LR35 PTM R0.4 Part II PDF

LEARJET 30 SERIES PILOT TRAINING MANUAL
CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION................................................................................................................. 14-1
GENERAL ............................................................................................................................ 14-1
LANDING GEAR................................................................................................................. 14-2
Indicating System .......................................................................................................... 14-2
Main Gear Components................................................................................................. 14-4
Nose Gear Components ................................................................................................. 14-4
Operation ....................................................................................................................... 14-6
BRAKES............................................................................................................................. 14-12
Normal Operation........................................................................................................ 14-12
Antiskid ....................................................................................................................... 14-14
Emergency Brakes....................................................................................................... 14-15
Parking Brakes ............................................................................................................ 14-15
14 LANDING GEAR
NOSEWHEEL STEERING................................................................................................ 14-15
AND BRAKES
Operation ..................................................................................................................... 14-17
QUESTIONS ...................................................................................................................... 14-19
FOR TRAINING PURPOSES ONLY 14-i

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

CHAPTER 14
LANDING GEAR
AND BRAKES
INTRODUCTION
The retractable landing gear is electrically controlled and hydraulically operated. The
14 LANDING GEAR
main gear incorporates dual wheels equipped with individual hydraulic brakes and
AND BRAKES
retracts inboard. The single wheel, self-centering nose gear incorporates an electrical
steering system and retracts forward. Alternate gear extension and emergency braking
are pneumatic. An antiskid system is incorporated into the normal hydraulic braking
system.
GENERAL
The landing gear has three air-hydraulic shock pins are not required. Gear position indications
str uts. The main gear outboard doors are are displayed on the copilot instrument panel.
mechanically linked to the gear assemblies
and move with them. The inboard doors are hy- The hydraulic brake system is controlled by
draulically operated and close when the gear four valves—two for each pilot—linked to the
is fully extended or retracted. An air bottle is rudder pedals. Hydraulic system pressure is
provided for alternate gear extension and emer- metered to the self-adjusting multiple disc brake
gency braking. The gear actuators incorpo- assemblies in proportion to pedal deflection.
rate integral downlocking devices; downlock
Revision .02 FOR TRAINING PURPOSES ONLY 14-1

T h e a n t i s k i d s y s t e m p r ov i d e s m a x i m u m The nose gear red UNSAFE light is illuminated

deceleration without skidding the tires. When when the nose gear is in transit (i.e., neither
the system is operating, wheel speed down-and-locked nor up-and-locked). When
transducers—generators—fur nish wheel the nose gear is locked in either the up or the
speed information to a control box that sig- down posi tion, the light extinguishes.
nals the antiskid servo valves to modulate
braking pressure. The parking brake is set by T h e t wo m a i n g e a r r e d U N S A F E l i g h t s
pulling a handle on the throttle quadrant and illuminate whenever the respective main gear
depressing the brake pedals; this traps hy- door is unlocked. As each inboard door latches
draulic pressure in the brake assemblies. up during extension or retraction, the
corresponding red light extinguishes.
The variable authority, electric nosewheel steer -
ing system operates only on the ground. When
Indications for gear down-and-locked, up-
the system is engaged, a computer determines
and-locked, and in-transit conditions are
the amount of nosewheel deflection allow -
shown in Figure 14-2.
able—based on rudder pedal movement and
taxi speed—and uses a DC electric motor to
If the gear is extended with the alternate—
deflect the nosewheel accordingly. Maximum
the pneumatic—system, all three green lights
authority is 45° either side of center at slow
and the two main gear red lights illuminate;
speeds, which decreases as speed increases.
both main gear doors remain fully extended.
LANDING GEAR
INDICATING SYSTEM
The landing gear position indicating system
consists of three red lights and three green
lights, a test switch, and an aural warning horn.
Gear Position Lights

The three green LOCKED DN lights (Figure
14 LANDING GEAR
14-1) are illuminated by their respective

AND BRAKES
downlock switches on the gear actuators.
As each gear locks down, the corresponding

green LOCKED DN light illuminates. During
gear retraction, the lights extinguish when the
downlocks are hydraulically released.
Figure 14-1. Gear Position Indicator

Lights
14-2 FOR TRAINING PURPOSES ONLY

The position lights are tested by holding the Landing Gear Warning System
TEST/MUTE switch on the LANDING GEAR
panel in the TEST position. All six lights will il- The aural warning horn will sound and three
luminate and the warning horn will sound. The red UNSAFE lights will illuminate when all
lights can be dimmed with the dimming rheostat of the following conditions are present:
(Figure 14-1) if the navigation lights are on; oth- • Landing gear is not down-and-locked
erwise, they will be at maximum intensity.
• Altitude is less than 14,500 ±500 ft
Circuitry related to the left and right main • Either thrust lever is retarded below
gear green position lights is common with the approximately 55–60% N 1 .
landing/taxi light for that side. Conf irmation
of main gear downlocking—after bulb test- • Airspeed is below 170 KIAS (FC 530 air-
ing—can be made by switching on the re- craft only)
spective LDG LTS switch. At altitudes above 14,500 ±500 ft, the horn will
not sound when the thrust levers are retarded,
Nose gear green light circuitry is common with and the UNSAFE lights may illuminate. The
the engine synchronizing system (if installed). horn also sounds when the flaps are extended
Confirmation of nose gear downlocking (after beyond 25° if the landing gear is not down-and-
bulb testing) is made by positioning the ENG locked, regardless of thrust lever position or
SYNC switch on the pedestal to ENG SYNC altitude.
(on) and observing that the amber ENG SYNC
light on the annunciator panel illuminates. Holding the TEST/MUTE switch in TEST
illuminates all six position indicator lights
and sounds the horn. Momentarily positioning
the switch to MUTE silences the horn when
UNSAFE LOCKED DN the thrust levers are retarded and the gear is
TEST BRT
UP
not down-and-locked.
MUTE
DN
LANDING GEAR
The horn cannot be muted when the gear is not
UP AND LOCKED down-and-locked and the flaps are extended
beyond 25°.
14 LANDING GEAR
UNSAFE LOCKED DN
AND BRAKES
UP
TEST BRT
MUTE
DN
LANDING GEAR
DIMMING IN TRANSIT
RHEOSTAT
UNSAFE LOCKED DN
UP
TEST BRT
MUTE
DN
LANDING GEA
DOWN AND LOCKED
Figure 14-2. Gear Position Indications
FOR TRAINING PURPOSES ONLY 14-3

MAIN GEAR COMPONENTS The main gear is hydraulically held in the

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

The nose gear consists of an air-hydraulic shock
strut incorporating a self-centering device, a
nosewheel steering actuator, and mechanically
14 LANDING GEAR
operated doors (Figure 14-4).

AND BRAKES
The nose gear strut is conventional with two

exceptions: it does not have a scissors, and the
nosewheel steering actuator motor is mounted
on top of the strut housing.
Figure 14-3. Main Gear

Because the cams cannot center the wheel if

it is swiveled 180° from the normal position,
the nose gear should be checked on the exterior
inspection to ascertain that the gear uplatch
roller is facing forward.
Figure 14-4. Nose Gear
The nose gear actuator incorporates an integral

downlock mechanism to maintain a positive
downlocked condition; therefore, a downlock
pin is not required. As with the main gear
a c t u a t o r, t h e l o c k i n g m e c h a n i s m c a n b e
released only by hydraulic pressure on the
retract side. The gear is held retracted by
hydraulic pressure and a spring-loaded up-
latch hook that engages the uplatch roller on
the forward side of the strut. The uplatch hook
is released by a hydraulic actuator.
When retracted, the nose gear is enclosed by

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

OPERATION Normal Retraction

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

OVERBOARD
GEAR
CONTROL
VALVE
GEAR ALTERNATE EXTENSION CONTROL VALVE

TO EXTEND RETRACT
FOR TRAINING PURPOSES ONLY
EMERGENCY SOL SOL

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

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

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

OVERBOARD
GEAR
GEAR ALTERNATE EXTENSION CONTROL VALVE CONTROL
VALVE
TO

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

The alter nate gear extension system is Pushing the emergency gear lever down opens a
pneumatically operated by a bottle charged to valve to release air bottle pressure to position the
1,800–3,000 psi with dry air or nitrogen. Bottle gear control and door control valves to the ex-
p r e s s u r e i s s h ow n o n t h e d i r e c t - r e a d i n g tend position (Figure 14-10). This provides a
EMERGENCY AIR indicator on the center in - return flow path for fluid in the retract side of
strument panel (Figure 14-8). The bottle also the gear and door actuators. The air pressure
provides pressure for emergency braking. also repositions the shuttle valves to accom-
plish the following:
• Release the nose gear uplatch and the
main gear door uplatches
• Open the main gear inboard doors
• Extend all three gear
Since no provision is made to close the main
inboard doors, the two main gear red UNSAFE
lights remain illuminated. The three green
LOCKED DN lights illuminate.
In a hydraulic failure situation, after the gear

is down-and-locked, air pressure must be bled
from the gear system by lifting the release tab
180 300 (see Figure 14-9) and raising the emergency
0 500 gear lever to the normal position. This closes
PSI X 10 the valve on the emergency air bottle and iso-
lates air pressure from the gear system; in
turn, this prevents a possible leak in the gear
system from depleting air pressure that might
E MERGENCY be required for emergency braking.
AIR EMERGENCY
GEAR
14 LANDING GEAR
LEVER RELEASE
AND BRAKES
TAB
Figure 14-8. Emergency Air Pressure

Indicator
Before using the system, place the landing gear

selector switch (see Figure 14-2) in DN and pull
the GEAR circuit breaker on the right essen-
tial bus. This prevents inadvertent gear re-
traction after successful extension. The system
is activated by pushing down the emergency
gear lever on the right side of the pedestal
(Figure 14-9). A ratchet on the lever keeps it
in the down position once activated; it can be
raised only by manually actuating the release
tab while simultaneously lifting the emer-
gency gear lever. Figure 14-9. Alternate Extension Controls

OVERBOARD
TO GEAR ALTERNATE EXTENSION CONTROL VALVE

EMERGENCY GEAR
CONTROL

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

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

TO
RESERVOIR
FROM NOSE
GEAR DOWN
LINE
PILOT PILOT COPILOT COPILOT

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

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

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

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

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

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

28 VDC STEER LOCK

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

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

INTENTIONALLY LEFT BLANK

14 LANDING GEAR
AND BRAKES

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

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

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

AND BRAKES
D. Turn off the ANTISKID switch master switch

D. Depressing the ANTISKID release
button

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

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

General ........................................................................................................................ 15-22

Operation ..................................................................................................................... 15-24
MACH OVERSPEED WARNING/STICK PULLER ........................................................ 15-25
General ........................................................................................................................ 15-25
Operation ..................................................................................................................... 15-25
QUESTIONS ...................................................................................................................... 15-27
15 FLIGHT CONTROLS
15-ii FOR TRAINING PURPOSES ONLY

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

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

interconnect. A i l e r o n a u g m e n t a t i o n i s p r ov i d e d by a
spoileron system that increases roll authority
The ailerons incorporate mechanical balance when the aircraft is conf igured for landing.
tabs to provide aerodynamic assistance. Trim
systems (i.e., roll, yaw, and pitch) are electri- A dual yaw damper system provides yaw
cally operated and controlled. Trim tabs are stability.

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

overspeed and induces an aft control column
movement to raise the nose of the aircraft.
A Mach trim system provides automatic pitch

trim to compensate for Mach tuck.
All flight control surfaces appear in Figure

15-1.
A flight controls gust lock is provided to pre-

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

15 FLIGHT CONTROLS
Figure 15-1. Flight Control Surfaces

PRIMARY FLIGHT On FC 200 AFCS aircraft, the electric clutch

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

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

Roll Servo Aileron Follow-ups

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

ing the angle of incidence of the movable hor-
izontal stabilizer. A dual-motor—primary and
secondary—actuator moves the leading edge
of the horizontal stabilizer up or down in re-
sponse to pitch trim inputs. Controls and in-
dicators for the trim systems are shown in
Figure 15-3. Aileron Tabs
15 FLIGHT CONTROLS
Figure 15-4.
The trim position indicators for pitch, roll,

and yaw are all DC powered through the TAB
& FLAP POSN circuit breaker on the right
essential bus.

ARMING CONTROL WHEEL

BUTTON TRIM SWITCH
WHEEL PILOT CONTROL WHEEL

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

RUDDER (YAW) TRIM Aileron Trim Indicator

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

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

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

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

NOTE primary pitch trim is available from both of

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

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

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

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

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

thereby eliminating nuisance signals when the The system is powered by 115 VAC supplied
pilot uses short trim inputs. by the MACH TRIM circuit breaker on the left
AC bus and DC power supplied by the PITCH
circuit breaker on the left essential bus.

Operation Mach trim is interrupted whenever the aircraft

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

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

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

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

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

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

Flap Position Indicator switches energize the down solenoid to return

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

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

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

Operation (Spoiler Mode) Spoiler extension and retraction times vary

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

15 FLIGHT CONTROLS

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

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

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

Operation (Spoileron Mode) SPOILER light will not illuminate during

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

Spoileron Reset Switch Each system consists of:

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

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

YAW DAMPER A single servo force indicator provides indi-

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

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

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

When the AUTOPILOT master switch is on, On these aircraft, the PWR buttons must be de-
electrical power is applied to both yaw damper pressed in order to apply power to the indi-
amplifiers, which causes both green PWR/TEST vidual amplif iers. Depressing a PWR button
lights to illuminate. However, if the AUTO- a second time removes power from the am-
PILOT master switch is off, the PWR/TEST plif iers.
buttons, when individually depressed, apply
power to their respective systems, which causes With power on (PWR annunciators illuminated),
the associated PWR/TEST light to illuminate. depressing either ENG button the first time en-
gages the corresponding yaw damper and illu-
With power on (PWR/TEST lights illuminated), minates the associated ENG annunciator.
depressing either ENG button engages the cor- Depressing the ENG button a second time dis-
responding yaw damper and illuminates the as- engages the yaw damper. If one yaw damper is
sociated green ENG light. If one yaw damper engaged, depressing the opposite ENG button
is engaged, depressing the opposite ENG button automatically disengages the first yaw damper
automatically disengage the first yaw damper and engages the second.
and engages the second.
Disengagement of either yaw damper may
Disengagement of either yaw damper may be also be accomplished by momentarily de-
accomplished by depressing the correspond- pressing either control wheel’s master switch
ing OFF button or by momentarily depressing (MSW). On these aircraft, the audible au-
either control wheel’s master switch (MSW). topilot disconnect tone always sounds to sig-
On these aircraft, there is no audible annun- nal yaw damper disengagement.
ciation of disengagement.
The TST button provides simultaneous testing
When a PWR/TEST button is held depressed of both yaw dampers. With power on (PWR an-
( d u r i n g g r o u n d t e s t i n g ) , t h e r e s p e c t ive nunciators illuminated), depressing and hold-
PWR/TEST and ENG lights should illumi- ing the TST button should illuminate both
nate. Simultaneously, the force indicator ENG annunciators. Simultaneously, both force
should suddenly move toward the side being indicators should suddenly move to the right,
tested, then slowly drift past neutral. Releasing then slowly drift toward the left. Releasing the
the PWR/TEST button should extinguish the TST button should extinguish both ENG an-
ENG light, and the force indicator should sud- nunciators. The sudden movement of the force
denly move in the opposite direction, then indicators tests the rate gyro circuitry, while
slowly drift back to neutral. The sudden move- the slow drift of the indicators tests the lateral
ment of the force indicator tests the rate gyro accelerometers. A f ive-second waiting period
circuitry, while the slow drift of the indicator should be observed if retesting is desired.
tests the lateral accelerometer. A f ive second
waiting period should be observed if retesting On these aircraft, when flaps are extended be-
is desired. yond 25°, the amount of rudder pedal force
required to override the yaw damper is sig -
nif icantly reduced. This enables the pilot to
apply cross-control pressures without en -
countering noticeable yaw damper opposition.
15 FLIGHT CONTROLS
Because of this, the yaw damper must be

engaged all the way to touchdown except when
landing must be made with 0°, 8° or 20° flaps, in
which case it should be disengaged in the
flareout prior to touchdown.

STALL WARNING therefore, each system can be powered even

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

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

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

ANGLE OF ATTACK ANGLE OF ATTACK

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

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

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

MACH OVERSPEED OPERATION

WARNING/STICK The overspeed warning horn is functional
whenever the aircraft electrical system is
PULLER powered and either WARN LTS circuit breaker
is engaged (essential buses). The stick puller
GENERAL system becomes functional when the L STALL
WARN switch is positioned to the on (STALL
The Mach overspeed warning system provides WARN) position.
audible overspeed warning in the event aircraft
speed reaches VMO or MMO . The stick puller The STALL WARN switches should remain on
function signals the pitch servo to torque the at all times in flight except as directed by the
elevator nose up if M MO is exceeded. On FC approved AFM Emergency Procedures and
530 AFCS models, the puller also operates if Abnormal Procedures sections.
high-altitude V MO is exceeded.
With the stick puller inoperative, speed is
The stick puller utilizes the autopilot pitch limited to 0.74 M I . The mechanical slip clutch
axis circuitry to control the elevator servo on the pitch servo allows the pilot to override
force applied. The resultant noseup force on an inadver tent puller actuation due to
the control column during puller actuation is malfunction. Additionally, on FC 530 AFCS
approximately 18 lb. aircraft, depressing and holding the wheel
master switch cancels an inadvertent puller.
If the autopilot is engaged, puller actuation See the approved AFM for appropriate cor-
cancels any selected flight director pitch modes rective action.
and inhibits autopilot use of the pitch servo
until the puller is released.
System control circuits require 28 VDC and

115 VAC supplied through the L S TA L L
WARN and AFCS PITCH circuit breakers,
respectively, on the left essential and AC
buses. Power for the stick puller system is
controlled through the L STALL WARN
switch. The system is inoperative if the switch
is in OFF.
15 FLIGHT CONTROLS


15 FLIGHT CONTROLS

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

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

used to: warning system is provided by:
A. Retract the spoilers in the event of a A. Battery buses
malfunction B. Battery-charging bus
B. Extend the spoilers in the event of a C. Main DC buses
malfunction D. Emergency battery
C. Reset the spoiler/spoileron system
when the AUG AIL light illuminates 14. If either L or R stall warning system is
D. Test the monitor system in flight found to be inoperative before takeoff:
A. The aircraft can be flown provided
11. If one yaw damper is found inoperative the STALL WARN circuit breaker is
prior to takeoff: pulled for the inoperative system
A. The aircraft may be flown, but altitude B. The aircraft can be flown provided
is restricted to 20,000 ft the pilot has an ATP rating
B. The aircraft may be flown, but altitude C. The aircraft may be flown provided the
is restricted to 41,000 ft autopilot and yaw damper systems are
C. The aircraft may be flown, but the operating
YAW DAMP circuit breaker for the in- D. The aircraft must not be flown
operative system must be pulled
D. The aircraft must not be dispatched 15. The switch used to turn the stick puller
system on and off is the:
12. When the ANGLE OF ATTACK indica- A. STICK PULLER switch
tor pointers are in the yellow segment:
B. AUTOPILOT master switch
A. The pusher engages, and the horn C. L STALL WARN switch
sounds
D. R STALL WARN switch
B. The STALL WARN lights illuminate
steady
C. The shakers (and nudgers on FC 530)
activate, and the STALL WARN lights
flash
D. The shakers activate, and the stall
warning horn sounds
15 FLIGHT CONTROLS

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

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

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

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

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

16 AVIONICS
NAVIGATION SYSTEM The normal static system provides independent

sources of static pressure to the pilot and copi-
lot instruments. Each static source (pilot or
PITOT-STATIC SYSTEM copilot) has one static port on each side of
(FC 200 AFCS) the aircraft nose (Figure 16-3). The dual static
ports are provided for redundancy and to re-
The pitot-static system supplies pitot and static duce sideslip effects on the instruments that
air pressure for operation of the airspeed and use static air.
Mach indicators, the high- and low-altitude
overspeed switches, the air data sensor, and the
static defect correction module. Static pressure
is also supplied to the copilot vertical veloc-
ity indicator, both altimeters, the pressuriza-
tion control module, and the aft differential
pressure relief valve (Figure 16-1).
A heated pitot head is located on each side of

the fuselage just forward of the cockpit (Figure
16-2). Pitot heat switches are located on the
pilot anti-icing control panel. They also sup-
ply heat to both stall warning vanes. Refer to
Chapter 10, Ice and Rain Protection, for
additional information.
Figure 16-3. Static Ports (Typical)
The left front and right center static ports

(both heated) are connected to the pilot in-
struments. The left rear and right front static
ports (both heated) are connected to the copi-
lot instruments. The right rear static port (not
heated) is connected with an alternate static
port inside the nose compartment to provide
the pressurization module with a static source.
Refer to Chapter 12, Pressurization, for ad-
ditional information.
Two heated shoulder static ports are located

on top of the fuselage nose in front of the
wind shield. These ports provide static pressure
to the air data sensor and the copilot FD
108/FD 109 altitude controller (if installed).
Figure 16-2. Pitot Head (Typical)

16 AVIONICS
L SHOULDER STATIC PORT R SHOULDER STATIC PORT
DRAIN VALVE
L PITOT HEAD ALTITUDE AIR DATA R PITOT HEAD
PRESSURE SENSOR
SWITCH*
FLAP BLOWUP
AIRSPEED SWITCH **
DRAIN VALVE DRAIN VALVE
L FWD R FWD
STATIC PORT STATIC PORT
DRAIN VALVE DRAIN VALVE
L AFT R CENTER
STATIC PORT STATIC PORT
ALTERNATE STATIC PORT

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

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

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

dent. The left probe provides pitot pressure for
Figure 16-4. ALTERNATE STATIC the pilot Mach/airspeed indicator; the right
SOURCE Valve probe head provides pitot pressure for the
copilot Mach/airspeed indicator, the Mach
switch (0.74 MI), gear warning airspeed switch
When the ALTERNATE STATIC SOURCE (170 KIAS), air data unit, and other optional
valve is positioned to OPEN, the pilot equipment.
instruments are connected to an alternate port
inside the unpressurized nose section. With There are four static ports in the main pitot-
OPEN selected, the altimeter and Mach static system—two on each pitot-static probe.
indicators will read slightly lower than normal. The ports on one probe are interconnected
with those on the other probe to provide
Condensation drain valves for the pitot and redundancy. Four solenoid-operated shutoff
static air lines are located adjacent to the nose valves enable the pilot to select the source of
wheel well doors. static pressure.
PITOT-STATIC SYSTEM
(FC 530 AFCS)
Pitot and static pressure for instruments and
systems is obtained from two pitot-static
probes, one on each side of the nose section
(Figure 16-5). Each probe contains a pitot port
in the tip and two static ports on the side. The
probes also contain electrical heating ele-
ments controlled by the L and R PITOT HEAT
switches. Refer to Chapter 10, Ice and Rain
Protection for more information.

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

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

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

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

received from the primary vertical and direc-
tional gyros, horizontal situation indicator
(HSI), the NAV 1 receiver, and the air data sen-
sor. The resulting computed roll and/or pitch
command(s) are applied by the computer to the
flight director indicator (FDI) command bars,
which are built into the pilot attitude director
indicator (ADI).
When engaged, the autopilot is always coupled to

the flight director command bars. The pilot has
the option of using the flight director with the
autopilot disengaged.
Additional controls available to the pilot for control

of autopilot and flight director functions are:
• Both four-way trim switches
• Both maneuver control switches
Figure 16-8. RAM AIR TEMP Indicator
• The pilot pitch SYNC switch
• The go-around switch (left thrust lever
AUTOFLIGHT SYSTEM knob)
• The pilot HSI heading (HDG) and
GENERAL COURSE selector knob
• The altitude alerter and pilot altimeter (FC
Either the J.E.T. FC 200 or the J.E.T. FC 530 530 AFCS only)
AFCS may be installed, depending on pro-
duction serial number. The FC 530 AFCS is All of these controls are described in detail in
this section.

16 AVIONICS
FLIGHT DIRECTOR SYSTEMS

General
Several different flight directors are available
for installation on the Learjet 35/36. The most
common installations are the Collins FD 108,
FD 109, FDS 84, and FDS 85. Either system
includes an ADI and an HSI that provide con-
ventional raw-data attitude and heading ref-
erence and glide slope and course deviation
displays. The basic aircraft attitude and head-
ing references are energized whenever DC
and AC power is applied to the aircraft.
The flight director system is connected to the

AFCS when the AUTO PILOT master switch
is turned on.
When the autopilot master switch is posi-

tioned to auto pilot (on), the PWR annuncia-
tor illuminates on the AFCS control panel,
which indicates that power is available to the
autopilot and flight director. The AFCS con-
trol panel provides for flight director mode se-
lection and annunciation whether the autopilot
is engaged or disengaged. Autopilot engage-
ment is accomplished by depressing the ENG
button.
Refer to Figures 16-9 through 16-11 for typical

installations. Figure 16-9. ADI and HSI (Typical)
Attitude Director Indicator

The pilot ADI provides a visual presentation
of aircraft attitude as furnished by the remote
primary vertical gyro. The flight director in-
dicator (FDI) is built into the ADI and consists
of a set of computer positioned command bars
that provides a single-cue command reference
for both pitch and roll. The bars move up or
down to command pitch, and rotate counter-
clockwise and clockwise to command roll.
When flight director mode(s) have been se-
lected, the command bars appear in view to
provide the computed pitch and roll com-
mands. When the autopilot is engaged, it
automatically responds to the command bars. Figure 16-10. Remote Heading and Course
If the autopilot is disengaged, the pilot must Selector (Typical)

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

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

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

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

ANNUNCIATOR
HORIZON
20 20
10 10 FAST SPEED DEVIATION

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

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

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

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

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

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

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

depressing the applicable mode selector with the
The autopilot is in pitch attitude hold when the autopilot disengaged.
PITCH annunciator is illuminated and all other
pitch axis annunciators are extinguished (except The roll axis modes are LVL (level), HDG
G/S ARM and, for FC 530, ALT SEL ARM). (heading), NAV (navigation), VOR or LOC (used
The autopilot is in roll attitude hold when the in conjunction with the NAV mode), BC (back
ROLL annunciator is illuminated and all other course, FC 530), REV (back course, FC 200),
roll axis annunciators are extinguished (except and 1⁄2 BNK (half bank, FC 530).
NAV ARM). When the autopilot is in both pitch
and roll attitude hold, the flight director The pitch modes are SPD (speed), V/S (vertical
command bars will be out of view. Autopilot roll speed), G/S (glide slope), ALT SEL (altitude
(bank) limit is a nominal 30°, while pitch limits select, FC 530), ALT HOLD (altitude hold), and
are ±25° (FC 200) or +20° and –10° (FC 530). SFT (soft). The SPD submodes of IAS and
MACH, and the V/S, G/S CAPT, ALT SEL
Extended autopilot operation in roll attitude CAPT, and ALT HLD modes cancel each other
hold or LVL cancels the automatic erection fea- when one is selected. G/S ARM is compatible
ture of the vertical gyro. As the vertical gyro with a previously selected SPD, V/S, or ALT
precesses, the autopilot banks the aircraft to mode, while ALT SEL is compatible with a
maintain a zero-bank indication on the attitude previously selected SPD or V/S mode.
indicator.
Refer to Tables 16-1 and 16-2 for a further
When the autopilot is in the basic attitude hold description of each mode, the applicable
mode, attitude commands are accepted by the annunciator, and the function of each mode
autopilot through either pilot control wheel trim selector switch and annunciator.
switch (arming button not depressed); the
autopilot holds the attitude that exists when the
command is released.
Table 16-1. FC 200 AUTOPILOT SYSTEM MODES AND ANNUNCIATORS

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

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

16 AVIONICS

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

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

PWR Indicates electrical power is available for autopilot/flight director
operation (circuit breakers are in and AUTO PILOT master switch is
in ON position).
TST (TEST) When depressed, all autopilot controller annunciators illuminate
(light test only). When depressed simultaneously with ENG button,
a system self-test is performed.
MON (MONITOR) Illuminates during self-test. Flashes if fault is detected.
ENG ROLL When depressed, the autopilot engages and the ROLL and PITCH
PITCH annunciators illuminate.
SFT SOFT When depressed, the autopilot provides softer response in the pitch
and roll axes for flying through turbulence. No function during flight
director only operation.
NOTE
SFT mode is locked out when in NAV localizer
CAPT, NAV VOR APPR, and ALT SEL CAPT.
HDG ON When selected, flight director commands are generated to
maneuver the aircraft to fly a heading selected with the pilot HSI
heading bug using up to 25° of bank.
NOTE
The turn will be commanded in the shortest direction.
It is recommended that the heading bug initially be
set to not more than 135° in the direction of the
desired turn when the turn is more than 135°.
⁄2 BANK
1
ON Functional only with HDG or NAV VOR mode selected. Limits bank
to a maximum of 13°.
NAV When selected, it activates the flight director function that captures
and tracks VOR and LOC courses. Functional only when the NAV 1
receiver is tuned to the appropriate frequency, NAV flag is out of
view, and desired course is set on the pilot HSI. The HDG mode
may be used to intercept the course provided the intercept angle is
less than 90°.
Illuminates when NAV mode is selected. Goes out when the CAPT
light illuminates. The ARM light will flash if NAV CAPT disengages
due to a noisy or failed receiver signal, or while in the cone of silence
ARM over VOR stations.
NOTE
When the ARM light is flashing, the flight director will
command a heading equal to the selected course plus
the computed wind drift correction angle.
Illuminates when the aircraft approaches the desired course.
Extinguishes if the receiver signal becomes noisy or fails, or while in
the cone of silence over VOR stations.
NOTE
CAPT When flying in VOR approach, the flaps must be set at
(Capture) 8° or more in order to achieve signal desensitization
for close-in stability. This function is provided by the 3°
flap switch.
TRK In the NAV CAPT mode, illuminates to indicate the aircraft is nearing
the VOR or LOC beam. Crosswind compensation begins and
maximum bank angle will be limited to 15° when it illuminates.

16 AVIONICS

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

16 AVIONICS

G/S When selected, activates the flight director function that captures
(GLIDE and tracks glide slope.
SLOPE)
Functional only when the NAV 1 receiver is tuned to an ILS fre-
quency, an active glide-slope signal is present, the G/S flag is out of
view, and the BC mode is not selected.
ARM Illuminates when the G/S mode is selected and the aircraft is not
on the glide-slope beam. Goes out when the aircraft captures the
beam.
CAPT Illuminates when the aircraft captures the glide-slope beam.
FNL (FINAL) Illuminates during an ILS or a localizer approach when the LOC and
G/S beam signals are being desensitized for close-in stability.
NOTE
If the radio altimeter signal is valid, the FNL light will
illuminate at approximately 1,200 ft AGL. If the
radio altimeter is not valid, the FNL mode will be
activated when passing over the outer marker. If the
radio altimeter and outer marker are not valid,
depressing the NAV 1 TEST button will activate the
FNL mode. This should be accomplished at the final
approach fix. The flaps must be down 3° or more to
initiate desensing (FNL) manually.
ALT HLD When selected, the flight director will command an aircraft pitch
(ALTITUDE attitude that will maintain the existing altitude. Vertical velocity
HOLD) should be less than 1,000 fpm.
ON Illuminates when ALT HLD is engaged.
ALT SEL When selected, the flight director will capture preselected
(ALTITUDE altitudes.
SELECT)
ARM Illuminates when ALT SEL is activated. The desired altitude is set
on the altitude alerter and any pitch mode (except ALT HLD) may be
used to attain that altitude. Upon nearing the selected altitude, the
ARM light goes out and any other pitch mode in use disengages.
CAPT Illuminates when an altitude interception begins. When the aircraft
is within 20 ft of the selected altitude and vertical speed within
limits, the ALT HLD mode engages, the ALT HLD ON light
illuminates, and the ALT SEL CAPT light extinguishes.
G/A (GO-AROUND) Flight director only mode, selected by depressing the GO-AROUND
button on the left thrust lever knob. Disengages autopilot (if
engaged), illuminates the G/A and LVL annunciators, and positions
command bars to 9° pitch up, wings level.

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

Whenever the autopilot and/or roll axes NOTE
disengage, the applicable PITCH and/or ROLL
annunciators will extinguish and the autopilot On SNs 35-002 to 35-009 and 36-002
disengage tone will sound, as def ined below: to 36-006, the G/A mode is coupled to
the autopilot if engaged when power is
• Either control wheel trim switch, with advanced to approximately 80%
arm ing button depressed and moved in N1.
any of the four directions (NOSE UP,
NOSE DN, LWD, or RWD), will disen- Servo Force Meters
gage both autopilot axes
Two servo force meters are located in the cen-
• Either control wheel master switch ter of the control panel. The indicators provide
(MSW), when depressed, will disengage an indication of what autopilot servo forces
both autopilot axes and the yaw damper are present when the autopilot is engaged. The
• The AUTO PILOT master switch, when left one indicates roll force and the right, pitch
set to OFF, will disengage both autopilot force. If the force meter(s) are deflected, the ap-
axes propriate axes should be trimmed to center the
meter(s) prior to engaging the autopilot. If the
• The PITCH TRIM selector switch, when autopilot is engaged and the meter(s) indicate
moved to the OFF position, will disen- a steady deflection, the autopilot should be dis-
gage both autopilot axes, but only when engaged and the appropriate axis retrimmed.
it attempts to trim the horizontal stabi- Small deflections before and after engagement
lizer and cannot (FC 200); on FC 530 air- are normal.
c r a f t , a u t o p i l o t d i s e n ga g e m e n t i s
immediate Roll Monitors
• With the pitch trim selector switch in ei- The computer uses the roll rate gyro and the pilot
ther the PRI or SEC position, moving the vertical gyro to control the rate of roll and bank
pedestal NOSE DN–OFF–NOSE UP angle, respectively.
switch to NOSE UP or NOSE DN will
disengage both autopilot axes
On FC 200 aircraft, excessive roll rate will
• Individual axes may be disengaged by disengage the roll axis, sound the disengage tone,
pul ling the applicable axis AC or DC and extinguish the ROLL light.
circuit breakers (pilot AC and essential
buses) On FC 530 aircraft, excessive roll rate or bank
angle in excess of approximately 40° will
NOTE disengage both axes, sound the disengage tone,
On the FC 530 AFCS, if the AC AFCS and extinguish the ROLL and PITCH lights.
PITCH circuit breaker is out, the puller
system is also rendered inoperative and Pitch Trim Monitor
airspeed must be limited to 0.74
MI. The autopilot maintains pitch trim using the
aircraft secondary pitch trim system. Whenever
• Depressing the pilot VG ERECT button or the autopilot is engaged and the secondary trim
actuating the pilot L-R SLAVE switch runs in a direction opposite the elevator servo
will disengage both autopilot axes force, a monitor disengages both axes, sounds the
disengage tone, and extinguishes the ROLL and
• On the FC 530, depressing the GO- PITCH lights.
AROUND button (left thrust lever knob)
will disengage the autopilot and select
flight director G/A (go-around) and LVL
modes. This positions the command bars

16 AVIONICS
Out-of-trim Monitors (FC 530)
With the autopilot engaged, the out-of-trim
monitors cause the applicable PITCH or ROLL
annunciator to flash if an out-of-trim condition
exists to a degree that servo force is continuously
applied for more than approximately 20 seconds.
The light continues to flash until either the trim is
restored or the axis is disengaged.
G-force Monitor (FC 530)

G forces are sensed by the vertical accelerometer
with the autopilot engaged. The G-force monitor
causes the elevator to streamline whenever the G
level reaches 1.6 G or 0.6 G. The pitch axis remains
engaged, but keeps the elevator streamlined.
Previously engaged pitch modes also remain on.
When the aircraft is within the G limits, the pitch
axis resumes normal elevator inputs. Figure 16-14. Altitude Display
Autopilot/Stick Nudger/Pusher/ The altitude alerter located in the center in-

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

flight director altitude select (ALT SEL) mode on
the FC 530.

16 AVIONICS
COMMUNICATION RVSM SYSTEM

SYSTEM
GENERAL
STATIC DISCHARGE WICKS In the late 1950s, vertical separation for air-
craft in upper airspace was 1,000 ft. However,
A static electrical charge (commonly referred to in the early 1960s, as more and more aircraft
as P static or precipitation static) builds up on were entering the airspace above 29,000 ft, a
the surface of an aircraft while in flight and determination was made to increase the ver-
causes interference in radio and avionics tical separation above 29,000 ft to 2,000 ft.
equipment operation. The charge may be Starting in the late 1970s, a series of studies
dangerous to persons disembarking after landing was conducted to determine the feasibility of
as well as to persons performing maintenance reducing the current 2,000-foot vertical sep-
on the aircraft. The static wicks are installed on aration between FL290 and FL410 to 1,000 ft.
all trailing edges (Figure 16-15) to dissi pate These studies continued through the late 1980s.
static electricity. The studies concluded that the reduction to a
1,000 foot separation was feasible, providing
the aircraft were equipped with an altimetry
system with increased accuracy, which would
also produce increased accuracy in the altitude
reporting system.
The f irst implementation of Reduced Vertical

Separation Minimum (RVSM) began in the
North Atlantic Region in March, 1997. Since
then, it has successfully expanded to include
the South Atlantic, the Pacific, the South China
Sea, the West Atlantic Route, and the conti-
nental airspace of Australia.
In September, 2004 senior, FAA Managers met

with their counter par ts from Canada and
Figure 16-15. Static Wicks (Typical)
Mexico. After reviewing signif icant imple-
mentation factors, the decision was made to
proceed with RVSM implementation in North
America. The Domestic Reduced Vertical
Separation Minimum (D-RVSM) implementa-
tion date was January 20, 2005 for altitudes be-
tween FL290 to FL410 (inclusive) in the airspace
of the lower 48 States, Alaska, Atlantic High and
Gulf of Mexico High Offshore Airspace, and the
San Juan Flight Information Region. Also in-
cluded were Southern Canadian Domestic
Airspace and the Airspace in Mexico. RVSM
had already been implemented in Northern
Canadian Domestic Airspace in 2002.

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

plane Flight Manual Supplements in your Air -
plane Flight Manual. You must refer to them
for the proper limitations, normal, emergency,
and abnormal procedures for operating your
equipment.

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

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

Port Switch
Figure 16-16. Rosemount Pitot
and Static Probe
Probe sensing is extremely accurate, and only
a minor correction must be made in the air data
The Rosemount pitot static probes mounted on d i s p l ay u n i t ( A D D U ) – a i r d a t a c omputer
each side of the nose section provide both (ADC). There are altitude correction charts
pitot and static pressure to designated sys- that must be used if a malfunction occurs ei-
tems. The probes also contain heating ele- ther in the ADDU system or the pitot static sys-
ments for anti-icing and are controlled by the tem. These correction factors are included in
L or R PITOT HEAT switches (refer to Chap - t h e a p p l i c a bl e A i r p l a n e F l i g h t M a n u a l
ter 10, Ice and Rain Protection). Four drain Supplement.
valves are located near the end of the nose
gear doors and are installed at the system low There is a critical nose section area adjacent
points to drain moisture. to each pitot-static probe (left and right) that
must be checked on every preflight before
The pitot pressure is sensed separately from flight into RVSM airspace (Figure 16-18). The
the front of each probe. The left pitot pressure inspection area is also identif ied by four 90°
is plumbed to the pilot airspeed indicator. Pitot angle marks painted on the fuselage in each
pressure from the right pitot probe is plumbed corner. The preflight walkaround check is to
to all other systems that need pitot pressure. e n s u r e t h a t n o o bv i o u s s k i n d a m a g e o r

16 AVIONICS
deformation has occurred in that area. Also, IS&S Altimeter/ADC System
check the pitot static probe heads for any de-
formation or obstruction around the inlet or General
static ports. On the FC 200 and FC 530 autopilot aircraft, the
pilot (servo pneumatic or pneumatic) and copi-
lot (pneumatic) altimeters are replaced with the
IS&S combination self sensing altimeter
(ADDU–Air Data Display Unit/ADC–Air Data
Computer) (Figure 16-19).
Figure 16-18. Right Side Figure 16-19. Pilot and Copilot

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

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

flight into RVSM airspace; however, if the
system malfunctions and either the L or R po-
sition is used in RVSM airspace, refer to the
AFM Supplement for procedures/guidance.

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

tude alerter panel is removed and replaced
with an air data switch panel (Figure 16-20). The autopilot must be disengaged
This panel consists of green ADC1 and ADC2 wh e n sw i t c h i n g f r o m o n e A D C
pushbutton switchlights and a red AIU FAIL source to another.
annunciator light.
To toggle between IN.HG or hPa, press the
BARO select knob located to the lower right on
the altimeter. If the BARO knob is held de-
pressed for longer than four seconds, unit se-
lection mode is entered and each additional
press of the knob for four seconds will toggle
the altimeter display between IN.HG and hPa.
If the BARO select knob is depressed and held

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

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

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

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

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

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

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

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

16 AVIONICS
For FC530 aircraft, the altitude position cor-

rection charts supplied with the Airplane
Flight Manual must be applied to the standby
altimeter. The AFM corrections must also be
applied to the indicated altitude when the
STBY indicator light is illuminated on the
IS&S ADDU (primary altimeters). The cor-
rection charts supplied with AFMS W1484 are
used for altitude correction on the primary
altimeter (ADDU) when the STBY indicator Figure 16-25. Shoulder Static Port
light is not illuminated.
The Rosemount pitot static probes on each side
WEST STAR RVSM of the nose section provide both pitot and static
INSTALLATION pressures to designated systems. The probes also
contain heating elements for anti-icing and are
Rosemount Pitot-Static Probes controlled by the L and R PITOT HEAT switches
(see Chapter 10, Ice and Rain Protection). Drain
For FC 200 autopilot equipped aircraft, the tra- valves are located near the end of the nose gear
ditional pitot tubes and static ports are re- doors and are installed at the system low points
moved and replaced with Rosemount pitot and to drain moisture during preflight.
static probes (Figure 16-24).
The left pitot pressure is plumbed to the pilot
airspeed indicator and the Honeywell AZ-252
air data computer (ADC). The right pitot pres-
sure is plumbed to all other systems that use
pitot pressure.
Static pressure is sensed by two sources on

each probe: static 1 (S1) and static 2 (S2). Static
1 on the left probe is cross-connected to static
2 on the right probe; static 1 on the right probe
is cross-connected to static 2 from the left
probe. Either probe can furnish static pressure
to all systems except the standby altimeter and
the alternate static pressure to the airspeed in-
dicators (Figures 16-26 and 16-27).
Figure 16-24. Rosemount Pitot and
Static Probe Probe sensing is extremely accurate; only minor
corrections must be made. These correction
factors are included in the applicable AFM
Earlier FC 200 aircraft that have already been Supplement. A critical nose section area adja-
modified with the Rosemount pitot static probe cent to each pitot static probe (left and right)
system and FC 530 aircraft are described under must be checked on every preflight before flight
FC 530 modif ication (see AFMS W1266). The into RVSM airspace. The preflight check en-
alternate static source valve at the bottom of sures that no dents, paint chips or distortions
the left side of instrument panel is removed. The are present in the probe area that would disrupt
pressurization static port is not changed (see or distort airflow in the area. Also, check the
Chapter 12, Pressurization). The shoulder static pitot static heads for any deformation or ob-
ports remain installed and are used for the struction around the inlet or static ports. FC 530
standby altimeter and an alternate static source au topilot West Star modif ied aircraft utilize
for the airspeed indicators (Figure 16-25). the existing static port/source switch.

EXISTING DRAINS
5 PLACES
EXISTING NOSE
LOWER SKIN
NEW AZ-252
AIR DATA COMPUTER

L ROSEMONT
P/S PROBE R ROSEMONT
P/S PROBE
EXISTING COPILOT
STALL WARNING SHOULDER
22,500 FT SWITCH STATIC PORTS EXISTING PILOT STALL
F.S. WARNING 22,500 FT SWITCH
160.77
FR 5
PILOT AIRSPEED COPILOT AIRSPEED

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

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

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

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

Computer
The ADC receives total pressure input from the

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

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

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

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

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

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

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

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

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

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

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

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

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

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

PT AZ-252 AIR DATA COMPUTER
ATC #1 ALTITUDE
ALERT HORN
AIR DATA SIGNALS AIR DATA LOGIC
LEAR 35/36 FC 200/FC 530 AFCS
MACH TRIM
LANDING GEAR WARNING
OTHER EQUIPMENT
Figure 16-30. West Star Learjet 35/36 RVSM Avionics Block Diagram
Pilot Altimeter—BA-250
Barometric Altimeter
The BA-250 barometric altimeter, installed
at the pilot position, incorporates an ana-
log/LCD digital display of baro-cor rected
pressure altitude, baro-correction displays,
and an amber altitude alert light. It is both
English and metric capable (Figure 16-31).
Barometric pressure, which is set manually

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

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

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

16 AVIONICS
Standby Altimeter Airspeed Static Valves

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

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

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

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

16 AVIONICS

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

16 AVIONICS
AUTOFLIGHT SYSTEM 9. When using the flight director REV (or

BC) mode during a localizer back course
approach, the:
5. During flight director only operation,
depressing the pilot SYNC switch: A. Reciprocal of the front course must be
set in the HSI course window
A. Disengages G/S ARM and ALT SEL
ARM (FC 530) B. Glide-slope receiver signal is cap-
tured
B. Inhibits the roll and pitch axes
C. Published inbound (front) course must
C. Disengages any pitch mode except be set in the HSI course window
G / S A R M a n d A LT S E L A R M
(FC 530) D. Both B and C are correct
D. Cages the ADI to aircraft centerline
reference 10. When using the autopilot, the following
limitation applies:
6. The ADIs and HSIs are energized when: A. The pilot and copilot must be in their
r e s p e c t iv e s e a t s w i t h s e a t b e l t s
A. An inverter is turned on fastened
B. The AUTO PILOT master switch is B. The pilot or copilot must be in his re-
positioned to ON spective seat with seat belt fastened
C. The TEST switch is depressed C. The autopilot must be operative for
D. The VG ERECT switch is depressed aircraft flight if the Mach trim system
in inoperative
7. To control the aircraft in the pitch axis, D. Do not extend or retract gear or flaps
the autopilot uses the: with autopilot engaged
A. Pitch servo only
B. P i t c h s e r vo a n d t r i m t a b s o n t h e COMMUNICATION SYSTEM
elevators
C. Horizontal stabilizer trim actuator 11. The static wicks are important because
only they:
D. Pitch servo and secondary pitch trim
motor A. Collect static electricity
B. Function as an aerodynamic aid
8. If the stick nudger or puller engages dur- C. Dissipate lightning strikes
ing autopilot operation: D. Dissipate static electricity
A. Selected pitch modes will be canceled
B. The autopilot maintains a synchronous
standby mode in the pitch axis until the
nudger or puller releases
C. Selected roll modes remain engaged
D. All the above

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

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

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

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

OXYGEN SYSTEM va l ve - r eg u l a t o r a s s e m bly, a n ove r b o a r d

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

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

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

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

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

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

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

The gage is located on the pilot side panel on oxygen mask.
late model aircraft; on early models, it is
mounted on the instrument panel.
* LATE MODELS
**EARLY MODELS
* **
Figure 17-4. Crew Oxygen Mask
Fo u r d i f f e r e n t o x y g e n m a s k / r e g u l a t o r
conf igurations are available on the 35/36
model aircraft.
• The ZMR 100 series diluter-demand

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

• T h e R o b e r t s h aw d i l u t e r - d e m a n d • The Scott ATO MC 10-15-02 mask, in

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

PASSENGER DISTRIBUTION f a i l u r e o r a ny o t h e r t i m e t h a t ox ygen is

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

NORM—OFF
NORMALLY OPEN (NORM)
PASS MASK VALVE

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

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

masks fall free and are available for passen-

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

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

MECHANISM
DRAG CHUTE
CONTROL CABLE
DRAG CHUTE CONTROL HANDLE

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

When the drag chute handle is pulled, the pin

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

• Gear control valve • Cabin pressurization

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

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

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

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

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

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

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

Circling Instrument Approach..................................................................................... 18-26
Go-Around/Balked Landing........................................................................................ 18-28
Single-Engine Drift Down........................................................................................... 18-29
18-ii FOR TRAINING PURPOSES ONLY

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

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

STANDARD OPERATING CHECKLIST PROCEDURES

PROCEDURES Nor mally, the PF initiates all checklists.
However, if the PM thinks a checklist should
be accomplished, and the PF has not called for
GENERAL it, the PM should prompt the PF. For example,
“Ready for the Approach checklist, Captain?”
Standard Operating Procedures (SOPs) are
used to supplement the information in the FlightSafety International recommends the
AFM and Federal Air Regulations. Adherence use of the checklist challenge and response
to SOPs enhances individual and crew situa- concept. Using Normal Procedures checklists,
tional awareness and performance. SOPs may the PM challenges the PF and the PF responds.
include assignment of responsibilities, brief- Using Abnormal or Emergency Procedures
ing guides, and procedures to be followed dur- checklists, the PM challenges the PF and, as
ing specif ic segments of flight. The SOPs in
a memory aid, also gives the checklist item re-
this section are not intended to be mandatory
sponse. The PF then responds.
or to supersede any individual company SOPs.
They are simply provided as examples of good
operating practices. The PF may elect to have the PM accomplish
some Abnor mal or Emergency Procedure
checklists on the PF’s command. In this case,
RESPONSIBILITIES the PM gives the checklist item and response.
The PF replies with the response, and the PM
AND PROCEDURES
18 MANEUVERS
PIC—The Pilot in Command is designated accomplishes the action.

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

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

aircraft to a 9° noseup pitch attitude.

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

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

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

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

“Minimum descent altitude” or “Decision

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

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

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

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

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

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

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

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

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

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

CLEAR OF ATA/CLASS D AIRSPACE

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

1. PF ADJUSTS PITCH AND POWER
TO REMAIN BELOW 200 KIAS IN
AIRPORT TRAFFIC AREA (ATA)
BEFORE TAKEOFF CLASS D AIRSPACE
1. PF HOLDS BRAKES AND
ADVANCES POWER
POSITIVE RATE OF CLIMB
2. PM SETS TAKEOFF POWER
1. PF CALLS "GEAR UP, YAW DAMPER
ON"
2. PM RETRACTS THE LANDING GEAR
INITIAL AIRSPEED INDICATION AND ENGAGES THE YAW DAMPER
1. PM CALLS "AIRSPEED"
2. PF DISENGAGES NOSEWHEEL
STEERING **
AND PROCEDURES
18 MANEUVERS
BEFORE VFE
80 KIAS (V2 + 30 KT MIN)
1. PM MONITORS AND ADJUSTS 1. PF CALLS "FLAPS UP, AFTER
TAKEOFF POWER TAKEOFF CHECKLIST"
2. PM ACCOMPLISHES AFTER
TAKEOFF CHECKLIST
VR
1. PM CALLS "ROTATE"
2. PF ROTATES AIRPLANE TO 9˚
NOSE UP PITCH ATTITUDE
V1
1. PM CALLS "VEE ONE"
2. PF RELEASES THRUST
LEVERS
BEFORE TAKING RUNWAY

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

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

18 MANEUVERS
TAKEOFF POWER
ENGINE FAILURE

Figure 18-2. Rejected Takeoff

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

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

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

STEEP TURNS Power must be increased approximately 2% N 1

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

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

UNUSUAL ATTITUDE increasing power while simultaneously in-

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

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

1. SIMULTANEOUSLY MAINTAIN BANK ANGLE
OR ROLL INTO BANK (60˚ TO 90˚)
AND ADVANCE POWER AS REQUIRED
2. MAINTAIN ANGLE-OF-ATTACK INDICATOR IN
"GREEN" AREA
Figure 18-5. Unusual Attitude Recovery—Nose High, Low Speed

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

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

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


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

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

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

into the yellow band.
Approaches to stall are accomplished in the
clean, takeoff, and landing conf igurations Power should be advanced to takeoff power.
(Figures 18-10, 18-11, and 18-12), and are However, the angle-of-attack indicator should
normally accomplished between 12,000 and be monitored and the pitch attitude reduced,
15,000 ft MSL. Approaches to stalls should not if necessary, to keep the needle at the line be-
b e a c c o m p l i s h e d b e l ow 5 , 0 0 0 f t AG L . tween the green and yellow bands.
Approaches to stalls may be made from level
or tur ning flight with 15 to 30° of bank. To set takeoff power in minimum time, the PF
Approaches to stalls may also be combined should move the thrust levers smoothly forward
with slow flight practice. All recoveries are to the stop. The PM should monitor and adjust
made with power and minimum loss of altitude. the power setting if necessary. Approaches to
stall from the landing conf iguration are nor-
Approach to stall recovery is initiated at the mally terminated by a simulated missed ap-
f irst indication of an impending stall. This proach (Figure 18-12).
indication is provided by the stick shaker and
stall warning annunciator lights that activate

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

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

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

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

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

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

2. POWER — IDLE
3. AUTOPILOT — DISENGAGED
4. SPOILERS — EXTENDED DESCENT
5. LANDING GEAR — DOWN
(BELOW MMO/VLE) 1. MAINTAIN PITCH ATTITUDE
6. ESTABLISH APPROXIMATELY UNTIL REACHING MMO/VLE
10˚ TO 15˚ NOSE DOWN 2. ADJUST PITCH ATTITUDE TO
PITCH ATTITUDE MAINTAIN MMO/VLE LEVEL OFF
1. SPOILERS — RETRACTED
2. GEAR — UP
3. POWER — AS REQUIRED (IF
GEAR WAS EXTENDED ABOVE
VLO, GEAR SHOULD REMAIN
DOWN, IF POSSIBLE)
Figure 18-13. Emergency Descent

VISUAL TRAFFIC PATTERN— VISUAL TRAFFIC PATTERN—

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

AND VREF + 20 KT (MIN) WHEN MANEUVERING.
ESTABLISHED ON FINAL, FLAPS 20° AND VREF + 10 KT (MIN).
Figure 18-14. Visual Traffic Pattern

FLAPS UP LANDING To avoid excessive floating during the landing

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

PRECISION INSTRUMENT Two-engine, precision approaches should be

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

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

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

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

Figure 18-16. Precision Instrument Approach

NONPRECISION INSTRUMENT Two-engine, nonprecision approaches should

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

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

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

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

CIRCLING INSTRUMENT runway heading on a base leg for landing.

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

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

APPROACHING INITIAL APPROACH FIX (IAF) IAF OUTBOUND *

1. GEAR AND FLAPS—UP 1. FLAPS—8°
2. AIRSPEED—VREF + 40 KT 2. AIRSPEED—VREF + 30 KT (MIN)
3. APPROACH CHECKLIST—COMPLETE 3. DESCEND, IF REQUIRED
ON COURSE INBOUND
1. FLAPS—20°
2. GEAR—DOWN
1. FLAPS—20°
AND PROCEDURES
18 MANEUVERS
90°
FINAL APPROACH **
1. FLAPS—40°
15 SEC
15 SEC
* FOR A STRAIGHT-IN APPROACH, COMPLETE APPROACH AND

BEFORE LANDING CHECKLISTS TO FLAPS 40° BEFORE
REACHING THE FINAL APPROACH FIX.
** FOR A SINGLE-ENGINE CIRCLING APPROACH, MAINTAIN

FLAPS 20° AND VREF + 20 KT (MIN) WHEN MANEUVERING.
Figure 18-18. Circling Instrument Approach

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

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

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

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

CHECK SPOILERS RETRACTED
FLAPS — 20˚

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

WILL DISENGAGE THE AUTOPILOT AND PROVIDE
A 9 DEGREE NOSE-UP PITCH COMMAND.
Figure 18-19. Go-Around/Balked Landing
18-28 FOR TRAINING PURPOSES ONLY Revision .01

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

single-engine service ceiling. This speed sched-
The single-engine drift down procedure shown ule may then also be used to climb to single-
in Figure 18-20 is used to cover the greatest engine cruise altitude after an engine failure
possible distance while descending to single- at low altitude.
engine cruise altitude after an engine failure
at high altitude.
As the note on the chart explains, the speed

schedule depicted also approximates the best
ENGINE FAILURE
1. SET MAXIMUM CONTINUOUS THRUST
2. MAINTAIN ALTITUDE UNTIL AIRSPEED
REACHES 170 KIAS
1. DESCEND AT 170 KNOTS UNTIL
AND PROCEDURES
AIRSPEED REACHES .50 MACH
18 MANEUVERS
45,000 FEET
1. DESCEND AT .50 MACH UNTIL

AIRSPEED REACHES 200 KNOTS
33,500 FEET
1. DESCEND AT 200 KNOTS TO
SINGLE-ENGINE CRUISE ALTITUDE
26,500 FEET
NOTE:
THIS SPEED SCHEDULE REPRESENTS THE MINIMUM SINK-RATE SPEED
ABOVE THE SINGLE-ENGINE SERVICE CEILING AND APPROXIMATES THE
BEST RATE-OF-CLIMB SPEED BELOW THE SINGLE-ENGINE SERVICE
CEILING.
Figure 18-20. Single-Engine Drift Down

CHAPTER 19
WEIGHT AND BALANCE
CONTENTS
Page
INTRODUCTION................................................................................................................. 19-1
GENERAL ............................................................................................................................ 19-2
PLANNING DATA ............................................................................................................... 19-4
Example Conditions ...................................................................................................... 19-4
WEIGHT AND BALANCE COMPUTATION .................................................................... 19-9
19 WEIGHT AND BALANCE

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

CHAPTER 19
WEIGHT AND BALANCE

INTRODUCTION
The aircraft weight and load arrangement must be within limits of the applicable center-
of-gravity (CG) at all times. Prior to each flight, the pilot must make certain that the air-
craft is loaded within the defined limits to ensure acceptable stability, control, performance,
and structural loads. It may also be necessary to adjust fuel load distribution in flight to
maintain the aircraft CG within the CG envelope. Weight and balance data are supplied
in the Weight and Balance Data section of the AFM by the manufacturer when the air-
craft is delivered.

GENERAL percentage is not required to compute the CG

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

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

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

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

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

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

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

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

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

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

150-pound passengers on the divan seat, and
fuel on the worksheet. Then determine the four 180-pound passengers on the forward
the moment for each entry, using the ap- and aft swivel seats.
propriate moment/1,000 table in the
Weight and Balance Data section of the When working on the fuel moment tables, be
AFM. sure to select the correct density columns for
all weight, moment, and gallon conversions.
Since there are different tables for each con-
f iguration, use care to ensure that the correct 3. Subtotal all weights and moments in the
table is selected for each item. operating weight, wing bending weight, and
ramp weight blocks, making sure the ramp
weight does not exceed the maximum aircraft
certif ied ramp weight. Also take note of the
wing bending weight entry, which should not
exceed 13,500 lb (maximum wing bending
weight).

Example The center of gravity, expressed as a per-

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

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

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

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

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

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

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

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

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

PERFORMANCE • Runway gradient

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

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

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

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

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

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

• Maximum landing weight (approach Actual Landing Distance

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

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

Demonstrated Crosswind 1.1% enroute. This conservatism is

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

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

Approach Climb Landing Climb

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

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

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

Takeoff Climb
Final Segment 1 Max UP–0° UP

Climb Cont.
Enroute 1 Max. UP–0° UP

Climb Cont.
Approach 1 Takeoff 20° UP

Climb
Landing 2 Takeoff DN–40° DN

Climb
20 PERFORMANCE

FLIGHT PLANNING DATA Airport A Runway

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

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

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

TAKEOFF PERFORMANCE • Maximum takeoff weight to meet min-

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

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

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

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

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

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

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

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

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

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

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

With this trial takeoff weight, a new takeoff Problem

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

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

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

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

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

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

CLIMB, CRUISE, AND Problem

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

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

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

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

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

After establishing the planned cruise altitude, Solution

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

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

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

APPROACH AND LANDING Maximum Allowable Landing

PERFORMANCE Weight
Approach and performance data are provided The maximum allowable landing weight is
in chart form in the AFM performance station limited by the most restrictive of the fol-
and in tabular form in the Learjet Pilot’s lowing requirements:
Manual and checklist (Figure 20-4). • Maximum certif icated landing weight
(14,300 or 15,300 lb)
• Maximum landing weight (approach
climb or brake energy limited)
• Maximum landing weight for the runway
length available
20 PERFORMANCE
Figure 20-4. Sample Landing Worksheet (Sheet 1 of 2)

Maximum Landing Weight Problem

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

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

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

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

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

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

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

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

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

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

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

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

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

RESOURCE MANAGEMENT

21 CREW
COMMUNICATION PROCESS
ASSERTION:
OPERATIONAL • Reach a conclusion
NEED SEND RECEIVE GOAL
ADVOCACY:
• Increase collective S/A
INQUIRY:
• Increase individual S/A
FEEDBACK
• Support Conclusions with Facts
• State Position, Suggest Solutions
• Clear, Concise Questions
— THINK—
• Solicit and give feedback • Maintain focus on the goal
• Listen carefully • Verify operational outcome is achieved
• Focus on behavior, not people • Be aware of barriers to communication
— REMEMBER —
Questions enhance communication flow
Don’t give in to the temptation to ask questions when Assertion is required
Use of Inquiry or Advocacy should raise a “red flag”.
Figure 21-3. Communication Process
DECISION MAKING PROCESS
HINTS: EVALUATE
RESULT
• Identify the problem: RECOGNIZE
– Communicate it NEED
– Achieve agreement
– Obtain commitment IDENTIFY
AND
• Consider appropriate SOP’s IMPLEMENT DEFINE
PROBLEM
• Think beyond the obvious alternatives RESPONSE
• Make decisions as a result of the process ACCELERATED
RESPONSE COLLECT
• Resist the temptation to make an immediate FACTS
decision and then support it with facts
SELECT A IDENTIFY
RESPONSE ALTERNATIVES
WEIGH IMPACT
OF ALTERNATIVES
Figure 21-4. Decision Making Process
21-2 FOR TRAINING PURPOSES ONLY Revision .02

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

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

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

RESOURCE MANAGEMENT

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

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

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

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

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

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

APPROACH”

RESOURCE MANAGEMENT

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

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

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

APPROACH”

RESOURCE MANAGEMENT
21 CREW
SIGNIFICANT DEVIATION CALLOUTS
PM PF
IAS ±10 KIAS
“VREF ± __________” “CORRECTING TO _________”
Heading ±10° enroute, 5° on approach
“Heading __________ degrees left/right” “CORRECTING TO _________”
Altitude ±100 ft enroute, +50/-0 ft on final approach
“Altitude __________ high/low” “CORRECTING TO _________”
CDI left or right one dot
“Left/right of course__________ dot” “CORRECTING”
RMI course left or right ±5°
“Left/right of course__________ degrees” “CORRECTING”
Vertical descent speed greater than 1,000 fpm on final approach
“Sink rate__________” “CORRECTING”
Bank in excess of 30°
“Bank__________ degrees” “CORRECTING”

WALKAROUND
The following section is a pictorial walkaround.
It shows each item called out in the exterior
power-off preflight inspection. The fold-out
pages, WA-2 and WA-15, should be unfolded
before starting to read.
The general location photographs do not specify

every checklist item. However, each item is por-
trayed on the large-scale photographs that follow.
FOR TRAINING PURPOSES ONLY WA-1

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

OF OBSTRUCTIONS FC 200 AND FC 530 FC 200 ONLY
13. RIGHT STATIC PORTS FC 200 (3) OR FC 530 (1)—
CLEAR OF OBSTRUCTIONS
9. RADOME ALCOHOL DISCHARGE PORT—CLEAR OF

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

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

MOVEMENT, LEAVE IN DOWN POSITION 11. RIGHT PITOT HEAD (FC 200) AND TEMPERATURE 14. RIGHT PITOT-STATIC DRAIN VALVES (2)—DRAIN
PROBE—COVERS REMOVED, CLEAR OF
OBSTRUCTIONS
WA-2 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY WA-3
WALKAROUND
8. NOSEWHEEL AND TIRE—CONDITION AND NOSE GEAR 12. RIGHT STALL WARNING VANE—FREEDOM OF
UPLOCK FORWARD MOVEMENT, LEAVE IN DOWN POSITION
FC 200 AND FC 530 FC 200 ONLY

13. RIGHT STATIC PORTS FC 200 (3) OR FC 530 (1)—
CLEAR OF OBSTRUCTIONS
9. RADOME ALCOHOL DISCHARGE PORT—CLEAR OF

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

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

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

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

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

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

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

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

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

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

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

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

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

52. OXYGEN BOTTLE SUPPLY VALVE—OPEN
57. VERTICAL STABILIZER, RUDDER, HORIZONTAL
STABILIZER, AND ELEVATOR—CONDITION,
DRAIN HOLES CLEAR
58. STATIC DISCHARGE WICKS (6 ON HORIZONTAL
STABILIZER, 1 ABOVE NAV LIGHT, 1 ON
VERTICAL FIN)—CONDITION
59. VERTICAL FIN NAVIGATION LIGHTS, STROBE LIGHT
60. VLF H-FIELD ANTENNA—CONDITION
61. LEFT VOR/LOC ANTENNA—CONDITION
53. OXYGEN SERVICING DOOR—SECURE

54. OXYGEN DISCHARGE DISC—CONDITION

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

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

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

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

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

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

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

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

kilograms 2.2046 pounds
kilometers 0.621 statute miles
kilometers 0.539 nautical miles

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

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

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

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

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

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

Table APP-4. WEIGHT (MASS): OUNCES OR POUNDS TO KILOGRAMS
(1 oz = 0.028 349 52 kg) (1 lb = 0.453 592 4 kg)
0 1 2 3 4 5 6 7 8 9
kg kg kg kg kg kg kg kg kg kg
oz
0 – 0.028 0.057 0.085 0.113 0.142 0.170 0.198 0.227 0.255
10 0.283 0.312 0.340 0.369 0.397 0.425 0.454 0.482 0.510 0.539
lb
0 – 0.45 0.91 1.36 1.81 2.27 2.72 3.18 3.63 4.08
10 4.5 5.0 5.4 5.9 6.4 6.8 7.3 7.7 8.2 8.6
20 9.1 9.5 10.0 10.4 10.9 11.3 11.8 12.2 12.7 13.2
30 13.6 14.1 14.5 15.0 15.4 15.9 16.3 16.8 17.2 17.7
40 18.1 18.6 19.1 19.5 20.0 20.4 20.9 21.3 21.8 22.2
50 22.7 23.1 23.6 24.0 24.5 24.9 25.4 25.9 26.3 26.8
60 27.2 27.7 28.1 28.6 29.0 29.5 29.9 30.4 30.8 31.3
70 31.8 32.2 32.7 33.1 33.6 34.0 34.5 34.9 35.4 35.8
80 36.3 36.7 37.2 37.6 38.1 38.6 39.0 39.5 39.9 40.4
90 40.8 41.3 41.7 42.2 42.6 43.1 43.5 44.0 44.5 44.9
100 45 46 46 47 47 48 48 49 49 49
APPENDIX
0 10 20 30 40 50 60 70 80 90
200 91 95 100 104 109 113 118 122 127 132

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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LEARJET 30 SERIES PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY 14-i

FOR TRAINING PURPOSES ONLY 14-iii

Revision .02 FOR TRAINING PURPOSES ONLY 14-1

T h e a n t i s k i d s y s t e m p r ov i d e s m a x i m u m The nose gear red UNSAFE light is illuminated

Gear Position Lights

14-1) are illuminated by their respective

downlock switches on the gear actuators.

As each gear locks down, the corresponding

Figure 14-1. Gear Position Indicator

14-2 FOR TRAINING PURPOSES ONLY

DOWN AND LOCKED

Figure 14-2. Gear Position Indications

FOR TRAINING PURPOSES ONLY 14-3

MAIN GEAR COMPONENTS The main gear is hydraulically held in the

NOSE GEAR COMPONENTS

operated doors (Figure 14-4).

The nose gear strut is conventional with two

Figure 14-3. Main Gear

14-4 FOR TRAINING PURPOSES ONLY

Because the cams cannot center the wheel if

Figure 14-4. Nose Gear

The nose gear actuator incorporates an integral

When retracted, the nose gear is enclosed by

FOR TRAINING PURPOSES ONLY 14-5

OPERATION Normal Retraction

14-6 FOR TRAINING PURPOSES ONLY

LEARJET 30 SERIES PILOT TRAINING MANUAL

EMERGENCY SOL SOL

SYSTEM HYDRAULIC PRESSURE DOOR UPLATCH

Figure 14-6. Landing Gear Retracted

Normal Extension When the gear is fully down-and-locked, the

14-8 FOR TRAINING PURPOSES ONLY

LEARJET 30 SERIES PILOT TRAINING MANUAL

SYSTEM HYDRAULIC PRESSURE

Figure 14-7. Landing Gear Extended

Alternate Extension Operation

In a hydraulic failure situation, after the gear

Figure 14-8. Emergency Air Pressure

Before using the system, place the landing gear

14-10 FOR TRAINING PURPOSES ONLY

TO GEAR ALTERNATE EXTENSION CONTROL VALVE

LEARJET 30 SERIES PILOT TRAINING MANUAL

RETURN GEAR DOOR

Figure 14-10. Alternate Landing Gear Extension

14-12 FOR TRAINING PURPOSES ONLY

PILOT PILOT COPILOT COPILOT

SQUAT SWITCH SQUAT SWITCH

Figure 14-11. Brake System Schematic

FOR TRAINING PURPOSES ONLY 14-13

in which case it can be left on. On aircraft begin.

14-14 FOR TRAINING PURPOSES ONLY

On SNs 35-626, 35-627, 35-630 and

To apply brakes with the emergency system,

FOR TRAINING PURPOSES ONLY 14-15

28 VDC STEER LOCK

Figure 14-12. Nosewheel Steering System

14-16 FOR TRAINING PURPOSES ONLY

Figure 14-13. Nosewheel Steering System Controls

FOR TRAINING PURPOSES ONLY 14-17

INTENTIONALLY LEFT BLANK

14-18 FOR TRAINING PURPOSES ONLY

4. Automatic brake snubbing is provided 8. Illumination of a red main gear UNSAFE