Flight Safety Learjet 35 / 36 Training Manual PDF

RR09300_05 Cover_RR09300_05 Cover 9/12/11 12:48 PM Page 1
LEARJET 30 SERIES
PILOT TRAINING MANUAL
“The best safety device in any aircraft is a well-trained crew.”™ LEARJET 30 REVISION 0.5
SERIES
PILOT TRAINING FlightSafety International, Inc.
MANUAL Marine Air Terminal, LaGuardia Airport
REVISION 0.5 Flushing, New York 11371
(718) 565-4100
www.FlightSafety.com
F O R T R A I N I N G P U R P O S E S O N LY
NOTICE
The material contained in this training manual is based on information obtained from
the aircraft manufacturer’s Airplane Flight Manual, Pilot Manual, and Maintenance
Manual. It is to be used for familiarization and training purposes only.
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:
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1071 E. Aero Park Boulevard
Tucson, AZ 85756
(800) 203-5627
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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INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES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:
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CONTENTS
Chapter 1 AIRCRAFT GENERAL

Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 AUXILIARY POWER UNIT
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEM
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 MISCELLANEOUS SYSTEMS
Chapter 18 MANEUVERS AND PROCEDURES
Chapter 19 WEIGHT AND BALANCE
Chapter 20 PERFORMANCE
Chapter 21 CREW RESOURCE MANAGEMENT
WALKAROUND
APPENDIX
1 AIRCRAFT GENERAL
LEARJET 30 SERIES PILOT TRAINING MANUAL
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 1-i

1 AIRCRAFT GENERAL
ILLUSTRATIONS
Figure Title Page
1-1 Learjet 35/36 ............................................................................................................ 1-2
1-2 General Dimensions................................................................................................. 1-2
1-3 Turning Radius......................................................................................................... 1-3
1-4 Danger Areas............................................................................................................ 1-3
1-5 Fuselage Sections..................................................................................................... 1-4
1-6 Radome .................................................................................................................... 1-5
1-7 Nose Compartment .................................................................................................. 1-5
1-8 Passenger-Crew Door............................................................................................... 1-5
1-9 Door Latch Inspection Port ...................................................................................... 1-6
1-10 Emergency Exit........................................................................................................ 1-7
1-11 Windshield ............................................................................................................... 1-8
1-12 Windows Locations (Typical) .................................................................................. 1-8
1-13 Tailcone Door........................................................................................................... 1-9
1-14 Learjet 35/36 Wing .................................................................................................. 1-9
1-15 Empennage ............................................................................................................ 1-10
FOR TRAINING PURPOSES ONLY 1-iii

1 AIRCRAFT GENERAL
CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems
installed in the Learjet 35/36.
This chapter covers the structural makeup of the aircraft and gives a general description
of the systems. No material is meant to supersede any of the manufacturer’s system or
operating manuals.
The material presented has been prepared from the basic design data, and all subsequent
changes in aircraft appearance or system operation will be covered during academic
training and subsequent revisions to this manual.
The Annunciator Panel section in this manual displays all light indicators, and page
ANN-1 should be folded out and referred to while studying this manual.
GENERAL
The Learjet 35/36 is certificated under FAR Part approved for all-weather operation to a maximum
25 as a two-pilot transport category aircraft, altitude of 45,000 ft.
Revision .02 FOR TRAINING PURPOSES ONLY 1-1

1 AIRCRAFT GENERAL
STRUCTURES Figure 1-4 displays the danger areas around the

Learjet 35/36 presented by the weather radar
emission cone, engine intakes, and engine ex-
GENERAL haust cones.
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 ra-

dius. 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
1-2 FOR TRAINING PURPOSES ONLY

1 AIRCRAFT GENERAL
42 FT
Figure 1-3. Turning Radius
WEATHER ENGINE INTAKE ENGINE EXHAUST
30 FT 12 FT 700˚ F 100˚ F
40 FT
VALUES FOR TAKEOFF RPM APPROXIMATELY DOUBLE
Figure 1-4. Danger Areas
FOR TRAINING PURPOSES ONLY 1-3

1 AIRCRAFT GENERAL
FUSELAGE Nose Section

The nose of the fuselage (Figure 1-6) is formed
General by the radome. Aft of the radome is the nose
The fuselage is constructed of stressed all- compartment.
metal skin with stringers. It employs the area
rule design to reduce aerodynamic drag, and The nose compartment access panels are on top
has four basic sections (Figure 1-5). They are: of the fuselage (Figure 1-7), forward of the
windshield. The panels must be removed for
• The nose section that extends from the access to various electronic components,
radome aft to the forward pressure bulk- oxygen bottle (when installed in the nose),
head. emergency air bottle, and the alcohol anti-
icing reservoir.
• The pressurized section, which includes
the cockpit and passenger areas, extends
aft to the rear pressure bulkhead. On 36 Pressurized Section
models this bulkhead is further forward The pressurized cabin lies between the forward
than on 35 models to provide space for pressure bulkhead and the aft pressure
the larger fuselage tank. 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
• In both models, the fuselage fuel section compartment is a 500-pound-capacity baggage
starts just aft of the rear pressure bulk- area at the back of the cabin, a lavatory, a
head and extends to the tailcone. cabinet for storage of provisions, and galley
equipment (depending on the aircraft).
• The tailcone section extends aft of the
fuel section. The passenger-crew door is located on the left
side of the fuselage, just aft of the cockpit. One
The fuselage also incorporates attachments of the windows on the right side of the cabin
for the wings, tail g roup, engine suppor t serves as an emergency exit.
pylons, and the nose landing gear.
The cockpit seats two pilots and is f itted with
In addition to the pressurized cockpit and a large, curved, two-piece windshield.
passenger compartments, the fuselage includes
the nose wheel well, an unpressurized nose
compartment, and a tailcone compartment
used for equipment installation.
AFT PRESSURE BULKHEAD AFT PRESSURE BULKHEAD

FWD PRESSURE BULKHEAD (36 MODEL ONLY) (35 MODEL ONLY)
AT FRAME 18 AT FRAME 22
FUEL
SECTION
35 MODEL
PRESSURIZED SECTION 35 MODEL
NOSE PRESSURIZED SECTION 36 MODEL TAILCONE SECTION
SECTION FUEL SECTION
36 MODEL
Figure 1-5. Fuselage Sections
1-4 FOR TRAINING PURPOSES ONLY Revision .02

1 AIRCRAFT GENERAL
Passenger-Crew Door The lower door has a single locking handle on

the inside. Rotating the lower door handle to
The primary entrance and exit for passengers the closed (forward) position drives two pins
and crewmembers is through the clamshell into holes in the fuselage frame (one forward
door, located on the left side of the forward and one aft). There are a total of 10 locking
fuselage (Figure 1-8). The standard entrance pins on the two door sections.
door is 24 inches wide, but there is an op-
tional 36-inch door. The upper door serves as To facilitate alignment of the upper door
an emergency exit, and the lower door has in- locking pins during closing, an electric
tegral entrance steps. actuator motor, torque tube assembly, and one
or two hooks are installed in the lower door.
The upper portion of the door has both outside The hooks engage rollers installed on the upper
and inside locking handles connected to a door and draw the two halves together. The
common shaft through the door. Rotating either actuator motor is operated from inside the
of these handles to the closed position drives aircraft by a toggle switch on the lower door,
six locking pins into holes in the fuselage and from the outside by a key switch. Should
frame (three pins forward and three aft) and the motor fail, the hooks can still be operated
two pins through interlocking arms that secure manually from inside. Access is provided to
the two door halves together. the torque-tube mechanism through a panel in
Figure 1-6. Radome Figure 1-7. Nose Compartment
Figure 1-8. Passenger-Crew Door

1 AIRCRAFT GENERAL
the lower door, and a ratchet handle provided eight inspection por ts enable the crew to
in the aircraft tool kit can be used to operate confirm the position of the door frame latching
the torque-tube manually. pins by observing the position of two white
alignment marks (Figure 1-9). The two latch
pins that connect the upper and lower doors are
NOTE visible through the upholstery gap at the in-
One hook and roller is used on 24- terface and do not have white lines.
inch doors, while two hooks and
rollers are used on 36-inch doors. When closing the doors from the inside, close
and latch the lower door f irst. Then, close the
upper door and actuate the door motor switch
When the door handles are in the closed to the closed position. This engages the hooks
position, the pins all contact microswitches. over rollers in the upper door, and cinches the
If any one of the switches is not actuated, a red upper door down tight while allowing the
DOOR light illuminates on the annunciator locking pins to line up properly and meet the
panel. (See Annunciator Panel section.) If the microswitches as the upper door handle is
light illuminates while the door is closed, rotated to the closed position. The DOOR
light will remain illuminated until the hooks
are backed away from the upper door rollers
by reverse operation of the door motor switch.
A secondary safety latch is installed on the

lower door and is separate from the door-
locking 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.
LOCKED
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 36-
inch 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
NOT LOCKED door rollers. Turning it in the other direction
drives the hooks from the rollers to permit
Figure 1-9. Door Latch Inspection Port opening the door.

1 AIRCRAFT GENERAL
NOTE pressurized cabin air, forming a positive seal

around the door.
Anytime the aircraft is occupied with
the entry doors locked, the hooks
must be released. This permits open- Emergency Exit
ing the upper door for emergency
egress. 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
If the red DOOR light illuminates, it means: from inside and outside the cabin.
• Any one of the 10 latch pins is not
engaged with its respective microswitch The inside latch handle, located at the top
center of the window, is pulled inward to
• The hook drive mechanism is not com- unlock. To open from the outside, depressing
pletely retracted a PUSH button above the window releases a
handle that must then be turned in the direction
• The door is unsafe for takeoff of the arrow stamped on the handle; then the
hatch may be pushed inward.
A hollow neoprene seal surrounds the door-
frame; the seal has holes to allow the entry of
Figure 1-10. Emergency Exit

1 AIRCRAFT GENERAL
Windows
Windshield
The windshield (Figure 1-11) is divided into
two sections, the pilot and copilot halves, and
is made up of three laminated layers of acrylic
plastic. The windshield is approximately one
inch thick. It is impact-resistant, heated or
not, and was tested against 4-pound bird strikes
at 350 knots.
Figure 1-12. Windows Locations (Typical)
Passenger Windows
The cabin windows (Figure 1-12), including
the emergency exit window, are made up of two Fuel Section
panes of stretched acrylic plastic with an air
space between them. They are held apart and The fuel section, located aft of the rear pres-
sealed air tight by a spacer. sure bulkhead, contains the fuselage fuel cells.
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 blad-
der 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, elec-
trical components, fuel filters, fuel computers,
refrigeration equipment, engine f ire extin-
guishers, 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-clos-
ing action.
There is no cockpit indicator to warn the pilot

if the door is open.
Figure 1-11. Windshield

1 AIRCRAFT GENERAL
WING Subsequent serial-numbered aircraft and those

modif ied with AAK 79-10 incorporate a soft-
The Learjet 35/36 has a swept back, can- flight wing modif ication, which includes:
tilevered, all metal wing (Figure 1-14) that is
mounted to the lower fuselage and joined to- • Three rows of boundary layer energiz-
gether at the fuselage. Most of the wing is ers (BLEs) on each wing that perform the
sealed to form an integral fuel tank. same function as vortex generators, but
are more eff icient. If any are missing,
Eight f ittings attaching the wings to the M MO is reduced to 0.78 M 1 (FC200) or
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 .77 M 1 (FC530)
deflections from inducing secondary loads in
the pressurized fuselage. Ailerons are attached • A full-chord stall fence on each wing,
to the rear spar at three hinge points. The inboard of the aileron, which delays
single-slotted Fowler flaps are attached to the disruption of the airflow over the aileron
inboard rear spar by tracks, rollers, and hinges. at high angles of attack
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 35-

278 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.
Figure 1-13. Tailcone Door Figure 1-14. Learjet 35/36 Wing

1 AIRCRAFT GENERAL
• A stall strip, aff ixed to the inboard sec- • The center leading edge attaches to an
tion of each wing leading edge, which e l e c t r i c a l ly o p e r a t e d s c r ew j a c k t o
generates a buffet at high angle of attack provide pitch axis trim.
to warn of an impending stall
• An aileron gap seal along the leading AIRCRAFT SYSTEMS

edge of each aileron
ELECTRICAL POWER
EMPENNAGE SYSTEMS
The high-T-tail empennage (Figure 1-15) Primary DC electrical power is provided by
includes a vertical stabilizer with an attached two engine-driven generators. Secondar y
rudder and a horizontal stabilizer with attached power is supplied by two 24-volt batteries.
elevators. The aircraft may be equipped with a single or
dual emergency battery system. The aircraft
The swept back vertical stabilizer is formed also has the capability of accepting DC power
by f ive spars securely connected in the tail- from a ground power unit.
cone. It is the mounting point for the rudder
and horizontal stabilizer. At the lower leading DC power is used by either two or three solid-
edge of the stabilizer is a dorsal fin that houses state static inverters that, in turn, supply AC
a ram-air scoop. Later model airpcraft have the power for equipment and instruments.
oxygen bottle located within the dorsal f in.
The horizontal stabilizer is a swept back, full LIGHTING

span unit, constructed around f ive spars. It is
attached to the vertical stabilizer at two points: Interior lighting is supplied for general cockpit
use and for instrument illumination. Cabin
• The center aft edge attaches to a heavy- lighting is supplied for the cabin overhead
duty hinge pin lighting, individual passenger positions, and
cabin baggage compartment.
Exterior lighting includes the combination

landing/taxi light on each main gear, naviga-
tion 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

1 AIRCRAFT GENERAL
FUEL SYSTEM control, and the Aeronca thrust reversers,

if installed.
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 ICE AND RAIN PROTECTION
has a larger fuselage tank than the 35 model. The anti-icing systems use engine bleed air,
electric heating, and alcohol.
Fueling is accomplished through f iller caps in
the top of each tip tank. Bleed air is used to heat the wing leading edge,
the horizontal stabilizer leading edge, wind-
POWERPLANT shields, nacelle lips, and on some aircraft, the
engine fan spinners. Bleed air is also used to
The Learjet 35/36 is powered by two Garrett remove rain from the windshield.
TFE731 turbofan engines. The TFE731 is a
lightweight, two-spool, front fan-jet engine. Electrically heated systems include pitot
It has a reverse-flow annular combustion cham- tubes, static ports, P 2 T 2 sensors, and the stall
ber that reduces the overall length and results warning vanes.
in more eff icient combustion and cooler
external surfaces of the turbine section. An alcohol system is used for radome anti-
icing and to back up the pilot windshield bleed-
The low-pressure rotor consists of a four- air anti-icing.
stage, axial compressor and a three-stage,
axial turbine rotating on a common shaft. The
axial-flow fan assembly is located at the for- AIR CONDITIONING
ward end of the engine and is gear-driven by AND PRESSURIZATION
the low-pressure rotor.
Regulated engine bleed air is diluted into the
The high-pressure spool incorporates a single- pressurized compar tment through a heat
stage, high-pressure centrifugal compressor exchanger where it is cooled by ram air from
and a single-stage axial turbine constructed as the dorsal inlet. Cabin temperature is regulated
a single unit. The high-pressure spool drives by controlling the amount of bleed air allowed
the accessory section. to bypass the heat exchanger.
The high-pressure spool is located between the Pressurization is regulated by controlling the
low-pressure compressor and the low- pressure amount of air that is exhausted from the cabin.
rotor shaft passing through its center. Control is maintained by a pressurization
controller module and an outflow valve. The
The engines are mounted on external pylons controller module provides fully automatic
and are accessed by upper and lower nacelle control of pressurization as well as manual
covers. An access door on the outboard side mode. It ensures that the aircraft is depres-
of each nacelle is provided to check engine surized on the ground, and causes automatic
oil quantity. pressurization to occur on takeoff. Built-in
safeguards prevent over/under pressurization.
Fire detectors are located in each engine
nacelle and two engine f ire extinguisher bot- A Freon refrigeration system and an optional
tles in the tailcone. auxiliary cabin heater supplement the nor-
mal air conditioning system; they may be used
Each engine supplies both high-pressure (HP) when the engines are not operating, provided
and low-pressure (LP) bleed air that is used ei- a ground power unit is connected. Both sys-
ther independently or in combination for anti- tems are completely independent of the bleed-
icing, pressurization, cabin temperature air pressurization system.

1 AIRCRAFT GENERAL
HYDRAULIC POWER SYSTEMS Secondary flight controls (spoiler/spoileron

and flaps) are electrically controlled and
The hydraulic system supplies pressure for hydraulically operated.
the operation of the landing gear, gear doors,
brakes, flaps, spoilers, and Dee Howard thrust
reversers, if installed. A single reser voir AUTOMATIC FLIGHT CONTROL
supplies fluid to the two engine-driven pumps SYSTEM
through f ire shutoff valves.
The automatic flight control system (AFCS)
An electric auxiliary pump can pressurize all includes a flight director, autopilot, and
systems except the spoilers. It draws fluid yaw dampers.
from the same reservoir. The auxiliary supply
line is not affected by the f ire shutoff valves. The flight director system generates roll and
pitch commands by means of a single-cue
V-bar display in the pilot attitude director
LANDING GEAR AND BRAKES indicator. Programming and annunciation of
selected modes is accomplished on the AFCS
The Learjet 35/36 has a retractable tricycle control panel in the center glareshield.
landing gear that is electrically controlled and
hydraulically operated. 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
An emergency air bottle, located in the right autopilot responds to the flight director as
side of the nose compartment, can be used to programmed, or the pilot may elect to operate
extend the landing gear or for emergency the autopilot in a basic attitude-hold mode by
braking, or both, in case of hydraulic or canceling all flight director modes, in which
electrical failure. case the command bars are biased out of view.
The self-centering nose gear has a single wheel Dual yaw dampers are installed for control of
and incor porates an electrical nosewheel the yaw axis. Intended for full-time inflight op-
steering system that has variable authority, eration, either yaw damper must be engaged
depending upon taxi speed. after takeoff. Functioning to dampen yaw and
provide turn coordination, the yaw damper(s)
Each main gear has dual wheels, each equipped operate independently, whether or not the au-
with multiple-disc brakes. Hydraulic braking topilot is engaged.
is controlled from either the pilot or copilot
station. A fully modulated antiskid system
provide maximum braking performance while PITOT-STATIC SYSTEM
protecting against skids.
The type of system used to supply pitot and
static pressure to the pilot and copilot
FLIGHT CONTROLS instruments depends on whether the FC 200
or FC 530 automatic flight control system
The Learjet 35/36 uses manually actuated (AFCS) is installed.
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 FC 200 models use a conventional pitot-static
pushrods to the ailerons, rudder, and elevators. system consisting of one heated pitot tube
There are no hydraulic or electric power boosts mounted on each side of the nose section and
for these systems. Primary control trims are two heated static ports flush-mounted on each
electrically controlled and operated. side of the nose compartment. The air data

1 AIRCRAFT GENERAL
sensor uses the copilot pitot line for pitot pres- An unheated static port is located on the right
sure, while its static pressure is provided by side of the nose compartment to provide a
two additional heated static ports installed on static source for the pressurization control
the nose, forward of the windshield. An module.
alternate unheated static port inside the nose
compartment is provided for the pilot static
system.
OXYGEN SYSTEM
The oxygen system consists of the crew and
FC 530 models use a Rosemount-designed passenger distribution systems connected to a
pitot-static system that physically integrates high-pressure oxygen storage cylinder located
two static ports into each of two pitot tubes, in the nose compartment on early 35 and 36
one mounted on each side of the nose section. models. On SNs 35-492 and 36-051 and sub-
The air data sensor uses the copilot pitot and sequent, the cylinder is located in the vertical
static lines. stabilizer.

CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
2 ELECTRICAL POWER
INTRODUCTION ................................................................................................................... 2-1
SYSTEMS
GENERAL ............................................................................................................................. 2-1
DC POWER............................................................................................................................. 2-2
Batteries ........................................................................................................................... 2-2
Generators........................................................................................................................ 2-5
Ground Power .................................................................................................................. 2-6
Circuit Components ......................................................................................................... 2-6
Distribution.................................................................................................................... 2-12
AC POWER........................................................................................................................... 2-16
Inverters ......................................................................................................................... 2-16
Controls ........................................................................................................................ 2-17
Indicators ....................................................................................................................... 2-18
Distribution.................................................................................................................... 2-18
EMERGENCY BATTERY.................................................................................................... 2-18
General .......................................................................................................................... 2-18
Single Emergency Power System .................................................................................. 2-20
Dual Emergency Power System..................................................................................... 2-21
SCHEMATICS ...................................................................................................................... 2-21
QUESTIONS......................................................................................................................... 2-25

ILLUSTRATIONS
Figure Title Page
2-1 Component Locations .............................................................................................. 2-2
2-2 Battery Location....................................................................................................... 2-2
2-3 Battery Switches ................................................................................................. 2-3
2 ELECTRICAL POWER
2-4 Equipment Powered by Battery Charging Bus and Generator Buses ......................... 2-3
SYSTEMS
2-5 Generator Indicators............................................................................................ 2-4
2-6 Battery Temperature Indicator .............................................................................. 2-5
2-7 Generator Location ............................................................................................. 2-5
2-8 Generator Switches ............................................................................................. 2-5
2-9 Ground Power Connector ..................................................................................... 2-6
2-10 Basic DC Distribution ......................................................................................... 2-7
2-11 Current Limiter Panel .......................................................................................... 2-7
2-12 Typical Circuit-Breaker Panels—SNs 35-002 through 35-201 and 35-205,

and 36-002 through 36-040 (Not Incorporating AMK 78-13) ................................ 2-10
2-13 Typical Circuit-Breaker Panels—SNs 35-202 and Subsequent, except 35-205,

36-041 and Subsequent, and Aircraft Incorporating AMK 78-13 ......................... 2-11
2-14 Essential DC Bus Power—SNs 35-002 through 35-201 and 35-205,
and 36-002 through 36-040 (Not Incorporating AMK 78-13) ................................ 2-13
2-15 Essential DC Bus Power—SNs 35-202 through 35-508, except 35-205, 36-041
through 36-053, and Prior Aircraft Incorporating AMK 78-13 .............................. 2-13
2-16 Battery Charging Bus and Generator Bus Distribution.......................................... 2-14
2-17 Main DC Bus Power.......................................................................................... 2-15
2-18 Essential DC Bus Power—SNs 35-509 and Subsequent and 36-054 and
Subsequent, and Prior Aircraft Incorporating AMK 85-1 ...................................... 2-16
2-19 Inverter ............................................................................................................ 2-17
2-20 Inverter Switches .............................................................................................. 2-17
2-21 AC Bus Switch and AC Voltmeter ...................................................................... 2-18

2-22 AC Distribution ................................................................................................ 2-19
2-23 Emergency Battery Controlsand Indicators.......................................................... 2-20
2-24 Electrical System—SNs 35-002 through 35-205 and 36-002 through

36-040 (Not Incorporating AMK 78-13) ............................................................. 2-22
2-25 Electrical System—SNs 35-202 through 35-204, 35-206 through 35-508,
2 ELECTRICAL POWER
36-041 through 36-053, and Prior Aircraft Incorporating AMK 78-13 ................... 2-23
2-26 Electrical System—SNs 35-509 and Subsequent, 36-054 and
SYSTEMS
Subsequent, and Prior Aircraft Incorporating AMK 85-1 ...................................... 2-24
2-iv FOR TRAINING PURPOSES ONLY

CHAPTER 2
ELECTRICAL POWER SYSTEMS
2 ELECTRICAL POWER
SYSTEMS
INTRODUCTION
Primary DC electrical power is provided by two engine-driven brushless DC generators
rated at 30 V, 400 A each. A single generator is capable of sustaining normal DC load.
Secondary DC electrical power is supplied by two batteries. In the event of a double gen-
erator failure, the aircraft batteries provide power for a limited period of time.
A ground power unit (GPU) can also provide the DC electrical power needed for sys-
tem operation or engine starting. Electrical power for AC-powered equipment is pro-
vided by two (or an optional third) solid state static inverters in the tail cone. The
inverters require DC input power for operation. An emergency battery is provided in
case of total aircraft electrical failure to operate a standby attitude gyro, the landing gear,
and the flaps. A second emergency battery may be installed at the customer’s option to
power additional equipment such as an emergency communication radio, transponder,
or emergency directional gyro.
GENERAL
The electrical system incorporates a multiple automatically to isolate a malfunctioning bus.
bus system for power distribution intercon- Manual isolation is also possible by opening
nected by relays, current limiters, overload the appropriate CBs.
sensors, and circuit breakers (CBs) that react

The batteries are capable of operating the min-

imum 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

2 ELECTRICAL POWER
electrical systems from the aircraft batteries,

an engine-driven generator, or a GPU.
SYSTEMS
Figure 2-1 shows major electrical power system

component locations.
Figure 2-2. Battery Location
Lead-Acid vs. Nicad

DC POWER Lead-acid batteries are enclosed in a plastic
case. Nickel-cadmium (nicad) batteries are
BATTERIES enclosed in a stainless steel case. On SNs 35-
341 and 36-050 and subsequent equipped with
Two batteries in the tail cone (Figure 2-2) pro- lead-acid batteries, a sump jar has been added
vide the secondary source of DC power. to contain any electrolyte spillover. A sponge
saturated in a baking soda and water solution
Each battery has a removable cover and a case neutralizes the acid. AMK 81-5A makes this
that is vented and cooled by overboard con- installation available in earlier aircraft.
nections. The batteries are of suff icient ca-
pacity to supply normal ground electrical Each battery connects to its respective battery
requirements and may be used for engine start- bus through a 20 A current limiter for hot-
ing when external power is not available. wired circuits.
PRIMARY, SECONDARY,
EMERGENCY BATTERY(IES) AND AUX INVERTERS
CIRCUIT-BREAKER PANELS GENERATOR BATTERIES CURRENT-LIMITER PANEL
Figure 2-1. Component Locations

Charging nicad batteries with a GPU is not electrical equipment (except equipment hot-
recommended. wired to its battery bus), nor can it be charged
by a GPU or the generators.
Charging lead-acid batteries in the aircraft is
not recommended because of poor GPU output
regulation.
Controls
2 ELECTRICAL POWER
Two battery switches (Figure 2-3) connect the
batteries in parallel to the battery-charging
SYSTEMS
bus when the switches are on. The switches,
BAT 1 and BAT 2, correspond to the respec-
tive battery. Each switch has two-positions,
ON–OFF, that complete a ground circuit to
close its respective battery relay in the on
position (Figure 2-4).
The battery relays require approximately 16

V (minimum) from the respective battery. If
either battery voltage is less than 16 V, the re-
spective battery relay will not close; the bat-
ter y cannot be connected to the aircraft
electrical system for the purpose of operating Figure 2-3. Battery Switches
L
RECOG UTILITY
LEGEND LIGHT * LIGHT *
BATTERY POWER
DC VOLTS
GENERATOR POWER 0
10
30
20
GROUND POWER
30 A 5 A 5 A
L BAT CHG BUS R

GEN BUS GEN BUS
275 A 275 A
20 A 150 A 30 A 50 A 10 A 20 A 20 A
L R FUEL PRI
L STARTER RECOG FLOW PITCH R
LDG FREON LDG
LIGHT IND TRIM
AND COMP AND
(FC-530)
TAXI MOTOR TAXI
HYD AUX R
LIGHT AND LIGHT
PUMP INVERTER* STARTER
AUX
*IF INSTALLED HEATER
Figure 2-4. Equipment Powered by Battery Charging Bus and Generator Buses

The aircraft batteries are always connected in a higher voltage than the batteries; therefore,
parallel (including during engine starts) when when either of these is powering the battery
both battery switches are on. charging bus, generator, or GPU voltage will
be indicated.
Indicators Aircraft with nicad batteries are equipped with
Electrical system indicators (Figure 2-5) are battery temperature indicators and overheat
grouped in a cluster on the upper portion of warning light systems. These are attached
the center instrument panel. A single DC through two electrical connectors on the face
2 ELECTRICAL POWER
VOLTS meter, connected to the battery charg- of each battery case to temperature sensors and
ing bus through a 5 A current limiter, indicates thermal switches on each battery.
SYSTEMS
the highest voltage input to the bus by batter-

ies, generators, or GPU. To read individual A dual-indicating temperature gage is on the
battery voltage, only one battery at a time may lower portion of the copilot instrument panel
be connected to the battery charging bus with (Figure 2-6). Two red warning annunciators
the generators off and a GPU not connected. labeled BAT 140 and BAT 160 in the annun-
Aircraft generators and GPUs normally put out ciator panel illuminate if either or both bat-
teries reach 140 to 160°F, respectively.
Figure 2-5. Generator Indicators

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 subse-
quent and 36-036 and subsequent, single-
generator voltage is reduced as load increases
during ground operation and any time a starter
2 ELECTRICAL POWER
is engaged to limit amperage. This design
feature protects the 275 A current limiters
SYSTEMS
during engine start. The generator control
panel in the tail cone contains relays for the
batteries, starters, GPU overvoltage control,
and an equalizer circuit for load sharing.
Controls
Two starter-generator switches on the center
switch panel (Figure 2-8) are three- position
switches labeled GEN, OFF, and START. In
GEN, current is provided to the generator field
Figure 2-6. Battery Temperature Indicator through the IGN & START circuit breaker,
which automatically connects the generator
bus; the amber GEN caution annunciator ex-
GENERATORS tinguishes.
Two engine-driven DC generators, one on each Two generator reset buttons labeled L GEN
engine (Figure 2-7), provide the primar y RESET and R GEN RESET on the center
source of DC power. Each brushless genera-
tor is rated at 30 VDC, 400 A. Cooling air is
routed from a scoop on the engine nacelle to
the associated generator. During normal op-
eration, both generators operate in parallel
through the solid-state voltage regulators in the
tail cone. As long as both battery switches are
on, either generator charges both batteries
through the associated 275 A current limiter.
Figure 2-7. Generator Location Figure 2-8. Generator Switches

switch panel (see Figure 2-8) provide for re- The receptacle connects GPU power to the
setting the generator in case of failure. If the battery charging bus through a power relay
GEN-OFF-START switch is in GEN, mo- controlled by an overvoltage circuit. The over-
mentarily depressing the reset button resets the voltage circuit samples GPU voltage provided
overvoltage relay, completes a power circuit through a control relay (Figure 2-10). At least
to the voltage regulator, and restores the gen- one battery switch must be turned on to close
erator to normal operation. the control relay, allowing the overvoltage
circuit to sample GPU voltage, and, if below
Indicators 33 V, the power relay closes to complete the
2 ELECTRICAL POWER
GPU-to-battery charging bus connection.

Two AMPS meters—one for each generator—
SYSTEMS
indicate the load in amps being carried by The GPU should be regulated to 28 V. Due to
each generator (see Figure 2-5). The load tower shaft torque limits, it must be limited to
indication is measured at the voltage regulator. 1,100 A for engine starts. It should be capa-
ble of producing at least 500 A. If GPU volt-
Generator voltage is displayed on the DC age exceeds 33 V, the overvoltage circuit
VOLTS meter. causes the power relay to open, thereby dis-
connecting the GPU from the electrical sys-
An amber L or R GEN caution annunciator on tem to prevent damage to voltage-sensitive
the glareshield panel illuminates if the asso- equipment.
ciated generator switch is turned off, if the
generator fails, or if the generator is tripped
off by the overvoltage cutout relay. CIRCUIT COMPONENTS
Current Limiters
GROUND POWER Throughout the electrical distribution system,
A ground power unit (GPU) can be connected various sizes of current limiters at strategic lo-
to the aircraft through the receptacle on the left cations prevent progressive total electrical
side of the fus elage below the engine (Figure failure. A current limiter is similar to a slow-
2-9). blow fuse; it will carry more than its amp-
rated capacity for shor t periods of time.
Extreme or prolonged overloading causes a
current limiter to fail, thus isolating that par-
ticular circuit and precluding progressive fail-
ure of other electrical components. Current
limiters are not resettable. When a current lim-
iter blows, it must be replaced. It should also
be replaced if it shows discoloration or other
signs of heating or overloading. The current
limiter panel is in the tail cone (Figure 2-11).
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 pro-
trudes if blown. The higher amperage current
Figure 2-9. Ground Power Connector limiters are made of a gray ceramic material

with a small window that allows visual in-

spection 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 36-

002 through 36-035, testing of these
2 ELECTRICAL POWER
current limiters is accomplished manu-
ally.
SYSTEMS
• On SNs 35-148 through 35-389, except
35-370, and 36-036 through 36-047, test-
ing of the current limiters is accomplished
using the rotary systems test switch.
For all of the above aircraft, AMK 80-17 pro-

vides two amber annunciators, one for each
current limiter, which allow continuous mon-
itoring. Figure 2-11. Current Limiter Panel
LEFT ENGINE RIGHT ENGINE

START FUNCTIONS * START FUNCTIONS*
* 1. STARTER RELAYS
OFF 2. STANDBY PUMP RELAY OFF
START 3. IGNITION POWER START
4. MOTIVE FLOW VALVE
(SNs 35-002 THROUGH 35-057 GEN
AND 36-002 THROUGH 36-017)
L PWR R PWR
AMPS
AMPS
0
100 200 300
400
DC VOLTS 0 400
100 200 300
10 A 10 A
50
10 30
REG REG
LH L GEN BAT CHG R GEN RH
GEN BUS BUS BUS GEN
275 A 275 A
FIELD
FIELD
OVER
R STALL WARN
L STALL WARN
VOLT
DOOR ACTR
CUTOUT
ENTRY LTS
LEGEND
BATTERY POWER
GENERATOR POWER
GROUND POWER
20 A GND 20 A
L BAT L PWR R R BAT
BUS BAT BAT BUS
Figure 2-10. Basic DC Distribution

On SNs 35-370, 35-390, and 36-048 and sub- equipment that draw power from either bat-
sequent, a single red CUR LIM annunciator on tery bus or the battery charging bus. Battery
the glareshield panel allows continuous mon- condition should be monitored using the DC
itoring of the 275 A current limiters. voltmeter.
The 275-amp current-limiter annunciator(s) On aircraft with the single CUR LIM annun-
are illuminated by 1 A overload sensors wired ciator, if one limiter blows in flight, DC volts
across the current-limiter terminals. Failure of and amps should be monitored closely since
a current limiter results in a surge of current
2 ELECTRICAL POWER
the CUR LIM annunciator remains illumi-

through the overload sensor, causing it to trip nated and will not alert the pilot to subsequent
and thereby illuminate the light.
SYSTEMS
failure of the other limiter.

In flight, it is important to know if the current
limiters have blown. On all aircraft with or Relays
without current limiter annunciator(s), current
limiter status may be determined by close ob- Relays are used at numerous places throughout
servation of voltmeter and ammeter indica- the electrical distribution system, particularly
tions. If only one fails, no difference will be in circuits with heavy electrical loads. The relays
noted on either indicator since power from function as remote switches to make or break
each generator still flows to the battery charg- power circuits. This arrangement allows the
ing bus through the opposite current limiter. control circuit wiring to be a lighter gage since
less current is required to operate the relay.
Failure of both current limiters, however, could Relays control the power circuits for the bat-
be recognized since the voltmeter will read teries, GPU, starters, generators, inverters, and
battery voltage (i.e., < 25V). On aircraft prior left and right main buses. Instrument panel
to SNs 35-509 and 36-054 not modif ied by switches or CBs complete the control circuits
AMK 85-1, this failure eventually results in de- to operate the relays.
pletion of the batteries since they are the only
source of power to the essential buses. The
generators have been separated from the load
Overload Sensor
of the essential buses and are now supplying Overload sensors are used in the power circuits
power to only the main buses and the genera- to the left and right main buses and in the
tor buses. This greatly reduced loading is re- power circuits to each inverter. These overload
flected by abnormally low ammeter readings sensors react thermally to electrical loads in
on both generators. excess of their design capacity. In reacting,
they electrically ground the relay control
On SNs 35-509 and 36-054 and subsequent or circuit causing the associated control circuit
earlier aircraft with AMK 85-1 installed, a to trip, which causes the relay to open and
failure of both 275 A current limiters will not break the power circuit. Once the overload
result in the separation of the generators from condition is removed, the overload sensor
the essential buses. Generator loads, there- cools and resets automatically; however, the
fore, remain relatively normal. The generators control CB must be reset manually. The over-
have, however, been separated from the bat- load sensors in the main bus power circuits are
ter y buses and batter y charging bus. rated at 70 A; the overload sensors for the in-
Consequently, the batteries are no longer being verter power circuits are rated at 60 A.
charged and are slowly depleted by electrical

Circuit Breakers The third and fourth rows on SNs 35-002

through 35-201 and 35-205, and 36-002
Circuit breakers are on two CB panels in the through 36-040 are on the DC essential bus.
cockpit, one left of the pilot seat and one On SNs 35-202 and subsequent, except 35-205,
right of the copilot seat. On FC 200 AFCS and 36-041 and subsequent, and earlier aircraft
aircraft, three additional CBs under the pilot incorporating AMK 78-13, the third and fourth
seat on the autopilot electric box provide power rows are on the essential A and B DC buses.
for the autopilot flight director and the yaw
damper annunciator lights. Circuit breakers on the third and
2 ELECTRICAL POWER
fourth rows, but not powered by the essential
The DC circuit breakers are the thermal type, buses, are:
SYSTEMS
and the AC circuit breakers are the magnetic
type. Amperage ratings are stamped on the • L STALL WARN, DOOR ACTR and
top of each CB. ENTRY LTS (left battery bus items)
The CBs are arranged in rows according to the • R STALL WRN (right battery bus item)
buses that serve them to simplify the isolation
of individual buses or circuits. Basically, all • T/R EMER STOW and T/R POS IND
CBs in the top row (both sides) are on the 115 (left main bus item—Aeronca)
VAC and 26 VAC buses; in the second row
they are on the main DC buses (except three • T/R CONT (right main bus item—
that are power bus CBs). Additionally, thrust Aeronca)
reversers (if installed) are controlled by main
bus CBs that are physically installed on the left • T/R POWER and T/R CONT (left and
and right panels, third and fourth rows. right main bus items—Dee Howard)
See Figures 2-12 and 2-13 for typical repre-

sentations of CB panels.

PILOT COPILOT
PANEL PANEL
L AC L ESS ESS AC BUS

BUS BUS BUS TIE MAIN TIE
L AIR R AIR
L MAIN IGN BUS TIE
IGN
BUS R ESS R AC
AUX AUD 1 BUS
BUS BUS R MAIN
L FIRE R FIRE
L IGN DET BUS
DET
& START R AUX
FLOOD COMM1 AUD 2
LT R IGN BUS
L FIRE R FIRE
PRI EXT START
EXT
INV COMM 2
2 ELECTRICAL POWER
PRI VM NAV 1
R FW SEC
L FW SOV INV
ADF 1 SOV
PRI ATC 1 NAV 2
DIR GY EMER
L JET R JET
SYSTEMS
BAT 1
DME 1 PMP VAL PMP VAL
PRI L FAN ATC 2
VERT GY RPM R STBY EMER
L STBY BAT 2
HF PMP PMP
COMM UHF SPOIL
NOSE ERON
STEER L ICE R ICE ADF 2
NAV DET DET
AIR LTS
E.L.
DATA WRN OIL LTS
SEN STROBE RAM AIR
LTS TEMP TEMP
LTS WRN
MACH LTS SEC
TRIM INSTR FUEL VM
LTS PITCH QTY R LDG &
RDNG INSTR TAXI LT
FLT LTS
DIR LTS RADAR
L PIT
AT TD HT ROLL TAB FLAP BCN
FREON POSN R PIT LTS
CONT HT SEC
AIR PRI FLT DIR GY
DATA DIR YAW RAD
SPOILER LTDM
CAB
BLD SEC
AFCS CAB VERT GY
R NAV AIR PRESS
PITCH CONT RADAR
CAB HT BL FLAPS
AUTO VLF
AFCS PRI
ROLL OXY RCVR ALC
AFCS VAL GEAR
NOSE PMP
STEER SEC SEC YAW
PRI YAW AFCS CAMP
DAMP FUSE AFCS
PITCH VAL AUX STEREO
ANTI COM
SKID SEC CMPTR
DME AFCS FLT
READ FUEL STAB &
ROLL CMPTR FUEL DIR
WSHLD CMPTR WING KIT
KT SEC FLT
SPARE AFCS G/S DR ATT
YAW L ITT
SQUAT R ITT L NAC
SW KT FLT
E.L. S WARN DR (MC)
LTS S WRN FUEL
HT HT
ITSN RECOG R NAC
L LDG LT HT FLT
TAXI LT AUX
HF INV DR HEAD
26 VAC HEAD
BUS AIR COMM R FAN FUSLG
DATA RPM PMP
SEN TEST
L OIL DME SYS
PRESS READ FUEL FILL &
ITSN XFER
SEC P 26 VAC
PRI R NAV TRIM
STBY BUS
RMI HR
HT VAL METER
IND L SEC R OIL
NAV 1 STALL DME PRESS
WARN TOILET
GALLEY
R STALL SEC
ADF 1 DOOR RMI
ACTR WARN R TURB
L TURB RPM
RPM T/R EMER
ALT ENTR NAV 2
RIC LTS STOW TR
CONT
R NAV ALTM
COMP T/R POSN ADF
ANTI 2
SKID CAB
IND CABIN
LTS HT MAN
TONE
GEN
AUX BAT
CAB HT TEMP
PRI SEC
DME DME
FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY

LEGEND
AC BUS ESSENTIAL BUS BATTERY BUS
MAIN BUS POWER BUS
Figure 2-12. Typical Circuit-Breaker Panels—SNs 35-002 through 35-201 and 35-205, and
36-002 through 36-040 (Not Incorporating AMK 78-13)

PILOT COPILOT
PANEL PANEL
L AC L ESS ESS A AC BUS

BUS A BUS BUS TIE
ESS B TIE MAIN
L MAIN L ESS BUS TIE
B BUS BUS
BUS TIE R ESS R AC
L AUX AUD 1
AC BUS A BUS BUS
R ESS R MAIN
L IGN L FIRE BUS
& ST DET B BUS
FLOOD AUD 2 R AUX
COMM1 AC BUS
LTS AUX R IGN
PRI L FIRE INV & ST
INV EXT COMM 2
PRI VM NAV 1
2 ELECTRICAL POWER
SEC
ADF 1 L FW R FW INV
SOV SOV
PRI ATC 1
DIR NAV 2 EMER
GY DME 1 R JET
SYSTEMS
L JET BAT 1
PMP VAL PMP
PRI VAL
VERT L FAN ATC 2 EMER
GY MODE R STBY BAT 2
RPM PMP
PWR L STBY
NOSE PMP SPOIL -
STEER L ITT R FAN ERON
NAV R ICE RPM
LTS L ICE DET ADF 2
AIR DET E.L.
DATA WRN R ITT LTS
SEN OIL
STROBE LTS L PITOT TEMP RECOG
LTS HT LT SEC
MACH RAM WARN VM
TRIM AIR LTS
PITCH FUEL
RDNG TEMP QTY R LDG &
LTS TAXI LT SEC
FLT AIR R FIRE FLT DIR
DIR BLEED DET
ATTD FREON ROLL TAB &
FLAP BCN
CONT LTS SEC
AIR PRI POSN R FIRE DIR
DATA FLT EXT GY
CAB DIR YAW SPOILER CABIN
BLOW TEMP SEC
AFCS CAB VERT
PITCH FUEL
COMPTR PRESS GY
LH PRI FLAPS RADAR
MOD AFCS SEC
AFCS VLF SEC RATE
ROLL VAL
NAV FLT DIR GYRO
NOSE AFCS GEAR
ALC
STEER ROLL SYS SEC
PRI CLOCK SEC YAW
YAW AFCS DAMP
DAMP AFCS AUX
L VAC COM STEREO
HT YAW SAT/
PRI CLOCK TAS
FLT DIR WING
INSP INSTR INSTR
WSHLD LTS STAB &
HT LT LTS WING SEC
RADAR ADS HT HDG
EMER PNEU V
LT FUEL R & CRS
SQUAT PIOTO ANTI
SW JTSN SKID
HT S WARN SEC FLT
EL S WRN HT DIR
LTS HT L AIR R AIR
L LDG IGN R NAC
& TAXI IGN HT
LTS FUEL SEC F/D
26 VAC L STALL COMPT CMD
BUS AIR WARN OXY TEST R FUSLG
DATA VAL SYSTEM PMP
SEN SEC SEC F/D
L OIL DOOR PITCH ATTD
PRESS ACTS T/R EMER TRIM FILL &
HF
COMM IND XFER
R 26 VAC
PRI ENTR STALL BUS
RMI LT WRN BAT
HT VAL T/R EMER
IND TEMP
STOW R OIL
NAV 1 PASS SENSR PRESS
GALLEY INFO FUEL HTR TOILET
T/R JTSN
POSN SEC
ADF 1 IND UHF RMI
L TURB FPA PHONE R TURB
RPM RPM
ALTM NAV 2
HF COMM T/R CONT ALTM
MACH ADF 2
A/S IND RH
CAB MOD
TONE LTS VAL MACH
GEN AS
RAD IND
AUX ALTM
PRI CAB HT VLF
HDG HDG
& CRS EXT
FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY

LEGEND
AC BUS ESSENTIAL "A" BUS POWER BUS
MAIN BUS ESSENTIAL "B" BUS BATTERY BUS
Figure 2-13. Typical Circuit-Breaker Panels—SNs 35-202 and Subsequent, except 35-205,
36-041 and Subsequent, and Aircraft Incorporating AMK 78-13

DISTRIBUTION Battery bus items must be turned off before

leaving the aircraft to prevent battery discharge.
The aircraft uses a multiple bus, multiple con-
ductor, electrical distribution system. Buses
and major circuits are protected by relays, Battery Charging Bus
current limiters, overload sensors, and CBs to
preclude total failure. This arrangement also The battery-charging bus enables the gener-
allows isolation of malfunctioning buses. All ators or GPU to charge the batteries and is the
CBs are accessible to the crew during flight. central distribution point for the DC electrical
2 ELECTRICAL POWER
system. It is powered by the batteries and GPU

through their associated power relays by either
SYSTEMS
Battery Buses generator through the respective left and right

275 A current limiters (see Figure 2-10).
The left and right battery buses are connected
to the left and right batteries, respectively, One or both batteries can power the entire
through 20 A current limiters (see Figure 2-10). electrical system for a limited period of time,
The battery buses are always hot, provided with the exception of the Freon air conditioner
the battery quick-disconnects are connected. and auxiliar y heater. Because their high
amperage requirement would quickly deplete
The battery buses supply power to the fol- the batteries, these items are isolated by an
lowing items: open relay that does not close until a GPU or
• Left battery bus generator is on and operating.
° Left stall warning system On SNs 35-002 through 35-508 and 36-002
through 36-053, when not incor porating
° Entry lights (step lights, baggage AMK 85-1, the essential buses are connected
compartment lights, and tailcone in-
spection light) directly to the battery charging bus (Figure
2-14 or 2-15).
° Door actuator motor
• Right battery bus
° Right stall warning system

20A
LEGEND L ESS R ESS
BATTERY POWER
GENERATOR POWER
GROUND POWER
2 ELECTRICAL POWER
40 A 40 A
DC VOLTS
SYSTEMS
50 A 0
10 20
30
50 A
R L L R R R
E GEN BAT CHG BUS GEN E
GEN BUS GEN BUS
G 275 A 275 A G
L R
BAT BAT
GPU
Figure 2-14. Essential DC Bus Power—SNs 35-002 through 35-201 and 35-205, and 36-002
through 36-040 (Not Incorporating AMK 78-13)
20A
LEGEND L ESS A R ESS A

BATTERY POWER
20A
GENERATOR POWER
L ESS B R ESS B
GROUND POWER
40 A 40 A 40 A 40 A
DC VOLTS
0 30
50 A 50 A 10 20
50 A 50 A
R L L R R R
E GEN GEN BUS BAT CHG BUS GEN E
GEN BUS
G 275 A 275 A G
L R
BAT BAT
GPU
Figure 2-15. Essential DC Bus Power—SNs 35-202 through 35-508, except 35-205, 36-041
through 36-053, and Prior Aircraft Incorporating AMK 78-13

On all aircraft, the following equipment is di- mary and secondary inverters, and the left and
rectly connected to the battery charging bus right power buses. On SNs 35-509 and sub-
(Figure 2-16): sequent, 36-054 and subsequent, and prior
aircraft incorporating AMK 85-1, the gener-
• DC VOLTS meter ator buses also power the respective essential
A and B buses. On all aircraft, the landing/taxi
• Freon air conditioner and auxiliary heater lights are connected to the respective gener-
ator bus (Figure 2-16). The generator buses can
• Recognition light(s) be powered by the batteries, a GPU, or either
2 ELECTRICAL POWER
generator.
• Auxiliary hydraulic pump
SYSTEMS
• Fuel flow indicating system Power Buses

The left and right power buses are powered
• Auxiliary inverter (if installed) from the respective generator bus through a 10
A current limiter. Each power bus provides
• Utility light (if installed) power to three CBs that control the respective
engine starting and generator functions, main
• Primary pitch trim motor (FC-530 AFCS bus power, and inverter power, as follows:
only)
• The L or R MAIN BUS circuit breaker
• Left and right engine starters 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 Buses generator bus to the main bus when DC
The left and right generator buses distribute power is available (Figure 2-17).
power to the right and left main buses, the pri-
L
RECOG UTILITY
LEGEND LIGHT * LIGHT *
BATTERY POWER
DC VOLTS
GENERATOR POWER 0
10
30
20
GROUND POWER
30 A 5 A 5 A
L BAT CHG BUS R

GEN BUS GEN BUS
275 A 275 A
20 A 150 A 30 A 50 A 10 A 20 A 20 A
L R FUEL PRI
L STARTER RECOG FLOW PITCH R
LDG FREON LDG
LIGHT IND TRIM
AND COMP AND
(FC-530)
TAXI MOTOR TAXI
HYD AUX R
LIGHT AND LIGHT
PUMP INVERTER* STARTER
AUX
HEATER
*IF INSTALLED
Figure 2-16. Battery Charging Bus and Generator Bus Distribution

L R
MAIN 50 A MAIN
BUS
POWER TIE POWER
RELAY RELAY
70 A 70 A
L MAIN BUS R MAIN BUS
2 ELECTRICAL POWER
OVERLOAD OVERLOAD
CB SENSOR SENSOR CB
SYSTEMS
L DC VOLTS R
PWR BUS 0
10 20
30 PWR BUS
10 A 10 A
L L R R
GEN GEN BUS BAT CHG BUS GEN BUS GEN
275 A 275 A
CL CL
LEGEND L R
BATTERY POWER BAT BAT
GENERATOR POWER
GROUND POWER
GPU
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 control the relays which power the main buses

breaker: (1) controls the respective (Figure 2-17).
starter relays and standby fuel pump
relay and provides star ting ignition Main DC Buses
power (through the thrust lever idle
switch) when the GEN-OFF-START The left and right main buses are powered
switch is in START; (2) provides power from the respective left and right generator
to the generator f ield when the switch is buses through a 70 A overload sensor and a
in GEN (Figure 2-16). 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
• The PRI or SEC INV circuit breaker respective power bus and the associated MAIN
controls the respective inverter power BUS circuit breaker is closed. The left and
relay that connects the respective gen- right main buses are connected to each other
erator bus to the inverter when the in- by a 50 A MAIN BUS TIE circuit breaker
verter switch is on (see AC Distribution). that is normally closed for load equalization
(Figure 2-17).
The power bus CBs are located at the forward
end of the respective CB panels on what is If an overload occurs on either main bus, the
generally referred to as the “main bus row,” respective overload sensor causes the affected
those labeled L and R IGN & START and PRI MAIN BUS circuit breaker to trip. This deen-
and SEC INV are in no way related to, or af- ergizes the power relay, which opens to break
fected by, the main buses; however, the L and the power circuits; the MAIN BUS TIE circuit
R MAIN BUS circuit breakers are, in that they breaker opens when it is forced to accept the

overload and cannot; this results in automatic In the event of an overload on one of the
isolation of the faulty bus. essential buses, the respective ESS BUS cir-
cuit breaker opens, followed by the ESS BUS
TIE circuit breaker which is forced to accept
Essential DC Buses the overload and cannot, resulting in auto -
One of three different bus conf igurations will matic isolation of the faulty bus. The current
a p p ly t o a g ive n a i r c r a f t , d e p e n d i n g o n limiters provide backup for their respective
production serial number and AMK ESS BUS circuit breakers.
applicability (see Figures 2-14, 2-15, and 2-18).
2 ELECTRICAL POWER
The left and right essential buses are powered AC POWER

SYSTEMS
from the battery charging bus, or from the

respective left or right generator buses (as
applicable) through a 50-amp current limiter INVERTERS
and a 40-amp ESS BUS circuit breaker, and are
Alter n ating cur rent to the AC electrical
connected to each other by a 20-amp ESS BUS
instr uments and electronic equipment is
TIE circuit breaker which is normally closed
provided by two or three 1,000 VAC, solid-
for load equalization.
state static inverters in the tail cone (Figure 2-
19). The third (auxiliary) inverter is optional.
During normal operation both, or all three,
20 A
LEGEND
BATTERY POWER L ESS A R ESS A
GENERATOR POWER
20 A
GROUND POWER
L ESS B R ESS B
40 A 40 A
DC
VOLTS
50 A 0
10 20
30
50 A
R L L R R R
E GEN GEN BUS BAT CHG BUS GEN BUS GEN E
275A 275A
L R
BAT BAT
GPU
Figure 2-18. Essential DC Bus Power—SNs 35-509 and Subsequent and 36-054 and
Subsequent, and Prior Aircraft Incorporating AMK 85-1

inverters are on and operate in parallel. It is 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

recommended that the auxiliary inverter, if glareshield for primary, secondary, and aux-
installed, be operated in conjunction with the iliary inverters.
primary and secondary inverters to extend in-
verter life. 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
2 ELECTRICAL POWER
synchronization. It also causes illumination of
the associated annunciators for certain mal-
SYSTEMS
functions.
CONTROLS
A switch for each inverter (PRI, SEC, and op-
tional AUX) is on the pilot lower instrument
Figure 2-19. Inverter panel (Figure 2-20). The primary and sec-
ondary inverter switches have two positions:
The primar y and secondar y inver ters are PRI-OFF and SEC-OFF, respectively. The aux-
powered from the respective left and right iliary inverter switch, if installed, is labeled
generator buses through a 60 A overload sen- ON-OFF.
sor and a power relay. The power relay is en-
ergized closed whenever there is power on the If the auxiliary inverter is installed, an addi-
respective power bus, the associated PRI or tional switch labeled L BUS-R BUS is also in-
SEC INV circuit breaker is closed, and the installed. This switch directs auxiliary inverter
verter switch is on (see AC Distribution). output to either the left or right AC bus as
needed. In case of an inverter failure, the aux-
If an inverter becomes overloaded (i.e., a iliary inverter does not automatically assume
shorted inverter), the respective overload sen- the operation of the failed inverter unless the
sor causes the affected PRI or SEC INV circuit auxiliary inverter is turned on and the L/R
breaker to trip. This energizes the power relay, BUS switch is properly positioned.
which opens to break the power circuit; this
results in automatic isolation of the faulty
inverter. If installed, the auxiliary inverter
circuits differ only in that they are powered
from the battery charging bus, and the power
relay is controlled by the AUX INV circuit
breaker on the right essential bus (see AC
Distributuion).
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, Figure 2-20. Inverter Switches

INDICATORS DISTRIBUTION
Two red inverter warning annunciators labeled 115 VAC Buses (L and R)
PRI INV and SEC INV are on the glareshield.
If the optional auxiliary inverter is installed, Alter nating cur rent from the inver ters is
there is also an amber AUX INV annunciator distributed through the paralleling box to
on the glareshield. the respective left and right AC buses (Figure
2-22). Primary inverter output goes to the left
The corresponding inverter annunciator illu- bus; secondary to the right bus. Auxiliary
2 ELECTRICAL POWER
minates when inverter output is below 90 VAC inverter output (if installed) may be selected
or if bus load is less than 10 volt-amps. to either the left or the right bus.
SYSTEMS
The primary and secondary inverter annunci- All CBs on the left 115 VAC bus are on the top
ators also illuminate when the respective in- row of the left CB panel. The right 115 VAC
ver ter switch is off; the AUX INV light, bus CBs are on the top row of the right CB
however, illuminates only when the auxiliary panel. The f irst CB on the top row of the right
inverter fails with the switch on. panel is the 7.5 amp AC bus-tie CB. The sec-
ond CB on the top row of the right panel and
A single AC voltmeter (Figure 2-21) indicates the f irst CB on the top row of the left panel are
the voltage on the left or right AC bus, de- the L and R AC BUS 10 A bus feeder CBs.
pending on the position of the AC BUS switch.
The two-position switch— PRI and SEC—se- 26 VAC Buses (L and R)
lects the bus from which AC voltage is mea-
sured. To check individual inverter voltage, Two step-down transformers draw 115 VAC
only the inverter to be checked should be on. power from the left and right 115 VAC buses,
reduce the voltage output to 26 VAC, and
connect to the 26 VAC buses for equipment
requiring 26 VAC power.
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 Emergency batteries may be nicad or lead-
AC Voltmeter acid. The nicad battery is standard up to SNs

26 V R AC 26 V
AC L AC TRANS AC
TRANS 2A BUS PRI VM 7.5 A SEC VM BUS 2A
BUS BUS
P S
10 A L AUX
L AC BUS 10 R AUX 10 10 A R AC BUS
CB A AC BUS CB AC BUS CB A CB
2 ELECTRICAL POWER
AC VOLTS
L BUS 0
10 30
50
SYSTEMS
AUX INV
L BUS/R BUS SW
R BUS
PARALLELING BOX
PRIMARY
INVERTER
AUX
INVERTER
* SECONDARY
INVERTER
AUX INV
POWER ON-OFF SW
POWER POWER
RELAY RELAY RELAY
PRI INV AUX INV
SW CB
SEC INV
60 A SW
R ESS B
PRI INV SEC INV
60 A CB 60 A
CB
L PWR R PWR
10 50 A 10
A A
L L GEN BAT CHG R GEN R

GEN BUS BUS BUS GEN
275 275
A A
*OPTIONAL EQUIPMENT
L R
BAT BAT
LEGEND
BATTERY POWER
GPU
GENERATOR POWER
GROUND POWER
INVERTER POWER
Figure 2-22. AC Distribution

35-462 and 36-052. The battery packs contain SINGLE EMERGENCY

a built-in inverter; these aircraft also have AC POWER SYSTEM
powered standby attitude indicators. On later
aircraft, lead-acid batteries and a DC pow- If an aircraft is equipped with a single emer-
ered standby attitude indicator are standard. gency battery, the cockpit switch is labeled
Lead-acid batteries may be retrof itted to ear- EMER PWR. An amber EMR PWR annunci-
lier aircraft. ator on the pilot instrument panel illuminates
when power from the emergency battery is
The nicad battery provides 25 VDC at 3.8 being used but the trickle-charge from the air-
2 ELECTRICAL POWER
ampere-hours and contains an inverter and craft electrical system is lost.

transformer that provide 115 VAC and 4.6
SYSTEMS
VAC. The lead-acid battery provides 24 VDC The EMER PWR switch has three positions:
at 5.0 amp-hours. ON, STBY, and OFF. The emergency battery
powers the following equipment with the
Both emergency batteries receive a trickle- switch in ON or STBY:
charge from the normal aircraft electrical sys-
tem through the EMER BAT 1 and EMER • ON
BAT 2 circuit breakers on the right main bus,
respectively, when power is on the bus. The ° Standby attitude indicator, indicator
trickle-charge is provided even when the lighting, and annunciator light
switches are off, but at a reduced rate. Con -
trols and indicator location are illustrated in ° Landing gear control circuits and gear
Figure 2-23. position lights
° Flap control circuits

• STBY
° Standby attitude indicator, indicator

lighting, and annunciator light
With the switch in ON or STBY, the emer-

gency battery powers the standby attitude in-
Figure 2-23. Emergency Battery Controls

and Indicators

dicator. On RVSM equipped aircraft the air power supply is on the pilot instrument panel.
data computer and the pilot altimeter are also The applicable annunciator illuminates when
powered. If power is available from the aircraft power from the associated emergency battery
electrical system, the emergency battery is is being used and is not receiving a trickle-
replenished as it provides power for the standby charge.
attitude indicator. Other equipment tied to the
emergency battery and normally powered by The BAT 1 switch operates the same systems as
the aircraft electrical system is powered by the described under Single Emergency Power
emergency battery only when normal electri- System. The BAT 2 switch has two positions:
2 ELECTRICAL POWER
cal power is off or failed. OFF and BAT 2. When turned on, power from
the No. 2 emergency power supply is available
SYSTEMS
Normally, the EMER PWR switch is in ON. If to illuminate the EMR PWR 2 annunciator and
the electrical system fails, the EMR PWR an- operate predetermined electrical equipment
nunciator illuminates when power from the as- should the normal electrical system fail. The
sociated emergency battery is in use and the auxiliary communication radio is the most com-
battery is not receiving a trickle-charge. mon equipment powered by BAT 2; however, its
installation and use is optional.
In the event of a total aircraft electrical sys-
tem failure, the approved AFM recommends The pilot must turn off the emergency battery
that the EMER PWR switch be placed in STBY switch(es) before leaving the aircraft. If air-
until gear or flap operation is required to con- craft power is turned off with the emergency bat-
serve battery life. Since only the standby at- tery switch(es) in ON or STBY, the emergency
titude indicator is powered in STBY, battery batteries continue to power the emergency bat-
life is approximately 3 hours and 45 minutes tery equipment and lose their charge.
versus 30 minutes in the ON position.
DUAL EMERGENCY SCHEMATICS

POWER SYSTEM
The following schematics (Figures 2-24, 2-25,
The dual emergency battery system has two and 2-26) are provided to show the three basic
switches labeled EMER PWR (BAT 1 and BAT electrical circuit configurations, differing only
2). An amber EMR PWR annunciator for each with respect to the essential buses.

26 V R AC 26 V
AC TRANS L AC TRANS AC
2A BUS 7.5 A BUS 2A
BUS BUS
P S
10 A 10 A 10 A 10 A
AC VOLTS
0 50
10 30
2 ELECTRICAL POWER
SYSTEMS
PARALLELING BOX
PRIMARY AUX * SECONDARY

INVERTER INVERTER INVERTER
R IGN/START/GEN
L IGN/START/GEN
L R
MAIN 50 A MAIN
60 A
L ESS B R ESS B
20 A
60 A 70 A 70 A 60 A
L PWR 40 A 40 A R PWR
AMPS AMPS
0 400
DC VOLTS 0
100 200 300
400
100 200 300
10 50 A A
C K
K
50 A 10
A A

GEN REG BUS REG
BUS BUS GEN
275 275
A A
*OPTIONAL EQUIPMENT
OVER
VOLT
CUTOUT
LEGEND
BATTERY POWER
GENERATOR POWER
GROUND POWER
INVERTER POWER
20 A GND 20 A
L BAT L PWR R R BAT
BUS BAT UNIT BAT BUS
Figure 2-24. Electrical System—SNs 35-002 through 35-205 and 36-002 through 36-040
(Not Incorporating AMK 78-13)

26 V R AC 26 V
AC TRANS L AC TRANS AC
2A BUS 7.5 A BUS 2A
BUS BUS
P S
10 A 10 A 10 A 10 A
AC VOLTS
0 50
10 30
2 ELECTRICAL POWER
SYSTEMS
PARALLELING BOX
PRIMARY
INVERTER
AUX
INVERTER
* SECONDARY
INVERTER
L IGN/START/GEN
R IGNISTART/GEN
L R
MAIN 50 A MAIN
60 A
L ESS A 20 A R ESS A
60 A 70 A 70A 60 A
L ESS B 20 A R ESS B
AMPS AMPS
0 400
DC VOLTS 0 400
100 200 300 100 200 300
10 50 A
A
C K
K
50 A 10

REG BUS BUS REG
GEN BUS GEN
275 275
OVER
VOLT
CUTOUT
*OPTIONAL EQUIPMENT
20 A GND 20 A
L BAT L PWR R R BAT
LEGEND
BATTERY POWER GENERATOR POWER GROUND POWER INVERTER POWER
Figure 2-25. Electrical System—SNs 35-202 through 35-204, 35-206 through 35-508, 36-041
through 36-053, and Prior Aircraft Incorporating AMK 78-13

26 V 26 V
AC L AC R AC AC
TRANS BUS 7.5 A BUS TRANS
BUS 2A 2A BUS
P S
10 10 A 10 10 A
A AC VOLTS A
0 50
10 30
2 ELECTRICAL POWER
PARALLELING BOX
SYSTEMS
PRIMARY AUX SECONDARY

INVERTER INVERTER INVERTER
R IGNISTART/GEN
L IGN/START/GEN
L R
MAIN 50 A MAIN
60 A
L ESS A 20 A R ESS A
60 A L ESS B 60 A
20 A R ESS B
AMPS AMPS
0 400
DC VOLTS 0 400
100 200 300 100 200 300
10 50A
A
C K
K
50 A 10
REG LH L GEN BAT CHG R GEN RH

GEN BUS BUS GEN REG
BUS
275 275
OVER
VOLT
CUTOUT
*OPTIONAL EQUIPMENT
20 A GND 20 A
L BAT L PWR R R BAT
LEGEND
BATTERY POWER GENERATOR POWER GROUND POWER INVERTER POWER
Figure 2-26. Electrical System—SNs 35-509 and Subsequent, 36-054 and

Subsequent, and Prior Aircraft Incorporating AMK 85-1

QUESTIONS
1. The DC voltmeter indicates: 5. If aircraft electrical power fails and the
A. Battery voltage only EMER PWR BAT 1 switch is ON, the sys-
tems powered by the emergency battery
B. Generator voltage only
are:
C. Voltage on the battery buses
A. Standby attitude gyro only
D. Voltage on the battery charging bus
B. Flaps and gear only
2 ELECTRICAL POWER
2. When a GPU is used for engine start, the C. Flaps, gear, and spoiler
D. Standby attitude indicator, gear, and
SYSTEMS
output value should be:
flaps
A. Regulated to 24 V
B. Regulated to 28 V and limited to 1,100
6. If both 275 A current limiters fail in flight:
A
C. Regulated to 33 ±2 V A. The essential buses will remain pow-
ered by the aircraft batteries
D. Regulated to 28 V and limited to
500 A B. The essential buses will remain pow-
ered by the generators
3. The buses that the aircraft batteries power C. The battery charging bus will fail im-
are: mediately
D. Both inverters will fail
A. Battery buses only
B. Battery and battery charging buses
7. Illumination of a PRI or SEC inverter
only
light indicates:
C. All buses except the 115 VAC
A. The inverter is operating
D. All buses including AC if an inverter
is on B. The inverter output is less than 90
VAC, or there is less than a 10 volt-
ampere draw on the inverter
4. A generator failure is indicated when:
C. The inverter switch is off
A. One ammeter indicates less than 25 A
D. B and C
B. The GEN switch is in the ON position
and the GEN light remains illumi-
8. The AC voltmeter will indicate:
nated after activating RESET
C. The GEN light is extinguished A. Right AC bus voltage with the AC
BUS switch in PRI
D. The DC voltmeter reads less than 28 V
B. Left AC bus voltage when the AC BUS
switch is in PRI
C. The AC load
D. The voltage on the 26 VAC buses

9. If an overload sensor shuts off power to 12. Inverter output is:

a main bus, power may be restored by: A. 115 VAC, 400 Hz
A. Resetting the control CB after the B. 115 VAC and 26 VAC, 400 Hz
overload sensor resets C. 26 VAC, 400 Hz
B. Changing the overload sensor D. 115 VAC and 26 VAC, 1,000 Hz
C. Automatic action after the current
limiter cools 13. The approved AFM recommends that a
D. Automatic action after the overload GPU be used for engine start when the
2 ELECTRICAL POWER
sensor cools ambient temperature is:

A. 10°C or below
SYSTEMS
10. To unlock the entrance door when the

B. 0°F or below
batteries are dead:
C. 15°F or below
A. Plug in a GPU and use a key
D. 32°F or below
B. Plug in a GPU with 33 ±2 VDC or
less on the small pin and use a key
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
C. Remove both batteries for charging inverter light illuminates, the f irst step of
and reinstall corrective action is:
D. Enter aircraft through the emergency
A. Pull the AC bus-tie CB
hatch, place the emergency battery
switch to ON, and activate the interior B. Turn the respective inverter switch
door switch off
C. Check for open INV or AC BUS cir-
11. With a dual-generator failure in flight, cuit breaker(s)
the aircraft batteries will support the min- D. Reduce the load on the failed AC bus
imum night IFR equipment load for ap-
proximately:
A. 60 minutes
B. 2 hours 45 minutes
C. 30 minutes
D. 30 minutes with fully charged emer-
gency batteries and emergency BAT 1
in standby position

CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION ................................................................................................................... 3-1
GENERAL .............................................................................................................................. 3-1
INTERIOR LIGHTING .......................................................................................................... 3-2
Cockpit Lighting.............................................................................................................. 3-2
Cabin Lighting ................................................................................................................. 3-4
Emergency Lighting ........................................................................................................ 3-6
EXTERIOR LIGHTING ......................................................................................................... 3-8
3 LIGHTING
General............................................................................................................................. 3-8
Landing/Taxi Lights......................................................................................................... 3-8
Recognition Light .......................................................................................................... 3-10
Strobe Lights ................................................................................................................. 3-10
Navigation Lights .......................................................................................................... 3-10
Anticollision Lights ....................................................................................................... 3-11
Wing Inspection Lights.................................................................................................. 3-12
Tail Cone Area Inspection Light ................................................................................... 3-13
QUESTIONS......................................................................................................................... 3-15

ILLUSTRATIONS
Figure Title Page
3-1 Interior Lighting Controls ........................................................................................ 3-3
3-2 Cockpit Map Lights ................................................................................................. 3-4
3-3 Reading Lights (Typical).......................................................................................... 3-4
3-4 Overhead Lights Control (Typical) .......................................................................... 3-5
3-5 Advisory Lights and Controls .................................................................................. 3-6
3-6 Emergency Cabin Door Light, Emergency Exit Light,
and Wing Inspection/Egress Light ........................................................................... 3-7
3-7 Emergency Lights Control ....................................................................................... 3-7
3-8 Exterior Lighting Locations ..................................................................................... 3-8
3-9 Exterior Lighting Controls ....................................................................................... 3-9
3 LIGHTING
3-10 Landing/Taxi Lights ................................................................................................. 3-9
3-11 Recognition Light .................................................................................................. 3-10
3-12 Strobe and Navigation Lights ................................................................................ 3-10
3-13 Anticollision Lights ............................................................................................... 3-11
3-14 Wing Ice Inspection Light...................................................................................... 3-12
3-15 Wing Ice Inspection Light Control ........................................................................ 3-13
3-16 Tail Cone Inspection Light Switches ..................................................................... 3-13

CHAPTER 3
LIGHTING
3 LIGHTING
INTRODUCTION
Aircraft lighting is divided into interior, exterior, and emergency (if installed) lighting
packages. Interior lighting provides illumination of both the cockpit and cabin areas under
normal conditions. The cockpit area is provided with general illumination and specif ic
lighting for instrument and map reading. Cabin area lighting provides illumination for
the standard warning signs and specif ic area illumination for passenger safety and con-
venience. Exterior lighting consists of navigation, landing/taxi, anticollision, recogni-
tion, and strobe lights. An optional tail cone area inspection light and two lighting
packages to illuminate the wing are available.
An emergency lighting system may be installed as optional equipment; this serves to
illuminate the cabin interior and egress points in the event of aircraft electrical power
failure. There are two basic conf igurations, depending on aircraft serialization.
GENERAL
Cockpit lighting consists of the instrument with rheostat controls. The electroluminescent
lights, floodlight, electroluminescent lighting, lighting illuminates the lettering on various
and map lights; all are adjustable for intensity switch panels, pedestal, and CB panels.

Optional map lights may be installed, which Instrument Lights

consist of a flexible-neck light located on each
pilot’s sidewall panel or one of two overhead Incandescent lighting is installed for pilot,
light installations, depending on aircraft copilot, and center instrument panels, pedestal
serialization. indicators, and the magnetic compass. The
lights are controlled with the INSTR rheostat
Cabin lighting consists of eight fluorescent on the pilot side panel and both INSTR and
upper center-panel lights (four on 36 mod- PEDESTAL rheostats on the copilot side panel.
els), two door entry lights, baggage compart- DC power for the lights is supplied through the
ment lights, individual reading lights, and the respective INSTR LTS circuit breakers on the
no smoking/fasten seat belts sign. The op- respective left and right essential buses.
tional emergency lighting systems illuminate
the fluorescent upper center-panel lights, and Pilot INSTR Lights
other lights at the exits.
The pilot INSTR rheostat provides lighting
Exterior lights include landing/taxi lights, control for the pilot flight instruments, en-
wing and tail navigation lights, anticollision gine instruments, clock, electrical indicators,
beacons, one or two (optional) recognition oil temperature indicators, altitude indicator,
lights, and high-intensity strobe lights. A wing and the radar edge lighting.
inspection and egress light, which may be part
of the emergency lighting option, illuminates
the right wing area to check for ice accumu- Copilot INSTR Lights
lation and for emergency egress. An optional
3 LIGHTING
The copilot INSTR rheostat provides lighting

wing ice inspection light available on late control for the copilot flight instruments, the
models is not part of the emergency lighting magnetic compass, cabin temperature indica-
system. An optional light inside the tail cone tor, BAT TEMP indicator (if installed), land-
does not require aircraft battery switches to be ing gear control panel, EMERGENCY AIR
on for operation. and HYDRAULIC PRESSURE indicators, and
the pressurization control panel.
INTERIOR LIGHTING PEDESTAL Lights

The PEDESTAL rheostat on the copilot side
COCKPIT LIGHTING panel provides lighting controls for the flight
director panel and the pedestal.
General
Some cockpit lighting systems use both in- Switch Panel Lighting
candescent and fluorescent bulbs and, conse-
quently, require both AC and DC power. Electroluminescent lighting is used to illu-
Controls for lighting are either on the device minate the lettering on all switch panels and
or as illustrated in Figure 3-1. both circuit breaker panels.
Electroluminescent (EL) lighting uses 115

Instrument Panel Floodlights VAC supplied through the EL LTS circuit
A single fluorescent light tube is installed breakers on the left (primary) and right (sec-
under the glareshield to illuminate the in- ondary) AC buses, respectively. The lights are
strument panel. It is controlled by the FLOOD 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
rheostat switch on the pilot side panel (Figure switches on the pilot and copilot side panels,
3-1). Electrical power required is 115 VAC respectively.
supplied through the FLOOD LT circuit
breaker on the left (primary) AC bus.

EL PANEL Rheostat EL PANEL Rheostat

(Pilot Sidewall) (Copilot Sidewall)
The EL rheostat controls all edge lighting on The EL PANEL rheostat controls all edge
the switch panels to the left of a line running lighting on switch panels to the right of the ver-
vertically between the radar and radio panels. tical line established in the preceding para-
This control includes dimming for the audio graph. It also controls lighting for the copilot
control panel, the left CB panel and the pilot microphone jack panel, audio panel, and the
microphone jack panel. right CB panel.
3 LIGHTING
Figure 3-1. Interior Lighting Controls

Map Lights CABIN LIGHTING

When installed, the aircraft may have one or
more of three different map light options: General
Passenger compartment lighting consists of
• Flexible neck light on each pilot sidewall reading lights, overhead lights, entry lights,
panel, with an ON-OFF rheostat for
no smoking/fasten seat belt signs, and
intensity control (see Figure 3-1)
refreshment cabinet lights.
• A reading light and gasper assembly, in-
stalled in the cockpit headliner for each
pilot, incorporating a rheostat for light Reading Lights
intensity adjustment and a light pattern The reading lights are mounted in the upper
adjustment lever (Figure 3-2) center panel above the seats on each side of
• A dome light assembly, mounted on each the cabin. There are individual switches for
side of the headliner just forward of the each light. The lights are adjustable for posi-
upper air outlets incorporating a rocker- tion and use DC power supplied through the
operated switch (labeled ON-REMOTE) RDNG LTS circuit breaker on the left main bus
with an unlabeled center off position (Figure 3-3).
(Figure 3-2) and a swivel-mounted light.
All installations are powered through the Overhead Lights
INSTR LTS circuit breakers on the left and
The cabin overhead light system consists of
3 LIGHTING
right essential buses. In the REMOTE position,

the dome lights are powered from the ENTRY four (three on 36 models) fluorescent lights
LT circuit breaker on the left battery bus. recessed in each side of the upper panel, a
Figure 3-2. Cockpit Map Lights
Figure 3-3. Reading Lights (Typical)

cabin lights power supply, a three position Entry Lights

switch, a cabin lights relay assembly, and a
CAB LTS circuit breaker on the left main bus. The entry light system consists of a STEP
LIGHT switch and light on the left service cab-
Normally, the lights are controlled with the inet forward of the entry door (Figure 3-4), and
three position switch located on the left service another directly over the door opening. Power
cabinet forward of the entry door (Figure 3-4). from the left battery bus is supplied through the
ENTRY LT circuit breaker on the left battery
In the event of cabin depressurization, the bus; therefore, the lights are operational when
lights automatically illuminate full bright the aircraft BAT switch is in OFF.
when the cabin altitude reaches 14,000 ft. On
aircraft with the optional emergency lighting Baggage Compartment Lights
system, three overhead lights illuminate au-
tomatically in the event of aircraft electrical Two lights are installed in the aft baggage com-
power failure. partment; 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 com-
partment light is controlled by a switch on the
forward end of the upper center panel.
3 LIGHTING
Figure 3-4. Overhead Lights Control

(Typical)

Passenger Advisory Lights EMERGENCY LIGHTING

The no smoking/fasten seat belts advisory
light system consists of two f ixtures (one on Cabin Interior and Wing
36 models) (Figure 3-5), a switch on the center Inspection and Egress Lights
switch panel, and the RDNG LT circuit breaker If these lights are installed, the aircraft is
on the left main bus. The switch has three equipped with two nickel-cadmium (nicad)
positions: NO SMOKING/FASTEN SEAT battery power supplies and a control module.
BELT–OFF –FASTEN SEAT BELT. When the The lights illuminate selected areas auto-
switch is moved from OFF, an audible tone matically in the event of aircraft DC power
sounds and the appropriate symbols illumi- failure.
nate. A RETURN TO SEAT light (if installed)
in the lavatory is a part of the advisory light An emergency light in the upper cabin door
system. Location of the f ixtures varies with (Figure 3-6) illuminates the lower cabin door
cabin conf iguration. and the immediate door area. A second light
illuminates the emergency exit window area.
Cabinet Lights An exterior wing inspection/egress light op-
tionally installed on the right side of the air-
The cabinet light system varies with cabin craft is adjacent to the emergency exit window
conf iguration and consists of various lights and illuminates the exterior egress area.
within the refreshment cabinet, microswitches
actuated by doors or drawers, power sup - The fluorescent cabin upper-center panel lights
plies, and a CB on the right essential bus.
3 LIGHTING
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.
Figure 3-5. Advisory Lights and Controls

The nicad battery packs charge through the ure of normal DC electrical power. Setting the
EMER LTS circuit breaker on the right es- switch to DISARM isolates the emergency
sential bus. lights from the emergency batteries.
The switch should be set to ARM prior to take-

Control Module off. If the switch is in the DISARM position
The EMER LIGHT TEST switch on the pilot and at least one BAT switch is on, the amber
(or center) switch panel (Figure 3-7) provides light adjacent to the switch illuminates to re-
the test function for the system and automati- mind the pilot that the switch should be set to
cally illuminates the emergency lights in the ARM. The switch should be set to DISARM
event of an interruption of normal DC electrical prior to setting the BAT switches to OFF.
power. The switch has three positions: TEST,
ARM, and DISARM. Setting the switch to The WING INSPECTION light switch (in-
TEST simulates a failure of normal DC elec- cluded as par t of the emergency lighting
trical power and illuminates the upper cabin system), located adjacent to the EMERG
entry door light, the emergency exit light, and LIGHT TEST–ARM–DISARM switch, may
the cabin overhead fluorescent lights. Setting be used independently of the rest of the emer-
the switch to ARM arms the system to illumi- gency lighting system to visually check for
nate the emergency lights in the event of a fail- ice accumulation on the wing leading edge.
3 LIGHTING
Figure 3-6. Emergency Cabin Door Light, Emergency Exit Light, and Wing
Inspection/Egress Light
Figure 3-7. Emergency Lights Control

Turning the switch on illuminates the exterior

wing inspection/egress light.
EXTERIOR LIGHTING
The EMERGENCY LTS. switch on the left GENERAL
service cabinet near the entry door (see Figure
3-7) provides a means for manual illumination The exterior lighting systems consist of the
of the interior emergency lights. When the landing/taxi lights, navigation lights, anti-
switch is set to EMERGENCY LTS., the upper collision lights, recognition light(s), strobe
cabin entry door light, the emergency exit lights, and an optional wing ice inspection
light, the cabin overhead fluorescent lights, and light (Figure 3-8). The exterior lighting con-
the wing inspection/egress light (if installed) trols are shown in Figure 3-9.
illluminate. For normal operation, the switch
should be set to OFF, allowing automatic LANDING/TAXI LIGHTS
illumination of the emergency lights in the
event of a failure of the normal electrical The landing light system consists of one 450
system. 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 LANDING–TAXI LIGHTS WING ICE INSPECTION LIGHT

ANTICOLLISION LIGHT
NAVIGATION LIGHT STROBE LIGHT NAVIGATION LIGHT ANTICOLLISION LIGHT
Figure 3-8. Exterior Lighting Locations

Figure 3-9. Exterior Lighting Controls
Figure 3-10. Landing/Taxi Lights 3 LIGHTING
The L and R landing light switches have three 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.

positions: OFF, TAXI and LDG LT. DC power Moving the switch to LDG LT closes a sec-
to operate the relays comes from the left and ond relay, which allows current flow to bypass
right main buses, respectively. the resistor and increase the brightness of the
lamp. The 20 A current limiters protect the
Setting the L or R LDG LT switch to TAXI 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
closes a relay that shunts DC power from the generator bus and lamp f ilament.
respective generator bus through a resistor

Regardless of switch position, the lights will NAVIGATION LIGHTS

not illuminate unless the respective landing
gear down-and-locked switches are closed and The navigation light system consists of one
provide a ground. It is recommended that the lamp in the outboard side of each tip tank,
lights be operated in the L and R LDG LT two lamps in the upper aft tail fairing, a NAV
modes as sparingly as possible. Lamp service LT switch on the copilot lighting control panel,
life is shortened in the LDG LT mode because and a NAV LTS circuit breaker on the left
of the higher current flow. main bus.
All three navigation lights are controlled by

RECOGNITION LIGHT the NAV LT switch. Additionally, setting the
A 250 W recognition light is installed in the NAV LT switch to ON automatically dims
nose of the right tip tank (Figure 3-11). The most instrument panel and pedestal “peanut”
light is controlled with the RECOG LT switch lights and activates the landing gear position
on the copilot lighting control panel. When light dimmer rheostat.
turned on, DC power from the RECOG LT cir-
cuit 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

ANTICOLLISION LIGHTS
Anticollision lights are installed on top of the
vertical stabilizer and on the bottom of the
fuselage (Figure 3-13). The lights are con-
trolled by a BCN LT switch on the copilot
lighting control panel. Each light is a dual-
bulb light; each bulb oscillates 180° at 45 cy-
cles per minute. The beam is concentrated by
an integral lens; an illusion of 90 flashes per
minute occurs due to the oscillation.
The lights operate on DC power through the

BCN LT circuit breaker on the right main bus.
3 LIGHTING
Figure 3-13. Anticollision Lights

WING INSPECTION LIGHTS The WING INSPECTION control switch is

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

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
ON–OFF 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 lim-
iter; in such a case, an aircraft battery must
be turned on to operate the light.
Control
3 LIGHTING
Figure 3-16. Tail Cone Inspection Light Switches

3 LIGHTING
INTENTIONALLY LEFT BLANK

QUESTIONS
1. The instrument panel flood light control is 6. The emergency lighting switch position
located: used during normal operation is:
A. DISARM
A. On the light
B. ARM
B. Just forward of the warning panel
C. TEST
C. On the pilot side panel
D. EMER LT
D. On the copilot side panel
7. The lights that come on when cabin alti-
2. The cockpit map lights are controlled: tude reaches 14,000 ft or higher are the:
A. With an ON-OFF switch on the copilot A. Passenger advisory lights
side panel
B. Lavatory lights
B. With the overhead map light rheostat
C. Cabin overhead panel lights
on the copilot side panel
D. Reading lights
C. With an integral rheostat and a pattern
lever
8. The wing ice inspection light switch (if
D. Automatically, relative to ambient
installed) is located on the:
light
A. Pilot switch panel
3 LIGHTING
3. The cabin overhead light control switches B. Light assembly
are located on the: C. Overhead panel
A. Right forward refreshment pedestal D. Copilot right sidewall
B. The entrance door threshold
C. Left forward service cabinet 9. The lights that require inverter power
are the:
D. Light assembly
A. Cabin overhead lights
4. When a cabin overhead light switch is B. FLOOD and EL lights
turned on, f irst select: C. INSTR lights
A. ON D. NAV lights
B. OFF
C. DIM 10. The lights that can be operated with the
aircraft batteries turned off are the:
D. BRT
A. Entry lights and baggage compart-
5. The lights that are illuminated by the ment light
emergency lighting system are the: B. Overhead lights
A. Instrument panel floodlights and elec- C. Passenger advisory lights
troluminescent lights D. Reading lights
B. Cabin overhead lights, wing egress
light, and emergency exit light
C. Navigation lights
D. Strobe lights

CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 4-1
GENERAL .............................................................................................................................. 4-1
GLARESHIELD ANNUNCIATOR LIGHTS ........................................................................ 4-2
MASTER WARNING LIGHTS.............................................................................................. 4-2
TEST ....................................................................................................................................... 4-2
INTENSITY CONTROL ........................................................................................................ 4-3
BULB CHANGE..................................................................................................................... 4-3
ILLUMINATION CAUSES .................................................................................................... 4-3
QUESTIONS........................................................................................................................... 4-7
4 MASTER WARNING
SYSTEM

ILLUSTRATION
Figure Title Page
4-1 Test Switch ............................................................................................................... 4-2
TABLE
Table Title Page
4-1 Annunciator Illumination Causes............................................................................. 4-3
4 MASTER WARNING
SYSTEM

CHAPTER 4
MASTER WARNING SYSTEM
INTRODUCTION
The master warning system provides a warning for aircraft equipment malfunctions, an
indication of an unsafe operating condition requiring immediate attention, and an indi-
4 MASTER WARNING
cation that a system is in operation.
SYSTEM
GENERAL
The warning light system incorporates two Provision is made to test all glareshield an-
horizontal rows of red, amber, and green lights nunciator lights with two switches, one lo-
(see Annunciator panel section) that alert the cated on either end of the glareshield just
pilots to various conditions or switch posi- beneath the glareshield lights panel.
tions, and are located on the center portion of
the glareshield just above the autopilot-flight The intensity of the glareshield annunciator
director panel. These lights are referred to as lights is controlled automatically.
glareshield annunciator lights. Two MSTR
WARN lights on the instrument panel—one in There may be other annunciator lights located
front of each pilot—flash when any red light on the instrument panel, center pedestal, or
on the glareshield panel illuminates. These thrust reverser control panel (if installed).
flashing lights serve to draw pilot attention to These lights function as system advisory
the glareshield lights and, thereby, to the mal- annunciators.
functioning system.

GLARESHIELD glareshield annunciator light remains illuminated

as long as the causative condition exists.
ANNUNCIATOR LIGHTS
The red, amber, and green glareshield lights
receive power from the left and/or right
TEST
essential DC buses through the respective Depressing either of the two test switches
WRN LTS circuit breakers. The red lights are under the glareshield (Figure 4-1) causes the
used to indicate the more critical malfunctions. following lights to illuminate:
Amber lights denote cautionary items, and
green lights indicate conditions that may be • All glareshield annunciator lights and
normal but need to be announced. both MSTR WARN lights
• FIRE warning lights
If a glareshield annunciator light illuminates
and the condition is cor rected, the light • Marker beacon lights (if installed)
extinguishes; should the condition recur, the • Thrust reverser panel annunciator lights
light again illuminates. (if installed)
Five of the glareshield annunciator lights • AFCS/control panel annunciator lights
give a flashing indication under the fol- (FC 530 AFCS)
lowing conditions: • ANTISKID lights
1. SPOILER—If spoilers and flaps are • AIR IGN lights
both extended (flaps more than 13°)
2. STALL (L or R)—If the angle-of-at- • Fuel panel lights
tack indicators reach shaker limits • Copilot flight director annunciator lights
(yellow band)
• Dual PITOT HT indicator lights (if
3. FIRE (L or R)—If the warning sys- installed)
tem detects a f ire or overtemperature
condition in the engine nacelle • Starter-engaged lights (if installed)
• Rotary test switch current limiter light
NOTE (if installed)
4 MASTER WARNING
On SNs 35-002 through 35-431 and

SNs 36-002 through 36-049, the
MSTR WARN lights may not cancel
SYSTEM
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 Figure 4-1. Test Switch
aircraft mentioned above. However, the red

INTENSITY CONTROL ILLUMINATION CAUSES

A photoelectric cell outboard of each FIRE Table 4-1 shows each annunciator light label,
handle (Figure 4-1) automatically adjusts the color, and cause for illumination.
glareshield annunciator light intensity for
existing cockpit light conditions. The other
instrument panel and pedestal annunciator
NOTE
lights dim when the navigation light (NAV LT) Some lights are optional, and
switch is turned on. 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 ANNUNCIATOR CAUSE FOR ILLUMINATION

Differential pressure is 1.25 psi
DH At or below altitude set on radio FUEL across one or both airframe fuel
altimeter. filters. Fuel is bypassing the filter.
FILTER
LOW Fuel is below 400–500 lb in either 1. Switch ON–Insufficient pressure to
FUEL wing tank. L ENG nacelle or fan spinner or failure of
ICE valve(s) to open.
L FUEL Less than 0.25 psi fuel pressure to 2. Switch OFF–Nacelle or fan
PRESS engine. (Light extinguishes at 1 psi.) R ENG spinner valve(s) open.
ICE
R FUEL
PRESS
L FUEL 1. Switch is off.
4 MASTER WARNING
Steady–Spoilers not locked down CMPTR
SPOILER (normal if extended).
2. Computer has failed with the
R FUEL
SYSTEM
switch on.
(FC 200) CMPTR
Flashing–Spoilers deployed with 13°
SPOILER or more flaps extended (normal on
landing roll).
(FC530) L 1. Steady–System is off or failed.
(During pusher actuation it is
STALL normal.)
One of 10 latch pins not fully
DOOR engaged, or hook motor not fully R
retacted. 2. Flashing–In shaker range.
STALL
AUG 1. Spoilers split 6° or more.
AIL 2. Spoiler and aileron split 6° or more One motor in the vertical gyro has
in spoileron mode. L VG failed.
MON
1. One or both pitot heaters is
PITOT inoperative with the switches on. R VG
HT 2. One or both pitot heat switches is MON
off.

Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES (Cont)

System is inoperative with speed above Wing structural temperature is above
MACH 0.69 Mach and autopilot disengaged. If WING 215°F.
TRIM above 0.74 Mach, the overspeed OV HT
warning horn sounds.
PRI The windshield anti-ice valve is open.

1. Inverter is off. WSHLD
INV HT
2. Inverter switch is on and output is
SEC less than 90 V, or less than 10 1. Late ECS–The alcohol tank is
INV volt-amperes ALC empty.
AI 2. Early ECS–Alcohol system
pressure is low.
AUX Inverter has failed with the switch on.
INV BAT One or both batteries' temperature is
140 140°F or more.
LO OIL Oil pressure on one or both engines

is below 23 ±1 psi.
PRESS BAT One or both batteries' temperature is
160°F or more.
160
STAB Stabilizer structural temperature is
above 215°F.
ENG The engine sync switch is on with the
OV HT nose gear down and locked.
SYNC
Windshield heat has been shut off by

TO Aircraft is on the ground and the
horizontal stabilizer is not trimmed for
WSHLD a temperature limit. TRIM takeoff.
OV HT GND–High or low limit
Failure of either or both 275 A current
AIR–High limit only CUR limiter (SNs 35-370, 35-390 and
LIM subsequent and 36-048 and
subsequent).
STEER Nosewheel steering is engaged.
ON Fire-extinguishing bottles are armed.
ARMED
4 MASTER WARNING
BLEED 1. Overtemperature of pylon (250°F)

FIRE Fire/overheat is detected in
SYSTEM
or duct (590°F/645°F)
AIR L associated engine.
2. Both lights–Manifold PULL
BLEED overpressure (47 psi) on SNs
35-082, 35-087 through 35-106,
AIR R 35-108 through 35-112, 36-023 MSTR A red light on the master warning
through 36-031, and AMK 76-7 panel is illuminated.
WARN
Indicated generator is off or has LOW HYD–Hydraulic system
L failed.
LOW FUEL
pressure is 1,125 psi or less.
GEN HYD XFLO FUEL XFLO–Fuel crossflow valve is
open.
R L LO R LO
L LO OIL, R LO OIL–Indicated engine
GEN OIL OIL oil pressure is low.
1. Primary pitch trim is running at fast

Cabin altitude has reached 8,750 PITCH
CAB ±250 ft and controller has
rate with flaps up.
ALT automatically switched to manual TRIM 2. Primary pitch trim has a fault
control. (potential runaway).
(Late ECS Only) FC 530 AFCS 3. Wheel master switch is depressed.

Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES (Cont)

Ferrous metal particles are detected Ignition system is activated.
LH ENG
in indicated engine’s oil. AIR IGN L AIR IGN R
CHIP
RH ENG
CHIP ANTI-SKID Indicated antiskid generator is
GEN inoperative.
L R
EMER Indicated emergency battery is
powering the connected systems. Indicated 275 A current limiter has
PWR 1 L CUR failed.
LIMITER
EMER
PWR 2 R CUR
LIMITER
Indicated starter is engaged. (AMK 80-17)
START L
L PITOT 1. Indicated pitot heat switch is off.
HEAT 2. Switch is on and indicated pitot
START R
heat has failed.
R PITOT
HSI headings are not within 7°. HEAT
COMPTR
WARN
PARK 1. Parking brake is set.
L or R NAC HEAT switches are ON.

BRAKE 2. Parking brake handle is not fully in
NAC HEAT after releasing parking brake.
ON
OR 1. Illuminates momentarily when

WSHLD
DEFOG WSHLD DEFOG is set ON.
Indicated NAC HEAT switch is ON.
4 MASTER WARNING
L NAC 2. Indicates an overheat/underheat
L R
HEAT conditiion when ON.
SYSTEM
R NAC
HEAT


4 MASTER WARNING
SYSTEM

QUESTIONS
1. All glareshield annunciator lights and 4. The glareshield annunciator light inten-
system advisory annunciator lights can be sity is adjusted:
tested by: A. Automatically by photoelectric cells
A. The rotary test switch B. By depressing the TEST button
B. Depressing each individual light C. By depressing each individual capsule
C. Depressing either glareshield TEST D. By depressing the DIM button
switch
D. Shutting the represented system off 5. The flashing MSTR WARN lights can be
reset by depressing either MSTR WARN
2. When a red glareshield annunciator light light:
illuminates, another annunciation that A. Unless a red glareshield annunciator
occurs is: is flashing
A. Only the pilot MSTR WARN light B. Anytime
flashes C. Unless a red glareshield annunciator
B. Both MSTR WARN lights illuminate is illuminated steady
steady D. Unless an engine FIRE PULL light
C. Only the copilot MSTR WARN light illuminated steady
illuminates
D. Both MSTR WARN lights flash
3. 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 MASTER WARNING
SYSTEM

CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 5-1
GENERAL .............................................................................................................................. 5-1
FUEL TANKS AND TANK VENTING SYSTEM ................................................................ 5-3
General............................................................................................................................. 5-3
Tip Tanks ......................................................................................................................... 5-3
Wing Tanks ...................................................................................................................... 5-3
Fuselage Tank .................................................................................................................. 5-3
Ram-Air Vent System ...................................................................................................... 5-4
FUEL INDICATING SYSTEMS ............................................................................................ 5-4
Fuel Quantity Indicating System/Low Fuel Warning ...................................................... 5-4
Fuel Flow Indicating System ........................................................................................... 5-7
FUEL DISTRIBUTION .......................................................................................................... 5-7
General............................................................................................................................. 5-7
Boost Pumps .................................................................................................................... 5-7
Motive-Flow Fuel and Jet Pumps .................................................................................... 5-8
Filters ............................................................................................................................... 5-9
Main Fuel Shutoff Valves (Firewall)................................................................................ 5-9
Low Fuel Pressure Warning Lights.................................................................................. 5-9
5 FUEL SYSTEM
Pressure-Relief Valves ..................................................................................................... 5-9

Fuel Drain Valves............................................................................................................. 5-9
FUEL TRANSFER SYSTEMS ............................................................................................ 5-10

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 FOR TRAINING PURPOSES ONLY

ILLUSTRATIONS
Figure Title Page
5-1 Fuel System.............................................................................................................. 5-2
5-2 Ram-Air Scoop and Overboard Drain...................................................................... 5-4
5-3 Fuel Vent System ..................................................................................................... 5-5
5-4 Fuel Control Panels .................................................................................................. 5-6
5-5 Fuel Flow Indicator .................................................................................................. 5-7
5-6 Jet Pump Schematic ................................................................................................. 5-8
5-7 Fuel Drain Locations ............................................................................................. 5-10
5-8 Aircraft Grounding Points...................................................................................... 5-14
5-9 Prist Blending Apparatus ....................................................................................... 5-15
5-10 Refueling Filler Cap............................................................................................... 5-15
5 FUEL SYSTEM

CHAPTER 5
FUEL SYSTEM
INTRODUCTION
The Learjet 35/36 series fuel system consists of the fuel tanks, tank venting, indicating,
distribution, transfer, and jettison systems.
This chapter covers the operation of the fuel system up to the engine-driven fuel pumps.
At that point, fuel system operation becomes a function of the engine. Refer to Chapter
7, Powerplant, for additional information.
GENERAL
The fuel storage system consists of tip tanks, A ram-air system is used to vent all tanks.
integral tanks in each wing, and a fuselage Drain valves are provided to remove conden-
tank. A crossflow valve permits fuel transfer sation and contaminants from the low points
between the wings for fuel balancing. in the fuel tanks and to drain the contents of
5 FUEL SYSTEM
the vent system sump.

Each wing tank contains a jet pump and an
electric standby pump to supply fuel to the en- Tip tank fuel can be jettisoned, if required.
gine on the same side. Tip tank and fuselage tank
fuel must be transferred into the wing tanks by Figure 5-1 depicts Learjet 35/36 series fuel
jet pumps and an electric pump, respectively. systems.

CROSSFLOW
TO VALVE
SUMP MODEL 35
WITHOUT
GRAVITY-FLOW LINE
P
F
P P P
P
WING
PRESS SW EMPTY LIGHT
TRANSFER PRESSURE
VALVE SWITCH
TRANSFER
FUEL JETTISON LINE
SHUTOFF VALVE
LOW FUEL
PRESSURE P
SWITCH FUSELAGE
TANK
DIFFERENTIAL
MOTIVE PRESSURE
FLOW FUEL SWITCH
FUEL SHUTOFF
MOTIVE 75-PSI
RELIEF VALVE CROSSFLOW
FLOW VALVE
VALVE VALVE
TO
MODEL 36 AND MODEL 35
SUMP WITH
P
GRAVITY-FLOW LINE
F
P P P
P
WING FUSELAGE
PRESS VALVE
SW
GRAVITY-FLOW
LINE
FUEL JETTISON TRANSFER
SHUTOFF VALVE VALVE TRANSFER
LINE
LOW FUEL EMPTY LIGHT
PRESSURE PRESSURE
SWITCH SWITCH
P FUSELAGE
TANK
(MODEL 36
MOTIVE TANK SHOWN)
FLOW MOTIVE 75-PSI DIFFERENTIAL
FUEL PRESSURE
FUEL FLOW RELIEF SHUTOFF
VALVE VALVE SWITCH
VALVE
LEGEND
F FILLER CAP ENGINE PUMP SUPPLY
P QUANTITY PROBE PRESSURE RELIEF VALVE LOW PRESSURE
5 FUEL SYSTEM
BOOST PUMP CHECK VALVE HIGH PRESSURE

JET PUMP FLAPPER VALVE GRAVITY (TRANSFER)
LOW PRESSURE (FILL)
FILTER FLOAT SWITCH
Figure 5-1. Fuel System

FUEL TANKS AND TANK WING TANKS

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

the entire aircraft fuel system.

RAM-AIR VENT SYSTEM of the main landing gear, collects any fuel
that might enter the vent lines. A vent drain
A ram-air scoop located on the underside of valve permits draining of the sump to ensure
each wing (Figure 5-2) supplies positive air that the vent line to the fuselage tank is
pressure in flight to a manifold that directly unobstructed.
vents the fuselage tank and both tip tanks.
Each wing tank is indirectly vented to its own
tip tank through a length of tubing, the ends of
which extend to the uppermost area of each FUEL INDICATING
tank (Figure 5-3). The ram-air scoops, by design,
do not require heating to remain ice free. SYSTEMS
Two vent float valves are located in each tip FUEL QUANTITY INDICATING
tank, and one in the fuselage tank on 35 mod-
els. The float valves close when the fuel level SYSTEM/LOW FUEL WARNING
reaches the vent ports, preventing fuel from en- The fuel quantity indicating system includes
tering the vent lines. A vacuum relief valve in an indicator and tank selector switch located
each tip tank and the fuselage tank opens to on the fuel control panel (see Figure 5-4). A
allow air to enter the tanks should vacuum red LOW FUEL warning light (Annunciator
conditions occur. Section) illuminates when either wing tank
fuel level is low.
Each tip tank has two pressure relief valves that
protect the tanks from excessive pressure. The The fuel quantity indicating system uses DC
pressure relief valves are set at 1.0 and 1.5 power from the right essential bus through the
psi; the second valve provides a backup in case FUEL QTY circuit breaker. The six-position
the f irst valve fails. rotary selector switch enables the pilot to
check the fuel quantity in each of the f ive
Thermal expansion of fuselage fuel in 35 tanks and the aircraft total fuel quantity.
models is accounted for by an open-ended vent
line that bypasses the vent float valve (36 The fuel quantity for the position selected is
models use three open-ended vent lines) to read on the fuel quantity indicator. The quan-
vent pressures overboard through the ram-air tities printed beside each selector switch po-
scoops. A sump, installed in the vent manifold, sition indicate usable fuel capacities in pounds.
located at the bottom center fuselage just aft
5 FUEL SYSTEM
Figure 5-2. Ram-Air Scoop and Overboard Drain

OPEN
VENT
TUBE**
VACUUM
RELIEF
FLOAT
VALVE*
1.5-PSI
RELIEF
VALVE
1.0-PSI
RELIEF
FUEL VACUUM VALVE
VENT RELIEF
DRAIN VALVE
OVERBOARD
DRAIN TO AMBIENT
FLAME
ARRESTER
RAM-AIR
SCOOP
VACUUM
RELIEF
PRESSURE RELIEF
WING
VENT
*35 MODELS ONLY

**THREE VENTS ON 36 MODELS
FLOAT
5 FUEL SYSTEM
VALVE
(TYPICAL)
Figure 5-3. Fuel Vent System

L ON R
4
3 5 FUEL JTSN
FUEL 0 0 0 0
2 QUANTITY 6
LBS x 1000
OPEN
1 7
0 CLOSE
L ON R CROSS FLOW
EMPTY
FUS XFER
L WING 1340 R WING
1254 1254 OFF
L TIP R TIP JET PUMP F FILL
1215 1175 U
S FULL
TOTAL L ON R
}
6238 T OPEN
A
LBS N
K CLOSE
STANDBY PUMPS FUS VALVE
MODEL 35
*OPTIONAL ON SNs 35-299 THROUGH 35-596.

STANDARD ON SNs 35-597 AND SUBSEQUENT.
L ON R
4
3 5 FUEL JTSN
FUEL 0 0 0 0
2 QUANTITY 6
LBS x 1000
OPEN
1 7
0 8 CLOSE
L ON R CROSS FLOW
FUS EMPTY
L WING 2542 R WING XFER
1254 1254 OFF
L TIP R TIP JET PUMP F FILL
1215 1175 U
L ON R S FULL
TOTAL
7440 T OPEN
LBS A
N
K CLOSE
5 FUEL SYSTEM
STANDBY PUMPS FUS VALVE
MODEL 36
Figure 5-4. Fuel Control Panels

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 selec-
tions 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 in-
dicator 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 an-
nunciator panel to indicate low wing fuel quan-
tity (Annunciator Section). When flying with
the LOW FUEL light on, limit pitch attitude and
thrust to the minimum required.
FUEL FLOW INDICATING Figure 5-5. Fuel Flow Indicator

SYSTEM
A single fuel flow indicator, with two pointers pressure to the engine-driven pumps. During
(L and R) provides a readout of pounds of fuel engine start, the respective wing standby pump
flow per hour (Figure 5-5). A fuel counter is automatically energized when the
(Figure 5-4) located on the fuel control panel GEN–START switch is placed in START.
provides a four-digit readout in pounds of fuel When turbine speed (N 2 ) reaches 45% or 50%,
consumed by both engines. It should be reset or when the START switch is moved to OFF
to zero using the reset button adjacent to the or GEN (computer off starts), the wing standby
counter before starting the first engine. Both pump is deenergized and the wing jet pump
indicators are powered from the battery charg - then provides fuel to the engine. The wing jet
ing bus through a 10 A current limiter. pumps and standby pumps have check valves
on the output side to prevent reverse flow
when they are inactive.
FUEL DISTRIBUTION
BOOST PUMPS
GENERAL
5 FUEL SYSTEM
Submerged DC-powered boost pumps are

Each engine is supplied with fuel from its installed at three different locations: one
respective wing fuel system; there is no standby pump in each wing adjacent to the
crossfeed capability. Either the wing standby jet pump, and one transfer pump in the fuse-
pumps or the wing jet pumps supply fuel under lage tank.

The standby pumps are used: through the motive-flow valves to the jet
pumps, where it passes through a small orifice
• For engine start (automatically ener- into a venturi. The low pressure created in the
gized with starter switch activation) venturi draws fuel from the respective tank, re-
• As a backup for the wing jet pumps sulting in a low-pressure, high-volume output
from the jet pump (Figure 5-6).
• For wing-to-wing crossflow
Motive-flow pressure varies with engine rpm
• For f illing the fuselage tank (automati- and is regulated to 300 psi maximum. Conse -
cally energized with the XFER–FILL quently, jet pump discharge pressure also varies
switch in the FILL position) with engine rpm. At idle, discharge pressure is
approximately 10 psi, while at full-power set-
Both standby pumps are deactivated when the tings, discharge pressure is approximately 12
XFER–FILL switch is in XFER. psi.
The transfer pump is used to transfer fuse- There are four jet pumps: one in each wing tank
lage tank fuel to the wing tanks. adjacent to the standby pump, and one in each
tip tank. The wing tank jet pumps draw fuel
T h e s t a n d by p u m p s a r e p owe r e d by t h e from the wing tanks and supply low pressure
respective L or R STBY PMP circuit breakers fuel to the engine-driven, high-pressure fuel
on left and right essential buses; the fuselage p u m p s . Wi n g j e t p u m p o u t p u t c a n b e
pump receives power from the FUSLG PMP supplemented by the wing standby pump to
circuit breaker on the right main bus. ensure positive pressure to an engine. The tip
tank jet pumps draw fuel from the tip tanks and
MOTIVE-FLOW FUEL deliver it directly to the cavities where the
standby pumps and jet pumps are located.
AND JET PUMPS
High-pressure fuel from the engine-driven Jet pumps require no electrical power and
fuel pumps is the source of motive-flow fuel have no moving parts. They are controlled by
to operate the jet pumps. The fuel is routed two jet pump switches (see Figure 5-4) that
WING TANK
STRUCTURE
INPUT OUTPUT
5 FUEL SYSTEM
LEGEND
FUEL
Figure 5-6. Jet Pump Schematic

electrically open and close the motive-flow The engine-driven pump is capable of suction
valves. Power is provided by the respective L feeding enough fuel to sustain engine opera-
or R JET PUMP VAL circuit breaker on the left tion without either the wing standby pump or
and right essential buses. The amber indicator jet pump. However, 25,000 ft is the highest al-
lights next to the switches illuminate when the titude at which continuous operation should
motive-flow valves are in transit or are not in be attempted in this event.
the position selected on the switch. Each jet
pump switch (and motive-flow valve) controls
both jet pumps (wing and tip) on that side.
PRESSURE-RELIEF VALVES
A 75-psi relief valve is installed in each main
FILTERS fuel line on the engine side of the main shut-
off valve. The valves vent fuel overboard to re-
A fuel filter is installed in each engine feed line lieve pressure buildup caused by thermal
to f ilter the fuel before it enters the engine- expansion of trapped fuel when the engines are
driven fuel pump. Should the f ilters become shut down.
clogged, the fuel is allowed to bypass them. A
differential pressure switch installed in each
f ilter assembly illuminates the one amber
FUEL DRAIN VALVES
FUEL FILTER annunciator light if either or Drain valves (Figure 5-7) are located at low
both f ilters are bypassing fuel (Annunciator points throughout the fuel system for drain-
Panel section). ing condensation or sediment. A small amount
of fuel should be drained from each valve dur-
MAIN FUEL SHUTOFF VALVES ing the exterior preflight inspection. The
valves, spring-loaded to the closed position,
(FIREWALL) are located as follows:
The fuel shutoff valves are powered from the • One for each tip tank sump
essential buses through the L and R FW SOV
circuit breakers and are controlled by the • One for the crossflow line
FIRE handles on the glareshield. Pulling ei- • One for each wing sump
ther FIRE handle closes the associated valve;
pushing the FIRE handle in opens the valve. • One for each engine line
The valves remain in their last positions • One for each fuel f ilter
should DC power fail.
• One (or two) for the fuselage tank line(s)
LOW FUEL PRESSURE • O n e ( o r t wo ) f o r t h e f u s e l a g e t a n k
WARNING LIGHTS sump(s)
A low fuel pressure switch is located between There is one drain valve located at the fuel vent
the fuel shutoff valve and the engine-driven sump. This valve must be completely drained
fuel pump in each engine feed line. The during the exterior preflight inspection to
switches cause illumination of the appropri- prevent possible blockage of the fuselage ram-
ate red L or R FUEL PRESS annunciator light air vent line.
when fuel pressure drops below 0.25 psi. The
light extinguishes when pressure increases
above 1.0 psi. Illumination of a FUEL PRESS
5 FUEL SYSTEM
warning light is an indication of loss of fuel

pressure to the engine. The probable cause is
failure of the affected wing jet pump.

CROSSFLOW DRAIN
RH ENGINE FUEL LH ENGINE FUEL

LINE DRAIN LINE DRAIN
FLUSH SUMP FLUSH SUMP DRAIN
WING SUMP 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 The amber light (see Figure 5-4) adjacent to

the CROSS FLOW switch illuminates when the
SYSTEMS valve is in transit or is not in the position
selected. A g reen or amber FUEL XFLO
annunciator light (Annunciator Panel section)
CROSSFLOW SYSTEM on the glareshield illuminates continuously
whenever the crossflow valve is fully open.
A DC motor-driven valve is installed in the
crossflow manifold connecting the two wing If wing fuel imbalance occurs, as in single-
tanks (see Figure 5-1). It is opened during engine operation, crossflow is accomplished
fuselage fuel transfer and f illing operations, by opening the crossflow valve and turning on
and for wing-to-wing fuel balancing. The valve the standby pump in the heavy wing, while en-
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 suring that the opposite standby pump is off.
XFER–FILL switch on the fuel control panel The transfer rate is approximately 50 lb of
(see Figure 5-4) and is powered through the fuel per minute.
right main bus FILL & XFER circuit breaker.
Additionally, on aircraft with the gravity-flow With both engines operating, opening the
transfer line, the valve is controlled by the crossflow valve to balance fuel should not be
5 FUEL SYSTEM
FUS VALVE switch that is powered from the attempted when a red FUEL PRESS light is
left essential bus FUS VALVE (or FUSE VAL) illuminated unless it can be accomplished
circuit breaker. below 25,000 ft. To do so would divert pres-
sure from the affected engine-driven pump to
the crossflow line. Instead, asymmetric power

settings may be used to balance fuel, if nec - subsequent and on all 36 models, a DC motor-
essary. The above considerations do not apply driven fuselage valve is installed in a second
to single-engine operations, and normal cross- fuel line; it connects the fuselage tank with the
flow operations may be performed as usual. crossflow manifold on the right side of the
crossflow valve (see Figure 5-1). The valve is
controlled by the FUS VALVE switch on the
NORMAL TRANSFER SYSTEM fuel control panel.
The Learjet models 35/36 each have a fuel
transfer line connecting the fuselage tank When the FUS VALVE switch is positioned to
transfer pump with the crossflow manifold OPEN, both the fuselage valve and the cross-
(see Figure 5-1). A DC motor-driven transfer flow valve simultaneously open, allowing fuel
valve installed in the line controls fuel move- to gravity-flow from the fuselage tank to both
ment between the fuselage and wing tanks. wings. When fuselage fuel is transferred in this
The valve is controlled by the XFER-FILL manner, 162 lb of fuel remain in the fuselage
switch located on the fuel control panel. tank. The fuselage valve is also controlled by
the XFER–FILL switch.
When the switch is positioned from OFF to
XFER, the transfer and crossflow valves are When placed to FILL, the transfer valve, fuse-
sequenced open and the transfer pump is en- lage valve, and crossflow valve are sequenced
ergized automatically while both standby open, and the standby pumps are energized to
pumps are deactivated. When the switch is pump wing tank fuel through both fuel lines
positioned from OFF to FILL, the transfer and into the fuselage tank.
crossflow valves are sequenced open, and both
standby pumps are energized automatically. The fuselage valve remains closed when the
When the switch is positioned from either XFER–FILL switch is positioned to XFER.
XFER or FILL to OFF, the transfer pump or
standby pumps (whichever the case may be) are The amber light adjacent to the FUS VALVE
deenergized and the transfer and crossflow switch illuminates when the fuselage valve is
valves are sequenced closed. in transit or is not in the position selected (see
Figure 5-4).
The amber light adjacent to the XFER–FILL
switch illuminates when the valve is in tran- If either standby pump switch is on, the FUS
sit or is not in the position selected (see Figure VALVE switch is rendered inoperative, and
5-4). The valve is powered through the right neither the fuselage valve nor the crossflow
main bus FILL & XFER circuit breaker. valve will open if the FUS VALVE switch is
moved to OPEN. Conversely, if the FUS
On 35 models without the optional gravity- VALVE switch is already in OPEN (fuselage
flow line, the transfer line is connected to the valve and crossflow valve open), turning ei-
right side of the crossflow valve. On all 36 ther standby pump switch on automatically
models, and 35 models with the optional gravity- causes the fuselage valve and crossflow valves
flow line, the transfer line is connected to the to sequence closed.
left side of the crossflow valve.
The fuselage valve is powered through the
l e f t e s s e n t i a l b u s F U S E VA L ( o r F U S
GRAVITY-FLOW VALVE) circuit breaker.
TRANSFER SYSTEM
5 FUEL SYSTEM
As an option on SNs 35-299 through 35-596,

and as standard equipment on 35-597 and

FLOAT AND PRESSURE resets and energizes the pump again when the
SWITCHES pressure drops below 2.5 psi.
Fuselage Fuel Tank PRESSURE-RELIEF VALVES

Float Switch Two one-way pressure-relief valves are located
When f illing the fuselage tank, a float switch at wing rib 0.0, which separates the left and
mounted inside the tank actuates when the right wing fuel tanks. Each valve, relieving in
tank is full. The switch: the opposite direction, opens at 1 PSID to
equalize fuel pressure between the wing tanks
• Illuminates the green FULL light on the when crossflowing or transferring fuel.
fuel control panel
• Deenergizes the standby pumps FUSELAGE FUEL
• Closes the transfer and crossflow valves FILL-TRANSFER OPERATIONS
• Closes the fuselage valve (all aircraft
equipped with the gravity-flow transfer Fill Operation
line) Fuel may be pumped from the wings to the
fuselage tank using the FILL position on the
The green FULL light on the fuel control panel XFER–FILL switch. The FILL position may
(see Figure 5-4) remains illuminated until the be used for CG considerations in flight; however,
XFER–FILL switch is turned off. it is normally used only during fuel servicing.
When the XFER–FILL switch is placed to the

Fuselage Tank Low-Pressure FILL position:
Switch
• The transfer valve opens, then
The fuselage tank low-pressure switch is in-
stalled in the fuselage transfer line to alert • The crossflow valve opens, then
the pilot when fuselage fuel is depleted. With • The standby pumps are energized, and
the XFER–FILL switch in XFER, the switch
senses low pressure in the line and illumi- • The fuselage tank float switch is enabled
nates the white EMPTY light on the fuel con-
trol panel (see Figure 5-4) when either of two If the tank is to be f illed to capacity, the float
conditions exists: switch actuation automatically:
• The tank is empty. • Deactivates the standby pumps
• The fuselage transfer pump fails. • Closes all valves
• Illuminates the green FULL light, which
The switch actuates when pressure drops will go out when the XFER–FILL switch
below 2.75 psi and resets at 3.75 psi as pres- is turned off
sure increases.
The f illing process may be terminated at any
Wing Fuel Pressure Switch point by turning the XFER–FILL switch off.
A wing fuel pressure switch is installed to
5 FUEL SYSTEM
prevent internal over pressurization of the Transfer Operations

wings during transfer of fuselage tank fuel. The The normal method of transferring fuselage
switch, located in the right main wheel well, fuel in flight is accomplished by using the XFER
deenergizes the fuselage transfer pump when position on the XFER–FILL switch. When the
wing fuel pressure reaches 5 psi; the switch switch is placed in XFER:

1. The transfer valve opens TIP-TANK FUEL

2. The crossflow valve opens
JETTISON SYSTEM
3. The fuselage transfer pump is energized
4. The standby pumps are disabled A DC motor-driven valve in the tail cone of
each tip tank provides the capability of jetti-
5. The white EMPTY light (pressure soning tip-tank fuel. One FUEL JTSN switch
switch) is enabled on the fuel control panel (see Figure 5-4)
Gravity-flow is also possible on all aircraft controls both tip-tank jettison valves. When
through the normal transfer line should the the FUEL JTSN switch is placed to ON, the jet-
transfer pump fail. The amount of fuel trapped t 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
(unusable) is approximately 162 lb. The rate illuminate continuously on the fuel control
of gravity transfer will, however, be slower panel to indicate that the valves are fully open.
than when using the fuselage valve, if installed. The jettison tubes are scarfed, which creates
a low-pressure area that helps pull the fuel
When the XFER–FILL switch is placed in the out of the tank(s). This, in combination with
OFF position: the force of gravity, enables the entire contents
of both tanks to be jettisoned.
• The transfer pump is deenergized, and
Fuel jettison is faster while the aircraft is in
• Operation of the standby pumps is once a noseup attitude.
again possible
• The transfer valve closes, then It takes approximately f ive minutes to jettison
fuel from the tip tanks.
• The crossflow valve closes
The left- and right-hand jettison valves are
The alternate method of transferring fuselage protected independently by the FUEL JTSN
fuel in flight is only possible on aircraft circuit breakers located on the left and right
equipped with the gravity-flow line by using essential buses, respectively.
the OPEN position on the FUS VALVE switch.
However, prior to doing so, it is essential to
first assure that the XFER–FILL switch is off,
and that both standby pump switches are off. FUEL SERVICING
Then, when the FUS VALVE switch is placed
in OPEN, the fuselage valve and crossflow GENERAL
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 Fuel ser vicing includes those procedures
XFER–FILL switch. necessary for fueling and adding anti-icing
additives.
When the amount of fuel in the wing tanks
begins to decrease, the FUS VALVE switch Fueling is accomplished through a f iller cap
may be turned off, and the transfer process may in the top of each tip tank. Fuel then begins to
be completed using the normal transfer flow by gravity from the tip tanks into the
procedure. wing tanks as the tip tanks reach one-half full.
The wing standby pumps pump fuel to the
On aircraft with the gravity-flow line, ap - fuselage tank when the XFER–FILL switch is
5 FUEL SYSTEM
proximately 162 lb of fuel will be trapped set to FILL.

(unusable) if the gravity-flow line only is used
to transfer fuselage fuel. 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

of solution and subsequently freeze. The anti- ANTI-ICING ADDITIVE

icing additives specif ied for use in the Learjet
35/36 are Hi-Flo Prist and QUELL. Either All fuels used must have an approved blended
additive prevents the growth of microbiological anti-icing additive. Depending upon fueling lo-
organisms in the fuel. Fuel containing anti- cation and type of fuel, the additive may or may
icing additive conforming to MIL-I-27686 not be blended at the ref inery. If not blended
requires no further treatment. 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
SAFETY PRECAUTIONS of the anti-icing additive to be blended with
Refueling and defueling should be accomplished the referenced MIL Specs in the AFM to de-
only in areas that permit free movement of termine the correct blending amounts.
f ire equipment.
Figure 5-8 shows the aircraft grounding points.

REFUELING
Refueling is accomplished through the tip
When adding anti-icing additives (Figure 5-9), tank f iller caps (Figure 5-10). The fuel begins
follow the manufacturer’s instructions for to flow by gravity into the wing tanks as the
blending. tip tanks reach one-half full. The standby
pumps are used to f ill the fuselage tank. (See
AVIATION GASOLINE Fuel Transfer Systems, this chapter.) A ground
power unit should be used, if possible, because
Aviation gasoline (MIL-D-5572D, Grades of the requirement to operate the standby
80/87, 100/130, and 115/145) may be used as pumps. Refer to the approved AFM for detailed
an emergency fuel and mixed in any propor- refueling procedures.
tion with the various approved jet kerosene-
base fuels. Please refer to AFM for further
limits on the use of AVGAS.
5 FUEL SYSTEM
Figure 5-8. Aircraft Grounding Points

FUEL ADDITIVE BLENDER HOSE
LO
-F
HI RIST
P R)
(O L-I-
MI 686
27
HANDLE
RING
TRIGGER
FUEL NOZZLE
Figure 5-9. Prist Blending Apparatus
5 FUEL SYSTEM
Figure 5-10. Refueling Filler Cap


5 FUEL SYSTEM

QUESTIONS
1. Trapped fuel weight: 5. The crossflow valve opens:
A. Must be added to the weight of fuel A. Only when the CROSS FLOW switch
taken on board when servicing the is set to OPEN
aircraft B. Only when the CROSS FLOW switch
B. Is included in the aircraft basic weight is set to OPEN or the XFER–FILL
for airplanes certif ied in the U.S. switch is set to XFER
C. Must be accounted for in the fuselage C. Anytime electrical power is lost
tank for CG purposes D. Whenever the CROSS FLOW, XFER–
D. May be disregarded since it is less FILL, or FUS VALVE switches are
than 200 lb m ov e d f r o m t h e O F F o r C L O S E
position
2. With the exception of the FUEL JTSN
lights, all other amber lights on the fuel 6. Steady illumination of an amber transfer
control panel, when illuminated steady, valve light indicates:
indicate that the respective: A. The valve failed to close
A. Valves are cycling or the pumps are B. The valve failed open
properly operating C. The valve operated correctly
B. Valves are in the correct position; the D. T h e va l v e f a i l e d t o m ov e t o t h e
pumps are inoperative position commanded by the XFER–
C. Switch position agrees with the valve FILL switch
position or pump operation
D. Valve position disag rees with the 7. Illumination of the red L or R FUEL
switch position PRESS light indicates:
A. Fuel pressure to the respective engine-
3. The red LOW FUEL light illuminates driven fuel pump is low
when:
B. Fuel pressure to the respective engine
A. 350 lb total fuel remains is too high for safe operation
B. 250 to 350 lb remain in either wing, C. A fuel f ilter is bypassing
depending on the aircraft SN D. Fuel pressure to the respective engine
C. 400 to 500 lb total fuel remains is optimum for engine start
D. 400 to 500 lb remains in either wing
8. When the XFER–FILL switch is placed
4. The standby pumps are used for all the to the FILL position, the:
following functions except: A. Float switch is disabled
A. Engine start B. Wing standby pumps are disabled
B. As a backup for the main jet pumps C. Fuselage valve closes
C. Wing-to-wing crossflow with a wing D. Crossflow valve opens
tank jet pump inoperative
D. Wing-to-fuselage transfer of fuel
5 FUEL SYSTEM

9. Motive-flow fuel for the jet pumps is 12. The wing fuel pressure switch:
supplied by the: A. Turns off the fuselage transfer pump
A. Engine-driven fuel pumps when wing fuel pressure reaches
B. Wing standby pumps 5 psi
C. Fuselage transfer pump B. Turns on the fuselage transfer pump
D. Motive-flow control unit when wing fuel pressure is below 5 psi
C. Turns off the wing standby pumps
10. The amber FUEL FILTER light indicates: when wing fuel pressure reaches 5 psi
D. Turns on the wing standby pumps
A. Low fuel pressure to the engine-driven
when wing fuel pressure is below 5 psi
pump; the standby pumps should be
turned on
13. When using any mixture of aviation
B. That both fuel f ilters are being by-
gasoline:
passed; the light does not illuminate
if only one f ilter is bypassed A. Do not take off with fuel temperature
C. That one or both fuel f ilters are being lower than –54°C (–65°F)
bypassed B. Restrict flights to below 15,000 ft
D. That only the secondary fuel filters are C. Both jet pumps and both standby
being bypassed pumps must be on and the pumps must
be operating
11. The amount of fuel trapped in the fuselage D. All of the above answers are correct
tank after completion of gravity transfer
via the fuselage valve is approximately: 14. The Learjet 35/36 requires anti-icing
A. 62 lb additive:
B. 162 lb A. At all times
C. 262 lb B. Only when temperatures of –37°C and
D. None below are forecast
C. Only for flights above 15,000 ft
D. Only for flights above FL 290
5 FUEL SYSTEM

6 AUXILIARY POWER
SYSTEM
The information normally contained in this chapter is
not applicable to this particular aircraft.
CHAPTER 7
POWERPLANT
CONTENTS
Page
7 POWERPLANT
INTRODUCTION ................................................................................................................... 7-1
GENERAL .............................................................................................................................. 7-1
MAJOR SECTIONS ............................................................................................................... 7-2
Air Inlet Section............................................................................................................... 7-2
Fan Section....................................................................................................................... 7-2
Compressor Section ......................................................................................................... 7-3
Combustor Section........................................................................................................... 7-3
Turbine Section ................................................................................................................ 7-3
Exhaust Section ............................................................................................................... 7-4
Accessory Section............................................................................................................ 7-4
OPERATING PRINCIPLES ................................................................................................... 7-4
OIL SYSTEM.......................................................................................................................... 7-6
General............................................................................................................................. 7-6
Indication ......................................................................................................................... 7-8
Operation ......................................................................................................................... 7-8
FUEL SYSTEM ...................................................................................................................... 7-9
General............................................................................................................................. 7-9
Fuel Pressure.................................................................................................................... 7-9
Motive-Flow Lockout Valve and Pressure Regulator ...................................................... 7-9
Fuel Control Unit........................................................................................................... 7-10
Electronic Fuel Computer.............................................................................................. 7-10

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

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

ILLUSTRATIONS
Figure Title Page
7-1 Major Sections ......................................................................................................... 7-2
7-2 FAN SPEED Indicator ............................................................................................. 7-3
7-3 TURBINE SPEED Indicator.................................................................................... 7-3
7 POWERPLANT
7-4 Airflow Diagram ...................................................................................................... 7-4
7-5 Oil System Schematic .............................................................................................. 7-6
7-6 Oil Servicing Access................................................................................................ 7-7
7-7 ∆P Indicator .............................................................................................................. 7-7
7-8 OIL PRESSURE Indicator....................................................................................... 7-8
7-9 OIL TEMPERATURE Indicator .............................................................................. 7-8
7-10 Engine Fuel System ................................................................................................. 7-9
7-11 Electronic Fuel Computer...................................................................................... 7-10
7-12 Computer Inputs and Outputs ................................................................................ 7-11
7-13 Fuel Computer and SPR Switches ......................................................................... 7-12
7-14 FUEL FLOW Indicator .......................................................................................... 7-13
7-15 Fuel Counter .......................................................................................................... 7-13
7-16 Center Switch Panel............................................................................................... 7-14
7-17 Throttle Quadrant................................................................................................... 7-14
7-18 Left Start Circuit—SNs 35-002 through 35-147 and
through 36-035....................................................................................................... 7-16
7-19 Left Start Circuit—SNs 35-148 through 35-389, except 35-370
and 36-036 through 36-047.................................................................................... 7-17
7-20 Installation of AAK 81-1 ....................................................................................... 7-18
7-21 Left Start Circuit—SNs 35-370, 35-390, and Subsequent,
and 36-048 and Subsequent ................................................................................... 7-19
7-22 Engine Instruments ................................................................................................ 7-21
7-23 ENG SYNC Indicator ............................................................................................ 7-22
FOR TRAINING PURPOSES ONLY 7-v

7-24 ENG SYNC Control Switches............................................................................... 7-22

7-25 Thrust Reverser (Aeronca)..................................................................................... 7-24
7-26 Thrust Reverser Levers .......................................................................................... 7-24
7-27 THRUST REVERSER Control Panel (Aeronca) .................................................. 7-25
7-28 Thrust Reverser (Dee Howard TR 4000) ............................................................... 7-28
7 POWERPLANT
7-29 THRUST REVERSER Control Panel (Dee Howard)............................................ 7-29
7-vi FOR TRAINING PURPOSES ONLY

CHAPTER 7
POWERPLANT
7 POWERPLANT
INTRODUCTION
This chapter describes the powerplants installed on Learjet 35/36 series aircraft. In ad-
dition to the powerplant, the chapter describes such engine-related systems as oil, fuel,
ignition, engine controls and instrumentation, engine synchronization, Aeronca and
Dee Howard thrust reversers, and all pertinent powerplant limitations.
GENERAL
All 35/36 series aircraft are powered by two twin-spool turbofan. The fan is front mounted
aft fuselage-mounted TFE731-2-2B turbofan and gear driven.
engines. Optional thrust reversers are available
either as a factory installation or as a retrof it. Each engine develops 3,500 lb of thrust, static
at sea level, up to 72°F (+22°C).
The TFE731 series engine is manufactured
by the Garrett Turbine Engine Company at The modular design concept of the engine
Phoenix, Arizona. The engine is a lightweight, facilitates maintenance.

MAJOR SECTIONS and its associated planetary gear drive. The fan
shroud is armored for blade containment.
For descriptive purposes, the engine (Figure
7-1) is divided into seven major sections as FAN SECTION
follows:
The fan section includes the single-stage axial
1. Air inlet fan, an integral spinner, and the fan planetary
2. Fan gear assembly, which is driven by the low-
pressure rotor. The rpm of the LP rotor is
3. Compressor designated N 1 and commonly referred to as fan
7 POWERPLANT
4. Combustor speed.
5. Turbine
The planetar y gear provides the required
6. Exhaust gear reduction for the fan. The rpm of the LP
7. Accessory rotor (N 1 ) is read on the FAN SPEED indi-
cator (Figure 7-2). Engine thrust is set using
AIR INLET SECTION this instrument.
The air inlet section is a specially designed,

sound reducing structure enclosing the fan
Figure 7-1. Major Sections

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
FAN combustion chamber.
SPEED
0000 TURBINE SECTION
11
0 The turbine section, consisting of a single-
10 stage axial HP turbine and a three-stage axial
1
9 LP turbine, is located in the path of the
exhausting combustion air.
7 POWERPLANT
2
8 % X 10
3 The single-stage HP turbine, rigidly joined
7 4 with the HP compressor, forms the HP spool
6 5 that rotates independently about the LP rotor
shaft. The rpm of the HP spool is designated
N 2 and commonly referred to as turbine speed.
The rpm of the turbine (N 2 rpm) is read on the
Figure 7-2. FAN SPEED Indicator TURBINE SPEED indicator (Figure 7-3). This
is a supporting engine operation instrument.
The fan performs two functions:
• Its outer diameter accelerates a large air TURBINE
mass at a relatively low velocity into SPEED
the full-length bypass duct
11 0 5 6
• The inner diameter of the fan accelerates 0
a smaller air mass to the four-stage axial-
flow compressor 10
1
9
COMPRESSOR SECTION 2
8 % X 10
The compressor section includes a l ow - 3
pressure (LP) compressor and a high-pres- 7 4
sure (HP) compressor. 6 5
The 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 Figure 7-3. TURBINE SPEED Indicator
controlled surge bleed valve.
The HP compressor consists of a single-stage The three-stage LP turbine assembly is rigidly

centrifugal impeller driven by the HP turbine. connected to the LP compressor assembly by
a common shaft, forming the LP rotor. The for-
COMBUSTOR SECTION ward end of the rotor shaft is geared to the plan-
etary gear assembly which drives the fan.
The combustor section includes an annular re-
verse-flow combustion chamber enclosed in a
plenum. (Two 180° directional changes in air-
flow take place through the combustor section.)

EXHAUST SECTION In addition to these accessories, a DC starter

motor is mounted on the accessory drive gear-
The exhaust section consists of the primary and box to turn the HP spool for engine starting.
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. OPERATING
PRINCIPLES
ACCESSORY SECTION
7 POWERPLANT
The fan (Figure 7-4) draws air through the

The accessory section consists of a transfer engine nacelle air inlet. The outer diameter
gearbox and an accessor y drive gearbox of the fan accelerates a moderately large
located on the lower forward side of the engine. 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
The transfer gearbox is driven by a tower shaft provide direct thrust. The inner diameter of
and bevel gear from the HP spool. A horizontal the fan accelerates a smaller air mass into the
drive shaft interconnects the transfer gearbox LP compressor.
to the accessory drive gearbox to drive the
following accessories: Air is progressively compressed as it passes
• Oil pump through the LP compressor, then to the HP
compressor where a substantial increase in
• Fuel pump and mechanical governor pressure results. Air leaving the HP com -
within the fuel control unit (FCU) pressor is forced through a transition duct into
• Hydraulic pump a plenum chamber surrounding the combustor.
• DC generator
Figure 7-4. Airflow Diagram

The compressed air enters the combustor The combustion gases continue to expand
through holes and louvers designed to direct through the three-stage LP turbine, which
the flow of combustion air and to keep the extracts energy to drive the LP compressor
flame pattern centered within the combustor. through the LP rotor shaft and the fan through
Each of the duplex fuel nozzles sprays fuel in the planetary gear.
two distinct patterns, resulting in eff icient,
controlled combustion. The combustion gases are then exhausted
through the exhaust duct. The resulting thrust
The mixture is initially ignited by the two created by the combustion air adds to the thrust
igniter plugs. The expanding combustion generated by the fan through the bypass air
7 POWERPLANT
gases, generating extremely high pressures, duct to produce the total propulsion force. At
are directed to the HP turbine, which extracts sea level, the fan contributes 60% of the total
energy to drive the integral HP compressor rated thrust, diminishing as altitude increases.
and the accessory section through the tower At 40,000 ft, the fan contributes approximately
shaft. 40% of the total thrust. Engine core rotation
(looking forward) is clockwise, and fan
rotation is counterclockwise.

OIL SYSTEM The engine-driven oil pump incorporates one

pressure element, four scavenge elements, and
a pressure regulator .
GENERAL
The pressure element draws oil from the tank
The oil system (Figure 7-5) provides cooling and provides pressure lubrication for all bear-
and lubrication of the engine main bearings, ings and gears. The scavenge elements return
the planetary gear, and the accessory drive oil to the tank.
gear.
A bypass oil filter removes solids from the oil.
7 POWERPLANT
Oil is contained in a tank on the right side of A red pop-out ∆P indicator provides visual in-
the engine. Access for servicing and level dication of a clogged f ilter. It can be checked
checking (Figure 7-6) is located on the out- through a spring port on the right side of each
board side of each nacelle. engine nacelle (Figure 7-7). The indicator
button should be flush with the housing; if it
is not, maintenance is required before flight.
VENT
NO. 6
BREATHER NOS. 4 AND 5
BEARING
PRESS BEARING
VALVE
TRANSFER
GEARBOX
ACCESSORY
GEARBOX
PLANETARY
GEARS
NOS. 1, 2 AND
3 BEARINGS
SCAVENGE RETURN TEMP

CONTROL
CHIP BYPASS
DETECTOR P S S S S VALVE
OIL TANK AIR-OIL
COOLER
OIL PUMPS
REGULATOR AIR-OIL FUEL IN

COOLER
LEGEND ∆P FILTER
BYPASS AIR-OIL OIL COOLER
SUPPLY AIR
COOLER
PRESSURE FUEL FUEL OUT
T P
SCAVENGE ELECTRIC
Figure 7-5. Oil System Schematic

Oil cooling is fully automatic and is achieved Oil venting is provided and controlled by an
by a combination of sectional air-oil coolers altitude compensating breather-pressurizing
in the fan bypass duct and a fuel-oil cooler valve.
mounted on the engine. Temperature and
pressure bypass protection is provided for
the oil coolers.
7 POWERPLANT
LEFT ENGINE ACCESS RIGHT ENGINE ACCESS
Figure 7-6. Oil Servicing Access
Figure 7-7. ∆P Indicator

INDICATION Oil temperature is displayed on individual

gages (Figure 7-9) on the upper right side of
Oil pressure is displayed on a single indicator the engine instrument panel. Power for these
with dual (L-R) needles (Figure 7-8) on the gages is supplied through the OIL TEMP circuit
engine instrument panel that requires 26 VAC breaker located on the right essential bus.
from the L and R OIL PRESS circuit breakers
located on their respective L and R 26 VAC bus.
OIL TEMP
7 POWERPLANT
OIL
150 C°
100
PRESS
200 30° 190°
60° 150°
P.S.I. 90° 120°
L
50 R
Figure 7-9. OIL TEMPERATURE Indicator
Figure 7-8. OIL PRESSURE Indicator A chip detector is installed in the scavenge
return line. It is used by maintenance to check
for the presence of ferrous particles in the oil.
A single red LO OIL PRESS light on the As optional equipment, the detectors may be
annunciator panel provides warning of low oil connected to amber LH and RH ENG CHIP
pressure (Annunciator Panel section). An op- lights installed on the glareshield just to the
tional installation provides for dual lights la- right of the right-hand engine FIRE PULL
beled L LO OIL and R LO OIL, usually located handles (Annunciator Panel section).
outboard of either engine FIRE PULL handle.
The light(s) are illuminated by a pressure
switch on each engine when pressure drops to OPERATION
25 psi. See Figure 7-5 schematic for operation of the
engine oil system.
With the single LO OIL PRESS light installa-
tion, the light is wired in parallel from the pres-
sure switch on each engine. When this light
illuminates, the affected engine must be de-
termined by checking the oil pressure indicator.

FUEL SYSTEM 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
GENERAL fuel pressure to the valve required for efficient
operation of the fuel control unit (FCU). In
The engine fuel system (Figure 7-10) pro- addition, the HP fuel pump supplies the
vides for fuel scheduling during engine start- motive-flow fuel for operation of the fuel tank
ing and acceleration to idle, operational jet pumps (see Chapter 5, Fuel System).
acceleration and deceleration, and steady-
state operation throughout the entire operat-
MOTIVE-FLOW LOCKOUT
7 POWERPLANT
ing envelope of the aircraft.
VALVE AND PRESSURE
FUEL PRESSURE REGULATOR
Engine fuel pressure is generated by a two- The lockout valve remains closed initially
stage engine-driven pump. The centrifugal LP during engine start to ensure suff icient pres-
stage increases inlet fuel pressure from the sure to the FCU. The valve gradually opens
LEGEND
LOW PRESSURE FUEL N1
N2
FUEL
HIGH PRESSURE FUEL ITT
COMPUTER
PT2TT2
ENGINE BLEED AIR
POWER LEVER
ELECTRICAL ANGLE
MECHANICAL
TO JET SURGE
FUEL FROM
PUMPS VALVE
WING TANK
DC TORQUE
MOTOR
MOTIVE FLOW METERING MANUAL
LOCKOUT/ VALVE SHUTOFF VALVE
REG VALVE
FUEL TO
ULTIMATE OVERSPEED
SPRAY NOZZLES
SOLENOID
(109% N1, 110% N2)
LOW HIGH
PRESS PRESS BLEED-AIR
PUMP PUMP PRESSURE P3
BYPASS MANUAL MODE SOLENOID

INDICATOR (POWERED OPEN,
COMPUTER ON)
THRUST
POTENTIOMETER LEVER
FILTER FLYWEIGHT MANUAL MODE

OVERBOARD GOVERNOR ADJUSTMENT
PORT (105% N2)
Figure 7-10. Engine Fuel System

fully as fuel pressure increases during the • An ultimate overspeed solenoid valve
start. On earlier aircraft, the motive-flow shut- energized by the fuel computer at 109%
off valve is also closed when the START-GEN N 1 or 110% N 2 to shut off fuel
switch is moved to START. A pressure regu-
lator maintains motive-flow line pressure for
eff icient jet pump operation. ELECTRONIC FUEL
COMPUTER
FUEL CONTROL UNIT General
7 POWERPLANT
The fuel control unit (FCU) schedules fuel flow Two electronic fuel computers are located in
to the fuel nozzles. Its primary mode of oper- the tail cone area (Figure 7-11). They operate
ation is the automatic mode (i.e., fuel com- on DC power from the L and R FUEL CMPTR
puter on). In automatic, the FCU responds to circuit breakers on the left and right essential
electrical signals from the fuel computer. The buses, respectively.
secondary mode of operation is the manual
mode (i.e., fuel computer off or failed). In man-
ual, the FCU responds mechanically to thrust
lever movement. The FCU includes:
• A mechanical fuel shutoff valve, oper-
ated by thrust lever movement between
CUT-OFF and IDLE
• A DC potentiometer, mechanically po-
sitioned by thr ust lever movement,
which electrically transmits this as
power lever angle (PLA) to the com- Figure 7-11. Electronic Fuel Computer
puter for automatic operation
• A manual mode solenoid valve that is Automatic Mode Operation
normally energized open by the fuel The computer controls fuel flow based on
computer for automatic mode opera- thrust lever position (PLA) and atmosphere
tion; it is deenergized closed for man- conditions while automatically maintaining
ual mode operation N 1 , N 2 , and ITT within prescribed limits to
• A DC torque motor that schedules fuel permit optimum engine acceleration rates.
flow in automatic mode in response to The computer provides engine overspeed
electrical signals from the computer protection and controls the surge bleed valve
to prevent compressor stalls and surges. Dur -
• A mechanical flyweight governor, driven ing engine start, the computer provides auto-
by the engine fuel pump to (1) limit en-
gine overspeed to 105% N 2 in the automatic fuel enrichment, starter disengagement,
matic mode and (2) govern engine rpm and termination of ignition and standby fuel
relative to thrust lever position in the pump operation.
manual mode
The computer receives input signals
• A pneumatically controlled metering representing the following engine parameters
valve that (1) restricts fuel flow in the (Figure 7-12):
event of engine overspeed and (2) sched-
ules fuel flow in manual mode • N 1 (fan speed)
• Pneumatic circuits to channel and con- • N 2 (turbine speed)
trol P 3 bleed air pressure to pneumati- • PLA (power level angle)
cally position the metering valve
• P T2 (inlet pressure)

7 POWERPLANT
Figure 7-12. Computer Inputs and Outputs
• T T2 (inlet temperature) the surge bleed valve during engine acceler-

ation and deceleration to prevent compressor
• ITT (interstage turbine temperature)
stalls and engine surges.
The computer analyzes these signals and
produces output signals that are sent to the In automatic operation, the mechanical
torque motor (to control fuel flow) and to the flyweight gover nor section limits engine
surge bleed valve (to control compressor air- overspeed to 105% N 2 rpm. Should the 105%
flow). Thrust lever movement mechanically governing function fail, the computer energizes
moves a power lever angle potentiometer, the ultimate overspeed solenoid valve closed
which furnishes a variable electrical signal at 109% N 1 or 110% N 2 to shut off fuel flow to
(PLA) to the computer. This is the command the engine.
input for a specif ic thrust setting. Fuel flow
is metered by the torque motor to produce and
maintain the desired thrust. Indication
The computer constantly monitors input and
Inlet temperature and pressure (P T2 /T T2 ), N 1 , output signals and, with the exception of ITT
N 2 , and ITT signals are used to optimize en- input loss, automatically reverts to manual
gine acceleration rates and limit thrust and mode if these signals are lost. In this case, or
temperature within normal limits. By power- if computer power is lost, the amber L or R
ing one or the other of the two surge bleed valve FUEL CMPTR annunciator light illuminates.
control solenoids, the computer opens or closes In some cases it may be possible to regain

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

mode whenever the PLA is 26° or less (42° on A resettable digital fuel counter (Figure 7-15)
early model computers). is located on the fuel control panel on the
center pedestal. The indicator is operated by
During acceleration, the computer first signals the fuel flow indicating system and displays
the surge bleed valve to assume the 1/3 OPEN pounds of fuel consumed. The indicator should
p o s i t i o n ; i f t h e s u rg e m a rg i n c a n n o t b e be reset prior to engine starting.
maintained in this position, the computer will
command the FULL OPEN position. The
opposite is true during deceleration.
7 POWERPLANT
In summary, surge bleed valve position is a
function of the fuel computer, relative to N 1 ,
N 2 , and thrust lever angle.
FUEL FLOW
Fuel flow is sensed downstream of the FCU and
appears on a dual-needle gage on the center in-
strument panel (Figure 7-14). The needles are
labeled L and R, and the gage is calibrated in Figure 7-15. Fuel Counter
pounds per hour times 1,000. Electrical power
is supplied directly from the battery-charging
bus through a 10 A current limiter. FLOW DIVIDER
The flow divider splits fuel flow between the
primary and secondary manifolds to which
the fuel nozzles are connected. During engine
starts, the flow divider blocks the secondary
1 manifold until fuel flow reaches 150 pounds
per hour.
FUEL SPRAY NOZZLES

R
FUEL FLOW The twelve duplex fuel spray nozzles in the

L
combustion chamber consist of concentric pri-

mary and secondary orif ices that atomize the
0 2 fuel delivered by the primary and secondary
LBS/HR X 1000 fuel manifolds.
OPERATION
See Figure 7-10 schematic for operation of the
Figure 7-14. FUEL FLOW Indicator engine fuel system in simplified format.

IGNITION SYSTEM Ignition is automatically terminated (in a com-

puter-on mode) by an electronic speed switch
in the computer at 45% or 50% N 2 as deter-
GENERAL mined by the computer model installed. Power
for automatic ignition is provided by the L
A solid-state, high energy ignition system and R IGN & START circuit breakers on the
consists of a dual ignition exciter on the en- left and right power buses, respectively.
gine and two igniter plugs in the combustion
chamber. Two ignition modes are available: au- If the computer switch is off during a starter-
tomatic and selective. assisted start or if the computer reverts to
7 POWERPLANT
manual mode during start, ignition will con-

AUTOMATIC MODE tinue until the START–GEN switch is moved
out of START. Ignition will also terminate
Automatic ignition occurs during engine (computer on or off) if the thrust lever is moved
starting when the START–GEN switch on the forward to a position representing approxi-
center switch panel (Figure 7-16) is positioned mately 70% N 2 .
to START and the thrust lever is moved from
CUT–OFF to IDLE. SELECTIVE MODE
Selective ignition is controlled by two-posi-
tion 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 contin-
uously. Ignition power is supplied by the L or
R AIR IGN circuit breakers on the left and right
essential buses, respectively.
AUX INVERTER INVERTER
AIR IGN L ON L BUS PRI SEC AIR IGN R Selective use of air ignition is required for all
takeoffs and landings, and also for windmilling
airstarts. It may by used continuously when
OFF OFF R BUS OFF OFF OFF flying in heavy precipitation, icing condi-
L GEN R GEN tions, or turbulent air.
GEN RESET BAT 1 BAT 2 GEN
RESET
O O
F
F
F
F INDICATION
START L OFF OFF START R
An amber light located above each AIR IGN
switch (Figure 7-16 and Annunciator Panel
Figure 7-16. Center Switch 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.

ENGINE CONTROLS The thrust lever is connected to the FCU by a

cable. In automatic mode, thrust lever position
Engine control is achieved by thrust levers is relayed to the computer as an electrical sig-
mounted on a quadrant on the center pedestal nal from a potentiometer inside the FCU that
(Figure 7-17). The levers can be moved from represents thrust lever angle. In manual mode,
the fully aft or CUT–OFF position through thrust lever movement changes P3, which op-
the IDLE position to the fully forward, max- erates the metering valve. The thrust lever
imum power position. A stop is provided at the also mechanically operates a rotary fuel shut-
IDLE position that requires raising a release off valve.
7 POWERPLANT
trigger on the outboard side of each lever be-
fore the lever can be moved to CUT–OFF. Optional thrust reverser levers are piggy-back
mounted on the thrust levers. (See Thrust Re-
versers, this chapter).
Figure 7-17. Throttle Quadrant

STARTERS The GEN–OFF–START switches are locking-

lever switches. They must be pulled out to
move to the START position. It is not neces-
GENERAL sary to pull out for movement to any other po-
sition.
Each engine starter is powered through relays
controlled by the GEN–OFF–START switch When either GEN–OFF–START switch is
and the fuel computer (during computer-on positioned to START for a normal computer-
starts). A soft start feature incorporates a on start, the start sequence is initiated for that
resistor to minimize the effect of the initial engine. The start sequence and circuitry for the
7 POWERPLANT
torque on the mechanical drive components. left engine are presented herein; they are iden-
After a 1.5-second delay, a relay operates to tical with those for the right engine.
allow the starting current to bypass the resistor
so that full electrical potential is available to There are three different designs for the relay
complete the start. circuits that route power to the starter
Automatic starter disengagement occurs at • For SNs 35-002 through 35-147 and 36-
50% N 2 (45% for SNs 35-245 and subsequent, 002 through 36-035, the relays are wired
36-045 and subsequent, and earlier aircraft in parallel (Figure 7-18)
equipped with 1142 fuel computers). On SNs One relay is connected to the opposite
35-370, 35-390, and 36-048 and subsequent, generator bus and the other to the battery-
illumination of a red light under the appropriate charging bus. This arrangement protects
GEN–OFF–START switch indicates that the the 275 A current limiters during initi-
starter is engaged. On earlier aircraft modified ation of each engine start sequence
by AMK 80-17, the red lights may be installed
elsewhere on the instrument panel.
GPU
L R
BAT BAT
STARTER 275
ENGAGED L 275 AMP AMP
LIGHT * STARTER CL CL
BATTERY- R R
CHARGING GEN GEN
BUS BUS
NO. 2 NO. 1
RELAY RELAY
LEFT START RIGHT START

CIRCIUT 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 Circuit—SNs 35-002 through 35-147 and 36-002
through 36-035

• For SNs 35-148 through 35-389, except For SNs 35-002 through 35-389, except
35-370, and 36-036 through 36-047, the 35-370, and 36-002 through 36-047, two
relays are again wired in parallel, but both separate modif ications have been intro-
are connected to the battery-charging bus duced to the starting circuits:
(Figure 7-19)
° AMK 80-17 provides a red starter-
This design change includes automatic engaged light for each starter to pro-
single-generator voltage reduction on the vide indication of starter engagement
ground and during airstarts, resulting in (Figures 7-18 and 7-19). Location of
275 A current limiter protection when the the lights is left to customer specif i-
7 POWERPLANT
first generator is switched on and during cation
initiation of the start sequence on the sec-
ond engine
GPU
L R
BAT BAT
275
STARTER 275 AMP AMP
ENGAGED CL CL
BATTERY- R R
LIGHT * L
CHARGING GEN GEN
STARTER
BUS BUS
NO. 2 NO. 1
RELAY RELAY
LEFT START RIGHT START

CIRCIUT 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 7-19. Left Start Circuit—SNs 35-148 through 35-389, except 35-370
and 36-036 through 36-047

° AAK 81-1 installs a third starter relay • For SNs 35-370, 35-390, and subse-
in series between the two existing re- quent, and 36-048 and subsequent, two
lays and the starter motor; the cir- starter relays are wired in series to the
cuits that energize the relays are batter y-charging bus, and the red
redesigned. AMK 80-17 is a prereq- star ter-engaged lights are standard
uisite or concurrent requirement for (Figure 7-21).
this modif ication (Figure 7-20)
OPERATION
7 POWERPLANT
SNs 35-002 through 35-389,

except 35-370, and 36-002
STARTER-ENGAGED through 36-047 with or without
LIGHT
AMK 80-17
With the aircraft battery switches on, moving
the GEN–OFF–START switch to START
connects DC power through the IGN & START
circuit breaker to energize the starter relays.
L Starter engagement occurs along with
STARTER
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
THIRD RELAY: automatically when power is removed from
• ENERGIZED WITH GEN/START SWITCH the starter relay circuit. At this time the starter-
IN START
• DEENERGIZED BY FUEL COMPUTER
engaged light (if installed) extinguishes.
(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
BATTERY- power the starter and illuminate the starter-en-
CHARGING gaged light. With the aircraft battery switches
BUS
on, the two parallel relays are energized closed
through the IGN & START circuit breaker
ORIGINAL RELAYS: anytime the GEN–OFF–START switch is in
• ENERGIZED WITH GEN/START SWITCH OFF or START. The third relay is also ener-
IN OFF OR START gized from the IGN & START circuit breaker,
• DEENERGIZED WITH GEN/START
SWITCH IN GEN
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
Figure 7-20. Installation of AAK 81-1 N 2 reaches 45% (or 50%, depending on which
computer is installed). The starter is then dis-
engaged and the starter-engaged light extin-
guishes.

GPU
L R
BAT BAT
275
275 AMP AMP
7 POWERPLANT
L STARTER- CL BATTERY- CL R R
ENGAGED CHARGING GEN GEN
LIGHT BUS BUS
NO. 2 NO. 1
RELAY RELAY
L
STARTER
LEFT STARTER RIGHT START
CIRCUIT CIRCUIT— SAME
AS LEFT
• ENERGIZED WITH START • ENERGIZED WITH START
SWITCH IN START SWITCH IN OFF OR START
• DEENERGIZED BY COMPUTER • DEENERGIZED IN GEN
ABOVE 45% N2
• IF FUEL COMPUTER IS OFF , RELAY REMAINS
ENERGIZED UNTIL START SWITCH IS MOVED
FROM START POSITION
Figure 7-21. Left Start Circuit—SNs 35-370, 35-390, and Subsequent,

and 36-048 and Subsequent
Moving the GEN–OFF–START switch to GEN SNs 35-370, 35-390 and

deenergizes the two parallel relays to backup Subsequent, and 36-048 and
the release of the third relay. If either of the
two parallel relays, plus the third relay, re- Subsequent
main in the closed position, the starter-en- There are two relays in series between the bat-
gaged light remains in the closed position, tery-charging bus and the starter (Figure 7-
the starter- engaged light remains illuminated 21). Both must be energized to power the
and the starter remains powered. The only way starter and illuminate the starter-engaged light.
to disengage the starter in this event is to re- With the aircraft battery switches on, the No.
move electrical power from the battery-charg- 1 relay is energized through the IGN & START
ing bus by turning off both batteries and both circuit breaker anytime the GEN–OFF–START
generators. switch is in OFF or START. The No. 2 relay
is also energized from the IGN & START cir-
If the starter-engaged light remains illuminated c u i t b r e a k e r, b u t o n l y w h e n t h e
after start, consult Section IV, Abnormal Pro - GEN–OFF–START switch is in START.
cedures, of the approved AFM.

If the fuel computer is on for the start, it will turbine speed reaches 45% or 50% (depend-
automatically deenergize the No. 2 relay when ing on computer model), the fuel computer
N 2 reaches 45%. The starter-engaged light removes power from the start relay(s). This
extinguishes. Moving the GEN–OFF–START causes the starter to disengage and terminates
switch to GEN deenergizes the No. 1 relay to ignition and standby pump operation. The start
backup the release of the No. 2 relay. If both sequence can be aborted at any point by plac-
relays fail in the energized position, the starter- ing the thr ust lever to CUT-OFF and the
engaged light remains illuminated, and the GEN–OFF–START switch to OFF. If engine
starter remains powered. The only way to dis- start is accomplished with the fuel computer
engage the starter in this event is to remove off, the starter is not automatically disengaged
7 POWERPLANT
electrical power from the battery-charging after starting. The pilot must position the
bus by turning off both batteries and both gen- GEN–OFF–START switch to OFF to terminate
erators. starter engagement and ignition.
If the starter-engaged light remains illuminated After the engine reaches idle rpm, the
after start, consult Section IV, Abnormal Pro - GEN–OFF–START switch may be placed to
cedures, of the approved AFM. GEN. The generator may be turned on when
a GPU is connected; however, it is preferable
to place the GEN–OFF–START switch to OFF
OTHER START FUNCTIONS after starting engines until the GPU is dis-
connected.
In addition to the starter, a number of other
circuits are affected when the GEN–OFF–START
On SNs 35-002 through 35-147 and 36-002
switch is placed in START. The standby fuel
through 36-035 (during battery start), after
pump in the associated wing is energized, the ig-
the f irst engine is started, one battery switch
nition is armed, and the Freon air conditioning
must be turned off prior to selecting GEN on
and auxiliary heating systems are disabled.
the GEN–OFF–START switch. This action
reduces the initial load on the generator and
Additionally, on SNs 35-002 through 35-057
protects the 275 A current-limiter. On later air-
and 36-002 through 36-017, the motive-flow
craft this procedure is not required, and the
control valve must automatically cycle closed,
GEN position may be selected immediately
or the starter relays will not energize. When
after start.
the associated thrust lever is moved from CUT-
OFF to IDLE, a switch in the throttle quadrant
When the GEN–OFF–START switch is moved
closes and activates the ignition system,
from START, those systems that were disabled
causing the ignition light to illuminate. When
during the start can be operated.

ENGINE TURBINE SPEED (N2)

INSTRUMENTATION Turbine speed (N 2 rpm) is remotely sensed
by a dual monopole transducer installed in the
transfer gearcase. One output signal is sent to
GENERAL the turbine speed (N 2) indicator, and another to
the fuel computer. This indicator includes an
The primary engine instruments are in two analog scale and pointer calibrated in percent-
vertical rows on the center instrument panel age of maximum design rpm, and a digital
(Figure 7-22). From top to bottom these are: counter, calibrated in tenths of percent. A red
7 POWERPLANT
• Turbine speed (N 2 rpm) OFF flag appears on the face of the indicator to
indicate loss of DC power to the indicator. The
• Turbine temperature (ITT) indicators are powered through the L R TURB
• Fan speed (N 1 rpm) RPM circuit breakers located on the left and right
main buses, respectively.
TURBINE TEMPERATURE (ITT)

Turbine temperature is sensed by ten parallel-
wired thermocouples located between the HP
and LP turbines. An averager circuit provides
two output signals: one to the turbine tem-
perature 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 ) in-
dicator, and the other to the fuel computer. All
other operational aspects of the indicator are
identical with the turbine speed indicator ex-
cept 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

ENGINE SYNCHRONIZER CONTROL

SYSTEM The system incor porates a single R ENG
SYNC indicator located on the pilot lower in-
strument panel (Figure 7-23), and two ENG
GENERAL SYNC switches located immediately below
the thrust levers and labeled SYNC–OFF and
The engine synchronizer system is installed on TURB–FAN, respectively (Figure 7-24). The
SNs 35-067 and subsequent, and 36-018 and system operates manually—with the
subsequent as standard equipment. It incor- SYNC–OFF switch in the OFF position—or
7 POWERPLANT
porates a synchronizer control box that uses automatically—with the SYNC–OFF switch in
N 1 or N 2 inputs from both engine fuel com- the SYNC position—to maintain the right
puters to enable automatic or manual syn- engine fan or turbine in sync with the left en-
chronization of the engines. gine fan or turbine as determined by the TURB-
FAN switch.
SYNC
FA
OW
ST
SL
R ENG
Figure 7-23. ENG SYNC Indicator Figure 7-24. ENG SYNC Control Switches

INDICATION Automatic synchronization is accomplished

by selecting SYNC on the SYNC–OFF switch.
An amber ENG SYNC light (Annunciator Panel If the engines are within approximately 2.5%
section) on the glareshield annunciator panel il- rpm of each other, the right engine automati-
luminates anytime the nose gear is down and cally synchronizes to the left engine. It is nec-
locked with the SYNC–OFF switch in the SYNC essary, therefore, to manually sync to within
position. The R ENG SYNC (SLOW/FAST) in- 2.5% initially. As in manual sync, either N 2 or
dicator indicates right engine rpm deviation N 1 may be selected as the rpm reference.
from that of the left engine.
DC electrical power is supplied to the system
7 POWERPLANT
OPERATION from the left essential bus through the left
FUEL CMPTR circuit breaker to the L FUEL
Manual synchronization is accomplished by CMPTR switch.
selecting OFF on the SYNC–OFF switch. The
R ENG SYNC indicator shows SLOW or FAST The amber ENG SYNC annunciator light
out-of-sync condition of the right engine (slave serves as a reminder that the system should be
engine) relative to the left engine (master en- turned off.
gine). The pilot has the option of selecting ei-
ther N 2 or N 1 as the rpm reference by using the The engine sync system is inoperative if either
TURB–FAN switch. fuel computer is off or failed.

THRUST REVERSERS 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
(OPTIONAL EQUIPMENT) 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
GENERAL as inadvertent stow at high reverse thrust set-
tings. The system is self-arming on the ground
The Learjet 35/36 series aircraft may be through control circuits operating through the
equipped with either a cascade thrust reverser landing gear squat switch relay box.
system, manufactured by Aeronca, Inc., or a tar-
7 POWERPLANT
get reverser system (TR 4000), manufactured

by the Dee Howard Co. Effective with SNs 35-
507 and 36-054, either system is available for
retrofit, but only the target system is available
during production.
AERONCA THRUST
REVERSERS
General
The Aeronca thrust reverser system incorpo-
rates a translating structure (Figure 7-25) that
forms the afterbody of the engine nacelle.
When deployed, it exposes cascade vanes
while simultaneously operating two blocker
doors that block engine exhaust ducts; the
doors deflect all exhaust in a forward direction
through the cascade vanes.
The translating structure is deployed and stowed Figure 7-26. Thrust Reverser Levers
by an air motor using HP bleed air from the
associated engine and sequenced electrically by
Figure 7-25. Thrust Reverser (Aeronca)

THRUST REVERSER Control DEPLOY Lights

Panel The two white DEPLOY lights illuminate when
The reverser levers control the deploy and the corresponding thrust reverser is fully deployed.
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 Both DEPLOY lights must be illuminated;
reversers are deployed. The THRUST RE- otherwise, the reverser lever solenoid interlocks
VERSER control panel (Figure 7-27) is lo- will not release to permit thrust increase.
cated in the center of the glareshield above the
annunciator panel. It incorporates a rocker UNLOCK Lights
selector switch for normal and emergency op- In addition to the test function above, the two
7 POWERPLANT
erations, seven annunciator lights that pro- white or amber UNLOCK lights illuminate
vide visual evidence of normal sequencing steady while the translating assembly is in
and certain abnormal conditions, and a test transit during the deploy and stow cycles; that
switch for performing system test functions. is, the reversers are not fully deployed or
locked in the stowed position.
TEST Button
The TEST button provides a means of checking NORM-EMER STOW Switch
operation of the bleed valve and, on some In the NORM position, the red rocker switch
aircraft, also checks the blocker door position provides the electrical circuitry for all normal
indicating circuits. When depressed, the white and automatic functions. In the EMER STOW
BLEED VALVE lights should illuminate, and, position, all normal electrical circuits are
on aircraft incorporating AMK 81-6 (installation bypassed, and a separate circuit applies stow
of blocker door position indicator [DPI] switches), commands to the reversers.
the white UNLOCK lights will flash to indicate
that the blocker doors are correctly stowed.
EMER STOW Light
BLEED VALVE Lights The amber EMER STOW light illuminates
whenever the NORM–EMER STOW switch
In addition to the test function above, the is in the EMER STOW position and the emer-
white BLEED VALVE lights illuminate as gency stow circuits have been activated, thus
reverse thrust is increased to indicate that HP rendering the normal system inoperative.
bleed air to the air motors is shut off. This
prevents inadvertent stow commands.
Figure 7-27. THRUST REVERSER Control Panel (Aeronca)

System Operation The air motor transmits torque to drive the trans-
lating structure aft, exposing the cascade vanes.
Arming As the assembly approaches its aft limit, the
The reversers are automatically armed for bl o c k e r d o o r s c l o s e , t h e D E P L OY l i g h t
normal operation when the following con- illuminates, the UNLOCK light extinguishes,
ditions exist: and the reverser lever solenoid-operated
interlock releases.
• The T/R circuit breakers are closed
The reverser lever solenoid-operated inter-
NOTE lock prevents movement of the reverser levers
7 POWERPLANT
aft of the idle-deploy position until both

The T/R POS and T/R EMER STOW DEPLOY lights illuminate. If the pilot is ap-
circuit breakers are located on the left plying excessive aft pressure on the reverser
main bus, and the T/R CONT circuit levers when the DEPLOY lights illuminate, the
breaker is located on the right main bus. 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
• The aircraft is on the ground (squat 55%–60% N 1 will not be possible. The inter-
switch relay box is in the ground mode) lock will release when aft pressure is relaxed.
• The NORM-EMER STOW switch is in For single-engine reversing, both thrust levers
the NORM position must be at IDLE, and both reverser levers must
• 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 be raised to the deploy position in order to
position deploy the reverser on the operating engine.
Since the reverser on the inoperative engine
Electrical power for deployment will not be will not deploy, the solenoid interlock will
available unless both thrust levers are at IDLE not release; therefore, reverse thrust on the op-
and both reverser levers are raised to the erating engine is limited to reverse idle (55%
deploy position. to 60% N 1 ).
Deploy Reverse Thrust

When the reverser levers are moved to the After both DEPLOY lights illuminate (two-en-
deploy position (the first hard stop), the main gine operation) and the solenoid-operated
thrust levers are locked in the IDLE position, interlocks release, the reverser levers can be
and N 1 rpm increases to approximately 55%- pulled further aft to increase engine power.
60%. Switches are operated by each reverser There is no limitation on engine thrust when
lever to complete circuits that energize pneu- using reverse except that the normal forward
matic latch releases (two per reverser) to un- thrust limitations still apply.
lock the translating assembly. Switches on each
latch function to:
Stow Prevention
1. Illuminate the UNLOCK lights As reverse thrust (N 1 ) is increased, a pressure
2. Shut off bleed air to the windshield switch in each reverser system causes the bleed
heat, nacelle heat, and wing/stabi - valve on the corresponding system to open
lizer heat systems (for approximately and illuminate the BLEED VALVE light. This
3 seconds) isolates the bleed-air system from the air
motors (by closing the air inlet valve) until
3. Energize the air motor directional stow is commanded by the reverser levers or
control solenoid valve that routes HP with the EMER STOW switch, thus prevent-
bleed air through an air inlet valve ing inadvertent stow on either engine, which
into the air motor on the respective could cause signif icant thrust asymmetry.
reverser

At 60 KIAS, the reverser levers should be undetected jammed blocker door could result
smoothly returned to the idle-deploy position. in inadvertent deployment of the affected
thrust reverser. Each blocker door (upper and
When the engines reach the reverse-idle rpm lower) actuates a DPI switch when in the prop-
(approximately 55–60% N 1 ), the pilot may erly stowed position. If the stow cycle is com-
stow the reversers by moving the reverser plete (i.e., latches engaged) and one of the
levers to the full forward position. D P I sw i t c h e s i s n o t a c t u a t e d, t h e cor re-
sponding UNLOCK light flashes to indicate
Normal Stow the jammed blocker door. Since damage to
the system has occurred, repairs are required
7 POWERPLANT
When the reverser levers are moved from the prior to the next takeoff.
idle-deploy position to the full forward and
down position (stow), they operate switches A flashing UNLOCK light at any other time
that send a stow signal to the directional control indicates a malfunctioning DPI switch, but
solenoid of the air motor. The bleed valve the blocker doors are still properly stowed.
closes, admitting bleed air into the air motor, This does not preclude operating the reversers
wh i c h c a u s e s i t t o d r ive t h e t r a n s l a t i n g on landing.
s t r u c t u r e t owa r d t h e s t ow p o s i t i o n . T h e
DEPLOY lights extinguish and, simultane-
ously, the UNLOCK lights illuminate. When BLEED VALVE Light
the thrust reversers are fully stowed and the When the reversers are stowed, illumination of
pneumatic latches engage the translating a BLEED VALVE light means that the bleed
structure, the UNLOCK lights extinguish. As valve is open. This isolates the bleed air-sys-
in the deploy cycle, bleed air is shut off to the tem from the air motor, and deployment of
windshield, nacelle, and wing/stabilizer heat the affected reverser will not be possible.
systems for approximately three seconds when
the stow cycle is initiated.
Automatic Stow
The thrust reversers incorporate an auto-stow
Abnormal Indications provision. If any of the pneumatic latches
UNLOCK Light (Steady) release (UNLOCK light illuminates) when the
reverser levers are stowed, electrical power
If either thrust reverser fails to completely stow, from the T/R CONT circuit breaker is applied
or if any of the pneumatic latches fails to engage to close the bleed air valve and to the direc-
after stowing, the corresponding UNLOCK tional solenoid, which causes the air motor to
light remains illuminated. Also, if a pneumatic stow the translating structure. Stow pressure
latch disengages at any time, the corresponding will be maintained until the UNLOCK light
UNLOCK light illuminates. extinguishes.
The automatic stow circuit is activated anytime
an UNLOCK light illuminates with the reverser Emergency Stow
levers in the stowed position. Stow pressure will
The NORM–EMER STOW switch is normally
be applied until the UNLOCK light extinguishes.
left in NORM. The EMER position is designed
for inadvertent UNLOCK or DEPLOY condi-
UNLOCK Light (Flashing) tions when the reverser levers are stowed.
A flashing UNLOCK light is a function of Power is provided by the TR EMER STOW
modif ication AMK 81-6 (installation of circuit breaker on the left main bus.
blocker door position indicator [DPI]
switches). Proper stowing of the blocker doors In the case of the UNLOCK or DEPLOY con-
is essential for continued operation. An dition in flight, the EMER position on the

switch is not functional with the thrust levers DEE HOWARD TR 4000
set at any power setting above approximately THRUST REVERSERS
70% N 1 . It is therefore imperative that if the
EMER selection is made for any reason due to
a reverser malfunction, the amber EMER STOW General
indicator light be monitored. If the power The Dee Howard thrust reversers incorporate
setting is sufficiently high to prelude the emer- a hydraulically operated system consisting of
gency stow circuits from functioning, the amber a pair of clamshell doors forming the afterbody
light will not illuminate, and the appropriate of the engine nacelle (Figure 7-28). When de-
thrust lever must be retarded until the light ployed, the doors deflect all exhaust in a for-
7 POWERPLANT
illuminates. Illumination of the EMER STOW ward direction. The reverser hydraulic system
light gives visual indication that the emergency is integral with the aircraft’s hydraulic system
stow circuits have, in fact, activated. for normal operation. It is equipped with a
separate accumulator and a one-way check
In the event of a system malfunction while valve that enable one deploy and stow cycle
intentionally operating in the reversing range, in the event of aircraft hydraulic system fail-
there is nothing to preclude use of the EMER ure. The accumulator preload pressure is
STOW selection at any time, and doing so will 900–1,000 psi.
immediately command all components to stow
and illuminate the amber EMER STOW light. An automatic emergency stow system, which
includes an automatic throttle-retard feature,
All thrust reverser normal, abnormal, and is incorporated to provide protection against
emergency procedures are contained in the inadvertent deployments.
supplement section of the approved AFM.
Two pairs of spring-loaded latches—one pair
each side—secure the doors when stowed. Hy -
draulic actuators operate each pair of latches,
the doors, and a throttle-retard mechanism. Hy-
draulic pressure is supplied by a selector valve
Figure 7-28. Thrust Reverser (Dee Howard TR 4000)

that incorporates four separate solenoid valves when the aircraft is on the ground and the
that are electrically sequenced by microswitches. thrust levers are at IDLE.
One of the solenoid valves—the isolation
valve—blocks hydraulic pressure at the selec- T h e T E S T p o s i t i o n p r ov i d e s a m e a n s o f
tor valve inlet until the system is fully armed. checking operation of the hydraulic isolation
The other three solenoid valves are for latch valve. When TEST is selected, the isolation
release, door stow, and door deploy. valve is energized open, and hydraulic pressure
is applied to a pressure switch that illumi-
nates the ARM light.
THRUST REVERSER Control
7 POWERPLANT
Panel The ARM position enables all sequencing mi-
croswitches and energizes the isolation valve
The reverser levers control the deploy and
open. Illumination of the ARM light indicates
s t ow cy c l e s a n d e n g i n e p owe r wh e n t h e
that the isolation valve has opened and hydraulic
reversers are deployed. The THRUST RE-
pressure is available to the other three solenoid
VERSER control panel (Figure 7-29) is lo-
valves for normal sequencing.
cated in the center of the glareshield above the
annunciator panel. It incorporates two ARM–
The OFF position completely disarms the deploy
OFF–TEST switches (one for each reverser)
circuits without disarming the automatic emer-
that provide system arming, disarming, and
gency stow system.
testing. Four annunciator lights—two for each
r ev e r s e r — p r ov i d e v i s u a l i n d i c a t i o n
of normal sequencing and certain abnormal ARM Lights
conditions. The green ARM lights illuminate in conjunc -
tion with the TEST and ARM functions as de -
ARM–OFF–TEST Switches scribed above. However, should the ARM light
illuminate at any other time (i.e., in flight with
Arming, disarming, and testing are accom-
the ARM–TEST switch in OFF), it indi cates
p l i s h e d f o r e a c h r ev e r s e r by u s e o f t h e
t h a t t wo i n b o a r d — o r o u t b o a r d — d o o r l
respective ARM–OFF–TEST switch. The
atches are unlocked, and automatic activation
ARM position is wired in series with the
of the emergency stow circuit occurred. This will
ground mode of the squat switch relay box, as
be annunciated by a flashing DEPLOY light.
well as an IDLE switch on the respective thrust
lever. The system, therefore, will only ARM
Figure 7-29. THRUST REVERSER Control Panel (Dee Howard)

DEPLOY Lights doors, while pressure is maintained on the latch

release actuators.
The amber DEPLOY lights flash during all
stow/overstow cycles and illuminate steady When fully deployed, the doors contact a
when the respective reverser is in the fully de- switch that illuminates the DEPLOY light
ployed position during a normal deployment. steadily, deenergizes the latch solenoid valve
A flashing DEPLOY light at any other time 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
indicates that one or more of the door latches solenoid-operated lock, which releases to
are unlocked (see Automatic Emergency Stow, allow the reverser lever to be pulled further aft
this chapter). to increase reverse thrust.
7 POWERPLANT
System Operation Reverse Thrust

Arming When the DEPLOY light(s) illuminate and
the reverser lever solenoid-operated lock(s)
The reversers are armed for normal operation release, the reverser lever(s) can be pulled
as follows: further aft to increase N 1 to achieve the desired
• The T/R CBs—two for each reverser— results. A second hard stop limits N 1 rpm to
are closed approximately 75%, which constitutes maxi-
mum reverse thrust.
• The aircraft is on the ground (i.e., squat
switch relay box is in the ground mode) At 60 KIAS, the reverser levers should be
• The respective ARM–TEST switch is smoothly started toward the idle deploy position.
in ARM
Use of maximum reverse power below 50
• The respective thrust lever is at the IDLE KIAS could cause reingestion of exhaust gases
position or possible foreign object damage.
• The respective g reen ARM light is
illuminated After the engines have reached reverse-idle
rpm (approximately 30% N 1 ), the pilot can
Deploy stow the reverser levers by returning them to
the full forward position.
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 Normal Stow
deploy switch that energizes the latch and Returning the respective reverser lever to the
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 full forward and down position unlocks the
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 main thrust lever and contacts a stow switch.
actuators, the stow side of the door actuator, This deenergizes the deploy solenoid valve
and the throttle-retard actuator. closed and energizes the stow solenoid valve
open, directing hydraulic pressure to stow the
The resulting door overstow condition unloads doors and operate the throttle-retard actua-
the spring-loaded latches so that the latch release tor. The overstow condition allows the four
actuators can release them; simultaneously, the spring-loaded latches to lock into place and
throttle-retard actuator is operated by the stow break contact with their respective latch
pressure. When the latch release actuators switches. This deenergizes the stow solenoid
engage their respective unlock switches, the valve closed, which shuts off hydraulic pres-
stow solenoid valve is deenergized closed, the sure to the door actuator and the throttle- retard
latch solenoid valve remains energized open, and actuator. Exhaust gas pressure and springs
the deploy solenoid valve is energized open. retur n the doors to their nor mal position
This directs hydraulic pressure to deploy the against the latching hooks.

Abnormal Indications latch position switches on the same side—

inboard or outboard—indicate an unlatched
ARM Light Fails to Illuminate condition for the doors, the result is as follows:
During Test • The isolation valve opens, which
If the ARM light fails to illuminate when TEST illuminates the ARM light
is selected on the ARM–TEST switch, the
isolation valve failed to respond correctly, hy- • The DEPLOY light begins to flash
draulic pressure is not available, or the pressure • The stow solenoid valve is energized
switch is faulty; also, the affected reverser will open, which applies stow pressure to
7 POWERPLANT
be inoperative. the door actuator and throttle retard ac-
tuator, which retards the thrust lever to
ARM Light Fails to Illuminate the idle position.
during Normal Arming (On the The steady ARM light and flashing DEPLOY
Ground at Idle) light remain on until the latches return to the
If the ARM light fails to illuminate when ARM latched position or until power is removed
is selected on the ARM–TEST switch (on the from the control circuits.
ground with thrust levers at IDLE), possible
malfunctions are: Automatic Throttle Retard
• Isolation valve failure Automatic throttle retard is designed primarily
• No hydraulic pressure available to minimize severe thrust asymmetry that may
occur as a result of inadvertent deployment of
• Pressure switch failure a reverser during high thrust settings. This is
• Thrust lever IDLE switch failure accomplished by use of the overstow cycle hy-
draulic pressure to operate a throttle retard ac-
• Faulty squat switch relay circuitry tuator, resulting in mechanical repositioning
of the thrust lever to the IDLE position.
Steady ARM Light (ARM–TEST
Switch Off) This feature can be checked on the ground by
Steady illumination of the ARM light with deploying the reversers, pulling the reverser
the ARM–TEST switch off indicates that two levers toward a higher power position, then
door latches on the same side—inboard or quickly returning the reverser levers to the
outboard—are unlocked. Illumination of the stow position and pushing forward on the thrust
ARM light indicates activation of the auto- levers. Resistance to thrust lever movement will be
matic emergency stow circuit. This will be felt until completion of the stow cycle.
accompanied by a flashing DEPLOY light.
All thrust reverser normal, abnormal, and
Flashing DEPLOY Light emergency procedures are contained in the
supplement section of the approved AFM.
A flashing DEPLOY light indicates that one
or more of the door latches are unlocked. Do not use thrust reversers to back the aircraft
(i.e., move backwards). Do not deploy the drag
chute and thrust reversers simultaneously.
Automatic Emergency Stow
The automatic emergency stow system is Adequate aircraft control has been demonstrated
designed to prevent inadvertent deployment at with a 20 kt crosswind component, but this
any time (ARM–TEST switch off or on). If two value is not considered to be limiting.

7 POWERPLANT

QUESTIONS
l. The TFE731-2-2B engine provides 3,500 6. Electrical power for engine oil pressure
lb of thrust at: indication is provided by the:
A. Left and right essential buses
A. Sea level up to 72°F (22°C)
B. Inverters through the 26 VAC bus
B. All altitudes and temperatures
C. Battery charging bus
C. Sea level at any temperature
D. Pilot and copilot 115 VAC buses
7 POWERPLANT
D. All altitudes up to 72°F (22°C)
7. The primary engine thrust indicating
2. The engine LP rotor (N 1 ) consists of: instrument is the:
A. A four-stage, axial-flow compressor A. Turbine (N 2 )
and a single-stage centrifugal
B. ITT
compressor
C. Fan (N 1 )
B. A single-stage fan and a three-stage,
axial-flow compressor D. Fuel flow
C. A single-stage fan, a four-stage, axial-
flow compressor, and a three-stage, 8. The maximum ITT during engine start is:
axial-flow turbine A. 832°C
D. A four-stage, axial-flow compressor B. 870°C for ten seconds
and a four-stage, axial-flow turbine C. 795°C
D. 860°C
3. During a normal ground start, the ignition
light should come on when: 9. The maximum transient ITT during take-
A. N 2 reaches 10% off is:
B. The START–GEN switch is moved to A. 860°C for f ive minutes
START B. 870°C for ten seconds
C. The thrust lever is moved to idle C. 880°C for f ive seconds
D. N 1 reaches 10% D. 865°C for f ive minutes
4. The engine HP spool (N 2 ) consists of a: 10. What is the maximum acceptable engine
A. Three-stage axial compressor and a oil temperature?
four-stage radial turbine A. 140°C
B. Single-stage centrifugal compressor B. 70°C
and a two-stage axial turbine
C. 130°C
C. Two-stage axial compressor and a
D. 127°C
single-stage axial turbine
D. Single-stage centrifugal compressor
11. During computer-on operation, the surge
and a single-stage axial turbine
bleed valve:
5. The engine instruments (N 1, N 2 and ITT) A. Is controlled by the fuel computer
are powered by: B. Remains closed
A. Self-generating tachometers C. Remains at 1/3 OPEN position
B. The 26 VAC buses D. Has no function
C. The essential buses
D. The DC main and essential buses

12. During computer-on operation, what en- 16 . When performing a fuel control governor
gine overspeed protection is provided? check, N 2 r pm increases rapidly. The
A. Only 109% N 1 and 110% N 2 ultimate pilot must:
overspeed shutoff A. Tur n on the fuel computer switch
B. Only 105% N 2 mechanical governor immediately, allow rpm to stabilize at
C. Only 109% N 1 ultimate overspeed idle, shut down the engine, and have
shutoff the system checked.
D. Only 105% N 2 mechanical governor B. Pull the associated f ire T-handle, set
and 109% N 1 /110% N 2 ultimate over- the fuel computer switch to manual,
7 POWERPLANT
speed shutoff and restart the engine.

C. Wait until N 2 rpm stabilizes at 105%,
13. W h i c h o f t h e f o l l ow i n g s t a t e m e n t s then turn on the fuel computer switch,
regarding fuel control is true in the event and, when N 2 drops to idle, shut the
of aircraft electrical failure?: engine down.
D. Turn on the fuel computer switch, and,
A. Fuel control remains in the NORMAL
if the rpm drops to idle, no
mode, but overspeed protection is lost.
further action is necessary.
B. Fuel control reverts to the MANUAL
m o d e , a n d u l t i m a t e ov e r s p e e d
17. The major portion of total thrust at low
protections is lost.
altitudes is developed by the:
C. Fuel control reverts to the MANUAL
m o d e , b u t 1 0 9 % N 1 ov e r s p e e d A. Fan
protection is still available if the B. LP turbine
computer switch is on. C. Core engine
D. Fuel control remains in the NORMAL D. HP turbine
m o d e w i t h n o l o s s o f ov e r s p e e d
protection. 18. The maximum allowable N 1 under all
operating conditions is:
14. If the SPR switch is used during engine A. 101% to 103% maximum continuous
start, it should be released to OFF when:
B. 105% for one minute
A. ITT begins to rise. C. 103% to 105% for f ive seconds
B. ITT reaches 200˚ C D. 101.5% for f ive minutes
C. ITT reaches 300˚ to 400˚ C
D. Engine idle rpm stabilizes.
15. The ENG SYNC light indicates:

A. E n g i n e s y n c i s n o t t u r n e d o n o r
has failed.
B. Engine sync is operating properly.
C. Engine sync is turned on, and the nose
landing gear is locked in the DOWN
position.
D. The engines are synchronized.

CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................... 8-1
GENERAL .............................................................................................................................. 8-1
ENGINE FIRE DETECTION AND INDICATORS............................................................... 8-2
Sensing Elements and Control Units ............................................................................... 8-2
FIRE PULL or ENG FIRE PULL Lights ........................................................................ 8-3
Fire Detection System Test .............................................................................................. 8-3
8 FIRE PROTECTION
ENGINE FIRE EXTINGUISHING ........................................................................................ 8-3
Extinguisher Containers................................................................................................... 8-3
FIRE PULL or ENG FIRE PULL T-Handles and ARMED Lights................................. 8-4
Exterior Extinguisher Discharge Indicators..................................................................... 8-5
PORTABLE FIRE EXTINGUISHERS................................................................................... 8-5
QUESTIONS........................................................................................................................... 8-7

ILLUSTRATIONS
Figure Title Page
8-1 Engine Fire Detection System.................................................................................. 8-2
8-2 Engine Fire Warning Lights and Controls (LH) ...................................................... 8-3
8-3 System Test Switch .................................................................................................. 8-3
8-4 Engine Fire Extinguishing System........................................................................... 8-4
8-5 Fire Extinguisher Discharge Indicators.................................................................... 8-5
8-6 Portable Fire Extinguisher........................................................................................ 8-5
8 FIRE PROTECTION

CHAPTER 8
FIRE PROTECTION
8 FIRE PROTECTION
INTRODUCTION
The Learjet 35/36 series aircraft are equipped with engine f ire detection and f ire-
extinguishing systems as standard equipment. The systems include detection circuits that
give visual warning in the cockpit and controls to activate one or both f ire extinguisher
bottles. There is a test function for the f ire detection system. One or two portable f ire-
extinguishers are provided.
GENERAL
The engine f ire protection system is com- is not extinguished with actuation of the f irst
posed of three sensing elements, two control bottle, the second bottle is available for
units (one for each engine) located in the tail discharge into the same engine. The fire bottles
cone, one warning indicator light for each en- are located in the tail cone of the airplane.
gine, two f ire extinguisher bottles which are Exterior discharge indicators provide a visual
activated from the cockpit, and a fire detection indication if either f ire bottle has been
circuit test switch. The f ire extinguishing discharged manually or by thermal expansion.
system is a two-shot system; if an engine f ire

ENGINE FIRE wire at its center that carries DC power through

the detection circuit. The electrical resistance
DETECTION of the ceramic material is relatively high at nor-
mal temperatures; consequently, there is lit-
AND INDICATORS tle cur rent flow from the conductor wire
through the ceramic material to ground (i.e.,
SENSING ELEMENTS outer tubing). At high temperatures, however,
the electrical resistance decreases and allows
AND CONTROL UNITS increased current flow.
Within each engine cowling are three heat-
sensing elements: one mounted on the engine The control unit detects the increased cur-
pylon f irewall, one mounted around the lower rent flow and illuminates the red FIRE PULL
engine accessory section, and one surround- or ENG FIRE PULL light in the T-handle
ing the engine combustion section. The when current flow equates to 890°F at the hot
elements are connected to a control unit that section sensor, or 410°F at the engine acces-
monitors the electrical resistance of the sory and/or f irewall sensors. DC essential
sensing elements (Figure 8-1). The sensing bus electrical power for the system is sup-
elements are made of Inconel metal tubing plied through the L and R FIRE DET circuit
f illed with a pliable, heat-sensitive ceramic breakers on the pilot and copilot CB panels.
material that, in turn, encloses a conductor
8 FIRE PROTECTION
ENG FIRE CONTROL

PULL UNIT
410 F SENSING ELEMENT

(PYLON FIREWALL)
COMBUSTION
SECTION
890 F SENSING
ELEMENT
L FIRE
DET
ELEMENT
SUPPORT
FRAME
L ESS 410 F SENSING ELEMENT
BUS AND SUPPORT FRAME
Figure 8-1. Engine Fire Detection System

FIRE PULL OR ENG FIRE PULL

LIGHTS
The red FIRE PULL or ENG FIRE PULL warn-
ing 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.
8 FIRE PROTECTION
Figure 8-3. System Test Switch
ENGINE FIRE
EXTINGUISHING
EXTINGUISHER CONTAINERS
Two spherical extinguishing agent containers
Figure 8-2. Engine Fire Warning Lights are located in the tail cone area. Both con-
and Controls (LH) tainers use common plumbing to both engine
cowlings via shuttle valves, providing the air-
FIRE DETECTION SYSTEM TEST craft with a two-shot system. The agent used
in the f ire extinguishing system is variously
The rotary system test switch (Figure 8-3) on known as monobromotrifluoromethane, bro-
the center switch panel is used to test the fire motrifluoromethane, or by the more common
detection system. Rotating the switch to FIRE trade name of Halon 1301. It is noncorrosive,
DET and depressing the switch test button tests so no cleanup is necessary after use. The agent
the continuity of the sensing elements and is stored under pressure, and a pressure gage
control units. A satisfactory test is indicated is installed on each container. The pressure
by both FIRE PULL or ENG FIRE PULL gages indicate approximately 600 psi at 70°F
lights flashing until the test button is released. when the containers are properly serviced.

A thermal relief valve on each container is valve) circuit breakers on the pilot and copilot
plumbed to a common discharge port (red disc) CB panels, respectively.
on the outside of the fuselage below the left en-
gine pylon. The thermal relief valves will re- There are two ARMED lights above each T-han-
lease bottle pressure at approximately 220°F. dle. Pulling either T-handle arms the f ire-ex-
tinguishing system, which is indicated by
illumination of the two ARMED lights above
FIRE OR ENG FIRE T-HANDLES the handle pulled. Depressing an illuminated
AND ARMED LIGHTS ARMED light momentarily supplies DC power
to the explosive cartridge, which discharges the
When a FIRE PULL or ENG FIRE PULL light
contents of one fire- extinguisher bottle and al-
begins to flash, it indicates a fire or overheat
lows it to flow into the affected engine nacelle.
condition in the respective engine cowling.
When the ARMED light is depressed, a holding
Following AFM procedures, the pilot should
relay is also engaged that extinguishes the
first place the affected engine thrust lever to
ARMED light to indicate the associated bottle
CUT-OFF and then pull the corresponding T-
discharged. Either ARMED light may be
handle. Pulling out on the T-handle closes the
depressed to extinguish the f ire. Should one
main fuel, hydraulic, and bleed air shutoff
container control the fire, the other container is
valves for that engine. DC essential b us
still available to either engine (Figure 8-4).
electrical power to close these valves is provided
through the L and R FW SOV (firewall shutoff
8 FIRE PROTECTION
ARMED ARMED ARMED ARMED
FIRE PULL FIRE PULL
BLEED-AIR BLEED-AIR
SHUTOFF SHUTOFF
VALVE VALVE
PRESSURE GAGE PRESSURE GAGE
TWO-WAY RH
LH CHECK
CONTAINER CONTAINER
FUEL SHUTOFF VALVES FUEL SHUTOFF
VALVE VALVE
RELIEF VALVE RELIEF VALVE
HYDRAULIC HYDRAULIC
LH NACELLE SHUTOFF VALVE SHUTOFF VALVE RH NACELLE
LEGEND
ENGINE EXTINGUISHING
MANUAL DISCHARGE
THERMAL MANUAL
DISCHARGE DISCHARGE
INDICATOR INDICATOR
THERMAL DISCHARGE
Figure 8-4. Engine Fire Extinguishing System

NOTE PORTABLE FIRE

If the red warning light goes out, the
continuity of the detection circuit
EXTINGUISHERS
should be tested using the rotary One (standard) or two (optional) hand-held
system test switch. f ire extinguishers (Figure 8-6) provide for in-
terior f ire protection. Location of the extin-
EXTERIOR EXTINGUISHER guisher(s) varies with aircraft conf iguration.
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.
8 FIRE PROTECTION
Figure 8-6. Portable Fire Extinguisher
Figure 8-5. Fire Extinguisher Discharge

Indicators

8 FIRE PROTECTION

QUESTIONS
l. Engine f ire extinguisher bottles are 4. When an engine f ire occurs, the control
located in: unit:
A. The nacelles A. Arms the f ire-extinguishing system
B. The engine pylons B. Illuminates the MSTRWARN light
C. The tail cone and sounds the warning horn
D. The baggage compartment C. A u t o m a t i c a l ly d i s c h a r g e s t h e
respective f ire-extinguishing system
2. The power-off preflight check of the engine D. Causes the respective FIRE PULL or
fire extinguishers includes: ENG FIRE PULL light in the T-han-
dle and both MSTR WARN lights to
A. Checking the condition of one yellow
flash
and one red blowout disc
B. Checking the condition of two yellow
5. The f ire-extinguishing agent is dis-
and two red blowout discs
charged by:
C. Checking blowout discs and extin-
guisher charge gages, all on the left A. A temperature switch
side of the fuselage B. A mechanically f ired pin at the base
of the supply cylinder
8 FIRE PROTECTION
D. Activating the system TEST switch
to FIRE DET C. The FIRE PULL or ENG FIRE PULL
T-handle electrical circuits
3. When the left FIRE PULL or ENG FIRE D. Pushing an illuminated ARMED light
PULL T-handle is pulled:
A. It discharges one extinguisher into the 6. If fire persists after activating a fire bottle:
left nacelle A. The second f ire bottle can be dis-
B. It closes the main fuel, hydraulic, and charged into the affected area
bleed-air shutoff valves for the left B. The second f ire bottle can only be
engine and arms both extinguishers used on an opposite-side f ire
C. It discharges one extinguisher and C. The first fire bottle can be discharged
arms the second a second time
D. It ruptures the yellow discharge indi- D. No further activation of the system is
cator disc p o s s i bl e ; b o t h b o t t l e s d i s c h a rg e
simultaneously when either ARMED
button is pressed

CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 9-1
GENERAL .............................................................................................................................. 9-1
DESCRIPTION AND OPERATION ...................................................................................... 9-3
Bleed Air Shutoff and Regulator Valves.......................................................................... 9-3
BLEED AIR Switches ..................................................................................................... 9-4
Bleed Air Check Valves................................................................................................... 9-5
Bleed Air Manifold.......................................................................................................... 9-5
Bleed Air Warning Lights................................................................................................ 9-5
HP Servo Air.................................................................................................................... 9-5
QUESTIONS........................................................................................................................... 9-7
9 PNEUMATICS

ILLUSTRATIONS
Figure Title Page
9-1 Pneumatic System—SNs 35-002 through 35-112 and 36-002 through 36-031 ...... 9-2
9-2 Pneumatic System—SNs 35-113 and Subsequent and 36-032 and Subsequent ..... 9-3
9-3 BLEED AIR Switches ............................................................................................. 9-4
9-4 Engine Bleed Air Conditioning System (SNs 35-082, 35-087 through 35-112,
36-023 through 36-031, and Earlier Aircraft Incorporating AMK 76-7) ................ 9-6
9 PNEUMATICS

CHAPTER 9
PNEUMATICS
INTRODUCTION
The aircraft pneumatic system uses bleed air extracted from the engine compressor sec-
tions. It includes controls for regulation and distribution of low-pressure (LP) air from
the fourth-stage axial compressor and high-pressure (HP) air from the centrifugal com-
pressor. Pneumatic air is used for cabin pressurization and heating, anti-icing systems,
9 PNEUMATICS
hydraulic reservoir pressurization, and Aeronca thrust reverser operation (if installed).
There are two basic pneumatic system configurations: SNs 35-002 through 112 and 36-002
through 031, which are referred to in the text as early aircraft; and SNs 35-113 and subse-
quent and 36-032 and subsequent, which incorporate a major design change—including in-
stallation of emergency valves—and are referred to as current aircraft.
GENERAL
Bleed air from both the LP and HP engine Some systems use only HP air tapped from
compressors is provided to a shutoff and the high-pressure compressor prior to the shut-
regulator valve on each engine. When open, off and regulator valve.
these valves regulate air pressure by selecting
either LP or HP air, which is ducted to a Regulated bleed air pressure is used for cabin
common manifold that supplies most of the pressurization and heating, windshield anti-
pneumatic systems (Figures 9-1 and 9-2). icing, engine nacelle anti-icing, wing and

stabilizer anti-icing, and hydraulic reservoir Control of pneumatic bleed air is accom -
pressurization. HP air is used for fan spinner plished with the L and R BLEED AIR
anti-icing and Aeronca thrust reversers (if switches on the copilot lower right switch
installed). panel and by the engine FIRE PULL T-han -
dles. Provision is made for detection of over-
On current aircraft, HP air is used for the alcohol heat conditions within the engine pylon, the
anti-icing system, operation of the emergency pylon bleed-air duct itself, and, on some
pressurization valves, as servo pressure for the aircraft, manifold overpressure. Visual indica-
cabin pressurization and temperature control tion is given by illumination of warning lights
systems, and for control of modulating valves on the glareshield annunciator panel.
on aircraft with AAK 85-6.
HP BLEED AIR
FAN SPINNER ANTI-ICE*
LP
BLEED T/R AIR MOTOR**
AIR
BLEED-AIR SHUTOFF
AND REGULATOR VALVE
NACELLE ANTI-ICE
PYLON TEMP
SENSOR
DUCT TEMP
SENSOR
BLEED
AIR R
STABILIZER AND
BLEED-AIR MANIFOLD
WIND ANTI-ICE
FLOW CONTROL
WINDSHIELD
9 PNEUMATICS
VALVE
ANTI-ICE
TO CABIN
PRESSURIZATION
JET PUMP
47-PSI PRESSURE SWITCH***
HYDRAULIC
RESERVOIR
LEGEND
HP BLEED AIR
* NOT APPLICABLE ON AIRCRAFT EQUIPPED LP BLEED AIR

WITH CONICAL SPINNERS (AAK 79-4)
FROM REGULATED BLEED AIR
LEFT
** AERONCA THRUST REVERSERS
ENGINE
*** SNs 35-082, 087 TO 112, AND 36-023 TO 031
AND EARLIER SNs INCORPORATING AMK 76-7
Figure 9-1. Pneumatic System—SNs 35-002 through 35-112 and 36-002 through 36-031

DESCRIPTION are electrically controlled by the BLEED AIR

switches and may also be closed by pulling
AND OPERATION the respective engine FIRE PULL T-handle.
When open, the valves operate pneumatically
to maintain downstream pressure in the man-
BLEED AIR SHUTOFF ifold of 27–35 psi.
AND REGULATOR VALVES
Both HP and LP bleed air are available to the
The bleed air shutoff and regulator valves, one valves. As long as enough LP air is available to
on each engine, are often called “mod valves” meet system demands, the valves will use only LP
because they modulate air pressure. The valves
HP BLEED AIR
FAN SPINNER ANTI-ICE *
HP
SOLENOID LP
BLEED T/R AIR MOTOR**
VALVE
AIR
BLEED-AIR SHUTOFF
AND REGULATOR VALVE BLEED
AIR R
NACELLE ANTI-ICE
PYLON TEMP
SENSOR
REGULATED DUCT TEMP
BLEED AIR SENSOR HP SERVO
CABIN EMER PRESS AIR
DUCT VALVE
HP SERVO
BLEED-AIR
AIR MANIFOLD
MANIFOLD REGULATOR
BLEED-AIR
STABILIZER AND TEMP CONTROL
WING ANTI-ICE FLOW CONTROL VALVE (H-VALVE)***
9 PNEUMATICS
VALVE
WINDSHIELD ALCOHOL
TO
ANTI-ICE ANTI-ICE
CABIN
REGULATOR
HYDRAULIC
RESERVOIR
FLOW CONTROL VALVE
PRESSURIZATION
JET PUMP
EMER PRESS
CABIN EMER PRESS
LEGEND VALVES
DUCT VALVE
* NOT APPLICABLE ON AIRCRAFT
HP BLEED AIR EQUIPPED WITH CONICAL SPINNERS
LP BLEED AIR (AAK 79-4)
REGULATED BLEED AIR ** AERONCA THRUST REVERSERS

FROM
REGULATED SERVO AIR LEFT *** AND BLEED-AIR SHUTOFF AND
ENGINE REGULATOR VALVE (AAK 85-6)
Figure 9-2. Pneumatic System—SNs 35-113 and Subsequent and 36-032 and Subsequent

air. If there is not enough LP air available to meet On SNs 35-113 and subsequent and 36-032 and
system demands, the valves automatically use subsequent, the L and R BLEED AIR switches
HP air to maintain the required pressure. are located on the copilot lower right switch
panel). The three-position, OFF–ON –EMER
The shutoff function of each shutoff and switches control their respective bleed air
regulator valve is provided by a solenoid- shutoff and regulator valves and their respec-
operated shutoff valve that is spring-loaded tive emergency pressurization valves:
open; DC power is required to close it. With
loss of electrical power, the shutoff and reg- • In OFF, the bleed air shutoff and reg-
ulator valves fail open. However, on SNs 35- ulator valve is closed, and the emer-
113 and subsequent and 36-032 and gency pressurization valve is in its
subsequent, an HP solenoid valve, which is normal position
springloaded closed, is installed. On these • In ON, the bleed air shutoff and regula-
aircraft, if electrical power is lost, the shut- tor valve is open, and the emergency
off and regulator valve fails open, but the HP pressurization valve remains in its nor-
solenoid valve fails closed so that only LP air mal position (see Figure 9-2)
will be available.
• In EMER, the bleed air shutoff and reg-
ulator valve is open, and the emergency
BLEED AIR SWITCHES pressurization valve is moved to the
emergency position. At the same time,
On SNs 35-002 through 112 and 36-002 the HP solenoid valve is closed, which
through 031, the L and R BLEED AIR switches restricts the shutoff and regulator valve
are located on the copilot lower right switch output to LP air.
panel (Figure 9-3). They are two-position,
ON-OFF, switches, powered by the AIR BL On SNs 35-113 through 658 and 36-032
circuit breaker on the left essential bus. In the through 063, not modif ied by AMK 90-3, the
ON position, the bleed air shutoff valve is L and R BLEED AIR switches use DC elec-
open (see Figure 9-1). In the OFF position, the trical power from the L and R MOD VAL cir-
valve is closed. cuit breakers on the left and right main DC
buses. These CBs provide power for control of
the bleed air shutoff and regulator valves and
the emergency pressurization valves.
9 PNEUMATICS
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

On SNs 35-659 and subsequent, 36-064 and A temperature sensor in each engine pylon
subsequent, and earlier aircraft modif ied by operates when pylon structure temperature
AMK 90-3, the L and R BLEED AIR switches exceeds 250°F and illuminates the respective
use DC electrical power from the L and R red L or R BLEED AIR light on the glareshield
BLEED AIR and L and R EMER PRESS cir- (see Annunciator Panel section).
cuit breakers on the left and right main DC
buses.The BLEED AIR circuit breakers pro- A temperature sensor installed in each engine
vide power for control of the bleed air shutoff pylon bleed air duct causes the respective red
and regulator valves. The EMER PRESS cir- L or R BLEED AIR light to illuminate if duct
cuit breakers provide power for control of the temperature is excessive. SNs 35-002 through
emergency pressurization valves. 35-064 and 36-002 through 36-017 use 590°F
sensors. Later production aircraft use 645°F
See Chapter 12, Pressurization, for additional sensors.
information on the emergency pressurization
valves. On SNs 35-082, 087 through 112, and 36-023
through 031, a pressure sensor in the regu-
BLEED AIR CHECK VALVES lated bleed air manifold causes both BLEED
AIR warning lights to illuminate if pressure in
A check valve is installed in the bleed air the manifold exceeds 47 psi (Figure 9-4). This
ducting from each engine. Each check valve also applies to earlier aircraft incorporating
allows airflow in one direction and blocks AMK 76-7 (relocation of cabin air distribution
airflow applied in the opposite direction. The flow control valve).
check valves prevent loss of bleed air during
single-engine operation.
HP SERVO AIR
BLEED AIR MANIFOLD On SNs 35-113 and subsequent, and 36-032
and subsequent, HP bleed air is tapped off the
The bleed-air manifold serves as a collection HP centrifugal compressor (see Figure 9-2).
point for regulated air pressure from either or The air from this tap flows through a check
both engines. From the manifold, bleed air is valve to the HP servo air manifold. From the
distributed to the flow control valve for cabin manifold, air is ducted directly to the alcohol
pressurization and heating, the pressurization anti-icing system and through two regulators.
jet pump (on early aircraft), the windshield
anti-ice (i.e., defog) valve, the wing and The air from one regulator is used to control
9 PNEUMATICS
horizontal stabilizer anti-ice pressure regula- the position of the hot-air bypass valve (i.e.,
tor valve, and the hydraulic reservoir regulator. the H-valve) and the bleed air shutoff and reg-
ulator valve on aircraft modified per AAK-85-
6. The other regulator provides air to:
BLEED AIR WARNING LIGHTS
• Modulate the flow control valve
The red BLEED AIR L and R warning lights
on the glareshield annunciator panel illuminate • Control position of the emergency valves
when an associated pylon senor or pylon duct • Operate the pressurization jet pump
temperature sensor detects excessive tem-
peratures. On some aircraft, a pressure sensor
in the manifold causes both lights to illuminate
for an overpressure condition.

INTERNAL DEFOG
OUTLETS
LEGEND
BLEED AIR CREW OUTLETS
FOOTWARMER OUTLET
RAM AIR
CONDITIONED BLEED AIR
AIR DISTRIBUTION
TO LOWER CABIN DOOR
CABIN TEMP
SENSOR
BAGGAGE COMPARTMENT
CABIN AIR DIFFUSERS AIR DIFFUSER
(TYPICAL) (35A AIRPLANE ONLY)
TO SENSOR
BLOWER MOTOR
AIR DISTRIBUTION
CAB CHECK VALVES
HT
AUTO
AIR
BLEED
L
MAIN L
BUS ESS
BUS
BLEED AIR BLEED AIR
(LEFT ENGINE) (RIGHT ENGINE)
PRESSURE SWITCH
(47 PSI)
DUCT TEMP
LIMITER
AUTO
DUCT TEMP
HOT SENSOR VENTURI
FLOW CONTROL VALVE MAX

MAN MAN NORM
HOT COOL OFF
O
F CABIN
F AIR
COLD FAN
CABIN CLIMATE CONTROL RAM-AIR
CAB CHECK VALVE
9 PNEUMATICS
HT
MNL
RAM AIR IN
HOT AIR BYPASS HOT T
R (H-VALVE) E
M
MAIN P
BUS C
O
N
RAM AIR OUT T
COLD
HT VAL
HEAT EXCHANGER IND
L
MAIN
BUS
Figure 9-4. Engine Bleed Air Conditioning System (SNs 35-082, 35-087 through 35-112,
36-023 through 36-031, and Earlier Aircraft Incorporating AMK 76-7)

QUESTIONS
l. Pneumatic air is extracted from: 4. The temperature of the bleed air in the
A. The LP compressor duct between the engine and the bleed
air manifold is monitored by the:
B. The HP compressor
C. Ram air A. Pylon overheat thermostat
D. Both A and B B. Aft fuselage equipment section ther-
mostat
2. With loss of DC electrical power, the C. Duct temperature sensor
shutoff and regulator valves: D. Duct overheat thermostat
A. Fail closed
5. The BLEED AIR L annunciator illumi-
B. Fail open
nates:
C. Remain in their last position
A. When the temperature in the left pylon
D. Can be closed only by pulling a FIRE
or the left bleed air duct is too high
PULL/ENG FIRE PULL T-handle
B. When the pressure in the left pylon is
below the system’s operational limit
3. The L and R BLEED AIR ON–OFF
switches are located: C. When the left half of the bleed-air
system is operating
A. On the copilot lower right switch panel
D. When the left half of the bleed-air
B. On the left side panel system has failed
C. On the pilot lower left switch panel
D. On the overhead panel
9 PNEUMATICS

CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION................................................................................................................. 10-1
GENERAL ............................................................................................................................ 10-1
ICE DETECTION ................................................................................................................. 10-2
Windshield Ice Detection .............................................................................................. 10-2
Wing Ice Detection ........................................................................................................ 10-2
ANTI-ICE SYSTEMS .......................................................................................................... 10-5
Engine Anti-ice System (Nacelle Heat) ........................................................................ 10-5
Exterior Windshield Defog, Anti-ice, and Rain Removal System ................................ 10-8
Internal Windshield Defog .......................................................................................... 10-19
Windshield/Radome Alcohol Anti-ice System ........................................................... 10-22
Wing and Horizontal Stabilizer Anti-ice System ........................................................ 10-25
Pitot, Static, and Angle-of-Attack Vane Anti-ice System ........................................... 10-27
QUESTIONS ...................................................................................................................... 10-29
10 ICE AND RAIN

PROTECTION

ILLUSTRATIONS
Figure Title Page
10-1 Anti-ice Control Panel ........................................................................................... 10-3
10-2 Wing Ice Inspection Light Control ........................................................................ 10-4
10-3 Wing Ice Inspection Light...................................................................................... 10-4
10-4 Nacelle and Fan Spinner Anti-ice Flow ................................................................. 10-5
10-5 Windshield Anti-ice System (SNs 35-002 to 086 [except 082]
and 36-002 to 022, without AAK 76-7A or AMK 91-2)....................................... 10-9
10-6 Defog Control Knob .............................................................................................. 10-8
10-7 Windshield Anti-ice System (SNs 35-082, 087 to 112, 36-023 to 031,
and Earlier Aircraft with AAK 76-7A )............................................................... 10-11
10-8 Windshield Anti-ice System (SNs 35-113 to 662 and 36-032 to 063
without AMK 91-2) ............................................................................................. 10-13
10-9 Windshield Anti-ice System (SNs 35-663 and Subs.; 36-064 and
Subs.; SNs 35-113 to 662 and 36-032 to 063 with AMK 91-2).......................... 10-15
10-10 Windshield Anti-ice System (SNs 35-002 to 112 and 36-002 to 031
with AAK 76-7A and AMK 91-2) ...................................................................... 10-17
10-11 Electric Windshield Defog System (SNs 35-671 and Subs.
and 36-064 and Subs.) ......................................................................................... 10-21
10-12 Alcohol Anti-ice System (SNs 35-002 to 112 and 36-002 to 031) ..................... 10-23
10-13 Alcohol Anti-ice System (SNs 35-113 and Subs. and 36-032 and Subs.)........... 10-24
10-14 Wing and Horizontal Stabilizer Anti-ice System ................................................ 10-25
10-15 WING TEMP and STAB TEMP Indicators ........................................................ 10-26
10 ICE AND RAIN
PROTECTION

CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
Anti-icing equipment on the Learjet 35/36 is designed to prevent buildup of ice on:
• The engine nacelle lip, early model fan spinner, and the inlet pressure-temperature probe
• The windshield and the radome
• The leading edges of the wings and horizontal stabilizer
• Pitot probes, static ports, AOA vanes, shoulder static ports (if installed), and total
temperature (Rosemount) probe (if installed)
This system is certif ied for flight into known icing conditions.
GENERAL
10 ICE AND RAIN
PROTECTION
Aircraft anti-icing is accomplished through the Electrically heated components include pitot
use of electrically heated anti-ice systems, tubes, static ports, shoulder static ports (FC
engine bleed air heated anti-ice systems, and 200), the engine inlet air pressure/tempera -
an alcohol anti-ice system. ture (P T2 /T T2 ) sensors, stall warning vanes,
and total temperature (Rosemount) probe, if
installed.

Engine bleed air is used to heat the wind-

shields, wing and horizontal stabilizer lead-
ICE DETECTION
ing edges, nacelle inlets, and the engine fan During daylight operation, ice accumulation
spinners on earlier aircraft with elliptical— can be visually detected on the windshield,
dome shaped—spinners. wing leading edges, and tip tanks.
An alcohol system is installed for radome anti-
icing and as a backup to the pilot windshield WINDSHIELD ICE DETECTION
bleed air anti-icing.
During night operations, the windshield ice de-
On SNs 35-643 and subsequent and 36-058 and tection lights indicate ice or moisture
subsequent, an auxiliary windshield defog formation on the windshield. Two probes, one
heat system is installed. on the pilot side of the glareshield and one on
the copilot side, contain red lights that con-
All anti-icing equipment must be turned on tinuously shine on the inside of the windshield
before icing conditions are encountered. To surface. The ice detection lights normally
delay until ice buildup is visually detected on shine though unseen; however, they will reflect
aircraft surfaces constitutes an unacceptable red spots approximately 1.5 inches in diame-
hazard to safety of flight. ter if ice or moisture forms on the windshield.
If anti-ice systems are required during take- The ice detection light on the pilot side is
off, they should be turned on prior to setting inside the anti-ice airstream; the light on the
takeoff power. Appropriate takeoff power and copilot side is located outside the anti-ice
performance charts must be used. airstream. For this reason, the copilot light
should be monitored when flying in icing
Icing conditions exist when there is visible conditions (anti-icing equipment on). The ice
moisture and the indicated ram-air temperature detection lights are illuminated whenever
(RAT) is +10°C or below. Takeoff into icing aircraft electrical power is on. The lights are
conditions is permitted with all bleed air anti- powered through the L and R ICE DET circuit
icing systems on. The air temperature gage breakers on the pilot and copilot essential
(RAT) should be checked frequently when fly- buses, respectively.
ing in or entering areas of visible moisture.
WING ICE DETECTION
During descents, the cabin altitude may increase
unless sufficient engine rpm is maintained to During daylight conditions, ice formation on
compensate for the additional bleed air use. the wing leading edges and tip tanks may be
observed visually.
Anti-ice system switches are located on the
anti-ice control panel (Figure 10-1). During darkness, the recognition light can be
used to check for ice buildup.
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 ICE AND RAIN
PROTECTION

STAB STAB
WSHLD HEAT WSHLD & WING WSHLD WSHLD/ WING
ON AUTO RADOME HEAT HT ON RADOME HEAT
H R
O O A
F L
D D
F
OFF MAN RADOME OFF OFF OFF OFF
PITOT HEAT NAC HEAT PITOT HEAT NAC HEAT
L R L R L R L R
OFF OFF OFF OFF OFF OFF OFF OFF
35-002 THROUGH 35-112 35-113 THROUGH 35-642

36-002 THROUGH 36-030 36-031 THROUGH 36-063
W/S AUX STAB STAB

WSHLD WSHLD DEFOG WING WSHLD WSHLD WSHLD WING
HT ON RADOME HEAT HEAT HT ON RADOME DEFOG HEAT
H R C H R
O A K O A
L P L
D D T D D
Off Off OFF OFF OFF OFF OFF OFF
PITOT HEAT NAC HEAT PITOT HEAT NAC HEAT

L R L R L R L R
OFF OFF OFF OFF OFF OFF OFF OFF

10 ICE AND RAIN
PROTECTION
35-643 THROUGH 35-670 35-671 AND SUBSEQUENT

36-064 AND SUBSEQUENT
Figure 10-1. Anti-ice Control Panel

On some aircraft, an optional wing ice

inspection light is installed on the forward right
side of the fuselage and is focused on a three-
inch 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).

Control
10 ICE AND RAIN
PROTECTION

ANTI-ICE SYSTEMS Nacelle Heat Switches

Each engine anti-ice system is independently
controlled by the L and R NAC HEAT switches
ENGINE ANTI-ICE SYSTEM located on the anti-ice control panel (see Fig -
(NACELLE HEAT) ure 10-1).
The engine anti-ice system provides anti-icing
When the NAC HEAT switch is turned on (L
for the engine nacelle inlet lips, the elliptical
or R position), electrical power is supplied to
fan spinners, and the P T2 T T2 probes. The
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
nacelle lips are heated with regulated bleed air.
energizes the fan spinner shutoff valve open
The P T2 T T2 probe is heated electrically.
(if applicable) and deenergizes the nacelle lip
shutoff valve open. Selecting the OFF position
On SNs 35-002 through 244 and 36-002
deenergizes the fan spinner shutoff valve
through 044, not incorporating AAK 79-4,
closed and energizes the nacelle shutoff valve
the elliptical spinner is anti-iced by high pres-
closed. Figure 10-4 is a schematic portrayal
sure bleed air. On aircraft SNs 35-245 and
of the engine anti-ice systems.
subsequent, 36-045 and subsequent, and ear-
lier aircraft incorporating AAK 79-4, a coni-
DC electrical power to operate the systems is
cal spinner replaces the elliptical spinner; no
provided through the L and R NAC HT circuit
anti-icing is required.
breakers on the left and right main buses.
PT2TT2
PROBE DC
FAN SPINNER TO OPEN
FAN
PRESS SWITCH*
SPINNER
SHUTOFF
VALVE *
L ENG ICE **
NAC HEAT
ON
F
TOF
SHU REG
AND VE
VAL HP
NACELLE LP
PRESS SWITCH
LEGEND NACELLE HEAT BLEED-AIR
SHUTOFF VALVE INPUT
HIGH-PRESSURE BLEED AIR
NAC
HT NAC HEAT
REGULATED (MANIFOLD) AIR
L R
LOW-PRESSURE BLEED AIR
MAIN
ELECTRICAL CIRCUITS BUS OFF OFF
10 ICE AND RAIN
* NOT APPLICABLE TO AIRPLANES

PROTECTION
DC TO CLOSE
EQUIPPED WITH CONICAL FAN SPINNERS
** SNs 35-634 AND 36-058 AND SUBSEQUENT
Figure 10-4. Nacelle and Fan Spinner Anti-ice Flow

Bleed air for nacelle lip anti-icing is taken Engine Ice Lights
f r o m t h e r e g u l a t e d bl e e d - a i r l i n e j u s t
downstream from the bleed-air shutoff and The amber L and R ENG ICE lights on the
regulator valve (Figure 10-4). It is ducted glareshield annunciator panel (see Annunci -
through the nacelle heat shutoff valve to a dif- ator Panel section) provide a visual indication
fuser tube that distributes it around the inner of fan spinner or nacelle lip anti-ice system
surface of the nacelle lip and then exhausts it malfunction. The lights are operated by pres-
overboard through a hole at the bottom of the sure switches in the associated fan spinner
nacelle lip. and nacelle lip bleed air plumbing. Illumina -
tion of an ENG ICE light with the associated
The source of fan-spinner heat is high-pressure NAC HEAT switch on indicates that bleed air
(HP) bleed air. pressure to either the fan spinner or to the
nacelle lip is not suff icient to provide satis-
factory anti-ice protection.
10 ICE AND RAIN
PROTECTION

When a NAC HEAT switch is turned on or off, GREEN NAC HT ON Light

the respective ENG ICE light illuminates mo-
mentarily until bleed air pressure at the pres- SNs 35-634 and Subsequent, and
sure switch agrees with the switch command. SNs 36-058 and Subsequent
Under some conditions, bleed air pressure may A single green NAC HT ON annunciator light
not be suff icient at idle rpm to keep the pres- is installed on the glareshield annunciator
sure switches from illuminating the ENG ICE panel. The light illuminates when either NAC
light; in this event, advance the thrust levers HEAT switch is on as a reminder that the
to check proper nacelle heating operation. nacelle heat system is operating.
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 malfunc-
tion 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.
10 ICE AND RAIN

PROTECTION

EXTERIOR WINDSHIELD
DEFOG, ANTI-ICE, AND
RAIN REMOVAL SYSTEM
There are f ive different systems used in the
Learjet 35/36 to provide exterior windshield
anti-icing, defogging, and rain removal. They
will be covered individually. All systems op-
erate on DC power from the WSHLD HT cir-
cuit breaker on the left main bus.
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 IN–NORMAL/OUT–DEFOG knob, lo-

cated below the instrument panel to the left of Figure 10-6. Defog Control Knob
the pedestal (Figure 10-6), manually controls
a valve that directs bleed-air either to the Bleed air from the regulated bleed air mani-
windshield or to the footwarmers. fold is routed through two valves: the shutoff
valve and the pressure regulator valve.
When the knob is pushed into the IN–NORMAL
position, with the windshield anti-ice on, bleed The shutoff valve is motor-driven and con-
air is directed into the cockpit through the foot- trolled by either of the two switches on the anti-
warmers. This provides additional heat in the ice control panel. It takes four to f ive seconds
cockpit and an alternate source of bleed air to cycle fully. Selecting AUTO will open the
flow into the cabin for emergency cabin pres- shutoff valve and illuminate the green WSHLD
surization. The knob is normally left in the HT light. The light will be on whenever the
IN–NORMAL position. shutoff valve is not fully closed. If MAN is se-
lected, the shutoff valve may be opened or
When the knob is pulled out to the OUT–DE- closed with the ON –OFF switch. Since this
FOG position, the bleed air is directed to the switch is spring-loaded to neutral, it must be
external windshield duct outlets for wind- held in the ON position while the valve drives
shield defog, anti-ice, and rain removal. toward the fully open position. The switch
may be released before the valve reaches full
Two windshield heat switches are located on open. The shutoff valve will then stop and re-
the anti-ice panel. One is a three-position main in an intermediate position. The shutoff
10 ICE AND RAIN
switch labeled ON and OFF; it is spring-loaded valve can be closed only by holding the
PROTECTION
to the center (neutral) position. The other ON–OFF switch to OFF (with MAN selected)
switch has two positions labeled AUTO and for at least four seconds.
MAN.

IN
WINDSHIELD NORMAL
OUT
DEFOG
OVERBOARD
DRAIN
FOOTWARMERS
CONTROL
UNIT
WSHLD
OV HT DEFOG PRESSURE
REGULATOR VALVE
(NC)
WSHLD
HT WSHLD HEAT WSHLD
ON OFF HT
DEFOG SHUTOFF
VALVE
L MAIN
BUS OFF MAN
TO WING/STAB
HEAT BLEED-AIR
LEGEND MANIFOLD
MANIFOLD BLEED AIR BLEED AIR BLEED AIR

REGULATED FLOW
CHECK CHECK
LOW-LIMIT THERMOSWITCH VALVE VALVE
HIGH-LIMIT THERMOSWITCH
TO
ELECTRICAL CIRCUITS CABIN
Figure 10-5. Windshield Anti-ice System (SNs 35-002 to 086 [except 082]
and 36-002 to 022, without AAK 76-7A or AMK 91-2)
10 ICE AND RAIN
PROTECTION

The pressure-regulator valve is solenoid- Manual Operation

operated and is deenergized closed. Its function
Selecting MAN enables the spring-loaded
is to regulate the engine bleed air from the man-
ON–OFF switch to control the shutoff valve
ifold to 16 psi. It is energized open when DC
and, therefore, the amount of bleed air supplied
electrical power is applied to the aircraft and will
to the windshields.
be deenergized and closed to shut off wind-
shield anti-ice in case of windshield overheat.
On the ground in manual mode, a low limit ther-
moswitch will illuminate the red WSHLD OV
Automatic Operation HT light, but will not close either the regulator
The flow of bleed air to the windshields is con- valve or the shutoff valve. However, the high
trolled in the automatic mode by the high limit thermoswitch does close the pressure-
( 2 5 0 ° F ) a n d l ow ( 2 1 5 ° F ) t e m p e r a t u r e regulator valve. Therefore, an overheat condi-
thermoswitches installed in each windshield tion is indicated by illumination of both the
outlet nozzle. green and red lights, regardless of which limit
is exceeded. In flight, the low limit ther-
moswitch is disabled.
NOTE
AAK 77-6 provides for changing the
high and low limit thermoswitches to
SNs 35-082, 087 to 112, 36-023
290°F and 250°F, respectively. to 031, and Earlier Aircraft with
AAK 76-7A
For ground operation, when the low limit The exterior windshield heat/defog system
thermoswitch senses 215°F, it will close the can be controlled either automatically or man-
shutoff valve; this extinguishes the green ually (Figure 10-7). It is also used to supple-
WSHLD HT light and illuminate the red ment cockpit heating through the pilot
WSHLD OV HT light. If the low limit switch footwarmers and to provide an alternate bleed
fails, or the shutoff valve fails to close, the air source for emergency pressurization.
temperature may rise suff iciently to trigger
the high limit thermoswitch, which removes An IN–NORMAL/OUT–DEFOG knob, lo-
power from the pressure-regulator valve. The cated below the instrument panel to the left of
red WSHLD OV HT light will illuminate, the pedestal (see Figure 10-6), manually con-
and the green WSHLD HT light will remain trols a valve that directs bleed air either to
illuminated because the shutoff valve is not the windshield or to the footwarmers.
fully closed.
When the knob is pushed in to the IN–NOR -
During flight, through the squat switch relay MAL position, with the windshield anti-ice
box, the low limit switch will close the shutoff on, bleed air is directed into the cockpit through
valve, which extinguishes the WSHLD HT the footwarmers. This provides additional heat
light. However, the red WSHLD OV HT light in the cockpit and an alternate source of bleed
will not illuminate because the system is de- air flow into the cabin for emergency cabin
signed to cycle on the low limit switches. If the pressurization. The knob is normally left in the
high temperature limit is reached in flight due IN–NORMAL position.
to failure of the low-limit switches, the pressure-
regulator valve will close, the red WSHLD OV When the knob is pulled out to the OUT–DE-
10 ICE AND RAIN
HT light will illuminate, and the green WSHLD FOG position, the bleed air is directed to the
PROTECTION
HT light will remain illuminated. external windshield duct outlets for windshield
defog, anti-ice, and rain removal.

IN
WINDSHELD NORMAL
OUT
DEFOG
OVERBOARD
DRAIN
CHECK
VALVE
FOOTWARMERS
TO WING/STAB
HEAT SERVO
PRESSURE
LINE
CONTROL
UNIT TO
CABIN
WSHLD
OV HT
WSHLD
WSHLD ANTI-ICE
HT SHUTOFF
WSHLD HEAT WSHLD (NC)
ON AUTO HT
TEMPERATURE
SENSOR
LEGEND L MAIN
BUS OFF MAN WSHLD
ANTI-ICE
RAM AIR CONTROL
MANIFOLD BLEED AIR VALVE
CONDITIONED AIR HEAT RAM AIR
RAM AIR OUT EXCHANGER IN
LOW-LIMIT THERMOSWITCH
DEFOG HEAT RAM-AIR
HIGH-LIMIT THERMOSWITCH MODULATING
EXCHANGER
VALVE
ELETRICAL CIRCUIT
Figure 10-7. Windshield Anti-ice System (SNs 35-082, 087 to 112, 36-023 to 031,
and Earlier Aircraft with AAK 76-7A )
Two windshield heat switches are located on The shutoff valve is solenoid-operated and is
the anti-icing panel. One is a three-position deenergized closed. Its function is to regulate
switch, labeled ON and OFF, and is spring- the engine bleed air from the manifold to 16
loaded to the center (neutral) position. The psi. It is energized open when DC electrical
10 ICE AND RAIN
other switch has two positions: AUTO and power is applied to the aircraft and will be
PROTECTION
MAN. deenergized and closed to shut off windshield

anti-ice in case of windshield overheat.
Bleed air from the regulated bleed air mani-
fold is routed through two valves: the anti-ice The control valve is motor-driven and con-
shutoff valve and the anti-ice control valve. trolled by either of the two switches on the anti-

ice control panel. It takes four to f ive seconds If either outlet nozzle temperature reaches the
to cycle fully. Selecting AUTO will open the 250°F limit (ground) or 290°F limit (airborne),
control valve and illuminate the green WSHLD the ther moswitch will illuminate the red
HT light. If MAN is selected, the control valve WSHLD OV HT light on the glareshield an-
may be opened or closed with the ON–OFF nunciator panel and cause the solenoid shut-
switch. Since this switch is spring-loaded to off valve to close. The anti-ice control valve
neutral, it must be held in the ON position will remain in the position it was in, but the
while the valve drives toward the fully open green WSHLD HT light will be extinguished
position. The switch may be released before while the solenoid shutoff valve is closed. The
the valve reaches full open. The control valve WSHLD OV HT light will extinguish and the
will then stop and remain in an intermediate shutoff valve will open again when the tem-
position. The control valve can be closed only perature at the thermoswitch cools. If the
by holding the ON–OFF switch to OFF (with windshield heat has not been turned off, air-
MAN selected) for at least four seconds. flow will resume to the windshield, the green
WSHLD HT light will illuminate, and the red
Operation WSHLD OV HT light will extinguish.
With windshield anti-ice on, bleed air flows Through the squat switch relay box, the low
through the open shutoff valve and anti-ice limit thermoswitches are disabled for 10 sec-
control valve, and through a heat exchanger onds after touchdown. This prevents auto-
from which it is ducted to the outlet nozzles matic shutoff of bleed air at the moment of
at the base of each windshield. touchdown, which could restrict the pilot’s
vision due to loss of rain-removal capability.
The anti-ice heat exchanger cools the bleed air
with ram air. A ram air modulating valve op-
erates to maintain a 300°F duct temperature SNs 35-113 to 662 and 36-032 to
downstream of the heat exchanger by using a 063, without AMK 91-2
duct temperature sensor and a regulated bleed
air servo line. The subsequent heat loss oc- The WSHLD HT switch controls flow of
curring in the duct as the bleed air reaches engine bleed air to the exterior of the
the outlet nozzles keeps the outlet airflow windshield for anti-icing, defogging, and rain
temperature within the limits of windshield removal (Figure 10-8). This three-position
heat operation. During ground operation, ram switch is labeled ON, HOLD, and OFF and is
air is not available to cool the bleed air. located on the anti-ice control panel.
Under normal conditions, the windshield heat Engine bleed air from the regulated bleed air
bleed air temperature is automatically con- manifold is routed through two valves: the
trolled. However, an overheat warning sys- anti-ice shutoff valve and the anti-ice con-
tem alerts the pilot and automatically shuts off trol valve. The shutoff valve is solenoid-
windshield heat in the event of an overheat con- operated and is deenergized closed. It is
dition. A low limit (approximately 250°F) and energized open whenever DC electrical power
a high limit (approximately 290°F) ther- is applied to the aircraft. The control valve is
moswitch is installed in each windshield out- motor-driven and is controlled by the WSHLD
let nozzle. The low limit switches function HT switch.
only on the ground and are cut out by the squat
switch relay box when airborne. The high limit When the WSHLD HT switch is positioned to
10 ICE AND RAIN
switches are installed primarily to limit tem- ON, the anti-ice control valve begins to open
PROTECTION
perature during airborne operation, but will and the green WSHLD HT light on the
also function on the ground as a backup to the glareshield annunciator panel illuminates. The
low limit switches. control valve drives to the fully open position
within f ive to eight seconds after the WSLD
HT switch is turned to ON.

WINDSHIELD
TO WING/STAB
HEAT SERVO
PRESSURE
LINE
CONTROL
UNIT TO
CABIN
WSHLD
HT
WSHLD
ANTI-ICE
WSHLD WSHLD SHUTOFF
WSHLD
HT HT ON (NC)
HT
H TEMPERATURE
O SENSOR
LEGEND L MAIN L WSHLD
OFF
BUS D ANTI-ICE
RAM AIR
CONTROL

RAM AIR OUT
LOW-LIMIT THERMOSWITCH EXCHANGER IN
HIGH-LIMIT THERMOSWITCH DEFOG HEAT

EXCHANGER RAM-AIR
ELECTRICAL CIRCUIT MODULATING
VALVE
Figure 10-8. Windshield Anti-ice System (SNs 35-113 to 662 and 36-032 to 063
without AMK 91-2)
10 ICE AND RAIN
PROTECTION

For reduced airflow to the windshield, the Through the squat switch relay box, the low
control valve may be stopped at any interme- limit ther moswitches are disabled for 10
diate position by positioning the WSHLD HT s e c o n d s a f t e r t o u c h d ow n . T h i s p r eve n t s
switch to HOLD. automatic shutoff of bleed air at the moment
of touchdown, which could restrict the pilot’s
With both valves open, bleed air flows through vision due to loss of rain-removal capability.
a heat exchanger from which it is ducted to the
outlets at the base of each windshield. The Bleed air is not available for windshield anti-
anti-ice heat exchanger cools the bleed air icing with both the left and right emergency
with ram air. A ram air modulating valve op- pressurization valves in the emergency position.
erates to maintain a 300°F duct temperature
downstream of the heat exchanger by using a
duct temperature sensor and a regulated bleed SNs 35-663 and Subs.; 36-063
air servo line. The subsequent heat loss oc- and Subs.; SNs 35-113 to 662
curring in the duct as the bleed air reaches and 36-032 to 062 with AMK 91-2
the outlet nozzles keeps the outlet airflow
temperature within the limits of windshield The exterior windshield defog, anti-ice, and
heat operation. During ground operation, ram rain removal system is shown in Figure 10-9.
air is not available to cool the bleed air.
With the engines running and the BLEED AIR
Under normal conditions, the windshield heat switches ON, engine bleed air from the regu-
bleed air temperature is automatically con- lated bleed air manifold is available to two
trolled. However, an overheat warning sys- windshield anti-ice system valves: the anti-ice
tem alerts the pilot and automatically shuts off shutoff valve and the anti-ice control valve.
windshield heat in the event of an overheat con- The shutoff valve is solenoid-operated and is
dition. A low limit (approximately 250°F) and normally energized open whenever electrical
a high limit (approximately 290°F) ther- power is applied to the aircraft. The control
moswitch is installed in each windshield out- valve is motor-driven and is controlled by the
let nozzle. The low limit switches function WSHLD HT switch.
only on the ground and are cut out by the squat
switch relay box when airborne. The high limit The three-position (OFF–HOLD–ON)
switches are installed primarily to limit tem- WSHLD HT switch is located on the anti-ice
perature during airborne operation, but will control panel. When the WSHLD HT switch
also function on the ground as a backup to the is positioned to ON, the anti-ice control valve
low limit switches. begins to open, and the green WSHLD HT
light on the glareshield annunciator panel il-
If either outlet nozzle temperature reaches the luminates. If the WSHLD HT switch is left in
250°F limit (ground) or 290°F limit (air- the ON position, the control valve will drive
borne), the thermoswitch will illuminate the full open in approximately f ive to eight sec-
red WSHLD OV HT light on the glareshield onds. For reduced airflow to the windshield,
annunciator panel and cause the solenoid shut- the WSHLD HT switch may be positioned to
off valve to close. The anti-ice control valve HOLD before the control valve reaches full
will remain in the position it was in, but the open. The control valve will then stop and re-
green WSHLD HT light will be extinguished main in an intermediate position.
while the solenoid shutoff valve is closed. The
WSHLD OV HT light will extinguish and the With both valves open, regulated engine bleed
10 ICE AND RAIN
air flows through a heat exchanger in which

PROTECTION
shutoff valve will open again when the tem-

perature at the thermoswitch cools. If the it is cooled by ram air. The ram air flow is
WSHLD HT switch has not been turned off, 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
airflow will resume to the windshield, the modulating valve. The modulating valve senses
green WSHLD HT light will illuminate, and bleed air temperature downstream of the heat
the red WSHLD OV HT light will extinguish. exchanger—through a temperature sensor—

HIGH LOW
LIMITS LIMITS
WINDSHIELD
TO WING/STAB SERVO
HEAT PRESSURE
LINE
CONTROL
UNIT TO
CABIN
WSHLD
OV HT
WSHLD
ANTI-ICE
WSHLD WSHLD
WSHLD SHUTOFF
HT HT ON
HT (NC)
H TEMPERATURE
O SENSOR
LEGEND L MAIN L WSHLD
BUS D OFF ANTI-ICE
RAM AIR
CONTROL

RAM AIR OUT
EXCHANGER IN
IN-FLIGHT THERMOSWITCH
DEFOG HEAT
EXCHANGER RAM-AIR
GROUND THERMOSWITCH MODULATING
VALVE
ELECTRICAL CIRCUIT
Figure 10-9. Windshield Anti-ice System (SNs 35-663 and Subs.; 36-064 and
Subs.; SNs 35-113 to 662 and 36-032 to 063 with AMK 91-2)
10 ICE AND RAIN
PROTECTION

and positions itself automatically to maintain which could restrict the pilot’s visibility due
an air temperature of approximately 300°F. to loss of rain-removal, if the outlet temper -
From the heat exchanger, the temperature con- ature is between the inflight and ground limits
trolled bleed air is directed forward and dis- at the moment of touchdown.
pensed over the outside of both the pilot and
copilot windshields through outlets at the base With loss of electrical power, the windshield
of each windshield. anti-icing system will be inoperative since the
anti-ice shutoff valve will be deenergized and
Normally, the windshield anti-ice bleed-air will close. The control valve will remain in its
temperature is maintained at a safe level by the last position.
ram air modulating valve. However, an automatic
shutdown and warning system has been provided Bleed air is not available for windshield anti-
to prevent windshield damage from an overheat icing with both the emergency pressurization
condition. The system uses signals from four valves in the emergency position.
thermoswitches, two under the windshield heat
air outlets at the base of each windshield.
SNs 35-002 to 112 and 36-002 to
One thermoswitch on each side operates only 031 with AAK 76-7A and AMK
on the ground while the other operates on the 91-2
g r o u n d a n d i n t h e a i r. H i g h l i m i t t h e r -
moswitches are located on the left side and low The exterior windshield heat/defog system
limit thermoswitches are on the right. can be controlled either automatically or
manually (Figure 10-10). It is also used to
If the bleed-air temperature at the windshield supplement cockpit heating through the pilot
reaches a low limit (250°F in flight or 215°F footwarmers and to provide an alternate bleed
on the ground), the anti-ice shutoff valve is air source for emergency pressurization.
deenergized closed and the green WSHLD HT
light is extinguished. When the overheat cools, An IN–NORMAL/OUT–DEFOG knob, lo-
the thermoswitches will reset and the anti-ice cated below the instrument panel to the left
shutoff valve will reopen. If the anti-ice con- of the pedestal (see Figure 10-6), manually
trol valve is still open, the green WSHLD HT controls a valve that directs bleed air either
light will illuminate and windshield anti-ice to the windshield or to the cockpit foot-
airflow will be restored. warmers.
If the bleed air temperature at the windshield When the knob is pushed in to the IN–NORMAL
reaches a high limit (270°F in flight or 250°F position with the windshield anti-ice on, bleed
on the ground; 215°F on the ground on aircraft air is directed into the cockpit through foot-
with electrically heated windshields), the anti- warmers. This provides additional heat in the
ice shutoff valve is deenergized closed, the cockpit and an alternate source of bleed air
green WSHLD HT light is extinguished, and the flow into the cabin for emergency cabin pres-
red WSHLD OV HT light illuminates. When the surization. The knob is normally left in the
overheat cools, the thermoswitches will reset, IN–NORMAL position.
the red WSHLD OV HT light extinguishes, and
the anti-ice shutoff valve will reopen. If the When the knob is pulled to the OUT–DE-FOG
anti-ice control valve is still open, the green position, the bleed air is directed to the external
WSHLD HT light will illuminate and wind- windshield duct outlets for windshield defog,
10 ICE AND RAIN
anti-ice, and rain removal.

PROTECTION
shield anti-ice airflow will be restored.
The ground limit thermoswitches are disabled Two windshield heat switches are located on
for approximately 10 seconds after landing. the anti-icing panel. One is a three-position
This prevents automatic shutoff of bleed air, switch, labeled ON and OFF, and spring-

loaded to the center (neutral) position. The The control valve is motor-driven and
other switch has two positions: AUTO and controlled by either of the two switches on
MAN. the anti-ice control panel. It takes four to f ive
seconds to cycle fully. Selecting AUTO will
Bleed air from the regulated bleed air mani- open the control valve and illuminate the green
fold is routed through two valves: the anti-ice WSHLD HT light. If MAN is selected, the
shutoff valve and the anti-ice control valve. control valve may be opened or closed with the
ON–OFF switch. Since this switch is spring-
The shutoff valve is solenoid-operated and is loaded to neutral, it must be held in the ON
deenergized closed. Its function is to regulate position while the valve drives toward the fully
the engine bleed air from the manifold to 16 open position. The switch may be released
psi. It is energized open when DC electrical before the valve reaches full open. The control
power is applied to the aircraft and will be valve will then stop and remain in an interme-
deenergized and closed to shut off windshield diate position. The control valve can be closed
anti-ice in case of windshield overheat. only by holding the ON–OFF switch to OFF
(with MAN selected) for at least four seconds.
HIGH LOW
LIMITS LIMITS
IN
WINDSHIELD NORMAL
OUT
DEFOG
OVERBOARD
DRAIN
CHECK
VALVE
FOOTWARMERS
TO WING/STAB
HEAT SERVO
PRESSURE
LINE
CONTROL
UNIT
TO
CABIN
WSHLD
OV HT
WSHLD
ANTI-ICE
WSHLD WSHLD HEAT
WSHLD SHUTOFF
HT
LEGEND ON AUTO HT (NC)
TEMPERATURE
RAM AIR SENSOR
L MAIN WSHLD
OFF MAN
MANIFOLD BLEED AIR BUS ANTI-ICE
CONTROL
CONDITIONED AIR VALVE
IN-FLIGHT THERMOSWITCH
HEAT RAM AIR
10 ICE AND RAIN
RAM AIR OUT

GROUND THERMOSWITCH EXCHANGER IN
PROTECTION
DEFOG HEAT RAM-AIR

ELECTRICAL CIRCUIT MODULATING
EXCHANGER
VALVE
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)

Operation If the bleed air temperature at the windshield

reaches a low limit (250°F in flight or 215°F
With both valves open, regulated engine bleed on the ground), the anti-ice shutoff valve is
air flows through a heat exchanger in which deenergized closed and the green WSHLD HT
it is cooled by ram air. The ram air flow is light is extinguished. When the overheat cools,
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 the thermoswitches will reset and the anti-ice
modulating valve. The modulating valve senses shutoff valve will reopen. If the anti-ice control
bleed air temperature downstream of the heat valve is still open, the green WSHLD HT light
exchanger through a temperature sensor and will illuminate and windshield anti-ice airflow
positions itself automatically to maintain an will be restored.
air temperature of approximately 300°F. From
the heat exchanger, the temperature controlled If the bleed air temperature at the windshield
bleed air is directed forward and dispensed over reaches a high limit (270°F in flight or 250°F
the outside of both the pilot and copilot wind- on the ground; 215°F on the ground on aircraft
shields through outlets at the base of each with electrically heated windshields), the anti-
windshield. ice shutoff valve is deenergized closed, the
green WSHLD HT light is extinguished, and the
Normally, the windshield anti-ice bleed air red WSHLD OV HT light illuminates. When the
temperature is maintained at a safe level by the overheat cools, the thermoswitches will reset,
r a m a i r m o d u l a t i n g va l ve . H oweve r, a n the red WSHLD OV HT light extinguishes, and
automatic shutdown and warning system has the anti-ice shut-off valve will reopen. If the
been provided to prevent windshield damage anti-ice control valve is still open, the green
from an overheat condition. The system uses WSHLD HT light will illuminate and wind-
signals from four thermoswitches, two under shield anti-ice airflow will be restored.
the windshield heat air outlets at the base of
each windshield. The ground limit thermoswitches are disabled
for approximately 10 seconds after landing.
One thermoswitch on each side operates only This prevents automatic shutoff of bleed air,
on the ground while the other operates on the which could restrict the pilot’s visibility due
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 - to loss of rain-removal if the outlet temperature
moswitches are located on the left side and low is between the inflight and ground limits at the
limit thermoswitches are on the right. moment of touchdown.
10 ICE AND RAIN
PROTECTION

With loss of electrical power, the windshield Positioning the switch to CKPT applies DC
anti-icing system will be inoperative since the power to the coil, heating all the air coming
anti-ice shutoff valve will be deenergized and into the cockpit.
will close. The control valve will remain in its
last position. Positioning the switch to W/S AUX DEFOG
HEAT again applies DC power to the coil,
heating all the air coming into the cockpit. It
INTERNAL WINDSHIELD also arms the Freon air conditioning system
DEFOG so it will turn on automatically as the air-
plane descends through 18,000 ft. When the
All aircraft use conditioned engine bleed air
Freon air conditioning system turns on, elec-
for internal windshield defog (see Chapter
trically actuated diverter doors on the cabin
11, Air Conditioning, for additional infor-
blower assembly open and direct the cold air
mation). On late model aircraft, auxiliary
into the space between the cabin headliner
internal windshield defog systems have been
and the fuselage skin. This dehumidif ies the
provided.
cabin air without lowering the cabin temper-
ature excessively (see Chapter 11 for addi-
SNs 35-643 to 670 tional infor mation on the Freon air
conditioning system).
The internal windshield defog system on these
aircraft uses an electrically heated coil in the DC electrical power to heat the auxiliary
bleed air duct leading into the cockpit, and the windshield defog coil is provided by the
Freon air conditioning system. It is controlled battery charging bus through two, 20 A current
by a three-position (OFF–CKPT–W/S AUX limiters. DC control power for the auxiliary
DEFOG HEAT) switch on the anti-ice control windshield defog system is provided by the
panel. AUX DEFOG circuit breaker on the left es-
sential A bus.
To avoid damage to the electrically heated
coil, the crew should ensure that adequate
bleed air flow is available in the duct to cool
the coil before using the auxiliary windshield
defog system.
10 ICE AND RAIN

PROTECTION

SNs 35-671 and Subsequent; annunciator light. If an overheat condition

36-064 and Subsequent exists, the relay box will also remove electrical
power from the heating element in the af-
The internal windshield defog system on these fected windshield.
aircraft is shown in Figure 10-11. It uses 163
VAC power from the auxiliary and secondary 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
inverters and is controlled by a two-position underheat temperature condition may be
(OFF–WSHLD DEFOG) switch located on determined by touching the windshield. If an
the anti-ice control panel (see Figure 10-1). overheat temperature condition is suspected,
and the windshield does not cool off, the relay
When the switch is positioned to WSHLD box has not removed electrical power from
DEFOG, DC control power is applied to a the heating element; the system should be
windshield defog relay box. The relay box turned off.
receives 163 VAC power from the auxiliary and
secondary inverters—through 5 A current lim- A windshield temperature of 90°F or below is
iters—and directs it to the heating elements in common when the defog system is f irst turned
the windshield. Each heating element is a thin, on, and the annunciator light will illuminate.
gold f ilm laminated in the windshield. The However, the light should soon extinguish as
auxiliary inverter powers the element on the the windshield warms up.
left side, and secondary inverter powers the
element on the right side. 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
Both heating elements are turned on and off T-handle, consists of three separate lights and
together; once operating, however, the two is controlled by the windshield defog relay
elements are controlled separately by the box. The upper WSHLD DEFOG light will il-
relay box. luminate when either of the lower lights
illuminate. The lower L and R lights will
Two temperature sensors are located on each 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
side of the windshield. One sensor is set to look windshield has malfunctioned.
for a windshield temperature of approximately
110°F. When the windshield reaches 110°F, the The WSHLD DEFOG annunciator light will
sensor will signal the relay box, which removes illuminate in the event of an underheat or over-
electrical power from the heating element on heat condition, as explained above. It will also
that side. As the temperature cools, the relay illuminate with loss of DC or AC electrical
box will reapply power to maintain a constant power if the defog system switch is in the
windshield temperature of approximately WSHLD DEFOG position.
110°F.
The electric windshield defog system uses
The second sensor will signal the relay box in 163 VAC power as explained previously. DC
the event of an underheat or an overheat control power for the system is provided by the
condition. If the windshield temperature is ap- L and R WSHLD DEFOG circuit breakers on
proximately 90°F or below, or approximately the left and right essential B buses.
150°F or above, the sensor will signal the
relay box. In either situation, the relay box will
illuminate an amber WSHLD DEFOG
10 ICE AND RAIN
PROTECTION

WSHLD
DEFOG
L R
HEATING ELEMENT HEATING ELEMENT

(GOLD FILM) (GOLD FILM)
BELOW 90/ BELOW 90/

ABOVE 150° F ABOVE 150° F
WINDSHIELD DEFOG RELAY BOX
110° F 110° F
LEFT RIGHT
163 VAC OUT 163 VAC OUT
163 VAC IN 163 VAC IN
AUX SEC
INVERTER INVERTER
L WSHLD R WSHLD
DEFOG DEFOG
10 ICE AND RAIN
L ESS B R ESS B
PROTECTION
WSHLD DEFOG SWITCH
Figure 10-11. Electric Windshield Defog System (SNs 35-671 and Subs.
and 36-064 and Subs.)

WINDSHIELD/RADOME In this case, a fully serviced reservoir should

ALCOHOL ANTI-ICE SYSTEM dispense alcohol for approximately 1.5 hours.
Methyl alcohol from a reservoir located in the When the switch is positioned to WSHLD &
left side of the nose compartment is provided RADOME, the pump is energized and the
to prevent ice formation on the radome and, solenoid valve in the windshield supply line is
if necessary, the pilot windshield as a backup energized open so that alcohol is delivered to
for the windshield anti-ice—defog—system. both surf aces. Flow to the windshield is
The systems are operated by DC power from dispensed through an orifice assembly integrated
the right main bus. with the pilot defog outlet. In this case, dura-
tion is reduced to approximately 43 minutes.
There are two different systems in use.
A pressure switch installed in the radome
supply line actuates the amber ALC AI light
SNs 35-002 to 112 and when the reservoir is empty or if the pump
36-002 to 031 fails. The light will extinguish when the control
switch is turned off (Figure 10-12).
A DC motor-driven pump supplies f iltered
alcohol from a 2.25 gallon reservoir to the The reservoir is vented through an open vent
radome only, or to the radome and pilot wind- tube located in the same area as the pitot-static
shield, depending on the position selected on drains on the left side of the nose compartment.
the WSHLD/RADOME switch on the pilot A pressure relief valve operates to relieve ex-
anti-icing control panel. cessive supply line pressure by returning it to
the reservoir. Some aircraft are equipped with
When the switch is positioned to RADOME, a siphon-break valve to prevent the siphoning
the pump is energized and alcohol is delivered of fluid from the tank after the system has been
to the radome only due to a normally closed turned off (Figure 10-12).
solenoid valve in the windshield supply line.
10 ICE AND RAIN
PROTECTION

LEGEND
SUPPLY
PRESSURE
RETURN PILOT'S EXTERNAL

DEFOG OUTLET
AMBIENT
ELECTRICAL CIRCUIT
ALC AI
ORIFICE ASSEMBLY
RADOME
LOW-PRESSURE ANTI-ICE
SWITCH VALVE (NC)
* EFFECTIVE WITH
35-076, 36-021
WSHLD & ALC
RADOME PMP
SIPHON-BREAK
VALVE * O
F
F R MAIN
RADOME BUS
PRESSURE
RELIEF
MOTOR-DRIVEN
OVERBOARD PUMP
VENT FILTER
Figure 10-12. Alcohol Anti-ice System (SNs 35-002 to 112 and 36-002 to 031)
10 ICE AND RAIN

PROTECTION

SNs 35-113 and Subs.; The pressure relief valve, which is set at 2.6 psi,
36-032 and Subs. relieves any overpressure in the reservoir should
the pressure regulator fail; it also bleeds off
Methyl alcohol is stored in a 1.75 gallon residual pressure when the control switch is
reservoir. When the cockpit control switch is turned off.
positioned to WSHLD/RADOME or RAD,
circuits are completed to position a three-way The float switch in the reservoir illuminates
valve in the fluid supply line (Figure 10-13) the ALC AI annunciator when the tank is
and to open the shutoff valve and pressure empty. The light stays on even if the switch is
regulator in the servo bleed air supply line. off as a reminder to service the reservoir.
Servo bleed air tapped from the high pressure If the RAD position is selected, a fully serviced
bleed air manifold passes through the shutoff reser voir supplies only the radome with
valve and pressure regulator wh e re it i s approximately 2 hours and 9 minutes of alco-
regulated to 2.3 psi and sent to pressurize the hol. When selected to the WSHLD/
alcohol reservoir. RADOME position, alcohol is also dispensed
to the pilot defog outlet via the three-way
The alcohol is forced through a f ilter to the valve;, duration of the supply is reduced to
three-way valve that is positioned according approximately 45 minutes. This system is still
to the selected switch position. operational if both emergency pressurization
WSHLD/
RADOME
R
A
ALC D
SYS OFF
HP
R MAIN SERVO
BUS BLEED AIR
PRESSURE
REGULATOR AND CHECK
FILTER VALVE
SHUTOFF VALVE
(NC)
ALCOHOL
RESERVOIR TO OTHER SERVO
SYSTEMS
WRN LEGEND
LTS HP SERVO BLEED AIR
REGULATED BLEED AIR

PRESSURE
L&R RELIEF ALCOHOL SUPPLY
ESS VALVE
BUS OVERBOARD (AMBIENT)
10 ICE AND RAIN
PROTECTION
ALC
ELECTRICAL
AI
BLEED AIR
Figure 10-13. Alcohol Anti-ice System (SNs 35-113 and Subs. and 36-032 and Subs.)

valves are in emergency (provided DC power Controls and Indications

is available).
The STAB WING HEAT switch located on the
pilot anti-icing control panel controls the valve.
WING AND HORIZONTAL When the switch is moved up (on), the valve is
STABILIZER ANTI-ICE SYSTEM energized open. With the switch off, or if DC
power fails, the valve deenergizes closed.
Bleed air is used to prevent ice formation on the
wing and horizontal stabilizer leading edges. With the valve open, manifold bleed air is
The bleed air is directed from the regulated en- routed through the wing-stabilizer pressure
gine bleed air manifold through a solenoid-op- regulator valve—where it is regulated to 16
erated pressure regulator valve (Figure 10-14) psi—to piccolo tubes in the leading edges of
to the respective leading edge surfaces. the wing and the horizontal stabilizer. After
W
I
N
35°
G
T
215° E
M
215° WING
P
OV HT
SCUPPER SCUPPER
STAB
STAB &
WING
WING
HEAT
R MAIN STAB/WING
BUS PRESSURE
REGULATOR
VALVE
(NC) CHECK
CHECK VALVE VALVE
LEFT-HAND RIGHT-HAND
ENGINE ENGINE
MANIFOLD
S
T TO FLOW
A CONTROL
35° VALVE LEGEND
B
T MANIFOLD BLEED AIR

215°
215° STAB
E
REGULATED FLOW
M OV HT
P ELECTRICAL CIRCUITS
10 ICE AND RAIN
PROTECTION
Figure 10-14. Wing and Horizontal Stabilizer Anti-ice System

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 hor-
izontal 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 215°F.
Separate WING TEMP and STAB TEMP

indicators on the center instrument panel
(Figure 10-15) indicate leading-edge skin tem-
perature and are color-coded as follows:
• Red—Temperature below 35°F (danger
of icing in visible moisture)
• Green—Temperature between 35–215°F
(normal operation)
• Yellow—Temperature above 215°F (pos-
sible overheat) Figure 10-15. WING TEMP and STAB
TEMP Indicators
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 tem-
perature 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 sys-
tem operation is through the STAB & WING HT
circuit breaker on the right main bus.
10 ICE AND RAIN
PROTECTION

PITOT, STATIC, AND Static Port Heating

ANGLE-OF-ATTACK VANE (FC 200 Only)
ANTI-ICE SYSTEM There are f ive static ports: two on the left side
fuselage and three on the right. Pilot
Pitot and Angle-of-Attack instruments are supplied static pressure by
Vane Anti-icing the interconnected left front and right center
ports, which are heated. The interconnected
The left and right pitot tubes and angle-of- left rear and right front static ports supply
attack (AOA) vanes contain electrical heating copilot static pressure and are also heated.
elements. The L and R PITOT HEAT switches
located on the pilot anti-icing control panel (see The right rear port—interconnected with an al-
Figure 10-1) each supply essential bus power ternate port inside the nose compartment—is
to both respective heating elements. Even used by the altitude controller and does not
though each set of heating elements is require heat.
controlled by the same switch, separate circuit
protection for the AOA vane heater is provided; Two additional shoulder-static ports forward
the L and R PITOT HT circuit breakers (for of the windshield are also heated. These ports
pitot heaters) and S WRN HT circuit breakers are used by the air data sensor.
(for the AOA vane heaters) are all located on
the left and right essential buses, respectively. All static port heating elements are connected
directly to their respective L or R PITOT HT
On FC 530 aircraft, one heating element in circuit breakers. Consequently, they are heated
each pitot-static probe heats all of the pitot and whenever aircraft DC power is available,
static ports. provided the CBs are closed (i.e., in).
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) illumi-
nate 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).
10 ICE AND RAIN

PROTECTION


10 ICE AND RAIN
PROTECTION

QUESTIONS
1. Bleed air is used for anti-icing on: 5. Anti-icing equipment must be turned on:
A. When in icing conditions
A. Pitot tubes and static ports
B. Before entering icing conditions
B. P T2/ T T2 sensors
C. Before takeoff
C. Wi n g a n d h o r i z o n t a l s t a b i l i z e r
D. During climbout
leading edges
D. Conical fan spinners
6. With the loss of aircraft electrical power,
anti-icing will be lost on:
2. The L or R PITOT HEAT switches also
supply heating element power for: A. All systems
B. Pitot, static, and P T2/ T T2 probes only
A. The angle-of-attack vanes
C. All systems except the nacelle inlet
B. The shoulder static ports
lips
C. The instrument static ports
D. All systems except the windshield
D. P T2/ T T2 probe heater and radome alcohol system
3. The crew action required when the red 7. The L NAC HEAT switch in the up (on)
WING OV HT light illuminates is: position provides anti-icing to all of the
A. No action is required; the system is following except the:
automatic A. Nacelle lip
B. Po s i t i o n t h e S TA B W I N G H E AT B. Dome spinner (early models)
switch to STAB
C. P T2/ T T2 probe
C. Turn the STAB WING HEAT switch
D. Conical spinner (late models)
to OFF or reduce power
D. Turn one BLEED AIR switch to OFF
8. The alcohol anti-ice system may be used
until the light goes out
to anti-ice the:
4. The internal windshield defog system A. Radome
uses: B. Copilot windshield
A. 230 VAC power C. Pilot windshield
B. 163 VAC power D. Both A and C
C. An electrically heated coil and the
Freon air conditioning system
D. Engine bleed air pressure
10 ICE AND RAIN
PROTECTION

11 AIR CONDITIONING
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 AIR CONDITIONING
ILLUSTRATIONS
Figure Title Page
11-1 Engine Bleed Air Conditioning System (SNs 35-002 to 35-086
[except 35-082] and 36-002 to 36-022) ................................................................. 11-3
11-2 Engine Bleed Air Conditioning System (SNs 35-082, 35-087 to 35-112;
36-023 to 36-031; and Earlier Aircraft Incorporating AMK 76-7) ....................... 11-4
11-3 Engine Bleed Air Conditioning System (SNs 35-113 and Subsequent and
36-032 and Subsequent)......................................................................................... 11-5
11-4 CABIN AIR Switch ............................................................................................... 11-6
11-5 Temperature Control Indicator............................................................................... 11-7
11-6 Conditioned Bleed Air Distribution....................................................................... 11-8
11-7 CABIN CLIMATE CONTROL Panel ................................................................... 11-9
11-8 CABIN TEMP Indicator...................................................................................... 11-11
11-9 Evaporator and Blower Assembly ....................................................................... 11-13
11-10 Cabin Blower Grille Outlet.................................................................................. 11-12
11-11 COCKPIT AIR and CABIN BLOWER Rheostats.............................................. 11-15
11-12 Cockpit Upper Air Outlets................................................................................... 11-15
11-13 Passenger Overhead Outlets (WEMACS) ........................................................... 11-15
11-14 Freon Refrigeration System Schematic. .............................................................. 11-17
11-15 Auxiliary Heating System Components .............................................................. 11-19

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 in flight at altitudes up to a maximum of 18,000
by controlling the temperature of the bleed ft or 35,000 ft, depending on compressor motor
air entering the cabin by circulating it through part number.
an air-to-air heat exchanger. The cabin and
cockpit distribution systems differ slightly, Additional heating by the auxiliary electrical
based on aircraft serial number. heating system (if installed) can be obtained for
ground operations and at any altitude in flight.
Additional refrigeration cooling by the Freon
system is available for ground operations and

11 AIR CONDITIONING
ENGINE BLEED AIR Regulated engine bleed air, supplied to a

manifold located in the tail cone section, is
CONDITIONING ducted to the flow control valve. From the flow
control valve, there are three slightly different
AND DISTRIBUTION cabin and cockpit distribution conf igurations;
each performs the same basic functions, but
GENERAL differs in component arrangement. Figures 11-
1, 11-2, and 11-3 depict the three basic con-
This section addresses the conditioning f igurations by aircraft serial number.
process that the engine bleed air is subjected
to before it enters the cabin area, beginning at All three conf igurations use the flow control
the flow control valve. Chapter 9, Pneumatics, valve to control the flow of bleed air through
describes the bleed air supply system. Chapter a hot air bypass valve and an air-to-air heat
12, Pressurization, describes how conditioned exchanger before it enters the cabin and cock-
bleed air is used for cabin pressurization. pit distribution ducting.

11 AIR CONDITIONING
INTERNAL DEFOG
OUTLETS
CREW OUTLETS
FOOTWARMER OUTLET
LEGEND
AIR DISTRIBUTION
TO LOWER CABIN DOOR BLEED AIR
CABIN
TEMP RAM AIR
SENSOR
CABIN AIR DIFFUSERS

(TYPICAL)
AIR DISTRIBUTION
CHECK VALVES AIR
BLEED
TO SENSOR
BLOWER MOTOR
L
CAB ESS
HT BUS
AUTO BLEED AIR BLEED AIR
MAX
NORM
L OFF
MAIN DUCT TEMP FLOW CONTROL VALVE
BUS CABIN
LIMITER AIR
DUCT TEMP VENTURI

SENSOR
AUTO
RAM-AIR
HOT CHECK VALVE
MAN MAN
HOT COOL RAM AIR IN HOT T
O E
F HOT AIR BYPASS M
F (H-VALVE) P
COLD FAN C
CABIN CLIMATE CONTROL O
N
T
RAM AIR OUT
COLD
CAB
HT
MNL HEAT EXCHANGER HT VAL
IND
R
MAIN L
BUS MAIN
BUS
Figure 11-1. Engine Bleed Air Conditioning System (SNs 35-002 to 35-086
[except 35-082] and 36-002 to 36-022)

11 AIR CONDITIONING
INTERNAL DEFOG
OUTLETS
LEGEND
FOOTWARMER
RAM AIR OUTLET
CONDITIONED
BLEED AIR
AIR DISTRIBUTION
TO LOWER CABIN DOOR
CABIN TEMP
SENSOR
BAGGAGE COMPARTMENT
(TYPICAL) (35A AIRCRAFT ONLY)
TO SENSOR
BLOWER MOTOR
AIR DISTRIBUTION
CAB CHECK VALVES
HT
AUTO
AIR
BLEED
L
MAIN L
BUS ESS
BUS
BLEED AIR BLEED AIR
PRESSURE SWITCH
(47 PSI)
DUCT TEMP
LIMITER
AUTO
DUCT TEMP
HOT SENSOR VENTURI

MAN MAN NORM
HOT COOL OFF
O
F CABIN
F AIR
COLD FAN
CAB CHECK VALVE
HT
MNL
RAM AIR IN
R (H-VALVE) E
M
MAIN P
BUS C
O
N
RAM AIR OUT T
COLD
HT VAL
HEAT EXCHANGER IND
L
MAIN
BUS
Figure 11-2. Engine Bleed Air Conditioning System (SNs 35-082, 35-087 to 35-112; 36-023
to 36-031; and Earlier Aircraft Incorporating AMK 76-7)

11 AIR CONDITIONING
INTERNAL DEFOG LEGEND

OUTLETS
BLEED AIR
CREW OUTLETS RAM AIR
FOOTWARMER OUTLET CONDITIONED BLEED AIR
REGULATED SERVO AIR
TO SENSOR
BLOWER MOTOR
CABIN
TEMP
SENSOR AUX
DEFOG/CREW
CABIN AIR DIFFUSERS HEATER *
(TYPICAL)
AIR
BLEED
L
BAGGAGE COMPARTMENT ESS
AIR DIFFUSER BUS
(35A AIRCRAFT ONLY)
AIR DISTRIBUTION
CHECK VALVES
EMERGENCY
CHECK VALVES PRESSURIZATION
VALVE
ON
BLEED AIR BLEED AIR CABIN
(LEFT ENGINE) (RIGHT ENGINE) AIR
SERVO SERVO
BLEED AIR OFF
BLEED
DUCT TEMP AIR
LIMITER FLOW CONTROL VALVE
C VENTURI
AUTO MAN A
B
I
N
C DUCT TEMP
L
I
SENSOR
M
A
T
E RAM AIR CHECK HOT
COOL VALVE T
O E
F M
F RAM AIR IN HOT AIR BYPASS P
FAN (H-VALVE) C
O
COLD HOT N
T
COLD
RAM AIR OUT HT VAL
IND
HEAT EXCHANGER
L
MAIN
BUS
* SNs 35-643 AND SUBS; 36-064 AND SUBS
Figure 11-3. Engine Bleed Air Conditioning System (SNs 35-113 and
Subsequent and 36-032 and Subsequent)

11 AIR CONDITIONING
FLOW CONTROL VALVE Airflow through the venturi is measured by

pneumatic sensing lines connected to a mod-
The flow control valve is a solenoid-operated ulating mechanism in the flow control valve
valve that controls and regulates the flow of which ensures that airflow remains constant
bleed air into the cabin. The position of the when engine power changes occur.
valve is determined by the CABIN AIR switch
(Figure 11-4). The most current aircraft (see
Figure 11-3) use a two-position OFF–ON HOT AIR BYPASS VALVE
switch. Earlier aircraft (see Figures 11-1 and (H-VALVE)
11-2) use a three-position OFF–NORM–MAX
switch. When the CABIN AIR switch is in A butterfly bypass valve, more commonly
OFF, the valve is energized and closes. When referred to as the “H-valve,” is located in the
the switch is in ON or NORM, the valve is bleed-air duct upstream of the heat exchanger.
deenergized and opens. In MAX, the valve Its function is to split the flow of bleed air,
opens fully to provide an increase in airflow directing some to the heat exchanger for cool-
to the cabin. DC power for valve operation is ing and some to bypass the heat exchanger. The
provided through the AIR BLEED circuit result is a mixture of the two airflows, thereby
breaker on the left essential bus. conditioning the bleed air before it enters the
cabin area. The position of the H-valve is in-
A venturi, located downstream of the flow dicated on the TEMP CONT indicator located
control valve, adjusts the valve to smooth out in the lower center instrument panel (Figure
the flow of bleed air as it enters the cabin. 11-5).
SNs 35-002 TO 35-112 SNs 35-113 AND SUBS.

AND 36-002 TO 36-031 AND 36-032 AND SUBS.
Figure 11-4. CABIN AIR Switch

11 AIR CONDITIONING
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 by-
passed 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 per-

form 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 in-
terior cabin furnishings, as well as overheating
the tail cone area.
Figure 11-5. Temperature Control
Indicator On SNs 35-082, 35-087 through 35-112, 36-
023 through 36-031, and earlier aircraft in-
On SNs 35-002 through 35-112 and 36-002 corporating AMK 76-7, the flow control valve
through 36-031, the H-valve butterfly is is located downstream of the heat exchanger.
positioned by a DC electric motor operated by Engine bleed air is available to the heat ex-
the climate control system. Approximately 25 changer whenever an engine is operating and
seconds is required for the valve to travel from the BLEED AIR switches are on. Because of
one extreme to the other. The valve will remain this, a pressure switch is installed in the tail
in its existing position in the event DC power cone ducting prior to the heat exchanger.
is lost. Should this pressure switch actuate (at ap-
proximately 47 psi), both red BLEED AIR L
On SNs 35-113 and subsequent and 36-032 and R annunciator lights illuminate to indicate
and subsequent, the H-valve butterfly is the overpressure condition.
positioned pneumatically by servo bleed air
(see Chapter 9, Pneumatics) from the climate
control system. No electrical circuits are RAM AIR VENTILATION
involved except that the TEMP CONT indicator In the event that the aircraft is unpressurized
requires DC power. Approximately eight sec- in flight, air for circulation and ventilation of
onds is required for the valve to travel from one the cabin and cockpit areas is provided by
extreme to the other. The valve is spring-loaded ram air, which is ducted into the conditioned
to the full cold position anytime servo air pres- bleed air distribution system.
sure is not available.
During normal operation, a one-way check
RAM AIR HEAT EXCHANGER valve in the connecting ram air duct prevents
loss of conditioned pressurization bleed air
The heat exchanger is located inside the tail through the ram air plenum exhaust port.
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 AIR CONDITIONING
CABIN AND COCKPIT On SNs 35-113 and subsequent and 36-032 and
AIR DISTRIBUTION subsequent (see Figure 11-3), distribution of
air changes when either (or both) emergency
Conditioned airflow distribution to the cabin pressurization valves are positioned to emer-
and cockpit areas is essentially the same for all gency.
aircraft (Figure 11-6). The conditioned air is
routed from the tail cone into the cabin area If only one emergency valve is positioned to
through two ducts, one on each side of the emergency, all bleed air from that engine is
cabin. The left duct ends at the entry door, and routed directly into only the cabin distribution
the right duct continues forward to the cockpit. duct on that side; temperature control of that
air is lost. However, bleed air from the oppo-
site engine is still subject to the normal con-
Cabin Air Distribution ditioning process. One-way check valves in the
Cabin air distribution is furnished by diffusers normal distribution ducting prevent the emer-
installed at intervals along the two ducts; the gency airflow from being lost through the nor-
diffusers direct airflow toward the floor. mal distribution system.
A one-way distribution check valve is located If both emergency valves are positioned to
at the aft end of each cabin duct. These valves emergency, all bleed air from both engines is
are functionally related to the pressurization routed directly into the respective left and
system, as described in Chapter 12, right distribution ducts. Temperature control
Pressurization. is then sacrif iced for pressurization.
CHECK VALVE
DIFFUSER (TYPICAL)
COPILOT CONDITIONED
AIR OUTLETS
AFT CABIN DIFFUSER
LOWER CABIN DOOR

AIR OUTLET
PILOT CONDITIONED
AIR OUTLETS
FOOTWARMER
OUTLET
Figure 11-6. Conditioned Bleed Air Distribution

11 AIR CONDITIONING
Cockpit Air Distribution position results in improved interior defogging

for the sides of the windshield.
Cockpit air distribution is provided by the
ducting connected to the forward end of the Interior windshield defogging can be maximized
right hand cabin duct. Four WEMAC outlets by closing the four WEMAC outlets to divert
—two on each side of the cockpit and located the maximum amount of conditioned air to
on the sidewall panels adjacent to the out- the windshield piccolo tubes.
board rudder pedals—enable the pilots to con-
trol and direct the airflow as desired. A On SNs 35-002 to 35-112 and 36-002 to 36-
footwarmer diffuser, which is below the in- 031, additional heat is available to the cock-
strument panel just forward of the center pit via separate footwarmers that operate from
pedestal, directs continuous conditioned air the windshield heat/defog system discussed in
along the center floor. Two piccolo tubes in- Chapter 10, Ice and Rain Protection.
stalled vertically on each side of the wind-
shield center support structure direct a
continuous flow of conditioned air across the TEMPERATURE CONTROL
forward section of each pilot windshield for
interior windshield defogging. Temperature control of the engine bleed-air
entering the cabin area is accomplished by
On SNs 35-328 and subsequent and 36-050 and varying the position of the H-valve butterfly.
subsequent, increased continuous interior wind- As the valve opens, less bleed air is directed
shield defogging capability has been provided. to the heat exchanger for cooling, while more
Two additional piccolo tubes are installed, one bleed air is bypassed and mixed with the cooled
for each windshield. They are positioned hori- air. Manual and automatic operation of the H-
zontally along the lower edge and extend for- valve is achieved by controls on the CABIN
ward from the aft corner of the windshield. This CLIMATE switch panel, located on the copilot
lower instrument panel (Figure 11-7).
SNs 35-113 AND SUBS.

SNs 35-002 TO 35-112 AND 36-032 AND SUBS.
AND 36-002 TO 36-031
Figure 11-7. CABIN CLIMATE CONTROL Panel

11 AIR CONDITIONING
On SNs 35-002 to 35-112 and 36-002 to 36- On SNs 35-107, 35-113 and subsequent, and
031, the climate control system is operated 36-032 and subsequent, the H-valve is posi-
electrically. System control is accomplished t i o n e d p n e u m a t i c a l ly by s e r vo bleed air
with a rheostat and a HOT–COLD toggle (Chapter 9, Pneumatics), and no electrical cir-
switch that is spring-loaded to center. Other cuits are involved.
system components include:
The CLIMATE CONTROL panel (see Figure
• A temperature sensor located behind the 11-7) incorporates two control knobs. The
copilot seat AUTO–MAN knob is actually a servo bleed air
• A duct temperature sensor and duct tem- selector valve. The COLD–HOT knob is a
perature limiter; both are in the air duct needle valve that controls the servo air pres-
downstream of the H-valve (see Figure sure applied to the H-valve butterfly (spring-
11-1 or 11-2, as applicable) loaded to the full cold position). Other system
components include a temperature sensor
• A control unit located in the upper forward cabin, a duct tem-
If the rheostat is turned fully counterclock- perature sensor , and a duct temperature lim-
wise to the MAN detent, the cabin temperature iter located in the air duct downstream of the
sensor and duct temperature sensor are both off. H-valve (see Figure 11-3). The control system
The H-valve is then controlled manually by ac- consists of an interconnected servo bleed air
tuating the spring-loaded HOT-COLD switch. network.
The TEMP CONT indicator (see Figure 11-5)
displays the position of H-valve. DC power for With the AUTO–MAN knob in MAN, the se-
manual operation is provided by the CABIN lector valve isolates the control system from the
HT MAN circuit breaker on the right main bus. influences of the cabin temperature sensor and
The TEMP CONT indicator is powered from the duct temperature sensor. Servo air pres-
the HT VAL IND circuit breaker on the left sure is routed directly through the needle
main bus. valve—controlled by the COLD–HOT knob—
to the H-valve butterfly, which is spring-loaded
If the rheostat is out of the MAN detent, the to the full cold position. Changing the
H-valve position is determined automatically COLD–HOT knob position simply changes the
by the control unit, which evaluates inputs servo air pressure on the H-valve butterfly. The
from the rheostat, the cabin temperature TEMP CONT indicator (see Figure 11-5) dis-
sensor, and the duct temperature sensor. The plays the relative position of the H-valve, which
control system then responds by continuously is the only component in the system that re-
m o d u l a t i n g t h e H - va l ve t o m a i n t a i n t h e quires DC electrical power. DC power is pro-
desired temperature. DC power for automatic vided through the HT VAL IND circuit breaker
operation is provided by the CAB HT AUTO on the left main bus.
circuit breaker on the left main bus.
With the AUTO–MAN knob—the selector
Whether the system is being operated manually valve—in AUTO, the servo pressure control net-
or automatically, the duct temperature limiter work samples the needle valve setting (i.e., the
signals the control unit if the duct temperature COLD–HOT knob position), the cabin tem-
increases to approximately 350°F. The control perature sensor (existing cabin temperature),
unit responds by driving the H-valve to the and the duct temperature sensor (actual tem-
full cold position and directing all bleed air perature of the bleed air inside the duct).
through the heat exchanger. Servo air pressures are modulated by the con-
trol system, which causes the H-valve butterfly
to modulate and keep the cabin temperature
constant.

11 AIR CONDITIONING
For manual or automatic operation in case of

a duct overheat, the duct temperature limiter
AUXILIARY AIR
causes the control system to shut off servo air CONDITIONING
pressure to the H-valve butterfly. This allows
it to spring to the full cold position and direct SYSTEMS
all bleed air through the heat exchanger.
GENERAL
A CABIN TEMP indicator may be installed on
the center pedestal or instrument panel to Additional air circulation is provided by a
indicate the temperature in the cabin from a cabin blower and a cockpit fan, ducted though
remote sensor (Figure 11-8). distribution networks also used by the Freon
refrigeration system (auxiliary cooler) and
the optional electrical heating system (auxil-
iary 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 aux-
iliary 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
Figure 11-8. CABIN TEMP Indicator precool or preheat the cabin prior to engine start.

11 AIR CONDITIONING
DISTRIBUTION SYSTEM CLOSE, the doors are flush with the bottom of
the ducting; the airflow from the cabin blower
The heart of the distribution system is the is directed into the cabin.
evaporator and blower assembly, which is in
the cabin ceiling above the baggage com - On aircraft with the electric diverter doors,
partment (Figure 11-9). The assembly houses: the doors are controlled by a two-position,
ON–OFF, rocker switch below the cabin
• Ducting
blower air outlet. When the switch is posi-
• Cabin blower assembly tioned to OFF, the diverter doors are lowered
into the airflow from the cabin blower, which
• Cockpit fan assembly directs the air into the space between the cabin
• Freon system evaporator headliner and the fuselage skin. When the
switch is positioned to ON, the diverter doors
• Optional electrical heating elements are flush with the top of the ducting; the air-
(when installed) flow from the cabin blower is directed into the
cabin. On SNs 35-643 to 35-670, the doors may
Cabin Blower Distribution also be controlled by the auxiliary internal
windshield defog system (see Chapter 10, Ice
The cabin blower assembly consists of two and Rain Protection).
squirrel-cage blowers driven by a single DC
motor. The blowers draw air from the bag - When used simply for additional air circula-
gage compartment area though the evaporator tion, the cabin blower is turned on by selecting
and force it through separate ducts to a lou- FAN on the three-position FAN–OFF–COOL
vered grille at the front the ducts. The air is switch on the CABIN CLIMATE CONTROL
diffused as it blows out directly into the cabin. panel (see Figure 11-7). DC electrical power
When installed, the optional heating elements is provided by the CAB BLO circuit breaker
are located within these ducts. on the left main bus. On SNs 35-113 and sub-
sequent and 36-032 and subsequent, variable
Diverter doors are installed in the ducting blower speed control is afforded through the
forward of the cabin blower.
• On SNs 35-002 to 642 and 36-002 to
36-063, the doors are in the bottom of
each duct and are manually controlled
and actuated by the OPEN–CLOSE knob
adjacent to the louvered grill (Figure
11-10)
• On SNs 35-643 to 35-646, electrically
controlled and actuated diverter doors
are in the top of each duct along with the
mechanically controlled doors on the
bottom
• On SNs 35-647 and subsequent, and 36-
064 and subsequent, only electrically
controlled doors are installed
On aircraft with the manual diverter doors, when
the knob is rotated to OPEN, the diverter doors
are raised up into the airflow from the cabin
blower and divert the air down into the baggage
compartment. When the knob is positioned to Figure 11-10. Cabin Blower Grille Outlet

11 AIR CONDITIONING
Figure 11-9. Evaporator and Blower Assembly

11 AIR CONDITIONING
CABIN BLOWER rheostat on the copilot side- The cockpit fan is controlled by the COCK-
wall panel (Figure 11-11). Earlier aircraft do PIT AIR rheostat on the copilot sidewall panel
not have this feature unless AMK 77-4 is (Figure 11-11) using DC power from the CAB
incorporated. BLO circuit breaker on the left main bus.
• On SNs 35-002 to 35-112, and 36-002
Cockpit Fan Distribution to 36-031, the OFF detent is at the full
clockwise position; fan speed is
Between the two ducts fed by the cabin blowers increased by rotating the rheostat in a
is another duct that encloses the axial cockpit counterclockwise direction
fan. This fan draws air from the baggage com-
partment area through the evaporator, but its • On SNs 35-113 and subsequent and 36-
output is furnished directly to four smaller 032 and subsequent, the OFF detent is
ducts concealed in the cabin overhead panel- at the full counterclockwise position;
ing. Two of these ducts run directly to the two speed is increased by rotating the rheo-
louvered overhead outlets in the cockpit stat in the clockwise direction
(Figure 11-12). On SNs 35-092 and 36-025 and
subsequent, two additional ducts—one on each If all the cockpit and overhead outlets are
side—are connected to the individual overhead closed, the cockpit fan must not be operated
WEMAC outlets above each of the passenger because no cooling airflow for the motor is
seats (Figure 11-13). Air volume and available; the motor will overheat.
directional control is provided at each outlet.
The fan motor is cooled by the air it moves
through the ducting.

11 AIR CONDITIONING
Figure 11-11. COCKPIT AIR and CABIN BLOWER Rheostats
Figure 11-13. Passenger Overhead

Figure 11-12. Cockpit Upper Air Outlets
Outlets (WEMACS)

11 AIR CONDITIONING
AUXILIARY COOLING SYSTEM Cool air is drawn through the evaporator and
circulated as already described in Cabin
A Freon refrigeration system—an auxiliary Blower Distribution, except that the blower
cooler—is installed to provide supplemental motor runs continuously at its maximum speed;
cooling for ground and inflight operations; it the CABIN BLOWER rheostat, if installed, is
can also be used for dehumidif ication. inoperative. The compressor motor is pow-
ered from the battery charging bus through a
System components, identif ied schematically 150 A current limiter and a control relay pow-
(Figure 11-14), are conventional. The com- ered from the FREON CONT circuit breaker
pressor (belt-driven by a 3.75 horsepower on the left main bus.
motor), the condenser, and the dehydrator are
located inside the tail cone. The compressor The diverter doors may be positioned as desired
motor is cooled by air from the tail cone to control airflow into the cabin through the
ventilation airscoop on the left side of the louvered grille above the divan seat. If desired,
fuselage. The evaporator and expansion valve the cockpit fan may also be used to provide
are located inside the evaporator and blower wider circulation of the cooled air to the cockpit
assembly above the baggage compartment. and passenger WEMAC outlets.
When the cooling system is being powered by

Operation a GPU, it is possible in some conditions for
Electrical power for system operation must the aircraft batteries to be depleted if GPU
be supplied by either a GPU or an engine- failure occurs.
driven generator. The system is turned on by
selecting the COOL position on the FAN– 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
OFF–COOL switch. DC power is applied deenergized when the START–GEN switch is
simultaneously to the compressor motor and selected to START. However, normal operating
the cabin blower motor. procedures require that the FAN–OFF–COOL
switch be in OFF or FAN prior to engine start
For best results on the ground, the CABIN to preclude possible electrical system damage.
AIR switch should be off to keep warm bleed
air from entering the cabin while the engines
are running.

11 AIR CONDITIONING
Figure 11-14. Freon Refrigeration System Schematic.

11 AIR CONDITIONING
AUXILIARY HEAT SYSTEMS on the Freon air conditioning system turns

(OPTIONAL) off the auxiliary cabin heat system.
Two optional electric auxiliary heat systems Operation

are available: one for the cabin and one for the
cockpit. Both systems may be used to provide On SNs 35-002 to 35-670 and 36-002 to 36-
additional heating on the ground or in flight. 063, the auxiliary cabin heat system is con-
trolled by a three-position (LO–OFF–HI)
AUX HT switch on the copilot lower right
Auxiliary Cabin Heat System switch panel. Selecting LO powers the cabin
blower and one heating coil on each element;
General the HI position powers the cabin blower and
The auxiliary cabin heat system uses the cabin all four coils.
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, On SNs 35-671 and subsequent and 36-064
one located in each of the cabin blower ducts and subsequent, the cabin auxiliary heat sys-
(Figure 11-15). Each heating element contains tem is controlled by a three-position
a thermoswitch set for high and low limits ( O F F – C R E W – C A B & C R E W ) AU X H T
(150°F and 125°F) and a thermal fuse for over- switch on the copilot lower right switch
heat protection. panel. The CREW position energizes the
crew auxiliary heater (explained later in this
On SNs 35-002 to 35-646 and 36-002 to 36- section). Selecting CAB & CREW energizes
063, if the manual diverter doors are open the cabin blower and all four auxiliary cabin
(i.e., air being diverted into the baggage com- heating coils.
partment), the cabin heat system is inoperative.
On SNs 35-643 and subsequent and 36-064 and Initially, the cabin blower runs at one-tenth its
subsequent, if the electrical diverter doors are normal speed until one of the thermo switches
open (air being diverted above the headliner), senses a high limit. At that time, the cabin
the diverter doors close when the auxiliary blower comes up to full speed; electrical
cabin heat system is turned on. power to the heating coils is removed. The
coils cool until the thermoswitch senses a
Because of the high amperage required by low limit. Electrical power is then be reap-
the heating coils, they cannot be powered plied to the heating coils, and they will con-
with only aircraft battery power. Either a GPU tinue to cycle on and off—between the high
or an engine-driven generator must be sup- 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 -
plying power to operate the auxiliary cabin moswitch. The cabin blower continues to op-
heat system. erate at full speed as long as the auxiliary
cabin heat system operates.
The auxiliary cabin heat system will not au-
tomatically shut down when a START–GEN DC electrical power to the heating coils is
switch is positioned to START. Therefore, it provided by the same 150 A current limiter on
is recommended that the system be turned off the battery charging bus used to power the
during engine start to avoid possible 275 A Freon air conditioning compressor motor.
current limiter failure. Control power for the auxiliary cabin heating
system is provided by the AUX CAB HT circuit
The Freon air conditioning system has prior- breaker on the left main DC bus.
ity over the auxiliary cabin heat system. If the
Freon air conditioning system is operating, the
auxiliary cabin heat is inoperative. If the aux-
iliary cabin heat system is operating, turning

11 AIR CONDITIONING
Figure 11-15. Auxiliary Heating System Components

11 AIR CONDITIONING
Auxiliary Cockpit Heat System On SNs 35-643 to 35-670, the auxiliary cock-
(SNs 35-643 and Subsequent pit heating system is controlled by a three- po-
sition (OFF–CKPT–W/S AUX DEFOG HEAT)
and 36-064 and Subsequent) sw i t c h o n t h e A N T I – I C E c o n t r o l p a n e l .
Selecting either CKPT or W/S AUX DEFOG
General HEAT will power the heater element (see
The auxiliary cockpit heat system provides Chapter 10, Ice and Rain Protection, for
additional heat for crew comfort and interior additional infor mation on the W/S AUX
windshield defogging. It includes an electric DEFOG HEAT function).
heater in the forward end of the right cabin
bleed air duct, where it connects to the cock- On SNs 35-671 and subsequent and 36-064 and
pit air distribution ducting; it uses condition subsequent, the auxiliary cockpit heating sys-
bleed airflow to circulate heated air (see Figure tem is controlled by a three-position
11-15). ( O F F – C R E W – C A B & C R E W ) AU X H T
switch, located on the copilot lower, right
Operation switch panel. Selecting either CREW or CAB
& CREW powers the heater element as long
The heating element for the auxiliary cockpit as the CABIN AIR switch is ON and the other
heat system requires bleed air flow for cool- conditions described above are met.
ing. Because of this, on SNs 35-671 and sub-
sequent and 36-064 and subsequent, the With the heater element powered, all the air
CABIN AIR switch must be ON, at least one coming through the bleed air outlets in the
engine must be running and its bleed air shut cockpit are heated. A thermoswitch between
off and regulator valve must be open before the windshield defog diffusers and the center
electrical power can be applied to the heating footwarmer monitors the temperature of the
element. If only the left engine is running, the airflow. The thermoswitch cycles electrical
left emergency pressurization valve must be power to the heater element off and on be-
in normal. tween approximately 155 and 160°F. In case
of an overheat, a 295°F thermoswitch in the
Despite these safeguards, on all aircraft, the heater should remove power to the element.
crew should ensure the CABIN AIR switch is Finally, a thermal fuse on the heater melts at
ON, at least one engine is running, and there approximately 415°F and removes power to the
is adequate airflow in the right cabin bleed air element.
duct to cool the heating element before acti-
vating the auxiliary cockpit heating system. Power for the auxiliary cockpit heat element
is provided by two 20 A current limiters from
the battery charging bus. Control power for the
auxiliary cockpit heat system is provided by
a circuit breaker on the left essential A bus.
On SNs 35-643 to 670, the circuit breaker is
labeled AUX DEFOG. On SNs 35-671 and
subsequent and 36-064 and subsequent, it is
labeled AUX CREW HT.

11 AIR CONDITIONING
QUESTIONS
1. The manual diverter doors must be fully 6. The Freon system should not be used
closed: above:
A. 5,000 ft
A. To operate the cockpit fan
B. 8,000 ft
B. To operate the Freon system
C. 18,000 ft
C. To o p e r a t e t h e a u x i l i a r y h e a t i n g
D. 35,000 ft
system
D. The aircraft does not have manual di-
7. T h e F r e o n s y s t e m a u t o m a t i c a l ly
verter doors
disengages:
2. Equipment that can be operated with air- A. During engine start
craft battery power only is: B. Upon touchdown
A. The auxiliary defog system C. When unpressurized
B. The Freon air conditioning system D. If the main door is opened
C. The cabin blower and cockpit fan
8. When the Freon system is operating, it
D. The auxiliary heating system
cools:
3. When the aircraft is unpressurized on the A. Ram air
ground, air circulation is provided by: B. Cabin air
A. Ram air C. Outside air
B. Cockpit fan and the cabin blower D. Bleed air
C. Bleed air system
9. When operating the Freon system on the
D. Auxiliary defog system
ground with engines running, the switch
that should be in OFF for maximum cool-
4. The primary air conditioning in flight is ing effectiveness is:
provided by:
A. GEN–START
A. Engine bleed air
B. CABIN BLOWER
B. Heat pump
C. CABIN AIR
C. Auxiliary heater
D. COCKPIT AIR
D. Freon refrigeration system
10. In order to operate the auxiliary cabin
5. When using the auxiliary cabin heater, heater:
the heated air blows out through:
A. Engines cannot be running
A. The conditioned air outlets
B. CABIN AIR switch must be off
B. The louvered grille above the divan
C. Either a GPU or an engine-driven gen-
seat
erator is required
C. The overheat cockpit air outlets
D. Aircraft must be on the ground
D. The overheat passenger WEMAC
outlets

11 AIR CONDITIONING
11. If DC power fails, the flow control valve: 12. The temperature control indicator shows:
A. Closes completely A. Cabin air temperature
B. Modulates from open to closed B. Cockpit air temperature
C. Remains open C. The temperature of the bleed air in
D. Is bypassed the plenum chamber
D. The position of the H-valve

CHAPTER 12
PRESSURIZATION
CONTENTS
Page
12 PRESSURIZATION
INTRODUCTION................................................................................................................. 12-1
GENERAL ............................................................................................................................ 12-1
MAJOR COMPONENTS ..................................................................................................... 12-2
Cabin Outflow Valve ..................................................................................................... 12-2
Vacuum Jet Pump and Regulator Assembly .................................................................. 12-2
Pressurization Control Module...................................................................................... 12-2
Cabin Safety Valve ........................................................................................................ 12-6
CABIN AIR Switch....................................................................................................... 12-6
Indicators ....................................................................................................................... 12-7
NORMAL SYSTEM OPERATION ..................................................................................... 12-8
Before Takeoff ............................................................................................................... 12-8
Flight Operation—Automatic........................................................................................ 12-8
Flight Operation—Manual ............................................................................................ 12-8
Descent .......................................................................................................................... 12-8
Landing.......................................................................................................................... 12-9
EMERGENCY PRESSURIZATION.................................................................................... 12-9
SNs 35-002 to 35-112 and 36-002 to 36-031 ................................................................ 12-9
SNs 35-113 and Subsequent and 36-032 and Subsequent............................................. 12-9
Emergency Pressurization Override Switches ............................................................ 12-15
QUESTIONS ...................................................................................................................... 12-17

ILLUSTRATIONS
Figure Title Page
12-1 Pressurization System Control............................................................................... 12-3
12-2 Pressurization Control Module .............................................................................. 12-2
12-3 HORN SILENCE and Test Control ....................................................................... 12-5
12 PRESSURIZATION
12-4 CABIN ALT and DIFF PRESS Indicator .............................................................. 12-7
12-5 Engine Bleed Air Conditioning System
(SNs 35-002 to 35-086 [except 35-082] and 36-002 to 36-022) ......................... 12-10
(SNs 35-082, 35-087 to 35-112, and 36-002 to 36-022) ..................................... 12-11
(SNs 35-113 and Subs. and 36-032 and Subs.) ................................................... 12-12
12-8 Emergency Pressurization Override Switches..................................................... 12-15
TABLES
Table Title Page
12-1 Automatic Protection and Warning Features—SNs 35-002 to 35-112
and 36-002 to 36-031........................................................................................... 12-14
12-2 Automatic Protection and Warning Features—SNs 35-113 and Subs. and
36-032 and Subs. ................................................................................................. 12-14

CHAPTER 12
PRESSURIZATION
12 PRESSURIZATION
INTRODUCTION
The Lear 35/36 aircraft incorporates a pressurization system that maintains a specif ied
level of pressure consistent with built-in limits. Cabin pressure is regulated by controlling
the exhaust of conditioned bleed air supplied by the engines. During normal operation,
the system functions automatically to provide crew and passenger comfort within the
operational envelope of the aircraft. Cabin pressure is controlled by an outflow valve,
which is pneumatically operated to maintain a specif ied differential between cabin and
ambient pressures. Inward and outward relief for both negative and excess positive dif-
ferential conditions is incorporated to protect the aircraft structure. A control module
provides a full range of manual control in the event of a malfunction of the automatic
controls. The purpose of the pressurization system is to ensure crew and passengers com-
fort at all altitudes.
GENERAL
The pressurization control system is module. The pressurization controller provides
completely pneumatic during normal inflight for both automatic and manual capabilities.
automatic operation. Pneumatic pressure is Electrically actuated solenoid valves and
provided by a vacuum jet pump. Control switches are incor porated for ground and
pressure (vacuum) is applied to the outflow manual operation.
valve through the pressurization control

During climbs and descents the controller PRESSURIZATION

regulates the outflow discharge rate. This rate CONTROL MODULE
control is necessary to maintain a cabin change
rate that is comfortable regardless of aircraft
rate of climb or descent. General
The pressurization control module is located on
Chapters 9 and 11—Pneumatics and Air the copilot lower instrument panel. The controls
Conditioning, respectively—describe how the on the front of the module are located on what
cabin and cockpit are pressurized, heated, and is referred to as the pressurization control panel.
12 PRESSURIZATION
cooled. This chapter deals primarily with how Figure 12-2 illustrates a typical aircraft pres-
the pressure is regulated. surization control module conf iguration.
MAJOR COMPONENTS
The pressurization control system (Figure 12-1)
incorporates the following major components:
• Cabin outflow valve
• Vacuum jet pump and regulator assembly
CURRENT
• Pressurization control module
• Cabin safety valve
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
EARLY
section through the outflow valve as necessary
to maintain the desired cabin pressure.
Figure 12-2. Pressurization Control Module
VACUUM JET PUMP AND
REGULATOR ASSEMBLY
AUTO-MAN Switch
The pneumatic pressure source for control of the Pressurization control is normally accom-
outflow valve is established by a vacuum jet plished in the automatic mode. With the
pump and regulator assembly in the tail cone sec- AUTO-MAN switch in AUTO, the cabin
tion. Engine bleed air is routed through a ven- controller automatically adjusts the pneumatic
turi (jet pump) that generates a negative pressure, pressure sent to the outflow valve to regulate
while a regulator ensures that the negative pres- cabin pressure. If there is a malfunction in
sure maintains a constant differential pressure the cabin controller, the automatic pneumatic
with respect to cabin pressure. This negative circuit can be isolated from the outflow valve
pressure—or vacuum—is furnished to the by selecting MAN. The outflow valve is then
pressurization control module that uses it to manually controlled with the UP–DN control
control the outflow valve. knob to regulate cabin pressure.

SOL VALVE (NC)
ENERGIZED OPEN
ON GND
STATIC PORT CAB ALT LIM5 CONTROL PRESSURE
11,500 FT ±1,500 FT6 (VACUUM) SOURCE
SOL VALVE (NC)

FILTER
ENERGIZED OPEN
SOL VALVE (NO) ON GND WITH
CABIN CAB ALT
ENERGIZED CLOSED CAB AIR OFF7
PRESS LIMITER
ON GND

UP 11,500 FT.
SOL VALVE (NO) ±1, 500 FT6 JET PUMP
ENERGIZED CLOSED REG
IN MANUAL, ON GROUND
DN OR ABOVE 8,750 ±250 FT ENG BLEED AIR
FOR TRAINING PURPOSES ONLY
CABIN ALT LIGHT4 PRESS DIFF CABIN

OUTFLOW
RELIEF 9.7 PSID3 PRESS SAFETY
VALVE
PRESS DIFF VALVE
9.2 PSID1
RELIEF 9.4 PSI2 ORIFICE
FILTER
STATIC
AUTO
UP
STATIC
ALTERNATE STATIC PORT
DN
STATIC PRESS MAN
PORT ON
CABIN
30 25
CABIN TAILCONE
IN
C AB
AIR
X1
NOSE CABIN FILTER
000
3
OFF
2
NCR
CO CABIN R
1
NTROLLE
0
NOTE:
RATE
SOLENOID VALVES DEPICTED
CURRENT AIRCRAFT IN FLIGHT AUTO POSTIION
UP AUTO
MAX
NORM
OFF
SNs 35-002 TO 35-112
DN
MAN AND 36-002 TO 36-031
P CABIN
AIR 4 5
R 3
LEGEND E
RATE
2
24 0
00
6
7
S
1 8.7 PSID
1
1 26
FT ALT X
S 8
ENGINE BLEED AIR U
24
R
SL 9 2 8.9 PSID
RA
VACUUM CONTROL PRESSURE I 10

3 9.2 PSID
RC
Z AI
CA .
A BI FT 4 10,000 FT (NO CABIN ALT LIGHT)
STATIC PRESSURE T DECR INCR
NA
LT X 1 0 0 0
I
O
5 AIRCRAFT INCORPORATIONG AMK 78-5 ONLY
CABIN PRESSURE N
6 11,000 FT ±1,000 FT
MODIFIED CONTROL PRESSURE EARLY AIRCRAFT 7 SNs 35-099 AND SUBS; 36-029 AND SUBS
12-3
Figure 12-1. Pressurization System Control
12 PRESSURIZATION
Cabin Controller UP–DN lever is released to neutral, the cabin

controller will return the cabin pressure to the
In AUTO mode, the cabin controller regulates original value.
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 Differential Pressure
turns a dial or aligns a window to indicate two Relief Valve (Primary)
scales with a f ixed index between them. The
outer scale represents cabin altitude, and the The primary differential pressure relief valve
functions in association with the CABIN
12 PRESSURIZATION
inner scale represents aircraft altitude.

CONTROLLER. Its pur pose is to relieve
For the current ECS, the cabin controller is excessive control pressure to the outflow
capable of maintaining the cabin pressure at sea valve in the event that cabin pressure should
level with aircraft altitudes up to approximately exceed the normal limit when operating in
24,000 ft. If the aircraft is flown to an altitude AUTO mode.
higher than 24,000 ft, the cabin altitude must
increase in order to maintain the same pressure NOTE
differential. At an altitude of 45,000 ft, the
cabin altitude will normally be approximately The primary differential pressure
6,700 ft. relief valve does not function in
MAN control.
Rate Control
On SNs 35-002 to 35-112 and 36-002 through
A RATE knob is installed to the lower left of 36-031, the relief valve is set for 8.9 psid.
the CABIN CONTROLLER to control the rate
at which the cabin climbs and descends. The On SNs 35-113 and subsequent and 36-032
RATE control knob allows variable control and subsequent, the valve is set for 9.4 psid.
within the approximate limits of 175 fpm and
2,500 fpm. In AUTO mode, the CABIN CON- During a rapid aircraft climb with a low setting
TROLLER maintains the desired rate of climb on the RATE knob, it is possible to reach the
or descent until the selected altitude is at- differential pressure relief setting prior to
tained. reaching the selected aircraft altitude, at which
time the cabin climb rate will approximate
the aircraft climb rate.
Manual Cabin Altitude
Control Valve
The UP–DN lever can be used to pneumatically
Cabin Altitude Limiter
control the outflow valve. Because of the red (For Outflow Valve)
knob on the end of the lever, it is frequently A cabin altitude limiter is installed on SNs 35-
referred to as the “cherry picker.” 113 and subsequent, 36-032 and subsequent,
and earlier SNs incorporating AMK 78-5. It
The lever is spring-loaded to the center posi- functions to limit the loss of cabin pressure due
tion and is wire guarded on later aircraft to pre- to malfunctioning controller or inadvertent
vent inadvertent activation. operation of the primary differential pressure
The lever can be used to increase or decrease relief valve.
cabin altitude in either AUTO or MAN mode.
However, if it is used in the AUTO mode, the If cabin altitude reaches 11,000 ±1,000 ft on
CABIN CONTROLLER will also attempt to early aircraft, or 11,500 ±1,500 ft on later air-
control the outflow valve; as soon as the craft, the altitude limiter forces modulation of
the outflow valve by introducing cabin pres-

sure into the control line, thereby restricting The outflow valve—now isolated—holds its
cabin altitude to the listed level. last attained position. When cabin altitude de-
creases to 8,000 ft or below, the aneroid resets
and deenergizes the solenoid valve open, pro-
Controller Solenoid Valves vided the AUTO MAN switch is in AUTO.
Three solenoid-operated valves installed in
the controller are used to control the routing On SNs 35-113 and subsequent and 36-032 and
of pneumatic control pressure to the outflow subsequent, the description of operation is
valve. All three valves are energized on the the same as early SNs, except that the aneroid
12 PRESSURIZATION
ground by the squat switch relay box, which switch actuates at 8,750 ±250 ft, resets at
causes the outflow valve to open, thereby de- 7,200 ft, and—when actuated—causes the
pressurizing the cabin. amber CAB ALT annunciator to illuminate (see
Annunciator Panel section). When the aneroid
One of the valves is used in flight to effect resets, the annunciator extinguishes.
manual control of the outflow valve, and is
referred to as the “manual-mode solenoid valve” Should the above cabin altitudes be reached
(see Flight Operation-Manual). or exceeded, the cherry picker is the only way
to control the outflow valve.
For normal automatic inflight operation, all
three solenoid valves are deenergized. Cabin Altitude Warning Horn
Aneroid Switch
On the early SNs, valve actuation requires DC
power from the AIR BLEED circuit breaker on Early SNs use the manual pressurization
the left essential bus. Later SNs require DC aneroid just described, while later SNs use a
power from the CAB PRESS circuit breaker separate 10,100-foot cabin aneroid to sound
on the right essential bus. a cabin altitude warning horn. A spring-loaded
HORN SILENCE switch on the center switch
panel (Figure 12-3) may be used to silence
Aneroid Switches the horn. However, the horn will reactivate
Either one or two aneroid switches are installed
in the pressurization system depending on
aircraft serial number. Early aircraft use a
single aneroid switch for both warning horn and
manual solenoid operation. Later aircraft use
two aneroid switches: one for the warning horn
and another for manual solenoid operation.
Manual Pressurization
Aneroid Switch
The pressurization aneroid switch is located
inside the pressurization module.
On SNs 35-002 to 35-112 and 36-002 to 36-

031, 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 ener-
gized closed, which isolates all automatic
pneumatic circuits from the outflow valve.
Figure 12-3. HORN SILENCE
and Test Control

approximately 30 seconds after being silenced 10 seconds after the CABIN AIR switch is
with the HORN SILENCE switch. turned to ON to close the safety valve. The
solenoid is deenergized in flight regardless
The horn will continue to reactivate after each of CABIN AIR switch position.
use of the HORN SILENCE switch until the
aneroid resets at a cabin altitude of 8,000 ft On earlier SNs, the safety valve does not open
(early SNs) or 8,590 ft (later SNs). on the ground.
The rotary system TEST switch on the center
Differential Pressure
12 PRESSURIZATION
switch panel (Figure 12-3) is used to test the

cabin altitude warning horn. Rotating the Relief Valve (Secondary)
switch to CAB ALT and depressing the TEST
button provides a ground, which simulates al- The secondary pressure relief valve functions
titude warning horn aneroid switch actuation. in association with the safety valve. Should the
This test does not illuminate the CAB ALT primary pressure relief valve not function
light (if installed). During the test sequence, properly, the secondary pressure relief valve
HORN SILENCE switch operation should also forces the safety valve open to limit cabin
be checked. pressure. The safety valve will relieve pressure
at 9.2 psid on SNs 35-002 to 35-112 and 36-
002 to 36-031. On SNs 35-113 and subsequent
CABIN SAFETY VALVE and 36-032 and subsequent, the pressure is
relieved at 9.7 psid.
General
A pneumatically operated cabin safety valve
is installed in the aft pressure bulkhead. Its
Cabin Altitude Limiter
purpose is to relieve a cabin overpressure or (Secondary)
a negative pressure differential caused by a The cabin altitude limiter for the cabin safety
malfunction in the normal control system. In valve serves the same purpose as the cabin al-
flight, it normally remains fully closed un- titude limiter for the outflow valve. If the sec-
less acted upon by the secondary differential ondar y differential pressure relief valve
pressure relief valve, which causes it to open malfunctions, which causes the safety valve
due to an overpressure. In the case of a nega- to open, and cabin altitude reaches 11,000
tive differential pressure condition, ambient +1,000 ft on early aircraft (11,500 +1,500 ft
pressure unseats the safety valve and allows on current aircraft), the cabin altitude limiter
an inward flow to equalize the differential. 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
CABIN AIR SWITCH
and subsequent and 36-029 and subsequent, a The CABIN AIR switch primarily controls
four th solenoid valve is installed in the the flow control valve as previously described
pneumatic control circuit to allow control of in Chapter 11, Air Conditioning. Addition -
the safety valve on the ground only (i.e., en- ally, the ON position (for current aircraft)
gine running and BLEED AIR switches at provides electrical power for the cabin tem-
ON). The solenoid valve is energized open perature sensor blower. Selecting the OFF po-
when the CABIN AIR switch is turned OFF to sition on aircraft subsequent to SNs 35-098 and
open the safety valve; it is deenergized closed 36-028 opens the safety valve if the aircraft

is on the ground. Early aircraft have a MAX The cabin differential pressure is indicated
position that opens the valve to full flow for by a circular scale on the inner portion of the
smoke and fume elimination. Current aircraft indicator and a single pointer. The scale
have no position equivalent to MAX; increased represents differential pressure from 0–10 psi
airflow is achieved by positioning the BLEED and is divided into three bands:
AIR switches to EMER. The CABIN AIR
switch uses DC power from the AIR BLEED • On early aircraft
circuit breaker on the left essential bus. ° A green band from 0–8.9 psi
12 PRESSURIZATION
INDICATORS ° A yellow band from 8.9–9.2 psi
CABIN ALT and DIFF ° A red band above 9.2 psi

PRESS Indication • On current aircraft
Cabin altitude and differential pressure are
indicated on a single indicator incorporating ° A green band from 0–9.4 psi
two scales and two pointers (Figure 12-4).
° A yellow band from 9.4–9.7 psi
Cabin altitude is indicated by a single pointer
and a circular scale on the outer edge with ° A red band above 9.7 psi
CABIN ALT markings from 0 to 50,000 ft.
0 CA
100
0 A LB I N
50
FT T 1 2
.5 4
1 5 CLIMB
40 10 DIF 1 0 0 0 F T P E R M IN
PRESS 2 UP
9
3 0 6
30 8 DOWN
4
7
6 5 10
25 .5 CABIN 4
20 15 1 2
Figure 12-4. CABIN ALT and DIFF PRESS Indicator

Cabin altitude should always be equal to or less to maintain a comfortable cabin altitude climb
than the aircraft altitude; therefore, cabin pres- rate of approximately 600 fpm. As the air-
sure should always be equal to or greater than craft climbs to cruise altitude, the cabin con-
atmospheric pressure at the aircraft altitude. troller automatically adjusts the outflow valve
The indicator should normally read approxi- to give the desired cabin climb rate until the
mately 0.2 psi below the yellow arc. cabin altitude reaches the altitude set on the
cabin controller dial. As the aircraft contin-
ues its climb, the differential pressure increases
Cabin Vertical Speed Indicator while the cabin altitude remains constant until
12 PRESSURIZATION
The cabin vertical speed indicator (see Figure the aircraft arrives at the selected ACFT alti-
12-4) is to the right of the cabin altimeter. It tude. If it is observed that the DIFF PRESS in-
provides an indication of cabin climb or de - dicator is riding on the yellow/red line, a
scent rates of between 0 and 6,000 fpm. slightly higher cabin altitude should be se-
lected. Adjust the cabin controller as neces-
sary when changing cruise altitude.
NORMAL SYSTEM M o n i t o r c a b i n p r e s s u r e a n d d i ff e r e n t i a l
pressure throughout the flight.
OPERATION
FLIGHT OPERATION—MANUAL
BEFORE TAKEOFF
If the cabin controller is not functioning
During ground operation, the CABIN AIR properly, follow the Manual Mode Operation
switch is normally not turned on until just procedures in Section 2 of the approved AFM.
prior to takeoff unless engine bleed air is
desired for cabin heating. Manual mode operation is established when the
AUTO–MAN switch is placed to MAN. This
When accomplishing the Before Starting En - closes the manual mode solenoid valve, which
gines checklist in the approved AFM, the crew blocks the automatic pneumatic circuit. The
will normally (1) set the AUTO-MAN switch to UP–DN lever (i.e., the cherry picker) is then
AUTO, (2) set the expected cruise altitude on used to control the outflow valve directly by
the ACFT (inner) scale of the CABIN CON- using the static air source or existing cabin
TROLLER dial, and (3) set the RATE knob to pressure to change position of the outflow
approximately the 9 o’clock position. valve, which causes the cabin to climb or de-
scend, respectively.
When the CABIN AIR switch is turned on
prior to takeoff, the flow control valve is The manual control valve is very sensitive;
opened, which allows engine bleed air to enter even small, momentary displacements of the
the cabin. On SNs 35-099 and subsequent and lever will generate signif icant cabin climb or
36-029 and subsequent, there is a delay of descent rates.
approximately 10 seconds before the safety
valve closes. In manual mode, the cabin altitude must be
monitored much more closely than in
automatic mode, and the outflow valve position
FLIGHT OPERATION— must be adjusted frequently during climbs and
AUTOMATIC descents and when making power adjustments.
A t l i f t o ff , t h e s q u a t s w i t c h r e l ay b o x
deenergizes all pneumatic solenoids and DESCENT
pressurization begins. The cabin altitude During descent for landing, destination f ield
begins to climb at a rate based on the RATE elevation should be set on the CABIN scale of
knob setting. It should be adjusted as necessary

the CABIN CONTROLLER dial. The aircraft On SNs 35A-082, 35A-087 to 35A-112; 36A-
rate of descent should be controlled so that the 023 to 36A-031; and earlier aircraft incorpo-
descent rate is comfortable (approximately rating AMK 76-7, the flow control valve is
600 fpm). located downstream of the heat exchanger.
Engine bleed air is available to the heat ex-
changer whenever an engine is operating and
LANDING the BLEED AIR switches are on. Because of
As the aircraft descends and reaches the this, a pressure switch is installed in the tail
preselected cabin altitude, the outflow valve cone ducting prior to the heat exchanger.
12 PRESSURIZATION
modulates toward the open position. The cabin Should this pressure switch actuate (which
should be unpressurized at landing. occurs at approximately 47 psi), both red
BLEED AIR L and R annunciator lights illu-
At touchdown, the squat switch relay box minate to indicate the overpressure condition.
actuates the three pneumatic solenoid valves in
the controller; this causes the outflow valve to To deactivate emergency pressurization, select
open completely to ensure cabin depressur - MAN and toggle the spring-loaded WSHLD
ization. In addition, when the CABIN AIR HT switch to OFF until the valve is closed.
switch is placed to OFF, the flow control valve
closes, and—on SNs 35-099 and subsequent and SNS 35-113 AND SUBSEQUENT
36-029 and subsequent—an additional solenoid
valve is energized open, which causes the safety
AND 36-032 AND SUBSEQUENT
valve to open. Emergency pressurization is accomplished by
routing bleed air directly into the cabin from
either (or both) engine(s) through the emer-
EMERGENCY gency pressurization valves. This air com-
pletely bypasses the entire manifold and
PRESSURIZATION conditioned bleed air distribution system (see
Chapter 9, Pneumatics).
An emergency source of pressurization bleed
air is provided to increase the flow of air into The valves are spring-loaded to the emergency
the cabin in the event of a leak. position and require both ser vo bleed air
pressure and DC power to cause them to position
SNS 35-002 TO 35-112 AND to normal. Cockpit control of the valves is pro-
vided by the three-position (OFF–ON–EMER)
36-002 TO 36-031 BLEED AIR switches, while automatic posi-
Emergency pressurization is provided by use tioning occurs as a result of excessive cabin al-
of the windshield anti-ice/defog system (see titudes or DC power failure.
Chapter 10). This is accomplished by push-
ing the IN–NORMAL/OUT–DEFOG knob in, With the BLEED AIR switches on, a solenoid
then positioning the WSHLD HT on each emergency valve is energized; this
AUTO–MAN switch to AUTO. This causes the causes servo bleed air pressure to move the
defog shutoff valve to fully open and also il- valve to the NORMAL position.
luminates the WSHLD HT light. These actions
introduce air directly into the cabin area Positioning either BLEED AIR switch to
through the pilot foot warmer and bypass pos- EMER deenergizes the respective solenoid,
sible leaks in the conditioned bleed air dis- which causes the servo bleed air pressure to be
tribution system. To isolate such a leak, the blocked; the valve repositions to emergency by
CABIN AIR switch must then be selected spring pressure. At the same time, HP air input
OFF to close the flow control valve (see Fig - to the shutoff and regulator valve is blocked so
ures 12-5, 12-6, and 12-7). that only LP air is allowed to enter the cabin.

INTERNAL DEFOG
OUTLETS
CREW OUTLETS
FOOTWARMER OUTLET
12 PRESSURIZATION
LEGEND
AIR DISTRIBUTION
TO LOWER CABIN DOOR BLEED AIR
CABIN
TEMP RAM AIR
SENSOR
CABIN AIR DIFFUSERS

(TYPICAL)
AIR DISTRIBUTION
CHECK VALVES AIR
BLEED
TO SENSOR
BLOWER MOTOR
L
CAB ESS
HT BUS
AUTO BLEED AIR BLEED AIR
MAX
NORM
L OFF
MAIN DUCT TEMP FLOW CONTROL VALVE
BUS CABIN
LIMITER AIR
DUCT TEMP VENTURI

SENSOR
AUTO
RAM-AIR
HOT CHECK VALVE
MAN MAN
HOT COOL RAM AIR IN HOT T
O E
F HOT AIR BYPASS M
F (H-VALVE) P
COLD FAN C
CABIN CLIMATE CONTROL O
N
T
RAM AIR OUT
COLD
CAB
HT
MNL HEAT EXCHANGER HT VAL
IND
R
MAIN L
BUS MAIN
BUS
Figure 12-5. Engine Bleed Air Conditioning System (SNs 35-002 to 35-086
[except 35-082] and 36-002 to 36-022)

INTERNAL DEFOG
OUTLETS
LEGEND
FOOTWARMER
RAM AIR OUTLET
CONDITIONED
BLEED AIR
AIR DISTRIBUTION
12 PRESSURIZATION
TO LOWER CABIN DOOR
CABIN TEMP
SENSOR
BAGGAGE COMPARTMENT
(TYPICAL) (35A AIRCRAFT ONLY)
TO SENSOR
BLOWER MOTOR
AIR DISTRIBUTION
CAB CHECK VALVES
HT
AUTO
AIR
BLEED
L
MAIN L
BUS ESS
BUS
BLEED AIR BLEED AIR
PRESSURE SWITCH
(47 PSI)
DUCT TEMP
LIMITER
AUTO
DUCT TEMP
HOT SENSOR VENTURI

MAN MAN NORM
HOT COOL OFF
O
F CABIN
F AIR
COLD FAN
CAB CHECK VALVE
HT
MNL
RAM AIR IN
R (H-VALVE) E
M
MAIN P
BUS C
O
N
RAM AIR OUT T
COLD
HT VAL
HEAT EXCHANGER IND
L
MAIN
BUS
Figure 12-6. Engine Bleed Air Conditioning System (SNs 35-082, 35-087 to 35-112,
and 36-002 to 36-022)

INTERNAL DEFOG LEGEND

OUTLETS
BLEED AIR
CREW OUTLETS RAM AIR
FOOTWARMER OUTLET CONDITIONED BLEED AIR
12 PRESSURIZATION
REGULATED SERVO AIR

TO SENSOR
BLOWER MOTOR
CABIN
TEMP
SENSOR AUX
DEFOG/CREW
CABIN AIR DIFFUSERS HEATER *
(TYPICAL)
AIR
BLEED
L
BAGGAGE COMPARTMENT ESS
AIR DIFFUSER BUS
(35A AIRCRAFT ONLY)
AIR DISTRIBUTION
CHECK VALVES
EMERGENCY
CHECK VALVES PRESSURIZATION
VALVE
ON
BLEED AIR BLEED AIR CABIN
(LEFT ENGINE) (RIGHT ENGINE) AIR
SERVO SERVO
BLEED AIR OFF
BLEED
DUCT TEMP AIR
LIMITER FLOW CONTROL VALVE
C VENTURI
AUTO MAN A
B
I
N
C DUCT TEMP
L
I
SENSOR
M
A
T
E RAM AIR CHECK HOT
COOL VALVE T
O E
F M
F RAM AIR IN HOT AIR BYPASS P
FAN (H-VALVE) C
O
COLD HOT N
T
COLD
RAM AIR OUT HT VAL
IND
HEAT EXCHANGER
L
MAIN
BUS
* SNs 35-643 AND SUBS; 36-064 AND SUBS
Figure 12-7. Engine Bleed Air Conditioning System (SNs 35-113 and Subs.
and 36-032 and Subs.)

The emergency pressurization valves are also On SNs 35-659 and subsequent; 36-064 and
controlled by two cabin aneroid switches (one subsequent; and earlier aircraft modif ied by
for each valve). The aneroids are set to operate AMK 90-3, the emergency pressurization
at 9,500 ±250 ft cabin altitude. Should the valves are powered by the L and R EMER
cabin altitude reach 9,500 ±250 ft, the aneroid PRESS circuit breakers on the left and right
switches deenergize the solenoids on the emer- main DC buses. On these aircraft, the bleed air
gency pressurization valves, and the valves shutoff and regulator valves are powered by
move to the emergency position. The aneroids separate circuit breakers labeled L and R
reset when the cabin altitude decreases to ap- BLEED AIR, also located on the left and right
12 PRESSURIZATION
proximately 8,300 ft; however, the approved main DC buses. With an EMER PRESS cir-
AFM requires that the cabin altitude be at, or cuit breaker open, the emergency pressuriza-
below 7,200 ft before attempting to reset the tion valve positions to emergency and the
emergency pressurization valves. bleed air shutoff and regulator valve remains
open. In this case, positioning the BLEED
To reset the emergency pressurization valves AIR switch to OFF will stop airflow into the
after they have been positioned to emergency, cabin since DC electrical power, from the
the BLEED AIR switches—one at a time— BLEED AIR circuit breaker, will be available
must be positioned to OFF momentarily, then to close the bleed air shutoff and regulator
back to ON. valve.
On SNs 35-113 to 35-658, and 36-032 to 36- See Chapter 9, Pneumatics, for additional
063 not incorporating AMK 90-3, the emer- infor mation on the bleed air shutoff and
gency pressurization valves are powered by the regulator valves.
L and R MOD VAL circuit breakers on the
left and right main DC buses. These circuit During the f irst engine start, the valves will
breakers also provide electrical power to the automatically shift position from emergency
L and R bleed air shutoff and regulator valves. to normal as HP servo air pressure from the
With a MOD VAL circuit breaker open, the engine becomes available. A slight rush of air
emergency pressurization valve positions to into the cabin is normal during start.
emergency, the bleed-air shutoff and regula-
tor valve fails open, and HP air to the shutoff Tables 12-1 and 12-2 provide a description of
and regulator valve is blocked so only LP air the automatic protection and warning features
is allowed to enter the cabin. In this case, po- for cabin depressurization.
sitioning the BLEED AIR switch to OFF will
not stop airflow into the cabin since DC elec-
trical power is required to close the bleed air
shutoff and regulator valve.

Table 12-1. AUTOMATIC PROTECTION AND WARNING FEATURES—SNs 35-002

TO 35-112 AND 36-002 TO 36-031
CABIN ALTITUDE PROTECTION AND WARNING
10,000 ±250 ft • Pressurization aneroid automatically switches the system to manual control.
• Cabin altitude warning horn sounds—initiate emergency descent.
11,000 ±1,000 ft • Cabin altitude limiters actuate.

12 PRESSURIZATION
14,000 ±750 ft • Passenger oxygen masks are deployed and cabin overhead lights are
illuminated.
* The differential pressure relief for the outflow valve is 8.9 psid, and the differential pressure relief for the safety valve is 9.2 psid.
Table 12-2. AUTOMATIC PROTECTION AND WARNING FEATURES—SNs 35-113

AND SUBS. AND 36-032 AND SUBS.
CABIN ALTITUDE PROTECTION AND WARNING
8,750 ±250 ft • Pressurization aneroid automatically switches the system to manual control.
• CABIN ALT caution light illuminates.
9,500 ±250 ft • Emergency pressurization valves are activated by aneroid switches, directing
engine bleed air directly into the cabin.
10,100 ±250 ft • Cabin altitude warning horn sounds—initiate emergency descent.
11,500 ±1,500 ft • Cabin altitude limiters actuate.
14,000 ±750 ft • Passenger oxygen masks are deployed and cabin overhead lights are
illuminated.
* The differential pressure relief for the outflow valve is 9.4 psid, and the differential pressure relief for the safety valve is 9.7 psid.

EMERGENCY s w i t c h e s t o t h e OV E R R I D E p o s i t i o n
PRESSURIZATION disconnects the 9,500-foot aneroids from the
system. The switches can also be used:
OVERRIDE SWITCHES
• To reset an emergency valve that has
On SNs 35-605 and subsequent; 36-056 and inadvertently positioned to emergency
subsequent; and earlier SNs incorporating due to a malfunctioning aneroid
AAK 84-4, two emergency pressurization over-
ride switches (Figure 12-8) allow the crew to • To reset the emergency valves in order
over ride the 9,500-foot cabin aneroids to to restore windshield and stab/wing anti-
12 PRESSURIZATION
facilitate landing at high elevation airports. icing (at any altitude)
In either case, selecting OVERRIDE must be
The guarded switches are labeled L and R f o l l owe d b y c y c l i n g t h e B L E E D A I R
EMER PRESS and have positions labeled switch(es) to OFF and then to ON, provided
OVERRIDE and NORMAL. With the guards DC power is available and the MOD VAL (or
down, the switches are in the NORMAL po- EMER PRESS, as applicable) circuit
sition. Lifting the guards and moving the breaker(s) are in.
Figure 12-8. Emergency Pressurization Override Switches

12 PRESSURIZATION

QUESTIONS
1. To regulate cabin pressure, the cabin con- 5. To dump residual cabin pressure on touch-
troller modulates the: down:
A. Cabin safety valve A. The outflow valve opens automati-
B. Flow control valve cally
C. Outflow valve B. The cabin safety valve opens auto-
12 PRESSURIZATION
D. Primary differential pressure relief matically
valve C. The flow control valve closes auto-
matically
2. Illumination of the amber CABIN ALT D. The bleed air shutoff and regulator
light (if installed) indicates: valves close automatically
A. Cabin altitude is at or above 8,750
±250 ft, and the pressurization control 6. On aircraft without the emergency pres-
system is in manual mode surization valves, if DC power fails:
B. Cabin altitude is at or above 8,750 A. The windshield anti-ice/defog system
±250 ft, and the pressurization control can be used in the event of a pressur-
system may be in either AUTO or ization failure
MAN mode B. The cabin will remain pressurized,
C. Cabin altitude is at or above 9,500 but emergency pressurization capa-
±250 ft, and the emergency pressur- bility will be lost
ization mode has activated C. The flow control valve fails closed
D. The CABIN AIR switch is in the D. The bleed air shutoff and regulator
OFF position valves fail closed
3. On aircraft with emergency pressurization 7. On all aircraft, if DC power fails:

valves, if DC power fails: A. Pressurization control reverts to man-
A. Cabin pressurization must be con- ual control
trolled manually with the UP–DN B. The manual mode of pressurization
knob control cannot be selected or main-
B. Cabin pressure will dump tained
C. The emergency pressurization valves C. Cabin pressure is not controlled
automatically actuate to provide emer- D. The cabin slowly depressurizes
gency cabin pressure
D. The flow control valve fails closed
4. The cabin altitude warning horn sounds

when cabin altitude reaches approxi-
mately:
A. 8,750 ft
B. 9,500 ft
C. 10,100 ft
D. 11,500 ft

CHAPTER 13
HYDRAULIC POWER SYSTEMS
CONTENTS
Page
INTRODUCTION................................................................................................................. 13-1
GENERAL ............................................................................................................................ 13-1
HYDRAULIC SYSTEM OPERATION ............................................................................... 13-3
HYDRAULIC SUBSYSTEMS............................................................................................. 13-4
QUESTIONS......................................................................................................................... 13-5
13 HYDRAULIC POWER
SYSTEM

ILLUSTRATIONS
Figure Title Page
13-1 Controls and Indicators.......................................................................................... 13-2
13-2 Hydraulic System Schematic ................................................................................. 13-3
13 HYDRAULIC POWER
SYSTEM

CHAPTER 13
HYDRAULIC POWER SYSTEMS
13 HYDRAULIC POWER
SYSTEM
INTRODUCTION
Two engine-driven pumps normally provide hydraulic pressure for operation of the landing
gear, wheel brake, flap, spoiler/spoileron, and Dee Howard TR 4000 thrust reverser (if in-
stalled) subsystems. An electrically driven auxiliary pump incorporated for use in the event
of system failure is normally used only on the ground for operation of the brakes and flaps
when both engines are shut down. It cannot be used to operate the spoiler/spoileron system.
GENERAL
A 1.9 gallon reservoir pressurized by regulated tem leak and reserves fluid for the auxiliary
engine bleed air ensures a positive supply of pump that is connected to the bottom of the
MIL-H-5606 fluid to both engine-driven reservoir.
pumps and to the auxiliary pump. The 4 gpm,
variable-volume, engine-driven pumps are Hydraulic shutoff valves installed at the reser-
supplied from supply lines connected to the voir in each engine-driven pump supply line
side of the reservoir at approximately the 0.4- can be closed from the cockpit in the event of
gallon level. This limits the amount of fluid f ire or when maintenance is to be performed.
the engine-driven pumps can deliver to a sys-

An accumulator precharged with dry air or reversers (if installed). A check valve prevents
nitrogen dampens pressure surges and helps auxiliar y pump actuation of the spoilers/
maintain system pressure. A direct-reading spoilerons.
indicator on the center instr ument panel
displays system pressure. An amber annun- The reservoir and the accumulator are located
ciator light warns of low pressure. in the tail cone. Reservoir fluid level should
be just above the sight glass with zero system
There are three f ilters in the system: one in pressure. Fluid is low if the level can be seen
each pressure line and one in the return line. in the glass or if fluid is not visible.
A system relief valve set to open at 1,700 psi Accumulator precharge, indicated by the gage
prevents system damage by porting excessive on the accumulator, should be 750 psi when
pressure into the return line. hydraulic pressure is zero.
Pressure from the engine-driven pumps is Controls and indicators for the system are
available to actuate the spoilers/spoilerons, shown-in Figure 13-1.
flaps, landing gear, brakes, and TR 4000 thrust
(STANDARD)
13 HYDRAULIC POWER
LOW
HYD
SYSTEM
Figure 13-1. Controls and Indicators

HYDRAULIC SYSTEM As pressure increases, a pressure switch

actuates at 1,250 psi to extinguish the amber
OPERATION LOW HYD light on the annunciator panel.
(see Annunciator Panel section.) At approxi-
Unless there is residual hydraulic system mately 1,250 psi, the pressure switch stops
pressure, the auxiliary hydraulic pump must the auxiliary pump. The HYD PUMP switch
be operated to provide pressure for setting the should then be positioned to OFF, where it
parking brakes prior to engine start. Placing normally remains unless flap operation is re-
the HYD PUMP switch in the on (HYD PUMP) quired prior to engine start. The LOW HYD
position starts the auxiliary pump, assuming light will illuminate if pressure drops below
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 1,125 psi.
pressure is below 1,125 psi (Figure 13-2).
If the HYD PUMP switch is left on, the
pressure switch will cycle the pump between
1,125 psi and 1,250 psi.
PRESSURE
RELIEF VALVE
(20 PSI)
13 HYDRAULIC POWER
REGULATOR
ENGINE OVERBOARD
BLEED
SYSTEM
FILTER AIR
VACUUM
RELIEF
VALVE
GROUND
CASE DRAIN LINE SERVICE
ENGINE-DRIVEN
PUMPS
GROUND
SERVICE
28 AUXILIARY
PUMP
28 VDC
LOW
HYD
AUXILIARY ON VDC
HYDRAULIC 50A
PUMP
1,250 PSI SWITCH OFF
1,125 PSI
LEGEND
SPOILERS/ GEAR
FLAPS GEAR BRAKES PRESSURE
SPOILERONS DOORS
SUPPLY
RETURN
ACCUMULATOR DEE HOWARD AIR/NITROGEN
(750-PSI AIR) THRUST REV
1,700-PSI
(IF INSTALLED) REGULATED BLEED AIR
RELIEF
Figure 13-2. Hydraulic System Schematic

In the event of engine f ire or when mainte- Loss of fluid due to a system leak is the most
nance is to be performed, the DC motor-driven probable cause of complete loss of hydraulic
shutoff valves can be closed by pulling the pressure. If all hydraulic system pressure is
appropriate FIRE handle on the glareshield. lost, the LOW HYD light will illuminate as
Pulling either handle also ar ms the f ire- pressure decreases below 1,125 psi. Do not
extinguisher system; therefore, if valve clos- operate the auxiliary pump until alternate
ing is to facilitate maintenance, the applicable landing gear extension procedures have been
FIRE EXT circuit breaker(s) should be pulled accomplished, as directed by the approved
to prevent accidental discharge of the bottles; AFM. Otherwise, the auxiliary pump may dis-
the shutoff valves are opened by pushing in the charge the 0.4 gallon of reserve fluid through
appropriate handle(s). The shutoff valves op- the same leak.
erate on DC power supplied through the L and
R FW SOV circuit breakers on the left and There is no CB protection in the cockpit for
right essential buses, respectively. the auxiliary pump; it is powered directly from
the batter y charging bus through a 50 A
After starting the f irst engine, the current limiter.
HYDRAULIC PRESSURE indicator should be
checked to verify engine-driven pump opera-
tion. Pressure should stabilize at 1,550 ±25 psi,
indicating that the engine-driven pump is
HYDRAULIC
operating properly. SUBSYSTEMS
13 HYDRAULIC POWER
When the second engine is started, there is no Operation of hydraulic subsystems is pre-
SYSTEM
change in pressure indication, but capacity is sented in Chapter 14, Landing Gear and
doubled. There is no positive indication that the Brakes; Chapter 15, Flight Controls (flaps and
second pump is operating properly; therefore, spoiler/spoilerons); and Chapter 7, Powerplant
after landing, operation of the second pump can (Dee Howard TR 4000 thrust reversers).
be verified by shutting down the engine started
f irst and actuating a hydraulic subsystem.
If an engine-driven pump fails in flight, the

other engine-driven pump is capable of meet-
ing system demands.

QUESTIONS
1. Normal hydraulic system pressure with 6. The approved fluid for the hydraulic
the engine-driven pumps operating is: system is:
A. 1,400 ±50 psi A. MIL-H-5606
B. 1,550 ±25 psi B. MIL-O-M-332
C. 1,650 psi C. Skydrol
D. 1,700 psi D. MIL-H-2380
2. The hydraulic shutoff valves are closed: 7. The operational time limit of the auxiliary
A. By pulling the engine FIRE handles pump is:
B. Automatically when the FIRE warn- A. 5 minutes on, 15 minutes off
ing light comes on B. 5 minutes on, 25 minutes off
C. By the GEN switch in the OFF posi- C. 3 minutes on, 20 minutes off
tion D. 2 minutes on, 30 minutes off
D. By the BLEED AIR switches
8. The auxiliary hydraulic pump will provide
3. In the event of hydraulic system pressure approximately:
13 HYDRAULIC POWER
failure in flight: A. 1,200 psi
A. Immediately turn the HYD PUMP B. 1,550 psi
SYSTEM
switch on C. 1,700 psi
B. Turn the HYD PUMP switch on when D. 1,250 psi
the LOW HYD light illuminates
C. R e f e r t o t h e A b n o r m a l L a n d i n g s 9. If DC electrical power is applied to the
checklist aircraft and residual hydraulic pressure is
D. R e f e r t o t h e H y d r a u l i c S y s t e m 1,450 psi:
Failure/Alter nate Gear Extension
A. The auxiliary hydraulic pump will not
checklist
operate when the HYD PUMP switch
is on
4. In the event of hydraulic system failure,
B. The LOW HYD light will be out
the LOW HYD light will illuminate at:
C. 1 , 4 5 0 p s i w i l l b e s h ow n o n t h e
A. 1,125 psi HYDRAULIC PRESSURE indicator
B. 1,500 psi D. All the above
C. 1,250 psi
D. 850 psi
5. 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

CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION................................................................................................................. 14-1
GENERAL ............................................................................................................................ 14-1
LANDING GEAR................................................................................................................. 14-2
Indicating System .......................................................................................................... 14-2
Main Gear Components................................................................................................. 14-4
Nose Gear Components ................................................................................................. 14-4
Operation ....................................................................................................................... 14-6
BRAKES............................................................................................................................. 14-12
Normal Operation........................................................................................................ 14-12
Antiskid ....................................................................................................................... 14-14
Emergency Brakes....................................................................................................... 14-15
Parking Brakes ............................................................................................................ 14-15
14 LANDING GEAR
NOSEWHEEL STEERING................................................................................................ 14-15
AND BRAKES
Operation ..................................................................................................................... 14-17
QUESTIONS ...................................................................................................................... 14-19

ILLUSTRATIONS
Figure Title Page
14-1 Gear Position Indicator Lights ............................................................................... 14-2
14-2 Gear Position Indications ....................................................................................... 14-3
14-3 Main Gear .............................................................................................................. 14-4
14-4 Nose Gear .............................................................................................................. 14-5
14-5 Nose Gear Centering Cams.................................................................................... 14-5
14-6 Landing Gear Retracted ......................................................................................... 14-7
14-7 Landing Gear Extended ......................................................................................... 14-9
14-8 Emergency Air Pressure Indicator....................................................................... 14-10
14-9 Alternate Extension Controls .............................................................................. 14-10
14-10 Alternate Landing Gear Extension ...................................................................... 14-11
14-11 Brake System Schematic ..................................................................................... 14-13
14-12 Nosewheel Steering System................................................................................. 14-16
14-13 Nosewheel Steering System Controls.................................................................. 14-17
14 LANDING GEAR
AND BRAKES

CHAPTER 14
LANDING GEAR
AND BRAKES
INTRODUCTION
The retractable landing gear is electrically controlled and hydraulically operated. The
14 LANDING GEAR
main gear incorporates dual wheels equipped with individual hydraulic brakes and
AND BRAKES
retracts inboard. The single wheel, self-centering nose gear incorporates an electrical
steering system and retracts forward. Alternate gear extension and emergency braking
are pneumatic. An antiskid system is incorporated into the normal hydraulic braking
system.
GENERAL
The landing gear has three air-hydraulic shock pins are not required. Gear position indications
str uts. The main gear outboard doors are are displayed on the copilot instrument panel.
mechanically linked to the gear assemblies
and move with them. The inboard doors are hy- The hydraulic brake system is controlled by
draulically operated and close when the gear four valves—two for each pilot—linked to the
is fully extended or retracted. An air bottle is rudder pedals. Hydraulic system pressure is
provided for alternate gear extension and emer- metered to the self-adjusting multiple disc brake
gency braking. The gear actuators incorpo- assemblies in proportion to pedal deflection.
rate integral downlocking devices; downlock

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 The nose gear red UNSAFE light is illuminated

deceleration without skidding the tires. When when the nose gear is in transit (i.e., neither
the system is operating, wheel speed down-and-locked nor up-and-locked). When
transducers—generators—fur nish wheel the nose gear is locked in either the up or the
speed information to a control box that sig- down posi tion, the light extinguishes.
nals the antiskid servo valves to modulate
braking pressure. The parking brake is set by 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
pulling a handle on the throttle quadrant and illuminate whenever the respective main gear
depressing the brake pedals; this traps hy- door is unlocked. As each inboard door latches
draulic pressure in the brake assemblies. up during extension or retraction, the
corresponding red light extinguishes.
The variable authority, electric nosewheel steer -
ing system operates only on the ground. When
Indications for gear down-and-locked, up-
the system is engaged, a computer determines
and-locked, and in-transit conditions are
the amount of nosewheel deflection allow -
shown in Figure 14-2.
able—based on rudder pedal movement and
taxi speed—and uses a DC electric motor to
If the gear is extended with the alternate—
deflect the nosewheel accordingly. Maximum
the pneumatic—system, all three green lights
authority is 45° either side of center at slow
and the two main gear red lights illuminate;
speeds, which decreases as speed increases.
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 LANDING GEAR
14-1) are illuminated by their respective

AND BRAKES
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

The position lights are tested by holding the Landing Gear Warning System
TEST/MUTE switch on the LANDING GEAR
panel in the TEST position. All six lights will il- The aural warning horn will sound and three
luminate and the warning horn will sound. The red UNSAFE lights will illuminate when all
lights can be dimmed with the dimming rheostat of the following conditions are present:
(Figure 14-1) if the navigation lights are on; oth- • Landing gear is not down-and-locked
erwise, they will be at maximum intensity.
• Altitude is less than 14,500 ±500 ft
Circuitry related to the left and right main • Either thrust lever is retarded below
gear green position lights is common with the approximately 55–60% N 1 .
landing/taxi light for that side. Conf irmation
of main gear downlocking—after bulb test- • Airspeed is below 170 KIAS (FC 530 air-
ing—can be made by switching on the re- craft only)
spective LDG LTS switch. At altitudes above 14,500 ±500 ft, the horn will
not sound when the thrust levers are retarded,
Nose gear green light circuitry is common with and the UNSAFE lights may illuminate. The
the engine synchronizing system (if installed). horn also sounds when the flaps are extended
Confirmation of nose gear downlocking (after beyond 25° if the landing gear is not down-and-
bulb testing) is made by positioning the ENG locked, regardless of thrust lever position or
SYNC switch on the pedestal to ENG SYNC altitude.
(on) and observing that the amber ENG SYNC
light on the annunciator panel illuminates. Holding the TEST/MUTE switch in TEST
illuminates all six position indicator lights
and sounds the horn. Momentarily positioning
the switch to MUTE silences the horn when
UNSAFE LOCKED DN the thrust levers are retarded and the gear is
TEST BRT
UP
not down-and-locked.
MUTE
DN
LANDING GEAR
The horn cannot be muted when the gear is not
UP AND LOCKED down-and-locked and the flaps are extended
beyond 25°.
14 LANDING GEAR
UNSAFE LOCKED DN
AND BRAKES
UP
TEST BRT
MUTE
DN
LANDING GEAR
DIMMING IN TRANSIT
RHEOSTAT
UNSAFE LOCKED DN
UP
TEST BRT
MUTE
DN
LANDING GEA
DOWN AND LOCKED
Figure 14-2. Gear Position Indications

MAIN GEAR COMPONENTS The main gear is hydraulically held in the

retracted position and enclosed by an out-
Each main gear consists of the following: board door and an inboard door. The outboard
door is mechanically linked to, and travels
• Conventional air-hydraulic shock strut
with, the gear. The inboard door is hydrauli-
• Dual wheels cally actuated, electrically sequenced by mi-
croswitches, and held retracted by hydraulic
• Scissors pressure and a spring-loaded, overcenter up-
• Squat switch latch that is released by a hydraulic actuator.
• Main gear actuator Proper shock strut inflation is an important
• Inboard and outboard doors consideration. When the aircraft weight is on
the gear, the amount of strut extension will vary
• Inboard door actuator (Figure 14-3) with the aircraft load. With a full fuel load and
The main gear hydraulic actuator also serves as no passengers or baggage aboard, 3 to 3.5
a side brace when the gear is extended. It fea- inches of bright surface should be visible on
tures an integral downlock mechanism that can the lower portion of the main gear strut.
be unlocked only by hydraulic pressure on the
retract side; therefore, no downlock pins are Main Gear Wheel and Tires
provided. Each main gear scissors link actuates
a squat switch. Each main gear wheel incorporates a fusible
plug that prevents tire blowout due to exces-
sive 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 de-
termined 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
14 LANDING GEAR
operated doors (Figure 14-4).

AND BRAKES
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

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 up-
latch 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,
14 LANDING GEAR
the gear.
AND BRAKES
Figure 14-5. Nose Gear Centering Cams
An improperly centered nosewheel could jam in
the wheel well; therefore, the nose strut incor -
porates a self-centering mechanism. At liftoff, Nose Gear Wheel and Tire
two cams within the strut are engaged by strut
air pressure to center the wheel (Figure 14-5). The nosewheel tire is chined to deflect water
or slush spray (up to 0.75 inch deep) away
Since nosewheel centering depends on air pres- from the engine intakes during takeoff or
sure in the strut, proper inflation of the strut is landing.
especially important. When the aircraft weight
is on the gear, the amount of strut extension will Nosewheel tire pressure should be maintained
vary with aircraft load. With a full fuel load and at from 104 to 114 psi when the aircraft is
no passengers or baggage aboard, 5.25 to 5.75 loaded and the crew is in the cockpit.
inches of bright surface should be visible on the
lower portion of the nose gear strut.

OPERATION Normal Retraction

The landing gear system incorporates two Positioning the landing gear selector switch to
solenoid operated hydraulic control valves: UP energizes the door control valve to the open
one for operation of the main gear inboard position; this directs pressure to release the
doors and one for gear operation. Both in- main gear inboard door uplatches and to open
board doors must be fully open before the gear the doors. The two red main gear UNSAFE
can be extended or retracted. lights illuminate simultaneously with uplatch
release.
The door control valve is energized to the door-
open position when the landing gear selector When both inboard doors are fully open, the
switch is placed in either the UP or DN posi- door-open switches are actuated. When both
tion. It is energized to the door-close position door-open switches are actuated and both squat
by main gear operated switches when both gear switches are in the airborne position, the gear
are fully retracted or down-and-locked. control valve energizes to the retract position;
hydraulic pressure is directed to retract the
The gear control valve is energized to the extend landing gear (Figure 14-6). The three green
or retract position by switches sensing the full LOCKED DN lights extinguish, and the red
open position of both main gear inboard doors. nose gear UNSAFE light illuminates.
During retraction, the circuit is routed through
both squat switches to ensure that the aircraft When the nose gear fully retracts, the red nose
is off the ground before the valve can be ener- gear UNSAFE light extinguishes. When both
gized to the retract position. main gear fully retract, two gear-up trunnion
switches actuate to energize the door control
Normal landing gear operation requires DC valve to the closed position. Pressure closes the
power supplied through the GEAR circuti gear inboard doors, which lock in position by
breaker on the right essential bus. spring tension on the door uplatches; the two
red main gear UNSAFE lights extinguish.
14 LANDING GEAR
AND BRAKES

OVERBOARD
GEAR
CONTROL
VALVE
GEAR ALTERNATE EXTENSION CONTROL VALVE

TO EXTEND RETRACT
EMERGENCY SOL SOL

BRAKES
TO
BRAKE
SYSTEM SOL SOL
PRIORITY
EMER
VALVE DOOR
AIR
BOTTLE CONTROL
VALVE
UPLATCH
ACTUATOR
MAIN GEAR
ACTUATOR
UPLATCH DOOR
ACTUATOR
NOSE
GEAR
ACTUATOR
UPLATCH
ACTUATOR
LEGEND UPLATCH
SYSTEM HYDRAULIC PRESSURE DOOR UPLATCH

ACTUATOR ACTUATOR
RETURN GEAR INBOARD DOOR
MAIN GEAR
ACTUATOR
AIR PRESSURE
UPLATCH
14-7
Figure 14-6. Landing Gear Retracted
14 LANDING GEAR
AND BRAKES
Normal Extension When the gear is fully down-and-locked, the

three green LOCKED DN lights illuminate and
Positioning the landing gear selector switch to the red nose gear UNSAFE light extinguishes.
DN energizes the door control valve to the open Circuitry is completed by both main gear
position; this directs pressure to release the downlock switches to energize the door con-
main gear inboard door uplatches and to open trol valve to the closed position. Pressure
the doors. The two red main gear UNSAFE closes the gear inboard doors (Figure 14-7),
lights illuminate simultaneously with uplatch which lock in position by spring tension on the
release. door uplatches; the two red main gear UN-
SAFE lights extinguish.
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 up-
latch and extend the nose and main gear (Figure
14-7). The red nose gear UNSAFE light illu-
minates.
14 LANDING GEAR
AND BRAKES

OVERBOARD
GEAR
GEAR ALTERNATE EXTENSION CONTROL VALVE CONTROL
VALVE
TO

EMER
BRAKES
EXTEND RETRACT
SOL SOL
TO
BRAKE
SYSTEM
SOL SOL
PRIORITY DOOR
EMER VALVE CONTROL
AIR VALVE
BOTTLE
UPLATCH
ACTUATOR
MAIN
DOOR GEAR
MAIN ACTUATOR ACTUATOR
GEAR UPLATCH
UPLATCH
ACTUATOR
NOSE
GEAR UPLATCH
ACTUATOR UPLATCH ACTUATOR
ACTUATOR
UPLATCH DOOR
ACTUATOR
LEGEND GEAR INBOARD DOOR
SYSTEM HYDRAULIC PRESSURE
RETURN
AIR PRESSURE
14-9
Figure 14-7. Landing Gear Extended
14 LANDING GEAR
AND BRAKES
Alternate Extension Operation

The alter nate gear extension system is Pushing the emergency gear lever down opens a
pneumatically operated by a bottle charged to valve to release air bottle pressure to position the
1,800–3,000 psi with dry air or nitrogen. Bottle gear control and door control valves to the ex-
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 tend position (Figure 14-10). This provides a
EMERGENCY AIR indicator on the center in - return flow path for fluid in the retract side of
strument panel (Figure 14-8). The bottle also the gear and door actuators. The air pressure
provides pressure for emergency braking. also repositions the shuttle valves to accom-
plish 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
180 300 (see Figure 14-9) and raising the emergency
0 500 gear lever to the normal position. This closes
PSI X 10 the valve on the emergency air bottle and iso-
lates air pressure from the gear system; in
turn, this prevents a possible leak in the gear
system from depleting air pressure that might
E MERGENCY be required for emergency braking.
AIR EMERGENCY
GEAR
14 LANDING GEAR
LEVER RELEASE
AND BRAKES
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 essen-
tial bus. This prevents inadvertent gear re-
traction 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 emer-
gency gear lever. Figure 14-9. Alternate Extension Controls

OVERBOARD
TO GEAR ALTERNATE EXTENSION CONTROL VALVE

EMERGENCY GEAR
CONTROL

BRAKE VALVE
VALVE
EXTEND RETRACT
SOL SOL
TO
BRAKE
SYSTEM SOL SOL
PRIORITY
VALVE DOOR
EMER CONTROL
AIR VALVE
BOTTLE
MAIN
GEAR
UPLATCH ACTUATOR
ACTUATOR
UPLATCH
NOSE ACTUATOR
GEAR UPLATCH
UPLATCH
ACTUATOR
UPLATCH
DOOR UPLATCH
DOOR ACTUATOR ACTUATOR
MAIN ACTUATOR
LEGEND GEAR
ACTUATOR
AIR PRESSURE
RETURN GEAR DOOR

14-11
Figure 14-10. Alternate Landing Gear Extension
14 LANDING GEAR
AND BRAKES
If alternate extension is required due to an assemblies). The first set of shuttle valves de-
electrical fault, the emergency gear lever must termines whether the pilot or copilot has con-
remain in the down position to prevent trol of the brakes (i.e., highest pressure
subsequent inadvertent retraction of the gear. predominating).
P i s t o n s i n e a c h b r a k e a s s e m bly m ove a
pressure plate, which forces the stationary
BRAKES and rotating discs together against a backing
plate to produce braking action. Depressing
The brake system (Figure 14-11) is powered one pedal applies both brakes on the
by hydraulic pressure from the nose gear corresponding main gear; therefore, differ-
down—extend—line. The brakes can be ap- ential braking is available, if required.
plied by either pilot. The system has four mul-
tidisc, self-adjusting brake assemblies—one Releasing pedal pressure repositions the brake
for each main gear wheel—operated by power valve; springs in the brake assembly force
brake valves linked to the top section of the fluid back through the brake valves to the
rudder pedals. The left pedals control both reservoir, thereby releasing the brakes.
brake assemblies on the left gear; the right
pedals control the brake assemblies on the During gear retraction, a restrictor in the nose
right gear. Braking force is in direct propor- gear return line creates back pressure on the
tion to pedal application unless modulated by brakes that is sufficient to stop the wheels from
the antiskid system. rotating prior to their entry into the wheel wells.
The antiskid system, monitored by the red an- A priority valve, also in the nose gear downline,
tiskid gen warning lights, permits stopping ensures proper gear sequencing during retraction
in the shortest possible distance for any given by restricting hydraulic pressure applied to the
r u n way c o n d i t i o n ( s e e wa r n i n g a n d nose gear actuator while full system pressure is
annunciator lights in Annunciator Panel sec- being applied to the main gear actuators.
tion). Parking brakes can be set by pulling a
handle on the center pedestal. When taxiing through slush or snow, frequent
brake applications create friction heat that may
A pneumatic emergency brake system is used prevent the brakes from freezing.
to stop the aircraft if hydraulic pressure is
14 LANDING GEAR
lost. Neither antiskid protection nor differ- If a takeoff is made in slush or snow, the wheels
AND BRAKES
ential braking is available during emergency should be allowed to spin down for approxi-
braking. mately one minute prior to gear retraction.
This slings off accumulated slush and mini-
mizes the possibility of the brakes freezing.
NORMAL OPERATION If frozen brakes are suspected after the gear
When either pilot depresses a brake pedal, the is extended for landing, the antiskid switch
associated brake valve meters system hydraulic should be positioned to off, and the brakes
pressure through shuttle valves (one in each applied 6 to 10 times to break up any possible
main pressure line), parking brake valves, ice formations. The antiskid switch should be
antiskid valves, brake fuses, and a second set turned back to on prior to landing.
of shuttle valves (one for each of the four brake

TO
RESERVOIR
FROM NOSE
GEAR DOWN
LINE
PILOT PILOT COPILOT COPILOT

BRAKE VALVE BRAKE VALVE BRAKE VALVE BRAKE VALVE
GEAR
ALTERNATE
EXTENSION
PARK CONTROL VALVE
BRAKE
PARKING
VALVES
BRAKE
AIR BOTTLE
ANTISKID
DISCONNECT
SWITCH
WARN
LIGHT OVERBOARD
CB
ANTI
SKID
ON EMERG
BRAKE
VALVE
OFF
TO
RESERVOIR
SERVO SERVO
14 LANDING GEAR
BRAKE ANTISKID ANTISKID
AND BRAKES
FUSE VALVE VALVE
SOLENOID
SOLENOID SHUTOFF
SHUTOFF
SERVO SERVO
SQUAT SWITCH SQUAT SWITCH
ANTISKID
CONTROL BOX
LEGEND
SYSTEM EMERGENCY BRAKE
PRESSURE AIR PRESSURE
METERED BRAKE
ELECTRICAL
PRESSURE
*PARKING BRAKE LIGHT SNs 35-626 ANTI-SKID GEN
RETURN MECHANICAL
35-627, 35-630, AND SUBS., 36-056
AND 36-059 AND SUBS.
Figure 14-11. Brake System Schematic

ANTISKID Operation
One of two antiskid systems may be installed. The following conditions must exist for
The early system was standard on SNs 35-002 operation of the antiskid system:
to 35-066 and 36-002 to 36-017. The later sys- • The ANTISKID switch must be on
tem is standard on SNs 35-067 and subsequent
and 36-018 and subsequent; it may also be • Both squat switches must be in the
retrof itted to early aircraft by AAK 76-4. The ground mode (left for outboard, right
two systems are similar and are discussed to- for inboard)
gether with the differences being noted. • The parking brake must be released
The antiskid system limits braking on each • Taxi speed must be above 8 to 10 kt
main gear wheel independently to allow max- (wheel speed, 150 rpm)
imum braking under all runway conditions
without tire skidding. At high speed, with the ANTISKID switch on
and brakes applied, the control box receives and
The system consists of the following: analyzes wheel speed inputs from the transducer
on each main wheel (see Figure 14-11). If any
• Four wheel speed transducers (one on wheel deceleration rate reaches a predeter-
each main wheel) mined limit, the applicable servo valve will
• Two antiskid control valves modulate braking force on the corresponding
brake by diverting pressure into the return line.
• Control box
With the gear extended in flight, the braking
• Monitor lights sys tem is disabled. When the main gear squat
• Lever-locking ANTISKID switch on the switches go airborne, all braking pressure is
center instrument panel diverted into the return line (as though all wheels
were in a full-skid condition). This precludes
Aircraft with the early antiskid system have test the possibility of touching down on the next
provisions on the system rotary test switch. On landing with brakes inadvertently applied.
these aircraft, the system is tested during the Further, at the moment of touchdown, the squat
Before Taxi check in accordance with the ap- switches initiate a requirement for a 150-rpm
proved AFM. The ANTISKID switch should wheel spinup or a one to two second delay,
be positioned to OFF after testing unless the thus enabling the control box to sense realis-
14 LANDING GEAR
aircraft incorporates AAK 75-1 or AMK 76-3, tic wheel speeds before normal braking can
AND BRAKES
in which case it can be left on. On aircraft begin.

with the later system, no testing is required; the
switch is normally left in the ON position. If the brakes are to be applied in flight to break
up suspected ice accumulations, the ANTI-
The antiskid system is not required to be SKID switch must f irst be positioned to OFF.
opera tional for flight. However, if a mal- Position the switch to ON prior to landing.
function is indicated by illumination of red
ANTI-SKID GEN light(s), it must be assumed At low taxi speeds (wheel speed below 150 rpm
that antiskid protection is lost on the associ- and 8–10 kt), the antiskid system is inopera-
ated wheel. Take off and landing data must be tive. The system is automatically disconnected
computed accordingly. when the parking brakes are set; however, the
red ANTI-SKID GEN lights will not illuminate.
The system uses DC power from the ANTISKID
circuit breaker on the right main DC bus.

Four red ANTI-SKID GEN lights monitor cir- to the stop. If the PARKING BRAKE handle
cuitry from each wheel speed transducer and is not pushed in to the stop, the parking brakes
individually illuminate if a fault is detected. may be released, but the antiskid disconnect
Cycling the ANTISKID switch to OFF then switch may not actuate to enable the antiskid
back to ON may clear the fault. All four lights system. The ANTI-SKID GEN lights will not
illuminate if power to the control box is lost illuminate, and subsequent heavy braking will
or if the ANTISKID switch is off. result in wheel skids.
On SNs 35-626, 35-627, 35-630 and

EMERGENCY BRAKES subsequent, 36-056, and 36-059 and subsequent,
Pneumatic emergency brakes are provided for an additional PARK BRAKE light is just above
use in the event of normal brake system fail- the ANTI-SKID GEN lights. The PARK
ure. Antiskid protection, differential braking, BRAKE light illuminates if the parking brake
and parking brakes are not available while handle is not in the completely forward–re -
using the emergency brakes. leased—position.
To apply brakes with the emergency system,

the EMER BRAKE handle must be pulled out
of its recess (see Figure 14-11) and pressed NOSEWHEEL STEERING
downward. This meters pressure from the
emergency air bottle through four shuttle The electrically actuated nosewheel steering
valves to the brake assemblies in proportion system has variable authority, as determined by
to handle movement. Releasing the handle signals from the left inboard and both right
stops flow from the bottle and allows applied wheel speed transducers. System components
air pressure to vent overboard, which releases also include a r udder pedal follow-up, a
the brakes. computer-amplifier, and a DC steering actuator
motor (Figure 14-12). AC and DC power is sup-
plied through the NOSE STEER circuit break-
PARKING BRAKES e 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 ,
Normal hydraulic system pressure from either respectively.
engine-driven pump or the auxiliary pump can
be used to set the parking brakes. Pulling the The steering actuator, which is on top of the
PARKING BRAKE handle on the center nose strut, steers the nosewheel through a
14 LANDING GEAR
pedestal mechanically closes both parking gearbox and an electrical clutch. When the
AND BRAKES
brake valves (see Figure 14-11). The closed aircraft is on the ground, the clutch engages
valves function as one-way check valves, whenever DC power is applied to the elec-
which allow pressure from the pilot or copi- trical system; this allows the steering actua-
lot brake valves to be trapped in the brake as- tor to function as a shimmy damper even with
semblies. steering disengaged. If DC power is lost or the
DC NOSE STEER circuit breaker is out, the
To set the parking brakes, pedal pressure must nosewheel is free to swivel, and the shimmy
be applied and the parking brake handle pulled damper is inoperative.
out, but not necessarily in that order. Setting
the parking brake opens the antiskid discon- Prior to towing, electrical power should be
nect switch (see Figure 14-11) to disconnect removed from the aircraft. It is possible to
the antiskid system and prevent inadvertent misalign the nosewheel more that 90° from
loss of brake pressure. normal during towing; therefore, the nose gear
uplock roller on the nose gear strut must be
To release the parking brakes, the PARKING pointing forward prior to flight.
BRAKE handle must be pushed in all the way

28 VDC STEER LOCK

BUTTON
STEER ON
CONTROL WHEEL
MASTER SWITCHES
NOSE GEAR
UPLOCK SWITCH
(RELEASED)
RUDDER PEDAL
FOLLOW-UP
115 VAC
LEFT INBOARD
WHEEL SPEED NOSEWHEEL STEERING AC SQUAT SWITCH
RIGHT INBOARD
TRANSDUCERS COMPUTER RELAY BOX
RIGHT OUTBOARD
AC
14 LANDING GEAR
AND BRAKES
REVERSIBLE
MOTOR
*LEFT MAIN GEAR
CLUTCH
DOWNLOCK SWITCH
NOSEWHEEL STRUT
FOLLOW-UP
*SNs 35-134 AND SUBS. AND
36-036 AND SUBS.; NOSEWHEEL NOSEWHEEL STRUT
DOWNLOCK SWITCH EARLIER
AIRCRAFT.
Figure 14-12. Nosewheel Steering System

Steering authority varies from a maximum of When steering engages, the green STEER ON
45° either side of center at speeds below 10 kt annunciator illuminates. A rudder pedal fol-
and decreases as groundspeed increases. At l ow u p p r ov i d e s t h e d i s p l a c e m e n t a n d
the maximum steering speed of 45 kt, author- directional signals modified by the computer-
ity falls to approximately 8°. amplif ier input from the wheel speed
transducers. The computer-amplif ier drives
the steering actuator in the appropriate
OPERATION direction until it is stopped by a signal from
With the squat switches in ground mode, a follow-up located in the drive gearbox.
n o s ew h e e l s t e e r i n g c a n b e e n g a g e d b y
momentarily depressing the STEER LOCK If the nosewheel steering system is inopera-
switch or by depressing and holding the con- tive, differential power and braking can be
trol wheel master switch (MSW) on either con- used to taxi the aircraft.
trol wheel (Figure 14-13). STEER LOCK is
disengaged by momentarily depressing ei- Since variable authority steering is depen-
ther control wheel master switch. dent upon wheel speed transducer signals,
steering should not be used above 10 kt if any
two of the following three ANTI-SKID GEN
lights are illuminated: two inboard and right
outboard.
14 LANDING GEAR
CENTER AND BRAKES
PEDESTAL
CONTROL WHEELS
Figure 14-13. Nosewheel Steering System Controls


14 LANDING GEAR
AND BRAKES

QUESTIONS
l Emergency air pressure can be used for: 6. Three gear UNSAFE lights will be on and
A. Gear extension and parking brake the gear warning horn sounds when the:
B. Gear, flaps, spoilers, and brakes A. G e a r i s r e t r a c t e d a n d n o g r e e n
C. Gear extension and brakes LOCKED DN lights are on
D. Gear extension, flaps, and brakes B. Gear is down, thrust levers are above
approximately 70% N 1 , and altitude
2. Prior to takeoff, the EMERGENCY AIR is below 14,500 ±500 ft
pressure indicators should indicate: C. Gear is up, thrust levers are below ap-
proximately 55–60% N 1 , altitude is
A. 1,800 to 3,000 psi below 14,500 ±500 ft and, on FC 530
B. Minimum 1,700 psi aircraft, airspeed is below 170 KIAS
C. 3,000 to 3,350 psi D. Flaps are extended below 25°, re-
D. Maximum 1,750 psi gardless of altitude
3. During normal gear operation, main gear 7. With the flaps extended beyond 25° and
inboard doors and the main gear are se- the gear not down-and-locked, the warn-
quenced by: ing horn:
A. Microswitches A. Will sound, but can be muted
B. Emergency air pressure B. Will not sound
C. Mechanical linkage C. Will sound, but cannot be muted
D. Both A and B D. None of the above
4. Automatic brake snubbing is provided 8. Illumination of a red main gear UNSAFE

during gear retraction by restricting re- light indicates:
turn fluid from the: A. The corresponding main gear is not
A. Antiskid system down-and-locked
B. Engine-driven pumps B. The corresponding main gear is not
C. Squat switches up-and-locked
14 LANDING GEAR
C. The corresponding main gear inboard
AND BRAKES
D. Landing gear system
door is not fully closed
5. After an emergency gear extension, the D. The corresponding main gear inboard
gear position light indication should be: door is locked in the closed position
A. Three green
9. The red nose gear UNSAFE light will be
B. Three green, two red
on when:
C. Three red, two green
A. The nose gear is unsafe or in transit
D. Three red, three green
B. Nosewheel steering is inoperative
C. The nose gear doors are open
D. The nose gear doors are closed

10. Parking brakes can be set with the: 14. If the green main gear LOCKED DN light
A. Pilot brake pedals only is burned out, positive down-and-locked
condition can be conf irmed by:
B. Copilot brake pedals only when the
ANTISKID switch is on A. GND IDLE light illuminated
C. Pilot or copilot brake pedals B. ENG SYNC light illuminated
D. Pilot or copilot brake pedals only with C. Illumination of the corresponding land-
the ANTISKID switch off ing light when the switch is turned on
D. Red UNSAFE lights illuminate
11. If the f irst three ANTI-SKID GEN lights
are illuminated: 15. The electrical requirements for nosewheel
A. Takeoff weight is limited to 17,000 lb steering are:
B. Nosewheel steering should not be en- A. 24 VAC and 28 VDC
gaged above 10 kts B. Only 28 VDC
C. Takeoff (V R ) will be affected C. Only 115 VAC
D. Both A and B are correct D. 28 VDC and 115 VAC
12. Normal brake pressure is provided by: 16. When STEER LOCK is engaged:
A. Main hydraulic system pressure from A. Nosewheel steering is engaged and
the nose gear down line full steering is available up to 45 kt
B. Brake accumulator B. The nosewheel is locked in whatever
C. Emergency air bottle through the an- position it is in at the time
tiskid control valves C. Up to 45° left or right steering is avail-
D. Emergency air bottle able, with decreasing authority at
higher speeds
13. Related to nosewheel steering, the pre- D. Nosewheel becomes free swiveling
cautions that should be taken prior to
towing the aircraft are: 17. STEER LOCK is disengaged by:
A. Keep rudder pedals centered A. Depressing the OFF button
B. Do not exceed the 55° turning limits B. Depressing the STEER LOCK button
C. Pull the NOSE STEER DC circuit a second time
14 LANDING GEAR
breaker if the battery switches are on C. Momentarily depressing either wheel

AND BRAKES
D. Turn off the ANTISKID switch master switch

D. Depressing the ANTISKID release
button

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION................................................................................................................. 15-1
GENERAL ............................................................................................................................ 15-1
PRIMARY FLIGHT CONTROLS ........................................................................................ 15-3
Elevators ........................................................................................................................ 15-3
Ailerons ......................................................................................................................... 15-3
Rudder ........................................................................................................................... 15-4
TRIM SYSTEMS.................................................................................................................. 15-4
General .......................................................................................................................... 15-4
Rudder (Yaw) Trim ........................................................................................................ 15-6
Aileron Trim .................................................................................................................. 15-6
Pitch Trim ...................................................................................................................... 15-6
Mach Trim ................................................................................................................... 15-10
SECONDARY FLIGHT CONTROLS................................................................................ 15-12
Flaps ............................................................................................................................ 15-12
Spoilers........................................................................................................................ 15-15
YAW DAMPERS ................................................................................................................ 15-19
General ........................................................................................................................ 15-19
Yaw Damper Control Panel ......................................................................................... 15-20
15 FLIGHT CONTROLS
Operation (FC 200 AFCS) .......................................................................................... 15-21

Operation (FC 530 AFCS) .......................................................................................... 15-21
STALL WARNING SYSTEMS.......................................................................................... 15-22

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

ILLUSTRATIONS
Figure Title Page
15-1 Flight Control Surfaces.......................................................................................... 15-2
15-2 Flight Controls Gust Lock ..................................................................................... 15-2
15-3 Aileron Tabs........................................................................................................... 15-4
15-4 Trim Systems Controls and Indicators................................................................... 15-5
15-5 Pitch Trim System Schematic (FC 200 AFCS) ..................................................... 15-8
15-6 Pitch Trim System Schematic (FC 530 AFCS) ..................................................... 15-9
15-7 Mach Trim System Schematic............................................................................. 15-11
15-8 Flap System ......................................................................................................... 15-13
15-9 Spoiler System..................................................................................................... 15-16
15-10 Spoiler Operation................................................................................................. 15-17
15-11 Spoileron Operation (Left Aileron Up) ............................................................... 15-18
15-12 Yaw Damper Systems .......................................................................................... 15-20
15-13 Stall Warning System .......................................................................................... 15-23
15 FLIGHT CONTROLS

CHAPTER 15
FLIGHT CONTROLS
INTRODUCTION
The manually operated primary flight controls incorporate electrical trim in all three axes.
Secondary flight controls consist of hydraulically actuated spoilers/spoilerons and flaps.
Other systems related to flight controls are the yaw damper, stall warning, Mach over-
speed warning, and Mach trim.
GENERAL
The primary flight controls (i.e., ailerons, installed on the left aileron and the rudder.
elevator, and rudder) are mechanically oper- The movable horizontal stabilizer provides
ated through the dual control columns, control pitch trim.
wheels, and r udder pedals. They are
incorporated into both the FC 200 and the FC The flaps and spoilers are hydraulically
530 automatic flight control system (AFCS). actuated and electrically controlled.
15 FLIGHT CONTROLS
Both systems also incorporate a rudder/aileron

interconnect. 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
The ailerons incorporate mechanical balance when the aircraft is conf igured for landing.
tabs to provide aerodynamic assistance. Trim
systems (i.e., roll, yaw, and pitch) are electri- A dual yaw damper system provides yaw
cally operated and controlled. Trim tabs are stability.

A dual stall warning system provides an in- control surfaces. When installed, the lock
dication of impending stall by vibrating the holds full left rudder, full left aileron, and full
control column and, if no corrective action is down elevator displacement (Figure 15-2).
taken, induces a forward control column move-
ment to reduce the aircraft angle of attack.
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 pre-

vent wind gust damage to the primary flight
Figure 15-2. Flight Controls Gust Lock

15 FLIGHT CONTROLS
Figure 15-1. Flight Control Surfaces

PRIMARY FLIGHT On FC 200 AFCS aircraft, the electric clutch

must be engaged to couple the servo to the el-
CONTROLS evator linkage. The clutch engages when any
one of the following switches is in ON:
ELEVATORS • L STALL WARNING
The elevators are hinged to the aft edge of the • R STALL WARNING
horizontal stabilizer and are positioned by • AUTOPILOT master
fore-and-aft movement of the control column.
Three scuppers are located near the aft edge With all three of the above switches in OFF,
of each elevator for moisture drainage; three the electric clutch is disengaged, which dis-
static dischargers are attached to the trailing connects the servo from the elevators. This en-
edge of each elevator. ables the pilot to gain manual control of the
elevator by eliminating the servo in the event
The elevators can also be positioned by an of a malfunction.
electrically actuated pitch servo.
By exerting suff icient force on the control
A bob weight attached to the control column column to slip the mechanical clutch, the pilot
and a downspring assembly in the elevator can also override any undesirable servo in-
control linkage are incorporated to enhance puts to the elevators, if necessary.
pitch stability.
On FC 530 AFCS aircraft, the electric clutch
remains deenergized until the servo is signalled
Pitch Servo by either the autopilot, L or R stall warning
system, or overspeed puller system. On these
The pitch servo (torquer) is DC operated. It is aircraft, the servo can be eliminated as a cause
mechanically connected to the elevator con- of malfunction by simply depressing and hold-
trol linkage through a capstan mechanism ing the wheel master switch. The pilot can
incorporating an electric clutch and a me- also—by exerting the required force on the
chanical slip clutch. Three flight control sys- control column to slip the mechanical clutch—
t e m s u s e t h e p i t c h s e r vo t o o p e r a t e t h e override any undesirable servo operation.
elevators:
• Autopilot—When engaged, the autopi- Autopilot operation is described in Chapter 16,
lot can alter noseup or nosedown attitude Avionics.
by commanding the servo to torque the
elevator up or down, as required AILERONS
• Both stall warning systems—Either sys-
tem will cause the servo to torque the el- The ailerons, which are mechanically positioned
evator nose down in the event of an with either control wheel, provide primary roll
impending stall (stick pusher). On FC control. Aileron effectiveness is augmented by
530 models, pulsating nosedown torque spoilerons when the aircraft is configured for
signals are used for the nudger landing.
• M a c h ove r s p e e d wa r n i n g s y s t e m — Spoileron—aileron augmentation—operation
Operating through the L STALL WARN-
15 FLIGHT CONTROLS
is automatically activated when the flaps are

ING switch, the system will command lowered beyond 25°. In spoileron mode, when
the servo to torque the elevator nose up an aileron is moved up to initiate aircraft roll,
(stick puller) due to an overspeed the spoiler on the same wing automatically
rises the same number of degrees to provide
additional roll.

Roll Servo Aileron Follow-ups

(Autopilot Function Only) Aileron follow-up mechanisms, which are
The ailerons can also be positioned by the au- driven by the aileron control linkage, provide
topilot roll servo. The roll servo is similar to aileron displacement infor mation to the
the pitch servo, but it does not incorporate an 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
electric clutch. A mechanical slip clutch allows autopilot.
the pilot to override undesired roll servo inputs;
the servo can also be disconnected by disen - RUDDER
gaging the autopilot.
The rudder can be manually positioned with
either set of rudder pedals, or by either of two
Balance Tab yaw damper servos: primary or secondary.
The balance tab on each aileron (Figure 15-3) The crew can manually over ride the yaw
provides aerodynamic assistance in moving damper through a mechanical slip clutch in the
the aileron, thus reducing control wheel forces. event of a malfunction. The yaw damper can
be disengaged by depressing either wheel mas-
ter switch or the corresponding yaw damper
Trim Tab OFF button.
The electrically operated aileron trim tab at-
tached to the inboard trailing edge of the left Rudder Trim Tab
aileron (Figure 15-3) is positioned by either
the pilot or copilot control wheel trim switch. A trim tab mounted on the bottom trailing
Aileron trim tab position is indicated on the edge of the rudder is controlled by a trim
cockpit center pedestal. switch on the center pedestal. Trim position
is also indicated on the center pedestal.
AILERON
WIN
G
TRIM SYSTEMS
BALANCE TRIM TAB
GENERAL
TAB
The ailerons and rudder are trimmed with con-
ventional tabs on the control surfaces as
previously described.
The aircraft pitch axis is trimmed by chang-

ing the angle of incidence of the movable hor-
izontal stabilizer. A dual-motor—primary and
secondary—actuator moves the leading edge
of the horizontal stabilizer up or down in re-
sponse to pitch trim inputs. Controls and in-
dicators for the trim systems are shown in
Figure 15-3. Aileron Tabs
15 FLIGHT CONTROLS
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.

ARMING CONTROL WHEEL

BUTTON TRIM SWITCH
WHEEL PILOT CONTROL WHEEL

MASTER (COPILOT SIMILAR)
SWITCH
SECONDARY PITCH
TRIM SWITCH
PITCH TRIM
SELECTOR
SWITCH
OR
15 FLIGHT CONTROLS
Figure 15-4. Trim Systems Controls and Indicators

RUDDER (YAW) TRIM Aileron Trim Indicator

Aileron trim tab position indication is provided
Control by the AIL TRIM indicator (see Figure 15-4).
Rudder (yaw) trim is controlled by the rudder
trim switch on the center pedestal (see Figure PITCH TRIM
15-4), which is spring-loaded to OFF.
The switch knob is split into an upper and a

General
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 Pitch trim is accomplished by repositioning the
simultaneously to initiate rudder trim tab horizontal stabilizer to the desired trim setting
motion. This is a safety feature to reduce the with a dual-motor—primary and secondary—
possibility of inadvertent trim actuation. The actuator that operates in four modes:
rudder trim system is DC powered through the
YAW circuit breaker on the left essential bus. 1. Primary pitch
Rudder Trim Indicator

trim mode
2. Mach trim mode
} Primary trim motor
3. Secondary pitch
Rudder trim tab position indication is pro-
vided by the RUDDER TRIM indicator (see
Figure 15-4).
trim mode
4. Autopilot pitch
trim mode
} Secondary trim
motor
AILERON TRIM
The pilot-operated primary pitch trim and sec-
Control ondary pitch trim systems are electrically
independent systems. Mode selection—pri-
Aileron (roll) trim is controlled with either mary or secondary—is made with the PITCH
control wheel trim switch located on the TRIM selector switch (see Figure 15-4).
outboard horn of each control wheel (see
Figure 15-4). Each control wheel trim switch Primary pitch trim is pilot-controlled through
is a dual-function—trim and trim arming— either of the control wheel trim switches;
switch that controls roll and primary pitch secondary pitch trim is controlled through the
trim. Each switch has four positions—LWD, secondary pitch trim toggle switch on the center
RWD, NOSE UP, and NOSE DN—and is pedestal (see Figure 15-4).
spring-loaded to the neutral position. The arm-
ing button on top of the switch must be de- Aircraft with the FC 530 AFCS incorporate a
pressed and held while simultaneously moving two-speed primary trim motor, a trim monitor
the trim switch in the direction of desired trim system, and an audible clicker that signals trim
action. Actuation of either control wheel trim in motion.
switch to LWD or RWD (with arming button de-
pressed) will signal the trim tab actuator motor Mach trim automatically engages at approxi-
in the left aileron to move the trim tab in the ap- mately 0.69 M I if the autopilot is not engaged.
propriate direction. Actuation of the pilot trim Mach trim uses the primary trim motor to ad-
switch over rides actuation of the copilot just pitch trim; autopilot operation uses the sec-
switch. ondary motor to adjust pitch trim.
15 FLIGHT CONTROLS
The aileron trim motor is DC powered through

the ROLL circuit breaker on the left essen-
tial bus.

NOTE primary pitch trim is available from both of

the control wheel trim switches and from the
The PITCH TRIM selector switch Mach trim system. In OFF, both trim motors
must be in the PRI position to enable and control circuits are deenergized. In the
the Mach trim system. It may be in SEC (aft) position, secondary pitch trim is
either the PRI or SEC position during available from the secondar y trim switch
autopilot operation. (Figure 15-4); this renders the pilot’s primary
trim and Mach trim inoperative. The secondary
Horizontal stabilizer position is displayed on pitch trim switch is spring-loaded to the OFF
the PITCH TRIM indicator (see Figure 15-4). position.
The autopilot always uses the secondary trim

Pitch Trim Actuator motor whether the PITCH TRIM selector
switch is in PRI or SEC; however, if either
The pitch trim actuator is operated by either control wheel trim switch is actuated with
of two DC powered motors, either of which can the arming button depressed (Figure 15-5 or
move the horizontal stabilizer. 15-6) or if the secondary trim switch is ac-
tuated, the autopilot disengages.
• On FC-200 AFCS aircraft, the primary
trim motor and control circuits are pow- In the event of inadvertent primary pitch trim
ered through the PITCH circuit breaker operation (runaway trim), depressing and hold-
on the left essential bus ing the wheel master switch will:
• On FC-530 AFCS aircraft, the motor is
powered by the battery charging bus, • Stop only the primary pitch trim motor
and the PITCH circuit breaker on the (aircraft with FC 200 AFCS)
left essential bus controls a relay in the • Stop both the primary and the secondary
power circuit trim motors (aircraft with FC 530
AFCS)
The secondary trim motor and control circuits
are powered through the SEC PITCH TRIM (or
The control wheel trim switches (see Figure
SEC P TRIM) circuit breakers on the right
15-4) were described in this chapter under
essential bus.
Aileron Trim.
• On FC 200 AFCS aircraft, the secondary
trim motor operates at approximately
one-half the speed of the primary trim Pitch Trim Indicator
motor Horizontal stabilizer trim position indication
• On aircraft with the FC 530 AFCS, the is provided by one of two types of PITCH
two-speed primary trim motor operates TRIM indicators (see Figure 15-4). On each
at a considerably slower rate (approxi- indicator, a T.O. (takeoff) trim segment is
mately one-fourth speed) with the flaps up. marked to indicate the takeoff trim limits for
A 3° flap switch is used for speed switch- center-of-gravity extremes. On early aircraft,
ing. On these aircraft, operating speed of the segment is marked by a green band on the
the secondary trim is approximately the edge of the indicator; on later aircraft, by
same as the speed of the primary trim with white lines. Late model indicators may be
retrof itted on early aircraft.
15 FLIGHT CONTROLS
flaps up
PITCH TRIM Selector Switch In either case, whenever the pitch trim is not
set within the T.O. trim segment, the amber T
The PITCH TRIM selector switch provides the O TRIM annunciator light illuminates (on the
primary and secondary mode selections (see ground only). All annunciator lights are shown
Figure 15-4). In the PRI—forward position, in Annunciator Panel section.

CONTROL L
TRIM SWITCH
WHEEL
MASTER
SWITCH
(MSW)
P S
R E
I C
PITCH NOSE
TRIM DN
PRI O
F
F
NOSE
SEC UP
AUTOPILOT
PITCH
COMPUTER
AUTOPILOT
PITCH SERVO PUSHER
PULLER
LEGEND
T.O. ELECTRICAL
15 FLIGHT CONTROLS
TRIM
ANNUNCIATOR
Figure 15-5. Pitch Trim System Schematic (FC 200 AFCS)

WHEEL
MASTER
CONTROL WHEEL
SWITCH
TRIM SWITCH
(MSW)
SLOW
FAST
3 o FLAP SWITCH
ANNUNCIATOR
PITCH
TRIM P S
R E
I C
PRIMARY TRIM TRIM
MONITOR
PITCH NOSE
TRIM DN
PRI O
F SECONDARY TRIM
F
NOSE
SEC UP
AUTOPILOT
TRIM
AUTOPILOT
PITCH
COMPUTER
AURAL AUTOPILOT
TRIM IN PUSHER
MOTION PITCH SERVO PULLER
NUDGER
LEGEND
T.O. Electrical
Trim
15 FLIGHT CONTROLS
ANNUNCIATOR
Figure 15-6. Pitch Trim System Schematic (FC 530 AFCS)

Pitch Trim Monitor System The monitor system and trim-in-motion clicker
(FC 530 AFCS) are tested in accordance with procedures out-
lined in Section 2 of the approved AFM. Either
General a three-position switch decaled TRIM
OVSP–OFF–TRIM MON and spring-loaded to
A monitor system incorporated in these aircraft OFF or the TRIM OVSP and TRIM MON po-
provides a visual indication of certain faults sitions of the rotary systems test switch are
in the primary trim system. used to perform the test.
Though not physically a part of the monitor
system, a clicker provides audible evidence of MACH TRIM
trim in motion—primary or secondary trim
system—when the flaps are up. General
The Mach trim system is an automatic pitch
Operation trim system that uses the primary trim motor
The monitor system monitors the primary trim to enhance longitudinal stability during ac-
system, 3° flap switch, and horizontal stabi- celerations/decelerations at high Mach
lizer actuator mechanism. Faults are indicated numbers to compensate for Mach tuck. There
by illumination of the amber PITCH TRIM is no switch to engage the system; it auto-
light. matically becomes active at approximately
0.69 M I if the autopilot is not engaged.
With flaps up (slow trim required), the mon-
itor system illuminates the PITCH TRIM light Since the Mach trim system requires the use
if it senses that primary trim is running at the of the primary pitch trim motor, the PITCH
fast rate, or trim overspeed. TRIM selector switch must be in PRI for
system operation.
Regardless of flap position, the monitor system
also illuminates the PITCH TRIM light if it If the autopilot is engaged, the Mach trim sys-
senses certain electrical faults in the primary system assumes a passive, or standby, mode. In
tem that create the potential for uncommanded this case, the PITCH TRIM selector switch can
motion of the stabilizer actuator. be in either PRI or SEC since the autopilot
can utilize the secondary trim motor in both
When the PITCH TRIM light illuminates, the switch positions.
secondary trim system must be selected by plac-
ing the PITCH TRIM selector switch in SEC The Mach trim system consists of the fol-
unless it illuminates while holding the wheel lowing:
master switch depressed, which is normal. • Computer
The audio clicker sounds anytime the stabilizer • Air data sensor
actuator is in motion with flaps up, whether • Follow-up on the horizontal stabilizer
trimming is being accomplished with the pri-
mary or secondary motor. However, to preclude • Red MACH TRIM annunciator light
the clicker from sounding every time trim is • Mach overspeed warning horn
commanded, a delay of approximately 0.25
• Monitor circuit
15 FLIGHT CONTROLS
second must follow each in-motion signal,

thereby eliminating nuisance signals when the The system is powered by 115 VAC supplied
pilot uses short trim inputs. 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 Mach trim is interrupted whenever the aircraft

is manually trimmed. The system resyn-
During flight, the air data sensor receives chronizes to function about the new hori-
static pressure inputs from the left and right zontal stabilizer position when manual trim
shoulder static pressure ports (FC 200 AFCS) is released. In flight, synchronization may
and a pitot pressure input from the right pitot also be accomplished by selecting the MACH
tube (Figure 15-7). On FC 530 AFCS aircraft, TRIM position on the SYS TEST switch and
static pressure is provided by the right static depressing the TEST button (applies to SNs
1 and left static 2 lines. This will be shown in 35-247 and subsequent, 36-045 and subse-
Chapter 16, Avionics. quent, and earlier aircraft incorporating SB
35/36 22-4).
The air data sensor electrically transmits this
information to the Mach trim computer. With
the autopilot disengaged, the Mach trim sys-
tem becomes active at approximately 0.69 M I .
The Mach trim computer commands the ap-
propriate pitch trim changes—noseup trim for
increasing Mach and nosedown for decreas -
ing Mach—through the primary motor of the
pitch trim actuator. The follow-up on the hor-
izontal stabilizer provides the nulling signal
to the computer.
OVERSPEED WARNING
HORN
MACH TRIM
MACH FOLLOW-UP
TRIM
MACH TRIM
MON
MACH TRIM P S
COMP R E
STATIC I C
AIR
DATA
SENSOR
PITOT
PITCH
TRIM
PSI
SEC
LEGEND
15 FLIGHT CONTROLS
ELECTRICAL
MECHANICAL
Figure 15-7. Mach Trim System Schematic

Mach Trim Monitor • On SNs 35-067 and subsequent, SNs

36-018 and subsequent, and earlier air-
The Mach trim monitor circuit continuously craft incorporating AAK 76-4, the flap
monitors input signals and power to the Mach position switches actuate at 3°, 13°, and
trim computer, and compares signal inputs 25° of flap extension
from the air data sensor (Mach) and Mach trim
follow-up on the horizontal stabilizer. A mal- • On earlier aircraft, the switches actuate
function exists if the Mach trim monitor does only at 13° and 25°
not receive a corresponding signal change from • On aircraft with the preselect flap sys-
the Mach trim follow-up when the air data sen- tem, flap limit switches automatically
sor signals change (Mach change). maintain flap position at the selected
setting
A malfunction is also indicated in the event of
power loss to the Mach trim computer, loss of If hydraulic system pressure is lost, the flaps
input signals, or a Mach number/horizontal will probably remain in their last position.
stabilizer trim position error. In either case, the 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
Mach trim monitor disengages Mach trim and hydraulic pressure is lost due to a leak in the
illuminates the MACH TRIM light. If speed is flap downline, airloads on the flaps may cause
above 0.74 M I, the Mach overspeed warning some flap retraction.
horn also sounds. If the fault clears or power is
restored, the system can be resynchronized by The flaps can also be operated from EMER
selecting the MACH TRIM position on the SYS BAT 1 (ON position) in the event of electri-
TEST switch and depressing the TEST button cal failure; however, the flap indicator is not
(applies to SNs 35-247 and subsequent, 36-045 powered by the emergency battery.
and subsequent, and earlier aircraft in -
corporating SB 35/36-22-4). If the warning
horn continues to sound, airspeed must be Flap Selector Switch
reduced below 0.74 MI or the autopilot—if op-
erational—may be engaged. Engaging the The flap selector switch may be one of three
autopilot cancels all warnings, and the air - types:
plane can be accelerated to MMO.
• On SNs 35-002 through 35-010, the switch
has three positions—up, neutral, and
down—and is spring-loaded to neutral
SECONDARY • The selector switch on later aircraft is
FLIGHT CONTROLS not spring-loaded to neutral and remains
in the selected position
FLAPS • SNs 35-417,35-419, 35-477, 35-479, and

35-483 and subsequent and SNs 36-051
and subsequent incorporate the prese-
General lect flap system. On these aircraft the
The single-slotted Fowler flaps are electri- flap selector switch has four positions:
cally controlled and hydraulically actuated. UP, 8°, 20°, and DN (40°) with detents
The left and right flaps are interconnected by at the 8° and 20° positions (Figure 15-
8). The flap system is powered by the
15 FLIGHT CONTROLS
cable to minimize asymmetrical effects in the

event of a malfunction. FLAPS circuit breaker on the right es-
sential bus. Earlier serial numbers may
Position switches mechanically connected to be retrof itted with the preselect sys-
each flap provide flap position information to tem by AAK 83-7
the landing gear warning, stall warning, spoiler
warning, spoileron, and autopilot systems.

*FLAP POSITION
SWITCHES
*FLAP POSITION FLAP
SWITCH ACTUATOR
INTERCONNECT
CABLE
FLAP
7 /9 LIMIT19 /21
SWITCHES
(PRESELECT)
POSITION
TRANSMITTER
FLAP CONTROL
VALVE
RELIEF VALVE
(FLAP BLOWUP)
EXTEND RETRACT
LEGEND
NORMAL HYDRAULIC
SYSTEM PRESSURE
RETURN
STATIC
MECHANICAL
ELECTRICAL
15 FLIGHT CONTROLS
*3 , 13 , 25 ON SNs 35-067
AND SUBS., 36-018 AND SUBS., AND EARLIER PRESELECT NONPRESELECT
AIRCRAFT INCORPORATING AAK
76-4. 13 AND 25 ON PREVIOUS
AIRCRAFT
Figure 15-8. Flap System

Flap Position Indicator switches energize the down solenoid to return

the flaps to the selected position when air-
A vertical-scale FLAP position indicator is speed is reduced appropriately.
mounted on the center switch panel (see Fig -
ure 15-8). When the selector switch is moved from DN
toward UP, an intermediate stop is encountered
Left flap position is electrically transmitted to at the 20˚ position to facilitate retraction in a go-
the indicator. The indicator is DC powered around situation. Further movement of the se-
by the TAB FLAP POSN circuit breaker on the lector switch toward UP or 8˚ requires that the
right essential bus. The indicator indicates switch lever be pulled out to clear the stop.
DN with loss of electrical power, regardless
of actual flap position. When the flap selector switch is placed in UP,
the up solenoid positions the flap control valve
Operation (Preselect Flaps) to direct pressure to the retract side of both flap
actuators. In the fully retracted position, the
When the flap selector switch is placed in up solenoid remains energized and the control
DN, the down solenoid positions the flap con- valve maintains positive pressure on the retract
trol valve to direct pressure to the extend side side of both flap actuators.
of both flap actuators. The down solenoid re-
mains energized, and the control valve main-
tains down pressure on the flap actuators to Operation (Nonpreselect Flaps)
hold the flaps full down (40°). A check valve When the flap selector switch is placed in DN,
at the control valve inlet prevents flap re- the down solenoid positions the flap control
traction in the event of upstream hydraulic valve to direct pressure to the extend side of
system failure. both flap actuators. The flaps may be stopped
in any intermediate position by placing the
Moving the selector switch to an intermediate selector switch in the center neutral position.
(8° or 20°) position energizes the down or up This deenergizes the down solenoid, which
solenoid, as appropriate, which repositions the repositions the control valve to the neutral
control valve to extend or retract the flaps. The position; this traps fluid between the control
appropriate flap limit switch deenergizes the valve and the actuators to hold the flaps in
affected solenoid; the control valve closes, the selected position.
thereby stopping flap motion (9° and 21° during
extension, 19° and 7° during retraction). When extended, the flaps are protected from
excessive airloads—due to excessive air-
When extended, the flaps are protected from speed—by a relief valve in the downline; the
excessive airloads—due to excessive air- flaps will creep up until airspeed is reduced
speed—by a relief valve in the downline. appropriately.
Pressure is relieved into the return line, which
causes the flaps to creep upward. The limit
15 FLIGHT CONTROLS

If the flap selector switch is left in DN, the buses. If either CB is pulled or either power
down solenoid remains energized, and the con- source is lost in flight, the spoilers will slam
trol valve maintains extend pressure on the flap down (if extended) and will be inoperative in
actuators. A check valve at the control valve inlet both modes. Spoiler mode operation does not
prevents flap retraction in the event of an up- require 115 VAC on the ground.
stream hydraulic system failure.
A spoiler annunciator light illuminates during
Placing the selector switch in UP energizes the normal spoiler deployment or when an uncom-
up solenoid; the control valve repositions to manded unlocked condition exists on either
direct pressure to the retract side of both ac- spoiler. On FC 200 AFCS models, the light is
tuators. In the fully retracted position, the up red; on FC 530 AFCS models, the light is amber.
solenoid remains energized, and the control
valve maintains retract pressure on the flap ac- In the event of main system hydraulic failure,
tuators. Returning the selector switch to the the spoilers, if extended, blow down and are
neutral position deenergizes the up solenoid inoperative. Spoilers cannot be operated with
and the control valve repositions to neutral. hydraulic pressure from the auxiliary hydraulic
pump.
SPOILERS The spoiler mode, when selected, overrides the
The spoilers, which are on the upper surface of spoileron mode (if operating).
the wings forward of the flaps, may be extended
symmetrically for use as spoilers (i.e., spoiler While airborne, flaps and spoilers should not
mode) or asymmetrically for aileron augmen- be extended simultaneously. To do so may
tation when the flaps are extended beyond 25° cause damage to the flaps and create excessive
(i.e., spoileron mode). drag and loss of lift; this results in increased
stall speed for which the stall warning system
The spoilers are hydraulically actuated by a is not compensated. If the spoilers are extended
solenoid-operated spoiler selector valve and wh i l e t h e f l a p s a r e b e i n g ex t e n d e d, t h e
two servo valves, one for each spoiler. Electrical SPOILER annunciator light flashes as the
control of the system is accomplished by the flaps extend beyond the 13° position.
SPOILER switch (for spoiler mode) or by the
spoiler computer (spoileron mode).
Both modes require DC and 115 VAC through

the SPOILER and SPOILERON circuit break-
ers, respectively, on the right essential and AC
15 FLIGHT CONTROLS

Operation (Spoiler Mode) Spoiler extension and retraction times vary

depending on whether the aircraft is airborne
The spoilers can be symmetrically extended or on the ground, and which AFCS is installed
or retracted with the SPOILER switch (Fig - (FC 200 or FC 530). Ground deploy and re-
ure 15-9). tract times (all aircraft) is 1–2 seconds and 3–4
seconds, respectively. Inflight deployment
When the SPOILER switch is in EXT, the times are 3–4 seconds (FC 200) and 5–7 sec-
spoiler selector valve is energized, the servo onds (FC 530). Retract times are 3–4 seconds
valves meter pressure to the extend side of for all aircraft.
the spoiler actuators, and the SPOILER light
illuminates steady. Full extension is limited to Spoiler deployment and retraction causes sig-
approximately 40°. Returning the switch to nif icant nosedown and noseup pitching, re-
RET deenergizes the spoiler selector valve; this spectively. This should be anticipated and
valve repositions to route pressure to the re- offset by application of elevator control pres-
tract side of the actuators, and the servo valves sure and pitch trim, as necessary.
neutralize. The SPOILER light extinguishes
when both spoilers are locked down by locks
within the actuators (Figure 15-10).
Figure 15-9. Spoiler System

15 FLIGHT CONTROLS

SPOILER SPOILERON
R ESS BUS R AC BUS
SPOILER
(FC 200)
SPOILER SQUAT SWITCH

RELAY BOX
(FC 530)
SPOILER SWITCH
AUG
AIL
SPOILERON
COMPUTER 13 FLAP SWITCH
AMPLIFIER
SPOILERON RESET SWITCH

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

Operation (Spoileron Mode) SPOILER light will not illuminate during

spoileron operation.
During the spoileron—aileron augmentation—
mode of operation, the spoilers are indepen- Spoileron operation is shown in Figure 15-11.
dently extended and retracted in a one-to-one
ratio with the upgoing aileron to increase lat-
eral control in the landing conf iguration. Spoileron Monitor System
Aileron augmentation—spoilerons—increases The computer monitors spoiler and spoileron
roll control authority up to 50%. modes of operation by a followup in each
spoiler and each aileron. In flight, if a split
The spoileron mode is automatically engaged of more than 6° occurs between the two spoil-
when the flaps are lowered beyond 25° and the ers (spoiler mode) or between the aileron and
SPOILER switch is RET. The spoileron com- spoiler (spoileron mode), the amber AUG AIL
puter continuously monitors aileron position. light illuminates and the spoilers slam down.
When the ailerons are displaced from neutral, Both modes remain inoperative in flight as
the computer signals the servo valve to ex- long as the AUG AIL light is illuminated;
tend the spoiler on the wing with the raised however, the spoiler mode may be operative
aileron. The spoiler on the opposite wing is on the ground.
held retracted by its servo valve. Spoiler ex-
tension is limited to approximately 15° dur-
ing spoileron operation (full up aileron). The
SPOILER SPOILERON
R ESS BUS R AC BUS
Aug
AIL SQUAT SWITCH RELAY BOX
SPOILERON
COMPUTER SPOILER SWITCH — RETRACT
AMPLIFIER 25 FLAP SWITCH
SPOILERON RESET SWITCH
EXTEND DC RETRACT
AC AC DC DC TO COMPUTER
SPOIL
SELECT
VALVE
R R
SPOIL AIL
L L
AIL SPOIL FOLLOW-UPS
LEFT RIGHT
FOLLOW-UPS SERVO ENGINE-DRIVEN SERVO
VALVE PUMP HYDRAULIC VALVE
PRESSURE
ACTUATOR ACTUATOR
EXTENDED EXTENDED
LEGEND
15 FLIGHT CONTROLS
NORMAL HYDRAULIC
PRESSURE SYSTEM RETURN
EXTEND ELECTRICAL
RETRACT
Figure 15-11. Spoileron Operation (Left Aileron Up)

Spoileron Reset Switch Each system consists of:

The SPOILERON RESET switch (see Figure • Yaw rate gyro
15-9) is spring-loaded to OFF. If a malfunc-
tion occurs in either mode (AUG AIL light on), • Lateral accelerometer
moving the SPOILERON RESET switch mo- • Computer-amplif ier,
m 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 mal- • Aileron follow-up
function has cleared. If the AUG AIL light • DC rudder servo-actuator
does not extinguish, both modes are inopera-
tive in flight. Additionally, FC 530 AFCS models use a yaw
damper force sensor, a calibration assembly,
The SPOILERON RESET switch is also used and a three-axis disconnect box.
during the spoileron/spoiler preflight check of
monitor circuit operation. On the ground with The rudder servo actuator incorporates a cap-
flaps down, holding the switch in RESET stan mechanism (slip clutch) that allows the
induces a fault that inhibits spoileron movement. pilot to override the yaw damper at any time,
Therefore, if the control wheel is turned while if required, by applying sufficient rudder pedal
holding the switch in RESET, the AUG AIL light force.
should illuminate after the aileron deflects
approximately 6°. The system can be reset by When the stall warning indicators are in the
releasing the SPOILERON RESET switch to shaker range, yaw damper effectiveness is re-
OFF and then momentarily moving it back to duced. The reduction signal for the primary
RESET. Refer to the approved AFM for the yaw damper comes from the left stall warning
complete spoileron/spoiler check. system; for the secondary yaw damper, it
comes from the right stall warning system.
The primary yaw damper uses DC and AC

YAW DAMPERS power supplied by the AFCS YAW and PRI
YAW DAMP circuit breakers, respectively,
on the left AC and essential buses. The sec-
GENERAL ondary yaw damper uses DC and AC power
Either of two yaw damper systems may be in- supplied by the SEC AFCS and SEC YAW
stalled, depending on whether the aircraft is DAMP circuit breakers, respectively, on the
equipped with the FC 200 AFCS, or the FC 530 right AC and essential buses.
AFCS. Both systems are described herein.
Both yaw dampers must be operational for
Two separate, independent (dual) yaw damper flight, with one engaged at all times while
systems are installed in all aircraft to provide airborne. The yaw damper should be disen-
yaw stability. Either system provides full-time gaged while trimming the rudder, then reen-
yaw damping in flight—whether or not the gaged. Ground testing of the yaw dampers
autopilot is engaged—by applying rudder must be accomplished in accordance with the
against transient motion in the yaw axis, while approved AFM, Section 2.
coordinating the rudder during turns. Switch -
ing logic is such that only one yaw damper
15 FLIGHT CONTROLS
may be engaged at a time.

YAW DAMPER A single servo force indicator provides indi-

CONTROL PANEL cation of the amount of rudder force being
applied by whichever yaw damper happens to
The yaw damper control panel on the center be engaged, with clockwise deflection indi-
pedestal (Figure 15-12) provides the yaw cating a right rudder force.
damper selection, test, and indicating func-
tions. The dual systems are independent, but On FC 530 AFCS models, a single TST button
share a common control panel. provides simultaneous testing of both yaw
damper systems. Two PWR buttons—one for
On FC 200 AFCS models, two PWR/TEST each yaw damper—are used to apply and re-
buttons—one for each yaw damper—are used move power to their respective controller-am-
to apply power to the respective controller-amplifiers. Two ENG buttons, one for each yaw
plif ier, and for system testing. The two green damper, are used to engage and disengage the
PWR/TEST lights illuminate to indicate that selected yaw damper. The two green ON an-
the associated system is powered. The two nunciators illuminate to indicate that the
ENG buttons provide the means of engage- associated system is powered. The two green
ment. The two green ENG lights illuminate to ENG annunciators illuminate to indicate an
indicate an engaged yaw damper. Yaw damper engaged yaw damper. A servo force indicator
disengagement may be accomplished by de- is provided for each yaw damper, providing in-
pressing the associated inboard OFF button, dication of rudder force being applied by its
while power may be removed from the systems 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
by depressing the associated outboard OFF deflection indicating right rudder force.
button.
SERVO
FORCE
INDICATOR
CONTROLLER PANEL
PRIMARY PRIMARY (FC 200 AFCS)
POWER ON ENGAGED
ANNUNCIATOR ANNUNCIATOR
SERVO FORCE
INDICATOR
15 FLIGHT CONTROLS
PRIMARY PRIMARY CONTROLLER PANEL

POWER ENGAGE (FC 530 AFCS)
BUTTON BUTTON
Figure 15-12. Yaw Damper Systems

OPERATION (FC 200 AFCS) OPERATION (FC 530 AFCS)

When the AUTOPILOT master switch is on, On these aircraft, the PWR buttons must be de-
electrical power is applied to both yaw damper pressed in order to apply power to the indi-
amplifiers, which causes both green PWR/TEST vidual amplif iers. Depressing a PWR button
lights to illuminate. However, if the AUTO- a second time removes power from the am-
PILOT master switch is off, the PWR/TEST plif iers.
buttons, when individually depressed, apply
power to their respective systems, which causes With power on (PWR annunciators illuminated),
the associated PWR/TEST light to illuminate. depressing either ENG button the first time en-
gages the corresponding yaw damper and illu-
With power on (PWR/TEST lights illuminated), minates the associated ENG annunciator.
depressing either ENG button engages the cor- Depressing the ENG button a second time dis-
responding yaw damper and illuminates the as- engages the yaw damper. If one yaw damper is
sociated green ENG light. If one yaw damper engaged, depressing the opposite ENG button
is engaged, depressing the opposite ENG button automatically disengages the first yaw damper
automatically disengage the first yaw damper and engages the second.
and engages the second.
Disengagement of either yaw damper may
Disengagement of either yaw damper may be also be accomplished by momentarily de-
accomplished by depressing the correspond- pressing either control wheel’s master switch
ing OFF button or by momentarily depressing (MSW). On these aircraft, the audible au-
either control wheel’s master switch (MSW). topilot disconnect tone always sounds to sig-
On these aircraft, there is no audible annun- nal yaw damper disengagement.
ciation of disengagement.
The TST button provides simultaneous testing
When a PWR/TEST button is held depressed of both yaw dampers. With power on (PWR an-
( 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 nunciators illuminated), depressing and hold-
PWR/TEST and ENG lights should illumi- ing the TST button should illuminate both
nate. Simultaneously, the force indicator ENG annunciators. Simultaneously, both force
should suddenly move toward the side being indicators should suddenly move to the right,
tested, then slowly drift past neutral. Releasing then slowly drift toward the left. Releasing the
the PWR/TEST button should extinguish the TST button should extinguish both ENG an-
ENG light, and the force indicator should sud- nunciators. The sudden movement of the force
denly move in the opposite direction, then indicators tests the rate gyro circuitry, while
slowly drift back to neutral. The sudden move- the slow drift of the indicators tests the lateral
ment of the force indicator tests the rate gyro accelerometers. A f ive-second waiting period
circuitry, while the slow drift of the indicator should be observed if retesting is desired.
tests the lateral accelerometer. A f ive second
waiting period should be observed if retesting On these aircraft, when flaps are extended be-
is desired. yond 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.
15 FLIGHT CONTROLS
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.

STALL WARNING therefore, each system can be powered even

when the battery switches are off. The L and
SYSTEMS R STALL warning lights are the only compo-
nents that do not take power directly from the
battery buses.
GENERAL
One of two stall warning systems may be in- ANGLE OF ATTACK Indicators
stalled on the airplane. SNs 35-067 and sub-
sequent, 36-018 and subsequent, and earlier The computers translate signals from the stall
aircraft incorporating AAK 76-4, have the vane transducers into visual indications of stall
Alpha Dot system. Earlier unmodified aircraft margin on the ANGLE OF ATTACK indicators.
have the non-Alpha Dot system. The face of the indicators is divided into three
color segments: green, yellow, and red:
Both are dual systems that provide visual and • Green—Represents the normal operat-
tactile warning of an impending stall and are ing range
equipped with the following dual (left and
right) components: • Yellow—Warns of an approaching stall
condition; tactile warning occurs in this
• Stall vane/transducer assemblies area, alerting the pilot to take positive
• Computer-amplif iers action
• Red STALL warning lights • Red segment—Signif ies that aerody-
namic stall is imminent or has occurred;
• Stick shaker motors the stick pusher is engaged in this area,
thereby forcing a reduction in angle of
• ANGLE OF ATTACK indicators attack
• STALL WARNING switches
Both systems use the elevator pitch servo for Warning Lights
stick pusher/nudger operation (Figure 15-13). The L and R STALL warning lights begin to
flash when the respective ANGLE OF AT-
The Alpha Dot system uses flap position TACK indicator pointers enter the shaker
switches, aneroid switches, and rate sensors range, as described above. The STALL WARN
to provide bias information to the computer, lights illuminate steady in the red segment
which accounts for changes in stall speed in (pusher range). Steady illumination of the
relation to flight conditions and flap conf ig- lights at any other time indicates a computer
urations. Flap bias is provided by flap switches power loss or a circuitry malfunction. Cycling
at the 3°, 13°, and 25° positions. Altitude bias the STALL WARNING switch(es) off, then
is provided by the aneroid switches at 22,500 on, may restore normal operation. The lights
ft. The rate sensors establish the rate of change 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
of increasing angle of attack, as in an accel- switches are OFF.
erated approach to a stall.
The non-Alpha Dot system is biased only for Stick Shaker

flap position at 13° and 25° and is not equipped
with the aneroid switches or rate sensors. Stick shaker motors are attached to the front
15 FLIGHT CONTROLS
side of each control column. Actuation of the

The left and right systems are completely in- shakers causes a high-frequency vibration in
dependent. They operate on DC power sup- the control columns.
plied from the L and R STALL WARN circuit
breakers on the left and right battery buses;

ANGLE OF ATTACK ANGLE OF ATTACK

STALL WARNING
VANES
STALL WARNING
L STALL R STALL
L R
WARNING WARNING
STALL STALL
COMP/AMP COMP/AMP
OFF
L R
BIAS INPUTS:
FLAP POSITION
ALTITUDE
*
RATE SENSOR
ACCELEROMETER *
SHAKER SHAKER
MOTOR MOTOR
PITCH SERVO
NUDGER
PUSHER **
* TORQUE
REDUCTION *TORQUE
REDUCTION
SIGNAL SIGNAL
PRIMARY SECONDARY
YAW YAW
DAMPER DAMPER
* ALPHA DOT AIRCRAFT ONLY

** FC 530 AFCS ONLY
LEGEND
15 FLIGHT CONTROLS
ELECTRICAL
MECHANICAL
ELEVATOR
Figure 15-13. Stall Warning System

Pusher OPERATION
The stick pusher function utilizes the elevator During flight, the stall warning vanes align
pitch ser vo to reduce angle of attack by with the local airstream. Vane-operated trans-
decreasing pitch attitude. Pusher activation ducers produce a voltage proportional to air-
provides elevator down motion, causing a sud- craft angle of attack. These signals, biased by
den abrupt forward movement of the control col- information from the flap position switches,
umn. The mechanical slip clutch on the pitch altitude switches, and rate sensors (as appli-
servo allows the pilot to override an inadver- cable) are sent to the respective computer.
tent pusher actuation due to malfunction.
Additionally, on aircraft with the FC 530 AFCS, As angle of attack increases, the indicator
depressing and holding the wheel master switch pointer moves to the right. As it crosses the
cancels an inadvertent pusher. See the approved green/yellow line, activation of the flashing
AFM for appropriate corrective action. STALL lights, stick shaker, and stick nudger
(if installed) begins. If angle of attack is al-
lowed to increase further, the pusher is activated
Nudger (FC 530 AFCS) as the pointer crosses the yellow/red line.
On these aircraft, a nudger is incorporated
into the stall warning system. As angle of Assuming an unaccelerated entry to a stall
attack increases slightly beyond the point of condition at altitudes below 22,500 ft, the
shaker motor operation (but prior to pusher green/yellow line approximates 7 kt or 7%
operation), a gentle pulsating forward push above pusher speed, whichever is higher.
command is applied to the pitch servo (the The yellow/red line approximates 5% above
same servo that operates the pushers). stall speed (non-Alpha Dot); 1 kt above stall
speed (Alpha Dot, except FC 530 AFCS air-
If the nudger fails to operate, a pulsating craft) or; stall speed ±3 kt (Alpha Dot aircraft
nudger monitor horn sounds to alert the pilot. with FC 530 AFCS). The 22,500 ft aneroids on
In this case, angle of attack must be decreased all Alpha Dot aircraft cause warning and
immediately because the pusher has also failed. pusher functions to occur approximately 15 kt
earlier at high altitudes in the flaps-up
configuration.
15 FLIGHT CONTROLS

MACH OVERSPEED OPERATION

WARNING/STICK The overspeed warning horn is functional
whenever the aircraft electrical system is
PULLER powered and either WARN LTS circuit breaker
is engaged (essential buses). The stick puller
GENERAL system becomes functional when the L STALL
WARN switch is positioned to the on (STALL
The Mach overspeed warning system provides WARN) position.
audible overspeed warning in the event aircraft
speed reaches VMO or MMO . The stick puller The STALL WARN switches should remain on
function signals the pitch servo to torque the at all times in flight except as directed by the
elevator nose up if M MO is exceeded. On FC approved AFM Emergency Procedures and
530 AFCS models, the puller also operates if Abnormal Procedures sections.
high-altitude V MO is exceeded.
With the stick puller inoperative, speed is
The stick puller utilizes the autopilot pitch limited to 0.74 M I . The mechanical slip clutch
axis circuitry to control the elevator servo on the pitch servo allows the pilot to override
force applied. The resultant noseup force on an inadver tent puller actuation due to
the control column during puller actuation is malfunction. Additionally, on FC 530 AFCS
approximately 18 lb. aircraft, depressing and holding the wheel
master switch cancels an inadvertent puller.
If the autopilot is engaged, puller actuation See the approved AFM for appropriate cor-
cancels any selected flight director pitch modes rective action.
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.
15 FLIGHT CONTROLS


15 FLIGHT CONTROLS

QUESTIONS
1. The aircraft systems that use the pitch 6. In the event of runaway trim, both trim
servo to position the elevator are: motors can be disabled by:
A. Autopilot, Mach trim, stick puller A. Depressing and holding either control
B. Autopilot, stick pusher, stick puller wheel master switch
C. Pusher, stick puller, Mach trim B. Moving the PITCH TRIM selector
D. Yaw damper, stick pusher, stick puller switch to OFF
C. Moving the PITCH TRIM selector
2. The aircraft is trimmed in the pitch axis switch to EMER
by: D. A or B
A. The elevator trim tab
7. The MACH position on the rotary system
B. Canards
test switch is used to test:
C. The movable horizontal stabilizer
A. Mach trim and Mach trim monitor
D. The elevator downspring
B. Mach overspeed warning horn and
stick puller
3. To enable pitch trim through the control
wheel trim switches, the PITCH TRIM C. Mach monitor
selector switch must be in: D. The HORN SILENCE switch
A. PRI or SEC
8. In the event of aircraft electrical failure,
B. PRI, OFF, or SEC
the flap position indicator will:
C. PRI
A. Be powered by the EMER BAT and
D. SEC
indicate actual position of the flaps
B. Not be powered and will freeze at last
4. Illumination of the red MACH TRIM light
flap position
indicates:
C. Fail, indicating DN regardless of flap
A. Mach trim is not operating position
B. The secondary trim motor is inoper- D. None of the above
ative
C. The autopilot is engaged above 0.74 9. A flashing SPOILER light indicates:
MI
A. Spoilers are split more than 6°
D. The trim speed controller/monitor has
detected a trim speed error B. Spoiler-aileron ratio exceeds 6°
C. Spoiler system is inoperative
5. The systems that can function with the D. Spoilers are extended, and flaps are
PITCH TRIM selector switch in SEC are: down more than 13°
A. Primary pitch trim and Mach trim
B. Secondary pitch trim and Mach trim
C. Secondary pitch trim and primary
15 FLIGHT CONTROLS
pitch trim
D. Secondary pitch trim and autopilot
pitch trim

10. T h e S P O I L E RO N R E S E T sw i t c h i s 13. The electrical power source for the stall

used to: warning system is provided by:
A. Retract the spoilers in the event of a A. Battery buses
malfunction B. Battery-charging bus
B. Extend the spoilers in the event of a C. Main DC buses
malfunction D. Emergency battery
C. Reset the spoiler/spoileron system
when the AUG AIL light illuminates 14. If either L or R stall warning system is
D. Test the monitor system in flight found to be inoperative before takeoff:
A. The aircraft can be flown provided
11. If one yaw damper is found inoperative the STALL WARN circuit breaker is
prior to takeoff: pulled for the inoperative system
A. The aircraft may be flown, but altitude B. The aircraft can be flown provided
is restricted to 20,000 ft the pilot has an ATP rating
B. The aircraft may be flown, but altitude C. The aircraft may be flown provided the
is restricted to 41,000 ft autopilot and yaw damper systems are
C. The aircraft may be flown, but the operating
YAW DAMP circuit breaker for the in- D. The aircraft must not be flown
operative system must be pulled
D. The aircraft must not be dispatched 15. The switch used to turn the stick puller
system on and off is the:
12. When the ANGLE OF ATTACK indica- A. STICK PULLER switch
tor pointers are in the yellow segment:
B. AUTOPILOT master switch
A. The pusher engages, and the horn C. L STALL WARN switch
sounds
D. R STALL WARN switch
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
15 FLIGHT CONTROLS

16 AVIONICS
CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION................................................................................................................. 16-1
GENERAL ............................................................................................................................ 16-1
NAVIGATION SYSTEM...................................................................................................... 16-2
Pitot-Static System (FC 200 AFCS).............................................................................. 16-2
Pitot-Static System (FC 530 AFCS).............................................................................. 16-4
Air Data ......................................................................................................................... 16-6
Ram Air Temp Indicator................................................................................................ 16-7
AUTOFLIGHT SYSTEM ..................................................................................................... 16-7
General .......................................................................................................................... 16-7
Flight Director Systems ................................................................................................. 16-8
Autopilot/Flight Director............................................................................................... 16-9
COMMUNICATION SYSTEM ......................................................................................... 16-22
Static Discharge Wicks................................................................................................ 16-22
RVSM SYSTEM ................................................................................................................. 16-22
General ........................................................................................................................ 16-22
Learjet RVSM Installation........................................................................................... 16-24
West Star RVSM Installation....................................................................................... 16-30
QUESTIONS ...................................................................................................................... 16-41
Navigation System....................................................................................................... 16-41
Autoflight System ....................................................................................................... 16-42
Communication System .............................................................................................. 16-42

16 AVIONICS
ILLUSTRATIONS
Figure Title Page
16-1 Pitot-Static System (FC 200 AFCS) ...................................................................... 16-3
16-2 Pitot Head (Typical) ............................................................................................... 16-2
16-3 Static Ports (Typical).............................................................................................. 16-2
16-4 ALTERNATE STATIC SOURCE Valve................................................................ 16-4
16-5 Pitot-Static Head (Typical)..................................................................................... 16-4
16-6 Pitot-Static System (FC 530 AFCS) ...................................................................... 16-5
16-7 STATIC PORT Switch ........................................................................................... 16-6
16-8 RAM AIR TEMP Indicator ................................................................................... 16-7
16-9 ADI and HSI (Typical)........................................................................................... 16-8
16-10 Remote Heading and Course Selector (Typical).................................................... 16-8
16-11 Autopilot and Flight Director Control Panels........................................................ 16-9
16-12 ADI and HSI Indications ..................................................................................... 16-10
16-13 Control Wheel Switches (Typical)....................................................................... 16-12
16-14 Altitude Display................................................................................................... 16-21
16-15 Static Wicks (Typical).......................................................................................... 16-22
16-16 Rosemount Pitot and Static Probe ....................................................................... 16-24
16-17 Static Source/Static Port Switch .......................................................................... 16-24
16-18 Right Side Pitot-Static Probe............................................................................... 16-25
16-19 Pilot and Copilot Altimeters ................................................................................ 16-25
16-20 Air Data Switch Panel ......................................................................................... 16-26
16-21 Emergency Battery Power System....................................................................... 16-27
16-22 Learjet Electrical Diagram for Altimeter/ADDU and AIU ................................. 16-28
16-23 Standby Altimeter................................................................................................ 16-29

16 AVIONICS
16-24 Rosemount Pitot and Static Probe ....................................................................... 16-30

16-25 Shoulder Static Port ............................................................................................. 16-30
16-26 Pitot-Static System Schematic for AFCS FC 200 Aircraft.................................. 16-31
16-27 Pitot-Static System Schematic for AFCS FC 530 Aircraft.................................. 16-32
16-28 Static Port/Source Switch .................................................................................... 16-33
16-29 West Star Air Data Computer .............................................................................. 16-33
16-30 West Star Learjet 35/36 RVSM Avionics Block Diagram ................................... 16-36
16-31 West Star Pilot Altimeter ..................................................................................... 16-36
16-32 West Star Copilot Altimeter................................................................................. 16-37
16-33 Altitude Alerter.................................................................................................... 16-37
16-34 Standby Altimeter................................................................................................ 16-38
16-35 Right Airspeed Static Valve................................................................................. 16-38
TABLES
Table Title Page
16-1 FC 200 Autopilot System Modes and Annunciators ........................................... 16-14
16-2 FC 530 Autopilot System Modes and Annunciators ........................................... 16-17
16-3 West Star ADC Failure Indications Chart for FC 200 Aircraft ........................... 16-34
16-4 West Star ADC Failure Indications Chart for FC 530 Aircraft ........................... 16-35
16-iv FOR TRAINING PURPOSES ONLY

16 AVIONICS
CHAPTER 16
AVIONICS
INTRODUCTION
The Learjet 35/36 avionics consists of, but is not limited to, the navigation system, the
automatic flight control system (AFCS), and the comm/nav system. This chapter includes
the standard avionics used in the Learjet 35/36. The user should consult applicable sup-
plements in the approved AFM and vendor manuals for additional information and in-
formation on specif ic systems not included in this chapter.
GENERAL
The basic navigation system consists of the pitot- programmed, or the autopilot may be engaged to
static system and air data sensor and the ram-air automatically steer the aircraft to satisfy flight
temperature gage. director commands as programmed. The dual
yaw damper system operates independently of
The AFCS includes the flight director, autopilot, the autopilot and may be engaged with or without
dual yaw damper, and Mach trim system. The the autopilot engaged. The Mach trim system
standard automatic flight control systems operates at high Mach numbers when the
installed on the Learjet 35/36 are the Jet autopilot is disengaged. The yaw damper and
Electronics and Technology, Inc. (J.E.T.) FC 200 Mach trim systems are described in Chapter 15,
on the early models, and the FC 530 on the late Flight Controls.
models. The flight directors can be used
independently with the pilot steering the aircraft The Communication System section of this
to satisfy the flight director commands as chapter discusses the static discharge wicks.

16 AVIONICS
NAVIGATION SYSTEM The normal static system provides independent

sources of static pressure to the pilot and copi-
lot instruments. Each static source (pilot or
PITOT-STATIC SYSTEM copilot) has one static port on each side of
(FC 200 AFCS) the aircraft nose (Figure 16-3). The dual static
ports are provided for redundancy and to re-
The pitot-static system supplies pitot and static duce sideslip effects on the instruments that
air pressure for operation of the airspeed and use static air.
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 veloc-
ity indicator, both altimeters, the pressuriza-
tion 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 sup-
ply heat to both stall warning vanes. Refer to
Chapter 10, Ice and Rain Protection, for
additional information.
Figure 16-3. Static Ports (Typical)
The left front and right center static ports

(both heated) are connected to the pilot in-
struments. The left rear and right front static
ports (both heated) are connected to the copi-
lot 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 ad-
ditional 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 AVIONICS
L SHOULDER STATIC PORT R SHOULDER STATIC PORT
DRAIN VALVE
L PITOT HEAD ALTITUDE AIR DATA R PITOT HEAD
PRESSURE SENSOR
SWITCH*
FLAP BLOWUP
AIRSPEED SWITCH **
DRAIN VALVE DRAIN VALVE
L FWD R FWD
STATIC PORT STATIC PORT
DRAIN VALVE DRAIN VALVE
L AFT R CENTER
STATIC PORT STATIC PORT
ALTERNATE STATIC PORT

(IN NOSE COMPARTMENT)
ALTITUDE
PRESSURE R AFT STATIC
STATIC DEFECT SWITCH* PORT
CORRECTION
MODULE* MACH TRIM AND HIGH
PRESSURIZATION ALTITUDE OVERSPEED
MODULE SWITCH
ALTIMETER AIRSPEED AND MACH

(PILOT) INDICATOR (PILOT) ALTIMETER
(COPILOT)
MACH WARNING AND LOW
ALTITUDE OVERSPEED SWITCH
ALTITUDE
ALERTER FORWARD
PRESSURE
RATE OF CLIMB
BULKHEAD
INSTRUMENT ALTERNATE (COPILOT)
STATIC PORT
RATE OF CLIMB STATIC SOURCE VALVE
(PILOT)
DIFFERENTIAL AIRSPEED AND MACH
PRESSURE- NUMBER INDICATOR (COPILOT)
RELIEF
VALVE LEGEND
PILOT PITOT
REAR PRESSURE
*SNs 35-067 AND SUBS., 36-018 AND SUBS., BULKHEAD COPILOT PITOT
AND EARLIER AIRCRAFT WITH AAK 76-4 STATIC PORT
PILOT STATIC
**SNs 35-002 TO 35-059 AND 36-002 TO 36-017 COPILOT STATIC
ALTERNATE STATIC
OTHER STATIC
Figure 16-1. Pitot-Static System (FC 200 AFCS)

16 AVIONICS
An ALTERNATE STATIC SOURCE valve is Four drain valves located near the aft end of
located below the pilot instr ument panel the nose gear doors—two on each side—are in-
(Figure 16-4). For normal operation, the lever stalled at the system’s low points to drain
remains down (CLOSED); for alternate air, the moisture from the system.
lever is moved up (OPEN).
Figure 16-5. Pitot-Static Head (Typical)
The pitot systems (Figure 16-6) are indepen-

dent. The left probe provides pitot pressure for
Figure 16-4. ALTERNATE STATIC the pilot Mach/airspeed indicator; the right
SOURCE Valve probe head provides pitot pressure for the
copilot Mach/airspeed indicator, the Mach
switch (0.74 MI), gear warning airspeed switch
When the ALTERNATE STATIC SOURCE (170 KIAS), air data unit, and other optional
valve is positioned to OPEN, the pilot equipment.
instruments are connected to an alternate port
inside the unpressurized nose section. With There are four static ports in the main pitot-
OPEN selected, the altimeter and Mach static system—two on each pitot-static probe.
indicators will read slightly lower than normal. The ports on one probe are interconnected
with those on the other probe to provide
Condensation drain valves for the pitot and redundancy. Four solenoid-operated shutoff
static air lines are located adjacent to the nose valves enable the pilot to select the source of
wheel well doors. 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 ele-
ments controlled by the L and R PITOT HEAT
switches. Refer to Chapter 10, Ice and Rain
Protection for more information.

16 AVIONICS
GEAR WARNING
AIRSPEED SWITCH
GEAR WARNING
ALTITUDE SWITCH
LEGEND
PILOT PITOT
COPILOT PITOT
PILOT STATIC
OPTIONAL
COPILOT STATIC EQUIPMENT
OTHER
MACH
SWITCH
AIR DATA UNIT
RATE-OF-CLIMB
INDICATOR (COPILOT)
RATE-OF-CLIMB
INDICATOR (PILOT)
PRESSURIZATION
MODULE
ALTIMETER ALTIMETER
(PILOT) (COPILOT)
MACH/AIRSPEED MACH/AIRSPEED
INDICATOR INDICATOR
(ALTITUDE/ (ALTITUDE/
PITOT
OVERSPEED OVERSPEED
SWITCHES) SWITCHES) PITOT
STATIC 1 STATIC 1
CLOSE CLOSE
STATIC 2 STATIC 2
PILOT STATIC CLOSE

CLOSE PORT COPILOT
PITOT-STATIC PITOT-STATIC
SOLENOID L SOLENOID
HEAD HEAD
VALVES B VALVES
O
DRAINS T DRAINS
H
R
DIFFERENTIAL
PRESSURE-
RELIEF VALVE
REAR PRESSURE
BULKHEAD
STATIC PORT
Figure 16-6. Pitot-Static System (FC 530 AFCS)

16 AVIONICS
The source of static pressure is controlled is provided to all user systems only from the
with the static port switch located on the pilot two static ports on the right pitot-static head.
switch panel. The static port toggle switch has
three positions: L (left), BOTH, and R (right). The shutoff valves operate on DC power sup-
This switch is normally set to both except in plied through the STATIC SOURCE circuit
the event one of the pitot-static heads be - breaker on the left main bus. In the event of
comes inoperable or unreliable (Figure 16-7). electrical failure, all shutoff valves will be
open regardless of the STATIC PORT switch
In BOTH, the pilot instruments receive static position.
pressure from the forward port on the left head
and the aft port on the right head. The copilot A separate unheated static port is flush
instruments, the Mach switch, the gear warn- mounted on the right side of the nose section
ing altitude switch (14,500 ft), the gear warn- to provide static pressure to the pressurization
ing airspeed switch, the air data unit, and other control module. Refer to Chapter 12, Pres -
optional equipment receive static pressure surization, for additional information.
from the front port on the right head and the
aft port on the left head. This cross connection
eliminates yaw error.
AIR DATA
The air data sensor provides air data to the auto-
When the STATIC PORT switch is placed in pilot computer and to the Mach trim computer.
L or R, solenoid-operated shutoff valves are On aircraft equipped with the FC 200 automatic
energized to shut off the static source from the flight control system, static input to the air data
opposite side static ports (see Figure 16-6). sensor is from the shoulder static air ports. The
FC 530 equipped aircraft use the copilot static air
When the STATIC PORT switch is in L, static system for air data unit input. On all aircraft, the
pressure is provided to all user systems only pitot input is from the copilot pitot system. The
from the two static ports on the left pitot- unit is located inside the nose compartment.
static head. In the R position, static pressure
Figure 16-7. STATIC PORT Switch

16 AVIONICS
RAM AIR TEMP INDICATOR installed on SNs 35-408, 35-447, 35-468, 35-
506 and subsequent, and 36-054 and subse-
Ram-air temperature is displayed on the RAM quent, and earlier SNs incorporating AAK 83-2.
AIR TEMP indicator located on the center in-
strument panel (Figure 16-8). The indicator is NOTE
calibrated in degrees Celsius and requires DC
power from the ram air temp circuit breaker The yaw axis is controlled by the dual
on the left essential bus. For conversion to yaw damper system, which operates
outside air temperature (OAT), refer to the independently of the autopilot and
Ram Air To Outside Air Temperature Con- flight director.
version (RAT to OAT) f igure in Section V of
the approved AFM. Both systems incorporate a dual-channel AFCS
computer that integrates the autopilot pitch
and roll axes with the customer-specified flight
director system. The AFCS control panel,
which is located in the center of the glareshield,
provides pilot access to the autopilot and to the
AFCS computer for the flight director
programming (i.e., mode selection).
The AFCS computer processes information

received from the primary vertical and direc-
tional gyros, horizontal situation indicator
(HSI), the NAV 1 receiver, and the air data sen-
sor. 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
Figure 16-8. RAM AIR TEMP Indicator
• The pilot pitch SYNC switch
• The go-around switch (left thrust lever
AUTOFLIGHT SYSTEM knob)
• The pilot HSI heading (HDG) and
GENERAL COURSE selector knob
• The altitude alerter and pilot altimeter (FC
Either the J.E.T. FC 200 or the J.E.T. FC 530 530 AFCS only)
AFCS may be installed, depending on pro-
duction serial number. The FC 530 AFCS is All of these controls are described in detail in
this section.

16 AVIONICS
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 con-
ventional raw-data attitude and heading ref-
erence and glide slope and course deviation
displays. The basic aircraft attitude and head-
ing 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 posi-

tioned to auto pilot (on), the PWR annuncia-
tor illuminates on the AFCS control panel,
which indicates that power is available to the
autopilot and flight director. The AFCS con-
trol panel provides for flight director mode se-
lection and annunciation whether the autopilot
is engaged or disengaged. Autopilot engage-
ment 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 in-
dicator (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 counter-
clockwise and clockwise to command roll.
When flight director mode(s) have been se-
lected, the command bars appear in view to
provide the computed pitch and roll com-
mands. When the autopilot is engaged, it
automatically responds to the command bars. Figure 16-10. Remote Heading and Course
If the autopilot is disengaged, the pilot must Selector (Typical)

16 AVIONICS
perform the roll and pitch maneuvers neces- AUTOPILOT/FLIGHT DIRECTOR
sary to align the aircraft symbol with the com-
mand bars. Figure 16-12 illustrates the visual General
indications provided by the ADI and HSI. The
ADI also provides for indication of localizer The autopilot will automatically fly the aircraft
and glide-slope deviation and turn and slip. to, and hold, desired heading, attitudes, and al-
titudes. The autopilot system can also cap-
ture and track VOR/LOC/ILS radio beams.
Horizontal Situation Indicator The system provides modes for speed control
(HSI) and vertical rate control as well.
The HSI provides a pictorial presentation of On Learjet 35/36 aircraft with the standard
aircraft position relative to VOR radials and avionics installation, the flight director is in-
localizer and glide-slope beams. Heading ref- tegrated with the autopilot by a computer
erence with respect to magnetic north is pro- through the AFCS control panel on the
vided by a remote directional gyro that is glareshield. Autopilot and flight director
slaved to a remote fluxgate compass. The modes are engaged by depressing the appli-
SLAVE-FREE switch on the lower instrument cable mode selector buttons on the control
panel allows unslaved operation by selecting panel. Flight director only mode selection is
FREE, in which case the magnetic reference— accomplished by depressing the desired mode
the flux-gate compass—is removed. selectors on the control panel (Figure 16-11),
but with the autopilot disengaged.
The HSI provides the AFCS computer infor-
mation regarding existing heading, heading When the autopilot is not engaged, the ADI
marker reference, selected course, and course command bars indicate the deviation from the
deviation. The heading marker—the bug—is desired flight path; this enables the pilot to
used to direct the aircraft to turn to and main- manually fly the aircraft in response to the
tain the heading selected with the heading flight director system. When the autopilot is
(HDG) control knob. The course deviation engaged, it will align the aircraft with the
indicator is used to intercept and track a VOR command bars automatically to maintain the
or LOC course that is set with the course con- desired flight path.
trol knob.
TRK ARM CAPT PWR ROLL PITCH IAS MACH ARM CAPT FNL
HDG NAV REV LVL TEST ENG SOFT SPD V/S G/S ALT
APPR G/A
FC 200 AFCS
AFCS
TRK ARM ROLL PITCH IAS ARM ARM FNL
ON ON CAPT ON ON PWR SOFT MACH ON CAPT CAPT ON
1/2 ALT ALT

HDG NAV BC LVL TST ENG SFT SPD V/S G/S
MON BNK SEL HLD G/A
FC 530 AFCS
Figure 16-11. Autopilot and Flight Director Control Panels

16 AVIONICS
Description also uses the altitude alerter and pilot altime-

ter for its altitude preselect feature.
Aircraft SNs 35-462, 35-447, 35-506 and sub-
sequent and 36-054 and subsequent are AFCS Control Panel
equipped with the FC 530. Earlier aircraft have
the FC 200. Both are manufactured by J.E.T. The control panel (see Figure 16-11) in the cen-
AAK 83-2 is available to retrofit earlier aircraft ter of the glareshield is accessible to both pilots.
with the FC 530. Both systems include: an au- It provides the switches required for autopilot
topilot/flight director computer, an electric engagement and flight director mode selection.
box, and interface—all under the pilot seat; the Annunciator lights—green, amber, blue, or
AFCS control panel in the center glareshield; white—appear above the mode select switches.
the roll and pitch servoactuators and follow- The legend (white lettering) on the panel is
ups; the customer specified flight director sys- backlit. On FC 200 models, annunciator inten-
tem; a roll-rate gyro; the NAV 1 receiver; the sity and legend lighting is controlled by the
primary (pilot) vertical gyro, directional gyro PEDESTAL lights rheostat on the copilot side-
and HSI; and the air data sensor. The FC 530 wall. On FC 530 models, annunciator intensity
ATTITUDE TAPE DH DECISION HEIGHT

ANNUNCIATOR
HORIZON
20 20
10 10 FAST SPEED DEVIATION

GLIDE-SLOPE DISPLAY
POINTER
10 10
COMMAND BARS SLOW
20 20 AIRCRAFT SYMBOL
PUSH-TO-TEST TEST RUNWAY SYMBOL

SWITCH
RATE-OF-TURN
INCLINOMETER
HEADING MARKER LUBBER INS TRACK

(HEADING BUG) LINE POINTER
DISTANCE COURSE
DISPLAY DISPLAY
MILES 01 1
TO-FROM N COURSE
33 3
COURSE
POINTER ARROW
30
I
6
N
W
S
INS
E 1
ANNUNCIATOR
24
GLIDE-SLOPE
2
POINTER 21 15
S
LATERAL
AIRCRAFT DEVIATION
REFERENCE BAR
SYMBOL
BEARING POINTER AZIMUTH CARD
Figure 16-12. ADI and HSI Indications

16 AVIONICS
is fixed so that they are legible in daylight, while ture and a vertical accelerometer that moni-
the NAV LTS switch must be turned on for fixed tors G forces.
illumination of the legend lighting.
When a pitch mode is selected on the AFCS con-
The autopilot engage (ENG) pushbutton is trol panel, the computer positions the flight di-
used only to engage the autopilot; all other rector V-bars accordingly. If the autopilot is
pushbutton switches operate with alternate engaged, a signal is also applied to the elevator
pitch servo, which adjusts elevator position.
action. The f irst depression engages a mode; Feedback of elevator movement is provided by
a second depression cancels it. Automatic can- the servo follow-up. When the new pitch atti-
cellations also occur. Annunciation of the tude is established, the computer zeroes the
mode selected appears above the pushbutton. servo effort by applying horizontal stabilizer
Any operating mode not compatible with a trim via the secondary pitch trim motor, thereby
newly selected mode is automatically can- preventing any aircraft pitching motion when
celed in favor of the latest selection. This al- disengaging the autopilot. Pitch changes can
lows the pilot to advance along the flight also be induced by either pilot wheel trim switch
sequence without the inconvenience of having without depressing the center button.
to deselect modes manually.
The computer uses the servo follow-up to con-
trol pitch changes to a rate of 1° per second,
Computer and limits pitch attitudes to ±25° (FC 200) or
The two-channel—roll and pitch—computer +20° and –10° (FC 530).
continuously monitors input signals from all
AFCS component sensors. The computer is Roll Axis Control
programmed by depressing the desired mode The computer roll channel processes infor-
selector button(s) on the AFCS control panel. mation from the primary (pilot) vertical gyro,
The computer computes the roll and pitch at- which establishes the basic roll reference; the
titudes necessary to comply and signals the primary (pilot) directional gyro and HSI, which
flight director V-bars to position accordingly supply heading and course references; VOR
while also applying simultaneous signals to the bearing and ILS/LOC course references from
roll and pitch servoactuators (if the autopilot the NAV 1 receiver; a roll rate gyro, which pro-
is engaged). vides roll rate data; and a follow-up on the left
aileron sector, which signals aileron position.
Operation When a roll mode is selected on the AFCS
control panel, the computer positions the flight
The autopilot and flight director system con- director V-bars accordingly. If the autopilot is
trols aircraft movement about two axes: pitch engaged, a signal is also applied to the aileron
and roll. The yaw damper provides indepen- roll servo, which adjusts aileron position. Feed-
dent, automatic control of the yaw axis in the back of aileron position is provided by the
same way as when the aircraft is being flown aileron followup. Roll changes can also be in-
manually. duced by either pilot wheel trim switch when
moved to LWD or RWD without depressing the
Pitch Axis Control center button.
The computer pitch channel processes
information from the primary (pilot) vertical The autopilot does not apply trim in the roll
gyro, which establishes the basic pitch refer- axis as it does in the pitch axis. Therefore, if
ence; the air data sensor, which supplies alti- the aircraft is out of trim in the roll axis, the
tude, vertical velocity, and airspeed/Mach autopilot must apply continuous roll servo
information; glide-slope signals from the NAV effort to hold the desired roll attitude. This
1 receiver; and a follow-up device in the pitch condition will be noticed by a continuously
servoactuator, which signals elevator move- deflected roll force meter and control wheel.
ment. The FC 530 also uses the altitude alerter
and pilot altimeter for its altitude preselect fea-

16 AVIONICS
The computer uses the roll rate gyro to control manual autopilot controller when moved in any of
roll rates to 6° per second (FC 200), and 4–5º the four directions without depressing the trim
per second (FC 530). Bank angles are limited arming button (Figure 16-13). When an attitude
to a maximum of 30°. change is made this way, the appropriate servo
changes the attitude of the aircraft and disengages
The FC 200 uses a 13° flap position switch to any modes previously selected in the affected axis
increase autopilot roll authority when the air- except NAV ARM, G/S ARM, and ALT SEL
craft is conf igured for approach. This pro-
vides more lateral authority at slower speeds ARM. The autopilot reverts to basic attitude hold
and is annunciated by the green APPR light on in the affected axis when the switch is released.
the AFCS control panel. The FC 530 uses a 3°
flap position switch to desensitize VOR and
LOC signals, which enhances close-in stabil-
ity during approaches. It does not affect auto -
pilot roll authority, nor is it annunciated.
Electrical Requirements
The autopilot requires DC and AC electrical power.
DC power is via the AFCS, AFCS PITCH, and
AFCS ROLL circuit breakers on the left essential
bus; 115 VAC is via the AFCS PITCH and AFCS
ROLL circuit breakers on the left AC bus. All
autopilot circuit breakers are on the pilot CB panel;
however, on FC 200 AFCS aircraft, there are three
circuit breakers on the front side of the autopilot
electric box under the pilot seat for autopilot and Figure 16-13. Control Wheel Switches
yaw damper annunciator lights and edge lights. (Typical)
Controls and Indicators Depressing the trim arming button and moving the
trim switch in any of the four directions
The autopilot and flight director control panel disengages the autopilot, and the autopilot
contains most of the controls and indicators disengagement tone sounds. This is the normal
for the autopilot system. Additional controls means of disengaging the autopilot since it does
and indicators are on the control wheels, the not disengage the yaw damper. Previously selected
pilot switch panel, the HSI, the remote head- flight director modes are not disengaged when the
ing and course selector, the ADI, the altitude autopilot is disengaged. Autopilot disengagement
alerter, and the thrust levers. is further described in this chapter in the Autopilot
Disengagement section.
Autopilot Master Switch
Control Wheel Master Switch
Power is provided to the autopilot and flight
director systems when the autopilot master Depressing either pilot control wheel master
switch on the pilot lower switch panel is placed switch (MSW) disengages the autopilot and yaw
in autopilot; the green PWR (power) annun- damper. The switch is called the autopilot
ciator on the autopilot controller illuminates, release/nose steer switch on FC 200 aircraft.
and the red CMPTR flag on the pilot ADI goes
out of view. Control Wheel Maneuver Switch
The control wheel maneuver control switch is
Control Wheel Trim Switch called the MANEUVER switch on FC 200
aircraft and the MANUV/RP switch on the FC
Either control wheel trim switch (NOSE 530 aircraft.
UP/NOSE DN/LWD/RWD) functions as a

16 AVIONICS
On FC 200 aircraft, depressing and holding either • Synchronizes the command bars to the
the pilot or copilot MANEUVER switch (Figure existing pitch attitude
16-13) temporarily releases autopilot access to In the case of a dual flight director installation,
the pitch and roll servos, biases the command the copilot pitch SYNC switch synchronizes only
bars out of view, and cancels the ROLL and the copilot command bars to the existing attitude
PITCH modes if engaged previously. This and cancels the copilot G/A mode, if selected. It
enables either pilot to change the aircraft attitude does not affect the autopilot in any way (as the
in both pitch and roll axes manually. When the maneuver switch does).
switch is released, the autopilot assumes basic
attitude hold functions. Autopilot Engagement
During flight director only operation, the The AUTO PILOT master switch must be placed
maneuver switch simply cancels all selected on to accomplish system ground checks prior to
flight director modes and biases the command flight and normally remains on throughout the
bars out of view. flight. When the PWR annunciator is illuminated,
the autopilot can then be engaged at any time
On FC 530 aircraft, depressing and holding either (except during takeoff and landing) by depressing
the pilot or copilot MANUV/RP switch the ENG button. Illumination of the PITCH and
temporarily releases autopilot access to the pitch ROLL annunciators indicate engagement of the
and roll servos and extinguishes the green ROLL respective axes.
and PITCH annunciators, but does not cancel any
previously selected flight director roll or pitch On FC 200 aircraft, initial autopilot engagement
modes. This enables either pilot to change the cancels all previously selected flight director
aircraft attitude in both pitch and roll axes modes (if bank angle happens to be more than
manually. When the switch is released, the 5°), the command bars disappear, and the
autopilot resynchronizes to and holds the original autopilot holds the existing roll and pitch
roll mode and the existing (new) values in the attitudes (if within normal limits). If bank angle
SPD, V/S, or ALT HLD modes; the green ROLL is less than 5° at the moment of initial
and PITCH annunciators illuminate again. engagement, the LVL light illuminates and the
command bars appear, commanding the autopilot
Control Wheel SYNC Switch to maintain wings level at the existing pitch
attitude. If the roll or pitch attitude(s) happen to
On FC 200 aircraft, the pilot pitch SYNC be beyond the normal limits, the autopilot will (at
switch: normal rates) roll and/or pitch the aircraft to the
• Releases autopilot access to the pitch servo normal limits.
• Allows the pilot to use manual elevator If the PITCH TRIM selector switch is in OFF, the
control to establish a new pitch attitude autopilot may engage, but disengages when it
attempts to adjust secondary pitch trim and cannot.
• Cancels any selected pitch modes (except G/S
ARM), but does not affect any roll modes On FC 530 aircraft, autopilot engagement
• Causes the command bars to synchronize automatically couples to any previously selected
to the new pitch attitude flight director mode(s) except G/A, in which case
the G/A light extinguishes and the autopilot
• Causes the autopilot to hold the pitch attitude maintains the existing attitude at the moment of
existing at the moment of switch release engagement. If the autopilot is engaged without
any previously selected flight director mode(s),
On FC 530 aircraft, the pilot PITCH SYNC the autopilot maintains the existing roll and pitch
switch: attitudes (if within normal limits), and the
• Is a flight director function only, and has command bars remain out of view. If bank angle
no effect if the autopilot is engaged is less than 5° at the moment of engagement, the
LVL light annunciates and the command bars
• Cancels any selected pitch modes except appear, commanding the autopilot to maintain
G/S ARM and ALT SEL ARM

16 AVIONICS
wings level at the existing pitch attitude. The Autopilot/Flight Director Mode
autopilot will not engage at bank angles in excess Selection
of 38 ±2° regardless of pitch attitude; however, if
bank angle happens to be between 30 and 38 ±2° Autopilot and flight director modes are engaged
and/or pitch angle is greater than –10° or +20°, by depressing the applicable mode selector
the autopilot—at normal rates—rolls and/or button on the autopilot control panel. The
pitches the aircraft to the normal limit(s). engaged modes may be disengaged by depressing
the selector button (except for the SPD mode on
If the pitch trim selector switch is in off, the the FC 530 AFCS) a second time or by selecting
autopilot will not engage. another pitch mode.
Attitude Hold Mode Flight director only mode selection is made by

depressing the applicable mode selector with the
The autopilot is in pitch attitude hold when the autopilot disengaged.
PITCH annunciator is illuminated and all other
pitch axis annunciators are extinguished (except The roll axis modes are LVL (level), HDG
G/S ARM and, for FC 530, ALT SEL ARM). (heading), NAV (navigation), VOR or LOC (used
The autopilot is in roll attitude hold when the in conjunction with the NAV mode), BC (back
ROLL annunciator is illuminated and all other course, FC 530), REV (back course, FC 200),
roll axis annunciators are extinguished (except and 1⁄2 BNK (half bank, FC 530).
NAV ARM). When the autopilot is in both pitch
and roll attitude hold, the flight director The pitch modes are SPD (speed), V/S (vertical
command bars will be out of view. Autopilot roll speed), G/S (glide slope), ALT SEL (altitude
(bank) limit is a nominal 30°, while pitch limits select, FC 530), ALT HOLD (altitude hold), and
are ±25° (FC 200) or +20° and –10° (FC 530). SFT (soft). The SPD submodes of IAS and
MACH, and the V/S, G/S CAPT, ALT SEL
Extended autopilot operation in roll attitude CAPT, and ALT HLD modes cancel each other
hold or LVL cancels the automatic erection fea- when one is selected. G/S ARM is compatible
ture of the vertical gyro. As the vertical gyro with a previously selected SPD, V/S, or ALT
precesses, the autopilot banks the aircraft to mode, while ALT SEL is compatible with a
maintain a zero-bank indication on the attitude previously selected SPD or V/S mode.
indicator.
Refer to Tables 16-1 and 16-2 for a further
When the autopilot is in the basic attitude hold description of each mode, the applicable
mode, attitude commands are accepted by the annunciator, and the function of each mode
autopilot through either pilot control wheel trim selector switch and annunciator.
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 FUNCTION
PWR 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).
TEST When pressed during ground check, all autopilot controller annun-
ciators 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.
ENG ROLL When depressed, the autopilot engages and the ROLL and PITCH
PITCH annunciators illuminate.

16 AVIONICS
Table 16-1. FC 200 AUTOPILOT SYSTEM MODES AND ANNUNCIATORS (Cont)
SOFT SOFT When depressed, the autopilot provides softer response in the pitch
and roll axes for flying through turbulence. No function during flight
director only operation.
NOTE
SOFT mode is locked out when an ILS frequency is
tuned on NAV 1.
HDG ON When selected, flight director commands are generated to
maneuver the aircraft to fly a heading selected with the pilot HSI
heading bug using up to 25° of bank.
NOTE
The turn will be commanded in the shortest direction.
It is recommended that the heading bug initially be
set to not more than 135° in the direction of the
desired turn when the turn is more than 135°.
NAV When selected, it activates the flight director function that captures
and tracks VOR and LOC. Functional only when the NAV 1 receiver
is tuned to the appropriate frequency, NAV flag is out of view, and
desired course is set on the pilot HSI. The HDG mode may be
used to intercept the course provided the intercept angle is less
than 90°.
ARM Illuminates when NAV mode is selected. Goes out when the CAPT
light illuminates. The ARM light will flash if NAV CAPT disengages
due to a noisy or failed receiver signal, and in the cone of silence
over VOR stations.
NOTE
When the ARM light is flashing, the flight director will
assume a heading hold.
CAPT (Capture) Illuminates when the aircraft approaches the desired course.
Extinguishes if the receiver signal becomes noisy or fails, or while in
the cone of silence over VOR stations.
TRK In the NAV CAPT mode, illuminates to indicate the aircraft has
acquired the center of a VOR or LOC beam. Crosswind
compensation begins and maximum bank angle will be limited to
15° when it illuminates.
APPR The APPR light illuminates when the flaps are lowered beyond 13°
and increases the autopilot roll torque limit to compensate for slower
airspeed.
REV Functional only with NAV mode selected for localizer backcourse
(BACK approach with ILS frequency tuned in. When selected, course in-
COURSE) formation to the flight director is reversed and the glide-slope signal
is locked out. The published inbound (front) course must be set in
the pilot HSI course window.
ON Indicates that the backcourse mode is selected.
NOTE
REV may also be used to fly outbound on an ILS
front course.

16 AVIONICS

LVL When engaged, wings level is commanded by the flight director only
(LEVEL) if the autopilot is engaged.
ON Indicates the level mode is engaged. It is also a function of G/A
mode, but has no other flight director only functions.
SPD When selected, the flight director will command a pitch attitude that
(SPEED) will maintain the airspeed existing at the time of mode selection.
Power must be set by the pilot.
IAS Illuminates at altitudes up to approximately 29,000 ft.
MACH Illuminates at altitudes above approximately 29,000 ft.
V/S (VER- When selected, the flight director commands a pitch attitude that
TICAL will maintain the existing vertical speed. Power must be set by the
SPEED) pilot.
ON 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.
G/S When selected, activates the flight director function that captures
(GLIDE the glide slope.
SLOPE)
Functional only when the NAV 1 receiver is tuned to an ILS fre-
quency, 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.
CAPT Illuminates when the aircraft intercepts and captures the glide-
slope beam.
FNL (FINAL) 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.
ALT When selected, the flight director will command an aircraft pitch
(ALTITUDE attitude that will maintain the existing altitude.
HOLD)
ON Illuminates when ALT hold is engaged.
G/A (GO- Flight director only mode, selected by depressing the GO-AROUND
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%.

16 AVIONICS
Table 16-2. FC 530 AUTOPILOT SYSTEM MODES AND ANNUNCIATORS

PWR Indicates electrical power is available for autopilot/flight director
operation (circuit breakers are in and AUTO PILOT master switch is
in ON position).
TST (TEST) When depressed, all autopilot controller annunciators illuminate
(light test only). When depressed simultaneously with ENG button,
a system self-test is performed.
MON (MONITOR) Illuminates during self-test. Flashes if fault is detected.
ENG ROLL When depressed, the autopilot engages and the ROLL and PITCH
PITCH annunciators illuminate.
SFT SOFT When depressed, the autopilot provides softer response in the pitch
and roll axes for flying through turbulence. No function during flight
director only operation.
NOTE
SFT mode is locked out when in NAV localizer
CAPT, NAV VOR APPR, and ALT SEL CAPT.
HDG ON When selected, flight director commands are generated to
maneuver the aircraft to fly a heading selected with the pilot HSI
heading bug using up to 25° of bank.
NOTE
The turn will be commanded in the shortest direction.
It is recommended that the heading bug initially be
set to not more than 135° in the direction of the
desired turn when the turn is more than 135°.
⁄2 BANK
1
ON Functional only with HDG or NAV VOR mode selected. Limits bank
to a maximum of 13°.
NAV 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
ARM 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
CAPT When flying in VOR approach, the flaps must be set at
(Capture) 8° or more in order to achieve signal desensitization
for close-in stability. This function is provided by the 3°
flap switch.
TRK 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.

16 AVIONICS

BC (BACK- Functional only with NAV mode selected for localizer backcourse
COURSE) 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 When the LVL button is depressed (autopilot engaged or not), the
(LEVEL) 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 When selected, the flight director will command a pitch attitude
(SPEED) that will maintain the airspeed existing at the time of mode selection.
Power must be set by the pilot.
IAS Illuminates when the SPD mode selector is first depressed. The
existing IAS is maintained.
MACH 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 When selected, the flight director commands a pitch attitude that
(VERTICAL will maintain the existing vertical speed.
SPEED)
ON 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 AVIONICS

G/S When selected, activates the flight director function that captures
(GLIDE and tracks glide slope.
SLOPE)
Functional only when the NAV 1 receiver is tuned to an ILS fre-
quency, 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.
CAPT Illuminates when the aircraft captures the glide-slope beam.
FNL (FINAL) 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 When selected, the flight director will command an aircraft pitch
(ALTITUDE attitude that will maintain the existing altitude. Vertical velocity
HOLD) should be less than 1,000 fpm.
ON Illuminates when ALT HLD is engaged.
ALT SEL When selected, the flight director will capture preselected
(ALTITUDE altitudes.
SELECT)
ARM 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.
CAPT 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.
G/A (GO-AROUND) 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.

16 AVIONICS
Autopilot Disengagement at a wings level 9° noseup pitch position.

Whenever the autopilot and/or roll axes NOTE
disengage, the applicable PITCH and/or ROLL
annunciators will extinguish and the autopilot On SNs 35-002 to 35-009 and 36-002
disengage tone will sound, as def ined below: to 36-006, the G/A mode is coupled to
the autopilot if engaged when power is
• Either control wheel trim switch, with advanced to approximately 80%
arm ing button depressed and moved in N1.
any of the four directions (NOSE UP,
NOSE DN, LWD, or RWD), will disen- Servo Force Meters
gage both autopilot axes
Two servo force meters are located in the cen-
• Either control wheel master switch ter of the control panel. The indicators provide
(MSW), when depressed, will disengage an indication of what autopilot servo forces
both autopilot axes and the yaw damper are present when the autopilot is engaged. The
• The AUTO PILOT master switch, when left one indicates roll force and the right, pitch
set to OFF, will disengage both autopilot force. If the force meter(s) are deflected, the ap-
axes propriate axes should be trimmed to center the
meter(s) prior to engaging the autopilot. If the
• The PITCH TRIM selector switch, when autopilot is engaged and the meter(s) indicate
moved to the OFF position, will disen- a steady deflection, the autopilot should be dis-
gage both autopilot axes, but only when engaged and the appropriate axis retrimmed.
it attempts to trim the horizontal stabi- Small deflections before and after engagement
lizer and cannot (FC 200); on FC 530 air- are normal.
c 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 Roll Monitors
• With the pitch trim selector switch in ei- The computer uses the roll rate gyro and the pilot
ther the PRI or SEC position, moving the vertical gyro to control the rate of roll and bank
pedestal NOSE DN–OFF–NOSE UP angle, respectively.
switch to NOSE UP or NOSE DN will
disengage both autopilot axes
On FC 200 aircraft, excessive roll rate will
• Individual axes may be disengaged by disengage the roll axis, sound the disengage tone,
pul ling the applicable axis AC or DC and extinguish the ROLL light.
circuit breakers (pilot AC and essential
buses) On FC 530 aircraft, excessive roll rate or bank
angle in excess of approximately 40° will
NOTE disengage both axes, sound the disengage tone,
On the FC 530 AFCS, if the AC AFCS and extinguish the ROLL and PITCH lights.
PITCH circuit breaker is out, the puller
system is also rendered inoperative and Pitch Trim Monitor
airspeed must be limited to 0.74
MI. The autopilot maintains pitch trim using the
aircraft secondary pitch trim system. Whenever
• Depressing the pilot VG ERECT button or the autopilot is engaged and the secondary trim
actuating the pilot L-R SLAVE switch runs in a direction opposite the elevator servo
will disengage both autopilot axes force, a monitor disengages both axes, sounds the
disengage tone, and extinguishes the ROLL and
• On the FC 530, depressing the GO- PITCH lights.
AROUND 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 AVIONICS
Out-of-trim Monitors (FC 530)
With the autopilot engaged, the out-of-trim
monitors cause the applicable PITCH or ROLL
annunciator to flash if an out-of-trim condition
exists to a degree that servo force is continuously
applied for more than approximately 20 seconds.
The light continues to flash until either the trim is
restored or the axis is disengaged.
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. Figure 16-14. Altitude Display
Autopilot/Stick Nudger/Pusher/ The altitude alerter located in the center in-

Stick Puller Interface strument panel functions in conjunction with
the pilot altimeter. An OFF flag adjacent to the
If the autopilot is engaged and the stick nudger altitude display will be in view whenever
(FC 530), pusher, or puller actuates, any selected power is not available to the alerter. During
pitch mode disengages. The autopilot then flight, as the aircraft passes within approxi-
maintains a synchronous standby mode until the mately 1,000 ft of the selected altitude, the
nudger, pusher, or puller releases. Upon this amber ALT annunciators on the pilot and copi-
release, the autopilot maintains the existing pitch lot altimeters will illuminate and an alert bell
attitude. will sound. The point at which the approach
to the preselected altitude is annunciated de-
Altitude Alerter pends upon aircraft vertical speed. The an-
The altitude alerter provides automatic visual and nunciators will extinguish when the aircraft is
aural signals announcing approach to and within 300 ft of the preselected altitude. Should
departure from a selected altitude. The alerter is a the altitude subsequently deviate more than
direct-reading instrument with a five-digit display ±300 ft from the selected altitude, the ALT an-
(Figure 16-14). nunciators 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 AVIONICS
COMMUNICATION RVSM SYSTEM

SYSTEM
GENERAL
STATIC DISCHARGE WICKS In the late 1950s, vertical separation for air-
craft in upper airspace was 1,000 ft. However,
A static electrical charge (commonly referred to in the early 1960s, as more and more aircraft
as P static or precipitation static) builds up on were entering the airspace above 29,000 ft, a
the surface of an aircraft while in flight and determination was made to increase the ver-
causes interference in radio and avionics tical separation above 29,000 ft to 2,000 ft.
equipment operation. The charge may be Starting in the late 1970s, a series of studies
dangerous to persons disembarking after landing was conducted to determine the feasibility of
as well as to persons performing maintenance reducing the current 2,000-foot vertical sep-
on the aircraft. The static wicks are installed on aration between FL290 and FL410 to 1,000 ft.
all trailing edges (Figure 16-15) to dissi pate These studies continued through the late 1980s.
static electricity. 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 conti-
nental airspace of Australia.
In September, 2004 senior, FAA Managers met

with their counter par ts from Canada and
Figure 16-15. Static Wicks (Typical)
Mexico. After reviewing signif icant imple-
mentation factors, the decision was made to
proceed with RVSM implementation in North
America. The Domestic Reduced Vertical
Separation Minimum (D-RVSM) implementa-
tion date was January 20, 2005 for altitudes be-
tween 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 in-
cluded were Southern Canadian Domestic
Airspace and the Airspace in Mexico. RVSM
had already been implemented in Northern
Canadian Domestic Airspace in 2002.

16 AVIONICS
After January 20, 2005, aircraft not equipped With the implementation of D-RVSM, the fol-
with special RVSM equipment must be granted lowing are areas of signif icant importance
special permission to transition through block and checks should be closely monitored:
altitudes FL290 to FL410, or maintain an al-
titude of FL290 or lower. 1. Altimeter Checks—Prior to takeoff for
flights planned into RVSM airspace, pri-
All Learjet models 35-35A/36-36A are eligi- mary altimeters must be within 75 ft of
ble for RVSM modification. However, in some a known elevation. While within RVSM
cases specific aircraft modifications must have airspace, primary altimeters must be
been already successfully completed and doc- within 200 ft of each other.
umented in the aircraft log book, or complied
with concurrent with the RVSM modification. 2. Altitude Awareness—To preclude er-
A maintenance log check must be accom- rors in hearing clearances and/or incor-
plished to ensure all necessary modif ications rectly setting the altitude pre-select, the
have been completed or scheduled. following technique/SOP is suggested:
a. Pilot flying is manually flying the air-
There are currently two Supplemental Type craft, and pilot monitoring sets altitude
Certificate (STC) holders that can accomplish pre-selector; both pilots point to the al-
the necessary aircraft modifications for RVSM titude set in the altitude pre-selector, and
for the Learjet 35-35A/36-36A group. One is both verbally state that altitude.
Aero Mech, Inc. (AMI) under their STC
Numbers ST 00952SE, ST 00952SE-D, ST b. Pilot flying is flying the aircraft on au-
01199NY and ST 01199NY-D. To simplify topilot, and pilot flying sets the alti-
future discussion, this will be referred to as the tude pre-selector; both pilots point to the
Learjet RVSM Installation. The other is West altitude set in the altitude pre-selector,
Star/Honeywell under their STC Numbers ST and both verbally state that altitude.
01524LA, ST 01525LA and ST 01526LA. 3. Climbs and Descents—To preclude
Again, for simplicity this will be referred to as unwarranted TCAS TAs or RAs, limit
the West Star RVSM Installation. climb and descent rates to 1,500 fpm or
less during the last 1,000 ft of an altitude
Each one accomplishes the same end task, but change (AIM 4-4-9[d]).
in a different manner. The Rosemount pitot-
static probe system is installed in the affected 4. Respond immediately and appropriately
model in accordance with STC ST 00321WI to any TCAS RAs.
or ST 00321WI-D. Limitations and other pro-
cedures have also changed in some areas.
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.

16 AVIONICS
LEARJET RVSM INSTALLATION Static pressure is sensed by two sources on each

probe; static 1 (S1) and static 2 (S2). Static 1
Rosemount Pitot-Static Probes on the left probe is cross-connected to static 2
on the right probe, and static 1 on the right
For FC 200 equipped aircraft, the traditional probe is cross connected to static 2 on the left
pitot tubes and static ports are removed and re- probe.
placed by Rosemount pitot static probe (Fig -
ure 16-16). Earlier FC 200 aircraft that have Four solenoid-operated isolation shutoff valves
already been modif ied with the Rosemount enable the pilot to select the source of static
pitot static probe system and FC 530 autopi- pressure. The source of static pressure is con-
lot are described under the FC 530 modif ica- trolled by a static source/static port switch
tion (see AFMS W1266). The alternate static (Figure 16-17) located on the top of the throt-
source valve at the bottom of the left side of tle quadrant or on the anti-ice control panel.
the instrument panel is removed. The pres-
surization static por t installation has not
changed.
Figure 16-17. Static Source/Static

Port Switch
Figure 16-16. Rosemount Pitot
and Static Probe
Probe sensing is extremely accurate, and only
a minor correction must be made in the air data
The Rosemount pitot static probes mounted on d i s p l ay u n i t ( A D D U ) – a i r d a t a c omputer
each side of the nose section provide both (ADC). There are altitude correction charts
pitot and static pressure to designated sys- that must be used if a malfunction occurs ei-
tems. The probes also contain heating ele- ther in the ADDU system or the pitot static sys-
ments for anti-icing and are controlled by the tem. These correction factors are included in
L or R PITOT HEAT switches (refer to Chap - 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
ter 10, Ice and Rain Protection). Four drain Supplement.
valves are located near the end of the nose
gear doors and are installed at the system low There is a critical nose section area adjacent
points to drain moisture. to each pitot-static probe (left and right) that
must be checked on every preflight before
The pitot pressure is sensed separately from flight into RVSM airspace (Figure 16-18). The
the front of each probe. The left pitot pressure inspection area is also identif ied by four 90°
is plumbed to the pilot airspeed indicator. Pitot angle marks painted on the fuselage in each
pressure from the right pitot probe is plumbed corner. The preflight walkaround check is to
to all other systems that need pitot pressure. 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 AVIONICS
deformation has occurred in that area. Also, IS&S Altimeter/ADC System
check the pitot static probe heads for any de-
formation or obstruction around the inlet or General
static ports. On the FC 200 and FC 530 autopilot aircraft, the
pilot (servo pneumatic or pneumatic) and copi-
lot (pneumatic) altimeters are replaced with the
IS&S combination self sensing altimeter
(ADDU–Air Data Display Unit/ADC–Air Data
Computer) (Figure 16-19).
Figure 16-18. Right Side Figure 16-19. Pilot and Copilot

Pitot-Static Probe Altimeters
Static Source/Static Port On FC 200 aircraft, an analog interface unit

Switch (AIU) is installed and converts digital data
from the altimeters to analog signals that in-
A static source/static port switch is installed terface with the existing FC 200 autopilot.
either on the pilot anti-ice switch panel, or on The AIU also provides outputs for V MO /M MO
the forward part of the throttle quadrant (Fig - overspeed warning, gear horn warnings, air-
ure 16-17). The switch is a three position tog- craft speed data for the mach trim computer,
gle switch: BOTH (center), L (left), or R and air data information to other optional air-
(right). The switch is used to select the static craft systems (e.g., long range nav, SAT/TAS
source to be used. indicator).
For example, when BOTH is selected, both S1 On FC 530 aircraft, the AIU converts digital
and S2 on both sides are used and are cross- data from the altimeters to analog signals to
connected. When the L position is selected, the interface with the existing FC 530 autopilot
RIGHT probe STATIC is isolated; STATIC and to provide air data information to other op-
pressure from the LEFT probe only is being tional aircraft systems (e.g., long range nav,
used. When the R position is selected, STATIC SAT/TAS indicator).
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 po-
sition is used in RVSM airspace, refer to the
AFM Supplement for procedures/guidance.

16 AVIONICS
On both FC 200 and FC 530 aircraft, the alti- NOTE

tude alerter panel is removed and replaced
with an air data switch panel (Figure 16-20). The autopilot must be disengaged
This panel consists of green ADC1 and ADC2 wh e n sw i t c h i n g f r o m o n e A D C
pushbutton switchlights and a red AIU FAIL source to another.
annunciator light.
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 de-
pressed for longer than four seconds, unit se-
lection 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
Barometric pressure is set by rotating the
BARO select knob. Momentarily depressing the
The altimeter/ADC combines the function of the BARO knob for less than two seconds will set
basic altimeter with those of the traditional al- 29.92 IN.HG or 1013 hPa. Note that the mas-
titude alerter and is also a self-sensing unit with ter A and the slave baro set knobs are totally
pitot and static connections. A new standby al- independent and different units (IN.HG or hPa)
timeter is installed and plumbed to the copilot and different baro settings are possible.
static source. The installation utilizes three in-
dependent sources of electrical power to the al- Additional information may be displayed on
timeters, one of which is the emergency battery. 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.
Altimeter Operation There is a COM and STBY light indication on
the face of each altimeter (ADDU). An illu-
The Learjet RVSM installation chose to install
minated COM indication indicates that the
IS&S altimeters/ADDU as shown in Figure 16-
data bus communication between the pilot and
19. They provide altitude indications and also
copilot ADDU is lost. An illuminated STBY
generate and indicate additional data. When
indication indicates SSEC corrections are not
ADC1 (pilot) or ADC2 (copilot) switch is de-
being applied. Should the COM or STBY lights
pressed on the air data switch panel, the switch
display or AIU FAILURE indicator illumi-
panel light will illuminate and the selected al-
nate, consult your appropriate AFM
timeter/ADDU will have an active master A il-
Supplement as the abnormal procedures differ
luminated. This now becomes the master
between FC 200 and FC 530 aircraft. If the AIU
altimeter/ADDU and is used for transponder,
FAIL light, located on the air data switch panel
altitude pre-select, altitude alerting, air data
illuminates, select the other ADC on the switch
input to the AIU, and other auxiliary outputs.
panel and refer to the AFM Supplement ab -
normal procedures.
The altimeter that does not have the A illu-
minated is referred to as the slave unit.

16 AVIONICS
Power Source/Failure On FC 200 aircraft, a pilot altimeter (ADDU)
emergency lighting (PLT ALTM EMER LTG)
E l e c t r i c a l p owe r f o r t h e p i l o t a l t i m e t e r switch may be installed on the pilot side panel.
(Figure 16-21) is supplied by the ALTM or If the switch is installed and normal electri-
PRI ALTM circuit breaker located on the left cal power is lost to the pilot altimeter, the
essential bus (L ESS BUS). It may also be ADDU back lighting will remain ON and the
powered by the emergency battery through the pilot may select desired intensity of the digi-
EMER ALTM circuit breaker located on the tal display by using this switch.
left circuit breaker panel.
If this switch is not installed, the ADDU back
If normal electrical power is lost to the pilot lighting will remain on if the pilot INSTR
altimeter (ADDU) and it is being powered by PNL dimmer knob (pilot side panel) is turned
the emergency battery, the pilot ADDU will ON (out of detent) and the altitude display
function using the emergency battery power, will be dimmed.
but the PWR and COM indication will illu-
minate on the pilot ADDU (altimeter) display For daylight conditions, the INSTR PNL dim-
(Figure 16-22). mer knob should be turned OFF (in the OFF
detent position), which will cause the back
lighting to be off and the altitude display to be
bright.
R
ESS
B GEAR
BUS
FLAPS
STBY ALT VIBRATOR
EMER ALTM (PILOT

ADDU ALTIMETER)
EMER EMR
BAT PWR
S
VDC T
BATTERY OUTPUT B
28 VDC Y
EMERGENCY INPUT OFF
BAT CB
INVERTER
VAC OUTPUT
115 VAC OUTPUT CLI MB

4.6 VAC OUTPUT
EMERGENCY
BATTERY LIGHTING DI VE
STBY ALT
PUL
L
TO
C
AGE
ATTITUDE GYRO
Figure 16-21. Emergency Battery Power System

16 AVIONICS
For FC 530 aircraft, this switch is not in- Altitude Alerter Operation
stalled; the ADDU back lighting will remain
ON if the pilot INSTR PNL (pilot side panel) Select the desired alerter altitude by rotating
dimmer knob is turned on (out of detent), the ALT SEL knob on the face of the altime-
and the altitude display will be dimmed. ter (ADDU) (see Figure 16-19). Clockwise
rotation causes the selected altitude to in-
For daylight conditions, the INSTR PNL dim- crease and counter-clockwise to decrease.
mer knob should be turned off (in the OFF de- Knob sensitivity is 100 ft per detent (30 me-
tent position), which will cause the back ters in metric mode). As long as the same units
lighting to be off and the altitude display to be (feet or meters) are selected, rotating the ALT
bright. If normal electrical power is lost to the SEL knob on the master ADDU (A illumi-
copilot altimeter, the copilot ADDU will be nated) changes the selected altitude on both
inoperative. the master and the slave ADDU. If different
units are selected, the display on the slave unit
blanks and its ALT SEL knob is disabled.
Momentarily depressing the ALT SEL knob
extinguishes the altitude alarms until the ap-
propriate approach conditions are met again.
PRI ALTM PILOT ALTIMETER

L ESS BUS A
1
EMER ALTM
L ESS BUS ANALOG
INTERFACE UNIT
(AIU)
1
OUTPUT ANALOG
SIGNALS FROM AIU
ADC SWITCH ADC1 USED BY:
AND ANNUNCIATOR AIU FAIL • GEAR WARNING ALTITUDE
PANEL ADC2 (FC 200)
• AUTOPILOT
SEC ALTM (FC 200 AND FC 530)
R ESS B BUS • VMO/MMO OVERSPEED
WARNING (FC 200)
1 • MACH TRIM (FC 200)
• LONG RANGE NAV
(FC 200 AND FC 530)
• SAT/TAS
(FC 200 AND FC 530)
AIU PWR 1
L ESS B BUS
1 COPILOT ALTIMETER
AIU PWR 2
L ESS B BUS
1
AIU REF
26 VAC L AC BUS
STBY ALTM
R ESS BUS B
(EMERGENCY BATTERY ON) STANDBY
1 ALTIMETER
INSTRUMENTS LIGHT FROM EMERGENCY BATTERY (VIBRATOR)
Figure 16-22. Learjet Electrical Diagram for Altimeter/ADDU and AIU

16 AVIONICS
Altitude Reporting Standby Altimeter
Altitude reporting data may be supplied from The standby altimeter—a pure static altime-
either air data display unit (ADDU). Selecting ter—is plumbed to the copilot static system
ADC-1 on the air data switch panel (see (Figure 16-23). Electrical power for the al-
Figure 16-20) provides altitude information timeter lighting and vibrator is supplied from
from the pilot ADDU for either transponder. the aircraft emergency batter y when the
Selecting ADC-2 on the switch panel provides switch is placed in ON. The standby altime-
altitude information from the copilot ADDU ter is not powered when the EMER BAT
for either transponder. switch is in STBY. There is an OFF flag on
the left lower corner to indicate that the vi-
The TFR 1-2 switch—if installed—is located brator is not operating.
on the transponder control panel. Selecting
TFR-1 transmits altitude information from
the LEFT transponder supplied by the selected
ADDU. Selecting TFR-2 transmits altitude
information from the RIGHT transponder sup-
plied by the selected ADDU.
System Checks/Tests
System Operational Check
An operational check of the altimeter/ADC
system is outlined in the appropriate Airplane
Flight Manual Supplement. Refer to your sup-
plement for information on how and when to
perform this system operation check and for
proper display information during the check. Figure 16-23. Standby Altimeter
Initiated Built-In Test (BIT)

Both the pilot and copilot ADDU/ADC con-
Altitude Position Correction
tain a built-in test feature that may be per- Charts
formed as desired by the crew. The aircraft There are altitude position correction charts
must be below 40 kt to activate this test. The in the Airplane Flight Manual and also in the
test is initiated by depressing the recessed AFM Supplements. For FC 200 aircraft, the al -
TEST button on the lower left front side of the titude position correction charts supplied with
ADDU bezel (see Figure 16-19). When de- the FC 200 autopilot retrof it with Rosemount
pressed, the ADDU and the AIU begin their pitot static probes supplement (AFMS W1266)
BIT tests. Your AFM Supplement describes must be applied to the standby altimeter. They
exactly how to perform this test and what in- also must be applied to the indicated altitude
dications to look for. If an error is detected dur- when the STBY indicator light is illuminated
ing the test, the AIU fail light on the air data on an IS&S ADDU (primary altimeter). The
switch panel remains illuminated. correction charts supplied with AFMS W1483
are used for altitude correction on the primary
altimeters when the STBY indicator light is
not illuminated.

16 AVIONICS
For FC530 aircraft, the altitude position cor-

rection 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 cor-
rection charts supplied with AFMS W1484 are
used for altitude correction on the primary
altimeter (ADDU) when the STBY indicator Figure 16-25. Shoulder Static Port
light is not illuminated.
The Rosemount pitot static probes on each side
WEST STAR RVSM of the nose section provide both pitot and static
INSTALLATION pressures to designated systems. The probes also
contain heating elements for anti-icing and are
Rosemount Pitot-Static Probes controlled by the L and R PITOT HEAT switches
(see Chapter 10, Ice and Rain Protection). Drain
For FC 200 autopilot equipped aircraft, the tra- valves are located near the end of the nose gear
ditional pitot tubes and static ports are re- doors and are installed at the system low points
moved and replaced with Rosemount pitot and to drain moisture during preflight.
static probes (Figure 16-24).
The left pitot pressure is plumbed to the pilot
airspeed indicator and the Honeywell AZ-252
air data computer (ADC). The right pitot pres-
sure 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 in-
dicators (Figures 16-26 and 16-27).
Figure 16-24. Rosemount Pitot and
Static Probe Probe sensing is extremely accurate; only minor
corrections must be made. These correction
factors are included in the applicable AFM
Earlier FC 200 aircraft that have already been Supplement. A critical nose section area adja-
modified with the Rosemount pitot static probe cent to each pitot static probe (left and right)
system and FC 530 aircraft are described under must be checked on every preflight before flight
FC 530 modif ication (see AFMS W1266). The into RVSM airspace. The preflight check en-
alternate static source valve at the bottom of sures that no dents, paint chips or distortions
the left side of instrument panel is removed. The are present in the probe area that would disrupt
pressurization static port is not changed (see or distort airflow in the area. Also, check the
Chapter 12, Pressurization). The shoulder static pitot static heads for any deformation or ob-
ports remain installed and are used for the struction around the inlet or static ports. FC 530
standby altimeter and an alternate static source au topilot West Star modif ied aircraft utilize
for the airspeed indicators (Figure 16-25). the existing static port/source switch.

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 SHOULDER
22,500 FT SWITCH STATIC PORTS EXISTING PILOT STALL
F.S. WARNING 22,500 FT SWITCH
160.77
FR 5
PILOT AIRSPEED COPILOT AIRSPEED

STATIC VALVE STATIC VALVE
REFERENCE DESTINATIONS
PITOT
PILOT—S1
COPILOT—S2 STATIC
COPILOT—S1
PILOT PILOT STBY COPILOT COPILOT COPILOT
PILOT—S2 STATIC AIRSPEED VERTICAL ALTIMETER AIRSPEED AM-250 VERTICAL
INDICATOR SPEED IND INDICATOR ALTIMETER SPEED IND
SHOULDER STATIC
16-31
Figure 16-26. Pitot-Static System Schematic for AFCS FC 200 Aircraft
16 AVIONICS
16 AVIONICS
16-32
DRAINS
4 PLACES
NOSE
LOWER SKIN
NEW AZ-252

AIR DATA COMPUTER
MACH SWITCH
L ROSEMONT
P/S PROBE R ROSEMONT
P/S PROBE
ISOLATION
VALVES (REF) ISOLATION
VALVES (REF)
F.S.
160.77
FR 5
REFERENCE DESTINATIONS
PITOT
PILOT—S1
COPILOT—S2 STATIC
COPILOT—S1
PILOT—S2 STATIC
PILOT PILOT STBY COPILOT COPILOT COPILOT

AIRSPEED VERTICAL ALTIMETER AIRSPEED AM-250 VERTICAL
INDICATOR SPEED IND INDICATOR ALTIMETER SPEED IND
Figure 16-27. Pitot-Static System Schematic for AFCS FC 530 Aircraft

16 AVIONICS
Static Port/Source Switch Air Data Computer
On FC 530 aircraft, including earlier FC 200 The West Star RVSM installation chose to use
aircraft that have been modif ied with the Honeywell equipment. The Honeywell AZ-
Rosemount pitot static probe system, a static 252 advanced air data computer (ADC) system
port/source switch is installed (Figure 16-28). consists of a RVSM capable advanced digital
This switch is installed either during produc- air data computer with analog outputs for both
tion or is installed by STCs: ST 00321WI or ST the FC 200 and FC 530 (Figure 16-29).
00321WI-D-FC 200 autopilot retrof it with
Rosemount pitot-static probes. The function
of this switch does not change with the West Star
installation.
Figure 16-29. West Star Air Data

Computer
The ADC receives total pressure input from the

left pitot probe and static pressure from S1 (left
Figure 16-28. Static Port/Source probe) and S2 (right probe) static port. The
Switch ADC receives total air temperature (TAT) from
the TAT probe.
The L, R or BOTH position of this switch is
the static source being used. It must be in the The ADC provides outputs to the pilot altime-
BOTH position for flight into RVSM airspace. ter, altitude alerter, autopilot, Mach trim, air-
However, if the system malfunctions and either speed warning, landing gear warnings, ATC #1,
the L or R position is selected while in RVSM 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 :
airspace, refer to your AFM Supplement for the SAT/TAS/TAT indicator, IDC/Kolsman vertical
procedures that must be followed. FC 200 airspeed indicator and long range navigation sys-
craft modif ied by the West Star installation tem (FMS). An ADC BITE (built-in-test) is ini-
does not have this switch. tiated upon system power up. The ADC has no
failure annunciations. Failure is indicated by
fault indications in the associated indicators
and controls.

16 AVIONICS
Refer to Tables 16-3 and 16-4 for a partial list See Figure 16-30 for the West Star Avionics
of cockpit indications should the ADC fail. Block Diagram.
The AZ-252 air data computer requires 115
VAC electrical power and it is supplied from the
left AC bus.
Table 16-3. WEST STAR ADC FAILURE INDICATIONS CHART FOR FC 200 AIRCRAFT
ADC FAILURE
EQUIPMENT INDICATION REMARKS
M/ASI IS OPERATIVE, AURAL OVER-

PILOT MACH/AIRSPEED ––
SPEED WARNING INOPERATIVE
ALTIMETER IS INOPERATIVE, USE

DASHES IN ALL LCD DISPLAY
PILOT ALTIMETER STANDBY ALTIMETER OR CROSS
FIELDS, POINTER PARKS AT 8
SIDE ALTIMETER
PILOT VERTICAL SPEED –– PNEUMATIC VSI IS OPERATIVE

OR OR OR
**PILOT IDC VSI VSI POINTER PARKED AT 0 IDC VSI IS INOPERATIVE
ALTITUDE ALERTER 0 DISPLAYED INOPERATIVE
**SAT/TAS/TAT DASHES DISPLAYED INOPERATIVE
AUTOPILOT VERTICAL MODES WILL DO NOT USE AUTOPILOT VERTICAL

AUTOPILOT
ENGAGE BUT ARE UNRELIABLE MODES
MACH TRIM MACH TRIM ILLUMINATED LIMIT MACH NO. TO ≤MO.74
ATC TRANSPONDER LOSS OF ALTITUDE REPORTING SELECT ATC 2
LOSS OF ADC INPUTS, USE

**FMS/GPS ETC. ADC FAIL MESSAGE
MANUAL INPUTS IF APPLICABLE
**OPTIONAL EQUIPMENT WHICH MAY OR MAY NOT BE INSTALLED, SEE THE AIRCRAFT EQUIPMENT LIST

16 AVIONICS
Table 16-4. WEST STAR ADC FAILURE INDICATIONS CHART FOR FC 530 AIRCRAFT
ADC FAILURE
EQUIPMENT INDICATION REMARKS
M/ASI IS OPERATIVE, THE 300 KIAS

PILOT MACH/AIRSPEED –– AURAL OVERSPEED WARNING
INOPERATIVE
ALTIMETER IS INOPERATIVE, USE

DASHES IN ALL LCD DISPLAY
PILOT ALTIMETER STANDBY ALTIMETER OR CROSS
FIELDS, POINTER PARKS AT 8
SIDE ALTIMETER
PILOT VERTICAL SPEED –– PNEUMATIC VSI IS OPERATIVE

OR OR OR
**PILOT IDC VSI VSI POINTER PARKED AT 0 IDC VSI IS INOPERATIVE
ALTITUDE ALERTER 0 DISPLAYED INOPERATIVE
**SAT/TAS/TAT DASHES DISPLAYED INOPERATIVE
AUTOPILOT VERTICAL MODES ARE CANCELED VERTICAL MODES ARE INOPERATIVE
MACH TRIM MACH TRIM ILLUMINATED LIMIT MACH NO. TO ≤MO.74
SELECT ATC 2
ATC TRANSPONDER LOSS OF ALTITUDE REPORTING OR
SELECT ENCODE ALT-XFER
LOSS OF ADC INPUTS, USE

**FMS/GPS ETC. ADC FAIL MESSAGE
MANUAL INPUTS IF APPLICABLE
**OPTIONAL EQUIPMENT WHICH MAY OR MAY NOT BE INSTALLED, SEE THE AIRCRAFT EQUIPMENT LIST

16 AVIONICS
ALTITUDE ALERT LIGHT
PS
BA-250 AL-800 AM-250
BAROMETRIC ALTITUDE BAROMETRIC
PT ATC #2
INDICATOR ALERTER INDICATOR
BAROSET A429 DISPLAY AND

SELECT DATA
PS IDC VSI*
LEARJET 35/36 *OPTIONAL

PT AZ-252 AIR DATA COMPUTER
ATC #1 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 Altimeter—BA-250
Barometric Altimeter
The BA-250 barometric altimeter, installed
at the pilot position, incorporates an ana-
log/LCD digital display of baro-cor rected
pressure altitude, baro-correction displays,
and an amber altitude alert light. It is both
English and metric capable (Figure 16-31).
Barometric pressure, which is set manually

with the BARO knob, is displayed in inches of
mercury and hectoPascals (hPa) on the baro-
corrected displays. A STD pushbutton selects
standard barometric pressure of 29.92 or 1013 Figure 16-31. West Star Pilot Altimeter
hPa. When ADC inputs are lost, dashes are dis-
played in all LCD display fields and the pointer
moves to the 8 on the numerical dial. The al-
timeter requires 28 VDC supplied by the
ALTM 1 circuit breaker on the left main bus.

16 AVIONICS
Copilot Altimeter—AM-250 AL-800 Altitude Alerter
Barometric Altimeter The AL-800 altitude alerter system provides
The AM-250 barometric altimeter, installed in both visual and aural signals for altitude aware-
the copilot position, is a fully RVSM capable ness (Figure 16-33). The desired altitude is
altimeter with an integrated air data computer selected by slewing the displayed altitude to
(Figure 16-32). It is a self-contained unit and t h e d e s i r e d va l u e . D u r i n g f l i g h t , w h e n
is not connected to the AZ-252 air data com- approaching the preselected altitude, at 1,000
puter. It incorporates an analog/LCD display of ft prior to reaching that altitude, the amber al-
baro-corrected pressure altitude, baro-corrected titude alert light in each altimeter is illuminated
displays, and an amber altitude alert light. and an aural alert is sounded. The altitude alert
light remains illuminated until the aircraft is
within 200 ft of the selected altitude where it
extinguishes.
Figure 16-33. Altitude Alerter

Figure 16-32. West Star Copilot Altimeter
If the aircraft should subsequently deviate from
the selected altitude by 200 ft, the altitude alert
Barometric pressure is manually set with the light illuminates and the aural warning will
BARO knob and displayed in inches of mercury sound again. The altitude alert light remains
and hectoPascals on the baro-correction dis- illuminated until the aircraft returns to within
plays. A STD pushbutton selects standard baro- 200 ft of the selected altitude or a new altitude
metric pressure. It also provides an output to ATC is selected. An 0 will be displayed on the alti-
#2. When silicon pressure sensor inputs are lost, tude alerter display when ADC inputs are in-
dashes are displayed in all LCD fields and the valid. The altitude alerter uses 28 VDC supplied
pointer moves to the 8 on the numerical dial. This by the ALT ALERT circuit breaker on the left
altimeter requires 28 VDC supplied by the ALTM main bus.
2 circuit breaker on the right main bus.

16 AVIONICS
Standby Altimeter Airspeed Static Valves

The standby altimeter is a pure static altimeter There are two airspeed static valves installed
(Figure 16-34). On FC 200 aircraft, it is below the instrument panel on each side (Figure
plumbed to the shoulder static ports that are 16-35). These manual valves are provided to
heated anytime there is electrical power on the supply an alternate static source to the re-
aircraft. spective airspeed indicator. The valves have
two positions—NORMAL and ALTERNATE.
Figure 16-34. Standby Altimeter

Figure 16-35. Right Airspeed Static Valve
On FC 530 aircraft, the standby altimeter is

When NORMAL is selected, the respective
plumbed to the copilot Rosemount probe static
airspeed indicator receives static pressure
system; a vibrator installed in the standby al-
from the normal Rosemount static source.
timeter and an OFF flag in the upper left cor-
When ALTERNATE is selected, the valve
ner indicate that the vibrator is not operating.
blocks the normal static pressure and con-
Electrical power for the vibrator is supplied by
nects that airspeed indicator to the shoulder
the STANDBY ALT circuit breaker located
port static source. Both valves must be in
on the right main bus. See Figure 16-30 for the
NORMAL for flight into RVSM airspace. If
West Star RVSM installation avionics block di-
ALTERNATE is ever selected while in RVSM
agram.
airspace, consult your AFM Supplement for
corrective action.

16 AVIONICS
Altitude Position and Airspeed source correction curves incorporated into the
Correction Charts display, so the pilot and copilot altimeters have
negligible errors in cruise flight.
The new Rosemount pitot static probe instal-
lation changes the static source position error The standby altimeter is connected to the shoul-
for the basic aircraft. New charts are included der ports and has a static source error. When
the the AFM Supplement, Document Number using the standby altimeter, the static source cor-
30A04002, and have been developed from flight rection factor must be applied to obtain the
test calibrations. The chart numbering system proper indication. When an airspeed static
in the supplement matches the basic aircraft source valve, which is located under the in-
AFM to the maximum extent possible. strument panel, is selected to ALTERNATE, it
applies shoulder port static pressure to the ap-
The new charts include aircraft weights up to plicable airspeed indicator. Airspeed indicator
19,600 lb to accommodate the increased gross and Mach position correction chart values must
weights that may be applicable to some Learjet be applied. These correction charts are located
35/35A and 36/36A aircraft altered by Avcon in the AFM Supplement. A cross-reference
Division gross weight increase modifications. between Figures in the AFM Supplement and the
Learjet AFMs (AFM-019—Model 35/36) and
The pilot and copilot altimeters are electrical, AFM-102—Model 35A/36A with FC200
with the pilot BA-250 altitude display being Autopilot) is presented in the AFM Supplement.
driven by the AZ-252 air data computer and the In some cases, charts in the West Star Sup -
copilot having an AM-250 barometric altime- plement are new and did not exist in the Learjet
ter. The AZ-252 air data computer and the AFM.
copilot AM-250 barometric altimeter have static

16 AVIONICS

16 AVIONICS
QUESTIONS
NAVIGATION SYSTEM FC 530 Autopilot Aircraft
FC 200 Autopilot Aircraft 1b. The static ports for flight instrument
operation are located:
1a. The static ports for flight instrument op- A. In the unpressurized nose section
eration are located: B. In the pitot-static heads
A. In the unpressurized nose section C. Flush mounted on the left and right
B. On the top and bottom of the pitot- sides of the nose section
static heads D. On both sides of the aft fuselage
C. Flush mounted on the left and right
sides of the fuselage nose section 2b. The pilot controls the static pressure
D. On both sides of the aft fuselage source for the pilot flight instrument op-
eration:
2a. The pilot controls the static pressure A. Electrically with the STATIC PORT
source for the pilot flight instrument switch
operation: B. Mechanically with the STATIC PORT
A. Electrically with the STATIC PORT switch
switch C. Electrically with the ALTERNATE
B. Mechanically with the STATIC PORT STATIC SOURCE switch
switch D. Mechanically with the ALTERNATE
C. Electrically with the ALTERNATE STATIC SOURCE switch
STATIC SOURCE switch
D. Mechanically with the ALTERNATE 3b. The air data unit receives pitot informa-
STATIC SOURCE valve lever tion from:
A. The left pitot head
3a. The air data sensor receives pitot infor- B. The right pitot head
mation from:
C. Both pitot-static heads
A. The left pitot head D. The right pitot-static head
B. The right pitot head
C. Both pitot-static heads 4b. The air data unit receives static infor-
D. The right pitot-static head mation from:
A. The shoulder static air ports
4a. The air data sensor receives static infor- B. The pressurization module static air
mation from: port
A. The shoulder static air ports C. The right pitot-static head
B. The pressurization module static air D. Both pitot-static heads with static
port source switch in BOTH
C. The right pitot-static head
D. Both pitot-static heads

CHAPTER 17
MISCELLANEOUS SYSTEMS
CONTENTS
Page
17 MISCELLANEOUS
INTRODUCTION................................................................................................................. 17-1
SYSTEMS
GENERAL ............................................................................................................................ 17-1
OXYGEN SYSTEM ............................................................................................................. 17-2
Oxygen Cylinder ........................................................................................................... 17-3
Overboard Discharge Indicator...................................................................................... 17-3
Crew Distribution System ............................................................................................. 17-4
Passenger Distribution System ...................................................................................... 17-6
DRAG CHUTE ..................................................................................................................... 17-8
General .......................................................................................................................... 17-8
Operation ....................................................................................................................... 17-9
SQUAT SWITCH SYSTEM ................................................................................................. 17-9
General .......................................................................................................................... 17-9
Squat Switches............................................................................................................... 17-9
Squat Switch Relay Box.............................................................................................. 17-10
QUESTIONS ...................................................................................................................... 17-11

ILLUSTRATIONS
Figure Title Page
17-1 Oxygen System ...................................................................................................... 17-2
17-2 Oxygen Cylinder and Overboard Discharge Indicator .......................................... 17-3
17-3 OXYGEN PRESSURE Gage ................................................................................ 17-4
17 MISCELLANEOUS
17-4 Crew Oxygen Mask ............................................................................................... 17-4
SYSTEMS
17-5 OXY-MIC Panel (Typical)...................................................................................... 17-5
17-6 Passenger Distribution System .............................................................................. 17-6
17-7 Passenger Mask...................................................................................................... 17-7
17-8 Drag Chute Components Location ........................................................................ 17-8

CHAPTER 17
MISCELLANEOUS SYSTEMS
17 MISCELLANEOUS
SYSTEMS
INTRODUCTION
Miscellaneous systems covered in this section include the oxygen system, the drag
chute, and the squat switch system. The aircraft uses high-pressure oxygen stored in a
cylinder located in either the right nose section or the dorsal f in. Optional long-range
oxygen installations are available. The drag chute is offered as optional equipment. The
squat switch system provides the airborne and ground signals that activate or deactivate
certain systems during takeoff and landing.
GENERAL extended unpressurized flight at high cabin

altitudes requiring the use of oxygen.
The 35/36 series oxygen system consists of the
crew distribution system and the passenger The optional drag chute is used to improve
distribution system. Oxygen is available to deceleration on the ground. It is most effec-
the crew at all times and can be made avail- tive when deployed at higher speeds, but can
able to the passengers either automatically still be effective when deployed at speeds
above 14,000 ft cabin altitude or manually at below 60 kt.
any altitude by the cockpit controls. The
system is primarily designed for use in the The squat switch system includes two
event of rapid decompression or pressurization switches—one located on each of the main gear
system failure. It is not designed for planned scissors—and a relay box.

OXYGEN SYSTEM 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,
The oxygen system components include an and distribution systems for the crew and
oxygen storage cylinder and a shutoff passengers. Figure 17-1 depicts the oxygen
system.
OXYGEN
CYLINDER
17 MISCELLANEOUS
SYSTEMS
FILLER DISCHARGE
VALVE INDICATOR
155
30 195
0 200
PSI X 10
PRESSURE REGULATOR OXYGEN

AND SHUTOFF VALVE PRESSURE
PILOT
MASK
TO COPILOT
MASK
LEGEND
PASS OXY
SUPPLY PRESSURE
VALVE
REGULATED PRESSURE
QUICK
DISCONNECT
PASS MASK PASSENGER MASK

VALVE STORAGE COMPARTMENT
SOLENOID
VALVE
DOOR
LATCH
MASK
LANYARD PIN
ANEROID SWITCH
(14,000 FT)
MASK VALVE/FLOW REGULATOR
Figure 17-1. Oxygen System

OXYGEN CYLINDER sition; this is a specif ied item on the exterior

preflight inspection. The pilot should be aware
The system is supplied with oxygen from a that if the oxygen cylinder shutoff valve is
storage cylinder located in the right nose closed, oxygen pressure will still be read on
section on SNs 35-002 to 35-491 and 36-002 the OXY PRESS gage in the cockpit. During
to 36-050 (Figure 17-2). On SNs 35-492 and the interior preflight inspection, ensure that the
subsequent and 36-051 and subsequent, the shutoff valve is open by checking for oxygen
cylinder is located in the dorsal fin. An optional flow through both crew oxygen masks, using
long-range installation incorporating two cylin- the 100% (EMER) position.
17 MISCELLANEOUS
ders is available; location of the cylinders
varies.
OVERBOARD DISCHARGE
SYSTEMS
Each oxygen cylinder has a storage capacity INDICATOR
of 38 cu ft at 1,800 psi. The shutoff valve and
pressure regulator assembly is attached to the The overboard discharge indicator (green blowout
storage cylinder and provides for pressure disc) (Figure 17-2) provides the pilot with a
regulation, pressure indication, and servic- visual indication that there has not been an over-
ing. Oxygen pressure for the passenger and pressure condition in the oxygen storage cylin-
crew distribution system is regulated at 60–80 der. The disc blows out if the cylinder pressure
psi. The cylinder, along with its shutoff valve reaches 2,700–3,000 psi, releasing all oxygen
and regulator assembly, can be reached through pressure. System pressure should normally be be-
an access door. Under normal conditions, this tween 1,550 and 1,850 psi. The green blowout
valve should always be left in the on (open) po- disc is located on the right side of the dorsal f in
or the lower right side of the nose section.
Figure 17-2. Oxygen Cylinder and Overboard Discharge Indicator

OXYGEN PRESSURE Gage The crew masks (Figure 17-4) are stowed on
the pilot and copilot sidewalls. The mask oxy-
The OXYGEN PRESSURE gage (Figure 17- gen lines are connected to quick-disconnect re-
3) provides a direct reading of oxygen cylin- ceptacles located on the cockpit sidewalls.
der pressure, which is necessary to ensure that Optional oxygen-flow detectors may be in-
an adequate supply of oxygen is aboard. The stalled in the mask oxygen lines.
gage is marked as follows:
• Yellow arc................................0–300 psi NOTE
Headsets, eyeglasses, or hats worn by
17 MISCELLANEOUS
• Green arc ......................1,550–1,850 psi

crewmembers may interfere with the
• Red line ....................................2,000 psi
SYSTEMS
quick-donning capabilities of the

The gage is located on the pilot side panel on oxygen mask.
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.
• The ZMR 100 series diluter-demand

Figure 17-3. OXYGEN PRESSURE Gage mask regulator has a NORMAL–100%
oxygen selector lever. With NORMAL
selected, the regulator delivers diluted
CREW DISTRIBUTION SYSTEM oxygen, on demand, up to 20,000 ft cabin
The crew distribution system (see Figure 17-1) altitude. Above 20,000 ft cabin altitude,
consists of the pilot and copilot oxygen masks the 100% oxygen position must be se-
with mask-mounted regulators for diluter- lected. With the selector in the 100%
demand or 100% operation. Oxygen is available position, 100% oxygen is delivered at
to the crew anytime the storage bottle shutoff any cabin altitude. The 100% position
valve is open and the masks are plugged in. should be used when smoke or fumes are
present in the pressurized compartment.

• 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 • The Scott ATO MC 10-15-02 mask, in

mask/regulator has two controls: the the normal pressure regulator position
NORMAL–EMERGENCY selector and with the 100% lever extended, will de-
the 100% lever. With NORMAL selected, liver diluted oxygen up to 30,000 ft cabin
the regulator delivers diluted oxygen on altitude, 100% oxygen above 30,000 ft
demand, up to 30,000 ft cabin altitude. cabin altitude, and automatic pressure
Above 30,000 ft, the regulator delivers breathing above approximately 37,000
100% oxygen under a slight positive pres- ft cabin altitude. To obtain 100% oxy-
sure. Depressing the 100% lever will gen at any time, depress the 100% lever
17 MISCELLANEOUS
deliver 100% oxygen at any time. With on the mask pressure regulator. With
EMERGENCY selected (at any altitude) EMERGENCY selected, the mask will
SYSTEMS
and the 100% lever depressed, the regu- deliver 100% oxygen and maintain a
lator delivers 100% oxygen and maintains positive pressure in the mask cup at all
a slight positive pressure for respiratory times for respiratory protection from
protection from smoke and fumes. smoke and fumes.
• The Puritan-Bennett pressure demand Each mask assembly includes a microphone
mask/regulator incorporates a three-po- and has an electrical cord that is plugged into
sition selector knob labeled NORM, 100%, the OXY-MIC jack on the respective OXY-MIC
and EMER. With NORM selected, the reg- panel (Figure 17-5) on each side panel. To op-
ulator delivers diluted oxygen on demand, erate the mask microphone, the OXY-MIC
up to 33,000 ft cabin altitude. Above switch must be in ON and the microphone
33,000 ft, the regulator automatically de- keyed, using the microphone switch on the
livers 100% oxygen. At 39,000 ft, it outboard horn of the control wheel. Com mun -
provides positive-pressure breathing. To ication between crewmembers can be ac -
obtain 100% oxygen at any time, 100% complished by using the INPH function of the
must be selected on the pressure regula- audio control panel and increasing the MAS-
tor control. With EMER selected, the reg- TER VOL level.
u l a t o r d e l ive r s 1 0 0 % ox y g e n a n d
maintains a slight positive pressure in the
mask cup at all times for respiratory pro-
tection from smoke and fumes.
Figure 17-5. OXY-MIC Panel (Typical)

PASSENGER DISTRIBUTION 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

SYSTEM required. Oxygen is available in the crew oxy-
gen distribution lines whenever the oxygen
The passenger distribution system (Figure cylinder shutoff valve is open; however, oxy-
17-6) is used to provide oxygen to the pas- gen is not available to the passenger distri-
sengers in case of a pressurization system bution system until required.
FROM
17 MISCELLANEOUS
CREW
OXYGEN
SYSTEMS
SYSTEM
PASS OXY VALVE

NORM—OFF
NORMALLY OPEN (NORM)
PASS MASK VALVE

MAN—AUTO
NORMALLY CLOSED (AUTO)
SOLENOID VALVE
NORMALLY CLOSED
DUAL-MASK
STORAGE
COMPARTMENT
OXYGEN
TRANSFER
TUBE
SINGLE-MASK STORAGE
COMPARTMENT
LEGEND
REGULATED PRESSURE
TO
OTHER
PASSENGER
MASK
COMPARTMENTS
Figure 17-6. Passenger Distribution System

Oxygen supply to the passenger system is con- In the event of aircraft electrical failure, au-
trolled with three valves. Two valves are man- tomatic deployment of the passenger masks is
ually operated with control knobs on the pilot not possible. The oxygen solenoid valve re-
sidewall, and the third is solenoid-operated by quires DC power through the OXY VAL cir-
an aneroid switch. The manually controlled cuit breaker on the left essential bus for
PASS OXY valve is normally in the NORM automatic mask deployment.
(open) position, which allows oxygen up and
to the manually controlled PASS MASK valve With the PASS OXY valve in the NORM (open)
and to the aneroid-controlled solenoid valve. position, rotating the PASS MASK valve from
17 MISCELLANEOUS
Oxygen can be admitted to the passenger dis- AUTO to MAN admits oxygen into the pas-
tribution system through either of these passenger distribution system and causes the pas-
SYSTEMS
senger mask valves, both of which are normally senger oxygen masks to drop. This position
closed. can be used to deploy the passenger masks at
any altitude, but will not cause the cabin over-
With the PASS OXY valve in the OFF (closed) head lights to illuminate.
position, oxygen will not be available to the
passenger distribution system in any event. The passenger oxygen masks (Figure 17-7)
This position may be used only when no pas- are stowed in compartments in the convenience
sengers are being carried. panels above the passenger seats. The com-
partments may contain as many as three masks,
With the PASS OXY valve in the NORM (open) depending on the aircraft seating configuration.
position, oxygen will be automatically ad- There will be at least one spare mask.
mitted to the passenger distribution system
through the aneroid-controlled solenoid valve The passenger mask storage compartment
if the cabin reaches 14,000 ±750 ft. The doors are held closed by latches. When oxy-
aneroid switch opens the solenoid valve and gen is admitted into the passenger distribution
deploys the passenger masks. It also illumi- system, the oxygen pressure causes the door
nates the cabin overhead lights. latches (plungers) to open each compartment
door. When the doors open, the passenger
Figure 17-7. Passenger Mask

masks fall free and are available for passen-

ger use. As the passenger pulls down on his
DRAG CHUTE
mask to don it, an attached lanyard withdraws
a pin from the supply valve that releases oxy- GENERAL
gen into the mask breather bag at a restricted,
constant flow rate. The rebreather bag may The optional drag chute may be used to shorten
seem to inflate slowly, but this is normal. stopping distances. The greatest deceleration
When inhaling, 100% oxygen is delivered to rate is produced at the highest speed; however,
the mask cup. The breath is then exhausted into the chute is still effective at speeds below 60
17 MISCELLANEOUS
the rebreather bag. kt. The chute is stored in a removable canis-

ter that is mounted inside the tail cone access
SYSTEMS
Should the doors be inadvertently opened from door. The canister lid is released from the can-
the cockpit, oxygen pressure must be bled ister when the drag chute handle is pulled, al-
from the passenger distribution system before lowing the pilot chute to deploy. The pilot
the masks can be restowed. This is accom- chute then pulls the main chute canopy out of
plished by pulling one of the passenger mask the canister.
lanyards after ensuring that the PASS MASK
valve is closed (AUTO). If the doors open due The main chute riser attaches to the aircraft at
to malfunction of the solenoid-operated valve, the chute control mechanism just forward of
the PASS OXY valve must be turned off to the canister (Figure 17-8). The loop at the end
permit stowage of the passenger masks. of the main riser slips over a recessed metal
pin that is held in position by spring pressure
The compar tment doors can be opened when the drag chute handle is stowed. There -
manually for mask cleaning and servicing. fore, if the chute should inadvertently deploy
(handle in stowed position), the main chute
riser will slip free of the pin and separate from
the aircraft.
DRAG CHUTE
CANISTER-LID
ASSEMBLY
DRAG CHUTE CONTROL

MECHANISM
DRAG CHUTE
CONTROL CABLE
DRAG CHUTE CONTROL HANDLE

(RH SIDE OF PEDESTAL)
Figure 17-8. Drag Chute Components Location

When the drag chute handle is pulled, the pin

is mechanically locked in position to retain the
SQUAT SWITCH
chute riser while the mechanical canister con- SYSTEM
trol mechanism operates to release the canis-
ter lid, thereby deploying the chute.
GENERAL
The drag chute can be used:
Some aircraft systems operate only on the
• When landing on a wet or icy runaway ground while others operate only in the air. The
squat switch system is designed to provide
17 MISCELLANEOUS
• During any landing emergency involving
the necessary ground or airborne signals to
no-flap hydraulic or brake failure, or loss
SYSTEMS
of directional control these systems. The squat switch system con-
sists of two squat switches—one on each main
• During takeoff if the decision is made to landing gear strut scissors—and a relay box lo-
abort cated under the cabin floor. When the aircraft
Do not deploy the drag chute under the fol- is on the ground, and the main landing gear
lowing conditions: struts are compressed, the squat switches close
to provide a ground mode signal. When the air-
• In flight craft lifts off the ground and the main landing
• If the nose gear is not on the ground gear struts extend, the squat switches open,
which interrupts the ground mode signals,
• When the indicated airspeed is above thereby shifting to air mode.
150 kt
• With thrust reversers deployed SQUAT SWITCHES
Each squat switch provides ground or air sig-
OPERATION nals to the following components:
As the nosewheel touches down, the copilot, • Stall warning system
on the pilot’s command, deploys the drag chute ° The switches disable the stall warning
by squeezing the drag chute control handle test feature in the air.
(Figure 17-8) and pulling it up to its full ex-
tension; a pull force of approximately 50 ° The switches disable the stall warning
pounds will be required. With the chute de- rate sensor on the ground. The rate
ployed, the pilot should keep the aircraft well sensor remains disabled for approxi-
clear of the runway and taxiway lights, mark- mately f ive seconds after lift-off.
ers, and obstructions on the upwind side. Taxi -
ing downwind should always be avoided. ° The left squat switch controls the left
stall warning system while the right
The drag chute can be jettisoned after squat switch controls the right stall
deployment at anytime. Normally, the pilot heads warning system.
the aircraft into the wind as much as possible to • Antiskid system
jettison the chute after the aircraft clears the
runway. The copilot jettisons the drag chute by ° The switches disable the wheel brakes
squeezing the control handle grip safeties and in the air with the antiskid system on.
pushing the handle down to the stowed position The wheel brakes remain inoperative
to release the chute. If the chute has collapsed until wheel spinup requirements have
prior to jettisoning, the chute riser must be pulled been met on landing.
free after stowing the handle. Because the
possibility always exists that jettisoning the chute ° The left squat switch controls the out-
board wheel brakes while the right
might be required during the landing roll, squat switch controls the inboard
any planned deployment should be coordinated wheel brakes.
with the control tower.

• Gear control valve • Cabin pressurization

° The switches disable the gear-up • Safety valve vacuum solenoid closes in
solenoid on the ground to prevent the air (SNs 35-099 and subsequent and
inadvertent landing gear retraction. 36-029 and subsequent only)
° Either squat switch in ground mode • Amber CAB ALT light (if installed) is
will disable the gear-up solenoid. Both disabled on the ground
squat switches must be in the air mode
to allow landing gear retraction. • Control module solenoids shift from
ground to air mode
17 MISCELLANEOUS
• Squat switch relay box

• Amber TO TRIM light—Disabled in the
SYSTEMS
° Either squat switch in the ground mode air

puts the relay box in ground mode.
• Windshield heat system—Shifts from
° Both squat switches must go to air ground to air mode (see Chapter 10, Ice
mode to put the relay box in air mode. and Rain Protection, for additional in-
formation)
The position of the SQUAT SW circuit breaker
has no effect on landing gear, antiskid, or stall • Hourmeter and Davtron clock flight time
warning system operation. These systems function (if installed)—Disabled on the
receive signals directly from the squat switches ground
as explained previously.
• Mach trim test—Operates only on the
ground
SQUAT SWITCH RELAY BOX • Thrust reversers—Operate only on the
The squat switch relay box is necessary because ground
of the limited number of electrical contacts • Generator load limiting—Limits the out-
available on the main landing gear squat put of a single, engine-driven generator
switches. Sensing signals from both squat on the ground only (SNs 35-148 and
switches, the relay box provides ground or air subsequent and 36-036 and subsequent
mode signals to the components listed below. only)
The squat switch relay box uses DC power
from the SQUAT SW circuit breaker on the • Air data unit—TAS disabled on the
left main DC bus to provide ground mode sig- ground (FC 530 AFCS only)
nals. With the SQUAT SW circuit breaker open, • Mach overspeed warning/stick puller—
all the relay box functions go to air mode. Test function disabled in the air (FC 530
AFCS only)
The squat switch relay box provides ground or
air mode signals to the following: • Yaw damper—Disconnects at touch-
down (FC 530 AFCS only)
• Nosewheel steering—Disabled in the air
• Spoiler/spoileron system—Disables the
monitor system on the ground. Slows
the rate of spoiler deployment in the air

QUESTIONS
1. During preflight, the pilot can determine 4. The OXY PRESS gage reads:
if the oxygen bottle is turned on by: A. Direct pressure of the cylinder
A. Reading the pressure indicated on the B. Electrically derived system high pres-
oxygen pressure gage in the cockpit sure
B. Selecting 100% on the mask regula- C. Direct pressure of the pilot supply
tor and taking several deep breaths
17 MISCELLANEOUS
line
through the mask D. Electrically derived system low pres-
SYSTEMS
C. Placing the OXY-MIC switch to the sure
OXY position
D. Visually checking for the green flow 5. The maximum demonstrated crosswind
indicator on the mask supply hose component for drag chute deployment is:
A. 10 kt
2. With the PASS OXY valve in the NORM
B. 15 kt
position, selecting MAN on the PASS
MASK valve: C. 20 kt
D. 25 kt
A. Causes passenger masks to drop and
turns on the cabin overhead lights
6. The drag chute is deployed by:
B. Prevents oxygen from entering the
passenger oxygen distribution lines A. Squeezing the control handle
C. Disarms the 14,000 ft cabin aneroid B. Rotating the control handle fully
D. A d m i t s ox y g e n t o t h e p a s s e n g e r clockwise and pulling it up to its full
distrib ution lines and causes the extension
passenger oxygen masks to drop C. Squeezing the control handle and
pulling it up to its full extension
3. With the PASS OXY valve in the NORM D. Squeezing the control handle and
position and the PASS MASK valve in pushing it completely forward
the AUTO position:
A. Oxygen is supplied to the passenger 7. The maximum indicated airspeed for drag
masks if the cabin altitude reaches chute deployment is:
10,000 ft A. 120 kt
B. Passenger masks will automatically B. 130 kt
deploy in the event of electrical failure C. 140 kt
C. Passenger masks will automatically D. 150 kt
deploy and the cabin overhead lights
will illuminate if cabin altitude 8. If either main landing gear squat switch
reaches 14,000 ft remains in ground mode after takeoff:
D. The aneroid-controlled passenger
A. The landing gear will not retract
mask drop valve is disabled
B. The aircraft will not pressurize
C. T h e a m b e r TO T R I M l i g h t m ay
illuminate
D. All of the above

CHAPTER 18
MANEUVERS AND PROCEDURES
CONTENTS
Page
INTRODUCTION................................................................................................................. 18-1
GENERAL ............................................................................................................................ 18-1
ABBREVIATIONS ............................................................................................................... 18-1
STANDARD OPERATING PROCEDURES........................................................................ 18-2
General .......................................................................................................................... 18-2
Responsibilities.............................................................................................................. 18-2
AND PROCEDURES
18 MANEUVERS
Checklist Procedures ..................................................................................................... 18-2
Briefing Guides ............................................................................................................. 18-2
Takeoff Procedures........................................................................................................ 18-3
Climb and Cruise Procedures ........................................................................................ 18-4
Approach Planning ........................................................................................................ 18-4
Descent Procedures ....................................................................................................... 18-5
Approach Procedures..................................................................................................... 18-5
Go-Around/Balked Landing .......................................................................................... 18-6
MANEUVERS ...................................................................................................................... 18-6
General .......................................................................................................................... 18-6
Performance Standards.................................................................................................. 18-6
Minimum Maneuvering Speeds..................................................................................... 18-6
Power Settings ............................................................................................................... 18-8
Takeoff........................................................................................................................... 18-8
Engine Failure Below V1 Speed.................................................................................. 18-10

Engine Failure Above V1 Speed.................................................................................. 18-11

Steep Turns .................................................................................................................. 18-12
Unusual Attitude Recovery—Nose High, Low Speed ................................................ 18-14
Unusual Attitude Recovery—Nose Low, High Speed ................................................ 18-15
Slow Flight .................................................................................................................. 18-16
Approach to Stall......................................................................................................... 18-18
Emergency Descent ..................................................................................................... 18-20
Visual Traffic Pattern—Two Engines ......................................................................... 18-21
Visual Traffic Pattern—Single Engine ....................................................................... 18-21
Flaps Up Landing ........................................................................................................ 18-22
Precision Instrument Approach................................................................................... 18-23
AND PROCEDURES
18 MANEUVERS
Nonprecision Instrument Approach ............................................................................ 18-24

Circling Instrument Approach..................................................................................... 18-26
Go-Around/Balked Landing........................................................................................ 18-28
Single-Engine Drift Down........................................................................................... 18-29

ILLUSTRATIONS
Figure Title Page
18-1 Normal Takeoff ...................................................................................................... 18-9
18-2 Rejected Takeoff .................................................................................................. 18-10
18-3 Engine Failure at or above V1 Speed................................................................... 18-11
18-4 Steep Turns .......................................................................................................... 18-13
18-5 Unusual Attitude Recovery—Nose High, Low Speed ........................................ 18-14
18-6 Unusual Attitude Recovery—Nose Low, High Speed......................................... 18-15
18-7 Slow Flight........................................................................................................... 18-16
18-8 Slow Flight—Takeoff Configuration................................................................... 18-17
18-9 Slow Flight—Landing Configuration.................................................................. 18-17
AND PROCEDURES
18 MANEUVERS
18-10 Approach to Stall—Clean Configuration ............................................................ 18-18
18-11 Approach to Stall—Takeoff Configuration ......................................................... 18-19
18-12 Approach to Stall—Landing Configuration ........................................................ 18-19
18-13 Emergency Descent ............................................................................................. 18-20
18-14 Visual Traffic Pattern .......................................................................................... 18-21
18-15 Flaps Up Landing ................................................................................................ 18-22
18-16 Precision Instrument Approach ........................................................................... 18-23
18-17 Nonprecision Instrument Approach .................................................................... 18-25
18-18 Circling Instrument Approach ............................................................................. 18-27
18-19 Go-Around/Balked Landing ................................................................................ 18-28
18-20 Single-Engine Drift Down ................................................................................... 18-29
TABLE
Table Title Page
18-1 Performance Standards .......................................................................................... 18-7

CHAPTER 18
MANEUVERS AND PROCEDURES
INTRODUCTION
The general pilot information in this chapter is intended to supplement and expand upon
information in other sources. It is not intended to supersede any off icial publication. If
there is any conflict between the information in this chapter and that in any off icial pub-
lication, the information in the off icial publication takes precedence.
GENERAL
General pilot information includes Standard Operating Procedures and the maneuvers normally
encountered during Learjet training and operations. The following abbreviations are used in this
chapter.
ABBREVIATIONS
AND PROCEDURES
18 MANEUVERS
AFM Airplane Flight Manual M MO Mach, Maximum Operational
AGL Above Ground Level MSL Mean Seal Level
ATA Airport Traffic Area N1 Fan Speed
(Class D Airspace effective
9/16/93) PF Pilot Flying
ATC Air Traffic Control PIC Pilot in Command
CDI Course Deviation Indicator PM Pilot Monitoring
COM/ SOP Standard Operating
NAV Communication/Navigation Procedures
DH Decision Height VDP Visual Descent Point
FAF Final Approach Fix V FE Velocity Flaps Extended
FL Flight Level V LE Velocity Gear Extended
HAA Height Above Airport V LO Velocity Gear Operation
HAT Height Above Touchdown V MO Velocity Maximum
Operational
IAF Initial Approach Fix
V1 Critical Engine Failure Speed
KIAS Knots, Indicated Airspeed
VR Rotational Speed
MAP Missed Approach Point
V REF Reference Speed
MDA Minimum Descent Altitude
V2 Takeoff Safety Speed
MEA Minimum Enroute Altitude

STANDARD OPERATING CHECKLIST PROCEDURES

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
GENERAL it, the PM should prompt the PF. For example,
“Ready for the Approach checklist, Captain?”
Standard Operating Procedures (SOPs) are
used to supplement the information in the FlightSafety International recommends the
AFM and Federal Air Regulations. Adherence use of the checklist challenge and response
to SOPs enhances individual and crew situa- concept. Using Normal Procedures checklists,
tional awareness and performance. SOPs may the PM challenges the PF and the PF responds.
include assignment of responsibilities, brief- Using Abnormal or Emergency Procedures
ing guides, and procedures to be followed dur- checklists, the PM challenges the PF and, as
ing specif ic segments of flight. The SOPs in
a memory aid, also gives the checklist item re-
this section are not intended to be mandatory
sponse. The PF then responds.
or to supersede any individual company SOPs.
They are simply provided as examples of good
operating practices. The PF may elect to have the PM accomplish
some Abnor mal or Emergency Procedure
checklists on the PF’s command. In this case,
RESPONSIBILITIES the PM gives the checklist item and response.
The PF replies with the response, and the PM
AND PROCEDURES
18 MANEUVERS
PIC—The Pilot in Command is designated accomplishes the action.

by the company for flights requiring more
than one pilot. Responsible for conduct and When a checklist has been completed, the PM
safety of the flight. Designates pilot flying reports the checklist is complete and that he/she
and pilot not flying duties. is standing by with the next checklist. For ex-
ample,“Approach checklist complete. Standing
PF—The Pilot Flying controls the aircraft
by with the Before Landing checklist.”
with respect to heading, altitude, and airspeed
and accomplishes other tasks as directed by
If an emergency occurs on takeoff after V 1
the PIC.
speed and takeoff is continued, no checklist
PM—The Pilot Monitoring maintains ATC should be initiated before the aircraft reaches
communications, obtains clearances, accom- a safe altitude above the ground—at least
plishes checklists, makes altitude callouts, and 400 ft.
performs other tasks as directed by the PIC.
All crewmembers are responsible for provid-
BRIEFING GUIDES
ing advice and counsel to the PIC. The PIC may
choose to accept or reject such advice. That is
General
a prerogative of the PIC. But neither the PIC’s While the Learjet AFM does not specif ically
acceptance nor rejection of advice relieves require before takeoff and approach briefings,
other crewmembers of the responsibility of such briefings are appropriate under some cir-
providing it. cumstances. The brief ing guides presented

below should be used when flying with unfa- • Special procedures to be used during
miliar crewmembers or any other time the the approach (i.e., circling approach
PIC believes they are necessary. procedures, interception of a radial from
an arc, VDP)
It should be noted that many of these items can,
and should, be briefed well before engine start. • Altitudes of IAF, FAF, stepdowns, sec-
Many of them can be discussed before arriv- tor and obstacles
ing at the aircraft. • Minimums (DH, MDA), HAT, HAA,
radio altimeter setting
Pretakeoff Briefing • Missed approach point and procedures,
timing to MAP/VDP
The pretakeoff brief ing should address the
following items: • Radio (COM/NAV) setup desired
• Type of takeoff; rolling or standing, flap • Anti-icing requirements
setting, etc. • Specif ic PM duties and callouts (see
• Review takeoff data to include power Approach Procedures, this chapter)
setting and speeds • The procedure for transitioning to visual
• Procedures to be used in the event of an flight
emergency before or after V 1 speed • A request for “Any questions?” directed
including emergency return procedures
AND PROCEDURES
to all cockpit crewmembers
18 MANEUVERS
• Headings and altitudes to be flown dur-
ing the departure including restrictions, At the completion of the Approach brief ing,
if any the PF announces “Approach brief ing com-
• Radio, navigational systems and flight plete,” and reassumes control of the aircraft if
director settings control has been transferred to the PM.
• Anti-icing requirements, if applicable
TAKEOFF PROCEDURES
• Specif ic PM duties and callouts (see
Takeoff Procedures, this chapter) When cleared for takeoff, the PM reports
“Before Takeoff checklist complete, cleared
• A request for “Any questions?” directed for takeoff.” The PF advances power toward
to all cockpit crewmembers the takeoff power setting, the PM taps PF’s
hand and makes the f inal power setting.
Approach Briefing
At initial airspeed indication, the PM cross-
The approach briefing should be completed be- checks airspeed indicators and reports
fore starting descent and address the follow- “Airspeed alive.” PF releases nosewheel
ing items. The PF normally transfers aircraft steering.
control to the PM during the brief ing.
• Approach to be used and backup ap- At V 1 speed, the PM calls “Vee One.” The PF
proach, if available releases the thrust levers and puts both hands
on the control column.
At V R , the PM calls “Rotate.” The PF rotates

aircraft to a 9° noseup pitch attitude.

With positive rate of climb, the PF calls by the pilot assuming control. Specif ic target
“Positive rate, gear up, yaw damper on.” The values are provided to the pilot assuming con-
PM positions the gear handle to up and calls trol. For example, the PF announces, “Take the
“Gear selected up, yaw damper engaged.” The aircraft for a minute. We’re climbing at 250
PM monitors the gear while it is retracting knots to 7,000 on a vector to the 045 radial.”
and reports “Gear up,” when retraction is PM acknowledges, “I’ve got the aircraft,
complete. climbing at 250 to 7,000 on this heading until
intercepting the 045 radial.”
Before V FE (V 2 + 30 kt, minimum), the PF
calls, “Flaps up, After Takeoff checklist.” The
PM positions the flap handle to up and calls
APPROACH PLANNING
“Flaps selected up.” The PM monitors the Approach planning and brief ing should be ac-
flaps while they are retracting and reports complished during cruise. Review hazardous
“Flaps up,” when retraction is complete. PM terrain, MEAs, and minimum sector altitudes.
accomplishes the After Takeoff checklist. Complete and review performance data to in-
clude V REF speed, landing distance, approach
CLIMB AND CRUISE climb speed, and power setting.
PROCEDURES The PF directs the PM to obtain destination
The PM announces all assigned altitudes and weather or obtains it himself. If the PM ob-
sets them in the altitude alerter. The PM also tains the weather, the PF normally assumes
AND PROCEDURES
ATC communications while the PM is ob-

18 MANEUVERS
calls out 1,000 ft above—or below—all as-

signed altitudes and altitude restrictions. These taining weather. In either case, after check-
calls normally are made by stating the existing weather, the pilot who did so briefs the
ing altitude and the assigned altitude or re- other pilot on the destination weather, the ex-
striction. For example, “Through 9,000 feet, pected approach, and any other signif icant
cleared to 8,000,” or “Through flight level 360 information.
for 370.” The PM also announces other sig-
nif icant altitudes, such as, “Through 18,000 If a VDP has not been published, a “time to
feet, altimeter 29.92,” or, “Flight level 410, see the runway” may be computed as follows.
going on oxygen.” Take the MDA, divided by 10, and subtract
that, in seconds, from the time from the FAF
The PF periodically announces his intentions to the MAP. For example, assume the MDA is
and targets throughout the flight, such as 400 ft and the time from the FAF to the MAP
“Accelerating to 250 knots,” “Turning right to is 1 minute and 45 seconds. Four hundred, di-
260 degrees and descending to 3,000 feet,” vided by 10 equals 40. Subtracting that from
“We’ll hold this heading until intercepting 1:45 equals 1:05 from the FAF to see the run-
the 090 degree radial and then turn left to the way. If the runway is not in sight at the end of
station.” that time, either a faster than normal rate of
descent is required, or the aircraft lands beyond
Any change in cockpit function is announced the normal touchdown zone.
by the pilot making the change and acknowl-
edged by the other pilot. For example, the PM Normally, ATC determines when a descent
a n n o u n c e s , “ VO R n u m b e r t wo s e t t o may be started. However, descents may some-
Springfield and identified.” PF acknowledges, times be started at the PF’s discretion. To de-
“VOR two on Springf ield.” PF announces, termine how far out to start descent for an
“Autopilot engaged and coupled in climb and approach, use 3 times the altitude to be lost,
heading modes.” PM acknowledges, “Roger.” divided by 1,000. For example, to lose 40,000
ft, 3 times 40,000 equals 120,000, divided by
Transfer of aircraft control is announced by the 1,000 equals 120 miles out to start descent.
pilot initiating the change and acknowledged

The Descent checklist should be started be- if an altitude change is required. For example,
fore, or early in, the descent to permit proper “Time’s up, right turn now to 225° and cleared
windshield heat and pressurization system down to 3,000.”
operation.
Approaching the final approach course, the PM
Descent below FL 180 will not be started before monitors the CDI or bearing pointer and re-
obtaining a local area altimeter setting. ports “CDI alive,” or “Within 5° of the inbound
course.”
DESCENT PROCEDURES Established on f inal approach, the PF calls
The same procedures used during climb and for flaps 20°, slows the aircraft to V REF + 20
cruise are used during descent. The PM ac- kt (minimum), and begins a descent, if nec-
complishes the Descent checklist, as directed essary. Prior to the FAF, the PF calls “Gear
by the PF, and makes altitude callouts to in- down, Before Landing checklist.” The PM ex-
clude the transition level and 10,000 ft. tends the landing gear, completes the Before
Landing checklist up to flaps down and reports,
“Before Landing checklist complete to full
APPROACH PROCEDURES flaps.”
The PF initiates the Approach checklist when
Over the FAF, on a two-engine, straight-in
descending out of 18,000 ft or when within 50
approach, the PF calls for flaps 40°, slows the
miles of the destination airport. The checklist
AND PROCEDURES
aircraft to V REF (minimum), and begins a de-
18 MANEUVERS
is accomplished so as to not interfere with the
scent. (For a single-engine, or circling ap-
visual lookout for other traff ic.
proach, the flaps remain at 20°.) The PM
begins timing, if necessary, extends the flaps
Conf iguration changes during the approach
and completes the Before Landing checklist.
are accomplished using the same crew coor-
The PM also conf irms that the COM/NAV ra-
dination techniques used after takeoff. The PF
dios are set properly, checks the flight in-
calls for a conf iguration change. The PM ac-
struments, airspeed bugs, altitude alerter, radio
knowledges, selects the switch position, mon-
altimeter setting and MDA or DH. The PM then
itors and reports when gear and flaps are in
reports, “Before Landing checklist complete,
the selected positions.
no flags, cleared to descend to feet.”
The Approach checklist is completed and the
After passing the FAF, the PM begins looking
aircraft slowed to V REF + 40 kt (minimum)
for visual references outside the aircraft.
before reaching the IAF.
However, he/she also monitors the instruments
and calls out signif icant deviations such as
Over the IAF, for other than a straight-in ap-
one dot—or more—deflection on the CDI or
proach, the PF turns outbound, calls for flaps
glide slope and airspeed variations greater
8°, slows the aircraft to V REF + 30 kt (mini-
than -0 to +10 kt from V REF . If the PF does not
mum), and begins a descent, if necessary. The
respond to the callout, the PM repeats it. If the
PM starts timing, announces the time to be
PF does not respond to the second callout, the
flown and the outbound course, or heading, and
PM assumes the PF has been incapacitated
altitude, if an altitude change is required.
and announces that he/she (the PM) is taking
control of the aircraft.
If a procedure turn is to be made, any accepted
procedure turn maneuver may be used. At the
The PM calls out the time to the VDP/MAP and
expiration of the procedure turn outbound
1,000, 500, and 100 ft above MDA or DH and
time, the PM announces the time is up, the di-
w h e n r e a c h i n g M DA o r D H c a l l s o u t
rection of turn, the next heading and altitude,
Revison .02 FOR TRAINING PURPOSES ONLY 18-5

“Minimum descent altitude” or “Decision

height.” The PM also reports visual contact
MANEUVERS
with the ground such as, “Visual contact, no
runway yet,” “Approach lights in sight at 11 GENERAL
o’clock,” or “Runway in sight straight ahead.”
If the PM does not call, “Runway in sight,” This section contains a description of most of
at the MAP or DH, or reports, “No contact,” the maneuvers that are likely to be encountered
the PF will initiate a go around. during Learjet training and operational flying.
While there is always more than one way to fly
Approaching minimums, or the missed ap- an aircraft, these procedures have been de-
proach point, the PF begins cross-checking veloped over many years of Learjet opera-
outside the aircraft for visual references. When tions. They have proven to be safe, eff icient,
satisf ied that visual references are adequate and readily manageable. These procedures are
for landing, the PF announces, “I’m going consistent with the AFM. However, if a con-
visual,” or “Going outside.” At this point, the flict should develop between these procedures
PM directs his attention primarily inside the and those in the AFM, the AFM procedures
aircraft, while cross-checking outside, and should be used.
calls airspeed, descent rate, and altitude. The
purpose is to provide the PF, verbally, the same PERFORMANCE STANDARDS
information he/she would have if still on in-
struments. The performance standards in Table 18-1
should be maintained during all Learjet flight
AND PROCEDURES
18 MANEUVERS
Airspeed should be called as plus or minus operations.

V REF , descent rate as up or down and altitude
above the ground. For example, “Plus 5, down MINIMUM MANEUVERING
500, 100 feet,” indicates the airspeed is V REF
plus 5 kt, the aircraft is descending at 500 fpm SPEEDS
and is 100 ft above the ground. Minimum maneuvering speeds are expressed
in terms of V REF speed, which is 1.3 times the
GO-AROUND/BALKED stalling speed in the landing conf iguration.
LANDING
For maneuvering with up to 30° of bank, the
If a go around/balked landing is necessary, the following minimum speeds should be used:
PF calls “Going around, flaps 20°” while
simultaneously disengaging the autopilot by Spoilers deployed ....................V REF + 50 KT
selecting flight director go-around mode,
establishing a 9° noseup pitch attitude, setting Flaps up ....................................V REF + 40 KT
takeoff power—or as required—and checking Flaps 8° ......................................V REF + 30 KT
that the spoilers are retracted. The PM sets, or
conf ir ms, the flaps at 20°, calls out the Flaps 20°....................................V REF + 20 KT
direction of turn, if one is required, and the
missed approach heading and altitude. The Flaps 40°....................................V REF + 10 KT
PM also adjusts the power setting, if necessary,
and notifies ATC of the missed approach. For maneuvering with up to 15° of bank, on
f inal approach for landing, for example, the
following minimum speeds should be used:

Table 18-1. PERFORMANCE STANDARDS
Steep Turns
Bank angle: 45°, ±5°

Altitude: ±100 ft
Airspeed: ±10 KIAS
Heading: ±10°
Approach to Stall
Initiate recovery at stick shaker onset.

Recover with minimum altitude loss.
Holding
Altitude: ±100 ft
Airspeed: ±10 kt
Instrument Approaches
Initial: Altitude: ±100 ft
AND PROCEDURES
18 MANEUVERS
Airspeed: ±10 kt
Final: Airpseed: -0, +5 kt

Localizer: ±1 dot
Glide Slope: ±1 dot
Bearing Pointer: ±5°
MDA: Altitude: -0, +50 ft
Circling Approaches
Bank Angle: 30° maximum

Altitude: -0, +100 ft
Airspeed: -0, +5 kt
Missed Approach
DH: Altitude: -0 before initiation of the missed approach
MDA: Altitude: -0, unless runway environment had been in sight before the missed approach.
Landings
Traffic Pattern: Airspeed: ±10 kt

Altitude: ±100 ft
Final Approach: Airspeed: -0, +5 kt

Spoilers deployed ....................V REF + 40 KT specif ied in the AFM. If the runway available
is at least 10% longer than the planned take-
Flaps up ......................................V REF + 30 KT off distance, a rolling takeoff may be used. The
procedures are the same except for a standing
Flaps 8° ......................................V REF + 20 KT
takeoff, power is set before brake release. For
Flaps 20° ....................................V REF + 10 KT a rolling takeoff, the brakes are released be-
fore the power is set. During a rolling takeoff,
Flaps 40° ..................................................V REF takeoff power must be set before the runway
remaining equals the takeoff distance.
POWER SETTINGS
Normally, before V FE (V 2 + 30 kt minimum),
Actual power settings vary depending upon the the flaps are retracted and the After Takeoff
temperature, pressure altitude, and aircraft checklist is accomplished. However, if traff ic
gross weight. The following target settings conditions warrant, the After Takeoff check-
are approximate, but may be used to provide list may be delayed until the aircraft is clear
a starting point to determine the actual power of local traff ic.
setting:
Approaching 200 kt, the PF should adjust
• Below 10,000 MSL—60% N 1 to main- power and pitch attitude if necessary, to main-
tain 200 KIAS, 70 to 75% N 1 to maintain 200 kt or less within the ATA (Class D
tain 250 KIAS Airspace). For passenger comfort and ease of
AND PROCEDURES
aircraft control, it is recommended that the

18 MANEUVERS
• Between 10,000 MSL and FL 250—75 pitch attitude not exceed 20° noseup.
to 80% N 1 to maintain 250 KIAS
The maximum continuous climb power setting
TAKEOFF is a variable depending on temperature and
pressure altitude. The Maximum Continuous
Either 8° or 20° of flaps may be used for take- Thrust (N 1 ) chart in the Performance Data
off. The normal, standing takeoff (Figure 18-1) section of the checklist, and AFM thrust set-
must be used to achieve the perfor mance ting procedures should be used.

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)
BEFORE TAKEOFF CLASS D AIRSPACE
1. PF HOLDS BRAKES AND
ADVANCES POWER
POSITIVE RATE OF CLIMB
2. PM SETS TAKEOFF POWER
1. PF CALLS "GEAR UP, YAW DAMPER
ON"
2. PM RETRACTS THE LANDING GEAR
INITIAL AIRSPEED INDICATION AND ENGAGES THE YAW DAMPER
1. PM CALLS "AIRSPEED"
2. PF DISENGAGES NOSEWHEEL
STEERING **
AND PROCEDURES
18 MANEUVERS
BEFORE VFE
80 KIAS (V2 + 30 KT MIN)
1. PM MONITORS AND ADJUSTS 1. PF CALLS "FLAPS UP, AFTER
TAKEOFF POWER TAKEOFF CHECKLIST"
2. PM ACCOMPLISHES AFTER
TAKEOFF CHECKLIST
VR
1. PM CALLS "ROTATE"
2. PF ROTATES AIRPLANE TO 9˚
NOSE UP PITCH ATTITUDE
V1
1. PM CALLS "VEE ONE"
2. PF RELEASES THRUST
LEVERS
BEFORE TAKING RUNWAY

1. CHECKLISTS COMPLETE THROUGH
BEFORE TAKEOFF CHECKLIST
Figure 18-1. Normal Takeoff

ENGINE FAILURE BELOW V1 The drag chute or thrust reversers (if installed)
SPEED are deployed if necessary.
If an engine fails below V 1 speed (Figure Takeoffs may be aborted for malfunctions
18-2), the takeoff must be aborted. The PF other than engine failure; however, the same
simultaneously reduces power to idle, applies procedures should normally be used.
maximum braking and deploys the spoilers.
ABORT TAKEOFF
INITIAL TAKEOFF ROLL
1. POWER—IDLE
1. STANDING OR ROLLING 2. WHEEL BRAKES—APPLIED
TAKEOFF PROCEDURES 3. SPOILERS—DEPLOYED
4. DRAG CHUTE/THRUST REVERSERS (IF
INSTALLED)—DEPLOY IF NECESSARY
INITIAL AIRSPEED INDICATION
1. PM CALLS "AIRSPEED"
STEERING
TO 80 KIAS
AND PROCEDURES
1. PM MONITORS AND ADJUSTS

18 MANEUVERS
TAKEOFF POWER
ENGINE FAILURE

Figure 18-2. Rejected Takeoff

ENGINE FAILURE ABOVE V1 single-engine climb speed (normally 200 kt)

SPEED and climbs to the assigned altitude.
If an engine fails above V 1 speed (Figure At a safe altitude above the ground (normally,
18-3), the takeoff is normally continued. The no lower than 400 ft), the memory items for
PF maintains directional control with ailerons the Engine Failure/Fire Shutdown in Flight
and rudder and keeps the nosewheel on the run- checklists are completed. The rest of the
way until reaching rotate speed. After liftoff, Engine Failure During Takeoff checklist along
the initial climb is made at V 2 speed with take- with the Engine Failure/Fire Shutdown in
off flaps until the aircraft is clear of obstacles Flight checklists (as appropriate), and the
or, if there are no obstacles, to 1,500 ft AGL. After Takeoff checklist are normally com-
The PF then accelerates the aircraft to V 2 + 30 pleted at, or above, 1,500 ft AGL. The crew
kt (minimum) and directs the PM to retract the then elects to obtain clearance to return to the
flaps. The PF then accelerates the aircraft to departure airport for landing or proceeds to an
alternate airport.
AT SAFE ALTITUDE
1. ENGINE FAILURE DURING
TAKEOFF CHECKLIST
AND PROCEDURES
18 MANEUVERS
INITIAL CLIMB
INITIAL TAKEOFF ROLL
1. V2 SPEED
1. STANDING OR ROLLING 2. TAKEOFF FLAPS
TAKEOFF PROCEDURES
INITIAL AIRSPEED INDICATION
1. PF CALLS "GEAR UP"
1. PM CALLS "AIRSPEED" 2. PM RETRACTS LANDING GEAR
STEERING
TO 80 KIAS
1. PM MONITORS AND
ADJUSTS TAKEOFF POWER CLEAR OF OBSTACLES
1. PF ACCELERATES AIRPLANE
V1
TO V2 + 30 KT (MIN) AND
1. PM CALLS "VEE ONE" CALLS "FLAPS UP AFTER
2. PF RELEASES THRUST TAKEOFF CHECKLIST"
LEVERS 2. PM RETRACTS FLAPS
VR
1. PM CALLS "ROTATE"
2. PF ROTATES AIRPLANE TO
9˚ NOSE-UP PITCH ATTITUDE
ENGINE FAILURE

Figure 18-3. Engine Failure at or above V1 Speed

STEEP TURNS Power must be increased approximately 2% N 1

to maintain airspeed during steep turns. The
Steep turns (Figure 18-4) are used to build aircraft should be kept in trim and the bank
conf idence in the aircraft and improve instru- angle should be held constant. If altitude cor-
ment cross-check. They may be accomplished rections are necessary, they should be made in
at any altitude above 5,000 ft AGL. The higher pitch only. It is not necessary to shallow the
the altitude, the more diff icult the maneuver bank to climb during a steep turn in a Learjet.
is to perform correctly. Steep turns are ac-
complished without flight director steering Steep turns of at least 180°, preferable 360°,
commands since the flight director does not should be practiced in each direction.
command 45° of bank.
AND PROCEDURES
18 MANEUVERS

ENTRY
1. ROLL INTO 45˚ OF BANK
AND PROCEDURES
2. INCREASE POWER TO MAINTAIN AIRSPEED
18 MANEUVERS
3. TRIM — AS REQUIRED
EXIT
1. LEAD ROLL-OUT HEADING BY 10˚
2. REDUCE POWER TO MAINTAIN AIRSPEED
3. TRIM — AS REQUIRED
BEFORE ENTRY
1. GEAR AND FLAPS — UP
2. AIRSPEED — 250 KIAS
Figure 18-4. Steep Turns

UNUSUAL ATTITUDE increasing power while simultaneously in-

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

1. AIRSPEED > 180 KIAS
2. ROLL WINGS LEVEL
3. REDUCE POWER — AS REQUIRED
AND PROCEDURES
18 MANEUVERS
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 Recovery—Nose High, Low Speed

UNUSUAL ATTITUDE (if required) are used to raise the nose to the
RECOVERY—NOSE LOW, HIGH horizon. Spoilers should not be used during re-
covery from a nose low unusual attitude.
SPEED
Recovery from a nose-low, high-speed un- During training, nose-low, high-speed unusual
usual attitude (Figure 18-6) should be made attitudes are always presented so the aircraft
with minimum loss of altitude while keeping can be recovered without exceeding any lim-
the airspeed below V MO or M MO . It is ac- itations. However, during recovery from an
complished by simultaneously reducing power actual, inadvertent, nose-low, high-speed un-
to idle and rolling the wings level. When the usual attitude, an overspeed condition may
bank is less than 90°, elevator and pitch trim develop. In this case, the overspeed recovery
procedures in the AFM should be used.
AND PROCEDURES
18 MANEUVERS
PITCH AND ROLL ATTITUDE DETERMINED
1. SIMULTANEOUSLY ROLL WINGS LEVEL AND REDUCE
POWER TO IDLE
2. WHEN BANK ANGLE IS LESS THAN 90˚:
ELEVATOR AND PITCH TRIM NOSE-UP, AS REQUIRED
Figure 18-6. Unusual Attitude Recovery—Nose Low, High Speed

SLOW FLIGHT
Slow flight is used to develop the pilot’s sense Slow flight may be practiced while maintain-
of feel for the aircraft’s low-speed handling ing a constant altitude and heading or while
characteristics and to improve the pilot’s coor- maintaining a constant altitude and making
dination and instrument cross-check. Slow flight turns to preselected headings. Slow flight may
is accomplished in the clean, takeoff, and land- also be practiced while making constant rate
ing conf igurations (Figures 18-7, 18-8 and climbs and descents to preselected altitude.
18-9), and is normally accomplished between Slow flight practice may be terminated by a re-
12,000 and 15,000 ft MSL. Slow flight should covery to normal cruise or an approach to stall.
not be accomplished below 5,000 ft AGL.
ALTITUDE: 12,000' - 15,000' (AIRPLANE)

AS DESIRED (SIMULATOR)
ENTRY
1. GEAR—UP
2. FLAPS—UP DURING SLOW FLIGHT
3. AIRSPEED—VREF + 20 KT
1. MAINTAIN ALTITUDE AND HEADING
AND PROCEDURES
18 MANEUVERS
OPTIONAL
1. 15° BANK TURNS TO
PRESELECTED HEADINGS
2. CONSTANT RATE CLIMBS
AND DESCENTS
Figure 18-7. Slow Flight
18-16 FOR TRAINING PURPOSES ONLY Revision 0.3


ENTRY
1. GEAR—UP OR DOWN DURING SLOW FLIGHT
2. FLAPS—8° OR 20°
3. AIRSPEED—VREF + 10 KT (FLAPS 8) 1. MAINTAIN ALTITUDE AND HEADING
—VREF (FLAPS 20)
OPTIONAL
AND PROCEDURES
18 MANEUVERS
AND DESCENTS
Figure 18-8. Slow Flight—Takeoff Configuration

ENTRY
1. GEAR—DOWN
2. FLAPS—40° DURING SLOW FLIGHT
3. AIRSPEED—VREF - 10 KT
1. MAINTAIN ALTITUDE AND HEADING
OPTIONAL
AND DESCENTS
Figure 18-9. Slow Flight—Landing Configuration
Revision 0.3 FOR TRAINING PURPOSES ONLY 18-17

APPROACH TO STALL as the angle-of-attack indicator needle moves

into the yellow band.
Approaches to stall are accomplished in the
clean, takeoff, and landing conf igurations Power should be advanced to takeoff power.
(Figures 18-10, 18-11, and 18-12), and are However, the angle-of-attack indicator should
normally accomplished between 12,000 and be monitored and the pitch attitude reduced,
15,000 ft MSL. Approaches to stalls should not if necessary, to keep the needle at the line be-
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 . tween the green and yellow bands.
Approaches to stalls may be made from level
or tur ning flight with 15 to 30° of bank. To set takeoff power in minimum time, the PF
Approaches to stalls may also be combined should move the thrust levers smoothly forward
with slow flight practice. All recoveries are to the stop. The PM should monitor and adjust
made with power and minimum loss of altitude. the power setting if necessary. Approaches to
stall from the landing conf iguration are nor-
Approach to stall recovery is initiated at the mally terminated by a simulated missed ap-
f irst indication of an impending stall. This proach (Figure 18-12).
indication is provided by the stick shaker and
stall warning annunciator lights that activate

FIRST INDICATION OF STALL
AND PROCEDURES
18 MANEUVERS
SIMULTANEOUSLY:
BEFORE ENTRY 1. ROLL WINGS LEVEL
2. LOWER PITCH ATTITUDE TO REDUCE
1. DETERMINE V2 FOR AIRPLANE WEIGHT ANGLE OF ATTACK
2. GEAR—UP 3. THRUST LEVERS TO TAKEOFF POWER
3. FLAPS—0 4. ACCELERATE
5. MINIMIZE LOSS OF ALTITUDE
ENTRY
1. REDUCE POWER TO IDLE RECOVERY
2. ROLL INTO A 20°-30° BANK TURN 1. AS AIRSPEED INCREASES, ADJUST PITCH
3. MAINTAIN ALTITUDE ATTITUDE TO MAINTAIN ALTITUDE
4. TRIM, AS NECESSARY TO REDUCE 2. ADJUST AIRSPEED TO 180 KIAS, OR AS DESIRED
PRESSURE, BUT NOT BELOW VREF
Figure 18-10. Approach to Stall—Clean Configuration
18-18 FOR TRAINING PURPOSES ONLY Revision 0.4

ALTITUDE: 12,000' - 15,000' (AIRPLANE) FIRST INDICATION OF STALL

SIMULTANEOUSLY:
1. ROLL WINGS LEVEL
BEFORE ENTRY 2. LOWER PITCH ATTITUDE TO REDUCE
1. DETERMINE V2 FOR AIRPLANE WEIGHT ANGLE OF ATTACK
WITH FLAPS AT TAKEOFF SETTING 3. THRUST LEVERS TO TAKEOFF POWER
2. GEAR—UP OR DOWN 4. ACCELERATE
3. FLAPS—TAKEOFF SETTING 5. MINIMIZE LOSS OF ALTITUDE
START RECOVERY
1. AIRSPEED INCREASES
2. ABOVE V2—FLAPS 20
3. POSITIVE RATE—GEAR UP
4. V2 + 30 KT—FLAPS UP
ENTRY
FULL RECOVERY
1. REDUCE POWER TO 65% N1
2. SIMULTANEOUSLY PITCH UP' 1. ADJUST PITCH ATTITUDE TO
AND PROCEDURES
MAINTAIN ALTITUDE
18 MANEUVERS
TO 20° AND ROLL INTO 20° BANK
2. ADJUST AIRPSEED TO 180 KIAS,
OR AS INSTRUCTED
Figure 18-11. Approach to Stall—Takeoff Configuration

BEFORE ENTRY
1. DETERMINE VREF FLAPS 40
FIRST INDICATION OF STALL FULL RECOVERY
CURRENT WEIGHT
2. GEAR—DOWN SIMULTANEOUSLY: 1. MAINTAIN HEADING AND ALTITUDE
3. FLAPS—DOWN 1. ROLL WINGS LEVEL 2. INCREASE AIRSPEED TO 180 KIAS,
2. LOWER PITCH ATTITUDE TO REDUCE OR AS DESIRED
ANGLE OF ATTACK
3. THRUST LEVERS TO TAKEOFF POWER
4. ACCELERATE
5. MINIMIZE LOSS OF ALTITUDE
ENTRY
1. REDUCE POWER TO 60% N1
2. MAINTAIN ALTITUDE UNTIL VREF, THEN
START RECOVERY
DESCEND 500' BELOW EXISTING ALTITUDE 1. AS AIRSPEED INCREASES ABOVE VREF—
AND LEVEL OFF—DO NOT ADD POWER FLAPS 20
3. TRIM TO RELIEVE PRESSURE, BUT 2. POSITIVE RATE—GEAR UP
NOT BELOW VREF 3. VREF + 30 KT—FLAPS UP
Figure 18-12. Approach to Stall—Landing Configuration
Revision 0.3 FOR TRAINING PURPOSES ONLY 18-19

EMERGENCY DESCENT the aircraft accelerates to M MO /V LE . Then

the pitch attitude is adjusted to maintain
Emergency descents are accomplished in M MO /V LE .
accordance with AFM procedures as shown
in Figure 18-13. The PF should accomplish the After the emergency descent has been estab-
checklist memory items and allow the aircraft lished, the crew should determine the desired
to pitch down to a 10 to 15° nosedown pitch level-off altitude.
attitude. This pitch attitude is maintained until
ENTRY
AND PROCEDURES
18 MANEUVERS
1. CREW OXYGEN MASKS — ON

2. POWER — IDLE
3. AUTOPILOT — DISENGAGED
4. SPOILERS — EXTENDED DESCENT
5. LANDING GEAR — DOWN
(BELOW MMO/VLE) 1. MAINTAIN PITCH ATTITUDE
6. ESTABLISH APPROXIMATELY UNTIL REACHING MMO/VLE
10˚ TO 15˚ NOSE DOWN 2. ADJUST PITCH ATTITUDE TO
PITCH ATTITUDE 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

VISUAL TRAFFIC PATTERN— VISUAL TRAFFIC PATTERN—

TWO ENGINES SINGLE ENGINE
A two-engine visual traff ic pattern is shown A single-engine visual traff ic pattern is flown
in Figure 18-14. The airspeeds indicated on the exactly the same as a two-engine pattern ex-
diagram are minimums. Traffic pattern altitude cept for the flap setting on f inal approach. For
for jet aircraft is normally 1,500 ft AGL. single-engine approach, maintain flaps 20°
During gusty wind conditions, 1/2 the gust and V REF + 20 kt (minimum) when maneu-
velocity should be added to V REF on f inal ap- vering. When established on final approach, set
proach. If a crosswind exists, f inal approach flaps 20° and V REF + 10 kt (minimum).
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 FLAPS—UP
2. AIRSPEED—VREF + 40 KT (MIN)
3. APPROACH CHECKLIST—COMPLETE
AND PROCEDURES
18 MANEUVERS
FINAL APPROACH **
1. FLAPS—40°
2. AIRSPEED—VREF (MIN)
DOWNWIND LEG
1. FLAPS—8°
MIDFIELD DOWNWIND
1. FLAPS—20°
2. GEAR—DOWN
4. BEFORE LANDING CHECKLIST—
COMPLETE
** 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

FLAPS UP LANDING To avoid excessive floating during the landing

flare, the PF should establish the landing atti-
The corrected landing distance for a flaps up tude as power is reduced to idle, maintain the
landing (Figure 18-15) is determined by mul- 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
tiplying the normal landing distance by 1.35. down. The use of the drag chute, or thrust re-
Considerations should be given to reducing the versers, (if installed) is recommended during
aircraft weight, if possible, to lower the land- a flaps up landing.
ing speed and reduce landing distance, if the
available runway length is marginal.
ENTRY LEG
1. GEAR AND FLAPS — UP
2. AIRSPEED — VREF + 40 KT (MIN)
3. APPROACH CHECKLIST — COMPLETE
FINAL APPROACH
1. AIRSPEED — VREF + 30 KT (MIN)
2. YAW DAMPER — DISENGAGED
AND PROCEDURES
BEFORE TOUCHDOWN
18 MANEUVERS
MIDFIELD DOWNWIND
1. GEAR — DOWN
2. BEFORE LANDING CHECKLIST
3. MAINTAIN VREF + 40 KT (MIN)
Figure 18-15. Flaps Up Landing

PRECISION INSTRUMENT Two-engine, precision approaches should be

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

1. GEAR AND FLAPS—UP 1. FLAPS—8°
2. AIRSPEED—VREF + 40 KT (MIN) 2. AIRSPEED—VREF + 30 KT (MIN)
3. APPROACH CHECKLIST—COMPLETE 3. DESCEND, IF REQUIRED
AND PROCEDURES
18 MANEUVERS
ON COURSE INBOUND
1. FLAPS—20°
2. GEAR—DOWN
COMPLETE TO FLAPS 40°
FINAL APPROACH FIX **

1. FLAPS—40°
* FOR A STRAIGHT-IN APPROACH, COMPLETE APPROACH

AND BEFORE LANDING CHECKLISTS TO FLAPS 40°
BEFORE REACHING THE FINAL APPROACH FIX.

Figure 18-16. Precision Instrument Approach

NONPRECISION INSTRUMENT Two-engine, nonprecision approaches should

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

IAF OUTBOUND *
APPROACHING INITIAL APPROACH FIX (IAF) 1. FLAPS—8°
1. GEAR AND FLAPS—UP 2. AIRSPEED—VREF + 30 KT
2. AIRSPEED—VREF + 40 KT 3. DESCEND, IF REQUIRED
3. APPROACH CHECKLIST—COMPLETE
ON COURSE INBOUND
1. FLAPS—20°
2. GEAR—DOWN
AND PROCEDURES
18 MANEUVERS
FINAL APPROACH FIX **
1. FLAPS—40°
2. AIRSPEED—VREF MINIMUM
* FOR A STRAIGHT-IN APPROACH, COMPLETE APPROACH

AND BEFORE LANDING CHECKLISTS TO FLAPS 40°
BEFORE REACHING THE FINAL APPROACH FIX.

ESTABLISHED ON FINAL, FLAPS 20˚ AND VREF + 10 KT (MIN).
Figure 18-17. Nonprecision Instrument Approach

CIRCLING INSTRUMENT runway heading on a base leg for landing.

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

18 MANEUVERS
the aircraft within 90°—or less—of the

APPROACHING INITIAL APPROACH FIX (IAF) IAF OUTBOUND *

1. GEAR AND FLAPS—UP 1. FLAPS—8°
2. AIRSPEED—VREF + 40 KT 2. AIRSPEED—VREF + 30 KT (MIN)
3. APPROACH CHECKLIST—COMPLETE 3. DESCEND, IF REQUIRED
ON COURSE INBOUND
1. FLAPS—20°
2. GEAR—DOWN
1. FLAPS—20°
AND PROCEDURES
18 MANEUVERS
90°
FINAL APPROACH **
1. FLAPS—40°
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.
Figure 18-18. Circling Instrument Approach

GO-AROUND/BALKED get 9° nose-high pitch attitude. After the aircraft

LANDING is clear of obstacles and the flaps have been re-
tracted, the pitch attitude and power may be ad-
The Learjet go-around/balked landing pro- justed to maintain the desired airspeed.
cedure, shown in Figure 18-19, should be
used for all missed approaches. Generally, if If the go-around/balked landing is made from
a missed approach is started at—or above— an instrument approach, the published missed
MDA or DH, it is considered a go-around. If approach procedure should be accomplished
a missed approach is started below MDA or unless otherwise instructed. If the go-
DH, it is considered a rejected, or balked, around/balked landing is made during a
landing. During training, rejected, or balked circling approach, the initial turn to the missed
landings will normally be initiated over the approach heading must be made toward the
runway threshold at an altitude of approxi- landing runway. The turn may then be con-
mately 50 ft. tinued until the aircraft is established on the
missed approach heading.
In either case, use of the flight director go-
around mode is recommended to provide a tar-
AND PROCEDURES
GO AROUND CLEAR OF OBSTACLES

18 MANEUVERS
SIMULTANEOUSLY: 1. ACCELERATE TO VREF + 30 KT (MIN)

DISENGAGE AUTOPILOT
*
ESTABLISH 9˚ NOSE-UP PITCH ATTITUDE
2. FLAPS — UP
SET TAKEOFF POWER, OR AS REQUIRED

CHECK SPOILERS RETRACTED
FLAPS — 20˚

1. GEAR — UP
2. ACCELERATE TO APPROACH CLIMB SPEED
AIRPORT
* SELECTING FLIGHT DIRECTOR GO-AROUND MODE

WILL DISENGAGE THE AUTOPILOT AND PROVIDE
A 9 DEGREE NOSE-UP PITCH COMMAND.
Figure 18-19. Go-Around/Balked Landing

SINGLE-ENGINE DRIFT DOWN single-engine, rate-of-climb speed below the

single-engine service ceiling. This speed sched-
The single-engine drift down procedure shown ule may then also be used to climb to single-
in Figure 18-20 is used to cover the greatest engine cruise altitude after an engine failure
possible distance while descending to single- at low altitude.
engine 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
1. DESCEND AT 170 KNOTS UNTIL
AND PROCEDURES
AIRSPEED REACHES .50 MACH
18 MANEUVERS
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

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 WEIGHT AND BALANCE

ILLUSTRATIONS
Figure Title Page
19-1 Basic Empty Weight Moment Sources (Weight and Balance Data) ...................... 19-3
19-2 Sample Weight and Balance Worksheet—Model 35 ............................................. 19-5
19-3 Weight and Balance Worksheet—Model 35 .......................................................... 19-6
19-4 Weight and Balance Worksheet—Model 36 .......................................................... 19-7
19-5 Configuration Diagram and Provisions Loading Tables........................................ 19-8

CHAPTER 19
WEIGHT AND BALANCE

INTRODUCTION
The aircraft weight and load arrangement must be within limits of the applicable center-
of-gravity (CG) at all times. Prior to each flight, the pilot must make certain that the air-
craft 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 air-
craft is delivered.

GENERAL percentage is not required to compute the CG

for a given loading situation. The Weight and
Before any weight and balance computations Balance Data section also contains all charts
can be made, the basic empty weight and and tables necessary for CG computations.
resulting moment must be ascertained. This
information is available on the f irst and last It should be noted that there are eight basic
pages of the Weight and Balance section of the interior configurations for the 35 model and six
AFM (Figure 19-1). Any changes to the aircraft for the 36 model. Diagrams of each configu-
that affect weight and balance must be entered ration are provided in the Weight and Balance
in the aircraft records, and a new Aircraft Data section, which should help in selecting the
Weighing Record must be prepared. It is correct loading tables for provisions, baggage,
advisable to check both pages to make certain passengers, and fuel and in verifying station
that the weights and moments agree; the CG locations of the various seating arrangements
and storage compartments.

19-3
Figure 19-1. Basic Empty Weight Moment Sources (Weight and Balance Data)

PLANNING DATA • Fuel, kerosene
The following information is included to pro- ° Fuselage tank—1,206 lb

vide an example of the process used to compute
weight and balance. ° Wing tanks—2,508 lb
° Tip tanks—2,390 lb
EXAMPLE CONDITIONS
Aircraft (Model 35): ° Planned fuel reserve at destination—
1,500 lb
• Basic empty weight—9,858 lb
A typical weight and balance computation is
• CG—28.94% described in this chapter with the example
data entered on Figure 19-2.
• Moment—3,806,239
Two airplane loading forms for weight and
• Aircraft conf iguration: balance computations are provided in the
Weight and Balance section of the AFM, one
each for the 35 model and the 36 model.
° Executive door Sample worksheets (Figures 19-3 and 19-4) are
adaptations for training purposes.
° Standard seating (swivel seats)
The interior conf iguration diagram (Figure
° Right-hand recognition light only 19-5) for the example aircraft used in the sam-
Load: ple problem that follows has been included for
illustration.
• Pilot and copilot weight—195 lb each
Instructions for computing weight and bal-
• Provisions, forward cabinet—25 lb ance are also provided in the Weight and
Balance section of the AFM.
• Provisions, aft cabinet—30 lb
• Provisions, toilet—4 lb
• Water, wash basin—15 lb
• Baggage, aft compartment—130 lb
• Passengers
° Four at approximately 180 lb each
° Two at approximately 150 lb each

Figure 19-2. Sample Weight and Balance Worksheet—Model 35

Figure 19-3. Weight and Balance Worksheet—Model 35

Figure 19-4. Weight and Balance Worksheet—Model 36

Figure 19-5. Configuration Diagram and Provisions Loading Tables
WEIGHT AND BALANCE Example

COMPUTATION Using the information given for the example
conditions, enter the weights for each item in
1. The f irst step in computing weight and the appropriate block on the worksheet. Select
balance is to determine the basic empty the correct loading tables from the Weight and
weight and moment from the Airplane Balance section, beginning with provisions.
Weighing Record in the AFM. However, Notice that there are several provisions tables
if the aircraft has been altered, determine provided from which selection of the proper
the basic empty weight and moment data must be made. Since the example aircraft
from the aircraft records. has a standard interior, all data shown for mid-
cabinet and club conf igurations can be elimi-
The moment may be listed as a seven- nated, leaving only the tables pertaining to the
digit f igure, as shown in Figure WB-1. example aircraft (Figure 19-6).
In this case, the decimal point must be
moved three digits to the left when en- The correct water load (for the wash basin) is
tering the moment on the worksheet. selected by comparing the listed station loca-
This is because all weight and balance tions with the conf iguration diagram. Note
charts and tables are based on moment that the wash basin is directly opposite the aft
per 1,000. This reduces the figures in the provisions cabinet (Sta. 253); therefore the
numerical data to a more manageable correct water-loading entries for weight and
size. moment/1,000 are 15 and 3.80, respectively.
Example A similar process is used to select the appro-

priate crew, passenger, baggage, and fuel
Enter the basic empty weight (9,858) and mo- entries. Enter each moment/1,000 table with the
ment (3,806,304 ÷ 1,000 = 3,806.34) on the weight, select the corresponding moment, and
worksheet. The CG percentage may be entered, enter the data in the appropriate block on the
but does not serve any useful purpose in the worksheet. Check results with the example
computations. (see Figure 19-2).
2. Enter the payload weights for the crew, For the purpose of the example, load the two
passengers, provisions, baggage, and

150-pound passengers on the divan seat, and
fuel on the worksheet. Then determine the four 180-pound passengers on the forward
the moment for each entry, using the ap- and aft swivel seats.
propriate moment/1,000 table in the
Weight and Balance Data section of the When working on the fuel moment tables, be
AFM. sure to select the correct density columns for
all weight, moment, and gallon conversions.
Since there are different tables for each con-
f iguration, use care to ensure that the correct 3. Subtotal all weights and moments in the
table is selected for each item. 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).

Example The center of gravity, expressed as a per-

centage of MAC, can be read at the bottom or
Compare subtotal results with those given on top of the chart, whichever is closer to the
the sample worksheet. The wing bending point at which the weight and moment lines
weight is below the maximum limit. intersect.
4. Compute the takeoff gross weight by
subtracting fuel burned during start, Since the gross weight and moment lines cross
taxi, and takeoff. Determine the equiv- at a rather shallow angle, a small error in plot-
alent moment of the fuel burned by re- ting the intersect point can result in a signif-
ferring to the Fuel Used Vs Moment icant error in computing CG. The point on the
Loss table in the approved AFM. As an envelope charts can be more accurately plot-
average, 3.5 ppm per engine may be ted by mathematically computing CG (%
used for simplif ication, which would MAC) and then f inding the point on the en-
be furnished by the tip tanks (unless velope chart where gross weight and CG (%
they are empty). The takeoff g ross MAC) intersect. This is more accurate since
weight must not exceed the certif ied the weight and CG (% MAC) lines cross more
maximum takeoff weight. nearly at right angles.
Example The formula to calculate the CG in % MAC

is:
Assuming a 15 minute burn on two engines (7
ppm), the fuel burn is estimated at 105 lb. CG (% MAC) =
Referring to the Fuel Used Vs Moment Loss
table, enter the chart with 112 lb (for simpli- (Fuselage Station CG) – LEMAC) × 100
fication) and read 42.84 moment loss from the MAC
tip tank column. Note that the entries on the Where:
worksheet are minus (–) entries. Moment
Fuselage Station (CG) = Weight × 1000
Enter the 112 lb and 42.84 moment loss in the LEMAC = 362.17
appropriate blocks and subtract both f igures MAC = 82.75
from the ramp weight subtotals. Check re-
sults with the sample worksheet. The result- The values for LEMAC and MAC are constant
ing weight is less than maximum certif ied and may be found in the Weight and Balance
takeoff weight. section of the AFM. The fuselage station CG

varies with the aircraft total weight and mo-
5. Determine if takeoff weight and moment ment. The formula may be more practically
are within weight and CG limits using written for computation as follows:
the Weight-Moment-CG Envelope chart
in the Weight and Balance section of CG (% MAC) =
the AFM. Moment × 1,000 – 362.17
Weight × 100
The Weight-Moment-CG Envelope char t 82.75
depicts the flight envelope with heavy dark
lines. If the takeoff weight and moment lines Once CG (% MAC) is found, the Weight-
intersect within the envelope, the aircraft load Moment-CG Envelope may be entered with
is within limits for flight. If the lines intersect CG-% MAC and gross weight to f ind whether
outside the envelope, reduce weight or rear- they intersect within the envelope.
range the load to obtain weight and CG within
limits.

The Center-of-Gravity table in the Weight and 6. Landing weight and moment may be cal-
Balance section of the AFM may be used as culated by subtracting the weight and re-
an alternate means of determining whether sulting moment loss of fuel bur ned
the aircraft load is within the weight and CG enroute out of each tank, the resulting
limits. subtotals being the planned landing
weight and moment. The CG (% MAC)
Enter the table with aircraft gross weight (100- can then be determined using the same
pound increments). A forward limit moment process described for the takeoff con-
and an aft limit moment are listed. If the com- ditions. Check to ensure that the certi -
puted moment falls between those listed at f ied landing weight is not exceeded.
the forward and aft limits, the aircraft is within
limits for flight. Example
The tables may be used to identify the CG Given an estimated 1,500 lb of fuel remaining
limits more accurately than the CG charts. at destination, for operation, the fuel must be
However, the charts provide a more graphic de- located in the wing tanks because all of the fuel
piction of the aircraft weight and moment in loaded in the fuselage and tip tanks was burned.
relation to the limits. The 112 lb burned out of the tip tanks prior to
takeoff and the associated 42.84 moment loss
already accounted for leaves 2,278 lb of fuel
Example and a moment loss of 885.91. Since every-
thing loaded in the fuselage tank was burned,
Compute CG in percent MAC for takeoff
the appropriate form entries are 1,206 lb and
weight and moment using the formula given
530.22 moment loss.
above.
If 1,500 lb of fuel remains in the wing tanks,
CG (% MAC) =
the amount of fuel burned is 1,008 lb, or the
6,672.30 × 1,000 – 362.17 difference between what was serviced (2,508)
17,464 × 100 and what remains (1,500). The resulting mo-
82.75 ment loss (404.8) can be determined from the
Fuel Used Vs Moment Loss chart by using
the nearest (1,034 lb) figure for simplification.
Use the Weight-Moment-CG Envelope chart

in the AFM and determine if gross weight
All worksheet entries should be minus ( –)
(17,464 lb) and CG-% MAC (24.04%) lines
entries.
cross within the flight envelope. In this
example, the lines cross within the envelope,
A f inal subtotal of the weights and moments
and the aircraft is within limits for takeoff.
results in a landing weight of 12,946 lb, which
is less than maximum certified landing weight,
This fact could be determined as well using the
and a moment/1,000 of 4,858.95.
Center-of-Gravity table in the AFM. Find
17,464 (17,500 rounded off) in the pounds CG (% MAC) =
gross weight column. The forward moment
for this gross weight is 6,591.38, and the aft 4,851.37 × 1,000 – 362.17
limit moment is 6,772.50. The actual moment 12,946 × 100 = 15.19%
in the example—6,672.30—falls between the 82.75
forward limit moment and the aft limit mo-
ment. As a result, the aircraft load is within
limits for flight.

Use the Weight-Moment-CG Envelope chart If the aircraft is not within CG limits, the load
to ensure that the landing weight (12,946) and must be adjusted before takeoff or the fuel
the CG (% MAC) intersect within the flight en- load adjusted in flight to remain within the en-
velope. In this example, the lines intersect velope. The Center-of-Gravity table can also
within the envelope and the aircraft is within be used to determine whether the aircraft is
limits for landing. within CG limits for landing.

CHAPTER 20
PERFORMANCE
CONTENTS
Page
INTRODUCTION................................................................................................................. 20-1
GENERAL ............................................................................................................................ 20-1
PERFORMANCE ................................................................................................................. 20-1
General .......................................................................................................................... 20-2
Definitions..................................................................................................................... 20-2
Flight Planning Data...................................................................................................... 20-6
Takeoff Performance...................................................................................................... 20-7
Thrust .......................................................................................................................... 20-18
Climb, Cruise, and Descent Planning ......................................................................... 20-19
Approach and Landing Performance........................................................................... 20-25
20 PERFORMANCE

ILLUSTRATIONS
Figure Title Page
20-1 Sample Takeoff Worksheet ................................................................................... 20-9
20-2 Takeoff Profile Example...................................................................................... 20-14
20-3 Sample Operational Planning Form..................................................................... 20-21
20-4 Sample Landing Worksheet ................................................................................. 20-26
TABLE
Table Title Page
20-1 Configurations ....................................................................................................... 20-6
20 PERFORMANCE

CHAPTER 20
PERFORMANCE
INTRODUCTION
This chapter will introduce the various charts, tables, and methods used to compute
aircraft performance. A set of conditions (aircraft load, ambient conditions, etc.) is
presented at the beginning of each of the two sections of this chapter. These condi-
tions are used throughout each section in examples that demonstrate the use of charts
and tables.
GENERAL
Most performance data for all approved op- Manual and Aircrew Checklist. However, the
20 PERFORMANCE
erating conditions is provided in chart form in effects of wind, runway gradient, antiskid-
the Perfor mance section of the approved off, and anti-ice-on conditions are not com-
Airplane Flight Manual. Climb, cruise, and de- pensated for in the tabular data in the crew
scent data are provided in the Learjet 35/36 checklist or the Pilot’s Manual. Therefore, if
Pilot’s Manual. Aircraft performance data is any of the above are factors, the AFM charts
also provided in tabular form in the Pilot’s should be used for flight planning.

PERFORMANCE • Runway gradient

• Anti-ice—on or off
GENERAL • Antiskid—on or off
• Flaps 8° or 20° for takeoff and 40° for
Assumed Conditions landing
The performance data presented for each phase
of operation is based on certain assumed con- DEFINITIONS
ditions. For example, the takeoff distance chart
assumes that takeoff power is set before brake The following def initions apply to terms used
release. Assumed conditions, along with the throughout this manual.
description of the corresponding charts, are
given in this chapter.
Airspeeds
Standard Conditions CAS—Calibrated Airspeed
The airspeed indicator reading cor-
Standard conditions that apply to all perfor- rected for instrument and position
mance calculations are: error. KCAS is calibrated airspeed
• Cabin air—on expressed in knots.
• Factors for 50% headwind components IAS—Indicated Airspeed

and 150% tailwind components have The airspeed indicator reading as in-
been applied to takeoff and landing data stalled in the aircraft. KIAS is indi-
as prescribed in pertinent regulations cated airspeed expressed in knots.
The information in this manual is
• The standard (coplanar) engine exhaust presented in terms of indicated air-
nozzle is installed (no thrust reversers) speed, unless otherwise stated, and
assumes zero instrument error.
NOTE
M—Calibrated Mach Number
The performance of aircraft equipped The Machmeter reading corrected
with thrust reversers is equivalent to for instrument and position error.
the performance shown in the ap-
proved AFM. However, the power set- M I —Indicated Mach Number
t i n g c h a r t s f o r t h r u s t r eve r s e r The Machmeter reading as installed
equipped aircraft are different and in the aircraft. Zero instrument error
are contained in the Aeronca (or Dee is assumed for presentations in this
Howard) Thrust Reverser Supplement section of the manual.
to the AFM, as applicable.
V A —Maneuvering Speed
V A is the highest speed that full
Variable Factors aileron and rudder control can be
applied without over-stressing the
Variable factors affecting performance are re- aircraft, or the speed at which the
flected in the charts to which they apply and aircraft will stall with the load fac-
20 PERFORMANCE
include: tor of 3.0 Gs at maximum g ross

• Ambient temperature and pressure alti- weight, whichever is less.
tude
V LOF —Liftoff Speed
• Winds The actual speed of the aircraft at
• Gross weight liftoff.

V SO —Stall Speed, Landing (V MCA ), or less than the rotation

V SO is the stalling speed in the speed (V R ) plus an increment in
landing conf iguration. speed attained prior to reaching a 35
ft height above the runway surface.
V S1 —Stall Speed, Gear/Flaps
VS1 is the stalling speed in the V APP —Approach Climb Speed
appropriate gear/flap configuration. The airspeed equal to 1.3 V S1 (air-
craft in approach conf iguration).
V MCA —Minimum Control Speed, Air
The minimum flight speed at which V REF —Landing Approach Speed
the aircraft is controllable with 5° of The airspeed equal to 1.3 V S0 (air-
bank when one engine suddenly craft in landing conf iguration).
becomes inoperative and the remain-
ing engine is operating at takeoff Weights
thrust.
Maximum Allowable Takeoff Weight
V MCG —M i n i mu m C o n t r o l S p e e d ,
Ground The maximum allowable takeoff weight at the
The minimum speed on the ground start of takeoff roll is limited by the most
at which control can be maintained restrictive of the following requirements:
using aerodynamic controls alone, • Maximum certif ied takeoff weight.
when one engine suddenly becomes
inoperative and the remaining engine • Maximum takeoff weight (climb or brake
is operating at takeoff thrust. energy limited) for altitude and tem-
perature as determined from the appli-
V 1 —Critical Engine Failure Speed cable f igure entitled Takeoff Weight
The speed at which, due to engine Limits
failure, the pilot is assumed to elect
to stop or continue the takeoff. If • Maximum takeoff weight for the run-
engine failure occurs at V 1 , the dis- way and ambient conditions as deter-
tance to continue the takeoff to 35 ft mined from the applicable figure entitled
above the runway surface will be Takeoff Distance
equal to the distance to bring the air- • Maximum takeoff weight for obstacle
craft to a full stop. V 1 must not be clearance as determined from the ap-
less than the critical minimum con- plicable Takeoff Flight Path and Climb
trol speed (V MCG ) or greater than Gradient f igures. (FARs 121 and 135 as
the rotation speed (V R ). applicable to U.S. registered aircraft)
V R —Rotation Speed Maximum Allowable Landing Weight
The speed at which rotation is initi- The maximum allowable landing weight is
ated during takeoff to attain V 2 at or limited by the most restrictive of the follow-
before a height of 35 ft above the ing requirements:
runway surface.
• Maximum certif ied landing weight
V 2 —Takeoff Safety Speed
The actual speed at 35 ft above the • Maximum landing weight for the runway
and ambient conditions as determined
20 PERFORMANCE
runway surface as demonstrated in

flight during single engine takeoff. from the applicable Actual Landing
V2 must not be less than 1.2 times the Distance and Factored Landing Distance
stalling speed or less than 1.1 times (if applicable) charts
the air minimum control speed

• Maximum landing weight (approach Actual Landing Distance

climb or brake energy limited) for alti-
The actual landing distances presented in this
tude and temperature as determined from
section are based on a smooth, dry, paved run-
the applicable f igure entitled Landing
way. The landing f ield length is equal to the
Weight Limits
horizontal distance from a point 50 ft above the
runway surface to the point at which the air-
Distances craft would come to a full stop on the runway.
Accelerate-Stop Distance Factored Landing Distance

The accelerate-stop distance is the horizontal
The factored landing distances presented in
distance traversed from brake release to the
this section are equal to the actual landing
point at which the aircraft comes to a complete
distance divided by 0.60 (multiplied by 1.67).
stop on a takeoff during which one engine
fails at V 1 and the pilot elects to stop.
Meteorological
Engine-Out Accelerate-Go Distance ISA—International Standard Atmosphere
The engine-out accelerate-go distance is the
OAT—Outside Air Temperature
horizontal distance traversed from brake re-
lease to the point at which the aircraft attains The free air static temperature ob-
a height of 35 ft above the runway surface, on tained from either ground meteo-
a takeoff during which one engine fails at V 1 rological sources or from inflight
and the pilot elects to continue. temperature indications adjusted
for instrument error and compress-
ibility effects
Takeoff Field Length
The takeoff field lengths presented in this sec- RAT—Ram Air Temperature
tion are based on a smooth, dry, paved runway. The static air temperature corrected
The takeoff f ield length given for each com- for full adiabatic compression rise
bination of aircraft weight, atmospheric tem- cor responding to the calibrated
perature, altitude, wind, and runway gradient Mach number, and multiplied by a
is the greatest of the following: recovery factor
Altitude
1. 115% of the all-engine takeoff distance
All altitudes given in this section
from start to a height of 35 ft above the
are pressure altitudes unless other-
runway surface
wise stated.
2. The accelerate-stop distance
Wind
3. The engine-out accelerate-go distance The wind velocities recorded as vari-
ables on the charts of this section
No specific identification is made on the charts are to be understood as the head-
as to which of the above distances governs a wind or tailwind components of the
specif ic case. However, in all cases for which actual winds at 20 ft above the run-
charts are furnished, the f ield length is gov- way surface (tower winds).
erned by either 2 or 3 above as the all-engine
20 PERFORMANCE
takeoff distance is shorter than either.

Demonstrated Crosswind 1.1% enroute. This conservatism is

The demonstrated crosswind veloc- required by FAR 25 for terrain clear-
ity of 24.7 kt is the velocity of the ance determination to account for
reported tower winds (measured at a variables encountered in service.
20-foot height) for which adequate
control of the aircraft during takeoff First Segment Climb
and landing was actually demon- Climb from the point at which the
strated during certif ication tests. aircraft becomes airbor ne to the
The value shown is not considered to point at which the landing gear is
be limiting. fully retracted. The gross climb gra-
d i e n t m u s t b e p o s i t ive , w i t h o u t
Miscellaneous ground effect. This requirement is
satisf ied by observing the Takeoff
Position Correction—Static Position Weight Limits chart. Velocity in-
Correction crease is from V LOF to V 2 with gra-
A correction applied to indicated dient calculated at liftoff velocity
airspeed or altitude to eliminate the (V LOF ).
effect of the location of the static
pressure source on the instrument Second Segment Climb
reading. Since all airspeeds and al- Climb extending from the end of the
titudes in this section are presented f irst segment to a height of at least
as indicated values, no position cor- 400 ft. The gross climb gradient may
rections need be made when reading not be less than 2.4%. This require-
from the charts. Any change in the ment is satisf ied by observing the
airspeed-altitude system external to Ta k e o f f We i g h t L i m i t s c h a r t .
the aircraft, or locating any external Velocity for this segment is V 2 .
object near the pressure pickup
sources, requires calibration of the Final Segment Climb
system and revision of the charts. Climb extending from the end of the
second segment to a height of at least
Runway Gradient 1,500 ft. The gross climb gradient
Change in runway elevation per 100 may not be less than 1.2%. This re-
ft of runway length. The values given quirement is satisf ied by observing
are positive for uphill gradients and the Takeoff Weight Limits chart.
negative for downhill gradients. Velocity for this segment is 1.25 V S1.
Gradient of Climb Enroute Climb
The ratio of the change in height Climb with flaps UP (0°), landing
during a portion of the climb to the gear retracted and maximum con-
horizontal distance traversed in the tinuous thrust on one engine. There
same time interval. is no minimum requirement for en-
route climb gradients. The enroute
Gross Climb Gradient net climb gradients are presented for
The climb gradient that the aircraft pilot’s reference. Velocity is pre-
can actually achieve given ideal con- sented in Enroute Climb Speed
ditions. Schedule chart.
20 PERFORMANCE
Net Climb Gradient

The gross climb gradient reduced by
0.8% during the takeoff phase and

Approach Climb Landing Climb

Climb from a missed or aborted ap- Climb from an aborted landing with
proach with approach (20°) flaps, landing flaps DN (40°), landing gear
landing gear retracted, and takeoff extended, and takeoff thrust on both
thrust on one engine. The gross climb engines. The gross climb gradient
gradient may not be less than 2.1%. may not be less than 3.2%. This re-
This requirement is satisf ied by ob- quirement is satisf ied by observing
serving the Landing Weight Limits the Landing Weight Limits chart.
chart. Velocity for this segment is Velocity for this segment is 1.3 V SO .
1.3 V S1 .
Configurations
The conf igurations referred to by
name in the charts correspond to the
settings in Table 20-1.
Table 20-1. CONFIGURATIONS
No. of Engines Flap

Configuration Operating Thrust Setting Gear
1st Segment 1 Takeoff 8° or 20° DN

Takeoff Climb
2nd Segment 1 Takeoff 8° or 20° UP

Takeoff Climb
Final Segment 1 Max UP–0° UP

Climb Cont.
Enroute 1 Max. UP–0° UP

Climb Cont.
Approach 1 Takeoff 20° UP

Climb
Landing 2 Takeoff DN–40° DN

Climb
20 PERFORMANCE

FLIGHT PLANNING DATA Airport A Runway

The following conditions are provided to com- • Runway 01R, Length—7,300 ft
pute takeoff, climb, cruise, descent, and land- • Dry
ing data for a flight from airport A to airport
B. This should not be construed as a complete • Gradient—0%
example of flight planning procedures. The
purpose is to introduce charts and tables most • Obstacle—20,100 ft from departure of
RWY 01R, 1,500 ft above runway
commonly used in flight planning. Sample
worksheets for takeoff and landing data and a
sample operational planning form for the flight
Climb Conditions
planning problems and solutions are included • Climb Schedule—250 KIAS/0.70 M I
in this chapter.
• Maximum Continuous Thrust (N 1 )
Example Conditions • Climb on course

• Climb unrestricted to FL 430 (Long-
Departure Airport A range Cruise)
Aircraft • Standard Atmospheric Conditions (ISA)
• Basic Operating Weight (Lb) 9,800 • Average headwind components—20 kt
• Payload +200
Cruise Conditions
• Zero-Fuel Weight 10,000
• Distance—1,000 miles from Airport A
• Fuel Weight +5,200 to Airport B
• Ramp Weight 15,200 • Use Long-range Cruise
• Fuel: Start, Taxi, Takeoff –200 • Standard Atmospheric Conditions (ISA)
• Takeoff Gross Weight 15,000 • Average headwind component—20 kt
Aircraft Takeoff Configuration Descent Conditions
• Standard Nozzles (no thrust reversers) • Average headwind component—20 kt
• Flaps—8°
Arrival Airport B
• Antiskid—on
• Anti-ice—off
Airport B Weather
• Ceiling/visibility—20 OVC 3 H
Airport A Weather
• Temperature—60°F
• Ceiling/Visibility—3 OVC 1⁄2 H
• Pressure Altitude—1,300 ft
• Temperature—60°F
• Wind— 320°/17 kt
• Pressure Altitude—1,300 ft
20 PERFORMANCE
• Wind—330°/20 kt Airport B Runway

• Runway 35R Length—13,300 ft
• Gradient—0°

TAKEOFF PERFORMANCE • Maximum takeoff weight to meet min-

imum single-engine climb gradient re-
Wind Components quirements and not exceed brake energy
limits (climb or brake energy limited)
Headwind, tailwind, and crosswind compo-
nents can be calculated by using the Wind • Maximum takeoff weight for runway
Component chart found in the General section length available
of the AFM Performance Data chapter. • Maximum takeoff weight for obstacle
clearance
Problem
Using runway 01R at airport A, with a re- Maximum Certificated Takeoff
ported surface wind of 330/20, the wind di- Weight
rection is 40° from the runway heading. Use The maximum certif icated takeoff weight for
the Wind Components chart to determine the most Learjet 30 series aircraft is 18,300 lb.
headwind and crosswind components. However, some earlier production aircraft may
be limited to 18,000 or 17,000 lb takeoff
Solution weight.
Find the point on the chart at which the 20-knot
arc crosses the 40° line. From this point pro- • If the aircraft records indicate that the
ceed horizontally to the left margin to read the aircraft does not incorporate ECR 1495,
headwind component (15 kt) or proceed straight ECR 2234, AAK 77-8, or AAK 80-2.
down to the bottom margin to read the cross- the certificated maximum takeoff weight
wind component (13 kt). Enter headwind com- is 17,000 lb.
ponent on Takeoff Worksheet (Figure 20-1). • If the aircraft records indicate that the
aircraft includes optional ECR 1495 or
Maximum Allowable Takeoff AAK 77-8, the maximum certif icated
Weight takeoff weight is 18,000 lb.
The maximum allowable takeoff weight at the • If AAK 80-2 is included, the aircraft is
start of takeoff roll is limited by the most re- certificated for 18,300 lb maximum take-
strictive of the following requirements: off weight.
• Maximum certif icated takeoff weight For the example, enter 18,300 under CER-
TIFICATED TAKEOFF WT on the Takeoff
Worksheet (Figure 20-1).
20 PERFORMANCE

20 PERFORMANCE
Figure 20-1. Sample Takeoff Worksheet (Sheet 1 of 2)

20 PERFORMANCE
Figure 20-1. Sample Takeoff Worksheet (Sheet 2 of 2)

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

Maximum Takeoff Weight for the runway length available. Takeoff distance
Runway Available is discussed in greater detail later in this chap-
ter under Takeoff Field Length.
If the computed takeoff f ield length deter-
mined from the AFM Takeoff Distance chart Problem
is less than the runway length available, take-
off weight is not limited due to runway length. Determine the maximum takeoff gross weight
However, if the computed takeoff distance ex- for the runway available.
ceeds the runway length available, the aircraft
gross weight must be reduced or takeoff de- Solution
layed until atmospheric conditions change To determine the maximum takeoff gross
(e.g., cooler temperature, increased wind ve- weight for the runway available, work back-
locity, or wind shift to a longer runway). ward through the Takeoff Distance chart. Enter
the chart on the right margin at the actual field
The maximum takeoff weight limited by avail- length (7,300 ft) and proceed horizontally to
able runway can be determined by entering the Wind section. (The Antiskid, Anti-ice,
the Takeoff Distance chart on the right side Runway Gradient, and Altitude sections do
with the runway length available and working not apply in this example.) Intersect the 15-
backward to the Gross Weight section. Then kt headwind velocity line and follow the wind
enter the chart at the left with the temperature lines to the zero-wind reference line. From
and pressure altitude and proceed to the Gross this point, draw a light pencil line horizontally
Weight section. Read the gross weight directly across the Gross Weight section.
below the point at which these two entries in-
tersect in the Gross Weight section. This is the Now, enter the chart at the bottom, left mar-
gross weight that will permit takeoff within the gin with the temperature (60°F) and proceed
runway length available. vertically to the pressure altitude (1,300 ft).
Next, proceed horizontally right to the gross
Problem weight reference line and follow the guidelines
Determine if the planned gross weight is lim- until intersecting the previously drawn pencil
ited by the runway length available. line.
Solution In this example, following the gross weight

guidelines, the 18,300-pound gross weight
In the example conditions, the temperature is limit is reached before intersecting the pen-
60°F, pressure altitude is 1,300 ft, and the cil line. Therefore, takeoff could be made up
planned takeoff gross weight is 15,000 lb. to 18,300 lb without exceeding runway length
Using the Takeoff Distance (Flaps 8°) chart, available. Enter 18,300 lb on the Takeoff
it is determined that the computed takeoff Worksheet under TAKEOFF WT FOR RWY
distance (3,400 ft) is less than the runway LENGTH.
length available (7,300 ft). As a result, the
planned takeoff gross weight is not limited by
20 PERFORMANCE

Maximum Takeoff Weight for Reducing the gross weight increases climb
Obstacle Clearance gradient possible. At the same time, climb
gradient required also decreases because the
Commercial operators (FAR 121 and 135) of takeoff distance is reduced, providing more dis-
U.S.-registered aircraft are required to deter- tance from the obstacle. Therefore, an inter-
mine the maximum takeoff weight that will en- polative process is required to f ind the exact
able the aircraft to clear obstacles in the takeoff minimum gradient and maximum weight for
flight path in the event an engine fails at or after obstacle clearance. This process will be de-
V 1 speed. Although not specif ically listed as scribed further in the example.
a requirement for other operators, it would be
prudent for all operators to make these com- Takeoff Flight Path
putations to ensure safe operation.
Takeoff flight path charts are provided for 8°
Takeoff flight path charts are provided in the and 20° flap settings and also for close-in and
Ta k e o ff s e c t i o n o f t h e A F M c h a p t e r, distant obstacles.
Performance Data, to enable the operator to de-
termine the net climb gradient required to The close-in charts are used to determine re-
clear an obstacle in the takeoff flight path. quired climb gradients for obstacle clearance
Additionally, climb gradient charts are pro- within 10,000 ft of Reference Zero, and the dis-
vided in the same section that enable the op- tant charts are used to determine climb gradient
erator to determine the net climb gradient requirements for obstacles up to 40,000 ft
possible (one engine inoperative) for aircraft from Reference Zero.
gross weight and existing atmospheric con-
ditions. The origin for each climb gradient line is
Reference Zero. This point is a point 35 ft
In the event that the computed climb gradient above the runway at the computed takeoff dis-
required exceeds the single-engine climb gra- tance. The climb gradient lines are divided
dient possible, the aircraft takeoff gross weight into f irst and second segments. For purposes
must be reduced or takeoff delayed until at- of flight path calculations, the second seg-
mospheric conditions change to allow the com- ment extends to 1,500 ft AGL, and the f inal
puted climb gradient possible to exceed the segment flight path is not considered.
climb gradient required.
20 PERFORMANCE

Horizontal distance from Reference Zero is to be 3,400 ft. Computation of takeoff distance
calculated by adding the runway remaining be- is described under Takeoff Field Length in this
yond Reference Zero to the distance between chapter.
the end of the runway and the obstacle (Figure
20-2). The appropriate Takeoff Flight Path Calculate horizontal distance from Reference
chart (Close In—Flaps 8°, Distant—Flaps 8°, Zero by f irst subtracting the takeoff distance
Close In—Flaps 20°, or Distant—Flaps 20°) is from the runway length of f ind the runway re-
entered at the bottom margin with the calculated maining beyond the takeoff point (7,300–3,400
horizontal distance from Reference Zero and at = 3,900 ft). Then add the runway remaining be-
the left margin with obstacle height above the yond takeoff point to the distance the obsta-
runway. Commercial operators must enter the cle is from the end of the runway (3,900 +
chart at the right margin with obstacle height 20,100 = 24,000 ft) (Figure 20-2). Enter 24,000
above Reference Zero. ft under DIST FROM REF ZERO on the
Takeoff Worksheet.
Problem
Now, use the Distant Takeoff Flight Path (Flaps
Determine the climb gradient required to clear
8°) chart in the AFM to determine the climb
the obstacle using the previously listed ex-
gradient required. Enter the chart at the bot-
ample conditions.
tom margin with horizontal distance from
Reference Zero (24,000 ft) and proceed ver-
Solution tically. (Do not apply winds on this chart.)
First, the horizontal distance from Reference Now enter the chart at the left margin (non-
Zero must be determined. In order to calculate commercial operator) with obstacle height
this, determine the takeoff distance, the length above the runway (1,500 ft) and proceed to the
of the runway, and the distance of the obsta- right. The two lines intersect between the 6.0%
cle from the end of the runway. The takeoff dis- and 7.0% gradient lines. Interpolate when the
tance for the example conditions is computed lines intersect between the climb gradient
SECOND FINAL ENROUTE

EXAMPLE: SEGMENT SEGMENT CLIMB
AIRPLANE GW: 15,000 POUNDS
PA: 1,300 FEET
TEMP: 60° F
W/V: 15 KNOTS HEADWIND
9.8% CLEAR OF OBSTACLE
SIBLE (400 FT MINIMUM)
FIRST POS
SEGMENT IENT
:G RAD
PLE 6.5%
EXA
M REQUIRED
MINIMUM GRADIENT
EXAMPLE:
REFERENCE
ZERO GEAR OBSTACLE 1,500 FT ABOVE
35 FT UP RUNWAY ALTITUDE
24,000 FT
BRAKE LIFTOFF DISTANCE FROM
RELEASE REF ZERO
3,900 FT
20 PERFORMANCE
3,400 FT RUNWAY
TAKEOFF DISTANCE REMAINING 20,100 FT
7,300 FT
RUNWAY LENGTH
Figure 20-2. Takeoff Profile Example

lines. In this example, the climb gradient re- read second segment net climb gradient (pos-
quired is 6.5% (Figure 20-2). sible).
In addition to f inding the climb gradient re- If anti-ice systems are to be turned on for take-
quired, note whether the obstacle falls within off, anti-ice system guidelines must be fol-
the f irst or second segment. If the intersect lowed to the right margin. In this example,
point is to the left of the Gear Down—gear up anti-ice systems are not necessary for takeoff,
line, the obstacle is in the f irst segment. If the so the climb gradient possible is found to be
intersect point is to the right of the line, the approximately 9.8%.
obstacle is in the second segment. It is im-
portant to note this in order to select the proper It was previously determined that only a 6.5%
climb gradient chart (f irst segment or second gradient was required to clear the obstacle.
segment) to f ind the climb gradient possible Therefore, the planned takeoff weight of
for this example. Note also that the climb gra- 15,000 lb is acceptable for obstacle clearance.
dient lines on the chart have a different value
in the f irst and second segments. If the climb gradient possible was found to be
less than the climb gradient required to clear
Climb Gradients the obstacle, takeoff should not be attempted
under the existing conditions.
First, Second, and Final Segment Climb
Gradient charts are provided to determine the
As previously mentioned, reducing takeoff
climb gradient possible for aircraft gross
gross weight reduces climb gradient required
weight and atmospheric conditions. First and
and increases climb gradient possible. As a re-
Second Climb Gradient charts (Flaps 8 or
sult, finding the maximum takeoff gross weight
20°) are used in conjunction with the Takeoff
that allows obstacle clearance becomes an in-
Flight Path charts, which show required net
terpolative process. A suggested method for
gradients for obstacle clearance. The Final
accomplishing this is to average the climb
Segment climb Gradient chart is provided for
gradient possible and climb gradient required
reference only.
and enter the climb gradient chart on the right
with this value.
Problem
Using the Second Segment Climb Gradient For example, if the climb gradient required is
(Flaps 8°) chart in the AFM, find the climb gra- found to be 4.0% and the climb gradient pos-
dient possible for the example conditions. sible is 3.0%, add the two together and divide
by 2 to f ind the average of 3.5%. Enter the
Solution climb gradient chart on the right at 3.5% and
work backward through the chart to the gross
Enter the chart at the bottom, left margin with weight section. Then enter the chart on the left
the temperature (60°F) and proceed vertically with the temperature and pressure altitude and
until intersecting the f ield pressure altitude work forward through the chart to the Gross
(1,300 ft). From this point, proceed horizon- Weight section. From the point at which the
tally to the right to the reference line on the two entries intersect in the Gross Weight sec-
Gross Weight section. Parallel the curved tion, proceed straight down and read the new
guidelines until intersecting the planned take- trial takeoff weight.
off gross weight line (15,000 lb).
20 PERFORMANCE
From this point, proceed horizontally to the

zero-wind reference line. Then, follow the di-
agonal wind lines until intersecting the wind
velocity line (15 kt headwind). From this point,
proceed horizontally to the right margin and

With this trial takeoff weight, a new takeoff Problem

distance is computed, a new distance from
Reference Zero is calculated, and a new climb Using the Critical Engine Failure Speed (V 1 ),
gradient required is determined. If the new (Flaps 8°) chart in the AFM, determine V 1 for
climb gradient required is less than the climb the example conditions.
gradient possible for the trial gross weight
(3.5%), the obstacle can be cleared at the trial Solution
gross weight. Enter the chart at the bottom left margin with
the temperature (60°F) and proceed vertically
In most cases, this process will provide a new until intersecting the f ield pressure altitude
gross weight that will provide obstacle clear- (1,300 ft). Then proceed horizontally to the
ance. If, however, the new required gradient right to the gross weight reference line.
is still greater than the possible gradient, the
two gradients (possible and required) can be Parallel the guidelines until intersecting the
averaged again and the entire process repeated. takeoff gross weight (15,000 lb). From this
point, proceed horizontally to the right to the
zero-wind reference line. Follow the wind
Takeoff Speeds (V1,VR, and V2) guidelines to the right until intersecting the
These speeds are found in the Critical Engine wind velocity (15 kt headwind).
Failure Speed (V 1 ), Rotation Speed (V R ), and
Takeoff Safety Speed (V 2 ) charts in the AFM. From this point, proceed horizontally to the
Separate charts are provided for 8 and 20° right margin and read V 1 (118 KIAS). If the
flap settings. For a review of these abbrevia- anti-ice systems are on, the antiskid system is
tions (V 1 , V R , and V 2 ), see Def initions in this off, or if there is a gradient, follow the guide-
chapter. lines in those two sections of the chart.
Enter the computed V 1 speed on the Takeoff

Critical Engine Failure Speed (V1) Worksheet (see Figure 20-1).
Data provided by the Critical Engine Failure
Speed chart is based on three assumptions: Rotation Speed (VR)
(1) takeoff power is set before brake release,
(2) the takeoff runway is dry, hard, and smooth, Rotation speed is affected only by aircraft
and (3) tires and brakes are operating at nor- gross weight and flap setting.
mal eff iciency.
Problem
These assumptions are of particular impor- Determine V R from the Rotation Speed (V R )
tance anytime the computed takeoff distance (Flaps 8°) chart, in the AFM for the example
approaches the available runway length. When takeoff gross weight.
these assumed conditions are not met, there is
no assurance of being able to stop the aircraft Solution
within the computed takeoff distance if take-
off is rejected at V 1 . Enter the chart at the left margin with the air-
craft gross weight (15,000 lb). Proceed hori-
zontally right to the reference line and then
straight down to the bottom margin and read
V R (130 KIAS). Record the computed V R
20 PERFORMANCE
speed on the Takeoff Worksheet.

Takeoff Safety Speed (V2) The takeoff f ield length data presented in the
AFM is governed by the accelerate-stop or the
Takeoff safety speed (V 2 ), like rotation speed, engine-out accelerate-go distance, whichever
is affected only by aircraft gross weight and is greater. Generally, unless V 1 is limited by
flap setting.
V R or V MCG , the takeoff f ield lengths are bal-
anced, and the accelerate-stop distance equals
Problem the accelerate-go distance.
Determine V 2 from the Takeoff Safety Speed
(V 2 ), (Flaps 8°) chart in the AFM for the ex- The Takeoff Distance charts in the AFM are
ample takeoff gross weight. presented for 8 or 20° flaps settings. These
charts may be used to determine either of the
Solution following:
Enter the chart at the left margin with the take-
1. Runway length required for a given air-
off gross weight (15,000 lb). Proceed hori-
craft weight.
zontally right to the reference line and then
straight down the margin and read V 2 (133
2. Maximum aircraft takeoff weight cor-
KIAS). Enter the V 2 value on the Takeoff
responding to a specif ic runway length.
Worksheet.
The process for f inding the maximum
aircraft weight for a given runway length
Takeoff Field Length was previously described in this section
under Maximum Takeoff Weight for
Takeoff f ield length data assumes a smooth, Runway Available.
dry, hard-surface runway.
Problem
The takeoff distances computed from the take-
off distance charts in the AFM are accurate Using the Takeoff Distance (Flaps 8°) chart in
only when the following procedures are used: the AFM, f ind the takeoff f ield length for the
example conditions.
1. Set takeoff N 1 prior to brake release and
adjust N 1 to match computed Takeoff Solution
N 1 . Continue to adjust N 1 until reach- Enter the chart at the lower left margin with
ing 80 KIAS. the temperature (60°F) and proceed verti-
cally until intersecting the f ield pressure
2. Rotate to approximately 9° noseup at altitude (1,300 ft). From this point proceed
VR. horizontally to the right to the gross weight
reference line and then follow the guideline
3. For engine failure after V 1 , accelerate to until intersecting the takeoff gross weight
V 2 after liftoff and then adjust pitch, as line (15,000 lb).
required, to maintain V 2 .
Parallel the guidelines until intersecting the
The pilot must use these procedures whenever takeoff gross weight line (15,000 lb). Next,
the computed takeoff distance is at or near the proceed horizontally to the right to the zero-
actual runway length. Otherwise, the actual wind reference line. Parallel the guidelines
takeoff distance may exceed the chart value and until intersecting the wind velocity (15 kt
runway length available. Takeoff power settings
20 PERFORMANCE
headwind). Then proceed horizontally right to

are discussed later under Takeoff Thrust in the right margin and read the takeoff f ield
this section. length (3,400 ft).

If takeoff with a gradient is planned with the If N 1 is below that specif ied in the takeoff
antiskid system off or the anti-ice systems power setting charts for the existing temper-
on, follow the guidelines through the corre- ature and pressure altitude, aircraft takeoff
sponding section of the chart while proceed- performance will not meet the takeoff per-
ing to the right margin. formance specified in the performance charts.
If N 1 is above computed takeoff power, air-
Pressure altitude is compensated for on the frame or engine limits may be exceeded. Thus,
right side of the chart. If takeoff is planned at it is necessary to compute takeoff power and
a pressure altitude above 11,000 ft, an addi - adjust the power levers as necessary to set N 1
tional factor must be applied in the altitude sec- equal to chart value. In addition, operation at
tion on the far right side of the chart. For normal a specif ic N 1 should always be within ITT
takeoffs below a pressure altitude of 11,000 ft, limits.
the altitude section can be disregarded.
NOTE
NOTE During takeoff, N 1 may decrease
Certification for U.S.-registered air- slightly from the initial static read-
craft limits takeoffs and landings to ing. Therefore, N 1 should be contin-
10,000 ft pressure altitude. uously monitored and adjusted until
reaching 80 KIAS.
THRUST
Separate takeoff power setting charts are pro-
Takeoff Thrust vided for aircraft equipped with standard noz-
zles and those equipped with thrust reverser
Takeoff performance is based on the assump- nozzles. Takeoff power setting charts for stan-
tion that the engines will be operating at a dard nozzles are found in the Performance Data
specif ic fan speed (N 1 ) for a given tempera- chapter of the AFM. For thr ust-reverser-
ture and pressure altitude (takeoff power). equipped aircraft, the charts are found in the
Takeoff power must be maintained from brake Aeronca or TR 4000 thrust reverser supplement
release to 35 ft above the runway or until ob- to the AFM. Takeoff power setting data is also
stacle clearance in the event of engine failure provided for all three types of exhaust nozzles
on takeoff. in tabular form in the Pilot’s Manual and the
checklist.
Takeoff from a standing start (takeoff thrust
set before brake release) must be accom-
plished when the computed takeoff distance Problem
is at or near actual runway length. Also, take- Using the Takeoff Power Setting (Anti-ice off,
off from a standing start must be accom- Standard Nozzle) chart in the AFM, deter-
plished to ensure computed obstacle clearance mine the takeoff power setting for the exam-
performance. ple conditions.
The more comfortable rolling takeoff may be Solution
accomplished when actual runway length is at
least 10% longer than computed takeoff dis- Enter the chart at the bottom margin with the
tance and obstacle clearance is not a factor. temperature (60°F) and proceed vertically
20 PERFORMANCE
When takeoff roll is initiated before setting until intersecting the f ield pressure altitude
takeoff power, ensure that takeoff thrust is es- (1,300 ft). From that point, proceed horizon-
tablished before reaching the point at which tally to the left margin and read fan speed N 1
the runway remaining equals the computed (97.3%). Enter this value on the Takeoff
takeoff distance. Worksheet.

Maximum Climb Thrust Many operators prefer to simply set the engines
to 795°C on the ITT gages and adjust power
The climb performance data in the Pilot’s levers as necessary during the climb to main-
Manual is predicated on adjusting thrust (N 1 ) tain 795°C (recommended continuous ITT).
a f t e r t a k e o ff t o t h e va l u e f o u n d i n t h e This eliminates the need to compute a climb
Maximum Continuous Thrust (N 1) tables in the N 1 setting and also possibly extends engine
AFM. As with takeoff thrust, continuous thrust component life due to operating at lower en-
data is presented for standard nozzles (in the gine temperatures. This power management
Performance section) and thrust reverser noz- technique does not guarantee the climb per-
zles (in the thrust reverser supplement). In formance presented in the Pilot’s Manual.
addition, maximum continuous thrust data is
presented for single-engine operation. Problem
The maximum continuous thrust (N 1 ) setting Assume the pilot elects to set 795°C on the ITT
may be determined before takeoff using esti- gages at the beginning of climb and compute
mated temperature and altitude at start of maximum continuous thrust (N 1 ) passing
climb. Since the Maximum Continuous Thrust through 15,000 ft. The RAT indicator reading
(N 1 ) table is based on ram-air temperature in at 15,000 ft is –7°C.
degrees Celsius, the reported or estimated
OAT must be converted to RAT before enter- Solution
ing the chart. Enter the Maximum Continuous Thrust (N 1 )
(All Engines, Standard Nozzle) chart in the
It is more practical to set power at 795°C ITT AFM and determine power setting (N 1 ) at
after takeoff at the beginning of the climb. 15,000 ft and –7°C.
Later when crew workload permits, compute
maximum continuous thrust and set N 1 to Each block, which corresponds to an altitude
match. Adjust N 1 as necessary so that 832°C and temperature combination, contains two
maximum continuous thrust is not exceeded. N 1 settings. The two setting in each block cor-
respond, in order, to the following two condi-
Upon reaching 15,000 ft, an improved climb tions: (1) anti-ice off or nacelle heat only,
power management procedure may be em- and (2) full anti-ice systems.
ployed for the duration of the climb. This is
accomplished by setting the required N 1 at Since the example conditions do not require
15,000 ft and observing the resulting ITT. anti-ice equipment, the proper N 1 setting is
This ITT setting may be used for the duration 97.9%.
of the climb.
The corresponding ITT is noted and power
NOTE levers adjusted to maintain that ITT until
reaching the desired cruise altitude and ac-
A slightly different N 1 and ITT re- celerating to cruise speed.
lationship may exist between en-
gines. Each engine, however, should
be operated at the ITT which pro-
vides the required N 1 at 15,000 ft.
20 PERFORMANCE

CLIMB, CRUISE, AND Problem

DESCENT PLANNING Using the example conditions, determine time,
distance, and fuel used in the climb from 1,300
An Operational Planning Form is provided in ft to planned long-range cruise altitude. For
the Flight Planning Data section of the Pilot’s this example, planned cruise altitude is de-
Manual. See Figure 20-3 for a sample form. termined to be FL 430. The method of deter-
mining this altitude will be described under
Problem Long-range Cruise in this chapter.
Determine fuel at start of climb.
To determine the required time, distance, and
Solution fuel, refer to the Climb Performance (Two-
engine, 15,000-pound) chart in the Pilot’s
Enter example conditions on the Operational Manual. The example gross weight at start
Planning Form. Zero-fuel weight (10,000 lb) climb is 15,000 lb. For intermediate gross
plus fuel (5,200 lb) equals ramp weight weights, two charts are required for interpo-
(15,200 lb). Subtract 200 lb of fuel for lation. To simplify this example, however,
warmup and takeoff to find takeoff/start climb only the 15,000-pound table is used.
weight (15,000 lb). Subtract 200 lb from fuel
load (5,200 lb) to f ind fuel at a start climb Solution
(5,000 lb).
Using the ISA column on the 15,000-pound
table, interpolate data listed for 1,000 and
Climb Performance 3,000 ft to f ind time, distance, and fuel for
A set of climb performance tables is pro- 1,300 ft (start climb altitude). The result should
vided in the Pilot’s Manual to determine time, be approximately 0.3 minutes, 1.2 NM, and
distance (no wind), and fuel required for 16.2 lb of fuel. Now subtract these values from
climb from sea level. If climb is initiated at those listed for 43,000 ft.
an altitude above sea level, subtraction of
performance values for the starting altitude TIME DISTANCE FUEL
from the values for the cruise altitude results minutes NM lb
in the time, distance, and fuel required for 17.5 107.9 528.2
climb between two altitudes. –.3 –1.2 –16.2
17.2 106.7 512.0
Each chart provides the climb performance
data for a specif ic aircraft gross weight at the This computation reflects a 106.7 NM (no-
start of climb. The gross weight is specif ied wind) climb distance. The example specif ies
in the top, left corner of each chart in 1,000- an average headwind component of 20 kt in the
pound increments. The climb performance climb. This 20 kt should be subtracted from the
data assumes that maximum continuous thrust average no-wind speed (TAS) to determine an
is set for the climb and that the climb speed average ground speed (GS) in the climb. Use
schedule is maintained (250 KIAS up to 32,000 a navigation computer to determine no-wind
ft and 0.70 MI above 32,000 ft). Each chart pro- speed (TAS):
vides the climb performance data in columns
KTAS = 106.7 KTAS = 374 kt
corresponding to different temperatures (vari-
60 17.2
ation from ISA).
20 PERFORMANCE
374 KTAS - 20 kt headwind = 354 kt GS
354 kt GS x 17.2 min = 101 NM

20 PERFORMANCE
Figure 20-3. Sample Operational Planning Form (Sheet 1 of 2)

20 PERFORMANCE
Figure 20-3. Sample Operational Planning Form (Sheet 2 of 2)

Thus, the climb performance data with wind portion of the flight should be divided into
applied is found to be 17.2 minutes, 101 NM, segments, with an appropriately higher cruise
and 512 lb. Enter this data on the Operational altitude planned as the g ross weight de-
Planning Form. creases. As a rough guide in planning for
changes in cruise altitude, increase cruise
altitude 1,000 ft for each 1,000 lb decrease
Cruise Performance in gross weight (i.e., fuel used).
Cruise performance tables are provided in the
Pilot’s Manual for normal cruise, high-speed The specif ic range chart assumes zero wind.
cruise, and long-range cruise. If winds are signif icant, it may be advanta-
geous to select a different altitude to avoid
headwinds or take advantage of tailwinds.
Normal Cruise
Normal cruise tables provide fuel flow and Once the initial cruise altitude has been de-
true airspeed for constant 0.77 M I cruise. termined, refer to the appropriate long-range
Engine power is adjusted to maintain the con- cruise chart to determine the indicated Mach
stant Mach as weight decreases. Enter the ap- or airspeed, true airspeed, and fuel flow for the
propriate table for the average aircraft gross initial cruise segment. Each chart provides
weight for each cruise segment. the above data for a different aircraft gross
weight. The gross weight is specif ied in the
High-speed Cruise top, left corner of each chart and represents the
average gross weight for a cruise segment in
High-speed cruise tables provide fuel flow, 500-pound increments.
indicated Mach or airspeed, and true airspeed
for a M MO /V MO or V MAX cruise. Power for Problem
maximum speed cruise is set for the limiting
conditions (M MO /V MO , % rpm, or maximum First, calculate the approximate gross weight
continuous ITT). Enter the appropriate table at level off. For the rough calculation, subtract
for the average aircraft gross weight during 512 lb from start climb weight (15,000 - 512
each cruise segment. = 14,488 lb). Assuming fuel consumption at
cruise to be 1,000 pph and estimating 2 hours
at cruise, the gross weight at end of cruise
Long-range Cruise would be approximately 12,488 lb. The aver-
In planning long-range cruise, the selected age gross weight for the cruise segment is
cruise altitude should provide the maximum therefore estimated to be 13,488 lb.
air nautical miles per pound of fuel for a given
aircraft weight. This altitude can be deter- Solution
mined from the Specif ic Range chart in the
Now refer to the specif ic range chart in the
Pilot’s Manual. Enter the chart with the av-
Pilot’s Manual and determine the maximum
erage aircraft gross weight for the planned
range cruise (LRC) altitude. Find the point
cruise segment. The point (on the appropriate
on the curved 13,000-pound (closest to 13,488)
gross weight line) that is furthest to the right
line that is furthest to the right. Proceed hor-
provides the highest nautical miles per pound
izontally from this point to the left margin
of fuel. The corresponding altitude is read at
and read LRC altitude (43,000 ft).
the chart margin, to the left of the selected
point.
20 PERFORMANCE
Since the example prof ile has a single cruise

leg of approximately 2 hours, it would not be
It can be seen from the chart that as aircraft
necessary to plan a climb to higher altitude as
gross weight decreases, the altitude that pro-
gross weight is reduced.
vides best fuel economy increases. Therefore,
when planning for maximum range, the cruise

After establishing the planned cruise altitude, Solution

the climb data can be extracted from the climb
performance charts as previously described in Enter the chart at the bottom margin with
this chapter under Climb Performance. planned cruise Mach (0.70) and proceed ver-
tically to the altitude line (41,000). Estimate
Using the Long-Range Cruise (Two-Engine, 41 between the 40 and 45 lines. From this
Weight—13,500-Pound) chart, extract cruise point, proceed horizontally to the right until
data. In the ISA column, opposite 43,000 ft, intercepting the aircraft weight line on the
find: Mach Ind.—0.736; KTAS—415; and fuel right side of the chart (17,000), halfway be-
pph—905. tween the 16,000 and 18,000-foot line. Directly
below this point on the bank angle scale, read
Enter this data on the planning form. The ex- the maximum bank angle to avoid buffet in a
ample conditions specif ied an average 20- level turn (approximately 48˚ of bank).
knot headwind component; therefore, 20 kt
should be subtracted from the TAS to deter- Now, return to the gross weight line (17,000)
mine ground speed (415 – 20 = 395 GS). above this point and follow it diagonally down
to the left to the vertical 1.0 G reference line.
Now, f ind the cruise distance by subtracting Draw a line horizontally left of this point until
climb and descent distances from total trip it intersects the curved 41,000 altitude line (be-
length. Descent distance is 82 NM, and com- tween 40 and 45 lines). On the Mach scale di-
putation of this distance is described in this rectly below the f irst point, read the Mach
chapter under Descent (1,000 – [101 + 82] = number at which low-speed airframe buffet
817 NM). Enter 817 distance on the example may be encountered (0.575 M I ).
planning form. Now use a navigation com-
puter to f ind cruise time using 395 kt GS for Low Speed Buffet Boundary at 1.5
817 NM. The time of 2 + 04 (2 hours and 4 min- Gs (FC 200)
utes) is then entered on the planning form. A Low Speed Buffet Boundary chart is pro-
vided in the Performance Data chapter of the
Fuel consumption for cruise can now be de- AFM. This chart may be used to determine
termined (2 + 04 at 905 pph = 1,860 lb). the speeds at which low-speed buffet will
Subtract 1,860 lb from the aircraft start cruise occur at 1.5 Gs.
weight on the planning form.
Problem
Low Speed Buffet Boundary Using the Low Speed Buffet Boundary chart,
(FC 530) determine the buffet speed at 1.5 Gs for the
A buffet boundary chart is provided in the example conditions, altitude 41,000 ft and
Performance Data chapter of the AFM. This gross weight 17,000 lb.
chart may be used to determine the buffet-
free speed envelope for high-altitude flight. Solution
Problem Enter the chart from the left margin with the
altitude (41,000 ft) and proceed horizontally
Using the Buffet Boundary chart, determine to intersect the gross weight (17,000 lb). From
the buffet-free speed envelope for the exam- this intersection, (1) use the dashed lines to
ple conditions: 0.70 M I at 41,000 ft and gross f ind the calibrated Mach number (.71 M), and
20 PERFORMANCE
weight 17,000 lb. (2) proceed straight down the chart to read
the indicated airspeed at the bottom margin
(210 KIAS).

Note 20 kt in the descent; therefore, 20 kt should

1
be subtracted from the average no wind speed
1. 5 G = 48 ⁄2˚ bank in level flight. (TAS) to f ind an average ground speed (GS)
in the descent. Use a navigation computer to
Descent Performance determine no wind speed (TAS):
Two Descent Performance Schedules are pro- KTAS = 87 KTAS = 378
vided in the Pilot’s Manual to provide time, 60 13.8
distance (no wind), and fuel used for descent
to sea level: one for minimum fuel descent 378 KTAS – 20 kt headwind = 358 kt GS
and one for normal descent. The tables as-
sume an average descent weight of 12,000 lb. 358 kt GS for 13.8 minutes = 82 NM
Subtraction of performance values for two al-
titudes results in time, distance, and fuel re- Thus, the descent data with wind applied is
quired for descent between the two altitudes. found to be 13.8 minutes, 82 NM, and 162 lb.
The descent speed schedules presented at the Enter this data on the planning form and sub-
bottom of the table should be followed to tract fuel used in descent from the start descent
achieve the desired results. The power setting gross weight and fuel remaining at start de-
for descent is IDLE thrust. scent. The end descent data is 12,466 lb gross
weight and 2,466 lb of fuel remaining.
Problem
Using the Minimum Fuel Descent Fuel Reserve
Performance Schedule, extract descent data
FAR Part 91 requires a fuel reserve (IFR con-
for descent from FL 430 to 1,300 ft (destina-
ditions) of 45 minutes at destination or at the
tion elevation). The descent might be planned
alternate airport if an alternate is required.
to the initial approach f ix (IAF) altitude if a
Fuel reserve is computed at normal cruise
particular approach is anticipated. In this
speed. The Pilot’s Manual also contains a
example it is appropriate to round off the
Holding Operations table that provides max-
1,300 ft to sea level.
imum endurance holding speed and fuel flow
for the aircraft weight and pressure altitude.
Solution
Enter the data for 43,000 ft. Problem
Note on the example planning form that fuel
TIME DISTANCE FUEL remaining at destination will be 2,466 lb.
minutes NM lb
13.8 87.0 162.0 Solution
This computation reflects an 87 NM (no wind) Since an alternate is not required in this ex-
descent distance. The example conditions ample, the reserve equals 3 hours and 27 min-
specify an average headwind component of utes (cruise fuel flow 715 pph). 20 PERFORMANCE

APPROACH AND LANDING Maximum Allowable Landing

PERFORMANCE Weight
Approach and performance data are provided The maximum allowable landing weight is
in chart form in the AFM performance station limited by the most restrictive of the fol-
and in tabular form in the Learjet Pilot’s lowing requirements:
Manual and checklist (Figure 20-4). • 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
20 PERFORMANCE
Figure 20-4. Sample Landing Worksheet (Sheet 1 of 2)

Maximum Landing Weight Problem

(Approach Climb or Brake Use the Landing Weight Limit (Anti-ice-Off)
Energy Limited) chart in the AFM to determine the maximum
landing weight for the example conditions.
The Landing Weight Limit charts (Approach
Climb and Brake Energy Limited) provide a Solution
maximum approach/landing weight that al-
lows (1) the aircraft to meet a minimum climb Enter the chart on the left margin with temper-
gradient (single engine) in the event of missed ature (60°F) and proceed horizontally right until
approach or (2) braking to a full stop without intersecting the pressure altitude (1,300 ft) line.
exceeding brake energy limits. If the temperature line intersects the altitude line,
read the approach climb weight limit directly
If landing distance for existing gross weight below the point at which they intersect.
is computed to be greater than the runway
available, the gross weight must be reduced be- In this example, the 60˚F temperature line
fore using that runway. Landing weight for does not intersect the 1,300 ft altitude line.
runway length available may be determined by This indicates that a safe missed approach
working through the Landing Distance chart could be made on one engine at any gross
backward. Use the same procedure as previ- weight up to 18,300 lb at this temperature and
ously described for f inding maximum takeoff pressure altitude. Enter 18,300 lb under APPR
gross weight for a given runway length. CLIMB WT on the Landing Worksheet.
20 PERFORMANCE
Figure 20-4. Sample Landing Worksheet (Sheet 2 of 2)

Using the same chart, determine if landing Operations) chart can be achieved when the
weight is limited by brake energy. Enter the following procedures are used:
left side of the chart again with temperature
(60˚F) and proceed horizontally until inter- 1. Approach through the 50-foot point over
cepting the altitude line (1,300 ft). Again the the end of the runway at V REF with flaps
lines do not intersect, indicating that the air- and gear down, using a 2 1⁄2 –3˚ glide
craft can be stopped at gross weights up to slope.
maximum certif icated gross weight without
exceeding brake energy limits. Enter 18,300 2. After passing through the 50-foot point,
on the Landing Worksheet under BRAKE EN- progressively reduce thrust until thrust
ERGY WEIGHT. levers are at IDLE prior to touchdown.
If the temperature and pressure altitude lines 3. After touchdown, extend spoilers im-
had intercepted, the wind and runway gradi- mediately.
ents are accounted for at the lower section of
the chart. 4. Apply wheel brakes as soon as practi-
cal and continue maximum braking ac-
tion until the airplane stops.
Maximum Landing Weight for
Runway Available 5. After landing, move the control col-
This computation is made using the same umn full aft and maintain that position
method as that used to f ind maximum takeoff until the aircraft stops.
weight for runway available. Enter the Landing
Distance chart on the right and work back- NOTE
ward in the chart to the Gross Weight section
and draw a light line through the Gross Weight Pulling the control column aft will
section. shift weight to the main wheels and
improve braking efficiency. Pull con-
Now enter the chart on the left with tempera- trol column as far aft as possible but
ture and pressure altitude and proceed to the do not lift the nosewheel.
gross weight section. The maximum landing
On wet or icy runway surfaces, full
weight for runway available is read directly
aft control column movement may
below the point at which the two entries in-
not be practical due to the possibil-
tersect in the Gross Weight section.
ity of nosewheel liftoff.
If the two entries do not intersect in the Gross
Weight section and the entry from the left falls The landing distance chart is based upon
above the entry from the right, the runway is smooth, dry, hard-surface runways. The land-
too short for landing. If the entry from the left ing f ield length is equal to the horizontal dis-
falls below the entry from the right, landing tance from a point 50 ft above the runway
may be made up to 18,300 lb without exceed- surface to the point at which the aircraft comes
ing landing distance available. The latter is to a full stop on the runway.
true in the example conditions; therefore, land-
ing weight is not limited due to runway length Those operators governed by FAR Part 91 de-
under the example conditions. See the exam- termine landing distance from the Landing
ple under Landing Distance.
20 PERFORMANCE
Distance (FAR Part 91 Operations) chart.

When the landing configuration speed is other
than normal, the appropriate procedure in the
Landing Distance Abnormal Procedures section of the AFM pro-
The landing distances computed from the vides a factor to apply to the normal landing
Landing Distance (FAR Par t 91 [private] distance.

When the runway is other than dry, the fol- Next, follow the guidelines diagonally up and
lowing factors should also be applied to the to the right until intersecting the weight
Landing Distance chart. (12,466 lb) from the Operational Planning
Form (see Figure 20-3). Move horizontally to
• Wet—Apply a 1.4 factor to the com- the right to the zero-wind reference line.
puted landing distance
Follow the wind guidelines until intersecting
• Wet (in the process of freezing)—Apply 15 kt headwind velocity. From this point pro-
a factor of at least 1.7 to the computed ceed horizontally through the runway gradi-
landing distance ent section (zero gradient), antiskid section
Those operators governed by FAR Part 121 or (antiskid on), and through the altitude sec-
135 f irst determine landing distance from the tion (below 11,000 ft) to the right margin
Landing Distance (FAR Part 91 Operations) and read landing distance (2,550 ft). Enter
chart and then apply the appropriate abnormal 2,550 ft on the Landing Worksheet under
landing factor if required. Next, enter the LANDING DISTANCE.
Landing Distance (FAR Part 121 and 135
Operations) chart to compute landing f ield To determine maximum landing gross weight
length for scheduled and alternate stops. for the runway available, enter the Landing
Distance chart on the right with runway length
When the runway is wet, commercial opera- (13,300 ft) and work backward through the
tors must apply a 1.15 factor to the landing chart to the Gross Weight section.
f ield length.
In this example, the runway available exceeds
the chart values for all conditions, indicating
NOTE that there is no limitation in landing gross
For all operations, corrections to be weight for runway available. Enter 18,300 lb
applied to account for the presence of on the Landing Worksheet under LANDING
solid ice, snow, or slush are unknown. WT FOR RWY LENGTH.
Problem Approach minimum maneuvering speeds are

based on 1.3 times the aircraft stall speed with
Use the Lan din g Distance (FAR Pa r t 9 1 idle thrust in applicable conf iguration and a
Operations) chart in the AFM to f ind landing 30° bank angle. Minimum maneuvering speeds
distance for the example conditions. are as follows:
Solution • No flap conf iguration V REF + 40

Enter the chart at the bottom left margin with • Flaps 8° conf iguration V REF + 30
the temperature (60˚F) and proceed verti- • Flaps 20° conf iguration V REF + 20
cally to the altitude line (1,300 ft). From this
point proceed horizontally to the reference • Flaps 40° conf iguration V REF + 10
line in the center of the Gross Weight section
of the chart. On f inal approach (with bank angle no more
than 15˚), 10 KIAS may be subtracted from the
above speeds.
20 PERFORMANCE

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

RESOURCE MANAGEMENT
21 CREW
CHAPTER 21
CREW RESOURCE MANAGEMENT
CONTENTS
Page
CREW CONCEPT BRIEFING GUIDE ............................................................................... 21-3
Introduction ................................................................................................................... 21-3
Common Terms ............................................................................................................. 21-3
Pretakeoff Briefing (IFR/VFR) ..................................................................................... 21-4
Crew Coordination During the Approach Sequence ..................................................... 21-4
ALTITUDE CALLOUTS...................................................................................................... 21-5
Enroute .......................................................................................................................... 21-5
Approach—Precision .................................................................................................... 21-5
Approach—Nonprecision.............................................................................................. 21-6
Significant Deviation Callouts ...................................................................................... 21-7

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21 CREW
ILLUSTRATIONS
Figure Title Page
21-1 Situational Awareness in the Cockpit .................................................................... 21-1
21-2 Command and Leadership ..................................................................................... 21-1
21-3 Communication Process ........................................................................................ 21-2
21-4 Decision Making Process ...................................................................................... 21-2
21-5 Error Management ................................................................................................. 21-3
Revision .02 FOR TRAINING PURPOSES ONLY 21-iii

RESOURCE MANAGEMENT
21 CREW
CHAPTER 21
CREW RESOURCE MANAGEMENT
SITUATIONAL AWARENESS IN THE COCKPIT
Events that
PILOT PILOT may happen
FLYING MONITORING
(PF) (PM)
SA
COLLECTIVE Events that Events that

S/A have are
happened happening
now
CLUES TO IDENTIFYING:
• Loss of Situational Awareness
• Links In the Error Chain
OPERATIONAL
1. FAILURE TO MEET TARGETS

2. UNDOCUMENTED PROCEDURE
3. DEPARTURE FROM SOP
4. VIOLATING MINIMUMS OR LIMITATIONS
5. FAILURE TO MONITOR
6. COMMUNICATIONS
7. AMBIGUITY
HUMAN
8. UNRESOLVED DISCREPANCIES
9. PREOCCUPATION OR DISTRACTION
10. CONFUSION OR EMPTY FEELING
11. NEED TO HURRY / LAST MINUTE CHANGES
12. FATIGUE
Figure 21-1. Situational Awareness in the Cockpit
COMMAND AND LEADERSHIP

LEADERSHIP STYLES
VARY WITH SITUATION
LAISSEZ-
AUTOCRATIC AUTHORITARIAN DEMOCRATIC
FAIRE
PARTICIPATION
LOW HIGH
Command — Designated by Organization
— Cannot be Shared
Leadership — Shared among Crewmembers
— Focuses on “What’s right,” not “Who’s right”
Figure 21-2. Command and Leadership

RESOURCE MANAGEMENT

21 CREW
COMMUNICATION PROCESS
ASSERTION:
OPERATIONAL • Reach a conclusion
NEED SEND RECEIVE GOAL
ADVOCACY:
• Increase collective S/A
INQUIRY:
• Increase individual S/A
FEEDBACK
• Support Conclusions with Facts
• State Position, Suggest Solutions
• Clear, Concise Questions
— THINK—
• Solicit and give feedback • Maintain focus on the goal
• Listen carefully • Verify operational outcome is achieved
• Focus on behavior, not people • Be aware of barriers to communication
— REMEMBER —
Questions enhance communication flow
Don’t give in to the temptation to ask questions when Assertion is required
Use of Inquiry or Advocacy should raise a “red flag”.
Figure 21-3. Communication Process
DECISION MAKING PROCESS
HINTS: EVALUATE
RESULT
• Identify the problem: RECOGNIZE
– Communicate it NEED
– Achieve agreement
– Obtain commitment IDENTIFY
AND
• Consider appropriate SOP’s IMPLEMENT DEFINE
PROBLEM
• Think beyond the obvious alternatives RESPONSE
• Make decisions as a result of the process ACCELERATED
RESPONSE COLLECT
• Resist the temptation to make an immediate FACTS
decision and then support it with facts
SELECT A IDENTIFY
RESPONSE ALTERNATIVES
WEIGH IMPACT
OF ALTERNATIVES
Figure 21-4. Decision Making Process

RESOURCE MANAGEMENT
21 CREW
ERROR MANAGEMENT
ERROR
CONTAINMENT
• IDENTIFY AREAS OF
MITIGATE VULNERABILITY
ERROR
PREVENTION DETECT & TRAP • USE SOPs, CHECKLISTS AND
EFFECTIVE MONITORING TO
ESTABLISH LAYERS OF
ANTICIPATE & AVOID
DEFENSE
Figure 21-5. Error Management
CREW CONCEPT COMMON TERMS

BRIEFING GUIDE PIC Pilot in Command
Designated by the company for flights

INTRODUCTION requiring more than one pilot.
Responsible for conduct and safety of
To a large extent the success of any aircrew de- the flight. Designates pilot flying and
pends on how effectively crewmembers coor- pilot not flying duties.
dinate their actions using standardized and
approved procedures. In other chapters you PF Pilot Flying
have been exposed to standardized maneu-
vers, procedures and checklists. This chapter Controls the aircraft with respect to
is designed to illustrate standard aircrew calls assigned airway, course, altitude, air-
and brief ing guidelines that when used in log- speed, etc., during normal and emer-
ical sequence with aircrew checklists and gency conditions. Accomplishes other
flight procedures can improve aircrew eff i- tasks as directed by the PIC.
ciency and enhance safety. These callouts and
briefings are only recommendations to be used PM Pilot Monitoring
in a larger system of standard operating pro-
cedures that when combined become the core 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 ,
of an effective crew resource management copies clearances, accomplishes
program. They are not intended to supersede checklists and other tasks as directed
any individual company SOP, but are examples by the PIC.
of good operating practices.
B Both

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21 CREW
PRETAKEOFF BRIEFING PF Requests the pilot monitoring to ob-

(IFR/VFR) tain destination weather. (Transfer of
communication duties to the pilot fly-
ing may facilitate this task.)
NOTE
PM Advises the pilot of current destina-
The following brief ing is to be com- tion weather, approach in use, and
pleted during item 1 of the Pretakeoff special information pertinent to the
checklist. The pilot flying will ac- destination.
complish the brief ing.
PF Requests the pilot monitoring to
perform the approach setup.
1. Review the ATC clearance and de-
parture procedure (route and altitude, PM Accomplishes the approach setup and
type of takeoff, signif icant terrain advises of frequency tuned, identified
features, etc.). and course set.
2. Review those items that are not stan- PF Transfers control of the aircraft to the
dard procedure to include deferred or pilot monitoring, advising, “You have
MEL items (if applicable). control, heading , altitude
3. Review required callouts, unless stan- ” and special instructions.
dard calls have been agreed upon, in (Communications duties should be
which case a request for “Standard transferred back to the pilot moni-
Callouts” may be used. toring at this point.)
4. Review the procedures to be used in PM Responds, “I have control, heading
case of an emergency on departure. , altitude .”
5. As a f inal item, ask if there are any PF The pilot who will fly the approach
questions. will review, then brief the approach
procedure.
CREW COORDINATION PF Advises, “I have control, heading
DURING THE APPROACH , altitude .”
SEQUENCE PM Conf irms “You have control, head-
ing , altitude .”
NOTE
The following crew coordination ap- NOTE
proach sequence should be com-
pleted as early as possible, prior to T h e a b ov e s e q u e n c e s h o u l d b e
initiating an IFR approach. completed prior to the FAF.

RESOURCE MANAGEMENT
21 CREW
ALTITUDE CALLOUTS
ENROUTE
1,000 ft prior to level off
PM PF
State altitude leaving and assigned “CHECKED”

level off altitude
“200 above/below” “LEVELING”
APPROACH—PRECISION
PM PF
At 1,000 ft above minimums
“1,000 feet above” “DH _________”
At 500 ft above minimums
“500 feet above minimums” “NO FLAGS”
At 100 ft above minimums
“100 feet above”
At decision height (DH)
“Decision Height, approach lights at “CONTINUING”

(clock position)” OR
“LANDING”
OR
“Decision Height, runway at (clock position)” “CONTINUING

OR
OR “LANDING”
“Decision Height, runway not in sight” “MISSED

APPROACH”

RESOURCE MANAGEMENT

21 CREW
APPROACH—NONPRECISION
PM PF
At 1,000 ft above MDA
“1,000 feet above” “MDA _________”
At 500 ft above MDA
“500 feet above.” “NO FLAGS”
At 100 ft above MDA
“100 feet above.”
At minimum descent altitude (MDA)
“MDA” “MAINTAINING MDA”
At or prior to the missed approach point (MAP)
“Approach lights at (clock position)” “CONTINUING”

OR
“LANDING”
“Runway at (clock position)” “CONTINUING”

OR
“LANDING”
“Runway not in sight” “MISSED

APPROACH”

RESOURCE MANAGEMENT
21 CREW
SIGNIFICANT DEVIATION CALLOUTS
PM PF
IAS ±10 KIAS
“VREF ± __________” “CORRECTING TO _________”
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__________” “CORRECTING”
Bank in excess of 30°
“Bank__________ degrees” “CORRECTING”

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 por-
trayed on the large-scale photographs that follow.
FOR TRAINING PURPOSES ONLY WA-1

LEARJET 30 SERIES PILOT TRAINING MANUAL LEARJET 30 SERIES PILOT TRAINING MANUAL LEARJET 30 SERIES PILOT TRAINING MANUAL
WALKAROUND INSPECTION
3 5 1 2 88
75
WALKAROUND
77
1. PILOT WINDSHIELD ALCOHOL DISCHARGE OUTLETS 8. NOSEWHEEL AND TIRE—CONDITION AND NOSE GEAR 12. RIGHT STALL WARNING VANE—FREEDOM OF
AND PILOT DEFOG OUTLET—CLEAR OF UPLOCK FORWARD MOVEMENT, LEAVE IN DOWN POSITION
4 OBSTRUCTIONS
5. LEFT STATIC PORTS (2) (FC 200)—CLEAR OF
2. LEFT SHOULDER STATIC PORT (FC 200) —CLEAR OF OBSTRUCTIONS
9 10 8 6 83 84 79 85 76 78 74
OBSTRUCTIONS
7 86
81 82
87
3. LEFT PITOT HEAD (FC 200)—COVER REMOVED, CLEAR

OF OBSTRUCTIONS 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 PORT—CLEAR OF

20 OBSTRUCTION
6. SHOULDER STATIC (1) (FC 200) AND LEFT PITOT-
10. RADOME AND RADOME EROSION SHOE—CONDITION
STATIC (2) DRAIN VALVES—DRAIN
18 19
21 15
29
26 16
34
13
3A. LEFT PITOT-STATIC PROBE (FC 530)—COVER

REMOVED, CLEAR OF OBSTRUCTIONS
13A. RIGHT PITOT-STATIC PROBE AND TEMPERATURE
35 10A. OXYGEN BOTTLE SUPPLY VALVE—ON PROBE (FC 530)—COVER REMOVED, CLEAR OF
OXYGEN PRESSURE RELIEF DISC—INTACT OBSTRUCTIONS
31
33 10a
32 22 17 12 11
30 28 27 23 14
24
7. NOSE GEAR AND WHEEL WELL—HYDRAULIC
25 LEAKAGE AND CONDITION
4. LEFT STALL WARNING VANE—FREEDOM OF

MOVEMENT, LEAVE IN DOWN POSITION 11. RIGHT PITOT HEAD (FC 200) AND TEMPERATURE 14. RIGHT PITOT-STATIC DRAIN VALVES (2)—DRAIN
PROBE—COVERS REMOVED, CLEAR OF
OBSTRUCTIONS
WA-2 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY WA-3
WALKAROUND
8. NOSEWHEEL AND TIRE—CONDITION AND NOSE GEAR 12. RIGHT STALL WARNING VANE—FREEDOM OF
UPLOCK FORWARD 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 PORT—CLEAR OF

OBSTRUCTION
10. RADOME AND RADOME EROSION SHOE—CONDITION
13A. RIGHT PITOT-STATIC PROBE AND TEMPERATURE

10A. OXYGEN BOTTLE SUPPLY VALVE—ON PROBE (FC 530)—COVER REMOVED, CLEAR OF
OXYGEN PRESSURE RELIEF DISC—INTACT OBSTRUCTIONS
11. RIGHT PITOT HEAD (FC 200) AND TEMPERATURE 14. RIGHT PITOT-STATIC DRAIN VALVES (2)—DRAIN
PROBE—COVERS REMOVED, CLEAR OF
OBSTRUCTIONS

WALKAROUND
15. RIGHT SHOULDER STATIC PORT—CLEAR OF 20. ROTATING BEACON LIGHT AND LENS (ON VERTICAL
OBSTRUCTIONS (FC0-200) FIN)—CONDITION
16. COPILOT WINDSHIELD DEFOG OUTLET—CLEAR OF
OBSTRUCTIONS
21. RIGHT ENGINE INLET AND FAN—CLEAR OF

17. LOWER FUSELAGE ANTENNAE, ROTATING BEACON OBSTRUCTIONS AND CONDITION
LIGHT AND LENS—CONDITION
22. FUEL CROSSOVER, LEFT WING SUMP, LEFT ENGINE

18. EMERGENCY EXIT—SECURE FUEL, RIGHT WING SUMP, AND RIGHT ENGINE FUEL
19. UPPER FUSELAGE ANTENNAE—CONDITION DRAIN VALVES—DRAIN
WA-4 FOR TRAINING PURPOSES ONLY

WALKAROUND
23. RIGHT MAIN GEAR AND WHEEL WELL— 27. RIGHT WING ACCESS PANELS (UNDERSIDE OF
HYDRAULIC/FUEL LEAKAGE AND CONDITION WING)—CHECK FOR FUEL LEAKAGE
24. RIGHT MAIN GEAR LANDING LIGHT—CONDITION 28. RIGHT FUEL VENT (UNDERSIDE OF WING)—PLUG
25. RIGHT MAIN GEAR WHEELS, BRAKES, AND TIRES— REMOVED, CLEAR OF OBSTRUCTIONS
CONDITION
29. VORTEX GENERATORS OR BOUNDARY LAYER

26. STALL STRIP, WING LEADING EDGE, AND STALL ENERGIZERS—CONDITION
FENCE—CONDITION

WALKAROUND
30. RIGHT WING HEAT SCUPPER (UNDERSIDE OF WING 33. RIGHT TIP TANK SUMP DRAIN VALVE—DRAIN
FORWARD)—CLEAR OF OBSTRUCTIONS
31. RIGHT TIP TANK—CONDITION 34. RIGHT TIP TANK FUEL CAP—CONDITION AND SECURE
35. RIGHT TIP TANK NAVIGATION LIGHT, STROBE LIGHT,
AND LENS—CONDITION
32. RIGHT TIP TANK RECOGNITION LIGHT AND

36. RIGHT TIP TANK FIN AND STATIC DISCHARGE
LENS—CONDITION
WICKS (2)—CONDITION

WALKAROUND
37. RIGHT TIP TANK FUEL JETTISON TUBE—CLEAR OF 40. RIGHT SPOILER AND FLAP—CONDITION
OBSTRUCTIONS
38. SCUPPER (UNDERSIDE OF RIGHT WING AFT)—CLEAR 41. RIGHT ENGINE OIL QUANTITY—CHECK
OF OBSTRUCTIONS, NO FUEL LEAKAGE FILLER CAP AND ACCESS DOOR—SECURE
39. RIGHT AILERON—CHECK FREE MOTION, 42. RIGHT ENGINE OIL BYPASS VALVE INDICATOR—
BALANCE TAB LINKAGE, BRUSH SEAL CONDITION CHECK, NOT EXTENDED

WALKAROUND
43. RIGHT ENGINE THRUST REVERSER—CONDITION AND 45. RIGHT ENGINE FUEL BYPASS VALVE INDICATOR—
STOWED (AERONCA) CHECK, NOT EXTENDED
43A. RIGHT ENGINE THRUST REVERSER—CONDITION 46. FUEL VENT DRAIN VALVE, TRANSFER LINE DRAIN
AND STOWED (DEE HOWARD) VALVE, FUSELAGE TANK SUMP DRAIN VALVE—DRAIN
44. RIGHT ENGINE TURBINE EXHAUST AREA— 47. LEFT AND RIGHT FUEL FILTER DRAIN VALVES—DRAIN
CONDITION, CLEAR OF OBSTRUCTION, BLOCKER
DOORS STOWED (AERONCA)

WALKAROUND
48. TAIL CONE ACCESS DOOR—OPEN 49B. TAIL CONE INTERIOR—CHECK FOR FLUID LEAKS,
SECURITY, AND CONDITION OF INSTALLED
EQUIPMENT
49. TAIL CONE INTERIOR—CHECK FOR FLUID LEAKS, 50. DRAG CHUTE—CHECK FOR PROPER INSTALLATION
SECURITY, AND CONDITION OF INSTALLED EQUIPMENT
49A. TAIL CONE INTERIOR—CHECK FOR FLUID LEAKS, 50A. DRAG CHUTE—CHECK FOR PROPER INSTALLATION
SECURITY, AND CONDITION OF INSTALLED
EQUIPMENT
HYDRAULIC ACCUMULATOR AIR CHARGE—750
PSI MINIMUM

WALKAROUND
51. TAIL CONE ACCESS DOOR—CLOSED AND SECURE 55. RIGHT FUEL COMPUTER DRAIN VALVE—DRAIN (DRAIN
VALVES ARE RECESSED ON AIRCRAFT EQUIPPED WITH
DRAG CHUTE.)
56. RIGHT VOR/LOC ANTENNA—CONDITION

52. OXYGEN BOTTLE SUPPLY VALVE—OPEN
57. VERTICAL STABILIZER, RUDDER, HORIZONTAL
STABILIZER, AND ELEVATOR—CONDITION,
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
60. VLF H-FIELD ANTENNA—CONDITION
61. LEFT VOR/LOC ANTENNA—CONDITION
53. OXYGEN SERVICING DOOR—SECURE

54. OXYGEN DISCHARGE DISC—CONDITION

WALKAROUND
62. LEFT FUEL COMPUTER DRAIN VALVE—DRAIN (DRAIN 65A. LEFT ENGINE THRUST REVERSER—CONDITION AND
VALVES ARE RECESSED ON AIRCRAFT EQUIPPED WITH STOWED (DEE HOWARD)
DRAG CHUTE.)
63. FIRE EXTINGUISHER DISCS—CONDITION 65. LEFT ENGINE TURBINE EXHAUST AREA—CONDITION,
CLEAR OF OBSTRUCTIONS AND BLOCKER DOORS
STOWED (AERONCA)
64. LEFT ENGINE OIL BYPASS VALVE INDICATOR— 66. LEFT ENGINE TRUST REVERSER —CONDITION AND
CHECK, NOT EXTENDED STOWED (AERONCA)

WALKAROUND
67. LEFT ENGINE FUEL BYPASS VALVE INDICATOR— 70. LEFT AILERON—CHECK FREE MOTION, BALANCE,
CHECK, NOT EXTENDED AND TRIM LINKAGE, AND BRUSH SEAL CONDITION
68. LEFT ENGINE OIL QUANTITY—CHECK 71. SCUPPER (UNDERSIDE OF LEFT WING AFT)—
FILLER CAP AND ACCESS DOOR—SECURE CLEAR OF OBSTRUCTIONS, NO FUEL LEAK
69. LEFT SPOILER AND FLAP—CONDITION 72. LEFT TIP TANK FUEL JETTISON TUBE—CLEAR OF
OBSTRUCTIONS

WALKAROUND
73. LEFT TIP TANK FIN AND STATIC DISCHARGE 77. LEFT TIP TANK RECOGNITION LIGHT AND LENS
WICKS (2)—CONDITION (IF INSTALLED)—CONDITION
74. LEFT TIP TANK NAVIGATION LIGHT, STROBE LIGHT 78. LEFT TIP TANK—CONDITION
75. LEFT TIP TANK CAP—CONDITION AND
SECURE
76. LEFT TIP TANK SUMP DRAIN VALVE—DRAIN 79. LEFT WING HEAT SCUPPER (UNDERSIDE OF WING
FORWARD)—CLEAR OF OBSTRUCTIONS

WALKAROUND
80. VORTEX GENERATORS OR BOUNDARY LAYER 83. STALL STRIP (IF INSTALLED) AND WING LEADING
ENERGIZERS—CONDITION EDGE—CONDITION
81. LEFT WING ACCESS PANELS (UNDERSIDE OF 84. STALL FENCE (IF INSTALLED)—CONDITION
WING)—CHECK FOR FUEL LEAKAGE
82. LEFT FUEL VENT (UNDERSIDE OF WING)—PLUG 85. LEFT MAIN GEAR AND WHEEL WELL—
REMOVED, CLEAR OF OBSTRUCTIONS HYDRAULIC/FUEL LEAKAGE AND CONDITION

LEARJET 30 SERIES PILOT TRAINING MANUAL LEARJET 30 SERIES PILOT TRAINING MANUAL LEARJET 30 SERIES PILOT TRAINING MANUAL
53
52 54
44 41
WALKAROUND
80. VORTEX GENERATORS OR BOUNDARY LAYER 83. STALL STRIP (IF INSTALLED) AND WING LEADING 86. LEFT MAIN GEAR LANDING LIGHT—CONDITION 88. LEFT ENGINE INLET AND FAN—CLEAR OF
ENERGIZERS—CONDITION EDGE—CONDITION 87. LEFT MAIN GEAR WHEELS, BRAKES, AND TIRES— OBSTRUCTIONS AND CONDITION
57
CONDITION
58
56 55 48 47 43 42 40 39 37 36
59
49
60
45 46 38
50
51
81. LEFT WING ACCESS PANELS (UNDERSIDE OF 84. STALL FENCE (IF INSTALLED)—CONDITION
WING)—CHECK FOR FUEL LEAKAGE
68 67 66
75 73 80
61
74 71 72 70 69 64 63 65 62
82. LEFT FUEL VENT (UNDERSIDE OF WING)—PLUG 85. LEFT MAIN GEAR AND WHEEL WELL—
REMOVED, CLEAR OF OBSTRUCTIONS HYDRAULIC/FUEL LEAKAGE AND CONDITION
WA-14 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY WA-15
NOTE:
THE NUMBERS ON THIS
DIAGRAM CORRESPOND TO
THE PREFLIGHT POSITIONS
DEPICTED IN THE AIRPLANE
FLIGHT MANUAL.

APPENDIX
CONTENTS
Page
CONVERSIONS ............................................................................................................... APP-1
ANSWERS TO QUESTIONS........................................................................................... APP-6
APPENDIX
FOR TRAINING PURPOSES ONLY APP-i

TABLES
Table Title Page
APP-1 Conversion Factors ............................................................................................. APP-1
APP-2 Fahrenheit and Celsius Temperature Conversion ............................................... APP-2
APP-3 Inches to Millimeters.......................................................................................... APP-3
APP-4 Weight (Mass): Ounces or Pounds to Kilograms ............................................... APP-4
APP-5 Weight (Mass): Thousand Pounds to Kilograms................................................ APP-5
APPENDIX
FOR TRAINING PURPOSES ONLY APP-iii

Table APP-1. CONVERSION FACTORS
MULTIPLY BY TO OBTAIN
centimeters 0.3937 inches

kilograms 2.2046 pounds
kilometers 0.621 statute miles
kilometers 0.539 nautical miles

liters 0.264 gallons
liters 1.05 quarts (liquid)
meters 39.37 inches

meters 3.281 feet
millibars 0.02953 in. Hg (32°F)
feet 0.3048 meters

gallons 3.7853 liters
inches 2.54 centimeters
in. Hg (32°F) 33.8639 millibars

nautical miles 1.151 statute miles
nautical miles 1.852 kilometers
APPENDIX
pounds 0.4536 kilograms
quarts (liquid) 0.946 liters
statute miles 1.609 kilometers
statute miles 0.868 nautical miles
FOR TRAINING PURPOSES ONLY APP-1

Table APP-2. FAHRENHEIT AND CELSIUS TEMPERATURE CONVERSION
APPENDIX
APP-2 FOR TRAINING PURPOSES ONLY
Table APP-3. INCHES TO MILLIMETERS
INCHES 0.0000 0.0001 0.0002 0.0003 0.0004 0.0005 0.0006 0.0007 0.0008 0.0009
MILLIMETERS
0.000 0.0025 0.0050 0.0076 0.0101 0.0127 0.0152 0.0177 0.0203 0.0228
0.001 0.0254 0.0279 0.0304 0.0330 0.0355 0.0381 0.0406 0.0431 0.0457 0.0482
0.002 0.0508 0.0533 0.0558 0.0584 0.0609 0.0635 0.0660 0.0685 0.0711 0.0736
0.003 0.0762 0.0787 0.0812 0.0838 0.0863 0.0889 0.0914 0.0939 0.0965 0.0990
0.004 0.1016 0.1041 0.1066 0.1092 0.1117 0.1143 0.1168 0.1193 0.1219 0.1244
0.005 0.1270 0.1295 0.1320 0.1346 0.1371 0.1397 0.1422 0.1447 0.1473 0.1498
0.006 0.1524 0.1549 0.1574 0.1600 0.1625 0.1651 0.1676 0.1701 0.1727 0.1752
0.007 0.1778 0.1803 0.1828 0.1854 0.1879 0.1905 0.1930 0.1955 0.1981 0.2006
0.008 0.2032 0.2057 0.2082 0.2108 0.2133 0.2159 0.2184 0.2209 0.2235 0.2260
0.009 0.2286 0.2311 0.2336 0.2362 0.2387 0.2413 0.2438 0.2463 0.2489 0.2514
INCHES 0.000 0.001 0.002 0.003 0.004 0.005 0.006 0.007 0.008 0.009
MILLIMETERS
0.00 0.025 0.050 0.076 0.101 0.127 0.152 0.177 0.203 0.228
0.01 0.254 0.279 0.304 0.330 0.355 0.381 0.406 0.431 0.457 0.482
0.02 0.508 0.533 0.558 0.584 0.609 0.635 0.660 0.685 0.711 0.736
0.03 0.762 0.787 0.812 0.838 0.863 0.889 0.914 0.939 0.965 0.990
0.04 1.016 1.041 1.066 1.092 1.117 1.143 1.168 1.193 1.219 1.244
APPENDIX
0.05 1.270 1.295 1.320 1.346 1.371 1.397 1.422 1.447 1.473 1.498
0.06 1.524 1.549 1.574 1.600 1.625 1.651 1.676 1.701 1.727 1.752
0.07 1.778 1.803 1.828 1.854 1.879 1.905 1.930 1.955 1.981 2.006
0.08 2.032 2.057 2.082 2.108 2.133 2.159 2.184 2.209 2.235 2.260
0.09 2.286 2.311 2.336 2.362 2.387 2.413 2.438 2.463 2.489 2.514
INCHES 0.00 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09
MILLIMETERS
0.0 0.254 0.508 0.762 1.016 1.270 1.524 1.778 2.032 2.286
0.1 2.540 2.794 3.048 3.302 3.556 3.810 4.064 4.318 4.572 4.826
0.2 5.080 5.334 5.588 5.842 6.096 6.350 6.604 6.858 7.112 7.366
0.3 7.620 7.874 8.128 8.382 8.636 8.890 9.144 9.398 9.652 9.906
0.4 10.160 10.414 10.668 10.922 11.176 11.430 11.684 11.938 12.192 12.446
0.5 12.700 12.954 13.208 13.462 13.716 13.970 14.224 14.478 14.732 14.986
0.6 15.240 15.494 15.748 16.002 16.256 16.510 16.764 17.018 17.272 17.526
0.7 17.780 18.034 18.288 18.542 18.796 19.050 19.304 19.558 19.812 20.066
0.8 20.320 20.574 20.828 21.082 21.336 21.590 21.844 22.098 22.352 22.606
0.9 22.860 23.114 23.368 23.622 23.876 24.130 24.384 24.638 24.892 25.146
INCHES 0.00 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
MILLIMETERS
0. 2.54 5.08 7.62 10.16 12.70 15.24 17.78 20.32 22.86

1. 25.40 27.94 30.48 33.02 35.56 38.10 40.64 43.18 45.72 48.26
2. 50.80 53.34 55.88 58.42 60.96 63.50 66.04 68.58 71.12 73.66
3. 76.20 78.74 81.28 83.82 86.36 88.90 91.44 93.98 96.52 99.06
4. 101.60 104.14 106.68 109.22 111.76 114.30 116.84 119.38 121.92 124.46
5. 127.00 129.54 132.08 134.62 137.16 139.70 142.24 144.78 147.32 149.86
6. 152.40 154.94 157.48 160.02 162.56 165.10 167.64 170.18 172.72 175.26
7. 177.80 180.34 182.88 185.42 187.96 190.50 193.04 195.58 198.12 200.66
8. 203.20 205.74 208.28 210.82 213.36 215.90 218.44 220.98 223.52 226.06
9. 228.60 231.14 233.68 236.22 238.76 241.30 243.84 246.38 248.92 251.46

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 1 2 3 4 5 6 7 8 9
kg kg kg kg kg kg kg kg kg kg
oz
0 – 0.028 0.057 0.085 0.113 0.142 0.170 0.198 0.227 0.255
10 0.283 0.312 0.340 0.369 0.397 0.425 0.454 0.482 0.510 0.539
lb
0 – 0.45 0.91 1.36 1.81 2.27 2.72 3.18 3.63 4.08
10 4.5 5.0 5.4 5.9 6.4 6.8 7.3 7.7 8.2 8.6
20 9.1 9.5 10.0 10.4 10.9 11.3 11.8 12.2 12.7 13.2
30 13.6 14.1 14.5 15.0 15.4 15.9 16.3 16.8 17.2 17.7
40 18.1 18.6 19.1 19.5 20.0 20.4 20.9 21.3 21.8 22.2
50 22.7 23.1 23.6 24.0 24.5 24.9 25.4 25.9 26.3 26.8
60 27.2 27.7 28.1 28.6 29.0 29.5 29.9 30.4 30.8 31.3
70 31.8 32.2 32.7 33.1 33.6 34.0 34.5 34.9 35.4 35.8
80 36.3 36.7 37.2 37.6 38.1 38.6 39.0 39.5 39.9 40.4
90 40.8 41.3 41.7 42.2 42.6 43.1 43.5 44.0 44.5 44.9
100 45 46 46 47 47 48 48 49 49 49
APPENDIX
0 10 20 30 40 50 60 70 80 90
200 91 95 100 104 109 113 118 122 127 132

300 136 141 145 150 154 159 163 168 172 177
400 181 186 191 195 200 204 209 213 218 222
500 227 231 236 240 245 249 254 259 263 268
600 272 277 281 286 290 295 299 304 308 313
700 318 322 327 331 336 340 345 349 354 358
800 363 367 372 376 381 386 390 395 399 404
900 408 413 417 422 426 431 435 440 445 449
1000 454 458 463 467 472 476 481 485 490 494

Table APP-5. WEIGHT (MASS): THOUSAND POUNDS TO KILOGRAMS

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

ANSWERS TO QUESTIONS
CHAPTER 2 CHAPTER 5 CHAPTER 9 CHAPTER 13
1. D 1. B 1. D 1. B
2. B 2. D 2. B 2. A
3. D 3. D 3. A 3. D
4. B 4. C 4. C 4. A
5. D 5. D 5. A 5. A
6. A or B 6. D 6. A
7. D 7. A CHAPTER 10 7. C
8. B 8. D 1. C 8. D
9. A 9. A 2. A 9. D
10. C 10. C 3. C
11. C 11. B 4. C CHAPTER 14
12. A 12. A 5. B 1. C
13. D 13. D 6. C 2. A
14. C 14. A 7. D 3. A
8. D 4. D
CHAPTER 3 CHAPTER 7 5. B
1. C 1. A CHAPTER 11 6. C
APPENDIX
2. C 2. C 1. C 7. C
3. C 3. C 2. C 8. C
4. D 4. D 3. B 9. A
5. B 5. D 4. A 10. C
6. B 6. B 5. B 11. B
7. C 7. C 6. C or D 12. A
8. D 8. D 7. A 13. C
9. B 9. B 8. B 14. C
10. A 10. A 9. C 15. D
11. A 10. C 16. C
CHAPTER 4 12. D 11. C 17. C
1. C 13. B 12. D
2. D 14. C
3. B 15. C CHAPTER 12
4. A 16. A 1. C
5. A or B 17. A 2. A
18. C 3. C
4. C
CHAPTER 8
5. A
1. C 6. B
2. A 7. B
3. B
4. D
5. D
6. A

CHAPTER 15
1. B
2. C
3. C
4. A
5. D
6. B or D
7. B
8. C
9. D
10. C
11. D
12. C
13. A
14. D
15. C
CHAPTER 16
1a. C
1b. B
APPENDIX
2a. D
2b. A
3a. B
3b. D
4a. A
4b. D
5. C
6. A
7. D
8. D
9. C
10. B
11. D
CHAPTER 17
1. B
2. D
3. C
4. A
5. C
6. C
7. D
8. D

ANNUNCIATORS
The Annunciator Section presents a color
representation of all the annunciator lights in
the aircraft.
Please unfold pages ANN-3 or ANN-5 and leave

them open for ready reference as the annuncia-
tors are cited in the text.
ANNUNCIATOR PANEL
FOR TRAINING PURPOSES ONLY ANN-1

LEARJET 30 SERIES PILOT TRAINING MANUAL LEARJET 30 SERIES PILOT TRAINING MANUAL
CUR
LIM LH ENG
PITCH CHIP
TRIM OR RH ENG
CHIP
LOW L FUEL R FUEL SPOILER DOOR AUG PITOT FUEL L ENG R ENG L FUEL R FUEL L R L VG R VG MACH DH
DH
FUEL PRESS PRESS AIL HT FILTER ICE ICE CMPTR CMPTR STALL STALL MON MON TRIM
ARMED ARMED L R CAB WING WSHLD ALC BAT BAT ENG TO ARMED ARMED
OR PRI SEC AUX LO OIL STAB WSHLD STEER BLEED BLEED
INV INV INV PRESS OV HT OV HT ON AIR L AIR R GEN GEN ALT OV HT HT AI 140 160 SYNC TRIM OR
TRK ARM CAPT PWR ROLL PITCH IAS MACH AMR CAPT. FNL
L CUR LOW FUEL L PITOT

HYD XFLO FIRE PULL HDG NAV REV LVL TEST ENG SOFT SPD V/S G/S ALT FIRE PULL HEAT
LIMITER APPR G/A
L LO R LO R PITOT
R CUR OIL OIL HEAT
LIMITER NOTE: FOR FC-530 AUTOPILOT/FLIGHT DIRECTOR PANEL SEE CHAPTER 16
AMK 80-17
EMER LEFT THRUST REVERSER RIGHT

PWR 1 ARM ARM
DEPLOY ARM OFF ARM DEPLOY
TEST TEST
FMIZ EMER
PWR 2 DEE HOWARD TR 4000
OM MM
BLEED BLEED
FM/Z UNLOCK DEPLOY VALVE UNLOCK DEPLOY VALVE
MSTR TEST THRUST NORM EMER STOW REVERSER EMER STOW
WARN OM MM
AERONCA
MSTR
WARN HDG REV GA FNL
ANTI-SKID NAV NAV GS GS

GEN ARM CAPT ARM CAPT UNSAFE LOCKED DN
TEST BRT UP
L R
L ON R
4 MUTE DN
3 FUEL 5 FUEL TSN
0000
2 QUANTITY 6
1 OPEN
LBSI x 1000 7 EMPTY
AUX INVERTER INVERTER 8 CLOSE XFER
0 CROSS FLOW
AIR IGN L ON L BUS PRI SEC AIR IGN R L ON R OFF
EMPTY F FILL
FUS
L WING 1340 R WING XFER U
1254
1254 JET PUMP OFF S FULL
OFF OFF R BUS OFF OFF OFF
L TIP R TIP F FILL OR T
1215 1175 U
GEN L GEN
RESET BAT 1 BAT 2
R GEN
RESET
GEN
L ON R S
FULL A OPEN
TOTAL N
O O 6238 T
F F LBS K
F F A CLOSE
N FUS VALVE
START 1 OFF OFF START R K
Figure ANN-1. Annunciators—FC200 Aircraft Only
FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY ANN-3

LEARJET 30 SERIES PILOT TRAINING MANUAL LEARJET 30 SERIES PILOT TRAINING MANUAL
LEFT THRUST REVERSER RIGHT

ARM ARM
DEPLOY ARM L OFF R ARM DEPLOY
TEST TEST
CUR LOW L FUEL R FUEL SPOILER AUG PITOT FUEL L ENG R ENG L FUEL R FUEL L R L VG R VG MACH NAC
DOOR FILTER
LIM FUEL PRESS PRESS AIL HT ICE ICE CMPTR CMPTR STALL STALL MON MON TRIM HT
ARMED ARMED PRI SEC SPARE SPARE STAB WSHLD STEER BLEED BLEED L R CAB WNG WSHLD ALC SPARE SPARE ENG TO ARMED ARMED
INV INV OV HT OV HT ON AIR L AIR R GEN GEN ALT OV HT HT AI SYNC TRIM
ROLL AFCS PITCH

ON ON ARM CAP ON ON MON R P ON IAS M ON ARM CAP ARM CAP ON G/A
ENG FIRE ENG FIRE
LH ENG HDG 1/2 BANK NAV LRN BC LVL TST ENG SFT SPD V/S G/S FNL ALT SEL ALT HLD
CHIP PITCH PULL PULL LO FUEL
HYD XFLD
LO FUEL
HYD XFLO
RH ENG TRIM L LO R LO L LO R LO
CHIP OIL OIL OIL OIL
EMR
FM/Z PWR
AIU ADC 1
OM MM FM/Z
FAIL ADC 2
OM MM
MSTR
WARN MSTR
WARN
HDG APR MSG WPT
SXTK GPS MSG WPT HDG APR
INTEG
GPS SXTK
FMS INTEG
FMS
PITCH
HOLD
ALT
PARK HOLD
BRAKE
GA LRN
ANTI-SKID GS GS
ARM CAPT
L R
F/D
PULL-UP TERR GPWS

FAIL
BELOW NOT GPWS
G/S AVAIL TEST
VHF VHF
NAV NAV
FMS FMS
GPWS TERR PULL-UP OVRD INHIBIT INHIBIT

FAIL
GPWS NOT BELOW GPWS
TEST AVAIL G/S FLAP G/S INH TERR
L ON R
UNSAFE LOCKED DN
3 4 2 2 3 8 UP
2 FUEL 5 FUEL JTSN BRT
AUX INVERTER INVERTER QUANTITY TEST
1 6 OPEN
AIR IGN L ON L BUS PRI SEC AIR IGN R
0 LBS X 1000
7 MUTE DN
CLOSE
CROSS FLOW LANDING
L ON R
EMPTY GEAR
XFER
OFF OFF R BUS OFF OFF OFF L FUS R
WING 1340 WING
1254 1254 OFF
JET PUMPS
L GEN L GEN R GEN R GEN L TIP R TIP FILL
RESET BAT 1 BAT 2 RESET 1215 1175 F
U FULL
TOTAL
O O 6238 L ON R S
LBS T
F F OPEN
F F A
N
START START K
OFF OFF CLOSE
STANDBY PUMPS
FUS VALVE
Figure ANN-2. Annunciators—FC530 Aircraft Only
FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY ANN-5

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RR09300_05 Cover_RR09300_05 Cover 9/12/11 12:48 PM Page 1

At the time of printing it contained then-current information. In the event of conflict

Tucson Learning Center

Wichita (Learjet) Learning Center

Atlanta Learning Center

Copyright © 2008 by FlightSafety International, Inc.

LIST OF EFFECTIVE PAGES

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

Page *Revision Page *Revision

*Zero in this column indicates an original page.

Chapter 1 AIRCRAFT GENERAL

FOR TRAINING PURPOSES ONLY 1-i

FOR TRAINING PURPOSES ONLY 1-iii

Revision .02 FOR TRAINING PURPOSES ONLY 1-1

LEARJET 30 SERIES PILOT TRAINING MANUAL

STRUCTURES Figure 1-4 displays the danger areas around the

Figure 1-1 shows the Learjet 35/36. The

Figure 1-3 displays the aircraft turning ra-

Figure 1-2. General Dimensions

1-2 FOR TRAINING PURPOSES ONLY

Figure 1-3. Turning Radius

WEATHER ENGINE INTAKE ENGINE EXHAUST

VALUES FOR TAKEOFF RPM APPROXIMATELY DOUBLE

Figure 1-4. Danger Areas

FOR TRAINING PURPOSES ONLY 1-3

LEARJET 30 SERIES PILOT TRAINING MANUAL

FUSELAGE Nose Section

AFT PRESSURE BULKHEAD AFT PRESSURE BULKHEAD

Figure 1-5. Fuselage Sections

1-4 FOR TRAINING PURPOSES ONLY Revision .02

Passenger-Crew Door The lower door has a single locking handle on

Figure 1-6. Radome Figure 1-7. Nose Compartment

Figure 1-8. Passenger-Crew Door

FOR TRAINING PURPOSES ONLY 1-5

LEARJET 30 SERIES PILOT TRAINING MANUAL

A secondary safety latch is installed on the

The key switch is used to secure the door from

1-6 FOR TRAINING PURPOSES ONLY

NOTE pressurized cabin air, forming a positive seal

Figure 1-10. Emergency Exit

FOR TRAINING PURPOSES ONLY 1-7

LEARJET 30 SERIES PILOT TRAINING MANUAL

The fuel section on 35 models is different

There is an optional light switch in the tailcone

There is no cockpit indicator to warn the pilot

Figure 1-11. Windshield

1-8 FOR TRAINING PURPOSES ONLY

WING Subsequent serial-numbered aircraft and those

The Learjet 35/36 wing is f itted with either

Aircraft Serial Nos. (SN) 35-002 through 35-

Figure 1-13. Tailcone Door Figure 1-14. Learjet 35/36 Wing

FOR TRAINING PURPOSES ONLY 1-9

LEARJET 30 SERIES PILOT TRAINING MANUAL

• An aileron gap seal along the leading AIRCRAFT SYSTEMS

The horizontal stabilizer is a swept back, full LIGHTING

Exterior lighting includes the combination

Figure 1-15. Empennage

1-10 FOR TRAINING PURPOSES ONLY

FUEL SYSTEM control, and the Aeronca thrust reversers,

FOR TRAINING PURPOSES ONLY 1-11

LEARJET 30 SERIES PILOT TRAINING MANUAL

HYDRAULIC POWER SYSTEMS Secondary flight controls (spoiler/spoileron

1-12 FOR TRAINING PURPOSES ONLY

Page Revision Page Revision