Ica RVSM - Ami-Iica-Lj-0432-C

One Learjet Way
Wichita, KS 67209
FAA Approved
Instructions for Initial and Continued Airworthiness for
Learjet Model 31
Airplanes Qualified for Operations in
Reduced Vertical Separation Minimum (RVSM) Airspace
Supplemental Type Certificate N o: ST01463SE
Airplane Model: 31
Airplane Serial No.: 31-001 to 31-034
The inspections and tests required for RVSM initial airworthiness compliance must be conducted per
the instructions in this document, prior to receiving RVSM operational approval. After RVSM
approval is granted, the operator must perform inspections and tests required for continued
airworthiness compliance, also detailed in this document.
These instructions must be added to the existing maintenance and flight operations programs for the
airplane to conduct operations within RVSM airspace. Additional care, calibration, and monitoring
of the airplane’s air data and automatic altitude control systems (with special attention in the
neighborhood of the Pitot-static probes) must be taken. Any deviation from these procedures must be
coordinated through Supplemental Type Certificate (STC) holder and the responsible airworthiness
authority prior to operation within RVSM airspace.
Revisions to this document must be coordinated and approved through the STC holder. The STC
holder shall log all revisions as specified on page ii. The revised document shall be provided to the
operator of the applicable airframe.
The information presented in this document supplements or supersedes the basic manual only in those
areas specified. For maintenance procedures pertaining to the airplane’s systems and specific
avionics equipment not covered in these instructions, see the manufacturer’s requirements and
procedures.
STC Holder:
Learjet Inc.
One Learjet Way
Wichita, KS 67209
AMI-IICA-LJ-0432 Page i
January 10, 2006
RVSM Approval for Learjet Model 31
Instructions for Initial and Continued Airworthiness
Supplemental Type Certificate #ST01463SE
Log of Pages
Pages Revision Description Date Approval

i, ii, iii,
NEW Initial Release 17 Sept 2004
iv, 1 - 31
i A 1. Added Airplane Serial Numbers 15 Apr 2005
iii 2. Renumbered TOC.
All 3. Deleted Aeromech Inc. in
Header and added the date
4, 12, 25, 4. Deleted ref to MLESFT 1107
26, 28 and reworded to add ref to
Section 2.1.6.
6 5. Par 2.1.1 reworded to remove
CMM
7 6. Deleted Test Procedure step 10
11, 12 7. Renumbered Section 2.1.3
17 8. Section 2.1.5, TP Step 2: Max
Alt Dev was 70ft.
18 9. Changed time intervals from
every 1 minute to every 5
minutes.
19-23 10. Added Section 2.1.6
24 11. Added Figure 10
25 12. Section 2.2.4: Max Alt Dev was
70ft.
26 13. Added 2.4.4 and 2.4.5.
28 14. Deleted ref footnote for 4.1
(B)(1).
1 B 1. Added 3rd Par to Section1.1 05 May 2005
5 2. Section 1.4.2.1: Added Ref to
RVSM Critical Region and Re-
lettered Section.
All C 1. Deleted Old Bombardier Logo 10 Jan 2006

5 2. Section 1.4.2.1 – Removed 24
month req and added step (d) and
relettered
15 3. Section 2.1.4 – Removed 24
months skin map requirement
AMI-IICA-LJ-0432 Page ii
Rev. C January 10, 2006
Table of Contents
Cover Page....................................................................................................................................i
Log of Pages ................................................................................................................................ii
Table of Contents ........................................................................................................................iii
List of Figures .............................................................................................................................iv
List of Tables ..............................................................................................................................iv

Section 1. Airplane Maintenance...........................................................................................1
1.1. Introduction .........................................................................................................1
1.2. Aircraft Configuration...........................................................................................1
1.3. Aircraft System Description ..................................................................................1
1.4. Requirements for RVSM Initial and Continued Airworthiness.................................4
Section 2. Maintenance Instructions ......................................................................................6
2.1. Maintenance Schedule and Required Inspections/Tests ...........................................6
2.2. Troubleshooting Information...............................................................................25
2.3. Installation/Removal of RVSM-Relevant Components ..........................................26
2.4. Summary of Special Tools/Equipment Required for RVSM-Specific Maintenance .26
Section 3. Airworthiness Limitations ...................................................................................27
Section 4. Summary of Operational Requirements and Conditions .........................................28
4.1. Summary of Airframe and Operational Requirements for RVSM Compliance ........28
4.2. Minimum Equipment List (MEL) Revision ..........................................................29
4.3. Operational Conditions .......................................................................................29
4.4. Traffic Alert Collision Avoidance System (TCAS) II............................................29
4.5. Flight Crew Training ..........................................................................................30
4.6. Airplane Flight Manual Supplement (AFMS) .......................................................30
NOTES......................................................................................................................................31
AMI-IICA-LJ-0432 Page iii

List of Figures
Figure 1. Learjet Model 31 Three View and Specifications Summary...........................................3

Figure 2. RVSM Critical Region Definition – Left Side Shown .................................................10
Figure 3. Pitot-Static Probe Lip Sharpness Criteria ....................................................................13
Figure 4. Pitot-Static Probe Lip Flare/Curl Rejection Criteria .....................................................13
Figure 5. Pitot-Static Probe Lip Indentation Rejection Criteria ...................................................13
Figure 6. Pitot-Static Probe Tip Criteria for Nicks and Dents.....................................................14
Figure 7. Pitot-Static Probe Orifice Edge Criteria ......................................................................14
Figure 8. Geometric Inspection Equipment: A1M-LJ-GE ..........................................................15
Figure 9. RVSM Airframe Conformity Inspection, Form AMI-LJ31-SWA.................................16
Figure 10. Probe Alignment Data Form …………………………………………………………… 24
List of Tables
Table 1. Required Systems Components for RVSM Operation - Learjet Model 31 Group ............2
Table 2. Air Data/Altitude Alert System/Transponder Functional Test Specification ....................8
Table 3. Autopilot Performance Tracking Form – Cruise Test ..................................................18
AMI-IICA-LJ-0432 Page iv
Section 1. Airplane Maintenance

1.1 Introduction
Learjet airplane Model 31 aircraft have been shown to qualify for operation within Reduced Vertical
Separation Minimum (RVSM) airspace as an aircraft group, as defined in FAA Memorandum
91-RVSM, “Guidance Material on the Approval of Operators/Aircraft for Reduced Vertical
Separation Minimum (RVSM) Operations”1 . This approval is granted based on analysis of the
configuration and performance of the air data, automatic altitude control, altitude alerting, and
altitude reporting systems. These systems must be maintained in accordance with this document and
other current maintenance practices, to ensure initial and continued compliance to RVSM
specifications. The processes and procedures contained herein apply only to the airplane Model and
serial numbers shown on page i.
The operator of a Learjet Model 31 group airframe must first conduct the inspections, tests, and all
other requirements for initial airworthiness compliance, as presented in Section 1.4.1 of this
document. Upon completion of the initial airworthiness tasks, the Certifying Authority grants
operational approval. The operator a of Learjet Model 31 group airframe must meet with the
Certifying Authority to agree on what documentation must be provided to the Certifying Authority to
prove compliance with the requirements for initial airworthiness. After initial airworthiness has been
granted, the airplane must be maintained in accordance with the continued airworthiness requirements
presented in Section 1.4.2 of this document.
In accordance with CFR 14 Part 25, H25.1(c) any updates to this IFCA will be forwarded to operators
that have aircraft affected by the updated IFCA. Learjet Engineering or Tech Publications will
forward copies of the revised IFCAs to their Respective Learjet Field Service Departments along with
a list of affected aircraft for distribution to the applicable operators.
1.2 Aircraft Configuration

Figure 1 shows the configuration and basic aerodynamic data pertaining to the Learjet Model 31. The
airplane is equipped with two Garrett TFE-731-2-3B turbofan engines and is certified to operate up to
FL510 and MMO =0.78. It is noted that the instructions contained in this document pertain to Learjet
Model 31 group airplanes equipped with these engines. Any future engine changes/modification,
including hush kits, may affect RVSM performance and hence, these instructions. Contact the STC
holder if such engine changes/modifications are or shall be conducted.
1.3 Aircraft System Description

Static pressure information is provided to Innovative Solutions and Support (IS&S) air data display
units through cross-coupled static sources. The system static sources are located on Pitot-static
probes mounted on the left and right sides of the fuselage. The static pressure data is processed and
corrected by the air data display units (ADDUs) for display. The ADDUs serve as an air data
computer, altimeter, and alerter all in one. The static source error correction (SSEC) is embedded
directly inside of the unit itself. The autopilot receives air data information from either ADDU via a
unique analog interface unit (AIU), while controlling or maintaining the desired flight level during
cruise conditions. The Learjet Model 31 group aircraft are also configured with an RVSM-compliant
altitude reporting system and configuration.
All RVSM-candidate Learjet Model 31 group airframes with the Raisbeck Aft Fuselage
Stowage Locker STC installation (STC# ST00352SE) are compatible with the RVSM
certification.
1
JAA Temporary Guidance Leaflet No. 6 is the international equivalent to 91-RVSM.
AMI-IICA-LJ-0432 Page 1
The aircraft system components approved for RVSM operations on Learjet Model 31 group aircraft
are listed in Table 1. These components must be maintained in accordance with approved
maintenance practices and the Instructions for Initial and Continued Airworthiness (IICA) presented
in this document.
Component Manufacturer & Model Part Number

#1 Air Data Display Unit [ADDU1] IS&S 9D-80130-1
#2 Air Data Display Unit [ADDU2] IS&S 9D-80130-1
Analogue Interface Unit [AIU] IS&S 9B-81040-1
Air Data Switch Panel Learjet BAS35035283-1
LHS Pitot-Static Probe Rosemount 856NA-1 or 856KR-7
RHS Pitot-Static Probe Rosemount 856NA-2 or 856KR-8
#1 Transponder [XPDR1] Various*
#2 Transponder [XPDR2] Various*
Preselector/Alerter IS&S Part of ADDU 9D-80130-1
Autopilot System JET FC-531 --------
Autopilot Amplifier Computer JET CA-530H 501-1553-01/-02/-03
Autopilot Controller JET AC-531A 501-1574-01
Table 1. Required Aircraft Systems Components for RVSM Operation - Learjet Model 31
Group Aircraft
*The transponder units may vary provided the configuration meets or exceeds the
requirements of one of the following Technical Standard Orders (TSO):
TSO-C66a or TSO -C74c (Mode C)

TSO-C112 (Class 2a; Mode S)
TSO-C112a (Mode S)
If one transponder is installed in the aircraft, it must be capable of reporting from both the
Pilot’s and the Copilot’s air data system.
Special Note: This document does not constitute approval for installation of the components listed in
Table 1. This document is invalid unless these components have been installed in accordance with
STC# ST00504DE-D. However, if the airplane is appropriately equipped with the approved
components listed in Table 1 and is maintained in accordance with the maintenance instructions
presented in this document, the airframe is RVSM-compliant. Replacement of the listed equipment
must be accomplished with units of identical part number. If alternate avionics equipment is to be or
intended to be installed, a re-evaluation of the configuration for equivalent RVSM performance must
be conducted and approved.
Learjet Model 31
Dimensions
Height 12 ft 3 in
Length 48 ft 8 in
Wing Span 43 ft 10 in
Wing Area 253.3 ft2
STC#
Weights Standard
ST00583WI
Maximum Ramp 15,750 lbs 17,250 lbs
Maximum Takeoff 15,500 lbs 17,000 lbs
Maximum Landing 15,300 lbs 15,300 lbs
Maximum Zero Fuel 13,000 lbs 13,500 lbs
Engines
2 Garrett TFE-731-2-3B
Thrust per engine @ Sea Level 3,500 lbs
Performance
Maximum Operating Mach (MMO ) 0.78 Mach
Maximum Operational Altitude 51,000 ft
Serial Number 31-002 through 31-034
Figure 1. Learjet Model 31 Three View and Specifications Summary
1.4 Requirements for RVSM Initial and Continued Airworthiness

The following inspections, tests, and/or procedures must be included in the basic maintenance plan
for all RVSM-candidate Learjet Model 31 group airframes to ensure initial and continued
airworthiness for RVSM operation. Both the Pilot’s and the Copilot’s systems must be maintained in
accordance with these instructions. The information presented in this Section supplements or
supersedes the basic airplane manuals only in those areas specified. Normal air data system
maintenance, as specified in the Maintenance Manual (MM), must be followed as required. For
maintenance procedures pertaining to the airplane’s systems and specific avionics equipment not
covered in these instructions, see the manufacturer’s requirements and procedures.
1.4.1 Requirements for Initial Airworthiness

The following inspections/tests are required for RVSM initial airworthiness approval.
(1) Implement STC number ST00504DE-D for the IS&S air data equipment installation.
(2) Verify the avionics components listed in Table 1 are installed and operational.
(3) Conduct an air data system, altitude alert system, and transponder ground check using
calibrated ground test equipment. Verify the air data system errors are within specified RVSM
tolerances. Confirm appropriate accuracy of the altitude alerter and transponders. [Section 2.1.1]
(4) Mark the RVSM Critical Region and conduct a visual inspection of the Pitot-static
probes. [Sections 2.1.2.1]
(5) Conduct a Pitot-static probe angle measurement. Verify the measured angles are within
tolerances specified in Section 2.1.6. Confirm the Pitot-static probes have less than 10,000 hours
of operational service. [Section 2.1.3.1] Probe replacement is required for probes with more
than 10,000 hours.
(6) Conduct a skin waviness measurement to verify the skin contour surrounding the
Pitot-static probes is acceptable for RVSM. Trained personnel, using special measurement
tooling, must conduct the skin waviness measurement. If the skin waviness is acceptable for
RVSM, form AMI-LJ31-SWA shall be issued to the operator, verifying status. [Section 2.1.4]
(7) Revise the Minimum Equipment List (MEL) per the Master Minimum Equipment List
(MMEL) Policy Letter 84 or acceptable alternative, to specify minimum equipment necessary for
RVSM operation. [Section 4.2]
Inspections (3), (5) & (6) to be conducted at ambient temperature with the airplane resting on its
landing gear, unless otherwise instructed in the above tasks. There are no RVSM-specific jacking or
leveling requirements to conduct these inspections, other than those that may be necessary to
complete inspection (5).
1.4.2 Requirements for Continued Airworthiness

After initial airworthiness approval has been granted, recurrent servicing must be conducted to
ensure RVSM continued airworthiness compliance.
1.4.2.1. Every 24 Months in Service

a. Verify the avionics components listed in Table 1 are installed and operational.
b. Complete Section 1.4.1, tasks (3) (5).
c. Verify the corner markings identifying the RVSM Critical Region are discernable and
in good condition. If necessary, rework and/or replace these markings. (Reference
2.1.2.1 & Fig. 2)
d. Inspect the skin for damage in the RVSM Critical Region, as described in Section
2.1.2.2.
e. Conduct the simple in-flight autopilot altitude hold check described in Section 2.1.5.
Verify the airplane can maintain the specified performance tolerances.
1.4.3 General Servicing Information

1.4.3.1. Pitot-Static Probes
Pitot-static probe inspection and maintenance procedures must be followed in accordance
with existing maintenance practices. If the Pitot-static probes are removed, replaced, and/or
reworked any time between maintenance intervals, perform inspection (5) in Section 1.4.1 as
well as a leak check per Section 2.1.1 (Step 1), to verify RVSM compliance status of the air
data system.
1.4.3.2. Skin Condition within the RVSM Critical Region

If the skin contour within the RVSM Critical Region sustains damage, repair as specified in
the MM and/or Structural Repair Manual (SRM) and complete inspection (6) in Section
1.4.1, to determine RVSM compliance status.
1.4.3.3. Air Data System

If, at any time between maintenance intervals, the air data display units are removed and
reinstalled or replaced by units of identical part number, perform a leak check per Section
2.1.1 (Step 1) to verify continued RVSM compliance status of the air data system. If
alternate avionics equipment is to be or intended to be installed, a re-evaluation of the
configuration for equivalent RVSM performance must be conducted and approved.
Section 2 Maintenance Instructions
2.1 Maintenance Schedule and Required Inspections/Tests

All RVSM-candidate Learjet Model 31 group aircraft must be maintained in accordance with the
instructions provided in this Section, to ensure initial and continued compliance with RVSM systems
and performance requirements. These inspections/tests include air data system, altitude alert system,
and transponder accuracy checks, visual inspection of the Pitot-static probes and surrounding skin
condition, measurement of the Pitot-static probes geometry and relationship to the surrounding skin,
and an in-flight autopilot (altitude hold) performance test. All air data system maintenance
requirements specified in the MM must also be followed.
2.1.1 Air Data System, Altitude Alert System, and Transponder Accuracy Check
The air data, altitude alert, and altitude reporting systems must be maintained in accordance with the
instructions provided in this document, airplane maintenance manual (MM), and Code of Federal
Regulations (CFRs). The air data and altitude alert systems must meet the accuracy tolerances shown
in Table 2. The transponders should generally report an altitude within ±100 feet (Mode C
transponders) or ±50 feet (Mode S transponders) of the displayed altitude. This requirement is in
addition to the test specification identified in 14 CFR Part 43, Appendix E, and 14 CFR Part 43,
Appendix F (or JAR equivalent). This requirement is in addition to the test specification identified in
FAR Part 43, Appendix E.
Equipment Required:
• Digital Air Data Test Equipment
Combined accuracy/repeatability specification for the test equipment cannot exceed
±25’ for the test altitude range shown in Table 2.
• Transponder Test Equipment
Test Procedure
This test must be performed on both the Pilot’s and the Copilot’s systems, using the equipment listed
above. The air data and transponder tests should be conducted concurrently, if possible. Prepare the
transponder system as required, such that XPDR1 and XPDR22 output can be recorded in Table 2.
Reference the CMM and/or the test equipment procedures manual.
To avoid damage to the aircraft instruments, follow all cautions and warnings in the
Maintenance Manual.
1. Perform the following Pitot-static system leak check.

a. Very slowly, apply pressure to the Pitot system until the airspeed indicator indicates 80
knots. Increase airspeed to 300 knots at a rate not to exceed 20 knots per second.
b. Turn off pressure, sealing off the system. The system pressure drop in five minutes shall
be less than five knots on the airspeed indicator.
c. Set the airspeed to 200 knots on the test set and apply vacuum to the Pitot-static system
until the tester altimeter indicates an altitude of 28,000 feet.
d. Shut off vacuum source at 28,000 feet and seal off the Pitot-static system. System
leakage in one minute shall not cause tester altimeter to indicate less than 27,640 feet or
360 feet in one minute.
2. Verify that the altitude indicator Baro is set to 29.92 inHg (1013.25 mb).
3. Apply the reference altitude and Mach (or airspeed) for the condition.
4. Record the altitude displayed by the Pilot’s and the Copilot’s ADDUs.
5. Verify that indicated altitudes are within allowable tolerances.
6. Record the reported altitude from the transponder test equipment for the Pilot’s and the
Copilot’s transponders.
7. Repeat Steps 3 through 6 for all the conditions listed in Table 2.
8. For condition “Alert Climb” set the altitude alerter to 29,000 feet, and then increase the
aircraft’s altitude. At the alert, record the Pilot’s and the Copilot’s displayed altitudes.
Repeat this procedure for condition “Alert Descent” with the alerter set to 41,000 feet,
and decreasing the aircraft altitude. An altitude alert annunciation should occur prior to
reaching a 300-foot altitude deviation.
9. After the Pitot-static system accuracy check is completed, inspect both Pitot-static probes
to ensure the orifices are clear and free of any debris or foreign matter, possibly left over
from the test procedure.
2
If XPDR2 is not installed, “XPDR2” refers to the transponder output when single (#1) transponder is
configured to receive data from the #2 (Copilot’s) system.
Rev. C
AMI-IICA-LJ-0432
AIRPLANE SERIAL NUMBER:________________________ OPERATOR:____________________
Pitot-Static Probe Visual Check Completed? ______YES Leak Rate at 35000’ and 200 knots__________________
Reported Altitude
Applied Pilot’s Copilot’s Allowable Altitude Tolerance from Transponder
Mach Airspeed
Condition Altitude Altitude Altitude [SSEC Corrected Output] Test Equip (feet)
Number (kts)
(feet) (feet) (feet) (feet)
XPDR1 XPDR22
1 0.151 100.0 0 -60 to 40
2 0.227 150.0 0 -70 to 30
3 0.182 100.0 10000 9930 to 10050
4 0.363 200.0 10000 9890 to 10010
5 0.453 170.0 29000 28860 to 29010
6 0.581 220.0 29000 28850 to 29000
7 0.704 270.0 29000 28870 to 29030
8 0.799 310.0 29000 28960 to 29110
Alert Climb 0.799 310.0 29000 = 28320
9 0.575 190.0 35000 34850 to 35000

10 0.631 210.0 35000 34860 to 35010
11 0.687 230.0 35000 34870 to 35020

12 0.742 250.0 35000 34900 to 35050
13 0.795 270.0 35000 34950 to 35100

14 0.687 200.0 41000 40870 to 41020
15 0.719 210.0 41000 40880 to 41040
16 0.750 220.0 41000 40900 to 41060
17 0.780 230.0 41000 40930 to 41080
Alert Descent 0.780 230.0 41000 = 40680
2
If XPDR2 is not installed, “XPDR2” refers t o the transponder output when a single (#1) transponder is configured to receive data from the #2 (Copilot’s) system.
January 10, 2006
Air Data Test Set Information

Manufacturer/Model:___________________________________ Equipment Serial Number:____________________
Date of Calibration:______________________ Accuracy Specification:___________________________________________
Page 8
Table 2. Air Data System/Altitude Alert System/Transponder Functional Test Specification for Learjet 31
2.1.2 Identification and Visual Inspection of the Region Surrounding the Pitot-Static Probes
(RVSM Critical Region)
Routine visual inspections of a specified region surrounding the Pitot-static probes (“RVSM Critical
Region”) are conducted to ensure RVSM air data system integrity throughout the operational lifetime
of the RVSM-approved airframe.
2.1.2.1 RVSM Critical Region

The “RVSM Critical Region” defines an area surrounding the Pitot-static probes (on both sides of the
airplane) that must be routinely inspected and maintained. To facilitate this, small markings must be
applied to the corners of the RVSM Critical Region to allow for easy identification. These markings
may be any shape, size, or color; however, they must be clear and visible to the individual conducting
an inspection. Figure 2 illustrates and defines the RVSM Critical Region.
2.1.2.2 Visual Inspection of the RVSM Critical Region

The RVSM Critical Region must be checked for obvious damage or deformation to the skin surface,
perhaps due to walkway damage, foreign object damage, service vehicles, etc. Ensure that the barrel
of the Pitot-static probes is smooth and free of any surface roughness or damage. The static pressure
orifices must also be inspected for abnormal elongation, deformation, and/or obstruction. Examples
of damage or surface anomalies in the RVSM Critical Region (including the Pitot-static probe)
include:
• Dents and bulges in the skin surface

• Heavy scratches or creases
• Evidence of impact
• Non-flush or loose fasteners
• Excessive or protruding aerodynamic sealant compound
This inspection may be performed by the flight crew as referenced in the Airplane Flight Manual
Supplement (AFMS).
If damage or surface irregularities are found within the RVSM Critical Region and/or on the
Pitot-static probes, conduct repairs in accordance with the MM and/or SRM. If the Pitot-static probes
are removed and/or replaced, conduct the Pitot-static probe installation angle measurement discussed
in Section 2.1.6 as well as a system leak check per Section 2.1.1(Step 1). If the skin surface within
the RVSM Critical Region requires repair, replacement or rework, the skin contour inspection
discussed in Section 2.1.4 must be completed prior to RVSM dispatch.
2.1.2.3 Paint within the RVSM Critical Region

The skin surface may be painted up to the edges of the Pitot-static probe base. The paint should
transition smoothly to the edge of the Pitot-static probe base and no ridges or excessive sealant should
be evident. The paint application within the RVSM Critical Region should be homogenous such that
the surface is smooth and consistent.
An aircraft does NOT require the RVSM skin contour measurement if it has been repainted.
However, it must be ensured that there are no paint runs in the RVSM Critical Region. Paint runs are
NOT acceptable. However, paint chips around the rivet heads and scratches are acceptable.
Corner Markings Not to Scale

(example only) FWD
The corner markings may be any

size, shape, or color, as long as the Center of Pilot’s &
markings are discernable to 10.0” Copilot’s Static
personnel conducting a visual Pressure Orifices
inspection.
Paint allowed within the RVSM

Critical Region up to the base of the 10.0”
Pitot-static probe.
Painted Region Pitot-Static Probe
(Fuselage Skin)
Minimum dimensions shown. 19.0” 11.0”
Figure 2. RVSM Critical Region Definition – Left Side Shown
2.1.3 Inspection of the Pitot-Static Probes

The Pitot-static probes should be inspected for damage, dents, excessive corrosion on the surface, and
obvious damage/deformation of the unit itself. The static pressure orifices must be inspected for
corrosion, elongation, deformation, and/or obstruction. The operator must ensure that no foreign
matter is found within the static pressure orifice. Bent Pitot-static probes must be repla ced
immediately.
It is noted that sanding, probing, or scarfing of the probes in any way, with or without any implement,
is not an acceptable practice for verifying and/or inspecting overall Pitot-static probe condition.
Equipment Required:
• Feeler gauges or equivalent tool for measuring small geometric anomalies on the
probe surface.
Inspection Procedure
This inspection must be performed on both the Pilot’s and the Copilot’s systems, using the equipment
listed above.
1. Inspect the Pitot-static probes for damage, dents, excessive corrosion on the surface, and
obvious damage/deformation of the unit itself.
2. Inspect the static pressure orifices for corrosion, elongation, deformation, and/or
obstruction, Verify that no foreign matter is found within the port orifice
A) Pitot-Static Probe Physical Appearance

The Pitot-static probes should be inspected for physical damage to the contoured surfaces. Check for
foreign material/obstruction in the static pressure orifices, drain hole, and Pitot opening. Bent and/or
twisted Pitot-static probes must be replaced immediately.
B) Tip Condition
The tip of the Pitot-static probe should be clean and well defined. There should be no foreign object
damage evident on the tip. The outer edge of the tip should be smooth. The static pressure sensor
should remain free of foreign matter and the region immediately surrounding the sensor should be
free of surface discontinuities such as excessive corrosion, dents, dings, or severe scratches.
1. The leading edge lip of the Pitot opening should be sharp. New tubes are sharpened to a
tolerance of 0.022”±0.002” flat. The Pitot-static probe must be removed if the lip has
eroded or been dented to the extent that the lip has a flatness that exceeds 0.022”±
0.005”. (Figure 3)
2. The outer surface of the lip edge must be smooth and cannot be curled or flared outward
(Figure 4). Slide your fingernail along the outer surface at the tip to detect this condition.
Replace the tube if this condition exists.
3. Remove the tube if indentations on the lip deviate more than 0.030” from normal tip
diameter. Small inward dents on the lip (Figure 5) that do not affect the roundness of the
Pitot opening are acceptable. The dent at any location around the opening must not affect
more than one-fifth (20%) of the circumference. Damage of this type may be repairable.
Return units removed from service to the Pitot-static probe manufacturer (BF
Goodrich/Rosemount Aerospace) for possible repair.
4. It is permissible for the leading edge lip to have small nicks or chips (Figure 6). Replace
the tube only if two or more nicks are between 0.025” and 0.035” deep or if any one nick
exceeds 0.035” deep.
C) Aerodynamic Contour
The aerodynamic contour of the Pitot-static probe is critical to the overall performance of the air data
system. The following inspections must be completed to verify the probe aerodynamic condition is
acceptable for RVSM operation:
1. Check each static pressure orifice to make sure their edges remain perpendicular to the
unit’s machined contoured surface. Rounded or raised static pressure orifice edges
should not exceed 0.003”. (Figure 7)
2. Check for scratches, nicks, or surface irregularities deeper than 0.015” located within
0.50” of the static pressure orifices.
3. Check for defects exceeding 0.025” over the rest of the head and exceeding 0.125” on the
strut section of the unit.
D) General Condition of the Static Pressure Orifices

The static pressure orifices should remain free of foreign matter, and the region immediately
surrounding the pressure orifices should be free of surface discontinuities such as excessive corrosion,
dents, dings or severe scratches.
2.1.3.1 Pitot-Static Probes Installation Angles

The Pitot-static probe orientation on the airplane is crit ical to ensure the aerodynamic compensation is
correct for RVSM operation. The inspection must be conducted initially, every 24 months, and upon
removal and installation of either Pitot-static probe. The probe pitch, yaw, and roll angles must be
measured to verify the probe installation is acceptable. The probe alignment check procedure
contained in Section 2.1.6 provides a suitable method for checking the probe installation for RVSM
compliance. The probe installation tolerances contained in Section 2.1.6 are acceptable for RVSM.
2.1.3.2 General Compliance Procedures

A. Pre -Flight Inspection
Prior to all flights in RVSM airspace, conduct a visual inspection of the Pitot-static probes, including
the probe tip and static port orifice, as discussed in this Section. Check for anomalies that did not
exist on the previous pre-flight inspection.
B. Probe Replacement
If one, or both, Pitot-static probes are replaced with new probes, install the probes per the
Maintenance Manual and align the probes in accordance with Section 2.1.6.
0.022” ± 0.005”
20 deg.
Figure 3. Pitot-Static Probe Lip Sharpness Criteria
Rejection Criteria
Detectable outward flare
or curl of the lip
Figure 4. Pitot-Static Probe Lip Flare/Curl Rejection Criteria
Rejection Criteria
1. Indentation exceeding 0.030” of normal tip diameter
2. Indentation affecting more than 20% of tip circumference
Figure 5. Pitot-Static Probe Lip Indentation Rejection Criteria
0.025” (2 dents or nicks)

0.035” (1 dent or nick)
Rejection Criteria
1. Any single nick exceeding 0.035” deep
2. Two nicks between 0.025” and 0.035” deep
Figure 6. Pitot-Static Probe Tip Criteria for Nicks and Dents
Squared edge
Raised edge
(correct)
(damaged)
Rounded edge
(damaged)
Figure 7. Pitot-Static Probe Orifice Edge Criteria
2.1.4 RVSM Critical Region Skin Contour Measurement Procedure
Equipment Required:
• AeroMech Geometric Inspection Equipment, A1M-LJ-GE (Figure 8)
To ensure the contribution of skin contour variation to altimetry system error remains acceptable for
RVSM compliance, a special skin contour inspection of the RVSM Critical Region is required.
Trained personnel using equipment (Figure 8) uniquely designed for the Learjet Model 31 airframe
must conduct this inspection. The measurement procedure must be conducted in accordance with
AeroMech Technical Specification AMI-TP-LJ-9903 (latest revision). If the skin contour is found to
be acceptable for RVSM airworthiness approval, form AMI-LJ31-SWA, “Reduced Vertical
Separation Minimum (RVSM) Airframe Conformity Inspection” (Figure 9) shall be issued as proof
of compliance.
Form AMI-LJ31-SWA is the document that ensures the skin contour (within the RVSM Critical
Region), on both sides of the airplane, is acceptable for RVSM. Form AMI-LJ31-SWA shall be
issued after the necessary skin contour measurements are obtained initially, or upon damage/repair
within the RVSM Critical Region. In cases where the skin contour is found to be unacceptable for
RVSM compliance, the STC holder shall recommend changes, such as repair options and/or
alternatives, operational restrictions, and/or avionics retrofits, to ensure the overall altimetry system
error levels are acceptable for RVSM operations.
TOP
END
-16 -15 -14 -13 -12 -11 -10 -9 -8 -7 -6 -5 -4 -3 -2 -1 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
SIDE
BOTTOM
Figure 8. Geometric Inspection Equipment: A1M-LJ-GE
Reduced Vertical Separation Minimum (RVSM)

Airframe Conformity Inspection
Geometric Analysis for RVSM Compliance

Airplane Model: Learjet 31
Aircraft Serial Number: 31-XXX

The airplane designated above has been inspected and analyzed in accordance with FAA
approved procedures for RVSM airworthiness compliance. The results of the RVSM
geometric analysis are provided in Table 1.
Air Data System RVSM Status

Pilot PASS
Copilot PASS
Table 1. Results of Skin Contour Analysis for RVSM Compliance
Learjet 31 SN31-XXX
This airplane meets the RVSM airframe geometry requirements for {Initial/Continued}
Airworthiness.
Approved by: __________________________ Date: _____________
Figure 9. RVSM Airframe Conformity Inspection, Form AMI-LJ31-SWA
2.1.5 Autopilot (Altitude Hold) Performance Test

RVSM operation requires that the autopilot system accurately maintain selected altitude during
normal cruise flight. Perform autopilot checks and/or maintenance in accordance with this document
and airplane maintenance manuals. In addition, perform the following in-flight altitude hold
performance test every 24 months.
Test Procedure
1. During normal cruise flight at an altitude between FL270 and FL510 (Baro 29.92 inHg or
1013.25 mb) activate altitude hold. Allow the aircraft to stabilize on the selected altitude.
The air must be stable (no turbulence) during this check. Maintain flight level and
cruise Mach number.
2. With the airplane in the normal (cruise) mode and altitude hold engaged, record the data
from the primary displays (using Table 3) every minute for a minimum flight segment of 20
minutes. The maximum altitude deviation shown on the display should not exceed ±65 ft.
RVSM Autopilot Performance Check Table

Cruise Conditions
Airplane Model/SN:____________________ Date:__________________________
Destination:___________________________ Pilot:________________________
Time Pilot’s Copilot’s Pilot’s Copilot’s Pilot’s Copilot’s

(Minutes) Altimeter Altimeter Mach Mach KIAS KIAS
0:00
0:05
0:10
0:15
0:20
0:25
0:30
0:35
0:40
0:45
0:50
0:55
1:00
Table 3. Autopilot Performance Tracking Form – Cruise Test
Notes:
Section 2. Maintenance Instructions
2.1.6 Pitot-Static Probe Angle Alignment

The pitot-static probe angle alignment on the airplane is critical to ensure the aerodynamic
compensation is correct for RVSM operation. The probe pitch, yaw and roll angles must be
measured to verify the probe installation is acceptable.
Test Procedure
Equipment Required: SPI-31-040-9 Digital Mechanical Inclinometer - Spi-Tronic
Model Pro 3600 or equivalent accuracy (.XX)
TN623626 Pitot Probe Inspection Tool
TN624880 Frame 1 Leveling Tool Tool
TN623626, Pitot Probe Inspection Tool TN624880,Frame 1 Leveling Tool
1. Record left and right probe part numbers, serial numbers and total number of probe
hours in the Probe Alignment Data Form (Figure 10).
2. Level aircraft per Maintenance Manual instructions.
3. Remove radome.
4. Align TN624880 Frame 1 Leveling Tool with the two existing tooling holes on the
forward side of Frame #1 and attach.
Attach Point Attach Point
5. Attach TN623626 Pitot Probe Inspection Tool onto the barrel of the right pitot-static
probe, indexing it to the vane of the probe with the center template loosely attached.
Locate the center template against skin contour, aligning it with the aft skin joint and
indexing it to the aircraft skin and hand tighten the clamping screws. Then Attach right
protractor plate and secure, as shown below:
Pitot Clamping Screws (4)

Protractor Plate
Center Template Clamping Screws (2)
Center Template
6. Position the digital protractor (in the Pitch axis) on TN624880 Frame 1 Leveling Tool (as
shown below) and zero the protractor.
7. Place the digital protractor on the right protractor plate of the TN623626 Pitot Probe
Inspection Tool, as shown below. Measure and record the pitch angle in the Probe
Alignment Data Form (Figure 10).
8. Position the digital protractor (in the Roll axis) on TN624880 Frame 1 Leveling Tool (as
shown below) and zero the protractor.
9. Place the digital protractor on the right protractor plate of the TN623626 Pitot Probe
Inspection Tool, as shown below. Measure and record the roll angle in the Probe Alignment
Data Form (Figure 10).
10. Verify Middle Template is secured and the tabs are positioned on the contour. Measure the
Yaw readings at the fore & aft scribe lines and record in the Probe Alignment Data Form
(Figure 10).
Fwd Scribe Aft Scribe
11. Repeat Steps 5 through 10 for opposite left pitot-static probe alignment check.
12. Complete Probe Alignment Data Form (Figure 10) to determine if probes are in tolerance.
One probe may exceed the allowable misalignment, as long as the total misalignment (left
probe misalignment + right probe misalignment) does not exceed the specified limits.
13. If adjustments are required, adjust probes as follows:

a. Remove equipment in the nose bays as required to gain access to the Eccentric Nut.
b. Loosen the 4 mounting screws on pitot probe.
c. Remove safety wire and turn Eccentric Nut as required.
Note: When making adjustments retighten mounting screws prior to checking and recording
readings. Adjustment to probes using eccentric nut “Will” affect pitch and can affect
roll, and yaw probe alignment.
d. Tighten the 4 mounting screws on pitot probe.
e. Safety wire Eccentric Nut.
f. Recheck probe angle alignment.
g. Reinstall equipment previously removed.
Eccentric Nut
Date: _________ Aircraft: ___________
A/C Leveling Method: __________________

Probe Information
Part Number Serial Number Hours
Left
Pitot-Static Probe
Right
Pitot-Static Probe
Probe Barrel Alignment (Pitch)

Measured Misalignment Allowable Tolerance
Probe Tip Up = + angle Nominal = -5.00° (Dn)
Probe Tip Dn = - angle
Left
± 0.50° (± 30minutes)
Pitot-Static Probe
Right
± 0.50° (± 30minutes)
Pitot-Static Probe
Total Misalignment
≤ 1.00° (≤ 60 minutes)
(= Left + Right)
Probe Barrel Alignment (Roll)

Measured Misalignment Allowable Tolerance
Probe Angle Up = + angle Nominal = 33.5° (Dn)
Probe Angle Dn = - angle
Left
± 1.5° (± 90minutes)
Pitot-Static Probe
Right
± 1.5° (± 90minutes)
Pitot-Static Probe
Total Misalignment
(= Left + Right) ≤ 3.0° (≤ 180 minutes)
Probe Barrel Alignment (Yaw)

Probe Barrel Probe Barrel Yaw Variance Probe Yaw Allowable Yaw
Standoff Dist Standoff Dist Distance Misalignment Misalignment
Tool Fwd Edge Tool Aft Edge =Fwd Edge Dist −1  YawVarDist  (Nom Probe Yaw
= Tan  
-Aft Edge Dist  5.94"  -9.7° (Inbd))
Left ± 1.50°
_____________ _____________ _____________ _____________
Pitot-Static Probe (± 90 minutes)
(Fwd-Reading) (Aft-Reading) (Difference) (Angle-Degs)
Right ± 1.50°
_____________ _____________ _____________ _____________
Pitot-Static Probe (± 90 minutes)
(Fwd-Reading) (Aft-Reading) (Difference) (Angle-Degs)
≤ 3.00°
Total: _____________ _____________
(Difference) (Angle-Degs) (≤ 180 minutes)
Figure 10: Probe Alignment Data Form
2.2 Troubleshooting Information

The following information provides instructions for corrective action upon failure of the
inspections/tests presented in Section 2.1.
2.2.1 Air Data System

If the air data system is found to exceed the requirements of Table 2, service the Pitot-static system as
shown in the MM. Check and drain the Pitot-static lines, conduct a leak check, and repeat the RVSM
air data ground test in accordance with the procedures provided in Section 2.1.1. If the requirements
of Table 2 are again exceeded, service the aberrant system as necessary to reduce the leak rate and
re-test. If the test again fails, the ADDUs may require servicing. The serviced units must be re-tested
upon installation (Section 2.1.1).
If the altitude alert system consistently alerts in excess of ±300 feet of the selected altitude, repeat the
altitude alert test conditions in accordance with the procedures provided in Section 2.1.1. If the
requirements are again exceeded, the ADDUs may require servicing. The serviced units must be
re-tested upon installation (Section 2.1.1).
2.2.2 RVSM Critical Region Inspection

If a visual inspection of the RVSM Critical Region (Section 2.1.2) indicates that damage,
deformation, repairs, etc. exists that may impact air data system accuracy, then the operator should
conduct inspection/repairs per the MM and/or SRM. All repairs within the RVSM Critical Region
must remain internal. If internal repairs are not possible, provide the STC holder with the desired
repair scheme.
After all skin repairs in the RVSM Critical Region are completed (internal OR external), a skin
contour inspection must be conducted in accordance with Section 2.1.4.
2.2.3 Pitot-Static Probe Inspection

If the Pitot-static probe’s condition fails the inspection criteria provided in Section 2.1.3, service or
replace the Pitot-static probes as specified. If the Pitot-static probe installation angles are measured
and the probes are found to be outside the tolerances adjust the Pitot-static probes in accordance with
Section 2.1.6 and repeat the measurement process. If the probes are still outside the allowable
installation angle tolerances, the performance of the probes must be re-evaluated for RVSM
compliance.
2.2.4 Autopilot (Altitude Hold) Check

If the autopilot cannot maintain altitude to within ±65 feet from the selected cruise altitude, repeat the
autopilot check once again ensuring the Mach number remains constant and the air remains stable
during the entire check. If the check still fails, conduct autopilot component and/or servicing checks
as specified in the airplane maintenance manuals. Repeat the test discussed in Section 2.1.5, as
required to ensure the altitude hold accuracy is maintained.
2.3 Installation/Removal of RVSM-Relevant Components

Installation and/or removal of all avionics equipment should be conducted in accordance with current
maintenance practices. An air data system check (Section 2.1.1) shall be conducted upon installation
of the ADDUs for RVSM initial airworthiness compliance. If the ADDUs are removed and replaced
or reinstalled at any time between maintenance intervals with units of identical part number an air
data system leak check (Test Procedure on Page 7) shall be conducted.
2.4 Summary of Special Tools/Equipment Required for RVSM -Specific Maintenance

A summary of the tooling required to successfully implement this STC is provided below.
2.4.1 Air Data/Alerter/Transponder Systems Check [Section 2.1.1]

• Digital Air Data Test Equipment
Combined accuracy/repeatability specification for the test equipment
cannot exceed ±25’ for the test altitude range shown in Table 2.
• Transponder Test Equipment
2.4.2 Inspection of the Pitot-Static Probes [Section 2.1.3]

• Feeler gauges or equivalent tool for measuring small geometric anomalies on the
probe surface.
2.4.3 RVSM Critical Region Geometric Conformity Measurement [Section 2.1.4]

• AeroMech Geometric Inspection Equipment, A1M-LJ-GE (Figure 8)
Note: Special training required.
2.4.4 Autopilot (Altitude Hold) Performance Test [Section 2.1.5]

• Data Tabulation Sheet (Table 3)
2.4.5 Pitot-Static Probe Angle Alignment Procedure [Section 2.1.6]

• Digital Mechanical Inclinometer - Spi-Tronic Model Pro 3600 or equivalent accuracy (.XX)
• Pitot Probe Inspection Tool, TN623626
• Frame 1 Leveling Tool, TN624880
Section 3. Airworthiness Limitations
The Airworthiness Limitations Section is FAA-approved and specifies maintenance required under
§43.16 and §91.403 of the Federal Aviation Regulations, unless an alternative program has been FAA
approved. It is noted that there are no Structural Airworthiness Limitations associated with
RVSM airworthiness compliance of Learjet airplane Model 31 group aircraft.
Section 4. Summary of Operational Requirements and Conditions
To ensure compliance with RVSM altimetry system accuracy and integrity requirements during
RVSM operations, Learjet Model 31 group aircraft operators must be maintained in accordance with
this document. Further, the operator should be familiar with RVSM-specific Minimum Equipment
List (MEL) changes, operational conditions and flight crew training requirements.
4.1. Summary of Airframe and Operational Requirements for RVSM Compliance

A) Initial airworthiness is contingent on performing the inspections and tests listed in Section 1.4.1,
in accordance with the instructions provided in Section 2.
B) Continued airworthiness is contingent on performing the following inspections:
1. Prior to each flight within RVSM airspace:
a. Verify the required air data components are installed.
b. Perform a visual inspection of the RVSM Critical Region and Pitot-static probes.
[Section 2.1.2.2 and Section 2.1.3(A)]
2. Perform the required inspections/tests every 24 months. [Section 1.4.2]
3. If an alternate air data, altitude alert, or autopilot component installation is desired after
Initial Airworthiness approval has been granted, the new avionics configuration must be
approved for RVSM operation. [Section 1.4.3]
4. If the Pitot-static probes are removed, repaired, and/or replaced, a Pitot-static probe
inspection and installation angle check is required. [Section 2.1.6]
5. If the RVSM Critical Region sustains damage or fails a visual inspection, the discrepant
condition must be remedied through current MM and/or SRM procedures. A skin
contour inspection must be repeated to ensure conformity to RVSM requirements.
[Section 2.1.4]
6. Follow troubleshooting instructions, as provided in Section 2.2, upon failure of any of the
inspections/tests presented in Section 2.1.
7. The Pitot-static probes are time life-limited to 10,000 hours.
8. No other RVSM-specific life-limited or time change requirements are necessary as part
of this STC.
C) In addition to the items presented above, the following requirements must be fulfilled prior to
securing operator approval:
1. All personnel responsible for maintenance affecting the air data, autopilot, altitude
alerting, and altitude reporting systems must be familiar with the maintenance procedures
specified in this document. Training should be provided as necessary.
2. A revision to the Minimum Equipment List (MEL) may be necessary, as described in
Section 4.2.
3. RVSM-specific operational conditions must be followed while operating a Learjet Model
31 group aircraft within RVSM airspace. These conditions must be understood and
followed by the flight crew and where necessary, appropriate maintenance personnel.
The AFMS, document AMI-AFMS-LJ-0428 (current revision), must also be
appropriately filed.
4.2. Minimum Equipment List (MEL) Revision

The MEL may be revised to require that the following equipment must be operational for dispatch
into RVSM airspace. The operator may seek use of the specific relief contained in the MMEL Policy
Letter 84 to revise the MEL. In doing so, the sample terms stating the relief in the policy letter must
be copied verbatim into the operator's MEL.
Two (2) independent air data display units with altitude alert capability;
One (1) analog interface unit;
One (1) automatic flight control system with altitude hold;
One (1) SSR altitude reporting transponder (already required for non-RVSM dispatch).
In lieu of a MEL change, the AFMS may serve as the vehicle for identifying the minimum equipment
requirements for RVSM operation. This should be coordinated through the appropriate certifying
authority when applying for Operational Approval.
4.3. Operational Conditions
4.3.1 Pre -Flight Inspection of the RVSM Critical Region

A pre-flight inspection of the RVSM Critical Region is required prior to operation within RVSM
airspace.
4.3.2 ADDU1 or ADDU2 Failure

In case of ADDU1 or ADDU2 failure, a series of steps must be taken by both the Pilot and Copilot
to ensure the airplane can be operated to continue flight within RVSM airspace. These steps are
summarized in the RVSM AFMS, document AMI-AFMS-LJ-0428 (current revision).
4.3.3 Analog Interface Unit (AIU) Failure

In case of AIU failure, a series of steps must be taken by the Pilot and/or Copilot to continue
operating in RVSM airspace. These procedures are summarized in the RVSM AFMS, document
AMI-AFMS-LJ-0428 (current revision).
4.3.4 Aircraft Systems Component Failure

In case of RVSM-specific aircraft system component failure(s), a series of steps must be taken by
the flight crew to ensure the airplane can operate for the remainder of the RVSM flight. These
steps are summarized in the RVSM AFMS, document AMI-AFMS-LJ-0428 (current revision).
4.4. Traffic Alert Collision Avoidance System (TCAS) II

If a Learjet Model 31 group aircraft is (or will be) equipped with TCAS II, it must have software
version 7.0 or later prior to receiving RVSM operational approval.
4.5. Flight Crew Training

All flight crews must have knowledge and understanding of standard RVSM operating practices and
air traffic control contingencies. In addition, all flight crews must have knowledge and understanding
of the information contained in this document. The operations manual should be revised to include
these RVSM-specific limitations and/or procedures, if necessary.
The flight crew should be familiar with the specific operational guidelines and contingency
procedures that may be unique from one region of RVSM airspace to another (i.e. North Atlantic,
European, Pacific, West Atlantic Route System, Domestic, etc.).
4.6. Airplane Flight Manual Supplement (AFMS)

The RVSM Airplane Flight Manual Supplement (AFMS), document AMI-AFMS-LJ-0428 (current
revision) must be inserted into the approved Airplane Flight Manual. All flight crews must have
knowledge and understanding of the material contained therein.
NOTES

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One Learjet Way

Supplemental Type Certificate N o: ST01463SE

Pages Revision Description Date Approval

All C 1. Deleted Old Bombardier Logo 10 Jan 2006

Log of Pages ................................................................................................................................ii

Table of Contents ........................................................................................................................iii

List of Figures .............................................................................................................................iv

List of Tables ..............................................................................................................................iv

AMI-IICA-LJ-0432 Page iii

Figure 1. Learjet Model 31 Three View and Specifications Summary...........................................3

Section 1. Airplane Maintenance

1.2 Aircraft Configuration

1.3 Aircraft System Description

Section 1. Airplane Maintenance

Component Manufacturer & Model Part Number

TSO-C66a or TSO -C74c (Mode C)

Section 1. Airplane Maintenance

Section 1. Airplane Maintenance

1.4 Requirements for RVSM Initial and Continued Airworthiness

1.4.1 Requirements for Initial Airworthiness

Section 1. Airplane Maintenance

1.4.2 Requirements for Continued Airworthiness

1.4.2.1. Every 24 Months in Service

1.4.3 General Servicing Information

1.4.3.2. Skin Condition within the RVSM Critical Region

1.4.3.3. Air Data System

Section 2 Maintenance Instructions

2.1 Maintenance Schedule and Required Inspections/Tests

Section 2 Maintenance Instructions

1. Perform the following Pitot-static system leak check.

AIRPLANE SERIAL NUMBER:________________________ OPERATOR:____________________

Instructions for Initial and Continued Airworthiness

Supplemental Type Certificate #ST01463SE

RVSM Approval for Learjet Model 31

Air Data Test Set Information

Section 2 Maintenance Instructions

2.1.2.1 RVSM Critical Region

2.1.2.2 Visual Inspection of the RVSM Critical Region

• Dents and bulges in the skin surface

2.1.2.3 Paint within the RVSM Critical Region

Section 2 Maintenance Instructions

Corner Markings Not to Scale

The corner markings may be any

Paint allowed within the RVSM

Minimum dimensions shown. 19.0” 11.0”

Figure 2. RVSM Critical Region Definition – Left Side Shown

Section 2 Maintenance Instructions

2.1.3 Inspection of the Pitot-Static Probes

A) Pitot-Static Probe Physical Appearance

Section 2 Maintenance Instructions

D) General Condition of the Static Pressure Orifices

2.1.3.1 Pitot-Static Probes Installation Angles

2.1.3.2 General Compliance Procedures

Section 2 Maintenance Instructions

Figure 3. Pitot-Static Probe Lip Sharpness Criteria

Figure 4. Pitot-Static Probe Lip Flare/Curl Rejection Criteria

Figure 5. Pitot-Static Probe Lip Indentation Rejection Criteria

Section 2 Maintenance Instructions

0.025” (2 dents or nicks)

Figure 6. Pitot-Static Probe Tip Criteria for Nicks and Dents

Figure 7. Pitot-Static Probe Orifice Edge Criteria

Section 2 Maintenance Instructions

AIRPLANE SERIAL NUMBER:____ OPERATOR:

Approved by: ______________ Date: _

Airplane Model/SN: Date:______

Date: _ Aircraft: ___