Learjet 24-25 Reference Handbook

- DIMENSIONS & AREAS STRUCTURES DOORSAirframe General Nenm7” eee EWM ABRTON GROUND SCHOOL AIRCRAFT GENERAL INTRODUCTION This study guide is designed for the purpose of providing to you, the client, a description of the major airframe and engine systems installed in the 20 Series Learjet aircraft. ‘The information contained in this technical supplement has been pre- pared by using existing maintenance manuals and basic design data. All materials presented is in no way meant to substitute or supercede any of the manufacturer's maintenance or operating manuals, This technical supplement and all materials presented is for instructional purposes only. Our goal here at SimuFlite is to be the leading company in the aviation training business. Our instructors are. dedicated and devoted to providing you with the most current and accurate information available on your aircraft. We welcome any comments or suggestions that you may have that will aid in the improvement ofthis training, GENERAL HISTORY LEAR 23-003 THROUGH 23-099 The Lear model 23 was the first turbojet aircraft designed and built for the business segment of general aviation. Bill Lear, TSO1-11 Learjet 24/25 Reference Handbook Developed for Training Adtust to obtain .75 (*. 05) inch extension, BD; Adtust to obtain .20 inch retraction. [> Adjust to obtain .45 inch retraction. > Adjust to obtain .20 inch retraction. [> Adhust to obtain .20 inch retraction, (> Adjust to obtain .45 inch retraction. . [E> Adjust to obtain .20 inch retraction. e Adjust to obtain .75 (£. 05) inch extension. Door Latch Mechanism Installation EFFECTIVITY: AIRCRAFT WITH 36-INCH DOOR Learjet 24/25 rence Handbook Developed for TrainingAirframe General : Neum” Friction Adjustment Screw Detail A Door Hook Mechanism Installation EFFECTIVITY: AIRCRAFT WITH 24-INCH DOOR Learjet 24/25 Reference Handbook Developed for TrainingAirframe General i Nenm-” TE EWM: ARATIONGROUND'SCHOOL ‘Access Cover Actuator Access ‘Door Cover Friction Adjustment Screw Detail A Door Hook Mechanism Installation EFFECTIVITY: AIRCRAFT WITH 36-INCH DOOR Learjet 24/25 Reference Handbook Developed for TrainingAirframe General : Nenm7 Saas SSE TENTENTETEETEE Ewm c “ANATONGROUND SOHOOL Detail A Upper Door Torsion Bar Installation EFFECTIVITY: AIRCRAFT WITH 24-INCH DOOR Learjet 24/25 Reference Handbook Developed for TrainingAirframe Generali NE Ww im” Detail A “Upper Door Torsion Bar Installation EFFECTIVITY: AIRCRAFT WITH 36-INCH DOOR Learjet 24/25 Reference Handbook Developed for TrainingAirframe General Neen” SEEEeE Eee Eee eee oe ne : eu Detail A Lower Door Cable and Reel Installation EFFECTIVITY: AIRCRAFT WITH 24-INCH DOOR Learjet 24/25 Reference Handbook Developed for TrainingAirframe General Neum” Detail A Lower Door Cable and Reel Inst EFFECTIVITY: AIRCRAFT WITH 36-1 SINCE DOOR Learjet 24/25 Reference Handbook Developed for TrainingAirframe General Lower Door Seal NOTE: 36-inch door shown. Seal installation == typical for 24-inch door. Door and Rain Seal Installation ‘EFFECTIVITY: ALL Learjet 24/25 Reference Handbook Developed for Trainingpollutant ‘eum Detail ¢ Door and Rain Seal Installation EFFECTIVITY: ALL Learjet 24/25 Reference Handbook Developed for TrainingAirframe General Nem” Emergency Exit Door Installation EFFECTIVITY: ALL Learjet 24/25 Reference Handbook Developed for TrainingAirframe General 7 Nenm7 Cero Ewm _AMRTION GROUND SCHOOL ‘Internal Lateh Handle ‘External Latch Handle Emergency Exit Door Installation EFFECTIVITY: ALL Learjet 24/25 Reference Handbook Developed for TrainingAirframe General : ‘ Nenm” eee EWM Ase ROUND SCHOOL Emergency Exit Door Installation EFFECTIVITY: ALL Learjet 24725 Reference Handbook Developed for TrainingAirframe General . Nem” Detail B Detail C Detail A Door Warning Switch Installation EFFECTIVITY: AIRCRAFT WITH 24 INCH DOOR Learjet 24/25 Reference Handbook Developed for TrainingAirframe General X y _ANATIONGROUND SO¥00L Door Frame: Detail A Door Warning Switch Installation -EFFECTIVITY: AIRCRAFT WITH 36 INCH DOOR Learjet 24/25 Reference Handbook Developed for TrainingAirframe General Newm- MATE ETON SCCOL Fwo Doon FRawt 1 ; (ier bcor Franz] Lawaiv ov | 1 v_viows | | i + | 1 |! uswat | | | I ! | i u Turren Door BEE rece er eeee eg se “COMM ! | I 1 19 I 1 poor voce | | ! er t SD zevoc i uNLocK | > CESS swe2 OUTSIDE Sw tox | | Gevtocey Le _——_— ~) Door Warning System Schematic EFFECTIVITY: ALL Learjet 24/25 Reference Handbook Developed for Training~eum- WINGS The Learjet 20 series wing is an all-metal, cantilevered, sweptback-type wing mounted to the lower fuselage with eight attach points. It is known as a wet wing, as it is an integral fuel tank. Single-siptted flaps are attached to the inboard rear spar by tracks, hinges and rollers. Ailerons are attached to the rear spar at three hinge points. The spoilers are attached to the top of the wing surface by two hinges just forward of the- ‘flaps. Two attach points and boots are used to secure the tip tanks to the wing. Depending on which version, the wing will have either vortex generators or boundary layer energizers. Regardless of which is used, their function is the same, and that is to delay airflow separation over the ailerons at high mach numbers. ‘The 23 model aircraft has two rows of vortex generators bonded to the upper and lower wing surface forward of the ailerons. There are 26 vortex generators in each of the four rows. A maximum of three (3) vortex generators on each wing are allowed to be missing before flight. All 24..and 25 models (except those incorporating AMK 83-4 and AMK 83-5 SOPTFLITE I, and SOFTFLITE wing modifications) have two rows of vortex generators on the upper wing only. There are 26 vortex SS —————rT— 7s Learjet 24/25 Reference Handbook Developed for TrainingAirframe General Sn, Tetceisiectt EWM generators on the forward row and 19 on the rear row. A maximum of three (3) vortex generators on each wing can be missing before flight. On airplanes with AMK 83-4, SOFTFLITE I and AMK 83-5 SOFTFLITE wing modification, the vortex generators have been replaced with the following: 0 Two rows of boundary layer energizers (BLE's) on each wing, which perform the same function as vortex generator but with more efficiency. If any BLE's are missing, MMO is reduced to 0.78 mach. o A fuli-chord stall fence on each wing, inboard of the aileron, that delays the distribution of airflow over the aileron at high angles-of-attack. ° A stall strip, attached to the inboard section of each leading edge. These stall strips generate a buffet at high angle-of-attack to warn the pilot of an impending stall. © Aileron gap seals. On irplanes equipped with the Howard Raisbeck MKII wing, the vortex generators have been removed. Wing-to-tip fuel tank strakes have been enlarged and air gap seals have been installed Sa eeeeoeoEeS tsi 24/25 rence Handbook Developed for TrainingAirframe General ~ 4 Nene” meee eee ; z . +EWM anaren crown scH00., forward of the ailerons, along with stall strips added to the leading edges of the wing. The Howard-equipped Raisbeck xR wing has elongated and curved strakes, stall strips, BLE's, and a thickened wing root area formed by two glove tanks containing 40 gallons of fuel per side. EMPENNAGE The T-tail consists of a vertical stabilizer with an attached rudder and a variable incidence horizontal stabilizer with attached elevators. An electrically operated, jackscrew-type actuator moves the stabilizer about the rear spar hinge point for longitudinal trim. The vertical stabilizer, which is sweptback, is formed by five spars securely connected in the tailcone. ‘The rudder and the horizontal stabilizer are attached to the vertical stabilizer. A dorsal fin is located at the lower leading edge, which has a ram air scoop, and also houses the oxygen bottle on 25 model airplanes. The horizontal stabilizer, also sweptback, is attached to the vertical stabilizer at two points. © An electrically operated actuator is attached to the center leading edge for pitch axis trim. Developed for TrainingAirframe General Nenm — Ewm SCHOOL [RAKTON GROUND © A heavy-duty hinge pin is used at the center aft edge. TAILCONE SECTION The tailcone section extends from the empennage forward to the fuel section. At the bottom forward section is the tailcone entry door. On 24 D/E/¥F and 25 B/C/D/F the door is hinged at the forward edge and held closed with quick-release thumb latches. On other models the door is secured by camlock fasteners, If equipped, the door houses the drag chute. The tailcone section is used to house many components such as aircraft batteries, electrical components, refrigeration equipment, fuel filters, engine fire extinguishers, hydraulic components and associated relays, pressure switches and valves. STATIC OR LIGHTNING STRIKE PROTECTION Static discharges are installed on the aircraft trailing edge extremities to dissipate static electricity with a minimal amount of radio interference. The Radome is protected with 4 aluminum tapes bonded to the radome and grounded through screws to the fuselage. “ 24/25 Reference Handbook Developed for TrainingAirframe General Nena” —— EWM MATION GROUND SCHOOL Layer € Stall Strip. / Stall Fence Effective on Aircraft 25-290 and Subsequent and Prior Aircraft equipped with AAK 79-16 “Installation of Wing Fences, Stall Strips, and Boundary Layer Energizers."" Detail A Wing - General EFFECTIVITY: NOTED Learjet 24/25 Reference Handbook 7 Developed for TrainingAirframe General . Nema” eEwm ; sare OND SOO. WINDOWS WINDSHIELDS (23 Models) The windshield consists of two panes of acrylic plastic divided into two separate sections; the pilots and co-pilots. ach windshield has an outer pane which is .460 inches thick and an inner pane of .188 thickness. Each pane is separated by air. A plastic line is connected to the air space area of the windshield and to a dehydrator located under the co-pilot's seat. The purpose of the dehydrator is to remove any moisture from the conditioned air before it enters the air space between the panes. To keep dust/smoke or moisture from collecting between the panes, the dehydrator must be kept clean and in good operating condition. This ‘windshield has not been tested or certified for bird strike. WINDSHIELDS (24 and 25 Models) This windshield is approximately one inch thick and consists of three laminated layers of acrylic plastic, This windshield has been tested with a 4 pound bird up to 350 knots; therefore, it is certified by the FAA under FAR 25 as impact-resistant bird proof. =< Learjet 24725 Reference Handbook Developed for TrainingAirframe General Neum7 ‘AARTONGROUNDSCHODL, Boundary Layer: Energizers (BLEs) ‘25-061, 25-070 thru 25-289 equipped with AAK 82-8 "Handling Qualities Improvement" Detail B ‘Wing - General EFFECTIVITY: NOTED Learjet 24725 Reference Handbook Developed for TrainingAirframe General Nenm” Ewm, ABATONGROUND SCHOOL PASSENGER WINDOWS (23, 24, 24B models) There are three dual pane plastic windows with an air separation between the pane. The outer pane is .460 inches thick and the inner pane is .276 inches thick. PASSENGER WINDOWS. (LATER MODELS) There are nine dual pane acrylic plastic windows, including the emergency exit window installed in the airplane. ‘The outer pane is .414 inches thick and the inner pane is .252 inches thick with air‘separating the panes. EMERGENCY EXIT WINDOWS The right rear window is equipped with a latch which serves as an emergency exit. ‘he inside latch handle, located to the top center of the window, is pulled inward to unlock and open from inside. Exterior on the 23 model requires the top center screw to be removed and punched out - then push the window inside. On all other models there is an exterior latch (rod) handle located at the top center of the window. Se ee eer ee ea ea Learjet 24/25 Reference Handbook Developed for TrainingAirframe General Newm-” AAATONGROUND SCHOOL, CARE OF WINDOWS CLEANING o Plush with clear water any loosely, adhering dirt and grit from the windows. o Wash with non-abrasive soap and water. A soft, thoroughly clean cloth, chamois or sponge may be used, but only as a means to carry water to the window. Use the bare hand to go over the window so that any abrasive substance can be quickly detected and removed before any damage occurs to the plastic surface. © A cloth wetted with aliphatic naptha can be used by rubbing lightly to remove oil and grease. © The surface can be dried with a damp, clean chamois. A clean, soft cloth, or tissue, may be used if care is _taken not to rub on dry plastic. SPECIAL PRECAUTIONS The following materials must not be used on plastic windows: gasoline, alcohol, benzene, hexame, xylene, acetone, carbon tetrachloride, fire extinguisher or de-icing fluids, lacquer SS oT jet 24/25 rence Handbook Developed for TrainingAirframe General i Neum” ANATON GROUND SCHOOL thinners, or window cleaning sprays betause they soften the plastic and/or cause crazing. Rubbing the surface with a dry cloth will cause scratches and an electrostatic charge will build up that will attract dust particles. All rubbing operations shall be done with as light a pressure as possible. arjet 24/25 Reference Handbook Developed for TrainingAirframe General. Newm” ‘Windshield Installation EFFECTIVITY: ALL Learjet 24/25 Reference Handbook Developed for TrainingAirframe General : Nenm-” EEEEEEEErE CEES cere EwmM _ RARTONGROUND SCHOOL ‘Nose Compartment Access Doors Aircraft Service Points ‘ EFFECTIVITY: ALL Learjet 24/25 Reference Handbook Developed for TrainingAirframe General _. Nenn” a Ewm : secemome se0. ‘MIL-H-5606 Hydraulic Fluid ‘MIL-H-5606 Hydraulic Finid 283 (410) psi (Refer to 12-10-04) | Dry Air or Nitrogen 58 (48) psi (on jacks) Dry Ait or Nitrogen 1105 (45) psi (104 to 114 loaded) | Dry Air or Nitrogen (Refer to 12-10-05) 115 (25) psi (214 to 125 loaed) | Dry Air or Nitrogen (Refer to 12-10-05) 5/8 pint 18.48 | Sunisco No. 3 or T% (20 2.) ca.cm Capella "D" (WF 68) Refrigeration System 2.9 (@.1)Ibs - Raz Refrigeration System | 3.0 Ibs (with Sankyo Compressor)| R-12 1800 to 3000 psi Dry Air or Nitrogen 1800 psi f ‘MIL-O-27210, Type I Breathing Oxygen 2.2 gal. O-M-232, Grade A ‘Methyl Alcohol (Methanol) 1.76 gal. O-M-232, Grade A Methyl Alcohol (Methanol) 1.0 gal. ‘ See GE CJ610 Mainte- nance Manual SEI-186 600 psi CF BR Extinguishing Agent Learjet 24/25 Reference Handbook Developed for TrainingAirframe General 5 Nena” oo EWM . MIBTONCRONDSCHOCL FUEL SPECIFICATIONS CAPACITIES MODELS 25 B-C-D-F IN U.S GALLONS AND LBS WITH FUEL RECOGNITION UGHT 362 | 362 2425.4 [2425.4 360 | 347 360 | 347 2412.0 2412.0 [2324.9 [2412.0 195 | 195 7 388 1306.5 | 1306.5 1097 7349.9 |7410.2 [24 OF WITHOUT WITHOUT RECOGNITION RECOGNITION UGHT UGHT 368 | 368 | 362 2465.6 |2465.6 |2425.4 Learjet 24725 Reference Handbook Developed for TrainingCHAPTER 24 ELECTRICALELECTRICAL POWER—_—— ‘MATION GROUND SCHOOL, Electrical SEum” LEARJET 20 SERIES TECHNICAL SUPPLEMENT TEXT ELECTRICAL POWER SYSTEM GENERAL Two engine-driven generators are used to provide the primary DC electrical power on the 20 series Learjet. Secondary DC electrical power is supplied by two batteries, either lead acid or Nickel-Cadmium. The aircraft is equipped with a universal-type ground power receptacle for the use of an external power cart. Ground power is normally used for system maintenance and engine starting. For the AC electrical system the 20 series Lear uses two or three solid state inverters. A multiple bus power distribution system is incorporated in the aircraft. This system is interconnected by current limiters, circuit breakers, overload sensors, and relays that automatically react to protect and isolate a malfunctioning bus. By pulling circuit breakers in the cockpit, you can manually isolate various busses. The entire electrical system can be powered by a single battery, a single engine-driven generator, or a ground power unit. The Learjet 24/25 Reference Handbook F Developed for Training ~Electrical Newm” [AARTONGROUNDSCHOOL, batteries can be operated for only a limited time, Several systems are "Hot-wired" directly to the aircraft batteries. The generators or battery switches need not be on for these systems to operate. They are as follows: © Left and right stall warning ° Cabin door motor o Entry lights ° Firewall shutoff valve warning lights (Pinhead) o - SNs 24-230 through 236 Emergency Pitch trim An optional emergency battery system is used to power the gears, flaps, spoilers and standby attitude indicator. A second opt~ ional battery, when used, will power an etergency communications radio or emergency directional gyro. 24) ‘Developed for Training ©Electrical Nem” ARATENGROUND SCHOOL. DC POWER BATTERIES Secondary source of DC power is furnished by two batteries in the tailcone. Either two 24 VDC Nickel-Cadmium or two 24 VDC lead acid batteries may be installed. Nickel-Cadmium batteries were standard equipment on airplanes through SN 24-355 and through SN 25-235. ' ECR 1663 would cover the installation of lead-acid. batteries on these airplanes. Lead-Acid batteries are standara equipment on SNs 24-356 and subsequent, and 25-236 and subsequent. Nickel-Cadmium batteries could be installed as optional batteries on these aircraft. Each battery has a removable cover and a case that is vented and cooled by overboard vent connections. Nickel-Cadmium batteries are enclosed in a stainless steel case. Lead-Acid batteries are enclosed in a plastic case. The batteries are of sufficient capacity to operate the normal electrical requirements for a short period of time. Whenever an external power source is not available, the batteries may be used to start the engines. It is not reconmended that the aircraft batteries be charged while installed in the aircraft, because of insufficient voltage regulation of most ground power carts. Wickel-Cadmium batteries should never be charged in the aircraft if the battery voltage Handbook Developed for Training °~eum- ANTON GIOUND SCHOOL. has dropped below 20.5 volts, and the battery temperature must not exceed 100°F. The ground power unit must be regulated to precisely 28 + 0.5 volts at 1,000 amperes maximum. The voltage and temperature of the batteries must be monitored continually. The following batteries are certified for use in the 20 series Learjets. NICKEL-CADMIUM Marathon - 19 cells, 24 volts, 22 ampere - hours Marathon - 19 cells, 24 volts, 40 ampere - hours Marathon - 20 cells, 25 volts, 40 ampere - hours SAFT - 20 cells, 25 volts, 40 ampere - hours LEAD ACID Gill - 12 cells, 24 volts, 37 ampere ~ hours Gill - 12 cells, 24 volts, 43 ampere - hoursElectrical : Neum” _AMIRTONGROUNDSCHOON, / Vent Hose (To RK Vent) Vent Rose (To LE Vent) ‘LH Battery 7 f-duick Disconnect (Typical) Vent Hose (To LE Vent) Battery Temperature Indicator Plug (Opt) Batt. Installation BATTERY OVERHEAT WARNING (Ni-Cad Batteries only) All airplanes equipped with ni-cad batteries have two red warning Lights and a battery temperature indicator. The BATT 140 light indicates that either oz both batteries have reached 140 and the BATT 160 light indicates that either or both batteries have reached 160°F. The dual battery temperature indicator is used to determine which battery “has overheated so that corrective action can be taken to prevent further overheating conditions. 24/25 Reference Handbook Developed for Training *Electrical NE Ww m7 MAIN BATTERY SWITCH AND RELAYS All early model Lear 20 series aircraft up to SN 24-230 through 259, 261, 262, 263, and 25-061, 070 through 089, and 091 through 102 have one, two-position ON-OFF battery switch. The switch is used to connect the batteries to the battery charging bus through the battery relay. The battery switch does not need to be on to charge the batteries with external power. The later model 20 series aircraft have two battery switches that are used to connect either or both batteries to the battery charging bus. On this series aircraft the battery switches must be on to charge the batteries with external power. Learjet 24/25 Reference Handbook Develonad for Treinina *Electrical : Nem” LATCH OVERBOARD VENT BATTERY-LE Quick DISCONNECT EXTERNAL POWER RECEPTACLE SHIELD FRAME 24, BATTERY INSTALLATION Learjet 24/25 Reference Handbook Developed for Training °Electrical Newm” ARATONGROUND SCHOOL Lead Acid: Batteries ‘Vent Tube Assembly NOTE, Route hoses with a downward ‘toward the outlet and free of kinks, Detail A ‘Lead Acid Sump Jar and Vent Lines EFFECTIVITY: 25-246 AND SUBSEQUENT Learjet 24/25 Reference Handbook Developed for Training *Electrical : Neum” _AMATEN GROUND SCHOOL, Wiring (Ref) Apply EC-2216: epoxy to cover threads a link Battery Lik: % Cover Thermistor with £C-2216 epoxy. Assure thet wires are separated and do sot touch HaRERE PES ‘Thernistor Peer ae e La Oo oO o Battery Link 9° Battery Link Screw-In Thérnistor Jpoxted Theraistor Detail A Detail A _Thermistor Installation Learjet 24/25 Reference Handbook Developed for Trainingprtexlpoms . ii; Electrical ; ; ; Nem” > Temperature Switeh %* Wi-limit Temperacure Switch identified by Red dot. Lo-Limlt Temperature Switch identified by Blue dot. Battery Link Detail A Learjet 24/25 Reference Handbook Developed for TrainingElectrical ; NE wm y [RAKTONGROUND SCHOOL, EMERGENCY BATTERY SYSTEM Model 23 airplanes did not have an emergency battery. SNs 24-100 through 24-129 have an auxiliary battery installed. The auxil- ary battery consists of 20 nickel-cadmium cells inside a steel case, and a S5OVA inverter. Power is controlled by an ON-OFF switch and a momentary switch. ‘The battery may be used to power the following: © ‘Emergency attitude gyro and post light © Bmergency directional gyro and post light © Auxiliary communications © Pilot's audio panel © Co-pilot's map light o | ADF © Normal pitch trim o =- Roll trim ° Yaw trim © Nose wheel steering ° Gears ° Flaps o Spoilers When the ON-OFF switch is in the ON position, and normal power is lost, the auxiliary battery will power ALL of the above except the Gears, Flaps, Spoilers and Auxiliary Comm. To supply power to these systems, the Momentary Switch must be held to the ov wiet 24/25 Reference Handbook Developed for Training *Electrical Seum ARATIONGROUND SCHOOL, position. The life of the battery is approximately 15 minutes with all of the above systems operating. On later model aixcraft, one or two emergency batteries were installed in the tailcone or nose section. The batteries may be 20 cell, 1.9 ampere-hour or 40 cell, 3.8 ampere-hour and are rated at 25 VDC, A 100-VA inverter supplies 115 VAC, 400-Hz single phase power to operate the standby attitude indicator. On aircraft equipped with a single emergency battery, the system is controlled by an ON-OFF switch or by an ON-OFF-STBY switch. An indicator light is also installed to give the operator an indication that the emergency batteries are providing power to the systems. The following systems could receive power from the emergency battery: © Gears 0 Spoilers © Emergency Comm. © Flaps o Emergency Attitude © Emergency Directional gyro gyro t 24/25 Reference Handbook Develoned for Trainina *6zi-bz Sno oOL-bz SNS—WweIshs Kone AeyIxny S13/UV31 UBHIO TIV:NO TWNOYO 621-2 HONOWHL OO1-Pz ‘NO CHVONVIS aod ov—- uaMOd 90— — wi T1108 Q Win MWA Q AWTAH ONTETILS ISON Q waisvN 733HM a0 AHON d¥W 8.107109 ‘olan S107td Q AHOM WaAIZOSNVUL uaaraosnvuL Q AHON 1s0d OAD BONLULY AH 180d OHAD TWNOILOZHIO Electrical Learjet 24/25 Reference Handbook Developed for TrainingElectrical NE wm: ra FEEDER BUS SPOILERS aux comm ATTITUDE GYRO INPUT POWER, INTERNAL LIGHTS INSTRUMENT LIGHTS Emergency Battery System SU Learjet 24/25 Reference Handbook Davelanad far Trainina *Electrical Newm-7 ATATIONGROUND SCHOOL GENERATORS AND REGULATORS GENERATORS Two engine-driven DC starter/generators are installed on the aircraft. One starter/generator on each engine provides the normal sources of 28 VDC power. Each generator is a Bendix type, rated at 30 VDC, 400 amps at 6000 to 12,000 rpm. A flexible duct hooked to the lower front nacelle air scoop is used for ram air cooling. VOLTAGE REGULATORS Two Bendix carbon pile regulators were used on 23-003 through 24B-189 and 25-003 through 05-029 to control the generator output voltage. The regulators are in the bell hole on the top of the engine beam. On later model aircraft, two Phoenix Aerospace solid state regulators are used and are in the hell hole LH side. The regulators are designed to maintain a constant output voltage under varying loads and engine speed conditions. This is accomplished by automatically adjusting the field circuit of the generator. REVERSE CURRENT PROTECTION Two reversed current relays were used on early model Lears, 23-003 through 24B-189 and 25-003 through 25-029 for under- 24/25 Reference Handbook Developed for Training °Electrical Neum” ANTONGROUND: voltage, reverse current, reverse polarity, and differential protection for each generator. The relays are on the generator control panel in the tail compartment. The reverse current relays are rated at 300 amps and will close and connect the generator to the buss when the control circuit is complete and generator output voltage is 0.35 to 0.65 volts above buss voltage. The relay will open when current flow from the bus toward the generator reaches 16 to 25 amps or the control circuit . is-opened by the generator switch. On later model aircraft two reverse current diodes are used to isolate the generator. ‘The diodes will prevent or block any current from the buss to the generator. The diodes are on the AFT side of the engine beam in the tailcone. Developed for TrainingIUYWFHIS NOLLNGIALSIO UIMOd 20 ava W397 =< iv HT sna 4anod NIV HT wiet 24/25 Reference Handbook Developed for Training ~ lea worl-c14 ivan wis yolon cages AVIGY sng 7 a Nive nao /iuwis — waLUaANt ‘938—<4 Electrical 201 MAY 160 “680 NAY) OL0-9/ASz £92 'z92¢ ‘192 “6S2-Gb2 NAMI OfZ-Gbz BAILO AATum Electrical OILYWIHIS NOILNGIYLSIC 4IMOd IG nau W987 ~< 25B/C-090, 103 and subsequent vu ayau sna en ne EFFECTIVE: 24D-260, 264 and subsequent sminasss a Learjet 24/25 Reference Handbook Developed for Training ©Sem Electrical VOLTAGE REGULATOR INSTALLATIONS ee VOLTAGE REGULATOR TERMINAL “C" (VOLTMETER CONNECTION FOR ADJUSTMENT TERMINAL "C" (VOLTMETER. ee CONNECTION FOR ADJUSTMENT PROCEDURE) b>) SNGINE BEAM: ‘Lif ELECTRICAL EQUIPMENT TRAY SOLID STATE VOLTAGE REGULATORS 248-190 THRU 248-229, 240~230 AND ON 25-030 THRU 25-063 25B/C-070 AND ON Learjet 24/25 Reference Handbook Developed for Training *Electrical Nelm” /AAKTION GROUND ScHOOL DISTRIBUTION BUSES BATTERY BUS (Airplanes with a Single Battery Switch) he Battery Bus is connected directly to both batteries at all times. External power is also connected directly to the Battery Bus. ‘This will permit the external power cart to charge the batteries without turning on the battery switch. Early model aircraft had no overvoltage protection circuit to prevent external power from being applied to the Battery Bus. From aircraft 248-190 and 25-030 an overvoltage circuit was installed in the external power system to protect the aircraft Battery Bus from overvoltage of 33 ¢ 2 vDC. BATTERY BUS (Airplanes with Dual Battery Switches} She aircraft batteries are connected to the Battery Bus by two yelays controlled by. their respective battery switch. External power can be connected to the Battery Bus if the voltage from the power cart is less than 33 + 2 VDC and at least one of the two battery switches is on. The Battery Bus is connected to the left ox right starter/generator through the associated start relay. oo Learjet 24/25 Reference Handbook Developed for Training ©Electrical Sem” — BATTERY CHARGING BUS The Battery Charging Bus is in the battery and Generator Panel in the hell hole. The purpose of the Battery Charging Bus is to distribute power to the Generator Buses, Essential DC Buses, and the Battery Bus. The DC voltage is connected to the Battery Charging Bus. GENERATOR BUSES The Generator Buses are part of the generator control panel in the tailcone. The Left and Right Generator Bus is powered from it's respective generator or from the Battery Charging Bus through 275 amp current limiters. On early model 20 series aircraft, 23-003 through 24-180, and 25-003 through 25-024, the nacelle heat could only be powered from it's respective generator. MAIN DC BUSES The Main DC Buses, or Feeder Buses on early model aircraft, are Powered from the Generator Buses. The left and right Main Bus is tied together with a 50 amp bus tie circuit breaker. This will allow either Generator Bus to power the Main DC Buses, and at the same time allowing the two Main Buses to be separated in case of an electrical malfunction. Circuit protection is provided by a 70 amp overload sensor. An overload sensor is designed for 24/25 Reference Handbook Developed for TrainingElectrical : Nenm” Scere cece eee EWM: ATONGROUND SCHOOL, dual purpose. Once the sensor has tripped, it removes power from the bus and at the same time provides a ground to the control circuit breaker causing it to trip, The overload sensor will automatically reset once it has cooled down, but the operator must reset the control circuit breaker before power can be restored to the bus. POWER BUSES The left and right Power Buses receive power from their respective Generator Bus through a 10 amp circuit breaker. ESSENTIAL DC BUSES The two Essential Buses are powered from the Battery Charging Bus. Each Essential Bus is protected by a 50 amp current limiter and a 40 amp circuit breaker. The two buses are tied together with a 20 amp circuit breaker. On later model aircraft, SN 25-368 and on, the Essential Buses were connected to their Generator Bus instead of the Battery Charging Bus. This charge would add life to the aircraft batteries. should the 275 amp. current limiters blow. =e Learjet 24/25 Reference Handbook Developed for Training *Electrical ‘eum- i i al ig e a Lee a RECLECEECRLCCEL, SERRA i A al is sds Fess ia eg i,t Detalled DC Power Distribution—SNs 248-190 and Subsequent, and 25-030 and Subsequent FOR TRAINING PURPOSES ONLY Learjet 24/25 Reference Handbook Developed for Training *Electrical 6al-y2 UBnoNN 18h-'2 SNS—UONgINSIG 2eMog OG PEED Learjet 24/25 Reference Handbook Developed for Training °Ewm APBTONGROUND SCHOOL Electrical ZoI-sz "243 160-S7 “ea0-Sz "393 OLO-SZ “190-SZ >ALIATIO“AAR Dyawmaqos s9Isks vOFINGTIISTG JeMoy Te271299TH woLgvLNOD ‘1HVAS ‘avowuano TTT avigu sna UL Sng NivIt ava sna 4 WOSNAS yosnas. 1 avousA0 wagaaa ‘uaaaad 7 Sa ava, ANIDa8 ‘ualuanNt ‘AuYGNOO3S “4 Ava ANU oooe-r2 OL u3a3u Learjet 24725 Reference Handbook Developed for Training *EWM: RNATON GROUND SCHOOL Electrical E9E-Sz MIUS EOI-SE *O60-GZ HATIATIONAAH DFvEsIS weIeds UOFINGTIISIg JeR0y JwoTI3207y ave Hy ave HT WOLDYINOD 1uvis 7 away sne ‘wadaaa u YLUAANI AVONODES Learjet 24/25 Reference Handbook Developed for Training °‘EWM [AIARTENGROUND SCHOOL. Electrical awembosqns pue g9€-Sz *ALIAI9gdaT Dyawwayng MoIekg UOFINGTAISTA IME 1P27I290TR ave Hy avant woigviNoo soi UVIS 7 voswas, > ava sna avis soe avorwand "oJ Wa0a33u eee VWaagas ana, GED.) Gane 7 ANE ashe ov [ TouiNOD ansaan waleaaN alivanooas tlusat ‘vn on02-92 O1 Uasau P, WOSNas GvOTEIAD Learjet 24725 Reference Handbook Developed for TrainingElectrical “eEuwm: va ‘ARETONGROUND SCHOO. AC POWER TWO INVERTER SYSTEM (23-003 THROUGH 24-129) Two solid-state (750 VA) inverters provide the AC electrical power for the instruments and electronic equipment. The inverters are referred to as the MAIN and STANDBY, and are controlled by a MAIN-OFF-STANDBY switch. Components of the AC System consist of two transformers, two power relays, a switching relay, and associated switches and circuit protection devices. The main inverter provides the normal power to the AC bus except the radar. with the switch in main, the radar on the standby inverter will power the radar. Should the main inverter fail, the switch is selected to Standby. In this position the standby inverter supplies power to all the AC buses except the adar. The radar will be inoperative during Standby inverter operation. The two transformers are used to step down the 115 VAC to 26 VAC. The 26 VAC is used for oil pressure, fuel flow, EPR, and anti-skid test on some aircraft. Learjet 24/25 Reference Handbook Developed for Training °Electrical Petites tia Cee ~eum-” ‘AMATONGAOUND SCHOOL. INDICATIONS An indication light (green on 24-120, 133, 135, 4,136, 137, 138) indicates the inverter is on, if the green light is on above the inverter switch. An amber light, on all Learjets in this block, indicates that the inverter has failed if the switch is on and the amber light is on. Three Inverter System (24D-230 and Sub. and 25 B/C-070 and Sub) Two or three 1,000 VA solid state inverters are used to provide 115 VAC, 400 Hz, single phase power to the aircraft instruments and electronic systems. The Primary and Secondary Inverters power their respective buses through an automatic paralleling control box. The Left and Right AC Buses are tied together with a circuit breaker. This will allow either inverter to power both AC Buses. The Auxiliary Inverter‘is an optional item. Aircraft with the optional Auxiliary Inverter will have an additional switch to select which us the Auxiliary Inverter will power. INDICATIONS ‘wo or three inverter warning lights labeled "PRI INV", "SEC INV" and “AUX INV" are installed on the glareshield. The respective light will illuminate when the inverter fails. The primary and secondary lights are red and the auxiliary light is amber. Learjet 24/25 Reference Handbook Develaped for Training *Electrical Newm” [MARTON GROUND SCHOOL, INDICATIONS The only system to monitor the inverters is a single AC voltmeter on the instrument panel. There are no lights,gor horns, to indicate an inverter failure. THREE INVERTER SYSTEM (24-130 through 243-229 and 25-003 through 25-063) Alternating current for the AC electrical systems is provided by three solid-state inverters in the hell hole. ‘The primary and secondary are 400 VA and the standby is a 750 VA inverter. Each inverter is controlled by a switch on the main switch pan AC Power for the pilot's flight instruments is provided by the Primary Inverter while the co-pilots instruments are powered by the Secondary Inverter. ‘The Standby Inverter provides power to the radar and has the capability of taking over for the Primary or Secondary Inverter in case of failure. ‘This is accomplished through the switching relays as long as the Standby Inverter switch is ON, Should both the Primary and Secondary Inverter fail, the Standby Inverter, through the switching relays, will automatically provide power to the pilot's 115 VAC and 26 VAC buses and the co-pilot's 26 VAC bus. The radar will always be powered as long as the Standby Inverter is in operation. Learjet 24/25 Reference Handboo! Developed for TrainingElectrical : X EW m y : _AATRTGROUND SHOR. On SN's 24-230 through 277 and 25-070 through 25-134 and 136 through 140, turning of the inverter switch will extinguish the Failure Light. On later model aircraft, if the inverter fails and the switch is turned off, the PRI INV and SEC INV Fail Light will remain ilfumineted. If the Auxiliary Inverter fails, turning off the switch extinguishes the Fail Light. o_o Learjet 24/25 Reference Handbook Developed for Training °Electrical crn or ent wseone Il - ws we 2 | son ia INVERTER RELAY rove 7 kode .TMETER wes | sete eSeaSr ven Soe rec + 1 | = eas: = NOSE STEERING! Ents - | eer TONE GEN ay Roches — IL | ies + nose SEES aera Lat _| AC Power Distribution—SNs 24-181 and Subsequent, and 25.025 and Subsequent[reais ern Seum ‘RARTONGROUND SCHOOL, AC POWER DISTRIBUTION. AC POWER DISTRIBUTION EFFECTIVE: 24D-230 and equent 25B/C-070 and subsequent Handbook Developed for Training *CHAPTER 21 ENVIRONMENTALPNEUMATIC AIR CONDITIONINGEnvironmental/Pneumatic . SeEum —$S———$——————_—_— AIRTONGROUND SCHOOL ENVIRONMENTAL SYSTEMS GENERAL Engine bleed air is the primary sovrce of cabin air con@itioning and pressurization. Bleed air is also used for windshield anti-icing, wing leading edge anti-icing, and to pressurize the hydraulic reservoir. The engine bleed air is pre-cooled, flow controlled, and ducted into the cabin for air conditioning. Pressurization is accomplished by controlling the amount of air exhausted from the cabin. A freon refrigeration system and an electrical auxiliary heater system is used to supplement the normal air conditioning system. The environmental system consists of two, basically independent distribution systems connected at, a common point. The distri- ution system consists of check valves, shutoff valves, emergency pressurization valves, flow control valve, hot air by-pass valves, and various switches and protective devices. There have been many changes in the environmental system from the early 23 model airplanes to the later model 25 series airplanes. Ts01-11Environmental/Pneumatic’ SEM” ————————— AINATIONGROUND SCHOOL Description and Operation SN 23-003 through 24-349 and 25-003 through 25-226 Bleed Air Check Valves A bleed air check valve is located in the air ducting system from each engine. ‘The check valves allow airflow in one direction and blocks airflow applied in the opposite direction. ‘The check valves will prevent loss of bleed air during single-engine operation. NOTE: An additional bleed air shutoff valve on some 23 models, SNs 003 through 029, is located between the engine and the bleed air check valve discussed above. The valves are controlled by their respective Air Bleed Switch on the co-pilot instrument panel. FLOW CONTROL VALVE The flow control valve is used to admit bleed air into the cabin for heating and pressurization. The valve is controlled, on airplane SNs 23-030 through 245-229 and 25-003 through 25-063, by two switches. The two switches are labeled Bleed Air Switch and NORM/MAX airflow selector switch. The Bleed Air Switch, when ON, will allow bleed air to flow through the flow control valve. The flow control valve will modulate the air flow in order to TSOL-11 : Learjet 24/25 Re! ce Handbook Ravalnand far TeniniarEnvironmental/Pneumatic : Xx EW m 7 _nnutENGROUND SCHOO. compensate for engine power changes. The NORM/MAX airflow switch, when in the MAX position, will cause the flow control valve to stay in the full open position. This position will allow maximum airflow into the cabin for possible smoke and fume elimination. The flow control valve on SNs 24D-230 and subsequent, and 25-070 through 25-226, is controlled by one, three (3) position switch. The switch is Labeled bleed air OFF-NORM-MAX. The system works as described before with the exception that one switch is used instead of two switches. The flow control valve, on SNs 25-227 and subsequent, is controlled by the cabin air ON-OFF switch. Emergency Pressurization Valves (SNs 25-227 and Subsequent) Two emergency pressurization valves are used to provide: the aircraft with emergency air should the normal system fail. The valves are controlled by either a three (3) position, ON-OFF-EMER switch, or automatically by pressure switches should the cabin altitude reach 9,500 (+ 250) feet. The loss of electrical power or servo air to the emergency pressurization valve will also gause it to move into the emergency position. This valve is most ‘commonly referred to as the three-way valve. ‘TSO1-11 Learjet 24/25 Reference Handbook Daveloned for TraininaEnvironmental/Pneumatic - XQ EW m 7 ml Y AW ; GS ie PSE PA) we aT y oat Becbaoger ‘Cabin Air Conditioning System Components Installation Learjet 24/25 Reference Handbook Nevelanad far TraininaEnvironmental/Pneumatic ~ XN Ewm 7 ANTON ROUND SCHOO PRESSURIZATION SYSTEM Description (24-230 through 24-349) Cabin pressurization is accomplished by controlling the amount of conditioned air that is exhausted from the cabin. The conditioned air enters the cabin through the air distribution ducts. The system consists of a cabin air exhaust control valve, a differential pressure relief valve, a jet pump, and a pressur— ization module. On aircraft SN's 24-255 through 24-349, a cabin altitude limiter was installed by AMK 72-3. Operation (24-230 through 24-349) While the aircraft is on the ground, electrical power is applied to the three solenoids within the pressurization module. This is accomplished through contacts in the squat switch relay panel. In this condition, the regulated vacuum from the jet pump is applied to the control chamber of the cabin air exhaust valve. The decreased pressure in the control chamber will cause the control valve to open, venting cabin pressure to ambient. During flight, power is removed from the three solenoids by the squat, switch relay panel. The regulated vacuum source is applied through the cabin altitude controller to the rate controller. When the exhaust valve closes, the cabin pressure and the regulated vacuum pressure work together in the rate controller to TS01-11 *sOt te Learjet 24/25 R ‘Handbook Raualannd fae Teainianonmental/Pneumatic * N EWM vy __RDRTONGROUND SCHOOL maintain the cabin at the selected setting on the altitude controller, In case of malfunction in the normal airflow, emergency pressurization is provided by routing all windshield defog air into the cabin. To accomplish this, the defog knob is pushed full in, to Normal, the windshield heat switch. is set to AUTO, and the bleed air switch is turned OFF. When the bleed air switch is turned off, the flow control, valve will close, routing all bleed into the cabin through the defog valve. You must keep in mind that temperature control will not be available during this condition. Pressurization must be maintained manually by operating the UP and OWN manual control valve. Description (24-350 and Subsequent) The air entering and exiting the cabin is the same as described previously; however, several additional components have been added to the system for better and more efficient control. Components of the system are: a cabin exhaust control valve, a cabin safety valve, two pressurization aneroids, a differential pressure relief valve, a jet pump, a pressurization module, a cabin altitude limiter, two bleed air shutoff valves, two overtemperature switches, a cabin altitude (CAB ALT) warning light” a vacuum shutoff solenoid, and two emergency three-way valves. TSO arjet 24/25 Reference Handbook Pauinlanad bar TenininnEnvironmental/Pneumatic::4s s92re \eEum ~ : AIATONGROWNO SCHOO. Operation (24-350 and Subsequent) During normal ground operation the squat switch relay is controlling three solenoids within the pressurization module, When the pressurization switch is placed to AUTO and cabin air set to ON, power is applied to a 10 second timer, within the squat switch relay panel, and after 10 seconds, power is removed from the vacuum shutoff valve solenoid. The vacuum valve will go to the normally closed position causing the safety valve to close. After liftoff, power is removed from the electrically operated solenoids which makes the pressurization system completely independent of the electrical system. The regulated vacuum and the cabin pressure now work within the cabin pressure controller to operate the exhaust valve to maintain selected altitude. The rate knob on the rate controller is used to set the rate the cabin will climb or descend. An 8,750 (t 250) foot aneroid will limit the cabin altitude and turnon the CAB ALT indicator light. During this condition the pressurization module is in manual operation and the red UP-DN switch must be used to maintain desired cabin pressure. If the aircraft is allowed to ascend and exceed the controlling limits of the controller, the normal aifferential pressure relief valve will open the cabin exhaust valve at 9.4 PSID. A maximum differential pressure relief valve, set at 9.7 PSID, will operate the cabin safety valve should the normal valve fail. TSO1-31 Learjet 24/25 Reference Handbook Peveadnn ad Law TonEnvironmental/Pneumatic XQ Ewm: y ANATIONGROUND SCHOOL Emergency pressurization is available in case the normal system malfunctions. Emergency air is routed directly from the engines through the emergency pressurization valves. This is accomplished automatically by two 9,500 foot aneroid switches, or when the bleed air switches are set to the EMER position. During emergency mode of operation, temperature control, wing, and windshiela bleed air anti-ice will be unavailable. If the distribution ducts should heat up to 395 # 5°F, a temperature switch will close the applicable bleed air shutoff valve. CABIN PRESSURE AND WARNING SYSTEM On 24-218 and 24-230 through 24-349 an aneroid switch will complete a ground for a cabin aural warning horn at 10,100 (+ 250) feet. The system can be tested with a switch on the center pedestal switch panel prior to takeoff. The aneroid switch is located between Frame 5 and 6. on aircraft 24-350 and subsequent the aneroid is in the pressurization module and is set to sound the aural warning horn at 10,100 (+ 250) feet. Another aneroid in the pressurization module will turn on an amber caution light (CAB) at 8,750 (+ 250) feet. ~ Davalaned for TraininaEwm: /ANKTON GROUND SCHOOL Environmental/Pneumatie * i d aa and aircraft modified by AAK71-3, Aircraft 24-244 and Subsequent ra 24-349 Cabin Air Conditioning System Schematic ference HandbookEnvironmental/Pneumatic x eEwm vy eae _ANRTIONGROUND SCHOOK, ‘To Air Distribution system [7 Rintetetd and wise Atroratt 24-360 and Subs Gabin Air Conditioning Systemi Schematic Learjet 24/25 Referen: Dayalaned for TrainingEnvironmental/Pneumatic * ov EWM: ~ Atreraft 24-302 thru 24-308, 24-315 and 24-317 thru 24-325 Aireraft 24-280 thru 24-302, 24-809 thru 24-323, —— Cabin Pressurization System Schematic Learjet 24/25 Reference Handbook Davalanad far TraininaEnvironmental/Pneumatic - NX 7 pL svamene Ost courasene ruses exam: ‘tam cane om PRTSEORATION MODULE Oo, ee (oer TALEONE) —— NEED AR Abroraft 4-904 thru 24-900, end 240924 thru 24-49 Cabin Pressurization System Schematic Learjet 24/25 Reference Handbook Rawalanad far TroininaEnvironmental/Pneumatic SEU m-” (Cabia Air Exhaust Valve Atzeraft 24-350 and Subsequent Cabin Pressurization System Schematic Learjet 24/25Are: 24-230 thru 24-349. ‘Atreratt 24-350 and Subsequent Flow Contro! Valve Schematic —_— 24/25 Reference Handbook Navalanad far TrainingEnvironniental/Pneumatic Sewm” ; : AURTONGPEND SCHOO. Alrersft 24-350 and Subaecwent 3-Way Emergency Valve Schematic 266 em Pena wy wT re fee wea ' 1 ' 1 wee —t Atraraft 24-95) and Subperuent Cabin Pressure Warning System HandbookEnvironmental/Pneumatic" x ewm ” 7 AARON GROUND SCHOO. PRESSURIZATION SYSTEM (25 B/C/D/F) DESCRIPTION he cabin pressurization system provides cabin pressurization at a constant altitude selectable from sea level to 10,000 feet. Conditioned air is routed into the cabin through air distribution gucts. Cabin pressurization is controlled by modulating the amount of air that is exhausted from the cabin through the cabin air exhaust control valve, or, better known as the outflow valve. The system can be operated either automatically or manually. Components of the system consist of a pressurization module, a cabin air exhaust valve, a cabin safety valve, differential pressure controllers, a jet pump or vacuum regulator, air filters, altitude limiters, aneroid switches and a cabin pressurization warning system. A vacuum shutoff solenoid valve, two emergency pressurization valves, a pressure regulator, and a cabin altitude (CAB ALT) warning light are added on aircraft 25-227 and subsequent. PRESSURIZATION MODULE The pressurization module is mounted below the copilot's instrument panel with four screws and hinged at the back. Aircraft 25061 and 25-070 through 25-226 have one type module and 25-227 and subsequent have a different type with some added components. The Ts01-11 —_—— Learjet 24/25 Reference Handbook Revelaned for TraininaEnvironmental/Pneumatic_ Neum ARATONGROUND SCHOOL, emergency bleed air switches were relocated to the front panel of the pressurization module on 25-257 and subsequent. A brief description of the components within the module, as well as other components in the system, will be given. wraft 25-257 and Subsequent tso1-11 Pressurization Module Panel Configurations Learjet 24/25 Reference HandbookEnvironmental/Pneumatic ~ XN rd oe Mn Rate Selector (25-061, 25-070 through 25-226} The Rate Selector is used to meter the control pressure that enters the reference chamber of the rate controller. ‘The rate selector is nothing more than an adjustable needle valve employed as a variable orifice. Metering Valve Adjustment Knob. To Rate Controller (Port 5) To Rate Controller & Differential To Manual Pressure Relief Valve Control Valve Aircraft 25-061, -070 thru -226 —_———— Rate Selector Schematic Rate Controller (25-061, 25-070 through 25-226) The rate controller consists basically of an up-rate diaphragm and a down-rate diaphragm enclosed in a housing with a cover at each end, This forms an up-rate chamber, a down-rate chamber and a reference chamber. The regulated vacuum is metered through the metering valve in the up-rate chamber as normal pressurization is initiated. The reference chamber is controlled by the rate selector position, allowing the regulated vacuum to be metered at a selected rate. The reduced control pressure is also sensed in the down-rate chamber causing the needle valve to open and meter cabin pressure directly to the vacuum source. Learjet 24/25 Re’ ice Handbook Davalanad far TraininaEnvironmental/Pneumatic NE Ww m-” : : fanOUNO SCHOOL Up Rate Diaphragm 4 To Filter ‘To Port 4 Port 3 ‘To Regulated To Altitude Controller gf Vacuum Down Rate Rate Reference Chamber Diaphragm ‘To Rate Selector Aircraft 25-06: -070 thru -190 and -192 Up Rate Diaphragm. ‘To Rate Selector, Differential Pressures Relief Valve, and Manifold 4 To Altitude, Controller Rate Controller Schematic —_— Learjet 24/25 Reference HandbookEn ironmental/Praumatic’ X EW m y AARON GROUND SCHOOL, Cabin Altitude Controller (25-061, 25-070 through 25-226) The altitude controller consists of an evacuated bellows connected to a metering valve that controls the amount of vacuum metered to the rate controller up chamber. To Regulated Vacuum To Rate 3 controler Metering Valve Evacuated Bellows Cabin Altitude Controller Schematic Cabin Pressure Controller (25-227 and Subsequent) The cabin pressure controller consists of three elements. The first element houses the absolute bellows and the chamber is open to cabin pressure. When the three elements are assembled together, they make up the cabin pressure chamber, the rate pressure chamber, the reference pressure chamber and the volume control chamber. The cabin air inlet fitting in the rear of the third element contains a 0,040-inch orifice. This eliminates the need of an orifice at the filter element as on airplanes prior to 25-227. The volume control chamber works like the volume control Handbook Ravelaned for Traininaji wet Senn” Environmental/Pneumatic EWM i [AIATONGPOUND SCHOOL box, on early model aircraft, to dampen any changes in cabin altitude rate selection. MANUAL CABIN ALTITUDE CONTROL VALVE This valve provides manual control of cabin pressurization by operating a manual UP-DN valve knob on the pressurization module panel. The valve is spring-loaded to the neutral position allowing cabin pressure to be maintained at the desired level. SOLENOID VALVES These are electrically operated valves and are used to control the passage of air to components in the pressurization system. DIFFERENTIAL PRESSURE CONTROLLER There are two differential pressure controllers that will open their appropriate control valve, venting excess pressure to ambient when cabin-to-atmosphere differential pressure becomes too great. When cabin pressure reaches 8.9 (+ 0.15) PSID on 25-060, 25-070 through 25-226, or 9.4 (+ 0.15) PSID on 25-227 and subsequent, the controller metering valve will vent excess € pressure to ambient causing the cabin exhaust valve to open. . ow The operation of the cabin safety valve differential pressure controller is the same as above except for the settings. This TSO1-11 Learjet 24/25 Reference Handbook Ravalanad far Trainingae NE wm” controller acts as a backup, or secondary controller, and is set to operate at 9.2 (+ 0.15) PSID or 9.7 (+ 0.15) PSID, respectively. CABIN ALTITUDE LIMITERS The altitude limiters are designed to close their respective control valve if the cabin altitude should rise above 11,000 (+ 1,000) feet on 25-061 and 25-070 through 25-226, or 11,500 ( 1,500) feet on 25-227 and subsequent. The forward limiter is on the aft side of Frame 5 on the early models and in the pressurization module on later model airplanes. The AFT Limiter is at Frame 18 on 25B/D aircraft and Frame 22 on 25C/F aircraft. The forward limiter will control the cabin air exhaust valve and the AFT limiter will control the cabin safety valve. ANEROID SWITCHES Aneroid switches are used throughout the system to sense cabin depressurization. On aircraft 25-061 and 25-070 through 25-226, an aneroid in the pressurization module will operate at 10,000 (+ 500) feet and apply 28 VDC to a normally open solenoid valve. This valve will close, isolating the cabin air exhaust control valvé and prevent further decrease of cabin pressure. At this time pressurization must be controlled with the manual valve. On aircraft 25-227 and subsequent, two aneroids are in the module. The first one will close the normally open solenoid and stop and Tso1-11 Learjet 24/25 Reference Handbook Nawalaned fr TrainingEnvironmental/Pneumatic NE Ww m” SEES [AARTONGROUND SCHOOL further decrease in pressure at 8,750 (¢ 250) feet. The pressurization system is now in the manual mode. The first aneroid will also illuminate a CAB ALT caution light on the glareshield. The second aneroid, at 10,100 (+ 250) feet, will actuate and sound an aural warning horn. Two emergency pressurization aneroid switches were also installed on aircraft 25-227 and subsequent. They are at Frame 19, on 25D aircraft, and Frame 16 on 25F aircraft. at 9,500 (+ 250) feet the aneroid will actuate, and through the modulating valve control relay, will position the emergency pressurization valve to the emergency position. During this condition, air will be entering the cabin directly from the engines, by-passing the heat exchanger and flow control valve. Vacuum Shutoff Valve (25-227 and Subsequent) An electrical solenoid valve is installed between the cabin safety valve and the regulated vacuum line. This is a normally closed valve and is controlled by the cabin air ON-OFF switch. The solenoid is electrically opened when the cabin air switch is set to OFF, When the cabin air switch is turned ON, the solenoid will close after approximately 15 seconds. The 15 second timer is accomplished by the squat switch relay panel. * secs Learjet 24/25 Reference HandbookEnvironmental/Pneumatic XN EWM 7 _BNATON GROUND SCHOOL. Pressure Regulator (25-227 and Subsequent) A pressure regulator in the tailcone section will supply regulated pressure to operate the flow control valve, the emergency pressurization valves and the vacuum regulator (jet pump). The regulated servo air pressure is approximately 14-17 Pst. Bleed-off Metering Valve Ambient Vent Outlet Pressure (Regulated) Inlet Pressure 7 sree Bleed-on Metering Valve Pressure Regulator Schematic 25-227 AND SUBSEQUENT Tso: Learjet 24/25 Reference Handbook Develaned far TraininaEnvironmental/Pneumatie Cabin Safety Valve (21-30-03) Pressure Controllers (21-30-04) Cabin Air Filters (21-30-05) Cabin Altitude Limiters (21-30-06) Pressure Regulator (21-30-10) Vacuum Regulator Pressurization (Chapter 37) Module Emergency (21-30-01) Pressurization Valves (21-30-09) Emergency Pressurization Aneroid Switches (21-30-07) Cabin Pressurization (21-30-08) Cabin Atr Exhaust + Control Valve (@1-30-02) a Pressurization System Components Locator EFFECTIVITY: ALL LE Learjet 24/25 Reference Handbook-Ewm- Environmental/Pneumatic wm To Air Distribution System (Refer to 21-20-00) To Windshield and Wing Anti-Ice Systems (Refer to Chapter 90) Bleed Air. Bleed Air Check Valve Check Valve Bleed Air _, - co Bleed Air (LH Engine) { =| =o (RH Engine) To Windshield > Anti-lce sysi Duct Temperature ious Sensor Flow Control Duct Temperature Valve Limiter Servo Air Pressure Venturi (Refer to Chapter 36) Sense Line Ram Air Check Valve Servo Air Pressure (Refer to Chapter 36) Hot Air Bypass Valve je Ram Air Out LEGEND Bleed air C_] Ram Air Z@ Precooled Engine Bleed Air [—] Air Conditioning System Schematic 25-227 AND SUBSEQUENT Heat Exchanger jet 24/25 rence Handbook Mawalanad far TenininaEnvironmental/Pneumatic — XN Ewm: vy ANATION GROUND SCHOO. To Air Distribution System To Windshield and Wing (Refer to 21-20-00) Anti-Ice Systems (Refer to Chapter 30) Bleed Air Bleed Air Check Valve Check Valve Bleed Air __, Bleed Air (LH Engine) (RH Engine) High Limit Flow Control ‘Thermostat Valve Sense Duct Temperature Sensor Venturi Ram Air Check Valve Hot Air Bypass Valve Heat Exchanger A->- Ram Air Out LEGEND NOTE: Refer to Temperature Controls Bleed Air (1 System (21-60-00) for Cabin Ram Air Bl ‘Temperature Control Schematic. Precooled Engine Bleed Air E Air Conditioning System Schematic 25-061, 25-070 THRU 25-226 Learjet 24/25 Reference Handbook Nevelaned far TraininaEnvironmental/Pneumatic SEum” Air Distribution to Weather Radar (Refer to Chapter 34) Internal Defog Outlets (Refer to Chapter 30) ‘Crew Outlet (Typical) Orifice (0.250-inch) Footwarmer Outlet (Refer to Chapter 30) Orifice (0.457-inch) Potty Seat Air Diffuser (Aircraft 25-061, 25-070 Alr Distribution Outlet thru 25-208) to Lower Cabin Door (Aircraft 25-061, 25-070 %* Aircraft 25-061, 25-070 thru * thru 25-208) 156 modified per AMK 78-14 Relocation of Cabin Air Distribution Orifice © Alroraft 25-062, 25-070 thrz 25-256 not modified per AMK Cabin Air. Diffuser 78-14, Relocation of Cabin Air (Typical) Distribution Orifice % Orifice (1-inch) (5 C/F Aircraft) Baggage Compartment : Atr Diffuser % Orifice (1-inch) (25 B/D Aircraft) (25 B/D Atreraty Air Distribution © Orifice (1-inchy Check Valve (Atreraft 25-227 Air Distribution and Subsequent) Check Valve (Aireraft 25-227 © Orifice (1-inch) and Subsequent) Emergency Pressurization Precooled Engine Emergency Pressurization Valve (Aircraft 25-227 Bleed Air from Valve (Aircraft 25-227 and Subsequent) Heat Exchanger and Subsequent) (Refer to 21-30-00) (See figure 1, (Refer to 21-30-00) 7 21-00-00) Air Distribution System Schematic 25-061, 25-070 THRU 25-278 Learjet 24/25 Reference Handbook Davelaned for Training1 gekis ed Environmental/Pneumatic XQ EW m 7 ABRTON GROUND SCHOOL, Alr Distribution to Weather Radar (Refer to Chapter 3 Internal Defog Outlets (Refer to Chapter 30) Crew Outlet (Typical) Footwarmer Outlet (Refer to Chapter 30) Orifice (0.250-inch) Orifice (0.437-inch) Seat Rail Diffuser Cabin Air Diffuser (Typical) Baggage Compartment Air Diffuser 25 B/D Aireraft Air Distribution Check Valve ‘Emergency Pressurization Valve (Refer to 21-30-00) ‘Emergency Pressurization Valve (Refer to 21-30-00) ‘Precooled Engine Bleed Air from Heat Exchanger (See figure 1, 21-00-00) Air Distribution System Schematic 25-279 AND SUBSEQUENT Learjet 24/25 Reference Handbook Navelnnad for Trainina oeEnvironmental/Pneumatic © X EWM y Aireraft 25-257 and Subsequent Pressurization Module Panel Configurations Learjet 24/25 Reference Handbook evalaned for TraininaEnvironmental/Pneumatic x EWM y AMATIONGROUND SCHOO, Altimeter and Cabin — Cabin Differential Pressure Altitude Indicator Controller ‘Rate-of-Climb > Pressurization Indicator AUTO/MAN Switch Turn and Bank Mamual UP/DN Control Valve Indicator Differential Pressure Controller (21-30-04) Bleed Air Switch Solenoid Valves To Vacuum Source Manifold Assembly Rate Selector Volume To Static Control Box Source Rate Controller Air Filter (21-30-05) Aireraft 25-191 and 25-193 thru 25-226, not Modified per SSK-940 A To Cabin Air Exhaust Control * Valve Air Filter ——— (21-30-05) Detail A Aireraft 25-061, 25-070 thru 25-226 Modified per SSK-940 Pressurization Module Learjet 24/25 Reference Handbook Ravalaned far TrainingEnvironmental/Pneumatic ~ X EWM 7 NATION GROUND SCHOOL, Rate-of-Climb : Altimeter and Cabin to a Differential Pressure ‘Turn-and-Bank Indicator Indicator Cabin Pressure Controller (mini-controller) Pressurization AUTO/MAN Switch Differential Pressure Controller (21-30-04) Cabin Altitude Limiter (21-30-06) Solenoid Valves To Static Souree Mamual UP/DN Control Valve To Cabin Air Exhaust Control Valve To Vacuum fess Gi Air Filter Source e (21-30-05) Manifold Assembly Aural Warning Aneroid Switch (21-30-08) < Cabin Air Exhaust Control Control Valve Chamber Aneroid Switch (21-30-07) ‘Mamal UP/DN Control Valve Atreraft 25-257 thru 25-318 Pressurization Module 24/25 Ravalans ence Handbook far TeniningEnvironmental/Pneumatic SevtonmentProemete —_ Seum7 Rate-of-Climb. Indicator Altimeter and Cabin Differential Pressure ‘Turn-and-Bank Indicator Indicator Cabin Pressure Controller Differential Pressure (mini-controller) Controller (21-30-04) Bleed Air Cabin Altitude Switches Limiter (21-30-06) Manual UP/DN Solenoid Control Valve Valve To Cabin Air Exhaust Control Valve To Vacuum Source Air Filter (21-30-05) To Static Source Aural Warning Aneroid Switch (21-30-08) Cabin Air Exhaust Manifold Control Valve Assembly Volume Aneroid Switch Control (21-30-07) Aircraft 25-319 and Subsequent Pressurization Module 25-319 AND SUBSEQUENTEnvironmental/Pneumatic Newm” ANATONGROUND SCHOOL Vacuum Connection Valve Connection ‘Tank Connection. (To Volume Control Chamber) Cabin Air Filter Comnection with Reference Pressure 0, 040-Inch Orifice ‘Metering Valve Metering Valve Follower Spring Taner Rate Control Valve Rate Spring. Check Valve: Rate Control Valve Position Actuator Cabin Air Sense Port Absolute Bellows Actuator Os 1 owe ae Altitude Selector Knot Rate Selector Knob <@ Cabin Pressure @ Rate Pressure @ Reference Pressure qi Regulated Vacuum FACE VIEW OF CONTROLLER Cabin Pressure Controller (Mini-Controller) Schematic 25-227 AND SUBSEQUENT Learjet 24/25 Reference Handbook Navalnned far TraininEnvironmental/Pneumatic XN eEwm y RIBTONGROUND SCHOOL Bleed-off Metering Valve Ambient Vent (| Secondary Diaphragm ° ° ‘Primary Diaphragm Feedback Orifice Outlet Pressure (Regulated) Inlet Pressure a . oe ‘Bleed-on Metering (Unregulated) valve Pressure Regulator Schematic 25-227 AND SUBSEQUENTaa Td seeeeses eum” Peer -AMATIONGROUND SCHOO. Hydraulis Reserwoic 4 Pressurization Vacw Regulator Windshield Anti-ice System Pneumatic System Schematic EFFECTIVITY: 25-061, 25-070 THRU 25-226 Smear TENE RIT rs Learjet 24/25 Reference Handbook Devaloned for TrainingEnvironmental/Pneumatic Seum7 ABRTION GROUND SCHOOL, Bleed Air Smutott Valve Bleed Air to Temperature Control system Pressure ovsrinaeriaie ‘Regulator, Pressurization ‘Switch System Pressure Regulator, ‘To Cabin Ait Pressurization Vacuum Regulator == & Aleobol Anti=Ice System, Distribution System Emergency Prossurization Valve TP condoned air Hydraulic Reservoir Windshield Anti~ice System ‘Wing Anti-Ice system. Check Valve: ned Air Emerreny Prespiietion t Valve Bleed Air to Temperature: Control System Pressure Regulator, Pressurization System Pressure Regulator, Pressurization Vacuum Regulator & Alcohol Anti-Ice System, <= To Cabin Air Distribution system \— overtemperature ‘Switch Pneumatic System Schematic EFFECTIVITY: 25-227 AND SUBSEQUENT Learjet 24/25 Reference Handbook‘To LH Engine Bleed Air Suto Valve Bleed Air Check Valve Installation “EFFECTIVITY: 25-227 AND SUBSEQUENT Few w cee F36-00-00 [EEatENS 4d r I ‘3-50-02 1 1 9 T ass | ——S | | igee Tigger | 16 GLARESHIELD Cased LC —— — —. a poe poe vcanan weg teenaee | c 7 | R CAB AIR AT 1 ae | 7 Tow st | ! : /ERTEMP SWITC} eabaeseeeeeasarenes eg aac eee (asset Bleed Air Temperature Warning System Schematic EFFECTIVITY: 25-227 AND SUBSEQUENT Learjet 24/25 Reference Handbook Navalaned for TraininaEnvironmental/Pneumatic Xe wm: ~ : [ANSTIONGROUND SCHOOL Check Valve Bleed Air Shutoff Valve (LH shown RH Typical) Conditioned Air Duct (Ref) Bleed Air (For Pressurization & Temperature Regulators, Vacuum ‘Regulator (Jet Pump) and Alcohol Anti-Ice System) LH Side Shown, RH Typical Bleed Air Shutoff Valve Installation EFFECTIVITY: 25-227 AND SUBSEQUENT Learjet 24/25 Reference Handbook Pantanal fae TomtndEnvironmental/Pneumatic XN Ewm y Bleed Air Electrical Control Schematic EFFECTIVITY: 25-227 AND SUBSEQUENT Learjet 24/25 awe ference Handbook frEnvironmental/Pneumatic XS 7 um Venturi Throat Pressure ORIFICE C ORIFICE B ORIFICE A Atroraft 25-061. 25-070 thru 25-226 . Pressure Pilot Solenoid Valve Assembly Restrictor Low Pressure Butte: Pickup rhly Venturi Atroraft 25-227 and Subsequent Flow Control Valve Schematic _ bearjet 24/25 Reference Handbook Daualaned far Trnininaee Environmental/Pneumatic 4 i I | | | I | | | | | ! | | | | _ | | J Low CONTROL VALVE LE 40:00 [es tressonzavon [Heescearsets Pressurization System Electrical Control Schematic 25-061, 25-070 THRU 25-226 Learjet 24/25 Reference Handbook Mavalaned far TenininaEnvironmental/Pneumatic X EW m 7 2 Atreraft 25-061, 25-070 Toru 25-196, ‘Scbeqmuent end previous ‘Mreraft tacomporating AM 12-2 {ialiston-of Cabin Alsace Tinie ‘Pressurization System Control Schematic 25-061, 25-070 THRU 25-196, 25-198 THRU 25-201 MODIFIED PER AMK 78-5 (INSTALLATION OF CABIN ALTITUDE PRESSURE LIMITER) — Leai 24/25 Reference Handbook Navalaned far TreEnvironmental/Pneumatic E x eEwm 7 a of Alroraf 25-197, 25-202 Toru 25-228 \-~-=-22—oosaoeage) ‘Moditied per AMK 78-5 (Installation ‘Starrs of Cablg Altitude Preswure Limiter) { (Orr TSO) Nag DEEED AIR Pressurization System Control Schematic 25-197, 25-202 THRU 25-226 MODIFIED PER AMK 78-5 (INSTALLATION OF CABIN ALTITUDE PRESSURE LIMITER) Se ——————— ar Learjet 24/25 Referenc Handbook Develaned for TraininaEnvironmental/Pneumatic x eEwm wy See Figure 2 for Electret Conteh Scher # Pressurization System Control Schematic ‘25-227 AND SUBSEQUENT Learjet 24/25 Pavalan,Environmental/Pneumatic * XS EWM 7 —— ! aL! Lowe Lo oo 521 PRESS MOOULE 3-30-01 % On Aircraft 25-227 and 25-228 PSW 100 and PSW 101. actuate above 10,000 (+500) feet. Pressurization System Electrical Control Schematic EFFECTIVITY: 25-227 THRU 25-256 Learjet 24/25 Reference Handbook Davalaned for TraininaEnvironmental/Pneumatic ; (agri Cet Lot | Teer | ! can ones | E 1 Cea sour sw Taneuae re [es em wot ese SpEyesapsnapesapens | Pressurization System Electrical Control Schematic 25-257 AND SUBSEQUENT Learjet 24/25 Reference HandbookEnvironmental/Pneumatic™ Eun? Cabin Pressure Line ‘Vacuum Line Test Port Vacuum Line (From Jet Pump) B Fiter Nut Assembly (Tighten Hand Tight) Vacuum Line (To Pressurization Module} Differential Pressure Controller Cabin Safety Valve © Filter Frame 22 [> Refer to 21-30-05 for cleaning instructions. DO NOT inter- change filter studs. 25B Aircraft 25-078 thru 25-089, 25-091 thru 25-093 except when Modified per AMK 72-3 (Installation of Cabin Altitude Limiter! Cabin Pressure Line (To Jet Pump) ‘Vacuum Line Test Port Vacuum Line (From Jet Pump) > filter : 7 i Vacuum Line (To. \ Nut Assembly (Tighten Pressurization Module) ea Cabin Safety Valve Controller ibade D miter Cabin Altitude Limiter 25B/D Aircraft 25-070 thru 25-089, 25-091 thru 25-093 when Modified ner AME 72-3 (Installation of Cabin Altitude Limiter) and 25-090, 25-094 thru 25-221 o Cabin Safety Valve Installation Learjet 24/25 Reference Handbook Dawelaned far TrnininaEnvironmental/Pneumatie - XN 7 — EWM AARTONGROUND SCHOO. Frame 19 Stringer No. 9 Emergency Pressurization Aneroid Switch (Typ LH & REi (9, 500 (4250) Feet) i Electrical Connector Frame 16 Stringer No. 3 Emergency Pressurization Aneroid Switch (Typ RH & LH) (2,500 (4250) Feet Electrical ™ Connector 25F Aircraft Pressurization Aneroid Switch Installation EFFECTIVITY: 25-227 AND SUBSEQUENT Learjet 24/25 Reference Handbook Pavalaned far TrainingEnvironmental/Pneumati Sem [RARTON GROUND SCHOOL LH Engine Bleed Air Duct (Chapter 36) Servo Pressure (To LH Emergency Pressurization Valve) Servo Pressure (To Flow Control Valve) Servo Pressure (To RH Emergency Pressurization Valve) Temperature Pressure Regulator (21-60-00) Check Valves AI wv? RH Engine Bleed Air Duct (Chapter 36) Pressure Regulator Installation 25-257 AND SUBSEQUENT Navalaned far TraininaEnvironmental/Pneumatic NEW m-” AAATONGROUND SCHOOL, Cabin Air Exhaust Control Valve Aneroid Switch Pressurization Module Structure (Ref) Controller (Shown Removed) SHOWN WITH COMPONENTS REMOVED Aircraft 25-061, 25-070 thru 25-226 Aural Warning Aneroid Switch (10, 100 (2250) Feet) (21-30-08) ‘Filter Assembly Cabin Air Exhaust Control Valve Aneroid Switch {8750 (£250) Feet) Chamber (Ref) Pressurization Module Structure (Ref) Aircraft 25-227 and Subsequent Pressurization Aneroid Switch Installation Learjet 24/25 Reference Handbook Ft eee he,nmental/Pneumatic. Neum ANATONGROUND SCHOO, sso 8 5 —— Se eeaseot- Veaonwecs vawve {ABOVE,9,500( ¢ 250] FT Bx £es valve Tima (39-40-00) I | \ ! 1 er 4 8 RN EMERGENCY PRESSURIZATION VALVE | 21-30-09 I | ey I ] | | 1) oo neLAY x6 | 1 ! | I I | 1 4 Le Tiss THivenowswiren | | Viavenecs weve 1 ABOVE 9,500(¢2500FT ‘E2il LH ECS VALVE. | | conto sox i oon | ; | 885 | [ols | , | | netar xe | Mesos sae eerie | Rann, | ! Bio I ot pope \ ae | RELAY x2. 1 L———_ — ~1 Emergency Pressurization Aneroid Switches Pressurization Aneroid Switch Electrical Control Schematic 25-227 AND SUBSEQUENT Learjet 24/25 Reference Handbook Deaveloned for TraininaEnvironmentai/Pneumatic XN EWM: vy ARETONGROUND SCHOOL, [ie p oar Spatgebagdne enn rats [press MODULE E52! r = es pot rq pCa | Perea | Lemans | | seove 1 | teszi paessunizarion 1 ES SQUAT SW RIV FNL MoouLe 21-30-01 cag un camuer | 38-40-00 3 100% ANEROID SWITCH 7 im y ‘ABOVE 8730 (42501 (a1-30-021 . 1 ewes % On Atreratt 25-227 and 25-228 PS 100 actuates above 10, 000 (+500) feet. (Cabin Altitude Caution Electrical Schematic Cabin Pressure Warning System Electrical Control Schematic 25-227 AND SUBSEQUENT Learjet 24/25 Reference Handbook Pavalaned fae TenininaEnvironmental/Pneumatic " Nem” . ARATON GROUND SCHOOL HEATING SYSTEMS GENERAL The primary source of heating is provided by controlling the amount of hot bleed air from the engines that enter the air distribution system. The system was electrically controlled on early model aircraft and pneumatically controlled on later model aircraft. A hot air by-pass valve is the major component in the system that controls the amount of hot air that will be allowed to by-pass the heat exchanger. An electrical auxiliary heating system is installed to supplement the normal bleed air heating system. BLEED AIR HEATING TEMPERATURE CONTROL Description and Operation CAUTION: ON EARLY MODEL AIRCRAFT DO NOT USE MAX POSITION OF BLEED AIR SWITCH WHILE ON THE GROUND. ON LATER MODEL AIRCRAFT DO NOT USE THE CABIN AIR SWITCH "ONT OR THE LH AND RH BLEED AIR SWITCHES "ON" WHILE ON THE GROUND. DO NOT PERFORM EXTENDED ENGINE OPERATION ABOVE 70% RPM WITH BLEED AIR SWITCH SET TO NORMAL. ON THE GROUND THERE IS NO COOLING OF THE ENGINE BLEED AIR AND POSSIBLE TsO1-11 24/25 Reference Handbook Develoned for TraininaEnvironmental/Pneumatic 7 XE wm: Y AMRTION GROUND SCHOOL DAMAGE TO THE AIR CONDITIONING COMPONENTS AND CABIN OVERHEATING COULD RESULT. on early model aircraft the temperature control system consists of a MAN-AUTO-HOT temperature selector, a temperature control unit, a cabin temperature sensor, a high limit thermostat, a MAN-HOT-COLD switch, a duct temperature sensor, and a hot air by-pass valve and indicator. An additional cabin skin temperature sensor was incorporated on aircraft 25-090 and 25-095 through 25-226. On aircraft 25-061 through 25-094, the temperature control system is controlled by a temperature-sensitive resistance bridge circuit using an ultrasensitive polarized relay as a bridge unbalance detector. The bridge circuit consists of the MAN-AUTO-HOT temperature selector, temperature control unit, cabin and duct temperature sensor, and the hot air by-pass valve potentiometer. When the bridge circuit is unbalanced, the micropositioner contacts close and automatically send power to @rive the by-pass valve in the proper direction. A RED and a GREEN indicator light on the temperature control panel will illuminate when the micropositioner is energized. A RED Light means that the valve is driving in the heating direction, while a GREEN Light means the valve is driving in the cooling direction. A high limit thermostat will operate at approximately 350°F and drive the by-pass valve to the cold position. TSsO1-11 Learjet 24/25 Reference Handbook tls d hee TomtninmEnvironmental/Pneumatic | X EWM 7 ————— 7 APATONGROUND SCHOOL on aircraft 25-090 and 25-095 through 25-226 the temperature control system operates as stated above with only a few exceptions. A skin temperature sensor was added to the bridge circuit for better control, and a comparator circuit was used as a bridge unbalance detector instead of a micropositioner. TSO1-11 ——— 24/25 Reference Handbook = Develonad far TrainingEnvironmental/Pneumatic feviemmentevPeewmes 0 Sm High Limit Thermoswitch (Refer to 21-60-05) Duct Temperature Sensor (Refer to 21-60-04) Hot Air Bypass Valve (Refer to 21-60-06) ‘Temperature Control Sensor (Refer to 21-60-02) ‘Temperature Control Unit (Refer to 21-60-01) ‘Skin Temperature Sensor (Refer to 21-60-03) HOt Air Bypass Valve Indicator (Refer to 21-60-08) Temperature Control system Locator 25-061, 25-070 THRU 25-226 Learjet 24/25 Reference Handbook Pavelenad fae TonininesEnvironmental/Pneumatic NE Ww m-” AIUTONGAOLNO SCO. Bleed Air (To Bleed Air (From Heat Exchanger) Flow Control Valve) 7 To Temperature 7’ Control Indicator 7’77To Temperate k-“" Control system Precooled Bleed Air To Cabin Air From Heat Exchanger Distribution System. Alreraft 25-061. 25-070 thru 25-226 From Heat To Distribution Exchanger System To Heat Exchanger 4 4 Engine Bleed Air Spring Diaphragm Regulated Pressure (Temperature Control System) SHOWN IN NORMALLY CLOSED POSITION Aireraft 25-227 and Subsequent Hat Air Bypass Valve Schematic Learjet 24/25 Reference Handbook Navalanad far TraininaEnvironmental/Pneumatic _ XQ EWM: 7 AAATION GROUND SCHOOL, Copilots Subpanel ‘Potentiometer 4) Potentiometer 5) ae Hot Air Bypass Valve Indicator ‘Typical Hot Air Bypass Valve Indicator Installation 25-075 AND SUBSEQUENT AND AIRCRAFT MODIFIED PER AAK 71-3 Learjet 24/25 Reference Handbook Daveloned for TrainingEnvironmental/Pneumatic * i SEM” ARRTON GROUND S100 Conditioned Air Duct (Ref Duct Temperature Sensor WN High Limit Thermostat Re) Atreraft 2: 31, 25-070 thr 25-226 ‘Duct Temperature Limiter ‘To Mode Selector Switch (Ref) ‘To Cabin Temperature Sensor Aircraft 25-227 thru 25-256 not Modified per SSK 943 placement of Duct Temperature Sensor and Limiter) ‘Duct Temperature Sensor Installation Learjet 24/25 Reference Handbook Navalanad Ene TrEnvironmental/Pneumatic XN EWM v4 a thd _ BARTONGROUND SCHOOL, Cabin Temperature Cabin Sensor Blower Motor ‘Tempesemce Sensor Copilot's | ~W ip Floorboard &, (Rep) D Washer (Ref) Alreraft 25-061, 25-070 thni 25-226 Cabin Temperstre: Sensor Frame 13 ‘Tube Assembi: (Ref) \ Detail A \\ (25F Model Aircraft) Sensor Blower Motor (Ref Orifice C (0.0330-inch) (Refer to f P8040) Alreraft 25-227 thru 25-256. not Modified per SSK 942 (Replacement of Cabin Temperature Sensor) Tube Assembly (Ref) Cabin Temperature Sensor and Plumbing Installation Learjet 24/25 Reference Handbook Ravelaned for TrainingEnvironmental/Pneumatic’ XN EW m y SS AAKTON GROUND SCHOOL, Atreraft Skin Stringer #11 (Ref) ‘Skin Temperature Sensor ‘Stringer #12 (Ref) ee Stringer #11 (Ref) ee Area Bonding Material ‘Skin Temperature Sensor CROSS SECTION VIEW Stringer #12 (Ref) Cabin Skin Temperature Sensor Installation 25-090, 25-095 THRU 25-226 Learjet 24725 R Daveloned for TraininaEnvironmental/Pneumatic : Envtenmenel/neumatis _ ee Sensor Blower Motor. (Ref Screw Bracket Electrical Connector Cabin Temperamre Sensor Blower Motor Cabin Temperature Alreraft 25-227 and Subsequent Typical Cabin Temperature Sensor Learjet 24/25 Reference Handbook Develaned for TraininaEnvironmental/Pneumatic | XS 7 ———r——t EWM ape 2 Fa Aircraft 24-218, 24-230 thru 24-246 ——— Cabin Temperature Control System Schematic Learjet 24/25 Reference Handbook Daveloned for TraininaEWM, ABRTIONGROUND SCHOOL, Environmental/Pneumati¢ a _S Atroratt 24-247 thru 24-254 Cabin Temperature Control System Schematic Learjet 24/25 Reference Handbook “ Ravalnnad far Troinina.aun Environmental/Pneumatic ” Alsorafe 24-255 sory 25-349 Cabin Temperature Controt System Schematic Learjet 24/25 Reference Handbook Devalanad tar TAREnvironmental/Pneumatic xX . ? eee Ewm prorat ‘Temperature Electrical Control Schematic 25-061, 25-070 THRU 25-083 Learjet 24/25 Reference Handbook Nevelaned for TrainingEnvironmental/Pneumatic * N - Sum L——-- — . Temperature Electrical Control Schematic 25-084 THRU 25-089, 25-091 THRU 25-094 Learjet 24/25 Reference Handbook Develoned for TraininaEnviconmentel/Prevmettt ‘ SE w m-” Temperature Electrical Control Schematic 25-090, 25-095 THRU 25-226 TT Learjet 24/25 Reference Handbook Develaned for TraininaEnvironmental/Pneumatic x eEwm 7 'AATION GROUND SCHOOL, ‘Temperature Control System (25-227 and Subsequent) On this series aircraft the temperature is controlled by pneumatic pressure instead of electrical power. The system consists of an AUTO-MAN temperature mode selector, a KOT-COLD selector, a cabin and duct temperature sensor, a duct temperature limiter, a hot air by-pass valve and indicator, and a temperature pressure regulator. The pressure regulator provides regulated pressure of 14-17 PSI to the system. ‘The regulated pressure is controlled by the cabin and duct temperature sensor, the HOT-COLD selector, and the duct temperature limiter which act as bleed-off regulators to modify the regulated pressure. This modified pressure will control the position of the hot air by-pass valve to obtain the desired air flow temperature. The cabin temperature sensor has a blower motor that blows’ cabin air across the sensor. The duct temperature is nothing more than a protective device. Should the duct temperature get approximately 350°F, the duct temperature sensor will open and bleed off pressure to the hot air by-pass valve, The loss of pressure will cause the by-pass valve to close causing the hot air to go through the heat exchanger. When the AUTO-MAN mode selector is set to manual, the position of the hot air by-pass valve is controlled by the HOT-COLD selector only. The duct temperature limiter will still close the by-pass valve if the temperature in the duct reaches approximately 350°F. The position of the by-pass valve is monitored by a temperature control indicator on the copilot's subpanel. TSO1-11 ES Handbook Pavalanad far TraininaEnvironmental/Pneumatic NOTE: The temperature control systems on the 24D/E/F operate the same as previously discussed. TsO1~11 Learjet 24/25 Reference Handbook Devalaned for TrainingEnvironmental/Pneumatic - NX 4 oo Ewm : -AMATONGROUND SCHOOL Hot Air Bypass Valve (21-60-00) Heat Exchanger (21-40-02) (21-40-03) Air Bleed (Bleed Air) Switch(es) Cabin Air Switch (Ref) (21-30-00) Heating System Component Locator Learjet 24/25 Reference Handbook Pavelaned far TraininaEnvironmental/Pneumatic Detail C Pneumatic Tube to ‘Hot Atr Bypass Valve 7 ¥ Torqae Mount 3.5 04S Detail D TntePounde Plas Deas Torase: Atreraft 24-350 aod Subsequent Gabin Temperature Control System Installation Learjet 24/25 Reference Handbook Davalnned for Trainina-Environmental/Pneumatic i eicementet nates t a Neum7 Jet Pump To Aleokal Alreraft 24-350 thmy 24-254 Atroraft 24-350 thru 26-356 Detail F Detail E Atreraf 24-357 apd Subeeousat Detail E ge Cabin Temperature Control System installation ference Handbook Vl Ene Teniniriorae Environmental/Pneumatic _ sunyeseduces wyQeD SNBWAYDS WeIshs [oNUED einjeedweL UIgeD ayea, Yoneziinesaza Ww psig orSu 1 worInquARiC aL wong sumesoduraysa4q, somuag 4S 221-nuy Jouoaly a4, ‘ouay poo | eanesox, ! 20139196 pope av | ee aatWA eH, oS | Learjet 24/25 RefereiEnvironmental/Pneumatic eT mame Neum Duct Temperature Limiter (21-60-06) Duet Temperature Sensor (21-60-04) Hot Air Bypass Valve (21-60-07) ‘Cabin Temperature Sensor (21-60-02) Hot Air Bypass Valve Indicator (21-60-08) Detail A ‘Temperature Control System Locator 25-227 THRU 25-256 Learjet 24/25 Reference Handbook Develaned for TraininaEnvironmental/Pneumatic_ EWM” Duct Temperature Limiter (21-60-06) Duct Temperature Sensor (21-60-04) Hot Air Bypass Valve (21-69-07) Cabin Temperature Sensor (21-60-02) Hot Air Bypass Valve Indicator (21-60-08) ‘Temperature Control System Locator 25-257 AND SUBSEQUENT nce HandbookEWM "AIATON GROUND SCHOOL, Environmental/Pneumatic opemraqes 1891 wersdg jorymog eanzesroduray, s4osuog samesoduroy, Yong atH © 20su0g a9 Woy (EURIS aunsso.Ml ag BuyscHjuou! WE poztinN st © 2000919g NYW-O.LAV O41 pue seTiuryy auraesodua,, 13 OH Bu) wodtoq asnsaaMt oy! SelaoyuoU UT pIZtINA: saoveyndoyt oxnssosd samessduas, ayy 30 sanesoud hoe ot Bus ON wF post AF LOH asnseaIA @ TLD A way coe 2 eamn0| c_ Lactate fd | motes soi ‘pool ie ante ste sense a uaa oe aoa (QS.LINTT GNV HOSNYS SUALVEEdWIL Lond 10 INS -dOVIdgU) €F6 ss CNV ‘(HOSNSS TUNLVATEWaL NIGVO JO INSWHOVIdRw 2¥6 ss Wad CaTIGOW LIVUOUTY YORd ONV “INANASANs aNV LsZ-sz Learjet 24/25 Reference HandbookEnvironmental/Pneumatic XN 7 ct em To Cabin Temperature Sensor (Ref) To Temperature Pressure. Regulator (Ref) To Mode Selector Switch (Ref) Sleeve (Ref) Precooled Air Duct (Ref) Duct Temperature ‘Bonding Jumper Limiter Duct Temperature (Ref) (Ref) Sensor Aircraft 25-227 thru 25-256 modified per SSK 943 jacement of Duct Temperature Sensor and Limiter) ‘To Temperature Pressure Regulator Ref) ‘To Mode Selector Switch To Cabin Temperature Sensor (Ref) Duct Temperature Limiter (Ref) Duct Temperature Sensor Precooled Air Duct: Alreraft 25-257 and Subsequent ‘Duct Temperature Sensor Installation Learjet 24/25 Reference Handbook Develoned for TraininaEnvironmental/Pneumatic_ Sewm” ANKTION GROUND SCHOOL ELECTRICAL CABIN HEATING The auxiliary cabin heater is installed to supplement the normal bleed air heating system. The system can only be powered by an external power source or by either one of the aircraft generators. The auxiliary heater assembly and the heater coils are housed in the evaporator and blower assembly and utilize the evaporator blower for cabin air circulation. On aircraft 25-126 and subsequent a blower speed control circuit was incorporated to allow the blower to run at approximately 10% of maximum speed until the heater elements warmed up. A micro-switch on the diverter door will prevent the heater from working unless the - diverter door is closed. The door must be closed so that all the air will be blown across the heater coils. The heater coils consist of four heating elements and are controlled by the position of the auxiliary heater HIGH-OFF-LOoW switch. With the switch in the LoW position, only one left and right element will operate. With the switch in the HIGH position all four elements will operate. Thermoswitches in the heater assembly will cycle the coils ON and OFF. The thermoswitches will open at approximately 150°F and close at approximately 125°F, The air conditioning system will override the auxiliary heater circuit and shut off the auxiliary heat when the COOL-FAN switch is set to COOL. TSO1-Lt Learjet 24/25 Reference HandbookEnvironmental/Pneumatic : NEW m” AIATONGROUND SCHOOL Evaporator and Blower ‘Assembly (Ret) Afreraft 24-230 thru 24-270 Auxiliary Cabin Heater System Learjet 24/25 Reference landbookEnvironmental/Pneumatic NE W m-” "RAKTONGROUND SCHOOL, Evaporator & Blower Switch Bracket Duct (Ref) Auxiliary Cabin SS “| Diverter: Contret Diverter Arm Switch Roller Adjustment Screw Heater Element . Detail B _——— Spacer t ‘Thermal Fuse ; ‘Thermoswitch Heater Element Bolt Insulator Spacer NS Asbestos Insulator Thermal Fuse Heater Element Thermoswitch Mounting Panel | Asbestos Insulator Atroraft 25-126 and Subsequent Detail A Auxiliary Cabin Hester System Installation EFFECTIVITY: 258/D AIRCRAFT Learjet 24/25 Reference Handbook bine TeEnvironmental/Pneumatic — -Ewm- sno rerNsE00, 1.50 inches maximum Evaporator Duct (Ref) Diverter Control Blower (Ref) —\____ \ \ ac | Auxiliary Cabin Heater Safety Switch Heater Flemenr Detail B Insulator rt Diverter Door. Cam Setscrew ‘Thermoswitch Heater Element Bolt Spacer Insulator Mounting Panel ot Asbestos Insulator Thermal Fuse Heater Element ‘Thermoswitch «. Aireraft 25-126 and Subsequent Ne Asbestos Insulator é Detail A Auxiliary Cabin Heater System Installation EFFECTIVITY: 25C/F AIRCRAFT Learjet 24/25 Reference HandbookEnvironmental/Pneumatic _ Newm” _APBTONGROUND SCHOOL, ur can ere aa m= Auxiliary Cabin Heater Electrical Control Schematic EFFECTIVITY: 25-061, 25-070 THRU 25-125 Learjet 24/25 Reference HandbookEnvironmentai/Pneumatic _ “ew m- Auxdlary Cabin Heater Electrical Control Schematic EFFECTIVITY: 25-126 AND SUBSEQUENT Tearjet 24/25 Reference HandbookEnvironmental/Pneumatic : Sewm” _AIATORGROUND SCHOOL REFRIGERATION SYSTEM The refrigeration system is installed for ground cooling, cabin dehumidification, and inflight cooling at low altitudes. The system will operate from an external power source or from any one engine operating. Due to high current draw, the air conditioning motor will be shut off during engine start. The system consists of a compressor, compressor motor, condenser, dehydrator, pressure switch, an evaporator and blower assembly, and cockpit cooling fan. During flight the freon system can be used up to 18,000 feet to cool the cabin. Since the compressor motor is in an unpressur- ized area, using the system above 18,000 feet will cause the motor brushes to arc. The FAN position can be used above 18,000 feet to circulate cabin air without cooling. The compressor is a two-cylinder unit up to 25-343 when the compressor was changed to a five-cylinder unit. The compressor is belt-driven by a 28 VDC electrical motor. The compressor crankcase oil level shall be checked only when the system has lost the complete refrigerant or signs of oil loss are noted. The system refrigerant charge must be dumped prior to checking oil level. On aircraft equipped with a York compressor, the compressor oil reservoir is factory-filled with 10 fluid ounces of refrigerant. On aircraft with a Sankyo compressor the reservoir is filled with 6 ounces of oil. Only Texaco Capella DEnvironmental/Pneumatic Xx EWM 7 [AAKTENGROUND SCHOC., grade Refrigerant oil or equivalent shall be used when adding oil to the compressor. The refrigerant condenser is a plate-and-fin type unit. High- pressure, high-temperature vapor enters the condenser from the compressor and is changed to liquid. Heat from the condenser is removed by a fan mounted on the compressor motor shaft. The dehydrator removes small traces of moisture that may remain in the system after purging and evacuating. On top of the dehydrator is a sight glass to observe refrigerant flow. An additional sight glass is installed, on 25-303 and subsequent, at FS 484, A shortage of liquid refrigerant is indicated after several minutes of compressor operation by the appearance of slow moving bubbles or a broken column of refrigerant under the glass. A pressure switch is installed in the compressor discharge system to shut the motor off in case of excessive discharge pressure. If the compressor discharge pressure reaches approximately 335 (4 10) PSI, the switch contacts open, de-energizing the freon control relay. The switch will reset at approximately 205 (+ 40) PSI. The evaporator and blower assembly is installed to cool, dry, and clean the air in the cabin section. Refrigerant enters the evaporator as a low-pressure mixture of liquid and vapor. The liquid’ vaporizes at this low pressure, absorbing large quantities TSOl-11 Learjet 24/25 Reference HandbookEnvironmental/Pneumatic _ X eEwm 7 . _AARTONGROUND SCHOOL of heat, thus cooling the air being recirculated by the blower. Moisture in the condenser is drained overboard, therefore, ensure that the condensate drain line is unrestricted and the evaporator is kept clean. A single 28 VDC motor with rotor fan mounted on each end of the motor shaft is shock-mounted just forward of the evaporator. Learjet 24/25 Reference Handbook Deaveloned for TraininaEnvironmental/Pneumatic |. Newm Condenser (21-50-03) Dehydrator (21-50-04) Pressure Switch (21-50-05) ‘Compressor ‘Motor (21-50-02) ‘Refrigerant Compressor (21-50-01) Blower Assembly (21-50-06) Refrigeration System Components Locator Lanriet 24/25 Reference HandbookEnvironmental/Pneumatic_ Newm” ARETON GROUND SCHOO. %* Effective Aircraft 25-357 ana Subseouent, nipples are used to cover electrical terminals on freon control relay, © Aircraft 25-296 and Subsequent Compressor Motor Mounting Bolt (Torque to 14 foot-pounds) + Freon Control Relay (Ref) Terminal Cover Compressor Support Bellmouth Screw Fan Bolt (Torque to 160 Bellmouth — to 190 inch~pounds) ‘Typical Compressor Motor Installation Learjet 24/25 Reference HandbookEnvironmental/Pneumatic SEW m= _ABKTIONGROUND SCHOOL, o* When replacing refrigerant pressure switch on Aircraft 25-061, 25-070 thru 25-093, the new switch and elbow will be installed directly in the discharge port adapter as shown in Detail A. © When elbow is removed from discharge port adapter and reinstalled, apply No. 48 teflon tape (0.5 inch wide) to elbow threads and torque elbow to position shown. @ Elbow + Refrigerant Discharge Pressure Port Adapter - Switch REPLACEMENT SWITCH CONFIGURATION Detail A Pressure Switch Tube | Refrigerant Pressure Switch Atreraft 25-061 And 25-070 Thru 25-093 B Refrigerant Pressure Stich. Atroraf 25-915 2 Discharge Port Adapter (Aircraft 25-315 thru 25-342) ‘Torque to 25 - 30 foot-pounds} : thru 25-342) S Service Connections Refrigerant Pressure iSuetion Port Adapter (Torque to 25 - 30 foot-pounds) WiaN Detail B Afroraft 25-094 thru 25-342 Pressure Switch Installation Learjet 24/25 Reference HandbookEnvironmental/Pneumatic ~ N eEwm y _MMBTONGROUND S100. f Py a Detail A S Pressure Switch Installation EFFECTIVITY: 25-343 AND SUBSEQUENT Learjet 24/25 Reference Handbook Daveloned for TraininaEnvironmental/Pneumatic Neum 7 ANBTONGROUNO SCHOOL * Screen ‘Quick-Disconnect Drain Line Flexible Hose Diverter Door ‘Diverter Control 2 On 25C/F Aircraft equipped with cabin blower system, the evaporator is removed and a scteen is installed over the evaporator and blower opening. Hose (To Compressor} Detail A Evaporator and Blower Installation Learjet 24/25 Reference HandbookEnvironmental/Pneumatic " Q =) ~ ‘AARTENGROUND SCHOOL. Refrigerant Pressure Switch Compressor LEGEND ‘Low Pressure Vapor High Pressure Vapor High Pressure Liquid ‘Low Pressure Liquid/Vapor [aia ‘Typical Refrigeration System Schematic Learjet 24/25 Reference Handbook Davalanad Ene TenininesEnvironmental/Pneumatic ~ XN EWM Wad Refrigeration (Freon) System Electrical Control Schematic Learjet 24/25. Reference Handbook Revalanad for TraininaEnvironmental/Pneumatic — XN EWM y —————— ABBTION GROUND SCHOOL AIR CIRCULATION The cabin blower system utilizes a blower assembly in the AFT portion of the cabin. A switch on the cabin climate control panel is used to operate the blower motor. On aircraft equipped with a freon system the fan can be operated without the freon system by placing the COOL/FAN switch to the FAN position. This is the same fan that is utilized for the auxiliary heater system. On aircraft 248-204 and 25-040 and subsequent a cockpit blower system was installed. The blower motor is installed between the outlet ducts of the evaporator and blower assembly. Air from the cockpit blower is ducted down both sides of the upper center panel to individual outlets in the cockpit headliner. The fan is controlled by a rheostat-type Cockpit Air Switch adjacent to the copilot's Map Light Switch. Speed control is accomplished by the use of a transistor and heat sink assembly (Q5) in the nose compartment forward RH side of Frame 2. Learjet 24/25 Reference Handbook Navalaned far TrainingEnvironmental/Pneumatic 7 XQ 7 —————e oo Ewm Evaporator Duct Cradle Assembly Duct Aft Transition Duet Cockpit Cooling Fan 2% On 25C/¥ Aircraft equipped with cabin _ dlewer system, the evaporator is removed and a screen is installed over the evaporator and blower opening. 25C/F Aircraft Cockpit Cooling Fan Installation Learjet 24/25 Reference Handbook Davalaned for TraininaEnvironmental/Pneumatic — Xx Ew m 7 : _AMBTONEROUND SCHOOL. ame ir em fee eeit AIRCRAFT NOT EQUIPPED WITH REFRIGERATION SYSTEM J Lo-----. AIRCRAFT EQUIPPED WITH REFRIGERATION SYSTEM Cabin and Cockpit Blower Systems Electrical Control Schematic Learjet 24/25 Reference Handbook Daveloned for TraininaICE & RAIN PROTECTIONice and Rain Protection —_ .Neuim ARRTONGFOUNDSCHOO. PRESSURE REGULATING AND SHUTOFF VALVE The 24 model airplanes and early 25 model airplanes are equipped with a Whittaker Control Valve. This is a pressure regulator type valve that regulates bleed air pressure at 16 psig to the wing leading edge. The valve is a NC type valve that requires 2evdc to open. The valve is inthe bleed air duct aft of Frame 25 and forward of the bleed air manifold. On 25-209 and subsequent the airplanes are equipped with a Sterer Control Valve. This is a shutoff-type valve that requires 28 voc to open, The location is the same as previously discussed. ‘Saott Valve Sebemade TS01-11 Learjet 24/25 Reference Handbook 5 Developed for TrainingIce and Rain Protection : Neum” Downstream ‘ Pressure (Pp) 4 Valve Probe Slider Valve Housing Pilot Valve Chamber Downstream Pressure (P2)4 Bleed Air Pressure Regulator Schematic EFFECTIVITY: 25-061, 25-070 thri 25-208 Equipped with Whittaker Pressure Regulator Tearjet 24/25 Developed for TraininaProtection : Nema” EWM: Wing Surface Temperature Sensor C (WS 31) Bond to surface with ‘Tylan No. TA2 or Dow Corning No. 281 Wing Surface Temperature Sensor Detail C Apply heat sink grease (Dow Corning No. 340) to top of thermoswitch. Aireraft 25-206 and Subsequent and Earlier Aircraft equipped with Reduced Approach Speed System. Detail B Apply primer (Dow Corning 1200) and g sealant (Silastic 732 RTV) to these J \. Route Temperature Route Thermoswitch Wiring Sensor Wiring thru thru Hole Hole VIEW LOOKING OUTBOARD ‘Wing Temperature Sensor and Thermoswitch Installation Learjet 24/25 Reference Handbook Developed for TrainingIce = Rain Protection _. eum” ‘Wing Root Diffuser Tube Clamp RH TYPICAL Detail A ‘Wing Temperature Sensor and Thermoswitch Installation Learjet 24/25 Reference Handbook Developed for Training“Ice and Rain Protection — Newm” _RASTONGROUND SCHOOL Wing Surface Temperature Sensor : (aeronimate ‘Wing Station 31. 48) Bond to surtace with Tylan No. TAZ or Dow Corning No. 281, Wing Anti-Ice. ac ‘Wing Rib (Ref) Duct F ‘Wing Surtace: ‘Temperature Sensor Leading Edge ee Fe @ ara : ABD Apply Heat Sink Grease 3 (Dow Corning #340) to top of thermoswitch. -Wing Rib (Airerait 24-329 and Sabsequent and Earlier Aircraft equipped with Reduced Approach Speed System) Cc ‘zply Primer (Dow Corning 1200) and Sealant (Silastic 132 RTV) to these areas, SS “TYPICAL, Ronte Thermoswiteh Wiring: ‘Thru Hole Aiveraft 24-230 thru 24-328 not equipped ‘with Reduced Approach Speed System. ‘VIEW LOOKING OUTBOARD Wing Leading Edge Anti-Ice System Components Installation Learjet 24/25 Reference Handbook Developed for TrainingIce and Rain Protection - Nena” ee at Ewm Thermoswitch (30-10-03) SS / Wing Diffuser Tube Wing Surface ‘Temperature Sensor (30-10-03) A Wing Anti-Ice Wing Leading Edge Access Panel aoe LEP scree RH TYPICAL RE TYPICAL . Detail A Detail B Wing Leading Edge Anti-Ice Components Installation Learjet 24/25 Reference Handbook Developed for Training -‘eum TEMPERATURE SENSOR Two types of indicators are found on the aircraft. The indicator is installed on the pilot subpanel. Indicators with red, green, and yellow color ranges: RED = below 35°F, moisture i freeze GREEN = above 35°F, system functioning properly YELLOW = overheating condition Indicators with blue, green and red color ranges: BLUE = below 3: moisture will freeze GREEN = above 35°F, system functioning properly RED = overheating condition The temperature indicator is operated by a resistive wing temperature sensor that is installed in the inside of the RH wing leading edge. Ts01~11 Learjet 24/25 Reference Handbook Developed for TrainingIce and Rain Protection Developed for TrainingIce and Rain Protection - Newm” ICE AND RAIN PROTECTION GENERAL Various systems are incorporated in the aircraft to prevent the formation of ICE and to remove RAIN.* Ice and rain protection is provided to the wing leading edge,’ engine inlet duct and guide vanes, cockpit windshields, pitot tubes, static ports and angle- of-attack transducer vanes, radome, and horizontal stabilizer leading edge. Engine bleed air is used to prevent ICE from forming on the wing leading edge, engine inlet guide vanes and nose cone, and the windshield. Electrical heating systems are used to prevent ICE formation on the pitot tubes, static ports, angle-of-attack transducer vanes, engine nacelles, and horizontal stabilizer leading edge. An alcohol system is used to prevent ICE from forming on the xadome and is used to DE-ICE the pilot's windshield in case of a malfunction in the windshield defog system. 7S01-11 ToGrjet 24725 Reference Handbook Developed for TrainingIce and Rain Protection - : Sa i EWM i [RARTONGROUND SCHOOL WING LEADING EDGE ANTI-ICE SYSTEM DESCRIPTION AND OPERATION Engine bleed air is used for wing anti-icing, and is accomplished by directing bleed air through a diffuser tube installed in the wind leading edge. A scupper in the outboard leading edge is used as an exhaust for the bleed air. The system consists of a wing root diffuser, a wing leading edge diffuser tube, a thermoswitch, a temperature sensor, a pressure regulator, a wing temperature indicator end a warning light. DIFFUSER The wing root diffusers are tubes with small holes that allow bleed air- to exhaust toward the wind root area. The wing diffuser tubes exhaust bleed air to the wing leading edge and through scuppers. ‘THERMOSWITCH The thermoswitch is installed in the RH wing adjacent to the wing-to-fuselage fairing. If the wing leading edge temperature should reach 215°F, the switch will provide a ground for the (Red) OV HY warning light on the glareshield warning light panel. TS0l-11 Toorie? 24725 Reference Handbook Developed for TrainingIce and Rain Protection . Newm7” ANSTONGROUND SCHOOL, connected through a relay contact that is controlled by power to the parting element. The light will come on any time the system is on and there is no power available to the parting element. The system can be tested by locally manufacturing a horizontal stabilizer functional test box per maintenance manual instructions. Detail A stabiliser Antinioe 8ystem TS0l-11 Teorjet 24/25 Reference Handbook Developed for Trai* Ice arid Rain Protection’ - New” ; Seer 7 EWM _santraD 00. Horizontal Stabilizer Anti-lee System Learjet 24/25 Reference Hondbook Develaned for TraininaProtection - 7 Newm 4 ABRTON GROUND SCHOO. HORIZONTAL STABILIZER LEADING EDGE ANTI-ICE DESCRIPTION AND OPERATION The horizontal stabilizer leading edge is protected from ice accumulation by using two electrically operated heat blankets bonded to the stabilizer leading edge. The system consists of the heat blankets, a sequence timer, a caution light, and a system switch with associated relays and circuit protectors. CAUTION DO NOT ATTEMPT TO OPERATIONALLY CHECK THE SYSTEM WHILE THE AIRCRAFT IS ON THE GROUND. THE SYSTEM WILL OPERATE WHILE THE AIRCRAFT IS ON JACKS OR THE RH SQUAT SWITCH IS DISABLED, AND OVERHEATING OF THE BLANKETS WILL OCCUR. The STAB and Wing Heat Switch, on the lower left portion of the instrument panel, is used to control electrical power to the sequence timer in the tailcone section. With the switch in the ON position, and the aircraft in flight, intermittent electrical power is distributed to the individual beating elements through the sequence timer. Each element will draw approximately 60 amperes for 1542 seconds. The center, or parting, element will have continuous electrical power. A caution light (STAB HEAT) is TS01-11 [larje? 24/25 Reference Handbook Developed for TrainingRIGHT ENGINE ‘Wing Leading Edge Anti-Ice System Schematic 24/25 Reference Handbook Developed for TrainingIce and Rain Protection. Nene” Peete ete EWM: . anos GROUND SCH. Freon and Stabilizer Heat Relay Box Detail B Bulkhead (Ref) ‘Terminal Block Detail DE stabilizer Ant-tce system etail A Learjet 24/25 Reference Handbook Developed for Traininggnewayas jo/1U0D WEISS eal-Nuy JezIIGEIS [eUOZHOH [77 Taree Iee and Rain Protection _- Learjet 24/25 Reference Handbook Developed for TrainingIce and Rain Protection Seinme —_eee EWM _ BRATION GROUND SCHOOL NACELLE ANTI-ICE SYSTEM DESCRIPTION AND OPERATION Each nacelle anti-ice system consists of three heating elements bonded to the nacelle nose cap assembly, an anti-ice relay, a temperature switch, an INLET TR warning light, a switch and current limiter, When the Nacelle Heat Switch on the pilot's subpanel is placed to ON, power is applied to the nacelle heat relay. The elements Will begin to heat and while the aircraft is on the ground, an INLET HTR warning light will come ‘on when the temperature rises above 190° (£3°)F. When this condition exists, the system should be turned OFF. The warning light is de-activated through the squat switch relay during flight. A resistance check of the heating elements is required in accordance with current inspection requirements of Chapter 5. A certified Wheatstone Bridge and a thermometer with an accuracy of 41°F is required to perform the resistance check. TS0l-11 [Carel 24/25 Reference Handbook Developed for TrainingXOd Ise /eUOHOUNY sez}H{qGeIg eIUOZHOH, cgexaaye uf 53} ‘moyehs 205 roy 27 83 popan0> 8} 98a JopemCD “ALON 1 “DAY ON STA TV ou) SF {sdanwy HOA gz Aue 20) sdure] GaVEDdEG “*a HT eae ea Gee HEA)’ ysor-veveoresn Ice and Rain Protection - Learjet 24/25 Reference Handbook Developed for Trainingid Rain Protection - Nenm” Ice and Rai ewm Nacelle Reed Relay Assembly (80-21-02) Nacelle Anti-Ice Relay (30-21-01) Nacelle Anti-Ice Heating Elements (30-21-00) ‘LH and RH Nacelle Heat Switches Detail B Detail Nacelle Anti-foe System Locator Learjet 24/25 Reference Handbook Developed for TrainingIce and ud Protection. ; oH . Newm” Vara Freon ino stan [RE Samra. nox ieaoo ‘Nacelle Anti-Ice Electrical Cantrol Schematic ” REFECTIVITY: ALL, except Alrcraft Certified for Operation in France Learjet 24/25 Reference Handbook Developed for TrainingIce and Rain Protection - = EWM ENGINE ANTI-ICE SYSTEM DESCRIPTION AND OPERATION Engine bleed aix from the compressor section is directed to the front frame manifold and radially inward to the engine forward frame struts, inlet guide vanes, ana inlet bullet nose cone for anti-icing. The anti-ice control valve is a .O. valve; therefore, with a complete loss of electrical power, engine anti-ice is still available. A pressure switch will sense a drop in anti-ice duct pressure and provide a ground for the ENG ICE warning light. The switch will actuate with increasing pressure of 6 psi, turning the warning light OFF, and will de-actuate with a decreasing pressure of 4 psi, turning on the warning light. TSO1-11 [earjet 24/25 Reference Handbook Developed for TrainingLO Land R ENG ICE Heat Switches ee Detail B =f 7 Detail A Engine Anti-Ice System Components Locator Learjet 24/25 Reference Handbook Developed for TrainingIce and ‘Rain Protection _ Nena” EWM: nti-Ice Control Valve (Ref)* *Refer to Engine Maintenance Manual SEI-186 for further information. Engine Anti-Ice Pressure Switch Installation Learjet 24/25 Reference Handbook Developed for Training—— Ice ana Kain rrorecror Fee eee col | | Hy | Engine Anti-Ice Electrical Control Schematic | as = | ih ihat | Learjet 24/25 Reference Handbook Developed for TrainingIce and Rain Protection. Nema” EWM AIKTION GROUND SCHOOL, PITOT AND STATIC ANTI-ICE DESCRIPTION AND OPERATION Electrical heating elements are used in the six static ports, the two pitot tube and masts, and the two angle-of-attack tranducers. Each of the two pitot tubes and pitot mast is equipped with an electrical heating element to prevent moisture from freezing on the tube and mast. The heating elements are powered by 28VDC through Pitot Heat Switches on the pilot's subpanel. Use caution when operating the pitot heat system, as the pitot tubes will get excessively hot and could cause serious burns if physically contacted, The two shoulder ports are located in front of the windshields. Prior to aircraft 24-329 and 25-206, the two shoulder ports are not heated. On later aircraft and prior aircraft that have been modified per AAK76-4 (Reduced Approach Speed System) the ports are electrically heated. ‘These ports are heated as long as 28Vv0C power is on the aircraft and the pitot circuit breakers are pushed in, For this reason it is recommended that the pitot circuit breakers be pulled whenever maintenance is being performed. The four static ports are located on the left and right side of the nose section at stations 155 and 159. Power to the static ports is received in the same way as the shoulder ports. Learjet 24/25 Reference Handbook 7801-11 Developed for TrainingIce = Rain Protectiontt~ x ew m” ARATONGROUND SCHOOL, The two angle-of-attack transducers are equipped with heated vanes to prevent moisture from freezing. Power to the vane is supplied by the stall warning circuit breaker through the pitot heat switch. On aircraft 25-290 and subsequent, a pitot current sensor system is installed to monitor current flow to the pitot tube and mast. . When the pitot switch is turned to the ON position, current flow through the pitot tube and mast element and current sensor will open a set of contacts, removing a ground to the Pitot Heat warning light. If the element should fail, or the switch is turned OFF, there will be no current flow through the current sensor causing the contacts to close providing a ground for the warning light. Ts01-11 Developed for Trainingh ind Rain Protection Nenm ——eaeEeouwearewo Ewm _AARTONGROUND SCHOOL, Glareshield Warning Pitot Current Sensor (80-31-01) : ‘Light Panel = Solar | (a [ol = |_o (maa ZL. ET 25-290 and Subsequent Detail A Pilot (Ref) Caution Lights TYPICAL DUAL INSTALLATION Aircraft modified per AAK 79-2 (Installation of Pitot Heat Indicating System) Detail B Pitot Current Sensor System Locator ies EFFECTIVITY: 25-290 & Subsequent and Prior Aircraft Modified per AAK 79-2 (Installation of Pitot Heat Indicating System) Tearjet 24725 Reference Handbook Developed for TrainingSEwm- ABKTONGROUND SCHOOL, °* Secure with Loctite 242 or equivalent. ‘LH INSTALLATION - RH TYPICAL 25-290 thru 25-330 Electrical | Wires -Pitot Current Sensor LH INSTALLATION - RE TYPICAL Atrcraft modified per AAK 79-2 LH INSTALLATION - RH TYPICAL (Installation of Pitot Heat Indicating 25-331 and Subsequent System) Pitot Current Sensor Installation. EFFECTIVITY: 25-290 and Subsequent and Prior Aircraft Modified per AAK 79-2 (Installation of Pitot Heat Indicating System) Learjet 24/25 Reference Handbook Developed for Training :Ice and Rain Protection Nene” EWM: nar GROUND SOG. ~--------+---+--~-—------J eesree NOTE: On Aircraft 25-075 ri only, wires are connected to Switch Panel £167, 39-40-02. sk Effective Aircraft 25-206 thru 25-289 and lesa Prior Aircraft modified per AAK 76~4 ieee, | (Reduced Approach Speed System) Pitot and Static Systema Electrical Control Schematic EFFECTIVITY: 25-061, 25-070 thru 25-289 Not Modified per AAK 79~2 (Installation of Pitot Heat Indicating System) Learjet 24/25 Reference Handbook Developed for TrainingSsiim7 a 1 7 : (eRe Dual Caution Lights Shown 5 Pitot and Static Systems Electrical Control Schematic EFFECTIVITY: 25-061, 25-070 thru 25-289 Modified per AAK 79-2 (Installation of Pitot Heat Indicating System) Learjet 24/25 Reference Handbook Developed for Training :Ice and Rain Protection f Neum” [AMWTONGROUND SCHOOL, ee ECE eee ee Pitot and Static Systems Electrical Control Schematic EFFECTIVITY: 25-290 THRU 25-338 Learjet 24725 Reference Handbook Developed for TrainingIce and Rain Protection _-_ Sem” AARTONGROUND SCHOOL, Pitot and Static Systems Electrical Control Schematic EFFECTIVITY: 25-339 AND SUBSEQUENT Learjet 24/25 Reference Handbook Developed for TrainingIce and Rain Protection — Neum” _AARDON GROUND SCHOOL, WINDSHIELD ANTI-ICE SYSTEM DESCRIPTION AND OPERATION The windshield anti-icing is accomplished by directing engine bleed air through the defog ducting and manual defog control valve to the external defog outlets’: The system can be operated in either the automatic or manual mot The system consists of a pressure regulator control valve, a shutoff valve, two, low-limit and two, high-limit thermoswitches, two overheat warning lights, one windshield heat indicator light, a manual defog control valve, associated control switches, relays and protective devices. TS01-11 Learjet 24/25 Reference Handbook Developed for Training{ce and Rain Protectioti- X EW m” REGULATOR CONTROL VALVE The regulator valve is used to control bleed air pressure to the ‘windshield defog system at a maximum of 16 psig during full power settings. This is an electrical solenoid-type valve installed downstream of the shutoff valve. The valve is controlled through the relay circuit and the high-1imit thermoswitches, and will function in the automatic or manual mode of operation. Aircraft 25-209 and subsequent are equipped with a sterer shutoff valve instead of the Whittaker pressure regulator valve. ‘To Defog Shutoff Valve Coupling (Torque 32 to 38 Inch= Pounds Plus Drag Torque) + Atroraft 25-061, 25-070 thru 25-208 are equipped with Whittaker pressure regulators or Sterer shutoff valves. Aircraft 25-209 and Subsequent are equipped with Sterer shutoff valves. Defog Control Valve Installation TS01-11 Learjet 24/25 Reference Handbook Developed for TrainingIce and Rain Protection eee Neum” OATONEROUNO SCHOOL operation of the system and the overheat lights. While on the ground, the low switches will cycle the shutoff valve open and close and turn on the overheat light during automatic operation. During manual operation on the ground the low-limit switches will only operate the overheat lights. The overheat lights are removed from the low-limit switches while airborne. ‘The high limit switches will operate at 250°F and turn on the overheat light and remove power from the sdlenoid control valve through the ‘overtemperature relay. Ts01-11 earjet 24/25 Reference Handbook Davalaned far TenininaIce and Rain Protection Nene” eae ie Ewm _AARTONGROUND SCHOO. SHUTOFF VALVE The defog shutoff valve is a motor-driven, butterfly-type valve used to regulate the amount of bleed air routed to the external defog outlets. ‘The valve is controlled by the High and Low limit thermoswitches, through the contrgl relay and the auto-manual switch in the automatic mode. In ‘the manual mode of operation, the valve is controlled by the ON-OFF switch. ‘Clamp (Torque to 40 Inch-Pounds Plus Drag Torque) : Defog Shutoff Valve THERMOSWITCHES There are two, 215°F low limit and two, 250°F high limit thermoswitches in the external defog outlets to control the Ts01-11 Learjet 24/25 Reference Handbook Developed for TrainingIce and Rain Protection Nem” —e—ooe “eum a _AMATION GROUND SCHOOL, a= Atame 8 Ved, pmaney foray wom Elective Aircraft 25-061, 25-070 thru 25-166. Windshield Heat Control System Schematic ee Learjet 24/25 Reference Handbook Developed for TrainingIce and Rain Protection. Sewm-” _RAATONGROUND SCHOOL lame Chvequn w 7 anes omnes ‘Tq Defog Shutoff Valve Coupling (Torque 32 to 38 Inch~ Pounds Plus Drag Torque) 4 Aircraft 25-061, 25-070 thru 25-208 are equipped with Whittaker pressure regulators or Sterer shutoff valves. Aircraft 25-209 and Subsequent are equipped with Sterer shutoff valves. Defog Control Valve Installation Learjet 24/25 Reference Handbook Precobes ot Bam TeIce and Rain Protection Neum” sanaTOR ‘Mamal Defog Control Valve Check vatve* Indicator Light O-Ring* ® Effective 25-061, 25-070 thru 25-166. DEFOG CONTROL VALVE ASSEMBLY Detail A Mammal Defog Control Valve Internal Defog Nozzle (Chapter 21) ‘Defog Control Knob Low Limit Thermoswitch External Drain. Windshield Anti-Ice System Installation Learjet 24/25 Reference Handbook Mavalanad far Teninine:eum Ice and Rain Protection Windshield Heat Control System Schematic Learjet 24/25 Reference HandbookIce and Ri Protection Sewm” _ NATION GROUND SCHOOL RADOME AND WINDSHIELD ANTI-ICE DESCRIPTION AND OPERATION An alcohol system is used for windshield anti-icing of the pilot's windshield only and for radome anti-ice. on aircraft 24-230 through 24-349, and 25-0702 through 25-226, the system consists of a 2.2 gallon tank 8£ methyl alcohol, a 28v0C motor-driven pump, a pressure switch, and a shutoff valve. On aircraft 24-350 and subsequent, and 25-227 and subsequent, the system consists of a 1.75 gallon pressurized tank, a shutoff and pressure regulator valve, a relief valve, a float switch, a three-way valve and filter. on the early aircraft the ALC Al light will be operated by the pressure switch, indicating an empty tank or a defective pump. On later aircraft a float switch inside the tank will turn on the light only when the tank is empty. A holding circuit is incorporated in this system to prevent the light from flickering. The three-way valve on later model aircraft is used to select either radome, or radome and windshield anti-icing. ‘The pressure regulator shutoff valve is used to pressurize the tank. On early model aircraft the shutoff valve is used to select windshield anti-icing. A windshield ice detector system consists of two red light assemblies mounted on the glareshield and two circuit breakers. As long as there is power on the aircraft and the circuit TS01-11 24/25 Reference HandbookIce and Rain Protection _ Newm7 ANATIONGROUND SCHOCL Taaegagior 70 re] Tesepagrs suvraie—~—T 3 & aaa Windshield Anti-Ice Control System Schematic Learjet 24/25 Reference Handbook Ravalnned far Troininalee ond Rain Protection Neum7” ‘AARONGROUND SCHOOL, breakers are pushed in, the ice detect lights will be ON. When particles of ice or moisture form,. light refraction takes place, resulting in two red areas on the windshield approximately 1.5 inches in diameter. ‘Alcohol Anti-tee System Schematic ‘EFFECKIVIFT: 25-227 AND SUBSEQUENT ‘Ts01-11 Learjet 24/25 Reference Handbook Pavalanad far Trrininn. tee and Rain’ Protection’ 7 Neum” AAATIONGROUNO SCHOOL Pilot's External Defog Outlet Anti-Ice ‘Stutost Valve (N.C.) Supply HERE pressure year &s 2 25-061, -070 THRU -226 Alcohol Anthice System Schematic Learjet 24725 Reference Handbook Davalaned far Traininetce and Rain Protection Newm” AAKTONGROUND SCHOOL, Avveraty 24-350 an! Subsequent 25-227 AND SUBSEQUENT Alcohol Anti-lce System Schematic Learjet 24/25 Reference Handbook Revalaned for TraininaAAATONGROUND SCHOOL Ice and Rain Protection ; 7 NeEwm” ee Ice Detect Light Electrical Control Schematic Learjet 24/25 Reference HandbookHYDRAULIC POWER- Hydraulics ~Eum- AIATONGROUNDSG100. HYDRAULIC POWER SYSTEM GENERAL On aircraft 24-230 through 24-296, and 25~070 through 25-180 the hydraulic system supplies 1500 psi of hydraulic fluid to operate the brake, landing gear, flap, and spoiler systems. The system consists of engine-driven hydraulic pumps, a reservoir, supply shutoff valves, aspirator, accumulator, pressure regulator, and various check valves and filters. MIL-H-5606 hydraulic fluid is used to service the system. On aircraft 24-297 and subsequent, and 25-181 and subsequent, the hydraulic system supplies fluid under pressure of 1450 psi to the brakes, landing gear, flaps and spoiler systems. An accumulator is installed in the system to absorb and dampen Pressure surges. If pressure increases to approximately 1700 psi, a relief valve will open and route excess pressure to the return system. Two direct reading pressures gages are used in the system. One gage will indicate hydraulic system pressure for the crew and is on the instrument panel. ‘The second gage is below the accumulator in the tailcone and is used by servicing personnel to indicate accumulator pressure. An auxiliary hydraulic pump will provide pressure for inflight standby power. Ground service quick-disconnects are provided for system pressurization and functional testing. TSO1-11 ee Learjet 24/25 Reference HandbookHydraulics E 3 Ww Wo Psv0qiaAo qHoa1as9y i i i ag anger dum ommespsn Axertpmy- enTeA PHO 01 SATeA HORUS Ayelag 9}n00-2p 4 bury uamyoy swuoredg: a%ep sanssoad sopeRUOIy arth TOU BETO, PATA 38H soma our Sremméep soesydey AIRCRAFT 24-230 THRU 24-298 Hydraulic System Components Installation Learjet 24/25 Reference Handbook Trainina Davalnnad forHydraulics ‘Hydraulic Supp Shutoff Valve ‘Auxillary Hydraalie Pump Vacuum Relief Valve Return Filler Systeme Check Valve \—To Return Oulck-Disconnect “Accumulator Air Charging Valve a ze a $3 ie hag aa. i Ll yiide ay i ig ieil g Ez 2 I BG, Bias? : 85 saa 2 AIRCRAFT 24-297 AND SUBSEQUENT Hydraulic System Components installation Learjet 24/25 Reference HandbookHydraulics Loox SATE PHY WaNjoy FMA auyT Arete sopstdsy Hydraulic System Components Installation Aircraft 25-070 thru 25-180 Not Equipped with Auxiliary Hydraulic Pump learie? 24/25 Reference HandbookHydraulics ———_—— Return Quick-Disconnect ea ‘Systems Return Line systems Pressure Line bog 2 a a e iy 58 Er aq sg z @ “Hydraulic System Components Installation Aircraft 25-070 thru 25-180 Equipped with Auxiliary Hydraulic Pump ———— Learjet 24/25 Reference Handbook .8 s 3 3 amma Suy3aey9 : out § any sojermunooy auyy wamoy sur93845. fqadng ouydug HY = net beeaneinf soma! auy1 ainoaoag sual eu auyy smssaa, aaWwORSIq-99INO BINss—AA 0: suit 1d-391N ans824q OL cree suineapaiy Aaeyqieny reamuoomig-yomo waaay os | | asep cana #1 2A1EA 2291 g soyernumnaay g santa wana: 4 oayea ao0u9 su0y9hs Z Z 5 a = ona peu | pawoquang A008 : el antag * ‘ pau urea 950) 7 2 WT Uyead aseD dung HUT atta y TEA TORRES g eee 5 aati jy asnsseag oui Ht s8eID WAS. BAIeA 48ND: Sep soit . + stoasasou. AIBA JOUIRAL NOTE. o g uy Ateking ours RU soya Joyeintoy ounseaag, ’ oven oanseoad 31Y Paste Equipped with Auxiliary Hydraulic Pump Aircraft 25-181 and Subsequent. Learjet 24/25 Reference Handbook—— ee er Hydraulics ADRCRAFT 24-297 AND SUBSEQUENT Aircraft 25-181 and Subsequent Hydraulic System Schematic ——— Leariet 24/25 Reference HandbookHydraulics 325-090, 25-101 thru 25-153 and Alreraft ‘Modified by 7. AIRCRAFT 24-250 THRU 24-298 Alreraft 25-070 thru 25-180 Hydraulic System Schematic jet 24/25 Reference HandbookHydraulics Seum nowerenosona DESCRIPTION AND OPERATION Engine-Driven Hydraulic Pumps On aircraft 24-230 through 24-296, and 25-070 through 25-160 an engine-driven hydraulic pump is mounted on the accessory gearbox of each engine. Sach pump will deliver 2.25 gallons at 1500 psi at approximately 7800 rpm. The pumps are piston-type and provide positive displacement of hydraulic fluid. Hydraulic fluid -is circulated through the return line to the reservoir when the hydraulic system is at normal operating pressure and no demand on the system, Hydraulic Pump ‘Adapter Plate ‘Mounting Bolts Drain Tube Hydraulic Pressure Ho AIRCRAFT 24-230 THRU 24-298 © AIRCRAFT 25-070 THRU 25-180 TS01-11 Learjet 24/25 Reference Handbook- i - Hvdraulies Netim7 AARTONGROUND SCHOOL, On aircraft 24-297 and subsequent, and 25-181 and subsequent, the pump is basically a conventional, axial piston-type containing seven pistons installed in a rotating barrel assembly. At approximatély 6000 rpm each pump is capable of delivering 4.0 gallons per minute at 1450 psi. when the hydraulic system is not being used, the pump output pressure will build up to 1550 (+25) psi, at which time the pump output pressure will drop to zero by the-operation of the compensator valve within the pump. The pump output will increase when hydraulic system pressure ¢rops as a result of system demand. Hydraulic Pus Case Drain Hose Vartable Volum Hydraulic Pump Hydraulic Return Ho Hydraulic Pressure Hose- AIRCRAFT 24-297 AND SUBSEQUENT AIRCRAFT 25-181 AND SUBSEQUENT ESS EEE eee TSO1-11 Learjet 24/25 Reference HandbookHydraulics Hydraulic Pump “Adapter Plate Mounting Bolts Hydraulic, Return Hose. Drain Tube Hydraulic Pressure Hi AIRCRAFT 24-730 THRU 24-208 AIRCRAFT 25-070 THRU 25-160 SRA Hydraulic Pump ‘Seal Drain Tube Hydraulic Pressure Ho AIRCRAFT 24-207 AND SUBSEQUENT AIRCRAFT 25-181 AND SUBSEQUENT. EEE —E—£———E—E—E— Engine Driven Hydraulic Pump Installation —————— Learjet 24/25 Reference HandbookNemo”. . Hydraulics Ewm ‘ANKTON GROUND SCHOOL ‘System Presaure Presaure Sensing Line Face Cam Hydraulic Pump Block Diagram Aircraft 25-181 and Subsequent —$—<—$<— Learjet 24/25 Reference HandbookHydraulics sun Reservoir The reservoir is used to supply fluid to the hydraulic systems. The reservoir is an airtight pressurized container consisting of a sight glass for servicing purposes and a filler plug attached to the filler neck. A screen is installed in the filler neck to prevent fluid contamination. On 24-230 through 24-296, and 25-070 through 25-180, the reservoir is pressurized at approximately 10 psi through an aspirator and a pressure line to the cabin. On aircraft 24-297 and subsequent, and 25-181 and subsequent, reservoir pressure is maintained at approximately 20 psi through a bleed air pressure line and a reservoir pressure regulator. Reservoir pressure in excess of 10 or 20 psi is vented overboard through a relief valve. Prior to servicing the reservoir, assure that the accumulator charge is approximately 850 psi, landing gear is extended, flaps and spoilers are retracted, and brakes are released. Hydraulic reservoir pressure should be relieved prior to removal of reservoir cap as hydraulic fluid will spew into the tailcone area. ‘TSO1-11 jet 24/25 Reference HandbookSee _ Hvdraulies EWM Hydraulic Reservoir Installation ed Learjet 24/25 Reference HandbookHydraulics CHECK FLUID LEVEL ON POSTFLIGET INSPECTION SERVICE WITH MIL-H-5606 HYDRAULIC FLUID Hydraulic System Servicing Accumulator The hydraulic accumulator is either a cylindrical unit or a spherical unit that is mounted on the hydraulic compartment panel assembly in the tailcone section. The accumulator is used to absorb and dampen sudden surges in the hydraulic system. The _ accumulator is divided into halves by a diaphragm in the spherical units and a piston in the cylindrical units. Dry air or nitrogen is used to charge the accumulator to 850 psi, by using the air charging valve and direct reading pressure gage on the air side of the accumulator. TS0l-11 Tearjet 24/25 Reference Handbook Developed for TrainingNemm” 7 - Hydraulics Newm ICAL ACCUMULATOR Supply Shutoff Valves A hydraulic supply shutoff valve is installed in the supply line to each engine. The motor-driven valves are controlled by the left and right FIRE switches. The valves are used to stop the flow of hydraulic fluid to the engine-driven pumps in case of emergency. When either FIRE switch is depressed, the related fire extinguisher ARMED lights will light and the shutoff valve will close and the related shutoff valve indicator light (pinhead light inboard of the FIRE switch) will illuminate. Tsol-11 jet 24/25 Reference HandbookHydraulics Hydraulic Accumulator Installation Learjet 24/25 Reference HandbookNein” : Hydraulics Washer ~ RS ce Flange Hydraulic Supply Shutoff Valve Assembly eee eee ' fine sane ; 1 [awe _| a7 | a en un | 5 Suter s CLOSED vat Hydraulic Supply Shutoff Valve Control Schematic leariet 24/25 Reference HandbookSoa” . Hydraulics . sEwm AIATONGROUND SCHOO. Pressure Regulator (24-230 through 24-296 and 25-070 through 25-180) The hydraulic pressure regulator is an unloading valve for regulating and maintaining the airplane hydraulic system pressure. The regulator is set to relieve at 1525 to 1550 psi and reset at a pressure of 1200 to 1350 psi. The regulator relieves the hydraulic pumps of working pressure when the system is in a static condition. On aircraft 24-258 through 24-296, 25-090, and 25-101 through 25-153, a restrictor is installed in the regulator drain port to dampen inherent noises in the pressure regulator unloading valve. the restrictor can be added per AAK73-7 or SSK952. Hydraulic Pressure Line. (To Pressure Regulator) System Reliet. Valve Hydraulic Pressure (To systert®) peegsure Regulator Drain Pressure Regulator Return Line- TSO1-i1 Learjet 24/25 Reference Handbook Developed for Trainingeum” Hydraulics ARATON GROUND SCHOOL, Relief Valves Relief valves are installed in the system to prevent damage due to excessive pressure. One relief valve is installed in the system pressure line, one in the reservoir vent line, one in the emergency aix pressure line, and one in the reservoir vacuum line. TS01~11 NOTE: Relief valves are marked with directional flow arrows. It is suggested that maintenance personnel note the direction of the valve arrow and identify the flow direction on tubing or adjacent structure before removing component. The pressure relief valve prevents excessive build up in case of a defective pump, pressure regulator, or an improperly adjusted ground test cart. This is a spring loaded poppet valve that bypasses hydraulic fluid from the pressure line into the return line when system pressure exceeds 1700 psi. Free flow in the opposite direction can occur any time the return pressure exceeds the line pressure. The reservoir overboard relief valve will protect the reservoir from overpressurization. ‘ The valve is set at 10 psi on early model airplanes and 20 psi on late models. Excess reservoir pressure of 10 or 20 psi is vented overboard through the valve. Learjet 24/25 Reference Handbook Daualanad tar TenininnSein Hydraulies EWM: ‘ANKTONGROUNO SCHOOL The emergency air relief valve prevents overpressurization of the emergency air bottle supply. This valve is set to relieve at 3350 (150)psi and will reset at 3015 psi (minimum). Excess pressure is vented to atmosphere. The vacuum line ief valve prevents a vacuum lock in the hydraulic reservoir on initial system pressurization. Check Valves Cone-type check valves and swing gate check valves are the two types of check valves installed in the hydraulic system. Cone check valves are used in the hydraulic pressure lines to prevent reverse flow of fluid and to isolate hydraulically operated systems. One valve is downstream of each engine-driven pump to prevent motoring of a deactivated’ pump and one is downstream of the auxiliary pump to prevent pump damage from back pressure. There is a swing gate check valve in the return line. The gate opens when the flow direction coincides with the direction of gate opening and closes immediately with reverse flow. Pilters A hydraulic filter is installed in the pressure and return hydraulic lines. The pressure filter prevents foreign particles -11 fae Learjet 24/25 Reference Handbookeum Hvdraulics from entering the hydraulic system with the pump output fluid. The return filter removes foreign particles from the fluid before it enters the reservoir. ach filter contains a replaceable micronic element and a relief valve in the filter head. The relief valve opens at 50 (+5) psi differential pressure to bypass fluid should the filter element become clogged. Hydraulic Pressure Filter, Alreraft 24-254 and Subsequent and A/C Modified by AMKT2-2. Filter Bow! (Torque 100 in-1ba) Hydraulic Pressure Filter on all Aireratt ‘Return Filter on Aircraft not Filter Element modified by AMKT2~2. = Hydraulic Pressure Filter on all Aircraft. Rydraulic Retura Filter on Aircraft not modified by AMKT2-2, et — Filter Bowl (Torque 150 in-Iba) Hydraulic Pressure Filter, : 35-000 and Subseque Hydraulic Filter Assembly AinSf28 Ficaian ane Ts01-11 Learjet 24/25 Reference HandbookSaw i Hydraulics EWM F _AMATONGROUND'SCHOL Hydraulic Pressure Filter, Alrcratt 24-254 and Subsequent and ‘MC Modified by AMK72-2. Filter Head ‘Backup Ring Filter Bow! (Torque 100 in-Ibs) Backup Ring Hydraulic Pressure Filter on all Aircraft Bydraulle Return Filter on Aircraft not Filter Element modified by AMET2=2, Hydraulic Pressure Filter on all Aircraft. Hydraulic Return Filter on Aircraft not modified by AMK72-2, Filter Bowl (Torque 150 in-Ibs) Pressure Filter, Aireraft 25-090 and Subsequent and Hydraulic Filter Assembly aircraft Modified by AMKT2-2. TSOL-11 ———_—$—_$—$ Tearjet 24/25 Reference HandbookSaw . Hydraulies EWM AAATONGROUNOSCHOOK, Auxiliary Hydraulic Pump The auxiliary hydraulic pump, on the hydraulic panel in the tailcone section of the aircraft, is an electrically-driven pump which provides standby hydraulic pressure. The pump is controlled by the Hydraulic Pump Switch and cycles automatically by a pressure switch in the system. ‘The auxiliary pump draws fluid from the bottom of the reservoir. this assures that fluid will be available even with low fluid in the reservoir. on aircraft equipped with pressure switch (P/N 730605) the switch will open at 1400 (+50) psi and close at 1200 (£100) psi. on aircraft equipped with pressure switch (P/N 730617) the switch will open at 1300 (£40) psi and close at 1140 (#50) psi. CAUTION: OPERATE AUXILIARY PUMP A MAXIMUM OF 3 MINUTES ON AND 20 MINUTES OFF TO PREVENT OVERHEATING AND BURNING OUT THE PUMP MOTOR. NOTE: An abnormally short ‘auxiliary hydraulic. pump cycle time is an indication of an impending failure of a hydraulic component. auxiliary hydraulic pump cycle time of less than three (3) minutes is an indication of hydraulic system problems. TS01-11 : ——— Learjet 24/25 Reference HandbookHvdraulics i wp Dee | we 4 Hea ; ironic rue Auxiliary Hydraulic Pump Electrical Control Schematic Learjet 24/25 Reference HandbookNeum” Hydraulics ‘AURTONGROUND SCHOOL, Navalaned far TeninineCHAPTER 32 LANDING GEARLANDING GEARLanding Gear Nem” ‘ANATIONGROUND: LANDING GEAR SYSTEMS GENERAL Subjects to be discussed in this chapter will be the Landing Gear, Normal and Emergency Extension and Retraction, Brakes and Anti-skid, Nose Wheel Steering, and Position and Warning systems. LANDING GEAR Description and Operation The aircraft is equipped with a retractable tricycle-type landing gear with dual main gear wheels. The main landing gear consists of a conventional air-hydraulic shock strut, dual wheels, and an anti-skid brake system. The main gear struts are attached to the wing at two points, with additional support from the main gear actuator. An inboard and outboard door encloses the main gear during flight. The inboard door is operated by a hydraulic actuator. The outboard door is mechanically connected to the gear strut by adjustable linkage. The nose gear consists of the nose wheel and a chined tire mounted on an air-hydraulic shock strut, The strut is attached to the fuselage structure by two trunnion pins protruding into bearing plates. The nose gear actuator acts as additional support, The nose landing gear doors are the split-type which TSOI=TT Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Nem” _ MBBTON GROUND SCHOOL, On aircraft 24-230 through 24-329 and 25-070 through 25-205 the squat switches are in the relaxed position while the aircraft is on the ground and the strut compressed. On the later Model 24 and 25 Series aircraft, end all aircraft modified per AMK75-12, the striker plate has been relocated, whereas, the squat switches are actuated when the aircraft is on the ground and the strut is compressed. Be sure of the type of squat switch actuation striker before any attempt is made to adjust the squat switches. 24/25 Reference Handbook Developed for TrainingLanding Gear . Neum” _ANARON GROUND SCHOOL, remain open during landing gear extension. Pushrods connected to the shock strut mechanically open and close the doors. ‘The shock strut is designed to absorb the shock of landing, takeoff, and taxiing. An air-oil filler valve is installed on the strut for servicing. The nose gear is steerable through an electrical steering actuator. A priority valve is installed in the nose gear extend line. During gear extension the valve offers no restriction to fluid flow; but during gear retraction, the extend line functions as a return line and the priority valve stops fluid flow required for nose gear retraction. ‘This allows full hydraulic pump flow to the main gear retraction system. When system pressure exceeds 500 to 550 psi, the main gears will have retracted and full pump flow is admitted through the priority valve to the nose gear''retract system. Normal landing gear extension and retraction is accomplished by operating the landing gear selector switch. Setting the switch to DN initiates a sequence of all three gears. The inboard main gear doors are opened, the gear is extended, and the doors are then closed. Door and gear sequencing is accomplished by micro-switches in the inboard gear door actuators, main gear actuators, and the main gear up trunnion switches. Power will remain to the selected position of the gear control valve through the operation of the right gear down trunnion switch. For safety reasons the UP position is controlled by the left and right squat’ switch. Both squat switches must be in the AIR position before power can reach the gear control valve. TSOI-1T jet 24/25 Reference Handbook Developed for TrainingLanding Gear Newm” _ RMATON GROUND SCHOOL Each main gear is retracted and extended by an actuator that is attached to the shock strut and to a pillar in the wing structure. When the main gear is in the down position, a spring load drives a downlock ball housing which entraps steel balls in a notch in the piston rod causing a positive mechanical lock. Hydraulic pressure in excess of 250 psi is required to release the downlock mechanism and permit gear retraction. An emergency gear extension is provided in addition to the normal gear extension. An emergency air bottle in the nose section is used for emergency gear extension. The emergency air system to the landing gear and inboard main gear doors is operated by the emergency gear extension handle on the left side of the cockpit center pedestal. Air from the air bottle is directed to the nose gear uplatch actuator, the main gear inboard door uplatch actuators, the nose gear actuator, the main gear inboard door actuators, and both main gear actuators, when the handle is depressed. The hydraulic system and pneumatic system are isolated by shuttle valves. After an emergency gear extension has been performed, air must be bled from the system per the maintenance manual instructions Sr SS Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Se wm: 7 ANATIONGROUND SCHOCL Apply a fillet seal around periphery of cylinder and orifice Z tube head. Backup Ring O-Ring Seal Ring, Metering Pin Aft Trunnton Pla Orifice Tube Bolt Pin Bushing ‘Actuator Pin Eod Bushing Switch Striker (Squat Switeh) = Retainer Ring Lock ‘Main Gear Shock Strut Assembly EFFECTIVITY: 25-061, 25-070 thru 25-277 Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Neum” AMATONGROUND SCHOOL Apply a fillet seal around periphery of cylinder and orifice tube head. Backup Ring Te ont Orifice Tube Retainer Ring Piston Head Piston Cylinder Eee eeeeetr er Cylinder Pin Bushing Actuator Pin Actuator Pla Bushing Switch Striker {Squat Switch Retainer Risg Cylinder Screw Torque Arm End Bushings Retainer Ring Lock ‘Main Gear Shock Strut Assembly EFFECTIVITY: 25-278 AND SUBSEQUENT Learjet 24725 Reference Handbook Developed for TrainingLanding Gear Newm” ‘Ait Truanion Pin washer Sotm as required to obtain 0.002 (+0.003/-0,001) inch, Use and ‘peel laminations from shim as required. aur Detail A nthoard Brake Pressure Inboard Brake Pressure Forward Trumnica in Main Gear Shock Strut Installation Leariet 24/25 Reference HondbookLanding Gear Nebm” *Clock hose awivel fitting ta eame position as it was pricy to removal to avoid hose damage after scuator tnatallation. "Effective Aireratt 25-185 and Subsequent. Effective Aircraft 24-301 thru 24-308 and 24-811 and Subsequent O-Ring Actuator Attachment Bolt Rod Bod Washer ++ i Cotter Pin ** Rod End Attachment Bolt Washer Nut cotter 1 Pin Pk Sammut Atreraft 25-278 aod Subsecuett, and prior Airoraft modified per AAK 73-3 Detail A Main Gear Actuator Assembly ———_—_—_— Learjet 24/25 Reference Handbook Develoved for TrainingLanding Gear Neum” Main Gear Strut (Ref) Main Gear Actuator. Downlock switch Retract Port Nut Torque Arm Installation Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Newm-” ‘ARATONGROUND SCHOOL Switch Roller Retainer Atrcraft 26-230 thru 24-329 raft 25-061, 25-070 thru 25-205 NOT Modified per AMKTS=12- Hole for kayway washer effective Alreraft 25-330 and Subsequent Atreraft 24-330 and Subsequent Afvernft 25-208 and Subseyent and ‘Alreratt modified per AMK 75-12. ‘Main Gear Squat Switch Adjustment Learjet 24/25 Handbook Developed for TrainingLanding Gear : Newm” eaten eEUND SCHOO. ‘Uplateh Cam Bracket “Hydraulic Pressure Hose ‘Nyliner Bushing. Uplatch Actuator Spacer: ‘Uplatch Cam- ‘Bushing: 1 Door Up Sritch (LH LSW 13, RH LSW 14) Main Gear Inboard Door Uplatch Installation ‘Uplatch Hook 2 0,10 (2.03) inch Uplatch Roller Inboard Door Main Gear Inboard Door Uplateh Adiustment t 24/25 Reference Handbook Developed for TrainingLanding Gear Neum” Main Gear inboard Door Actuator Installation Learjet 24/25 Reference Handbook - Developed for TrainingLanding Gear Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Nem * Peal chim as reqaired to obtain a ‘maximum gap of 0.002 inob (2 places). ‘** Torque actuator attachment bracket ‘muta tw 190 to 290 inch-pounds, O-Ring Backup Ring. Cam Follow Dowel Pin- ‘Backup Ring Felt Wiper. Piston Head Pin Eos aieer cam Orifice Tube I—— Orifice Ring ‘Metering Pin Safety Wire- e>— o-ring ae sa Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear . Nem” Uplateh Switeh- SUM rie _ iin QB wae daaters See ‘Uplatch Assembly ‘Uplat van os / £ Pivot Assemiy a a ‘Nose Wheel Bos (Ref) Shown in retracted position with actuator attach bracket removed for clarity. ‘Nose Gear Door Linkage Rigging Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Neum” ‘ANATON GROUND SCHOOL Nose Gear Actuator Priority Valve Installation learjet 24/25 Reference HandbookLanding Gear Nem” mamma presen arenes UH ceca = nn nermcn fbi warns sae GEAR DOWN OPERATION SEQUENCE - HYDRAULIC SYSTEM Note Door Control Valve shown in down position to open ‘main gear inboard doors prior to gear extension. See Sheet 2 for complete gear down cycle, 1, Landing Gear Selector Switeh to GEAR DOWN. 2 Door Control Valve energized to down position. AL. Hydrauile pressure releases door uplock actuators and main gear inboard doors open. 4 Door down switches energize Gear Selector Valve to down position (See Sheet 2). $, Hydraultc pressure releases nose gear uplatch actuator and extends landing gear. 6. Gear down and locked switches energize Door Control Valve to up position and main gear inboard doors clase, 7, Main gear inboard doora lock in position by spring tension of door uplock actuators. Landing Gear Hydraulic System Schematic - Gear Down Cycle —_ Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear se , 7 =a =__— 90% ervecrive AIRCRAFT 25-191 AND SUBSEQUENT EFFECTIVE AIRCRAFT 25-198 AND SUBSEQUENT Alrcratt 24-319 and Subsequent wet resase HEF ceva za mero EH eermcron Bou Landing Gear Hydraulic System Schematic - Gear Down Cycle Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Vm rerun SL ere LETH onoreee caeeeemseme tile eer men GEAR. UP OPERATION SEQUENCE - HYDRAULIC SYSTEM. Note Door Controt Valve shown 11 down inition to per main gear inboard doors prior to gear retraction. See Sheet 2 for complete gear up cycle, Gear Selector Switeh tn GEAR UP. Door Control Valve energized (0 down position. Hydraulle pressure releases door uplock actuators and main geat inboard doors open, Door down switches energize Gear Selector Valve to up position (See Sheet 2). ‘Ayaraulhe pressure retracts Yanding Bear. Gear up switches energize Door Contrat Valve to um position and main gear inboard doors clase. Matn gear inboard doors lock in position by wiring teusion of door uploek actuators, Landing Gear Hydraulic System Schematic - Gear Up Cycle aed Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear 28 ervEcrive AIRCRAFT 25-161 AND SUBSEQUENT : 2% EFFECTIVE AIRCRAFT 25-195 AND SUBSEQUENT Aircraft 24-319 and Subsequent mae meet ee purses, waza mero HSK eermeron Boum ‘Landing Gear Hydraulic System Schematic - Gear Up Cycle Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Neu” ARTIONGROUND: Emergency Brake Control Valve Handle (82-44-00) Emergency Gear Control Valve Emergency Brake Control Line Emergency Gear Control Line Overboard Vent Typical Emergency Extension Components Installation Learjet 24/25 Reference Handbook Developed for TrainingLending Gear ‘eum we EFFECTIVE AIRCRAFT 25-181 AND SUBSEQUENT EFFECTIVE AIRCRAFT 25-195 AND SUBSEQUENT Aircraft 24-319 and ee met mesa HSH cess eee aa ero (USB renner feast perms wat Bw GEAR DOWN OPERATION SEQUENCE - EMERGENCY AR 1, Emergency Gear Control Valve to down position. Netw Air prenrure moves all sytem shutle valves to potions shown. 2. Emergency air pressure moves door control valve and gear selectar valve to down position, 4 Door lock actustors release and main getr inboard doors oven, 4 Nowe gear tplatch actuator releages and gear extenda, Inboard door will remain opes. Landing Gear Emergency Air System Schematic Learjet 24/25 Referen Develoned for TLanding Gear Neum” RIGHT GEAR UP LEFT GEAR UP —— LEET GEAR UP oe Z Striker a a es S) wy Gear Up Switch I Gear Up Switeh ir Xx. ae ! mt a Outboard Door 4 \y RIGHT GEAR DOWN LEFT GEAR DOWN ——— —————— Gear Up Switch Adjustment EE Learjet 24725 Reference Handbook Davalaned for TrainingLanding Gear Neum” inboard Door Actuator inboard Main Gear Door Door Down Switch Adjustinent tboard Door RIGHT GEAR UP RIGHT GEAR D ‘Right Gear Down Safety Switch Adjuzsment Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Nem” Aircraft 24-230 thru 24-829 A ‘¥-Diodes Ettective Aircraft 24-295 and Subsequent Landing Gear Electrical Control Schematic learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Nem” Landing Gear Electrical Control Schematic 25-061, -070 thru -196, -198 thru -204 Developed for TrainingLanding Gear eo Newm” AARON GROUND SCHOO. Landing Gear Electrical Control Schematic 25-197, -205 and Subsequent and prior Aireraft Modified by AMK 75-12 Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Neum” AARTON GROUND SCHOOL ng System The position and warning system provides an indication of the landing gear position and warns of a malfunction during landing gear extension and retraction. The position and warning system is completely independent of the gear control system; therefore, a malfunction in the position and warning system will not affect landing gear operation. An aural warning horn will sound when the gear is NoT down and the thrust levers are retarded below 70%, or the flaps extended beyond 25°. ‘The horn can be silenced by the MUTE/TEST swatch, provided the flaps are not extended beyond 25°. ‘The gear horn and indication lights can be tested with the MUTE/TEST switch. Indications for gear up is NO lights. Indication for gear down is three GREEN lights. . Indication for emergency gear blow down is three GREEN and the Left and Right gear RED lights. The Red lights will be on because the inboard gear doore will not close during emergency gear extension. TSUI-TT earjet 24/25 Reference Handbook Developed for TrainingLanding Gear Neum- j t i i iy i are es eaene ss pep eS Aircraft 25-061, 25-070 thru 25-080 ‘Aircraft 25-081 and Subsequent Aircraft 24-230 thru 24-247 Aircraft 24-248 thru 24-328 ie 9 pa rey ‘Atreraft 24-230 thra 24-328 not Equipped with Reduced Approach Speed System. Landing Gear Warning and Monitor Schematic Aircraft 25-061, 25-070 thru 25-205 Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear : x =i y Tt =] TE = i? t a F Hy Hy i | [DP Eutective on Aircraft 24-230 thru 24-247, use P529-W in Lieu of P5807 Atreraft 25-061, 25-070 thru 25-205 Aircraft 24-230 thru 24-328 Equipped with Reduced Approach ‘Speed System Landing Gear Warning and Monitor Schematic Learjet 24/25 Reference Handbook Developed for TrainingBSS. Us fo" anol Abo hey, (Ry t (cal rooo-== tte Ty hfe SA Ht Landing Gear i Sun Landing Gear Warning and Monitor Schematic Aircraft 25-206 and Subsequent ‘Atreraft 24-329 and Subsequent Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Netim7 WHEELS AND BRAKES GENERAL The nose landing gear wheel consists of two Wheel halves. The RH wheel half contains an air valve assembly for servicing the tubeless tire. The LH wheel half has a machined groove for an O-Ring seal to retain tire air pressure. A tapered cone bearing is fitted to each wheel half. The tire incorporates chines on each side which deflect water and slush away from engine inlets. The nose wheel is equipped with an 18 x 4.4, l0-ply rated, type VII tubeless tire. Learjet 24/25 Reference Handbook Developed for TrainiLanding Gear Neen” Sree EwmM SCHOOL ‘RH Wheel Half J When possible, distribute balatce weights at different angles around the balance point. ‘4% Tighten all self-locking mits to 120 inch-pounds 4 equal 20 inch-pound increments in 2 criss Safety Lock Washer Axle Nut 7 Safety Y Wheel Bearing Spacer Learjet 24725 Reference Handbook Developed for TrainingLanding Gear Ewm- ‘AATON GROUND SCHOO. Each main landing gear wheel consists of two wheel halves. The strut side half has a machined groove to accommodate an O-Ring seal to retain tire pressure. wo fusible plugs release excessive air pressure caused by overheating. The strut side contains seven slots which are fitted with dis¢ drive keys. The keys drive the rotating brake disc when the wheels are in motion. The opposite side wheel half contains a valve assembly for servicing the tire. Both halves are fitted with tapered cone bearings that are rubber sealed to prevent contamination and lubricant loss. Each wheel half is bolted together to facilitate removal and mounting. Each main gear wheel is equipped with either a set of 18 x 5.5, type VII, 10-ply, 210 mph rated, or 18 x 5.5, type VII, 10-ply, 200 mph rated, or 17.5 x 5.75-8, 12-ply, 210 mph rated tubeless tir All tires are to be serviced using ary compressed air or nitrogen. ‘Torque all sel-tocking sus firmly, © Gen torque vo 120 ineh-pounds 12 Vatve cap. valve Care Valve Sem o-mung ence Handbook Developed for TrainingLanding Gear XN Y 7 AMATO GAOUND'SCHOOL % Torque all self-locking nuts firmly, then torque to 120 inch-pounds in ‘a crisscross sequence. ‘Cone Bearing 6x, L Valve Cap valve Core: valve Stem. O-Ring ‘Grease Retainer Seal if applicable) Main Landing Gear Wheel Assembly Learjet 24/25 Reference Handbook Developed for Training‘eum ‘ABKTENGROUND SCHOOL BRAKE SYSTEM GENERAL The hydraulic brake system consists of four power brake valves directly below the rudder pedals, six shuttle valves (two under the floorboards and two in each main gear wheel well two parking brake valves between Frame 10 and 11 under the floorboards, multiple-disc brake assemblies, and four hydraulic fuses (one in each brake line). The parking brake system consists of a parking brake handle, on the LH side of the pedestal, that operates the two parking brake valves. The hydraulic brake system incorporates an anti-skid braking system which will be discussed later. An emergency air brake system is also provided. Description and Operation Standard brakes on 24 Model aircraft consist of a self-adjusting brake assembly for each main landing wheel assembly. Each is centered on the main landing gear axle by a sleeve bushing and held in its correct position by a torque plate bolted between the brake assemblies. The torque plate passes under the axle and contacts the main gear strut AFT reaction pad. The rotating discs are keyed to and rotate with the wheels. A stationary Fj rence Handbook Developed for TrainingLanding Gear Nedim7 ARATON GROUND SCHOO. disc, pressure plate, and back plate are positioned on the torque tube and bolted to the brake housing. The back plate and pressure plate are equipped with wear pads. Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Multiple Qisc Brake Assembly (Standard) Learjet 24/25 Reference Handbook Developed for TrainingMultiple Disc Brake Inspection (Standard) ‘Slight curling ot wear- Pad is allowable, Wear Plate (Ret) Aseews 2 Dimension to be taken on the centerline between wear pad rivets, Small Wear Pad Laree Wear Pad Brake Wear Pad Limits (Standard) Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Nem” ‘AMATONGROUND SCHOO, On 24-257 and subsequent, and 25 Model aircrare, the multiple- disc brake assembly consists of two rotating discs driven by radial tangs engaging keyway slots in the wheel. They rotate on either side of a stationary disc keyed to the torque tube. The stationary disc, pressure plate, and back plate provide rubbing surfaces for the rotating discs. The back plate, pressure plate, and torque tube are bolted to the brake housing. The housing contains five brake pistons, four return springs and automatic adjustment units, and an inlet and bleeder port. There is one brake assembly for each main landing gear wheel. Power brake valves are installed forward of each rudder pedal and control hydraulic pressure to the brake assemblies.. There are three ports on each valve assembly: system pressure, return, and brake pressure. Linkages connected to the rudder pedals manually operate the valves. Hydraulic fuses are located in each wheel well adjacent to the anti-skid valves and prevent the loss of system pressure and fluid due to brake line failure. The fuses will close when 5.5 (21.1) fluid ounces of hydraulic fluid passes through the fuse. Hyéraulic fuses that have closed should automatically open after approximately one minute. Fuses that do not open automatically must be removed and subjected to reverse flow. On 24-230 through 24-310, and 25-070 through 25-184, the fuses are located between the shuttle valves and the brakes. On later Model 24 and 25 cian Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear NE Ww im" _ AMETION GROUND SCHOOL Series airplanes the fuses are located between the anti-skid valves and the shuttle valves. Take caution while bleeding brakes, as the fuses can be closed during the bleeding process. Two parking brake valves are manually operated by the parking brake handle on the pedestal. ‘The valves are under the RE floorboards between Frames 10 and 13. ‘The valves are in the brake pressure line and are normally open. When the valves are actuated by the handle, hydraulic fluid is blocked, retaining brake pressure on the brake assemblies. A micro-switch, on the forward parking brake valve, is used to remove power from the anti-skid control valve solenoid shutoff valve whenever the parking brake handle is pulled. An integral braking system is incorporated to prevent the wheel from spinning as the gear is retracted. On retraction, the return landing gear hydraulic fluid passes through a restrictor in the return line to the reservoir. This return line is common to the brakes, and the restrictor creates approximately 100 to 180 psi back pressure in the brake system to snub the wheels during gear retraction. Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear a * Alternate Large Wear Pad Rotating Disc: Insulator- ~\g - Na TYPICAL PISTON INSTALLATION Detail A Jf Blseder serew 2 ‘Washer ‘Adapter Packing Countersunk Washer Bolt (3 Placesy Multiple Dise Brake Assembly Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear XX 7 au /f— 2.92 Slight curling of wear: Inches* pad is allowable / Cross Section of Installed Large Wear Pad Wear Pad * Dimension to be measured from ‘Multiple Dise Brake Check Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Nenm-” Seo eee Wm: Arm Power Brake Valve Power Brake Valve. B> Adu tover tink co ota 128 tach ecu es wees, [7 30° (43") Forward Of Vertical Power Brake Valve System Pressure Port. Srake Pressure Port. Power Brake Valve Installation Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear [> Backup rings are used only when piston ‘Washer (Uf installed) grooves are 0.207 inch wide, Detail A Power Brake Valve Assembly Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Nelim” Emergency Air Presaure Tube Hydraulic Brake Fuse. Select Var a Hydraulic Brake Fuse Installation —_ Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Neum- ANKON GROUND SCHOOL Parking Brake Valve ‘Assembly (RE) Support Assembly TYPICAL PARKING BRAKE VALVE INSTALLATION —_—_—_—_—_—— Parking Brake Valve Installation Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Newm” ‘AIATION GROUND SCHOOL 15° to 18° Forward Parking Brake yaaa -Anti~Stid Disconnect Switch Anti-Skid Disconnect Switch Actuation Point Parking Brake Handle 1.3 to 1,0 Inch’ Lower Travel Limit Parking Brake Control Cable “Measure distance along surface of quadrant, Anti-Skid Disconnect Switch Rigging Learjet 24/25 Reference Handbook Developed for Traininglanding Gear Nebm” ANATON GROUND SCHOOL NOTE: For clarity, emergency gear extension system is *Effective 25-270, 25-272 and Subsequent ‘not shown, "Effective 25-195 and Subsequent Emergency Air Bottle Relief Valve Filler valve Pressure Gage Filter Check Valve Tee* Emergency Brake Control Valve Anti-Skid Control Valve Control Valve Shuttle Valve Brake Assemblies Brake Assembites Emergency Air Brake System Schematic Learjet 24725 Reference Handbook Developed for TrainingLanding Gear Netim” ‘AAATIONGROUND SCHOOL Emergency Brake Control Valve Handle ‘Control Handle Emergency Gear Control Valve Filter* To Brake Assembly Shuttle Valves Pressure Bottle Overboard Vent Line *on Aircraft 25-195 and Subsequent Only. Emergency Alr Brake System jet 24/25 Reference Handbook Developed for TraininaLanding Gear NEW m - AATONGROUND SCHOOL, ANTI-SKID SYSTEM Description and Operation (Model 24 airplanes) ‘The anti-skid braking system consists of four solenoid-operated anti-skid valves, and four anti-skid generators, one in each main wheel axle. An anti-skid control switch, on the center pedestal switch panel, supplies 28VDC to the control system circuitry. An ANTI-SKID TEST switch and light may be used to perform an electrical system check. Four individual anti-skid generator lights on the instrument panel will light during normal wheel rotation. ‘They will go out when wheel rotation stops. The DC output of the anti-skid generators is applied to a printed circuit board. Should a skid occur the circuit will discharge and operate a control relay that will apply 28VDC to energize the anti-skid solenoid valve. With the solenoid valve energized, braking pressure is dumped to return, allowing wheel rotation to increase. The increasing wheel rotation increases wheel speed transducer output voltage and slows the discharging rate of the control circuit. When the discharging rate falls within the design rate, the control relay de-energizes, opens the solenoid valve, and reapplies braking pressure. Learjet 24/25 Reference Handbook Developed for TrainingAircraft 24-230 thre 24-310 Brake System Schematic = Learjet 24/25 Reference Handbook Developed for TrainingEWM: ‘AAATON GROUND SCHOOL landing Gear ome a ee cen Q vm raat vn = mmaner an Alreratt 24-311 and Brake System Schematic Learjet 24/25 Reference Handbook Developed for TrainingGum: Landing Gear asee RES REL SSTEDREDEEEED aS eee roo" | onewayos j2911993 PrIS-NUy e4e4g Learjet 24/25 Reference Handbook Developed far TrainingLanding Gear Newm7 ‘ARATONGROUND SCHOOL Daseription and Operation (Model 25 airplanes) The anti-skid system is an integrated electro-mechanical and hydraulic system incorporated in the main hydraulic brake system to allow even braking on all types and conditions of runways without skidding the landing gear tires. The system consists of an anti-skid control valve in each brake pressure line, a wheel speed transducer in each wheel axle, and an anti-skid control box in the tailcone, Four shuttle valves, one in each brake pressure line between the anti-skid valve and the brakes, are provided for emergency braking. The system is controlled by the anti-Skid Switch and the right gear down trunnion switch. on aircraft 25-061, 25-070 through 25-196, and 25-198 through 25-204, the system has an Anti-Skid Test Switch to test the electrical system and cause the anti-skid lights to illuminate. There is no test switch on 25-197, 25-205 and subsequent. ‘The system will self-test each time the anti-skid system is on. Four individual anti-skid lights are installed and provide an indication of system malfunction when illuminated. with the landing gear extended and the Anti-Skid Switch in the OFF position, the indicator lights will be illuminated. with the landing gear extended and the Anti~Skid Switch in the anti-Skid position, the indicator lights will be extinguished unless there is a malfunction in the anti-skid system. Ts0 jet 24/25 Reference Handbook Developed for TrainingLanding Gear Newm” fee — cama. Ee rmanae ruse eee —— mecca (po eon urncr coat sien & Panne mace raver Mag erste Brake System Schemati¢ EFFECTIVITY: 25-061, 25-070 THRU 25-184 Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Neum” = nearer am (@ Panos arace vacve -— ‘SITTLE VALVE Brake System Schematic EFFECTIVITY: 25-185 AND SUBSEQUENT Learjet 24725 Reference Handbook Developed for Trainingwayefs poads yororddy paonpay yim peddinba 10, ‘POe-SE MY BEI-SZ PuE “9ET-sz NI OL0-Sz ‘190-S2 *ALIALLOGIAT SHeuTaoS TeoH08]g weys4g pPIs-Huy oye2E, Sum “qrenbesqng pus S61-G2 PAN; punosy puv apojT 4 “quonbesqns pue po1-s2 YexoITy CANT + Learjet 24725 Reference Handbook Developed for Training Landing GearLanding Gear Nem” "RAKTON GROUNDSCHOOL NOSE WHEEL STEERING SYSTEM Description and Operation (24-230 through 24-263 and 25-070 through 25-103) The nose wheel steering system is designed for operation on the ground when one of the wheel master or primary steering switches is depressed. The system will have a travel of 6° to 10° either side of Neutral when using the wheel master switch for operation. In addition, a steering lock switch (momentary type) energizes the steering lock circuit which applies continuous 28vDC to the nose steering and stall warning computer for steering travel of 6° to 10°. The steering lock circuit is broken whenever either wheel master switch is depressed. A Primary Steering switch is provided, and when depressed will allow 40° to 50° of nose wheel steering on either side of neutral for low-speed taxiing and parking purposes. The system consists of an electrically powered steering actuator and follow-up on top of the nose gear strut, a steering computer-amplifier in the left side of the nose section, a follow-up mechanically connected to the copilot's inboard rudder pedal, a steering relay in the nose section, a Wheel Master Switch on each control wheel, two Primary Steering Switches, and a Steering Lock Switch. System power is 28VDC for the actuator motor and 115 VAC for the steering computer-amplifier. The nose Developed for TrainingEWM marorenonesooa. Landing Gear “quanbosqng pus ogg-9y 3y¢201}y wo poEn jou pas Mxog 08/2071 PHS-NUy) ¢-9L MAY moyrIm (ApuO) LET-Sz ELOTTV UO PES ION ¢4x “pO-Sz N42 GET-Sz PUB YGT-SZ. “G6T-92 SANOVIIA PuNoIH poe Spot Puoodg gy “qwonbaaqng pue FOT-S2 WeLOITy Uo BANOTIA ee yaanbesqns pus goz-sz pus “(xog eouzzeqy prys-Huy) b_. £-94 SIV 4q palsTpous 10 maxes pods youorddy Peonpey Wis peddmba poz-sz np 0L0-Sz ‘190-SZ *ALIAILOSSGT DAUMIOGOS TONITE WayeKs PPS-HUy oI Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Neum ADKTENGROUND SCHOOL, steering actuator acts as a shimmy damper when nose steering is not being used. When the rudder pedal is moved, the rudder pedal follow-up applies a displacement signal to the computer-amplifier. The computer-amplifier applies a “clockwise” or “counterclockwise” signal to the steering motor at a magnitude corresponding to the degree of rudder pedal displacement. ‘The clutch output torque drives the actuator gear train and positions the nose wheel to the selected position. ‘he selected position is obtained when the signals of the nose steering follow-up and the rudder pedal follow-up cancel each other out. Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Newm” ‘Pedal Potentiomever ‘VIEW FROM END OPPOSITE PLUG WITH COVER REMOVED “¥ On Aircraft 24-250 thru 24-328 not equipped with Reduced Approach Speed System, the Stall Warning ‘Computer circuit boards are located bere. On aircraft 24-329 and Subsequent and earller aircraft equipped with Reduced Approach Sheed System, the cireuit boards may still be installed but are not used. ‘VIEW SHOWN WITH POWER BRAKE VALVE LINKAGE REMOVED. Nose Steering Computer-Amplifier And Rudder Pedal Followup Installation + 24/25 Reference Handbook Developed for Training LearjetLanding Gear oe panera ‘Balance Potentiometer Ye srentpsnninayll neil ‘Sal Warning and Nose Steering Compurer-Amplitier VIEW OF END OPPOSITE CONNECTORS WITH COVER REMOVED H1-LOW COMPUTER-AMPLIFIER AIRCRAFT 25-061 AND 25-070 THRU 23-103 Py iat 4% On some Inter model Nose Steering Cam= puters this potentiometer is not insralled. Steering Computer- ‘LEAR AVIA COMPUTER-AMPLIFIER ‘Amplifier Aazemply AIRCRAFT 25-104 THRU 25-229: : Nose Steering Computer-Amplifier Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear EWM: AIKTONGROUND SCHOOL ‘onewaysg Gussarg }PaY\Y 9SON “Suze 199M SOON OIqEIIEA THI paddynba 900 gez-Fe Mat Ofe-He weZOSTY Learjet 24/25 Reference Handbook Developed for Training80T-sz MW OL0-S2 ‘I90-sz arexorTy DABWOYOS wWoxsAg Bul1907g TeayM SON Landing Gear learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Newm” ‘ARETONGROUND SCHOO. Description and Operation (24-264 and subsequent and 25-104 and subsequent) ‘he nose wheel steering on these airplanes is known as a variable authority system, The nose steering turn angle varies with ground speed. ‘The system is operable only when the aircraft is on the ground and either the pilot's or copilot's Wheel Master Switch is depressed or the Steer Lock Switch is engaged. At ground speeds of approximately 45 knots, steering travel is 0° to 8° either side of neutral. Steering travel tapers inversely with ground speed to approximately 50° at ground speeds of below 10 knots. A momentary Steer Lock Switch energizes the steering lock circuit which supplies continuous 26VDC to energize the steering computer. The steer lock circuit can be broken by depressing the pilot's or copilot'’s Wheel Master Switch. The system consists of an electrically powered steering actuator and follow-up on top of the nose gear strut, a steering computer-amplifier in the right side of the nose section, a follow-up on the copilot's inboard rudder pedal, a steering relay in the nose section, a Wheel Master Switch on each control wheel, ana 2 Steer Lock Switch. The computer-amplifier also receives an input signal from LEFT inboard, RIGHT inboard, and RIGHT outboard wheel speed transducers. Power for the system is 28VDC for the actuator servo motor and LISVAC for the steering computer-amplifier. The actuator acts as a shimmy damper when the nose gear steering is not in use. TSOI-1L Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear Nebm” ARATONGROND SCHOO, Rudéer pedal movement érives the rudder pedal follow-up which applies a voltage displacement signal to the input of the nose steering computer-amplifier. The computer-amplifier applies a clockwise or counterclockwise signal to the steering actuator. Signal application causes the actuator clutch to engage the actuator motor. The clutch output torque drives the actuator gear train and positions the nose wheel to the selected position. Two additional signals are also applied to the input of the computer-amplifier: a nose steering follow-up signal and a DC velocity generator feedback sicnal from the steering actuator. The nose steering follow-up signal and the rudder pedal follow-up signal is algebraically summed in the computer-amplifier with the steering follow-up signal tending to incremently cancel the rudder pedal follow-up signal. Nose steering follow-up signal eventually cancels the rudder pedal follow-up signal when the nose gear has attained its selected position. A signal from the LEFT inboard, RIGHT inboard, and RIGHT outboard wheel speed transducer modifies the rudder pedal follow-up signal to accomplish the variable authority nose wheel steering. 24/25 Reference Handbook Developed for TrainingLanding Gear Newm” [RAKTONGROUNDSCHOOL R1(464 to 516 RPM) -R3(S2 to 258 RPM) Developed for TrainingLanding Gear Nenm” ee _ Ewm WITH COVER REMOVED J.E.T. COMPUTER-AMPLIFIER ~ ADRCRAFT 25-230 AND SUBSEQUENT Nose Steering Computer-Amplifier 24/25 Reference Handbook Developed for Training|AAKTION GROUND SCHOOL Landing Gear oneweyps Guests }e4yM OSON *Buys9915 19 DOOR sITeITEA THT poddmnba ger-ve Muu ofe-Fe WELTY Learjet 24/25 Reference Handbook Developed for Traininganeweyss BUUBEg 195yN oSON * Ewm _mcminoo sto. ‘TEE-ME RINT GoOE=HE PUR LOEM¥e NIM Aee—ve WEIN Landing Gear Learjet 24/25 Reference Handbook Developed for TrainingEWM: sererone sco Landing Gear oneweYysg Buuesis jay SON _—4 intl Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear wmoaysig paadg yovorddy peonpay wy paddmby GLI-S2 MIU YOT-Sz WeIONY opeMayog ureIshg Zuyrea}g eoyM PSON _ i Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear ux adg yovorddy peonpay yim paddinby eee get-sz nat ogt-sz aerorT¥ ‘ayyeurayag weyshg Supre97g [eouM BON Learjet 24/25 Reference Handbook Developed for TrainingLanding Gear quanbasqng pur “gz pue waysig poodg yoeorddy paonpoy uy paddinby soz-cz n2U} 961-92 WeIOITY DWeUIaYyog wayshg Buy189}g T994M SON all t=: eee Learjet 24/25 Reference HandbookX 7 Engines ——_—_—— EWM 167 PILOTS C/B PRL sCORILGTS U8 Pw ena Ce i Lrros ame SOOT hea [B87 sv ome Seto (ey an want | mat Oo amas | watt Sot manera | OOF es me 1 eo || SESS LL | | wari oe | SShezps ume | LL J : fest ‘SL WARING Com rower | R STALL COMP | | oe nwo es | ee frm cou seen oe owovay smu wan toe | L WARN UT ee es Engine Stall Warning System Schematic Learjet 24/25 Reference Handbook Develoned far TraininaNeum7 Engines ae [owes ae cuanesnieco SY [ S18 sures I WARNING PANEL I l ; ean | eet | or | aonnos ars H l sisbiguesstessaseeceset | 1 “sy | | | | 1 I wis? switcn Paneu 1 39-40-00 1 eS [ratent orstons ows | Lee | | ENG SYNC NGINE SYNCHRONIZER ! zevoc 1 Ma RM TACH INDICATOR | Kesaapaapaent 7 77-10-00 I fe ————— Erncononizen ee | Reraatot 3 igor woearon” | muskge i —_———_—_H nu 77-11-00 Engine Synchronizer System Electrical Control Schematic jet 24/25 Reference Handbook Develoved for Trainina :XN EWM ~ Engines naroNGAOUNDSCHON. Box (76-11-01) Engine Synchronizer System Component Locator Learjet 24/25 Reference Handbook Developed for TraininaNeum” Engines RAKTON GROUND SCHOOL eauwuneler Elbow rast Rowneter—, |C——o-Rine t Serr ‘Comector y Nat (Torque 20 to 25 Inch- Pounds) Ring -Engine Flowmeter Mounting Bracket Nut (Torque 20 to 25 Tnch-Pounds) VIEW WITH RECEPTACLE MOUNT REMOVED Fuel Flowmeter Installation Fuel Flow Electrical Control Schematic Learjet 24/25 ce Handbook Developed for Trainina :SeEum- Engines [AAATON GROUND SCHOOL, Engine Fuel System-SchematicSeum- ANATONGROUND SCHOOL ENGINE FUEL SYSTEMS Fuel is supplied to each engine from the fuel tank pumps, through the fuel filters, and engine main fuel shutoff valves in the tailcone section. Fuel is routed to the low pressure side of the dual element engine-driven pump on the right forward side of the engine. The low pressure boost stage charges the positive @isplacement gear pump which, in turn, provides high pressure fuel to the fuel control. The fuel control is a hydromechanical unit that provides a positive shutoff of fuel to the engine and automatically meters fuel to the combustion chamber for different operating conditions, such as changes in power settings, ambient temperature, and pressure. The fuel control also regulates fuel flow to the variable inlet vanes and bleed valve actuators during transit and steady state engine operation. Fuel is routed to the combustion chamber. from the fuel control and passes ‘through the overspeed governor. Engine overspeed is prevented by bypassing fuel through the overspeed governor. From the governor, fuel Passes to the flowmeter that provides an electrical signal to the fuel flow indicator. Fuel passes from the flowmeter to the oil cooler to provide engine oil cooling. A fuel line is connected’ from the oil cooler to the pressurizing and drain valve at the 6 o'clock position on the compressor case. ‘The pressurization section of the valve maintains a back pressure on. the fuel control to insure proper fuel pressure on the fuel control servos and variable inlet vanes and bleed valve servos during low fuel flow conditions. Ts01-11 Learjet 24/25 Reference Handbook Developed for TrainingEngines Ewm _ARATIONGAOUND SCHOOL OIL TEMPERATURE INDICATING SYSTEM a i: arcé t ‘ i Mesetsees en ta | Ht} OIL PRESSURE INDICATING SYSTEM ect 1 af | fe ce -— 4 LOW OIL PRESSURE WARNING SYSTEM Oil Temperature, Pressure and Warning Electrical Control Schematic 24/25 Reference Handbookx , 7 Engines EWM: nl [AATIONGROUND SCHOOL Engine Lubrication System Schematic Learjet 24/25 Reference Handbook | Developed for TrainingNem” Engines [AMATIONGROUND SCHOOL ENGINE OIL SYSTEM The engine lubricating system consists of an oil tank, lube and scavenge pump, oil cooler, oil filter, oil pressure transmitter, oil pressure switch, and bypass and pressure relief valves. The stainless steel oil tank is attached to the lube pump on the right side of the engine and has a capacity of four quarts. An oil temperature bulb is mounted in the lower side of the tank and provides an electrical signal to the oil temperature gauge on the instrument panel. The lube and scavenge pump is-a positive displacement six-element pump, one element for pressure and five for scavenge. A bypass valve is contained within the assembly to allow bypassing of oil if the cooler becomes clogged. The oil filter assembly is attached to the lube pump housing. The screen filters out oil contaminants and is removable for cleaning. A filter bypass valve is included in the core of the filter element. The oil pressure transmitter provides an electrical signal to the oil pressure gauge. ‘The oil pressure switch provides a circuit to the low oil pressure light and turns on the light when ofl pressure drops to approximately 6 psi. Ts01-11 Learjet 24/25 Reference Handbook Developed for TraininaNem” Engines RH Engine Pressure Ratio. ‘Transducer Engine Exhaust Pressure (PT, RH Engine) LH Engine Pressure Ratio Transducer Sa, ooo (PT) LE Engine Pitot Pressure: (PT) Source Engine Pressure Ratio System Components Installation Tearjet 24725 Reference Handbook Developed for TrainingNewm” Engines ‘Blectrical Connector ‘Terminal Post saaacaaia Hyéraulle Pan Assembly. {RH Sie of Tallcone) Cover Cover RH Installation Thermocouple Spool Installation Learjet 24/25 Reference Handbook Davalanad far TrrinineNenmm” Engines EWM AYATONGROUNDSCHOO. Cpe.) Wet fee ) eee Tews, (Ey mee eS Soe | Engine Exhaust Gas Temperature Electrical Control Schematic Engine Tachometer Schematic 24/25 Reference Handbook Developed for TrainingEngines Learjet 24/25 Reference Handbook Developed for Training SomNenm7 Engines Ewm AAATONGROUND SCHOOL The engine pressure ratio indicating system provides engine Pressure ratio readings to the pilot. The system for each engine consists of exhaust inlet probes in the engines tailcone, a transducer in the tailcone section, an EPR indicator, and the pitot air pressure source. The transducer senses engine exhaust pressure (PTS) and pitot inlet air pressure (PT2). The ratio of these two pressures is amplified within the transducer and an electrical signal is applied to the EPR indicator, The system is powered by 115 VAC, 400 hertz. No system adjustment should be attempted. Replace defective components in case of malfunction. Engine EPR Schematic The engine tachometer system consists of a tachometer generator, mounted on the rear of each engine-driven lube pump housing, and a tachometer indicator on the instrument panel. Engine rotation operates the three-phase AC tachometer generator that generates power to operate the indicator. Dial markings on the indicator are based on percent of maximum allowable engine speed. The large dial is graduated in 2% increments from 0% to 100%; the small dial is graduated in 1% increments from 0% to lot. TsO1-11 Learjet 24/25 Reference Handbook Developed for Trainingx EWM: - Engines [AMBTONGAOUNDSOHOOL ENGINE INDICATING SYSTEM Each engine is equipped with individual Exhaust Gas Temperature (BGT), Engine Pressure Ratio (EPR), and an engine tachometer system. The exhaust gas temperature system consists of an indicator, a thermocouple spool resistor, and eight harness-mounted bayonet-type chromel-alumel thermocouples. The thermocouples are mounted in the engine, and when heated, generate a small amount - of voltage that is applied to the indicator by the chromel and alumel leads. A compensating resistor is located in the alumel side of the circuit for calibration. ——— —. ‘at ee eee an (eee ey ge wae | ep laa ! insTmUMENT. CLUSTER Engine Exhaust Gas Temperature Electrical Control Schematic TS01-11 Learjet 24/25 Reference Handbook Developed for TraininaEngines [ARATION GROUND SCHOOL . WALSKS NOILOVUIXS UIMOd AYOSSAIOV P2sp ION oveseustyiestais xouz9A0p peadssan9 dumg o1exphy b @ ff zerrozsu09 pong 9 duma tang areys eatzg Tetpey, 3 reap Tene wears soyerauen yey 9 dung 10 teatzg TeH aeYS. weug oatzg sossazduioy Learjet 24/25 Reference Handbook Developed for TrainingEngines © ‘AAATONGROUND SCHOOL, A'IGNASSV XOGYVAD AYOSSADOV peg sousonor, *O*L ‘da s2uo3sn5 ped x0}e900F eat 291PL *O"L'd seu0jsND pty souzenon posdsz2aQ ayneaphy SN a x9][0aq0D jong ‘ a dung tong Suiseg xoqreen Ped s0yeaouan ye, 4 dung [10 Learjet 24/25 Reference Handbook - Developed for Trainina eatag dumg eqny poy fosqtog jong wEW aa anduySenn” Engines Ewm ESSERE Ceseoe PEASE CEECPP Ieee -MAATENGROUNDSCHOO. Center Cone Support EXHAUST SECTION Learjet 24/25 Reference Handbook Developed fo initSumEngines EWM semen S00, SLNINOdNOD YOLVLS INIGUNL FIPH X9m0-]~ a z70N eutqiny, e8e3g puz { STitoser der BuIsen 2078Ig K euygany, z9mo7 yi WeH 20ddg-9[270N, eurqany, Beg puz pnoays eurqany Buyse5 207835 s8eg pug oupqang, zoddn Developed for TrainingNeum” Engines |NARTON GROUND SCHOOL The exhaust cone consists of an inner cone secured to an outer casing by four struts. The outer casing provides for mounting eight thermocouple (EGT) probes and the exhaust (EPR) pressure probes. Accessory Drive Section The accessory gearbox is mounted under the main frame. The engine-driven fuel pump, with the fuel controller attached; overspeed governor; oil pump, with tach generator attached; hydraulic pump; and starter/generator are mounted on pads on the accessory gearbox. Ts01-11 Learjet 24/25 Reference Handbook Developed for TrainingXx Y 7? Engines Ewm ae _AARTON GROUND SCHOOL TURBINE SECTION Learjet 24/25 Reference Handbook Developed for Training oodNewum” Engines AAATONGROUND SCHOOL Igniter Plug Ferrule Fuel Nozzle COMBUSTION LINER Learjet 24/25 Reference: Handbook Developed for TrainingXN ewm-7 Engines ARBTONGROUND: The combustion liner consists of a cowl section, a dome section, an outer shell, an inner shell, and the outer and inner flanges. All of these components are welded and riveted to form a one piece construction. Air from the compressor section enters the liner through perforated areas designed as thimble holes and louvers. The thimble holes direct air. into the burning area while the louvers provide boundary layers of air along the inner surfaces of the liner to prevent the formation of hot spots. The twelve fuel nozzles extend into the liner at the swirl cups. Turbine Section The turbine section utilizes combustion air from the combustion section to drive the turbine and consists of the turbine stator casing assembly and a two-stage turbine rotor assembly, The major components of the turbine rotor assembly are two turbine wheel assemblies, a turbine interstage seal assembly, and a torque ring assembly. Baffles are inserted between. turbine blade shanks to prevent cross flow of gases and to dampen vibration. Exhaust Section The exhaust cone confines and directs the flow of turbine exhaust gases. It is attached to the turbine casing and has provisions for attaching the airframe tailpipe and exhaust nozzle assembly. Ts01-11 Learjet 24/25 Reference Handbook Navalanad far TenininnEngines ASTON GROUND SCHOOL NOS1. 4 NOLLSNEWOD s8og wleIq s0;enquio Busey 29319 Surzesg ¢ * Teg uoqie ¢ “oN, le SS BA ys dng [21mg Treg ysutsAqey count. leag yurskqery 293nQ —— Surse5 zouny Plevus aeys *1220N ourqany oBeig 38] Seog xeqqu8y s0ury Learjet 24/25 Reference Handbook Developed for TrainingNem” Engines Ewm _RARTONGROUND SCHOOL, leakage air ducts. The 4 o'clock strut and pad provide a mount and passage for the aft sump scavenge oil tube and sump vent. Twelve pads for mounting the fuel nozzle assembly are equally spaced on the outer casing band. Three compressor bleed port pads, on the outer casing band, at the 1, 7, and 11 o'clock positions are provided for customer bleed air demands, The small pad at the 3:45 o'clock position provides a mount for a P3 air tube that bleeds bleed air to the fuel controller. The large pad at the 5 o'clock position provides a mount for the aspirator air tube, which bleeds bleed air to drive the T2 sensing unit on the fuel controller. The small port at 7:45 o'clock is not used and, therefore, is blocked off with a metal plate. ‘The split fuel manifold is mounted ‘around the mainframe with the fuel drain valve connecting both sections at the 6 o'clock position and supported by the rigid fuel connections to the integral flow divider fuel nozzles. Combustion Section The combustion section is that portion of the engine where the fuel is added to the compressed air and ignited. The outer combustion casing is one piece and is constructed of chrome alloy material. Two ignitor plugs at the 1 and 7 o'clock positions are seated at the ignitor bosses and extend through ‘the casing into the combustion liner. The inner combustion casing is also a one piece construction. Ts01-11 Learjet 24/25 Reference Handbook Developed for Trainingee! MAINFRAME SECTION Learjet 24/25 Reference Handbook Developed for TrainingNewm” Engines AAATONGACUNDSCHOOL mounted with pins, while the additional seven stazes of blades are dove-tail mounted. ‘There are seven spacers mounted in the rotor assembly, one between each rotor disk. Mainframe Section The primary structural support of the engine is the mainframe section. It consists of a frame which houses the power takeoff housing and drive assembly and provides a mount for the twelve fuel flow divider-fuel nozzles, the fuel manifolds, two eighth stage air leakage check valves, and the gearbox assembly. The eighth stage stator and exit guide vanes are mounted on twelve segments dove-tailed into a track cut into the front of the mainframe. The #2 bearing is enclosed in a bearing support that bolts to the main frame. The mainframe consists of an outer casing band and an inner casing band jointed by six hollow struts at the 2, 4, 6, 8, 10, and 12 o'clock positions. Each strut terminates in a mounting pad on the outer casing band. The 6 o'clock’ strut and pad provide a passage for the radial drive shaft from the PTO. The gearbox is mounted on an adaptor at the 6 o'clock position on the mainframe, The 8 o'clock pad and strut provide mounting and passage for the oil-in line and power take-off oil scavenge line. The 2 and 10 o'clock struts and pads provide passages for eighth-stage leakage air and mounts for the eighth-stage air leakage valve and the Tso1-11 Learjet 24/25 Reference Handbook Developed for TrainingEngines EwmM [RARDIN GROUND SCHOOL, YOLVLS UUSSTUANOD ee ours 207875 dwg 381 _ 1 e8es Bury pnozys hay ouen 20705 = 7 a gz : =z : & 9 aaeig é 5 quowBeg sue, $i IN ge LN i S R z &2 dS = | x € 8 el 3 is ot 5 i Rg io sa 9 aBeig S iy doyg quaudag sue, Le HH 29M07 doyg quourdeg ove, Buysep rosssadui0yEngines NOLLOSS UOssTUdWOD sory xouuy - Suyzeog 1 ‘ON sizod port 81a 20108 Teeg ary o8t3s 138 areus eats j een premaog Poon sonny Bu200g 2 “ON ore, sc7eig Supseg 207835 Learjet 24/25 Reference Handbook Developed for TrainingSem [ANATONGROUND'SCHOOL COMPRESSOR SECTION The compressor section supplies compressed air to the combustion section. It is an eight stage axial-flow unit consisting of two major components: the stator assembly and the rotor assembly. The stator assembly that surrounds the compressor rotor assembly consists of a compressor casing upper half and lower half with seven stages of stator vanes. ‘The upper and lower halves are bolted together along the horizontal centerline. The casing is bolted to the front frame at the forward end and to the mainframe at the aft end. Holes drilled through the casing at the third, fourth, and fifth stages lead to an integral manifold for each stage. ‘The manifolds lead to the interstage bleed ports just above and below the horizontal split line on both sides of the casing. The compressor rotor assembly is made up of an integrated front shaft-disk-spacer assembly, a drive shaft, spacers, eight stages of rotor disks and blades. The engine drive shaft has two sets of splines on the aft end. One of these splines turns the shaftgear that, in turn, drives the. radial drive shaft that powers the transfer gearbox. The other spline meshes with the front shaft of the turbine rotor. The engine drive shaft receives its power from this turbine rotor shaft. The first-stage blades are TSsO1-11 Learjet 24/25 Reference Handbook Developed for TrainingNeum” Engines NATION GROUND SCHOOL Mainframe Section Compressor Rotor ee ee Turbine Rotor Turbine Stator Combustion Section MAJOR ENGINE SECTIONS Learjet 24/25 Reference Handbook Develoned for Trainina Fe aa eae ait tEngines wo199g satrossaD3y——, woH99g5 [ uoHs9g wopseg °WPEE HOLE uors2g sossordw05 sureazureyy Learjet 24/25 Reference Handbook Developed for Trainingeum [AAATON GROUND ENGINE SECTIONS Front Frame Section The front frame admits ambient air into the engine, directing it when necessary, by means of the variable inlet guide vanes. The front frame also houses the #1 bearing, The roller bearing, spherical and self-aligning, is designed to absorb any mis-alignment and deflection in the forward end of the compressor rotor shaft. lubrication for the roller bearing comes through the fitting at the 10 o'clock position on the outer shell. The lube scavage fitting is at the 6 o'clock position, and the lube vent is located at the 2 o'clock position. The variable inlet guide vanes are positioned directly behind the struts and are designed to guide the flow of air into the engine. A unison ring, attached to the spindle end of each variable vane, is used to achieve synchronized movement of the variable inlet guide vanes, The front frame also has anti-icing provisions. Hot bleed air flows from an eighth bleed port to an anti-icing valve at the 10 o'clock position on the front frame. This air flows through the valve into the anti-icing manifold through and out of the struts, over the variable inlet guide vanes, and into the engine primary air stream. Part of this air is also directed to the front frame dome and shroud. TSs01-11 Learjet 24/25 Reference Handbook Developed for TrainingNemm” Engines Ewm eee Learjet 24/25 Reference Handbook Developed for TrainingSeum- [RAKTON GROUND SCHOOL, ENGINE PARTICULARS © Models © Type © Compressor © Turbine © Engine Main Bearings © Engine Rotation Looking ° Fuel o oil © Engine Length © Engine Weight TSO1-11 General Electric CJ-610-6 General Electric CJ-610-8A Axial-flow turbojet Eight stage, axial flow with interstage bleed Two stage Three Clockwise, when viewing from rear forward, at 100% is 16,500 RPM Consult Flight Manual for list of approved fuels Consult Flight Manual 40.5 inches (approx) from front frame through exhaust cone flanges Approximately 389 pounds Learjet 24/25 Reference Handbook Developed for TraininaAMATIONGROUND' Nena” Engines EWM so10oL POWER PLANT GENERAL The aircraft is powered by two General Electric, single rotor, axial-flow turbojet engines, The engines are installed in pylon mounted nacelles. Each engine assembly consists of an eight stage, axial-flow compressor driven by a two stage turbine, an annular combustion section, and a fixed area concentric exhaust cone. Each engine is attached to two engine beams at three attachment points. Individual thrust levers govern engine power by regulating each engine fuel control unit. Eight chromel- alumel thermocouples, at two different immersion depths in the exhaust stream, generate an average value of exhaust gas temperature indicated on the EGT gauges in the cockpit. An engine-driven starter generator is installed on each engine to provide engine starting and supply 28.5 VDC, 400 ampere power to the aircraft electrical system. Compressor discharge air (Bleed Air), through a main frame port on each engine, is utilized for cabin pressurization and heating, windshield defog, wing anti-ice, engine front frame anti-icing, pressurization jet pump, and for hydraulic reservoir pressurization on 24D-297 and subsequent and 25 B/C-135, 181 and subsequent. On 24-350, 352 and subsequent, and 25-227 and subsequent bleed air is also used for windshield/radome alcohol and cabin temperature/pressurization control. Ts01-11 Learjet 24/25 Reference Handbook Developed for TrainingLINANGASANS GNV EOT-S2 ‘060-SZ *ALIALLOATAT OFTRMAMOG JIIUOD TwOTOSTE wesshs SupIES Engines Learjet 24/25 Reference Handbook Developed for Trainingoppeurayog JOU [LOLNOeTE worssy SuprEg 201-8 AML T60-Sz ‘680-2 MUHL 010-92 ‘190-98 *ALIALLOGA SS “CT-OLMILY Jed PayTPON U9YM EgO-9z NIN OL0-9z “190-9 qyeaoayy pus juanbosqns pue p80-9z WEx0A1V PePPe SPO Learjet 24/25 Reference Handbook Developed for TrainingNewm” Engines AKON GROUND SCHOOL Overheat Detector: Control Unit (80-11-00) Overheat Detector (80-11-00) ‘Starter~Generator (80-10-02) Pedestal Switch ae (French Aircraft Only) Detail A Starting System Component Location EFFECTIVITY: ALL Learjet 24/25 Reference Handbook Developed for TrainingSimpfiite Engines CAUTION: IF THE START IS NOT ACCOMPLISHED AFTER THE THIRD ATTEMPT, THE STARTER-GENERATOR MUST BE ALLOWED TO COOL TO AMBIENT TEMPERATURE. EACH START ATTEMPT IS LIMITED TO A MAXIMUM OF 30 SECONDS. TSsO1-11 Learjet 24/25 Reference Handbook Developed for TrainingNewm” Engines AAKTION GROUND SCHOOL STARTING SYSTEM GENERAL DESCRIPTION The engine starting system consists of two starter-generators, two system switches, and two starter control relays that are incorporated inside the generator control panel. The starter-generator is installed on the engine accessory gear box by six bolts, Power to the starter-generator is supplied by either an external power source or the aircraft batteries. Two switches, labeled GEN-OFF-START, on the switch panel are used to operate the starter! OPERATION When the Starter-Generator Switch is set to START, 28 VDC is applied to the control relay within the generator control panel and to the start control relay within the fuel control panel. With the start control relay energized, 28 VDC is applied to close the motive flow valve through a set of contacts, and at the same time 28 VDC is applied to energize the standby boost pump. After the motive flow valve closes, 28 VDC is applied to the starter relay and the starter begins to rotate. The throttle is placed to idle, and through a set of switch contacts in the throttle quadrant, 28 VDC is applied to the engine ignition unit. ‘TSOl-11 Learjet 24/25 Reference Handbook Developed for Training~ POWER PLANT STARTINGPITOT/STaTic SYSTEM Gum mn _-——— WTT BS, aan | —_——-—— -—-—— OT Te 1 a 15 Sutoenor compuren aaPLinien Frrenestat surre pan i) Too . mae cag an | I] wore. git | MN 16 t ! qi hol Varcrss | Mach/Overspeed Warning System Electrical Control Schematic 25-206 AND SUBSEQUENT Learjet 24/25 Reference Handbook Developed for Training _PITOT/STATIC SYSTEM “eum ARKTONGROUND SCHOO, Caines iced eee 1 aya | vom | baa \ \ a | Mach/Overspeed Warning System Electrical Control Schematic 25-081, -070 THRU -205 Learjet 24/25 Reference Handbook Developed for TrainingAARTONGROUND SCHOOL it biter aH Pate eee fee SIS Y Lian g gy scenes Bh por es Zs saben 4 Y A 4 4 q y A RA AR 4 eetere y Z ree pregeecccaaa Shr A B A A y | y J y 4 v Y Y 4 Z y 4 Y B 4 4 g ia Y (G4 4 4 4 B Y Z 4 4 Z B Y y ima ag eG sari A 4 A y b Caan I Ho! {gtrument Alternate Atapend ad buch - ‘Sati Souren Valve fate of cme fone ‘Member tem , {Czeie! Br center Pitot and Static Systems Schematic 25-206 AND SUBSEQUENT AND EARLIER A/C EQUIPPED WITH REDUCED APPROACH SPEED SYSTEMSelim Przxxpreccclarcr pager) 3, . Lf Z Wh te SSISTNISSNS STNG} zy Pitot and Static Systems Schematic 25-061, -070 THRU -205 NOT EQUIPPED WITH REDUCED APPROACH SPEED SYSTEM ————— Learjet 24/25 Reference Handbook Developed for TrainingA Y A ¥ YZZZZZA # ¥ y A N Gee Frame Aircraft 24-329 and Subsequent and Earlier Atroratt Equipped with Reduced led Aparench Speed Pitot and Static System Schematic ———— Learjet 24/25 Reference Handbook Developed for TrainingPITOT/STATIC SYSTEM —_——— 2M NSIS Resssssss5} SSSSSSESSSNSSS As Z BA B Y 4 4 g Y Y 4 4 YZ Y ¥ Y A Y Y G 4 Y g Z 4 ZA ys ZA N MAtrcratt 24-255 and Subsequent, and ‘Aureraét 24-258, 24-230 thru 24-254 airy ‘when modified by AMK72-3. baleen Atceratt 24-230 thru 24-328 not Equipped with Reduced Anproach Soeed System Pitot and Static System Schematic Learjet 24/25 Reference Handbook Developed for TrainingPITOT/STATIC SYSTEM can STOT/STATIC SYSTEM eum Electrical Heater Wiring. Pitot Tube: “Ring Groave es Depress for O-Ring Access Hee Drain Valve O-Ring Replacement ‘state Port installation Learjet 24/25 Reference Handbook Developed for TrainingPITOT/STATIC SYSTEM x 7 —a— Ewm Rate af Climb Indicator On Alzeraft 24-218, 24-230 thra 24-254, those static lines are metal. ireraft 24-929 and Subsequent and Earlier Aircraft *rElnlnped with Reduced Approach Speed System LH Pitot Head 4 On Aircraft 25-061, 25-070 thru 25-089, static part lines are metal tubes ‘# Aireraft 25-206 and Subsequent and Earlier Aircraft equipped with Reduced Approach Speed a Pitot Static Plumbing Installation Learjet 24/25 Reference Developed for Training __TOT/STATIC SYSTEM Nein” SUSTATIC SYSTEM Ewm aren croUND SHO. The static system provides independent sources of static pressure to the pilot's and co-pilot's instruments. Each static system has one static port on each side of the aircraft nose. Dual static pickups are provided for redundancy and to reduce sideslip effects on the instruments. The left forward and right center ports are connected to the pilot's instruments. The left aft and right forward ports are connected to the co-pilot's instruments. The right aft static port is connected to the pressurization module or the outflow valve. The static source goes to the pressurization module on models with the Garrett pressurization system, or to the outflow valve on airplanes with the IDC pressurization system. ~ Two shoulder static ports are located on top of the fuselage nose in front of the windshield. These ports provide static pressure to the autopilot altitude controller, or the air data sensor, and an altitude pressure switch on airplanes with the Century III wing. On airplanes SNs 24-138 and subsequent and all 25 models the two forward static ports on each side are heated. On all Learjet Century III wing the two shoulder ports are also heated. An alternate static source valve is located below the pilot's instrument panel and connects the pilot's static system to an alternate source located on the forward side of Frame 5. The valve is safety wired to the normal down (closed) position. if ———$—_________ See Learjet 24/25 Reference Handbook Developed for TrainingPITOT/STATIC SYSTEM ——— 25M eum” mon orOUND SCHOO. © Pitot and static system leak checks should be performed any time an instrument is replaced or a connection is loosened. © Test equipment should be checked for leaks prior to use. Pitot and Static system The pitot tubes are located on each side of the nose compartment. Each pitot tube is equipped with two electrical heating elements to prevent moisture from freezing on the mast and the tube. The heaters are powered by 28 VDC and controlled by the PITOT HEAT SWITCH. Drains are located near the left and right nose wheel well doors for both the pitot and static system on all airplanes SNs 24-138 and subsequent and all 25 models. Serew (Install with Loctite Electrical Heater Wiring. Pitot Tube. ‘Pitot Tube Installation State Port natatation Ce Learjet 24/25 Reference Handbook Developed for Training_PITOT/STATIC SYSTEM SE SEwm- PITOT AND STATIC SYSTEM GENERAL All maintenance personnel should be familiar with the following general maintenance practices prior to performing maintenance on the pitot and static system. o It will be necessary to apply vacuum to both the pitot and static system simultaneously. This will prevent severe pressure differential which could cause damage to the instruments, Pressure in the pitot system should always be equal to, or slightly greater than, that in the static system. © Cap and plug all exposed fittings whenever a pitot or static line is disconnected. © A pitot system leak check should be performed and all leaks repaired prior to performing a static leak check. © All pitot and static line B-nuts incorporate a fitting seal. Bach time a line is disconnected, a new fitting seal must be installed. TSO1-11 SS Learjet 24/25 Reference Handbook Developed for TrainingNAVIGATIONAAKTON GROUND SCHOOL Depressurization Lighting Electrical Control Schematic 25-090, 25-094 AND SUBSEQUENT Learjet 24/25 Reference Handbook "Developed for TraininaOxygen Selim £3 r a Aircraft 24-218. 24-230 thru 24-254 erent cewren SY | PANEL LIGHTS ; \ leo 7 1 ps6 ! It le} oa 1 be 1 er | \ 1 ‘oy Ea t 1 ae | ge ta Fy 1 1 4 [tapasepthefelinaasieaiata ! ocean i DEPRESSUREATION Er lc ANEROID ‘SWITCH — Pswio Aircraft 24-255 and Subsequent and Aircraft Modified by AAK73-6 Eee rat Modified by AAKTS-6 Oxygen System Contra! Schematic Learjet 24/25 Reference Handbook Develoved for TraininaOxygen ra ea AAATENGROUND SCHOOL ‘Lanyard Actuator Valve Passenger Oxygen- Mask (Ref) Door Release area Actuator Valve ‘Manual Door Release Aireraft 25-183 and Subsequent ———<<<< Lanyard Actuator Valve Installation Learjet 24/25 Reference Handbook Develoved for TraininaOxygen Pressure Regulator & Shutoff Valve Oxygen Aneroid Bypass Shutoff Valve Oxygen Solenoia Valve Passenger Distribution ‘system 3820-00 (85-20-00) Aneroid Switch Crew Oxygen System Schematic + 24/25 Reference Handbook Developed for TraininaOxygen Seum- ANRTONGROUND SCHOOL ‘Oxygen Cylinder Discharge Indicator Flow Detector — arene Pressure Gage (On instrument Panel) ‘Manual Passenger Crew Oxygen Mask ‘Oxygen Valve ‘Crew Oxygen Mask ‘Manual Aneroid Bypass Valve Passenger Mask Door Latch. Storage Compartment Lanyard Actuator valve Lanyard Passenger Mask Door Latch i storage Lanyard Ac 1 ae ward Actuator Lanya Lanyard + Provisions for Optional 1 (Oxygen Masks Door Latch | [Storage 1 Compartment Lanyard Actuator Lanyard Valve = (i Passenger mask - 1 el ' ; {storage { Compartment Door Latch Lanyard Actuator _— Valve Passenger Oxygen System Schematic EFFECTIVITY: 25C/F AIRCRAFT (25-183 AND SUBSEQUENT) Learjet 24/25 Reference Handbook Develoved for TrainingOxygen — I Passenger Oxygen System Schematic EFFECTIVITY: 25B/D AIRCRAFT (25-183 AND SUBSEQUENT) Learjet 24/25 Reference Handbook Developed for TraininaOxygen Manual Shutatf Valve: festa & Regulator (Oxygen Cylinder (Normally Open) Discharge Indicator Filler Valve ae (On Instrument Panel) Crew Oxygen Mask. Oxygen Valve Crew Oxygen: Mask Solenoid Valve: Passenger Mask Door Latch Storage Lanyard Actuator Valve = Passenger Mask Door Lateh: Storage Lanyard Actuate: Compartment etuator = Valve Lanyard =| ——— Passenger Mask Door Latch Compartment Lanyard Actuator pa Valve anys 2 On aircraft equipped with optional oxygen masks, one mask {s installed in each of the two for= ward compartments, Atreraft 24-289 and Subsequent Oxygen System Schematic Learjet 24/25 Reference Handbook Developed for TraininaSEum- [ANSTO GROUNDSCHOOL, ‘Manual Shutaif Valve- ‘Oxygen Cy! & Regwator (Narmally Open) Discharge Indicator Flow Detector ae : Pressure Gage | (On Instrument Panel) O_— Mansal Passenger Crew Oxygen Mask. 7 Oxygen Valve ‘Crew Oxygen Mask Solenoid Valve: Bypass Valve ‘Aneroid Switch. ‘Lanyard Door Actuator Valve: * Passenger Oxygen Mask- ‘Mask Storage Door ‘Lanyard-Operated Valve Passenger Oxygen Mask: _ hanyard Alreraft 2. 0 thr Oxygen System Schematic Handbook Developed for TrainingOxygen See, EWM oxygen supply to the passengers can be controlled by the manual aneroid bypass valve should the automatic aneroid circuit fail. When pressure is supplied to the passenger distribution system, the spring loaded latch retracts allowing the oxygen mask doors to fall open and the mask to fall out. When the doors are open and the masks are dropped, the lanyards must be pulled to supply oxygen to the masks. ‘The doors can also be opened manually when flight conditions require masks to be worn. During normal operating conditions, the manual aneroid bypass valve is in the normally closed position. The valve is installed in the bypass line around the oxygen solenoid valve and must be opened in case of aneroid switch malfunction. The manual passenger oxygen valve is normally open and provides oxygen to the aneroid valve solenoid and bypass valve. The solenoid valve, bypass valve, and manual valve are located on the LH side of the cockpit above the circuit breaker panel and behind the upholstery panel. Be careful when checking the valve position, and do not open the aneroid bypass valve, as the oxygen mask doors will open and drop the masks. Handbook Developed for TraininaOxygen ll NOTE: ‘This table provides appraximate pressure to which aircraft cylinder may be charged to have 1800 paig atter cooling. 2REXAMPLE: Amblent temperature is 70° F. Charge cylinder to 1925 psig Oxygen Cylinder Charging Pressure Table Learjet 24/25 Reference Handbook Develoned for TraininaOxygen ce — EWM _AIATONGROUNDSCHOGL OXYGEN SYSTEM The oxygen system provides complete individual oxygen service for the crew and passengers. The system consists of the crew distribution and passenger distribution systems, a high pressure (1800 psi 38 cubic feet) storage cylinder, a direct reading gage, a shut-off valve and pressure regulator assembly, an overboard discharge indicator, an oxygen aneroid switch, a manual aneroid bypass valve, an oxygen solenoid valve, and a manual passenger oxygen valve. The oxygen storage cylinder is located in the RH side of the nose compartment or the tail dorsal fin. Be sure to refer to the temperature chart during servicing operations to insure proper cylinder charge pressure. The shut-off and regulator valve form an integral part of the oxygen cyclinder and regulate the oxygen pressure at 60 to 80 psi for the crew and passenger distribution systems. A burst disc relief valve on the regulator is designed to relieve at 2700 to 3000 psi. A direct reading oxygen pressure gage mounted in the upper portion of the co-pilot's panel is used to monitor oxygen cylinder pressure. Oxygen flow to the passengers can be initiated automatically through the aneroid solenoid valve, electrically controlled by the aneroid switch. The aneroid switch is installed on the LH side behind the pilot's instrument panel and operates at 14,000 (4750) feet. (Oe - Learjet 24/25 Reference Handbook Develoned for TraininaLUGHTS : Sem ‘Tip Tank Nose Cone | Stren rue | | ease a = eo ~ aR bea wna 4 ed Boo ur ow Recognition Light Electrical Control Schematic OPTIONAL (25-090 AND SUBSEQUENT) Learjet 24/25 Reference Handbook * Developed for TrainingLIGHTS -Eum- _AMMRTONNGROUND SCHOOL Recognition Lights The recognition light is a 250-watt lamp located in the RH wing tip nose cap. The light is controlled by a switch on-the switch panel and a control relay in the tailcone equipment section. The light is optional on 24-258 and subsequent and 25-090 and subsequent. On 24-272 and subsequent and 25-138 and subsequent the lamp is a 600-watt lamp and is powered through a 30 ampere current limiter instead of a 20 ampere current limiter. ae Learjet 24/25 Reference Handbook Developed for TrainingLIGHTS EFFECTIVITY: ALL~25 Strobe Light Power Supply Installation pas psy many The J iL ee _ | i | trv ("Ths vend tee | \ BS Pe = => | weft —— 8 Te 1 184 Lu z ieee lie mE ge Boe ee oh ame | | L Sa Pace | Strobe Light Electrical Control Schematic Learjet 24/25 Reference Handbook Developed for TrainingLIGHTS ~ Atroraft 24-260 and Subsequent ‘Strobe Light Power Supply And Emergency Battery Installation Learjet 24/25 Reference Handbook Developed for TrainingLIGHTS Anti-Collision Light Installation TYPICAL — BEACON LiGHTS Pas n. warn aus 575 02S aL ‘CBSE (24-50-01) fi ee 7} Loe Anti-Collision Light Electrical Control Schematic Learjet 24/25 Reference Handbook Developed for TrainingLIGHTS Sao Ewm 20008 ‘RARTONGROUND: Anti-Collision Lights A dual bulb anti-collision light assembly is mounted on top of the vertical stabilizer and on the bottom of the fuselage. The bulbs oscillate approximately 180° at 45 cycles per minute. The beam is concentrated by an integral lens in the bulb that produces an illusion of 90 flashes per minute due to the oscillations. Strobe Lights The strobe light system consists of three power supply modules, a timing circuit module, three strobe light assemblies, a strobe light switch, and a circuit break The strobe lights are mounted in the navigation light assembly but can be operated independently of the navigation lights. The power supplies receive 28 VDC from the circuit breaker through the switch and increase this voltage to approximately 450 VDC to operate each strobe light. The timing circuit provides a pulse of approximately 50 times a minute to each power supply. The power supplies are in the tail section between Frame 27 and 28 on 24 models and between Frame 28 and 29 on 25 models. eae Learjet 24/25 Reference Handbook Developed for TrainingLIGHTS -Eum- matarerone 3700. eee eee Kav tacusar 1 con [— or or =~ [arreuer | Ef eee REF FLIGHT DIR. W/0 AVIONICS PACKAGE RWAVLT, 2OVDE $7.5 L. MAIN BUS B65 (24-50-01) [D> Ettective A/C 25-084 and Subsequent Navigation Lights Electrical Control Schematic Learjet 24/25 ference Handbook Developed for TrainingLIGHTS “eum Landing and Taxi Light Electrical Control Schematic Learjet 24/25 Reference Handbook Developed for TrainingLIGHTS Nena” EWM: |ANKTON GROUND'SCHOOL. Srobe Light ‘Navigation Light ‘TIP TANK INSTALLATION (TYPICAL) ————_—_—_—_—<—<—<—<_—_—<— Navigation Light Installation Learjet 24/25 Reference Handbook Developed for Trainingae Sein AARTIONGROUND SCHOOL Landing and Taxi Light Installation Learjet 24725 Reference Handbook Develaped for TrainingUGHTS Tip Tank Nose Cone ‘Atreraft 24-258 and Subsequent RECOGNITION LIGHT INSTALLATION AIRCRAFT. PED WITH STROBE LIGHT ANTI-COLLISION LIGHT INSTALLATION AFT VERTICAL STABILIZER NAVIGATION AND STROBE LIGHT INSTALLATION, Exterior Lighting Installation 24/25 Reference Handbook - Developed for TrainingLIGHTS -eum- AARTON GROUND SCHOOL EXTERIOR LIGHTING General The aircraft exterior lighting system consists of combination landing and taxi lights, navigation lights, anti-collision lights, a recognition light, strobe lights, and an optional wing inspection light. Landing and Taxi Lights A 450-watt landing and taxi light is installed on each main gear strut. The light is controlled by its respective LDG/TAXI LT switch on the switch panel. The lights also utilize the main gear down~and-lock switch in the actuator. The lights will be inoperative when the main gear is not down-and~locked. Navigation Lights The navigation lights are located on the outboard side of each tip tank and in the aft bullet fairing. The lights are controlled by the NAV LT switch on the switch panel. Do not . leave the navigation lights on for extended periods of time while the aircraft is in the hangar as the tail navigation light lens may overheat and distort due to insufficient cooling. eee Learjet 24/25 Reference Handbook Developed for TrainingLIGHTS SEum- ANRTONGROUNDSCHOOL Emergency Light ‘Structure (Upper Cabin Door or RH Side Fuselage) Figure 7-8A Emergency Ice Inspection and Emergency Exit Light installation Emergency Power Supply Installation ‘Learjet 24/25 Reference Handbook Developed for TrainingLIGHTS Ewm /AAKTON GROUND SHO, Emergency Exit and Wing Inspection Light Electrical Schematic Learjet 24/25 Reference Handbook Developed for TrainingLIGHTS Seum AIARTONGROUNDSCHOO. |ABIN LIGHTING (33-20-01 | Depressurization Lighting Electrical Control Schematic 25-090, "25-094 AND SUBSEQUENT 24/25 Reference HandbookLIGHTS on ae VAL P2e9 AREROD 4 SEteo — ‘SwircH ‘CBs! Lee. — ns Tureen cexren raver LigHTs ; ' hot i 1 0s38 bt 1 capin 1 Z " I = ! yr 1 ! | 73k. 1 1 aes i hi! i oF [HETERESHDS —-AenenyUensetn ! | nl Depmessunzarion OT Vena ae OX | | ee | Coreen TT SOLENOID ! Aircraft 24-255 and Subsequent and Aircraft Modified by AAK73-6 Oxygen System Control Schematic Learjet 24/25 Reference Handbook Developed for TrainingLIGHTS Newm” m Emergency Lighting On aircraft 24-255 and subsequent and 25-090, 25-094 and subsequent, emergency cabin lighting is provided by utilizing the upper center panel lights and the oxygen aneroid switch. At 14,000 (#750) feet cabin altitude, the aneroid switch will complete a circuit to the de-pressurization control relay. with the relay energized the upper center panel lights will come on. The relay and circuit board are located on the LH side of Frame 9. The aneroid is located forward of the pilot's instrument panel. an optional emergency exit and wing inspection light system may be installed. The system consists of two power supplies with two sealed nickel-cadmium batteries and a control circuit. The wing inspection light is installed on the RH side of the aircraft forward of the emergency exit window. The emergency exit light is installed in the upper cabin door. The cold cathode lights on the RH side of the upper center panel and the optional forward LH and RH upper center panel lights are powered by the emergency battery. Ts01-11 Learjet 24/25 Reference Handbook Developed for TrainingLIGHTS wo Ewm ‘idarmaaaasoat Passenger Compartment Lights The passenger compartment lighting consists of individual lighting, general cabin lighting, entry lighting, and No Smoking/Fasten Seat Belt lighting. Individual passenger lights are operated by a switch adjacent to each light in the close out panel between the upper center panel and the windows. The lights are powered by 28 VDC through the ENTRY LT circuit breaker. The cabin entry lights consist of a light in the LH service cabinet, the upper center panel lights, and the baggage compartment. ALL the entry lights are powered by 28 VDC through the ENTRY LT circuit breaker, except for the aft upper center panel light which is powered through the CABIN LT circuit breaker. The No Smoking/Fasten Seat Belt light is located in the LH service cabinet. On aircraft 24-265 and subsequent and 25-108 and@ subsequent the light is in the forward part of the upper center panel. The CABIN LT circuit breaker supplies power to the light through a switch on the pedestal switch panel. The switch also provides power to the tone generator that operates from 26 vac, Ts01-11 Learjet 24/25 Reference Handbook Developed for TrainingLIGHTS Seum- AARTONGROUND SCHOOL Nose Wheel Box (LH Side) Light Dimmer Assembly Installation Learjet 24/25 Reference Handbook Develaped for TrainingLIGHTS eae eum” [AAKTONGROUNDSCHOOL, Flood Lights The pilot's and co-pilot's flood lights are controlled by individual rheostat-type switches on the left and right side of the cockpit immediately aft of the subpanels. Power is 28 VDC from the INSTR LT circuit breakers through the rheostats and through transistors Q3 and Q4 located in the nose section. Instrument Panel Lights The instrument panels are provided lighting from 5 VDC light dimmers in the nose section. Power to the dimmers is 28 VDC from the INSTR LT circuit breaker through a rheostat-type switch. The pilot's and center instrument panel lights are controlled by rheostats on the pilot's side panel and the co-pilot's panel lights are controlled by a rheostat on the co-pilot's side panel. The panel lighting consists of post lights, eyebrow lights, and internal lights in various avionics components. The co-pilot's light dimmer is’ located on the right side of the nose wheel box aft of Frame 2. ‘The pilot's light dimmer is located on the left side aft of Frame 3. ‘The center panel and pedestal light dimmer is on the right side aft of Frame 3. tie Learjet 24/25 Reference Handbook Developed for Trainingnae Seu” Ewm Teun Flood Light Electrical Control Schematic Instrument Panel Lighting Electrical Control Schematic Learjet 24/25 Reference Handbook Developed for TrainingSein 33-12-00 33-13-00 Map Light Electrical Control SchematicLIGHTS Sum RIRTONGROUND SCHOOL LOCATION PART NUMBER/VENDOR EXTERIOR, GLARESHIELD ‘FIRE IGE, ‘ARMED 327G.E, SHUTOFF VALVE 62 SHELLY INSTRUMENT PANEL FLOOD S13 GE. ICE DETECTOR, 2 SHELLY READOUT PANEL LIGHTS 3GE. SWITCH PANEL LANDING GEAR - UNSAFE @ SHELLY LANDING GEAR - LOCKED DOWN @ SHELLY ‘SR IGNITION & SHELLY PILOT PANEL - ANTI-SKID GEN. 62 SHELLY 62 SHELLY 62 SHELLY 62 SHELLY 2 SHELLY 62 SHELLY NIGE. 1495 GE. 305 ar 307 G.E. 1495 GE. 15 GE. 328 (SV), $27 (28V) G.E. BAGGAGE ‘05 cB. NO SMOKING AND FASTEN SEAT BELT 305 G.E. or 62 SHELLY OVERHEAD CENTER PANEL SOTG.E, EXTERIOR afT BULLET LOWER ANTI-COLLISION BEACON LANDING LIGET NAVIGATION TAIL LIGHT NAVIGATION LIGHT WING TIP UPPER ANTI-COLLISION BEACON 24 GRIMES RECOGNITION LIGHT OF INSTALLED) 4552 G.E. or Q4859 G.E. ‘Replacement with equivalent light bulbs 15 approved as long as voltage and amperage rating is the same. Learjet 24/25 Reference Handbook Developed for TrainingLIGHTS ‘eum LIGHTING SYSTEM GENERAL The lighting system is divided into four major systems: Flight compartment lights, passenger compartment lights, exterior lights, and emergency lights. Flight compartment lights consist of instrument panel lights, flood lights, and map lights. Passenger compartment lights consist of general lighting in the upper center panel and individual lights throughout the cabin. The exterior lighting consists of landing and taxi lights, navigation lights, anti-collision lights, strobe lights, recognition light, and an optional wing inspection light. INTERIOR LIGHTS Map Lights A map reading light is on the LEFT side panel for the pilot and the RIGHT side panel for the co-pilot. The lights are controlled through a rheostat-type switch. adjacent to the light. The lights are powered by 28 VDC through their respective INSTR LT circuit breaker. The map lights are also used to illuminate the circuit breaker panels. Ts01-11 ———— Learjet 24/25 Reference Handbook Developed for TrainingLIGHTSCHAPTER 33, LIGHTSa Aireraft 24-315 and Subsequent 25-189, 25-190, 25-192 and Subsequent Engine Fire Detection & Extingui Engine Fire Extinguisher Electrical Control Schamatic Learjet 24/25 Reference HandbookEwm AARTONGROUND SCHOOL, Engine Fire Detection & Extingui: Atreraft 24-230 thru 24-314 25-061, 25-070 thru 25-188 and 25-191 Engine Fire Extinguisher Electrical Control Schematic Learjet 24/25 Reference HandbookEngine Fire Detection & Extingui ES Sting Fire Extinguisher Container Installation Learjet 24/25 Reference HandbookSeum- ARTONGROUNO SCHOCL Engine Fire Detection & Extinguis Engine Fire Extinguisher System Schematic leariet 24/25 Reference HandbookEngine Fire Detection & Extingui —_—————— ee Armed Switch Installation Leariet 24/25 Refarance HandbookEngine Fi Detection & Extingui: Seum- AATONGROUNDSCHOOL & yellow manual discharge indicator and a red thermal discharge indicator are located on the left side of the fuselage. The thermal discharge valve, one in each container, will relieve bottle pressure when temperature reaches i02.8°C (217°F). -1l 7502 Teorjet 24/25 Reference Handbook Developed for TrainingFire Detection & Extingui aoe y AraTONGROUND SCHOOL FIRE EXTINGUISHING An engine fire extinguishing system provides fire extinguishing capabilities for each engine nacelle. The system consists of two containers, two check valves, two discharge indicators and switches. The two fire extinguisher containers in the tailcone equipment section contain CF,BR (monobromoTriFluromethane) extinguishing agent charged to 600 PSI. The agent is noncorrosive and will not xequire any special cleaning of the engine or nacelle if used. The ‘containers provide the aircraft with a two-shot system and are plumbed to each engine. The containers will fully discharge in 1 to 2 seconds. The charge pressure can be monitored by a Pressure gage on the container, The two-way check valves will prevent the charge from entering the second container. Depressing the FIRE SWITCH will close the engine fuel and hydraulic shutoff valve, power the two ARMED switches adjacent to the FIRE SWITCH, and the shutoff valve indicator light. When the ARMED SWITCH is depressed, 28VDC will be applied to the cartridge in the container and, the ARMED light will go out. Depressing the other ARMED switch will fire the remaining container. TSs01-11 Learjet 24/25 Reference Handbook Developed for Trainingpreter oe eee — Engine Fire Detection & Extingui: with McGraw Edison Fire Detect Syatem Alrerstt Engine Fire Detection System Electrical Control Schematic Leariet 24/25 Reference HandbookEngine Fire Detection & Extingui - EWM —_ AACENGROUN SCHOO. p> Aircraft 25-070 thru 25-080 use pin MM in Meu of d reratt Equipped with Walter Kidde Fire Detect System Engine Fire Detection System Electrical Control Schematic Learjet 24725 Reference HandbookSewn Engine Fire Detection & Extingui: ‘Fire Switch Installation Leariet 24/25 Reference Handboo!Engine Fire Detection & Extingui Ny v7 —— eet Ewm AB ! Ny. B A ¢c ‘Upper Nacelle Element D onnector Joint Brackat h/ Upper Element D Ait Element Aireratt Wiring —_—— —¢ ——- wirtng ‘Hinge Clamp ‘Att Element Comector Joint Bracket —<—<$—<—$—. B§ Fire Detection Sensing Element Installation QD Fire Detection Control Unit Fire Detection Control Unit ‘RH ELECTRICAL EQUIPMENT TRAY WLELECTRICAL EQUIPMENT TRAY. Engine Fire Detection Control Unit Installation Learjet 24725 Reference HandbookEngine ire Detection & Extingui XN 7 eee EWM [ANATION GROUND: FIRE PROTECTION GENERAL There are two types of fire protection on the aircraft. The fire protection consists of a detection and an extinguishing system. FIRE DETECTION The fire detection is accomplished by two sensing elements in each engine area, two control units, and two warning lights. The control units, on the RH and LH electrical equipment tray in the tailcone, monitors the resistance of the sensing elements. If sensing element resistance drops below 350 ohms, the control unit will energize the FIRE warning light. As temperature increas the resistance of the sensing element decreases. A temperature of approximately 510°F in the rear nacelle area, or 480°F in the forward nacelle area, will be sufficient to cause the element resistance DECREASE to below 350 ohms. The circuit can be tested with a test switch on the pedestal switch panel. The test switch provides a resistance to ground for the sensing elements, simulating an engine fire and turning on the FIRE warning light. Use extreme care when working with the sensing elements to insure that you don't twist, kink or dent the element. The element must fit properly in the attaching clamps to prevent uneven pressure on the element. TsO1-11 Learjet 24/25 Reference Handbook Developed for TrainingFIRE PROTECTIONCHAPTER 26 FIRE PROTECTIONNenn” Fuel EwmM | ANBTONGROUNDSCHOOL Ey ena ae yw Awing - aioe 60 eo. 7 nie z. = =. oe row a ae eas a a ‘This Engraving is on Pedestal ‘This Engraving is on Pedestal of 250 Airco Widowt Recognition of 250 Ascrit Wits Recognition Lpht or Poel setacon ; ‘gue fs rus, Loma twwe BB we Awa ha ™ w ms we 4 rm eS @ Tals Engraving c on Pedestal Ths Engraving (son Paietal of 25D Alrcrait With Recognition ‘of 25D Alreraft With Recognition ‘Light and Fuel Jettison ‘Light 5s s La vine oy Ey wz : a ch 37 me Ey ‘This Engraving is on Pedestal of 25D Aircraft With LH and RH Recognition Lights tymwa Lyng a a ae a amet = ‘ Ld w ame ora ‘This Engraving is on Pedestal This Engraving is on Pedestal of 25F Aircraft With Recognition of 25F Aircraft With Recognition Light and Fuel Jeteon ‘ugh Flight Compartment Placaris, Learjet 24/25 Reference Handbook__ Fuel ANATONGROUND SCHOOL saqord Tory Oy) 30 Noy U} pares) 8} JOND NED oy MEANS eqosd [ory & “yerosIy Aye LOSE. Fuel Quantity Indicating Electrical Schematic learjet 24/25 Reference Handbook Developed for Training‘eum Fuel one S200. 58 as 1308 7 ING w ‘z w a 1s ton Se = : = & This Engraving is on Pedestal of 25B Aircraft With Recognition Light ng il ‘WING 2 am = = A & ‘This Engraving is on Pedestal of 255 Aircratt With Recognition ‘Light and Fuel Jettison te 5 cme 8 twa 1300 AvaNG ne AWS 1180 Seer B 2 a sox mm a = 7 ‘This Engraving Is on Pedestal ‘This Engraving is on Pedestal ‘of 25C Alreraft With Fuel of 25C Alrcraft With Recognition dettison Light and Fuel Jettison Flight Compartment Placards 24/25 Reference Handbook Developed for TrainingLower Fitting Detail A (Aircraft 25-061, -070 thru -154) ‘Cover (Atreraft 25-156 and Subsequent aeSafety wire receptacle 8 Refer to 28-12-00 for seal application) mounting muts to retain torme. Detail B Detail C Fuel Probe Installation Learjet 24/25 Reference Handbook Developed for TrainingNenm” Fuel EwmM ANKTION GROUND SCHOOL Fuel Indicating system A capacitance-type fuel quantity indicating system is used in the aircraft. The system consists of an indicator and selector switch on the fuel control panel and seven tank unit probes. There is a probe in each tip tank, two in each wing, and one in the fuselage. The 248 Model has a fuselage probe. substitution capacitor installed in lieu of the probe. Capacitance of the fuel probes provide a continuous signal to the fuel quantity indicator. ‘The fuel is the variable dielectric factor of the capacitor. The probes receive power from the secondary winding of a power transformer in the fuel quantity indicator. A FULL and EMPTY adjustment screw is located on the back of the indicator for calibrating the fuel quantity system. The aircraft must be defueled before the fuel quantity system can be calibrated. The selector switch permits reading of each tank quantity separately as well as the total quantity of the system. The indicator dial reads in pounds of fuel. A temperature compensator probe, on the LH inboard fuel probe panel, will make corrections to density variations caused by temperature changes. The most common causes of fuel quantity indicating errors are defective connectors where the wires are loose, broken, or shorted, Shorting or opening the shielding will also result in errors, The shielding is to be grounded through the indicator only. Ts01-11 Learjet 24/25 Reference Handbook Develoned for TrainingFuel Fuel Vent System Schematic 25C/F AIRCRAFT Learjet 24/25 Reference Handbook Developed for TrainingFuel “eum _ARATION GROUND SCHOOL 24E Aircraft Fuel Vent System Schematic Tearjet 24/25 Reference Handbook Developed for Training_ANATONGROUND SCHOCL Replacement Flapper Rubber Tip: Fuel Vent v: Learjet 24/25 Reference Handbook Developed for TrainingANATON GROUND SCHOOL, Vacuum Relief Valve Pressure Relief Valves oe Fuel Vent System installation Learjet 24/25 Reference Handbook Developed for TrainingFuel Valve (28-14-01) Fuel Vent System Installation Learjet 24/25 Reference Handbook Developed for TrainingFuel Srrmmngeg yorED POLDOES woTeKs pend Ieee " rocco Learjet 24/25 Reference Handbook Developed for TraininasLavuouly 4/os7 onimmayas JOINED [ROFIIIOIT IL PUB MoyBEOSD Fuel it i | ! FH 4 pee I i I i Vet etl lay ? om iy [= _ ag ee eB enn ANATONGROUND SCHOOL Learjet 24/25 Reference Handbook Developed for Training|AIATION GROUND SCHOOL, 25C/F AIRCRAFT Fuel Fuel System Schematic Figure 6 Learjet 24/25 Reference Handbook D, for _Icainiag. SSE Low PRESSURE REL ror wwe EP PRESSURE RELIEF LYE ER OH PRESSURE PEL Eieurencne Quen car -w mess sures @ riom swmen {OP erreur Cloecx wwe ffreoostrowe -e-eLecTAKAFuei oe a= eu pom am NED muse BEE a sis voums.ser © vous: sunsssud ee aemsatanssze CE eu pass nme anna I wu Tey ae Learjet 24/25 Reference Handbook Developed for Trainingi 3 & a] 3 eum Fuel wiet 24725 Reference Handbook Developed for Training ‘EZ LOW PRESSURE FUEL ABR st pur si ave BOS neve cme esse FEL © | 00 sures =~ eS (BD PRCSORE RELEF VALVE wm PRESSURE SITCH -— @ecTmIEN. GF 00st poureum it Filter Head) Filter Element & Secondary Bypasa Valve Assembly Gasket (Epoxy .. —o tp Primary Bypass Valve) ‘Primary Bypass Valve Clamp WARNING: DO NOT ATTEMPT TO CLEAN PAPER FILTER ELEMENT. PAPER FILTER ELEMENTS MUST BE REMOVED, DIS- CARDED AND NEW ONES IN- STALLED. ‘T-Bolt (Torque 45 to 50 Inch~Pounds) ‘Filter Bowl Fuel Filter Assembly Learjet 24/25 Reference HandbookANRTON GROUND SCHOOL assembly, will illuminate the FUEL FILTER caution light when a pressure differential of 1.25 (+.25) PSID on Dynamid Filters P/N 101194, or 0,95 to 1,30 PSID on Purolator Filter P/N 7577295 occurs. The caution light indicates a clogged filter element. TSOl~11 Learjet 24/25 Developed for TrainingNewm” Fuel ‘ANATIN GROUND SCHOOL Puselage Fuel Tank Float Switch The fuselage float switch, when actuated (full fuselage), will close transfer valve, crossflow valve, turn off both standby pumps, and turn on the green fuselage FULL Light on 24 D/P and 25 B/D Model aircraft. On 25 C/F the float switch will close both fuselage transfer valves, in addition to the above. High Pressure Relief Valve A high pressure relief valve is incorporated in each fuel distribution system main fuel lines adjacent to the fuel shutoff valves. The valves will relieve pressure buildup caused by thermal expansion of trapped fuel when the engine is shut down. The valve opens at 75 psi and vents fuel overboard. Airframe Fuel Filters A low pressure, mesh screen type or paper type, fuel filter is installed in each main fuel line. The paper element consists of a single filter element and will bypass at 2.25 PSID. The metal element consists of a dual filter element with primary and secondary bypass valves designed to open at 1.25 and 2.25 PSID, respectively. A switch, incorporated in the head of the filter peoa= tS Learjet 24/25 Reference Handbook Developed for TrainingADATON GROUND SCHOOL Fuselage Tank Low Pressure Switch The fuselage low pressure will turn on the white light on the fuel control panel and alert the pilot that the fuselage fuel is depleted. The switch can be reached by gaining access through the center access cover, aft of the right wheel well just forward of Frame 22. ‘The switch closes and turns on the fuselage tank white EMPTY light when the pressure drops below 2.75 psi. The switch will reopen at 3.75 psi. Wing Fuel Pressure Switch A wing fuel pressure switch is installed to prevent overpressurization of the wing during transfer of fuselage fuel to the wings. ‘The switch is on the keel beam in the RH wheel well and is plumbed into the inboard access cover on wing spar 5. The switch senses pressure in the RH wing during fuselage fuel transfer and de~energizes the fuselage boost pump when pressure reaches 5 psi. When pressure drops down below 2.5 psi, the pump will be energized again. TsO0l-11 Learjet 24/25 Reference Handbook Developed for TraininaFuel EWM mec ESOL a] Eras i 24D/F Aircraft Fuel Pressure System Contro! Schematic Learjet 24/25 Reference HandbookNE Ww m” Fuel [AAATON GROUND SCHOOL ‘Fuel Pressure Switch a O-Ring. eae Fuel sipply Line a 4 WARNING 5 Es CONTROL 7 a foe 5 LFUEL PRESS =a —— LENG Low 7 Wl WHE ie ae . 25 psi and reopens at 1.0 psi. aya 3 I =r 4 | « ; nENG Low Peat | ce TT ypruet ness | an 2. TE Engine Fuel Pressure Warning Light Electrical Control Schematic Learjet 24/25 Reference HandbookNene” Fuel EWM ‘ANRTONGROUND SCHOOL Overboard Drain Line L. motive Flow valve— Enclosure Box Assembly 25-320 and Subsequent and Prior Aircraft Modified per AMK 80-7, “Installation of Motive Flow Valve Shrouds and Drain Lines'" Motive Flow Valve Installation Learjet 24/25 Reference HandbookXx y 7 Fuel Ewm ——— ANATONGAOUND SCHOOL, RH Motive Flow Valve / Pressure Switch (Ref) Pressure Relief Valve (Ref) Motive Flow Line (From Engine) Fuel Line eee RH Fuel Shutoff Valve (Ref) Motive Flow Line {to Distribution System) 25-061, 25-070 thru 25-319 Not Modified per AMK 80-7, " tion of Motive Flow Valve Shrouds and Lines" Motive Flow Valve Installation Learjet 24/25 Reference HandbookNeen” Fuel EWM BS Spee ceeceeeeepeeeeeceRceeRCeECEECEECEEEE ANATONGROUND SCHOOL Electrical Conduit (Ref) “7 Fuel Jettison System Installation [| Fuel Jettison Electrical Control Schematic OPTIONAL Learjet 24/25 Reference HandbookX EW m 7 Fuel {BRATION GROUND SCHOOL, Tip Tank Fuel Dump Valves These are optional valves on 25 B/C models and are 28 voc motor operated valves. The valves provide a means of dumping tip tank fuel in case of an emergency, The valves are operated by a single Fuel Jettison Switch on the fuel control panel. when the switch is placed to the ON position, both valves will open and AMBER lights will come on to indicate the valves are open. PRESSURE SWITCHES Engine Low Fuel Pressure Switches On 24 D/E/F Models, the engine low fuel pressure switches are Plumbed between the fuel filters and the fuel shutoff valves. The low fuel pressure switches on 25 B/C/D/F Models are plumbed between the shutoff valves and the engine-driven fuel pumps. The function of the pressure switch is to sense pressure in the main fuel line and complete a circuit to the LH or RE red FUED PRESSURE light. The pressure switch will close at .25 psi and open when the pressure increases greater than 1.0 psi. TSO1-11 7 Learjet 24/25 Reference Handbook Develaved for TrainingFuel aah iia uf ! ra | wen [asa ; apEMEYOS JorIUOD TROFAVOITT aareA FoIys Ayddng yeny THe Tene "| 7a ete Learjet 24/25 Reference Handbook Developed for TrainingN y Fuel ewm = ABRTONGPOUND'SGHOL, VALVES, PRESSURE SWITCHES, AND FILTERS Main Fuel Shutoff Valves (Firewall) The fuel shutoff valves are used to shut off the supply of fuel to each engine. They are a two-position {open-closed) ball and seat type valve. The valves are controlled by the red FIRE light button on the glareshield. To close the valve, raise the plastic guard and push on the FIRE light. A little, red, pinhead light adjacent to the FIRE light will indicate the position of the valve. The light is “Hot-wired" to the battery and will illuminate when the valve is closed. To re-open the firewall shutoff valve and turn off the pinhead light, depress the FIRE light again. NOTE: When the fuel firewall shutoff valves are closed, the fire extinguishers are ARMED; do not accidently fire them. Fuselage FILL/XFER Valve A 28 VDC motor operated valve is installed between the fuselage tank boost pump and the crossflow manifold to provide a means of filling or emptying the fuselage tank. On 25 C/F Models an additional fuselage tank valve is installed to provide a means of gravity flowing fuel from the fuselage tank to the wings to save fuselage boost pump time. TSs01-11 — Learjet 24/25 Reference Handbook Developed for TrainingFuel AAKTENGROUND SCHOOL (yeoqdhy) uOPETTEISUT Gaye, ,o7NYS Atddng yong Hoy sIddng pont Learjet 24/25 Reference Handbook Developed far TrainingFuel ANATONGROUND SCHOOL, Jeued TorqoD yang wostnar [ang ue yYar] woyyuso9sy at Wi Bway 4/OGz wee. a ma wosTHer Ted fa IM WesITy A/S “es ont quay] uopyusosed WM Wes.ITy T/92 wists ae on Learjet 24/25 Reference Handbook Developed for TraininaFuel ARTON GROUND SCHOOL, yaued TorWOD Tend — yyerorty G/as% uostyer Ten pur 7yS7T woqyUsOIeN UWI BRrosTy C/ase uostHer 1am Wi BesIIATy G/aSs qUayT uopFUsoIeH UA BRITT C/ASZ Learjet 24/25 Reference Handbook Developed for TrainingBeRIITY Abe Fuel ee Bera A/Ahe {SPT UoRTUoeY WIM peddinby yesosty a7 @ ‘ast geet, 7 ae a7 ‘oon ‘opi GNIM Uoyg BHI 7 ‘snd en Learjet 24/25 Reference Handbook Developed for TrdininaFuel ————_—$_—————— Pressure Bulkhead (Ref) Sealant Aircraft 25-160 and Subsequent Aircraft 25-070 thru 25-159 ok Atreraft 25-072 thru 25-159 2% Aircraft 25-070 thru 25-071 Qatroratt 25-160 and subsoquers Float Switch Installation Learjet 24/25 Reference Handbook Developed for TrainingRH Forward —_ \ | Fuel Bladder A, i LH Forward —/ Fuel Bladder Forward Cell. < Access omer see Interconnect. - Fitting a ‘Bladder ‘Drain Tube > Alreraft 25-072 thru 25-159 st a#-Asroraft 25-070 thru 25-071 Connector @Atroraft 25-160 and Subsequent Detail A Fuselage Fuel Tank Bladder Installation 25C/F AIRCRAFT Learjet 24/25 Reference Handbook Develoned far TrainineNE Ww m-” Fuel AARON GROUND SCHOOL, FUSELAGE FUEL TANK The fuselage tank, on 24D/F and 25 B/D models, consists of two bladder-type cells located in-the cavity between Frame 22 and 24 on 24 D/F models and Frame 22 and 25 on 25 B/D models. The fuselage tank consists of a fuel transfer pump, float switch, fuel probe, and drain valve. A vent float valve is on 24 D/F and 25 B/D models, and a vacuum relief valve on 24 D-234, 238 and subsequent, and 25 B/D models. The two cells are connected together to form one tank by a crossover tube and three interconnect tubes. The cavity incorporates two drain ports in the aft end area of the cavity connected to individual drain lines. on 25 C/F Models, the fuselage tank consists of four bladder-type cells. The tank is between Frames 18 and 25. Each of the four cells is interconnected to form one tank. There are four cavity drain ports, with the two in the forward cavity connected to a common drain, and the two in the aft cavity connected to individual drain lines. NOTE: The 24E Model aircraft does not incorporate a fuselage tank. Ts01-11 Learjet 24/25 Reference Handbook Developed for TrainingApply Sealant these Areas Wing Float Switch Installation Learjet 24725 Ri Developed for Trai nce Handbook 1gFuel ‘Rib 0. 0 (Ref) Crossflow Valve O-Ring Replacement Learjet 24/25 Reference Handbook Developed for TrainingADKTON GROUND SCHOOL Note: For lubrication and torque LH Engine Motive value of couplings, refer Flow Line to 20-31-00. : Wing Fuel Plumbing Installation Learjet 24/25 Reference Handbook Developed for. TrainingFuel iH a aa Tans WngSUsIOM ESSE anaty LHSE wen uous Se wou nnd 1s008 A) sama v0309 [J mu cana anssaed non ZG anne kat AOE voums sw @ sous ansssu am saa aresan EE ‘300ud o Lavuoury a/asz ayeuayDs waysds tony Learjet 24/25 Reference Handbook Developed for Training -Fuel Sein? = —_____*# *Before installing aft attachment bolt, check for gap between aft tip tank fitting and wing fitting. If gap exists, add AN360-716 or AN960-716L washer between tip tank fitting and wing fitting. **On Aircraft 25-346 and Subsequent, apply a fillet of Coast ProSeal 890 around plate, tubes, and bolt heads after ejector jet pump fuel line connections are complete. ‘Wing Rib: Motive Flow pais ‘Forward Attachment Bolt sl Discharge fe a Bolt (Torque to 10 inch - pounds) Cipiaial Valve INSTALLATION IS TYPICAL FOR BOTH TIP TANKS. Tip Tank Installation Learjet 24/25 Reference Handbook Developed for Trainingeum” Fon AIATON GROUND SCHOOL WING TANKS The wing tanks comprise a large portion of each wing. The tank extends from the centerline outboard to wing station 181.10, and from forward wing spar No. 1 to wing spar No. 7. Each wing is comprised of one electric-driven boost pump (standby), one jet pump, one low-level float switch, and two fuel quantity probes. A crossflow valve connects the two wings together for fuel transfer between wings. The applicable float switch will turn on the LOW FUEL indicator light when the wing tank fuel level reaches approximately 400 to 500 pounds. Flapper-type check valves allow the free flow fuel inboard but restrict outboard flow. The flapper valves are located in the wing ribs, ‘Two pressure relief valves are incorporated at wing rib 0.0. The valves are set a 1.0 psi and allow fuel flow in opposite directions to prevent wing tank overpressurization during fuel crossflow operations. To protect against fuselage transfer, a 5.0 psi pressure switch is installed in the RH wheel well, This pressure switch will de-energize the fuselage pump should an overpressurization condition occur. The wings are vented to the tip tanks and the tip tanks are vented overboard through the ram air fuel vent system. ‘The fuel ‘probes are mounted on removable access panels. Compartment-to-compar=ment vents are also provided in the wing spars to vent each compartment to each other. A sump drain valve and defuei valve are installed on each inboard fuel probe access panel. Tso1-11 Learjet 24/25 Reference Handbook Developed for TrainingNena” Fuel Ewm ABATIONGROUND SCHOOL Fuller Cap ~_ nS Detail A Detail B Access Cover Gap 25-206 and Subsequent and Eariler Aircraft Equipped with Reduced Approach Speed System ——————— Tip Tank Installation Learjet 24/25 Developed for Trainingeum” Fuel ABATONGROUND SCHOOL, Z “Vacuum Relief Valve Pressure Relief Valve 2.0 psi) Pressure Relief Valve 5 psi) ‘Tip Tank Components Locator Develoned frr TrainineyMOTE: Install vacuum relief valve with free flow arrow pointing aft. 1,0 PSI Pressure- Relief Valve Vent Tube Assembly. Bonding Jumper: Tip Tank Vacuum Relief Valve Installation Learjet 24725 Developed for Tr nce HandbookFuel -Kourled Stem a Depress for O-Ring Access Tip Tank Drain Wing, Fuselage, Fuel Filter and Crossover Drain —_ —q——_] ‘eatroraft 25-295 and Subsequent and ‘*Ground Strap. per AMK 80-14 "Installation af Tip ‘Tank Drain Valve Bonding dumper" Assembly (O-Ring Groave: O-Ring Learjet 24/25 Reference Handbook‘ANATON GROUND SCHOOL Fuel Jet Pump Schematic Jet Pump Installation (Typical) aa Flow Line Fuel Transfer Line Learjet 24/25 Reference Handbook Developed for Training‘ARATONGROUND SCHOOL PRESSURE RELIEF AND VACUUM RELIEF VALVES Two pressure relief valves are installed in each tip tank in the vacuum relief tube just forward of tank station 113. The purpose of the relief valves is to protect the tank against excessive pressure. One valve is set to operate at 1.0 psi and the other, as a backup is set at 1.5 psi. A vacuum relief valve is installed in each tip tank to open and admit air into the tank when a vacuum condition exists. NOTH: fast runmm rai vvg mn vem Rae Vara E i ig Ta nat) ‘Tip Tank Vacuum Relief Valve installation ‘Tip Tank Preasure Rellet Valve Installation VENT FLOAT VALVES There are two vent float valves in each tip tank, one in the forward and one in the aft end of the tank. The valves will close when fuel reaches the vent port to prevent fuel from entering the vent system. Ts01-11 Learjet 24/25 Reference Handbook Developed for TrainingEw m7 Fuel ‘AARTON GROUND SCHOOL DRAIN VALVES Each tip tank has a spring-loaded-to-close drain valve in the bottom forward end of the tank. An internal O-ring is used for a seal, The poppet assembly is removable on all 24 model aircraft, on 25-061 and 25-070 through 25-318. On 25-319 and subsequent the poppet assembly is not removable. A screwdriver is used to open the drain valve. ‘ Amora 25-295 and Sobeaqnent atc ‘Aaratt 25-264 tha 25-294 Moditiad Ground Sera: pet AMIE 20-14 "Tnwallation of Tip ‘Tank Deata: Valve Bonding dumper” Poppet Assembly (O-Ring Groove: ming alee Body Ramee sag ‘Tank Sen (ef Peope Aster Assan 25-061, 25-079 tre 18218 onan coors pa ‘o-ning At SO te i ional rave Boy ‘Pasay oat) fang reer: on ras at) rats Yale ‘TSO1-11 Learjet 24/25 Reference Handbook Developed for TrainingNeum7 Fuel The jet pumps operate on the venturi principal and have no moving parts. ‘The jet pump is in the bottom middle of the tip tank. The jet pump receives high pressure fuel from the engine-driven fuel pump through a motive flow valve. ‘The motive flow valve is closed during engine start and opens when the generator switch is set to the GEN position and the Jet Pump Switch is set to ON. The motive flow pressure will range from approximately 250 psi at idle speed to approximately 300 psi at high fuel flow rate. The jet pump output pressure will be from approximately 10 psi to 12 psi. ‘neachmant tt TS01-11 i Learjet 24/25 Reference Handbook Developed for TrainingNem” Fuel AARTON GROUND SCHOOL, FUEL SYSTEM GENERAL Fuel is stored in the integral wing tanks, the fuselage tanks (except 24E models, which have no fuselage tanks) and the tip tanks. Fuel transfer is accomplished by the use of centrifugal- type boost pumps and jet pumps. ‘The tanks incorporate various Pressure switches, float switches, and valves for operating and indicating purposes. A fuel vent system provides continuous ram air pressure to the tip tanks, wing tanks, and the fuselage tank while the aircraft is airborne. TIP TANKS The tip tanks are attached to each wing at two places, one forward of spar 7 and one aft of spar 1. The 25 model aircraft are equipped with an optional fuel jettison system. The jettison system will be discussed later. Each tip tank consists of a jet pump, a drain valve, two pressure relief valves, a vacuum relief valve, two vent float valves, a standpipe assembly, a fuel probe and a filler c Ts01-11 Learjet 24/25 Reference Handbook Developed for Training *FUELCHAPTER 28NE wm” Flight Controls [ANATONGROUND SCHOOL, Right Stall System Stall Warning Computer Lefe Stall. System enol aa Hut = Patch Cable SENS Switch ALT Switch full Mater Digital CAL Selector Switch Potentioueter CAL VANE LEVEL Potentionerer Calibration Flap Selector Knob Stall Warning System Cround Calibration Learjet 24/25 Reference Handbook Developed for TrainingXN ~ 7 Flight Controls EWM See AAATION GROUND SCHOOL Accelerometer ‘Frame 2 (Ref) Detail A \ Accelerometer Installation Learjet 24/25 Reference Handbook Developed for TrainingXN eEwm ~ Flight Controls RH Transducer Shown Detail A Angie-of-Attack Transducer Installation Learjet 24/25 Reference Handbook Develoved for TraininaNem” Flight Controis EWM SPSS eee te reece ANRTIONGROUND SCHOOL Detail A Control Column Shaker installation Learjet 24/25 Reference Handbook Developed for TrainingNenm Flight Controls EWM: —_— [ANATION GROUND SCHOOL, Instrument Panel (Ref) Angle-of-Atrack Indicator Do not remove. Clamp Detail A Angle-of-Attack Indicator Installation Learjet 24/25 Reference Handbook Developed for Trainingeum” . Flight Controls cee _ 7 a = ‘Stall Warsing Klectrical Coutral Schematic igure 5 WMMCIEYTTT: Atcerafe 25-337, 25-342 and Subsarasat ie mirerate SctaEEiShe ris ata ancepliae toposes _————— Learjet 24/25 Reference Handbook Developed for TraininaNeum” Flight Controls ‘RAKTON GROUND SCHOOL, Opexa*ion (25-290 through 25-336 and 25-338 through 28-341 and prior aircraft modified per AAK 79-10 or AMK 83-5.) The operation of the stall warning system is the same as previously described except that the test circuit functions differently, Setting the Test Switch to left or right activates test circuits which simulate a stall sequence. ‘The indicator needle will start a sweep from the green band toward the red line. As the needle enters the yellow band, the stall warning lights will flash and the control column shakers will actuate. At red line the pusher will pitch the column forward; then pusher force will diminish and the indicator needle will fall back toward the yellow band. on aircraft 25-337, 25-342 and subsequent, the stall system is the same, except a nudger system was added and will actuate simultaneously with the shaker. The nudger is evidenced by a pulsing of the control column forward {nose down) by the pitch servo. Pusher can be interrupted by depressing the control wheel master switch on either control wheel. TS01-11 Learjet 24725 Developed for Tr wence Handbook ingSEum Flight Controls AARTONGROUND SCHOOL MODIFICATIONS AAK 75-5 “Installation of Components for Partial Flap Extension during takeoff - 8° Flap System." AAK 76-4 "Reduced Approach Speed System." AAK 79-10 or AMK 83-5 “Installation of Wing Fences, Stall Strips, and Boundary Layer Energizers AMK 81-9 or AMK 81-7 "Horizontal Stabilizer Trim and Autopilot Improvement." AAK 82-8 or AMK 83-4 "Handling Qualities Improvement." Ts01-11 Handbook-EwWm- Flight Controls Learjet 24/25 rence Handbook Navaloned for TenininnSEum” Flight Controls Wiring Harness Flap Position Potentiometer UH Installation Shown Detail Stall Warning Flap Bias Switch Installation EFFECTIVITY: 25-206 and Subsequent and Prior Aircraft Modified per AAK 76-4 (Reduced Approach Speed System) Learjet 24/25 Reference Handbook Developed for Training‘eum Flight Controls Lemesemoech ——___Flight Controls Electrical Connector (P54) Electrical Connector. a\ (P53) Static Lines (Refer to Chapter 34) Pilot's Altitude Switch Detail A Copilot's Altitude Switch Detail B Stall Warning Altitude Switch Installation EFFECTIVITY: 25-206 and Subsequent and Prior Afeoraft Modified per AAK 76-4 (Reduced Approach Speed System) Learjet 24/25 Reference Handbook Develaned for TraininaFlight Controls Sewm- AAATONGROUND SCHOOL Vane plate is bonded to aircraft skin with EC-2216 adhesive, mid. by 3M Co. Upper travel limtes at least 0.25 inch aboved upperuost pusher activation point. * This is a representation only. Actual and relative mark loca~ tions will vary. Serew Vane Plate[> Pusher * Actuation Points Shaker 5 Actuation Points Stall Warning p> Vane Radius ‘Screw Stall Warning Ground Adjustment EFWECTIVITE: 26-206 thru 25-341, except 25-337 and earilier Aircraft equipped with AAK 76-4, “Reduced Approach Speed Systes” or AAK 79-10 or AME 83-5, “Installation of Wing Fence, Stall. Strips, sad Boundary Layer Energizera” Learjet 24/25 Developed for TrainingSem” Flight Controls ‘ARATIONGROUND SCHOOL, Operation (25-206 through 25-289 and prior aircraft modified per AAK 76-4) The angle-of-attack transducers are supplied with a .constant voltage with the output of the transducer decreasing as angle-of-attack increases. The stall warning computer receives information from the transducers, flap position switches, and altitude switches. Flap position information comes from three Switches at each flap sector. The three switches provide the computer with four different flap positions: full up, 0° to 13°, 13° to 25°, and 25° to 40°, Altitude information is fed to the computer from the altitude switches that operate at 22,500 (#750) feet. The computer sums all of the signals and gives an instantaneous measure of the aircraft's proximity to a stall. When the aircraft angle-of-attack increases to 7% above aircraft stall (pusher) speed, the computer will energize the control column shaker motor. Pusher speed must be at least 3 knots above aerodynamic stall speed. If the impending stall condition continues until speed reaches approximately one knot (seven knots with flaps up) above aircraft stall (pusher) speed, the angle-of-attack indicator will reach the red line, at which time the computer will command a nose-down attitude to the pitch servo. The amount of force applied in the nose-down direction is @0 pounds at the control column. The accelerometer limits the pusher force to approximately ig force at the control wheel. A Stall Warning Test Switch on the pedestal pitch panel will test the stall warning system only when the squat switches are in the ground mode. TSO1-11 wence HandbookFlight Controls a lL Stall Warning Electrical Control Schematic ENVECTIVITY: Aircraft with 20° Flap System only thru Speed System 25-205 not equipped with Seduced Approach Learjet 24/25 Reference Handbook Developed for TrainingFlight Controls pal lll quipped with Reduced Approach Speed System 25-205 not e Stall Warning Electrical Control Schematic SEFECTIVITY: Mrcraft with 8° Flap System thro learjet 24/25 Reference Handbook Develaned far Trainineeum” Flight Controls ‘AARTONGROUND SCHOOL * Upper travel lintt of vane: Kista of 0,25 inch above pusher. UH Vane ** The sequence of vane plate marking nay vary with different alrcraftespaii Warning Computer (Cover Removed) **% The RH indicator 1s optional equipment and may nor’ be installed on some aircraft. Uf Indieacor R24 toe east RH Vana R23 Meee Frame 2 * 0.25 Min. S23 Stall Warning Upper Bdge Rashaee Bias Box (For Pusher) —_ Bs25 Serew sees Atreraft 25-199 thru 25-205 and prior Angle-of-Aeack Aireraft modified per AAK 75-5 (Installation Vane (RH Shown) of Components for Partial Flap Exteasion Angle-of-Attack During Takeoff-8* Flap System). PUSHER, SHAKER, AND INDICATOR Atreraft Skin |_aiiusting Screw ABGLE OF ATTACK VANE INSTALLATION ‘Stall Warning System Adjustment: EFFECTIVITY: 25-061 and 25-070 thru 25-205 oot equipped with AAR 76-4, “Reduced Approach Speed System” or 4aK 79-10 or AME 83-5, “Stall Fence” —]$—$—$—— jet 24/25 Reference Handbook Developed for TrainingXx ie ? Flight Controls Ewm ANADONGROUND'SCHOOL, Operation (25-060 and 25-070 through 25-205 not modified per AAK 76-4 "Reduced Approach Speed System") The angle-of-attack transducers are supplied with a regulated voltage that is modified by the stall warning bias box. The transducer supplies a voltage to the computer that is proportional to the aircraft angle-of-attack. When the aircraft is 7% above stall speed, the stall warning computer energizes the control column shaker motor. When both angle-of-attack transducer vanes simultaneously increase to 5% above stall speed, the computer will energize the down clutch in the pitch servo to command a nose down attitude. The force applied at the control wheel is 80 pounds. In the event one vane increases 5% above a stall condition, due to wind gust or bird strike, the shaker will energize and the computer will command a nose down attitude at a force of 50 pounds. This force diminishes linearly through the normal accelerometer to maintain }g downward push at the control wheel. A continuous readout of the aircraft is accomplished by an angle-of-attack indicator. During stall pusher action, the autopilot is disconnected from the pitch servo. The stall warning system is powered from the battery bus. TS01-11 Developed for TrainingFlight Controls NATION GROUND SCHOOL, Aircraft 24-329 and Subsequent Figure 2-49, Stall Warning System Schematic Learjet 24/25 Reference Handbook Developed for TrainingXx Y 7 Flight Controls Ewm 2 ADBTONGROUNDSCHOOL Operation (24-329 and subsequent, and earlier aircraft modified with Reduced Approach Speed System) The angle-of-attack tranducers are supplied with a constant voltage. As angle-of-attack increases, the transducer output voltage decreases. The transducer signal is fed into the stall warning computer along with flap position and altitude information. Both the left and right flap position switches provide the computer with four different flap positions: Full up, 0° to 13°, 13° to 25%, and 25° to 40°. Altitude information is fed to the computer from the altitude switches which close above 22,500 feet. The computer sums all of these signals and gives an instantaneous measure of aircraft proximity to a stall. A Stall Warning Test Switch on the pedestal switch panel will test the stalls while the aircraft is on the ground only. Holding the Test Switch to RH TEST or LH TEST simulates an increasing angle-of-attack which causes the angle-of-attack indicator needle to begin a slow sweep across the green band. As the needle crosses into the yellow band, the control shaker will begin to operate and the L and R STALL warning lights begin to flash. As the needle continues.to the red line, the pusher will actuate. The pusher circuit will demand a nose down force from the pitch servo and apply an 80 pound force on the control. TS01-11 Learjet 24/25 Reference Handbook Develoved for TraininaFlight Controls yee mee AAATENGROUNDSCHOOL, ‘ | fe CEE EHEC AMreraft 24-290 thru 2-828 Equipped with Reduned Approach Soeed Svatem (AAK 76-4) Learjet 24/25 Reference Handbook Stall Warning System Schematic Developed for TrainingNewm7 = _Fiigtt_ contro ‘AARTONGROUND SCHOOL, ‘Algeratt 2-290 thru 24-228 net. Equipped with Reduced Approach Sneed System. ‘Stall Warning System Schematic Learjet 24/25 Reference Handbook Daveloned for TraininaSa Flight Controls Pe EWM ‘ANATION GROUND SCHOOL “& The sequence of vane plate mariing may vary with different airerait Stall Warning & Nose Steer- ‘9 if Installed 9 Upper travel Unit of vane Wo 0.25 (40,06 Upper Edge CONTROL COLUMN SHAKER INSTALLA’ ANGLE OF ATTACK VANE INSTALLA Atreratt 24-230 thru 24-328 not equipped with Reduced Approach Speed System. Stall Warning Comporients and CalibrationNenm7 Flight Controls EWM |RARTONGROUND SCHOOL energize the stick shaker circuit. The shaker motors then produce a low frequency, high amplitude buffet signal to the crew. When both angle-of-attack vanes simultaneously increase to 5% above stall condition, the computer energizes the down clutch in the pitch servo to command an aircraft nose down attitude The amount of force applied in the nose down direction is 80 pounds. The angle-of-attack indicators provide continuous readout of the aircraft angle-of-attack. Normal autopilot information is fed into the stall warning computer and then to the pitch servo, The stall system will disconnect the autopilot information to the pitch servo during pusher actuation. The stall warning system is powered by the battery bus. TSO1L-11 Learjet 24/25 Reference Handbook =H Developed for TrainingNenm” Flight Controls ewm AAATONGAOUND SCHOO. STALL WARNING SYSTEM GENERAL The stall warning system provides the crew with an indication of an impending stall and also commands an aircraft nose down attitude as corrective action. Depending on the type of wing used, one of three different stall systems are installed. Major components of the system include a left and right stall vane and transducer, a computer-amplifier, two stick shaker motors, two angle-of-attack indicators, a L and R STALL WARNING switch, and a L and R red STALL WARNING light. ‘The autopilot pitch servo is used in all three systems. Each of the three systems is powered directly from the hot battery bus. The stall warning computer receives information from the transducers, flap position switches, and on later models, altitude switches. The altitude information is accomplished by switches in the nose section that operate at 22,500 feet. Operation (24-230 through 24-328) The angle-of-attack transducers are supplied with a regulated voltage that is modified by the stall warning bias box. The wiper of the angle-of-attack transducer supplies a voltage to the computer-amplifier proportional to the aircraft angle-of-attack. When the aircraft angle-of-attack increases such that speed is 7% above aircraft stall speed, the stall warning computer will Ts01-11 Learjet 24/25 Reference Handbook Developed for TrainingFlight Controls SeEwm” pe ee ee ee eee Spoiler Actuator Assembly 24/25 Reference HandbookNeen” : Flight Controls Ewm Spoiler System Hydraulic Components Installation Learjet 24/25 Reference Handbook Developed for TrainingX Y 7 Flight Controls Ewm TE 3) | ie lowe | ol sone od a oo . elt qe nial Spoiler System Electrical Control Schematic Figure 1 fem orate amar neuen ESS nesrmcron Spoiler System Hydraulic System Schematic Davelanad far TrainingNenmn-7” Flight Controls EWM Sesser eee eee _ AATIGRQUND SCHOOL Spoiler system The spoiler system is electrically controlled and hydraulically operated. The system consists of a spoiler switch on the center pedestal, a solenoid-operated spoiler control valve, two restrictors, two actuators, and a (RED) spoiler warning light on the glareshield warning light panel. The spoilers are installed on the upper surface of the wing, forward of the flaps, and when hydraulically actuated, hinge up at an angle of 40° (-0° +7°). The spoiler travel arc is governed by the extension of the actuator rod end. The actuator incorporates an internal locking arrangement consisting of steel locking balls and a spring-loaded plunger, Setting the Spoiler switch to EXT directs hydraulic pressure to the actuator. Hydraulic pressure of approximately 150 psig for 6600135-1 actuators. or 225 psig for 6600135-2 actuators overrides the spring-loaded plunger, releasing the steel locking balls, allowing the actuator to extend the spoilers. Adjustable switches, adjacent to each spoiler actuator, will actuate when the spoilers are not down and locked and complete a ground for a SPOILER warning light. WARNING: SPOILERS WILL SLAM DOWN WHEN ELECTRICAL POWER IS REMOVED FROM THE AIRCRAFT WITH HYDRAULIC PRESSURE APPLIED. REMOVE HYDRAULIC POWER FIRST AND THEN REMOVE ELECTRICAL POWER. TSO1-11 Learjet 24/25 Reference Handbook Developed for TrainingNewm” Flight Controls Flap Position indicator Installation Learjet 24/25 Rel Nevalanad fre Terininnx y Flight Controls Ewm ——__—_fight Some ‘ARATION GROUND SCHOOL % Diodes added effective Atreraft 25-173 and Subsequent Vass cap conmo 1 (Waive, | psp sovencio FLAP DN SOLENOIO Load [eee camars circu} Feet BREAKER PANEL Me 1 { Beso-at 1 ot | | riaps on | CE Terai FLAPS UP | reoesra POTENTIOMETER | (MecHamicactr { ‘CONNECTED TO THE Vow ruse 1 SeeTOR) [rise rosrrion aa ' ! a Flap System Electrical Contro} and Position indicating Schematic Learjet 24/25 Reference Handbook Developed for TrainingNenm” Flight Controls EWM _—_ [AAKTONGROUND SCHOOL, y Y SE eo Flap Control Valve fi) Retract ——~Extend (Shown in EXTEND Position) soL( Z — waza = => =] ten sh Pressure Return Check Restrictor Relief Valve Valve % Effective 25-181 and Subsequent Flap Hydraulic System Control Schematic Learjet 24/25 Reference Handbook Daveloned far TenininaNem” Flight Controls EWM PSEC AAATENGROUND SCHOOL, + Effective 25-181 and Subsequent. On Prior Aircraft, an elbow is installed. Flap Control Valve Installation Learjet 24/25 Reference Handbook Developed for TrainingNenm” Flight Controls —_——_—_—_——— EWM SCHOOL, ‘ANATONGROUNDS Flap Sector 7 f Attach Bracket Detail A Flap Actuator installation Learjet 24/25 Reference Handbook Developed far TrainingXx Ue: Flight Controls EWM eee AKTONGROUND SCHOO. **3° Flap Switch is installed on Alrcraft modified for Hortzontal Stabilizer Trim and Autopilot Improvement. Detail A Rigging Pin Hole Flap System Rigging EFFECTIVITY: Aircraft with Reduced Approach Speed System Learjet 24/25 Reference Handbook Developed for'TrainingNem” Flight Controls “AARTON GROUND SCHOOL, B Aye Flap Switch is installed on Atreraft modified for Horizontal Stabilizer Trim and Autopilot Improvement. 3° Flap Switch (s295) Flap Push-Pall Flap Position Tube Aircraft with 20° Flap System and Aircraft with 8° Flap System Detail B Atreraft with 20° Flap System Onlv Detail A Flap System Rigging Learjet 24/25 Reference Handbook Developed for TraininaSa Flight Controls Ewm iin! AAATON GROUND SCHOOL Flap System Rigging EFFECTIVITY: Aireraft with 6° Flap System Learjet 24/25 Developed for TrainingNeum” Flight Controls AAKTIONGROUND SCHOOL Calibration ‘Assembly (27-50-01)XS a .. 7 Flight Controls EWM ee Flap Extend Tube oe Effective 25-181 and Subsequent Detail B Ws 92 Flap System Locator Learjet 24/25 Reference Handbook Developed for TrainingXQ eEwm - Flight Controls AAATONGROUND SCHOOL [> Be sure heads of these bolts are located as shown, [{heada of bolta are NOT on side showa, bolts will not clear flaps when in the retracted position. (B DONOT lubricate the Flap Nose Rollers, [> Lubricate Flap Track Rollers (Refer to Develoned for Trainina\eum- Flight Controls Developed for TrFlight Controls SSM? = __tow cont femmes reeves, $2222225 merunn —-—-~ cxserrien — EE vewrmeren (AST Viner wave Flap Control System Schematic Learjet 24/25 Reference Handbook Developed for TraininaNem” Flight Controls —_—— EWM AMATONGROUNDSCHOO. relief valve will operate at 1650 psi and relieve pressure into the retuzn line. The flap control valve switch has been removed per SB 24/25-330B. The flap position indicator on the center switch panel is controlled by a flap position protentiometer in the left wing. Calibration of the flap indicator is accomplished by a calibration assembly on the aft portion of the pedestal. The check valve installed on 25-181 and subsequent prevents flap blow-up on approach should a plumbing failure occur in the Pressure line between the flap control valve and the pressure source. Detail A Pedestal Position Indicator Calibration Assembly TS01-11 Nose Up Roll Zero ‘Yaw Zero Learjet 24/25 ence Handbook Developed for TrainingXN Cell = 7 7 Flight Controls Ewm SCHOOL ‘nnwTON GROUND Plap System The dual flap system is electrically controlled and hydraulically operated. The flaps provide lift to the wing when partially extended, and increases drag to reduce airspeed when fully extended. The flap system consists of two flaps, two flap actuators, a flap control valve, a restrictor, a pressure relief valve, and a system switch. On aircraft 25-181 and subsequent, a check valve is installed on the control valve. The single-slotted flaps are attached to the inboard rear wing spar tracks, rollers, and hinges. an aural warning system is electrically connected to alert the pilot that the flaps have been fully extended without the landing gear being extended. Maximum flap extension is 40° (+5°-0°) down. The flaps will travel from maximum up to maximum down in 6 seconds or less. System operating pressure is 1500 (+50) psi. Each flap actuator is attached to wing structure at WS92 and to its respective flap sector, The flap control valve is a 4-way, 3-position, spring- leaded-to-center position, solenoid-operated valve which directs hydraulic fluid to each flap actuator, ‘The valve operates on 28vDc supplied from the Flap Switch on the forward pedestal. The restrictor on the control valve will restrict hydraulic fluid flow, preventing rapid extension or retraction of the flaps. The pressure relief valve is installed on the top wing skin adjacent to the control valve. The relief valve will prevent damage to flap structure due to excessive airspeed with flaps down. The Ts01-11 Learjet 24725 Reference Handbook Developed for Trainingwo - Flight Controls ene on EWM: Position Indicator Calibration Assembly Learjet 24/25 Reference Handbook Developed for Training~Ewm- Flight Controls “mont FiRP server Sot 27-3I-0' (Soeaal s*z7"so-00 | ere eee Lt er are ‘Trim-in-Motion System Electrical Schematic Figure 1 25-337, 25-342 and Subsequent and prior Aircraft modified for Horizontal Stabilizer ‘Trim and Autopilot Improvement Learjet 24/25 Davalannd iaFlight Controls Ewm ARTONGROUND SCHOOL Pitch Trim Electrical Control Schematic Figure 2 (Sheet 2 of 3) EFFECTIVITY: Aircraft 25-202 thru 25-341, except 25-337, NOT modified for Horizontal Stabilizer Trim and Autopilot Improvement Learjet 24/25 Reference Handbook Developed for Training—4—j|-——~. r- Flight Controls Figure 2 (Sheet 1 of 3) | | | i if for Horizontal Stabilizer Trim and Autopilot Improvement EWM: [RARTONGROUND'SCHOOL EFFECTIVITY: Aircratt 25-061, 25-070 thru 25-201 NOT modified Learjet 24/25 Reference Handbook Develoned for TrainingFlight Controls x 7 a EWM: "AAATON GROUND SCHOOL, ‘Trim and Switeh Take-Off Trim and Pitch Trim Overspeed Warning Lights (Amber) + Effective on Aircratt 25-337, 25-342 and Subsequent and prior Aircraft modified for Horizontal Stabilizer Trim Control Wheel Master ‘Switch ‘Pilot's Control Wheel Detail A | Position Indicator | (27-40-03) Horizontal Stabilizer Control System Component Locator Learjet 24/25 Reference Handbook Developed for TrainingFlight Controls Aircraft 25-337, 25-342 and Subsequent Detail B ‘Trim-in-Motion System Volume Adjustment Potentiometer Installation hue ‘Figure 201 EFFECTIVITY: Aircraft 25-337, 25-342 and Subsequent and Aireraft modified per AMK 81-7 "Horizontal ame Stabilizer Tric and Autopilot Improvement" iserier 24/25 Reference sinha Developed for TrainingFliaht Controls on Stabilizer aa 7 ‘Position Indicator Alreraft 25-061 and 25-070 thru 25-205 Not modified per AAK 76-4 (Reduced Approach Speed System) or AMK 79-5 (Modification of Horizontal Stabilizer Trim Actuator) Plate 0°18" Stabilizer ‘Position Indicator Alreraft 25-061 and 25-070 thru 25-205 modified per AMK79-5 (Modification of Horizontal Stabilizer Trim Actuator) 10" The 90" Stabilizer 7 ‘Position Tndteator Aircraft 25-206 and Subsequent and prior Aircraft modified per AAK 76-4 (Reduced Approach Speed System) Detail B Horizontal Stabilizer Rigging ————— Learjet 24/25 Reference Handbook Developed for TrainingNeum” Flight Controls - Horizontal Stabilizer Vertical Stabilizer Spar No. 2 Assembly Detail A Horizontal Stabilizer Actuator Installation EFFECTIVITY: 25-237, 25-242 and Subsequent aud prior Asrcraft modified for Horizontal Stabilizer ‘Trim and Autopilot improvement 24/25 Reference Handbook ed fine TreininaXN ri 7 Flight Controls Ewm ee ANRTENGROUNO'SCHOO. Atreraft 25-200 thru 25-341, except 25-337, Not Modified per AMK 79-5 Detail A % Effective on Aircraft 25-194 thru 25-199 and prior Aircraft modl~ if fied per AAK 76-4 (Reduced i Approach Speed System) Alroraft 25-062, 25-070 thru 25-199 Horizontal Stabilizer Actuator Installation Learjet 24/25 Reference Handbook Developed for TrainingNena” Flight Controls EWM: ScceeeaeaaaaaEEEEEERERE ‘AAATONGROUND SCHOOL ‘With head of hinge pin seated against vertical stabilizer fittings, assure that gap of 0.050 inch exists with stop installed. *Effective 25-306 and Subsequent. Horizonml Stabilizer Detail B Horizontal Stabilizer Installation Learjet 24/25 Reference Handbook Developed for TrainingNeum-” Flight Controls AIATION GROUND SCHOCL % Effective on 25-337, 25-342 Horizontal Stabilizer Control Systen Component Locator learjet 24/25 rence Handbook Developed for TraininaNenm” Flight Controls EWM peeiasieitasminasmie Lh L182 asroriot Tan furewontry Rear Se ano nh ieee AUTOPILOT PITCH TROY, an an Pichon raters EMERGENCY PITCH TRIM Horizontal Stabilizer Actuator Piteh Trim Schematic Learjet 24/25 Reference Handbook Developed for TrainingSen” Flight Céntrols EWM oor" Horizootat stabilizer Upper Bolt Retainer sei 24-308 thru 24-308, 24-318 thru 24-228 Bott 2% (astall bolt with head to RE side 4% Ground atrap also installed on Atrcraft modified per AAK 76~+ 44% Installed on 24-208, 24-307, 24-308, 24-823 thru 24-328 seBalt “Ground Strap a Installed on. 24-302 thru 24-308, ‘24-GLS thru 24-928 3, 24-280 thru 24-238 modified Hos ‘Stabilizer Trim and Autopilot wernene (AMK 81-18) —— fetal 0——— Pitch Trim Components (Vertical Stabilizer) Installation Learjet 24/25 Reference Handbook Developed for TrainingXN y Flight Controls EWM —__—_==s |AAKTIONGROUNO SCHOOL, Eleotrteal j Note Connector : ‘Alternate installation Location for wits Pitoh Servo interrupt Box (E135) (Ret a the aft aide of Spar 2 balow rib at WLS. Washer ‘Atroraft 24-218. 24-290 and ‘Hortzoneal Stabilizer Trim and ‘AMIE 81-13 oF AME. 81-18) —— Detail B———— Plate Neve ‘Alternate tasvallation location for Pits jeed Controller (E831) 1s ou th WAS (Ref) ‘Trim 9p [Rib at WLTS between Spar 2 and Spar Vertical = Spar 2 (Reh 218, 26-230 and 3 modified per p 5 S11) —— Detail C————— Pitch Trim Components (Vertical Stabilizer) Installation Learjet 24/25 Reference Handbook Developed for TrainingFlight Controls a 018, 24-290 and 3 odtfed per Horfzontal Stabll and A (AM 81-13 or AME 81-15) ——Jetai| A——— Pitch Trim Components (Vertical Stabilizer) Installation Learjet 24725 Reference Handbook Developed for TraininaNEU m-” Flight Controls PC Board Assembly (Pee 144) —————= Jetgi| -$—————= 24-018, 24-230 Stabitizer modified per. Bent (ANI EI-13. os ~ Pitch Trim Components (Fuselage) Installation Learjet 24/25 Navelanad far TrSen” : Flight Controls Ewm Cece TTT Frame 10 RH Side (Re) Autopilot Compurar/ Amplifier Electrical we Connector —_— Detail 0O——— 8, 24-250 and 61-13 oF AMK 81-18) Pitch Trim Components (Fuselage) installation Learjet 24/25 Reference Handbook Developed for TraininaNeum” Flight Controls SCHOOL, See ee ere eee Rigging ‘Tool Number 15785, Horizontal Stabilizer Rigging Learjet 24/25 Reference Handbook Developed for TraininaSenn” Flight Controls EWM: ‘ANATENGROUND SCHOOL. Fin Tip, Forward Patring roast Fis Tip, Forward Fatring » 0°90" (Stabilizer Leading Edge Down Stabilizer Position 8°30" (Stabilizer Indicator Leading Edge Down) Maxk and Prior Alreratt mosified AAK 75-4, Reduced Approsch Speed Syatem ——— Horizontal Stabilizer Rigging Learjet 24/25 Reference Handbook Developed for TrainingDetail B Horizontat Stabilizer Installation Flight Controls Bushing aball be 20.002 tach flush with Vertical ‘Stabilizer hinge disung. Learjet 24/25 Reference Handbook Davelanad far TrainineNem” ; Flight Controls EWM Pera reeeeen ee cence Horizontal Stabilizer Installation Learjet 24/25 Reference Handbook Developed for TrainingNemm” Flight Controls eee eee eee cence: RARTONGPOUND SCHOOL Pitch Trim Speed Controller fastallarion 25-927, 25-243 and Subsequent and prior ‘Atrerad moditied for Hortzomat Stabilizer ‘Tetm and Autopilot Improvement At take-off, with the squat switches in the ground mode, if the horizontal stabilizer pitch angle is not within the prescribed take-off up or down limits, a limit switch in the actuator will provide a ground circuit through the left squdét switch to the TAKE-OFF TRIM light. =2.8° Light Oxy oe Take-Off Trim Range mane NOTE: Angles are exaggeruied to clarity ‘ light aoruation changes. Light on ——" —— Lower Limit Light Out ‘Take-Off-Trim Angles Learjet 24/25 Reference Handbook Developed for Training— “ 7 : Flight Controls EWM: SEC AARTONGROUND SCHOOL. The actuator incorporates a linear potentiometer which follows actuator motion. ‘The potentiometer supplies a signal to a trim-in-motion detector box. The trim-in motion system alerts the crew to pitch trim motion (with flaps up) by sounding a clicking warning through the cockpit speaker and headphone audio system. Sound start is delayed to begin 1 (.02) second after trim command, allowing the crew to pulse trim the aircraft without getting an audible warning. ‘The trim-in-motion aural warning system is inoperative when the flaps are extended beyond 3° through the operation of the right-hand flap position switch. Ts01-11 > Learjet 24/25 Reference Handbook Developed for TraininaSE wm Flight Controls ADATON GROUND SCHOOL The movable horizontal stabilizer serves as the pitch controller. The stabilizer is attached to the vertical stabilizer at two points. The aft attachment is the pivot point and consists of a large hinge pin inserted through heavy bearings in the horizontal and vertical stabilizers. A heavy-duty electrical actuator is connected to the forward attach point. ‘The bottom of the actuator is attached to the vertical stabilizer forward spar No. 2. The screwjack-type actuator has two motors (Primary and Secondary) that is used to adjust the horizontal stabilizer to provide aircraft longitudinal trim. A pitch.trim indicator, on the pedestal, is operated by a position transmitter within the pitch trim actuator. The pitch trim speed controller is used to reduce the speed of the primary motor. The speed reduction is controlled by the RH 0-3° flap switch. The motor will be in the slow speed condition whenever the flaps are in the 0-3° position. The motor will be in the fast position at any flap position beyond 3°. Should a failure occur which would allow full-speed motor operation with the flaps up, a self monitoring circuit will illuminate the Pitch Trim Overspeed warning light on the glareshield. TSO1-11light Controls Newm~ 9 ———tligtt Gentes Ewm ARATONGROWNO' Horizontal Stabilizer Control System The horizontal stabilizer control system provides longitudinal trim (Pitch Trim) control of the aircraft. Three control function modes (normal, emergency, and autopilot) are utilized to operate the horizontal stabilizer system, On the 24 model aircraft and aircraft 25-061, 25-070 through 25-341, except 25-337 NOT modified for Horizontal Stabilizer Trim and Autopilot Improvement per AMK 81-13 and AMK 81-18, the system consists of the horizontal stabilizer, an actuator, a stabilizer ‘zim position indicator, Pitch Trim af Emergency Pitch Trin Switches, and the Pilot's and Co-pilot's Trim and Trim Arming Switches, and relays in the switch panel, On aircraft 25-337, 25-342 and subsequent, and prior aircraft modified per AMK 81-13 or 81-18, the system consists of the horizontal stabilizer, a two-speed actuator, a trim position indicator, a pitch trim speed controller, Pitch Trim ‘and Emergency Trim Switches, a Pitch Trim Monitor Test Switch, the Pilot's and Co-pilot's Trim and Trim arming Switches, a pitch trim Gisable terminal board, an overload sensor and relay assembly, TAKEOFF TRIM and PITCH TRIM OVSP warning lights, a squat switch and flap switch circuit, and utilizes relays in the switch panel. A trim-in-motion detection system is also incorporated in the system. TSO1-11 Learjet 24/25 Developed for Trai rence Handbook aSeEum- Flight Controls |RAATION GROUND SCHOOL, Fee ee eee eee EEE eee ‘The trim tab actuator either incorporates an electrical plug Detail A Position Indicator Calibration Assembly jet 24/25 Reference Handbook Ravelanad far TenininesNewm” Flight Controls Rudder Trim Tab Hinge Bonding Jumper. ‘Trim Tab ‘Rudder (Ref) 0,22" to 0. 40" : Detail A ‘haste und [D> Effective 25-167 and Subsequent and Earlier Ethie > Atreraft Modified per §B23/24/25-250, 0.22" to 0.40" Clearance Between Tab and Senet S ‘Tallcone Trim Tab “TAB CLEARANCES | pean ean ae a Tab Skin Actuator Arm Dootter Pin (Typical Upper. eee ‘and Lower Ends of Trim Tab) al Potentiometer ‘Rudder Skin. batt ‘Arm Link Rucker Spar Potentiometer (Lower of Detail B Meoottrin ™!) Detail C Rudder Trim Tab Installation Develoved for TraininaNeum” Flight Controls > Bond Anti~Skid Strip to pedal with EC-1300 Bonding Compound, mfg. by 3M Company af Fetfective on 25-303 and Subsequent and prior Aireraft modified per AMI 81-2 (Rudder Pedal Rework and Heelplate Replacement) Detail A Rudder Pedal Installation Learjet 24/25 Reference Handbook Developed for TraininaSewn 7 Flight Controls Balance Weis 7 ; 3 Make all balance weight iA pliner ett adjustments to this weight. ‘Upper Acceas Cover, Center Access Cover ‘Lower Access Cover EFFECTIVITY: 25-206 and Subsequent and Prior Aircraft equipped with Reduced Approach Speed System Learjet 24/25 Reference Handbook Developed for TrainingNeum7 Flight Controls Learjet 24/25 Reference Handbook Daveloned far Trninina‘Ewm- Flight Controls Pa tL er oo EFFECTIVITY: Aireratt 25-061, 070 thra 25-205 not Equipped with Reduced Approach Speed System. ‘Upper Access Cover Followup Link Primary Yaw Damper - Servo Actuator (22-50-01) Lower Hinge Point B © mndder controt Cable Rudder Installation Learjet 24/25 Reference Handbook Develoned for TraininnNenm-7 Flight Controls EWM ee [RAATONGROUND SCHOO. (27-10-04) Rudder Sector Push-Pull Tubes ‘Rudder Pedals Rudder Control System Installation. Learjet 24/25 Reference Handbook Develanad far TraininNetm-7 «Frist Controts AAATONGAQUND S100. Aircraft 24-329 and Subsequent and Earlier Alrcraft quipped with Reduced Approach Speed System, tudder Control Cables Frame 16 Bulkhead q Bolt ‘lamp (Fabricate From Phenolic Block) RUDDER CONTROL CABLE CLAMPING ‘Detail € Oetail 0 Rudder installation Learjet 24/25 Reference Handbook Developed for Training‘Lower Access ‘Door Atreratt 24-280 thru 24-328 nat equipped with, Reduced Approach Speed System Horizontal Stabilizer. Fairing (Ret) Required -0, 20" ta 0, 44" Husge eat ‘Clearance Required g ‘Between Rudder and Taam ‘Tailcone Edge RUDDER CLEARANCES ——— Learjet 24/25 Developed for Training Flight Controls Washers Conter Rudder Center Hinge Bolt: — Detail B-———— ‘Tatleane (Ret) —_—— Detail C—— ence HandbookFlight Controls Rudder Controi Systam Components Instailation Learjet 24/25 Reference Handbook Developed for Training ‘Sema” Flight Controls EWM: ANATONGROUNDSCHOOL then a closed loop drive cable assembly to a drive bellcrank connected to the rudder torque tube. Two sets of rudder travel stop bolts are installed. The primary stop bolts limit rudder travel when contacted by the rudder torque tube bellerank in the tail stinger. The secondary stop bolts, under the floorboards forward of the rudder pedals, limit rudder travel when contacted by the rudder pedal arms. TS01-11 24/25 rence Handbook Developed for Training.EWm-” Flight Controls ‘ANATON GROUND SCHOOL Rudder and Tab Controls The rudder is used for directional control of the aircraft. The rudder system consists of a dual set of rudder pedals, a cable system, and rudder assembly. ‘The rudder is connected to the vertical stabilizer at three hinge points and mounted on a torque tube. The rudder is controlled manually by either set of rudder pedals. On the 24 D, E, F Series aircraft the rudder can be controlled automatically, through the autopilot, by a primary yaw damper servo, The servo is mounted in the tailcone and attached to the rudder servo sector by cables. The 25 B, C, D, F aircraft have two yaw damper servos for automatic control of the rudder. A rudder trim tab system is an integral part of the rudder and further increases directional stability of the aircraft. The rudder trim tab is attached to the rudder by a continuous-type hinge and is powered by a 28VDC rotary-type electrical actuator in the lower leading edge of the rudder. The Yaw Trim Switch on the pedestal controls the actuator and a rudder trim indicator on the pedestal indicates trim tab travel. The indicator receives its input from a potentiometer attached to the rudder trim tab actuator. Rudder control motion is transferred from interconnected rudder control pedals through push-pull tubes, a bellerank assembly, TS01-11 Learjet 24/25 Reference Handbook Develoned for TrainingXx Y 7 Flight Controls —<——— Ewm CENTER ELEVATOR HINGE POINT Static Discharger : Detail B Elevator Tip Cover ‘Balance Weight cel 2 rr pepe ae hssfeanraveny a : Zo Detail C nN /\ YZ Hortzontal Stabilizer Center Fitting * Effective on Aircraft 25-299 and Subsequent INBOARD ELEVATOR HINGE POINT ed. : as requir Detail Elevator Installation Learjet 24/25 Reference Handbook Developed for TrainingSelim = ___—Tilstt Controle Aft Elevator Sector Fwd Elevator Sector ‘Bob Weight “Bellerank = errecrIVITY: 25-225, 25-227 AND SUBSEQUENT Elevaror Control system Installation Learjet 24/25 Reference Handbook Develoned for TraininaxX ’ y Flight Controls EWM: ——_—_Ooommm"=_ [AAKTONGROUND SCHOOL Age Elevator Surface ‘Trafling Tab = "770° Atroraft 25-107 thr 25-205 modified per AAK 76-4 (Reduced = “igo Approach Speed System)-and 25-206 and Subsequent. '12° Alroraft 25-061, 25-070 thru 25-106 modified per SSK 913 (Instal- lation of Spare Elevators) but NOT modified per AAK 76-4 Detail A (Reduced Approach Speed System) ‘% Effective 25-206 thru 25-224, 25-226, and Prior Aircraft modified per SSK 913 or AAK 76-4. Bob Weight Bellerank EFFECTIVITY: 25-061, 25-070 THRU 25-224 AND 25-221 Elevator Control System Installation 24/25 Reference Handbook Navelanad tae Tenining.Neum7” : Flight Controls _muromtreaaso. oi tes tee at ta Acer 2250 48 nteped Ss eon = 6° - Airerad: 24-309 and Subsequent and Earller Aircratt ed with Redices Anproach Speed System AAK 76-1) Detail De & 2002-1 Elevator Controt System Components Installation Learjet 24/25 Reference Handbook Developed for TraininaSenne” Flight Controls EWM: ee acocRNO SOO. WAI ATOR SECTOR AND FORCE SENSOR INSTALLATION, Stop Bolt BOB WEIGHT INSTALLATION — SS 69) 0 Elevator Contro! System Components instatlation Learjet 24/25 Reference Handbook Developed for TrainingFlight Controls tering capstan slip clutch ring gear. ‘Lower Push-Pull z ‘Tubes , Primary Stop Bo (Safety Wire) 7 Rigging Pin Hole SERVO CABLE i : ATTACHMENT a) — Elevator Control Systam Components Installation Learjet 24/25 Reference Handbook Develoned for TraininaSeum- RAKTONGROUND SCHOOL ight Controls assembly by servo cables. The pilot can override the autopilot system through the operation of the autopilot capstan slip clutch. Primary stops for elevator travel are located at the aft sector in the tailcone, and the secondary stops are at the forward sector. TS01-11 Learjet 24/25 Reference Handbook Developed for TrainingSeti Flight Controls Elevators Longitudinal control of the airplane is provided by the elevators. Each elevator is connected to the horizontal stabilizer at three hinge points. The mechanical control system consists of control column torque tube, bellcranks, sectors, cables, and push-pull tubes. The forward elevator sector is connected to the aft sector by a series of cables and pulleys. The aft sector operates the elevators through belicranks, push-pull tubes, and an idler assembly. Elevator control motion is transferred from the interconnected control columns, through a push-pull tube, bellcrank assembly, and a closed loop cable assembly to a sector assembly in the tailcone. From the sector assembly, motion is transferred through push-pull tubes to elevator horns. A bob weight, connected to the right control column, extends forward through Frame 5 into the nose compartment to provide an adjustable static balance device in the elevator control system. A downspring is provided to decrease horizontal stabilizer pitch trim force. The downspring interconnects the horizontal stabilizer and elevator in such a manner that movement of the stabilizer creates tension on the downspring which causes a proportional movement of the elevator in the opposite direction. A force sensor is installed, connecting the control column torque tube and the forward elevator sector, to provide a monitoring function for the mach trim system. The autopilot servo is connected to the idler arm Tso1-11 learjet 24/25 Reference Handbook Developed for TrainingXx yi 7? Flight Controls AIITENGROUNDSCHOOL, Learjet 24/25 Reference ponanee Developed for Training :Flight Controls Atreraft 25-061 and 25-070 thru 25-201 NOT modified for Horizontal Stabilizer Trim and Autopilot Improvement Atreraft 25-202 thru 25-241, except 25-397, NOT modified Afleron Trim Tab Electrical Control Schematic Learjet 24/25 Reference Handbook Develoved for Trainina for Horizontal Stabilizer Trim and Autopilot ImprovementNenm” Flight Controls EWM GEsiQsiEWiSiVGiNGV63/sa) 0010s fs/ Fa wren “Alleron Trim Tab 0,12 (+0. 00/-0,05) ‘Typical Alleron > Bi ia Hinge Upper Skin ‘rim Tab / Upper Skin Aulsren = ‘Trim Tab Spar aa ‘Auleron (Ret) TAB CLEARANCES A ee Aileron Trim Tab Installation Learjet 24/25 Reference Handbook Developed for TrainingNem” Flight Controls AAATONGROUND SCHOO. ‘¢When control wheel is installed, loop wiring approximately 1-1/2 turns outside control wheel hub, ‘Trim and Trim Arming then 1-1/2 turns inside control Switch wheel inb. CONTROL COLUMN ASSEMBLY Asrcraft 25-187 and Subsequent and prior ‘Aircraft modified per SSK 947 or AAK 76~4 EFFECTIVITY: 25-082 and Subsequent Detail A Aileron Control System Rigging Learjet 24/25 Reference Handbook Developed for TrainingEW Mm Flight Controls _ANATON GROUND SCHOOL ———— EFFECTIVITY: 25-061, 25-070 thru 25-081 NOT modified per SSK 947 or AAK 76—4 CONTROL COLUMN ASSEMBLY % When control wheel is installed, loop wiring approximately 1-1/2 turns outside control wheel hub, then 1-1/2 turns inside control wheel mb. Atleron Control System Rigging Learjet 24/25 Reference Handbook Developed for TraininaXN ” Flight Controls Ewm —___—=——— ABRTONGROUND SCHOOL Aileron Trailing: Contour Plate ‘P/N 2471008-1 ~* Adleron "wy Aileron Control System Rigging Learjet 24/25 Reference Handbook Developed for TraininaXN EWM ” Flight Controls RATION GROUND SCHOOL, Detail C [E> Use extreme care to avoid overtorguing aileron drive yoke bolt and hinge bolt or excessive control force may be required. ‘Torque to 30-40 inch-pounds. ** Torque drive mt > voke Bolt to 100-120 ingh-pounds. & & Drive Not \ Drive Pulley Assembly “Autopilot Roll Followup Detail D Aileron Control System Rigging Learjet 24725 Reference Handbook Developed for TrainingNeum” Flight Controls ‘% This pulley effective on 25-225 and Subsequent and previous aircraft modified per AMK 77-1. ASleron Cables ‘Spring . Pin (> When antopilot roll servo actuator is re- adi moved, cover holes in actuator mounting bracket with tape. This will prevent Stop Pins. eee pee ee gear. Control Wheel Sector Detail A Aileron Control System Rigging Learjet 24/25 Reference Handbook Developed for TraininaSeEwm-” Flight Controls To prevent chafing or interference, control cables shall be routed throt oman een control columns as shown. EFFECTIVITY: ALL CONTROL COLUMN CABLE INSTALLATION | Allaron Control System Rigging Learjet 24/25 Reference Handbook Davelaned for TenNem” 7 Flight Controls EWM See ‘AIATON GROUND SCHOOL, LH Aileron Cable Clamp. Rudder Cable ‘Assure that ailerons and interconnect cables are ‘Assure that rudder cable is sowed through clear- rowed. Clearance holes and that rudder ance hole and that aileron and interconnect cables cable is secure tn this clamp. are secure in this clamp. TYPICAL CABLE CLAMP D: Aileron-Rudder Interconnect Learjet 24/25 Reference Handbook Developed for TrainingSEum-” Flight Controls ‘avo GROUND ScHOOL a ‘Comtend Cablan. et Comtrot Cable Presmure desk (rams i$ Fosd-Throagay ‘Salance Tab 6 This pulley effective on 25-225 and Subsequent anc previous airerait modified per AME 77-1. Developed for TrainingFlight Controls ARTON GROUND SCHOOL ‘MeThe trim tb acumiors incorporate either an electrical plug for connection to aireratt wiring oF are spliced to aircraft wiring. ‘Atreratt 24-230 thra 24-322 Atreratt 24-323 and Subsequent n Tr Learjet 24/25 Reference Handbook Developed for TrainingNena - Flight Controls” EWM: See ietieeeeee eee Alleron Controt System installation Learjet 24/25 Reference Handbook Developed for TrainingNem” Flight Controls EWM feet _METENGFOUND SOO. Autopalat —— Detail A—— Roll Servo Cable ‘Cable Drive Dros Caple Balt —— Detail B—— ‘When autopilot roll servo sstustor ts removed, Alleron Controt System installation Learjet 24/25 Reference Handbook Developed for TrainingSEM” Flight Controls ABKTONGROUND SCHOOL aileron fully down, the balance tab will be 15° (+4° -34°) up relative to the ailerons. The electrically operated trim tab system is controlled by a trim and trim arming switch on the control wheels. Depressing the trim and trim arming switch energizes the actuator to move the trim tab either up or down. A trim tab position transmitter is attached to the actuator shaft and provides input for the position indicator on the pedestal. The trim tab travel is @° (41°) both up and down, Whenever the pilot trims, the pilot authority relay will take control away from the co-pilot. This will allow the pilot to override any trim command from the co-pilots trim switch. Brush seals are installed on both ends of each aileron. An additional brush seal is installed in the wing structure along the leading edge of the aileron on later model airplanes and those modified per AAK 79-10 and AAK 76-4 (Installation of Wing Fences, Stall Strips, and Boundary Layer Energizes and Reduced Approach Speed System). Periodic lubrication of the brush seals are required. Apply a thin coat of Dow Corning No. 33 grease to the aileron brush seals. Tsol-11 Learjet 24/25 Reference Handbook Davaloned far TenininnsN vy Flight Controls EWM _ BARTRINGROUND SCHOOL, Description and Operation Aileron and Tab Control System The aileron system provides lateral control of the aircraft through three subsystems: an aileron control system, an aileron trim tab control system, and an aileron balance tab control system. The ailerons are controlled manually through the control wheels or automatically through the autopilot system. An aileron-rudder spring interconnect is installed to increase fr aileron response to rudder input. The ailerons are hinged at three places on the AFT spar of each wing outboard of the flaps and are balanced to a nose-heavy overbalance by lead weights in the leading edge. Separate clesed-1oop cables connect both aileron drive pulleys to a common sector on the aircraft centerline. A follow-up connected to the left aileron drive pulley provides an electrical output for the autopilot roll computer. An elevator trim tab is hinged to the inboard trailing edge of the left ailerén by a continuous-type hinge. The trim tab is controlled by a push-pull tube connected to a rotary-type electrical actuator in the leading edge of the aileron. ‘The aileron balance tabs are hinged to the trailing edge-of each aileron and controlled by push-pull tubes attached to the fixed wing surface. With the aileron fully up, the balance tab will be 15° (+2°) down relative to the ailerons. With the TSsO1-11 Learjet 24/25 rence HandbookFlight Controls we [xo [=a] ae] us [0 [ous] ea] ale vas Js [as) aa} on}o [an] aa] as) [ve feel Lae [ose De [me en [or Lo 0a late 130408 = LSB ALE FOUL RIGGING TEXMON 15 + 11.40 46.6 210 pounds. ————— Learjet 24/25 Reference Handbook Developed for TrainingNewm7 Flight Controls _AMATON GROUND SHO. Alleron Atleron Balance. Tsb Aileron Trim Tab Aileron Balance Tab Rudder Trim Tab Flight Control Surfaces Learjet 24/25 Referei Developed for Training HandbookNeum” Flight Controls ‘AABTON GROUND CHO, Flaps are electzically controlled by a flap switch on the center pedestal and hydraulically operated. Spoilers on the upper wing surface forward of the flaps Provide fast, precise speed control. Spoilers are electrically controlled and hydraulically operated. UWA, SUCK ZEMOOM = 12.0= 66.0 9 pas, ‘Tempmenaure-Lond Correcaan rence Handbook Developed for TrainingSeEum-” Flight Controls SHON. AAATENGROWND: Control surfaces and their location are as follows: © Ailerons are installed on the outboard trailing edge of each wing. Ailerons provide lateral control of the aircraft Provided by dual control wheels, An aileron trim tab is installed on the left aileron. Balance tabs are installed on both ailerons to decrease force required at the control wheel. o Elevators on the trailing edge of the horizontal stabilizer provide longitudinal control of the aircraft. The elevators are controlled by fore and aft movement of the control columns. © he rudder on the trailing edge of the vertical stabilizer provides directional control of the aircraft. Rudder control is manual through the rudder pedals. A trim tab on the lower rudder trailing edge provides directional trim. © ‘The horizontal stabilizer is on top of and perpendicular to the vertical stabilizer. The horizontal stabilizer provides pitch control through the operation of an electrical actuator. 0 ‘laps are installed on the inboard trailing edge of each wing. Flaps provide increased wing lift when partially extended during take-off or landing approach. Tso1-11 Learjet 24/25 Reference Handbook Developed for TrainingNem” Flight Controls _ ADITION GROUND SCHOOL FLIGHT CONTROLS GENERAL Flight controls consist of control surfaces, warning systems, and related mechanical and electrical systems that control the aircraft during flight. General maintenance practices of the flight control system consist of control cable temperature load correction, control cable damage limits, control surface balance check, and control surface balancing. Control surface balancing is mandatory whenever a new control surface is to be installed, has undergone major repairs, or has been painted. Six control cables (elevator, aileron, and rudder) pass through Frame 15 and are pressure sealed with a rubber seal held in place by a two-piece phenolic block, ‘The rubber seal is designed to eliminate the need for control cable removal when replacing seal. The seal should be replaced whenever pressure leakage becomes excessive or noise develops from air escaping around the cables. When replacement aileron, elevator, rudder, or flap cables are installed, the control cables must be pre-stretched and seated in. This is accomplished by installing the cables, adjusting tension to 200 (#10) pounds, cycling system 25 times, and then reducing tension to approximately 75 pounds. Proceed with control system rigging after this procedure. TSs01~11 Learjet 24/25 Reference Handbook Developed for TrainingFLIGHT CONTROLSCHAPTER 27 FLIGHT CONTROLS:

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