Final Segment Climb Enroute Climb Approach Climb Landing Climb
No. of Engines Operating 1
Thrust Takeoff
Flap Setting 8 or 20
Gear DN
Takeoff
8 or 20
UP
Max Cont. Max. Cont. Takeoff
UP0
UP
UP0
UP
20
UP
Takeoff
DN40
DN
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FLIGHT PLANNING DATA

The following conditions are provided to compute takeoff, climb, cruise, descent, and landing data for a flight from airport A to airport B. This should not be construed as a complete example of flight planning procedures. The purpose is to introduce charts and tables most commonly used in flight planning. Sample worksheets for takeoff and landing data and a sample operational planning form for the flight planning problems and solutions are included in this chapter.
Airport A Runway Runway 01R, Length7,300 ft

Dry Gradient0% Obstacle20,100 ft from departure of RWY 01R, 1,500 ft above runway
Climb Conditions Climb Schedule250 KIAS/0.70 M I

Maximum Continuous Thrust (N 1 ) Climb on course Climb unrestricted to FL 430 (Longrange Cruise) Standard Atmospheric Conditions (ISA) Average headwind components20 kt
Example Conditions
Departure Airport A
Aircraft Basic Operating Weight (Lb) 9,800
Payload Zero-Fuel Weight Fuel Weight Ramp Weight Fuel: Start, Taxi, Takeoff Takeoff Gross Weight +200 10,000 +5,200 15,200 200 15,000
Cruise Conditions Distance1,000 miles from Airport A to Airport B

Use Long-range Cruise Standard Atmospheric Conditions (ISA) Average headwind component20 kt
Aircraft Takeoff Configuration Standard Nozzles (no thrust reversers)

Flaps8 Antiskidon Anti-iceoff
Descent Conditions Average headwind component20 kt
Arrival Airport B
Airport B Weather Ceiling/visibility20 OVC 3 H
Temperature60F Pressure Altitude1,300 ft Wind 320/17 kt Airport B Runway Runway 35R Length13,300 ft Gradient0
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Airport A Weather Ceiling/Visibility3 OVC 12 H

Temperature60F Pressure Altitude1,300 ft Wind330/20 kt
20-7
TAKEOFF PERFORMANCE Wind Components

Headwind, tailwind, and crosswind components can be calculated by using the Wind Component chart found in the General section of the AFM Performance Data chapter.
Maximum takeoff weight to meet minimum single-engine climb gradient requirements and not exceed brake energy limits (climb or brake energy limited) Maximum takeoff weight for runway length available Maximum takeoff weight for obstacle clearance
Problem Using runway 01R at airport A, with a reported surface wind of 330/20, the wind direction is 40 from the runway heading. Use the Wind Components chart to determine the headwind and crosswind components. Solution Find the point on the chart at which the 20-knot arc crosses the 40 line. From this point proceed horizontally to the left margin to read the headwind component (15 kt) or proceed straight down to the bottom margin to read the crosswind component (13 kt). Enter headwind component on Takeoff Worksheet (Figure 20-1).
Maximum Certificated Takeoff Weight

The maximum certif icated takeoff weight for most Learjet 30 series aircraft is 18,300 lb. However, some earlier production aircraft may be limited to 18,000 or 17,000 lb takeoff weight. If the aircraft records indicate that the aircraft does not incorporate ECR 1495, ECR 2234, AAK 77-8, or AAK 80-2. the certificated maximum takeoff weight is 17,000 lb. If the aircraft records indicate that the aircraft includes optional ECR 1495 or AAK 77-8, the maximum certif icated takeoff weight is 18,000 lb. If AAK 80-2 is included, the aircraft is certificated for 18,300 lb maximum takeoff weight. For the example, enter 18,300 under CERTIFICATED TAKEOFF WT on the Takeoff Worksheet (Figure 20-1).
Maximum Allowable Takeoff Weight

The maximum allowable takeoff weight at the start of takeoff roll is limited by the most restrictive of the following requirements: Maximum certif icated takeoff weight
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Figure 20-1. Sample Takeoff Worksheet (Sheet 1 of 2)
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Figure 20-1. Sample Takeoff Worksheet (Sheet 2 of 2)
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Maximum Takeoff Weight (Climb or Brake Energy Limited)

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, Performance Data, provide the maximum takeoff weight for a given temperature and pressure altitude (PA) which will allow: (1) the aircraft to meet minimum climb gradients if an engine fails at or after V 1 speed and takeoff is continued (left side of charts) or (2) braking to a full stop without exceeding brake energy limits if takeoff is rejected at or below V 1 speed (right side of charts). If the temperature and pressure altitude lines intersect to the left of the Engine Temp Limit line, takeoff should not be attempted at any gross weight.
at which the aircraft can meet the minimum climb gradients established by FAR 25 should an engine fail at V 1 . Using the example of 60F and 1,300 ft pressure altitude, the 60F line and the 1,300 altitude lines do not intersect on the takeoff climb portion of the chart. This indicates that the takeoff weight is not limited due to takeoff climb. Enter maximum certif icated takeoff weight (18,300 lb) under CLIMB WT on the Takeoff Worksheet (Figure 20-1). Now, determine if the takeoff weight is limited due to brake energy. Enter the Takeoff Weight Limit chart at the left margin, again at 60F, and proceed right until intersecting the 1,300-foot altitude line on the brake energy side of the chart. From this point, proceed down to the zero-wind reference line and then diagonally parallel to the guidelines to a point opposite 15 kt wind velocity. Directly below this point, read the brake energy weight. In this example, the gross weight is found to be above 18,300 lb, which is the design takeoff weight limit. Therefore, the aircraft takeoff weight is not brake energy limited. Enter maximum certif icated takeoff weight (18,300 lb) under BRAKE ENERGY WT on the Takeoff Worksheet (Figure 20-1).
NOTE
There are separate charts for takeoff with flaps at 8 or 20 and anti-ice off or on.
Problem Deter mine takeoff weight limit from the Takeoff Weight Limit (Flaps8, Anti-iceOff) chart, using the example conditions listed previously.
Solution Enter the chart on the left margin with OAT and proceed horizontally to the right until intersecting the altitude line corresponding to the f ield pressure altitude. From that point, proceed to the bottom margin and read the takeoff climb weight. This is the maximum weight
NOTE
If the temperature had been 80 and the altitude 6,000 ft in this example, the takeoff weight would have been limited to 17,300 lb by the takeoff climb weight limit but not limited by the brake energy weight limit.
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Maximum Takeoff Weight for Runway Available

If the computed takeoff f ield length determined from the AFM Takeoff Distance chart is less than the runway length available, takeoff weight is not limited due to runway length. However, if the computed takeoff distance exceeds the runway length available, the aircraft gross weight must be reduced or takeoff delayed until atmospheric conditions change (e.g., cooler temperature, increased wind velocity, or wind shift to a longer runway). The maximum takeoff weight limited by available runway can be determined by entering the Takeoff Distance chart on the right side with the runway length available and working backward to the Gross Weight section. Then enter the chart at the left with the temperature and pressure altitude and proceed to the Gross Weight section. Read the gross weight directly below the point at which these two entries intersect in the Gross Weight section. This is the gross weight that will permit takeoff within the runway length available. Problem Determine if the planned gross weight is limited by the runway length available.
the runway length available. Takeoff distance is discussed in greater detail later in this chapter under Takeoff Field Length.
Problem Determine the maximum takeoff gross weight for the runway available. Solution To determine the maximum takeoff gross weight for the runway available, work backward through the Takeoff Distance chart. Enter the chart on the right margin at the actual field length (7,300 ft) and proceed horizontally to the Wind section. (The Antiskid, Anti-ice, Runway Gradient, and Altitude sections do not apply in this example.) Intersect the 15kt headwind velocity line and follow the wind lines to the zero-wind reference line. From this point, draw a light pencil line horizontally across the Gross Weight section.
Now, enter the chart at the bottom, left margin with the temperature (60F) and proceed vertically to the pressure altitude (1,300 ft). Next, proceed horizontally right to the gross weight reference line and follow the guidelines until intersecting the previously drawn pencil line. In this example, following the gross weight guidelines, the 18,300-pound gross weight limit is reached before intersecting the pencil line. Therefore, takeoff could be made up to 18,300 lb without exceeding runway length available. Enter 18,300 lb on the Takeoff Worksheet under TAKEOFF WT FOR RWY LENGTH.
Solution In the example conditions, the temperature is 60F, pressure altitude is 1,300 ft, and the planned takeoff gross weight is 15,000 lb. Using the Takeoff Distance (Flaps 8) chart, it is determined that the computed takeoff distance (3,400 ft) is less than the runway length available (7,300 ft). As a result, the planned takeoff gross weight is not limited by
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Maximum Takeoff Weight for Obstacle Clearance

Commercial operators (FAR 121 and 135) of U.S.-registered aircraft are required to determine the maximum takeoff weight that will enable the aircraft to clear obstacles in the takeoff flight path in the event an engine fails at or after V 1 speed. Although not specif ically listed as a requirement for other operators, it would be prudent for all operators to make these computations to ensure safe operation. Takeoff flight path charts are provided 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, Performance Data, to enable the operator to determine the net climb gradient required to clear an obstacle in the takeoff flight path. Additionally, climb gradient charts are provided in the same section that enable the operator to determine the net climb gradient possible (one engine inoperative) for aircraft gross weight and existing atmospheric conditions. In the event that the computed climb gradient required exceeds the single-engine climb gradient possible, the aircraft takeoff gross weight must be reduced or takeoff delayed until atmospheric conditions change to allow the computed climb gradient possible to exceed the climb gradient required.
Reducing the gross weight increases climb gradient possible. At the same time, climb gradient required also decreases because the takeoff distance is reduced, providing more distance from the obstacle. Therefore, an interpolative process is required to f ind the exact minimum gradient and maximum weight for obstacle clearance. This process will be described further in the example.
Takeoff Flight Path Takeoff flight path charts are provided for 8 and 20 flap settings and also for close-in and distant obstacles.
The close-in charts are used to determine required climb gradients for obstacle clearance within 10,000 ft of Reference Zero, and the distant charts are used to determine climb gradient requirements for obstacles up to 40,000 ft from Reference Zero. The origin for each climb gradient line is Reference Zero. This point is a point 35 ft above the runway at the computed takeoff distance. The climb gradient lines are divided into f irst and second segments. For purposes of flight path calculations, the second segment extends to 1,500 ft AGL, and the f inal segment flight path is not considered.
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Horizontal distance from Reference Zero is calculated by adding the runway remaining beyond Reference Zero to the distance between the end of the runway and the obstacle (Figure 20-2). The appropriate Takeoff Flight Path chart (Close InFlaps 8, DistantFlaps 8, Close InFlaps 20, or DistantFlaps 20) is entered at the bottom margin with the calculated horizontal distance from Reference Zero and at the left margin with obstacle height above the runway. Commercial operators must enter the chart at the right margin with obstacle height above Reference Zero.
to be 3,400 ft. Computation of takeoff distance is described under Takeoff Field Length in this chapter. Calculate horizontal distance from Reference Zero by f irst subtracting the takeoff distance from the runway length of f ind the runway remaining beyond the takeoff point (7,3003,400 = 3,900 ft). Then add the runway remaining beyond takeoff point to the distance the obstacle is from the end of the runway (3,900 + 20,100 = 24,000 ft) (Figure 20-2). Enter 24,000 ft under DIST FROM REF ZERO on the Takeoff Worksheet. Now, use the Distant Takeoff Flight Path (Flaps 8) chart in the AFM to determine the climb gradient required. Enter the chart at the bottom margin with horizontal distance from Reference Zero (24,000 ft) and proceed vertically. (Do not apply winds on this chart.) Now enter the chart at the left margin (noncommercial operator) with obstacle height above the runway (1,500 ft) and proceed to the right. The two lines intersect between the 6.0% and 7.0% gradient lines. Interpolate when the lines intersect between the climb gradient
FINAL SEGMENT ENROUTE CLIMB
Problem Determine the climb gradient required to clear the obstacle using the previously listed example conditions. Solution First, the horizontal distance from Reference Zero must be determined. In order to calculate this, determine the takeoff distance, the length of the runway, and the distance of the obstacle from the end of the runway. The takeoff distance for the example conditions is computed
EXAMPLE: AIRPLANE GW: 15,000 POUNDS PA: 1,300 FEET TEMP: 60 F W/V: 15 KNOTS HEADWIND
SECOND SEGMENT
FIRST SEGMENT
M EXA
REFERENCE ZERO 35 FT
PLE
:G
I RAD
ENT
SI OS
BLE
9.8%
CLEAR OF OBSTACLE (400 FT MINIMUM)
MINIMUM EXAMPLE:
GRADIENT
REQUIRED
6.5%
GEAR UP 24,000 FT DISTANCE FROM REF ZERO
OBSTACLE 1,500 FT ABOVE RUNWAY ALTITUDE
BRAKE RELEASE
LIFTOFF 3,900 FT RUNWAY REMAINING
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3,400 FT TAKEOFF DISTANCE 7,300 FT RUNWAY LENGTH
20,100 FT
Figure 20-2. Takeoff Profile Example
20-14
lines. In this example, the climb gradient required is 6.5% (Figure 20-2). In addition to f inding the climb gradient required, note whether the obstacle falls within the f irst or second segment. If the intersect point is to the left of the Gear Downgear up line, the obstacle is in the f irst segment. If the intersect point is to the right of the line, the obstacle is in the second segment. It is important to note this in order to select the proper climb gradient chart (f irst segment or second segment) to f ind the climb gradient possible for this example. Note also that the climb gradient lines on the chart have a different value in the f irst and second segments.
read second segment net climb gradient (possible). If anti-ice systems are to be turned on for takeoff, anti-ice system guidelines must be followed to the right margin. In this example, anti-ice systems are not necessary for takeoff, so the climb gradient possible is found to be approximately 9.8%. It was previously determined that only a 6.5% gradient was required to clear the obstacle. Therefore, the planned takeoff weight of 15,000 lb is acceptable for obstacle clearance. If the climb gradient possible was found to be less than the climb gradient required to clear the obstacle, takeoff should not be attempted under the existing conditions. As previously mentioned, reducing takeoff gross weight reduces climb gradient required and increases climb gradient possible. As a result, finding the maximum takeoff gross weight that allows obstacle clearance becomes an interpolative process. A suggested method for accomplishing this is to average the climb gradient possible and climb gradient required and enter the climb gradient chart on the right with this value. For example, if the climb gradient required is found to be 4.0% and the climb gradient possible is 3.0%, add the two together and divide by 2 to f ind the average of 3.5%. Enter the climb gradient chart on the right at 3.5% and work backward through the chart to the gross weight section. Then enter the chart on the left with the temperature and pressure altitude and work forward through the chart to the Gross Weight section. From the point at which the two entries intersect in the Gross Weight section, proceed straight down and read the new trial takeoff weight.
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Climb Gradients First, Second, and Final Segment Climb Gradient charts are provided to determine the climb gradient possible for aircraft gross weight and atmospheric conditions. First and Second Climb Gradient charts (Flaps 8 or 20) are used in conjunction with the Takeoff Flight Path charts, which show required net gradients for obstacle clearance. The Final Segment climb Gradient chart is provided for reference only. Problem Using the Second Segment Climb Gradient (Flaps 8) chart in the AFM, find the climb gradient possible for the example conditions. Solution Enter the chart at the bottom, left margin with the temperature (60F) and proceed vertically until intersecting the f ield pressure altitude (1,300 ft). From this point, proceed horizontally to the right to the reference line on the Gross Weight section. Parallel the curved guidelines until intersecting the planned takeoff gross weight line (15,000 lb).
From this point, proceed horizontally to the zero-wind reference line. Then, follow the diagonal wind lines until intersecting the wind velocity line (15 kt headwind). From this point, proceed horizontally to the right margin and
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With this trial takeoff weight, a new takeoff distance is computed, a new distance from Reference Zero is calculated, and a new climb gradient required is determined. If the new climb gradient required is less than the climb gradient possible for the trial gross weight (3.5%), the obstacle can be cleared at the trial gross weight. In most cases, this process will provide a new gross weight that will provide obstacle clearance. If, however, the new required gradient is still greater than the possible gradient, the two gradients (possible and required) can be averaged again and the entire process repeated.
Problem Using the Critical Engine Failure Speed (V 1 ), (Flaps 8) chart in the AFM , determine V 1 for the example conditions. Solution Enter the chart at the bottom left margin with the temperature (60F) and proceed vertically until intersecting the f ield pressure altitude (1,300 ft). Then proceed horizontally to the right to the gross weight reference line.
Parallel the guidelines until intersecting the takeoff gross weight (15,000 lb). From this point, proceed horizontally to the right to the zero-wind reference line. Follow the wind guidelines to the right until intersecting the wind velocity (15 kt headwind). From this point, proceed horizontally to the right margin and read V 1 (118 KIAS). If the anti-ice systems are on, the antiskid system is off, or if there is a gradient, follow the guidelines in those two sections of the chart. Enter the computed V 1 speed on the Takeoff Worksheet (see Figure 20-1).
Takeoff Speeds (V1,VR, and V2)

These speeds are found in the Critical Engine Failure Speed (V 1 ), Rotation Speed (V R ), and Takeoff Safety Speed (V 2 ) charts in the AFM . Separate charts are provided for 8 and 20 flap settings. For a review of these abbreviations (V 1 , V R , and V 2 ), see Def initions in this chapter.
Critical Engine Failure Speed (V1)

Data provided by the Critical Engine Failure Speed chart is based on three assumptions: (1) takeoff power is set before brake release, (2) the takeoff runway is dry, hard, and smooth, and (3) tires and brakes are operating at normal eff iciency. These assumptions are of particular importance anytime the computed takeoff distance approaches the available runway length. When these assumed conditions are not met, there is no assurance of being able to stop the aircraft within the computed takeoff distance if takeoff is rejected at V 1 .
Rotation Speed (VR)

Rotation speed is affected only by aircraft gross weight and flap setting.
Problem Determine V R from the Rotation Speed (V R ) (Flaps 8) chart, in the AFM for the example takeoff gross weight. Solution Enter the chart at the left margin with the aircraft gross weight (15,000 lb). Proceed horizontally right to the reference line and then straight down to the bottom margin and read V R (130 KIAS). Record the computed V R speed on the Takeoff Worksheet.
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20-16
Takeoff Safety Speed (V2)

Takeoff safety speed (V 2 ), like rotation speed, is affected only by aircraft gross weight and flap setting.
Problem Determine V 2 from the Takeoff Safety Speed (V 2 ), (Flaps 8) chart in the AFM for the example takeoff gross weight. Solution Enter the chart at the left margin with the takeoff gross weight (15,000 lb). Proceed horizontally right to the reference line and then straight down the margin and read V 2 (133 KIAS). Enter the V 2 value on the Takeoff Worksheet.
The takeoff f ield length data presented in the AFM is governed by the accelerate-stop or the engine-out accelerate-go distance, whichever is greater. Generally, unless V 1 is limited by V R or V MCG , the takeoff f ield lengths are balanced, and the accelerate-stop distance equals the accelerate-go distance. The Takeoff Distance charts in the AFM are presented for 8 or 20 flaps settings. These charts may be used to determine either of the following: 1. Runway length required for a given aircraft weight. 2. Maximum aircraft takeoff weight corresponding to a specif ic runway length. The process for f inding the maximum aircraft weight for a given runway length was previously described in this section under Maximum Takeoff Weight for Runway Available.
Takeoff Field Length

Takeoff f ield length data assumes a smooth, dry, hard-surface runway. The takeoff distances computed from the takeoff distance charts in the AFM are accurate only when the following procedures are used: 1. Set takeoff N 1 prior to brake release and adjust N 1 to match computed Takeoff N 1 . Continue to adjust N 1 until reaching 80 KIAS. 2. Rotate to approximately 9 noseup at VR. 3. For engine failure after V 1 , accelerate to V 2 after liftoff and then adjust pitch, as required, to maintain V 2 . The pilot must use these procedures whenever the computed takeoff distance is at or near the actual runway length. Otherwise, the actual takeoff distance may exceed the chart value and runway length available. Takeoff power settings are discussed later under Takeoff Thrust in this section.
Problem Using the Takeoff Distance (Flaps 8) chart in the AFM , f ind the takeoff f ield length for the example conditions. Solution Enter the chart at the lower left margin with the temperature (60F) and proceed vertically until intersecting the f ield pressure altitude (1,300 ft). From this point proceed horizontally to the right to the gross weight reference line and then follow the guideline until intersecting the takeoff gross weight line (15,000 lb).
Parallel the guidelines until intersecting the takeoff gross weight line (15,000 lb). Next, proceed horizontally to the right to the zerowind reference line. Parallel the guidelines until intersecting the wind velocity (15 kt headwind). Then proceed horizontally right to the right margin and read the takeoff f ield length (3,400 ft).
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If takeoff with a gradient is planned with the antiskid system off or the anti-ice systems on, follow the guidelines through the corresponding section of the chart while proceeding to the right margin. Pressure altitude is compensated for on the right side of the chart. If takeoff is planned at a pressure altitude above 11,000 ft, an addi tional factor must be applied in the altitude section on the far right side of the chart. For normal takeoffs below a pressure altitude of 11,000 ft, the altitude section can be disregarded.
If N 1 is below that specif ied in the takeoff power setting charts for the existing temperature and pressure altitude, aircraft takeoff performance will not meet the takeoff performance specified in the performance charts. If N 1 is above computed takeoff power, airframe or engine limits may be exceeded. Thus, it is necessary to compute takeoff power and adjust the power levers as necessary to set N 1 equal to chart value. In addition, operation at a specif ic N 1 should always be within ITT limits.
NOTE NOTE
Certification for U.S.-registered aircraft limits takeoffs and landings to 10,000 ft pressure altitude. During takeoff, N 1 may decrease slightly from the initial static reading. Therefore, N 1 should be continuously monitored and adjusted until reaching 80 KIAS. Separate takeoff power setting charts are provided for aircraft equipped with standard nozzles and those equipped with thrust reverser nozzles. Takeoff power setting charts for standard nozzles are found in the Performance Data chapter of the AFM . For thr ust-reverserequipped aircraft, the charts are found in the Aeronca or TR 4000 thrust reverser supplement to the AFM . Takeoff power setting data is also provided for all three types of exhaust nozzles in tabular form in the Pilots Manual and the checklist.
THRUST Takeoff Thrust

Takeoff performance is based on the assumption that the engines will be operating at a specif ic fan speed (N 1 ) for a given temperature and pressure altitude (takeoff power). Takeoff power must be maintained from brake release to 35 ft above the runway or until obstacle clearance in the event of engine failure on takeoff. Takeoff from a standing start (takeoff thrust set before brake release) must be accomplished when the computed takeoff distance is at or near actual runway length. Also, takeoff from a standing start must be accomplished to ensure computed obstacle clearance performance. The more comfortable rolling takeoff may be accomplished when actual runway length is at least 10% longer than computed takeoff distance and obstacle clearance is not a factor. When takeoff roll is initiated before setting takeoff power, ensure that takeoff thrust is established before reaching the point at which the runway remaining equals the computed takeoff distance.
Problem Using the Takeoff Power Setting (Anti-ice off, Standard Nozzle) chart in the AFM , determine the takeoff power setting for the example conditions. Solution Enter the chart at the bottom margin with the temperature (60F) and proceed vertically until intersecting the f ield pressure altitude (1,300 ft). From that point, proceed horizontally to the left margin and read fan speed N 1 (97.3%). Enter this value on the Takeoff Worksheet.
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20-18
Maximum Climb Thrust

The climb performance data in the Pilots Manual is predicated on adjusting thrust (N 1 ) 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 Maximum Continuous Thrust (N 1) tables in the AFM . As with takeoff thrust, continuous thrust data is presented for standard nozzles (in the Performance section) and thrust reverser nozzles (in the thrust reverser supplement). In addition, maximum continuous thrust data is presented for single-engine operation. The maximum continuous thrust (N 1 ) setting may be determined before takeoff using estimated temperature and altitude at start of climb. Since the Maximum Continuous Thrust (N 1 ) table is based on ram-air temperature in degrees Celsius, the reported or estimated OAT must be converted to RAT before entering the chart. It is more practical to set power at 795C ITT after takeoff at the beginning of the climb. Later when crew workload permits, compute maximum continuous thrust and set N 1 to match. Adjust N 1 as necessary so that 832C maximum continuous thrust is not exceeded. Upon reaching 15,000 ft, an improved climb power management procedure may be employed for the duration of the climb. This is accomplished by setting the required N 1 at 15,000 ft and observing the resulting ITT. This ITT setting may be used for the duration of the climb.
Many operators prefer to simply set the engines to 795C on the ITT gages and adjust power levers as necessary during the climb to maintain 795C (recommended continuous ITT). This eliminates the need to compute a climb N 1 setting and also possibly extends engine component life due to operating at lower engine temperatures. This power management technique does not guarantee the climb performance presented in the Pilots Manual .
Problem Assume the pilot elects to set 795C on the ITT gages at the beginning of climb and compute maximum continuous thrust (N 1 ) passing through 15,000 ft. The RAT indicator reading at 15,000 ft is 7C. Solution Enter the Maximum Continuous Thrust (N 1 ) (All Engines, Standard Nozzle) chart in the AFM and determine power setting (N 1 ) at 15,000 ft and 7C.
Each block, which corresponds to an altitude and temperature combination, contains two N 1 settings. The two setting in each block correspond, in order, to the following two conditions: (1) anti-ice off or nacelle heat only, and (2) full anti-ice systems. Since the example conditions do not require anti-ice equipment, the proper N 1 setting is 97.9%. The corresponding ITT is noted and power levers adjusted to maintain that ITT until reaching the desired cruise altitude and accelerating to cruise speed.
NOTE
A slightly different N 1 and ITT relationship may exist between engines. Each engine, however, should be operated at the ITT which provides the required N 1 at 15,000 ft.
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CLIMB, CRUISE, AND DESCENT PLANNING

An Operational Planning Form is provided in the Flight Planning Data section of the Pilots Manual . See Figure 20-3 for a sample form.
Problem Determine fuel at start of climb. Solution Enter example conditions on the Operational Planning Form. Zero-fuel weight (10,000 lb) plus fuel (5,200 lb) equals ramp weight (15,200 lb). Subtract 200 lb of fuel for warmup and takeoff to find takeoff/start climb weight (15,000 lb). Subtract 200 lb from fuel load (5,200 lb) to f ind fuel at a start climb (5,000 lb).
Problem Using the example conditions, determine time, distance, and fuel used in the climb from 1,300 ft to planned long-range cruise altitude. For this example, planned cruise altitude is determined to be FL 430. The method of determining this altitude will be described under Long-range Cruise in this chapter.
To determine the required time, distance, and fuel, refer to the Climb Performance (Twoengine, 15,000-pound) chart in the Pilots Manual . The example gross weight at start climb is 15,000 lb. For intermediate gross weights, two charts are required for interpolation. To simplify this example, however, only the 15,000-pound table is used.
Climb Performance
A set of climb performance tables is provided in the Pilots Manual to determine time, distance (no wind), and fuel required for climb from sea level. If climb is initiated at an altitude above sea level, subtraction of performance values for the starting altitude from the values for the cruise altitude results in the time, distance, and fuel required for climb between two altitudes. Each chart provides the climb performance data for a specif ic aircraft gross weight at the start of climb. The gross weight is specif ied in the top, left corner of each chart in 1,000pound increments. The climb performance data assumes that maximum continuous thrust is set for the climb and that the climb speed schedule is maintained (250 KIAS up to 32,000 ft and 0.70 MI above 32,000 ft). Each chart provides the climb performance data in columns corresponding to different temperatures (variation from ISA).
Solution Using the ISA column on the 15,000-pound table, interpolate data listed for 1,000 and 3,000 ft to f ind time, distance, and fuel for 1,300 ft (start climb altitude). The result should be approximately 0.3 minutes, 1.2 NM, and 16.2 lb of fuel. Now subtract these values from those listed for 43,000 ft.
TIME minutes 17.5 .3 17.2 DISTANCE NM 107.9 1.2 106.7 FUEL lb 528.2 16.2 512.0
This computation reflects a 106.7 NM (nowind) climb distance. The example specif ies an average headwind component of 20 kt in the climb. This 20 kt should be subtracted from the average no-wind speed (TAS) to determine an average ground speed (GS) in the climb. Use a navigation computer to determine no-wind speed (TAS): KTAS = 106.7 60 17.2 KTAS = 374 kt
20 PERFORMANCE
374 KTAS - 20 kt headwind = 354 kt GS 354 kt GS x 17.2 min = 101 NM
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Figure 20-3. Sample Operational Planning Form (Sheet 1 of 2)
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20 PERFORMANCE
20 PERFORMANCE
Figure 20-3. Sample Operational Planning Form (Sheet 2 of 2)
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Thus, the climb performance data with wind applied is found to be 17.2 minutes, 101 NM, and 512 lb. Enter this data on the Operational Planning Form.
Cruise Performance
Cruise performance tables are provided in the Pilots Manual for normal cruise, high-speed cruise, and long-range cruise.
portion of the flight should be divided into segments, with an appropriately higher cruise altitude planned as the g ross weight decreases. As a rough guide in planning for changes in cruise altitude, increase cruise altitude 1,000 ft for each 1,000 lb decrease in gross weight (i.e., fuel used). The specif ic range chart assumes zero wind. If winds are signif icant, it may be advantageous to select a different altitude to avoid headwinds or take advantage of tailwinds. Once the initial cruise altitude has been determined, refer to the appropriate long-range cruise chart to determine the indicated Mach or airspeed, true airspeed, and fuel flow for the initial cruise segment. Each chart provides the above data for a different aircraft gross weight. The gross weight is specif ied in the top, left corner of each chart and represents the average gross weight for a cruise segment in 500-pound increments.
Normal Cruise
Normal cruise tables provide fuel flow and true airspeed for constant 0.77 M I cruise. Engine power is adjusted to maintain the constant Mach as weight decreases. Enter the appropriate table for the average aircraft gross weight for each cruise segment.
High-speed Cruise
High-speed cruise tables provide fuel flow, indicated Mach or airspeed, and true airspeed for a M MO /V MO or V MAX cruise. Power for maximum speed cruise is set for the limiting conditions (M MO /V MO , % rpm, or maximum continuous ITT). Enter the appropriate table for the average aircraft gross weight during each cruise segment.
Long-range Cruise
In planning long-range cruise, the selected cruise altitude should provide the maximum air nautical miles per pound of fuel for a given aircraft weight. This altitude can be determined from the Specif ic Range chart in the Pilots Manual . Enter the chart with the average aircraft gross weight for the planned cruise segment. The point (on the appropriate gross weight line) that is furthest to the right provides the highest nautical miles per pound of fuel. The corresponding altitude is read at the chart margin, to the left of the selected point. It can be seen from the chart that as aircraft gross weight decreases, the altitude that provides best fuel economy increases. Therefore, when planning for maximum range, the cruise
Problem First, calculate the approximate gross weight at level off. For the rough calculation, subtract 512 lb from start climb weight (15,000 - 512 = 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 would be approximately 12,488 lb. The average gross weight for the cruise segment is therefore estimated to be 13,488 lb. Solution Now refer to the specif ic range chart in the Pilots Manual and determine the maximum range cruise (LRC) altitude. Find the point on the curved 13,000-pound (closest to 13,488) line that is furthest to the right. Proceed horizontally from this point to the left margin and read LRC altitude (43,000 ft).
Since the example prof ile has a single cruise leg of approximately 2 hours, it would not be necessary to plan a climb to higher altitude as gross weight is reduced.
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After establishing the planned cruise altitude, the climb data can be extracted from the climb performance charts as previously described in this chapter under Climb Performance. Using the Long-Range Cruise (Two-Engine, Weight13,500-Pound) chart, extract cruise data. In the ISA column, opposite 43,000 ft, find: Mach Ind.0.736; KTAS415; and fuel pph905. Enter this data on the planning form. The example conditions specif ied an average 20knot headwind component; therefore, 20 kt should be subtracted from the TAS to determine ground speed (415 20 = 395 GS). Now, f ind the cruise distance by subtracting climb and descent distances from total trip length. Descent distance is 82 NM, and computation of this distance is described in this chapter under Descent (1,000 [101 + 82] = 817 NM). Enter 817 distance on the example planning form. Now use a navigation computer to f ind cruise time using 395 kt GS for 817 NM. The time of 2 + 04 (2 hours and 4 minutes) is then entered on the planning form. Fuel consumption for cruise can now be determined (2 + 04 at 905 pph = 1,860 lb). Subtract 1,860 lb from the aircraft start cruise weight on the planning form.
Solution Enter the chart at the bottom margin with planned cruise Mach (0.70) and proceed vertically to the altitude line (41,000). Estimate 41 between the 40 and 45 lines. From this point, proceed horizontally to the right until intercepting the aircraft weight line on the right side of the chart (17,000), halfway between the 16,000 and 18,000-foot line. Directly below this point on the bank angle scale, read the maximum bank angle to avoid buffet in a level turn (approximately 48 of bank).
Now, return to the gross weight line (17,000) above this point and follow it diagonally down to the left to the vertical 1.0 G reference line. Draw a line horizontally left of this point until it intersects the curved 41,000 altitude line (between 40 and 45 lines). On the Mach scale directly below the f irst point, read the Mach number at which low-speed airframe buffet may be encountered (0.575 M I ).
Low Speed Buffet Boundary at 1.5 Gs (FC 200)

A Low Speed Buffet Boundary chart is provided in the Performance Data chapter of the AFM . This chart may be used to determine the speeds at which low-speed buffet will occur at 1.5 Gs.
Low Speed Buffet Boundary (FC 530)

A buffet boundary chart is provided in the Performance Data chapter of the AFM . This chart may be used to determine the buffetfree speed envelope for high-altitude flight.
Problem Using the Low Speed Buffet Boundary chart, determine the buffet speed at 1.5 Gs for the example conditions, altitude 41,000 ft and gross weight 17,000 lb. Solution Enter the chart from the left margin with the altitude (41,000 ft) and proceed horizontally to intersect the gross weight (17,000 lb). From this intersection, (1) use the dashed lines to f ind the calibrated Mach number (.71 M), and (2) proceed straight down the chart to read the indicated airspeed at the bottom margin (210 KIAS).
Problem Using the Buffet Boundary chart, determine the buffet-free speed envelope for the example conditions: 0.70 M I at 41,000 ft and gross weight 17,000 lb.
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20-24
Note
1. 5 G = 48 2 bank in level flight.
1
Descent Performance
Two Descent Performance Schedules are provided in the Pilots Manual to provide time, distance (no wind), and fuel used for descent to sea level: one for minimum fuel descent and one for normal descent. The tables assume an average descent weight of 12,000 lb. Subtraction of performance values for two altitudes results in time, distance, and fuel required for descent between the two altitudes. The descent speed schedules presented at the bottom of the table should be followed to achieve the desired results. The power setting for descent is IDLE thrust.
20 kt in the descent; therefore, 20 kt should be subtracted from the average no wind speed (TAS) to f ind an average ground speed (GS) in the descent. Use a navigation computer to determine no wind speed (TAS): KTAS 60 = 87 13.8 KTAS = 378
378 KTAS 20 kt headwind = 358 kt GS 358 kt GS for 13.8 minutes = 82 NM Thus, the descent data with wind applied is found to be 13.8 minutes, 82 NM, and 162 lb. Enter this data on the planning form and subtract fuel used in descent from the start descent gross weight and fuel remaining at start descent. The end descent data is 12,466 lb gross weight and 2,466 lb of fuel remaining.
Problem Using the Minimum Fuel Descent Performance Schedule, extract descent data for descent from FL 430 to 1,300 ft (destination elevation). The descent might be planned to the initial approach f ix (IAF) altitude if a particular approach is anticipated. In this example it is appropriate to round off the 1,300 ft to sea level. Solution Enter the data for 43,000 ft.
TIME minutes 13.8 DISTANCE NM 87.0 FUEL lb 162.0
Fuel Reserve
FAR Part 91 requires a fuel reserve (IFR conditions) of 45 minutes at destination or at the alternate airport if an alternate is required. Fuel reserve is computed at normal cruise speed. The Pilots Manual also contains a Holding Operations table that provides maximum endurance holding speed and fuel flow for the aircraft weight and pressure altitude.
Problem Note on the example planning form that fuel remaining at destination will be 2,466 lb. Solution Since an alternate is not required in this example, the reserve equals 3 hours and 27 minutes (cruise fuel flow 715 pph).
This computation reflects an 87 NM (no wind) descent distance. The example conditions specify an average headwind component of
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20 PERFORMANCE
APPROACH AND LANDING PERFORMANCE

Approach and performance data are provided in chart form in the AFM performance station and in tabular form in the Learjet Pilots Manual and checklist (Figure 20-4).
Maximum Allowable Landing Weight

The maximum allowable landing weight is limited by the most restrictive of the following requirements: Maximum certif icated landing weight (14,300 or 15,300 lb) Maximum landing weight (approach climb or brake energy limited) Maximum landing weight for the runway length available
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Figure 20-4. Sample Landing Worksheet (Sheet 1 of 2)
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Maximum Landing Weight (Approach Climb or Brake Energy Limited)

The Landing Weight Limit charts (Approach Climb and Brake Energy Limited) provide a maximum approach/landing weight that allows (1) the aircraft to meet a minimum climb gradient (single engine) in the event of missed approach or (2) braking to a full stop without exceeding brake energy limits. If landing distance for existing gross weight is computed to be greater than the runway available, the gross weight must be reduced before using that runway. Landing weight for runway length available may be determined by working through the Landing Distance chart backward. Use the same procedure as previously described for f inding maximum takeoff gross weight for a given runway length.
Problem Use the Landing Weight Limit (Anti-ice-Off) chart in the AFM to determine the maximum landing weight for the example conditions. Solution Enter the chart on the left margin with temperature (60F) and proceed horizontally right until intersecting the pressure altitude (1,300 ft) line. If the temperature line intersects the altitude line, read the approach climb weight limit directly below the point at which they intersect.
In this example, the 60F temperature line does not intersect the 1,300 ft altitude line. This indicates that a safe missed approach could be made on one engine at any gross weight up to 18,300 lb at this temperature and pressure altitude. Enter 18,300 lb under APPR CLIMB WT on the Landing Worksheet.
Figure 20-4. Sample Landing Worksheet (Sheet 2 of 2)
20-27
20 PERFORMANCE
Using the same chart, determine if landing weight is limited by brake energy. Enter the left side of the chart again with temperature (60F) and proceed horizontally until intercepting the altitude line (1,300 ft). Again the lines do not intersect, indicating that the aircraft can be stopped at gross weights up to maximum certif icated gross weight without exceeding brake energy limits. Enter 18,300 on the Landing Worksheet under BRAKE ENERGY WEIGHT. If the temperature and pressure altitude lines had intercepted, the wind and runway gradients are accounted for at the lower section of the chart.
Operations) chart can be achieved when the following procedures are used: 1. Approach through the 50-foot point over the end of the runway at V REF with flaps and gear down, using a 2 12 3 glide slope. 2. After passing through the 50-foot point, progressively reduce thrust until thrust levers are at IDLE prior to touchdown. 3. After touchdown, extend spoilers immediately. 4. Apply wheel brakes as soon as practical and continue maximum braking action until the airplane stops. 5. After landing, move the control column full aft and maintain that position until the aircraft stops.
Maximum Landing Weight for Runway Available

This computation is made using the same method as that used to f ind maximum takeoff weight for runway available. Enter the Landing Distance chart on the right and work backward in the chart to the Gross Weight section and draw a light line through the Gross Weight section. Now enter the chart on the left with temperature and pressure altitude and proceed to the gross weight section. The maximum landing weight for runway available is read directly below the point at which the two entries intersect in the Gross Weight section. If the two entries do not intersect in the Gross Weight section and the entry from the left falls above the entry from the right, the runway is too short for landing. If the entry from the left falls below the entry from the right, landing may be made up to 18,300 lb without exceeding landing distance available. The latter is true in the example conditions; therefore, landing weight is not limited due to runway length under the example conditions. See the example under Landing Distance.
NOTE
Pulling the control column aft will shift weight to the main wheels and improve braking efficiency. Pull control column as far aft as possible but do not lift the nosewheel . On wet or icy runway surfaces, full aft control column movement may not be practical due to the possibility of nosewheel liftoff. The landing distance chart is based upon smooth, dry, hard-surface runways. The landing f ield length is equal to the horizontal distance from a point 50 ft above the runway surface to the point at which the aircraft comes to a full stop on the runway. Those operators governed by FAR Part 91 determine landing distance from the Landing Distance (FAR Part 91 Operations) chart. When the landing configuration speed is other than normal, the appropriate procedure in the Abnormal Procedures section of the AFM provides a factor to apply to the normal landing distance.
20 PERFORMANCE
Landing Distance
The landing distances computed from the Landing Distance (FAR Par t 91 [private]
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When the runway is other than dry, the following factors should also be applied to the Landing Distance chart. WetApply a 1.4 factor to the computed landing distance Wet (in the process of freezing)Apply a factor of at least 1.7 to the computed landing distance Those operators governed by FAR Part 121 or 135 f irst determine landing distance from the Landing Distance (FAR Part 91 Operations) chart and then apply the appropriate abnormal landing factor if required. Next, enter the Landing Distance (FAR Part 121 and 135 Operations) chart to compute landing f ield length for scheduled and alternate stops. When the runway is wet, commercial operators must apply a 1.15 factor to the landing f ield length.
Next, follow the guidelines diagonally up and to the right until intersecting the weight (12,466 lb) from the Operational Planning Form (see Figure 20-3). Move horizontally to the right to the zero-wind reference line. Follow the wind guidelines until intersecting 15 kt headwind velocity. From this point proceed horizontally through the runway gradient section (zero gradient), antiskid section (antiskid on), and through the altitude section (below 11,000 ft) to the right margin and read landing distance (2,550 ft). Enter 2,550 ft on the Landing Worksheet under LANDING DISTANCE. To determine maximum landing gross weight for the runway available, enter the Landing Distance chart on the right with runway length (13,300 ft) and work backward through the chart to the Gross Weight section. In this example, the runway available exceeds the chart values for all conditions, indicating that there is no limitation in landing gross weight for runway available. Enter 18,300 lb on the Landing Worksheet under LANDING WT FOR RWY LENGTH. Approach minimum maneuvering speeds are based on 1.3 times the aircraft stall speed with idle thrust in applicable conf iguration and a 30 bank angle. Minimum maneuvering speeds are as follows: No flap conf iguration V REF + 40 Flaps 8 conf iguration V REF + 30 Flaps 20 conf iguration V REF + 20 Flaps 40 conf iguration V REF + 10 On f inal approach (with bank angle no more than 15), 10 KIAS may be subtracted from the above speeds.
20 PERFORMANCE
NOTE
For all operations, corrections to be applied to account for the presence of solid ice, snow, or slush are unknown.
Problem Use the Lan din g Distance (FAR Pa r t 9 1 Operations) chart in the AFM to f ind landing distance for the example conditions. Solution Enter the chart at the bottom left margin with the temperature (60F) and proceed vertically to the altitude line (1,300 ft). From this point proceed horizontally to the reference line in the center of the Gross Weight section of the chart.
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Landing Approach Speed (VREF)

VREF is deter mined from the Landing Approach Speed (V REF ) chart in the AFM . Since V REF is determined strictly by aircraft gross weight, V REF speeds listed in tabular form in the Pilots Manual and checklist may be used with equal accuracy.
ular data in the Pilots Manual and checklist is as accurate as the chart in the AFM. Approach climb and landing climb speeds are provided on the same chart in the AFM .
Problem Use the Approach and Landing Climb Speeds chart in the AFM to determine these speeds for the example conditions. Solution Enter the chart on the left margin with the gross weight (12,466 lb) and proceed horizontally to the f irst reference line. Then move straight down to the bottom margin of the chart to read landing climb speed (117 KIAS). It should be noted that landing climb speed is the same value as landing approach speed (V REF ). Therefore, if V REF is known, it is not necessary to compute landing climb speed.
Using the same chart and the approach climb speed reference line, find approach climb speed (123 KIAS). It should be noted that approach climb speed computes to be 6 kt greater than V REF at lower gross weights (below 13,000) and 7 kt at higher gross weights. To simplify computations, the Gates Flight Training Manual recommends adding 10 kt to computed V REF for a practical approach climb speed.
Problem Use the Landing Approach Speed (V REF) chart in the AFM to determine V REF for the planned landing weight in the example (12,466 lb). Solution Enter the chart at the left margin with gross weight (12,466 lb) and proceed horizontally until intersecting the reference line, then straight down to the bottom margin of the chart and read V REF (117 KIAS). Enter this value under V REF on the Landing Worksheet.
Approach and Landing Speeds

See Def initions in this chapter for a description of approach climb speed and landing climb speed. Like landing approach speed, V REF , approach, and landing climb are based strictly on aircraft weight. As a result, the tab-
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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 ApproachPrecision .................................................................................................... 21-5 ApproachNonprecision.............................................................................................. 21-6 Significant Deviation Callouts ...................................................................................... 21-7
21-i
21 CREW RESOURCE MANAGEMENT
ILLUSTRATIONS
Figure 21-1 21-2 21-3 21-4 21-5 Title Page
Situational Awareness in the Cockpit .................................................................... 21-1 Command and Leadership ..................................................................................... 21-1 Communication Process ........................................................................................ 21-2 Decision Making Process ...................................................................................... 21-2 Error Management ................................................................................................. 21-3
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21-iii
CHAPTER 21 CREW RESOURCE MANAGEMENT

SITUATIONAL AWARENESS IN THE COCKPIT
PILOT FLYING (PF) PILOT MONITORING (PM)
Events that may happen
SA
COLLECTIVE S/A
Events that have happened
Events that are happening now
CLUES TO IDENTIFYING:
Loss of Situational Awareness Links In the Error Chain
OPERATIONAL
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.
FAILURE TO MEET TARGETS UNDOCUMENTED PROCEDURE DEPARTURE FROM SOP VIOLATING MINIMUMS OR LIMITATIONS FAILURE TO MONITOR COMMUNICATIONS AMBIGUITY UNRESOLVED DISCREPANCIES PREOCCUPATION OR DISTRACTION CONFUSION OR EMPTY FEELING NEED TO HURRY / LAST MINUTE CHANGES FATIGUE
Figure 21-1. Situational Awareness in the Cockpit
HUMAN
COMMAND AND LEADERSHIP

LEADERSHIP STYLES VARY WITH SITUATION
AUTOCRATIC
AUTHORITARIAN
DEMOCRATIC
LAISSEZFAIRE
PARTICIPATION
LOW
Command Leadership Designated by Organization Cannot be Shared
HIGH
Shared among Crewmembers Focuses on Whats right, not Whos right
Figure 21-2. Command and Leadership

Revision .02 FOR TRAINING PURPOSES ONLY
21-1

NEED
COMMUNICATION PROCESS
ASSERTION:
SEND RECEIVE OPERATIONAL GOAL
Reach a conclusion
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 Listen carefully Focus on behavior, not people
Maintain focus on the goal Verify operational outcome is achieved Be aware of barriers to communication
REMEMBER
Questions enhance communication flow Dont give in to the temptation to ask questions when Assertion is required Use of Inquiry or Advocacy should raise a red flag.
Figure 21-3. Communication Process
DECISION MAKING PROCESS
HINTS:
Identify the problem: Communicate it Achieve agreement Obtain commitment Consider appropriate SOPs Think beyond the obvious alternatives Make decisions as a result of the process Resist the temptation to make an immediate decision and then support it with facts
EVALUATE RESULT RECOGNIZE NEED
IMPLEMENT RESPONSE ACCELERATED RESPONSE
IDENTIFY AND DEFINE PROBLEM COLLECT FACTS
SELECT A RESPONSE
IDENTIFY ALTERNATIVES
WEIGH IMPACT OF ALTERNATIVES
Figure 21-4. Decision Making Process
21-2
Revision .02
ERROR MANAGEMENT
ERROR CONTAINMENT MITIGATE
IDENTIFY AREAS OF VULNERABILITY USE SOPs, CHECKLISTS AND EFFECTIVE MONITORING TO ESTABLISH LAYERS OF DEFENSE
ERROR PREVENTION
DETECT & TRAP
ANTICIPATE & AVOID
Figure 21-5. Error Management
CREW CONCEPT BRIEFING GUIDE

INTRODUCTION
To a large extent the success of any aircrew depends on how effectively crewmembers coordinate their actions using standardized and approved procedures. In other chapters you have been exposed to standardized maneuvers, procedures and checklists. This chapter is designed to illustrate standard aircrew calls and brief ing guidelines that when used in logical sequence with aircrew checklists and flight procedures can improve aircrew eff iciency and enhance safety. These callouts and briefings are only recommendations to be used in a larger system of standard operating procedures that when combined become the core of an effective crew resource management program. They are not intended to supersede any individual company SOP, but are examples of good operating practices.
COMMON TERMS
PIC Pilot in Command Designated by the company for flights requiring more than one pilot. Responsible for conduct and safety of the flight. Designates pilot flying and pilot not flying duties. PF Pilot Flying Controls the aircraft with respect to assigned airway, course, altitude, airspeed, etc., during normal and emergency conditions. Accomplishes other tasks as directed by the PIC. PM Pilot Monitoring M a i n t a i n s AT C c o m m u n i c a t i o n s , copies clearances, accomplishes checklists and other tasks as directed by the PIC. B Both
Revision .02
21-3
PRETAKEOFF BRIEFING (IFR/VFR)

NOTE
The following brief ing is to be completed during item 1 of the Pretakeoff checklist. The pilot flying will accomplish the brief ing. 1. Review the ATC clearance and departure procedure (route and altitude, type of takeoff, signif icant terrain features, etc.). 2. Review those items that are not standard procedure to include deferred or MEL items (if applicable). 3. Review required callouts, unless standard calls have been agreed upon, in which case a request for Standard Callouts may be used. 4. Review the procedures to be used in case of an emergency on departure. 5. As a f inal item, ask if there are any questions.
PF
Requests the pilot monitoring to obtain destination weather. (Transfer of communication duties to the pilot flying may facilitate this task.) Advises the pilot of current destination weather, approach in use, and special information pertinent to the destination. Requests the pilot monitoring to perform the approach setup. Accomplishes the approach setup and advises of frequency tuned, identified and course set. Transfers control of the aircraft to the pilot monitoring, advising, You have control, heading , altitude and special instructions. (Communications duties should be transferred back to the pilot monitoring at this point.) Responds, I have control, heading , altitude . The pilot who will fly the approach will review, then brief the approach procedure. Advises, I have control, heading , altitude . Conf irms You have control, heading , altitude .
PM
PF PM
PF
PM PF
CREW COORDINATION DURING THE APPROACH SEQUENCE

NOTE
The following crew coordination approach sequence should be completed as early as possible, prior to initiating an IFR approach.
PF PM
NOTE
T h e a b ov e s e q u e n c e s h o u l d b e completed prior to the FAF.
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ALTITUDE CALLOUTS
ENROUTE
1,000 ft prior to level off PM State altitude leaving and assigned level off altitude 200 above/below PF CHECKED LEVELING
APPROACHPRECISION
PM At 1,000 ft above minimums 1,000 feet above At 500 ft above minimums 500 feet above minimums At 100 ft above minimums 100 feet above At decision height (DH) Decision Height, approach lights at (clock position) OR Decision Height, runway at (clock position) OR Decision Height, runway not in sight CONTINUING OR LANDING MISSED APPROACH CONTINUING OR LANDING NO FLAGS DH _________ PF
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APPROACHNONPRECISION
PM At 1,000 ft above MDA 1,000 feet above At 500 ft above MDA 500 feet above. At 100 ft above MDA 100 feet above. At minimum descent altitude (MDA) MDA MAINTAINING MDA NO FLAGS MDA _________ PF
At or prior to the missed approach point (MAP) Approach lights at (clock position) CONTINUING OR LANDING CONTINUING OR LANDING MISSED APPROACH
Runway at (clock position)
Runway not in sight
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SIGNIFICANT DEVIATION CALLOUTS

PM IAS 10 KIAS VREF __________ CORRECTING TO _________ PF
Heading 10 enroute, 5 on approach Heading __________ degrees left/right CORRECTING TO _________
Altitude 100 ft enroute, +50/-0 ft on final approach Altitude __________ high/low CORRECTING TO _________
CDI left or right one dot Left/right of course__________ dot CORRECTING
RMI course left or right 5 Left/right of course__________ degrees CORRECTING
Vertical descent speed greater than 1,000 fpm on final approach Sink rate__________ Bank in excess of 30 Bank__________ degrees CORRECTING CORRECTING
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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. The general location photographs do not specify every checklist item. However, each item is portrayed on the large-scale photographs that follow.
WA-1
WALKAROUND INSPECTION
88 75
77 4 9 10 7 8 6 83 81 82 84 79 85 86 87 76 78 74
1. PILOT WINDSHIELD ALCOHOL DISCHARGE OUTLETS AND PILOT DEFOG OUTLETCLEAR OF OBSTRUCTIONS 2. LEFT SHOULDER STATIC PORT (FC 200) CLEAR OF OBSTRUCTIONS
5. LEFT STATIC PORTS (2) (FC 200)CLEAR OF OBSTRUCTIONS
3. LEFT PITOT HEAD (FC 200)COVER REMOVED, CLEAR OF OBSTRUCTIONS
20 21 26 18 19
6. SHOULDER STATIC (1) (FC 200) AND LEFT PITOTSTATIC (2) DRAIN VALVESDRAIN
29 34
15 16 13
3A. LEFT PITOT-STATIC PROBE (FC 530)COVER REMOVED, CLEAR OF OBSTRUCTIONS
35 31 33 32 30 28 27 23 24 25
4. LEFT STALL WARNING VANEFREEDOM OF MOVEMENT, LEAVE IN DOWN POSITION
22
17
12
14
11
10a
7. NOSE GEAR AND WHEEL WELLHYDRAULIC LEAKAGE AND CONDITION
WA-2
8. NOSEWHEEL AND TIRECONDITION AND NOSE GEAR UPLOCK FORWARD
12. RIGHT STALL WARNING VANEFREEDOM OF MOVEMENT, LEAVE IN DOWN POSITION
FC 200 AND FC 530
FC 200 ONLY
13. RIGHT STATIC PORTS FC 200 (3) OR FC 530 (1) CLEAR OF OBSTRUCTIONS
9. RADOME ALCOHOL DISCHARGE PORTCLEAR OF OBSTRUCTION 10. RADOME AND RADOME EROSION SHOECONDITION
10A. OXYGEN BOTTLE SUPPLY VALVEON OXYGEN PRESSURE RELIEF DISCINTACT
13A. RIGHT PITOT-STATIC PROBE AND TEMPERATURE PROBE (FC 530)COVER REMOVED, CLEAR OF OBSTRUCTIONS
11. RIGHT PITOT HEAD (FC 200) AND TEMPERATURE PROBECOVERS REMOVED, CLEAR OF OBSTRUCTIONS
14. RIGHT PITOT-STATIC DRAIN VALVES (2)DRAIN
WA-3
WALKAROUND
WALKAROUND
15. RIGHT SHOULDER STATIC PORTCLEAR OF OBSTRUCTIONS (FC0-200) 16. COPILOT WINDSHIELD DEFOG OUTLETCLEAR OF OBSTRUCTIONS
20. ROTATING BEACON LIGHT AND LENS (ON VERTICAL FIN)CONDITION
21. 17. LOWER FUSELAGE ANTENNAE, ROTATING BEACON LIGHT AND LENSCONDITION
RIGHT ENGINE INLET AND FANCLEAR OF OBSTRUCTIONS AND CONDITION
22. 18. EMERGENCY EXITSECURE 19. UPPER FUSELAGE ANTENNAECONDITION
FUEL CROSSOVER, LEFT WING SUMP, LEFT ENGINE FUEL, RIGHT WING SUMP, AND RIGHT ENGINE FUEL DRAIN VALVESDRAIN
WA-4
23. RIGHT MAIN GEAR AND WHEEL WELL HYDRAULIC/FUEL LEAKAGE AND CONDITION
27. RIGHT WING ACCESS PANELS (UNDERSIDE OF WING)CHECK FOR FUEL LEAKAGE
24. RIGHT MAIN GEAR LANDING LIGHTCONDITION 25. RIGHT MAIN GEAR WHEELS, BRAKES, AND TIRES CONDITION
28. RIGHT FUEL VENT (UNDERSIDE OF WING)PLUG REMOVED, CLEAR OF OBSTRUCTIONS
26. STALL STRIP, WING LEADING EDGE, AND STALL FENCECONDITION
29. VORTEX GENERATORS OR BOUNDARY LAYER ENERGIZERSCONDITION
WA-5
WALKAROUND
WALKAROUND
30. RIGHT WING HEAT SCUPPER (UNDERSIDE OF WING FORWARD)CLEAR OF OBSTRUCTIONS
33. RIGHT TIP TANK SUMP DRAIN VALVEDRAIN
31. RIGHT TIP TANKCONDITION
34. RIGHT TIP TANK FUEL CAPCONDITION AND SECURE 35. RIGHT TIP TANK NAVIGATION LIGHT, STROBE LIGHT, AND LENSCONDITION
32. RIGHT TIP TANK RECOGNITION LIGHT AND LENSCONDITION
36. RIGHT TIP TANK FIN AND STATIC DISCHARGE WICKS (2)CONDITION
WA-6
37. RIGHT TIP TANK FUEL JETTISON TUBECLEAR OF OBSTRUCTIONS
40. RIGHT SPOILER AND FLAPCONDITION
38. SCUPPER (UNDERSIDE OF RIGHT WING AFT)CLEAR OF OBSTRUCTIONS, NO FUEL LEAKAGE
41. RIGHT ENGINE OIL QUANTITYCHECK FILLER CAP AND ACCESS DOORSECURE
39. RIGHT AILERONCHECK FREE MOTION, BALANCE TAB LINKAGE, BRUSH SEAL CONDITION
42. RIGHT ENGINE OIL BYPASS VALVE INDICATOR CHECK, NOT EXTENDED
WA-7
WALKAROUND
WALKAROUND
43. RIGHT ENGINE THRUST REVERSERCONDITION AND STOWED (AERONCA)
45. RIGHT ENGINE FUEL BYPASS VALVE INDICATOR CHECK, NOT EXTENDED
43A. RIGHT ENGINE THRUST REVERSERCONDITION AND STOWED (DEE HOWARD)
46. FUEL VENT DRAIN VALVE, TRANSFER LINE DRAIN VALVE, FUSELAGE TANK SUMP DRAIN VALVEDRAIN
44. RIGHT ENGINE TURBINE EXHAUST AREA CONDITION, CLEAR OF OBSTRUCTION, BLOCKER DOORS STOWED (AERONCA)
47. LEFT AND RIGHT FUEL FILTER DRAIN VALVESDRAIN
WA-8
48. TAIL CONE ACCESS DOOROPEN
49B. TAIL CONE INTERIORCHECK FOR FLUID LEAKS, SECURITY, AND CONDITION OF INSTALLED EQUIPMENT
49. TAIL CONE INTERIORCHECK FOR FLUID LEAKS, SECURITY, AND CONDITION OF INSTALLED EQUIPMENT
50. DRAG CHUTECHECK FOR PROPER INSTALLATION
49A. TAIL CONE INTERIORCHECK FOR FLUID LEAKS, SECURITY, AND CONDITION OF INSTALLED EQUIPMENT HYDRAULIC ACCUMULATOR AIR CHARGE750 PSI MINIMUM
50A. DRAG CHUTECHECK FOR PROPER INSTALLATION
WA-9
WALKAROUND
WALKAROUND
51. TAIL CONE ACCESS DOORCLOSED AND SECURE
55. RIGHT FUEL COMPUTER DRAIN VALVEDRAIN (DRAIN VALVES ARE RECESSED ON AIRCRAFT EQUIPPED WITH DRAG CHUTE.)
52. OXYGEN BOTTLE SUPPLY VALVEOPEN
56. RIGHT VOR/LOC ANTENNACONDITION 57. VERTICAL STABILIZER, RUDDER, HORIZONTAL STABILIZER, AND ELEVATORCONDITION, DRAIN HOLES CLEAR 58. STATIC DISCHARGE WICKS (6 ON HORIZONTAL STABILIZER, 1 ABOVE NAV LIGHT, 1 ON VERTICAL FIN)CONDITION 59. VERTICAL FIN NAVIGATION LIGHTS, STROBE LIGHT AND LENSCONDITION 60. VLF H-FIELD ANTENNACONDITION 61. LEFT VOR/LOC ANTENNACONDITION
53. OXYGEN SERVICING DOORSECURE 54. OXYGEN DISCHARGE DISCCONDITION
WA-10
62. LEFT FUEL COMPUTER DRAIN VALVEDRAIN (DRAIN VALVES ARE RECESSED ON AIRCRAFT EQUIPPED WITH DRAG CHUTE.)
65A. LEFT ENGINE THRUST REVERSERCONDITION AND STOWED (DEE HOWARD)
63. FIRE EXTINGUISHER DISCSCONDITION
65. LEFT ENGINE TURBINE EXHAUST AREACONDITION, CLEAR OF OBSTRUCTIONS AND BLOCKER DOORS STOWED (AERONCA)
64. LEFT ENGINE OIL BYPASS VALVE INDICATOR CHECK, NOT EXTENDED
66. LEFT ENGINE TRUST REVERSER CONDITION AND STOWED (AERONCA)
WA-11
WALKAROUND
WALKAROUND
67. LEFT ENGINE FUEL BYPASS VALVE INDICATOR CHECK, NOT EXTENDED
70. LEFT AILERONCHECK FREE MOTION, BALANCE, AND TRIM LINKAGE, AND BRUSH SEAL CONDITION
68. LEFT ENGINE OIL QUANTITYCHECK FILLER CAP AND ACCESS DOORSECURE
71. SCUPPER (UNDERSIDE OF LEFT WING AFT) CLEAR OF OBSTRUCTIONS, NO FUEL LEAK
69. LEFT SPOILER AND FLAPCONDITION
72. LEFT TIP TANK FUEL JETTISON TUBECLEAR OF OBSTRUCTIONS
WA-12
73. LEFT TIP TANK FIN AND STATIC DISCHARGE WICKS (2)CONDITION
77. LEFT TIP TANK RECOGNITION LIGHT AND LENS (IF INSTALLED)CONDITION
74. LEFT TIP TANK NAVIGATION LIGHT, STROBE LIGHT AND LENSCONDITION 75. LEFT TIP TANK CAPCONDITION AND SECURE
78. LEFT TIP TANKCONDITION
76. LEFT TIP TANK SUMP DRAIN VALVEDRAIN
79. LEFT WING HEAT SCUPPER (UNDERSIDE OF WING FORWARD)CLEAR OF OBSTRUCTIONS
WA-13
WALKAROUND
WALKAROUND
80. VORTEX GENERATORS OR BOUNDARY LAYER ENERGIZERSCONDITION
83. STALL STRIP (IF INSTALLED) AND WING LEADING EDGECONDITION
81. LEFT WING ACCESS PANELS (UNDERSIDE OF WING)CHECK FOR FUEL LEAKAGE
84. STALL FENCE (IF INSTALLED)CONDITION
82. LEFT FUEL VENT (UNDERSIDE OF WING)PLUG REMOVED, CLEAR OF OBSTRUCTIONS
85. LEFT MAIN GEAR AND WHEEL WELL HYDRAULIC/FUEL LEAKAGE AND CONDITION
WA-14
53 52 54 44 41
86. LEFT MAIN GEAR LANDING LIGHTCONDITION 87. LEFT MAIN GEAR WHEELS, BRAKES, AND TIRES CONDITION
88. LEFT ENGINE INLET AND FANCLEAR OF OBSTRUCTIONS AND CONDITION
57 58 59 60 56 55 48 49 50 51 45 46 38 47 43 42 40 39 37 36
68
67
66
75
73
80
61
74
71
72
70
69
64
63
65
62
WA-15
NOTE: THE NUMBERS ON THIS DIAGRAM CORRESPOND TO THE PREFLIGHT POSITIONS DEPICTED IN THE AIRPLANE FLIGHT MANUAL.
WA-16
APPENDIX
CONTENTS
Page
CONVERSIONS ............................................................................................................... APP-1 ANSWERS TO QUESTIONS........................................................................................... APP-6
APP-i
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
APP-iii
APPENDIX
Table APP-1. CONVERSION FACTORS

MULTIPLY
centimeters kilograms kilometers kilometers liters liters meters meters millibars feet gallons inches in. Hg (32F) nautical miles nautical miles pounds quarts (liquid) statute miles statute miles
BY
0.3937 2.2046 0.621 0.539 0.264 1.05 39.37 3.281 0.02953 0.3048 3.7853 2.54 33.8639 1.151 1.852 0.4536 0.946 1.609 0.868
TO OBTAIN
inches pounds statute miles nautical miles gallons quarts (liquid) inches feet in. Hg (32F) meters liters centimeters millibars statute miles kilometers kilograms liters kilometers
nautical miles
APP-1
APPENDIX
Table APP-2. FAHRENHEIT AND CELSIUS TEMPERATURE CONVERSION
APPENDIX
APP-2
Table APP-3. INCHES TO MILLIMETERS

INCHES 0.0000 0.0001 0.0002 0.0003 0.0004 MILLIMETERS 0.000 0.001 0.002 0.003 0.004 0.005 0.006 0.007 0.008 0.009 INCHES 0.0254 0.0508 0.0762 0.1016 0.1270 0.1524 0.1778 0.2032 0.2286 0.000 0.0025 0.0279 0.0533 0.0787 0.1041 0.1295 0.1549 0.1803 0.2057 0.2311 0.001 0.0050 0.0304 0.0558 0.0812 0.1066 0.1320 0.1574 0.1828 0.2082 0.2336 0.002 0.0076 0.0330 0.0584 0.0838 0.1092 0.1346 0.1600 0.1854 0.2108 0.2362 0.003 0.0101 0.0355 0.0609 0.0863 0.1117 0.1371 0.1625 0.1879 0.2133 0.2387 0.004 MILLIMETERS 0.00 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09 0.254 0.508 0.762 1.016 1.270 1.524 1.778 2.032 2.286 0.025 0.279 0.533 0.787 1.041 1.295 1.549 1.803 2.057 2.311 0.050 0.304 0.558 0.812 1.066 1.320 1.574 1.828 2.082 2.336 0.076 0.330 0.584 0.838 1.092 1.346 1.600 1.854 2.108 2.362 0.101 0.355 0.609 0.863
1.117
0.0005
0.0006
0.0007
0.0008
0.0009
0.0127 0.0381 0.0635 0.0889 0.1143 0.1397 0.1651 0.1905 0.2159 0.2413 0.005
0.0152 0.0406 0.0660 0.0914 0.1168 0.1422 0.1676 0.1930 0.2184 0.2438 0.006
0.0177 0.0431 0.0685 0.0939 0.1193 0.1447 0.1701 0.1955 0.2209 0.2463 0.007
0.0203 0.0457 0.0711 0.0965 0.1219 0.1473 0.1727 0.1981 0.2235 0.2489 0.008
0.0228 0.0482 0.0736 0.0990 0.1244 0.1498 0.1752 0.2006 0.2260 0.2514 0.009
0.127 0.381 0.635 0.889 1.143 1.397 1.651 1.905

2.159
0.152 0.406 0.660 0.914 1.168 1.422 1.676 1.930 2.184 2.438
0.177 0.431 0.685 0.939 1.193 1.447 1.701 1.955 2.209 2.463
0.203 0.457 0.711 0.965 1.219 1.473 1.727 1.981 2.235 2.489
0.228 0.482 0.736 0.990 1.244 1.498 1.752 2.006 2.260 2.514
1.371 1.625 1.879 2.133 2.387
2.413
INCHES
0.00
0.01
0.02
0.03
0.04 MILLIMETERS
0.05
0.06
0.07
0.08
0.09
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 2.540 5.080 7.620 10.160 12.700 15.240 17.780 20.320 22.860
0.254 2.794 5.334 7.874 10.414 12.954 15.494 18.034 20.574 23.114
0.508 3.048 5.588 8.128 10.668 13.208 15.748 18.288 20.828 23.368
0.762 3.302 5.842 8.382 10.922 13.462 16.002 18.542 21.082 23.622
1.016 3.556 6.096 8.636 11.176 13.716 16.256 18.796 21.336 23.876
1.270 3.810 6.350 8.890 11.430 13.970 16.510 19.050 21.590 24.130
1.524 4.064 6.604 9.144 11.684 14.224 16.764 19.304 21.844 24.384
1.778 4.318 6.858 9.398 11.938 14.478 17.018 19.558 22.098 24.638
2.032 4.572 7.112 9.652 12.192 14.732 17.272 19.812 22.352 24.892
2.286 4.826 7.366 9.906 12.446 14.986 17.526 20.066 22.606 25.146
INCHES
0.00
0.1
0.2
0.3
0.4 MILLIMETERS
0.5
0.6
0.7
0.8
0.9
0. 1. 2. 3. 4. 5. 6. 7. 8. 9. 25.40 50.80 76.20 101.60 127.00 152.40 177.80 203.20 228.60
2.54 27.94 53.34 78.74 104.14 129.54 154.94 180.34 205.74 231.14
5.08 30.48 55.88 81.28 106.68 132.08 157.48 182.88 208.28 233.68
7.62 33.02 58.42 83.82 109.22 134.62 160.02 185.42 210.82 236.22
10.16 35.56 60.96 86.36 111.76 137.16 162.56 187.96 213.36 238.76
12.70 38.10 63.50 88.90 114.30 139.70 165.10 190.50 215.90 241.30
15.24 40.64 66.04 91.44 116.84 142.24 167.64 193.04 218.44 243.84
17.78 43.18 68.58 93.98 119.38 144.78 170.18 195.58 220.98 246.38
20.32 45.72 71.12 96.52 121.92 147.32 172.72 198.12 223.52 248.92
22.86 48.26 73.66 99.06 124.46 149.86 175.26 200.66 226.06 251.46
APP-3
APPENDIX
Table APP-4. WEIGHT (MASS): OUNCES OR POUNDS TO KILOGRAMS

(1 oz = 0.028 349 52 kg) (1 lb = 0.453 592 4 kg) 0 kg oz 0 10 lb 0 10 20 30 40 50 60 70 80 90 100 4.5 9.1 13.6 18.1 22.7 27.2 31.8 36.3 40.8 45 0 200 300 400 500 600 700 800 900 1000 91 136 181 227 272 318 363 408 454 0.45 5.0 9.5 14.1 18.6 23.1 27.7 32.2 36.7 41.3 46 10 95 141 186 231 277 322 367 413 458 0.91 5.4 10.0 14.5 19.1 23.6 28.1 32.7 37.2 41.7 46 20 100 145 191 236 281 327 372 417 463 1.36 5.9 10.4 15.0 19.5 24.0 28.6 33.1 37.6 42.2 47 30 104 150 195 240 286 331 376 422 467 1.81 6.4 10.9 15.4 20.0 24.5 29.0 33.6 38.1 42.6 47 40 109 154 200 245 290 336 381 426 472 2.27 6.8 11.3 15.9 20.4 24.9 29.5 34.0 38.6 43.1 48 50 113 159 204 249 295 340 386 431 476 2.72 7.3 11.8 16.3 20.9 25.4 29.9 34.5 39.0 43.5 48 60 118 163 209 254 299 345 390 435 481 3.18 7.7 12.2 16.8 21.3 25.9 30.4 34.9 39.5 44.0 49 70 122 168 213 259 304 349 395 440 485 3.63 8.2 12.7 17.2 21.8 26.3 30.8 35.4 39.9 44.5 49 80 127 172 218 263 308 354 399 445 490 4.08 8.6 13.2 17.7 22.2 26.8 31.3 35.8 40.4 44.9 49 90 132 177 222 268 313 358 404 449 494 0.283 0.028 0.312 0.057 0.340 0.085 0.369 0.113 0.397 0.142 0.425 0.170 0.454 0.198 0.482 0.227 0.510 0.255 0.539 1 kg 2 kg 3 kg 4 kg 5 kg 6 kg 7 kg 8 kg 9 kg
APPENDIX
APP-4
Table APP-5. WEIGHT (MASS): THOUSAND POUNDS TO KILOGRAMS

(1 lb = 0.453 592 4 kg)
lb (000)* 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
0 kg 454 907 1361 1814 2268 2722 3175 3629 4082 4536 4990 5443 5897 6350 6804 7257 7711 8165 8618 9072
100 kg 499 953 1406 1860 2313 2767 3221 3674 4128 4581 5035 5488 5942 6396 6849 7303 7756 8210 8664 9117
200 kg 544 998 1451 1905 2359 2812 3266 3719 4173 4627 5080 5534 5987 6441 6895 7348 7802 8255 8709 9163
300 kg 590 1043 1497 1950 2404 2858 3311 3765 4218 4672 5126 5579 6033 6486 6940 7394 7847 8301 8754 9208
400 kg 635 1089 1542 1996 2449 2903 3357 3810 4264 4717 5171 5625 6078 6532 6985 7439 7893 8346 8800 9253
500 kg 680 1134 1588 2041 2495 2948 3402 3856 4309 4763 5216 5670 6123 6577 7031 7484 7938 8391 8845 9299
600 kg 726 1179 1633 2087 2540 2994 3447 3901 4354 4803 5262 5715 6169 6622 7076 7530 7983 8437 8890 9344
700 kg 771 1225 1678 2132 2585 3039 3493 3946 4400 4853 5307 5761 6214 6668 7121 7575 8029 8482 8936 9389
800 kg 816 1270 1724 2177 2631 3084 3538 3992 4445 4899 5352 5806 6260 6713 7167 7620 8074 8528 8981 9435
900 kg 862 1315 1769 2223 2676 3130 3583 4037 4491 4944 5398 5851 6305 6759 7212 7666 8119 8573 9026 9480
*Multiply lb value by 1000
APP-5
APPENDIX
ANSWERS TO QUESTIONS
CHAPTER 2
1. D 2. B 3. D 4. B 5. D 6. A or B 7. D 8. B 9. A 10. C 11. C 12. A 13. D 14. C
CHAPTER 5
1. B 2. D 3. D 4. C 5. D 6. D 7. A 8. D 9. A 10. C 11. B 12. A 13. D 14. A
CHAPTER 9
1. 2. 3. 4. 5. D B A C A
CHAPTER 13
1. 2. 3. 4. 5. 6. 7. 8. 9. B A D A A A C D D
CHAPTER 10
1. 2. 3. 4. 5. 6. 7. 8. C A C C B C D D
CHAPTER 14
1. C 2. A 3. A 4. D 5. B 6. C 7. C 8. C 9. A 10. C 11. B 12. A 13. C 14. C 15. D 16. C 17. C
CHAPTER 3
1. C 2. C 3. C 4. D 5. B 6. B 7. C 8. D 9. B 10. A
APPENDIX
CHAPTER 7
1. A 2. C 3. C 4. D 5. D 6. B 7. C 8. D 9. B 10. A 11. A 12. D 13. B 14. C 15. C 16. A 17. A 18. C
CHAPTER 11
1. C 2. C 3. B 4. A 5. B 6. C or D 7. A 8. B 9. C 10. C 11. C 12. D
CHAPTER 4
1. 2. 3. 4. 5. C D B A A or B
CHAPTER 12
1. 2. 3. 4. 5. 6. 7. C A C C A B B
CHAPTER 8
1. 2. 3. 4. 5. 6. C A B D D A
APP-6
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 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
APPENDIX
CHAPTER 17
1. 2. 3. 4. 5. 6. 7. 8. B D C A C C D D
APP-7
ANNUNCIATORS
The Annunciator Section presents a color representation of all the annunciator lights in the aircraft. Please unfold pages ANN-3 or ANN-5 and leave them open for ready reference as the annunciators are cited in the text.
ANN-1
ANNUNCIATOR PANEL
CUR LIM PITCH TRIM

OR
DH LOW L FUEL R FUEL SPOILER FUEL PRESS PRESS SEC INV AUX INV LO OIL PRESS STAB OV HT DOOR AUG AIL PITOT HT FUEL FILTER L ENG ICE L GEN L R ENG L FUEL R FUEL CMPTR CMPTR STALL ICE R WING WSHLD CAB GEN OV HT HT ALT R STALL ALC AI L VG MON BAT 140 R VG MON BAT 160 MACH TRIM ENG SYNC DH TO TRIM ARMED ARMED
LH ENG CHIP RH ENG CHIP

OR
OR
ARMED
ARMED
PRI INV
WSHLD STEER ON OV HT
BLEED BLEED AIR L AIR R
TRK
ARM CAPT HDG NAV REV LVL
PWR TEST
ROLL ENG
PITCH
IAS MACH SOFT SPD V/S
AMR CAPT. G/S ALT
FNL
L CUR LIMITER R CUR LIMITER

AMK 80-17
LOW FUEL HYD XFLO L LO R LO OIL OIL
FIRE PULL
APPR
FIRE PULL
G/A
L PITOT HEAT R PITOT HEAT
NOTE: FOR FC-530 AUTOPILOT/FLIGHT DIRECTOR PANEL SEE CHAPTER 16
EMER PWR 1
LEFT DEPLOY ARM
THRUST REVERSER ARM OFF TEST TEST ARM ARM
RIGHT DEPLOY
FMIZ
OM MM
EMER PWR 2
DEE HOWARD TR 4000
FM/Z
MSTR WARN MSTR WARN ANTI-SKID GEN L R OM MM
TEST
UNLOCK DEPLOY
BLEED VALVE
UNLOCK DEPLOY
BLEED VALVE
THRUST
NORM
EMER STOW
REVERSER
EMER STOW AERONCA
HDG
REV
GA
FNL
GS NAV NAV GS ARM CAPT ARM CAPT

TEST
UNSAFE BRT
LOCKED DN UP
L ON
4 3 FUEL 5 2 1
AIR IGN L AUX INVERTER ON L BUS INVERTER PRI SEC AIR IGN R L WING 1254 L TIP 1215
MUTE
DN
FUEL TSN
QUANTITY 6
LBSI x 1000
0000
OPEN CLOSE CROSS FLOW EMPTY XFER OFF F FILL U FULL S T A N K
7
L ON R
8
FUS 1340
OFF GEN O F F START 1
OFF L GEN RESET
R BUS BAT 1
OFF BAT 2
OFF GEN
R WING 1254 R TIP 1175 TOTAL 6238 LBS
JET PUMP L ON R
OR
OFF
OFF
START R
EMPTY XFER OFF F FILL U FULL S T A OPEN N K CLOSE FUS VALVE
Figure ANN-1. AnnunciatorsFC200 Aircraft Only

FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY
ANN-3
LEFT
THRUST REVERSER ARM ARM OFF TEST TEST L ENG ICE L GEN R ENG ICE R GEN R ARM
RIGHT
DEPLOY
ARM
DEPLOY
CUR LIM
LOW FUEL SEC INV
L FUEL PRESS SPARE
R FUEL SPOILER PRESS SPARE STAB OV HT
DOOR WSHLD OV HT
AUG AIL STEER ON
PITOT HT BLEED AIR L
FUEL FILTER BLEED AIR R
L FUEL CMPTR CAB ALT
R FUEL CMPTR WNG OV HT
L STALL WSHLD HT
R STALL ALC AI
L VG MON SPARE
R VG MON SPARE
MACH TRIM ENG SYNC
NAC HT TO TRIM
ARMED
ARMED
PRI INV
ARMED
ARMED
ROLL
ON LH ENG CHIP RH ENG CHIP ON ARM CAP ON BC ON LVL MON TST
AFCS
R P ON SFT IAS M ON V/S ENG SPD
PITCH
ARM CAP ARM CAP G/S FNL ALT SEL ON G/A ALT HLD
PITCH TRIM
ENG FIRE PULL
HDG
1/2 BANK NAV LRN
ENG FIRE PULL
LO FUEL HYD XFLD L LO R LO OIL OIL
LO FUEL HYD XFLO L LO R LO OIL OIL
FM/Z OM MM
EMR PWR
AIU FAIL
ADC 1 ADC 2
FM/Z OM MM
MSTR WARN
HDG APR SXTK MSG WPT GPS INTEG
MSTR WARN
MSG WPT GPS INTEG HDG APR SXTK
FMS
FMS PITCH HOLD ALT HOLD GA LRN GS GS ARM CAPT

R
PARK BRAKE ANTI-SKID L
F/D
PULL-UP BELOW G /S
TERR NOT AVAIL
GPWS FAIL GPWS TEST
VHF NAV
FMS
GPWS FAIL GPWS TEST
VHF NAV
FMS
TERR NOT AVAIL
PULL-UP BELOW G /S OVRD GPWS FLAP INHIBIT G/S INH INHIBIT TERR
ON
AUX INVERTER
AIR IGN L ON L BUS
INVERTER
PRI SEC AIR IGN R
3 4 5 FUEL 2 QUANTITY 1 0
LBS X 1000
2 2 3 8
FUEL JTSN
UNSAFE BRT TEST MUTE
LOCKED DN UP
6 7
L ON R
OPEN CLOSE CROSS FLOW EMPTY XFER OFF F U S T A N K FILL FULL OPEN
DN LANDING GEAR
OFF L GEN O F F START
OFF L GEN RESET
R BUS
OFF
OFF R GEN
L WING 1254 L TIP 1215
BAT 1
BAT 2
FUS R 1340 WING 1254 R TIP 1175 TOTAL 6238 LBS
JET PUMPS
ON
OFF
OFF
START
STANDBY PUMPS
CLOSE FUS VALVE
Figure ANN-2. AnnunciatorsFC530 Aircraft Only

FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY
ANN-5

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LEARJET 30 SERIES PILOT TRAINING MANUAL

*Zero in this column indicates an original page.

LEARJET 30 SERIES PILOT TRAINING MANUAL

CHAPTER 1 AIRCRAFT GENERAL

FOR TRAINING PURPOSES ONLY

LEARJET 30 SERIES PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

LEARJET 30 SERIES PILOT TRAINING MANUAL

CHAPTER 1 AIRCRAFT GENERAL

FOR TRAINING PURPOSES ONLY

LEARJET 30 SERIES PILOT TRAINING MANUAL

Figure 1-1. Learjet 35/36

8 FT 251.0 cm 38 FT 1,161.0 cm 39 FT 1,203.0 cm 12 FT 373.0 cm

Figure 1-2. General Dimensions

FOR TRAINING PURPOSES ONLY

LEARJET 30 SERIES PILOT TRAINING MANUAL

Figure 1-3. Turning Radius

VALUES FOR TAKEOFF RPM APPROXIMATELY DOUBLE

Figure 1-4. Danger Areas

FOR TRAINING PURPOSES ONLY

LEARJET 30 SERIES PILOT TRAINING MANUAL

AFT PRESSURE BULKHEAD (35 MODEL ONLY) AT FRAME 22

Figure 1-5. Fuselage Sections

FOR TRAINING PURPOSES ONLY

LEARJET 30 SERIES PILOT TRAINING MANUAL

Figure 1-6. Radome

Figure 1-7. Nose Compartment

Figure 1-8. Passenger-Crew Door

LEARJET 30 SERIES PILOT TRAINING MANUAL

Figure 1-9. Door Latch Inspection Port

FOR TRAINING PURPOSES ONLY

LEARJET 30 SERIES PILOT TRAINING MANUAL

pressurized cabin air, forming a positive seal around the door.

Figure 1-10. Emergency Exit

FOR TRAINING PURPOSES ONLY

LEARJET 30 SERIES PILOT TRAINING MANUAL

Figure 1-11. Windshield

FOR TRAINING PURPOSES ONLY

LEARJET 30 SERIES PILOT TRAINING MANUAL

Figure 1-13. Tailcone Door

Figure 1-14. Learjet 35/36 Wing

FOR TRAINING PURPOSES ONLY

LEARJET 30 SERIES PILOT TRAINING MANUAL

The center leading edge attaches to an 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 provide pitch axis trim.

Figure 1-15. Empennage

FOR TRAINING PURPOSES ONLY

LEARJET 30 SERIES PILOT TRAINING MANUAL

control, and the Aeronca thrust reversers, if installed.

ICE AND RAIN PROTECTION

AIR CONDITIONING AND PRESSURIZATION

FOR TRAINING PURPOSES ONLY

LEARJET 30 SERIES PILOT TRAINING MANUAL

HYDRAULIC POWER SYSTEMS

AUTOMATIC FLIGHT CONTROL SYSTEM

LANDING GEAR AND BRAKES

FOR TRAINING PURPOSES ONLY

LEARJET 30 SERIES PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

LEARJET 30 SERIES PILOT TRAINING MANUAL

CHAPTER 2 ELECTRICAL POWER SYSTEMS

FOR TRAINING PURPOSES ONLY

LEARJET 30 SERIES PILOT TRAINING MANUAL

Component Locations .............................................................................................. 2-2 Battery Location....................................................................................................... 2-2