LEARJET 35/36 Pilot Training Manual: Revision 1.1

LEARJET 35/36
PILOT TRAINING MANUAL
REVISION 1.1
FlightSafety International, Inc.

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Flushing, New York 11371
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FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this publication is based on information obtained from the
aircraft and avionics manufacturers’ manuals. It is to be used for familiarization and
training purposes only.
At the time of release it contained then-current information. In the event of conflict

between data provided herein and that in publications issued by the manufacturer
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INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:

Original.................................... 0 .................................................... Feb 2008
Revision................................... .01 ................................................. Jan 2010
Revision................................... .02............................................. March 2010
Revision................................... 0.3................................................ Sept 2010
Revision................................... 0.4.................................................. Oct 2010
Revision................................... 0.5................................................ Sept 2011
Revision................................... 1.0................................................ Sept 2019
Revision................................... 1.1.................................................. Jan 2020
NOTE:
Revision numbers in footers occur at the bottom of every page that has technical changes to
the text and/or illustrations. Reflow of pages, grammatical, or typographical changes that do
not affect the meaning are excluded from this list.
THIS PUBLICATION CONSISTS OF THE FOLLOWING:

Page *Revision Page *Revision
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12-i—12-iv.............................................. 1.0 ANN-1—ANN-6...................................... 1.0
12-1—12-12........................................... 1.0
CONTENTS
Chapter 1 AIRCRAFT GENERAL

Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 AUXILIARY POWER UNIT
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEM
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 MISCELLANEOUS SYSTEMS
Chapter 18 MANEUVERS AND PROCEDURES
Chapter 19 WEIGHT AND BALANCE
Chapter 20 PERFORMANCE
Chapter 21 CREW RESOURCE MANAGEMENT
WALKAROUND
APPENDIX
ANNUNCIATORS
1 AIRCRAFT GENERAL
LEARJET 35/36 PILOT TRAINING MANUAL
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION....................................................................................................... 1-1
GENERAL.................................................................................................................. 1-1
STRUCTURES............................................................................................................ 1-2
General................................................................................................................ 1-2
Fuselage............................................................................................................... 1-4
Wing.................................................................................................................. 1-10
Empennage......................................................................................................... 1-11
AIRCRAFT SYSTEMS............................................................................................. 1-11
Electrical Power Systems................................................................................... 1-11
Lighting............................................................................................................. 1-11
Fuel System....................................................................................................... 1-12
Powerplant......................................................................................................... 1-12
Ice and Rain Protection...................................................................................... 1-12
Air Conditioning and Pressurization................................................................... 1-12
Hydraulic Power Systems................................................................................... 1-13
Landing Gear and Brakes................................................................................... 1-13
Flight Controls................................................................................................... 1-13
Automatic Flight Control System....................................................................... 1-13
Pitot-Static System............................................................................................. 1-13
Oxygen System.................................................................................................. 1-14
QUESTIONS............................................................................................................. 1-15
Revision 1.0 FOR TRAINING PURPOSES ONLY 1-i

1 AIRCRAFT GENERAL
ILLUSTRATIONS
Figure Title Page
1-1 Learjet 35/36................................................................................................. 1-2
1-2 General Dimensions...................................................................................... 1-2
1-3 Turning Radius.............................................................................................. 1-3
1-4 Danger Areas................................................................................................. 1-3
1-5 Fuselage Sections.......................................................................................... 1-4
1-6 Radome......................................................................................................... 1-5
1-7 Nose Compartment........................................................................................ 1-5
1-8 Passenger-Crew Door.................................................................................... 1-5
1-9 Door Latch Inspection Port........................................................................... 1-6
1-10 Notched Pawl................................................................................................ 1-6
1-11 Hollow Neoprene.......................................................................................... 1-7
1-12 Door Latch Access Panel............................................................................... 1-7
1-13 Emergency Exit............................................................................................. 1-8
1-14 Windshield.................................................................................................... 1-9
1-15 Windows Locations (Typical)........................................................................ 1-9
1-16 Tailcone Door............................................................................................. 1-10
1-17 Learjet 35/36 Softflite Wing........................................................................ 1-10
1-18 Empennage.................................................................................................. 1-11
Revision 1.0 FOR TRAINING PURPOSES ONLY 1-iii

1 AIRCRAFT GENERAL
CHAPTER 1
#
AIRCRAFT
CHAPTER
GENERAL
NAME
INTRODUCTION
This training manual provides a description of the major airframe and engine systems
installed in the Learjet 35/36. 35–35-001 thru 066, 35A–35-067 thru 35-670, 36–36-001
thru 36-017 and 36A–36-018 thru 36-064
This chapter covers the structural makeup of the aircraft and gives a general description
of the systems. No material is meant to supersede any of the manufacturer’s system or
operating manuals.
The Annunciator Panel section in this manual displays all light indicators, and page ANN-1
should be folded out and referred to while studying this manual.
GENERAL
The Learjet 35/36 is certif icated under FAR aircraft, approved for all-weather operation to
Part 25 as a two-pilot transport category a maximum altitude of 45,000 ft.
Revision 1.0 FOR TRAINING PURPOSES ONLY 1-1

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

Learjet 35/36 presented by the weather radar
emission cone, engine intakes, and e ngine
GENERAL exhaust cones.
Figure 1-1 shows the Learjet 35/36. The
structure consists of the fuselage, the wing, the
empennage, and flight controls. The discussion
of the fuselage includes all doors and windows.
Figure 1-2 shows the general dimensions of
the aircraft.
Figure 1-3 displays the aircraft turning radius.

Figure 1-1. Learjet 35/36
14 FT 8 IN.
447.0 cm
8 FT 3 IN.
251.0 cm
38 FT 1 IN.
1,161.0 cm
39 FT 6 IN.
1,203.0 cm
12 FT 3 IN.
373.0 cm
14 FT 6 IN.
442.0 cm
20 FT 2 IN.
615.0 cm
48 FT 7 IN.
1,480.0 cm
Figure 1-2. General Dimensions
1-2 FOR TRAINING PURPOSES ONLY Revision 1.0

1 AIRCRAFT GENERAL
42 FT 2 IN.
Figure 1-3. Turning Radius
WEATHER RADAR OPERATING ENGINE INTAKE ENGINE EXHAUST
30 FT 12 FT 700˚ F 100˚ F
40 FT
VALUES FOR TAKEOFF RPM APPROXIMATELY DOUBLE
Figure 1-4. Danger Areas

1 AIRCRAFT GENERAL
FUSELAGE Nose Section

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

FWD PRESSURE BULKHEAD (36 MODEL ONLY) (35 MODEL ONLY)
AT FRAME 18 AT FRAME 22
FUEL
SECTION
35 MODEL
421.42 in *
PRESSURIZED SECTION 35 MODEL
NOSE PRESSURIZED SECTION 36 MODEL TAILCONE SECTION
SECTION FUEL SECTION
160.7 in * 36 MODEL
* From Datum 381.19 in *
Figure 1-5. Fuselage Sections

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

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

1 AIRCRAFT GENERAL
the lower door. A ratchet handle, provided in the position of the door frame latching pins by
the aircraft tool kit, can be used to operate the observing the position of two white alignment
torque-tube manually. The door motor is pow- marks (Figure 1-9). The two latch pins that
ered from the left battery hot bus (Figure 1-12). connect the upper and lower doors are visible
through the upholstery gap at the interface and
do not have white lines.
NOTE
One hook and roller is used on When closing the doors from the inside, close
24-inch doors, while two hooks and and latch the lower door first. Then, close the
rollers are used on 36-inch doors. upper door and actuate the door motor switch
to the closed position. This engages the hooks
When the door handles are in the closed over rollers in the upper door, and cinches
position, all 10 pins contact microswitches. If the upper door down tight while allowing the
any one of the switches is not actuated, a red locking pins to line up properly and meet the
DOOR light illuminates on the annunciator microswitches as the upper door handle is
panel. (See Annunciator Panel section.) If the rotated to the closed position. The DOOR light
light illuminates while the door is closed, eight will remain illuminated until the hooks are
inspection ports enable the crew to c onf irm backed away from the upper door rollers by
reverse operation of the door motor switch.
A secondary safety latch is installed on the

lower door and is separate from the door-
locking system. It consists of a notched pawl
attached to the door. The pawl engages a striker
plate attached to the frame when the door
is closed. This engagement holds the lower
door closed while the locking handle is being
p ositioned to the locked position. Addition-
ally, it prevents the door from falling open as
soon as the door handle is opened. The latch is
released by depressing the pawl. (Figure 1-10)
LOCKED Cables and hydraulic dampers are provided to

stabilize the lower door when lowering it and
when using it as a step. The 24-inch door has
one cable and a hydraulic damper. The 36-inch
NOT LOCKED Figure 1-10. Notched Pawl

Figure 1-9. Door Latch Inspection Port

1 AIRCRAFT GENERAL
door has two cables and may have an o ptional

hydraulic damper. The cables are connected to
take up reels in the lower door and are also used
to pull the door closed from inside the aircraft.
The key switch is used to secure the door from

the outside. By inserting a key into the switch
and turning it in one direction, the actuator
motor drives the hooks to engage the upper
door rollers. Turning it in the other direction
drives the hooks from the rollers to permit
opening the door.
NOTE
Anytime the aircraft is occupied with Figure 1-12. Door Latch Access Panel
the entry doors locked, the hooks
must be released. This permits open-
ing the upper door for emergency
egress.
If the red DOOR light illuminates, it means:

• Any
one of the 10 latch pins is not
engaged with its respective microswitch
• The
hook drive mechanism is not com-
pletely retracted
• The door is unsafe for takeoff
A hollow neoprene seal surrounds the door

frame; the seal has holes to allow the entry of
pressurized cabin air, forming a positive seal
around the door. (Figure 1-11)
Figure 1-11. Hollow Neoprene

1 AIRCRAFT GENERAL
Emergency Exit The inside latch handle, located at the top cen-
ter of the window, is pulled inward to unlock.
A hatch near the right rear of the cabin (Fig- To open from the outside, depressing a PUSH
ure 1-13) serves as an emergency exit for all button above the window releases a handle
occupants. A latching mechanism is accessible that must then be turned in the d irection of the
from inside and outside the cabin. arrow stamped on the handle; then the hatch
may be pushed inward. The emergency exit is
not connected to the door light.
Figure 1-13. Emergency Exit

1 AIRCRAFT GENERAL
Windows
Windshield
The windshield (Figure 1-14) is divided into
two sections, the pilot and copilot halves, and
is made up of three laminated layers of acrylic
plastic. The windshield is approximately one
inch thick. It is impact-resistant, heated or not,
and was tested against 4-pound bird strikes at
350 knots.
Figure 1-15. Windows Locations (Typical)
Passenger Windows
The cabin windows (Figure 1-15), including
the emergency exit window, are made up of two Fuel Section
panes of stretched acrylic plastic with an air
space between them. They are held apart and The fuel section, located aft of the rear pressure
sealed air tight by a spacer. bulkhead, contains the fuselage fuel cells.
The fuel section on 35 models is different from

that on 36 models (see Figure 1-5). On 36
models, the rear pressure bulkhead has been
moved forward, allowing for four bladder cells
rather than two, almost doubling fuselage fuel
capacity.
Tailcone Section
The tailcone section extends aft from the fuel
section to the empennage (Figure 1-16). The
tailcone door is hinged at the forward edge and
drops down when released by quick-release
thumb latches, allowing access to the batteries,
electrical components, fuel filters, fuel com-
puters, refrigeration equipment, e ngine f ire
extinguishers, and hydraulic components.
There is an optional light switch in the tailcone

equipment compartment. If inadvertently left
on, it will be turned off by a microswitch when
the door-closes. The tailcone light is powered
off the left battery hot bus.
There is no cockpit indicator to warn the pilot

if the tailcone door is open.
Figure 1-14. Windshield

1 AIRCRAFT GENERAL
WING Subsequent serial-numbered aircraft and those

modified with AAK 79-10 incorporate a soft-
T h e L e a r j e t 3 5 / 3 6 h a s a s we p t b a c k , flight wing modification, which includes:
cantilevered, all metal wing (Figure 1-17) that
is mounted to the lower fuselage and joined • Three
rows of boundary layer energizers
together at the fuselage. Most of the wing is (BLEs) on each wing that perform the
sealed to form an integral fuel tank. same function as vortex generators, but
are more eff icient. If any are missing,
Eight fittings attaching the wings to the f uselage MMO is reduced to 0.78 M1 (FC-200) or
are designed to prevent wing deflections from 0.77 M 1 (FC-530). Reference aircraft
inducing secondary loads in the pressurized MEL for determination if dispatch is
fuselage. Ailerons are attached to the rear spar permitted with missing BLEs.
at three hinge points. The single-slotted Fowler • A
full-chord stall fence on each wing,
flaps are attached to the inboard rear spar by inboard of the aileron, delays disruption
tracks, rollers, and hinges. The spoilers are of the airflow over the aileron at high
attached to the top of the wing surface by two angles of attack
hinges just forward of the flaps. The tip tanks
are secured to the wing at two attach points.
The Learjet 35/36 wing is f itted with either

vortex generators or boundary layer energizers.
Whichever is used, they function to delay
a irflow separation over the ailerons at high
Mach numbers.
Aircraft Serial Nos. (SN) 35-002 through

35-278 and 36-002 through 36-044 (if not
retrofitted with AAK 79-10) employ two rows
of vortex generators bonded to the upper wing
surface forward of both ailerons.
Figure 1-17. Learjet 35/36 Softflite Wing

Figure 1-16. Tailcone Door

1 AIRCRAFT GENERAL
• A
stall strip, affixed to the inboard sec- • The
center leading edge attaches to an
tion of each wing leading edge, generates electrically operated jackscrew to provide
a buffet at high angle of attack to warn pitch axis trim.
of an impending stall
Some AC have been modified with delta fins.
• A
n aileron gap seal along the leading These delta fins stabilize yaw minimizing dutch
edge of each aileron to prevent water rolling tendencies and help to prevent deep stall
freezing and causing an aileron jam. characteristics.
EMPENNAGE
The high-T-tail empennage (Figure 1-18) AIRCRAFT SYSTEMS
includes a vertical stabilizer with an attached
rudder and a horizontal stabilizer with attached
elevators. ELECTRICAL POWER
SYSTEMS
The swept back vertical stabilizer is formed by
Primary DC electrical power is provided by two
five spars securely connected in the tailcone.
engine-driven generators. Secondary power is
It is the mounting point for the rudder and
supplied by two 24-volt batteries. The aircraft
horizontal stabilizer. At the lower leading edge
may be equipped with a single or dual emer-
of the stabilizer is a dorsal fin that houses a
gency battery system. The aircraft also has
ram-air scoop. Later model aircraft have the
the capability of accepting DC power from a
oxygen bottle located within the dorsal fin.
ground power unit.
The horizontal stabilizer is a swept back, full
Either two or three AC inverters convert DC
span unit, constructed around five spars. It is
electrical power to supply AC power for equip-
attached to the vertical stabilizer at two points:
ment and instruments.
• The
center aft edge attaches to a heavy-
duty hinge pin
LIGHTING
Interior lighting is supplied for general cockpit
use and for instrument illumination. Cabin
lighting is supplied for the cabin overhead
lighting, individual passenger positions, and
cabin baggage compartment.
Figure 1-18. Empennage

1 AIRCRAFT GENERAL
Exterior lighting includes the combination Fire detector sensing loops are located in each
landing/taxi light on each main gear, navigation engine nacelle and two engine fire extinguisher
lights, anti-collision lights, strobe lights, and bottles are located in the tailcone.
a recognition light. A second recognition light
and wing ice inspection light may be available. Each engine supplies both high-pressure (HP)
and low-pressure (LP) bleed air that is used
either independently or in combination for
FUEL SYSTEM anti-icing, pressurization, cabin temperature
Fuel is contained in integral wing tanks, tip control, and the Aeronca thrust reversers,
tanks, and in a bladder cell fuselage tank just if installed.
aft of the rear pressure bulkhead. The 36 model
has a larger fuselage tank than the 35 model. ICE AND RAIN PROTECTION
Fueling is accomplished through filler caps in The anti-icing systems use engine bleed air,
the top of each tip tank. electric heating, and alcohol.
Bleed air is used to heat the wing leading edge,

POWERPLANT the horizontal stabilizer leading edge, wind-
The Learjet 35/36 is powered by two Garrett shields, nacelle lips, and on some aircraft, the
TFE731 turbofan engines. The TFE731 is a engine fan spinners. Bleed air is also used to
lightweight, two-spool, front fan-jet engine. It remove rain from the windshield.
has a reverse-flow annular combustion chamber
that reduces the overall length and results in Electrically heated systems include pitot tubes,
more efficient combustion and cooler external static ports, P T2 T T2 sensors, TAT probe and
surfaces of the turbine section. the stall warning vanes.
The low-pressure rotor consists of a four- An alcohol system is used for radome anti-icing
stage, axial compressor and a three-stage, and to back up the pilot windshield bleed-air
axial turbine rotating on a common shaft. The anti-icing.
axial-flow fan assembly is located at the for-
ward end of the engine and is gear-driven by AIR CONDITIONING
the low-pressure rotor.
AND PRESSURIZATION
The high-pressure spool incor porates a Regulated engine bleed air is used to pressurize
s ingle-stage, high-pressure centrifugal com- the cabin through an air to air heat exchanger
pressor and a single-stage axial turbine where it is cooled by ram air from the dorsal
constructed as a single unit. The high-pressure f in inlet. Cabin temperature is regulated by
spool drives the accessory section. controlling the amount of bleed air allowed to
bypass the heat exchanger.
The high-pressure spool is located between the
low-pressure compressor and the low-pressure Pressurization is regulated by controlling the
rotor shaft passing through its center. amount of air that is exhausted from the cabin.
Control is maintained by a pressurization
The engines are mounted on external pylons c ontroller module and an outflow valve. The
and are accessed by upper and lower nacelle controller module provides fully automatic con-
covers. An access door on the right side trol of pressurization as well as manual mode.
of each nacelle is provided to check engine It ensures that the aircraft is depressurized on
oil quantity. the ground, and causes automatic pressurization
to occur on takeoff. Built-in safeguards prevent
over/under pressurization.

1 AIRCRAFT GENERAL
A Freon refrigeration system and an optional FLIGHT CONTROLS

auxiliary cabin heater supplement the normal
air conditioning system; they may be used The Learjet 35/36 uses manually actuated
when the engines are not operating, provided a p rimar y flight controls. Pilot inputs are
ground power unit is connected. Both systems transmitted via cables, bellcranks, and push-
are completely independent of the bleed-air rods to the ailerons, rudder, and elevators.
pressurization system. There are no hydraulic or electric power boosts
for these systems. Primary flight control flight
trims (aileron, rudder and elevator) are electri-
HYDRAULIC POWER SYSTEMS cally controlled and operated. Secondary flight
controls (spoiler/spoileron and flaps) are elec-
The hydraulic system supplies pressure for trically controlled and h ydraulically operated.
the operation of the landing gear, inboard gear
doors, brakes, flaps, spoiler/spoilerons, and Dee
Howard thrust reversers, if installed. A single AUTOMATIC FLIGHT CONTROL
reservoir s upplies fluid to the two engine- SYSTEM
driven pumps through fire shutoff valves.
The automatic flight control system (AFCS)
An electric auxiliary pump can operate all sys- includes a flight director, autopilot, and yaw
tems except the spoiler/spoileron system. The dampers. There are two types of AFCS: FC-200
auxiliary pump draws fluid from the same res- and FC-530.
ervoir as the main pumps. The auxiliary supply
line is not affected by the fire shutoff valves. The flight director system generates roll and
pitch commands by means of a single-cue
V-bar display on the pilots attitude indicator.
LANDING GEAR AND BRAKES Programming and annunciation of s elected
The Learjet 35/36 has a retractable tricycle modes is accomplished on the AFCS control
landing gear that is electrically controlled and panel located in the center glareshield.
hydraulically operated.
The two-axis autopilot provides control of
An emergency air bottle, located in the right the roll and pitch axes. When engaged, the
side of the nose compartment, can be used a utopilot responds to the flight director as
to extend the landing gear or to provide air programmed, or the pilot may elect to operate
pressure for emergency b raking, in case of the autopilot in a basic attitude-hold mode by
hydraulic or electrical failure. canceling all flight director modes, in which
case the command bars are biased out of view.
The self-centering nose gear has a single
wheel and incorporates an electrical nosewheel Dual yaw dampers are installed for control of
s teering system that has variable authority, the yaw axis. Intended for full-time inflight
depending upon ground speed. operation, one yaw damper must be engaged
after takeoff. Functioning to dampen yaw and
Each main gear has dual wheels, each equipped provide turn coordination, the yaw damper(s)
with multiple-disc brakes. Hydraulic braking operate independently, whether or not the auto-
is controlled from either the pilot or copilot pilot is engaged.
station. A fully modulated antiskid system
provide maximum braking performance while PITOT-STATIC SYSTEM
protecting against tire skids.
The type of system used to supply pitot
and static pressure to the pilot and copilot
instruments depends on whether the FC-200 or

1 AIRCRAFT GENERAL
FC-530 automatic flight control system (AFCS) OXYGEN SYSTEM

is installed.
The oxygen system consists of the crew and
FC-200 models use a conventional pitot-static passenger distribution systems connected to a
system consisting of one heated pitot tube high-pressure oxygen storage cylinder located
mounted on each side of the nose section and in the nose compartment on early 35 and 36
two heated static ports flush-mounted on each models. On SNs 35-492 and 36-051 and sub-
side of the nose compartment. The air data unit sequent, the cylinder is located in the vertical
uses the copilot pitot line for pitot pressure, stabilizer.
while its static pressure is provided by two
additional heated static ports installed on the
nose, forward of the windshield.
FC-530 models use a Rosemount designed

pitot-static system that physically integrates
two static ports into each of the pitot tubes,
one mounted on each side of the nose section.
The air data sensor uses the copilot pitot and
static lines.

1 AIRCRAFT GENERAL
QUESTIONS
1. If all of the main entry door locking pin 5. The main baggage compartment is located:
microswitches are not contacted: A. U n d e r t h e t a i l i n a t r av e l p o d
A. A red DOOR annunciator light illumi- compartment
nates in the cockpit B. In the nose section
B. An amber DOOR annunciator light C. Behind the AFT bulkhead
illuminates in the cockpit D. At the rear of the cabin, behind the
C. A green DOOR light illuminates by divan
the entry door
D. A red DOOR light illuminates by the 6. There are a total of ____ locking pins in
entry door the upper and lower door sections:
A. Five
2. If the door motor fails:
B. Seven
A. A ratchet handle can be used to open C. Ten
the door from the outside
D. Twelve
B. The hooks can be operated manually
from inside the airplane 7. The maximum weight that can be stored
C. The door can be operated from inside in the baggage compartment is ____ lbs:
the airplane, once access has been
gained through the emergency exit A. 250
D. The door can be opened manually from B. 500
outside the airplane C. 750
D. 1,000
3. T h e d o o r m o t o r i s p owe r e d o ff t h e
__________ Bus:
A. Left Battery
B. Battery Charging
C. Right Battery
D. Right Generator
4. The emergency exit is a plug type door

that can be opened from ________:
A. Inside the airplane with emergency
battery on
B. Outside the airplane with a ratchet tool
C. Inside or outside the airplane
D. Inside the airplane only

CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
2 ELECTRICAL POWER
INTRODUCTION....................................................................................................... 2-1
SYSTEMS
GENERAL.................................................................................................................. 2-1
DC POWER................................................................................................................ 2-2
Batteries............................................................................................................... 2-2
Generators............................................................................................................ 2-5
Ground Power...................................................................................................... 2-6
Circuit Components............................................................................................. 2-6
Distribution........................................................................................................ 2-12
AC POWER.............................................................................................................. 2-15
Inverters............................................................................................................. 2-15
Controls............................................................................................................. 2-16
Indicators........................................................................................................... 2-16
Distribution........................................................................................................ 2-17
EMERGENCY BATTERY......................................................................................... 2-17
General.............................................................................................................. 2-17
Single Emergency Power System........................................................................ 2-19
Dual Emergency Power System.......................................................................... 2-20
SCHEMATICS.......................................................................................................... 2-20
QUESTIONS............................................................................................................. 2-24

ILLUSTRATIONS
Figure Title Page
2-1 Component Locations.................................................................................... 2-2
2-2 Battery Location........................................................................................... 2-2
2-3 Battery Switches........................................................................................... 2-3
2 ELECTRICAL POWER
2-4 Basic DC Distribution................................................................................... 2-3
SYSTEMS
2-5 Electrical Gauge Indicators........................................................................... 2-4
2-6 Battery Temperature Indicator....................................................................... 2-5
2-7 Generator Location....................................................................................... 2-5
2-8 Generator Switches....................................................................................... 2-5
2-9 Ground Power Connector.............................................................................. 2-6
2-10 Current Limiter Panel.................................................................................... 2-7
2-11
Essential DC Bus Power—SNs 35-002 through 35-201
and 35-205, 36-002 through 36-040 (Not Incorporating AMK 78-13)........... 2-8
2-12
Essential DC Bus Power—SNs 35-202 through 35-508, except 35-205,
36-041 through 36-053, and Prior Aircraft Incorporating AMK 78-13........... 2-8
2-13
Typical Circuit-Breaker Panels—SNs 35-002 through
35-201 and 35-205, and 36-002 through 36-040 (Not Incorporating
AMK 78-13)............................................................................................... 2-10
2-14
Typical Circuit-Breaker Panels—SNs 35-202 and Subsequent,
except 35-205, 36-041 and Subsequent, and Aircraft Incorporating
AMK 78-13................................................................................................. 2-11
2-15 Equipment Powered by Battery Charging Bus and Generator Buses............ 2-12
2-16
Essential DC Bus Power - SNs 35-509 and Subsequent,
36054 and Subsequent, and Prior Aircraft Incorporating AMK 85-1 .......... 2-13
2-17 Main DC Bus Power.................................................................................... 2-15
2-18 Inverter....................................................................................................... 2-15

2-19 Inverter Switches......................................................................................... 2-16
2-20 AC Bus Switch and AC Voltmeter............................................................... 2-17
2-21 AC Distribution........................................................................................... 2-18
2-22 Emergency Battery Controls and Indicators................................................ 2-19
2-23
2 ELECTRICAL POWER
Electrical System—SNs 35-002 through 35-205 and 36-002

through 36-040 (Not Incorporating AMK 78-13)......................................... 2-21
SYSTEMS
2-24
Electrical System—SNs 35-202 through 35-204, 35-206
through 35-508, 36-041 through 36-053, and Prior Aircraft
Incorporating AMK 78-13........................................................................... 2-22
2-25
Electrical System—SNs 35-509 and Subsequent, 36-054 and
Subsequent, and Prior Aircraft Incorporating AMK 85-1............................. 2-23
2-iv FOR TRAINING PURPOSES ONLY Revision 1.0

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

The batteries are capable of operating the min-

imum equipment for night instrument flight for
approximately 30 minutes when both genera-
tors become inoperative. An emergency battery
is provided to operate an emergency attitude
gyro and the gear and flap systems when a total
aircraft electrical system failure occurs.
It is possible to power the entire DC and AC

2 ELECTRICAL POWER
electrical systems from the aircraft batteries,

one or both engine-driven generators, or a GPU.
SYSTEMS
Figure 2-1 shows major electrical power system

component locations.
Figure 2-2. Battery Location
Lead-Acid vs. Ni-Cad

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

Charging main batteries by the GPU is not rec- The aircraft batteries are always connected in
ommended because of poor output regulation. parallel (including during engine starts) when
both battery switches are on.
Controls
Two battery switches (Figure 2-3) connect the
batteries in parallel to the battery-charging bus
when the switches are on. The switches, BAT
1 and BAT 2, correspond to the left and right
2 ELECTRICAL POWER
batteries, respectively. Each switch has two-po-
sitions, ON–OFF, that complete a ground circuit
SYSTEMS
to close its respective battery relay in the ON
position (Figure 2-4).
The battery relays require approximately 16 V

(minimum) from the respective battery. If either
battery voltage is less than 16 V, the respective
battery relay will not close and the battery
cannot be connected to the aircraft electrical
system for the purpose of operating electrical
equipment (except equipment on the battery
hot-bus), nor can it be charged by a GPU or the
generators. (See Figure 2-4)
Figure 2-3. Battery Switches
GEN GEN
L PWR R PWR
BUS BUS
10 A 10 A
REG REG
LH L GEN BAT CHG R GEN RH
GEN BUS BUS BUS GEN
275 A 275 A
FIELD
FIELD
OVER
LEGEND
R STALL WARN
VOLT 33V
L STALL WARN
CUTOUT
DOOR ACTR
BATTERY POWER
16V 16V
LIGHTS
GENERATOR POWER
16V GROUND POWER
20 A GND 20 A
L BAT L PWR R R BAT
BUS BAT UNIT BAT BUS
Figure 2-4. Basic DC Distribution

Indicators Aircraft with Ni-Cad batteries are equipped

with battery temperature indicators and over-
Electrical system indicators (Figure 2-5) are heat warning light systems that are attached
grouped in a cluster on the upper portion of the through two electrical connectors on the face
center instrument panel. of each battery case to temperature sensors and
thermal switches on each battery. (See Figure
A single DC VOLTS meter, connected to the 2-6)
battery charging bus through a 5 A current
limiter, indicates the highest voltage input to A dual-indicating temperature gauge is on the
2 ELECTRICAL POWER
the bus by batteries, generators, or GPU. To lower portion of the copilot instrument panel
read individual battery voltage, only one bat- (Figure 2-6). Two red warning annunciators
SYSTEMS
tery at a time may be connected to the battery labeled BAT 140 and BAT 160 in the annunci-
charging bus with the generators off and a ator panel illuminate if either or both batteries
GPU not connected. The aircraft generators and reach 140 to 160°F, respectively.
GPUs normally output a higher voltage than
the batteries; therefore, when either of these is
powering the b attery charging bus, either gen-
erator or GPU voltage will be indicated.
AMPS DC VOLTS AMPS
0 400 0 30 0 400
100 200 300 10 20 100 200 300
OIL TEMP AC VOLTS OIL TEMP

C C
0 150
30 180 30 180
150 50 100
60 60 150
90 120 90 120
Figure 2-5. Electrical Gauge Indicators

BAT BAT
The generators supply DC power to all DC
140 160 powered equipment on the aircraft.
Generator voltage is regulated to 28.8 VDC for

lead-acid batteries and to 28.5 VDC for Ni-Cad
batteries. On aircraft SNs 35-148 and subse-
quent, 36-036 and subsequent, single-generator
voltage is reduced as load increases during
ground operation and any time a starter is
2 ELECTRICAL POWER
engaged to limit amperage. This design f eature
protects the 275 A current limiters during
SYSTEMS
L BAT TEMP R engine start. The generator control panel in the
tail cone contains relays for the batteries, start-
200
BAT
ers, GPU overvoltage control, and an equalizer
TEMP
circuit for load sharing.
150
F
100 Controls
Two starter-generator switches on the center
50 switch panel (Figure 2-8) are three-p osition
switches labeled GEN, OFF, and START. In
GEN, current is provided to the generator field
through the IGN & START circuit breaker,
Figure 2-6. Battery Temperature Indicator which automatically connects the genera-
tor bus; the amber GEN caution annunciator
GENERATORS extinguishes.
Two engine-driven DC generators, one on Two generator reset buttons labeled L GEN
each engine (Figure 2-7), provide the primary RESET and R GEN RESET on the center switch
source of DC power. Each brushless gener-
ator is rated at 30 VDC, 400 A. Cooling air
is routed from a scoop on the engine n acelle
to the associated generator. During normal
operation, both generators operate in parallel
through the solid-state voltage regulators in
the tail cone. As long as both battery switches
are on, either generator charges both batteries
through the associated 275 A c urrent limiter.
Figure 2-7. Generator Location Figure 2-8. Generator Switches

panel (see Figure 2-8) provide for resetting the The receptacle connects GPU power to the
generator in case of failure. If the GEN-OFF- battery charging bus through a power relay
START switch is in GEN, momentarily (less controlled by an overvoltage circuit. The over-
than 1/2 second) depressing the reset button voltage circuit samples GPU voltage provided
resets the overvoltage relay, completes a power through a control relay. At least one battery
circuit to the voltage regulator, and restores the switch must be turned on to close the control
generator to normal operation. relay, allowing the overvoltage circuit to sample
GPU voltage, and, if voltage is below 33 V, the
power relay closes to complete the GPU-to-
Indicators
2 ELECTRICAL POWER
battery charging bus connection.

Two AMPS meters—one for each generator—
SYSTEMS
indicate the load in amps being carried by each No under voltage nor reverse current flow pro-
generator (see Figure 2-5). The load indication tection is available. If external power voltage
is measured at the voltage regulator. levels drop below battery voltage, the aircraft
batteries pick up the electrical load plus supply
Generator voltage is displayed on the DC current to the external power unit—resulting
VOLTS meter. (Figure 2-5) in low or dead batteries. On SNs 35-618 and
subsequent, 36-055 and subsequent, and prior
An amber L or R GEN caution annunciator on aircraft modified by AMK 86-5, the external
the glareshield panel illuminates if the asso- power control circuit is protected by a 5A fuse.
ciated generator switch is turned off or the
generator has failed. The GPU should be regulated to 28 V and must
be limited to 1,100 A. It should be capable
of producing at least 500 A. If GPU voltage
GROUND POWER exceeds 33 V, the overvoltage circuit causes
A ground power unit (GPU) can be connected the power relay to open, thereby disconnecting
to the aircraft through the receptacle on the left the GPU from the electrical system to prevent
side of the fuselage below the engine (Figure damage to voltage-sensitive equipment. If this
2-9). occurs, the overvolt cutout box must be sent
to Learjet for replacement; it is not resettable.
The AFM recommends that a GPU be used for

engine start when ambient temperatures is 32°F
(0°C) or below.
CIRCUIT COMPONENTS
Current Limiters
Throughout the electrical distribution system,
various sizes of current limiters at strategic
locations prevent progressive total electrical
failure. A current limiter is similar to a slow-
blow fuse; it will carry more than its amp-rated
capacity for short periods of time. Extreme or
prolonged overloading causes a current limiter
to fail, thus isolating that particular circuit
and precluding progressive failure of other
electrical c omponents. Current limiters are
not resettable. When a current limiter fails, it
Figure 2-9. Ground Power Connector must be replaced. It should also be replaced if

it shows discoloration or other signs of heating

or overloading. The current limiter panel is in
the tail cone (Figure 2-10).
There are two current limiters (one on each

generator) that are not part of the current lim-
iter panel in the tailcone. Each generator has a
10 A current limiter as part of the paralleling
circuit.
2 ELECTRICAL POWER
Two types of current limiters are used in the
SYSTEMS
system. The lower amperage current limiters
(50 A or less) are red and have a pin that pro-
trudes if blown. The higher amperage current
limiters are made of a gray ceramic m aterial
with a small window that allows visual inspec-
tion of current-limiter integrity.
There are two 275 A current limiters in the

main current-limiter panel; these connect the
generator buses with the battery charging bus. Figure 2-10. Current Limiter Panel
• On SNs 35-002 through 35-147 and In flight, it is important to know if the 275 A
36-002 through 36-035, testing of current limiters have blown. On all aircraft with
these c urrent limiters is accomplished or without current limiter annunciator(s), cur-
manually. rent limiter status may be determined by close
• On SNs 35-148 through 35-389, except observation of voltmeter and ammeter indica-
35-370, and 36-036 through 36-047, tions. If only one fails, no difference will be
testing of the current limiters is accom- noted on either indicator since power from each
plished using the rotary s ystems test generator still flows to the battery charging bus
switch. through the opposite current limiter.
For all of the above a ircraft, AMK 80-17 Failure of both current limiters, however, could
provides two amber annunciators, one for be recognized since the DC voltmeter will read
each current limiter, which a llow continuous battery voltage (i.e., 25V or less). On aircraft
monitoring. prior to SNs 35-509 and 36-054 not modified
by AMK 85-1, this failure e ventually results
On SNs 35-370, 35-390, and 36-048 and in depletion of the batteries since they are the
subsequent, a single red CUR LIM annuncia- only source of power to the essential buses. The
tor on the glareshield panel allows continuous generators have been separated from the load
monitoring of the 275 A current limiters. of the e ssential buses and are now supplying
power to only the main buses and the generator
The 275-amp current-limiter annunciator(s) buses. This greatly reduced loading is reflected
are illuminated by 1 A overload sensors wired by abnormally low ammeter readings on both
across the current-limiter t erminals. Failure of generators. (Figure 2-11 and 2-12)
a current limiter results in a surge of current
through the overload sensor, causing it to trip On SNs 35-509 and 36-054 and s ubsequent
and thereby illuminating the light. or earlier aircraft with AMK 85-1 installed, a
failure of both 275 A current limiters will not

20A
LEGEND L ESS R ESS
BATTERY POWER
GENERATOR POWER
GROUND POWER
2 ELECTRICAL POWER
40 A 40 A
DC VOLTS
SYSTEMS
50 A 0
10 20
30
50 A
R L L R R R
E GEN BAT CHG BUS GEN E
GEN BUS GEN BUS
G 275 A 275 A G
L R
BAT BAT
GPU
Figure 2-11. Essential DC Bus Power—SNs 35-002 through 35-201 and 35-205,
36-002 through 36-040 (Not Incorporating AMK 78-13)
20A
LEGEND L ESS A R ESS A

BATTERY POWER
20A
GENERATOR POWER
GROUND POWER L ESS B R ESS B
40 A 40 A 40 A 40 A
DC VOLTS
50 A 50 A
0
50 A 50 A
30
10 20
R L L R R R
E GEN GEN BUS BAT CHG BUS GEN E
275 A GEN BUS
G 275 A G
L R
BAT BAT
GPU
Figure 2-12. E
ssential DC Bus Power—SNs 35-202 through 35-508, except 35-205,
36-041 through 36-053, and Prior Aircraft Incorporating AMK 78-13

result in the separation of the generators from Circuit Breakers

the essential buses. Generator loads, therefore,
remain relatively normal. The generators have, Circuit breakers are on two CB panels in the
however, been separated from the batteries cockpit, one left of the pilot seat and one right
and battery charging bus. Consequently, the of the copilot seat. On FC-200 AFCS aircraft,
batteries are no longer being charged and are three additional CBs under the pilot seat on
slowly depleted by electrical equipment that the autopilot electric box provide power for the
draw power from either battery hot bus or the autopilot flight director and the yaw damper
battery charging bus. Battery condition should annunciator lights.
2 ELECTRICAL POWER
be monitored using the DC voltmeter. (Figure
2-16) The DC circuit breakers are the thermal type,
SYSTEMS
and the AC c ircuit breakers are the magnetic
On aircraft with the s ingle CUR LIM annun- type. Amperage ratings are stamped on the top
ciator, if one limiter blows in flight, DC volts of each CB.
and amps should be monitored closely since the
CUR LIM annunciator r emains illuminated and The CBs are arranged in rows according to the
will not alert the pilot to a subsequent failure buses that serve them to simplify the isolation
of the other limiter. of individual buses or circuits. Basically, all
CBs in the top row (both sides) are on the 115
VAC and 26 VAC buses; in the second row they
Relays are on the main DC buses (except three that are
Relays are used at numerous places throughout power bus CBs). Additionally, thrust reversers
the electrical distribution system, particularly (if installed) are controlled by main bus CBs
in circuits with heavy electrical loads. The that are physically installed on the left and right
relays function as remote switches to make or panels, third and fourth rows.
break power circuits. This arrangement a llows
the control circuit wiring to be a lighter gauge The third and fourth rows on SNs 35-002
since less current is required to operate the through 35-201 and 35-205, and 36-002
relay. Relays control the power circuits for the through 36-040 are on the DC essential bus.
batteries, GPU, starters, generators, inverters, On SNs 35-202 and subsequent, except 35-205,
and left and right main buses. Instrument panel and 36-041 and subsequent, and earlier aircraft
switches or CBs complete the c ontrol circuits incorporating AMK 78-13, the third and fourth
to operate the relays. rows are on the essential A and B DC buses.
Circuit breakers on the third and

Overload Sensor fourth rows, but not powered by the essential
Overload sensors are used in the power cir- buses, are:
cuits to the left and right main buses and in the • L
STALL WARN, DOOR ACTR and
power circuits to each inverter. These overload ENTRY LTS (left battery hot bus items)
sensors react thermally to electrical loads in
excess of their design capacity. In reacting; the • R
STALL WRN (right battery hot bus
overload sensor bends pushing the switch to the item)
opposite side. The switch removes power from • T/R
EMER STOW and T/R POS IND
the relay and makes contact with a ground, (left main bus item—Aeronca)
causing the CB to pop (Figure 2-17). Once the
overload condition is removed, the overload • T
/ R C O N T ( r i g h t m a i n b u s
sensor cools and resets automatically; however, item—Aeronca)
the control CB must be reset manually. The • T/R
POWER and T/R CONT (left and
overload sensors in the main bus power circuits right main bus items—Dee Howard)
are rated at 70 A; the overload sensors for the
inverter power circuits are rated at 60 A. See Figures 2-13 and 2-14 for typical represen-
tations of CB panels.

PILOT COPILOT
PANEL PANEL
L AC L ESS ESS AC BUS

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

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

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

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

LEGEND
AC BUS ESSENTIAL "A" BUS POWER BUS
MAIN BUS ESSENTIAL "B" BUS BATTERY HOT BUS
Figure 2-14. T
ypical Circuit-Breaker Panels—SNs 35-202 and Subsequent, except 35-205,
36-041 and Subsequent, and Aircraft Incorporating AMK 78-13

DISTRIBUTION The battery hot buses supply power to the fol-

lowing items:
The aircraft uses a multiple bus, multiple con-
ductor, electrical distribution system. Buses • Left battery hot bus
and major circuits are protected by r elays, ˚ Left stall warning system
current limiters, overload sensors, and CBs to
preclude total failure. This arrangement also ˚ Lights
allows isolation of malfunctioning buses. All ˚ Step Lights
CBs are accessible to the crew during flight.
2 ELECTRICAL POWER
˚ Overhead Door Light

Battery Hot Buses ˚ Cockpit Overhead Light (in remote)
SYSTEMS
The left and right batter y hot buses are ˚ Baggage Compartment lights
connected to the left and right batteries, respec- ˚ Tailcone Inspection light
tively, through 20 A current limiters (see Figure
2-10). The battery hot buses are always hot, ˚ Door actuator motor
provided the battery quick-disconnects are • Right battery hot bus
connected.
˚ Right stall warning system
Battery hot bus items must be turned off before
leaving the aircraft to prevent battery d ischarge.
L
RECOG UTILITY
LEGEND LIGHT * LIGHT *
BATTERY POWER
DC VOLTS
GENERATOR POWER 0
10
30
20
GROUND POWER
30 A 5 A 5 A
L BAT CHG BUS R

GEN BUS GEN BUS
275 A 275 A
20 A 150 A 30 A 50 A 10 A 20 A 20 A
L R FUEL PRI
L STARTER RECOG FLOW PITCH R
LDG FREON LDG
LIGHT IND TRIM
AND COMP AND
(FC-530)
TAXI MOTOR TAXI
HYD AUX R
LIGHT AND LIGHT
PUMP INVERTER* STARTER
AUX
*IF INSTALLED HEATER
Figure 2-15. Equipment Powered by Battery Charging Bus and Generator Buses

Battery Charging Bus On aircraft modified by AMK 85-1, the ESS

buses are connected to each respective genera-
The battery-charging bus enables the generator bus. (Figure 2-16)
tors or GPU to charge the batteries and is the
central distribution point for the DC electrical On all aircraft, the following equipment is
system. It is powered by the batteries and GPU directly connected to the battery charging bus
through their associated power relays by either (Figure 2-15):
generator through the respective left and right
275 A current limiters (see Figure 2-15). • DC VOLTS meter
2 ELECTRICAL POWER
• Freon air conditioner and auxiliary heater
One or both batteries can power the entire elec-
• Recognition light(s)
SYSTEMS
trical system for a limited period of time, with
the exception of the Freon air conditioner and • Auxiliary hydraulic pump
auxiliary heater. Because their high amperage
requirement would quickly deplete the batter- • Fuel flow indicating system
ies, these items are isolated by an open relay • Auxiliary inverter (if installed)
that does not close until a GPU or generator is
on and operating. However, if the generator or • Utility light (if installed)
GPU go offline, the Freon A/C or Aux Heater • Primary
pitch trim motor (FC-530 AFCS
will not turn off. only)
On SNs 35-002 through 35-508 and 36-002 • Left and right engine starters
through 36-053, when not incorporating AMK
85-1, the essential buses are connected directly
to the battery charging bus (Figure 2-11 or
2-12).
20 A
LEGEND
BATTERY POWER L ESS A R ESS A
GENERATOR POWER
20 A
GROUND POWER
L ESS B R ESS B
40 A 40 A
DC
VOLTS
50 A 0
10 20
30
50 A
R L R R
E L R E
GEN GEN BUS BAT CHG BUS GEN BUS GEN
G 275A 275A G
L R
BAT BAT
GPU
Figure 2-16. E
ssential DC Bus Power - SNs 35-509 and Subsequent,
36054 and Subsequent, and Prior Aircraft Incorporating AMK 85-1

Generator Buses • The

L or R MAIN BUS circuit breaker
controls the respective main bus power
The left and right generator buses distribute r e l ay t h a t c o n n e c t s t h e r e s p e c t ive
power to the right and left main buses, the generator bus to the main bus when DC
primary and secondary inverters, and the left power is available through an overload
and right power buses. On SNs 35-509 and sensor (Figure 2-17).
subsequent, 36-054 and subsequent, and prior
aircraft incorporating AMK 85-1, the genera- • The
L or R IGN & START circuit
tor buses also power the respective essential A breaker: (1) controls the respective starter
2 ELECTRICAL POWER
and B buses. On all aircraft, the landing/taxi relays and standby fuel pump relay and
lights are connected to the respective genera- provides starting ignition power (through
the thrust lever idle switch) when the
SYSTEMS
tor bus (Figure 2-15). The generator buses can

be powered by the batteries, a GPU, or either GEN-OFF-START switch is in START;
generator. (2) provides power to the generator field
when the switch is in GEN (Figure 2-16).
Essential DC Buses • The
PRI or SEC INV circuit breaker
controls the respective inverter power
One of three different bus conf igurations relay that connects the respective gener-
will apply to a given aircraft, depending on ator bus to the inverter when the inverter
production serial number and AMK a pplicability switch is on through an overload sensor
(see Figures 2-11, 2-12 and 2-16). (see AC Distribution).
The left and right essential buses are powered The power bus CBs are located at the forward
from the battery charging bus, or from the end of the respective CB panels on what is gen-
r espective left or right generator buses (as erally referred to as the “main bus row,” those
a pplicable) through a 50-amp current limiter labeled L and R IGN & START and PRI and
and a 40-amp ESS BUS circuit breaker, and are SEC INV are in no way related to, or affected
connected to each other by a 20-amp ESS BUS by, the main buses; however, the L and R MAIN
TIE circuit breaker which is normally closed BUS c ircuit breakers are, in that they control
for load equalization. the relays which power the main buses (Figure
2-17).
In the event of an overload on one of the
e ssential buses, the respective ESS BUS cir
cuit breaker opens, followed by the ESS BUS Main DC Buses
TIE circuit breaker which is forced to accept The left and right main buses are powered from
the overload and cannot, resulting in automatic the respective left and right generator buses
isolation of the faulty bus. The current limiters through a 70 A overload sensor and a power
provide backup for their respective ESS BUS relay. The power relay is energized closed
circuit breakers. whenever there is power on the r espective
power bus and the associated MAIN BUS cir-
Power Buses cuit breaker is closed. The left and right main
buses are connected to each other by a 50 A
The left and right power buses are powered MAIN BUS TIE circuit breaker that is normally
from the respective generator bus through a closed for load equalization (Figure 2-17).
10 A current limiter. Each power bus provides
power to three CBs that control the respective If an overload occurs on either main bus, the
engine starting and generator functions, main respective overload sensor causes the affected
bus power, and inverter power, as follows: MAIN BUS circuit breaker to trip. This deen-
ergizes the power relay, which opens to break

L R
MAIN 50 A MAIN
BUS
POWER TIE POWER
RELAY RELAY
70 A 70 A
OVERLOAD OVERLOAD
SENSOR SENSOR
2 ELECTRICAL POWER
L MAIN BUS R MAIN BUS
CB CB
SYSTEMS
L R
PWR BUS PWR BUS
10 A 10 A
L L R R
GEN GEN BUS BAT CHG BUS GEN BUS GEN
275 A 275 A
CL CL
LEGEND L R
BATTERY POWER BAT BAT
GENERATOR POWER
GROUND POWER
GPU
Figure 2-17. Main DC Bus Power
the power circuits; the MAIN BUS TIE circuit

breaker opens when it is forced to accept the
overload and cannot; this results in automatic
isolation of the faulty bus.
AC POWER
INVERTERS
Alter nating cur rent to the AC electrical
instr uments and electronic equipment is Figure 2-18. Inverter
provided by two or three 1,000 V-A (volt-amps),
solid-state static inverters in the tail cone (Fig- The primary and secondary inverters are
ure 2-18). The third (auxiliary) inverter is p owered from the respective left and right
optional. During normal operation both, or all generator buses through a 60 A overload sensor
three, inverters are on and operate in p arallel. and a power relay. The power relay is energized
It is recommended that the auxiliary inverter, closed whenever there is power on the respec-
if installed, be operated in c onjunction with tive power bus, the associated PRI or SEC INV
the primary and secondary inverters to extend circuit breaker is closed, and the inverter switch
inverter life. is on (see AC Distribution).

If an inverter becomes overloaded (i.e., a the auxiliary inverter does not automatically
shorted inverter), the respective overload sensor assume the operation of the failed inverter
removes power from the relay and causes the unless the auxiliary inverter is turned on and
affected PRI or SEC INV c ircuit breaker to trip. the L/R BUS switch is properly positioned.
The deenergized power relay opens to break
the power circuit. This results in automatic
isolation of the faulty i nverter. If installed, the
auxiliary inverter c ircuits differ only in that
they are powered from the battery charging bus,
2 ELECTRICAL POWER
and the power relay is controlled by the AUX

INV circuit breaker on the right essential bus
SYSTEMS
(Figure 2-21).
Inverter output is 115 V, 400 Hz, 1000 V-A

single phase, alternating current. Some instru-
ments and avionics require 26 VAC, which is
furnished by two step-down transformers in
the c ockpit just aft of the CB panels. These
transformers take 115 VAC input from the
respective 115 VAC buses and step it down to
26 VAC output.
Figure 2-19. Inverter Switches
Other components in the s ystem include power
relays, a paralleling box, overload sensors, CBs,
and inverter annunciators on the glareshield for
primary, secondary, and auxiliary inverters.
INDICATORS
Two red inverter warning annunciators labeled
The paralleling box is the central control unit PRI INV and SEC INV are on the glareshield.
for the AC electrical system. It incorporates If the optional auxiliary inverter is installed,
load equalizer and frequency synchroniz- there is also an amber AUX INV annunciator
er/phaser circuits through which it maintains on the glareshield.
inverter load balance and frequency/phase
synchronization. It also causes illumination The corresponding inverter annunciator illumi-
of the associated annunciators for certain nates when inverter output is below 90 VAC or
malfunctions. if bus load is less than 10 V-A.
The primary and secondary inverter annuncia-

CONTROLS tors also illuminate when the respective inverter
A switch for each inverter (PRI, SEC, and switch is off; the AUX INV light, however, illu-
optional AUX) is on the pilot lower instrument minates only when the auxiliary inverter fails
panel (Figure 2-19). The primary and secondary with the switch on.
inverter switches have two positions: PRI-
OFF and SEC-OFF, respectively. The auxiliary A single AC voltmeter (Figure 2-20) indicates
inverter switch, if installed, is labeled ON-OFF. the voltage on the left or right AC bus, depend-
ing on the position of the AC BUS switch. The
If the auxiliar y inver ter is installed, an two-position switch— PRI and SEC—selects
additional switch labeled L BUS-R BUS is the bus from which AC voltage is measured. In
also installed. This switch directs auxiliary PRI, the left AC bus is measured and SEC, the
inverter output to either the left or right AC right AC bus is measured. To check individual
bus as needed. In case of an inverter failure, inverter voltage, only the inverter to be checked
should be on.

The 26 VAC BUS circuit breakers are approxi-

mately two-thirds of the way aft on the top row
of each panel. All CBs aft of the respective
26 VAC BUS circuit breakers power 26 VAC
equipment.
EMERGENCY BATTERY
2 ELECTRICAL POWER
GENERAL
SYSTEMS
The aircraft may be equipped with either a
s ingle (standard) or a dual (optional) emer-
gency battery system. The battery(ies) are
installed in the nose compartment, and pro-
vide an emergency electrical power source
for selected equipment in the event of total
airplane electrical system failure.
Figure 2-20. A
C Bus Switch and
Emergency batteries may be Ni-Cad or lead-
AC Voltmeter
acid. The Ni-Cad battery is standard up to SNs
35-462 and 36-052. The battery packs contain
DISTRIBUTION a built-in inverter; these aircraft also have AC
powered standby attitude indicators. On later
115 VAC Buses (L and R) aircraft, lead-acid batteries and a DC pow-
Alter nating cur rent from the inver ters is ered standby attitude indicator are standard.
d istributed through the paralleling box to the Lead-acid batteries may be retrofitted to earlier
respective left and right AC buses ( Figure aircraft.
2-21). Primary inverter output goes to the
left bus; secondary to the right bus. Auxiliary The Ni-Cad battery provides 25 VDC at 3.8
inverter output (if installed) may be selected to ampere-hours and contains an inverter and
either the left or the right bus. transformer that provide 115 VAC and 4.6 VAC.
The lead-acid battery provides 24 VDC at 5.0
All CBs on the left 115 VAC bus are on the top amp-hours.
row of the left CB panel. The right 115 VAC
bus CBs are on the top row of the right CB Both emergency batteries receive a trick-
panel. The first CB on the top row of the right le-charge from the normal aircraft electrical
panel is the 7.5 amp AC bus-tie CB. The second system through the EMER BAT 1 and EMER
CB on the top row of the right panel and the BAT 2 circuit breakers on the right main bus
first CB on the top row of the left panel are the when power is on the bus. The trickle-charge is
L and R AC BUS 10 A bus feeder CBs. provided even when the switches are off, but at
a reduced rate. Controls and indicator location
are illustrated in Figure 2-22.
26 VAC Buses (L and R)
Two step-down transformers draw 115 VAC
power from the left and right 115 VAC buses,
reduce the voltage output to 26 VAC, and
c onnect to the 26 VAC buses for equipment
requiring 26 VAC power.

26 V L AC R AC 26 V
AC TRANS BUS TRANS AC
2A PRI VM 7.5 A SEC VM BUS 2A
BUS BUS
P S
10 A L AC 10 A L AUX 10 A R AUX 10 A R AC
BUS CB AC BUS CB AC BUS CB BUS CB
2 ELECTRICAL POWER
AC VOLTS
L BUS 0
10 30
50
SYSTEMS
AUX INV
L BUS/R BUS SW
R BUS
PARALLELING BOX
PRIMARY
INVERTER
AUX
INVERTER
* SECONDARY
INVERTER
POWER POWER POWER

RELAY RELAY RELAY
60 A 60 A 60 A
OVERLOAD OVERLOAD OVERLOAD
SENSOR AUX INV SENSOR
SENSOR CB R ESS B
PRI INV SEC INV
SWITCH SWITCH
PRI INV AUX INV SEC INV
CB SWITCH CB
L PWR R PWR
BUS BUS
10 50 A 10
A A
L L GEN BAT CHG R GEN R

GEN BUS BUS BUS GEN
275 275
A A
*OPTIONAL EQUIPMENT
L R
BAT BAT
LEGEND
BATTERY POWER
GPU
GENERATOR POWER
GROUND POWER
INVERTER POWER
Figure 2-21. AC Distribution

The EMER PWR switch has three positions:

OFF, STBY, and ON. The emergency battery
powers the following equipment with the switch
in ON or STBY:
• STBY
˚ S tandby attitude indicator and back
lighting, and annunciator light
2 ELECTRICAL POWER
• ON
˚ S tandby attitude indicator and back
SYSTEMS
lighting, and annunciator light
˚ Landing gear control circuits and gear
position lights
˚ Flap control circuits but not flap
indicator
˚ RVSM pilot Altimeter
˚ STBY Altimeter vibrator
With the switch in ON or STBY, the emergency
battery powers the standby attitude indicator.
On RVSM equipped aircraft the air data com-
puter and the pilot altimeter are also powered.
Figure 2-22. E
mergency Battery Controls If power is available from the aircraft electrical
and Indicators system, the emergency battery is replenished as
it provides power for the standby attitude indi-
SINGLE EMERGENCY cator. Other equipment tied to the emergency
POWER SYSTEM battery and normally powered by the aircraft
electrical system is powered by the emergency
If an aircraft is equipped with a single emer- battery only when normal electrical power is
gency battery, the cockpit switch is labeled off or failed.
EMER PWR. An amber EMR PWR annunci-
ator on the pilot instrument panel illuminates Normally, the EMER PWR switch is in ON.
when power from the emergency battery is If the normal electrical system fails, the EMR
being used but the trickle-charge from the air- PWR annunciator illuminates when power from
craft electrical system is lost. the associated emergency battery is in use and
the battery is not receiving a trickle-charge.
In the event of a total aircraft electrical system

failure, the approved AFM recommends that the
EMER PWR switch be placed in STBY until
gear or flap operation is required to conserve
battery life. Since only the standby attitude
indicator is powered in STBY, battery life is
approximately 3 hours and 45 minutes versus
30 minutes in the ON position.

DUAL EMERGENCY NOTES

POWER SYSTEM
The dual emergency battery system has two
switches labeled EMER PWR (BAT 1 and BAT
2). An amber EMR PWR annunciator for each
power supply is on the pilot instrument panel.
The applicable annunciator illuminates when
power from the associated emergency battery is
2 ELECTRICAL POWER
being used and is not receiving a trickle-charge.

SYSTEMS
T h e E M E R BAT 1 sw i t c h o p e r a t e s t h e
same systems as described under Sin-
g l e E m e rg e n cy Powe r S y s t e m . T h e
EMER BAT 2 switch has two positions:
OFF and EMER BAT 2. When turned on, power
from the No. 2 emergency power supply is
available to illuminate the EMR PWR 2 annun-
ciator and operate predetermined electrical
equipment should the normal electrical system
fail. The auxiliary communication radio is the
most common equipment powered by BAT 2;
however, its installation and use is optional.

The pilot must turn off the emergency battery
switch(es) before leaving the aircraft. If aircraft
power is turned off with the emergency battery
switch(es) in ON or STBY, the emergency bat-
teries continue to power the emergency battery
equipment and lose their charge.
SCHEMATICS
The following schematics (Figures 2-23, 2-24,
and 2-25) are provided to show the three basic
electrical circuit configurations, differing only
with respect to the number of essential buses
and where those buses are powered from.

26 V R AC 26 V
AC TRANS L AC TRANS AC
2A BUS 7.5 A BUS 2A
BUS BUS
P S
10 A 10 A 10 A 10 A
2 ELECTRICAL POWER
SYSTEMS
PARALLELING BOX
PRIMARY AUX * If Installed SECONDARY

INVERTER INVERTER INVERTER
L R
MAIN 50 A MAIN
POWER POWER
RELAY RELAY
60 A 70 A 60 A
70 A
60 A
L ESS R ESS
20 A
2A 2A 2A 2A
2A
L PWR 40 A R PWR
BUS BUS
10 50 A 10
A A

GEN REG BUS REG
BUS BUS GEN
275 275
A A
*OPTIONAL EQUIPMENT
OVER
VOLT
CUTOUT
LEGEND
BATTERY POWER
GENERATOR POWER
GROUND POWER
INVERTER POWER
20 A GND 20 A
L BAT L PWR R R BAT
Figure 2-23. Electrical System—SNs 35-002 through 35-205 and 36-002 through 36-040
(Not Incorporating AMK 78-13)

26 V R AC 26 V
AC TRANS L AC TRANS AC
2A BUS 7.5 A BUS 2A
BUS BUS
P S
2 ELECTRICAL POWER
10 A 10 A 10 A 10 A
SYSTEMS
PARALLELING BOX
PRIMARY
INVERTER
AUX
INVERTER
* If Installed SECONDARY
INVERTER
L R
MAIN 50 A MAIN
60 A L ESS A 20 A R ESS A 60 A
70 A 70 A
60 A L ESS B 20 A R ESS B
2A 2A
2A 2A
2A
L PWR 40 A 40 A 40 A 40 A R PWR
BUS BUS
10 50 A 10
A 50 A A

REG GEN BUS BUS GEN REG
275 BUS 275
A A
OVER
VOLT
CUTOUT
*OPTIONAL EQUIPMENT
20 A GND 20 A
L BAT L PWR R R BAT
LEGEND
BATTERY POWER GENERATOR POWER GROUND POWER INVERTER POWER
Figure 2-24. Electrical System—SNs 35-202 through 35-204, 35-206 through 35-508, 36-041
through 36-053, and Prior Aircraft Incorporating AMK 78-13

26 V 26 V
AC L AC R AC AC
TRANS BUS 7.5 A BUS TRANS
BUS 2A 2A BUS
P S
10 A 10 A AC VOLTS 10 A 10 A
2 ELECTRICAL POWER
0 50
10 30
SYSTEMS
PARALLELING BOX
PRIMARY
INVERTER
AUX
INVERTER
* If Installed SECONDARY
INVERTER
L R
MAIN 50 A MAIN
60 A 70 A 60 A
60 A
L ESS A 20 A R ESS A
2A
2A 2A L ESS B 2A
20 A R ESS B
L PWR 40 A 2A 40 A R PWR
BUS BUS
10 50 A 10
A A

REG GEN GEN REG
BUS 275 BUS BUS
275
A A
OVER
VOLT
CUTOUT
*OPTIONAL EQUIPMENT
20 A GND 20 A
L BAT L PWR R R BAT
LEGEND
BATTERY POWER GENERATOR POWER GROUND POWER INVERTER POWER
Figure 2-25. E
lectrical System—SNs 35-509 and Subsequent, 36-054 and
Subsequent, and Prior Aircraft Incorporating AMK 85-1

QUESTIONS
1. The DC voltmeter indicates: 5. If aircraft electrical power fails and the
A. Battery voltage only EMER PWR BAT 1 switch is ON, the
systems powered by the emergency battery
B. Generator voltage only are:
C. Voltage on the battery hot buses
A. Standby attitude gyro only
D. Voltage on the battery charging bus
2 ELECTRICAL POWER
B. Flaps and gear only

2. When a GPU is used for engine start, the C. Flaps, gear, and spoiler
SYSTEMS
output value should be: D. Standby attitude indicator, gear, flaps

A. Regulated to 24 V and altimeter RVSM.
B. Regulated to 28 V and limited to 6. If both 275 A current limiters fail in flight
1,100 A on aircraft modified by AMK 85-1:
C. Regulated to 33 ± 2 V
A. The essential buses will remain pow-
D. Regulated to 28 V and limited to
ered by the aircraft batteries
500 A
B. The essential buses will remain pow-
3. The buses that the aircraft batteries power ered by the generators
are: C. The battery charging bus will fail
immediately
A. Battery buses only
D. Both inverters will fail
B. Battery and battery charging buses
C. All buses except the 115 VAC buses 7. Illumination of a PRI or SEC inverter light
D. All buses including AC buses if an indicates:
inverter is on
A. The inverter is operating
4. A generator failure is indicated when: B. The inverter output is less than 90
VAC, or there is less than a 10 volt-am-
A. One ammeter indicates less than 25 A pere draw on the inverter
B. The GEN switch is in the ON position C. The inverter switch is off
and the GEN light remains illuminated D. B and C
C. The GEN light is extinguished
D. The DC voltmeter reads less than 28 V 8. The AC voltmeter will indicate:
A. Right AC bus voltage with the AC
BUS switch in PRI
B. Left AC bus voltage when the AC BUS
switch is in PRI
C. The AC load
D. The voltage on the 26 VAC buses

9. If an overload sensor shuts off power to a 13. The approved AFM recommends that a
main bus, power may be restored by: GPU be used for engine start when the
A. Resetting the control CB after the ambient temperature is:
overload sensor cools and resets A. 50°F (10°C) or below
B. Changing the overload sensor B. 0°F (-18°C) or below
C. Automatic action after the current lim- C. 15°F (-9°C) or below
iter cools D. 32°F (0°C) or below
D. Automatic action after the overload
2 ELECTRICAL POWER
sensor cools 14. When either primary or secondary inverter
light illuminates, the first step of correc-
SYSTEMS
10. To unlock the entrance door when the bat- tive action is:
teries are fully depleted: A. Pull the AC bus-tie CB
A. Plug in a GPU and use a key B. Turn the respective inverter switch off
B. Plug in a GPU with 33 ± 2 VDC or C. Check for open INV or AC BUS cir-
less on the small pin and use a key cuit breaker(s)
C. Remove both batteries for charging D. Reduce the load on the failed AC bus
and reinstall

D. Enter aircraft through the emergency
hatch, place the emergency battery
switch to ON, and activate the interior
door switch
11. With a dual-generator failure in flight,

the aircraft batteries will support the
minimum night IFR equipment load for
approximately:
A. 60 minutes
B. 2 hours 45 minutes
C. 30 minutes
D. 30 minutes with fully charged emer-
gency batteries and emergency BAT 1
in standby position
12. Inverter output is:

A. 115 VAC, 400 Hz
B. 115 VAC and 26 VAC, 400 Hz
C. 26 VAC, 400 Hz
D. 115 VAC and 26 VAC, 1,000 Hz

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

ILLUSTRATIONS
Figure Title Page
3-1 Interior Lighting Controls............................................................................. 3-3
3-2 Cockpit Map Lights....................................................................................... 3-4
3-3 Reading Lights (Typical)............................................................................... 3-4
Overhead Lights Control (Typical)................................................................ 3-5

3-4
3-5 Advisory Lights and Controls....................................................................... 3-6
3-6
Emergency Cabin Door Light, Emergency Exit Light,
and Wing Inspection/Egress Light................................................................. 3-7
3-7 Emergency Lights Control............................................................................. 3-7
3-8 Exterior Lighting Locations.......................................................................... 3-8
3-9 Exterior Lighting Controls............................................................................ 3-9
3 LIGHTING
3-10 Landing/Taxi Lights...................................................................................... 3-9
3-11 Recognition Light....................................................................................... 3-10
3-12 Strobe and Navigation Lights...................................................................... 3-10
3-13 Anti-collision Lights................................................................................... 3-11
3-14 Wing Ice Inspection Light........................................................................... 3-12
3-15 Wing Ice Inspection Light Control.............................................................. 3-13
3-16 Tail Cone Inspection Light Switches........................................................... 3-13

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

Optional map lights may be installed, which Instrument Lights

consist of a flexible-neck light located on
each pilot’s sidewall panel or one of two over- Incandescent lighting is installed for pilot,
head light installations, depending on aircraft copilot, and center instrument panels, pedes-
serialization. tal indicators, and the magnetic compass. The
lights are controlled with the INSTR rheostat
Cabin lighting consists of eight fluorescent on the pilot side panel and both INSTR and
upper center-panel lights (four on 36 models), PEDESTAL rheostats on the copilot side panel.
two door entry lights, baggage compartment DC power for the lights is supplied through the
lights, individual reading lights, and the no respective INSTR LTS circuit breakers on the
smoking/fasten seat belts sign. The optional respective left and right essential buses.
emergency lighting systems illuminate the flu-
orescent upper center-panel lights, and other Pilot INSTR Lights
lights at the exits.
The pilot INSTR rheostat provides lighting
Exterior lights include landing/taxi lights, control for the pilot flight instruments, engine
wing and tail navigation lights, anti-collision instruments, clock, electrical indicators, oil
beacons, one or two (optional) recognition temperature indicators, altitude indicator, and
lights, and high-intensity strobe lights. A wing the radar edge lighting.
inspection and egress light, which may be part
of the emergency lighting option, illuminates Copilot INSTR Lights
the right wing area to check for ice accumu
lation and for emergency egress. An optional The copilot INSTR rheostat provides lighting
3 LIGHTING
wing ice inspection light available on late control for the copilot flight instruments, the
models is not part of the emergency lighting magnetic compass, cabin temperature indica-
system. An optional light inside the tail cone tor, BAT TEMP indicator (if installed), landing
does not require aircraft battery switches to be gear control panel, EMERGENCY AIR and
on for operation. HYDRAULIC PRESSURE indicators, and the
pressurization control panel.
PEDESTAL Lights
INTERIOR LIGHTING The PEDESTAL rheostat on the copilot side
panel provides lighting controls for the flight
COCKPIT LIGHTING director panel and the pedestal.
General
Switch Panel Lighting
Some cockpit lighting systems use both
incandescent and fluorescent bulbs and, con- Electroluminescent lighting is used to illumi-
sequently, require both AC and DC power. nate the lettering on all switch panels and both
Controls for lighting are either on the device circuit breaker panels.
or as illustrated in Figure 3-1.
Electroluminescent (EL) lighting uses 115 VAC
supplied through the EL LTS circuit breakers
Instrument Panel Floodlights on the left (primary) and right (secondary) AC
A single fluorescent light tube is installed buses, respectively. The lights are controlled
under the glareshield to illuminate the instru- with the EL PANEL rheostat switches on the
ment panel. It is controlled by the FLOOD pilot and copilot side panels, respectively.
rheostat switch on the pilot side panel (Figure
3-1). Electrical power required is 115 VAC sup-
plied through the FLOOD LT circuit breaker on
the left (primary) AC bus.

EL PANEL Rheostat EL PANEL Rheostat

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

Map Lights the dome lights are powered from the ENTRY
LT circuit breaker on the left battery bus.
When installed, the aircraft may have one or
more of three different map light options:
CABIN LIGHTING
• Flexible neck light on each pilot side-
wall panel, with an ON-OFF rheostat for General
intensity control (see Figure 3-1)
Passenger compartment lighting consists of
• A reading light and gasper assembly, reading lights, overhead lights, entry lights, no
installed in the cockpit headliner for each smoking/fasten seat belt signs, and r efreshment
pilot, incorporating a r heostat for light cabinet lights.
intensity adjustment and a light pattern
adjustment lever (Figure 3-2)
Reading Lights
• A dome light assembly, mounted on
each side of the headliner just forward The reading lights are mounted in the upper
of the upper air outlets incor porat- center panel above the seats on each side of
ing a rocker-operated switch (labeled the cabin. There are individual switches for
O N - R E M OT E ) w i t h a n u n l a b e l e d each light. The lights are adjustable for position
center off position (Figure 3-2) and a and use DC power supplied through the RDNG
swivel-mounted light. LTS circuit breaker on the left main bus (Figure
3-3).
All installations are powered through the
3 LIGHTING
INSTR LTS circuit breakers on the left and Overhead Lights

right essential buses. In the REMOTE position,
The cabin overhead light system consists of
four (three on 36 models) fluorescent lights
r ecessed in each side of the upper panel, a
cabin lights power supply, a three position
switch, a cabin lights relay assembly, and a
CAB LTS circuit breaker on the left main bus.
Figure 3-3. Reading Lights (Typical)
Figure 3-2. Cockpit Map Lights

Normally, the lights are controlled with the Entry Lights

three position switch located on the left service
cabinet forward of the entry door (Figure 3-4). The entry light system consists of a STEP
LIGHT switch and light on the left service cab-
In the event of cabin depressurization, the inet forward of the entry door (Figure 3-4), and
lights automatically illuminate full bright when another directly over the door opening. Power
the cabin altitude reaches 14,000 ft. On aircraft from the left battery bus is supplied through the
with the optional e mergency lighting system, ENTRY LT circuit breaker on the left battery
three overhead lights illuminate automatically bus; therefore, the lights are operational when
in the event of aircraft electrical power failure. the aircraft BAT switch is in OFF.
The cabin light switch are three position rock- Baggage Compartment Lights
er-switches labeled BRT, DIM and OFF. To
avoid damage to the cabin fluorescent overhead Two lights are installed in the aft baggage
lighting, the lights should turned on to BRT for compartment; on 36 model aircraft, one light is
installed in the forward baggage compartment.
two to three minutes before selecting DIM. Aft baggage compartment lights are controlled
by a switch on the left service cabinet forward
of the entry door (Figure 3-4) and are powered
through the ENTRY LT c ircuit breaker on the
left battery bus. The forward baggage com-
partment light is c ontrolled by a switch on the
forward end of the upper center panel.
3 LIGHTING
Figure 3-4. Overhead Lights Control

(Typical)

Passenger Advisory Lights EMERGENCY LIGHTING

The no smoking/fasten seat belts advisory
light system consists of two fixtures (one on
Cabin Interior and Wing
36 models) (Figure 3-5), a switch on the c enter Inspection and Egress Lights
switch panel, and the RDNG LT circuit breaker If these lights are installed, the aircraft is
on the left main bus. The switch has three equipped with two nickel-cadmium (Ni-Cad)
p ositions: NO SMOKING/FASTEN SEAT battery power supplies and a control module.
BELT–OFF –FASTEN SEAT BELT. When the The lights illuminate selected areas automati-
switch is moved from OFF, an audible tone cally in the event of aircraft DC power failure.
sounds and the appropriate symbols illuminate.
A RETURN TO SEAT light (if installed) in An emergency light in the upper cabin door
the lavatory is a part of the advisory light sys- (Figure 3-6) illuminates the lower cabin door
tem. Location of the fixtures varies with cabin and the immediate door area. A second light
configuration. illuminates the emergency exit window area.
An e xterior wing inspection/egress light option-
Cabinet Lights ally installed on the right side of the aircraft is
a djacent to the emergency exit window and
The cabinet light system varies with cabin illuminates the exterior egress area.
conf iguration and consists of various lights
within the refreshment cabinet, microswitches The fluorescent cabin upper-center panel lights
actuated by doors or drawers, power supplies, illuminate the cabin interior. When activated,
and a CB on the right essential bus. one of the power supplies turns on the cabin
3 LIGHTING
upper-center panel lights, while the other power

supply turns on the upper cabin door light, the
emergency exit light, and the wing inspection/
egress light.
Figure 3-5. Advisory Lights and Controls

The Ni-Cad battery packs charge through the normal DC electrical power. Setting the switch
EMER LTS circuit breaker on the right essen- to DISARM isolates the emergency lights from
tial bus. the emergency batteries.
The switch should be set to ARM prior to take-

Control Module off. If the switch is in the DISARM position
The EMER LIGHT TEST switch on the pilot and at least one BAT switch is on, the amber
(or center) switch panel (Figure 3-7) p rovides light adjacent to the switch illuminates to
the test function for the system and automat- remind the pilot that the switch should be set
ically illuminates the emergency lights in the to ARM. The switch should be set to DISARM
event of an interruption of normal DC electrical prior to setting the BAT switches to OFF.
power. The switch has three p ositions: TEST,
ARM, and DISARM. Setting the switch to T h e W I N G I N S P E C T I O N l i g h t sw i t c h
TEST simulates a failure of normal DC electri- (included as part of the emergency lighting
cal power and illuminates the upper cabin entry s ystem), located adjacent to the EMERG
door light, the emergency exit light, and the LIGHT TEST–ARM–DISARM switch, may
cabin overhead fluorescent lights. Setting the be used independently of the rest of the emer-
switch to ARM arms the system to illuminate gency lighting system to visually check for
the emergency lights in the event of a failure of ice accumulation on the wing leading edge.
3 LIGHTING
Figure 3-6. Emergency Cabin Door Light, Emergency Exit Light, and Wing
Inspection/Egress Light
Figure 3-7. Emergency Lights Control

Turning the switch on illuminates the exterior

wing inspection/egress light.
EXTERIOR LIGHTING
The EMERGENCY LTS switch on the left GENERAL
service cabinet near the entry door (see F igure
3-7) provides a means for manual illumination The exterior lighting systems consist of the
of the interior emergency lights. When the landing/taxi lights, navigation lights, anti-col-
switch is set to EMERGENCY LTS, the upper lision lights, recognition light(s), strobe lights,
cabin entry door light, the emergency exit light, and an optional wing ice inspection light (Fig-
the cabin overhead fluorescent lights, and the ure 3-8). The exterior lighting controls are
wing inspection/egress light (if installed) illu- shown in Figure 3-9.
minate. For normal operation, the switch should
be set to OFF, allowing automatic i llumination LANDING/TAXI LIGHTS
of the emergency lights in the event of a failure
of the normal electrical system. The landing light system consists of one 450
W lamp mounted on each main landing gear
strut (Figure 3-10), one 20 A current limiter for
each side in the current-limiter panel, r elays,
dimming resistors, and the L and R LDG LT
switches on the center switch panel.
3 LIGHTING
RECOGNITION LIGHT LANDING–TAXI LIGHTS WING ICE INSPECTION LIGHT

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

Figure 3-9. Exterior Lighting Controls
Figure 3-10. Landing/Taxi Lights 3 LIGHTING
The L and R landing light switches have three limits current to the lamp element. Moving the
positions: OFF, TAXI and LDG LT. DC power switch to LDG LT closes a second relay, which
to operate the relays comes from the left and allows current flow to bypass the r esistor and
right main buses, respectively. increase the brightness of the lamp. The 20
A current limiters p rotect the power circuits
Setting the L or R LDG LT switch to TAXI between the respective g enerator bus and lamp
closes a relay that shunts DC power from the filament.
respective generator bus through a resistor that

Regardless of switch position, the lights will NAVIGATION LIGHTS

not illuminate unless the respective landing
gear down-and-locked switches are closed The navigation light system consists of one
and provide a ground. It is recommended that lamp in the outboard side of each tip tank, two
the lights be operated in the L and R LDG LT lamps in the upper aft tail fairing, a NAV LT
modes as sparingly as possible. Lamp service switch on the copilot lighting control panel, and
life is shortened in the LDG LT mode because a NAV LTS circuit breaker on the left main bus.
of the higher current flow.
All three navigation lights are controlled by
the NAV LT switch. Additionally, setting the
RECOGNITION LIGHT NAV LT switch to ON automatically dims most
instrument panel and pedestal “peanut” lights
A 250 W recognition light is installed in the and activates the landing gear position light
nose of the right tip tank (Figure 3-11). The dimmer rheostat.
light is controlled with the RECOG LT switch
on the copilot lighting control panel. When
turned on, DC power from the RECOG LT cir-
cuit breaker on the right essential bus closes a
control relay and connects power through a 30
A current limiter to the light.
3 LIGHTING
Figure 3-11. Recognition Light
A second recognition light may be installed in

the left tip tank as optional equipment.
STROBE LIGHTS
The strobe light system consists of a strobe
light mounted inside each navigation light
fixture, a power supply for each strobe (Figure
3-12), a STROBE LT switch on the copilot
lighting control panel, a DC STROBE LTS cir-
cuit breaker on the left main bus, and a t iming
circuit module that causes the strobes to flash.
Each power supply is protected by an internal
3 A fuse.
Figure 3-12. Strobe and Navigation Lights

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

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

WING INSPECTION LIGHTS The WING INSPECTION control switch is

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

TAIL CONE AREA INSPECTION

LIGHT
When installed, this light is located in the tail
cone, directly above the entry door. An ON–
OFF switch is positioned inside the door at the
forward left side of the opening. A microswitch
installed on the forward right side of the open-
ing breaks power to the light when the door is
closed (Figure 3-16). Power for operating the
tail cone area inspection light is provided by
the left battery bus through the ENTRY LT
circuit breaker (pilot CB panel), which permits
operation of the light without turning aircraft
power on. However, on some aircraft, the light
is powered by the battery charging bus through
a 5 A current limiter; in such a case, an a ircraft
battery must be turned on to operate the light.

Control
3 LIGHTING
Figure 3-16. Tail Cone Inspection Light Switches

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

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

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

CHAPTER 4
#
MASTER WARNING
CHAPTERSYSTEM
NAME
INTRODUCTION
The master warning system provides a warning for aircraft equipment malfunctions, an
indication of an unsafe operating condition requiring immediate attention, and an indication
that a system is in operation.
4 MASTER WARNING
GENERAL The MSTR WARN lights illuminate only when
red glareshield or FIRE T-Handle lights illu-
SYSTEM
The warning light system incorporates two minate. It does not illuminate when an amber
horizontal rows of red, amber, and green lights glareshield light illuminates. There is no master
(see Annunciator panel section) that alert the caution system installed.
pilots to various conditions or switch posi-
tions, and are located on the center portion of Provision is made to test all glareshield annun-
the glareshield just above the autopilot-flight ciator lights with two switches, one located on
director panel. These lights are referred to either end of the glareshield just beneath the
as glareshield annunciator lights. Two MSTR glareshield lights panel.
WARN lights on the instrument panel—one in
front of each pilot—flash when any red light The intensity of the glareshield annunciator
on the glareshield panel illuminates. These lights is controlled automatically by photocells.
flashing lights serve to draw pilot attention to
the glareshield lights and, thereby, to the mal- There may be other annunciator lights located
functioning system. on the instrument panel, center pedestal, or
thrust reverser control panel (if installed).
These lights function as system advisory
annunciators.

GLARESHIELD mentioned above. However, the red glareshield

annunciator light remains illuminated as long
ANNUNCIATOR LIGHTS as the causative condition exists.
The red, amber, and green glareshield lights

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

SNs 36-002 through 36-049, the
SYSTEM
MSTR WARN lights may not cancel

when any of these red glareshield
lights are flashing.
MASTER WARNING
LIGHTS
Anytime a red glareshield annunciator light
illuminates, the red MSTR WARN lights on
the pilot and copilot instrument panels also
illuminate and flash. Pressing either MSTR
WARN light causes both MSTR WARN lights
to extinguish (except when triggered by a flash-
ing red annunciator light on the early aircraft Figure 4-1. Test Switch

INTENSITY CONTROL ILLUMINATION CAUSES

A photoelectric cell outboard of each FIRE Table 4-1 shows each annunciator light label,
handle (Figure 4-1) automatically adjusts the color, and cause for illumination.
glareshield annunciator light intensity for
e xisting cockpit light conditions. The other
instrument panel and pedestal annunciator NOTE
lights dim when the navigation light (NAV LT) Some lights are optional, and
switch is turned on. a r rangements may var y between
aircraft.
BULB CHANGE
Glareshield annunciator light lenses can be
removed for bulb replacement.
TABLE 4-1. ANNUNCIATOR ILLUMINATION CAUSES
ANNUNCIATOR CAUSE FOR ILLUMINATION ANNUNCIATOR CAUSE FOR ILLUMINATION

Differential pressure is 1.25 psi
DH At or below altitude set on radio FUEL across one or both airframe fuel
altimeter.
FILTER filters. Fuel is bypassing the tailcone
filter.
LOW Fuel is below 400–500 lb in either
1. Switch ON – Insufficient bleed air
FUEL wing tank. L ENG pressure to nacelle or fan spinner.
ICE
L FUEL Less than 0.25 psi fuel pressure to 2. Switch OFF – Bleed air pressure is
PRESS engine. (Light extinguishes at 1 psi.) R ENG applied to nacelle or fan spinner
ICE and should not be.
R FUEL
PRESS
L FUEL
4 MASTER WARNING
1. Switch is off.
Steady – Spoilers not locked down CMPTR
SPOILER (normal if extended).
SYSTEM
2. Computer has failed with the
R FUEL switch on.
(FC-200) CMPTR
Flashing – Spoilers deployed with 13°
SPOILER or more flaps extended (normal on
landing roll).
(FC-530) L 1. Steady – System is off, failed or
angle of attack is in red range.
STALL
One of 10 latch pins not fully
DOOR engaged, or hook motor not fully R 2. Flashing – Angle of attack is in
retracted. amber range and stick shaker is
STALL active.
AUG 1. Spoilers split 6° or more.
AIL 2. Spoiler and aileron split 6° or more One motor in the vertical gyro has
in spoileron mode. L VG failed.
MON
1. One or both pitot heaters is
PITOT inoperative with the switches on. R VG
HT 2. One or both pitot heat switches is MON
off.

TABLE 4-1. ANNUNCIATOR ILLUMINATION CAUSES (CONT)

System is inoperative with speed Cabin altitude has reached 8,750
MACH above 0.69 Mach and autopilot CAB ±250 ft and controller has
TRIM disengaged. If above 0.74 Mach, the
overspeed warning horn sounds. ALT automatically switched to manual
control.
(Current ECS Only)
PRI 1. Inverter is off.
Wing structural temperature is above
INV WING 215°F.
2. Inverter switch is on and output is OV HT
SEC less than 90 V, or less than 10
INV volt-amperes The windshield anti-ice valve is open.
WSHLD
HT
AUX Inverter has failed with the switch on.
1. Late ECS–The alcohol tank is
INV
ALC empty.
AI 2. Early ECS–Alcohol system

Oil pressure on one or both engines pressure is low.
OIL is below 23 ±1 psi.
PRESS BAT One or both batteries' temperature is
140 140°F or more.
L LO R LO
OIL OIL BAT One or both batteries' temperature is
160 160°F or more.
STAB Stabilizer structural temperature is ENG The engine sync switch is on with
above 215°F. the nose gear down and locked.
OV HT SYNC
Aircraft is on the ground and the
Windshield heat has been shut off by TO pitch trim is outside the takeoff
WSHLD a temperature limit. TRIM range.
GND–High or low limit
OV HT Failure of either or both 275 A current
AIR–High limit only
CUR limiter (SNs 35-370, 35-390 and
subsequent and 36-048 and
4 MASTER WARNING
Nosewheel steering is engaged. LIM subsequent).

STEER
ON
SYSTEM
Fire-extinguishing bottles are armed.

ARMED
1. Overtemperature of pylon (250°F) Flashing - Fire/overheat is detected

BLEED FIRE in associated engine.
or duct (590°F/645°F)
AIR L PULL
2. Both lights–Manifold
BLEED overpressure (47 psi) on SNs
35-082, 35-087 through 35-106, Flashing - A red light on the master
AIR R 35-108 through 35-112, 36-023
MSTR warning panel is illuminated.
through 36-031, and AMK 76-7 WARN
L Indicated generator is off or has

LOW HYD – Hydraulic system
failed.
GEN LOW FUEL pressure is 1,125 psi or less.
HYD XFLO FUEL XFLO – Fuel crossflow valve is
R fully open.
GEN

TABLE 4-1. ANNUNCIATOR ILLUMINATION CAUSES (CONT)

Ignition system is activated.
1. Primary pitch trim is running at
PITCH fast rate with flaps up.
TRIM 2. Primary pitch trim has a fault
(potential runaway).
FC-530 AFCS 3. Wheel master switch is depressed.
L CUR Indicated 275 A current limiter has
failed.
LIMITER
LH ENG Ferrous metal particles are detected
in indicated engine’s oil.
CHIP R CUR
RH ENG LIMITER
CHIP (AMK 80-17)
EMER Indicated emergency battery is L PITOT 1. Indicated pitot heat switch is off.
PWR 1 powering the connected systems HEAT 2. Switch is on and indicated pitot
and the battery is not being trickle heat has failed.
charged. R PITOT
EMER
PWR 2 HEAT
Indicated starter is engaged. 1. Parking brake is set.

2. Parking brake handle is not fully
in after releasing parking brake.
Antiskid Lights - Indicated antiskid

transducer is inoperative.
If all four lights illuminated, antiskid
HSI headings are not within 7°. swich is off or control box has failed.
COMPR
WARN
WSHLD 1. Illuminates momentarily when
DEFOG WSHLD DEFOG is set ON.
L or R NAC HEAT switches are ON.
NAC HEAT
4 MASTER WARNING
2. Indicates an overheat/underheat
ON L R conditiion when ON.
SYSTEM

QUESTIONS
1. All glareshield annunciator lights and sys- 4. The glareshield annunciator light intensity
tem advisory annunciator lights can be is adjusted:
tested by: A. Automatically by photoelectric cells
A. The rotary test switch B. By depressing the TEST button
B. Depressing each individual light C. By depressing each individual c apsule
C. Depressing either glareshield TEST D. By depressing the DIM button
switch
D. Shutting the represented system off 5. On FC-530 aircraft, the flashing MSTR
WARN lights can be reset by depressing
2. When a red glareshield annunciator light either MSTR WARN light:
illuminates, another annunciation that A. Unless a red glareshield annunciator
occurs is: is flashing
A. Only the pilot MSTR WARN light B. Anytime
flashes C. Unless a red glareshield annunciator is
B. Both MSTR WARN lights illuminate illuminated steady
steady D. Unless an engine FIRE PULL light
C. Only the copilot MSTR WARN light illuminated steady
illuminates
D. Both MSTR WARN lights flash
3. An illuminated glareshield annunciator

light suddenly extinguishes, indicating:
A. Five minutes have passed
B. The malfunction no longer exists
C. Three minutes have passed
D. The MSTR WARN lights have been
reset
4 MASTER WARNING
SYSTEM

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

5 FUEL SYSTEM
Pressure-Relief Valves.......................................................................................... 5-9
Fuel Drain Valves................................................................................................. 5-9

FUEL TRANSFER SYSTEMS.................................................................................. 5-10
Crossflow System............................................................................................... 5-10
Normal Transfer System..................................................................................... 5-11
Gravity-Flow Transfer System............................................................................ 5-11
Float and Pressure Switches............................................................................... 5-12
Amber Fuel Valve Lights.................................................................................... 5-12
Pressure-Relief Valves........................................................................................ 5-12
Fuselage Fuel Fill-Transfer Operations.............................................................. 5-12
TIP-TANK FUEL JETTISON SYSTEM.................................................................... 5-14
FUEL SERVICING................................................................................................... 5-15
General.............................................................................................................. 5-15
Safety Precautions.............................................................................................. 5-15
Aviation Gasoline............................................................................................... 5-15
Anti-Icing Additive............................................................................................ 5-17
Refueling........................................................................................................... 5-17
QUESTIONS............................................................................................................. 5-18
5 FUEL SYSTEM
5-ii FOR TRAINING PURPOSES ONLY Revision 1.0

ILLUSTRATIONS
Figure Title Page
5-1 Fuel System.................................................................................................. 5-2
5-2 Ram-Air Scoop and Overboard Drain............................................................ 5-4
5-3 Fuel Vent System........................................................................................... 5-5
5-4 Fuel Control Panels....................................................................................... 5-6
5-5 Fuel Flow Indicator....................................................................................... 5-7
5-6 Jet Pump Schematic...................................................................................... 5-8
5-7 Fuel Drain Locations................................................................................... 5-10
5-8 Initial FILL Lights...................................................................................... 5-13
5-9 Initial XFER Lights..................................................................................... 5-13
5-10 Initial FUS VALVE Lights........................................................................... 5-14
5-11 Aircraft Grounding Points........................................................................... 5-15
5-12 Prist Blending Apparatus............................................................................. 5-16
5-13 Refueling Filler Cap.................................................................................... 5-16
5 FUEL SYSTEM

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

Each wing tank contains a jet pump and an
electric standby pump to supply fuel to the Tip tank fuel can be jettisoned, if required.
engine on the same side. Tip tank and fuse-
lage tank fuel must be transferred into the Figure 5-1 depicts Learjet 35/36 series fuel
wing tanks by jet pumps and an electric pump, systems.
respectively.
MODEL 35
WITHOUT GRAVITY-FLOW LINE CROSSFLOW
STANDBY VALVE PRESSURE
PUMP RELIEF
TO VALVE
SUMP FUEL
PROBE
FLAPPER
TIP FUEL VALVE
JET PUMP FUEL
P FILLER
MAIN FUEL
F JET PUMP
P P P
P
LOW FUEL
WING FLOAT SWITCH
PRESS SW EMPTY LIGHT
TRANSFER PRESSURE
VALVE SWITCH
FUEL TRANSFER
FUEL JETTISON FILTER LINE
SHUTOFF VALVE
LOW FUEL P
PRESSURE FUSELAGE
SWITCH TANK
HI LEVEL
DIFFERENTIAL FLOAT SWITCH
MOTIVE PRESSURE FUSELAGE PUMP
FLOW FUEL SWITCH
FUEL SHUTOFF
MOTIVE 75-PSI
FLOW RELIEF VALVE
VALVE VALVE
CROSSFLOW
MODEL 36 AND MODEL 35 VALVE
WITH GRAVITY-FLOW LINE STANDBY PRESSURE
PUMP RELIEF
VALVE
FUEL
TO FLAPPER PROBE
SUMP VALVE
FUEL
TIP FUEL P FILLER
JET PUMP MAIN FUEL
F JET PUMP
P P P
P LOW FUEL
FLOAT SWITCH
WING
PRESS
SW FUSELAGE
VALVE
GRAVITY-FLOW
FUEL JETTISON TRANSFER LINE
SHUTOFF VALVE VALVE
TRANSFER
LINE
LOW FUEL
PRESSURE HI LEVEL
SWITCH FLOAT SWITCH
P
EMPTY LIGHT
PRESSURE
SWITCH
MOTIVE
FLOW MOTIVE 75-PSI FUEL FUEL FILTER
FUEL FLOW RELIEF SHUTOFF
VALVE DIFFERENTIAL FUSELAGE PUMP
VALVE VALVE PRESSURE
SWITCH
5 FUEL SYSTEM
FUSELAGE TANK
LEGEND (MODEL 36 TANK SHOWN)
SUPPLY LOW PRESSURE HIGH PRESSURE GRAVITY (TRANSFER)
LOW PRESSURE (FILL)
Figure 5-1. Fuel System

FUEL TANKS AND TANK WING TANKS

VENTING SYSTEM Each wing tank extends from the aircraft cen-
terline to the tip tank and holds 1,254 lb of
usable fuel. Areas that are not part of the wing
GENERAL fuel tank are the main landing gear wheel well,
The total usable fuel capacity is approximately the leading edge forward of spar 1 (i.e., wing
6,238 lb for the 35 model and approximately heat area), and the trailing edge between spars
7,440 lb for the 36 model. Unusable (i.e., 7 and 8 (i.e., flap, spoiler, and aileron areas).
trapped) fuel is included in the aircraft basic
weight and is not reflected in any fuel quantity The 2.5° wing dihedral makes the inboard por-
indications. tions of the wing tanks the lowest areas. In each
wing tank, a jet pump and an electric standby
pump are located within these areas and will
TIP TANKS remain submerged in fuel until the tanks are
nearly empty.
Each tip tank capacity is 1,215 lb of usable
fuel; capacity is reduced to 1,175 lb with instal- Wing tank ribs and spars act as baffles to mini
lation of a recognition light. The tanks are mize fuel shifting. Flapper valves located in the
permanently attached to the wings and are posi- wing ribs allow unrestricted inboard flow of
tioned at 2° nosedown r elative to the aircraft fuel and limit outboard flow. Two pressure-re-
centerline. Baffles are installed to minimize lief valves at the centerline rib equalize internal
slosh and prevent adverse effects on the aircraft pressures between the two wing tanks. The
center of gravity during extreme pitch attitudes. wing tanks begin to fill through the two tip tank
flapper valves as tip tank fuel increases beyond
A jet pump installed in each tip tank transfers one-half full.
fuel into the wing tank. Approximately one-
half of the fuel will gravity flow through two Three fuel probes in each wing tank provide
flapper valves into the wing tank; however, any information to the fuel quantity indicating
fuel at a level lower than one half full (approx- system.
imately 600 lbs) must be transferred using the
jet pump. A standpipe is installed in each jet A minimum of 600 lbs is required in the wings
pump transfer line to prevent fuel from being for T/O or intentional go-around. On FC-530
siphoned from the wing tank to the tip tank aircraft, a maximum of 200 lb imbalance
when the applicable engine is shut down. between both tips and wings must be observed
with A/P on.
The tip tank is vented through two vent float
valves located in the forward and aft ends of
the tank. FUSELAGE TANK
A fuel probe in each tip tank provides infor- The fuselage tank consists of rubber bladder
mation to the fuel quantity indicating system. fuel cells located between the aft pressure bulk-
head and tailcone section. The 35 models are
All tip-tank fuel can be jettisoned through a equipped with two fuel cells with a capacity of
valve in the tank tail cone, if required. 1,340 lb of usable fuel, while the 36 models are
equipped with four fuel cells with a capacity
of 2,542 lb of usable fuel. Depending on the
5 FUEL SYSTEM
A filler cap on each tip tank is used to service

the entire aircraft fuel system. aircraft, either one or two fuel lines connect the
fuselage tank to the wing tanks for filling and
A maximum of 925 lbs of fuel can be in either transfer. This is e xplained in the Fuel Transfer
tip for landing. Systems section.
One fuel probe provides information to the fuel

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

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

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

}
*OPTIONAL ON SNs 35-299 THROUGH 35-596.
MODEL 35 STANDARD ON SNs 35-597 AND SUBSEQUENT.
5 FUEL SYSTEM
MODEL 36
Figure 5-4. Fuel Control Panels

There are nine capacitance fuel probes. One

fuel probe is located in each tip tank and in
the fuselage tank. Each wing tank has three
probes wired in parallel. The inboard probe
in the left wing contains a temperature com-
pensator that adjusts quantity readings for all
switch selections for fuel density change due
to temperature.
If the compensator probe is uncovered,

e rroneous fuel quantity indications could be
encountered at all switch positions.
Each probe uses an electrical capacitance

m easuring system to sense the fuel level. It
then transmits an electrical signal to the c ockpit
indicator where it is read as pounds x 1,000 on
the dial.
Each wing tank has a fuel low-level float switch

located on the inboard section of each wing.
When either wing tank fuel level reaches 400
to 500 lb remaining, the respective float switch
actuates the red LOW FUEL light on the annun-
ciator panel to indicate low wing fuel quantity
(Annunciator Section). Per the AFM, when
flying with the LOW FUEL light on, limit pitch
attitude and thrust to the minimum required.
There is no protection when filling the fuselage Figure 5-5. Fuel Flow Indicator
tank when the LOW FUEL light illuminates,
the transfer of fuel from the wing to fuselage
will continue till the wing tanks are depleted. FUEL DISTRIBUTION
GENERAL
FUEL FLOW INDICATING
SYSTEM Each engine is supplied with fuel from its
respective wing fuel system; there is no cross-
A fuel flow transducer is installed just before feed capability. Either the wing standby pumps
the fuel spray nozzles and provides fuel flow or the wing jet pumps supply fuel under pres-
to the fuel flow indicators, the fuel used sure to the engine-driven pumps. During engine
counter and FMS (if installed). A single fuel start, the respective wing standby pump is
flow indicator, with two pointers (L and R) automatically energized when the G EN–START
provides a readout of pounds of fuel flow switch is placed in START. When turbine speed
per hour (Figure 5-5). A fuel counter (Figure (N2) reaches 45% or 50%, or when the START
5-4) located on the fuel control panel pro- switch is moved to OFF or GEN (computer off
vides a four-digit readout in pounds of fuel starts), the wing standby pump is deenergized
5 FUEL SYSTEM
consumed by both engines. It should be reset and the wing jet pump then provides fuel to the
to zero using the reset button adjacent to the engine. The wing jet pumps and standby pumps
counter before starting the first engine. Both have check valves on the output side to prevent
indicators are powered from the battery charg reverse flow when they are inactive.
ing bus through a 10 A current limiter.

BOOST PUMPS pump receives power from the FUSLG PMP

circuit breaker on the right main bus.
Submerged DC-powered boost pumps are
installed at three different locations: one
standby pump in each wing adjacent to the jet MOTIVE-FLOW FUEL
pump, and one transfer pump in the fuselage AND JET PUMPS
tank.
High-pressure fuel from the engine-driven fuel
The standby pumps are used: pumps is the source of motive-flow fuel to oper-
ate the jet pumps. The fuel is routed through the
• For engine start (automatically ener- motive-flow valves to the jet pumps, where it
gized with starter switch activation) passes through a small orifice into a venturi.
• As a backup for the wing jet pumps The low pressure created in the venturi draws
fuel from the respective tank, resulting in a
• For wing-to-wing crossflow low-pressure, high-volume output from the jet
• For filling the fuselage tank (automat- pump (Figure 5-6).
ically energized with the XFER–FILL
switch in the FILL position) Motive-flow pressure varies with engine rpm
and is regulated to 300 psi maximum. Conse
Both standby pumps are deactivated when the quently, jet pump discharge pressure also varies
XFER–FILL switch is in XFER. The pumps, with e ngine rpm. At idle, discharge pressure
when activated, will override the FUS valve is approximately 10 psi, while at full-power
and the FUS VALVE and CROSSFLOW valve settings, discharge pressure is approximately
will close. 12 psi.
The transfer pump is used to transfer fuse- There are four jet pumps: one in each wing
lage tank fuel to the wing tanks whenever the tank adjacent to the standby pump, and one in
XFER-FILL switch is in XFER each tip tank. The wing tank jet pumps draw
fuel from the wing tanks and supply low pres-
The standby pumps are powered by the sure fuel to the engine-driven, high-pressure
respective L or R STBY PMP circuit breakers fuel pumps. Wing jet pump output can be
on left and right essential buses; the fuselage s upplemented by the wing standby pump to
WING TANK
STRUCTURE
5 FUEL SYSTEM
INPUT OUTPUT
LEGEND
FUEL SUPPLY HIGH PRESSURE LOW PRESSURE
Figure 5-6. Jet Pump Schematic

e nsure positive pressure to an engine. The tip MAIN FUEL SHUTOFF VALVES
tank jet pumps draw fuel from the tip tanks and (FIREWALL)
deliver it directly to the inboard baffles where
the standby pumps and jet pumps are located. The fuel shutoff valves are powered from the
essential buses through the L and R FW SOV
Jet pumps require no electrical power and have circuit breakers and are controlled by the FIRE
no moving parts. They are controlled by two handles on the glareshield. Pulling either FIRE
jet pump switches (see Figure 5-4) that elec- handle closes the associated valve; pushing the
trically open and close the motive-flow valves. FIRE handle in opens the valve. The valves
Power is provided by the respective L or R remain in their last positions should DC power
JET PUMP VAL circuit breaker on the left fail.
and right essential buses. The amber indicator
lights next to the switches illuminate when the
motive-flow valves are in transit or are not in LOW FUEL PRESSURE
the position selected on the switch. Each jet WARNING LIGHTS
pump switch (and motive-flow valve) controls
both jet pumps (wing and tip) on that side. A low fuel pressure switch is located between
the fuel shutoff valve and the engine-driven fuel
If a tip tank jet pump fails or respective JET pump in each engine feed line. The switches
PUMP switch is selected OFF, fuel from the cause illumination of the appropriate red L or
tip tank will gravity flow into the wing tank R FUEL PRESS annunciator light when fuel
until the tip tank is half full (~600 lbs). When pressure drops below 0.25 psi. The light extin-
tip tank fuel is ~600 lbs or less (i.e. tip tank jet guishes when pressure increases above 1.0 psi.
pump fails below ~600 lbs) wing fuel quantity Illumination of a FUEL PRESS warning light
will start to decrease. If the malfunction is not is an indication of loss of fuel pressure to the
corrected, a fuel moment imbalance will occur. engine. The probable cause is failure of the
Opening the crossflow valve will not correct affected wing jet pump.
the fuel moment imbalance due to a flapper
valve between the wing and tip tank. Max The engine-driven pump is capable of suction
demonstrated fuel imbalance for landing was feeding enough fuel to sustain engine operation
approximately 600 lbs with one tip half full and without either the wing standby pump or jet
the other empty. It is recommended that trapped pump. However, 25,000 ft is the highest alti-
tip tank fuel be jettisoned prior to landing. tude at which continuous operation should be
attempted in this event.
FILTERS
PRESSURE-RELIEF VALVES
A fuel f ilter is installed in each engine feed
line to filter the fuel before it enters the engine- A 75-psi relief valve is installed in each main
driven fuel pump. Should the filters become fuel line on the engine side of the main shutoff
clogged, the fuel is allowed to bypass them. A valve. The valves vent fuel overboard to relieve
differential pressure switch installed in each pressure buildup caused by thermal expansion
f ilter assembly illuminates the amber FUEL of trapped fuel when the engines are shut down.
FILTER annunciator light if either or both
filters are bypassing fuel (Annunciator Panel
section). FUEL DRAIN VALVES
5 FUEL SYSTEM
Drain valves (Figure 5-7) are located at low

points throughout the fuel system for draining
condensation or sediment. A small amount of
fuel should be drained from each valve during
the exterior preflight inspection. The valves,

CROSSFLOW DRAIN
RH ENGINE FUEL LH ENGINE FUEL

LINE DRAIN LINE DRAIN
FLUSH SUMP DRAIN FLUSH SUMP DRAIN
WING SUMP DRAIN WING SUMP DRAIN
RIGHT WING LEFT WING
FUEL VENT DRAIN FUSELAGE LINE DRAIN*
FUSELAGE TANK SUMP DRAIN*
FUEL FILTER DRAIN FUEL FILTER DRAIN
* THE 35 MODELS WITH OPTIONAL

FUEL LINE AND THE 36 MODELS
HAVE TWO FUSELAGE LINE DRAINS
AND TWO FUSELAGE TANK SUMP DRAINS.
FUEL COMPUTER DRAINS
Figure 5-7. Fuel Drain Locations
spring-loaded to the closed position, are located

as follows:
FUEL TRANSFER
• One for each tip tank sump SYSTEMS
• One for the crossflow line
CROSSFLOW SYSTEM
• One for each wing sump
A DC motor-driven valve is installed in the
• One for each engine line crossflow manifold connecting the two wing
• One for each fuel filter tanks (see Figure 5-1). It is opened during fuse-
lage fuel transfer and filling operations, and for
• One (or two) for the fuselage tank line(s) wing-to-wing fuel balancing. The valve is con-
• One (or two) for the fuselage tank trolled by the CROSS FLOW or XFER–FILL
sump(s) switch on the fuel control panel (see Figure
5-4) and is powered through the right main bus
There is one drain valve located at the fuel FILL & XFER circuit breaker. Additionally, on
vent sump. This valve must be completely aircraft with the gravity-flow transfer line, the
drained during the exterior preflight inspection valve is controlled by the FUS VALVE switch
to p revent possible blockage of the fuselage that is powered from the left essential bus FUS
5 FUEL SYSTEM
ram-air vent line. VALVE (or FUSE VAL) circuit breaker.
The amber light (see Figure 5-4) adjacent to

the CROSS FLOW switch illuminates when
the valve is in transit or is not in the position

s elected. An amber FUEL XFLO a nnunciator and the transfer and crossflow valves are
light (Annunciator Panel section) on the sequenced closed.
glareshield illuminates continuously whenever
the crossflow valve is fully open. The amber light adjacent to the XFER–FILL
switch illuminates when the valve is in transit
If wing fuel imbalance occurs, as in single- or is not in the p osition selected (see F
igure
engine operation, crossflow is accomplished 5-4). The valve is powered through the right
by opening the crossflow valve and turning main bus FILL & XFER circuit breaker.
on the standby pump in the heavy wing, while
ensuring that the opposite standby pump is off. On 35 models without the optional gravity-flow
The transfer rate is approximately 50 lb of fuel line, the transfer line is connected to the right
per minute. Only half the fuel imbalance needs side of the crossflow valve. On all 36 models,
to be transferred. For each 100 lb imbalance, it and 35 models with the optional gravity-flow
will take approximately one minute. line, the transfer line is connected to the left
side of the crossflow valve.
With both engines operating, opening the
crossflow valve to balance fuel should not
be attempted when a red FUEL PRESS light GRAVITY-FLOW
is illuminated unless it can be accomplished TRANSFER SYSTEM
below 25,000 ft. To do so would divert pressure
from the affected engine-driven pump to the As an option on SNs 35-299 through 35-596,
crossflow line. Instead, asymmetric power set- and as standard equipment on 35-597 and
tings may be used to balance fuel, if n ecessary. subsequent and on all 36 models, a DC motor-
The above considerations do not apply to sin- driven fuselage valve is installed in a second
gle-engine operations, and normal cross-flow fuel line; it connects the fuselage tank with
operations may be performed as usual. the crossflow manifold on the right side of the
crossflow valve (see Figure 5-1). The normal
transfer line is moved and connected to the
NORMAL TRANSFER SYSTEM left side of the crossflow valve. The valve is
controlled by the FUS VALVE switch on the
The Learjet models 35/36 each have a fuel fuel control panel.
transfer line connecting the fuselage tank trans-
fer pump with the crossflow manifold (see When the FUS VALVE switch is positioned to
Figure 5-1). A DC motor-driven transfer valve OPEN, both the fuselage valve and the cross-
installed in the line controls fuel movement flow valve simultaneously open, allowing fuel
between the fuselage and wing tanks. The valve to gravity-flow from the fuselage tank to both
is controlled by the XFER-FILL switch located wings. When fuselage fuel is transferred in
on the fuel control panel. this manner, 162 lbs of fuel will remain in the
fuselage tank.
When the switch is positioned from OFF to
XFER, the transfer and crossflow valves are The fuselage valve is also controlled by the
sequenced open and the transfer pump is ener- XFER–FILL switch. When placed to FILL, the
gized automatically while both standby pumps transfer valve, fuselage valve, and crossflow
are deactivated. When the switch is positioned valve are sequenced open, and the standby
from OFF to FILL, the transfer and crossflow pumps are energized to pump wing tank fuel
valves are sequenced open, and both standby through both fuel lines into the fuselage tank.
pumps are energized automatically. When the
5 FUEL SYSTEM
switch is positioned from either XFER or FILL The fuselage valve remains closed when the
to OFF, the transfer pump or standby pumps XFER–FILL switch is positioned to XFER.
(whichever the case may be) are deenergized

The amber light adjacent to the FUS VALVE panel (see Figure 5-4) when either of two con-
switch illuminates when the fuselage valve is ditions exists:
in transit or is not in the position selected (see
• The tank is empty.
Figure 5-4).
• The fuselage transfer pump fails.
If either standby pump switch is on, the FUS
The switch actuates when pressure drops below
VALVE switch is rendered inoperative, and
2.75 psi and resets at 3.75 psi as pressure
neither the fuselage valve nor the crossflow
increases.
valve will open if the FUS VALVE switch
is moved to OPEN. Conversely, if the FUS
VALVE switch is a lready OPEN (fuselage Wing Fuel Pressure Switch
valve and crossflow valve open), turning either
A wing fuel pressure switch is installed to
standby pump switch on automatically causes
prevent internal over pressurization of the
the fuselage valve and crossflow valve to simul-
wings during transfer of fuselage tank fuel. The
taneously close.
switch, located in the right main wheel well,
deenergizes the fuselage transfer pump when
The fuselage valve is powered through the left
wing fuel pressure reaches 5 psi; the switch
essential bus FUSE VAL (or FUS VALVE) cir-
resets and energizes the pump again when the
cuit breaker.
pressure drops below 2.5 psi.
FLOAT AND PRESSURE AMBER FUEL VALVE LIGHTS

SWITCHES
Steady illumination of any of the amber fuel
Fuselage Fuel Tank system valve lights on the fuel control panel
Float Switch (except fuel jettison valves) indicates the cor-
responding valve is not in the position selected
When filling the fuselage tank, a float switch or is in disagreement with the selected valve
mounted inside the tank actuates when the tank position. Momentary illumination while the
is full. The switch: corresponding valve is in transit after switching
• Illuminates the green FULL light on the modes indicates proper operation.
fuel control panel
• Deenergizes the standby pumps PRESSURE-RELIEF VALVES
• Closes the transfer and fuselage valves Two one-way pressure-relief valves are l ocated
simultaneously then closes the crossflow at wing rib 0.0, which separates the left and
valve right wing fuel tanks. Each valve, relieving
in the opposite direction, opens at 1 PSID to
The green FULL light on the fuel control panel equalize fuel pressure between the wing tanks
(see Figure 5-4) remains illuminated until the when cross-flowing or transferring fuel.
XFER–FILL switch is turned off.
FUSELAGE FUEL
Fuselage Tank Low-Pressure FILL-TRANSFER OPERATIONS
Switch
The fuselage tank low-pressure switch is Fill Operation
5 FUEL SYSTEM
installed in the fuselage transfer line to alert Fuel may be pumped from the wings to the
the pilot when fuselage fuel is depleted. With fuselage tank using the FILL position on the
the XFER–FILL switch in XFER, the switch XFER–FILL switch. The FILL position may be
senses low pressure in the line and illuminates used for CG considerations in flight; however,
the white EMPTY light on the fuel control it is normally used only during fuel servicing.

Figure 5-8 shows the lights that initially illu- Transfer Operations
minate when FILL is selected. When the
XFER–FILL switch is placed to the FILL The normal method of transferring fuselage
position: fuel in flight is accomplished by using the
XFER position on the XFER–FILL switch.
• The transfer valve and fuselage valve (if Figure 5-9 shows the lights that initially illumi-
installed) opens, then nate when XFER is selected. When the switch
• The crossflow valve opens, then is placed in XFER:
• The standby pumps are energized and • The transfer valve opens, then
fuselage tank float switch is enabled • The crossflow valve opens, then
• The fuselage transfer pump is energized and
the white EMPTY light (pressure switch)
2. CROSSFLOW is enabled.
VALVE
• The standby pumps are disabled
2. CROSSFLOW
VALVE
1. TRANSFER
VALVE
3. EMPTY PRESSURE
SWITCH
1. TRANSFER
VALVE
1. FUSELAGE
VALVE
Figure 5-8. Initial FILL Lights
If the tank is to be f illed to capacity, the

fuselage fuel tank float switch actuation Figure 5-9. Initial XFER Lights
automatically:
• Deactivates the standby pumps Gravity-flow is also possible on all aircraft
• Closes transfer and fuselage valves then through the normal transfer line should the
transfer pump fail. The amount of fuel trapped
• Closes crossflow valve (unusable) is approximately 162 lb. The rate
• Illuminates the green FULL light, which of gravity transfer will, however, be slower
5 FUEL SYSTEM
will go out when the XFER–FILL switch than when using the fuselage valve, if installed.
is turned off
The filling process may be terminated at any

point by turning the XFER–FILL switch off.

When the XFER–FILL switch is placed in the When the amount of fuel in the wing tanks
OFF position: egins to decrease, the FUS VALVE switch may
b
be turned off, and the transfer process may be
• The transfer pump is deenergized, and
completed using the normal transfer p rocedure.
operation of the standby pumps is once
again possible
O n a i r c r a f t w i t h t h e g r av i t y - f l ow l i n e ,
• The transfer valve closes, then app roximately 162 lb of fuel will be trapped
(unusable) if the gravity-flow line is only used
• The crossflow valve closes
to transfer fuselage fuel. Gravity transfer
should begin after tip fuel is 760 lbs or less
Fuel transfer should begin only after tip fuel is
(both Lear 35 and 36).
760 lbs or less (Lear 35) or empty (Lear 36).
Gravity Transfer Operations

The alternate method of transferring fuse-
TIP-TANK FUEL
lage fuel in flight is only possible on aircraft JETTISON SYSTEM
equipped with the gravity-flow line by using
the OPEN position on the FUS VALVE switch. A DC motor-driven valve in the tail cone of
However, prior to doing so, it is essential to each tip tank provides the capability of jettison-
f irst assure that the XFER–FILL switch is ing tip-tank fuel. One FUEL JTSN switch on
off, and that both standby pump switches are the fuel control panel (see Figure 5-4) controls
off. Then, when the FUS VALVE switch is both tip-tank jettison valves. When the FUEL
placed in OPEN, the fuselage valve and cross- JTSN switch is placed to ON, the jettison
flow valve simultaneously open; the valves valves open and two amber lights illuminate
are not sequenced as they are when using the continuously on the fuel control panel to indi-
XFER–FILL switch. Figure 5-10 shows initial cate that the valves are fully open. The jettison
lights that illuminate when the FUS VALVE is tubes are scarfed, which creates a low-pressure
selected OPEN. area that helps pull the fuel out of the tank(s).
This, in combination with the force of gravity,
enables the entire contents of both tanks to be
1. CROSSFLOW jettisoned.
VALVE
Fuel jettison is faster while the aircraft is in a
noseup attitude.
It takes approximately five minutes to jettison

fuel from the tip tanks.
The left- and right-hand jettison valves are pro-

tected independently by the FUEL JTSN circuit
breakers located on the left and right essential
buses, respectively.
1. FUSELAGE
VALVE
5 FUEL SYSTEM
Figure 5-10. Initial FUS VALVE Lights

FUEL SERVICING SAFETY PRECAUTIONS

Refueling and defueling should be accomplished
GENERAL only in areas that permit free movement of
fire equipment.
Fuel servicing includes those procedures
n ecessary for fueling and adding anti-icing Figure 5-11 shows the aircraft grounding
additives. points.
Fueling is accomplished through a filler cap When adding anti-icing additives (Figure
in the top of each tip tank. Fuel then begins 5-12), follow the manufacturer’s instructions
to flow by gravity from the tip tanks into the for blending.
wing tanks as the tip tanks reach one-half full.
The wing standby pumps pump fuel to the
fuselage tank when the XFER–FILL switch is AVIATION GASOLINE
set to FILL.
Aviation gasoline (MIL-D-5572D, Grades
At normal temperatures, some water is always 80/87, 100/130, and 115/145) may be used as
in solution (dissolved) with fuel. At high an emergency fuel and mixed in any proportion
altitudes, fuel undergoes a cold soaking process with the various approved jet kerosene-base
and small amounts of water come out of solu- fuels. There are three limitations on using AV
tion and subsequently freeze. The anti-icing gas.
additives specified for use in the Learjet 35/36 • Do not takeoff with fuel temps below
are Hi-Flo Prist and QUELL. Either a dditive -54°C
prevents the growth of microbiological organ-
isms in the fuel. Fuel containing anti-icing • Restrict altitude to 15,000 ft
additive conforming to MIL-I-27686 r equires • Both jet pumps and standby pumps must
no further treatment. be on and operating
5 FUEL SYSTEM
Figure 5-11. Aircraft Grounding Points

FUEL ADDITIVE BLENDER HOSE
LO
-F
HI RIST
P R)
(O -I-
L
MI 686
27
HANDLE
RING
TRIGGER
FUEL NOZZLE
Figure 5-12. Prist Blending Apparatus

5 FUEL SYSTEM
Figure 5-13. Refueling Filler Cap

ANTI-ICING ADDITIVE NOTES

All fuels used must have an approved blended
anti-icing additive. Depending upon fueling
location and type of fuel, the additive may
or may not be blended at the refinery. If not
blended at the refinery, the additive must be
blended at the time of fueling. Refer to the
AFM for the approved MIL Specs. Compare
the MIL Spec of the anti-icing additive to be
blended with the referenced MIL Specs in
the AFM to determine the correct blending
amounts.
REFUELING
Refueling is accomplished through the tip tank
f iller caps (Figure 5-13). The fuel b egins to
flow by gravity into the wing tanks as the tip
tanks reach one-half full. The standby pumps
are used to f ill the fuselage tank. (See Fuel
Transfer Systems, this chapter.) A ground
power unit should be used, if possible, because
of the requirement to operate the standby
pumps. Refer to the approved AFM for detailed
refueling procedures. To prevent excessive
lateral imbalance, a maximum of 125 gallon
imbalance should be observed during refuel
operations
5 FUEL SYSTEM

QUESTIONS
1. Trapped fuel weight: 5. The crossflow valve opens:
A. Must be added to the weight of fuel A. Only when the CROSS FLOW switch
taken on board when servicing the is set to OPEN
aircraft B. Only when the CROSS FLOW switch
B. Is included in the aircraft basic weight is set to OPEN or the XFER–FILL
for airplanes certified in the U.S. switch is set to XFER
C. Must be accounted for in the fuselage C. Anytime electrical power is lost
tank for CG purposes D. Whenever the CROSS FLOW, XFER–
D. May be disregarded since it is less than FILL, or FUS VALVE switches are
200 lb moved from the OFF or CLOSE
position
2. With the exception of the FUEL JTSN
lights, all other amber lights on the fuel 6. Steady illumination of an amber transfer
control panel, when illuminated steady, valve light indicates:
indicate that the respective: A. The valve failed to close
A. Valves are cycling or the pumps are B. The valve failed open
properly operating C. The valve operated correctly
B. Valves are in the correct position; the D. The valve f ailed to move to the
pumps are inoperative p osition commanded by the XFER–
C. Switch position agrees with the valve FILL switch
position or pump operation
D. Valve is in transit or the valve is not in 7. Illumination of the red L or R FUEL
position selected PRESS light indicates:
A. F u e l p r e s s u r e t o t h e r e s p e c t ive
3. The red LOW FUEL light illuminates engine-driven fuel pump is below 0.25
when: psi
A. 350 lb total fuel remains B. Fuel pressure to the respective engine
B. 250 to 350 lb remain in either wing, is too high for safe operation
depending on the aircraft SN C. A fuel filter is bypassing
C. 400 to 500 lb total fuel remains D. Fuel pressure to the respective engine
D. 400 to 500 lb remains in either wing is optimum for engine start
4. The standby pumps are used for all the 8. When the XFER–FILL switch is placed to
following functions except: the FILL position, the:
A. Engine start A. Fuselage float switch is disabled
B. As a backup for the main jet pumps B. Wing standby pumps are disabled
C. Wing-to-wing crossflow with a wing C. Fuselage valve closes
tank jet pump inoperative D. Crossflow valve opens
D. Wing-to-fuselage transfer of fuel
5 FUEL SYSTEM

9. Motive-flow fuel for the jet pumps is 12. The wing fuel pressure switch:
supplied by the: A. Turns off the fuselage transfer pump
A. Engine-driven fuel pumps when wing fuel pressure reaches
B. Wing standby pumps 5 psi
C. Fuselage transfer pump B. Turns on the fuselage transfer pump
D. Motive-flow control unit when wing fuel pressure is below 5 psi
C. Turns off the wing standby pumps
10. The amber FUEL FILTER light indicates: when wing fuel pressure reaches 5 psi
A. Low fuel pressure to the engine-driven D. Turns on the wing standby pumps
pump; the standby pumps should be when wing fuel pressure is below 5 psi
turned on
13. When using any mixture of aviation
B. T h a t b o t h f u e l f i l t e r s a r e b e i n g gasoline:
bypassed; the light does not illuminate
if only one filter is bypassed A. Do not take off with fuel temperature
C. That one or both fuel filters are being lower than –54°C (–65°F)
bypassed B. Restrict flights to below 15,000 ft
D. That only the engine mounted fuel C. Both jet pumps and both standby
filters are being bypassed pumps must be on and the pumps must
be operating
11. The amount of fuel trapped in the fuselage D. All of the above answers are correct
tank after completion of gravity transfer
via the fuselage valve is approximately: 14. The Learjet 35/36 requires anti-icing
A. 50 lbs additive:
B. 162 lbs A. At all times
C. 600 lbs B. Only when temperatures of –37°C and
D. 760 lbs below are forecast
C. Only for flights above 15,000 ft
D. Only for flights above FL 290
5 FUEL SYSTEM

6 AUXILIARY POWER
SYSTEM
The information normally contained in this chapter is
not applicable to this particular aircraft.

CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION....................................................................................................... 7-1
7 POWERPLANT
GENERAL.................................................................................................................. 7-1
MAJOR SECTIONS.................................................................................................... 7-2
Air Inlet Section................................................................................................... 7-2
Fan Section.......................................................................................................... 7-2
Compressor Section............................................................................................. 7-3
Combustor Section............................................................................................... 7-3
Turbine Section.................................................................................................... 7-3
Exhaust Section.................................................................................................... 7-4
Accessory Section................................................................................................ 7-4
OPERATING PRINCIPLES........................................................................................ 7-4
OIL SYSTEM............................................................................................................. 7-6
General................................................................................................................ 7-6
Indication............................................................................................................. 7-8
Operation............................................................................................................. 7-8
FUEL SYSTEM.......................................................................................................... 7-9
General................................................................................................................ 7-9
Fuel Pressure........................................................................................................ 7-9
Motive-Flow Lockout Valve and Pressure Regulator............................................ 7-9
Fuel Control Unit............................................................................................... 7-10

Electronic Fuel Computer.................................................................................. 7-10
Start Pressure Regulator..................................................................................... 7-12
Surge Bleed Valve.............................................................................................. 7-12
Fuel Flow........................................................................................................... 7-13
Flow Divider...................................................................................................... 7-13

7 POWERPLANT
Fuel Spray Nozzles............................................................................................ 7-13
Operation........................................................................................................... 7-13
IGNITION SYSTEM................................................................................................ 7-14
General.............................................................................................................. 7-14
Automatic Mode................................................................................................ 7-14
Selective Mode................................................................................................... 7-14
Indication........................................................................................................... 7-14
ENGINE CONTROLS............................................................................................... 7-15
STARTERS............................................................................................................... 7-16
General.............................................................................................................. 7-16
Operation........................................................................................................... 7-18
Other Start Functions......................................................................................... 7-20
ENGINE INSTRUMENTATION............................................................................... 7-21
General.............................................................................................................. 7-21
Turbine Speed (N2)............................................................................................ 7-21
Turbine Temperature (ITT)................................................................................. 7-21
Fan Speed (N1).................................................................................................. 7-21
ENGINE SYNCHRONIZER SYSTEM..................................................................... 7-22
General.............................................................................................................. 7-22
Control............................................................................................................... 7-22

Indication........................................................................................................... 7-23
Operation........................................................................................................... 7-23
THRUST REVERSERS (OPTIONAL EQUIPMENT)............................................... 7-24
General.............................................................................................................. 7-24
Aeronca Thrust Reversers................................................................................... 7-24
7 POWERPLANT
Dee Howard TR 4000 Thrust Reversers.............................................................. 7-28
QUESTIONS............................................................................................................. 7-33
ILLUSTRATIONS
Figure Title Page
7-1 Major Sections.............................................................................................. 7-2
7-2 FAN SPEED Indicator................................................................................... 7-3
7-3 TURBINE SPEED Indicator.......................................................................... 7-3
7-4 Airflow Diagram........................................................................................... 7-4
7-5 Oil System Schematic................................................................................... 7-6
7-6 Oil Servicing Access..................................................................................... 7-7
7-7 ∆P Indicator................................................................................................... 7-7
7-8 OIL PRESSURE Indicator............................................................................ 7-8
7-9 OIL TEMPERATURE Indicator.................................................................... 7-8
7-10 Engine Fuel System....................................................................................... 7-9
7-11 Electronic Fuel Computer........................................................................... 7-10
7-12 Computer Inputs and Outputs...................................................................... 7-11
7-13 Fuel Computer and SPR Switches............................................................... 7-12
7-14 FUEL FLOW Indicator................................................................................ 7-13
7-15 Fuel Counter............................................................................................... 7-13

7-16 Center Switch Panel.................................................................................... 7-14
7-17 Throttle Quadrant........................................................................................ 7-15
7-18
Left Start Circuit—SNs 35-002 through 35-147 and 36-002
through 36-035............................................................................................ 7-16
7-19
Left Start Circuit—SNs 35-148 through 35-389, except 35-370
and 36-036 through 36-047......................................................................... 7-17
7 POWERPLANT
7-20 Installation of AAK 81-1............................................................................. 7-18
7-21
Left Start Circuit—SNs 35-370, 35-390, and Subsequent,
and 36-048 and Subsequent......................................................................... 7-19
7-22 Engine Instruments..................................................................................... 7-21
7-23 ENG SYNC Indicator.................................................................................. 7-22
7-24 ENG SYNC Control Switches..................................................................... 7-22
7-25 Thrust Reverser (Aeronca).......................................................................... 7-24
7-26 Thrust Reverser Levers................................................................................ 7-24
7-27 THRUST REVERSER Control Panel (Aeronca).......................................... 7-25
7-28 Thrust Reverser (Dee Howard TR 4000)...................................................... 7-28
7-29 THRUST REVERSER Control Panel (Dee Howard)................................... 7-29

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

MAJOR SECTIONS its associated planetary gear drive. The fan

shroud is armored for blade containment.
For descriptive purposes, the engine (Figure
7-1) is divided into seven major sections a s FAN SECTION
follows:
The fan section includes the single-stage axial
1. Air inlet fan, an integral spinner, and the fan plane-
2. Fan tary gear assembly, which is driven by the
low-pressure rotor. The rpm of the LP rotor
3. Compressor is designated N1 and commonly referred to as
7 POWERPLANT
4. Combustor fan speed.

5. Turbine The planetary gear provides the required gear
6. Exhaust reduction for the fan. The rpm of the LP rotor
(N 1 ) is read on the FAN SPEED indicator
7. Accessory (Figure 7-2). Engine thrust is set using this
indicator.
AIR INLET SECTION
The air inlet section is a specially designed,
sound reducing structure enclosing the fan and
AIR INLET COMPRESSOR COMBUSTOR TURBINE

FAN
LP HP
HP LP
EXHAUST DUCT
BYPASS AIR DUCT

PLANETARY GEARS
ACCESSORY
Figure 7-1. Major Sections

Twelve duplex fuel atomizers (spray noz-

zles) and two igniter plugs are located in the
combustion chamber.
TURBINE SECTION
The turbine section, consisting of a single-stage
axial HP turbine and a three-stage axial LP
turbine, is located in the path of the exhausting
combustion gases.
7 POWERPLANT
The single-stage HP turbine, rigidly joined
with the HP compressor, forms the HP spool
that rotates independently around the LP rotor
shaft. The rpm of the HP spool is designated
N2 and commonly referred to as turbine speed.
The rpm of the turbine (N2 rpm) is read on the
Figure 7-2. FAN SPEED Indicator TURBINE SPEED indicator (Figure 7-3). This
is a supporting engine o peration instrument.
The fan performs two functions:
• Its outer diameter accelerates a large air
mass at a r elatively low velocity through
the full-length bypass duct
• The inner diameter of the fan accelerates 56
a smaller air mass through the f our-stage
axial-flow compressor
COMPRESSOR SECTION
The compressor section includes a low-pressure
(LP) compressor and a high-pressure (HP)
compressor.
The LP compressor incorporates four axial

stages. Stall-surge protection is provided for the
LP compressor by an automatically controlled Figure 7-3. TURBINE SPEED Indicator
surge bleed valve.
The HP compressor consists of a single-stage The three-stage LP turbine assembly is rigidly

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

EXHAUST SECTION OPERATING

The exhaust section consists of the primary and PRINCIPLES
bypass air exhaust ducts. The primary exhaust
section directs the combustion gases to the The fan (Figure 7-4) draws air through the
atmosphere. The bypass air exhaust directs the e ngine nacelle air inlet. The outer diameter
fan bypass air to the atmosphere. of the fan accelerates a moderately large
air mass through the fan bypass duct to
provide direct thrust. The inner diameter of
ACCESSORY SECTION the fan a ccelerates a smaller air mass into the
7 POWERPLANT
The accessory section consists of a transfer LP compressor.

gearbox and an accessory drive gearbox located
on the lower forward side of the e ngine. The Air is progressively compressed as it passes
transfer gearbox is driven by a tower shaft and through the LP compressor, then to the HP
bevel gear from the HP spool. A h orizontal compressor where a substantial increase in
drive shaft interconnects the transfer gearbox pressure results. A bleed surge valve is located
to the accessory drive gearbox to drive the fol- between the LP and HP compressor sections.
lowing accessories: The bleed surge valve is controlled by the fuel
computer and is designed to prevent compres-
• Oil pump sor stalls. Air leaving the HP comp ressor is
• Fuel pump and mechanical governor forced through a transition duct into a plenum
within the fuel control unit (FCU) chamber surrounding the combustor.
• Hydraulic pump
• DC generator
• Starter
Figure 7-4. Airflow Diagram

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

OIL SYSTEM The engine-driven oil pump incorporates one

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

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

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

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

INDICATION Oil temperature is displayed on individual

gauges (Figure 7-9) on the upper right side of
Oil pressure is displayed on a single indicator the engine instrument panel. Power for these
with dual (L-R) needles (Figure 7-8) on the gauges is supplied through the OIL TEMP
engine instrument panel that requires 26 VAC c ircuit breaker located on the right essential
from the L and R OIL PRESS circuit breakers bus.
located on their respective L and R 26 VAC bus.
7 POWERPLANT
Figure 7-9. OIL TEMPERATURE Indicator

Figure 7-8. OIL PRESSURE Indicator
A chip detector is installed in the scavenge

A single red LO OIL PRESS light on the return line. It is used by maintenance to check
a nnunciator panel provides warning of low for the presence of ferrous particles in the oil.
oil pressure (Annunciator Panel section). An As optional equipment, the detectors may be
optional installation provides for dual lights connected to amber LH and RH ENG CHIP
labeled L LO OIL and R LO OIL, usually lights installed on the glareshield just to the
located outboard of either engine FIRE PULL left of the left-hand engine FIRE PULL handles
handle. The light(s) are illuminated by a pres- (Annunciator Panel section).
sure switch on each e ngine when pressure drops
to 25 psi.
OPERATION
With the single LO OIL PRESS light instal-
lation, the light is wired in parallel from the See Figure 7-5 schematic for operation of the
pressure switch on each engine. When this light engine oil system.
illuminates, the affected engine must be deter-
mined by checking the oil pressure indicator.

FUEL SYSTEM fuel system and directs fuel through a bypass-

able fuel filter with a ∆P indicator button to the
HP stage. The HP pump increases fuel pressure
GENERAL to the valve required for efficient operation of
the fuel control unit (FCU). In a ddition, the
The engine fuel system (Figure 7-10) provides HP fuel pump s upplies the m otive-flow fuel
for fuel scheduling during engine starting and for operation of the fuel tank jet pumps (see
acceleration to idle, operational acceleration Chapter 5, Fuel System).
and d eceleration, and steady-state operation
throughout the entire operating envelope of
MOTIVE-FLOW LOCKOUT
7 POWERPLANT
the aircraft.
VALVE AND PRESSURE
FUEL PRESSURE REGULATOR
Engine fuel pressure is generated by a two-stage The lockout valve remains closed initially
engine-driven pump. The centrifugal LP stage during engine start to ensure sufficient pressure
increases inlet fuel pressure from the aircraft to the FCU. The valve gradually opens fully
LEGEND
LOW PRESSURE FUEL N1
N2
FUEL
HIGH PRESSURE FUEL ITT
COMPUTER
PT2TT2
ENGINE BLEED AIR
POWER LEVER
ELECTRICAL ANGLE
MECHANICAL
TO JET SURGE
FUEL FROM
PUMPS VALVE
WING TANK
DC TORQUE
MOTOR
MOTIVE FLOW METERING MANUAL
LOCKOUT/ VALVE SHUTOFF VALVE
REG VALVE
FUEL TO
ULTIMATE OVERSPEED
SPRAY NOZZLES
SOLENOID
(109% N1, 110% N2)
LOW HIGH
PRESS PRESS BLEED-AIR
PUMP PUMP PRESSURE P3
BYPASS MANUAL MODE SOLENOID

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

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

as fuelpressure increases during the start. On • An ultimate overspeed solenoid valve

earlier aircraft, the motive-flow shutoff valve energized by the fuel computer at 109%
is also closed when the START-GEN switch is N1 or 110% N2 to shut off fuel
moved to START. A pressure regulator main-
tains motive-flow line pressure for efficient jet
pump operation. ELECTRONIC FUEL
COMPUTER
FUEL CONTROL UNIT General
7 POWERPLANT
The fuel control unit (FCU) schedules fuel Two electronic fuel computers are located in
flow to the fuel nozzles. Its primary mode of the tail cone area (Figure 7-11). They operate
operation is the automatic mode (i.e., fuel com- on DC power from the L and R FUEL CMPTR
puter on). In automatic, the FCU responds to circuit breakers on the left and right essential
electrical signals from the fuel computer. The buses, respectively.
secondary mode of operation is the manual
mode (i.e., fuel computer off or failed). In man-
ual, the FCU responds mechanically to thrust
lever movement. The FCU includes:
• A mechanical fuel shutoff valve, oper-
ated by thrust lever movement between
CUT-OFF and IDLE
• A DC potentiometer, mechanically posi-
tioned by thrust lever movement, which
electrically transmits power lever angle Figure 7-11. Electronic Fuel Computer
(PLA) to the computer for automatic
operation
Automatic Mode Operation
• A manual mode solenoid valve that is
normally energized open by the fuel The computer controls fuel flow based on
computer for automatic mode operation; thrust lever position (PLA) and atmosphere
it is deenergized closed for manual mode conditions while automatically maintaining N1,
operation N2, and ITT within prescribed limits to p ermit
optimum engine acceleration rates. The com-
• A DC torque motor that schedules fuel puter provides engine overspeed protection and
flow in automatic mode in response to controls the surge bleed valve to prevent com-
electrical signals from the computer pressor stalls and surges. During engine start,
• A mechanical flyweight governor, driven the computer provides automatic fuel enrich-
by the engine fuel pump to (1) limit ment, starter d isengagement, and termination
engine overspeed to 105% N2 in the auto- of ignition and standby fuel pump operation.
matic mode and (2) govern engine rpm
relative to thrust lever position in the The computer receives input signals
manual mode r epresenting the following engine parameters
(Figure 7-12):
• A pneumatically controlled metering
valve that (1) restricts fuel flow in the • N1 (fan speed)
event of engine overspeed and (2) sched- • N2 (turbine speed)
ules fuel flow in manual mode
• PLA (power level angle)
• Pneumatic circuits to channel and control
P 3 bleed air pressure to pneumatically • PT2 (inlet pressure)
position the metering valve

7 POWERPLANT
Figure 7-12. Computer Inputs and Outputs
• TT2 (inlet temperature) opens or closes the surge bleed valve during
engine acceleration and deceleration to prevent
• ITT (interstage turbine temperature)
compressor stalls and engine surges.
The computer analyzes these signals and
In automatic operation, the mechanical flyweight
p roduces output signals that are sent to the
governor section limits engine overspeed to
torque motor (to control fuel flow) and to the
105% N 2 rpm. Should the 105% governing
surge bleed valve (to control compressorair-
function fail, the fuel computer energizes
flow). Thrust lever movement mechanically
the ultimate overspeed solenoid valve closed
moves a power lever angle potentiometer, which
at 109% N1 or 110% N2 to shut off fuel flow
furnishes a variable electrical signal (PLA) to
to the engine.
the computer. This is the command input for a
specific thrust setting. Fuel flow is metered by
the torque motor to produce and maintain the Indication
desired thrust.
The computer constantly monitors input and
output signals and, with the exception of ITT
Inlet temperature and pressure (PT2/TT2), N1,
input loss, automatically reverts to manual
N2, and ITT signals are used to optimize engine
mode if these signals are lost. In this case, or
acceleration rates and limit thrust and tempera-
if computer power is lost, the amber L or R
ture within normal limits. The fuel computer
FUEL CMPTR annunciator light illuminates.

In some cases it may be possible to regain nor-

mal operation. Refer to Section IV, Abnormal
Procedures, of the AFM.
Manual Mode Operation

When the computer fails or is turned off, the
fuel control unit assumes manual control of
fuel metering to the engine. The torque motor
valve is deenergized and opens fully. The fuel
7 POWERPLANT
flow is controlled by the mechanical flyweight

g overnor section, functioning as an on-speed
governor, utilizing the metering valve. The
surge bleed valve automatically goes to the 1/3
open position and remains there.
START PRESSURE
REGULATOR
The start pressure regulator (SPR) is a com-
puter function and is available only in the
computer-on mode. Manual SPR overrides the
automatic temperature limiting feature of the Figure 7-13. F
uel Computer and
computer. Therefore, ITT monitoring during SPR Switches
SPR operation is extremely important. It should
be used only during starting and discontinued SURGE BLEED VALVE
when ITT is in the 300°C to 400°C range. The surge bleed valve functions to maintain
a safe surge margin in the LP compressor by
Fuel enrichment is automatically controlled by spilling some LP compressor air into the b ypass
the fuel computer during start up to 200°C. Fuel duct, thus preventing LP compressor stalls and
enrichment may be extended manually using surges during acceleration and d eceleration
the SPR switch to assist engine acceleration when a large LP-HP rpm mismatch occurs.
during starting in cold ambient temperatures
(below 0°F) or during airstart at low altitude/ The surge bleed valve has three positions:
high airspeed if light-off does not occur with- FULL OPEN, FULL CLOSED, and 1/3 OPEN.
ing five seconds after moving the thrust lever Surge valve position is controlled by the fuel
to IDLE. This additional fuel is controlled by computer.
a three-position switch (Figure 7-13) labeled
SPR L and R. The switch is spring-loaded to If the fuel computer is OFF or failed, the surge
the center (off) position. valve assumes the 1/3 OPEN position. This
provides some surge margin continuously while
When additional start fuel is required, the operating in manual mode.
switch must be held in the L or R position and
released when ITT indicates between 300°C
and 400°C.

During acceleration, the computer f irst sig- A resettable digital fuel counter (Figure 7-15)
nals the surge bleed valve to assume the 1/3 is located on the fuel control panel on the
OPEN position; if the surge margin cannot c enter pedestal. The indicator is operated by
be m aintained in this position, the computer the fuel flow indicating system and displays
will command the FULL OPEN position. The pounds of fuel consumed. The indicator should
opposite is true during deceleration. be reset prior to engine starting.
In summary, surge bleed valve position is a

function of the fuel computer, relative to N1,
N2, and thrust lever angle.
7 POWERPLANT
FUEL FLOW
Fuel flow is sensed downstream of the FCU and
appears on a dual-needle gauge on the center
instrument panel (Figure 7-14). The needles are
labeled L and R, and the gauge is calibrated in
pounds per hour times 1,000. Electrical power
is supplied directly from the battery-charging
bus through a 10 A current limiter. Figure 7-15. Fuel Counter
FLOW DIVIDER
The flow divider splits fuel flow between the
primary and secondary manifolds to which
the fuel nozzles are connected. During engine
starts, the flow divider blocks the secondary
manifold until fuel flow reaches 150 pounds
per hour.
FUEL SPRAY NOZZLES

The twelve duplex fuel spray nozzles in the
combustion chamber consist of concentric pri-
mary and secondary orifices that atomize the
fuel delivered by the primary and secondary
fuel manifolds.
Figure 7-14. FUEL FLOW Indicator OPERATION

See Figure 7-10 schematic for operation of the
engine fuel system in simplified format.

IGNITION SYSTEM Ignition is automatically terminated (in a com-

puter-on mode) by an electronic speed switch in
the computer at 45% or 50% N2 as determined
GENERAL by the computer model installed. Power for
automatic ignition is provided by the L and R
A solid-state, high energy ignition system con- IGN & START circuit breakers on the left and
sists of a dual ignition exciter on the engine and right power buses, respectively.
two igniter plugs in the combustion chamber.
Two ignition modes are available: automatic If the computer switch is off during a start-
and selective. er-assisted start or if the computer reverts to
7 POWERPLANT
manual mode during start, ignition will con-

AUTOMATIC MODE tinue until the START–GEN switch is moved
out of START. Ignition will also terminate
Automatic ignition occurs during engine (computer on or off) if the thrust lever is moved
starting when the START–GEN switch on the forward to a position representing approxi-
center switch panel (Figure 7-16) is positioned mately 70% N2.
to START and the thrust lever is moved from
CUT–OFF to IDLE.
SELECTIVE MODE
Selective ignition is controlled by two-position
switches labeled AIR IGN L and AIR IGN
R located on the center switch panel (Figure
7-16). When the switch is positioned to AIR
IGN, the igniters will operate continuously.
Ignition power is supplied by the L or R AIR
IGN circuit breakers on the left and right essen-
tial buses, respectively.
Selective use of air ignition is required for all

takeoffs and landings, and also for windmilling
airstarts. It may by used continuously when
flying in heavy precipitation, icing conditions,
or turbulent air.
INDICATION
An amber light located above each AIR IGN
switch (Figure 7-16 and Annunciator Panel
Figure 7-16. Center Switch Panel section) illuminates whenever power is supplied
to the associated ignition exciter. The ignition
lights dim when the NAV LTS switch, located
on the right switch panel, is on.

ENGINE CONTROLS The thrust lever is connected to the Fuel Con-

trol Unit (FCU) by a cable. In automatic mode,
Engine control is achieved by thrust levers thrust lever position is relayed to the computer
mounted on a quadrant on the center pedestal as an e lectrical signal from a potentiometer
(Figure 7-17). The levers can be moved from inside the FCU that represents thrust lever
the fully aft or CUT–OFF position through the angle. In manual mode, thrust lever movement
IDLE position to the fully forward, maximum changes P3 bleed air, which operates the meter-
power position. A stop is provided at the IDLE ing valve. The thrust lever also mechanically
position that requires raising a release trigger operates a rotary fuel shutoff valve.
on the outboard side of each lever before the
7 POWERPLANT
lever can be moved to CUT–OFF. Optional thrust reverser levers are piggy-back
mounted on the thrust levers. (See Thrust
Reversers, this chapter).
Figure 7-17. Throttle Quadrant

STARTERS T h e G E N – O F F – S TA RT s w i t c h e s a r e
locking-lever switches. They must be pulled
out to move to the START position. It is not
GENERAL necessary to pull out for movement to any other
position.
Each engine starter is powered through relays
controlled by the GEN–OFF–START switch When either GEN–OFF–START switch is
and the fuel computer (during computer-on ositioned to START for a normal computer-on
p
starts). A soft start feature incorporates a start, the start sequence is initiated for that
r esistor to minimize the effect of the initial engine. The start sequence and circuitry for
7 POWERPLANT
torque on the mechanical drive components. the left engine are presented herein; they are
After a 1.5-second delay, a relay operates to identical with those for the right engine.
allow the starting current to bypass the resistor
so that full electrical potential is available to There are three different designs for the relay
complete the start. circuits that route power to the starter
Automatic starter d isengagement occurs at • For SNs 35-002 through 35-147 and
50% N2 (45% for SNs 35-245 and subsequent, 36-002 through 36-035, the relays are
36-045 and s ubsequent, and earlier aircraft wired in parallel (Figure 7-18)
equipped with 1142 fuel computers). On SNs One relay is connected to the opposite
35-370, 35-390, and 36-048 and subsequent, enerator bus and the other to the bat-
g
illumination of a red light under the appropriate tery-charging bus. This arrangement
GEN–OFF–START switch indicates that the protects the 275 A current limiters during
starter is engaged. On earlier aircraft modified initiation of each engine start sequence
by AMK 80-17, the red lights may be installed
elsewhere on the instrument panel.
GPU
L R
BAT BAT
STARTER 275
ENGAGED L 275 AMP AMP
LIGHT * STARTER CL CL
BATTERY- R R
CHARGING GEN GEN
BUS BUS
NO. 2 NO. 1
RELAY RELAY
LEFT START RIGHT START

CIRCIUT CIRCIUT
SAME AS LEFT
BOTH RELAYS:
• ENERGIZED WITH START SWITCH IN START
• DEENERGIZED BY FUEL COMPUTER (45% OR 50% N2)
• IF FUEL COMPUTER IS OFF , RELAYS REMAIN ENERGIZED UNTIL
START SWITCH IS MOVED FROM START POSITION.
*WHEN INSTALLED BY AMK 80-17
Figure 7-18. Left Start Circuit—SNs 35-002 through 35-147 and 36-002 through 36-035

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

CIRCIUT CIRCIUT- SAME
AS LEFT
BOTH RELAYS:
• ENERGIZED WITH START SWITCH IN
START
• DEENERGIZED BY FUEL COMPUTER
(45% OR 50% N2)
• IF FUEL COMPUTER IS OFF , RELAYS
REMAIN ENERGIZED UNTIL START
SWITCH IS MOVED FROM START POSITION.
*WHEN INSTALLED BY AMK 80-17
Figure 7-19. L
eft Start Circuit—SNs 35-148 through 35-389, except 35-370
and 36-036 through 36-047

˚ AAK 81-1 installs a third star ter • For SNs 35-370, 35-390, and subse-
relay in s eries between the two exist- quent, and 36-048 and subsequent, two
ing relays and the starter motor; the starter relays are wired in series to the
circuits that energize the relays are battery-charging bus, and the red start-
redesigned. AMK 80-17 is a prerequi- er-engaged lights are standard (Figure
site or concurrent requirement for this 7-21).
modification (Figure 7-20)
OPERATION
SNs 35-002 through 35-389,
7 POWERPLANT
except 35-370, and 36-002

through 36-047 with or without
STARTER-ENGAGED
LIGHT
AMK 80-17
With the aircraft battery switches on, mov-
ing the GEN–OFF–START switch to START
c onnects DC power through the IGN &
START circuit breaker to energize the starter
L relays. Starter engagement occurs along with
STARTER
illumination of the starter-engaged light if
AMK 80-17 is installed. With the fuel computer
THIRD RELAY:
on, starter disengagement occurs automatically
• ENERGIZED WITH GEN/START SWITCH when power is removed from the starter relay
IN START circuit. At this time the starter-engaged light (if
• DEENERGIZED BY FUEL COMPUTER
(45% OR 50%) AND GEN/START
installed) extinguishes.
SWITCH IN OFF OR GEN
SNs 35-002 through 35-389,

except 370, and 36-002
through 36-047 when
incorporating AMK 80-17 and
AAK 81-1
BATTERY-
CHARGING All three starter relays must be energized to
BUS power the starter and illuminate the starter-en-
gaged light. With the aircraft battery switches
ORIGINAL RELAYS: on, the two parallel relays are energized closed
FROM BATTERY
• ENERGIZED WITH GEN/START SWITCH
IN OFF OR START
through the IGN & START circuit breaker any-
CHARGING BUS • DEENERGIZED WITH GEN/START time the GEN–OFF–START switch is in OFF
SWITCH IN GEN or START. The third relay is also energized
from the IGN & START c ircuit breaker, but
Figure 7-20. Installation of AAK 81-1 only when the start switch is in START.
If the fuel computer is on for the start, it

will automatically deenergize the third relay
when N2 reaches 45% (or 50%, depending on
which computer is installed). The starter is
then disengaged and the starter-engaged light
extinguishes.

GPU
L R
BAT BAT
275
275 AMP AMP
7 POWERPLANT
L STARTER- CL BATTERY- CL R
R
ENGAGED CHARGING GEN
GEN
LIGHT BUS BUS
NO. 2 NO. 1
RELAY RELAY
L
STARTER
LEFT STARTER RIGHT START
CIRCUIT CIRCUIT— SAME
AS LEFT
• ENERGIZED WITH START • ENERGIZED WITH START
SWITCH IN START SWITCH IN OFF OR START
• DEENERGIZED BY COMPUTER • DEENERGIZED IN GEN
ABOVE 45% N2
• IF FUEL COMPUTER IS OFF , RELAY REMAINS
ENERGIZED UNTIL START SWITCH IS MOVED
FROM START POSITION
Figure 7-21. L
eft Start Circuit—SNs 35-370, 35-390, and Subsequent,
and 36-048 and Subsequent
Moving the GEN–OFF–START switch to GEN SNs 35-370, 35-390 and

deenergizes the two parallel relays to backup Subsequent, and 36-048 and
the r elease of the third relay. If either of the
two parallel r elays, plus the third relay, remain Subsequent
in the closed position, the starter-engaged light There are two relays in series between the
remains in the closed position, the starter- battery-charging bus and the starter (Figure 7-
engaged light remains illuminated and the 21). Both must be energized to power the starter
starter remains powered. The only way to dis- and illuminate the starter-engaged light. With
engage the starter in this event is to remove the aircraft battery switches on, the No. 1 relay
e lectrical power from the battery-charging is energized through the IGN & START cir-
bus by turning off both batteries and both cuit breaker anytime the GEN–OFF–START
generators. switch is in OFF or START. The No. 2 relay is
also energized from the IGN & START circuit
If the starter-engaged light remains illuminated breaker, but only when the GEN–OFF–START
after start, consult Section IV, Abnormal Pro switch is in START.
cedures, of the approved AFM.

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

ENGINE TURBINE SPEED (N2)

INSTRUMENTATION Turbine speed (N2 rpm) is remotely sensed by
a dual monopole transducer installed in the
transfer gear case. One output signal is sent to
GENERAL the turbine speed (N2 ) indicator, and another
The primary engine instruments are in two to the fuel computer. This indicator includes
vertical rows on the center instrument panel an analog scale and pointer calibrated in per-
(Figure 7-22). From top to bottom these are: centage of maximum design rpm, and a digital
counter, calibrated in tenths of percent. A red
7 POWERPLANT
• Turbine speed (N2 rpm) OFF flag appears on the face of the indicator to
• Turbine temperature (ITT) indicate loss of DC power to the indicator. The
indicators are powered through the L R TURB
• Fan speed (N1 rpm) RPM circuit breakers located on the left and
right main buses, respectively.
TURBINE TEMPERATURE (ITT)

Turbine temperature is sensed by ten paral-
lel-wired thermocouples located between the
HP and LP turbines. The averaged temperature
is provided to two output signals: one to the
turbine temperature indicator, and the other to
the fuel computer. The indicator includes an
analog scale and pointer, calibrated in degrees
Celsius, and a digital counter, calibrated to the
nearest whole degree. A red OFF flag appears
on the face of the indicator. The indicators
are powered through the L and R ITT circuit
breakers located on the left and right e ssential
buses, respectively.
FAN SPEED (N1)

Rotation of the LP rotor is sensed by a dual
monopole transducer installed under a cover
plate at the aft end of the LP rotor shaft. One
output signal is sent to the fan speed (N1) indi-
cator, and the other to the fuel computer. All
other operational aspects of the indicator are
identical with the turbine speed indicator except
that the indicators are powered through the L
and R FAN RPM circuit breakers located on
the left and right essential buses, respectively.
NOTE
The fan speed (N1) indicators are the
primary power indicators.
Figure 7-22. Engine Instruments

ENGINE SYNCHRONIZER CONTROL

SYSTEM The system incorporates a single R ENG SYNC
indicator located on the pilot lower instru-
ment panel (Figure 7-23), and two ENG SYNC
GENERAL switches located immediately below the thrust
The engine synchronizer system is installed on levers and labeled SYNC–OFF and TURB–
SNs 35-067 and subsequent, and 36-018 and FAN, respectively (Figure 7-24). The system
subsequent as standard equipment. It incorpo- operates manually—with the SYNC–OFF
rates a synchronizer control box that uses N1 switch in the OFF position—or automatically—
7 POWERPLANT
or N2 inputs from both engine fuel computers with the SYNC–OFF switch in the SYNC
to enable automatic or manual synchronization position—to maintain the right e ngine fan or
of the engines. turbine in sync with the left engine fan or tur-
bine as determined by the TURB-FAN switch.
SYNC
W FA
O
ST
SL
R ENG
Figure 7-23. ENG SYNC Indicator Figure 7-24. ENG SYNC Control Switches

INDICATION Automatic synchronization is accomplished by

selecting SYNC on the SYNC–OFF switch. If
An amber ENG SYNC light (Annunciator Panel the engines are within approximately 2.5% rpm
section) on the glareshield annunciator panel of each other, the right engine automatically
illuminates anytime the nose gear is down synchronizes to the left engine. It is necessary,
and locked with the SYNC–OFF switch in the therefore, to manually sync to within 2.5% ini-
SYNC position. The R ENG SYNC (SLOW/ tially. As in manual sync, either N2 or N1 may
FAST) indicator indicates right engine rpm be selected as the rpm reference.
deviation from that of the left engine.
DC electrical power is supplied to the system
7 POWERPLANT
from the left essential bus through the left
OPERATION FUEL CMPTR circuit breaker to the L FUEL
Manual synchronization is accomplished by CMPTR switch.
selecting OFF on the SYNC–OFF switch.
The R ENG SYNC indicator shows SLOW or The amber ENG SYNC annunciator light
FAST out-of-sync condition of the right engine serves as a reminder that the system should be
(slave engine) relative to the left engine (master turned off.
engine). The pilot has the option of s electing
either N2 or N1 as the rpm reference by using The engine sync system is inoperative if either
the TURB–FAN switch. fuel computer is off or failed.

THRUST REVERSERS by microswitches operated by the reverser

levers (Figure 7-26). The system incorporates
(OPTIONAL EQUIPMENT) a utomatic stow and stow prevention features
to minimize the possibility of inadvertent
deployment on the ground and in flight as well
GENERAL as inadvertent stow at high reverse thrust set-
The Learjet 35/36 series aircraft may be tings. The system is self-arming on the ground
equipped with either a cascade thrust reverser through control circuits operating through the
system, manufactured by Aeronca, Inc. or a landing gear squat switch relay box.
target reverser system (TR 4000), manufactured
7 POWERPLANT
by the Dee Howard Co. Effective with SNs

35-507 and 36-054, either s ystem is available
for retrofit, but only the target system is avail-
able during production.
AERONCA THRUST
REVERSERS
General
The Aeronca thrust reverser system incorpo-
rates a translating structure (Figure 7-25) that
forms the afterbody of the engine nacelle.
When deployed, it exposes cascade vanes while
simultaneously operating two blocker doors that
block engine exhaust ducts; the doors deflect
all exhaust in a forward direction through the
cascade vanes.
The translating structure is deployed and stowed

Figure 7-26. Thrust Reverser Levers
by an air motor using HP bleed air from the
a ssociated engine and sequenced electrically
Figure 7-25. Thrust Reverser (Aeronca)

THRUST REVERSER Control DEPLOY Lights

Panel The two white DEPLOY lights illuminate
The reverser levers control the deploy and stow when the corresponding thrust reverser is fully
cycles and engine power when the reversers are deployed. Both DEPLOY lights must be illu-
deployed. The THRUST REVERSER control minated; otherwise, the reverser lever solenoid
panel (Figure 7-27) is located in the center of interlocks will not release to permit thrust
the glareshield above the annunciator panel. It increase.
incorporates a rocker selector switch for normal
and emergency operations, seven annunciator UNLOCK Lights
7 POWERPLANT
lights that provide visual e vidence of normal In addition to the test function above, the two
sequencing and certain abnormal conditions, white or amber UNLOCK lights illuminate
and a test switch for performing system test steady while the translating assembly is in tran-
functions. sit during the deploy and stow cycles; that is,
the reversers are not fully deployed or locked
TEST Button in the stowed position.
The TEST button provides a means of checking
operation of the bleed valve and, on some NORM-EMER STOW Switch
aircraft, also checks the blocker door position In the NORM position, the red rocker switch
indicating circuits. When depressed, the provides the electrical circuitry for all nor-
white BLEED VALVE lights should illumi- mal and automatic functions. In the EMER
nate, and, on aircraft incorporating AMK 81-6 STOW position, all normal electrical circuits
(installation of blocker door position indicator are b ypassed, and a separate circuit applies
[DPI] switches), the white UNLOCK lights stow commands to the reversers.
will flash to indicate that the blocker doors are
correctly stowed.
EMER STOW Light
BLEED VALVE Lights The amber EMER STOW light illuminates
whenever the NORM–EMER STOW switch
In addition to the test function above, the white is in the EMER STOW position and the emer-
BLEED VALVE lights illuminate as r everse gency stow circuits have been activated, thus
thrust is increased to indicate that HP bleed rendering the normal system inoperative.
air to the air motors is shut off. This prevents
inadvertent stow commands.
Figure 7-27. THRUST REVERSER Control Panel (Aeronca)

System Operation The air motor transmits torque to drive the

translating structure aft, exposing the cascade
Arming vanes. As the assembly approaches its aft limit,
The reversers are automatically armed for nor- the blocker doors close, the DEPLOY light
mal operation when the following conditions illuminates, the UNLOCK light extinguishes,
exist: and the reverser lever solenoid-operated
interlock releases.
• The T/R circuit breakers are closed
The reverser lever solenoid-operated interlock
NOTE prevents movement of the reverser levers aft
7 POWERPLANT
of the idle-deploy position until both DEPLOY

The T/R POS and T/R EMER STOW lights illuminate. If the pilot is applying exces-
circuit breakers are located on the sive aft pressure on the reverser levers when the
left main bus, and the T/R CONT DEPLOY lights illuminate, the solenoid-op-
circuit breaker is located on the right erated interlock will not release, and reverse
main bus. thrust above approximately 55%–60% N1 will
not be possible. The interlock will release when
• The aircraft is on the ground (squat aft pressure is relaxed.
switch relay box is in the ground mode)
• The NORM-EMER STOW switch is in For single-engine reversing, both thrust levers
the NORM position must be at IDLE, and both reverser levers
must be raised to the deploy position in order
• Both thr ust levers are at the IDLE to d eploy the reverser on the operating engine.
position Since the reverser on the inoperative engine
will not deploy, the solenoid interlock will not
Electrical power for deployment will not be release; therefore, reverse thrust on the oper-
available unless both thrust levers are at IDLE ating engine is limited to reverse idle (55% to
and both reverser levers are raised to the deploy 60% N1).
position.
Reverse Thrust
Deploy
After both DEPLOY lights illuminate (two-en-
When the reverser levers are moved to the gine operation) and the solenoid-operated
deploy position (the first hard stop), the main interlocks release, the reverser levers can be
thrust levers are locked in the IDLE p osition, pulled further aft to increase engine power.
and N1 rpm increases to approximately 55%- There is no limitation on engine thrust when
60%. Switches are operated by each reverser using reverse except that the normal forward
lever to complete circuits that energize pneu- thrust limitations still apply.
matic latch releases (two per reverser) to unlock
the translating assembly. Switches on each
latch function to:
Stow Prevention
As reverse thrust (N1) is increased, a p ressure
1. Illuminate the UNLOCK lights
switch in each reverser system causes the bleed
2. Shut off bleed air to the windshield heat, valve on the corresponding system to open and
nacelle heat, and wing/stabilizer heat illuminate the BLEED VALVE light. This iso-
systems (for approximately 3 seconds) lates the bleed-air system from the air motors
(by closing the air inlet valve) until stow is
3. Energize the air motor directional control
commanded by the reverser levers or with the
solenoid valve that routes HP bleed air
EMER STOW switch, thus preventing inadver-
through an air inlet valve into the air
tent stow on either engine, which could cause
motor on the r espective reverser
significant thrust asymmetry.

At 60 KIAS, the reverser levers should be blocker door could result in inadver tent
smoothly returned to the idle-deploy position. deployment of the affected thrust reverser.
Each blocker door (upper and lower) actuates
When the engines reach the reverse-idle rpm a DPI switch when in the properly stowed
(approximately 55–60% N1), the pilot may stow position. If the stow cycle is complete (i.e.,
the reversers by moving the reverser levers to latches engaged) and one of the DPI switches
the full forward position. is not actuated, the corresponding UNLOCK
light flashes to indicate the jammed blocker
Normal Stow door. Since damage to the system has occurred,
repairs are required prior to the next takeoff.
7 POWERPLANT
When the reverser levers are moved from the
idle-deploy position to the full forward and A flashing UNLOCK light at any other time
down position (stow), they operate switches indicates a malfunctioning DPI switch, but the
that send a stow signal to the directional c ontrol blocker doors are still properly stowed. This
solenoid of the air motor. The bleed valve does not preclude operating the reversers on
closes, admitting bleed air into the air motor, landing.
which causes it to drive the translating structure
toward the stow position. The DEPLOY lights
extinguish and, simultaneously, the UNLOCK
BLEED VALVE Light
lights illuminate. When the thrust reversers are When the reversers are stowed, illumination of
fully stowed and the pneumatic latches engage a BLEED VALVE light means that the bleed
the translating s tructure, the UNLOCK lights valve is open. This isolates the bleed air-sys-
extinguish. As in the deploy cycle, bleed air is tem from the air motor, and deployment of the
shut off to the windshield, nacelle, and wing/ affected reverser will not be possible.
stabilizer heat systems for approximately three
seconds when the stow cycle is initiated.
Automatic Stow
The thrust reversers incorporate an auto-stow
Abnormal Indications provision. If any of the pneumatic latches
UNLOCK Light (Steady) release (UNLOCK light illuminates) when the
reverser levers are stowed, electrical power
If either thrust reverser fails to completely from the T/R CONT circuit breaker is applied
stow, or if any of the pneumatic latches fails to close the bleed air valve and to the direc-
to engage after stowing, the corresponding tional solenoid, which causes the air motor to
UNLOCK light remains illuminated. Also, if stow the translating structure. Stow pressure
a pneumatic latch disengages at any time, the will be maintained until the UNLOCK light
corresponding UNLOCK light illuminates. extinguishes.
The automatic stow circuit is activated a nytime
an UNLOCK light illuminates with the reverser Emergency Stow
levers in the stowed position. Stow pressure The NORM–EMER STOW switch is normally
will be applied until the UNLOCK light left in NORM. The EMER p osition is designed
extinguishes. for inadvertent UNLOCK or D EPLOY con-
ditions when the reverser levers are stowed.
UNLOCK Light (Flashing) Power is provided by the TR EMER STOW
circuit breaker on the left main bus.
A flashing UNLOCK light is a function of
modification AMK 81-6 (installation of blocker
In the case of the UNLOCK or DEPLOY con-
door position indicator [DPI] switches). Proper
dition in flight, the EMER position on the
stowing of the blocker doors is essential for
switch is not functional with the thrust levers
continued operation. An u ndetected jammed

set at any power setting above approximately DEE HOWARD TR 4000

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

by microswitches. One of the solenoid valves— The TEST position provides a means of
the isolation valve—blocks hydraulic pressure c hecking operation of the hydraulic isolation
at the selector valve inlet until the system is valve. When TEST is selected, the isolation
fully armed. The other three solenoid valves are valve is energized open, and hydraulic p ressure
for latch release, door stow, and door deploy. is applied to a pressure switch that illuminates
the ARM light.
THRUST REVERSER Control The ARM position enables all sequencing
Panel microswitches and energizes the isolation
The reverser levers control the deploy and stow valve open. Illumination of the ARM light
7 POWERPLANT
cycles and engine power when the r eversers indicates that the isolation valve has opened
are deployed. The THRUST REVERSER and hydraulic pressure is available to the other
control panel (Figure 7-29) is located in three solenoid valves for normal sequencing.
t h e c e n t e r o f t h e g l a r e s h i e l d a b ove t h e
annunciator panel. It incorporates two ARM– The OFF position completely disarms the
OFF–TEST switches (one for each reverser) deploy circuits without disarming the automatic
that provide system arming, disarming, and emergency stow system.
testing. Four annunciator lights—two for
each reverser—provide v isual indication ARM Lights
of normal sequencing and certain abnormal
The green ARM lights illuminate in conjunc
conditions.
tion with the TEST and ARM functions as
des cribed above. However, should the ARM
ARM–OFF–TEST Switches light illuminate at any other time (i.e., in flight
Arming, disarming, and testing are accom- with the ARM–TEST switch in OFF), it indi
plished for each reverser by use of the cates that two inboard—or outboard—door
respective ARM–OFF–TEST switch. The ARM latches are unlocked, and a utomatic activation
position is wired in series with the ground of the emergency stow circuit occurred. This
mode of the squat switch relay box, as well as will be annunciated by a flashing DEPLOY
an IDLE switch on the respective thrust lever. light.
The system, therefore, will only ARM when the
aircraft is on the ground and the thrust levers
are at IDLE.
Figure 7-29. THRUST REVERSER Control Panel (Dee Howard)

DEPLOY Lights deploy the doors, while pressure is maintained

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

Arming When the DEPLOY light(s) illuminate and
the reverser lever solenoid-operated lock(s)
The reversers are armed for normal operation release, the reverser lever(s) can be pulled fur-
as follows: ther aft to increase N 1 to achieve the d esired
• The T/R CBs—two for each reverser— results. A second hard stop limits N1 rpm to
are closed approximately 75%, which constitutes maxi-
mum reverse thrust.
• The aircraft is on the ground (i.e., squat
switch relay box is in the ground mode) At 60 KIAS, the reverser levers should be
• The respective ARM–TEST switch is smoothly star ted toward the idle deploy
in ARM position.
• The respective thrust lever is at the IDLE Use of maximum reverse power below 50
position KIAS could cause re-ingestion of exhaust gases
• The respective g reen ARM light is or possible foreign object damage.
illuminated
After the engines have reached reverse-idle rpm
Deploy (approximately 30% N1), the pilot can stow the
reverser levers by returning them to the full
Raising the respective reverser lever to the forward position.
idle deploy position (the first hard stop) locks
the main thrust lever at IDLE and contacts a Normal Stow
deploy switch that energizes the latch and stow
solenoid valves open. This directs hydraulic Returning the respective reverser lever to the
pressure to both latch release a ctuators, the full forward and down position unlocks the
stow side of the door actuator, and the throt- main thrust lever and contacts a stow switch.
tle-retard actuator. This deenergizes the deploy solenoid valve
closed and energizes the stow solenoid valve
The resulting door overstow condition unloads open, directing hydraulic pressure to stow the
the s pring-loaded latches so that the latch doors and operate the throttle-retard actuator.
release actuators can release them; simultane- The overstow condition allows the four spring-
ously, the throttle-retard actuator is operated by loaded latches to lock into place and break
the stow pressure. When the latch release actu- contact with their respective latch switches.
ators engage their respective unlock switches, This deenergizes the stow solenoid valve
the stow solenoid valve is deenergized closed, closed, which shuts off hydraulic pressure to
the latch solenoid valve remains energized the door actuator and the throttle-retard actu-
open, and the deploy solenoid valve is enerator. Exhaust gas pressure and springs r eturn
gized open. This directs hydraulic pressure to the doors to their normal position against the
latching hooks.

Abnormal Indications side—inboard or outboard—indicate an

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

QUESTIONS
1. The TFE731-2-2B engine provides 3,500 6. Electrical power for engine oil pressure
lb of thrust at: indication is provided by the:
A. Sea level up to 72°F (22°C) A. Left and right essential buses
B. All altitudes and temperatures B. Inverters through the 26 VAC bus
C. Sea level at any temperature C. Battery charging bus
D. All altitudes up to 72°F (22°C) D. Pilot and copilot 115 VAC buses
7 POWERPLANT
2. The engine LP rotor (N1) consists of: 7. The primary engine thrust indicating
A. A four-stage, axial-flow compres- instrument is the:
sor and a single-stage centrifugal A. Turbine (N2)
compressor B. ITT
B. A single-stage fan and a three-stage, C. Fan (N1)
axial-flow compressor D. Fuel flow
C. A single-stage fan, a four-stage, axi-
al-flow compressor, and a three-stage, 8. The maximum ITT during engine start is:
axial-flow turbine
A. 832°C
D. A four-stage, axial-flow compressor
and a four-stage, axial-flow turbine B. 870°C for ten seconds
C. 795°C
3. During a normal ground start, the ignition D. 860°C
light should come on when:
9. The maximum transient ITT during takeoff
A. N2 reaches 10%
is:
B. The START–GEN switch is moved to
START A. 860°C for five minutes
C. The thrust lever is moved to idle B. 870°C for ten seconds
D. N1 reaches 10% C. 880°C for five seconds
D. 865°C for five minutes
4. The engine HP spool (N2) consists of a:
10. What is the maximum acceptable engine
A. Three-stage axial compressor and a
oil temperature?
four-stage radial turbine
B. Single-stage centrifugal compressor A. 140°C
and a two-stage axial turbine B. 70°C
C. Two-stage axial compressor and a C. 130°C
single-stage axial turbine D. 127°C
D. Single-stage centrifugal compressor
and a single-stage axial turbine 11. During computer-on operation, the surge
bleed valve:
5. The engine instruments (N1, N2 and ITT) A. Is controlled by the fuel computer
are powered by:
B. Remains closed
A. Self-generating tachometers C. Remains at 1/3 OPEN position
B. The 26 VAC buses D. Has no function
C. The essential buses
D. The DC main and essential buses

12. During computer-on operation, what 16. When performing a fuel control gover-
engine overspeed protection is provided? nor check, N2 rpm increases rapidly. The
A. Only 109% N1 and 110% N2 ultimate pilot must:
overspeed shutoff A. Turn on the fuel computer switch
B. Only 105% N2 mechanical governor immediately, allow rpm to stabilize at
C. Only 109% N 1 ultimate overspeed idle, shut down the engine, and have
shutoff the system checked.
D. Only 105% N 2 mechanical governor B. Pull the associated fire T-handle, set
and 109% N1/110% N2 ultimate over- the fuel computer switch to manual,
7 POWERPLANT
speed shutoff and restart the engine.

C. Wait until N2 rpm stabilizes at 105%,
13. W h i c h o f t h e f o l l ow i n g s t a t e m e n t s then turn on the fuel computer switch,
regarding fuel control is true in the event and, when N 2 drops to idle, shut the
of electrical failure?: engine down.
A. Fuel control remains in the NORMAL D. Turn on the fuel computer switch,
mode, but overspeed protection is lost. and, if the r pm drops to idle, no
further action is necessary.
B. Fuel control reverts to the MAN-
UAL mode, and ultimate overspeed 17. The major portion of total thrust at low
protections is lost. altitudes is developed by the:
C. Fuel control reverts to the MAN-
UAL mode, but 109% N 1 overspeed A. Fan
p rotection is still available if the B. LP turbine
computer switch is on. C. Core engine
D. Fuel control remains in the NOR- D. HP turbine
MAL mode with no loss of overspeed
protection. 18. The maximum allowable N 1 under all
operating conditions is:
14. If the SPR switch is used during engine A. 101% to 103% maximum continuous
start, it should be released to OFF when:
B. 105% for one minute
A. ITT begins to rise. C. 103% to 105% for five seconds
B. ITT reaches 200˚ C D. 101.5% for five minutes
C. ITT reaches 300˚ to 400˚ C
D. Engine idle rpm stabilizes.
15. The ENG SYNC light indicates:

A. Engine sync is not tur ned on or
has failed.
B. Engine sync is operating properly.
C. Engine sync is turned on, and the nose
landing gear is locked in the DOWN
position.
D. The engines are synchronized.

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

ILLUSTRATIONS
Figure Title Page
8-1 Engine Fire Detection System....................................................................... 8-2
8-2 Engine Fire Warning Lights and Controls (LH)............................................. 8-3
8-3 System Test Switch....................................................................................... 8-3
8-4 Fire Extinguisher Containers......................................................................... 8-4
8-5 Engine Fire Extinguishing System................................................................. 8-4
8-6 Fire Extinguisher Discharge Indicators.......................................................... 8-5
8-7 Portable Fire Extinguisher............................................................................. 8-5
8 FIRE PROTECTION

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

ENGINE FIRE circuit. The electrical resistance of the c eramic

material is relatively high at normal tempera-
DETECTION tures; consequently, there is little current flow
AND INDICATORS from the conductor wire through the c eramic
material to ground (i.e., outer tubing). At high
temperatures, however, the electrical r esistance
SENSING ELEMENTS decreases and allows increased current flow.
AND CONTROL UNITS
The control unit detects the increased current
Wi t h i n e a c h e n g i n e c ow l i n g a r e t h r e e flow and illuminates the red FIRE PULL or
heat-sensing elements: one mounted on the ENG FIRE PULL light in the T-handle when
engine pylon firewall, one mounted around the current flow equates to 890°F at the hot section
lower engine accessory section, and one sur- sensor, or 410°F at the engine accessory and/
rounding the engine combustion section. The or f irewall sensors. DC essential bus electrical
e lements are connected to a control unit that power for the system is supplied through the L
monitors the electrical resistance of the sensing and R FIRE DET circuit breakers on the pilot
elements (Figure 8-1). The sensing elements and copilot CB panels.
are made of Inconel metal tubing filled with
a pliable, heat-sensitive ceramic material that,
in turn, encloses a conductor wire at its c enter
that carries DC power through the d etection
8 FIRE PROTECTION
ENG FIRE CONTROL L ESS

PULL UNIT BUS
410 F SENSING ELEMENT

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

FIRE PULL OR ENG FIRE PULL

LIGHTS
The red FIRE PULL or ENG FIRE PULL
warning lights are part of the T-handles; one
is at each of the glareshield annunciator panel
(Figure 8-2). In the event of an engine fire, the
warning light in the T-handle will flash until
the fire or overheat condition ceases to exist.
Operation of the T-handles is explained under
Engine Fire Extinguishing.
8 FIRE PROTECTION
Figure 8-3. System Test Switch
ENGINE FIRE
EXTINGUISHING
EXTINGUISHER CONTAINERS
Two spherical extinguishing agent c ontainers
Figure 8-2. E
ngine Fire Warning Lights are located in the tail cone area (Figure 8-4).
and Controls (LH) Both containers use common plumbing to both
engines c owling via shuttle valves, provid-
ing the aircraft with a two-shot system. The
FIRE DETECTION SYSTEM TEST agent used in the f ire extinguishing system
The rotary system test switch (Figure 8-3) on is variously known as monobromotrifluoro-
the center switch panel is used to test the fire methane, bromotrifluoromethane, or by the
detection system. Rotating the switch to FIRE more common trade name of Halon 1301. It is
DET and depressing the switch test button noncorrosive, so no cleanup is necessary after
tests the continuity of the sensing elements and use. The agent is stored under pressure, and a
control units. A satisfactory test is indicated pressure gage is installed on each container.
by both FIRE PULL or ENG FIRE PULL The pressure gages indicate a pproximately 600
lights flashing until the test button is released. psi at 70°F when the c ontainers are properly
serviced.

A thermal relief valve on each container is FIRE OR ENG FIRE T-HANDLES

plumbed to a common discharge port (red disc) AND ARMED LIGHTS
on the outside of the fuselage below the left
engine pylon. The thermal relief valves will When a FIRE PULL or ENG FIRE PULL light
release bottle pressure at approximately 220°F. begins to flash, it indicates a fire or overheat
condition in the respective engine cowling. Fol-
lowing AFM procedures, the pilot should first
place the affected engine thrust lever to CUT-
OFF and then pull the corresponding T-handle.
Pulling out on the T-handle closes the main
fuel, hydraulic, and bleed air shutoff valves for
that engine. DC essential bus e lectrical power
to close these valves is p rovided through the L
and R FW SOV (firewall shutoff valve) circuit
breakers on the pilot and copilot CB p anels,
respectively.
There are two ARMED lights above each

T-handle. Pulling either T-handle arms the
Figure 8-4. Fire Extinguisher Containers fire-extinguishing system, which is indicated
by i llumination of the two ARMED lights above
8 FIRE PROTECTION
ARMED ARMED ARMED ARMED
FIRE PULL FIRE PULL
BLEED-AIR BLEED-AIR
SHUTOFF SHUTOFF
VALVE VALVE
PRESSURE GAGE PRESSURE GAGE
TWO-WAY RH
LH CHECK
CONTAINER CONTAINER
FUEL SHUTOFF VALVES FUEL SHUTOFF
VALVE VALVE
RELIEF VALVE RELIEF VALVE
HYDRAULIC HYDRAULIC
LH NACELLE SHUTOFF VALVE SHUTOFF VALVE RH NACELLE
LEGEND
ENGINE EXTINGUISHING
MANUAL DISCHARGE
THERMAL MANUAL
DISCHARGE DISCHARGE
INDICATOR INDICATOR
THERMAL DISCHARGE
Figure 8-5. Engine Fire Extinguishing System

the handle pulled. Depressing an illuminated

ARMED light momentarily supplies DC power
to the explosive cartridge, which discharges
the contents of one f ire-e xtinguisher bottle
and allows it to flow into the affected engine
nacelle. When the ARMED light is depressed, a
holding relay is also engaged that extinguishes
the ARMED light to indicate the associated
bottle d ischarged. Either ARMED light may
be d epressed to extinguish the fire. Should one
container control the fire, the other container
is still available to either engine (Figure 8-5).
The two left armed lights are wired in reverse.

The left ARMED light discharges the right fire
bottle and the right ARMED light, the left fire
bottle. If there is ever the need to extinguish
a bottle in each engine, depress the same side
ARMED light above each T-Handle.
EXTERIOR EXTINGUISHER
8 FIRE PROTECTION
DISCHARGE INDICATORS Figure 8-6. F
ire Extinguisher
Discharge Indicators
Two colored disc indicators are flush-mounted
in the side of the fuselage below the left e ngine
pylon (Figure 8-6). The red disc covers the ther- PORTABLE FIRE
mal discharge port. It will be ruptured if one or
both thermal relief valves have released bottle
EXTINGUISHERS
pressure. The yellow disc will be r uptured if One (standard) or two (optional) hand-held fire
either bottle is discharged by d epressing an extinguishers (Figure 8-7) provide for interior
illuminated ARMED light. The integrity of the fire protection. Location of the extinguisher(s)
two discs is checked during the external pre- varies with aircraft configuration.
flight inspection.
Figure 8-7. Portable Fire Extinguisher

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

CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION....................................................................................................... 9-1
GENERAL.................................................................................................................. 9-1
DESCRIPTION AND OPERATION............................................................................ 9-3
Bleed Air Shutoff and Regulator Valves............................................................... 9-3
Bleed Air Switches............................................................................................... 9-4
Bleed Air Check Valves........................................................................................ 9-5
Bleed Air Manifold.............................................................................................. 9-5
Bleed Air Warning Lights..................................................................................... 9-5
HP Servo Air........................................................................................................ 9-5
EMERGENCY PRESSURIZATION............................................................................ 9-5
Early Model Aircraft............................................................................................ 9-5
Current Model Aircraft......................................................................................... 9-6
9 PNEUMATICS
9,500 Cabin Altitude Aneroid............................................................................... 9-6
Emergency Pressurization Override Switches..................................................... 9-10
QUESTIONS............................................................................................................. 9-11

ILLUSTRATIONS
Figure Title Page
9-1 Early Model Pneumatic System..................................................................... 9-2
9-2 Current Model Pneumatic System................................................................. 9-3
9-3 BLEED AIR Switches................................................................................... 9-4
9-4 Early Model Pneumatic System Emergency Pressurization Modes................ 9-7
9-5 Emergency Pressurization Valves.................................................................. 9-8
9-6 Current Model Pneumatic System in Emergency Pressurization Mode.......... 9-9
9-7 Emergency Pressurization Override Switches.............................................. 9-10
9 PNEUMATICS

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

stabilizer anti-icing, and hydraulic reservoir Control of pneumatic bleed air is accomplished
pressurization. HP air is used for fan spin- with the L and R BLEED AIR switches on the
ner anti-icing and Aeronca thrust reversers (if copilot lower right switch panel and by the
installed). engine FIRE PULL T-hand les (Figure 9-3).
Provision is made for detection of overh eat
On current model aircraft, HP Servo Air is used conditions within the engine pylon, the pylon
for the alcohol system. It also provides air to bleed-air duct itself, and, on early model air-
operate the pressurization vacuum regulator craft, manifold overpressure. Visual indication
and air conditioning temp control system. HP is given by illumination of bleed air light on the
Servo Air is used to position certain valves and glareshield annunciator panel.
are electrically controlled and pneumatically
operated. These valves include the emergency
pressurization valves, bleed air mod valves and
flow control valve.
HP BLEED AIR
FAN SPINNER ANTI-ICE *
LP BLEED AIR T/R AIR MOTOR **
BLEED AIR SHUTOFF AND

REGULATOR (MOD) VALVE
NACELLE ANTI-ICE
PYLON TEMP
SENSOR
REGULATED DUCT TEMP

BLEED AIR SENSOR
BLEED
AIR R
BLEED AIR
MANIFOLD
9 PNEUMATICS
STABILIZER AND FLOW

WING ANTI-ICE CONTROL
VALVE
WINDSHIELD TO
ANTI-ICE CABIN
PRESSURIZATION
JET PUMP 47-PSI
PRESSURE
HYDRAULIC SWITCH ***
RESERVOIR
* NOT APPLICABLE ON AIRCRAFT EQUIPPED

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

DESCRIPTION are electrically controlled by the BLEED AIR

switches and may also be closed by pulling
AND OPERATION the respective engine FIRE PULL T-handle.
When open, the valves operate pneumatically to
maintain downstream pressure in the manifold
BLEED AIR SHUTOFF of 27–35 psi.
AND REGULATOR VALVES
The bleed air shutoff and regulator valves, one Both HP and LP bleed air are available to the
on each engine, are often called “mod valves” valves. As long as enough LP air is available to
because they modulate air pressure. The valves meet system demands, the valves will use only
HP BLEED AIR
HP SOLENOID VALVE T/R AIR MOTOR **

LP BLEED AIR
LP SOLENOID VALVE
R BLEED
AIR
NACELLE ANTI-ICE
PYLON TEMP
SENSOR
REGULATED DUCT TEMP HP

BLEED AIR SENSOR SERVO AIR
EMER
CABIN DUCT PRESS VALVE
BLEED-AIR SHUTOFF
AND REGULATOR VALVE
BLEED AIR HP SERVO
MANIFOLD AIR MANIFOLD TEMPERATURE CONTROL (H-VALVE)
STABILIZER AND
FLOW REGULATOR
WING ANTI-ICE
CONTROL VALVE
TO
WINDSHIELD
CABIN ALCOHOL ANTI-ICE
ANTI-ICE
HYDRAULIC
9 PNEUMATICS
REGULATOR
RESERVOIR
FLOW CONTROL VALVE
PRESSURIZATION
JET PUMP
EMER EMER PRESS VALVES
CABIN DUCT
PRESS VALVE
FROM LEFT ENGINE
Figure 9-2. Current Model Pneumatic System

LP air. If there is not enough LP air available to On current model aircraft, the L and R BLEED
meet system demands, the valves automatically AIR switches are located on the copilot lower
supplement HP air to maintain the required right switch panel). The three-position, OFF–
pressure. ON–EMER switches control their respective
bleed air shutoff and regulator valves and their
On early model aircraft, the shutoff function of respective emergency pressurization valves:
each BLEED AIR shutoff and regulator valve
• In OFF, both LP and HP solenoid valves
is provided by a solenoid-o perated shutoff
are closed. LP valve is powered closed
valve that is spring-loaded open; DC power
while the HP valve is depowered closed.
is required to close it. With loss of electrical
The emergency pressurization valve
power, the shutoff and regulator valves fail
resets to its normal position
open.
• In ON, both LP and HP solenoid valves
However, on current model aircraft, the HP are open. LP valve is depowered open
solenoid valve is spring loaded closed. On these while the HP valve is powered open. The
aircraft, if electrical power is lost, the LP sole- emergency pressurization valve will stay
noid valve fails open and the HP solenoid valve in its current position, either normal or
fails closed so that only LP air will be available emergency
for emergency pressurization.
• In EMER, both LP and HP sole-
noid valves are depowered. LP valve
BLEED AIR SWITCHES is depowered open while the HP valve
is depowered closed. The emergency
On early model aircraft, the L and R BLEED AIR pressurization valve is depowered to
switches are located on the copilot lower right emergency.
switch panel (Figure 9-3). They are two-posi-
tion, ON-OFF, switches, powered by the AIR BL On SNs 35-113 through 658 and 36-032
circuit breaker on the left essential bus. In the through 063, not modified by AMK 9 0-3, the
ON position, the bleed air shutoff valves are L and R BLEED AIR switches use DC elec-
depowered open (see Figure 9-1). In the OFF trical power from the LH and RH MOD VAL
position, the valves are powered closed. circuit breakers on the left and right main DC
buses. These CBs provide power for control of
9 PNEUMATICS
EFFECTIVITY: SNs 35-113 AND SUBSEQUENT

AND 36-032 AND SUBSEQUENT
EFFECTIVITY: SNs 35-002 THROUGH

112 AND 36-002 THROUGH 031
Figure 9-3. BLEED AIR Switches

the bleed air shutoff and r egulator valves and BLEED AIR warning lights to illuminate if
the emergency pressurization valves. pressure in the manifold exceeds 47 psi (Fig-
ure 9-1). This also applies to earlier aircraft
On SNs 35-659 and subsequent, 36-064 and incorporating AMK 76-7 (relocation of cabin
subsequent, and earlier aircraft modif ied by air distribution flow control valve, Figure 11-2).
AMK 90-3, the L and R BLEED AIR switches
use DC electrical power from the L and R
BLEED AIR and L and R EMER PRESS cir- HP SERVO AIR
cuit breakers on the left and right main DC On current model aircraft, HP bleed air is
buses. The BLEED AIR circuit b reakers pro- tapped off the HP centrifugal c ompressor (see
vide power for control of the bleed air shutoff Figure 9-2). The air from this tap flows through
and regulator valves. The EMER PRESS circuit a check valve to the HP servo air manifold.
breakers provide power for c ontrol of the emer- From the manifold, air is ducted directly to
gency pressurization valves. the alcohol anti-icing system and through two
regulators.
BLEED AIR CHECK VALVES
The air from one regulator is used to control
A check valve is installed in the bleed air duct- the position of the hot-air bypass valve ( i.e.,
ing from each engine. Each check valve allows the H-valve) used in the temperature control
airflow in one direction and blocks a irflow system and the bleed air shutoff and regulator
applied in the opposite direction. The check valve on aircraft modified per AAK-85-6. The
valves prevent loss of bleed air during sin- other regulator provides air to:
gle-engine operation.
• Modulate the flow control valve
• Operate the pressurization jet pump
BLEED AIR MANIFOLD
• Control position of the emergency valves
The bleed-air manifold serves as a collection
point for regulated air pressure from either
or both engines. From the manifold, bleed
air is distributed to the flow control valve for EMERGENCY
cabin pressurization and air conditioning, the PRESSURIZATION
pressurization jet pump (on early aircraft),
the windshield anti-ice valve, the wing and An emergency source of pressurization bleed
9 PNEUMATICS
horizontal stabilizer anti-ice pressure regulator air is provided to increase the flow of air into
valve, and the hydraulic reservoir regulator. the cabin in the event of a leak.
BLEED AIR WARNING LIGHTS EARLY MODEL AIRCRAFT

The red BLEED AIR L and R warning lights Emergency pressurization is provided by use
on the glareshield annunciator panel i lluminate of the windshield anti-ice/defog system (see
when an associated pylon temperature sensor Chapter 10). This is accomplished by pushing
or duct temperature sensor detects excessive the IN–NORMAL/OUT–DEFOG knob in, then
temperatures. The pylon temperature sensor positioning the WSHLD HT AUTO–MAN
activates at 250° F. and the duct temperature switch to AUTO. This causes the defog shutoff
sensor activates at 590° F (SN 35-002 through valve to fully open and also illuminates the
35-064 and 36-002 through 36-017) or 645° F. WSHLD HT light. These actions introduce air
directly into the cabin area through the pilot
On SNs 35-082, 087 through 112, and 36-023 foot warmer to bypass possible leaks in the
through 031, a pressure sensor installed in conditioned bleed air distribution system. To
the regulated bleed air manifold causes both

isolate such a leak, the CABIN AIR switch To position an emergency pressurization valve
must then be selected OFF to close the flow to emergency, the solenoid on the emergency
control valve (see Figures 9-4, 11-1, 11-2, and pressurization valve is deenergized. The servo
11-3). air pressure, which had been holding the
emergency pressurization valve in normal, is
To deactivate emergency pressurization, select directed to the bottom of a piston and, along
MAN and toggle the spring-loaded WSHLD HT with spring pressure, will position the valve to
switch to OFF until the valve is closed. emergency. Airflow from the bleed-air shutoff
valve is then directed straight into the cabin
In the event of a cabin/cockpit fire, smoke or through the cabin air diffusers. If HP servo air
fumes situation, MAX should be selected on pressure is not available, spring pressure alone
the CABIN AIR switch to increase airflow into will position the valve to emergency.
the cabin. Selecting MAX will fully open the
flow control valve providing an increase of At the same time, the HP solenoid valve is
airflow into the cabin. deenergized and closes. This stops HP air flow
at the bleed air shutoff and regulator valve so
only LP bleed air enters the cabin. The LP
CURRENT MODEL AIRCRAFT solenoid is already deenergized and remains
On current model aircraft, emergency pressur- open. Figure 9-5 shows how the emergency
ization valves are located in the bleed air duct pressurization valve operates and Figure 9-6
downstream of the temperature sensors. The shows how LP bleed air is routed to the cabin.
valves are spring-loaded to emergency and
require both servo air pressure and DC power 9,500 CABIN ALTITUDE
to hold them in normal. They are controlled
from the cockpit by the BLEED AIR switches ANEROID
and EMER PRESS override switches. They On current model aircraft, a cabin altitude aner-
may also be controlled by two aneroid switches. oid is installed to remove power from the bleed
air shutoff valves and emergency pressurization
With the BLEED AIR switches ON or OFF, valves whenever cabin altitude exceeds 9,500
a solenoid valve on each emergency pressur- FT ±250 FT MSL.
ization valve is energized open and servo air
pressure positions the valve to normal. In nor- The aneroid will restore power to the bleed air
mal, with the BLEED AIR switch ON, airflow shutoff valves and emergency pressurization
through the emergency pressurization valve is
9 PNEUMATICS
valves whenever cabin altitude decreases below

directed through a one-way check valve to the approximately 8,300 FT MSL. The bleed air
regulated bleed air manifold in the tailcone. switches must be selected OFF and then ON to
reset the valves to NORMAL.
The emergency pressurization valves (Figure
9-4) may be positioned to emergency any of
the four ways:
1. By positioning a BLEED AIR switch to

EMER
2. By the aneroid switches if the cabin alti-
tude exceeds 9,500 FT ± 250 FT, with
the EMER PRESS override switches in
the NORMAL position.
3. With loss of DC electrical power
4. With loss of HP servo air pressure

HP BLEED AIR
LP BLEED AIR
BLEED
AIR R
TO
CABIN
NORMAL EMERGENCY FLOW ALTERNATE EMERGENCY
PRESSURIZATION CONTROL PRESSURIZATION
VALVE IN MAX
IN
NORMAL
OUT
9 PNEUMATICS
DEFOG
HEAT
EXCHANGER
FOOTWARMERS HEAT
EXCHANGER
LEGEND
HP BLEED AIR
LP BLEED AIR
REGULATED BLEED AIR
FROM LEFT ENGINE CONDITIONED AIR
Figure 9-4. Early Model Pneumatic System Emergency Pressurization Modes

INLET AIR PRESSURE

FROM BLEED AIR MOD VALVE
NORMAL AIR PRESSURE EMERGENCY PRESSURE

TO BLEED AIR MANIFOLD TO CABIN DUCT
INLET AIR PRESSURE

FROM BLEED AIR MOD VALVE
NORMAL AIR PRESSURE EMERGENCY PRESSURE

TO BLEED AIR MANIFOLD TO CABIN DUCT
9 PNEUMATICS
Figure 9-5. Emergency Pressurization Valves

HP BLEED AIR
HP SOLENOID VALVE T/R AIR MOTOR **

LP BLEED AIR
LP SOLENOID VALVE
R BLEED
AIR
NACELLE ANTI-ICE
PYLON TEMP
SENSOR
REGULATED DUCT TEMP HP

BLEED AIR SENSOR SERVO AIR
EMER
CABIN DUCT PRESS VALVE
BLEED-AIR SHUTOFF
AND REGULATOR VALVE
BLEED AIR HP SERVO
MANIFOLD AIR MANIFOLD TEMPERATURE CONTROL (H-VALVE)
STABILIZER AND
FLOW REGULATOR
WING ANTI-ICE
CONTROL VALVE
TO
WINDSHIELD
CABIN ALCOHOL ANTI-ICE
ANTI-ICE
HYDRAULIC
REGULATOR
RESERVOIR
FLOW CONTROL VALVE
9 PNEUMATICS
PRESSURIZATION
JET PUMP
EMER EMER PRESS VALVES
CABIN DUCT
PRESS VALVE
FROM LEFT ENGINE
Figure 9-6. Current Model Pneumatic System in Emergency Pressurization Mode

EMERGENCY • To reset an emergency valve that has

PRESSURIZATION inadvertently positioned to emergency
due to a malfunctioning aneroid
OVERRIDE SWITCHES
• To reset the emergency valves in order
On SNs 35-605 and subsequent; 36-056 and to restore windshield and stab/wing anti-
subsequent; and earlier SNs incorporating AAK icing (at any altitude)
84-4, two emergency pressurization override
switches (Figure 9-7) allow the crew to override In either case, selecting OVERRIDE must be
the 9,500-foot cabin aneroids to facilitate land- followed by cycling the BLEED AIR switch(es)
ing at high elevation airports above 8,500 FT. to OFF and then ON, provided DC power is
MSL. available and the MOD VAL (or EMER PRESS,
as applicable) circuit breaker(s) are in.
The 9,500 cabin altitude aneroid will remove
power from the LP and HP solenoids as well
as the emergency pressurization valves. The
valves will position to allow low pressure bleed
air directly into the cabin through the emer-
gency pressurization valves. (See Figure 9-5)
The guarded switches are labeled L and R
EMER PRESS and have positions labeled
OVERRIDE and NORMAL. With the guards
down, the switches are in the NORMAL
position. Lifting the guards and moving the
switches to the OVERRIDE position electrically
bypasses the 9,500-foot aneroid preventing the
pneumatic system from transitioning to emer-
gency pressurization. The switches can also be
used:
9 PNEUMATICS
Figure 9-7. Emergency Pressurization Override Switches

QUESTIONS
1. Pneumatic air is extracted from: 5. The EMER PRESS OVERRIDE switches:
A. The LP compressor A. Overrides the 9,500 FT cabin altitude
B. The HP compressor aneroid and sends the pneumatic sys-
C. Ram air tem into emergency pressurization.
D. Both A and B B. Prevents the emergency pressurization
valves from automatically activating
2. On current model aircraft, with loss of DC above 9,500 FT cabin altitude.
electrical power, the LP solenoid valve: C. Removes power from the emergency
pressurization valves.
A. Fail closed
D. Should be used when departing or
B. Fail open landing at field elevations above 9,500
C. Remain in its last position FT.
D. Can be closed only by pulling a FIRE
PULL/ENG FIRE PULL T-handle 6. On current model airplane, if DC power
fails:
3. The L and R BLEED AIR ON–OFF
A. Cabin pressurization must be con-
switches are located:
trolled manually with the UP–DN
A. On the copilot lower right switch panel knob
B. On the left side panel B. Cabin pressure will dump
C. On the pilot lower left switch panel C. The emergency pressurization valves
D. On the overhead panel automatically actuate to provide emer-
gency cabin pressure
4. The BLEED AIR L annunciator D. The flow control valve fails closed
illuminates:
A. When the temperature in the left pylon
or the left bleed air duct is too high
B. When the pressure in the left pylon is
below the system’s operational limit
C. When the left half of the bleed-air
9 PNEUMATICS
system is operating
D. When the left half of the bleed-air
system has failed

CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION..................................................................................................... 10-1
GENERAL................................................................................................................ 10-1
ICE DETECTION..................................................................................................... 10-2
Windshield Ice Detection................................................................................... 10-2
Wing Ice Detection............................................................................................ 10-2
ANTI-ICE SYSTEMS............................................................................................... 10-6
Engine Anti-ice System (Nacelle Heat).............................................................. 10-6
Exterior Windshield Defog, Anti-ice and Rain Removal System......................... 10-8
Internal Windshield Defog............................................................................... 10-18
Windshield/Radome Alcohol Anti-ice System.................................................. 10-22
Wing and Horizontal Stabilizer Anti-ice System.............................................. 10-25
Pitot, Static and Angle-of-Attack Vane Anti-ice System................................... 10-26
QUESTIONS........................................................................................................... 10-28
10 ICE AND RAIN

PROTECTION

ILLUSTRATIONS
Figure Title Page
10-1 Anti-ice Control Panel................................................................................. 10-3
10-2 Wing Ice Inspection Light Control.............................................................. 10-4
10-3 Wing Ice Inspection Light........................................................................... 10-4
10-4 Ice and Rain Protection Locations............................................................... 10-5
10-5 Nacelle and Fan Spinner Anti-ice Flow....................................................... 10-6
10-6
Windshield Anti-ice System (SNs 35-002 to 086 [except 082]
and 36-002 to 022, without AAK 76-7A or AMK 91-2).............................. 10-9
10-7 Defog Control Knob.................................................................................... 10-8
10-8
Windshield Anti-ice System (SNs 35-082, 087 to 112, 36-023 to
031 and Earlier Aircraft with AAK 76-7A )............................................... 10-11
10-9
Windshield Anti-ice System (SNs 35-113 to 662 and 36-032 to 0
without AMK 91-2)................................................................................... 10-13
10-10
Windshield Anti-ice System (SNs 35-663 and Subs.; 36-064 and
Subs.; SNs 35-113 to 662 and 36-032 to 063 with AMK 91-2).................. 10-15
10-11
Windshield Anti-ice System (SNs 35-002 to 112 and 36-002 to 031
with AAK 76-7A and AMK 91-2)............................................................. 10-17
10-12 Windshield Aux Defog Heater................................................................... 10-19
10-13
Electric Windshield Defog System (SNs 35-671 and Subs.
and 36-064 and Subs.)............................................................................... 10-21
10-14 Alcohol Anti-ice System (SNs 35-002 to 112 and 36-002 to 031)............. 10-23
10-15
Alcohol Anti-ice System (SNs 35-113 and Subs. and 36-032
and Subs.)................................................................................................. 10-24
10-16 Wing and Horizontal Stabilizer Anti-ice System....................................... 10-25

10 ICE AND RAIN
PROTECTION
10-17 WING TEMP and STAB TEMP Indicators................................................ 10-26

CHAPTER
CHAPTER10
#
ICE AND RAIN
CHAPTER
PROTECTION
NAME
INTRODUCTION
Anti-icing equipment on the Learjet 35/36 is designed to prevent buildup of ice on:
• The engine nacelle lip, early model fan spinner, and the inlet pressure-temperature probe
• The windshield and the radome
• The leading edges of the wings and horizontal stabilizer
• Pitot probes, static ports, AOA vanes, shoulder static ports (if installed), and total
temperature (Rosemount) probe (if installed)
This system is certified for flight into known icing conditions.
GENERAL
10 ICE AND RAIN
Aircraft anti-icing is accomplished through Electrically heated components include pitot

PROTECTION
the use of electrically heated anti-ice systems, tubes, static ports, shoulder static ports (FC-
engine bleed air heated anti-ice systems, and an 200), the engine inlet air pressure/temperature
alcohol anti-ice system (Figure 10-4). (P T2 T T2 ) sensors, stall warning vanes, and
total temperature (Rosemount) probe, if
installed.

Engine bleed air is used to heat the wind-

shields, wing and horizontal stabilizer leading
ICE DETECTION
edges, nacelle inlets, and the engine fan spin- During daylight operation, ice accumulation
ners on earlier aircraft with elliptical—dome can be visually detected on the windshield,
shaped—spinners. wing leading edges, and tip tanks.
An alcohol system is installed for radome
a nti-icing and as a backup to the pilot wind- WINDSHIELD ICE DETECTION
shield bleed air anti-icing.
During night operations, the windshield
On SNs 35-643 and subsequent and 36-058 and ice detection lights indicate ice or moisture
subsequent, an auxiliary windshield defog heat formation on the windshield. Two probes, one
system is installed. on the pilot side of the glareshield and one on
the copilot side, contain red lights that contin-
All anti-icing equipment must be turned on uously shine on the inside of the w indshield
b efore icing conditions are encountered. To surface. The ice detection lights normally shine
delay until ice buildup is visually detected on though unseen; however, they will reflect red
aircraft surfaces constitutes an unacceptable spots approximately 1.5 inches in diameter if
hazard to safety of flight. ice or moisture forms on the windshield.
If anti-ice systems are required during takeoff, The ice detection light on the pilot side is
they should be turned on prior to setting takeoff inside the anti-ice airstream; the light on the
power. Appropriate takeoff power and perfor- copilot side is located outside the anti-ice air-
mance charts must be used. stream. For this reason, the copilot light should
be monitored when flying in icing c onditions
In flight icing conditions exist when there (anti-icing equipment on). The ice detection
is visible moisture and the indicated ram-air lights are illuminated whenever aircraft electri-
temperature (RAT) is +10°C or below. On cal power is on. The lights are powered through
the ground, RAT below +4.4°C. Takeoff into the L and R ICE DET circuit breakers on the
icing conditions is permitted with all bleed air pilot and copilot essential buses, respectively.
anti-icing systems on. The ram air temperature
gauge (RAT) should be checked frequently
when flying in or entering areas of visible WING ICE DETECTION
moisture. During daylight conditions, ice formation on
the wing leading edges and tip tanks may be
During descents, the cabin altitude may increase observed visually.
unless sufficient engine rpm is maintained to
compensate for the additional bleed air use. During darkness, the recognition light can be
used to check for ice buildup.
Anti-ice system switches are located on the
anti-ice control panel (Figure 10-1). On aircraft with the emergency light s ystem,
the wing inspection/egress light below the
emergency exit can be used to detect ice
buildup on the inboard leading edge.
10 ICE AND RAIN
PROTECTION

AUTO
MAN
35-002 THROUGH 35-112 35-113 THROUGH 35-642

36-002 THROUGH 36-030 36-031 THROUGH 36-063
10 ICE AND RAIN
35-643 THROUGH 35-670 35-671 AND SUBSEQUENT

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

Can be an optional wing ice inspection light

installed on the forward right side of the fuse-
lage and is focused on a three-inch black dot
on the wing leading edge next to the tip tank.
The light is operated by a switch located on the
copilot sidewall panel (Figures 10-2 and 10-3).
Figure 10-2. W
ing Ice Inspection Light
Control
10 ICE AND RAIN
PROTECTION

Revision 1.0
STABILIZER HEAT
STABILIZER HEAT
LEARJET 35/36
NAC HEAT
NAC HEAT
WING LEADING
EDGE HEAT

WINDSHIELD HEAT
BLEED AIR WING LEADING

EDGE HEAT
WINDSHIELD ALCOHOL
ELECTRICALLY HEATED
ALCOHOL
10-5
Figure 10-4. Ice and Rain Protection Locations
10 ICE AND RAIN

PROTECTION
ANTI-ICE SYSTEMS Nacelle Heat Switches

Each engine anti-ice system is independently
ENGINE ANTI-ICE SYSTEM controlled by the L and R NAC HEAT switches
located on the anti-ice control panel (see Figure
(NACELLE HEAT) 10-1).
The engine anti-ice system provides anti-icing
for the engine nacelle inlet lips, the ellipti- When the NAC HEAT switch is turned on (L
cal fan spinners, and the PT2T T2 probes. The or R position), electrical power is supplied
nacelle lips are heated with regulated bleed air. to heat the P T2 T T2 probe. The switch also
The PT2TT2 probe is heated electrically. e nergizes the fan spinner shutoff valve open
(if applicable) and deenergizes the nacelle lip
On SNs 35-002 through 244 and 36-002 through shutoff valve open. Selecting the OFF position
044, not incorporating AAK 79-4, the elliptical deenergizes the fan spinner shutoff valve closed
spinner is anti-iced by high pressure bleed air. and energizes the nacelle shutoff valve closed.
On aircraft SNs 35-245 and subsequent, 36-045 Figure 10-5 is a schematic portrayal of the
and subsequent, and earlier aircraft incorporat- engine anti-ice systems.
ing AAK 79-4, a conical spinner replaces the
elliptical spinner; no anti-icing is required. Nacelle heat shutoff valves are spring loaded
closed. Pneumatic pressure is used to open the
valve. During the nacelle heat preflight checks,
if the shutoff valve does not open, increase
power on the engine and the shutoff valve must
be open by 60% N1.
PT2TT2
PROBE DC POWER
FAN SPINNER TO OPEN
FAN
PRESS SWITCH*
SPINNER
SHUTOFF
VALVE *
L ENG ICE **
NAC HEAT
ON
F
TOF
SHU REG
AND VE
VAL HP
NACELLE LP
PRESS SWITCH
LEGEND NACELLE HEAT BLEED-AIR
SHUTOFF VALVE INPUT
HIGH-PRESSURE BLEED AIR
NAC
HT NAC HEAT
REGULATED (MANIFOLD) AIR
L R
LOW-PRESSURE BLEED AIR
MAIN
ELECTRICAL CIRCUITS BUS OFF OFF
10 ICE AND RAIN
PROTECTION
* NOT APPLICABLE TO AIRPLANES DC POWER

EQUIPPED WITH CONICAL FAN SPINNERS TO CLOSE
** SNs 35-634 AND 36-058 AND SUBSEQUENT
Figure 10-5. Nacelle and Fan Spinner Anti-ice Flow

DC electrical power to operate the systems is When a NAC HEAT switch is turned on or
provided through the L and R NAC HT circuit off, the respective ENG ICE light illuminates
breakers on the left and right main buses. momentarily until bleed air pressure at the pres-
sure switch agrees with the switch command.
Bleed air for nacelle lip anti-icing is taken from Under some conditions, bleed air pressure may
the regulated bleed-air line just d ownstream not be sufficient at idle rpm to keep the pres-
from the bleed-air shutoff and regulator valve sure switches from illuminating the ENG ICE
(Figure 10-5). It is ducted through the n acelle light; in this event, advance the thrust levers to
heat shutoff valve to a diffuser tube that distrib- check proper nacelle heating operation.
utes it around the inner surface of the nacelle
lip and then exhausts it overboard through a Illumination of either ENG ICE light NAC
hole at the bottom of the nacelle lip. HEAT switches in the OFF position indicates
the presence of bleed-air pressure in the nacelle
The source of fan-spinner heat is high-pressure lip or fan spinner plumbing due to a malfunc-
(HP) bleed air. tion of the nacelle lip or fan spinner anti-ice
shutoff valve. Cycling the NAC HEAT switch
on and back to OFF may close the open valve.
Engine Ice Lights
The amber L and R ENG ICE lights on the
glareshield annunciator panel (see Annunci
GREEN NAC HT ON Light
ator Panel section) provide a visual indication SNs 35-634 and Subsequent, and
of fan spinner or nacelle lip anti-ice system SNs 36-058 and Subsequent
malfunction. The lights are operated by pres-
sure switches in the associated fan spinner and A single green NAC HT ON annunciator light is
nacelle lip bleed air plumbing. Illumination installed on the glareshield annunciator panel.
of an ENG ICE light with the associated NAC The light illuminates when either NAC HEAT
HEAT switch on indicates that bleed air pres- switch is on as a reminder that the n acelle heat
sure to either the fan spinner or to the nacelle system is operating.
lip is not sufficient to provide satisfactory anti-
ice protection.
10 ICE AND RAIN

PROTECTION

EXTERIOR WINDSHIELD
DEFOG, ANTI-ICE AND
RAIN REMOVAL SYSTEM
There are five different systems used in Learjet
35/36 aircraft to provide exterior windshield
anti-icing, defogging, and rain removal. They
will be covered individually. All systems oper-
ate on DC power from the WSHLD HT circuit
breaker on the left main bus.
SNs 35-002 to 086, except 082,

and 36-002 to 022, without AAK
76-7A or AMK 91-2
The exterior windshield heat/defog system can
be controlled either automatically or m anually
(Figure 10-6). It is also used to supplement
cockpit heating through the pilot foot warmers,
and to provide an alternate bleed air source for
emergency pressurization.
An IN–NORMAL/OUT–DEFOG knob, located

below the instrument panel to the left of the Figure 10-7. Defog Control Knob
pedestal (Figure 10-7), manually controls a
valve that directs bleed-air either to the wind-
shield or to the foot warmers. Bleed air from the regulated bleed air manifold
is routed through two valves: the defog shutoff
When the knob is pushed into the IN–NORMAL valve and the defog pressure regulator valve.
position, with the windshield anti-ice on,
bleed air is directed into the cockpit through The shutoff valve is motor-driven and con-
the foot warmers. This provides additional trolled by either of the two switches on the
heat in the cockpit and an alternate source of a nti-ice control panel. It takes four to f ive
bleed air increasing the flow into the cabin for seconds to fully move from close to open and
emergency cabin pressurization. The knob is vice versa. Selecting AUTO will open the shut-
normally left in the IN–NORMAL position. off valve and illuminate the green WSHLD HT
light. The light will be on w
henever the shutoff
When the knob is pulled out to the OUT– valve is not fully closed. If MAN is selected,
DE-FOG position, the bleed air is directed to the shutoff valve may be opened or closed
the external windshield duct outlets for wind- with the ON–OFF switch. Since this switch is
shield defog, anti-ice, and rain removal. spring-loaded to neutral, it must be held in the
ON position while the valve drives toward the
Two windshield heat switches are located on the fully open position. The switch may be released
anti-ice panel. One is a three-position switch before the valve reaches full open. The shutoff
labeled ON and OFF; it is spring-loaded to the valve will then stop and remain in an interme-
10 ICE AND RAIN
center (neutral) position. The other switch has diate position. The shutoff valve can be closed
PROTECTION
two positions labeled AUTO and MAN. only by h olding the ON–OFF switch to OFF
(with MAN selected) for at least four seconds.

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

REGULATED FLOW
CHECK CHECK
LOW-LIMIT THERMOSWITCH VALVE VALVE
HIGH-LIMIT THERMOSWITCH
TO
ELECTRICAL CIRCUITS CABIN
Figure 10-6. W
indshield Anti-ice System (SNs 35-002 to 086 [except 082]
and 36-002 to 022, without AAK 76-7A or AMK 91-2)
10 ICE AND RAIN
PROTECTION

The pressure-regulator valve is solenoid- Manual Operation

operated and is deenergized closed. Its function
is to regulate the engine bleed air from the man- Selecting MAN enables the spring-loaded ON–
ifold to 16 psi. It is energized open when DC OFF switch to control the shutoff valve and,
electrical power is applied to the aircraft and therefore, the amount of bleed air supplied to
will be deenergized closed to shut off wind- the windshields.
shield anti-ice in case of windshield overheat.
On the ground in manual mode, a low limit
thermo switch will illuminate the red WSHLD
Automatic Operation OV HT light, but will not close either the
The flow of bleed air to the windshields is r egulator valve or the shutoff valve. How-
controlled in the automatic mode by the high ever, the high limit thermo switch does close
(250°F) and low (215°F) temperature thermo the p ressure-regulator valve. Therefore, an
switches installed in each windshield outlet overheat condition is indicated by illumination
nozzle. of both the green and red lights, regardless of
which limit is exceeded. In flight, the low limit
NOTE thermo switch is disabled.
AAK 77-6 provides for changing the

high and low limit thermo switches to SNs 35-082, 087 to 112, 36-023
290°F and 250°F, respectively. to 031, and Earlier Aircraft with
AAK 76-7A
For ground operation, when the low limit
thermo switch senses 215°F, it will close the The exterior windshield heat/defog system can
s hutoff valve; this extinguishes the green be controlled either automatically or manually
WSHLD HT light and illuminate the red (Figure 10-8). It is also used to supplement
WSHLD OV HT light. If the low limit switch cockpit heating through the pilot foot warmers
fails, or the shutoff valve fails to close, the and to provide an alternate bleed air source for
temperature may rise suff iciently to trigger emergency pressurization.
the high limit thermo switch, which removes
power from the pressure-regulator valve. The An IN–NORMAL/OUT–DEFOG knob, located
red WSHLD OV HT light will illuminate, and below the instrument panel to the left of the
the green WSHLD HT light will remain illu- pedestal (see Figure 10-7), manually controls
minated because the shutoff valve is not fully a valve that directs bleed air either to the wind-
closed. shield or to the foot warmers.
During flight, through the squat switch relay When the knob is pushed in to the IN–NOR
box, the low limit switch will close the shutoff MAL position, with the windshield anti-ice on,
valve, which extinguishes the WSHLD HT bleed air is directed into the cockpit through the
light. However, the red WSHLD OV HT light foot warmers. This provides additional heat in
will not illuminate because the system is the cockpit and an alternate source of bleed air
designed to cycle on the low limit switches. to increase flow into the cabin for emergency
If the high temperature limit is reached in cabin pressurization. The knob is normally left
flight due to failure of the low-limit switches, in the IN–NORMAL position.
the pressure-regulator valve will close, the
red WSHLD OV HT light will illuminate, When the knob is pulled out to the OUT–
DE-FOG position, the bleed air is directed to
10 ICE AND RAIN
and the green WSHLD HT light will remain

the external windshield duct outlets for wind-
PROTECTION
illuminated.
shield defog, anti-ice, and rain removal.

IN
WINDSHELD NORMAL
OUT
DEFOG
OVERBOARD
DRAIN
CHECK
VALVE
FOOTWARMERS
TO WING/STAB
HEAT SERVO
PRESSURE
LINE
CONTROL
UNIT TO
CABIN
WSHLD
OV HT
WSHLD
WSHLD ANTI-ICE
HT SHUTOFF
WSHLD HEAT WSHLD (NC)
ON AUTO HT
TEMPERATURE
SENSOR
LEGEND L MAIN
BUS OFF MAN WSHLD
ANTI-ICE
RAM AIR CONTROL
MANIFOLD BLEED AIR VALVE
CONDITIONED AIR HEAT RAM AIR
RAM AIR OUT EXCHANGER
LOW-LIMIT THERMOSWITCH IN
DEFOG HEAT RAM-AIR

HIGH-LIMIT THERMOSWITCH MODULATING
EXCHANGER
VALVE
ELETRICAL CIRCUIT
Figure 10-8. W
indshield Anti-ice System (SNs 35-082, 087 to 112, 36-023 to 031
and Earlier Aircraft with AAK 76-7A )
Two windshield heat switches are located on the The shutoff valve is solenoid-operated and is
anti-icing panel. One is a three-position switch, deenergized closed. Its function is to regulate
labeled ON and OFF, and is spring-loaded to the engine bleed air from the manifold to 16
the center (neutral) position. The other switch psi. It is energized open when DC electrical
has two positions: AUTO and MAN. power is applied to the aircraft and will be
10 ICE AND RAIN
PROTECTION
deenergized and closed to shut off windshield

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

anti-ice control panel. It takes four to f ive If either outlet nozzle temperature reaches
seconds to cycle fully. Selecting AUTO will the 250°F limit (ground) or 290°F limit (air-
open the control valve and illuminate the green borne), the thermo switch will illuminate the
WSHLD HT light. If MAN is selected, the red WSHLD OV HT light on the glareshield
control valve may be opened or closed with the annunciator panel and cause the solenoid shut-
ON–OFF switch. Since this switch is spring- off valve to close. The anti-ice control valve
loaded to neutral, it must be held in the ON will remain in the position it was in, but the
position while the valve drives toward the fully green WSHLD HT light will be extinguished
open position. The switch may be released while the solenoid shutoff valve is closed.
before the valve reaches full open. The control The WSHLD OV HT light will extinguish and
valve will then stop and remain in an interme- the shutoff valve will open again when the
diate position. The control valve can be closed temperature at the thermo switch cools. If the
only by holding the ON–OFF switch to OFF windshield heat has not been turned off, air-
(with MAN selected) for at least four seconds. flow will resume to the windshield, the green
WSHLD HT light will illuminate, and the red
Operation WSHLD OV HT light will extinguish.
With windshield anti-ice on, bleed air flows Through the squat switch relay box, the low
through the open shutoff valve and anti-ice limit thermo switches are disabled for 10 sec-
control valve, and through a heat exchanger onds after touchdown. This prevents automatic
from which it is ducted to the outlet nozzles at shutoff of bleed air at the moment of touch-
the base of each windshield. down, which could restrict the pilot’s vision due
to loss of rain-removal capability.
The anti-ice heat exchanger cools the bleed
air with ram air. A ram air modulating valve
operates to maintain a 300°F duct temperature SNs 35-113 to 662 and 36-032
downstream of the heat exchanger by using a to 063, without AMK 91-2
duct temperature sensor and a regulated bleed
The WSHLD HT switch controls flow of e ngine
air servo line. The subsequent heat loss occur-
bleed air to the exterior of the windshield for
ring in the duct as the bleed air reaches the
anti-icing, defogging, and rain removal (Figure
outlet nozzles keeps the outlet airflow tem-
10-9). This three-position switch is labeled ON,
perature within the limits of windshield heat
HOLD, and OFF and is located on the anti-ice
operation. During ground operation, ram air is
control panel.
not available to cool the bleed air.
Engine bleed air from the regulated bleed air
Under normal conditions, the windshield heat
manifold is routed through two valves: the
bleed air temperature is automatically con-
anti-ice shutoff valve and the anti-ice control
trolled. However, an overheat warning system
valve. The shutoff valve is solenoid-operated
alerts the pilot and automatically shuts off
and is deenergized closed. It is energized open
windshield heat in the event of an overheat
whenever DC electrical power is applied to the
condition. A low limit (approximately 250°F)
aircraft. The control valve is motor-driven and
and a high limit (approximately 290°F) thermo
is controlled by the WSHLD HT switch.
switch is installed in each windshield out-let
nozzle. The low limit switches function only
When the WSHLD HT switch is positioned
on the ground and are cut out by the squat
to ON, the anti-ice control valve begins to
switch relay box when airborne. The high limit
open and the green WSHLD HT light on the
10 ICE AND RAIN
switches are installed primarily to limit tem-

PROTECTION
glareshield annunciator panel illuminates. The

perature during airborne operation, but will
control valve drives to the fully open position
also function on the ground as a backup to the
within five to eight seconds after the WSHLD
low limit switches.
HT switch is turned to ON.

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

EXCHANGER RAM-AIR
ELECTRICAL CIRCUIT MODULATING
VALVE
Figure 10-9. W
indshield Anti-ice System (SNs 35-113 to 662 and 36-032 to 0
without AMK 91-2)
10 ICE AND RAIN
PROTECTION

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

the shutoff valve will open again when the
PROTECTION
which it is cooled by ram air. The ram air

temperature at the thermo switch cools. If the
flow is c ontrolled by a pneumatically actuated
WSHLD HT switch has not been turned off,
modulating valve. The modulating valve senses
airflow will resume to the windshield, the green
bleed air temperature downstream of the heat
WSHLD HT light will illuminate, and the red
exchanger—through a temperature sensor—and
WSHLD OV HT light will extinguish.
positions itself automatically to maintain an

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

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

air temperature of approximately 300°F. From The ground limit thermo switches are disabled
the heat exchanger, the temperature controlled for approximately 10 seconds after landing.
bleed air is directed forward and dispensed This prevents automatic shutoff of bleed air,
over the outside of both the pilot and copilot which could restrict the pilot’s visibility due to
windshields through outlets at the base of each loss of rain-removal, if the outlet temperature
windshield. is between the inflight and ground limits at the
moment of touchdown.
Normally, the windshield anti-ice bleed-air
temperature is maintained at a safe level by With loss of electrical power, the windshield
the ram air modulating valve. However, an anti-icing system will be inoperative since the
a utomatic shutdown and warning system has anti-ice shutoff valve will be deenergized and
been provided to prevent windshield damage will close. The control valve will remain in its
from an overheat condition. The system uses last position.
signals from four thermo switches, two under
the windshield heat air outlets at the base of Bleed air is not available for windshield anti-ic-
each windshield. ing with both the emergency pressurization
valves in the emergency position.
One thermo switch on each side operates only
on the ground while the other operates on
the ground and in the air. High limit thermo
SNs 35-002 to 112 and 36-002
switches are located on the left side and low to 031 with AAK 76-7A and
limit thermo switches are on the right. AMK 91-2
The exterior windshield heat/defog system can
If the bleed-air temperature at the windshield
be controlled either automatically or m anually
reaches a low limit (250°F in flight or 215°F
(Figure 10-11). It is also used to s upplement
on the ground), the anti-ice shutoff valve is
cockpit heating through the p ilot foot warmers
deenergized closed and the green WSHLD HT
and to provide an alternate bleed air source for
light is extinguished. When the overheat cools,
emergency pressurization.
the thermo switches will reset and the anti-ice
shutoff valve will reopen. If the anti-ice control
An IN–NORMAL/OUT–DEFOG knob, located
valve is still open, the green WSHLD HT light
below the instrument panel to the left of the
will illuminate and windshield anti-ice airflow
pedestal (see Figure 10-7), manually controls
will be restored.
a valve that directs bleed air either to the wind-
shield or to the cockpit foot warmers.
If the bleed air temperature at the windshield
reaches a high limit (270°F in flight or 250°F
When the knob is pushed in to the IN–NOR-
on the ground; 215°F on the ground on a ircraft
MAL position with the windshield anti-ice on,
with electrically heated windshields), the anti-
bleed air is directed into the cockpit through
ice shutoff valve is deenergized closed, the
foot warmers. This provides a dditional heat in
green WSHLD HT light is extinguished, and
the cockpit and an alternate source of bleed air
the red WSHLD OV HT light illuminates.
to increase flow into the cabin for emergency
When the overheat cools, the thermo switches
cabin pressurization. The knob is normally left
will reset, the red WSHLD OV HT light extin-
in the IN–NORMAL position.
guishes, and the anti-ice shutoff valve will
reopen. If the anti-ice c ontrol valve is still
When the knob is pulled to the OUT–DE-FOG
open, the green WSHLD HT light will illumi-
10 ICE AND RAIN
position, the bleed air is directed to the external

nate and windshield anti-ice a irflow will be
PROTECTION
windshield duct outlets for windshield defog,

restored.
anti-ice, and rain removal.

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

GROUND THERMOSWITCH EXCHANGER IN
PROTECTION
DEFOG HEAT RAM-AIR

ELECTRICAL CIRCUIT MODULATING
EXCHANGER
VALVE
Figure 10-11. W
indshield Anti-ice System (SNs 35-002 to 112 and 36-002 to 031
with AAK 76-7A and AMK 91-2)

valve can be closed only by holding the ON– anti-ice shutoff valve is deenergized closed,
OFF switch to OFF (with MAN selected) for at the green WSHLD HT light is extinguished,
least four seconds. and the red WSHLD OV HT light illuminates.
When the overheat cools, the thermo switches
Operation will reset, the red WSHLD OV HT light extin-
guishes, and the anti-ice shut-off valve will
With both valves open, regulated engine bleed reopen. If the anti-ice control valve is still
air flows through a heat exchanger in which it is open, the green WSHLD HT light will illumi-
cooled by ram air. The ram air flow is controlled nate and windshield a nti-ice airflow will be
by a pneumatically actuated modulating valve. restored.
The modulating valve senses bleed air tempera-
ture downstream of the heat exchanger through The ground limit thermo switches are disabled
a temperature s ensor and positions itself auto- for approximately 10 seconds after landing.
matically to maintain an air temperature of This prevents automatic shutoff of bleed air,
approximately 300°F. From the heat exchanger, which could restrict the pilot’s visibility due to
the t emperature controlled bleed air is directed loss of rain-removal if the outlet temperature
forward and dispensed over the outside of both is between the inflight and ground limits at the
the pilot and copilot windshields through out- moment of touchdown.
lets at the base of each windshield.
With loss of electrical power, the windshield
Normally, the windshield anti-ice bleed air anti-icing system will be inoperative since the
temperature is maintained at a safe level by anti-ice shutoff valve will be deenergized and
the ram air modulating valve. However, an will close. The control valve will remain in its
a utomatic shutdown and warning system has last position.
been provided to prevent windshield damage
from an overheat condition. The system uses
signals from four thermo switches, two under INTERNAL WINDSHIELD
the windshield heat air outlets at the base of DEFOG
each windshield.
All aircraft use conditioned engine bleed air
One thermo switch on each side operates only for internal windshield defog (see Chapter 11,
on the ground while the other operates on Air Conditioning, for additional information).
the ground and in the air. High limit thermo On late model aircraft, auxiliary internal wind-
switches are located on the left side and low shield defog systems have been provided.
limit thermo switches are on the right.
If the bleed air temperature at the windshield

SNs 35-643 to 670
reaches a low limit (250°F in flight or 215°F The internal windshield defog system on these
on the ground), the anti-ice shutoff valve is aircraft uses an electrically heated coil in the
deenergized closed and the green WSHLD HT bleed air duct leading into the cockpit, and the
light is extinguished. When the overheat cools, Freon air conditioning system. It is controlled
the thermo switches will reset and the anti-ice by a three-position (OFF–CKPT–W/S AUX
shutoff valve will reopen. If the anti-ice c ontrol DEFOG HEAT) switch on the anti-ice control
valve is still open, the green WSHLD HT light panel (Figure 10-12).
will illuminate and windshield anti-ice a irflow
will be restored. To avoid damage to the electrically heated coil,
10 ICE AND RAIN
the crew should ensure that adequate bleed air

PROTECTION
If the bleed air temperature at the windshield flow is available in the duct to cool the coil
reaches a high limit (270°F in flight or 250°F before using the auxiliary windshield defog
on the ground; 215°F on the ground on a ircraft system.
with electrically heated windshields), the

Positioning the switch to CKPT applies DC and the fuselage skin. This dehumidifies the
power to the coil, heating all the air coming cabin air without lowering the cabin tempera-
into the cockpit. ture excessively (see Chapter 11 for additional
information on the Freon air conditioning
Positioning the switch to W/S AUX DEFOG system).
HEAT again applies DC power to the coil,
heating all the air coming into the cockpit. It DC electrical power to heat the auxiliary
also arms the Freon air conditioning system windshield defog coil is provided by the b attery
so it will turn on automatically as the air- charging bus through two, 20 A current limiters.
plane descends through 18,000 ft. When the DC control power for the auxiliary windshield
Freon air conditioning system turns on, elec- defog system is provided by the AUX DEFOG
trically actuated diverter doors on the cabin circuit breaker on the left essential A bus.
blower a ssembly open and direct the cold air
into the space between the cabin headliner
HEATING ELEMENT
HEATING ELEMENT
10 ICE AND RAIN

PROTECTION
Figure 10-12. Windshield Aux Defog Heater

SNs 35-671 and Subsequent; light. If an overheat condition e xists, the relay
36-064 and Subsequent box will also remove electrical power from the
heating element in the affected windshield.
The internal windshield defog system on these
aircraft is shown in Figure 10-13. It uses 1 63 T h e d i ff e r e n c e b e t we e n a n ove r h e a t o r
VAC power from the auxiliary and secondary u nderheat temperature condition may be
inverters and is controlled by a two-position d etermined by touching the windshield. If an
(OFF–WSHLD DEFOG) switch located on the overheat temperature condition is suspected,
anti-ice control panel (see Figure 10-1). and the windshield does not cool off, the relay
box has not removed electrical power from the
When the switch is positioned to WSHLD heating element; the system should be turned
DEFOG, DC control power is applied to a off.
windshield defog relay box. The relay box
r eceives 163 VAC power from the auxiliary A windshield temperature of 90°F or below is
and s econdary inverters—through 5 A current common when the defog system is first turned
limiters—and directs it to the heating elements on, and the annunciator light will illuminate.
in the windshield. Each heating element is a However, the light should soon extinguish as
thin, gold f ilm laminated in the windshield. the windshield warms up.
The auxiliary inverter powers the element on
the left side, and secondary inverter powers the The WSHLD DEFOG annunciator light,
element on the right side. located to the left of the left ENG FIRE PULL
T-handle, consists of three separate lights and
Both heating elements are turned on and off is controlled by the windshield defog relay box.
together; once operating, however, the two The upper WSHLD DEFOG light will illumi-
elements are controlled separately by the relay nate when either of the lower lights illuminate.
box. The lower L and R lights will illuminate to
indicate which side of the windshield has
Two temperature sensors are located on each malfunctioned.
side of the windshield. One sensor is set to look
for a windshield temperature of approximately The WSHLD DEFOG annunciator light will
110°F. When the windshield reaches 110°F, the illuminate in the event of an underheat or over-
sensor will signal the relay box, which removes heat condition, as explained above. It will also
electrical power from the heating e lement on illuminate with loss of DC or AC electrical
that side. As the temperature cools, the relay power if the defog system switch is in the
box will reapply power to maintain a con- WSHLD DEFOG position.
stant windshield temperature of a pproximately
110°F. The electric windshield defog system uses 163
VAC power as explained previously. DC control
The second sensor will signal the relay box power for the system is provided by the L and
in the event of an underheat or an overheat R WSHLD DEFOG circuit breakers on the left
c ondition. If the windshield temperature is and right essential B buses.
approximately 90°F or below, or approximately
150°F or above, the sensor will signal the relay
box. In either situation, the relay box will illu-
minate an amber WSHLD DEFOG annunciator
10 ICE AND RAIN
PROTECTION

HEATING ELEMENT HEATING ELEMENT

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

ABOVE 150° F ABOVE 150° F
WINDSHIELD DEFOG RELAY BOX
110° F 110° F
LEFT RIGHT
163 VAC OUT 163 VAC OUT
163 VAC IN 163 VAC IN
AUX SEC
INVERTER INVERTER
L WSHLD R WSHLD
DEFOG DEFOG
L ESS B R ESS B
10 ICE AND RAIN
PROTECTION
WSHLD DEFOG SWITCH
Figure 10-13. E
lectric Windshield Defog System (SNs 35-671 and Subs.
and 36-064 and Subs.)

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

ALCOHOL ANTI-ICE SYSTEM dispense alcohol for approximately 1.5 hours.
Methyl alcohol from a reservoir located in the When the switch is positioned to WSHLD &
left side of the nose compartment is provided RADOME, the pump is energized and the
to prevent ice formation on the radome and, if solenoid valve in the windshield supply line
necessary, the pilot windshield as a backup for is energized open so that alcohol is delivered
the windshield anti-ice—defog—system. The to both surfaces. Flow to the windshield is
systems are operated by DC power from the d ispensed through an orif ice assembly inte-
right main bus. grated with the pilot defog outlet. In this
case, duration is reduced to approximately 43
There are two different systems in use. minutes.
A pressure switch installed in the radome

Early Model s upply line actuates the amber ALC AI light
A DC motor-driven pump supplies f iltered when the reservoir is empty or if the pump
methyl alcohol (O-M-232) from a 2.25 gallon fails. The light will extinguish when the c ontrol
reservoir to the radome only, or to the radome switch is turned off (Figure 10-14).
and pilot windshield, depending on the position
selected on the WSHLD/RADOME switch on The reservoir is vented through an open vent
the pilot anti-icing control panel. tube located in the same area as the p itot-static
drains on the left side of the nose compart-
When the switch is positioned to RADOME, ment. A pressure relief valve o perates to relieve
the pump is energized and alcohol is delivered excessive supply line pressure by r eturning it to
to the radome only due to a normally closed the reservoir. Some aircraft are equipped with
solenoid valve in the windshield supply line. a siphon-break valve to prevent the s iphoning
of fluid from the tank after the system has been
turned off (Figure 10-14).
10 ICE AND RAIN
PROTECTION

LEGEND
SUPPLY
PRESSURE
RETURN PILOT'S EXTERNAL

DEFOG OUTLET
AMBIENT
ELECTRICAL CIRCUIT
ALC AI
ORIFICE ASSEMBLY
RADOME
LOW-PRESSURE ANTI-ICE
SWITCH VALVE (NC)
WSHLD & ALC

RADOME PMP
SIPHON-BREAK
VALVE * O
F
F R MAIN
RADOME BUS
PRESSURE
RELIEF
MOTOR-DRIVEN
OVERBOARD PUMP
VENT FILTER
* EFFECTIVE WITH
35-076, 36-021
10 ICE AND RAIN
PROTECTION
Figure 10-14. Alcohol Anti-ice System (SNs 35-002 to 112 and 36-002 to 031)

Current Model The pressure relief valve, which is set at 2.6

psi, relieves any overpressure in the reservoir
Methyl alcohol (O-M-232) is stored in a 1.75 should the pressure regulator fail; it also bleeds
gallon r eservoir. When the cockpit control off residual pressure when the control switch is
switch is positioned to WSHLD/RADOME turned off.
or RAD, circuits are completed to position a
three-way valve in the fluid supply line (Fig- The float switch in the reservoir illuminates the
ure 10-15) and to open the shutoff valve and ALC AI annunciator when the tank is empty.
pressure regulator in the servo bleed air supply The light stays on even if the switch is off as a
line. reminder to service the reservoir.
Servo bleed air tapped from the high p ressure If the RAD position is selected, a fully ser-
bleed air manifold passes through the shutoff viced reser voir supplies alcohol only to
valve and pressure regulator where it is the radome for approximately 2 hours and
regulated to 2.3 psi and sent to pressurize the 9 minutes. When selected to the WSHLD/
alcohol reservoir. RADOME position, alcohol is also dispensed
to the pilot defog outlet (via the three-way
The alcohol is forced through a f ilter to the valve). The duration of the supply is reduced to
three-way valve that is positioned according to approximately 45 minutes. This system is still
the selected switch position. operational if both emergency pressurization
valves are in emergency (provided DC power
is available).
WSHLD/
RADOME
R
ALC A
D
SYS OFF
HP
R MAIN SERVO
BUS BLEED AIR
PRESSURE
CHECK
FILTER REGULATOR AND
VALVE
SHUTOFF VALVE
(NC)
ALCOHOL
RESERVOIR TO OTHER SERVO
SYSTEMS
WRN LEGEND
LTS HP SERVO BLEED AIR
REGULATED BLEED AIR

PRESSURE
L&R RELIEF ALCOHOL SUPPLY
ESS
10 ICE AND RAIN
VALVE
BUS OVERBOARD (AMBIENT)
PROTECTION
ALC ELECTRICAL
AI
BLEED AIR
Figure 10-15. Alcohol Anti-ice System (SNs 35-113 and Subs. and 36-032 and Subs.)

WING AND HORIZONTAL Controls and Indications

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

215°
215° STAB
E
REGULATED FLOW
M OV HT
P ELECTRICAL CIRCUITS
10 ICE AND RAIN
PROTECTION
Figure 10-16. Wing and Horizontal Stabilizer Anti-ice System

it continues outboard where it vents overboard;

each wing has a scupper vent on the underside
of the l eading edge, while the horizontal stabi-
lizer has holes at each tip.
On the glareshield annunciator panel, red

WING OV HT and STAB OV HT lights are
illuminated should their respective sensors (see
Figure 10-16) detect 215°F.
Separate WING TEMP and STAB TEMP

indicators on the center instrument panel
(Figure 10-17) indicate leading-edge skin tem-
perature and are color-coded as follows:
• Red—Temperature below 35°F (danger
of icing in visible moisture)
• Green—Temperature between 35–215°F
(normal operation)
• Yellow—Temperature above 215°F (pos-
sible overheat)
Figure 10-17. W
ING TEMP and STAB
When either overheat light comes on and the TEMP Indicators
system is turned off, the light will remain on
until the temperature drops to within limits. Figure 10-1) each supply essential bus power to
The STAB WING HEAT switch may be turned both respective heating elements. Even though
back on, but the pilot must visually monitor the each set of heating elements is controlled by
applicable skin temperature indicator and cycle the same switch, separate circuit protection for
the system on and off to maintain temperature the AOA vane heater is p rovided; the L and R
in the green arc. PITOT HT circuit breakers (for pitot heaters)
and S WRN HT circuit breakers (for the AOA
Stabilizer heat and wing heat are not available vane heaters) are all located on the left and
when both emergency pressurization valves (if right essential buses, respectively.
installed) are in EMERGENCY. This is covered
in Chapter 12, Pressurization. DC power for On FC-530 aircraft, one heating element in
system operation is through the STAB & WING each pitot-static probe heats all of the pitot and
HT circuit breaker on the right main bus. static ports.
Dual amber L and R PITOT HEAT monitor

PITOT, STATIC AND lights are available as an optional feature and
ANGLE-OF-ATTACK VANE are located on either outboard side of the
glareshield panel or on the instrument panel.
ANTI-ICE SYSTEM On SNs 35-271 and 36-045 and subsequent, a
single amber PITOT HT light is standard equip-
Pitot and Angle-of-Attack ment and is located on the annunciator warning
Vane Anti-icing light panel (see Annunciator Panel section). In
10 ICE AND RAIN
PROTECTION
either case, the light(s) illuminate when the

The left and right pitot tubes and angle-of- pitot heat switches are turned off or to indicate
attack (AOA) vanes contain electrical heating failure of power to a pitot tube element (the
elements. The L and R PITOT HEAT switches AOA vanes and TAT probe are not monitored).
located on the pilot anti-icing control panel (see

Static Port Heating

(FC-200 Only)
There are f ive static ports: two on the left
side fuselage and three on the right. Pilot
instruments are supplied static pressure by the
interconnected left front and right center ports,
which are heated. The interconnected left rear
and right front static ports supply copilot static
pressure and are also heated.
The right rear port—interconnected with an

alternate port inside the nose compartment—is
used by the altitude controller and does not
require heat.
Two additional shoulder-static ports forward of

the windshield are also heated. These ports are
used by the air data sensor.
All static port heating elements are connected

directly to their respective L or R PITOT HT
circuit breakers. Consequently, they are heated
whenever aircraft DC power is available,
provided the CBs are closed (i.e., in).
10 ICE AND RAIN

PROTECTION

QUESTIONS
1. Bleed air is used for anti-icing on: 6. Anti-icing equipment must be turned on:
A. Pitot tubes and static ports A. When in icing conditions
B. PT2TT2 sensors B. Before entering icing conditions
C. Wi n g a n d h o r i z o n t a l s t a b i l i z e r C. Before takeoff
leading edges D. During climb out
D. Conical fan spinners
7. With the loss of aircraft electrical power,
2. The L or R PITOT HEAT switches also anti-icing will be lost on:
supply heating element power for: A. All systems
A. The angle-of-attack vanes B. Pitot, static, and PT2/TT2 probes only
B. The shoulder static ports C. All systems except the nacelle inlet
C. The instrument static ports lips
D. PT2TT2 probe heater D. All systems except the windshield and
radome alcohol system
3. The crew action required when the red
WING OV HT light illuminates is: 8. The L NAC HEAT switch in the up (on)
A. No action is required; the system is position provides anti-icing to all of the
automatic following except the:
B. Position the STAB WING HEAT A. Nacelle lip
switch to STAB B. Engine spinner (early models)
C. Turn the STAB WING HEAT switch to C. PT2TT2 probe
OFF or reduce power D. Conical spinner (late models)
D. Turn one BLEED AIR switch to OFF
until the light goes out 9. The alcohol anti-ice system may be used
to anti-ice the:
4. The internal windshield defog system uses: A. Radome
A. 230 VAC power B. Copilot windshield
B. 163 VAC power C. Pilot windshield
C. An electrically heated coil and the D. Both A and C
Freon air conditioning system
D. Engine bleed air pressure
5. Icing conditions exist when:

A. OAT is 10°C to -40°C and in visible
moisture.
B. RAT less than 10°C and in visible
moisture.
C. OAT is 0°C or below at anytime.
10 ICE AND RAIN
D. OAT is less than 4.4°C and in visible

PROTECTION
moisture.

11 AIR CONDITIONING
CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION..................................................................................................... 11-1
GENERAL................................................................................................................ 11-1
ENGINE BLEED AIR CONDITIONING AND DISTRIBUTION............................. 11-2
General.............................................................................................................. 11-2
Flow Control Valve............................................................................................ 11-6
Hot Air Bypass Valve (H-Valve)......................................................................... 11-6
Ram Air Heat Exchanger.................................................................................... 11-7
Ram Air Ventilation............................................................................................ 11-7
Cabin and Cockpit Air Distribution.................................................................... 11-8
Temperature Control........................................................................................... 11-9
AUXILIARY AIR CONDITIONING SYSTEMS..................................................... 11-11
General............................................................................................................ 11-11
Distribution System.......................................................................................... 11-12
Auxiliary Cooling System................................................................................ 11-16
Auxiliary Heat Systems (Optional)................................................................... 11-18
QUESTIONS........................................................................................................... 11-21

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

11 AIR CONDITIONING
CHAPTER
CHAPTER11
#
AIRCHAPTER
CONDITIONING
NAME
INTRODUCTION
Air conditioning in the Learjet 35/36 is furnished primarily by regulated engine bleed air,
which is temperature controlled and distributed throughout the cabin and cockpit areas.
This is the same bleed air that is used for cabin pressurization.
Additional cooling and heating is provided by a Freon refrigeration system and an
optional auxiliary electrical heating system. These systems share a separate distribution
network through which cabin air is recirculated by a cabin blower and a cockpit fan.
Depending on the pneumatic system installed, the air conditioning systems will operate
differently. Early model aircraft incorporate SN 35-002 thru 112 and 36-002 thru 031.
Current model aircraft incorporate SN 35-113 and subsequent and 36-032 and subsequent.
GENERAL
Primary heating and cooling is accomplished flight at altitudes up to a maximum of 18,000
by controlling the temperature of the bleed air ft or 35,000 ft, depending on compressor motor
entering the cabin by circulating it through an part number.
air-to-air heat exchanger. The cabin and cockpit
distribution systems differ slightly, based on Additional heating by the auxiliary electrical
aircraft serial number. heating system (if installed) can be obtained for
ground operations and at any altitude in flight.
Additional refrigeration cooling by the Freon
system is available for ground operations and in

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

anifold located in the tail cone section, is
m
CONDITIONING ducted to the flow control valve. From the flow
AND DISTRIBUTION control valve, there are three slightly different
cabin and cockpit distribution configurations;
each performs the same basic functions, but
GENERAL d iffers in component a rrangement. Figures
11-1, 11-2, and 11-3 d epict the three basic
This section addresses the conditioning process configurations by aircraft serial number.
that the engine bleed air is subjected to before
it enters the cabin area, beginning at the flow All three configurations use the flow control
control valve. Chapter 9, Pneumatics, describes valve to control the flow of bleed air through
the bleed air supply system. Chapter 12, Pres- a hot air bypass valve and an air-to-air heat
surization, describes how c onditioned bleed air exchanger before it enters the cabin and cockpit
is used for cabin pressurization. distribution ducting.

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

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

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

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

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

11 AIR CONDITIONING
INTERNAL DEFOG LEGEND

OUTLETS
BLEED AIR
CREW OUTLETS RAM AIR
FOOTWARMER OUTLET CONDITIONED BLEED AIR
REGULATED SERVO AIR
TO SENSOR
BLOWER MOTOR
CABIN
TEMP
SENSOR AUX
DEFOG/CREW
CABIN AIR DIFFUSERS HEATER *
(TYPICAL)
AIR
BLEED
L
BAGGAGE COMPARTMENT ESS
AIR DIFFUSER BUS
(35A AIRCRAFT ONLY)
AIR DISTRIBUTION
CHECK VALVES
EMERGENCY
CHECK VALVES PRESSURIZATION
VALVE
ON
BLEED AIR BLEED AIR CABIN
(LEFT ENGINE) (RIGHT ENGINE) AIR
SERVO
SERVO
BLEED AIR OFF
BLEED
DUCT TEMP AIR
LIMITER FLOW CONTROL VALVE
VENTURI
AUTO MAN
DUCT TEMP
SENSOR
C
A
B RAM AIR CHECK
I
COOL N VALVE
O
F C
F L RAM AIR IN HOT AIR BYPASS
I
FAN M (H-VALVE)
A
COLD HOT T
E
RAM AIR OUT HT VAL

IND
HEAT EXCHANGER
L
MAIN
BUS
* SNs 35-643 AND SUBS; 36-064 AND SUBS
Figure 11-3. Current Model Engine Bleed Air Conditioning System

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

sensing lines connected to a modulating mech-
The flow control valve is a solenoid-oper- anism in the flow control valve which ensures
ated valve that controls and regulates the flow that airflow remains constant when engine
of bleed air into the cabin. The position of power changes occur.
the valve is determined by the CABIN AIR
switch (Figure 11-4). The most current aircraft
(see Figure 11-3) use a two-position OFF–ON HOT AIR BYPASS VALVE
switch. Earlier aircraft (see Figures 11-1 and (H-VALVE)
11-2) use a three-position OFF–NORM–MAX
switch. When the CABIN AIR switch is in OFF, A butterfly bypass valve, more commonly
the valve is energized and closes. When the r eferred to as the “H-valve,” is located in the
switch is in ON or NORM, the valve is deen- bleed-air duct upstream of the heat exchanger.
ergized and opens. In MAX, the valve opens Its function is to split the flow of bleed air,
fully to provide an increase in airflow to the directing some to the heat exchanger for cool-
cabin. DC power for valve operation is pro- ing and some to bypass the heat exchanger. The
vided through the AIR BLEED circuit breaker result is a mixture of the two airflows, thereby
on the left essential bus. conditioning the bleed air before it enters the
cabin area. The position of the H
-valve is indi-
A venturi, located downstream of the flow con- cated on the TEMP CONT indicator located
trol valve, adjusts the valve to smooth out the in the lower center instrument panel (Figure
flow of bleed air as it enters the cabin. Airflow 11-5).
EARLY MODEL CURRENT MODEL
Figure 11-4. CABIN AIR Switch

11 AIR CONDITIONING
The cooled bleed air flowing out of the heat

exchanger core is ducted back to the bypass
side of the H-valve where it mixes with hot
bypassed bleed air. The resulting conditioned
air is then directed into the cabin and cockpit
distribution system.
When the aircraft is on the ground, do not

perform extended engine operation above idle
with the CABIN AIR and BLEED AIR switches
positioned to ON. Since there is no ram air for
cooling of the bleed air, possible damage to
the air conditioning components could result.
Damage might also occur to interior cabin fur-
nishings, as well as overheating the tail cone
area.
On early model aircraft, SNs 35-082, 35-087

through 35-112, 36-023 through 36-031, and
Figure 11-5. T
emperature Control earlier aircraft incorporating AMK 76-7, the
Indicator flow control valve is located downstream of the
heat exchanger. Engine bleed air is available
On early model aircraft, the H-valve butterfly to the heat exchanger whenever an engine is
is positioned by a DC electric motor operated operating and the BLEED AIR switches are on.
by the climate control system. Approximately Because of this, a pressure switch is installed in
25 seconds is required for the valve to travel the tail cone ducting prior to the heat exchanger.
from one extreme to the other. The valve will Should this pressure switch a ctuate (at approx-
remain in its existing position in the event DC imately 47 psi), both red BLEED AIR L and
power is lost. R annunciator lights illuminate to indicate the
overpressure condition.
On current model aircraft, the H-valve butter-
fly is positioned pneumatically by servo bleed
air (see Chapter 9, Pneumatics) from the cli- RAM AIR VENTILATION
mate control system. No electrical circuits are
In the event that the aircraft is unpressurized in
involved except that the TEMP CONT i ndicator
flight, air for circulation and ventilation of the
requires DC power. Approximately eight sec-
cabin and cockpit areas is provided by ram air,
onds is required for the valve to travel from
which is ducted into the conditioned bleed air
one extreme to the other. The valve is spring-
distribution system.
loaded to the full cold position anytime servo
air pressure is not available.
During normal operation, a one-way check
valve in the connecting ram air duct prevents
RAM AIR HEAT EXCHANGER loss of conditioned pressurization bleed air
through the ram air plenum exhaust port.
The heat exchanger is located inside the
tail cone. It consists of a bleed air core
surrounded by a ram air plenum. Cool air enters
the ram air inlet in the dorsal f in and flows
through the plenum, across the bleed air core,
thus cooling the bleed air. The ram air then
enters the tailcone and is exhausted overboard
through a port in the lower left side of the
fuselage.

11 AIR CONDITIONING
CABIN AND COCKPIT On current model aircraft (see Figure 11-3),

AIR DISTRIBUTION distribution of air changes when either (or
both) emergency pressurization valves are posi-
Conditioned airflow distribution to the cabin tioned to emergency.
and cockpit areas is essentially the same for
all aircraft (Figure 11-6). The conditioned air If only one emergency valve is positioned to
is routed from the tail cone into the cabin area emergency, all bleed air from that engine is
through two ducts, one on each side of the routed directly into the cabin distribution duct
cabin. The left duct ends at the entry door, and on that side; bypassing the flow control valve,
the right duct continues forward to the cockpit. H-Valve and heat exchanger. However, bleed
air from the opposite engine is still subject to
the normal air conditioning process. One-way
Cabin Air Distribution check valves in the normal distribution ducting
Cabin air distribution is furnished by diffusers prevent the emergency airflow from being lost
installed at intervals along the two ducts; the through the normal distribution system.
diffusers direct airflow toward the floor.
If both emergency valves are positioned to
A one-way distribution check valve is located at emergency, all bleed air from both engines is
the aft end of each cabin duct. These valves are routed directly into the respective left and right
functionally related to the pressurization sys- distribution ducts. Temperature control is then
tem, as described in Chapter 12, Pressurization. sacrificed for pressurization.
CHECK VALVE
DIFFUSER (TYPICAL)
COPILOT CONDITIONED
AIR OUTLETS
AFT CABIN DIFFUSER
LOWER CABIN DOOR

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

11 AIR CONDITIONING
Cockpit Air Distribution This position results in improved interior defog-

ging for the sides of the windshield.
Cockpit air distribution is provided by the duct-
ing connected to the forward end of the right Interior windshield defogging can be maxi-
hand cabin duct. Four WEMAC outlets —two mized by closing the four WEMAC outlets to
on each side of the cockpit and located on the divert the maximum amount of conditioned air
sidewall panels adjacent to the outboard rudder to the windshield piccolo tubes.
pedals—enable the pilots to control and direct
the airflow as desired. A foot warmer diffuser, On early model aircraft, additional heat is avail-
which is below the instrument panel just for- able to the cockpit via separate foot warmers
ward of the center pedestal, directs c ontinuous that o perate from the windshield heat/defog
conditioned air along the center floor. Two pic- system discussed in Chapter 10, Ice and Rain
colo tubes installed vertically on each side of Protection.
the windshield center support structure direct
a continuous flow of conditioned air across the
forward section of each pilot windshield for TEMPERATURE CONTROL
interior windshield defogging.
Temperature control of the engine bleed-air
On SNs 35-328 and subsequent and 36-050 and e ntering the cabin area is accomplished by
subsequent, increased continuous interior wind- varying the position of the H-valve butterfly.
shield defogging capability has been provided. As the valve opens, less bleed air is directed
Two additional piccolo tubes are installed, to the heat exchanger for cooling, while more
one for each windshield. They are positioned bleed air is bypassed and mixed with the cooled
horizontally along the lower edge and extend air. Manual and automatic operation of the
forward from the aft corner of the windshield. H-valve is achieved by controls on the CABIN
CLIMATE switch panel, located on the copilot
lower instrument panel (Figure 11-7).
SNs 35-113 AND SUBS.

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

11 AIR CONDITIONING
On early model aircraft, the climate control The CLIMATE CONTROL panel (see Figure
system is operated electrically. System control 11-7) incorporates two control knobs. The
is a ccomplished with a rheostat and a HOT– AUTO–MAN knob is actually a servo b leed
COLD toggle switch that is spring-loaded to air selector valve. The COLD–HOT knob is a
center. Other system components include: needle valve that controls the servo air pressure
applied to the H-valve butterfly (spring-loaded
• A temperature s ensor located behind the
to the full cold position). Other system compo-
copilot seat
nents include:
• A duct temperature sensor and duct tem-
• A temperature sensor located in the upper
perature limiter; both are in the air duct
forward cabin
downstream of the H-valve (see Figure
11-1 or 11-2, as applicable) • A duct temperature sensor,and a duct
temperature limiter located in the air duct
• A control unit
downstream of the H-valve (see Figure
11-3).
If the rheostat is turned fully counterclock-
wise to the MAN detent, the cabin temperature
The control system consists of an intercon-
s ensor and duct temperature sensor are both
nected servo bleed air network.
off. The H-valve is then controlled manually by
actuating the spring-loaded HOT-COLD switch.
With the AUTO–MAN knob in MAN, the selec-
The TEMP CONT indicator (see Figure 11-5)
tor valve isolates the control system from the
displays the position of H-valve. DC power for
influences of the cabin temperature sensor and
manual operation is provided by the CABIN
the duct temperature s ensor. Servo air pressure
HT MAN circuit breaker on the right main
is routed directly through the needle valve—
bus. The TEMP CONT indicator is p owered
controlled by the COLD–HOT knob—to the
from the HT VAL IND circuit breaker on the
H-valve butterfly, which is spring-loaded to the
left main bus.
full cold position. Changing the COLD–HOT
knob position simply changes the servo air
If the rheostat is out of the MAN detent, the
pressure on the H-valve butterfly. The TEMP
H-valve position is determined automatically
CONT indicator (see Figure 11-5) displays the
by the control unit, which evaluates inputs from
relative position of the H-valve, which is the
the rheostat, the cabin temperature s ensor, and
only component in the system that requires DC
the duct temperature sensor. The control system
electrical power. DC power is provided through
then responds by continuously modulating the
the HT VAL IND circuit breaker on the left
H-valve to maintain the d esired temperature.
main bus.
DC power for automatic operation is provided
by the CAB HT AUTO circuit breaker on the
With the AUTO–MAN knob—the selector
left main bus.
valve—in AUTO, the servo pressure control
network samples the needle valve setting (i.e.,
Whether the system is being operated manually
the COLD–HOT knob position), the cabin
or automatically, the duct temperature limiter
temperature sensor (existing cabin tempera-
signals the control unit if the duct temperature
ture), and the duct temperature sensor (actual
increases to approximately 350°F. The control
temperature of the bleed air inside the duct).
unit responds by driving the H-valve to the full
Servo air pressures are modulated by the con-
cold position and directing all bleed air through
trol system, which causes the H-valve butterfly
the heat exchanger.
to modulate and keep the cabin temperature
constant.
On current model aircraft, and 36-032 and
subsequent, the H-valve is positioned pneu-
matically by ser vo bleed air (Chapter 9,
Pneumatics), and no electrical circuits are
involved.

11 AIR CONDITIONING
For manual or automatic operation in case of

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

simply to recirculate air within the cabin and
cockpit areas, or the auxiliary cooler or aux-
iliary heater can be used to cool or heat the
recirculated air.
For operational requirements on the ground

(subject to certain limitations), it is possible
to precool or preheat the cabin prior to engine
Figure 11-8. CABIN TEMP Indicator
start.

11 AIR CONDITIONING
DISTRIBUTION SYSTEM baggage compartment. When the knob is posi-

tioned to CLOSE, the doors are flush with the
The heart of the distribution system is the bottom of the ducting; the airflow from the
evaporator and blower assembly, which is in the cabin blower is directed into the cabin.
cabin ceiling above the baggage c ompartment
(Figure 11-9). The assembly houses: On aircraft with the electric diverter doors, the
• Ducting doors are controlled by a two-position, ON–
OFF, rocker switch below the cabin blower air
• Cabin blower assembly outlet. When the switch is positioned to OFF,
• Cockpit fan assembly the diverter doors are lowered into the airflow
from the cabin blower, which directs the air into
• Freon system evaporator the space between the cabin headliner and the
• Optional electrical heating elements fuselage skin. When the switch is positioned to
(when installed) ON, the diverter doors are flush with the top of
the ducting; the airflow from the cabin blower
is directed into the cabin. On SNs 35-643 to
Cabin Blower Distribution 35-670, the doors may also be controlled by the
The cabin blower assembly consists of two auxiliary internal windshield defog system (see
squirrel-cage blowers driven by a single DC Chapter 10, Ice and Rain Protection).
motor. The blowers draw air from the baggage
compartment area though the evaporator and When used simply for additional air circulation,
force it through separate ducts to a louvered the cabin blower is turned on by selecting FAN
grille at the front the ducts. The air is diffused on the three-position FAN–OFF–COOL switch
as it blows out directly into the cabin. When on the CABIN CLIMATE CONTROL panel
installed, the optional heating elements are (see Figure 11-7). DC electrical power is pro-
located within these ducts. vided by the CAB BLO circuit breaker on the
left main bus. On current model aircraft, vari-
Diverter doors are installed in the ducting able blower speed control is afforded through
forward of the cabin blower.
• On SNs 35-002 to 642 and 3 6-002 to
36-063, the doors are in the bottom of
each duct and are manually controlled
and actuated by the OPEN–CLOSE knob
adjacent to the louvered grill (Figure
11-10)
• On SNs 35-643 to 35-646, electrically
controlled and actuated diverter doors
are in the top of each duct along with
the mechanically c ontrolled doors on the
bottom
• On SNs 3 5-647 and subsequent, and
36-064 and subsequent, only electrically
controlled doors are installed
On aircraft with the manual diverter doors,

when the knob is rotated to OPEN, the diverter
doors are raised up into the airflow from the
cabin blower and divert the air down into the
Figure 11-10. Cabin Blower Grille Outlet

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

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

11 AIR CONDITIONING
Figure 11-11. COCKPIT AIR and CABIN BLOWER Rheostats
Figure 11-13. P
assenger Overhead
Figure 11-12. Cockpit Upper Air Outlets
Outlets (WEMACS)

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

will not automatically turn off and the aircraft
Electrical power for system operation must batteries will continue to power the A/C system
be supplied by either a GPU or an engine- until the batteries are depleted..
driven generator. The system is turned on by
selecting the COOL position on the FAN– The compressor motor is automatically
OFF–COOL switch. DC power is applied deenergized when the START–GEN switch is
s imultaneously to the compressor motor and selected to START. However, normal operating
the cabin blower motor. procedures require that the FAN–OFF–COOL
switch be in OFF or FAN prior to engine start
For best results on the ground, the CABIN AIR to preclude possible electrical system damage.
switch should be off to keep warm bleed air
from entering the cabin while the engines are
running.

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

11 AIR CONDITIONING
AUXILIARY HEAT SYSTEMS Operation

(OPTIONAL) On SNs 35-002 to 35-670 and 36-002 to
36-063, the auxiliary cabin heat system is con-
Two optional electric auxiliary heat systems trolled by a three-position (LO–OFF–HI) AUX
are available: one for the cabin and one for the HT switch on the copilot lower right switch
cockpit. Both systems may be used to provide panel. Selecting LO powers the cabin blower
additional heating on the ground or in flight. and one heating coil on each element; the HI
position powers the cabin blower and all four
Auxiliary Cabin Heat System coils.
General On SNs 35-671 and subsequent and 36-064 and
The auxiliary cabin heat system uses the subsequent, the cabin auxiliary heat system is
cabin blower to circulate heated air. It also controlled by a three-position (OFF–CREW–
incorporates two, dual coil heating elements, CAB & CREW) AUX HT switch on the c opilot
one located in each of the cabin blower ducts lower right switch panel. The CREW position
(Figure 11-15). Each heating element c ontains energizes the crew a uxiliary heater (explained
a thermo switch set for high and low limits later in this s ection). Selecting CAB & CREW
(150°F and 125°F) and a thermal fuse for over- energizes the cabin blower and all four auxil-
heat protection. iary cabin heating coils.
On SNs 35-002 to 35-646 and 36-002 to Initially, the cabin blower runs at one-tenth its
36-063, if the manual diverter doors are open normal speed until one of the thermoswitches
(i.e., air being diverted into the baggage com- senses a high limit. At that time, the cabin
partment), the cabin heat system is inoperative. blower comes up to full speed; electrical power
On SNs 35-643 and subsequent and 36-064 and to the heating coils is r emoved. The coils cool
subsequent, if the electrical d iverter doors are until the thermo switch senses a low limit.
open (air being diverted above the headliner), Electrical power is then be reapplied to the
the diverter doors close when the auxiliary heating coils, and they will continue to cycle
cabin heat system is turned on. on and off—between the high and low limits—
controlled by the thermo switch. The cabin
Because of the high amperage required by the blower continues to operate at full speed as long
heating coils, they cannot be powered with as the auxiliary cabin heat system operates.
only aircraft battery power. Either a GPU or
an engine-driven generator must be supply- DC electrical power to the heating coils is pro-
ing power to operate the auxiliary cabin heat vided by the same 150 A current limiter on the
system. battery charging bus used to power the Freon
air conditioning compressor motor. Control
The auxiliary cabin heat system will not auto- power for the auxiliary cabin heating system is
matically shut down when a START–GEN provided by the AUX CAB HT circuit breaker
switch is positioned to START. Therefore, it on the left main DC bus.
is recommended that the system be turned off
during engine start to avoid possible 275 A
current limiter failure.
The Freon air conditioning system has priority

over the auxiliary cabin heat system. If the
Freon air conditioning system is operating, the
auxiliary cabin heat is inoperative. If the auxil-
iary cabin heat system is operating, turning on
the Freon air conditioning system turns off the
auxiliary cabin heat system.

11 AIR CONDITIONING
EVAPORATOR AND
BLOWER ASSEMBLY
HEATER COILS
THERMAL FUSE
THERMOSWITCH
(HIGH LIMIT—150°F)
(LOW LIMIT—125°F)
HEATING ELEMENTS
W
FLO
AIR
HEATER ELEMENT
AUXILIARY CABIN HEAT
HEATING ELEMENT
HEATING ELEMENT
AUXILIARY COCKPIT HEAT
Figure 11-15. Auxiliary Heating System Components

11 AIR CONDITIONING
Auxiliary Cockpit Heat System On SNs 35-643 to 35-670, the auxiliary cockpit
(SNs 35-643 and Subsequent heating system is controlled by a three- posi-
tion (OFF–CKPT–W/S AUX DEFOG HEAT)
and 36-064 and Subsequent) switch on the ANTI–ICE control panel. Select-
General ing either CKPT or W/S AUX DEFOG HEAT
will power the heater element (see Chapter 10,
The auxiliary cockpit heat system provides Ice and Rain Protection, for additional informa-
additional heat for crew comfort and interior tion on the W/S AUX DEFOG HEAT function).
windshield defogging. It includes an electric
heater in the forward end of the right cabin On SNs 35-671 and subsequent and 36-064
bleed air duct, where it c onnects to the cock- and subsequent, the auxiliary cockpit heating
pit air distribution d ucting; it uses condition system is controlled by a three-position (OFF–
bleed airflow to circulate heated air (see Figure CREW–CAB & CREW) AUX HT switch,
11-15). located on the copilot lower, right switch panel.
Selecting either CREW or CAB & CREW pow-
Operation ers the heater element as long as the CABIN
AIR switch is ON and the other conditions
The heating element for the auxiliary cockpit described above are met.
heat system requires bleed air flow for cooling.
Because of this, on SNs 35-671 and subsequent With the heater element powered, all the air
and 36-064 and subsequent, the CABIN AIR coming through the bleed air outlets in the
switch must be ON, at least one engine must be cockpit are heated. A thermo switch between
running and its bleed air shut off and regulator the windshield defog diffusers and the center
valve must be open b efore electrical power foot warmer monitors the temperature of the
can be applied to the heating element. If only airflow. The thermo switch cycles electri-
the left engine is r unning, the left emergency cal power to the heater element off and on
pressurization valve must be in normal. between approximately 155 and 160°F. In case
of an o verheat, a 295°F thermo switch in the
Despite these safeguards, on all aircraft, the heater should remove power to the element.
crew should ensure the CABIN AIR switch is Finally, a thermal fuse on the heater melts at
ON, at least one engine is running, and there approximately 415°F and removes power to
is adequate airflow in the right cabin bleed air the element.
duct to cool the heating element before activat-
ing the auxiliary cockpit heating system. Power for the auxiliary cockpit heat element
is provided by two 20 A current limiters from
the battery charging bus. Control power for
the auxiliary cockpit heat system is provided
by a circuit breaker on the left e ssential A bus.
On SNs 35-643 to 670, the circuit breaker is
labeled AUX DEFOG. On SNs 35-671 and
subsequent and 36-064 and subsequent, it is
labeled AUX CREW HT.

11 AIR CONDITIONING
QUESTIONS
1. The manual diverter doors must be fully 6. The late model Freon system (modif ied
closed: by FCN 89-1) should not be used above:
A. To operate the cockpit fan A. 5,000 ft
B. To operate the Freon system B. 8,000 ft
C. To operate the auxiliar y heating C. 18,000 ft
system D. 35,000 ft
D. The aircraft does not have manual
diverter doors 7. The Freon system automatically
disengages:
2. Equipment that can be operated with air- A. During engine start
craft battery power only is:
B. Upon touchdown
A. The auxiliary defog system C. When unpressurized
B. The Freon air conditioning system D. If the main door is opened
C. The cabin blower and cockpit fan
D. The auxiliary heating system 8. When the Freon system is operating, it
cools:
3. When the aircraft is unpressurized on the A. Ram air
ground, air circulation is provided by:
B. Cabin air
A. Ram air C. Outside air
B. Cockpit fan and the cabin blower D. Bleed air
C. Bleed air system
D. Auxiliary defog system 9. When operating the Freon system on the
ground with engines running, the switch
4. The primary air conditioning in flight is that should be in OFF for maximum cool-
provided by: ing effectiveness is:
A. Engine bleed air A. GEN–START
B. Heat pump B. CABIN BLOWER
C. Auxiliary heater C. CABIN AIR
D. Freon refrigeration system D. COCKPIT AIR
5. When using the auxiliary cabin heater, the 10. In order to operate the auxiliary cabin
heated air blows out through: heater:
A. The conditioned air outlets A. Engines cannot be running
B. The louvered grille above the divan B. CABIN AIR switch must be off
seat C. Either a GPU or an engine-driven gen-
C. The overheat cockpit air outlets erator is required
D. The overheat passenger WEMAC D. Aircraft must be on the ground
outlets

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

CHAPTER 12
PRESSURIZATION
CONTENTS
Page
12 PRESSURIZATION
INTRODUCTION..................................................................................................... 12-1
GENERAL................................................................................................................ 12-1
MAJOR COMPONENTS.......................................................................................... 12-2
Cabin Outflow Valve.......................................................................................... 12-2
Vacuum Jet Pump and Regulator Assembly........................................................ 12-2
Pressurization Control Module........................................................................... 12-4
Cabin Safety Valve............................................................................................. 12-7
Cabin Air Switch................................................................................................ 12-7
Indicators........................................................................................................... 12-7
NORMAL SYSTEM OPERATION........................................................................... 12-8
Before Takeoff................................................................................................... 12-8
Flight Operation—Automatic............................................................................. 12-8
Flight Operation—Manual................................................................................. 12-8
Descent.............................................................................................................. 12-9
Landing.............................................................................................................. 12-9
QUESTIONS........................................................................................................... 12-11

ILLUSTRATIONS
Figure Title Page
12-1 Cabin Outflow Valve................................................................................... 12-2
12-2 Vacuum Jet Pump........................................................................................ 12-2
12-3 Pressurization System Control..................................................................... 12-3
12 PRESSURIZATION
12-4 Pressurization Control Module.................................................................... 12-4
12-5 HORN SILENCE and Test Control.............................................................. 12-6
12-6 Current Model CABIN ALT and DIFF PRESS Indicators........................... 12-9
TABLES
Table Title Page
12-1 Automatic Protection and Warning Features—Early Model Aircraft.......... 12-10
12-2 Automatic Protection and Warning Features—Current Model Aircraft...... 12-10

CHAPTER
CHAPTER12
#
PRESSURIZATION
CHAPTER NAME
12 PRESSURIZATION
INTRODUCTION
The Lear 35/36 aircraft incorporates a pressurization system that maintains a specified level
of pressure consistent with built-in limits. Cabin pressure is maintained by regulating the
amount of bleed air provided by the engines which is allowed to exit through the outflow
valve. During normal operation, the system functions automatically to provide crew and pas-
senger comfort within the o perational envelope of the aircraft. Cabin pressure is controlled
by an outflow valve, which is pneumatically operated to maintain a specified differential
between cabin and a mbient pressures. Inward and outward relief for both negative and
excess positive differential c onditions is incorporated to protect the aircraft structure. A
control module provides a full range of manual control in the event of a malfunction of the
automatic controls. There are two different pressurization systems, based on serial number.
Early model aircraft serial numbers are 35-002 thru 35-112 and 36-002 thru 36-031. Current
model aircraft serial numbers are 35-113 and subsequent and 36-032 and subsequent. The
main differences are between system limits
GENERAL
The pressurization control system is completely is applied to the outflow valve through the
pneumatic during normal inflight automatic pressurization control m odule. The pressur-
operation. Pneumatic pressure is provided by a ization controller p rovides for both automatic
vacuum jet pump. Control pressure (vacuum) and manual capabilities. Electrically actuated

solenoid valves and switches are incorporated unpressurized nose section through the outflow
for ground and manual operation. valve as necessary to maintain the desired cabin
pressure. The outflow valve is spring loaded
During climbs and descents the controller closed.
regulates the outflow discharge rate. This rate
control is necessary to maintain a cabin change
rate that is comfortable regardless of aircraft
rate of climb or descent.
12 PRESSURIZATION
Two things are required to maintain cabin pres-

surization; bleed air entering the cabin and
regulating the air exiting the cabin through the
outflow and safety valves. Chapter 9 explains
how the air enters the cabin and this chap-
ter explains how the air exiting the cabin is
regulated.
On early model aircraft, bleed air entering the

cabin can be increased by selecting MAX on
the CABIN AIR switch or by diverting the
windshield bleed air through the IN NOR-
MAL-OUT DEFOG knob. On current model Figure 12-1. Cabin Outflow Valve
aircraft, an increase in bleed air entering the
cabin can be obtained by selecting EMER VACUUM JET PUMP AND
on the BLEED AIR switch. The increase in
bleed air allows the pressurization system
REGULATOR ASSEMBLY
more flexibility in controlling cabin altitude. The pneumatic pressure source for control of
The pressurization system between early and the outflow valve is established by a vacuum jet
current model aircraft are different only with pump (Figure 12-2) and regulator assembly in
respect to the differential pressure relief valves the tail cone section. Engine bleed air is routed
settings and warning.. through a venturi (jet pump) that generates a
vacuum pressure, while a regulator ensures
that the vacuum pressure maintains a constant
differential pressure with respect to cabin pres-
MAJOR COMPONENTS sure. The vacuum pressure is regulated to 4.5
psi lower than cabin pressure. This vacuum is
The pressurization control system (Figure 12-3) used by the pressurization controller to suck
incorporates the following major components: open the outflow valve.
• Cabin outflow valve
• Vacuum jet pump and regulator assembly
• Pressurization control module
• Cabin safety valve
CABIN OUTFLOW VALVE

The pneumatically operated outflow valve
(Figure 12-1) is located on the forward pres-
sure bulkhead in front of the copilot position.
Excess cabin air pressure is relieved into the
Figure 12-2. Vacuum Jet Pump

Revision 1.0
SOL VALVE (NC)

ENERGIZED OPEN
ON GND
STATIC PORT CAB ALT LIM5 CONTROL PRESSURE
11,500 FT ±1,500 FT 6 (VACUUM) SOURCE
SOL VALVE (NC)

FILTER
ENERGIZED OPEN
SOL VALVE (NO) ON GND WITH
CABIN CAB ALT
ENERGIZED CLOSED CAB AIR OFF 7
PRESS LIMITER
ON GND
11,500 FT.
LEARJET 35/36
UP VENTURI
SOL VALVE (NO) ±1, 500 FT 6
REG (JET PUMP)
ENERGIZED CLOSED
IN MANUAL, ON GROUND
DN OR ABOVE 8,750 ±250 FT HP SURGE BLEED AIR 8
PRESS DIFF CABIN
OUTFLOW CABIN ALT LIGHT 4

RELIEF 9.7 PSID 3 PRESS SAFETY
VALVE
PRESS DIFF VALVE
9.2 PSID 1
RELIEF 9.4 PSI 2 ORIFICE
FILTER
STATIC
AUTO
STATIC

UP
ALTERNATE STATIC PORT

STATIC PRESS DN
MAN
PORT ON
CABIN 30 25 CABIN TAILCONE
IN
AL
CAB
T-
AIR
ACFT
X 1000
NOSE CABIN FILTER
FT
OFF
NCR
CO CABIN R
NTROLLE
NOTE:
RATE
SOLENOID VALVES DEPICTED
CURRENT AIRCRAFT IN FLIGHT AUTO POSTIION
UP AUTO
MAX EARLY MODEL

NORM
OFF (SNs 35-002 TO 35-112 AND 36-002 TO 36-031)
MAN 1 8.7 PSID
DN
LEGEND P
R
CABIN
AIR 3
4 5
6
2 8.9 PSID
E 2 3 9.2 PSID
HP SERVO BLEED AIR 8 24 7
0
S RATE 00
1
1 26
4 10,000 FT (NO CABIN ALT LIGHT)
X
S 8
T ALT
24
U
VACUUM CONTROL PRESSURE R
SL 9
5 AIRCRAFT INCORPORATIONG AMK 78-5 ONLY
RAF
I 10
6 11,000 FT ±1,000 FT
RC
STATIC PRESSURE Z
A
CA
BIN
AI
FT
.
T DECR INCR A LT X 1 0 0 0 7 SNs 35-099 AND SUBS; 36-029 AND SUBS
CABIN PRESSURE I
8 ENGINE BLEED AIR
O
N
MODIFIED CONTROL PRESSURE
EARLY AIRCRAFT
12-3
Figure 12-3. Pressurization System Control
12 PRESSURIZATION
PRESSURIZATION Regardless of AUTO-MAN switch position,

CONTROL MODULE the pressurization control module automati-
cally fails to manual mode if the cabin altitude
General exceeds 8750±250 FT (cur rent model) or
10,000±250 FT (early model), with DC elec-
The pressurization control module is located trical power available. Without DC electrical
on the copilot lower instrument panel. The con- power, the manual mode cannot be selected or
trols on the front of the module are located on maintained.
what is referred to as the pressurization control
12 PRESSURIZATION
panel. Figure 12-4 illustrates a typical aircraft

pressurization control module configuration. Cabin Controller
In AUTO mode, the cabin controller regulates
cabin pressure in relation to the altitude that is
set on the altitude selector knob. Rotating the
knob on the face of the cabin controller e ither
turns a dial or aligns a window to indicate two
scales with a fixed index between them. The
outer scale represents cabin altitude, and the
inner scale represents aircraft altitude.
For current model aircraft, the cabin con-

CURRENT
troller is c apable of maintaining the cabin
pressure at sea level with aircraft altitudes
up to a pproximately 24,000 ft. During nor-
mal operation, with the airplane level at the
altitude set on the inner scale of the CABIN
CONTROLLER, the pressurization control
module maintains a cabin pressure differential
of approximately 9.2 psid.
EARLY Rate Control

A RATE knob is installed to the lower left
of the CABIN CONTROLLER to control the
Figure 12-4. P
ressurization Control rate at which the cabin climbs and descends.
Module The RATE control knob allows variable con-
trol within the approximate limits of 175
AUTO–MAN Switch FPM and 2,500 FPM. Selecting the 9 o’clock
position will set the rate between 500 to 600
Pressurization control is normally accomplished feet per minute. In AUTO mode, the CABIN
in the automatic mode. With the AUTO–MAN CONTROLLER maintains the desired rate of
switch in AUTO, the cabin controller automat- climb or descent until the selected altitude is
ically adjusts the vacuum pressure sent to the attained. In MANUAL mode, the rate knob is
outflow valve to regulate cabin pressure. If inoperative.
there is a malfunction in the cabin controller,
the a utomatic pneumatic circuit can be isolated
from the outflow valve by s electing MAN. The Manual Cabin Altitude
outflow valve is then m anually controlled with Control Valve
the UP–DN control knob to regulate cabin The UP–DN lever can be used to pneumatically
pressure. control the outflow valve. Because of the red
knob on the end of the lever, it is frequently
referred to as the “cherry picker.”

The lever is spring-loaded to the c enter position Cabin Altitude Limiter

and is wire guarded on later aircraft to prevent (For Outflow Valve)
inadvertent activation. Holding the lever to the
UP position opens a valve allowing the vacuum A cabin altitude limiter is installed on current
inside the line to increase sucking open the model aircraft, and earlier SNs incorporating
outflow valve. Holding the lever to the DOWN AMK 78-5. It functions to limit the loss of
position opens a valve decreasing the vacuum cabin pressure due to malfunctioning controller
in the line allowing the outflow valve to spring or primary differential pressure relief valve.
closed.
12 PRESSURIZATION
If cabin altitude reaches 11,000 ±1,000 ft on
The lever can be used to increase or decrease early aircraft, or 11,500 ±1,500 ft on current
cabin altitude in either AUTO or MAN mode. aircraft, the altitude limiter forces modulation
However, if it is used in the AUTO mode, the of the outflow valve by introducing cabin pres-
CABIN CONTROLLER will also attempt sure into the control line. The vacuum inside
to control the outflow valve. As soon as the the line decreases allowing the outflow valve
UP–DN lever is released to neutral, the cabin to spring closed.
controller will return the cabin pressure to the
original cabin altitude. Controller Solenoid Valves
Four control solenoid valves are used in the
Differential Pressure pressurization system. Three valves are used for
Relief Valve (Primary) ground and manual mode operation while the
The primary differential relief value will suck fourth valve is used for the cabin safety valve
open the outflow valve to relieve excessive (if installed). For normal operation in AUTO,
cabin differential in the auto mode only. When all four solenoid valves are deenergized. Three
cabin differential pressure is exceeded, the solenoid valves installed in the controller are
valve will open increasing vacuum in the line. used to control the routing of pneumatic vac-
This is accomplished by opening the line to uum to the outflow valve. All three valves are
outside pressure (which is at a lower pressure) energized on the ground by the squat switch
causing a greater vacuum. The increase in vac- relay box, which causes the outflow valve to
uum will suck open the outflow valve. open, thereby depressurizing the cabin when at
least one engine is running.
NOTE One of the valves is used in flight to effect man-

ual control of the outflow valve, and is r eferred
The primary differential pressure to as the “manual-mode solenoid valve”. It is
r elief valve does not function in energized on the ground by the squat switch
MAN control. relay box, by placing the AUTO-MAN switch
to MAN or whenever cabin altitude aneroid
On early model aircraft, the relief valve is set activates with power on the airplane.
for 8.9 psid.
On early model aircraft, valve actuation
On current model aircraft, the valve is set for requires DC power from the AIR BLEED cir-
9.4 psid. cuit breaker on the left essential bus. Current
model aircraft require DC power from the CAB
During a rapid aircraft climb with a low setting PRESS circuit breaker on the right essential
on the RATE knob, it is possible to reach the bus.
differential pressure relief setting prior to
reaching the selected aircraft altitude, at which
time the cabin climb rate will increase to main-
tain primary differential pressure.

Aneroid Switches SILENCE switch on the center switch panel

(Figure 12-3) may be used to silence the horn.
Either one or two aneroid switches are i nstalled However, the horn will reactivate approximately
in the pressurization system depending on 60 seconds after being silenced with the HORN
aircraft serial number. Early model aircraft use SILENCE switch.
a single aneroid switch for both warning horn
and manual solenoid operation. Current model The horn will continue to reactivate after each
aircraft use two aneroid switches: one for the use of the HORN SILENCE switch until the
warning horn and another for manual solenoid aneroid resets at a cabin altitude of approxi-
12 PRESSURIZATION
operation. mately 8,600 ft. On early model aircraft, the

horn activates with the manual pressurization
Manual Pressurization aneroid switch. It will automatically silence at
Aneroid Switch approximately 8,000 ft.
The pressurization aneroid switch is located The rotary system TEST switch on the cen-
inside the pressurization module. ter switch panel (Figure 12-5) is used to test
the cabin altitude warning horn. Rotating the
On early model aircraft, if cabin altitude switch to CAB ALT and depressing the TEST
increases to 10,000 ft or above, the aner- button provides a ground, which simulates
oid switch completes a power circuit to the cabin altitude warning horn aneroid switch
normally open manual solenoid valve. The sole- actuation. This test does not illuminate the
noid valve is energized closed, which isolates CAB ALT light (if installed). During the test
all automatic pneumatic vacuum lines from sequence, HORN SILENCE switch operation
the outflow valve. The outflow valve—now should also be checked.
isolated—holds its last attained position. When
cabin altitude decreases to 8,000 ft or below,
the aneroid resets and deenergizes the solenoid
valve open, provided the AUTO MAN switch
is in AUTO.
On current model aircraft, the description of

o peration is the same as early SNs, except
that the aneroid switch actuates at 8,750 ±250
ft, resets at 7,200 ft, and—when actuated—
causes the amber CAB ALT annunciator to
illuminate. When the aneroid resets, the annun-
ciator extinguishes.
Should the above cabin altitudes be reached or

exceeded, the cherry picker is the only way to
control the outflow valve.
Cabin Altitude Warning Horn Aneroid

Switch
Current model aircraft use a separate
10,100-foot cabin aneroid to sound a cabin Figure 12-5. H
ORN SILENCE
altitude warning horn. A spring-loaded HORN and Test Control

CABIN SAFETY VALVE Cabin Altitude Limiter

(Secondary)
General
The cabin altitude limiter for the cabin safety
A pneumatically operated cabin safety valve valve serves the same purpose as the cabin
is installed in the aft pressure bulkhead. Its altitude limiter for the outflow valve. If the
p urpose is to relieve cabin overpressure or secondary differential pressure relief valve
negative pressure differential caused by a mal- malfunctions, which causes the safety valve to
function in the normal control system. In flight, open, and cabin altitude reaches 11,000 +1,000
it normally remains fully closed unless acted
12 PRESSURIZATION
ft on early model aircraft (11,500 +1,500 ft
upon by the secondary differential pressure on current model aircraft), the cabin altitude
relief valve, which causes it to open due to limiter introduces cabin air pressure into the
an overpressure. In the case of a negative dif- vacuum line. This decreases vacuum pressure
ferential pressure condition, ambient pressure and the safety valve springs closed.
unseats the safety valve and allows an inward
flow to raise cabin altitude.
CABIN AIR SWITCH
Operation The CABIN AIR switch primarily controls the
Operation of the safety valve is automatic flow control valve as previously described in
in flight; there is no crew control. On SNs Chapter 11, Air Conditioning. Additiona lly,
35-099 and subsequent and 36-029 and sub- the ON position (for current model aircraft)
sequent, a fourth solenoid valve is installed in provides electrical power for the cabin tem-
the pneumatic control circuit to allow control perature sensor blower. Selecting the OFF
of the safety valve on the ground only. The position on aircraft subsequent to SNs 35-098
solenoid valve is energized open when the and 36-028 opens the safety valve if the aircraft
CABIN AIR switch is turned OFF to open the is on the ground. The CABIN AIR switch uses
safety valve; it is deenergized closed 10 sec- DC power from the AIR BLEED circuit breaker
onds after the CABIN AIR switch is turned to on the left essential bus.
ON to close the safety valve. The solenoid is
deenergized in flight regardless of CABIN AIR INDICATORS
switch position.
On earlier SNs, the safety valve does not open

CABIN ALT and DIFF
on the ground. PRESS Indication
Cabin altitude and differential pressure are
Differential Pressure indicated on a single indicator incorporating
two scales and two pointers (Figure 12-6).
Relief Valve (Secondary)
The secondary pressure relief valve functions Cabin altitude is indicated by the larger pointer
in association with the safety valve. Should the and a circular scale on the outer edge with
primary pressure relief valve not function prop- CABIN ALT markings from 0 to 50,000 ft.
erly, the secondary pressure relief valve forces
the safety valve open to limit cabin pressure. The cabin differential pressure is indicated
The safety valve will relieve pressure at 9.2 by a circular scale on the inner portion of the
psid on early model aircraft and at 9.7 psid on indicator and the smaller pointer. The scale
current model aircraft. represents differential pressure from 0–10 psi
and is divided into three bands:
• On early model aircraft
˚ A green band from 0–8.9 psi

˚ A yellow band from 8.9–9.2 psi enter the cabin. On SNs 35-099 and subsequent
and 36-029 and subsequent, there is a delay
˚ A red band above 9.2 psi of approximately 10 seconds before the safety
• On current model aircraft valve closes.
˚ A green band from 0–9.4 psi
˚ A yellow band from 9.4–9.7 psi FLIGHT
OPERATION—AUTOMATIC
˚ A red band above 9.7 psi
At liftoff, the squat switch relay box d eenergizes
12 PRESSURIZATION
Cabin altitude should always be equal to or less

than the aircraft altitude; therefore, cabin pres- all pneumatic solenoids and p ressurization
sure should always be equal to or greater than begins. The cabin altitude begins to change at a
atmospheric pressure at the aircraft a ltitude. rate based on the RATE knob setting. It should
During normal operation, with the airplane be adjusted as necessary to maintain a comfort-
level at the altitude selected on the CABIN able cabin altitude climb rate of approximately
CONTROLLER, differential pressure should 600 FPM. As the aircraft climbs to cruise alti-
be 8.7 (early model aircraft) or 9.2 (current tude, the cabin controller automatically adjusts
model aircraft). the outflow valve to give the desired cabin
climb rate until the cabin altitude reaches the
altitude set on the cabin controller dial. As the
Cabin Vertical Speed Indicator aircraft continues its climb, the d ifferential
The cabin vertical speed indicator (see Figure pressure continues to increase while the cabin
12-6) is to the right of the cabin altimeter. It altitude r emains constant until the aircraft
provides an indication of cabin climb or des - arrives at the selected ACFT altitude. If it is
cent rates of between 0 and 6,000 FPM. observed that the DIFF PRESS indicator is
riding on the yellow/red line, a slightly higher
cabin altitude should be selected. Adjust the
cabin controller as necessary when changing
NORMAL SYSTEM cruise altitude.
OPERATION Monitor cabin pressure and differential p ressure
throughout the flight.
BEFORE TAKEOFF
During ground operation, the CABIN AIR FLIGHT OPERATION—MANUAL
switch is normally not turned on until just prior If the cabin controller is not functioning
to takeoff unless engine bleed air is d esired for p roperly, follow the Manual Mode Operation
cabin heating. procedures in Section 2 of the approved AFM.
When accomplishing the Before Star ting Manual mode operation is established when the
Eng ines checklist in the approved AFM, the AUTO–MAN switch is placed to MAN. This
crew will normally (1) set the AUTO-MAN closes the manual mode solenoid valve, which
switch to AUTO, (2) set the expected cruise blocks the automatic pneumatic line. The UP–
altitude on the ACFT (inner) scale of the DN lever (i.e., the cherry picker) is then used
CABIN CONTROLLER dial, and (3) set the to control the outflow valve directly
RATE knob to approximately the 9 o’clock
position. The manual control valve is very sensitive;
even small, momentary displacements of the
When the CABIN AIR switch is turned on prior lever will generate significant cabin climb or
to takeoff, the flow control valve is opened, descent rates.
which allows conditioned engine bleed air to

In manual mode, the cabin altitude must be At touchdown, the squat switch relay box
monitored much more closely than in automatic a ctuates the three pneumatic solenoid valves
mode, and the outflow valve p osition must be in the controller; this causes the outflow valve
adjusted frequently during climbs and descents to open completely to ensure cabin depressur
and when making power adjustments. ization. In addition, when the CABIN AIR
switch is placed to OFF, the flow control valve
closes, and—on SNs 35-099 and subsequent
DESCENT and 36-029 and subsequent—an additional
During descent for landing, destination f ield solenoid valve is energized open, which causes
12 PRESSURIZATION
elevation should be set on the CABIN scale of the safety valve to open.
the CABIN CONTROLLER dial. The aircraft
rate of descent should be controlled so that the
descent rate is comfortable (approximately 600
FPM).
LANDING
As the aircraft descends and reaches the
p reselected cabin altitude, the outflow valve
opens. The cabin should be unpressurized at
landing.
Figure 12-6. Current Model CABIN ALT and DIFF PRESS Indicators

TABLE 12-1. A
UTOMATIC PROTECTION AND WARNING FEATURES—
EARLY MODEL AIRCRAFT
CABIN ALTITUDE PROTECTION AND WARNING
10,000 ±250 ft • Pressurization aneroid automatically switches the system to manual control.
• Cabin altitude warning horn sounds—initiate emergency descent.
11,000 ±1,000 ft • Cabin altitude limiters actuate (if installed by AMK 78-5).
12 PRESSURIZATION
14,000 ±750 ft • Passenger oxygen masks are deployed and cabin overhead lights are
illuminated.
* The differential pressure relief for the outflow valve is 8.9 psid, and the differential pressure relief for the safety valve is 9.2 psid.
TABLE 12-2. A
UTOMATIC PROTECTION AND WARNING FEATURES—
CURRENT MODEL AIRCRAFT
CABIN ALTITUDE PROTECTION AND WARNING
8,750 ±250 ft • Pressurization aneroid automatically switches the system to manual control.
• CABIN ALT caution light illuminates.
9,500 ±250 ft • Emergency pressurization valves are activated by aneroid switches, directing
engine bleed air directly into the cabin.
10,100 ±250 ft • Cabin altitude warning horn sounds—initiate emergency descent.
11,500 ±1,500 ft • Cabin altitude limiters actuate.
14,000 ±750 ft • Passenger oxygen masks are deployed and cabin overhead lights are
illuminated.
* The differential pressure relief for the outflow valve is 9.4 psid, and the differential pressure relief for the safety valve is 9.7 psid.

QUESTIONS
1. To regulate cabin pressure, the cabin con- 5. On early model aircraft (without the emer-
troller modulates the: gency pressurization valves), if DC power
A. Cabin safety valve fails:
B. Flow control valve A. The windshield anti-ice/defog system
C. Outflow valve can be used in the event of a pressur-
ization failure
12 PRESSURIZATION
D. Primary differential pressure relief
valve B. The cabin will remain pressurized, but
emergency pressurization capability
2. Illumination of the amber CABIN ALT will be lost
light (if installed) indicates: C. The flow control valve fails closed
A. Cabin altitude is at or above 8,750 D. The bleed air shutoff and regulator
±250 ft, and the pressurization control valves fail closed
system is in manual mode
6. On early and current model aircraft, if DC
B. Cabin altitude is at or above 8,750 power fails:
±250 ft, and the pressurization con-
trol system may be in either AUTO or A. Pressurization control reverts to man-
MAN mode ual control
C. Cabin altitude is at or above 9,500 B. The manual mode of pressuriza-
±250 ft, and the emergency pressur- tion control cannot be selected or
ization mode has activated maintained
D. The CABIN AIR switch is in the C. Cabin pressure is not controlled
OFF position D. The cabin slowly depressurizes

3. The cabin altitude warning horn sounds
when cabin altitude reaches approximately:
A. 8,750 ft
B. 9,500 ft
C. 10,100 ft
D. 11,500 ft
4. To dump residual cabin pressure on

touchdown:
A. The outflow valve opens automatically
B. T h e c a b i n s a f e t y v a l v e o p e n s
automatically
C. T h e f l ow c o n t r o l v a l v e c l o s e s
automatically
D. The bleed air shutoff and regulator
valves close automatically

CHAPTER 13
HYDRAULIC POWER SYSTEM
CONTENTS
Page
INTRODUCTION..................................................................................................... 13-1
GENERAL................................................................................................................ 13-1
DESCRIPTION......................................................................................................... 13-2
Reservoir............................................................................................................ 13-2
Shutoff Valves.................................................................................................... 13-2
Pumps................................................................................................................ 13-2
13 HYDRAULIC POWER
Indication........................................................................................................... 13-3
SYSTEM
Accumulator....................................................................................................... 13-4
System Valves.................................................................................................... 13-4
Filters................................................................................................................. 13-4
HYDRAULIC SYSTEM OPERATION..................................................................... 13-4
Auxiliary Pump.................................................................................................. 13-4
Engine-Driven Pump Operation.......................................................................... 13-5
HYDRAULIC SUBSYSTEMS.................................................................................. 13-5
QUESTIONS............................................................................................................. 13-6

ILLUSTRATIONS
Figure Title Page
13-1 Hydraulic Reservoir.................................................................................... 13-2
13-2 Engine Driven Pumps.................................................................................. 13-2
13-3 Hydraulic System Schematic....................................................................... 13-3
13-4 Auxiliary Hydraulic Pump.......................................................................... 13-4
13-5 Controls and Indicators............................................................................... 13-5
13 HYDRAULIC POWER
SYSTEM

CHAPTER
CHAPTER13
#
HYDRAULIC POWER
CHAPTER
SYSTEM
NAME
13 HYDRAULIC POWER
SYSTEM
INTRODUCTION
The Learjet 35A/36A hydraulic power system, Figure 13-3, includes the reservoir, pumps,
shutoff valves, indicating systems, and an accumulator.
This chapter covers the operation of the hydraulic system up to the individual system
valves. At that point, hydraulic system operation is a function of the respective system.
See Chapter 14—“Landing Gear and Brakes;” Chapter 15—“Flight Controls;” and Chapter
7—“Powerplant” for additional information.
GENERAL
Two engine-driven pumps supply hydraulic An electric, auxiliary hydraulic pump may be
fluid under a pressure of approximately 1,550 used on the ground when the engines are not
psi for operation of the landing gear, flaps, operating and in flight in the event of a hydrau-
spoiler/spoilerons, brakes and thrust reversers lic failure.
(if installed). A pressure relief valve routes
excess pressure to return if system pressure Hydraulic ground service quick disconnect fit-
exceeds approximately 1,700 psi. tings are used to connect an external hydraulic
power source to the airplane on the ground.

DESCRIPTION SHUTOFF VALVES

Electrically controlled and actuated hydraulic
RESERVOIR shutoff valves are installed on the reservoir in
the supply line to each engine-driven pump.
The hydraulic reservoir shown in Figure 13-1 These valves may be closed from the cockpit
is located in the tail cone, on the right side of with the ENG FIRE PULL handles. The shut-
the fuselage just aft of the tailcone access door. off valves are powered by 28 VDC supplied
It is normally filled to the bottom of the filler through the L and R FIRE EXT circuit break-
neck with MIL-H-5606 hydraulic fluid. When ers. The circuit breakers are powered by the left
fully serviced, the total reservoir capacity is and right essential bus
1.9 U.S. gallons. However, the engine-driven
pumps have access to only the top 1.5 gallons
because their supply lines are attached above PUMPS
the bottom of the reservoir. The remaining 0.4
gallon is available only to the auxiliary pump. Engine-Driven Pumps
A variable-volume, constant-pressure pump
The hydraulic fluid level can be checked
on the accessory drive gearbox of each engine
through a sight glass in the side of the res-
supplies the normal hydraulic system pressure
ervoir. If the fluid level can be seen, or if no
of approximately 1,550 psi. The piston-type
fluid is visible in the sight glass, the hydraulic
pumps regulate pressure by changing their
13 HYDRAULIC POWER
quantity is low.
volumetric output as system demands vary.
If hydraulic pressure decreases, pump output
SYSTEM
increases to maintain system pressure. When

pressure increases, pump output decreases. The
maximum volumetric output of each engine-
driven pump is approximately 4 gallons per
minute (Figure 13-2).
Figure 13-1. Hydraulic Reservoir
Reservoir Pressurization
During normal operation, the hydraulic reser-
voir is pressurized by engine bleed air regulated
to 17.5 psi. An overboard relief valve relieves
excess pressure at 20 psi and a vacuum relief
valve opens to admit ambient outside air into Figure 13-2. Engine Driven Pumps
the reservoir to prevent formation of a partial
vacuum. Auxiliary Hydraulic Pump
An electric motor driven auxiliary hydraulic
pump is located in the tailcone on the right side
of the fuselage, aft of the hydraulic reservoir

(Figure 13-4). The auxiliary hydraulic pump The auxiliary pump has a maximum duty cycle
is controlled by the HYD PUMP switch on the of 3 minutes on, then 20 minutes off, to cool
instrument panel (Figure 13-5) and a pressure the pump.
switch.
The auxiliary hydraulic pump is powered from
When the HYD PUMP switch is set to the HYD the battery charging bus through a 50-amp
PUMP (ON) position, the pump is powered if current limiter.
hydraulic system pressure is less than 1,125
psi. As pressure increases to 1,250 psi, the
pressure switch removes power from the pump. INDICATION
The pump stays off until system hydraulic An indicator on the instrument panel displays
pressure drops to 1,125 psi. Then, if the HYD hydraulic system pressure (Figure 13-5). A cap-
PUMP switch on the instrument panel is still in illary line supplies pressure to a direct reading
the HYD PUMP position, the pressure switch gauge located on the center instrument panel.
energizes the pump to bring the pressure back
up to 1,250 psi. Additionally, an amber annunciator light alerts
the crew to low hydraulic system pressure.
RELIEF
FILTER VALVE
(20 PSI)
OVERBOARD
13 HYDRAULIC POWER
REGULATOR VACUUM
RELIEF
BLEED AIR
SYSTEM
ENG FIRE
PULL
LEGEND
PRESSURE ENG FIRE

PULL
SUPPLY
RETURN
AIR (NITROGEN)
BLEED AIR
REGULATED BLEED AIR
ELECTRICAL
HYDRAULIC RESTRICTOR VARIABLE-VOLUME
ENGINE-DRIVEN
ONE-WAY CHECK VALVE PUMP (2)
FILTER
AUXILIARY GROUND
PUMP SERVICE
ACCUMULATOR
PRESSURE
SWITCH
150
50 125175
0 PSI X 10 250 1,700 HYD
HYDRAULIC PSI PUMP
PRESSURE
LO HYD
PRESS
LANDING LANDING GEAR

THRUST GEAR BRAKE DOOR FLAP SPOILER
REVERSERS SELECTOR SYSTEM SELECTOR SYSTEM SYSTEM
VALVE VALVE
TECH CHECK
Figure 13-3. Hydraulic System Schematic RR06500-13-001
40 X 49
02/08/93
The light is labeled “LO HYD.” or “LO HYD baggage compartment. Each of these valves is
PRESS”The light is controlled by the pressure controlled electrically to direct hydraulic pres-
switch that actuates the auxiliary hydraulic sure to power their respective systems.
pump. The light illuminates if hydraulic pres-
sure falls below 1,125 psi and extinguishes The wheel brake system receives hydraulic
when pressure rises above 1,250 psi. The pressure from the nose landing gear down line.
light is not affected by the HYD PUMP switch Because of this, there is no pressure avail-
position. able to the brake system if the landing gear is
not extended. If thrust reversers are installed,
On SN 35-647 and subsequent, 36-059 and sub- hydraulic pressure is supplied to them through
sequent, the pressure switch activates at 1,000 a one-way check valve. The hydraulic pressure
PSI and deactivates at 1,125 PSI. is then available to a thrust reverser accumu-
lator and to selector valves for each thrust
reverser located in the tailcone on the right
side, aft of the tailcone access door.
A restrictor is located in a common hydraulic

system return line, downstream of the system
valves. This restrictor causes back pressure to
apply main wheel braking during landing gear
retraction.
13 HYDRAULIC POWER
FILTERS
SYSTEM
There are three filters installed in the hydraulic

system. One filter is installed in each pressure
Figure 13-4. Auxiliary Hydraulic Pump line and one installed in the return line.
ACCUMULATOR
A hydraulic accumulator in the tailcone on the HYDRAULIC SYSTEM
right side just aft of the reservoir, absorbs and
dampens pressure surges in the system. The OPERATION
accumulator is a cylinder with a piston in it.
A precharge of dry air, or nitrogen, is applied AUXILIARY PUMP
to one side of the piston and hydraulic system
pressure is applied to the other side. The pre- The auxiliary hydraulic pump is used to gen-
charge pressure should be checked during the erate hydraulic pressure to set the parking
preflight inspection and may be read on a direct brakes before engine start. When the HYD
reading gauge on the accumulator. Hydraulic PUMP switch is moved to the HYD PUMP
pressure must be zero to check the accumulator (ON) position, the auxiliary pump operates
precharge. Precharge pressure should normally if system pressure is below the 1,125 psi set-
be 850 psi; 750 psi is the minimum for flight. ting of the pressure switch. The amber LO
HYD light on the annunciator panel is illu-
minated by the same pressure switch. As
SYSTEM VALVES pressure increases, the pressure switch actuates
at 1,250 psi to stop the pump and extinguish
Hydraulic pressure is supplied to the flap, the LO HYD PRESS light. The HYD PUMP
spoiler/spoileron, landing gear, and landing switch should then be positioned to OFF.
gear door valves. These valves are located
on top of the wing center section under the

A one-way check valve is installed between the 1,550 psi after operating a hydraulic system,
main hydraulic and auxiliary lines to prevent the pump on the second engine is operating
the auxiliary pump from operating the spoiler/ properly.
spoileron system.
If an engine-driven pump fails in flight, the
remaining engine-driven pump can supply suf-
ENGINE-DRIVEN PUMP ficient pressure for system operation.
OPERATION
After the first engine is started, hydraulic pres-
sure should increase to approximately 1,550±25
psi. This increase in pressure indicates proper
HYDRAULIC
operation of the engine driven pump. SUBSYSTEMS
There is no increase in hydraulic system pres- Operation of hydraulic subsystems is presented
sure when the second engine is started. To in Chapter 14, Landing Gear and Brakes;
check operation of the pump on the second Chapter 15, Flight Controls (flaps and spoiler/
engine, the engine started first should be shut spoilerons); and Chapter 7, Powerplant (Dee
down f irst after landing and a hydraulically Howard TR 4000 thrust reversers).
actuated system should be operated. If hydrau-
lic pressure is maintained at approximately
13 HYDRAULIC POWER
SYSTEM
LO HYD
PRESS
Figure 13-5. Controls and Indicators

QUESTIONS
1. Normal hydraulic system pressure with the 6. The approved fluid for the hydraulic
engine-driven pumps operating is: system is:
A. 1,400 ±50 psi A. MIL-H-5606
B. 1,550 ±25 psi B. MIL-O-M-332
C. 1,650 psi C. Skydrol
D. 1,700 psi D. MIL-H-2380
2. The hydraulic shutoff valves are closed: 7. The operational time limit of the auxiliary
A. By pulling the engine FIRE handles pump is:
B. Automatically when the FIRE warning A. 5 minutes on, 15 minutes off
light comes on B. 5 minutes on, 25 minutes off
C. By the GEN switch in the OFF position C. 3 minutes on, 20 minutes off
D. By the BLEED AIR switches D. 2 minutes on, 30 minutes off
3. In the event of hydraulic system pres- 8. The auxiliary hydraulic pump will pressur-
sure failure enroute (LO HYD light not ize the hydraulic system to approximately:
13 HYDRAULIC POWER
installed): A. 1,125 psi

A. Immediately turn the HYD PUMP B. 1,550 psi
SYSTEM
switch on C. 1,700 psi

B. Turn the HYD PUMP switch on when D. 1,250 psi
the LOW HYD light illuminates
C. Refer to the Hydraulic System Failure 9. If DC electrical power is applied to the
Landing checklist aircraft and residual hydraulic pressure is
D. Refer to the Hydraulic System Failure/ 1,450 psi:
Alternate Gear Extension checklist A. The auxiliary hydraulic pump will not
operate when the HYD PUMP switch
4. In the event of hydraulic system failure, is on
the LOW HYD light will illuminate at:
B. The LOW HYD light will be out
A. 1,125 psi C. 1 , 4 5 0 p s i w i l l b e s h ow n o n t h e
B. 1,500 psi HYDRAULIC PRESSURE indicator
C. 1,250 psi D. All the above
D. 850 psi
5. The auxiliary hydraulic pump will operate

all subsystems except:
A. Landing gear
B. Spoilers
C. Brakes
D. Flaps

CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION..................................................................................................... 14-1
GENERAL................................................................................................................ 14-1
LANDING GEAR..................................................................................................... 14-2
Indicating System............................................................................................... 14-2
Main Gear Components...................................................................................... 14-3
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
AND BRAKES
NOSEWHEEL STEERING..................................................................................... 14-15
Operation......................................................................................................... 14-17
QUESTIONS........................................................................................................... 14-19

ILLUSTRATIONS
Figure Title Page

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

CHAPTER
CHAPTER14
#
CHAPTER
LANDING NAME
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 retracts
AND BRAKES
inboard. The single wheel, self-centering nose gear incorporates an e lectrical steering
system and retracts forward. Alternate gear extension and emergency b raking are pneumatic.
An antiskid system is incorporated into the normal hydraulic braking system.
GENERAL
The landing gear has three air-hydraulic shock are not required. Gear position indications are
struts. The main gear outboard doors are displayed on the copilot instrument panel.
m echanically linked to the gear assemblies
and move with them. The inboard doors are The hydraulic brake system is controlled by
hydraulically operated and move independently four valves—two for each pilot—linked to
of the main gear. An emergency air bottle is the r udder pedals. Hydraulic system pres-
provided for alternate gear extension and emer- sure is metered to the self-adjusting multiple
gency braking. The gear actuators incorporate disc brake assemblies in proportion to pedal
integral downlocking devices; downlock pins deflection.

The antiskid system provides maximum The nose gear red UNSAFE light is illuminated
d eceleration without skidding the tires. when the nose gear is in transit (i.e., neither
When the system is operating, wheel speed down-and-locked nor up-and-locked). When the
transducers—generators—furnish wheel speed nose gear is locked in either the up or the down
information to a control box that signals the position, the light extinguishes.
antiskid servo valves to modulate braking pres-
sure. The parking brake is set by pulling a The two main gear red UNSAFE lights
handle on the throttle quadrant and d epressing illuminate whenever the respective inboard
the brake pedals; this traps hydraulic pressure main gear door is unlocked. As each inboard
in the brake assemblies. door latches up during extension or retraction,
the corresponding red light extinguishes.
The variable authority, electric nosewheel steer
ing system operates only on the ground. When
the system is engaged, a computer determines
the amount of nosewheel deflection allow
able—based on rudder pedal movement and
taxi speed—and uses a DC electric motor to
deflect the nosewheel accordingly. Maximum
authority is 45° either side of center at slow
speeds, which decreases as speed increases.
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

14 LANDING GEAR
The three green LOCKED DN lights (Fig-

AND BRAKES
ure 14-1) are illuminated by their respective

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

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

The position lights are tested by holding the Holding the TEST/MUTE switch in TEST
TEST/MUTE switch on the LANDING GEAR i lluminates all six position indicator lights and
panel in the test position. All six lights will sounds the horn. Momentarily positioning the
illuminate and the warning horn will sound. switch to MUTE silences the horn when the
The lights can be dimmed with the dimming thrust levers are retarded and the gear is not
rheostat (Figure 14-1) if the navigation lights down-and-locked.
are on; otherwise, they will be at maximum
intensity.
MAIN GEAR COMPONENTS
Circuitry related to the left and right main Each main gear consists of the following:
gear green position lights is common with the
landing/taxi light for that side. Confirmation • Conventional air-hydraulic shock strut
of main gear is locked down can be made by • Dual wheels
switching on the respective LDG LTS switch.
• Scissors
Nose gear green light circuitry is common with • Squat switch
the engine synchronizing system (if installed).
Conf irmation of nose gear downlocking is • Main gear actuator
made by positioning the ENG SYNC switch on • Inboard and outboard doors
the pedestal to ENG SYNC and observing that
the amber ENG SYNC light on the annunciator • Inboard door actuator (Figure 14-3)
panel illuminates.
Landing Gear Warning System

There are two separate criteria when the aural
warning horn will sound.
The aural warning horn will sound and three
red UNSAFE lights will illuminate is when all
of the following conditions are present:
• Landing gear is not down-and-locked
• Altitude is less than 14,500 ±500 ft
14 LANDING GEAR
• Either thrust lever is retarded below
AND BRAKES
approximately 55–60% N1.
• Airspeed is below 170 KIAS (FC-530
aircraft only)
At altitudes above 14.5K± 500 ft. The horn

does not sound and the red unsafe lights do not
illuminate when the thrust levers are retarded.
The second criteria; the horn sounds when the

flaps are extended beyond 25° if any landing
gear is not down-and-locked, regardless of
thrust lever p osition or altitude. In this case,
the horn cannot be silenced.
Figure 14-2. Main Gear

The main gear hydraulic actuator also serves main gear will rest on the inboard doors. The
as a side brace when the gear is extended. It gear will extend when the inboard door uplocks
features an integral downlock mechanism that are moved by emergency air.
can be unlocked only by hydraulic pressure on
the retract side; therefore, no downlock pins Proper shock strut inflation is an important
are provided. Each main gear scissors link consideration. When the aircraft weight is on
actuates a squat switch when the aircraft is on the gear, the amount of strut extension will
the ground. vary with the aircraft load. With a full fuel load
and no passengers or baggage aboard, 3 to 3.5
The main gear is hydraulically held in the inches of bright surface should be visible on the
retracted position and enclosed by an outboard lower portion of the main gear strut.
door and an inboard door. The outboard door
is mechanically linked to, and travels with,
the main gear. The inboard door is hydrau-
Main Gear Wheel and Tires
lically actuated, electrically sequenced by Each main gear wheel (Figure 14-2) incorpo-
microswitches, and held retracted by posi- rates a fusible plug that prevents tire blowout
tive hydraulic pressure and a spring-loaded, due to excessive heat resulting from hard brak-
over-center uplatch that is released by a hydrau- ing. Tires must be changed when the tread has
lic actuator. If hydraulic pressure is lost, the worn to the base of any groove at any location
or if the cord is exposed. Main gear tire pressure
is determined by aircraft gross weight certifi-
cation. Anytime an aborted takeoff is made, a
minimum waiting period must be observed to
cool the brakes before another takeoff is made.
Main tire pressure should be approximately 165
lbs. Refer to the aborted takeoff procedure in
the AFM for further guidance.
NOSE GEAR COMPONENTS

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

AND BRAKES
INBOARD DOOR The nose gear strut is conventional with two

exceptions: it does not have a scissor assembly,
and the nosewheel steering actuator motor is
mounted on top of the strut housing.
The nose gear actuator incorporates an i ntegral

downlock mechanism to maintain a positive
downlocked condition; therefore, a down-
lock pin is not required. As with the main
gear a ctuator, the locking mechanism can be
released only by positive hydraulic pressure on
the r etract side. The gear is held retracted by
hydraulic pressure and a spring-loaded uplatch
hook (Figure 14-5) that engages the uplatch
roller on the forward side of the strut. The
uplatch hook is released by a hydraulic actuator.
Figure 14-3. Inboard Gear Door

When retracted, the nose gear is enclosed by Because the cams cannot center the wheel if it
two doors that are linked to, and travel with, is swiveled 180° from the normal position, the
the gear. nose gear should be checked on the exterior
inspection to ascertain that the gear uplatch
roller is facing forward.
Nose Gear Wheel and Tire

The nosewheel tire is chined to deflect water or
slush spray (up to 0.75 inch deep) away from
the engine intakes during takeoff or landing.
Nosewheel tire pressure should be maintained

at from 104 to 114 psi when the aircraft is
loaded and the crew is in the cockpit.
Figure 14-4. Nose Gear
An improperly centered nosewheel could jam in

the wheel well; therefore, the nose strut incor
porates a self-centering mechanism. At liftoff,
two cams within the strut are engaged by strut
air pressure to center the wheel (Figure 14-6).
Since nosewheel centering depends on air pres-

sure in the strut, proper inflation of the strut is
especially important. When the aircraft weight
is on the gear, the amount of strut e xtension
14 LANDING GEAR
will vary with aircraft load. With a full fuel
AND BRAKES
load and no passengers or baggage aboard, 5.25
to 5.75 inches of bright surface should be visi-
ble on the lower portion of the nose gear strut.
Figure 14-6. Nose Gear Centering Cams

Figure 14-5. Uplatch Hook

OPERATION Normal Retraction

The landing gear system incorporates two sole- Positioning the landing gear selector switch
noid operated hydraulic control valves: one for to UP energizes the door control valve to the
operation of the inboard main gear doors (door open position; this directs hydraulic pressure
control valve) and one for gear operation (gear to release the inboard main gear door uplatches
control valve). Both inboard doors must be and to open the doors. The two red main gear
fully open before the gear can be extended or UNSAFE lights illuminate simultaneously with
retracted. uplatch release.
The door control valve is energized to the door- When both inboard doors are fully open, the
open position when the landing gear selector door-open switches are actuated. When both
switch is placed in opposite position. The door-open switches are actuated and both squat
inboard doors only close when both main gear switches are in the airborne position, the gear
are in the corrects position; down and locked control valve energizes to the retract position;
or fully retracted. hydraulic pressure is directed to retract the
landing gear (Figure 14-7). The three green
The gear control valve is energized to the LOCKED DN lights extinguish, and the red
extend or retract position by switches sensing nose gear UNSAFE light illuminates.
the full open position of both inboard main
gear doors. During retraction, the circuit is When the nose gear fully retracts, the red nose
routed through both squat switches to ensure gear UNSAFE light extinguishes. When both
that the aircraft is off the ground before the main gear fully retract, two gear-up trunnion
valve can be energized to the retract position. switches actuate to energize the door control
valve to the closed position. Hydraulic pres-
Nor mal landing gear operation requires sure closes the inboard main gear doors, which
DC power supplied through the GEAR cir- lock in position by spring tension on the door
cuit breaker on the right essential bus. The uplatches and the two red main gear UNSAFE
gear sequence for both extend and retract are lights extinguish.
sequential. If one part of the sequence fails, the
sequence will stop. Even though the main red A priority valve, also in the nose gear down
unsafe lights indicate inboard door position, if line, ensures proper gear sequencing during
the main gear do not full extend or retract, the r etraction by restricting hydraulic pressure
inboard doors will not close leaving the red a pplied to the nose gear actuator while full
14 LANDING GEAR
unsafe light illuminated. If those lights extin- s ystem pressure is being applied to the main
AND BRAKES
guish, the sequence has finished and the main gear actuators.
gear must be in the correct position.

Revision 1.0
OVERBOARD
GEAR
CONTROL
VALVE
GEAR ALTERNATE EXTENSION CONTROL VALVE
LEARJET 35/36
TO EXTEND RETRACT
EMERGENCY SOL SOL

BRAKES
TO
BRAKE
SYSTEM SOL SOL
PRIORITY
EMER

VALVE DOOR
AIR
BOTTLE CONTROL
VALVE
UPLATCH
ACTUATOR
MAIN GEAR
ACTUATOR
UPLATCH DOOR
ACTUATOR
NOSE
GEAR
ACTUATOR
UPLATCH
ACTUATOR
LEGEND UPLATCH
SYSTEM HYDRAULIC PRESSURE DOOR UPLATCH

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

the respective LOCKED DN light will illumi-
Positioning the landing gear selector switch nate. When the LOCKED DN light for the nose
to DN energizes the door control valve to the gear illuminates, the red gear UNSAFE light
open position; this directs hydraulic pressure will extinguish.
to release the inboard main gear door uplatches
and to open the doors. The two red main gear When both main gear are down-and-locked
UNSAFE lights illuminate simultaneously with with downlock switches actuated, the door con-
uplatch release. trol valve is energized to the closed position.
Hydraulic pressure closes the inboard main gear
When both inboard doors are fully open, the doors (Figure 14-8), which lock in position by
door-open switches actuate to energize the spring tension on the door uplatches; the two
gear control valve to the down position; this red main gear UNSAFE lights extinguish.
d irects hydraulic pressure to release the nose
gear uplatch and extend the nose and main gear
(Figure 14-7). The red nose gear UNSAFE light
illuminates.
14 LANDING GEAR
AND BRAKES

Revision 1.0
OVERBOARD
GEAR
GEAR ALTERNATE EXTENSION CONTROL VALVE CONTROL
VALVE
TO
LEARJET 35/36
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 14-8. Landing Gear Extended
14 LANDING GEAR
AND BRAKES
Alternate Extension Operation

T h e a l t e r n a t e g e a r ex t e n s i o n s y s t e m i s Pushing the emergency gear lever down
p neumatically operated by a bottle charged opens a valve to release air bottle pres-
between 1,800–3,000 psi with dry air or nitro- sure to position the gear control and door
gen. The emergency air bottle is located in the control valves to the extend position (Fig-
nose compartment. Bottle pressure is shown on ure 14-11). This provides a return flow path
the direct-reading EMERGENCY AIR indicator for hydraulic fluid in the retract side of the
on the center instrument panel (Figure 14-9). gear and door actuators. The air pressure
The bottle also provides pressure for emergency also repositions the shuttle valves to accom-
braking. 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 blocked
from the gear system by lifting the release tab
180 300 (see Figure 14-10) 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
14 LANDING GEAR
EMERGENCY
AND BRAKES
GEAR RELEASE
LEVER TAB
Figure 14-9. E
mergency Air Pressure
Indicator
Before using the system, place the landing gear

selector switch (see Figure 14-1) in DN and pull
the GEAR circuit breaker on the right essential
bus. This prevents inadvertent gear retraction
after successful extension. The system is acti-
vated by pushing down the emergency gear
lever on the right side of the pedestal (Figure
14-10). A ratchet on the lever keeps it in the
down position once activated; it can be raised
only by manually actuating the release tab
while simultaneously lifting the emergency
gear lever.
Figure 14-10. Alternate Extension Controls

Revision 1.0
OVERBOARD
TO GEAR ALTERNATE EXTENSION CONTROL VALVE

EMERGENCY GEAR
BRAKE VALVE CONTROL
LEARJET 35/36
VALVE
EXTEND RETRACT
SOL SOL
TO
BRAKE
SYSTEM SOL SOL
PRIORITY
DOOR

VALVE
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 14-11. Alternate Landing Gear Extension
14 LANDING GEAR
AND BRAKES
If alternate extension is required due to an Pistons in each brake assembly move a p ressure
electrical fault, the emergency gear lever plate, which forces the stationary and r otating
must remain in the down position to prevent discs together against a backing plate to pro-
subsequent inadvertent retraction of the gear. duce braking action. Depressing one pedal
applies both brakes on the c orresponding main
gear; therefore, differential braking is available,
if required.
BRAKES
Releasing pedal pressure repositions the brake
The brake system (Figure 14-12) is powered by valve; springs in the brake assembly force fluid
hydraulic pressure from the nose gear down— back through the brake valves to the reservoir,
extend—line. The brakes can be applied by thereby releasing the brakes.
e ither pilot. The system has four multi-disc,
self-adjusting brake assemblies—one for each During gear retraction, a restrictor in the nose
main gear wheel—operated by brake valves. gear return line creates back pressure on the
The left rudder pedals control hydraulic pres- brakes that is suff icient to stop the wheels
sure to the left gear through its respective brake from rotating prior to their entry into the wheel
valve. The right rudder pedals control hydraulic wells.
pressure to the right gear through its respective
brake valve. Braking force is in direct propor- When taxiing through slush or snow, frequent
tion to pedal application unless modulated by brake applications create friction heat that may
the antiskid system. prevent the brakes from freezing.
The antiskid system, monitored by the red If a takeoff is made in slush or snow, the wheels
antiskid warning lights, permits stopping in the should be allowed to spin down for approx-
shortest possible distance for any given runway imately one minute prior to gear retraction.
condition. This slings off accumulated slush and mini-
mizes the possibility of the brakes freezing.
Parking brakes can be set by pulling a handle If frozen brakes are suspected after the gear is
on the center pedestal. extended for landing, the antiskid switch should
be positioned to off, and the brakes applied 6
An emergency air brake system is used to stop to 10 times to break up any possible ice for-
the aircraft if hydraulic pressure is lost. Neither mations. The antiskid switch should be turned
antiskid protection nor differential braking is back on prior to landing.
14 LANDING GEAR
AND BRAKES
available during emergency braking.
NORMAL OPERATION
When either pilot depresses a brake pedal, the
associated brake valve meters system hydrau-
lic pressure through shuttle valves (one in
each main pressure line), parking brake valves,
antiskid valves, brake fuses, and a second set
of shuttle valves (one for each of the four brake
assemblies). The f irst set of shuttle valves
determines whether the pilot or copilot has con-
trol of the brakes. Whoever pushes the hardest
controls the brakes.

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
EMERGENCY
AIR BOTTLE
ANTISKID
DISCONNECT
SWITCH
WARN
LIGHT
OVERBOARD
CB
ANTI
SKID
ON EMERGENCY
BRAKE
VALVE
OFF
TO
RESERVOIR
SERVO SERVO
14 LANDING GEAR
BRAKE ANTISKID ANTISKID
VALVE
AND BRAKES
FUSE 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 LIGHTS
RETURN MECHANICAL
35-627, 35-630, AND SUBS., 36-056
AND 36-059 AND SUBS.
Figure 14-12. Brake System Schematic

ANTISKID The system uses DC power from the antiskid

circuit breaker on the right main DC bus.
One of two antiskid systems may be installed.
The early system was standard on SNs 35-002
to 35-066 and 36-002 to 36-017. The later sys- Operation
tem is standard on SNs 35-067 and subsequent The following conditions must exist for
and 36-018 and subsequent; it may also be ret- operation of the antiskid system:
rofitted to early aircraft by AAK 76-4. The two
systems are similar and are discussed together • The ANTISKID switch must be on
with the differences being noted. • Both squat switches must be in the
ground mode (left for outboard, right for
The antiskid system limits braking on each inboard)
main gear wheel independently to allow max-
imum braking under all runway conditions • The parking brake must be released
without tire skidding. • Taxi speed must be above 8 to 10 kt
(wheel speed, 150 rpm)
The system consists of the following:
• Four wheel speed transducers (one on At high speed, with the ANTISKID switch on
each main wheel) and brakes applied, the control box receives
and analyzes wheel speed inputs from the trans-
• Two antiskid control valves ducer on each main wheel (see Figure 14-11).
• Control box If any wheel deceleration rate reaches a prede-
termined limit, the applicable servo valve will
• Monitor lights modulate braking force on the corresponding
• Lever-locking ANTISKID switch on the brake by diverting pressure into the return line.
center instrument panel
With the gear extended in flight, the braking
Aircraft with the early antiskid system have system is disabled. When the main gear squat
test provisions on the system rotary test switch. switches go airborne, all braking pressure is
On these aircraft, the system is tested during diverted into the return line (as though all
the Before Taxi check in accordance with the wheels were in a full-skid condition). This pre-
approved AFM. The ANTISKID switch should cludes the possibility of touching down on the
be positioned to off after testing unless the next landing with brakes inadvertently applied.
Further, at the moment of touchdown, the squat
14 LANDING GEAR
aircraft incorporates AAK 75-1 or AMK 7 6-3,

AND BRAKES
in which case it can be left on. On aircraft switches initiate a requirement for a 150-rpm
with the later system, no testing is required; wheel spin-up or a one to two second delay,
the switch is normally left in the ON position. thus enabling the control box to sense realistic
wheel speeds before normal braking can begin.
The antiskid system is not required to be
o perational for flight. However, if a mal- If the brakes are to be applied in flight to break
function is indicated by illumination of red up suspected ice accumulations, the ANTISKID
ANTI-SKID light(s), it must be assumed that switch must first be positioned to OFF. Position
antiskid protection is lost on the associated the switch to ON prior to landing.
wheel. P er the AFM, takeoff and landing should
be accomplished with the antiskid system At low taxi speeds (wheel speed below 150 rpm
turned off and performance data must be com- and 8–10 kt), the antiskid system is inoperative.
puted accordingly. The system is automatically disconnected when
the parking brakes are set; however, the red
ANTI-SKID lights will not illuminate.

Four red ANTI-SKID lights monitor circuitry may be released, but the antiskid disconnect
from each wheel speed transducer and individ- switch may not actuate to enable the antiskid
ually illuminate if a fault is d etected. Cycling system. The ANTI-SKID GEN lights will not
the ANTISKID switch to OFF then back to ON illuminate, and subsequent heavy braking will
may clear the fault. All four lights illuminate result in wheel skids.
if power to the control box is lost or if the
ANTISKID switch is off. On SNs 35-626, 35-627, 35-630 and subse-
quent, 36-056, and 36-059 and subsequent,
an a dditional PARK BRAKE light is just
EMERGENCY BRAKES above the ANTI-SKID GEN lights. The
Pneumatic emergency air brakes are provided PARK BRAKE light illuminates if the park-
for use in the event of normal brake system ing brake handle is not in the completely
failure. Antiskid protection, differential brak- forward–released—position.
ing, and parking brakes are not available while
using the emergency brakes.
To apply brakes with the emergency system, NOSEWHEEL STEERING

the EMER BRAKE handle must be pulled out
of its recess (see Figure 14-12) and pressed The electrically actuated nosewheel steering
downward. This meters pressure from the emer- system has variable authority, as determined
gency air bottle through four shuttle valves to by signals from the left inboard and both right
the brake assemblies in proportion to handle wheel speed transducers. System compo-
movement. Releasing the handle stops flow nents also include a rudder pedal follow-up,
from the bottle and allows applied air pressure a computer-amplifier, and a DC steering actu-
to vent overboard, which releases the brakes. ator motor (Figure 14-13). AC and DC power
is supplied through the NOSE STEER circuit
breakers on the left AC and left main buses,
PARKING BRAKES respectively.
Normal hydraulic system pressure from either The steering actuator, which is on top of the
engine-driven pump or the auxiliary pump can nose strut, steers the nosewheel through a gear-
be used to set the parking brakes. Pulling the box and an electrical clutch. When the aircraft
PARKING BRAKE handle on the center ped- is on the ground, the clutch engages whenever
estal mechanically closes both parking brake DC power is applied to the e lectrical system;
14 LANDING GEAR
valves (see Figure 14-12). The closed valves this allows the steering actuator to function as a
AND BRAKES
function as one-way check valves, which allow shimmy damper even with steering disengaged.
pressure from the pilot or copilot brake valves If DC power is lost or the DC NOSE STEER
to be trapped in the brake assemblies. circuit breaker is out, the nosewheel is free to
swivel, and the shimmy damper is inoperative.
To set the parking brakes, pedal pressure must
be applied and the parking brake handle pulled Prior to towing, electrical power should be
out, but not necessarily in that order. Setting removed from the aircraft. It is possible to mis-
the parking brake opens the antiskid disconnect align the nosewheel more that 90° from normal
switch (see Figure 14-12) to disconnect the during towing; therefore, the nose gear uplock
antiskid system and prevent inadvertent loss roller on the nose gear strut must be pointing
of brake pressure. forward prior to flight.
To release the parking brakes, the PARKING
BRAKE handle must be pushed in all the way
to the stop. If the PARKING BRAKE handle
is not pushed in to the stop, the parking brakes

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 14-13. Nosewheel Steering System

Steering authority varies from a maximum of When steering engages, the green STEER
45° either side of center at speeds below 10 kt ON annunciator illuminates. A rudder pedal
and decreases as ground speed increases. At followup provides the displacement and
the maximum steering speed of 45 kt, authority directional signals modified by the computer-
falls to approximately 8°. a m p l i f i e r i n p u t f r o m t h e wh e e l s p e e d
transducers. The computer-amplifier drives the
steering actuator in the appropriate d irection
OPERATION until it is stopped by a signal from a follow-up
With the squat switches in ground mode, nose- located in the drive gearbox.
wheel steering can be engaged by m omentarily
depressing the STEER LOCK switch or by If the nosewheel steering system is inoperative,
depressing and holding the control wheel differential power and braking can be used to
master switch (MSW) on either control wheel taxi the aircraft.
(Figure 14-14). STEER LOCK is disengaged
by momentarily depressing either control wheel Since variable authority steering is dependent
master switch. 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 14-14. Nosewheel Steering System Controls

QUESTIONS
1. Emergency air pressure can be used for: 6. Three gear unsafe lights will be on and the
A. Gear extension and parking brake 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% N1, and altitude is
2. Prior to takeoff, the EMERGENCY AIR below 14,500 ±500 ft
pressure indicators should indicate: C. Gear is up, thrust levers are below
approximately 55–60% N1, 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°, regard-
D. Maximum 1,750 psi less of altitude
3. During normal gear operation, main gear 7. With the flaps extended beyond 25° and
inboard doors and the main gear are the gear not down-and-locked, the warning
sequenced by: horn:
A. Microswitches A. Will sound, but can be muted
B. Emergency air pressure B. Will not sound
C. Mechanical linkage C. Will sound and 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 return light indicates:
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
D. Landing gear system C. The corresponding main gear inboard
AND BRAKES
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
D. Three red, three green A. The nose gear is unsafe or in transit
B. Nosewheel steering is inoperative
C. The nose gear doors are open
D. The nose gear doors are closed

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 confirmed 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 any two of the last three ANTI-SKID
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 A. 24 VAC and 28 VDC
engaged above 10 KTS B. Only 28 VDC
C. Takeoff (VR) 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 full
the nose gear down line steering is available up to 45 kt
B. Brake accumulator B. The nosewheel is locked in whatever
C. Emergency air bottle through the position it is in at the time
antiskid control valves C. Up to 45° left or right steering is
D. Emergency air bottle available, with decreasing authority at
higher speeds
13. Related to nosewheel steering, the precau- D. Nosewheel becomes free swiveling
tions 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............................................................................................................. 15-5
Rudder............................................................................................................... 15-7
TRIM SYSTEMS...................................................................................................... 15-8
General.............................................................................................................. 15-8
Rudder (Yaw) Trim............................................................................................. 15-8
Aileron Trim...................................................................................................... 15-8
Pitch Trim.......................................................................................................... 15-8
Mach Trim........................................................................................................ 15-13
SECONDARY FLIGHT CONTROLS...................................................................... 15-15
Flaps................................................................................................................ 15-15
Spoilers............................................................................................................ 15-18
YAW DAMPERS..................................................................................................... 15-22
General............................................................................................................ 15-22
15 FLIGHT CONTROLS
Yaw Damper Control Panel.............................................................................. 15-23
Operation (FC-200 AFCS)................................................................................ 15-24
Operation (FC-530 AFCS)................................................................................ 15-24

STALL WARNING SYSTEMS............................................................................... 15-25
General............................................................................................................ 15-25
Operation......................................................................................................... 15-27
MACH OVERSPEED WARNING/STICK PULLER................................................ 15-28
General............................................................................................................ 15-28
Operation......................................................................................................... 15-28
QUESTIONS........................................................................................................... 15-29
15 FLIGHT CONTROLS

ILLUSTRATIONS
Figure Title Page
15-1 Flight Control Surfaces............................................................................... 15-2
15-2 Flight Controls Gust Lock........................................................................... 15-2
15-3 Elevators..................................................................................................... 15-3
15-4 Ailerons...................................................................................................... 15-5
15-5 Aileron Tabs................................................................................................ 15-6
15-6 Rudder........................................................................................................ 15-7
15-7 Trim Systems Controls and Indicators......................................................... 15-9
15-8 Pitch Trim System Schematic (FC-200 AFCS).......................................... 15-11
15-9 Pitch Trim System Schematic (FC-530 AFCS).......................................... 15-12
15-10 Mach Trim System Schematic................................................................... 15-14
15-11 Flap System.............................................................................................. 15-16
15-12 Spoiler System.......................................................................................... 15-19
15-13 Spoiler Operation...................................................................................... 15-20
15-14 Spoileron Operation (Left Aileron Up)...................................................... 15-21
15-15 Yaw Damper Systems................................................................................ 15-23
15-16 Stall Warning System................................................................................ 15-26
15 FLIGHT CONTROLS

CHAPTER
CHAPTER15
#
FLIGHT
CHAPTER
CONTROLS
NAME
INTRODUCTION
The manually operated primary flight controls incorporate electrical trim in all three axes.
Secondary flight controls consist of hydraulically actuated spoilers/spoilerons and flaps.
Other systems related to flight controls are the yaw damper, stall warning, Mach overspeed
warning, and Mach trim.
GENERAL
The primary flight controls (i.e., ailerons, i nstalled on the left aileron and the rudder. The
e levator, and rudder) are mechanically oper- movable horizontal stabilizer provides pitch
ated through the dual control columns, trim.
control wheels, and r udder pedals. They
are incorporated into both the FC-200 and The flaps and spoilers are hydraulically
the FC-530 automatic flight control system actuated and electrically controlled.
15 FLIGHT CONTROLS
(AFCS). Both systems also incorporate a rud-

der/aileron interconnect. Aileron augmentation is provided by a spoi-
leron system that increases roll authority when
The ailerons incorporate mechanical balance the aircraft is configured 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 indica-

tion of impending stall by vibrating the control
column and, if no corrective action is taken,
induces a forward control column movement
to reduce the aircraft angle of attack.
A Mach overspeed warning system warns of

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

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

15-1.
Figure 15-2. Flight Controls Gust Lock
A flight controls gust lock is provided to pre
vent wind gust damage to the primary flight
control surfaces. When installed, the lock holds
full left rudder, full left aileron, and full down
elevator displacement (Figure 15-2).
ELEVATOR
HORIZONTAL
STABILIZER
VERTICAL
STABILIZER
AILERON AILERON
BALANCE RUDDER
TAB
FLAP
RUDDER
TRIM TAB
AILERON
TRIM
FLAP TAB
AILERON
BALANCE
SPOILER/ TAB
SPOILERON
SPOILER/
SPOILERON
15 FLIGHT CONTROLS
Figure 15-1. Flight Control Surfaces

PRIMARY FLIGHT The elevators can also be positioned by an

electrically actuated pitch servo.
CONTROLS
A bob weight attached to the control column
and a down-spring assembly in the elevator
ELEVATORS control linkage are incorporated to enhance
The elevators (Figure 15-3) are hinged to the pitch stability.
aft edge of the horizontal stabilizer and are
positioned by fore-and-aft movement of the
control column. Three scuppers are located
near the aft edge of each elevator for moisture
drainage; three static dischargers are attached
to the trailing edge of each elevator.
ELEVATOR
INBOARD HINGE
ELEVATOR BELLCRANK
CENTER HINGE
DOWNSPRING PUSH-PULL TUBE
DOWNSPRING ASSEMBLY
AUTOPILOT PITCH SERVO
OUTBOARD HINGE
UPPER PUSH-PULL TUBE
LOWER PUSH-PULL TUBE
AFT ELEVATOR SECTOR

BOBWEIGHT PUSH-PULL TUBE
ELEVATOR POSITION SENSORS
(FC 530 AIRPLANES)
CABLES
ELEVATOR FORWARD SECTOR
BELLCRANK
15 FLIGHT CONTROLS
PUSH-PULL TUBE
BOBWEIGHT
Figure 15-3. Elevators

Pitch Servo aircraft, the servo can be eliminated as a cause

of malfunction by simply depressing and hold-
The pitch servo (torquer) is DC operated. ing the wheel master switch. The pilot can
It is mechanically connected to the elevator also—by exerting the required force on the
control linkage through a capstan mechanism control column to slip the mechanical clutch—
incorporating an electric clutch and a mechani- override any undesirable servo operation.
cal slip clutch. Three flight control systems use
the pitch servo to operate the elevators: Autopilot operation is described in Chapter 16,
• Autopilot—When engaged, the autopilot Avionics.
can alter noseup or nosedown attitude
by commanding the servo to torque the
elevator up or down, as required
• Both stall war ning systems—Either
system will cause the servo to torque
the elevator nose down in the event of
an impending stall (stick pusher). On
FC-530 models, pulsating nosedown
torque signals are used for the nudger
• Mach overspeed war ning system—
O p e r a t i n g t h r o u g h t h e L S TA L L
WARNING switch, the system will com-
mand the servo to torque the elevator
nose up (stick puller) due to an overspeed
On FC-200 AFCS aircraft, the electric clutch

must be engaged to couple the servo to the
elevator linkage. The clutch engages when any
one of the following switches is in ON:
• L STALL WARNING
• R STALL WARNING
• AUTOPILOT master
With all three of the above switches in OFF,

the electric clutch is d isengaged, which dis-
connects the servo from the elevators. This
enables the pilot to gain manual control of the
elevator by eliminating the servo in the event
of a malfunction.
By exerting suff icient force on the control

column to slip the mechanical clutch, the pilot
can also override any undesirable servo inputs
15 FLIGHT CONTROLS
to the elevators, if necessary.
On FC-530 AFCS aircraft, the electric clutch

remains deenergized until the servo is signaled
by either the autopilot, L or R stall warning
system, or overspeed puller system. On these

AILERONS Roll Servo

The ailerons (Figure 15-4), which are mechan- (Autopilot Function Only)
ically positioned with e ither control wheel, The ailerons can also be positioned by the
provide primary roll c ontrol. Aileron effec- autopilot roll servo. The roll servo is similar to
tiveness is augmented by spoilerons when the the pitch servo, but it does not incorporate an
aircraft is configured for landing. electric clutch. A mechanical slip clutch allows
the pilot to override undesired roll servo inputs;
Spoileron—aileron augmentation—operation the servo can also be disconnected by disen
is automatically activated when the flaps are gaging the autopilot.
lowered beyond 25°. In spoileron mode, when
an aileron is moved up to initiate aircraft roll,
the spoiler on the same wing a utomatically Balance Tab
rises the same number of degrees to provide The balance tab on each aileron (Figure 15-5)
additional roll. provides aerodynamic assistance in moving the
aileron, thus reducing control wheel forces.
AILERON
BALANCE TAB
SECONDARY YAW DAMPER FOLLOWUP
AILERON AUGMENTATION FOLLOWUP (RIGHT)

DRIVE PULLEY
AILERON
SECTOR AILERON
BALANCE TAB
TRIM TAB
PRESSURE SEAL
AILERON RUDDER INTERCONNECT

AUTOPILOT ROLL
SERVOACTUATOR AILERON AUGMENTATION
FOLLOWUP (LEFT)
DRIVE PULLEY
AUTOPILOT ROLL AND PRIMARY
YAW DAMPER FOLLOWUP
15 FLIGHT CONTROLS
Figure 15-4. Ailerons

Trim Tab Aileron Follow-ups

The electrically operated aileron trim tab Aileron follow-up mechanisms, which are
attached to the inboard trailing edge of the left driven by the aileron control linkage, provide
aileron (Figure 15-5) is positioned by either aileron displacement information to the spoi-
the pilot or copilot control wheel trim switch. leron computer, yaw damper, and autopilot.
Aileron trim tab position is indicated on the
cockpit center pedestal.
G
WIN
AILERON
BALANCE TRIM TAB

TAB
Figure 15-5. Aileron Tabs

15 FLIGHT CONTROLS

RUDDER Rudder Trim Tab

The rudder (Figure 15-6) can be manually A trim tab mounted on the bottom trailing edge
positioned with either set of rudder pedals, or of the rudder is controlled by a trim switch on
by either of two yaw damper servos: primary or the center pedestal. Trim position is also indi-
secondary. The crew can manually override the cated on the center pedestal.
yaw damper through a mechanical slip clutch
in the event of a malfunction. The yaw damper
can be disengaged by depressing either wheel
master switch or the corresponding yaw damper
OFF button.
RUDDER
RUDDER
TRIM TAB
TRIM TAB
MOTOR
PRIMARY YAW DAMPER SERVO
PRIMARY STOP BOLTS
SECONDARY YAW DAMPER SERVO
RUDDER PEDALS FR-15 PRESSURE

SEAL
AILERON/RUDDER
INTERCONNECT
15 FLIGHT CONTROLS
SECONDARY
STOP BOLTS
Figure 15-6. Rudder

TRIM SYSTEMS AILERON TRIM

Control
GENERAL
Aileron (roll) trim is controlled with either
The ailerons and rudder are trimmed with control wheel trim switch located on the
conventional tabs on the control surfaces as outboard horn of each control wheel (see Fig-
previously described. ure 15-7). Each control wheel trim switch is a
dual-function—trim and trim arming—switch
The aircraft pitch axis is trimmed by changing that controls roll and primary pitch trim. Each
the angle of incidence of the m ovable hori- switch has four positions—LWD, RWD, NOSE
zontal stabilizer. A dual-motor—primary and UP, and NOSE DN—and is spring-loaded to
secondary—actuator moves the leading edge of the neutral position. The arming button on
the horizontal stabilizer up or down in response top of the switch must be depressed and held
to pitch trim inputs. Controls and indicators for while simultaneously moving the trim switch in
the trim systems are shown in Figure 15-7. the direction of desired trim action. Actuation
of either control wheel trim switch to LWD
The trim position indicators for pitch, roll, or RWD (with arming button depressed) will
and yaw are all DC powered through the TAB signal the trim tab actuator motor in the left
& FLAP POSN circuit breaker on the right aileron to move the trim tab in the appropriate
essential bus. direction. Actuation of the pilot trim switch
overrides actuation of the copilot switch.
RUDDER (YAW) TRIM The aileron trim motor is DC powered through
the ROLL circuit breaker on the left essential
Control bus.
Rudder (yaw) trim is controlled by the rudder
trim switch on the center pedestal (see Figure Aileron Trim Indicator
15-7), which is spring-loaded to OFF.
Aileron trim tab position indication is provided
The switch knob is split into an upper and by the AIL TRIM indicator (see Figure 15-7).
a lower half. Both halves must be rotated
s imultaneously to initiate rudder trim tab
m otion. This is a safety feature to reduce the PITCH TRIM
possibility of inadvertent trim actuation. The
rudder trim system is DC powered through the General
YAW circuit breaker on the left essential bus. Pitch trim is accomplished by repositioning the
horizontal stabilizer to the desired trim setting
Rudder Trim Indicator with a dual-motor—primary and secondary—
actuator that operates in four modes:
Rudder trim tab position indication is provided
}
by the RUDDER TRIM indicator (see Figure 1. Primary pitch
15-7). trim mode Primary trim motor
2. Mach trim mode
}
15 FLIGHT CONTROLS
3. Secondary pitch
trim mode Secondary trim
motor
4. Autopilot pitch
trim mode

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 15-7. Trim Systems Controls and Indicators

The pilot-operated primary pitch trim and The secondary trim motor and control circuits
secondary pitch trim systems are electrically are powered through the SEC PITCH TRIM
independent systems. Mode selection—primary (or SEC P TRIM) circuit breakers on the right
or secondary—is made with the PITCH TRIM essential bus.
selector switch (see Figure 15-7).
• On FC-200 AFCS aircraft, the secondary
trim motor operates at approximately
Primary pitch trim is pilot-controlled through
o ne-half the speed of the primary trim
either of the control wheel trim switches;
motor
s econdary pitch trim is controlled through
the secondary pitch trim toggle switch on the • On aircraft with the FC-530 AFCS, the
center pedestal (see Figure 15-7). two-speed primary trim motor operates at
a considerably slower rate (approximately
Aircraft with the FC-530 AFCS incorporate a one-fourth speed) with the flaps up. A 3°
two-speed primary trim motor, a trim monitor flap switch is used for speed switching.
system, and an audible clicker that signals trim On these aircraft, operating speed of
in motion. the secondary trim is approximately the
same as the speed of the p rimary trim
Mach trim automatically engages at approxi- with flaps up
mately 0.69 MI if the autopilot is not engaged.
Mach trim uses the primary trim motor to
adjust pitch trim; autopilot operation uses the
PITCH TRIM Selector Switch
secondary motor to adjust pitch trim. The PITCH TRIM selector switch provides the
primary and secondary mode selections (see
Figure 15-7). In the PRI—forward position,
NOTE primary pitch trim is available from both of the
The PITCH TRIM selector switch control wheel trim switches and from the Mach
must be in the PRI position to enable trim system. In OFF, both trim motors and con-
the Mach trim system. It may be in trol circuits are deenergized. In the SEC (aft)
either the PRI or SEC position during position, secondary pitch trim is available from
autopilot operation. the secondary trim switch (Figure 15-7); this
renders the pilot’s primary trim and Mach trim
Horizontal stabilizer position is displayed on inoperative. The secondary pitch trim switch is
the PITCH TRIM indicator (see Figure 15-7). spring-loaded to the OFF position.
The autopilot always uses the secondary trim

Pitch Trim Actuator motor whether the PITCH TRIM selector
The pitch trim actuator is operated by either of switch is in PRI or SEC; however, if either
two DC powered motors, either of which can control wheel trim switch is actuated with the
move the horizontal stabilizer. arming button depressed (Figure 15-8 or 15-9)
or if the secondary trim switch is actuated, the
• On F C-200 AFCS aircraft, the primary autopilot disengages.
trim motor and control circuits are pow-
ered through the PITCH circuit breaker In the event of inadvertent primary pitch trim
on the left essential bus operation (runaway trim), depressing and hold-
• On FC-530 AFCS aircraft, the motor is ing the wheel master switch will:
15 FLIGHT CONTROLS
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
power circuit • Stop both the primary and the secondary
trim motors (aircraft with FC-530 AFCS)

Pitch Trim Indicator In either case, whenever the pitch trim is not
set within the T.O. trim segment, the amber TO
Horizontal stabilizer trim position indication is TRIM annunciator light illuminates (on the
provided by one of two types of PITCH TRIM ground only). All annunciator lights are shown
indicators (see Figure 15-7). On each i ndicator, in Annunciator Panel section.
a T.O. (takeoff) trim segment is marked to indi-
cate the takeoff trim limits for center-of-gravity
extremes. On early aircraft, the segment is
marked by a green band on the edge of the
indicator; on later aircraft, by white lines. Late
model indicators may be retrofitted on early
aircraft.
CONTROL WHEEL
TRIM SWITCH
WHEEL
MASTER
SWITCH
(MSW)
P S
R E
I C
AUTOPILOT
PITCH
COMPUTER
AUTOPILOT
PITCH SERVO PUSHER
PULLER
15 FLIGHT CONTROLS
LEGEND
T.O.
TRIM ELECTRICAL
ANNUNCIATOR
Figure 15-8. 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
SECONDARY TRIM
AUTOPILOT
TRIM
AUTOPILOT
PITCH
COMPUTER
AURAL AUTOPILOT
TRIM IN PUSHER
MOTION PITCH SERVO PULLER
NUDGER
LEGEND
T.O.
TRIM Electrical
15 FLIGHT CONTROLS
ANNUNCIATOR
Figure 15-9. 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 labeled TRIM OVSP–
OFF–TRIM MON and spring-loaded to OFF
A monitor system incorporated in these a ircraft or the TRIM OVSP and TRIM MON positions
provides a visual indication of certain faults in of the rotary systems test switch are used to
the primary trim system. perform the test.
Though not physically a part of the monitor
system, a clicker provides audible evidence MACH TRIM
of 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 accel-
system, 3° flap switch, and horizontal stabilizer erations/decelerations at high Mach n umbers to
actuator mechanism. Faults are indicated by compensate for Mach tuck. There is no switch
illumination of the amber PITCH TRIM light. to engage the system; it automatically becomes
active at approximately 0.69 MI if the autopilot
With flaps up (slow trim required), the monitor is not engaged.
system illuminates the PITCH TRIM light if it
senses that primary trim is running at the fast Since the Mach trim system requires the use
rate, or trim overspeed. of the primary pitch trim motor, the PITCH
TRIM selector switch must be in PRI for sys-
Regardless of flap position, the monitor tem operation.
s ystem also illuminates the PITCH TRIM
light if it senses certain electrical faults in the If the autopilot is engaged, the Mach trim sys-
primary system that create the potential for tem assumes a passive, or standby, mode. In
uncommanded motion of the stabilizer actuator. this case, the PITCH TRIM selector switch can
be in either PRI or SEC since the autopilot can
When the PITCH TRIM light illuminates, utilize the secondary trim motor in both switch
the secondary trim system must be selected positions.
by placing the PITCH TRIM selector switch
in SEC unless it illuminates while h olding The Mach trim system consists of the following:
the wheel master switch depressed, which is • Computer
normal.
• Air data sensor
The audio clicker sounds anytime the stabilizer • Follow-up on the horizontal stabilizer
actuator is in motion with flaps up, whether
trimming is being accomplished with the pri- • Red MACH TRIM annunciator light
mary or secondary motor. However, to preclude • Mach overspeed warning horn
the clicker from sounding every time trim is
commanded, a delay of approximately 0.25 • Monitor circuit
second must follow each in-motion signal,
15 FLIGHT CONTROLS
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 resynchronizes
During flight, the air data sensor receives static to function about the new horizontal stabilizer
pressure inputs from the left and right shoulder position when manual trim is released. In flight,
static pressure ports (FC-200 AFCS) and a pitot synchronization may also be accomplished by
pressure input from the right pitot tube (Figure selecting the MACH TRIM position on the SYS
15-10). On FC-530 AFCS aircraft, static pres- TEST switch and depressing the TEST button
sure is provided by the right static 1 and left (applies to SNs 35-247 and subsequent, 36-045
static 2 lines. This will be shown in Chapter and subsequent, and earlier aircraft incorporat-
16, Avionics. ing 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 system
becomes active at approximately 0.69 MI. The
Mach trim computer commands the appro-
priate pitch trim changes—noseup trim for
increasing Mach and nosedown for decreasing
Mach—through the primary motor of the pitch
trim actuator. The follow-up on the horizontal
stabilizer provides the nulling signal to the
computer.
OVERSPEED WARNING
HORN
MACH TRIM
FOLLOW-UP
MACH TRIM
MON
MACH TRIM P S
COMP R E
STATIC I C
AIR
DATA
SENSOR
PITOT
LEGEND
15 FLIGHT CONTROLS
ELECTRICAL
MECHANICAL
Figure 15-10. 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 • On earlier aircraft, the switches actuate
malfunction exists if the Mach trim monitor only at 13° and 25°
does not receive a corresponding signal change • On aircraft with the preselect flap sys-
from the Mach trim follow-up when the air data tem, flap limit switches automatically
sensor signals change (Mach change). maintain flap position at the selected
setting
A m alfunction is also indicated in the event
of power loss to the Mach trim computer, loss If hydraulic system pressure is lost, the flaps
of input signals, or a Mach number/horizontal will probably remain in their last position.
stabilizer trim position error. In either case, the However, if the flaps are extended and hydraulic
Mach trim monitor disengages Mach trim and pressure is lost due to a leak in the flap down
illuminates the MACH TRIM light. If speed is line, air loads on the flaps may cause some flap
above 0.74 M I , the Mach overspeed w arning retraction.
horn also sounds. If the fault clears or power
is restored, the system can be r esynchronized The flaps can also be operated from EMER
by selecting the MACH TRIM position on the BAT 1 (ON position) in the event of electrical
SYS TEST switch and d epressing the TEST failure; however, the flap indicator is not pow-
button (applies to SNs 35-247 and subsequent, ered by the emergency battery.
36-045 and subsequent, and earlier aircraft
incorporating SB 35/36-22-4). If the warning
horn continues to sound, airspeed must be Flap Selector Switch
reduced below 0.74 M I or the autopilot—if The flap selector switch may be one of three
ope rational—may be engaged. Engaging the types:
autopilot cancels all warnings, and the airplane
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
• The selector switch on later aircraft is not
SECONDARY spring-loaded to neutral and remains in the
FLIGHT CONTROLS selected position
• SNs 35-417,35-419, 35-477, 35-479, and
FLAPS 35-483 and subsequent and SNs 36-051
and subsequent incorporate the preselect
General flap system. On these aircraft the flap
selector switch has four positions: UP,
The single-slotted Fowler flaps are electrically 8°, 20°, and DN (40°) with detents at the
controlled and hydraulically actuated. The left 8° and 20° positions (Figure 15-8). The
and right flaps are interconnected by cable to flap system is powered by the FLAPS
minimize asymmetrical effects in the event of circuit breaker on the right essential
15 FLIGHT CONTROLS
a malfunction. bus. Earlier serial numbers may be ret-

rof itted with the preselect system by
Position switches mechanically connected to AAK 83-7
each flap provide flap position information to
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
*3 , 13 , 25 ON SNs 35-067
15 FLIGHT CONTROLS
AND SUBS., 36-018 AND SUBS., AND EARLIER PRESELECT NONPRESELECT

AIRCRAFT INCORPORATING AAK
76-4. 13 AND 25 ON PREVIOUS
AIRCRAFT
Figure 15-11. Flap System

Flap Position Indicator switches energize the down solenoid to return

the flaps to the selected position when airspeed
A vertical-scale FLAP position indicator is is reduced appropriately.
mounted on the center switch panel (see Fig
ure 15-11). When the selector switch is moved from DN
toward UP, an intermediate stop is encountered
Left flap position is electrically transmitted at the 20˚position to facilitate retraction in a
to the indicator. The indicator is DC powered go-around situation. Further movement of the
by the TAB FLAP POSN circuit breaker on selector switch toward UP or 8˚ requires that
the right essential bus. The indicator indicates the switch lever be pulled out to clear the stop.
DN with loss of electrical power, r egardless 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 r etracted position, the
When the flap selector switch is placed in DN, up solenoid remains energized and the control
the down solenoid positions the flap control valve maintains p ositive pressure on the retract
valve to direct pressure to the extend side of side of both flap actuators.
both flap actuators. The down solenoid remains
energized, and the control valve maintains
down pressure on the flap a ctuators to hold Operation (Non-preselect
the flaps full down (40°). A check valve at the Flaps)
control valve inlet prevents flap retraction in
the event of upstream hydraulic system failure. When the flap selector switch is placed in DN,
the down solenoid positions the flap control
Moving the selector switch to an intermediate valve to direct pressure to the extend side of
(8° or 20°) position energizes the down or up both flap actuators. The flaps may be stopped
solenoid, as appropriate, which repositions the in any intermediate position by placing the
control valve to extend or retract the flaps. selector switch in the center neutral position.
The appropriate flap limit switch deenergizes This deenergizes the down solenoid, which
the affected solenoid; the control valve closes, repositions the control valve to the neutral
thereby stopping flap motion (9° and 21° during position; this traps fluid between the control
extension, 19° and 7° during retraction). valve and the actuators to hold the flaps in the
selected position.
When extended, the flaps are protected from
e xcessive air loads—due to excessive air- When extended, the flaps are protected from
speed—by a relief valve in the down line. excessive air loads—due to excessive air-
Pressure is relieved into the return line, which speed—by a relief valve in the down line; the
causes the flaps to creep upward. The limit flaps will creep up until airspeed is reduced
appropriately.
15 FLIGHT CONTROLS

If the flap selector switch is left in DN, the source is lost in flight, the spoilers will slam
down solenoid remains energized, and the con- down (if extended) and will be inoperative in
trol valve maintains extend pressure on the flap both modes. Spoiler mode operation does not
actuators. A check valve at the control valve require 115 VAC on the ground.
inlet prevents flap retraction in the event of an
upstream hydraulic system failure. A spoiler annunciator light illuminates during
normal spoiler deployment or when an uncom-
Placing the selector switch in UP e nergizes manded unlocked condition exists on either
the up solenoid; the control valve repositions spoiler. On FC-200 AFCS models, the light
to direct pressure to the r etract side of both is red; on FC-530 AFCS models, the light is
actuators. In the fully r etracted position, the amber.
up solenoid remains energized, and the control
valve maintains r etract pressure on the flap In the event of main system hydraulic failure,
actuators. 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 h ydraulic
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 be
mode) or asymmetrically for aileron augmen- extended simultaneously. To do so may cause
tation when the flaps are extended beyond 25° damage to the flaps and create excessive drag
(i.e., spoileron mode). and loss of lift; this results in increased stall
speed for which the stall warning system is not
The spoilers are hydraulically actuated by a compensated. If the spoilers are extended while
solenoid-operated spoiler selector valve and the flaps are being extended, the SPOILER
two servo valves, one for each spoiler. Electri- annunciator light flashes as the flaps extend
cal control of the system is accomplished by the 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 e ssential and AC
buses. If either CB is pulled or either power
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 (Figure (FC-200 or FC-530). Ground deploy and
15-12). retract 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 e xtend side of for all aircraft.
the spoiler actuators, and the SPOILER light
illuminates steady. Full extension is limited Spoiler deployment and retraction causes
to approximately 40°. Returning the switch to signif icant nosedown and noseup pitching,
RET deenergizes the spoiler selector valve; this respectively. This should be anticipated and off-
valve repositions to route pressure to the retract set by application of elevator control pressure
side of the actuators, and the servo valves neu- and pitch trim, as necessary.
tralize. The SPOILER light extinguishes when
both spoilers are locked down by locks within
the actuators (Figure 15-13).
Figure 15-12. 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
EXTEND ELECTRICAL
15 FLIGHT CONTROLS
Figure 15-13. Spoiler Operation

Operation (Spoileron Mode) retracted by its servo valve. Spoiler extension is

limited to approximately 15° during spoileron
During the spoileron—aileron augmenta- operation (full up aileron). The SPOILER light
tion— mode of operation, the spoilers are will not illuminate during spoileron operation.
independently extended and retracted in a
one-to-one ratio with the up-going aileron Spoileron operation is shown in Figure 15-14.
to increase lateral control in the landing
conf iguration. Aileron augmentation—spoi-
lerons—increases roll control authority up to Spoileron Monitor System
50%. The computer monitors spoiler and spoi-
leron modes of operation by a followup in
The spoileron mode is automatically engaged each spoiler and each aileron. In flight, if a
when the flaps are lowered beyond 25° and the split of more than 6° occurs between the two
SPOILER switch is RET. The spoileron com- spoilers (spoiler mode) or between the aileron
puter continuously monitors aileron position. and spoiler (spoileron mode), the amber AUG
When the ailerons are displaced from neutral, AIL light illuminates and the spoilers slam
the computer signals the servo valve to extend down. Both modes remain inoperative in flight
the spoiler on the wing with the raised aile- as long as the AUG AIL light is illuminated;
ron. The spoiler on the opposite wing is held
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
NORMAL HYDRAULIC
PRESSURE SYSTEM RETURN
EXTEND ELECTRICAL
15 FLIGHT CONTROLS
RETRACT
Figure 15-14. Spoileron Operation (Left Aileron Up)

however, the spoiler mode may be operative logic is such that only one yaw damper may be
on the ground. engaged at a time.
Spoileron Reset Switch Each system consists of:

The SPOILERON RESET switch (see Figure • Yaw rate gyro
15-12) is spring-loaded to OFF. If a malfunc- • Lateral accelerometer
tion occurs in either mode (AUG AIL light
on), moving the SPOILERON RESET switch • Computer-amplifier,
momentarily to RESET may restore spoiler/ • Aileron follow-up
spoileron operation, provided the malfunc-
tion has cleared. If the AUG AIL light does • DC rudder servo-actuator
not extinguish, both modes are inoperative in
flight. Do not try to reset the system below Additionally, FC-530 AFCS models use a yaw
1000’ AGL and only in a wings level condition. damper force sensor, a calibration assembly,
Any aileron input while resetting the computer and a three-axis disconnect box.
may result in a momentary rapid roll rate.
The rudder servo actuator incorporates a cap-
The SPOILERON RESET switch is also used stan mechanism (slip clutch) that allows the
during the spoileron/spoiler preflight check pilot to override the yaw damper at any time,
of monitor circuit operation. On the ground if required, by applying sufficient rudder pedal
with flaps down, holding the switch in RESET force.
induces a fault that inhibits spoileron move-
ment. Therefore, if the control wheel is turned When the stall warning indicators are in the
while holding the switch in RESET, the AUG shaker range, yaw damper effectiveness is
AIL light should illuminate after the aileron reduced. The reduction signal for the primary
deflects approximately 6°. The system can be yaw damper comes from the left stall warning
reset by releasing the SPOILERON RESET system; for the secondary yaw damper, it comes
switch to OFF and then momentarily moving it from the right stall warning system.
back to RESET. Refer to the approved AFM for
the complete spoileron/spoiler check. The primary yaw damper uses DC and AC
power supplied by the AFCS YAW and PRI
YAW DAMP circuit breakers, respectively, on
the left AC and essential buses. The secondary
YAW DAMPERS yaw damper uses DC and AC power supplied
by the SEC AFCS and SEC YAW DAMP cir-
cuit breakers, respectively, on the right AC and
GENERAL essential buses.
Either of two yaw damper systems may be
installed, depending on whether the aircraft is Both yaw dampers must be operational for
equipped with the FC-200 AFCS, or the FC-530 flight, with one engaged at all times while air-
AFCS. Both systems are described herein. borne. The yaw damper should be disengaged
while trimming the rudder, then reengaged.
Two separate, independent (dual) yaw damper Ground testing of the yaw dampers must be
systems are installed in all aircraft to provide accomplished in accordance with the approved
AFM, Section 2.
15 FLIGHT CONTROLS
yaw stability. Either system provides full-

time yaw damping in flight—whether or not
the autopilot is engaged—by applying rudder
against transient motion in the yaw axis, while
coordinating the rudder during turns. Switching

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 cen- be engaged, with clockwise deflection indicat-
ter pedestal (Figure 15-15) provides the yaw ing a right rudder force.
damper selection, test, and indicating functions.
The dual systems are independent, but share a On FC-530 AFCS models, a single TST but-
common control panel. ton provides simultaneous testing of both
yaw damper systems. Two PWR buttons—one
On FC-200 AFCS models, two PWR/TEST for each yaw damper—are used to apply and
buttons—one for each yaw damper—are used remove power to their respective controller-am-
to apply power to the respective controller-amplifiers. Two ENG buttons, one for each yaw
plifier, 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 annun-
the associated system is powered. The two ENG ciators illuminate to indicate that the associated
buttons provide the means of engagement. The system is powered. The two green ENG annun-
two green ENG lights illuminate to indicate an ciators illuminate to indicate an engaged yaw
engaged yaw damper. Yaw damper disengage- damper. A servo force indicator is provided
ment may be accomplished by depressing the for each yaw damper, providing indication of
associated inboard OFF button, while power rudder force being applied by its respective yaw
may be removed from the systems by depress- damper, with clockwise d eflection indicating
ing the associated outboard OFF button. right rudder force.
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 15-15. 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
electrical power is applied to both yaw damper depressed in order to apply power to the indi-
amplif iers, which causes both green PWR/ vidual amplifiers. Depressing a PWR button a
TEST lights to illuminate. However, if the second time removes power from the amplifiers.
AUTO-PILOT master switch is off, the PWR/
TEST b uttons, when individually depressed, With power on (PWR annunciators illumi-
apply power to their respective systems, w
hich nated), depressing either ENG button the first
causes the associated PWR/TEST light to time engages the corresponding yaw damper
illuminate. and illuminates the associated ENG annuncia-
tor. Depressing the ENG button a second time
With power on (PWR/TEST lights illuminated), disengages the yaw damper. If one yaw damper
depressing either ENG button engages the is engaged, depressing the opposite ENG button
corresponding yaw damper and illuminates the automatically disengages the first yaw damper
associated green ENG light. If one yaw damper and engages the second.
is engaged, depressing the opposite ENG button
automatically disengage the first yaw damper Disengagement of either yaw damper may also
and engages the second. be accomplished by momentarily depressing
either control wheel’s master switch (MSW).
Disengagement of either yaw damper may be On these aircraft, the audible autopilot discon-
accomplished by depressing the correspond- nect tone always sounds to signal yaw damper
ing OFF button or by momentarily depressing disengagement.
either control wheel’s master switch (MSW).
On these aircraft, there is no audible annunci- The TST button provides simultaneous testing
ation of disengagement. of both yaw dampers. With power on (PWR
annunciators illuminated), depressing and hold-
When a PWR/TEST button is held depressed ing the TST button should illuminate both
(during ground testing), the respective PWR/ ENG annunciators. Simultaneously, both force
TEST and ENG lights should illuminate. indicators should suddenly move to the right,
Simultaneously, the force indicator should sud- then slowly drift toward the left. Releasing the
denly move toward the side being tested, then TST button should extinguish both ENG annun-
slowly drift past neutral. Releasing the PWR/ ciators. The sudden movement of the force
TEST button should extinguish the ENG light, indicators tests the rate gyro circuitry, while
and the force indicator should suddenly move the slow drift of the indicators tests the lateral
in the opposite direction, then slowly drift back accelerometers. A five-second waiting period
to neutral. The sudden movement of the force should be observed if retesting is desired.
indicator tests the rate gyro circuitry, while the
slow drift of the indicator tests the lateral accel- On these aircraft, when flaps are extended
erometer. A five second waiting period should beyond 25°, the amount of rudder pedal force
be observed if retesting is desired. required to override the yaw damper is sig
nif icantly reduced. This enables the pilot to
apply cross-control pressures without encoun-
tering noticeable yaw damper opposition.
Because of this, the yaw damper must be
15 FLIGHT CONTROLS
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
flare prior to touchdown.

STALL WARNING therefore, each system can be powered even

when the battery switches are off. The L and R
SYSTEMS STALL warning lights are the only components
that do not take power directly from the battery
buses.
GENERAL
One of two stall warning systems may be ANGLE OF ATTACK Indicators
installed 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 operating
tactile warning of an impending stall and are range
equipped with the following dual (left and
right) components: • Yellow—Warns of an approaching stall
condition; tactile warning o ccurs in this
• Stall vane/transducer assemblies area, alerting the pilot to take positive
• Computer-amplifiers 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,
• ANGLE OF ATTACK indicators thereby forcing a reduction in angle of
attack
• STALL WARNING switches
Warning Lights
Both systems use the elevator pitch servo for
stick pusher/nudger operation (Figure 15-16). The L and R STALL warning lights begin to
flash when the respective ANGLE OF ATTACK
The Alpha Dot system uses flap position indicator pointers enter the shaker range, as
switches, aneroid switches, and rate sensors described above. The STALL WARN lights
to provide bias information to the computer, illuminate steady in the red segment (pusher
which accounts for changes in stall speed in range). Steady illumination of the lights at any
relation to flight conditions and flap configura- other time indicates a computer power loss or
tions. Flap bias is provided by flap switches at a circuitry malfunction. Cycling the STALL
the 3°, 13°, and 25° positions. Altitude bias is WARNING switch(es) off, then on, may restore
provided by the aneroid switches at 22,500 ft. normal operation. The lights illuminate when-
The rate sensors establish the rate of change of ever the STALL WARN switches are OFF.
increasing angle of attack, as in an accelerated
approach to a stall. Stick Shaker
The non-Alpha Dot system is biased only for Stick shaker motors are attached to the front
flap position at 13° and 25° and is not equipped side of each control column. Actuation of the
with the aneroid switches or rate sensors. shakers causes a high-frequency vibration in
15 FLIGHT CONTROLS
the control columns.

The left and right systems are completely
independent. They operate on DC power sup-
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
L STALL R STALL
L R
WARNING WARNING
STALL STALL
COMP/AMP COMP/AMP
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 15-16. Stall Warning System

Pusher OPERATION
The stick pusher function utilizes the e levator During flight, the stall warning vanes align with
pitch ser vo to reduce angle of attack by the local airstream. Vane-operated transducers
d ecreasing pitch attitude. Pusher a ctivation produce a voltage proportional to aircraft angle
provides elevator down motion, causing a sud- of attack. These signals, b iased by informa-
den abrupt forward movement of the control tion from the flap position switches, altitude
column. The mechanical slip clutch on the pitch switches, and rate sensors (as applicable) are
servo allows the pilot to override an inadvertent sent to the respective computer.
pusher actuation due to m alfunction. Addi-
tionally, 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 allowed
Nudger (FC-530 AFCS) to increase further, the pusher is activated as
the pointer crosses the yellow/red line.
On these aircraft, a nudger is incorporated into
the stall warning system. As angle of a ttack Assuming an unaccelerated entry to a stall con-
increases slightly beyond the point of shaker dition at altitudes below 22,500 ft, the green/
motor operation (but prior to pusher o peration), yellow line approximates 7 kt or 7% above
a gentle pulsating forward push command is pusher speed, whichever is higher. The yellow/
applied to the pitch servo (the same servo that red line approximates 5% above stall speed
operates the pushers). (non-Alpha Dot); 1 kt above stall speed (Alpha
Dot, except FC-530 AFCS airc raft) or; stall
If the nudger fails to operate, a pulsating speed ±3 kt (Alpha Dot aircraft with FC-530
nudger monitor horn sounds to alert the pilot. AFCS). The 22,500 ft aneroids on all Alpha Dot
In this case, angle of attack must be d ecreased aircraft cause warning and pusher functions to
immediately because the pusher has also failed. occur approximately 15 kt earlier at high alti-
tudes in the flaps-up configuration.
15 FLIGHT CONTROLS

MACH OVERSPEED OPERATION

WARNING/STICK The overspeed warning horn is functional
w henever the aircraft electrical system is
PULLER powered and either WARN LTS circuit breaker
is e ngaged (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 air-
craft speed reaches VMO or MMO . The stick The STALL WARN switches should remain
puller function signals the pitch servo to torque on at all times in flight except as directed by
the elevator nose up if M MO is exceeded. On the approved AFM Emergency Procedures and
FC-530 AFCS models, the puller also operates Abnormal Procedures sections.
if high-altitude VMO is exceeded.
With the stick puller inoperative, speed is
The stick puller utilizes the autopilot pitch limited to 0.74 MI. The mechanical slip clutch
axis circuitry to control the elevator servo on the pitch servo allows the pilot to over-
force applied. The resultant noseup force on ride an inadvertent puller actuation due to
the control column during puller actuation is m alfunction. Additionally, on FC-530 AFCS
approximately 18 lb. aircraft, depressing and holding the wheel
master switch cancels an inadvertent puller. See
If the autopilot is engaged, puller actuation the approved AFM for appropriate corrective
cancels any selected flight director pitch modes action.
and inhibits a utopilot use of the pitch servo
until the puller is released.
System control circuits require 28 VDC and

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

QUESTIONS
1. The aircraft systems that use the pitch 6. For FC-200 aircraft, in the event of
servo to position the elevator are: runaway trim, both trim motors can be
A. Autopilot, Mach trim, stick puller disabled by:
B. Autopilot, stick pusher, stick puller A. Depressing and holding either control
C. Pusher, stick puller, Mach trim wheel master switch
D. Yaw damper, stick pusher, stick puller B. Moving the PITCH TRIM selector
switch to OFF
2. The aircraft is trimmed in the pitch axis C. Moving the PITCH TRIM selector
by: switch to EMER
A. The elevator trim tab D. A or B
B. Canards 7. The MACH position on the rotary system
C. The movable horizontal stabilizer test switch is used to test:
D. The elevator down-spring
A. Mach trim and Mach trim monitor
3. To enable pitch trim through the control B. Mach overspeed warning horn and
wheel trim switches, the PITCH TRIM stick puller
selector switch must be in: C. Mach monitor
A. PRI or SEC D. The HORN SILENCE switch
B. PRI, OFF, or SEC 8. In the event of aircraft electrical failure,
C. PRI the flap position indicator will:
D. SEC
A. Be powered by the EMER BAT and
indicate actual position of the flaps
4. Illumination of the red MACH TRIM light
indicates: B. Not be powered and will freeze at last
flap position
A. Mach trim is not operating C. Fail, indicating DN regardless of flap
B. T h e s e c o n d a r y t r i m m o t o r i s position
inoperative D. None of the above
C. The autopilot is engaged above 0.74
MI 9. A flashing SPOILER light indicates:
D. The trim speed controller/monitor has
A. Spoilers are split more than 6°
detected a trim speed error
B. Spoiler-aileron ratio exceeds 6°
5. The systems that can function with the C. Spoiler system is inoperative
PITCH TRIM selector switch in SEC are: D. Spoilers are extended, and flaps are
A. Primary pitch trim and Mach trim down more than 13°
B. Secondary pitch trim and Mach trim
C. Secondary pitch trim and primary
pitch trim
15 FLIGHT CONTROLS
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 hot 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 the
is restricted to 20,000 ft pilot has an ATP rating
B. The aircraft may be flown, but altitude C. The aircraft may be flown provided
is restricted to 41,000 ft the autopilot and yaw damper systems
C. The aircraft may be flown, but the are operating
YAW DAMP circuit breaker for the D. The aircraft must not be dispatched.
inoperative 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 indicator A. STICK PULLER switch
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 nudger 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
FC-200 AVIONICS................................................................................................... 16-2
Pitot-Static System............................................................................................. 16-2
Air Data............................................................................................................. 16-4
AUTOFLIGHT SYSTEM.......................................................................................... 16-4
General.............................................................................................................. 16-4
Flight Director Systems...................................................................................... 16-5
Autopilot/Flight Director.................................................................................... 16-6
FC-530 AVIONICS................................................................................................. 16-15
Pitot-Static System........................................................................................... 16-15
Air Data........................................................................................................... 16-16
Autoflight System............................................................................................ 16-16
Flight Director Systems.................................................................................... 16-18
Autopilot/Flight Director.................................................................................. 16-18
COPILOT FLIGHT DIRECTOR............................................................................. 16-29
General............................................................................................................ 16-29
Operation......................................................................................................... 16-29
Traffic.............................................................................................................. 16-30
Terrain............................................................................................................. 16-32

16 AVIONICS
COMMUNICATION SYSTEM............................................................................... 16-33
Static Discharge Wicks..................................................................................... 16-33
RVSM SYSTEM..................................................................................................... 16-33
General............................................................................................................ 16-33
Learjet RVSM Installation................................................................................ 16-35
Ram Air Temp Indicator................................................................................... 16-41
QUESTIONS........................................................................................................... 16-42
Navigation System........................................................................................... 16-42
Autoflight System............................................................................................ 16-43
Communication System.................................................................................... 16-43

16 AVIONICS
ILLUSTRATIONS
Figure Title Page
16-1 Pitot Head (Typical).................................................................................... 16-2
16-2 Static Ports (Typical)................................................................................... 16-2
16-3 Pitot-Static System (FC-200 AFCS)............................................................ 16-3
16-4 ALTERNATE STATIC SOURCE Valve....................................................... 16-4
16-5 FC-200 Autopilot and Flight Director Control Panels.................................. 16-6
16-6 Typical FC-200 ADI and HSI Indications and Controls............................... 16-7
16-7 Control Wheel Switches (Typical)............................................................... 16-9
16-8 Altitude Display........................................................................................ 16-12
16-9 Pitot-Static Head (Typical)........................................................................ 16-15
16-10 Static Port Switch...................................................................................... 16-16
16-11 Pitot-Static System (FC-530 AFCS).......................................................... 16-17
16-12 Typical FC-530 ADI and HSI Indications and Controls............................. 16-20
16-13 FC-530 Autopilot and Flight Director Control Panels................................ 16-21
16-14 Control Wheel Switches (Typical)............................................................. 16-22
16-15 Copilot Flight Director Controls and Indicators........................................ 16-29
16-19 Static Wicks (Typical)............................................................................... 16-33
16-20 Rosemount Pitot and Static Probe............................................................. 16-35
16-21 Air Data Display Unit (ADDU)................................................................. 16-36
16-22 Air Data Switch Panel............................................................................... 16-36

16 AVIONICS
16-23 Emergency Battery Power System............................................................. 16-38
16-24 Learjet Electrical Diagram for Altimeter/ADDU and AIU......................... 16-39
16-25 Standby Altimeter..................................................................................... 16-40
16-26 RAM AIR TEMP Indicator........................................................................ 16-41
TABLES
Table Title Page
16-1 FC-200 Autopilot System Modes and Annunciators.................................. 16-12
16-2 FC-530 Autopilot System Modes and Annunciators.................................. 16-26

16 AVIONICS
CHAPTER
CHAPTER16
#
CHAPTER
AVIONICS
NAME
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 supple-
ments in the approved AFM and vendor manuals for additional information and information
on specific systems not included in this chapter.
GENERAL
The basic navigation system consists of the automatically steer the aircraft to satisfy flight
pitot-static system, air data sensor and the ram- director commands as programmed. The dual
air temperature gauge. yaw damper system operates independently
of the autopilot and may be engaged with or
The AFCS includes the flight director, autopi- without the autopilot engaged. The Mach trim
lot, dual yaw damper, and Mach trim system. system operates at high Mach numbers when
The standard automatic flight control systems the autopilot is disengaged. The yaw damper
installed on the Learjet 35/36 are the Jet Elec- and Mach trim systems are described in Chap-
tronics and Technology, Inc. (J.E.T.) FC-200 on ter 15, Flight Controls.
the early models, and the FC-530 on the late
models. The flight directors can be used inde- The Communication System section of this
pendently with the pilot steering the aircraft chapter discusses the static discharge wicks.
to satisfy the flight director commands as pro-
grammed, or the autopilot may be engaged to
16 AVIONICS
FC-200 AVIONICS The normal static system provides indepen-

dent sources of static pressure to the pilot and
copilot instruments. Each static source (pilot
PITOT-STATIC SYSTEM or copilot) has one static port on each side of
the aircraft nose (Figure 16-2). The dual static
The pitot-static system supplies pitot and static ports are provided for redundancy and to reduce
air pressure for operation of the airspeed and side-slip effects on the instruments that use
Mach indicators, the high- and low-altitude static air.
overspeed switches, the air data sensor, and the
static defect correction module. Static pressure
is also supplied to the copilot vertical velocity
indicator, both altimeters, the pressurization
control module, and the aft differential pressure
relief valve (Figure 16-3).
A heated pitot head is located on each side of

the fuselage just forward of the cockpit (Figure
16-1). Pitot heat switches are located on the
pilot anti-icing control panel. They also supply
heat to both stall warning vanes. Refer to Chap-
ter 10, Ice and Rain Protection, for a dditional
information.
Figure 16-2. Static Ports (Typical)
The left front and right center static ports (both

heated) are connected to the pilot instruments.
The left rear and right front static ports (both
heated) are connected to the copilot instru-
ments. The right rear static port (not heated) is
connected with an alternate static port inside
the nose compartment to provide the pres-
surization module with a static source. Refer
to Chapter 12, Pressurization, for additional
information.
Two heated shoulder static ports are located on

top of the fuselage nose in front of the wind
shield. These ports provide static pressure to
the air data sensor and the copilot FD 108/FD
109 altitude controller (if installed).
Figure 16-1. 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
SN 35-002 THRU 35-505 EXCEPT 35-408
SN 36-002 THRU 36-053 OTHER STATIC
Figure 16-3. Pitot-Static System (FC-200 AFCS)

16 AVIONICS
An ALTERNATE STATIC SOURCE valve

is located below the pilot instrument panel
AUTOFLIGHT SYSTEM
(Figure 16-4). For normal operation, the lever
remains down (CLOSED); for alternate air, the GENERAL
lever is moved up (OPEN).
Either the J.E.T. FC-200 or the J.E.T. FC-530
AFCS may be installed, depending on pro-
duction serial number. The FC-530 AFCS is
installed on SNs 35-408, 35-506 and subse-
quent, and 36-054 and subsequent, and earlier
SNs incorporating AAK 83-2.
NOTE
The yaw axis is controlled by the dual
yaw damper system, which o perates
independently of the autopilot and
flight director.
The system incorporates a dual-channel AFCS

computer that integrates the autopilot pitch
and roll axes flight director. The AFCS control
panel, which is located in the center of the
glareshield, provides pilot access to the auto-
Figure 16-4. A
LTERNATE STATIC pilot and to the AFCS computer for the flight
SOURCE Valve director mode selection.
When the ALTERNATE STATIC SOURCE The AFCS computer processes information
valve is positioned to OPEN, the pilot instru- received from the primary vertical and direc-
ments are connected to an alternate port inside tional gyros, horizontal situation indicator
the unpressurized nose section. With OPEN (HSI), the NAV 1 receiver, and the air data
selected, the altimeter and Mach indicators will sensor. The resulting computed roll and/or pitch
read slightly lower than normal. command(s) are applied by the computer to the
flight director indicator (FDI) command bars,
Condensation drain valves for the pitot and which are built into the pilot attitude director
static air lines are located adjacent to the nose indicator (ADI).
wheel well doors.
When engaged, the autopilot is always coupled
to the pilot side flight director command bars.
AIR DATA The pilot has the option of using the flight
director with the autopilot disengaged.
The air data sensor provides air data to the
autopilot computer and to the Mach trim com-
Additional controls available to the pilot for con-
puter. On aircraft equipped with the FC-200
trol of autopilot and flight director functions are:
automatic flight control system, static input to
the air data sensor is from the shoulder static • Both four-way trim switches
air ports. The pitot input is from the copilot
• Both maneuver control switches
pitot system. The unit is located inside the nose
compartment. • The pilot pitch SYNC switch
• The go-around switch (left thrust lever
knob)

16 AVIONICS
• The pilot HSI heading (HDG) and to the command bars. If the autopilot is dis-
COURSE selector knob engaged, the pilot must perform the roll and
pitch maneuvers necessary to align the aircraft
All of these controls are described in detail in
symbol with the command bars. Figure 16-6
this section.
illustrates the visual indications provided by
the ADI and HSI. The ADI also provides for
FLIGHT DIRECTOR SYSTEMS indication of localizer and glide-slope deviation
and turn and slip.
Several different flight directors are avail-
able for installation on the Learjet 35/36. The
most common installations are the Collins FD Horizontal Situation Indicator
108, FD 109, FDS 84, and FDS 85. All sys- (HSI)
tems include an ADI and an HSI that provide The HSI provides a pictorial presentation of
conventional raw-data attitude and heading aircraft position relative to VOR radials and
reference and glide slope and course deviation localizer and glide-slope beams. Heading refer-
displays. The basic aircraft attitude and heading ence with respect to magnetic north is provided
references are energized whenever DC and AC by a remote directional gyro that is slaved to a
power is applied to the aircraft. remote flux gate compass. The SLAVE-FREE
switch on the lower instrument panel allows
The flight director system is connected to the unslaved operation by selecting FREE, in which
AFCS when the AUTO PILOT master switch case the magnetic reference—the flux-gate
is turned on. compass—is removed. In the FREE mode,
the directional gyro operates freely and will
When the autopilot master switch is positioned become inaccurate as it precesses. Care should
to auto pilot (ON), the PWR annunciator illu- be taken to ensure the headings are updated on
minates on the AFCS control panel, which a regular basis.
indicates that power is available to the autopilot
and flight director. The AFCS control panel The HSI provides the AFCS computer informa-
provides for flight director mode selection and tion regarding existing heading, heading marker
annunciation whether the autopilot is engaged reference, selected course, and course devia-
or disengaged. Autopilot engagement is accom- tion. The heading marker—the bug—is used
plished by depressing the ENG button. to direct the aircraft to turn to and maintain
the heading selected with the heading (HDG)
Refer to Figure 16-5 for FC-200 flight director control knob. The course deviation indicator
system is used to intercept and track a VOR or LOC
course that is set with the course control knob.
Attitude Director Indicator
The pilot ADI provides a visual presentation
of aircraft attitude as furnished by the remote
primary vertical gyro. The flight director indi-
cator (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 counterclock-
wise and clockwise to command roll. When
flight director mode(s) have been selected, the
command bars appear in view to provide the
computed pitch and roll commands. When the
autopilot is engaged, it automatically responds

16 AVIONICS
AUTOPILOT/FLIGHT DIRECTOR AFCS Control Panel

The autopilot will automatically fly the air- The control panel (see Figure 16-5) in the
craft to, and hold, desired heading, attitudes, center of the glareshield is accessible to both
and altitudes. The autopilot system can also pilots. It provides the switches required for
capture and track VOR/LOC/ILS radio beams. autopilot engagement and flight director mode
The system provides modes for speed control selection. Annunciator lights—green, amber,
and vertical rate control as well. blue, or white—appear above the mode select
switches. The legend (white lettering) on the
On Learjet 35/36 aircraft with the standard panel is b acklit. Annunciator intensity and
avionics installation, the flight director is legend lighting is controlled by the PEDESTAL
integrated with the autopilot by a computer lights rheostat on the copilot sidewall.
through the AFCS control panel on the glaresh-
ield. Autopilot and flight director modes are The autopilot engage (ENG) pushbutton is
engaged by depressing the applicable mode used only to engage the autopilot; all other
selector buttons on the control panel. Flight pushbutton switches operate with toggle action.
director only mode selection is accomplished The first depression engages a mode; a second
by depressing the desired mode selectors on depression toggles it off. Automatic cancel-
the control panel (Figure 16-5), but with the lations also occur. Annunciation of the mode
autopilot disengaged. selected appears above the pushbutton. Any
operating mode not compatible with a newly
When the autopilot is not engaged, the ADI selected mode is automatically canceled in
command bars indicate the deviation from favor of the latest selection. This allows the
the desired flight path; this enables the pilot pilot to advance along the flight sequence with-
to manually fly the aircraft in response to the out the inconvenience of having to d eselect
flight director system. When the autopilot is modes manually.
engaged, it will align the aircraft with the com-
mand bars automatically to maintain the desired
flight path.
Description
The autopilot system include: an autopilot/
flight director computer, an electric box, and
interface—all under the pilot seat; the AFCS
control panel in the center glareshield; the roll
and pitch servo actuators and follow-ups; the
customer specif ied flight director system; a
roll-rate gyro; the NAV 1 receiver; the primary
(pilot) vertical gyro, directional gyro and HSI;
and the air data sensor.
TRK ARM CAPT PWR IAS MACH ARM CAPT FNL

ROLL PITCH
HDG NAV REV LVL TEST ENG SOFT SPD V/S G/S ALT
APPR G/A
Figure 16-5. FC-200 Autopilot and Flight Director Control Panels

16 AVIONICS
ATTITUDE TAPE DH DECISION HEIGHT
ANNUNCIATOR
HORIZON 20 20 COMMAND BARS

10 10 FAST SPEED DEVIATION
GLIDE-SLOPE DISPLAY
POINTER
10 10
SLOW
20 20
AIRCRAFT SYMBOL
TEST
PUSH-TO-TEST RUNWAY SYMBOL
SWITCH
RATE-OF-TURN
INCLINOMETER
HEADING MARKER LUBBER

(HEADING BUG) LINE
DISTANCE
DISPLAY
123
COURSE
TO-FROM
MILES
12 15 COURSE
DISPLAY
POINTER
E
6
S
21 24
3
GLIDE-SLOPE
POINTER
N
W
30 33
LATERAL
AIRCRAFT DEVIATION
REFERENCE BAR
SYMBOL
BEARING POINTER AZIMUTH CARD
PILOT SIDE
HEADING
COURSE SELECTOR
COURSE COURSE
COPILOT SIDE
HDG
COURSE COURSE COURSE SELECTOR
Collins
NO. 1 NO. 2
HEADING
SELECTOR
Figure 16-6. Typical FC-200 ADI and HSI Indications and Controls

16 AVIONICS
Computer The computer uses the servo follow-up to con-

trol pitch changes to a rate of 1° per second,
The two-channel—roll and pitch—computer and limits pitch attitudes to ±25°.
continuously monitors input signals from all
AFCS component sensors. The computer is
programmed by depressing the desired mode Roll Axis Control
selector button(s) on the AFCS control panel. The computer roll channel processes infor-
The computer computes the roll and pitch mation from the primary (pilot) vertical gyro,
attitudes necessary to comply and signals the which establishes the basic roll reference; the
flight director V-bars to position accordingly primary (pilot) directional gyro and HSI, which
while also applying simultaneous signals to the supply heading and course references; VOR
roll and pitch servo actuators (if the autopilot bearing and ILS/LOC course references from
is engaged). the NAV 1 receiver; a roll rate gyro, which pro-
vides roll rate data; and a f ollow-up on the left
Operation aileron sector, which signals aileron position.
The autopilot and flight director system con- When a roll mode is selected on the AFCS
trols aircraft movement about two axes: pitch control panel, the computer positions the flight
and roll. The yaw damper provides indepen- director V-bars accordingly. If the autopilot is
dent, automatic control of the yaw axis in the engaged, a signal is also applied to the aile-
same way as when the aircraft is being flown ron roll servo, which adjusts aileron position.
manually. Feedb ack of aileron position is provided by
the aileron followup. Roll changes can also be
Pitch Axis Control induced by either pilot wheel trim switch when
moved to LWD or RWD without depressing the
The computer pitch channel processes center button.
information from the primary (pilot) vertical
gyro, which establishes the basic pitch ref- The autopilot does not apply trim in the roll
erence; the air data sensor, which supplies axis as it does in the pitch axis. Therefore, if
altitude, vertical velocity, and airspeed/Mach the aircraft is out of trim in the roll axis, the
information; glide-slope signals from the autopilot must apply continuous roll servo
NAV 1 receiver; and a follow-up device in the e ffort to hold the desired roll attitude. This
pitch servo actuator, which signals elevator c ondition will be noticed by a continuously
movement. deflected roll force meter and control wheel.
When a pitch mode is selected on the AFCS The computer uses the roll rate gyro to control
control panel, the computer positions the flight roll rates to 6° per second (FC-200). Bank
director V-bars accordingly. If the autopilot is angles are limited to a maximum of 30°.
engaged, a signal is also applied to the elevator
pitch servo, which adjusts elevator position. The FC-200 uses a 13° flap position switch to
Feedback of elevator movement is provided increase autopilot roll authority when the air-
by the servo follow-up. When the new pitch craft is configured for approach. This provides
attitude is established, the computer zeroes more lateral authority at slower speeds and is
the servo effort by applying horizontal stabi- annunciated by the green APPR light on the
lizer trim via the secondary pitch trim motor, AFCS control panel.
thereby preventing any aircraft pitching motion
when disengaging the autopilot. Pitch changes
can also be induced by either pilot wheel trim
switch without depressing the center button.

16 AVIONICS
Electrical Requirements disengagement tone sounds. This is the nor-
mal means of disengaging the autopilot since
The autopilot requires DC and AC electri- it does not disengage the yaw damper. Previ-
cal power. DC power is via the AFCS, AFCS ously selected flight director modes are not
PITCH, and AFCS ROLL circuit breakers on disengaged when the autopilot is disengaged.
the left essential bus; 115 VAC is via the AFCS Autopilot disengagement is further described
PITCH and AFCS ROLL circuit breakers on in this chapter in the Autopilot Disengagement
the left AC bus. All autopilot circuit breakers section.
are on the pilot CB panel; however, on FC-200
AFCS aircraft, there are three circuit break-
ers on the front side of the autopilot electric Control Wheel Master Switch
box under the pilot seat for autopilot and yaw On FC-200 aircraft, depressing either pilot con-
damper annunciator lights and edge lights. trol wheel master switch (MSW) disengages the
autopilot and yaw damper as well as inhibiting
Controls and Indicators primary pitch trim. When the MSW button is
released primary pitch trim will be operative
The autopilot and flight director control panel
contains most of the controls and indicators for Control Wheel Maneuver Switch
the autopilot system. Additional controls and
indicators are on the control wheels, the pilot The control wheel maneuver control switch is
switch panel, the HSI, the remote heading and called the MANEUVER switch.
course selector, the ADI, the altitude alerter,
and the thrust levers. Depressing and holding either the pilot or
copilot MANEUVER switch (Figure 16-7) tem-
Autopilot Master Switch porarily releases autopilot access to the pitch
and roll servos, biases the command bars out of
Power is provided to the autopilot and flight view, and cancels the ROLL and PITCH modes
director systems when the autopilot master if engaged previously. This enables either pilot
switch on the pilot lower switch panel is placed to change the aircraft attitude in both pitch
in autopilot; the green PWR (power) annuncia- and roll axes manually. When the switch is
tor on the autopilot controller illuminates, and released, the autopilot assumes basic attitude
the red CMPTR flag on the pilot ADI goes out hold functions.
of view.
Control Wheel Trim Switch

Either control wheel trim switch (NOSE UP/ FD CLEAR SWITCH
(MANEUVER SWITCH)
NOSE DN/LWD/RWD) functions as a manual CONTROL WHEEL TRIM SWITCH

ARMING BUTTON
autopilot controller when moved in any of the

four directions without depressing the trim
arming button (Figure 16-7). When an attitude CWS SWITCH
change is made this way, the appropriate servo

changes the attitude of the aircraft and disen- MIC SWITCH
gages any modes previously selected in the (NOT SHOWN)
affected axis except NAV ARM, G/S ARM,

and ALT SEL ARM. The autopilot reverts to PILOT SIDE TRANSPONDER
IDENT SWITCH (NOT SHOWN)
basic attitude hold in the affected axis when

the switch is released. CONTROL WHEEL MASTER SWITCH (MSW)
Depressing the trim arming button and moving Figure 16-7. C

ontrol Wheel Switches
the trim switch in any of the four directions (Typical)
disengages the autopilot, and the autopilot

16 AVIONICS
During flight director only operation, the the autopilot to maintain wings level at the
maneuver switch simply cancels all selected existing pitch attitude. If the roll or pitch atti-
flight director modes and biases the command tude(s) happen to be beyond the normal limits,
bars out of view. the autopilot will (at normal rates) roll and/or
pitch the aircraft to the normal limits.
Control Wheel SYNC Switch
If the PITCH TRIM selector switch is in OFF,
The pilot pitch SYNC switch: the autopilot may engage, but disengages when
• Releases autopilot access to the pitch it attempts to adjust secondary pitch trim and
servo cannot.
• Allows the pilot to use manual elevator
control to establish a new pitch attitude
Attitude Hold Mode
The autopilot is in pitch attitude hold when
• Cancels any selected pitch modes (except
the PITCH annunciator is illuminated and all
G/S ARM), but does not affect any roll
other pitch axis annunciators are extinguished
modes
(except G/S ARM). The autopilot is in roll
• Causes the command bars to synchronize attitude hold when the ROLL annunciator is
to the new pitch attitude illuminated and all other roll axis annunciators
are extinguished (except NAV ARM). When the
• Causes the autopilot to hold the pitch
autopilot is in both pitch and roll attitude hold,
attitude existing at the moment of switch
the flight director command bars will be out of
release
view. Autopilot roll (bank) limit is a nominal
30°, while pitch limits are ±25° (FC-200).
In the case of a dual flight director installation,
the copilot pitch SYNC switch synchronizes
Extended autopilot operation in roll attitude
only the copilot command bars to the existing
hold or LVL cancels the automatic erection
attitude and cancels the copilot G/A mode, if
feature of the vertical gyro. As the vertical gyro
selected. It does not affect the autopilot in any
precesses, the autopilot banks the aircraft to
way (as the maneuver switch does).
maintain a zero-bank indication on the attitude
indicator.
Autopilot Engagement
The AUTO PILOT master switch must be placed When the autopilot is in the basic attitude hold
on to accomplish system ground checks prior mode, attitude commands are accepted by the
to flight and normally remains on throughout autopilot through either pilot control wheel
the flight. When the PWR annunciator is illu- trim switch (arming button not depressed); the
minated, the autopilot can then be engaged at autopilot holds the attitude that exists when the
any time (except during takeoff and landing) command is released.
by depressing the ENG button. Illumination of
the PITCH and ROLL annunciators indicate Autopilot/Flight Director Mode
engagement of the respective axes. Selection
On FC-200 aircraft, initial autopilot engage- Autopilot and flight director modes are engaged
ment cancels all previously selected flight by depressing the applicable mode selector but-
director modes (if bank angle happens to be ton on the autopilot control panel. The engaged
more than 5°), the command bars disappear, modes may be disengaged by depressing the
and the autopilot holds the existing roll and selector button a second time or by selecting
pitch attitudes (if within normal limits). If another pitch mode.
bank angle is less than 5° at the moment of
initial engagement, the LVL light illuminates
and the command bars appear, commanding

16 AVIONICS
Flight director only mode selection is made by • With the pitch trim selector switch in
depressing the applicable mode selector with either the PRI or SEC position, moving
the autopilot disengaged. the pedestal NOSE DN–OFF–NOSE UP
switch to NOSE UP or NOSE DN will
The roll axis modes are LVL (level), HDG disengage both autopilot axes
(heading), NAV (navigation), VOR or LOC
• Individual axes may be disengaged by
(used in conjunction with the NAV mode), REV
pulling the applicable axis AC or DC
(back course)
circuit breakers (pilot AC and essential
buses)
The pitch modes are SPD (speed), V/S (vertical
speed), G/S (glide slope), ALT HOLD (altitude
• Depressing the pilot VG ERECT button or
hold), and SFT (soft). The SPD submodes of
actuating the pilot L-R SLAVE switch will
IAS and MACH, and the V/S, G/S CAPT, ALT
disengage both autopilot axes
SEL CAPT, and ALT HLD modes cancel each
other when one is selected. G/S ARM is com-
patible with a previously selected SPD, V/S, or NOTE
ALT mode, while ALT SEL is compatible with On SNs 35-002 to 35-009 and 36-002
a previously selected SPD or V/S mode. to 36-006, the G/A mode is coupled
to the autopilot if engaged when
Refer to Tables 16-1 for further description power is advanced to approximately
of each mode, the applicable annunciator, and 80% N1.
the function of each mode selector switch and
annunciator. Servo Force Meters
Autopilot Disengagement Two servo force meters are located in the center
of the control panel. The indicators provide an
Whenever the autopilot and/or roll axes indication of what autopilot servo forces are
disengage, the applicable PITCH and/or ROLL present when the autopilot is engaged. The
annunciators will extinguish and the autopilot left one indicates roll force and the right, pitch
disengage tone will sound, as defined below: force. If the force meter(s) are deflected, the
• Either control wheel trim switch, with appropriate axes should be trimmed to center
arming button depressed and moved in the meter(s) prior to engaging the autopilot. If
any of the four directions (NOSE UP, the autopilot is engaged and the meter(s) indi-
NOSE DN, LWD, or RWD), will disen- cate a steady deflection, the autopilot should be
gage both autopilot axes disengaged and the appropriate axis retrimmed.
Small deflections before and after engagement
• Either control wheel master switch are normal.
(MSW), when depressed, will disengage
both autopilot axes and the yaw damper Roll Monitors
• The AUTO PILOT master switch, when The computer uses the roll rate gyro and the
set to OFF, will disengage both a utopilot pilot vertical gyro to control the rate of roll and
axes bank angle, respectively.
• The PITCH TRIM selector switch, when
moved to the OFF position, will disen- Excessive roll rate will disengage the roll axis,
gage both autopilot axes, but only when it sound the disengage tone, and extinguish the
attempts to trim the horizontal stabilizer ROLL light.
and cannot (FC-200).

16 AVIONICS
Pitch Trim Monitor

The autopilot maintains pitch trim using the
aircraft secondary pitch trim system. Whenever
the autopilot is engaged and the secondary trim
runs in a direction opposite the elevator servo
force, a monitor disengages both axes, sounds
the disengage tone, and extinguishes the ROLL
and PITCH lights.
Autopilot/Stick Nudger/Pusher/
Stick Puller Interface
If the autopilot is engaged and the stick pusher,
or puller actuates, any selected pitch mode
disengages. The autopilot then maintains a
synchronous standby mode until the pusher, or
puller releases. Upon this release, the autopilot
maintains the existing pitch attitude.
Figure 16-8. Altitude Display
Altitude Alerter
will sound. The point at which the approach to
The altitude alerter provides automatic visual the preselected altitude is annunciated depends
and aural signals announcing approach to and upon aircraft vertical speed. The annunciators
departure from a selected altitude. The alerter will extinguish when the aircraft is within
is a direct-reading instrument with a five-digit 300 ft of the preselected altitude. Should the
display (Figure 16-8). altitude subsequently deviate more than ±300
ft from the selected altitude, the ALT annun-
The altitude alerter located in the center instru- ciators will illuminate and the alert bell will
ment panel functions in conjunction with the sound.
pilot altimeter. An OFF flag adjacent to the
altitude display will be in view whenever The altitude alerter is also used to program the
power is not available to the alerter. During flight director altitude select (ALT SEL) mode
flight, as the aircraft passes within approxi- on the FC-530.
mately 1,000 ft of the selected altitude, the
amber ALT annunciators on the pilot and copi-
lot altimeters will illuminate and an alert bell
TABLE 16-1. FC-200 AUTOPILOT SYSTEM MODES AND ANNUNCIATORS

MODE A NNUNCIATOR 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).
T E ST 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.
RE V F unctional only with NAV mode selected for localizer backcourse
( BACK approach with ILS fre quency tuned in. When selected, course in-
COUR SE ) 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

LV L When engaged, wings level is commanded by the flight director only
( LE V E L) 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
( SPE E D) 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 ( V E R - When selected, the flight director commands a pitch attitude that
T ICAL will maintain the existing vertical spe ed. Power must be set by the
SPE E D) 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
( ALT IT UDE 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 to9° 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
FC-530 AVIONICS the pilot to select the source of static pressure.
(Figure 16-10)
PITOT-STATIC SYSTEM The four solenoid valves are controlled with the
static port switch located on the pilot switch
Pitot and static pressure for instruments and panel. The static port toggle switch has three
systems is obtained from two pitot-static positions: L (left), BOTH, and R (right). This
probes, one on each side of the nose section switch is normally set to both except in the
(Figure 16-9). Each probe contains a pitot event one of the pitot-static heads bec omes
port in the tip and two static ports on the side. inoperable, static drain valves left open or
The probes also contain electrical heating ele- unreliable (Figure 16-11).
ments controlled by the L and R PITOT HEAT
switches. Refer to Chapter 10, Ice and Rain The pilot instruments receive static pressure
Protection for more information. from the forward port on the left head and the
aft port on the right head. The copilot instru-
Four drain valves located near the aft end of ments, the Mach switch, the gear warning
the nose gear doors—two on each side—are altitude switch (14,500 ft), the gear warning
installed at the system’s low points to drain airspeed switch, the air data unit, and other
moisture from the system. optional equipment receive static pressure from
the front port on the right head and the aft port
The pitot systems (Figure 16-11) are indepen- on the left head. This cross connection elimi-
dent. The left probe provides pitot pressure for nates yaw error.
the pilot Mach/airspeed indicator; the right
probe head provides pitot pressure for the When the STATIC PORT switch is placed in
copilot Mach/airspeed indicator, the Mach L or R, solenoid-operated shutoff valves are
switch (0.74 MI), gear warning airspeed switch energized to shut off the static source from the
(170 KIAS), air data unit, and other o ptional opposite side static ports (see Figure 16-11).
equipment.
When the STATIC PORT switch is in L, static
pressure is provided to all user systems only
from the two static ports on the left pitot-
static head. In the R position, static pressure is
provided to all user systems only from the two
static ports on the right pitot-static head.
The shutoff valves operate on DC power sup-

plied through the STATIC SOURCE circuit
breaker on the left main bus. In the event of
electrical failure, all shutoff valves will be
open regardless of the STATIC PORT switch
position.
Figure 16-9. Pitot-Static Head (Typical) A separate unheated static port is flush mounted
on the right side of the nose section to provide
static pressure to the pressurization control
There are four static ports in the main pitot- module. Refer to Chapter 12, Press urization,
static system—two on each pitot-static probe. for additional information.
The ports on one probe are interconnected with
those on the other probe to provide r edundancy.
Four solenoid-operated shutoff valves enable

16 AVIONICS
Figure 16-10. Static Port Switch
AIR DATA and roll axes flight director. The AFCS control
panel, which is located in the center of the
The air data sensor provides air data to the glareshield, provides pilot access to the auto-
autopilot computer and to the Mach trim com- pilot and to the AFCS computer for the flight
puter. The air data computer uses copilot static director programming (i.e., mode selection).
air system for static air input. The pitot input
is from the copilot pitot system. The unit is The AFCS computer processes information
located inside the nose compartment. received from the primary vertical and direc-
tional gyros, horizontal situation indicator
(HSI), the NAV 1 receiver, and the air data
AUTOFLIGHT SYSTEM sensor. The resulting computed roll and/or pitch
command(s) are applied by the computer to the
Either the J.E.T. FC-200 or the J.E.T. FC-530 flight director indicator (FDI) command bars,
AFCS may be installed, depending on pro- which are built into the pilot attitude director
duction serial number. The FC-530 AFCS is indicator (ADI).
installed on SNs 35-408, 35-506 and subse-
quent, and 36-054 and subsequent, and earlier When engaged, the autopilot is always coupled
SNs incorporating AAK 83-2. to the pilot side flight director command bars.
The pilot has the option of using the flight
NOTE director with the autopilot disengaged.
The yaw axis is controlled by the dual Additional controls available to the pilot for con-
yaw damper system, which o perates trol of autopilot and flight director functions are:
independently of the autopilot and
flight director. • Both four-way trim switches
• Both maneuver control switches
The system incorporates a dual-channel AFCS
computer that integrates the autopilot pitch • The pilot pitch SYNC switch

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
SOLENOID L SOLENOID PITOT-STATIC
HEAD
VALVES B VALVES HEAD
O
DRAINS T DRAINS
H
R
DIFFERENTIAL
PRESSURE-
RELIEF VALVE
REAR PRESSURE
BULKHEAD
SN 35-408, 35-506 AND SUBSEQUENT STATIC PORT
SN 36-054 AND SUBSEQUENT
Figure 16-11. Pitot-Static System (FC-530 AFCS)

16 AVIONICS
• The go-around switch (left thrust lever to command pitch, and rotate counterclock-
knob) wise and clockwise to command roll. When
flight director mode(s) have been selected, the
• The pilot HSI heading (HDG) and
command bars appear in view to provide the
COURSE selector knob
computed pitch and roll commands. When the
• The altitude alerter and pilot altimeter autopilot is engaged, it automatically responds
to the command bars. If the autopilot is dis-
All of these controls are described in detail in engaged, the pilot must perform the roll and
this section. pitch maneuvers necessary to align the aircraft
symbol with the command bars. Figure 16-12
illustrates the visual indications provided by
FLIGHT DIRECTOR SYSTEMS the ADI and HSI. The ADI also provides for
indication of localizer and glide-slope deviation
General and turn and slip.
Several different flight directors are avail-
able for installation on the Learjet 35/36. The Horizontal Situation Indicator
most common installations are the Collins FD
108, FD 109, FDS 84, and FDS 85. All sys-
(HSI)
tems include an ADI and an HSI that provide The HSI provides a pictorial presentation of
conventional raw-data attitude and heading aircraft position relative to VOR radials and
reference and glide slope and course deviation localizer and glide-slope beams. Heading refer-
displays. The basic aircraft attitude and heading ence with respect to magnetic north is provided
references are energized whenever DC and AC by a remote directional gyro that is slaved to a
power is applied to the aircraft. remote flux gate compass. The SLAVE-FREE
switch on the lower instrument panel allows
The flight director system is connected to the unslaved operation by selecting FREE, in which
AFCS when the AUTO PILOT master switch case the magnetic reference—the flux-gate
is turned on. compass—is removed. In the FREE mode,
the directional gyro operates freely and will
When the autopilot master switch is positioned become inaccurate as it precesses. Care should
to auto pilot (on), the PWR annunciator illu- be taken to ensure the headings are updated on
minates on the AFCS control panel, which a regular basis.
indicates that power is available to the autopilot
and flight director. The AFCS control panel The HSI provides the AFCS computer informa-
provides for flight director mode selection and tion regarding existing heading, heading marker
annunciation whether the autopilot is engaged reference, selected course, and course devia-
or disengaged. Autopilot engagement is accom- tion. The heading marker—the bug—is used
plished by depressing the ENG button. to direct the aircraft to turn to and maintain
the heading selected with the heading (HDG)
Refer to Figure 16-13 for FC-530 flight director control knob. The course deviation indicator
system. is used to intercept and track a VOR or LOC
course that is set with the course control knob
Attitude Director Indicator
The pilot ADI provides a visual presentation AUTOPILOT/FLIGHT
of aircraft attitude as furnished by the remote DIRECTOR
primary vertical gyro. The flight director indi-
cator (FDI) is built into the ADI and consists of General
a set of computer positioned command bars that
The autopilot will automatically fly the air-
provides a single-cue command reference for
craft to, and hold, desired heading, attitudes,
both pitch and roll. The bars move up or down
and altitudes. The autopilot system can also

16 AVIONICS
capture and track VOR/LOC/ILS radio beams. The autopilot engage (ENG) pushbutton is
The system provides modes for speed control used only to engage the autopilot; all other
and vertical rate control as well. pushbutton switches operate with toggle action.
The first depression engages a mode; a second
On Learjet 35/36 aircraft with the standard depression deselects it. Automatic cancellations
avionics installation, the flight director is also occur. Annunciation of the mode selected
integrated with the autopilot by a computer appears above the pushbutton. Any operating
through the AFCS control panel on the glaresh- mode not compatible with a newly selected
ield. Autopilot and flight director modes are mode is automatically canceled in favor of
engaged by depressing the applicable mode the latest selection. This allows the pilot to
selector buttons on the control panel. Flight advance along the flight sequence without the
director only mode selection is accomplished inconvenience of having to d eselect modes
by depressing the desired mode selectors on manually.
the control panel (Figure 16-13), but with the
autopilot disengaged. Computer
When the autopilot is not engaged, the ADI The two-channel—roll and pitch—computer
command bars indicate the deviation from continuously monitors input signals from all
the desired flight path; this enables the pilot AFCS component sensors. The computer is
to manually fly the aircraft in response to the programmed by depressing the desired mode
flight director system. When the autopilot is selector button(s) on the AFCS control panel.
engaged, it will align the aircraft with the com- The computer computes the roll and pitch
mand bars automatically to maintain the desired attitudes necessary to comply and signals the
flight path. flight director V-bars to position accordingly
while also applying simultaneous signals to the
roll and pitch servo actuators (if the autopilot
Description is engaged).
The autopilot system includes: an autopilot/
flight director computer, an electric box, and Operation
interface—all under the pilot seat; the AFCS
control panel in the center glareshield; the The autopilot and flight director system con-
roll and pitch servo actuators and follow-ups; trols aircraft movement about two axes: pitch
flight director system; a roll-rate gyro; the NAV and roll. The yaw damper provides indepen-
1 receiver; the primary (pilot) vertical gyro, dent, automatic control of the yaw axis in the
directional gyro and HSI; the air data sensor; same way as when the aircraft is being flown
and the altitude alerter and pilot altimeter for manually.
its altitude preselect feature.
Pitch Axis Control
AFCS Control Panel The computer pitch channel processes
The control panel (see Figure 16-13) in the information from the primary (pilot) vertical
center of the glareshield is accessible to both gyro, which establishes the basic pitch ref-
pilots. It provides the switches required for erence; the air data sensor, which supplies
autopilot engagement and flight director mode altitude, vertical velocity, and airspeed/Mach
selection. Annunciator lights—green, amber, or information; glide-slope signals from the NAV
white—appear above the mode select switches. 1 receiver; and a follow-up device in the pitch
The legend (white lettering) on the panel is servo actuator, which signals elevator move-
backlit. Annunciator intensity is fixed so that ment. The flight director also uses the altitude
they are legible in daylight, while the NAV LTS alerter and pilot altimeter for its altitude pre-
switch must be turned on for fixed illumination select feature and a vertical accelerometer that
of the legend lighting. monitors G forces.

16 AVIONICS
ATTITUDE TAPE DECISION HEIGHT

ANNUNCIATOR
HORIZON COMMAND BARS
GLIDE-SLOPE RADAR ALTIMETER

POINTER
AIRCRAFT SYMBOL
RUNWAY SYMBOL
INCLINOMETER
HEADING MARKER LUBBER

(HEADING BUG) LINE
DISTANCE
DISPLAY
LATERAL COURSE
DEVIATION DISPLAY
BAR
GLIDE-SLOPE BEARING
POINTER POINTER #1
BEARING
POINTER #2
NAV
SOURCE
SPD OR TTG DISPLAY
DISPLAY
AIRCRAFT AZIMUTH
REFERENCE CARD
SYMBOL
HSI VIEW ARC VIEW MAP VIEW

(360° VIEW) (45° VIEW) (SCALABLE)
NAV COURSE
HEADING BUG
SELECTOR
SELECTOR
(PUSH TO CENTER)
(PUSH TO CENTER)
BEARING ADF BEARING BEARING DISPLAY

POINTER #1 POINTER POINTER #2 INTENSITY
Figure 16-12. Typical FC-530 ADI and HSI Indications and Controls

16 AVIONICS
When a pitch mode is selected on the AFCS The autopilot does not apply trim in the roll
control panel, the computer positions the flight axis as it does in the pitch axis. Therefore, if
director V-bars accordingly. If the autopilot is the aircraft is out of trim in the roll axis, the
engaged, a signal is also applied to the elevator autopilot must apply continuous roll servo
pitch servo, which adjusts elevator position. e ffort to hold the desired roll attitude. This
Feedback of elevator movement is provided c ondition will be noticed by a continuously
by the servo follow-up. When the new pitch deflected roll force meter and control wheel.
attitude is established, the computer zeroes
the servo effort by applying horizontal stabi- The computer uses the roll rate gyro to control
lizer trim via the secondary pitch trim motor, roll rates between 4–5º per second. Bank angles
thereby preventing any aircraft pitching motion are limited to a maximum of 30°.
when disengaging the autopilot. Pitch changes
can also be induced by either pilot wheel trim The FC-530 uses a 3° flap position switch
switch without depressing the center button. to desensitize VOR and LOC signals, which
enhances close-in stability during approaches.
The computer uses the servo follow-up to con- It does not affect autopilot roll authority, nor
trol pitch changes to a rate of 1° per second, is it annunciated.
and limits pitch attitudes to +20° and –10°.
Electrical Requirements
Roll Axis Control The autopilot requires DC and AC electri-
The computer roll channel processes infor- cal power. DC power is via the AFCS, AFCS
mation from the primary (pilot) vertical gyro, PITCH, and AFCS ROLL circuit breakers on
which establishes the basic roll reference; the the left essential bus; 115 VAC is via the AFCS
primary (pilot) directional gyro and HSI, which PITCH and AFCS ROLL circuit breakers on the
supply heading and course references; VOR left AC bus. All autopilot circuit breakers are
bearing and ILS/LOC course references from on the pilot CB panel.
the NAV 1 receiver; a roll rate gyro, which pro-
vides roll rate data; and a f ollow-up on the left
aileron sector, which signals aileron position.
Controls and Indicators
The autopilot and flight director control panel
When a roll mode is selected on the AFCS contains most of the controls and indicators for
control panel, the computer positions the flight the autopilot system. Additional controls and
director V-bars accordingly. If the autopilot is indicators are on the control wheels, the pilot
engaged, a signal is also applied to the aile- switch panel, the HSI, the remote heading and
ron roll servo, which adjusts aileron position. course selector, the ADI, the altitude alerter,
Feedb ack of aileron position is provided by and the thrust levers.
the aileron followup. Roll changes can also be
induced by either pilot wheel trim switch when
moved to LWD or RWD without depressing the
center button.
Figure 16-13. FC-530 Autopilot and Flight Director Control Panels

16 AVIONICS
Autopilot Master Switch autopilot access to the pitch and roll servos
and extinguishes the green ROLL and PITCH
Power is provided to the autopilot and flight annunciators, but does not cancel any pre-
director systems when the autopilot master viously selected flight director roll or pitch
switch on the pilot lower switch panel is placed modes. This enables either pilot to change the
in autopilot; the green PWR (power) annuncia- aircraft attitude in both pitch and roll axes man-
tor on the autopilot controller illuminates, and ually. When the switch is released, the autopilot
the red CMPTR flag on the pilot ADI goes out resynchronizes to and holds the original roll
of view. mode and the existing (new) values in the SPD,
V/S, or ALT HLD modes; the green ROLL and
Control Wheel Trim Switch PITCH annunciators illuminate again.
Either control wheel trim switch (NOSE UP/
NOSE DN/LWD/RWD) functions as a manual Control Wheel SYNC Switch
autopilot controller when moved in any of the The pilot PITCH SYNC switch:
four directions without depressing the trim
arming button (Figure 16-14). When an atti- • Is a flight director function only, and has
tude change is made this way, the appropriate no effect if the autopilot is engaged
servo changes the attitude of the aircraft and • Cancels any selected pitch modes except
disengages any modes previously selected in G/S ARM and ALT SEL ARM
the affected axis except NAV ARM, G/S ARM,
and ALT SEL ARM. The autopilot reverts to • Synchronizes the command bars to the
basic attitude hold in the affected axis when existing pitch attitude
the switch is released. In the case of a dual flight director installation,
the copilot pitch SYNC switch synchronizes
Depressing the trim arming button and moving only the copilot command bars to the existing
the trim switch in any of the four directions attitude and cancels the copilot G/A mode, if
disengages the autopilot, and the autopilot selected. It does not affect the autopilot in any
disengagement tone sounds. This is the nor- way (as the maneuver switch does).
mal means of disengaging the autopilot since
it does not disengage the yaw damper. Previ-
ously selected flight director modes are not FD CLEAR SWITCH
(MANEUVER SWITCH)
disengaged when the autopilot is disengaged. CONTROL WHEEL TRIM SWITCH

ARMING BUTTON
Autopilot disengagement is further described

in this chapter in the Autopilot Disengagement
section. CWS SWITCH
Control Wheel Master Switch MIC SWITCH

(NOT SHOWN)
Depressing either pilot control wheel master

switch (MSW) disengages the autopilot and PILOT SIDE TRANSPONDER
yaw damper and inhibits primary and second- IDENT SWITCH (NOT SHOWN)
ary pitch trim and stick pusher, nudger and CONTROL WHEEL MASTER SWITCH (MSW)
puller.
Figure 16-14. Control Wheel Switches
(Typical)
Control Wheel Maneuver Switch
The control wheel maneuver control switch is Autopilot Engagement
called the MANUV/RP switch.
The AUTO PILOT master switch must be placed
Depressing and holding either the pilot or copi- on to accomplish system ground checks prior
lot MANUV/RP switch temporarily releases to flight and normally remains on throughout
TECH CHECK
RR06500-16-012
40 X 27
16 AVIONICS
the flight. When the PWR annunciator is illu- Extended autopilot operation in roll attitude
minated, the autopilot can then be engaged at hold or LVL cancels the automatic erection
any time (except during takeoff and landing) feature of the vertical gyro. As the vertical gyro
by depressing the ENG button. Illumination of precesses, the autopilot banks the aircraft to
the PITCH and ROLL annunciators indicate maintain a zero-bank indication on the attitude
engagement of the respective axes. indicator.
Autopilot engagement automatically couples to When the autopilot is in the basic attitude hold
any previously selected flight director mode(s) mode, attitude commands are accepted by the
except G/A, in which case the G/A light extin- autopilot through either pilot control wheel
guishes and the autopilot maintains the existing trim switch (arming button not depressed); the
attitude at the moment of engagement. If the autopilot holds the attitude that exists when the
autopilot is engaged without any previously command is released.
selected flight director mode(s), the autopilot
maintains the existing roll and pitch attitudes Autopilot/Flight Director Mode
(if within normal limits), and the command Selection
bars remain out of view. If bank angle is less
than 5° at the moment of engagement, the Autopilot and flight director modes are engaged
LVL light annunciates and the command bars by depressing the applicable mode selector but-
appear, commanding the autopilot to maintain ton on the autopilot control panel. The engaged
wings level at the existing pitch attitude. The modes may be disengaged by depressing the
autopilot will not engage at bank angles in selector button (except for the SPD mode) a
excess of 38 ±2° regardless of pitch attitude; second time or by selecting another pitch mode.
however, if bank angle happens to be between
30 and 38 ±2° and/or pitch angle is greater Flight director only mode selection is made by
than –10° or +20°, the autopilot—at normal depressing the applicable mode selector with
rates—rolls and/or pitches the aircraft to the the autopilot disengaged.
normal limit(s).
The roll axis modes are LVL (level), HDG
If the pitch trim selector switch is in off, the (heading), NAV (navigation), VOR or LOC
autopilot will not engage. (used in conjunction with the NAV mode), BC
(back course, FC-530), and 1⁄2 BNK (half bank).
Attitude Hold Mode
The pitch modes are SPD (speed), V/S (vertical
The autopilot is in pitch attitude hold when speed), G/S (glide slope), ALT SEL (altitude
the PITCH annunciator is illuminated and all select), ALT HOLD (altitude hold), and SFT
other pitch axis annunciators are extinguished (soft). The SPD submodes of IAS and MACH,
(except G/S ARM and ALT SEL ARM). The and the V/S, G/S CAPT, ALT SEL CAPT, and
autopilot is in roll attitude hold when the ROLL ALT HLD modes cancel each other when one
annunciator is illuminated and all other roll is selected. G/S ARM is compatible with a
axis annunciators are extinguished (except previously selected SPD, V/S, or ALT mode,
NAV ARM). When the autopilot is in both while ALT SEL is compatible with a previously
pitch and roll attitude hold, the flight director selected SPD or V/S mode.
command bars will be out of view. Autopilot
roll (bank) limit is a nominal 30°, while pitch Refer to Table 16-2 for a further description
limits are +20° and –10°. of each mode, the applicable annunciator, and
the function of each mode selector switch and
annunciator.

16 AVIONICS
Autopilot Disengagement Servo Force Meters

Whenever the autopilot and/or roll axes Two servo force meters are located in the center
disengage, the applicable PITCH and/or ROLL of the control panel. The indicators provide an
annunciators will extinguish and the autopilot indication of what autopilot servo forces are
disengage tone will sound, as defined below: present when the autopilot is engaged. The
left one indicates roll force and the right, pitch
• Either control wheel trim switch, with force. If the force meter(s) are deflected, the
arming button depressed and moved in appropriate axes should be trimmed to center
any of the four directions (NOSE UP, the meter(s) prior to engaging the autopilot. If
NOSE DN, LWD, or RWD), will disen- the autopilot is engaged and the meter(s) indi-
gage both autopilot axes cate a steady deflection, the autopilot should be
• Either control wheel master switch disengaged and the appropriate axis retrimmed.
(MSW), when depressed, will disengage Small deflections before and after engagement
both autopilot axes and the yaw damper are normal.
• The AUTO PILOT master switch, when
set to OFF, will disengage both a utopilot Roll Monitors
axes The computer uses the roll rate gyro and the
• The PITCH TRIM selector switch, when pilot vertical gyro to control the rate of roll and
moved to the OFF position, will disengage bank angle, respectively.
both autopilot axes and autopilot disen-
gagement is immediate Excessive roll rate or bank angle in excess of
approximately 40° will disengage both axes,
• With the pitch trim selector switch in sound the disengage tone, and extinguish the
either the PRI or SEC position, moving ROLL and PITCH lights.
the pedestal NOSE DN–OFF–NOSE UP
switch to NOSE UP or NOSE DN will Pitch Trim Monitor
disengage both autopilot axes
The autopilot maintains pitch trim using the
• Individual axes may be disengaged by aircraft secondary pitch trim system. Whenever
pulling the applicable axis AC or DC the autopilot is engaged and the secondary trim
circuit breakers (pilot AC and essential runs in a direction opposite the elevator servo
buses) force, a monitor disengages both axes, sounds
the disengage tone, and extinguishes the ROLL
and PITCH lights.
NOTE
If the AC AFCS PITCH circuit Out-of-trim Monitors
breaker is out, the puller system is
also rendered inoperative and air- With the autopilot engaged, the out-of-trim
speed must be limited to 0.74 MI. monitors cause the applicable PITCH or ROLL
annunciator to flash if an out-of-trim condition
• Depressing the pilot VG ERECT button or exists to a degree that servo force is continu-
actuating the pilot L-R SLAVE switch will ously applied for more than approximately 20
disengage both autopilot axes seconds. The light continues to flash until either
the trim is restored or the axis is disengaged.
• Depressing the GO-AROUND button
(left thrust lever knob) will disengage the G-force Monitor
autopilot and select flight director G/A
(go-around) and LVL modes. This posi- G forces are sensed by the vertical accelerom-
tions the command bars at a wings level eter with the autopilot engaged. The G-force
9° noseup pitch position. monitor causes the elevator to streamline when-
ever the G level reaches 1.6 G or 0.6 G. The

16 AVIONICS
pitch axis remains engaged, but keeps the ele-
vator streamlined. Previously engaged pitch
modes also remain on. When the aircraft is
within the G limits, the pitch axis resumes
normal elevator inputs.
Autopilot/Stick Nudger/Pusher/
Stick Puller Interface
If the autopilot is engaged and the stick nudger,
pusher, or puller actuates, any selected pitch
mode disengages. The autopilot then maintains
a synchronous standby mode until the nudger,
pusher, or puller releases. Upon this release, the
autopilot maintains the existing pitch attitude.
Altitude Alerter
The altitude alerter provides automatic visual
and aural signals announcing approach to and
departure from a selected altitude. The alerter
is a direct-reading instrument with a five-digit
display (Figure 16-21).
The altitude alerter located in the display

for the altimeter. The altitude pre-select can
be adjusted by moving the right knob on the
panel. The FC-530 autopilot will level off at
the pre-selected altitude whenever ALT SEL is
selected on the flight director panel.

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- F unctional only with NAV mode selected for localizer backcourse
COUR SE ) 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.
LV L When the LV L button is depressed ( autopilot engaged or not) , the
( LE V E L) 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
( SPE E D) 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
( V E RT ICAL 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
( ALT IT UDE 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 SE L When selected, the flight director will capture prese lected
( ALT IT UDE 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
COPILOT FLIGHT When HDG is selected, the flight director will
provide guidance based on the heading bug
DIRECTOR located on the copilot HSI.
The HSI must be in FMS mode for the flight

GENERAL director to provide guidance based on FMS
A flight director (if installed) is connected to guidance. When LRN is selected, LRN will be
the copilot flight instruments. The controls for illuminated.
the system are located on the center pedestal
and indicator lights are located to the outside The HSI must be in VHF NAV mode for the
of the copilot attitude indicator. The system is flight director to provide guidance based on
powered through a circuit breakers located on VOR or LOC signals. When VOR LOC is
the right essential bus, right 115 VAC bus and selected, the flight director will illuminate
right 26 VAC bus. The flight director uses the NAV ARM and when the CDI centers, it will
navigation #2 radio and FMS as roll inputs as illuminate NAV CAPT and follow the selected
well as the copilot altimeter as pitch inputs. course. If the selected HSI course is more than
105±2° from current aircraft heading BC will
annunciate when the signal is captured.
OPERATION
APPR mode must be selected for glideslope to
Whenever the takeoff / go-around (TOGA) arm and capture. When APPR is selected, GS
button is depressed on the left thrust lever, ARM will illuminate and when glideslope is
the command bars will be displayed in PITCH captured, GS CAPT will illuminate and flight
and ROLL mode. The command bars will be director guidance will be provided to follow the
9° nose high. GA annunciator light will be glideslope signal.
illuminated.
PITCH HOLD will illuminate anytime ALT
Mode selection can be verif ied by an amber HOLD or GA is not illuminated. When the ALT
light illuminated on the flight director control button is depressed, current aircraft altitude is
panel or through an illuminated annunciator captured and ALT HOLD is illuminated. Pitch
light. (Figure 16-15) attitude can be adjusted by clicking the barrel
up or down without pushing the center arming
button.
Figure 16-15. Copilot Flight Director Controls and Indicators

16 AVIONICS
TRAFFIC Any time a traffic alert is issued, an aural alert

will sound, “TRAFFIC, TRAFFIC.” The crew
The TCAS II system monitors the airspace should attempt to gain visual contact with the
surrounding your aircraft by interrogating the intruder and be prepared to maneuver should an
transponder of intruding aircraft. The interro- RA be sounded 10 to 15 seconds later.
gation reply enables TCAS II to compute the
following information about the intruder: Any time a resolution advisory is issued an
aural alert will sound with instructions for
• Range between your aircraft and the the crew to follow. For example,“CLIMB,
intruder. CLIMB.” A visual alert is also given on the VSI
• Relative baring to the intruder. showing the climb rate the TCAS II system has
commanded (Figure 16-17). This is displayed
• Altitude and ver tical speed of the by green command arc on the VSI scale. A red
intruder, if reporting altitude. command arc on the VSI scale are displayed to
• Closure rate between the intruder and indicate where not to climb or descend. The
your aircraft. crew has five seconds to smoothly initiate the
required vertical maneuver. If a secondary RA
Using this data, TCAS II will predict the intrud- is issued, the crew must initiate the maneuver
er’s closest point of approach. If a pre-defined with 2.5 seconds. If conflicting information
area is penetrated by the intruder, a traff ic is given by air traffic control, th e crew must
advisory (TA) or resolution advisory (RA) will follow the instructions provided by the TCAS
be issued. system After the resolution advisory has been
cleared, an aural message “CLEAR OF CON-
There are four types of traff ic symbols that FLICT” is heard. The crew should resume their
can be displayed (Figure 16-16). A non-threat ATC clearance by returning to the assigned
traff ic is a white open diamond. A proxim- flight level or continuing to climb or descend
ity intruder traffic is a white filled diamond. as directed by ATC.
A traff ic alert is a yellow circle and a res-
olution advisory is a red square. There are Range selection is accomplished by using the
numbers displayed alongside the symbol and UP - DN buttons on the VSI. The selected
they indicate relative altitude above or below range is shown in the top right corner. A 2 NM
your aircraft. A vertical trend arrow is depicted blue dot range is shown and will scale with the
to show vertical speeds above 500 FT/min in selected range.
the direction shown.
OTHER PROXIMITY TRAFFIC RESOLUTION RELATIVE TREND

TRAFFIC (OT) ADVISORY (PA) ADVISORY (TA) ADVISORY (RA) ALTITUDE TAG ARROWS
Non-Threat Non-Threat Potential Collision

Hazard Threat
+ 20
ABSOLUTE
Open Filled ALTITUDE TAG
White Diamond White Diamond Filled Filled > + 500 fpm
> + 1,200 feet
or
< + 1,200 feet
and
Amber Circle Red Square 060
(6,000 feet)
> 6 NM < 6 NM

16 AVIONICS
The traff ic altitude can be shown in relative of the display. It is also displayed on the top
altitude or absolute altitude. To toggle between left of the VSI display. In NORM mode, all
the two modes, select and hold the PUSH FL aircraft within the range ring will show up with
button. FL will be displayed on the TCAS their altitude is between ±2,700 FT from your
display. On aircraft with IS&S altimeters, the current altitude. In ABOVE mode, the vertical
aircraft altitude is sent to the TCAS system by range is expanded to -2,700 FT to +8,700 FT
the AIU unit. Whichever altimeter is the active from your current altitude. In BELOW mode,
altimeter will send its altitude information the vertical range is -8,700 FT to +2,700 FT
to the TCAS system. On aircraft with other from your current altitude. Typically ABOVE
installed altimeter systems, care should be is used during takeoff and climb. Once the air-
taken to understand how the two systems are craft is at cruising altitude, BELOW is selected.
interrelated.
The TCAS system should be tested before
Pushing the ON-OFF button will toggle the sys- flight by rotating the PUSH FL button counter
tem between ABOVE/NORM/BELOW modes. clockwise till TEST is displayed on the screen.
The selected mode is shown on the TCAS dis-
play by up and down arrows on the right side
TRANSPONDER 1-2
INDICATOR
TCAS
TCAS MODE ABOVE/NORM/BELOW
ON-OFF SWITCH
PUSH TCAS
ABOVE/NORM/BELOW PUSH AND HOLD FL
SELECT TOGGLE TCAS RELATIVE
ABSOLUTE ALTITUDE
TRANSPONDER 1-2
SELECT BUTTON
GREEN
COMMAND ARC
TRAFFIC RANGE
VERTICAL MAX RANGE RING

DISPLAY LIMITS
(ABOVE/NORM/BELOW)
RED COMMAND RANGE SELECT

ARC BUTTONS
INTRUDERS
INTRUDERS
OWN AIRCRAFT 2NM RANGE

SYMBOL RING

16 AVIONICS
TERRAIN A separate database is installed in the EGPWS

computer that provides world-wide terrain and
The EGPWS provides the pilot with aural and airport data. If there is not terrain data for the
visual warnings of possible terrain (or obstacle) area the aircraft is flying in, an amber TERR
proximity, excessive deviation below ILS glide- NOT AVAIL annunciator will illuminate. If
slope, and for detection of severe windshear the EGPWS fails, the associated GPWS FAIL
conditions. The EGPWS also provides aural annunciator will illuminate.
alerts for descent below pre-defined altitudes
during final approach, including a minimum The EGPWS should be tested before each first
descent altitude awareness callout and exces- flight of the day by pressing the GPWS TEST
sive bank angle alerting. button. If the button is depressed for less than
one second, the EGPWS will go through a short
Any time either aural warning sounds, the test. If the button is depressed for longer than
crew should maneuver the aircraft to avoid the one second, the long test will be performed.
terrain by either turning and/or performing
the CFIT escape maneuver. When the aural Power for the EGPWS is provided through a
PULL-UP is heard, a red PULL-UP annunciator GPWS circuit breaker located on the pilot cir-
will illuminate. cuit breaker panel.
The EGPWS requires heading and true airspeed
to function correctly. Pilot side heading and
the selected IS&S altimeter master altitude is
sent to the EGPWS.
Certain modes of the EGPWS can be inhibited

by selecting the appropriate EGPWS switch
indicators. Selecting the OVRD GPWS FLAP
switch will disable the audible alert, “TOO
LOW FLAPS” whenever full flaps are not set
below 245 FT AGL. Selecting the INHIBIT
TERR switch will prevent any terrain or obsta-
cle audible alert. Selecting the INHIBIT G/S
INH will disable the audio alert “Glideslope.”
Figure 16-18. Copilot Flight Director

Controls and Indicators

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 in the early 1960s, as more and more aircraft
to as P static or precipitation static) builds up were entering the airspace above 29,000 ft, a
on the surface of an aircraft while in flight determination was made to increase the ver-
and causes interference in radio and avionics tical separation above 29,000 ft to 2,000 ft.
equipment operation. The charge may be dan- Starting in the late 1970s, a series of studies
gerous to persons disembarking after landing was conducted to determine the feasibility of
as well as to p ersons performing maintenance reducing the current 2,000-foot vertical sepa-
on the aircraft. The static wicks are installed ration between FL290 and FL410 to 1,000 ft.
on all trailing edges (Figure 16-19) to dissipate 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 altimeter
system with increased accuracy, which would
also produce increased accuracy in the altitude
reporting system.
The first implementation of Reduced Vertical

Separation Minimum (RVSM) began in the
North Atlantic Region in March, 1997. Since
then, it has successfully expanded throughout
the world
In September, 2004 senior FAA Managers

met with their counterparts from Canada and
Mexico. After reviewing signif icant imple-
mentation factors, the decision was made to
proceed with RVSM implementation in North
America. The Domestic Reduced Vertical Sep-
aration Minimum (DRVSM) implementation
Figure 16-19. Static Wicks (Typical) date was January 20, 2005 for altitudes between
FL290 to FL410 (inclusive) in the airspace of
the lower 48 States, Alaska, Atlantic High and
Gulf of Mexico High Offshore Airspace, and
the San Juan Flight Information Region. Also
included were Southern Canadian Domestic
Airspace and the Airspace in Mexico. RVSM
had already been implemented in Northern
Canadian Domestic Airspace in 2002.
Since January 20, 2005 aircraft not equipped

with special RVSM equipment must be granted
special permission to transition through block
altitudes FL290 to FL410, or remain below
RVSM airspace.

16 AVIONICS
All Learjet models 35-35A/36-36A are eli- With the implementation of DRVSM, the fol-
gible for RVSM modif ication. However, in lowing are areas of significant importance and
some cases specific aircraft modifications must checks should be closely monitored:
have been already successfully completed and
documented in the aircraft log book, or com- 1. Altimeter Checks—Prior to takeoff for
plied concurrently with RVSM modification. A flights planned into RVSM airspace, pri-
maintenance log check must be accomplished mary altimeters must be within 75 ft of
to ensure all necessary modifications have been a known elevation. While within RVSM
completed or scheduled. airspace, primary altimeters must be
within 200 ft of each other.
There are currently two Supplemental Type
2. Altitude Awareness—To preclude errors
Certif icate (STC) holders that can accom-
in hearing clearances and/or incorrectly
plish the necessary aircraft modifications for
setting the altitude pre-select, the follow-
RVSM for the Learjet 35-35A/36-36A group.
ing technique/SOP is suggested:
One is Aero Mech, Inc. (AMI) under their
STC Numbers ST 00952SE, ST 00952SE-D, a. Pilot flying is manually flying the
ST 01199NY and ST 01199NY-D. To simplify aircraft, and pilot monitoring sets alti-
f uture discussion, this will be referred to as tude pre-select; both pilots point to the
the Learjet RVSM Installation. The other is altitude set in the altitude pre-select,
West Star/Honeywell under their STC Numbers and both verbally state that altitude.
ST 01524LA, ST 01525LA and ST 01526LA.
b. Pilot flying is flying the aircraft on
Again, for simplicity this will be referred to as
autopilot, and pilot flying sets the
the West Star RVSM Installation.
altitude pre-select; both pilots point
to the altitude set in the altitude
Each one accomplishes the same end task, but
pre-select, and both verbally state
in a different manner. The Rosemount pitot-
that altitude.
static probe system is installed in the affected
model in accordance with STC ST 00321WI or 3. Climbs and Descents—To preclude
ST 00321WI-D. Limitations and other proce- u nwarranted TCAS TAs or RAs, limit
dures have also changed in some areas. climb and descent rates to 1,500 fpm or
less during the last 1,000 ft of an altitude
Therefore, ensure you have the proper Airplane change (AIM 4-4-9[d]).
Flight Manual Supplements in your Airp lane
4. Respond immediately and appropriately to
Flight Manual. You must refer to them for
any TCAS RAs.
the proper limitations, normal, emergency,
and abnormal procedures for operating your
equipment.

16 AVIONICS
LEARJET RVSM INSTALLATION The pitot pressure is sensed separately from
the front of each probe. The left pitot pressure
Rosemount Pitot-Static Probes is plumbed to the pilot airspeed indicator. Pitot
pressure from the right pitot probe is plumbed
For FC-200 equipped aircraft, the traditional to all other systems that need pitot pressure.
pitot tubes and static ports are removed and Static pressure is sensed by two sources on
replaced by Rosemount pitot static probe (Fig each probe; static 1 (S1) and static 2 (S2).
ure 16-20). Earlier FC-200 aircraft that have Static 1 on the left probe is cross-connected to
already been modif ied with the Rosemount static 2 on the right probe, and static 1 on the
pitot static probe system and FC-530 autopilot right probe is cross connected to static 2 on the
are described under the FC-530 modification left probe.
(see AFMS W1266). The alternate static source
valve at the bottom of the left side of the instru- Four solenoid-operated isolation shutoff valves
ment panel is removed. The pressurization enable the pilot to select the source of static
static port installation has not changed. pressure. The source of static pressure is con-
trolled by a static source/static port switch
(Figure 16-10) located on the top of the throttle
quadrant or on the anti-ice control panel.
Probe sensing is extremely accurate, and only a

minor correction must be made in the air data
display unit (ADDU)–air data computer (ADC).
There are altitude correction charts that must
be used if a malfunction occurs either in the
ADDU system or the pitot static system. These
correction factors are included in the applicable
Airplane Flight Manual Supplement.
There is a critical nose section area adjacent to

each pitot-static probe (left and right) that must
be checked on every preflight before flight into
Figure 16-20. R
osemount Pitot RVSM airspace (Figure 16-20). The inspection
and Static Probe area is also identified by four 90° angle marks
painted on the fuselage in each corner. The
preflight walkaround check is to ensure that
The Rosemount pitot static probes mounted no obvious skin damage or d eformation has
on each side of the nose section provide both occurred in that area. Also, check the pitot
pitot and static pressure to designated systems. static probe heads for any deformation or
The probes also contain heating elements for obstruction around the inlet or static ports.
anti-icing and are controlled by the L or R
PITOT HEAT switches (refer to Chapter 10,
Ice and Rain Protection). Four drain valves are
located near the end of the nose gear doors and
are installed at the system low points to drain
moisture.

16 AVIONICS
IS&S Altimeter/ADC System

General
On the FC-200 and FC-530 autopilot aircraft,
the pilot (servo pneumatic or pneumatic) and
copilot (pneumatic) altimeters are replaced
with the IS&S combination self sensing altim-
eter (ADDU–Air Data Display Unit/ADC–Air
Data Computer) (Figure 16-21).
Figure 16-22. Air Data Switch Panel
The altimeter/ADC combines the function of
the basic altimeter with those of the tradi-
tional altitude alerter and is also a self-sensing
unit with pitot and static connections. A new
standby altimeter is installed and plumbed
to the copilot static source. The installation
utilizes three independent sources of electrical
power to the altimeters, one of which is the
emergency battery.
Altimeter Operation
The Learjet RVSM installation chose to install
IS&S altimeters/ADDU as shown in Figure
Figure 16-21. Air Data Display Unit (ADDU) 16-21. They provide altitude indications and
On FC-200 aircraft, an analog interface unit also generate and indicate additional data.
(AIU) is installed and converts digital data When ADC1 (pilot) or ADC2 (copilot) switch
from the altimeters to analog signals that inter- is depressed on the air data switch panel, the
face with the existing FC-200 autopilot. The switch panel light will illuminate and the
AIU also provides outputs for V MO/MMO over- selected altimeter/ADDU will have an active
speed warning, gear horn warnings, aircraft master A illuminated. This now becomes the
speed data for the Mach trim computer, and air master altimeter/ADDU and is used for tran-
data information to other optional aircraft sys- sponder, altitude pre-select, altitude alerting,
tems (e.g., long range nav, SAT/TAS indicator). air data input to the AIU, and other auxiliary
outputs.
On FC-530 aircraft, the AIU converts digital
data from the altimeters to analog signals to The altimeter that does not have the A illumi-
interface with the existing FC-530 autopilot nated is referred to as the slave unit.
and to provide air data information to other
optional aircraft systems (e.g., long range nav, NOTE
SAT/TAS indicator).
The autopilot must be disengaged
On both FC-200 and FC-530 aircraft, the alti- whe n switc hing f r om one ADC
tude alerter panel is removed and replaced source to another.
with an air data switch panel (Figure 16-22).
This panel consists of green ADC1 and ADC2 To toggle between IN HG or hPa, press the
pushbutton switch lights and a red AIU FAIL BARO select knob located to the lower right
annunciator light. on the altimeter. If the BARO knob is held
depressed for longer than four seconds, unit

16 AVIONICS
selection mode is entered and each additional Power Source/Failure
press of the knob for four seconds will toggle
the altimeter display between IN HG and hPa. Electrical power for the pilot altimeter (Figure
16-24) is supplied by the ALTM or PRI ALTM
If the BARO select knob is depressed and held circuit breaker located on the left essential
for eight seconds or longer, the altitude unit bus (L ESS BUS). It may also be powered
display will toggle between feet and meters. by the emergency battery through the EMER
ALTM circuit breaker located on the left circuit
Barometric pressure is set by rotating the breaker panel.
BARO select knob. Momentarily depressing
the BARO knob for less than two seconds If normal electrical power is lost to the pilot
will set 29.92 IN HG or 1013 hPa. Note that altimeter (ADDU) and it is being powered by
the master A and the slave baro set knobs are the emergency battery, the pilot ADDU will
totally independent and different units (IN HG function using the emergency battery power,
or hPa) and different baro settings are possible. but the PWR and COM indication will illu-
minate on the pilot ADDU (altimeter) display
Additional information may be displayed on the (Figure 16-23).
altimeter bezel (e.g., ALT and/or DH lights).
Failure of either altimeter is indicated by a On FC-200 aircraft, a pilot altimeter (ADDU)
blank display or the word OFF displayed. There emergency lighting (PLT ALTM EMER LTG)
is a COM and STBY light indication on the switch may be installed on the pilot side panel.
face of each altimeter (ADDU). An illuminated If the switch is installed and normal electrical
COM indication indicates that the data bus power is lost to the pilot altimeter, the ADDU
communication between the pilot and copilot back lighting will remain ON and the pilot may
ADDU is lost. An illuminated STBY indica- select desired intensity of the digital display by
tion indicates SSEC corrections are not being using this switch.
applied. Should the COM or STBY lights dis-
play or AIU FAILURE indicator illuminate, If this switch is not installed, the ADDU back
consult your appropriate AFM Supplement as lighting will remain on if the pilot INSTR PNL
the abnormal procedures differ between FC-200 dimmer knob (pilot side panel) is turned ON
and FC-530 aircraft. If the AIU FAIL light, (out of detent) and the altitude display will be
located on the air data switch panel illumi- dimmed.
nates, select the other ADC on the switch panel
and refer to the AFM Supplement abn ormal For daylight conditions, the INSTR PNL dim-
procedures. 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.
For FC-530 aircraft, this switch is not installed;

the ADDU back lighting will remain ON if the
pilot INSTR PNL (pilot side panel) dimmer
knob is turned on (out of detent), and the alti-
tude display will be dimmed.
For daylight conditions, the INSTR PNL dim-

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. If normal electrical power is lost to the
copilot altimeter, the copilot ADDU will be
inoperative.

16 AVIONICS
Altitude Alerter Operation Altitude Reporting

Select the desired alerter altitude by rotating Altitude reporting data may be supplied from
the ALT SEL knob on the face of the altimeter either air data display unit (ADDU). Selecting
(ADDU) (see Figure 16-24). Clockwise rota- ADC-1 on the air data switch panel (see Figure
tion causes the selected altitude to increase and 16-24) provides altitude information from the
counter-clockwise to decrease. Knob sensitivity pilot ADDU for either transponder. Selecting
is 100 ft per detent (30 meters in metric mode). ADC-2 on the switch panel provides altitude
As long as the same units (feet or meters) are information from the copilot ADDU for either
selected, rotating the ALT SEL knob on the transponder.
master ADDU (A illuminated) changes the
selected altitude on both the master and the The TFR 1-2 switch—if installed—is located
slave ADDU. If different units are selected, the on the transponder control panel. Selecting
display on the slave unit blanks and its ALT TFR-1 transmits altitude information from the
SEL knob is disabled. Momentarily depressing LEFT transponder supplied by the selected
the ALT SEL knob extinguishes the altitude ADDU. Selecting TFR-2 transmits altitude
alarms until the appropriate approach condi- information from the RIGHT transponder sup-
tions are met again. plied by the selected ADDU.
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 16-23. Emergency Battery Power System

16 AVIONICS
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 16-24. Learjet Electrical Diagram for Altimeter/ADDU and AIU

16 AVIONICS
System Checks/Tests altimeters when the STBY indicator light is not

illuminated.
System Operational Check
An operational check of the altimeter/ADC For FC-530 aircraft, the altitude position cor-
system is outlined in the appropriate Airplane rection charts supplied with the Airplane Flight
Flight Manual Supplement. Refer to your sup- Manual must be applied to the standby altime-
plement for information on how and when to ter. The AFM corrections must also be applied
perform this system operation check and for to the indicated altitude when the STBY indi-
proper display information during the check. cator light is illuminated on the IS&S ADDU
(primary altimeters). The correction charts
supplied with AFMS W1484 are used for
Initiated Built-In Test (BIT) altitude correction on the primary altimeter
Both the pilot and copilot ADDU/ADC contain (ADDU) when the STBY indicator light is not
a built-in test feature that may be performed as illuminated.
desired by the crew. The aircraft must be below
40 kt to activate this test. The test is initiated Standby Altimeter
by depressing the recessed TEST button on the
lower left front side of the ADDU bezel (see The standby altimeter is a pure static altimeter
Figure 16-24). When depressed, the ADDU and (Figure 16-25). On FC-200 aircraft, it is
the AIU begin their BIT tests. Your AFM Sup- plumbed to the shoulder static ports that are
plement describes exactly how to perform this heated anytime there is electrical power on the
test and what indications to look for. If an error aircraft.
is detected during the test, the AIU fail light on
the air data switch panel remains illuminated. On
Standby Altimeter
The standby altimeter—a pure static altime-
ter—is plumbed to the copilot static system
(Figure 16-25). Electrical power for the altim-
eter lighting and vibrator is supplied from the
aircraft emergency battery when the switch is
placed in ON. The standby altimeter is not pow-
ered when the EMER BAT switch is in STBY.
There is an OFF flag on the left lower corner
to indicate that the vibrator is not operating.
Altitude Position Correction

Charts
Figure 16-25. Standby Altimeter
There are altitude position correction charts
in the Airplane Flight Manual and also in the
AFM Supplements. For FC-200 aircraft, the FC-530 aircraft, the standby altimeter is
altitude position correction charts supplied with plumbed to the copilot Rosemount probe static
the FC-200 autopilot retrofit with Rosemount system; a vibrator installed in the standby
pitot static probes supplement (AFMS W1266) altimeter and an OFF flag in the upper left cor-
must be applied to the standby altimeter. They ner indicate that the vibrator is not operating.
also must be applied to the indicated altitude Electrical power for the vibrator is supplied by
when the STBY indicator light is illuminated the STANDBY ALT circuit breaker located on
on an IS&S ADDU (primary altimeter). The the right main bus. See Figure 16-30 for the
correction charts supplied with AFMS W1483 West Star RVSM installation avionics block
are used for altitude correction on the primary diagram.

16 AVIONICS
RAM AIR TEMP INDICATOR
Ram-air temperature is displayed on the RAM
AIR TEMP indicator located on the center
instrument panel (Figure 16-26). The indicator
is calibrated in degrees Celsius and requires DC
power from the ram air temp circuit breaker on
the left essential bus. For conversion to outside
air temperature (OAT), refer to the Ram Air To
Outside Air Temperature Conversion (RAT to
OAT) figure in Section V of the approved AFM.
Figure 16-26. RAM AIR TEMP Indicator

16 AVIONICS
QUESTIONS
NAVIGATION SYSTEM
FC-200 Autopilot Aircraft FC-530 Autopilot Aircraft
1. The static ports for flight instrument oper- 5. The static ports for flight instrument
ation are located: operation are located:
A. In the unpressurized nose section A. In the unpressurized nose section
B. On the top and bottom of the pitot- B. In the pitot-static heads
static heads C. Flush mounted on the left and right
C. Flush mounted on the left and right sides of the nose section
sides of the fuselage nose section D. On both sides of the aft fuselage
D. On both sides of the aft fuselage
6. The pilot controls the static pressure
2. The pilot controls the static pressure source for the pilot flight instrument
source for the pilot flight instrument operation:
operation: A. Electrically with the STATIC PORT
A. Electrically with the STATIC PORT switch
switch B. Mechanically with the STATIC PORT
B. Mechanically with the STATIC PORT switch
switch C. Electrically with the ALTERNATE
C. Electrically with the ALTERNATE STATIC SOURCE switch
STATIC SOURCE switch D. Mechanically with the ALTERNATE
D. Mechanically with the ALTERNATE STATIC SOURCE switch
STATIC SOURCE valve lever
7. The air data unit receives pitot information
3. The air data sensor receives pitot informa- from:
tion from: A. The left pitot head
A. The left pitot head B. The right pitot head
B. The right pitot head C. Both pitot-static heads
C. Both pitot-static heads D. The right pitot-static head
D. The right pitot-static head
8. The air data unit receives static informa-
4. The air data sensor receives static infor- tion from:
mation from: A. The shoulder static air ports
A. The shoulder static air ports B. The pressurization module static air
B. The pressurization module static air port
port C. The right pitot-static head
C. The right pitot-static head D. Both pitot-static heads with static
D. Both pitot-static heads source switch in BOTH

16 AVIONICS
AUTOFLIGHT SYSTEM 13. When using the flight director REV (or
BC) mode during a localizer back course
9. During flight director only operation, approach, the:
depressing the pilot SYNC switch: A. Reciprocal of the front course must be
A. Disengages G/S ARM and ALT SEL set in the HSI course window
ARM (FC-530) B. Glide-slope receiver signal is captured
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 D. Both B and C are correct
(FC-530)
D. Cages the ADI to aircraft centerline 14. When using the autopilot, the following
reference limitation applies:
A. The pilot and copilot must be in
10. The ADIs and HSIs are energized when: their respective seats with seat belts
A. An inverter is turned on f astened
B. The AUTO PILOT master switch is B. The pilot or copilot must be in his
positioned to ON respective seat with seat belt fastened
C. The TEST switch is depressed C. The autopilot must be operative for
aircraft flight if the Mach trim system
D. The VG ERECT switch is depressed in inoperative
11. To control the aircraft in the pitch axis, the D. Do not extend or retract gear or flaps
autopilot uses the: with autopilot engaged
A. Pitch servo only COMMUNICATION SYSTEM
B. Pitch ser vo and trim tabs on the
elevators 15. The static wicks are important because
C. Horizontal stabilizer trim actuator only they:
D. Pitch servo and secondary pitch trim
motor A. Collect static electricity
B. Function as an aerodynamic aid
12. If the stick nudger or puller engages during C. Dissipate lightning strikes
autopilot operation: D. Dissipate static electricity
A. Selected pitch modes will be c anceled
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 Gauge..................................................................... 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
CHAPTER17
#
MISCELLANEOUS
CHAPTER
SYSTEMS
NAME
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 fin. Optional long-range oxygen instal-
lations 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 unpressurized flight at high cabin a ltitudes

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 the deceleration on the ground. It is most effective
crew at all times and can be made available when deployed at higher speeds, but can still be
to the passengers either automatically above effective when deployed at speeds below 60 kt.
14,000 ft cabin altitude or manually at any
altitude by the cockpit controls. The s ystem T h e s q u a t sw i t c h s y s t e m i n c l u d e s t wo
is primarily designed for use in the event of switches—one located on each of the main
rapid decompression or pressurization system gear scissors—and a relay box.
failure. It is not designed for planned extended

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 gauge,
The oxygen system components include and distribution systems for the crew and pas-
an oxygen storage cylinder and a shutoff sengers. 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 aware that if the oxygen cylinder shutoff valve

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

OXYGEN PRESSURE Gauge The crew masks (Figure 17-4) are stowed on
the pilot and copilot sidewalls. The mask oxy-
The OXYGEN PRESSURE gauge (Figure gen lines are connected to quick-disconnect
17-3) provides a direct reading of oxygen cyl- receptacles located on the cockpit sidewalls.
inder pressure, which is necessary to ensure Optional oxygen-flow detectors may be
that an adequate supply of oxygen is aboard. installed in the mask oxygen lines.
The gauge is marked as follows:
• Yellow arc. . . . . . . . . . . . . . . . 0–300 psi
NOTE
17 MISCELLANEOUS
• Green arc . . . . . . . . . . . 1,550–1,850 psi

Headsets, eyeglasses, or hats worn
• Red line . . . . . . . . . . . . . . . . . 2,000 psi by crewmembers may interfere with
SYSTEMS
The gauge is located on the pilot side panel the quick-donning capabilities of the
on late model aircraft; on early models, it is oxygen mask.
mounted on the instrument panel.
* LATE MODELS
**EARLY MODELS
*
**
Figure 17-4. Crew Oxygen Mask
Fo u r d i ff e r e n t o x y g e n m a s k / r e g u l a t o r
configurations are available on the 35/36 model
Figure 17-3. OXYGEN PRESSURE Gauge aircraft.
• The ZMR 100 series diluter-demand
CREW DISTRIBUTION SYSTEM mask regulator has a NORMAL–100%
oxygen s elector lever. With NORMAL
The crew distribution system (see Figure selected, the regulator delivers diluted
17-1) consists of the pilot and copilot oxy- oxygen, on demand, up to 20,000 ft cabin
gen masks with mask-mounted regulators for altitude. Above 20,000 ft cabin alti-
d iluter-demand or 100% operation. Oxygen tude, the 100% oxygen position must be
is available to the crew anytime the storage selected. With the selector in the 100%
bottle shutoff valve is open and the masks are position, 100% oxygen is delivered at
plugged in. any cabin altitude. The 100% position
should be used when smoke or fumes are
present in the pressurized compartment.

• The Robertshaw diluter-demand mask/ • The Scott ATO MC 10-15-02 mask, in the
regulator has two controls: the NOR- normal pressure regulator position with
MAL–EMERGENCY selector and the the 100% lever extended, will deliver
100% lever. With NORMAL selected, diluted o xygen up to 30,000 ft cabin
the regulator delivers d iluted oxygen on altitude, 100% oxygen above 30,000 ft
demand, up to 30,000 ft cabin a ltitude. cabin altitude, and automatic pressure
Above 30,000 ft, the regulator delivers breathing above approximately 37,000 ft
100% oxygen under a slight positive cabin altitude. To obtain 100% oxygen at
pressure. Depressing the 100% lever will any time, depress the 100% lever on the
17 MISCELLANEOUS
d eliver 100% oxygen at any time. With mask pressure regulator. With EMER-
EMERGENCY s elected (at any altitude) GENCY selected, the mask will deliver
SYSTEMS
and the 100% lever depressed, the regula- 100% oxygen and maintain a positive
tor delivers 100% oxygen and maintains pressure in the mask cup at all times for
a slight positive pressure for respiratory respiratory protection from smoke and
protection from smoke and fumes. fumes.
• The Puritan-Bennett pressure demand
Each mask assembly includes a microphone
mask/regulator incorporates a three-posi-
and has an electrical cord that is plugged into
tion selector knob labeled NORM, 100%,
the OXY-MIC jack on the respective OXY-MIC
and EMER. With NORM selected, the
panel (Figure 17-5) on each side panel. To
regulator d elivers d iluted oxygen on
operate the mask microphone, the OXY-MIC
demand, up to 33,000 ft cabin altitude.
switch must be in ON and the microphone
Above 33,000 ft, the regulator automat-
keyed, using the microphone switch on the
ically delivers 100% oxygen. At 39,000
outboard horn of the c ontrol wheel. Com
ft, it p rovides positive-pressure breath-
munication between crewmembers can be
ing. To o btain 100% oxygen at any time,
acc omplished by using the INPH function of
100% must be s elected on the pressure
the audio control panel and increasing the
regulator c ontrol. With EMER selected,
MASTER VOL level.
the regulator delivers 100% oxygen and
maintains a slight positive pressure in
the mask cup at all times for respiratory
protection from smoke and fumes.
Figure 17-5. OXY-MIC Panel (Typical)

PASSENGER DISTRIBUTION other time that oxygen is r equired. Oxygen is

SYSTEM available in the crew oxygen distribution lines
whenever the oxygen cylinder shutoff valve is
The passenger distribution system (Figure 17-6) open; however, oxygen is not available to the
is used to provide oxygen to the passengers in passenger distribution system until required.
case of a pressurization system failure or any
FROM
17 MISCELLANEOUS
CREW
OXYGEN
SYSTEM
SYSTEMS
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

RR0E02 17-6
8.5 x 11
5/18/98
Oxygen supply to the passenger system is In the event of aircraft electrical failure, auto-
controlled with three valves. Two valves are matic deployment of the passenger masks is not
manually operated with control knobs on the possible. The oxygen solenoid valve requires
pilot sidewall, and the third is solenoid-op- DC power through the OXY VAL circuit
erated by an aneroid switch. The manually breaker on the left essential bus for automatic
controlled PASS OXY valve is normally in the mask deployment.
NORM (open) position, which allows oxygen
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 a dmitted to the passenger dis- AUTO to MAN admits oxygen into the pas-
tribution system through either of these valves, senger distribution system and causes the
SYSTEMS
both of which are normally closed. passenger oxygen masks to drop. This position
can be used to deploy the passenger masks at
With the PASS OXY valve in the OFF (closed) any altitude, but will not cause the cabin over-
position, oxygen will not be available to the head lights to illuminate.
passenger distribution system in any event. This
position may be used only when no passengers The passenger oxygen masks (Figure 17-7) are
are being carried. stowed in compartments in the convenience
panels above the passenger seats. The com-
With the PASS OXY valve in the NORM (open) partments may contain as many as three masks,
position, oxygen will be automatically admitted depending on the aircraft seating configuration.
to the passenger distribution system through There will be at least one spare mask.
the aneroid-controlled solenoid valve if the
cabin reaches 14,000 ±750 ft. The aneroid The passenger mask storage compartment doors
switch opens the solenoid valve and deploys the are held closed by latches. When oxygen is
passenger masks. It also illuminates the cabin admitted into the passenger distribution system,
overhead lights. the oxygen pressure causes the door latches
(plungers) to open each compartment door.
When the doors open, the passenger masks fall
Figure 17-7. Passenger Mask

free and are available for passenger use. As the

passenger pulls down on his mask to don it,
DRAG CHUTE
an attached lanyard withdraws a pin from the
supply valve that releases oxygen into the mask GENERAL
breather bag at a restricted, constant flow rate.
The rebreather bag may seem to inflate slowly, The optional drag chute may be used to shorten
but this is normal. When inhaling, 100% oxy- stopping distances. The greatest deceleration
gen is delivered to the mask cup. The breath is rate is produced at the highest speed; however,
then exhausted into the rebreather bag. the chute is still effective at speeds below 60
kt. The chute is stored in a removable canister
17 MISCELLANEOUS
Should the doors be inadvertently opened from that is mounted inside the tail cone access door.
SYSTEMS
the cockpit, oxygen pressure must be bled from The canister lid is released from the canister
the passenger distribution system before the when the drag chute handle is pulled, allowing
masks can be restowed. This is accomplished the pilot chute to deploy. The pilot chute then
by pulling one of the passenger mask lanyards pulls the main chute canopy out of the canister.
after ensuring that the PASS MASK valve is
closed (AUTO). If the doors open due to mal- The main chute riser attaches to the aircraft at
function of the solenoid-operated valve, the the chute control mechanism just forward of
PASS OXY valve must be turned off to permit the canister (Figure 17-8). The loop at the end
stowage of the passenger masks. of the main riser slips over a recessed metal
pin that is held in position by spring pressure
The compartment 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 canister
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 the
17 MISCELLANEOUS
• During any landing emergency involving necessary ground or airborne signals to these
no-flap hydraulic or brake failure, or loss systems. The squat switch system consists of
SYSTEMS
of directional control two squat switches—one on each main landing
• During takeoff if the decision is made gear strut scissors—and a relay box located
to abort under the cabin floor. When the aircraft is on
the ground, and the main landing gear struts are
Do not deploy the drag chute under the follow- compressed, the squat switches close to provide
ing conditions: a ground mode signal. When the aircraft lifts
• In flight off the ground and the main landing gear struts
extend, the squat switches open, which inter-
• If the nose gear is not on the ground rupts the ground mode signals, thereby shifting
• When the indicated airspeed is above 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
by squeezing the drag chute control handle ˚ The switches disable the stall warning
test feature in the air.
(Figure 17-8) and pulling it up to its full exten-
sion; a pull force of approximately 50 pounds ˚ The switches disable the stall warning
will be required. With the chute deployed, the rate sensor on the ground. The rate sen-
pilot should keep the aircraft well clear of sor remains disabled for approximately
the runway and taxiway lights, markers, and five seconds after lift-off.
obstructions on the upwind side. Taxiing down-
wind should always be avoided. ˚ The left squat switch controls the left
stall warning system while the right
squat switch controls the right stall
The drag chute can be jettisoned after warning system.
d eployment at anytime. Normally, the pilot
heads the aircraft into the wind as much as pos- • Antiskid system
sible to jettison the chute after the aircraft clears
the runway. The copilot jettisons the drag chute ˚ The switches disable the wheel brakes
in the air with the antiskid system on.
by squeezing the control handle grip safeties and The wheel brakes remain inoperative
pushing the handle down to the stowed position until wheel spin-up requirements have
to release the chute. If the chute has collapsed been met on landing.
prior to jettisoning, the chute riser must be
pulled free after stowing the handle. Because ˚ The left squat switch controls the out-
the possibility always exists that jettisoning the board wheel brakes while the right
chute 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 The squat switch relay box provides ground or
air mode signals to the following:
˚ The switches disable the gear-up
solenoid on the ground to prevent • Nosewheel steering—Disabled in the air
inadvertent landing gear retraction.
• Spoiler/spoileron system—Disables the
˚ Either squat switch in ground mode monitor system on the ground. Slows the
will disable the gear-up solenoid. Both rate of spoiler deployment in the air
squat switches must be in the air mode
• Cabin pressurization
to allow landing gear retraction.
17 MISCELLANEOUS
• Safety valve vacuum solenoid closes in

• Squat switch relay box
the air (SNs 35-099 and subsequent and
SYSTEMS
˚ Either squat switch in the ground mode 36-029 and subsequent only)
puts the relay box in ground mode.
• Amber CAB ALT light (if installed) is
˚ Both squat switches must go to air disabled on the ground
mode to put the relay box in air mode.
• Control module solenoids shift from
ground to air mode
The position of the SQUAT SW circuit breaker
has no effect on landing gear, antiskid, or stall • Amber TO TRIM light—Disabled in the
warning system operation. These systems air
receive signals directly from the squat switches
• Windshield heat system—Shifts from
as explained previously.
ground to air mode (see Chapter 10,
Ice and Rain Protection, for additional
SQUAT SWITCH RELAY BOX information)
The squat switch relay box is necessar y • Hourmeter and Davtron clock flight time
b ecause of the limited number of electrical function (if installed)—Disabled on the
contacts available on the main landing gear ground
squat switches. Sensing signals from both squat • Mach trim test—Operates only on the
switches, the relay box provides ground or air ground
mode signals to the components listed below.
Both main gear squat switches must be in the • Thrust reversers—Operate only on the
AIR mode for the relay box to provide air mode ground
signals. The squat switch relay box uses DC • Generator load limiting—Limits the out-
power from the SQUAT SW circuit breaker on put of a single, engine-driven generator
the left main DC bus to provide ground mode on the ground only (SNs 35-148 and sub-
signals. With the SQUAT SW circuit breaker sequent and 36-036 and subsequent only)
open, all the relay box functions go to air mode.
• Air data unit—TAS disabled on the
ground (FC-530 AFCS only)
• Mach overspeed warning/stick puller—
Test function disabled in the air (FC-530
AFCS only)
• Yaw damper—Disconnects at touchdown
(FC-530 AFCS only)

QUESTIONS
1. During preflight, the pilot can determine if 4. The OXY PRESS gauge reads:
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
oxygen pressure gauge in the cockpit pressure
B. Selecting 100% on the mask regula- C. Direct pressure of the pilot supply line
tor and taking several deep breaths
17 MISCELLANEOUS
D. E l e c t r i c a l ly d e r ive d s y s t e m l ow
through the mask pressure
SYSTEMS
C. Placing the OXY-MIC switch to the
OXY position 5. The maximum demonstrated crosswind
D. Visually checking for the green flow component for drag chute deployment is:
indicator on the mask supply hose A. 10 kt
2. With the PASS OXY valve in the NORM B. 15 kt
position, selecting MAN on the PASS C. 20 kt
MASK valve: D. 25 kt
A. Causes passenger masks to drop and
6. The drag chute is deployed by:
turns on the cabin overhead lights
B. Prevents oxygen from entering the A. Squeezing the control handle
passenger oxygen distribution lines B. Rotating the control handle fully
C. Disarms the 14,000 ft cabin aneroid clockwise and pulling it up to its full
D. Admits oxygen to the passenger extension
d istribution lines and causes the C. Squeezing the control handle and pull-
passenger oxygen masks to drop ing it up to its full extension
D. Squeezing the control handle and
3. With the PASS OXY valve in the NORM pushing it completely forward
position and the PASS MASK valve in the
AUTO position: 7. The maximum indicated airspeed for drag
chute deployment is:
A. Oxygen is supplied to the passenger
masks if the cabin altitude reaches A. 120 kt
10,000 ft B. 130 kt
B. Passenger masks will automatically C. 140 kt
deploy in the event of electrical failure D. 150 kt
C. Passenger masks will automatically
deploy and the cabin overhead lights 8. If either main landing gear squat switch
will illuminate if cabin altitude reaches remains in ground mode after takeoff:
14,000 ft
A. The landing gear will not retract
D. The aneroid-controlled passenger
B. The aircraft will not pressurize
mask drop valve is disabled
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................................................................................................................ 18-2
ABBREVIATIONS................................................................................................... 18-2
STANDARD OPERATING PROCEDURES.............................................................. 18-2
Crew Responsibilities......................................................................................... 18-3
Crew Coordination............................................................................................. 18-3
AND PROCEDURES
18 MANEUVERS
Checklist Procedures.......................................................................................... 18-3
Radio Tuning and Communication...................................................................... 18-4
Advising of Aircraft Configuration Change........................................................ 18-4
Abnormal/Emergency Procedures....................................................................... 18-5
Critical Malfunctions in Flight........................................................................... 18-6
Noncritical Malfunctions in Flight..................................................................... 18-6
Deviations During Flying................................................................................... 18-6
General Protocols............................................................................................... 18-6
Positive Exchange of Flight Controls................................................................. 18-7
BRIEFING GUIDES................................................................................................. 18-7
General.............................................................................................................. 18-7
Takeoff Briefing................................................................................................. 18-7
Approach Briefing............................................................................................. 18-8
Avionics Setup for Takeoff................................................................................. 18-8

Callouts.............................................................................................................. 18-8
Taxi Procedures................................................................................................ 18-13
Takeoff Procedures........................................................................................... 18-13
Climb and Cruise Procedures........................................................................... 18-13
Descent Planning............................................................................................. 18-13
Descent Procedures.......................................................................................... 18-14
Approach Planning........................................................................................... 18-14
Visual Descent Point........................................................................................ 18-14
Approach Procedures....................................................................................... 18-14
Go-Around/Balked Landing............................................................................. 18-16
MANEUVERS........................................................................................................ 18-16
AND PROCEDURES
18 MANEUVERS
General............................................................................................................ 18-16
Power Settings.................................................................................................. 18-16
Performance Standards..................................................................................... 18-16
Minimum Maneuvering Speeds ....................................................................... 18-17
Takeoff............................................................................................................. 18-17
Engine Failure Below V1 Speed........................................................................ 18-19
Engine Failure Above V1 Speed........................................................................ 18-20
Steep Turns...................................................................................................... 18-21
Approach to Stall............................................................................................. 18-22
Unusual Attitude Recovery - Nose High........................................................... 18-25
Unusual Attitude Recovery - Nose Low............................................................ 18-26
Emergency Descent.......................................................................................... 18-27
Visual Traffic Pattern, Two Engines................................................................. 18-28
Visual Traffic Pattern, Single-Engine............................................................... 18-29

Flaps Up Landing............................................................................................. 18-30
Precision Instrument Approach........................................................................ 18-31
Non-Precision Instrument Approach ................................................................ 18-32
Gusty Winds..................................................................................................... 18-33
Circling Instrument Approach.......................................................................... 18-33
Go-Around/Balked Landing............................................................................. 18-35
Single-Engine Drift Down................................................................................ 18-36
WINDSHEAR......................................................................................................... 18-37
Before V1.............................................................................................................................. 18-38
Between V1 and Before VR.............................................................................................. 18-38
At or After VR...................................................................................................................... 18-38
AND PROCEDURES
18 MANEUVERS
During Initial Climb......................................................................................... 18-38
Approach and Landing Windshear.................................................................... 18-38
If Windshear is Encountered and Flight Path Control is Marginal.................... 18-39
PILOT INCAPACITATION..................................................................................... 18-40
ILLUSTRATIONS
Figure Title Page
18-1 Normal Takeoff......................................................................................... 18-18
18-2 Takeoff Rejected....................................................................................... 18-19
18-3 Takeoff Engine Failure at or Above V1 Speed............................................ 18-20
18-4 Steep Turns............................................................................................... 18-21
18-5 Approach to Stall - Clean Configuration................................................... 18-22
18-6 Approach to Stall - Takeoff Configuration................................................ 18-23
18-7 Approach to Stall - Landing Configuration............................................... 18-24

18-8 Unusual Attitude High............................................................................... 18-25
18-9 Unusual Attitude Low............................................................................... 18-26
18-10 Emergency Descent................................................................................... 18-27
18-11 Visual Approach Normal........................................................................... 18-28
18-12 Visual Approach Single Engine................................................................. 18-29
18-13 Flaps Up Landing...................................................................................... 18-30
18-14 Precision Approach Normal....................................................................... 18-31
18-15 Non-Precision Approach Normal............................................................... 18-32
18-16 Circling Approach..................................................................................... 18-34
18-17 Go-Around................................................................................................ 18-35
18-18 Single-Engine Drift Down......................................................................... 18-36

AND PROCEDURES
18 MANEUVERS
TABLES
Table Title Page
18-1 Standard Callouts........................................................................................ 18-9
18-2 Standard Callouts...................................................................................... 18-10
18-5 Performance Standards.............................................................................. 18-16

CHAPTER 18
MANEUVERS AND PROCEDURES
INTRODUCTION
AND PROCEDURES
18 MANEUVERS
The general pilot information in this chap- information in this chapter and that in any
ter is intended to supplement and expand official publication, the information in the
upon information in other sources. It is not official publication takes precedence.
intended to supersede any off icial publi-
cation. If there is any conflict between the
AFM Airplane Flight Manual MMO Mach, Maximum Operational
AGL Above Ground Level MSL Mean Sea Level
ATC Air Traffic Control N1 Fan Speed
CDI Course Deviation Indicator PF Pilot Flying
COM/NAV Communication/Navigation PIC Pilot in Command
DA Decision Altitude PM Pilot Monitoring
FAF Final Approach Fix SIC Second in Command
FL Flight Level SOP Standard Operating Procedure
HAA Height Above Airport VDP Visual Descent Point
HAT Height Above Touchdown VFE Velocity Flaps Extended
IAF Initial Approach Fix VMO Velocity Maximum Operational
KIAS Knots, Indicated Airspeed V1 Critical Engine Failure Speed
MAP Missed Approach Point VR Rotation Speed
MDA Minimum Descent Altitude VREF Reference Speed
MEA Minimum Enroute Altitude V2 Takeoff Safety Speed

GENERAL STANDARD OPERATING

General pilot information includes Standard PROCEDURES
Operating Procedures and the maneuvers nor-
mally encountered during Learjet training and Standard operating procedures (SOPs) are used
operations. to supplement the information in the AFM and
Federal Aviation Regulations (FAR). Adherence
to SOPs enhances individual and crew situa-
ABBREVIATIONS tional awareness and performance. SOPs may
include assignment of responsibilities, briefing
The following abbreviations are used in this guides, and procedures to be followed during
chapter. specific segments of flight. The SOPs in this
manual are not intended to be mandatory or
to supersede any individual company SOPs.
They are simply provided as examples of rec-
ommended operating practices, having evolved
from many hours of flying and training in the
Learjet 35/36.
The crew responsibilities def ined for these

profiles may differ from particular company
standard operating procedures. If so, they can
AND PROCEDURES
18 MANEUVERS
be modified to meet the requirements, provided

that safety, the operational requirements of the
AFM, and the FARs are not compromised. Like-
wise, every effort has been made to ensure that
these procedures are consistent with the AFM
and the FARs,which shall apply if there is any
discrepancy or conflict. The airspeeds specified
in the maneuver profiles reflect operations at
the appropriate maximum gross weights for that
type of operation and are included to provide
suggested training guidance.
The following basic rules of airmanship and

cockpit management will be observed in the
simulator and in the airplane.
• Visually clear for traff ic prior to any

turn or maneuver involving a heading or
altitude change.
• Minimum safe altitudes.
• ATC clearances, as required, will be
obtained.
• The pilot will establish crew coordination
with briefings and will direct all normal,
abnormal, and emergency conditions.

• The copilot will monitor the airspeed, CHECKLIST PROCEDURES

altitude, thrust setting, and configuration
changes, and advise of any deviations. The checklist follows a normal sequence from
preflight to shutdown. In addition to normal
CREW RESPONSIBILITIES procedures, emergency and abnormal checklists
allow the crew to quickly turn to the appro-
The pilot-in-command (PIC) is designated by priate checklist by matching the glareshield
the company and is responsible for the conduct annunciator to the annunciator picture in the
and safety of the flight. The second-in-com- checklist. In some cases, an emergency or
mand (SIC) is responsible for assisting the abnormal condition does not result in illumina-
PIC in accomplishing the same goal. The pilot tion of a glareshield annunciator. In these cases,
flying (PF) controls the aircraft with respect the appropriate checklist can be located through
to heading, altitude, and airspeed, and directs the use of table of contents for the appropriate
the necessary operations to safely accomplish emergency of abnormal malfunction. When an
the flight. The pilot monitoring (PM) main- emergency or abnormal situation occurs the
tains ATC communications, obtains clearances, priority for checklist usage is:
accomplishes checklists, makes altitude call-
outs, and other tasks as directed by the PF. The • Fly the airplane
crew must work together as a team. Both crew • Accomplish all emergency checklists
members should maintain situational awareness
at all times. They should communicate and • Accomplish all abnormal checklists
complement each other to enhance the eff i-
AND PROCEDURES
• Continue and complete normal checklist
18 MANEUVERS
ciency and safety of the mission.
The checklist is normally handled by the PM.
CREW COORDINATION The PF calls for the portion to be accomplished,
such as “Descent checklist,” “Before Landing
Eff icient crew coordination is an absolute checklist,” etc. The PM reads, performs, and
necessity for operating the aircraft in a safe responds to those items in the PM area of the
manner. Crew coordination and teamwork are cockpit and challenges the PF on actions and
essential in performing normal, abnormal, responses to the checklist items in the PF area
and emergency procedures, as well as in the of the cockpit. While the aircraft is in motion,
division of cockpit workload. Areas enhanced the checklist should never be used in a manner
by crew coordination are situational aware- requiring both pilots to have their attention
ness, visual observation for other traffic, use focused inside the cockpit. After a checklist is
of checklists, airspeed and altitude callouts, accomplished, the PM reports completion of
handling of communication and navigation the checklist to the PF, e.g., “Descent checklist
radios, utilization of the Flight Director and complete.” The checklist should not be used
Autopilot and remote control panels, config- as an instruction manual on how to operate
uration changes, and departure and approach the aircraft, but rather as a memory jogger to
procedures. ensure all items for particular phases of flight
have been accomplished.
Flight crews should use a challenge-response

method for all checklists leading up to the run-
way lineup checklist. From the runway lineup
checklist through the after landing checklist
the flight crew should use a do-verify method.
The PF will call for the appropriate checklist

and the PM will do the checklist items and Flow Patterns

verify the items are complete. The PM will
then announce the checklist is complete. From For normal procedures, a flow pattern is an
the after landing checklist through the end, the efficient method for accomplishing the cockpit
flight crew should use a challenge-response setup for each phase of flight. After using the
method. flow pattern, accomplish the checklist to verify
the proper setup of the cockpit. Under this con-
If the checklist was overlooked, good cockpit cept, a normal checklist is a “done list” instead
resource management requires the PM to ask of a “do list.”
the PF if the checklist should be started. After
the completion of any checklist, the PM states Flow patterns are not used for abnormal or
that the specific “checklist is complete.” This emergency procedures. During an emergency,
increases the PF situational awareness and accomplish any memory items, then call for
prompts the PF to call for the next appropriate the proper checklist. Maintain control of the
checklist when required. airplane with one pilot always flying the air-
plane while the other reviews all the items of
Some checklist procedures call for the move- the appropriate emergency procedure. The PF
ment or manipulation of controls or switches may elect to have the PM accomplish some
critical to safety of flight (e.g. thrust levers, Abnormal or Emergency checklists on the
engine f ire switches, f ire bottle discharge PF’s command. In this case, the PM reads out
switches). Prior to initiating the action, the loud both the challenge and the response. Do
pilot performing the action verifies with the not proceed to the next item until both pilots
AND PROCEDURES
18 MANEUVERS
other pilot that the correct control or switch is confirm completion of each item.
being moved. Any checklist action pertaining
to a specific control, switch, or equipment that RADIO TUNING AND
is duplicated in the cockpit is read to include
its relative position and the action required COMMUNICATION
(e.g. Left Throttle - IDLE, Left Standby Pump The PM accomplishes navigation and commu-
- OFF). nication radio tuning, identification of proper
signal, ground contacts, and clearances. Before
Anytime flaps or gear is moved the PM should changing any navigation radio, the flight crew
verify current indicated airspeed is below max- confirms the change does not affect autopilot or
imum airspeed for the conf iguration change airplane control, and then selects the new fre-
(V FE or V LE). After the control is moved the quency. This confirmation helps coordinate and
PM will announce the new configuration. For aid proper sequences with the autopilot, FMS,
example, “Speed checks, flaps 8°, indicating and other aids. After the NAVAID is tuned and
eight” or “Speed checks, gear down, indicating identified, the PM announces, “(Facility) tuned
three green.” and identified.”
If the PM observes and challenges a flight devi-
ation or critical situation, the PF should respond ADVISING OF AIRCRAFT
immediately. If the PF does not respond by oral CONFIGURATION CHANGE
communication or action, the PM must issue
a second challenge that is loud and clear. If A crewmember about to make an aircraft control
the PF does not respond after the second chal- or configuration change should alert the other
lenge, the PM must assume the PF has become crewmember to the forthcoming change. If time
incapacitated. PM must announce that “I am permits, the crewmember should announce any
taking control” of the aircraft and then take the abrupt flight path changes so there is always
necessary action. a mutual understanding of the intended flight
path. Sometimes a PA announcement to the
passengers is advised before maneuvers involv-
ing unusual pitch or bank angles.

As an example, when given a new altitude,

the PM sets the assigned altitude in the alti-
tude alerter and verbally repeats that altitude.
The PF verbally confirms the altitude assign-
ment and alerter setting.
ABNORMAL/EMERGENCY
PROCEDURES
The pre-departure briefing includes a discus-
sion of both normal and abnormal or emergency
conditions. In these situations, both crewmem-
bers must be aware of:
• Who controls the aircraft?

• Who performs the tasks?
• What items should be monitored?
Following these designations, the PF calls
for the appropriate checklist. The designated
crewmember accomplishes the checklist items
AND PROCEDURES
18 MANEUVERS
with the appropriate challenge and response or
confirmation of completed actions.
Both pilots must be able to respond to an

emergency situation that requires immediate
corrective memory items without reference to
a checklist. Upon completion of those mem-
ory items, conf irm what has been done and
accomplish remaining checklist procedures by
referring to the printed checklist and AFM.
Crewmembers must make every effort to

conf irm and identify a malfunction before
initiating any emergency action. Use positive
oral and graphic communication to identify and
direct the proper response.
Anytime the red master warning light illumi-

nates, both crew members should be alerted to
the cause of why the master warning light is
illuminated. Only when both crew members
are aware of the issue can the master warning
light be extinguished.

CRITICAL MALFUNCTIONS IN • Airspeed – exceeding desired or assigned

FLIGHT speed +5 kt (also above and below VREF)
• Descent rates – descending greater than
In flight, the observing crewmember positively 1,000 fpm on final approach phase
announces an indication of a malfunction. If the
PM is the first to observe any indication of a • Leaving DA/Glideslope – one dot deflec-
critical failure, the PM should announce what tion of glideslope/localizer
is seen and identify the malfunction to the PF.
• MDA – descending below the selected
altitude
After verifying the malfunction, the PF
confirms a decision and commands or accom-
plishes any checklist memory items. The PF GENERAL PROTOCOLS
monitors the PM during the accomplishment of When flying with technologically advanced
those tasks that have been assigned. flight instrument/guidance systems, pilots must
adopt some basic protocols. When these pro-
If an emergency occurs on takeoff after V 1 tocols are followed, each crewmember should
speed and the takeoff is continued, no checklist, acknowledge certain responsibilities, thereby
other than appropriate memory items, should be enhancing situational awareness. The following
initiated before the airplane reaches a safe alti- procedures/and techniques are recommended to
tude above the ground (at least 400 feet AGL). promote efficiency and avoid confusion:
AND PROCEDURES
NONCRITICAL
18 MANEUVERS
1. Autopilot – Communication regarding

who is controlling the autopilot is essen-
MALFUNCTIONS IN FLIGHT tial between the pilots. Confirmation by
Procedures for recognizing and verifying a both pilots is necessary when the autopi-
noncritical malfunction or impending malfunc- lot control is transferred between pilots.
tion are the same as for time-critical situations. The PF must inform the PM when the
Time, however, is not as critical and allows a autopilot is turned on or off.
more deliberate response to the malfunction. 2. When the autopilot is on, the PF nor-
Proper coordination and full communication mally makes all inputs to the autopilot,
between the PF and PM is paramount. except altitude pre-select.
3. If control of the aircraft is transferred
DEVIATIONS DURING FLYING between pilots for more than a brief
The PM shall call out any deviation from nor- period, use of the XFR function is rec-
mal and accepted standard operating procedures ommended (if installed). Pilots must
during various phases of flight. As an example, ensure proper navigation source(s) and
during the approach phase of flight: “Drifting FD modes are reselected after using the
left of course.” These announcements should be XFR function.
specific and timely. 4. Heading bug – When the autopilot is
on, the PF manipulates the heading bug.
Suggested thresholds might include: When the autopilot is off, the PM nor-
mally adjusts the heading bug at the
• Courses – left or right +5° or more instruction of the PF.
• Altitudes – climbing or descending from
assigned altitude +100 ft

5. Altitude selector – Altitude pre-select is

normally operated by the PM. Altitude
BRIEFING GUIDES
pre-select requires continued monitoring
for a successful instrument approach. GENERAL
6. Precision approach – When cleared for While the Learjet AFM does not specifically
the approach set the altitude preselect require before takeoff and approach briefings,
to the missed approach altitude. If the such brief ings are appropriate. The brief ing
missed approach altitude is lower than guides presented below are examples of what
the intercept altitude; the aircraft will fly should be included in a takeoff or approach
through the altitude preselected and will briefing.
not level off.
7. Non-precision approach – When cleared It should be noted that many of these items can,
for the approach, select the next lower and should, be briefed well before engine start.
step down altitude at each intermediate
altitude. Do not select the next lower TAKEOFF BRIEFING
altitude until ALT SEL extinguishes and
ALT HLD illuminates. Set the altitude The pre-takeoff brief ing should address the
pre-select for the missed approach once following items:
established at MDA.
• Type of takeoff: rolling or standing, flap
8. FMS use – When flying with the FMS setting, etc
AND PROCEDURES
18 MANEUVERS
as the navigation source, both pilots
should confirm that the proper informa- • Review takeoff data to include power
tion is loaded and displayed on the FMS setting and speeds
CDU (NAV page). This includes proper
leg sequencing, appropriate approach
• Procedures to be used in the event of
an emergency before or after V 1 speed
mode (GPS app), etc. Timely and effec-
including emergency return procedures
tive updating of FMS route information
displayed on the MFD greatly aids in • Headings and altitudes to be flown during
maintaining situational awareness, par- the departure including restrictions, if
ticularly in the terminal area. any
• Radio, navigational systems and flight
POSITIVE EXCHANGE OF director settings
FLIGHT CONTROLS • Anti-icing requirements, if applicable
Transfer of airplane control is announced by • Specific PM duties and callouts.
the pilot initiating the change and acknowl-
edged by the pilot assuming control. Specific • A request for “Any questions?” directed
target values are provided to the pilot assuming to all cockpit crewmembers
control. For example,
• The PF announces, “You have the flight

controls. We’re climbing at 250 knots to
7,000 on a vector to the 045 radial.”
• PM acknowledges, “I have the flight
controls, climbing at 250 to 7,000 on this
heading until intercepting the 045 radial.”
• PF confirms transfer of controls by stat-
ing again “You have the flight controls.”

APPROACH BRIEFING AVIONICS SETUP FOR

The PF normally transfers airplane control to TAKEOFF
the PM during the approach briefing. The brief- The following items should be setup before
ing is conducted after the approach is built and takeoff
should address the following items.
• Verify takeoff speeds are set. PF and
• Approach to be used PM will set the white triangle on V2 and
• Verify approach is setup correctly. other bugs on V1, VR, and V2+30.
• Navigational frequencies and commu- • Takeoff / Go-Around (TOGA) button
nication radios setup correctly depressed. This will display the flight
d i r e c t o r w i t h LV L a n d G A m o d e s
• Inbound courses set on both HSI’s selected. The flight director will be 9°
• Minimums set on both altimeters. nose up.
• Radio altimeter set • Setup the departure in the FMS or radials
to intercept the VOR radial outbound.
• FMS is setup correctly.
• Verify heading bug is selected to runway
• Approach speeds to be used and set. It heading. When taking the runway verify
is recommended that if turbulence is current heading matches the heading
anticipated due to gusty winds, wake bug.
AND PROCEDURES
18 MANEUVERS
turbulence, or wind shear, the approach

speed be increased. For gusty wind con- • On the flight director panel, select HDG
ditions, an increase in approach speed of and ALT SEL. If clearance includes an
one half the gust factor is recommended. RNAV SID, ensure FMS is selected on
the HSI before takeoff. Select NAV on
• Any special procedures to be used during the flight director by 500 FT AGL as
the approach, such as circling approach required by regulation. NAV cannot be
procedures, interception of a radial from selected with GA mode active. PF should
an arc, VDP, etc. pitch sync to exit GA mode and then
• Altitudes of IAF, FAF, step downs, sector NAV can be selected.
and obstacles
• Minimums (DA, MDA), (HAT, HAA), CALLOUTS
radio altimeter setting
T h e f o l l ow i n g t a bl e s p r e s e n t s s t a n d a r d
• Missed approach point and procedures, FlightSafety callouts for different phases of
timing to MAP/VDP
flight.
• Anti-icing requirements
• Specific PM duties and callouts.
• The procedure for transitioning to visual
flight
• A request for “Any questions?” directed
to all cockpit crewmembers
At the completion of the Approach briefing, the

PF announces “Approach briefing complete,”
and assumes control of the aircraft using proper
positive

TABLE 18-1. STANDARD CALLOUTS
PHASE OF PILOT PILOT

FLIGHT CONDITION FLYING (PF) MONITORING (PM)
SET POWER
Adjusts power to takeoff N1 power setting
Holds brakes and set power
POWER SET
Release brakes
AIRSPEED ALIVE
Airspeed movement
Releases nosewheel steering
At 80 kts 80 KTS, CROSS CHECK
VEE ONE
At V1
NORMAL Moves hand to yoke
TAKEOFF
ROTATE or VEE ARRH
At VR
Rotates to 9° - 15°
nose high
POSITIVE RATE
At positive rate of climb GEAR UP, YAW DAMPER ON
YAW DAMPER SELECTED ON
VEE TWO PLUS THIRTY
At V2 + 30
FLAPS UP,
AFTER TAKEOFF CHECK
Reduce power to MCT
(Not below 400 Feet)
ABORT, ABORT, ABORT or ABORT, ABORT, ABORT
AND PROCEDURES
18 MANEUVERS
Accomplish rejected
ABORTED Condition causing an abort takeoff memory items
TAKEOFF below V1.
SPOILERS EXTENDED
THRUST REVERSERS DEPLOYED
60 KNOTS
Condition causing an engine Accomplish engine failure
failure above V1. after V1 memory items
ROTATE or VEE ARRH

At VR Rotates to 9° - 15°
nose high. Climb at V2.
POSITIVE RATE
GEAR UP
At positive rate of climb YAW DAMPER SELECTED ON
Pitch to hold V2 and pitch sync
ENGINE LEFT / RIGHT

FAILURE RUDDER TRIM
ABOVE V1 Rudder trim (if desired) Yaw Damper OFF
LEFT / RIGHT RUDDER TRIM SELECTED
Yaw Damper ON
AUTOPILOT ON
When autopilot desired
(minimum 1,000 FT AGL)
AUTOPILOT SELECTED ON
Level off and accelerate
Minimum 1,500 FT AGL
to V2 + 30.
VEE TWO PLUS THIRTY

At V2 + 30
FLAPS UP
At 170 - 180 knots Reduce power
During climb Climb checklist.

Accomplish climb checklist.
CLIMB CHECKLIST COMPLETE.
CLIMB SET 29.92
Transition altitude.
FL XXX FOR FL XXX
29.92 SET
XXX FOR XXX
TOP OF
1,000 FT BELOW LEVEL OFF FL XXX FOR XXX
CLIMB


Cruise checklist.
CRUISE After cruise is established. Accomplish cruise checklist.
CRUISE CHECKLIST COMPLETE.
ALTITUDE
Altitude high or low (±100 FT)
CORRECTING
AIRSPEED
STEEP Airspeed fast or slow (±10 kts)
TURNS
CORRECTING
BANK ANGLE
Bank angle steep or shallow (±5°)
CORRECTING
STALL, STALL, STALL or STALL, STALL, STALL

First indication of stall
Lower nose to decrease AOA
Full power
VEE REF
At VREF
FLAPS 20°
STALLS Pitch up to takeoff pitch attitude
POSITIVE RATE
At positive rate of climb
GEAR UP
AND PROCEDURES
18 MANEUVERS
VEE TWO PLUS THIRTY

At V2 + 30
FLAPS UP
Perform windshear recovery

procedure
Call out vertical speed trends

WINDSHEAR Windshear warning (CLIMBING / DESCENDING)
Call out airspeed speed trends
(AIRSPEED INCREASING / DECREASING)
Call out radio altimeter values
(RADAR ALTIMETER 50 FT)
DESCENT CHECKLIST
BEGINNING OF DESCENT
Accomplish descent checklist
DESCENT CHECKLIST COMPLETE.
TRANSITION LEVEL
SET XX.XX
DESCENT Transition Level.
XX.XX SET
1,000 FT ABOVE LEVEL OFF XX FOR XX


APPROACH CHECKLIST
Accomplish approach checklist.

Approaching destination airport A - ATIS (Copy current weather)
B - Build (Set up approach)
B - Brief (PF briefs approach)
A - Approach checklist
APPROACH CHECKLIST COMPLETE.
LOCALIZER / VOR / FMS

First positive movement of NEEDLE ALIVE
CDI needle
CHECK
FLAPS 20°
SPEED CHECKS, FLAPS 20°

INDICATING 20°
Below 185 knots
(200 knots FCN 85-6) GEAR DOWN
BEFORE LANDING CHECKS
SPEED CHECKS, GEAR DOWN

THREE GREEN, NO RED LIGHTS
Accomplish Before Landing Checklist

BEFORE LANDING CHECKLIST COMPLETE
AND PROCEDURES
18 MANEUVERS
FULL FLAPS
Below 150 knots

SPEED CHECKS, FLAPS FULL
APPROACH INDICATING DOWN
LOCALIZER or GLIDESLOPE
1 dot deflection of CDI or GS
CORRECTING
AIRSPEED
Speed deviations by more than
±5 knots from VTGT
CORRECTING
First positive movement of GLIDESLOPE ALIVE

GS needle
CHECK
1,000 FT ABOVE MINIMUMS

500 FT ABOVE
1,000 / 500 / 100 FT
100 FT ABOVE
ABOVE MDA / DA
CHECK
Visual contact with runway APPROACH LIGHTS or

environment prior to minimums RUNWAY IN SIGHT
or MAP. PM announces to PF CONTINUING or
what is seen. LANDING
MINIMUMS AND
APPROACH LIGHTS IN SIGHT or
RUNWAY IN SIGHT OR
GO-AROUND
At MDA or DA
CONTINUING or
LANDING or
Go-AROUND


Spoiler extend
Thrust reversers deploy
After landing is complete with (if necessary)
nose wheel on runway
LANDING SPOILER EXTENDED
THRUST REVERSERS DEPLOYED
At 60 kts 60 KNOTS
Condition requiring a go-around GOING AROUND
VEE REF
At VREF
FLAPS 20°
TWO-ENGINE
SPEED CHECKS, FLAPS SELECTED 20°
MISSED
APPROACH
POSITIVE RATE
At positive rate
or GEAR UP
VEE REF PLUS THIRTY
REJECTED
FLAPS UP
LANDING
SET UP FOR THE MISS
VREF + 30 Pitch Sync
SPEED CHECKS, FLAPS SELECTED UP
Select FMS NAV source
AND PROCEDURES
Select on Flight Director

18 MANEUVERS
NAV, ALT SEL

Minimums or condition requiring
MISSED APPROACH
a missed approach
POSITIVE RATE
GEAR UP
SET UP FOR THE MISS
SINGLE Pitch Sync
ENGINE At positive rate
MISSED Select Gear UP
APPROACH Select FMS NAV source
Select on Flight Director
NAV, ALT SEL
Climb at VAPP
VEE REF PLUS THIRTY
VREF + 30 FLAPS UP
SPEED CHECKS, FLAPS SELECTED UP

TAXI PROCEDURES calls “Flaps selected up.” The PM monitors

the flaps while they are retracting and reports
Taxi diagrams are essential equipment while “Flaps up,” when retraction is complete. PM
taxiing on the airport. When a taxi clearance accomplishes the After Takeoff checklist.
is received, the route should be verified using
the taxi diagram. While taxiing, the priority
for both crew members is to watch out for other CLIMB AND CRUISE
traffic, follow the taxi clearance and prevent PROCEDURES
any runway incursions. It is acceptable for the
PM to complete the taxi checklist while taxiing The PM announces all assigned altitudes
in most cases. In low visibility conditions, the and sets them in the altitude alerter. The PM
PM will not complete the taxi checklist while also calls out 1,000 feet above, or below, all
the aircraft is moving. assigned altitudes and altitude restrictions.
These calls normally are made by stating the
existing altitude and the assigned altitude or
TAKEOFF PROCEDURES restriction. For example, “Through 9,000 feet,
cleared to 8,000,” or “Through flight level 420
When cleared for takeoff the PM reports “Run- for 430.” The PM also announces other signif-
way Lineup checklist complete, cleared for icant altitudes, such as, “Through 18,000 feet,
takeoff.” The PF advances power toward the altimeter 29.92,” or, “Flight level 410, going
takeoff power setting and states “Set Power.” on oxygen.”
PM reaches and sets N1 power setting for take-
AND PROCEDURES
off N1 setting and states “Power Set.”
18 MANEUVERS
The PF periodically announces his intentions
and targets throughout the flight, such as
At initial airspeed indication, the PM cross- “Accelerating to 250 knots,” “Turning right
checks airspeed indicators and reports to 260 degrees and descending to 3,000 feet,”
“Airspeed alive.” PF releases nosewheel “We’ll hold this heading until intercepting the
steering. 090 degree radial and then turn right to the
station.”
At 80 knots, the PM calls “80 knots, cross-
check. This call is made in case of an aborted Any change in cockpit function is announced
takeoff. The crew can determine how long to by the pilot making the change and acknowl-
wait to allow the brakes to cool. edged by the other pilot. For example, the PM
announces, “VOR number two set to Spring-
At V1 speed, the PM calls “Vee One.” The PF field and identified.” PF acknowledges, “VOR
releases the thrust levers and puts both hands two on Springfield.” PF announces, “Autopilot
on the control column. engaged and coupled in climb and heading
modes.” PM acknowledges, “Roger.”
At VR, the PM calls “Rotate.” The PF rotates
airplane to a 9° noseup pitch attitude.
DESCENT PLANNING
With positive rate of climb, the PM announces
“Positive Rate” and PF calls “Gear up, yaw Normally ATC determines when a descent may
damper on” The PM positions gear switch to up be started. However, descents may sometimes
and calls “Gear selected up.” The PM monitors be started at the PF’s discretion. To determine
the gear while it is retracting and reports “Gear how far out to start descent for an approach,
up,” when retraction is complete. PM activates use 3 times the altitude to be lost, divided by
yaw damper. 1,000. For example, to lose 40,000 feet, 3 times
40,000 equals 120,000, divided by 1,000 equals
Before VFE (V2 plus 30 knots minimum), the 120 miles out to start descent.
PF calls, “Flaps up, After Takeoff checklist.”
The PM positions the flap handle to up and

The Descent checklist should be started before, • Brief. PF should pass the controls to
or early in, the descent to permit proper wind- the PM and brief the approach. PF will
shield heat and pressurization system operation. verify the conventional navaids are setup
correctly using the same method the PM
Descent below flight level 180 will not be used to set them up. PF will verify the
started before obtaining a local area altimeter approach is loaded in the FMS correctly.
setting. Controls will be passed back to the PF.
• Approach checks. PM will f inish the
DESCENT PROCEDURES approach checklist.
The same procedures used during climb and
cruise are used during descent. The PM accom-
VISUAL DESCENT POINT
plishes the Descent checklist, as directed by the If a VDP has not
been published, a “time to see
PF, and makes altitude callouts to include the the runway” may be computed as follows. Take
transition level and 10,000 feet. the MDA, divided by 10, and subtract that, in
seconds, from the time from the FAF to the
MAP. For example, assume the HAT is 400
APPROACH PLANNING feet and the time from the FAF to the MAP is
Approach planning and brief ing should be 1 minute and 45 seconds. Four hundred, divided
accomplished during cruise. Review hazardous by 10 equals 40. Subtracting that from 1:45
terrain, MEAs, and minimum sector altitudes. equals 1:05 from the FAF to see the runway.
AND PROCEDURES
18 MANEUVERS
Complete and review performance data to If DME is used in lieu of time, to calculate a
include VREF speed, landing distance, approach VDP point take HAT and divide by 300. For
climb speed and power setting. example if the HAT is 400. Divide 400 by 300
and get a result of 1.3 NM from the threshold
The PF directs the PM to obtain destination as the VDP point.
weather or obtains it himself. If the PM obtains
the weather, the PF normally assumes ATC If the runway is not in sight at the end of that
communications while the PM is obtaining time or distance, either a faster than normal
weather. In either case, after checking weather, rate of descent is required, or the airplane lands
the pilot who did so briefs the other pilot on the beyond the normal touchdown zone.
destination weather, the expected approach, and
any other significant information.
APPROACH PROCEDURES
Care should be exercised in the setup and brief The PF initiates the Approach checklist when
of the approach. A logical sequence should be descending out of 18,000 feet or when within
followed to ensure the approach is setup and 50 miles of the destination airport. The check-
briefed correctly. One method is to perform an list is accomplished so as to not interfere with
A.B.B.A check. the visual lookout for other traffic.
• ATIS. Obtain current weather conditions Configuration changes during the approach are
at the destination airfield. accomplished using the same crew coordination
• Build. Setup the approach using con- techniques used after takeoff. The PF calls
ventional navigational aids. Set up for a configuration change. The PM acknowl-
frequencies, inbound courses, minimums edges, selects the switch position, monitors and
and radio altimeter. Build the approach reports when gear and flaps are in the selected
in the FMS. positions.

The Approach checklist is completed and the made at a normal rate of descent using normal
airplane slowed to VREF plus 30 knots (mini- maneuvers. If single-engine, the flaps remain
mum) before reaching the IAF. at 20° until landing. The PM begins timing,
if necessary, extends the flaps and completes
Over the IAF, for other than a straight-in the Before Landing checklist. The PM also
approach, the PF turns outbound, call for flaps c onf irms that the COM/NAV radios are set
8°, slows the airplane to V REF plus 30 knots properly, checks the flight instruments, air-
(minimum) and begins a descent, if necessary. speed bugs, altitude alerter, radio altimeter
The PM starts timing, announces the time to setting and MDA or DA. The PM then reports,
be flown and the outbound course, or heading, “Before Landing checklist complete, no flags,
and altitude if an altitude change is required. cleared to descend to _______ feet.”
If a procedure turn is to be made, any accepted After passing the FAF, the PM begins looking
procedure turn maneuver may be used. At the for visual references outside the airplane. How-
expiration of the time from the IAF, the PM ever, he/she also monitors the instruments and
announces that time is up, the direction of turn, calls out significant deviations such as 1 dot, or
and the next heading. For example, “Time’s more, deflection on the CDI or glideslope and
up, left turn now to 045 degrees.” Wings-level airspeed variations greater than –0 to +5 knots
outbound in the procedure turn, the PM starts from VREF. If the PF does not respond to the
timing, announces the time to be flown and the callout, the PM repeats it. If the PF does not
next heading and altitude. At the expiration respond to the second callout, the PM assumes
of the procedure turn outbound time, the PM the PF has been incapacitated and announces
AND PROCEDURES
18 MANEUVERS
announces the time is up, the direction of turn, that they (the PM) are taking control of the
the next heading and altitude, if an altitude airplane.
change is required. For example, “Time’s up,
right turn now to 225° and cleared down to The PM calls out the time to the VDP/MAP
3,000.” and 1,000, 500 and 100 feet above MDA or
DA. The PM also reports visual contact with
Approaching the final approach course, the PM the ground such as, “Visual contact, no runway
monitors the CDI or bearing pointer and reports yet,” “Approach lights in sight at 11 o’clock,”
“CDI alive,” or “Within 5° of the inbound or “Runway in sight straight ahead.”
course.”
Approaching minimums, or the missed
Established on final approach course, the PF approach point, the PF begins cross-check-
will call for flaps 20° and slow the airplane to ing outside the airplane for visual references.
VREF + 20 (minimum) and begin a descent, if When satisfied that v isual references are ade-
necessary. After the flaps have been set to 20° quate for landing, the PF announces, “I’m
and within 3–5 miles of the final approach fix, going visual,” or “Going outside.” At this point,
the PF will call “Gear Down Before Landing the PM directs his attention primarily inside
Checklist.” The PM extends the landing gear, the airplane, while cross-checking outside,
completes the Before Landing Checklist up to and calls airspeed, descent rate and altitude.
flaps down and r eports, before Landing Check- The purpose is to provide the PF, verbally, the
list complete except full flaps. same information he/she would have if still on
instruments.
Over the FAF, on a two-engine, straight-in
approach, the PF calls for flaps 40°, slows Airspeed should be called as plus or minus
the airplane to V REF (minimum) and begins VREF, descent rate as up or down and altitude
a descent. For a circling a pproach, the flaps above the ground. For example, “Plus 5, down
remain at 20° until the aircraft is continuously 500, 100 feet,” indicates the airspeed is VREF
in a position from which a descent to a nor- plus 5 knots, the airplane is descending at
mal landing on the intended runway can be

500 feet per minute and is 100 feet above the Between 10,000 MSL and FL 250, 75 to 80%
ground. N1 to maintain 250 KIAS.
GO-AROUND/BALKED PERFORMANCE STANDARDS

LANDING The performance standards in Table 18-5
If a go-around/balked landing is necessary, should be maintained during all Learjet flight
the PF will call “Going around,” set power to operations.
Take-off thrust and simultaneously establish a
9° nose-up pitch altitude. Selecting the flight
director to Go-around mode will disengage the TABLE 18-5. P
ERFORMANCE
auto-pilot and set the pitch bars to 9°. Spoilers STANDARDS
will be checked retracted and flaps set to 20°.
The PM will conf irm spoilers and flaps set Steep Turns
and will call out the direction of turn if one Bank angle: 45°, ±5°
is required, along with the missed approach Altitude: ±100 feet
heading and altitude. The PM notifies ATC of Airspeed: ±10 KIAS
Heading: ±10°
the missed approach.
Approach to Stall
Initiate recovery at stick shaker onset
MANEUVERS
Reduce angle of attack and recover to
AND PROCEDURES
maneuvering speed and flight path

18 MANEUVERS
Clean up the aircraft as appropriate to airspeed
GENERAL Holding
Altitude: ±100 feet
This section contains a description of most of Airspeed: ±10 knots
the maneuvers that are likely to be encountered Instrument Approaches
during Learjet training and operational flying. Initial: Altitude: ±100 feet
While there is always more than one way to Airspeed: ±10 knots
Final: Airspeed: ±5 knots
fly an airplane, these procedures have been Localizer: ±1 dot
developed over many years of Learjet opera- Glide Slope: ±1 dot
tions. They have proven to be safe, eff icient Bearing Pointer: ±5°
and readily manageable. These procedures are MDA: Altitude: –0, +50 feet
consistent with the AFM. However, if a conflict Circling Approaches
should develop between these procedures and Bank Angle: 30° maximum
those in the AFM, the AFM procedures should Altitude: –0, +100 feet
be used. Airspeed: ±5 knots
Missed Approach
POWER SETTINGS DH: Altitude: –0 before initiation of the missed
approach
MDA: Altitude: –0, unless runway environment
Actual power settings vary depending upon the had been in sight before the missed approach
temperature, pressure altitude, and airplane
gross weight. The following target settings Landings
Traffic Pattern: Airspeed: ±10 knots
are approximate, but may be used to provide
Altitude: ±100 feet
a starting point to determine the actual power Final Approach: Airspeed: ±5 knots
setting.
Below 10,000 MSL, 60% N1 to maintain 200

KIAS, 70 to 75% N1 to maintain 250 KIAS.

MINIMUM MANEUVERING TAKEOFF

SPEEDS Either 8 or 20° of flaps may be used for take-
Minimum maneuvering speeds are expressed off. The normal, standing takeoff (Figure 18-1)
in terms of VREF speed which is 1.3 times the must be used to achieve the performance spec-
stalling speed in the landing configuration. if ied in the AFM. If the runway available is
at least 10 percent longer than the planned
For maneuvering with up to 30° of bank, the takeoff distance, a rolling takeoff (Figure 18-2)
following minimum speeds should be used: may be used. The procedures are the same
except for a standing takeoff, power is set
Spoilers deployed ................ VREF + 50 knots before brake release. For a rolling takeoff, the
brakes are released before the power is set.
Flaps up ............................... VREF + 40 knots During a rolling takeoff, takeoff power must
be set before the runway remaining equals the
Flaps 8° ............................... VREF + 30 knots takeoff distance.
Flaps 20° ............................. VREF + 20 knots Between V2 plus 30 and VFE retract the flaps
and the After Takeoff checklist is accomplished.
Flaps 40° ............................. VREF + 10 knots However, if traffic conditions warrant, the After
Takeoff checklist may be delayed until the
For maneuvering with up to 15° of bank, on airplane is clear of local traffic. Ensure thrust
f inal approach for landing, for example, the reversers are disarmed before reaching 200
AND PROCEDURES
18 MANEUVERS
following minimum speeds should be used: knots.
Spoilers deployed ................ VREF + 40 knots Approaching 200 knots the PF should adjust
power and pitch attitude if necessary, to main-
Flaps up ............................... VREF + 30 knots tain 200 knots or less within Class C or D
airspace. For passenger comfort and ease of
Flaps 8 ................................. VREF + 20 knots airplane control, it is recommended that the
pitch attitude not exceed 20° noseup.
Flaps 20° .............................. VREF + 10 knots
The maximum continuous climb power setting
Flaps 40° .............................................. VREF is a variable depending on temperature and
pressure altitude. The “Maximum Continuous
Thrust (N 1 )” chart, in the Performance Data
section of the checklist, and AFM thrust setting
procedures should be used.
The aileron-rudder interconnect system will

increase spring tension when using opposite
aileron and rudder for crosswind takeoffs and
landings. If the aircraft is not tracking parallel
to the runway more rudder is required to track
correctly down the runway. The interconnect
systems helps to coordinate the ailerons and
rudder controls for normal turns. It may be
necessary to overpower the interconnect system
for crosswind takeoffs and landings.

CLEAR OF CLASS C/D AIRSPACE

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

1. PF ADJUSTS PITCH AND POWER TO REMAIN
BELOW 200 KIAS IN CLASS C/D AIRSPACE.
BEFORE TAKEOFF
1. PF HOLDS BRAKES AND POSITIVE RATE OF CLIMB
ADVANCES POWER 1. PF CALLS "GEAR UP, YAW
2. PM SETS TAKEOFF POWER DAMPER ON"
2. PM RETRACTS THE LANDING
AND PROCEDURES
GEAR AND ENGAGES THE

18 MANEUVERS
INITIAL AIRSPEED INDICATION YAW DAMPER

1. PM CALLS "AIRSPEED ALIVE"
2. PF RELEASES NOSEWHEEL BEFORE VFE
STEERING (V2 + 30 KT MIN)
1. PF CALLS “FLAPS UP, AFTER
TO 80 KIAS TAKEOFF CHECKLIST”
1. PM MONITORS AND ADJUSTS 2. PM ACCOMPLISHES AFTER
TAKEOFF POWER 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 TO
RUNWAY LINEUP CHECKLIST
Figure 18-1. Normal Takeoff

ENGINE FAILURE BELOW V1 Takeoffs may be aborted for malfunctions other

SPEED than engine failure, however, the same proce-
dures should normally be used. Care should be
If an engine fails below V 1 speed (Figure used to determine at what speed the aborted
18-2), the takeoff must be aborted. The PF takeoff happened for takeoff brake energy con-
simultaneously reduces power to idle, applies sideration. Refer to aborted takeoff checklist
maximum braking and deploys the spoilers. The procedure in AFM for further guidance.
drag chute or thrust reversers (if installed) are
deployed if necessary.
INITIAL TAKEOFF ROLL ABORT TAKEOFF
AND PROCEDURES
18 MANEUVERS
1. STANDING OR ROLLING 1. THRUST LEVERS — IDLE
TAKEOFF PROCEDURES 2. WHEEL BRAKES — APPLIED
3. SPOILERS — EXTEND
INITIAL AIRSPEED INDICATION 4. DRAG CHUTE/THRUST REVERSERS (IF
1. PM CALLS "AIRSPEED ALIVE" INSTALLED) — DEPLOY IF NECESSARY
2. PF DISENGAGES NOSEWHEEL
STEERING
TO 80 KIAS
1. PM MONITORS AND ADJUSTS
TAKEOFF POWER
ENGINE FAILURE

1. ALL CHECKLISTS COMPLETE TO
Figure 18-2. Takeoff Rejected

ENGINE FAILURE ABOVE V1 airplane to single-engine climb speed (normally

SPEED 200 knots) and climbs to the assigned altitude.
If an engine fails above V1 speed (Figure 18-3), At a safe altitude above the ground, (normally,
the takeoff is normally continued. The PF no lower than 400 feet) the memory items for
maintains directional control with ailerons and the Engine Failure/Fire Shutdown in Flight
rudder and keeps the nosewheel on the runway checklists are completed. The rest of the Engine
until reaching rotate speed. After liftoff, the Failure/Fire Shutdown in Flight checklists, and
initial climb is made at V2 speed with takeoff the After Takeoff checklist, are normally com-
flaps until the airplane is clear of obstacles or, pleted at, or above, 1,500 feet AGL. The crew
if there are no obstacles, to 1,500 feet AGL. then elects to obtain clearance to return to the
The PF then accelerates the airplane to V 2 departure airport for landing or proceeds to an
plus 30 knots (minimum) and directs the PM alternate airport.
to retract the flaps. The PF then accelerates the
AT SAFE ALTITUDE
1. ENGINE FAILURE/FIRE
SHUTDOWN CHECKLIST
AND PROCEDURES
INITIAL CLIMB
18 MANEUVERS
1. V2 SPEED
INITIAL TAKEOFF ROLL 2. TAKEOFF FLAPS
1. STANDING OR ROLLING
TAKEOFF PROCEDURES POSITIVE RATE OF CLIMB
1. PF CALLS "GEAR UP"
INITIAL AIRSPEED INDICATION 2. PM RETRACTS LANDING GEAR
1. PM CALLS "AIRSPEED ALIVE"
2. PF DISENGAGES NOSEWHEEL
STEERING
TO 80 KIAS
1. PM MONITORS AND
CLEAR OF OBSTACLES
ADJUSTS TAKEOFF POWER
1. PF ACCELERATES TO
V1 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

1. ALL CHECKLISTS COMPLETE TO
Figure 18-3. Takeoff Engine Failure at or Above V1 Speed

STEEP TURNS Power must be increased approximately 2%

N 1 to maintain airspeed during steep turns.
Steep turns (Figure 18-4) are used to build con- The airplane should be kept in trim and the
fidence in the airplane and improve instrument bank angle should be held constant. If altitude
cross-check. They may be accomplished at any corrections are necessary, they should be made
altitude above 5,000 feet AGL. The higher the in pitch only. It is not necessary to shallow the
altitude, the more difficult the maneuver is to bank to climb during a steep turn in a Learjet.
perform correctly. Steep turns are accomplished
without flight director steering commands since Steep turns of at least 180°, preferably 360°,
the flight director does not command 45° of should be practiced in each direction.
bank.
AND PROCEDURES
18 MANEUVERS
ENTRY
ROLL INTO 45° OF BANK
INCREASE POWER TO MAINTAIN AIRSPEED
TRIM NOSE-UP AS REQUIRED
EXIT
LEAD ROLL-OUT HEADING BY 15°

REDUCE POWER TO MAINTAIN AIRSPEED
TRIM NOSE-DOWN AS REQUIRED
BEFORE ENTRY
GEAR AND FLAPS UP
AIRSPEED 250 KIAS
FLIGHT DIRECTOR
STEERING BARS STOWED
Figure 18-4. Steep Turns

APPROACH TO STALL Power should be advanced to maximum. Lower

the pitch attitude to reduce the angle of attack.
Approaches to stalls are accomplished in the If the aircraft is allowed to decelerate below
clean, takeoff, and landing c onf igurations stall warning angle of attack, priority must
(Figures 18-5, 18-6 and 18-7). Approaches be given to immediately reducing the angle
to stalls in the actual aircraft should not be of attack rather than attempting to maintain
accomplished below 5,000 AGL (in actual air- altitude. Stall recovery from typical cruise alti-
craft). Approaches to stalls may be made from tudes and other relatively low thrust conditions
level or turning flight with 15 to 30° of bank. will require a significant loss of altitude.
Approaches to stalls may also be combined
with slow flight practice. All recoveries are To set maximum power in minimum time, the
made with power and minimum loss of altitude. PF should move the thrust levers smoothly
forward to the stop and then the PM should
Approach to stall recovery is initiated at the monitor and a djust the power setting if nec-
f irst indication of an impending stall. This essary. Approaches to stall from the landing
indication is provided by the stick shaker and c onf iguration are normally terminated by a
stall warning annunciator lights which activate simulated missed approach, (Figure 18-17).
as the angle of attack indicator needle moves
into the yellow band, and or by aerodynamic
stall buffet which may precede the lights and
shaker in the clean configuration.
AND PROCEDURES
18 MANEUVERS
TRAINING SET APPROACH COMPLETION

UP FOR MANEUVER AND RECOVERY OF MANEUVER
1. MINIMUM ALTITUDE - AS REQUIRED AT THE FIRST INDICATION OF STALL OR 11. RETURN AIRCRAFT TO DESIRED
2. AUTOPILOT AND FD - AS REQUIRED AT STICK SHAKER: FLIGHTPATH AND ALTITUDE
3. SET V2 OR VREF AS REQUIRED
4. REDUCE POWER TO FLIGHT IDLE 7. LOWER PITCH ATTITUDE TO
5. MAINTAIN ALTITUDE REDUCE AOA
6. ESTABLISH BANK 15-30° (OPTIONAL) 8. THRUST LEVERS - SET TO
TAKEOFF POWER
9. LEVEL THE WINGS
10. ACCELERATE OUT OF THE
STALL CONDITION
AT
STALL INDICATION
Figure 18-5. Approach to Stall - Clean Configuration

TRAINING SET UP FOR MANEUVER APPROACH AND RECOVERY COMPLETION OF MANEUVER
1. MINIMUM ALTITUDE - AS REQUIRED AT THE FIRST INDICATION OF 14. RETURN AIRCRAFT TO

2. AUTOPILOT AND FD - AS REQUIRED STALL OR AT STICK SHAKER DESIRED FLIGHTPATH
3. SET V2
4. AIRCRAFT CONFIGURATION FLAPS 7. DISENGAGE AUTO PILOT
8° OR 20° AND GEAR UP 8. LOWER THE PITCH ATTITUDE
5. 60% N1 AND INITIATE BANK ANGLE TO REDUCE AOA
AND PROCEDURES
9. THRUST LEVERS - SET TO
18 MANEUVERS
15°-30°
6. SET 20° PITCH ATTITUDE TAKEOFF POWER
10. LEVEL THE WINGS
11. ACCELERATE OUT OF THE
STALL CONDITION
12. AT POSITIVE RATE - GEAR UP
13. AT V2 + 30° - FLAPS UP
AT AT OR ABOVE
FIRST INDICATION V2 + 20 KIAS
OF STALL
Figure 18-6. Approach to Stall - Takeoff Configuration

TRAINING SET UP FOR MANEUVER APPROACH AND RECOVERY COMPLETION OF MANEUVER
1. MINIMUM ALTITUDE - AS REQUIRED AT THE FIRST INDICATION OF STALL 16. RETURN AIRCRAFT TO
2. AUTOPILOT AND FD - AS REQUIRED OR AT STICK SHAKER: DESIRED FLIGHTPATH
3. COMPLETE APPROACH CHECKLIST
4. SET VAPP AND VREF 10. LOWER PITCH ATTITUDE
5. REDUCE POWER TO 65% TO REDUCE AOA
6. AIRCRAFT CONFIGURATION FLAPS 11. THRUST LEVERS - SET
AND PROCEDURES
40° AND GEAR DOWN TO TAKEOFF POWER

18 MANEUVERS
7. MAINTAIN ALTITUDE 12. LEVEL THE WINGS

8. AT VREF ESTABLISH DESCENT 13. ACCELERATE OUT OF
TO MAINTAIN VREF AND N1 AT 65% THE STALL CONDITION
9. LEVEL AT MDA (OR SIMULATED MDA) 14. WHEN AIRSPEED IS
WITH POWER SET AT 65% GREATER THAN VREF
SET FLAPS TO 20°
15. AT POSITIVE RATE - GEAR UP
16. AT VREF + 30° - FLAPS UP
AT
STALL INDICATION
Figure 18-7. Approach to Stall - Landing Configuration

UNUSUAL ATTITUDE nose of the aircraft to descend to the horizon

RECOVERY - NOSE HIGH without stall warnings and without negative G
forces. A prolonged negative G on the airplane
Recovery from a nose high, low speed unusual could cause the engines to flameout due to fuel
attitude (Figure 18-8) should be made by push- starvation. The attitude indicator should be
ing to maintaining an angle of attack safely cross checked with other attitude references
below stalling AOA, but not enough to cre- and used during the recovery and the angle of
ate negative G forces, while simultaneously attack indicator cross-checked to maintain the
increasing power, and increasing angle of bank, pointer in the green band.
not to exceed 90 degrees. This will allow the
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 PUSH FORWARD ON YOKE
AND MAINTAIN OR ROLL INTO BANK ANGLE
(60˚ TO 90˚) AND ADVANCE POWER AS REQUIRED
2. MAINTAIN ANGLE-OF-ATTACK INDICATOR IN
"GREEN" AREA
Figure 18-8. Unusual Attitude High

UNUSUAL ATTITUDE rolling the wings level. Only after roll attitude
RECOVERY - NOSE LOW approaches wings level, elevator and pitch trim
(if required) are then used to raise the nose to
Recovery from a nose-low, high-speed unusual the horizon. Spoilers must not be used during
attitude (Figure 18-9) should be made with recovery from a nose low unusual attitude. If
minimum loss of altitude while keeping the air- Mach or airspeed is severe or if pitch and/or
speed below VMO or MMO. It is accomplished roll attitude is extreme or unknown, landing
by simultaneously reducing power to idle and gear can be extended to aid in recovery.
PITCH AND ROLL ATTITUDE DETERMINED

AND PROCEDURES
18 MANEUVERS
1. SIMULTANEOUSLY ROLL WINGS LEVEL AND REDUCE

POWER TO IDLE
2. ONLY WHEN BANK ANGLE IS APPROACHS WINGS LEVEL:
THEN ELEVATOR AND PITCH TRIM NOSE-UP, AS REQUIRED
Figure 18-9. Unusual Attitude Low

EMERGENCY DESCENT the airplane accelerates to MMO/VLE. Then the

pitch attitude is adjusted to maintain MMO/VLE.
Emergency descents are accomplished in accor-
dance with AFM procedures as shown in Figure After the emergency descent has been estab-
18-10. The PF should accomplish the check- lished, the crew should determine the desired
list memory items and allow the airplane to level-off altitude.
pitch down to a 10 to 15° nosedown pitch
attitude. This pitch attitude is maintained until
ENTRY
CREW OXYGEN MASKS ON—SELECT 100%
AND PROCEDURES
POWER IDLE
18 MANEUVERS
AUTOPILOT DISENGAGED
SPOILERS EXTENDED DESCENT
LANDING GEAR DOWN (BELOW MMO/VLE) MAINTAIN PITCH ATTITUDE
ESTABLISH APPROXIMATELY 10 TO 15° UNTIL REACHING MMO/VLE
NOSE-DOWN PITCH ATTITUDE ADJUST PITCH ATTITUDE TO
PASS OXY VALVE—NORMAL MAINTAIN MMO/VMO LEVEL OFF
PASS MASK VALVE—MANUAL SPOILERS RETRACTED
GEAR RETRACTED AS NECESSARY
(IF AIRSPEED DID NOT EXCEED VLE)
POWER AS REQUIRED
Figure 18-10. Emergency Descent

VISUAL TRAFFIC PATTERN, approach. If a crosswind e xists, final approach

TWO ENGINES should be flown with a drift correction angle
(crab) to maintain alignment with the runway
A two-engine visual traffic pattern is shown center line. Approaching touchdown, rudder
in Figure 18-11. The airspeeds indicated on should be applied to align the airplane with the
the diagram are minimums. Traff ic pattern runway centerline and the u pwind wing lowered
altitude for jet airplanes is normally 1,500 feet with aileron to prevent drift.
AGL. During gusty wind conditions, 1⁄2 the
gust velocity should be added to VREF on final
ENTRY LEG
AND PROCEDURES
1. GEAR AND FLAPS—UP

18 MANEUVERS
2. AIRSPEED—VREF + 40 KT (MIN)
3. APPROACH CHECKLIST—COMPLETE
FINAL APPROACH
1. FLAPS—40°
2. AIRSPEED—VREF MINIMUM
3. BEFORE LANDING
CHECKLIST COMPLETE
DOWNWIND LEG
1. FLAPS—8°
MIDFIELD DOWNWIND
1. FLAPS—20°
2. GEAR—DOWN
4. BEFORE LANDING CHECKLIST—
COMPLETE TO FLAPS 40°
Figure 18-11. Visual Approach Normal

VISUAL TRAFFIC PATTERN,

SINGLE-ENGINE
A single-engine visual traffic pattern (Figure
18-12) is flown exactly the same as a two-en-
gine pattern except for the flap setting on final
approach. For a single-engine landing, f inal
approach is flown with flaps 20° at VREF plus
10 knots until landing. Additionally, the PF may
elect to have the PM remove some, or all, of the
rudder trim on final approach.
ENTRY LEG
AND PROCEDURES
18 MANEUVERS
1. GEAR AND FLAPS—UP
3. APPROACH CHECKLIST—COMPLETE
FINAL APPROACH
1. FLAPS—20°
2. AIRSPEED—VREF + 10
DOWNWIND LEG
1. FLAPS—8°
MIDFIELD DOWNWIND
1. FLAPS—20°
2. GEAR—DOWN
4. BEFORE LANDING CHECKLIST
COMPLETE
Figure 18-12. Visual Approach Single Engine

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 18-13) is determined by mul- attitude and allow the nose gear to touch down
tiplying the normal landing distance by 1.35. gently. The use of the drag chute (if installed),
Consideration should be given to reducing or thrust reversers, (if installed) is recom-
the airplane’s weight, if possible, to lower the mended during a flaps up landing.
landing speed and reduce landing distance, if
the available runway length is marginal.
ENTRY LEG
GEAR AND FLAPS UP
AIRSPEED VREF + 40 KNOTS
APPROACH CHECKLIST COMPLETE
AND PROCEDURES
18 MANEUVERS
FINAL APPROACH
AIRSPEED VREF + 30 KNOTS
YAW DAMPER DISENGAGED
BEFORE TOUCHDOWN
MIDFIELD DOWNWIND
GEAR DOWN
BEFORE LANDING CHECKLIST COMPLETE
MAINTAIN VREF + 40 KNOTS
Figure 18-13. Flaps Up Landing

PRECISION INSTRUMENT Two-engine, precision approaches should be

APPROACH flown with a stabilized airspeed and configura-
tion from the final approach fix (FAF) inbound.
A typical, precision instrument approach is Single-engine, precision approaches should
shown in Figure 18-14. All accepted instrument be flown with flaps 20° at VREF plus 10 knots
flying procedures and techniques should be from the FAF inbound.
used while making instrument approaches in
the Learjet.
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
FINAL APPROACH FIX **

1. FLAPS—40°
2. AIRSPEED—VREF (MIN)
3. BEFORE LANDING
CHECKLIST COMPLETE
* FOR A STRAIGHT-IN APPROACH, COMPLETE APPROACH

AND BEFORE LANDING CHECKLISTS TO FLAPS 40°
BEFORE REACHING THE FINAL APPROACH FIX.
** FOR SINGLE-ENGINE APPROACH, MAINTAIN FLAPS 20°

AND VREF + 10 KNOTS.
Figure 18-14. Precision Approach Normal

NON-PRECISION INSTRUMENT Two - e n g i n e , n o n - p r e c i s i o n a p p r o a c h e s

APPROACH should be flown with a stabilized a irspeed
and configuration from the final approach fix
A typical, non-precision instrument approach (FAF) inbound. Single-engine, non-precision
is shown in Figure 18-15. All accepted instru- approaches should be flown with flaps 20° at
ment flying procedures and techniques should VREF plus 10 knots from the FAF inbound.
be used while making instrument approaches
in the Learjet.
APPROACHING INITIAL
2. AIRSPEED—VREF + 40 KT 2. AIRSPEED—VREF + 30 KT
AND PROCEDURES
18 MANEUVERS
ON COURSE INBOUND
1. FLAPS—20°
2. GEAR—DOWN
3. AIRSPEED—VREF + 20 KT
FINAL APPROACH FIX **

1. FLAPS—40°
2. AIRSPEED—VREF MINIMUM
3. BEFORE LANDING
CHECKLIST COMPLETE
* FOR A STRAIGHT-IN APPROACH, COMPLETE APPROACH

AND BEFORE LANDING CHECKLISTS TO FLAPS 40°
BEFORE REACHING THE FINAL APPROACH FIX.
** FOR SINGLE-ENGINE APPROACH

MAINTAIN FLAPS 20° AND VREF + 10 KT
Figure 18-15. Non-Precision Approach Normal

GUSTY WINDS All single-engine circling approaches should be

flown with 20° of flaps at VREF + 20 knots from
It is recommended that if turbulence is antic- the FAF inbound. When landing is assured, the
ipated due to gusty winds, wake turbulence, airspeed can be reduced to VREF + 10 knots.
or wind shear, the approach speed should
be increased. For gusty wind conditions, an
increase in approach speed of one half the gust NOTES
factor is recommended.
CIRCLING INSTRUMENT
APPROACH
Any instrument approach that requires a head-
ing change of 30° or more to line up with the
landing runway is a circling approach. An iden-
tifiable part of the airport must be distinctly
visible to the pilot during the circling approach,
unless the inability to see an identifiable part
of the airport results only from a normal bank
of the airplane. The circling MDA and weather
minima to be used are those for the runway to
which the approach is flown.
AND PROCEDURES
18 MANEUVERS
The Learjet is an approach category C airplane.
However, category D minimums should be used
if the airplane will be maneuvered at speeds
over 141 knots (the minimum for category D
airplanes) during the circling approach.
There are two types of circling approaches. The

first type of circling approach positions the air-
plane within 90°, or less, of the runway heading
on a base leg for landing. With two engines,
this type of approach is normally flown with
the gear down and 40° of flaps at V REF plus
10 knots from the FAF inbound. When landing
is assured, airspeed may be reduced to VREF
minimum.
The second type of circling approach (Figure

18-16) requires a heading change of more than
90° to line up with the landing runway. With
two engines, this type of approach is normally
flown with the gear down and 20° of flaps at
VREF plus 20 knots from the FAF inbound. On
final approach, flaps should be extended to 40°
and airspeed reduced to VREF minimum.

APPROACHING INITIAL
2. AIRSPEED—VREF + 40 KT (MIN) 2. AIRSPEED—VREF + 30 KT (MIN)
ON COURSE INBOUND
1. FLAPS—20°
2. GEAR—DOWN
3. AIRSPEED—VREF + 20 KT
AND PROCEDURES
18 MANEUVERS
90° FINAL APPROACH

1. FLAPS—40°
2. AIRSPEED—VREF (MIN)
3. BEFORELANDING
CHECKLIST COMPLETE
15 SEC
TURN TO FINAL
1. ADJUST BANK ANGLE AS
45° NECESSARY (DO NOT
(APPROX)
NOT EXCEED 30° BANK)
15 SEC
(APPROX)
TURN TO BASE LEG

1. LOWER LANDING FLAPS AT PILOT
DISCRETION
2. BEGIN DESCENT— AS REQUIRED
TO HOLD NORMAL VISUAL GLIDEPATH
4. MAINTAIN VREF + 20 KT WHILE FLAPS
*ALL SINGLE-ENGINE CIRCLING APPROACHES SHOULD
ARE AT 20 (CIRCLES 90 DEGREES OR
BE FLOWN WITH 20° OF FLAPS AT VREF + 20 KNOTS FROM
MORE).
THE FAF INBOUND. WHEN LANDING IS ASSURED, THE
5. MAINTAIN VREF + 10 KT WHILE FLAPS
AIRSPEED CAN BE REDUCED TO VREF + 10 KNOTS.
ARE DOWN (CIRCLES LESS THAN
90 DEGREES).
Figure 18-16. Circling Approach

GO-AROUND/BALKED In either case, use of the flight director

LANDING go-around mode is recommended to provide
a target 9° nose-high pitch attitude. After the
The Learjet go-around/balked landing proce- airplane is clear of o bstacles and the flaps have
dure, shown in Figure 18-17, should be used for been retracted, the pitch attitude and power may
all missed approaches. Generally, if a missed be adjusted to maintain the desired airspeed.
approach is started at, or above, MDA or DA, it
is considered a go-around. If a missed approach If the go-around/balked landing is made from
is started below MDA or DA, it is considered an instrument approach, the p ublished missed
a rejected, or balked, landing. During training, approach procedure should be accomplished. If
rejected, or balked, landings will normally be the go-around/balked landing is made during a
initiated over the runway threshold at an alti- circling approach, the initial turn to the missed
tude of approximately 50 feet. approach heading must be made toward the
landing runway. The turn may then be con-
tinued until the airplane is established on the
missed approach heading.
AND PROCEDURES
18 MANEUVERS
GO AROUND
CLEAR OF OBSTACLES
SIMULTANEOUSLY:
DISENGAGE AUTOPILOT * ACCELERATE TO VREF + 30 KNOTS
ESTABLISH 9° NOSE-UP FLAPS UP
PITCH ATTITUDE
SET TAKEOFF POWER OR AS REQUIRED
CHECK SPOILERS RETRACTED
AT OR ABOVE VREF FLAPS 20°
POSITIVE RATE OF CLIMB

GEAR UP, YAW DAMPER ON
ACCELERATE TO APPROACH CLIMB SPEED
(APPROXIMATELY VREF PLUS 7 KNOTS)
AIRPORT
* SELECTING FLIGHT DIRECTOR GO AROUND MODE

WILL DISENGAGE THE AUTOPILOT AND PROVIDE
A 9 DEGREE NOSE-UP PITCH COMMAND.
THE AUTOPILOT MUST BE DISENGAGED MANUALLY
FOR FC-200 AIRCRAFT
Figure 18-17. Go-Around

SINGLE-ENGINE DRIFT DOWN As the note on the chart explains, the speed
schedule depicted also approximates the best
The single-engine drift down procedure shown single-engine, rate-of- climb speed below
in Figure 18-18 is used to cover the great- the single- engine service ceiling. This speed
est possible distance while descending to schedule may then also be used to climb to
single-engine cruise altitude after an engine single-engine cruise altitude after an engine
failure at high altitude. failure at low altitude.
ENGINE FAILURE
1. SET MAXIMUM CONTINUOUS THRUST
2. MAINTAIN ALTITUDE UNTIL AIRSPEED
REACHES 170 KIAS
1. DESCEND AT 170 KNOTS UNTIL

AND PROCEDURES
18 MANEUVERS
AIRSPEED REACHES .50 MACH

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 18-18. Single-Engine Drift Down

WINDSHEAR Be alert for windshear reports and conditions.

Be prepared to use thrust if a sudden sustained
Avoid it. Some windshear conditions are not airspeed loss on f inal approach is encoun-
survivable. Suspect possible windshear if there tered. Conversely, if you suddenly pick up too
are thunderstorms, heavy rain showers, virga, much speed, be deliberate and careful about
or active frontal weather activities in the area; decreasing thrust. If the increase in airspeed
an unusual spread between ground speed and was caused by a sudden decrease in headwind
IAS; or reports from ATC. component, the ground speed might not have
changed much immediately.
Enhanced ground proximity warning systems
(EGPWS) have windshear warnings included. Delay takeoff or approach: Use another runway
Refer to the EGPWS supplement for informa- or another airf ield if windshear is strongly
tion concerning the installation installed in suspected.
your aircraft.
Recognize the symptoms: Below normal perfor-
There are two types of windshear warnings. mance on initial climb; increased performance
The first type is for an increasing performance on approach, and/or rapid altitude and/or air-
windshear. Indications include an amber WND- speed loss at any time (deteriorating flight path
SHR annunciator light and an aural warning and airspeed control).
“CAUTION, WINDSHEAR.”
Indication of marginal flightpath control are
characterized by uncontrolled changes in excess
AND PROCEDURES
AFM supplement states to add wind and gust
18 MANEUVERS
allowances to the approach speed. Increase of the following:
thrust if necessary. Avoid getting low on the
approach glide path or letting the throttles • 15 knots indicated airspeed,
remain at flight idle for extended periods of • 500 feet per minute vertical speed,
time. Coupled with other weather factors, the
alert should be considered in determining the • 5° pitch attitude,
advisability of performing a go-around. • 1 dot displacement from the glide slope,
The second type of windshear warning is a • 10° variation from nominal heading,
decreasing windshear. Indications include a • Unusual thrust lever position for a sig-
red WNDSHR annunciator and aural warning nificant period of time.
“Windshear, Windshear”
The importance of avoiding severe windshear
AFM supplement states to immediately initi- and microburst activity cannot be overem-
ate AFM go-around procedure except do not phasized. Timely recognition of a windshear
retract flaps or landing gear. Aggressively apply encounter is difficult and simulator training is
maximum rated thrust. Rotate smoothly to the recommended.
go-around / takeoff pitch attitude, allowing
airspeed to decrease if necessary. Maintain
wings level. If the aircraft continues to descend, Presented below are a few basic rules to deal
increase pitch target attitude, bleeding airspeed with an inadvertent encounter with severe
as necessary to stop the descent. Use stall windshear. Refer to the appropriate Emergency
warning onset (stick shaker) as the upper limit Procedures, Section III of the EGPWS Supple-
of pitch attitude. Maintain escape attitude and ment, for specific guidance,
thrust and delay retracting flaps or landing gear
until safe climb out is assured.

BEFORE V1 The pilot-monitoring (PM) shall closely

and continuously monitor all visual
1. Abort the takeoff. references and the vertical flight path
instruments including radio altimeter
BETWEEN V1 AND BEFORE VR and assure proper thrust setting. Call
out any deviation from the normal val-
1. Thrust Levers .................... Advance ues of airspeed, airspeed trend, rate of
Push thrust levers forward to maximum climb, pitch, thrust and altitude. Make
takeoff thrust, or mechanical stops if directive commentaries as appropriate,
necessary. Use of all available thrust is for example: “ALTITUDE DECREAS-
recommended if there exists the possibil- ING—PULL THE NOSE UP.”
ity of ground or obstacle contact. 4. Pitch Attitude .........................Maintain
2. Airplane .................................... Rotate Maintain for as long as necessary if pos-
Rotation should commence no later than sible contact with terrain still exists.
2,000 feet before the end of the runway, Accept a lower than normal indicated
even if the airspeed is below VR. airspeed, up to intermittent stick-shaker.
5. Configuration ........................ Maintain
AT OR AFTER VR Changes in configuration are not recom-
1. Thrust Levers ......................... Advance mended during a windshear encounter.
AND PROCEDURES
Do not change flap, gear or trim posi-

18 MANEUVERS
Push thrust levers forward to maximum tion until positively out of the shear
takeoff thrust, or mechanical stops if condition. When clear of the windshear
necessary. Use of all available thrust is encounter, proceed with normal climb
recommended if there exists the possibil- once a positive climb gradient has been
ity of ground or obstacle contact. established. Report the encounter to ATC
2. Airplane .................................... Rotate as soon as possible.
Rotation should be promptly performed A positive climb should be verified by

up to an initial pitch attitude of 15°. at least the radio altimeter. Leave the
Anticipate a higher than normal control landing gear down as it can absorb some
effort necessary to lift the airplane off energy on impact should the microburst
within the remaining runway. exceed aircraft climb capability. Always
be prepared for further encounters since
windshear/microburst have been known
DURING INITIAL CLIMB to occur in groups.
1. Thrust Levers ......................... Advance
APPROACH AND LANDING
Push thrust levers forward to maximum WINDSHEAR
takeoff thrust, or mechanical stops if
necessary. Use of all available thrust is If windshear conditions are suspected or exist
recommended if there exists the possibil- during the approach, it is recommended to
ity of ground or obstacle contact. delay the approach until conditions improve.
2. Autopilot (if engaged) ........ Disconnect Diversion to another airport is another option.
Do NOT attempt to land unless the existing
3. Flight Instruments ................... Monitor conditions have been assessed thoroughly and
a safe landing is assured.
It is important to achieve a stabilized approach

as early as possible and no later than 1,000 feet

above ground level. If windshear is inadver- IF WINDSHEAR IS

tently encountered, recovery must be promptly ENCOUNTERED AND FLIGHT
initiated especially if flight path control
becomes marginal. Recognition of marginal PATH CONTROL IS MARGINAL
flight path control depends upon the flight 1. Thrust levers to ............... T/O (PF/PM)
crew’s assessment of the existing conditions.
Push thrust levers forward to maximum
Indications of marginal flight path control go-around thrust. Use of all available
are characterized by uncontrolled changes in thrust is recommended if there exists the
excess of the following (+): possibility of ground or obstacle contact.
• 15 knots indicated airspeed, 2. Flight instruments .......... Monitor (PM)
• 500 feet per minute vertical speed, The pilot monitoring shall closely and
continuously monitor the vertical flight
• 5° pitch attitude, path instruments and assure proper thrust
• 1 dot displacement from the glide slope, setting. Call out any deviation from the
normal values of airspeed, airspeed
• 10° variation from nominal heading, trend, rate of climb, pitch, thrust and
• Unusual thrust lever position for a sig- altitude. Make directive commentaries
nificant period of time. as appropriate, for example: “ALTITUDE
DECREASING – PULL THE NOSE UP.”
AND PROCEDURES
18 MANEUVERS
During the approach in suspected windshear 3. Pitch attitude .................. Maintain (PF)
conditions, the following procedures are
recommended: Follow the recovery guidance commands
(not to exceed the pitch limits) for as
1. Flight instruments ......... Monitor (PM) long as possible, as contact with terrain
still exists. Accept a lower than normal
The pilot monitoring will closely and indicated airspeed, up to intermittent
continuously monitor the vertical flight stick shaker.
path instruments and call out any devi-
ations in the nor mal indications of 4. Configuration ........................ Maintain
approach speed, airspeed trend, rate of Changes in configuration are not recom-
descent, pitch, glide slope and thrust. mended during a windshear encounter.
2. Thrust levers/Stabilizer trim... Adjust Do NOT change flap, gear, or trim posi-
(PF) tion until positively out of the shear
condition. Always be prepared for further
Avoid large power adjustments or trim encounters due to the fact that windshear
changes to correct large speed changes. has been known to occur in groups.
Anticipate that a large airspeed increase
is often followed by an equally large air- When clear of the windshear encounter,
speed decrease. the windshear warnings and escape flight
guidance will be canceled. The flight
crew can then proceed with a normal
climb once a positive climb gradient has
been established.
5. Report the encounter to ATC as soon as
possible.

PILOT INCAPACITATION
Pilot incapacitation is a valid safety hazard and
has caused many accidents. Incapacitation can
occur in many forms ranging from obvious sud-
den death to subtle partial loss of function. The
critical operational problem is early recognition
of the incapacitation.
The keys to early recognition of incapacitation

are:
1. Regular use of Standard Operating

Procedures.
2. Routine monitoring and cross-checking
of flight instruments, particularly during
critical phases of flight.
3. Regular use of Crew Resource Manage-
ment (CRM).
4. Regular use of the “Two Communication
AND PROCEDURES
18 MANEUVERS
Rule.”
The Two Communication Rule is:
1. Any time a crewmember does not respond

to two verbal communications, or
2. Any time a crewmember does not respond
to any verbal communication and call
“Correcting” to a significant deviation
from standard or nonstandard profile.
If an incapacitation occurs:
The remaining pilot should immediately take

over the controls and recover the aircraft back
on profile, if required;
If the conditions warrant, declare an emergency

and conduct a missed approach if aircraft is
already established in approach phase. All
available resources, such as autopilot, should
be utilized and if available, any assistance from
other crewmembers.

CHAPTER 19
WEIGHT AND BALANCE
CONTENTS
Page
INTRODUCTION..................................................................................................... 19-1
DEFINITIONS.......................................................................................................... 19-6
WEIGHT AND BALANCE COMPUTATION........................................................... 19-6
19 WEIGHT AND BALANCE

ILLUSTRATIONS
Figure Title Page
19-1 Model 35 not incorporating ECR 1495, AAK 77-8, or AAK 80-2............... 19-2
19-2
Model 35 incorporating ECR 1495, AAK 77-8 Model 36
not incorporating AAK 80-2........................................................................ 19-3
19-3 Model 35 or 36 incorporating AAK 80-2..................................................... 19-4
19-4 Learjet 35/36 Dimensional Data.................................................................. 19-5
19-5 Configuration Diagram and Provisions Loading Tables............................... 19-8
19-6 Passenger and Baggage Moments................................................................ 19-9
19-7 Usable Fuel Moments................................................................................ 19-10
19-8 Fuel Used vs Moment Loss....................................................................... 19-12
19-9 Weight Moment Chart............................................................................... 19-13

CHAPTER
CHAPTER19
#
WEIGHT
CHAPTER
AND BALANCE
NAME
INTRODUCTION
The airplane weight and load arrangement, as loaded for flight, must be within limits of the

applicable center-of-gravity envelope (Figures 19-1, 19-2, 19-3). It is the pilot’s responsi-
bility to ensure that the airplane is loaded properly to ensure acceptable stability, control,
performance, and structural loads.
Weight and balance data are supplied in the Weight and Balance Data section of the AFM
by the manufacturer when the airplane is delivered. The Weight and Balance Data section
also contains charts and tables necessary for CG computations.
It is the responsibility of the aircraft owner and pilot to ensure that the aircraft is loaded
properly. The basic empty weight and center of gravity noted are for the aircraft as delivered
from the factory. In the event the aircraft is altered, refer to the Aircraft Records.
Owners are advised to contact the aircraft manufacturer when any change is made to the
aircraft which would appreciably affect the location of useful load items.
Refer to dimensional data shown in Figure 19-6.

19
18
MAX RAMP WEIGHT 17,250 LBS

17 MAX TAKEOFF WEIGHT 17,000 LBS
16
17.09%MAC
15 FS 376.31
16.66%MAC
FS 375.96
WEIGHT—1,000 POUNDS
14
MAX ZERO WING AND TIP FUEL WEIGHT
13
5.0%MAC
FS 366.31
12
11
10
30%MAC
FS 387.00
9
7
6
5 10 15 20 25 30 35
CENTER OF GRAVITY—%MAC
FORWARD FLIGHT LIMIT—FS 366.31 (5.0%MAC) FOR ALL WEIGHTS UP TO AND

INCLUDING 10,000 POUNDS (4,536 KG) AND TAPERS THROUGH FS 375.96 (16.66%MAC)
AT 17,000 POUNDS (7,711 KG) TO FS 376.31 (17.09%MAC) AT 17,250 POUNDS (7,824 KG).
AFT FLIGHT LIMIT—FS 387.00 (30.0%MAC) FOR ALL WEIGHTS
MAX RAMP WEIGHT—17,250 LB

MAX TAKEOFF WEIGHT—17,000 LB
MAX ZERO WING AND TIP FUEL WEIGHT—13,500 LB
Figure 19-1. Model 35 not incorporating ECR 1495, AAK 77-8, or AAK 80-2

19
18 MAX TAKEOFF WEIGHT 18,000 LBS
17
18.76%MAC
16 FS 377.69
18.33%MAC
FS 377.34
15
14
13
5.0%MAC
FS 366.31
12
11
10
30%MAC
FS 387.00
9

6
5 10 15 20 25 30 35


Figure 19-2. Model 35 incorporating ECR 1495, AAK 77-8

Model 36 not incorporating AAK 80-2

19
MAX TAKEOFF WEIGHT 18,300 LBS
18
17
19.17%MAC
FS 378.03
16 18.83%MAC
FS 377.75
15
14
13
5.0%MAC
FS 366.31
12
11
10
30%MAC
FS 387.00
9
7
6
5 10 15 20 25 30 35


Figure 19-3. Model 35 or 36 incorporating AAK 80-2

4 3
WING JACK POINT

FS 414.85
1 2 5
*
*
*
NOSE JACK POINT
FS 170.53 WING JACK POINT
FS 414.85
LEGEND
1 AVIONIC EQUIPMENT
4 3
2 FUSELAGE FUEL
3 WING FUEL
4 TIP FUEL
5 LEVELING POINT
)
am
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00
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En 4
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ai ST
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Bu .4 9
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ur 4 81
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8. 59
E
Bu .7
ss TA 3
ST A .5
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25 5.
01
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S ST 21
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N
(P US ST
lk 84
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86
RE
ur 1
FU S A 2
ss TA
.
F US
Bu 58
FE
he
A
FU ST
ST
re S
el 4
F
RE
(P US
Fu TA
S
S
FU
FU
ft S
(A S
FU
WATER LINE (WL) 0.00

W L –17.98 (Static) W L –16.72 (Static)
FUS STA 153.63 FUS STA 396.83
Figure 19-4. Learjet 35/36 Dimensional Data

DEFINITIONS WEIGHT AND BALANCE

The following contains abbreviations and COMPUTATION
definitions which are used in the Weight and
Balance section of the Flight Manual and in The aircraft loading form, Figure 19-4, may be
this discussion. used for weight and balance calculations. The
first step in computing weight and balance is to
Datum—(reference datum). An imaginary determine the basic empty weight and moment
vertical plane or line from which all mea- from the Aircraft Flight Manual or aircraft
surements of arm are taken. On the 35/36, the records. The moment will be listed as a seven-
datum is 86.75 inches forward of the nose. The digit figure. When the moment is entered on the
distance from the datum is sometimes called worksheet, it is converted to a moment index
“Fuselage Station”. by moving the decimal point three digits to the
left. This will reduce numbers in the data to a
L E M AC — L e a d i n g E d ge o f t h e M e a n more manageable size. All Learjet weight and
Aerodynamic Chord. On the Learjet 35/36 balance computations are based on an index of
aircraft, the LEMAC is 362.17 inches aft of moment/1000.
the datum.
Weights and moments for crew, service provi-
Arm—The horizontal distance from the ref- sions, and any additional equipment should be
erence datum to the center of gravity (CG) of added to the basic empty weight and moment
an item. Fuselage station and arm are inter- on the aircraft loading form to arrive at the
changeable terms. operating weight. The moment index for these
weights is found on the payload moments tables
Moment—The product of the weight of an item of the AFM showing the interior arrangement
multiplied by its arm. To make the numbers applicable for your specific airplane. On the
manageable, Learjet divides moment by 1000. 35/36 model aircraft, several different interior
arrangements may appear in the Aircraft Flight
Center of Gravity (CG)—The point at which Manual.
an airplane would balance if suspended. Its
distance from the reference datum is deter- The weight and moment index for the pas-
mined by dividing the total moment by the total sengers and baggage should be added to the
weight of the airplane. It is the mass center of operating weight. These moments are also
the aircraft, or the theoretical point at which on the payload moments tables of the AFM .
the entire weight of the aircraft is assumed to The total of these will result in the zero fuel
be concentrated. It may be expressed in percent weight and its moment. The maximum zero
of MAC (mean aerodynamic cord) or in inches fuel weight is not an aircraft limitation but will
from the reference datum. never exceed 13,500 lbs as it would exceed the
zero wing and tip fuel weight.
MAC—Mean Aerodynamic Chord. The
average distance from the leading edge to the The Usable Fuel Moments table (Figures 19-7)
trailing edge of the wing. The MAC is speci- must be used to find the correct moment for
fied for the aircraft by determining the average the fuel load. The use of this table is necessary
chord of an imaginary wing which has the same because there is no average arm for the fuel
aerodynamic characteristics as the actual wing. tanks. The arm varies with the amount of fuel
On the 35/36 aircraft, the MAC is 82.75 inches. in the tanks. Enter the table with gallons or
pounds on the left and find the moment/1000
in the column for the tank.

The weight of the fuel should be added to the

zero fuel weight to determine the ramp weight.
Fuel consumed for engine start and taxi must be • Move the decimal point of the moment
subtracted from the ramp weight to leave take- three places to the right to convert the
off weight. Fuel burnoff for engine start and moment index back to a moment.
taxi is approximately 3.5 pounds per engine per
• Divide the moment by the weight to find
minute from the tip tanks. To find the moment
the CG in inches aft of the reference
for this fuel burn, the Fuel Used Vs. Moment
datum.
Loss table is used (Figures 19-8). A separate
table is used for fuselage tank (Model 35 and • Subtract the LEMAC (362.17) from the
Model 36) and a table for wing and tip fuel. CG in the previous step and divide the
The taxi fuel and its moment should be sub- remainder by the MAC (82.75).
tracted from the ramp weight and moment to
arrive at the takeoff weight and moment. Fuselage Station
C.G. in (Center of Gravity) 362.17
= X 100
After the takeoff weight and moment/1000 have %MAC
been computed, one of three methods may be 82.75
used to determine the takeoff CG. The result of these steps can be multiplied by
100 to convert to a percent. This computation
The f irst of the methods that can be used to should be plotted on the CG envelope in the
find the CG is the Weight-Moment-CG Enve- AFM to ensure that it is within limits.
lope in your AFM (Figures 19-9). This chart
depicts the flight envelope with heavy dark A third method of computing the center of
lines. Enter this chart at the left side and fol- gravity is the Center-of-Gravity table in the
low the horizontal line corresponding to the AFM (Figures 19-1, Figure 19-2 and 19-3).
aircraft weight to the right until it intersects the
sloping moment/1000 line. Follow the vertical Enter the table on its left with the airplane
lines to the bottom of the chart to read the CG weight and move to the right to f ind the
as a percent of MAC. If the takeoff weight and moment/1000. The center of gravity is read at
moment lines intersect within the envelope, the the top of the column of moments. Interpolate
airplane load is within limits for flight. If the as necessary to compute the CG. If the weight
lines intersect outside the envelope, changes and moment falls beyond the limits, loading or

should be made to bring the weight and CG to weight must be changed.
within limits.
The aircraft loading form uses a simple method
Since weight and moment lines cross at a shal- to compute the landing weight and moment
low angle, a small error in plotting can result index. Enter the estimated fuel used from each
in an error in computing CG. tank for landing calculations. Go to the Fuel
Used vs. Moment Loss tables (Figures 19-8) to
A second method, the point on the chart can determine the moment/1000. Interpolation may
be more accurately plotted by mathematically be necessary to compute the correct moment.
computing CG as a percent of MAC and then
f inding the point on the CG envelope where Subtract the takeoff fuel weight from fuel used
the weight and CG (as a percent of MAC) in flight along with the moment change. All
lines cross. The formula for this computation that remains is to use any of the three methods
is given in the AFM. The following will give described earlier to determine the landing cen-
the same result: ter of gravity.

19-8 19 WEIGHT AND BALANCE
SEATING ARRANGEMENTS — MODEL 35A PROVISIONS - MOMENT/1000
TOILET CHEMICALS WATER

CARGO DOOR Sta. 235 Mom/ 1000 Sta. 235 Mom/ 1000
4.2 lbs. 1.00 15 lbs. 3.80
Sta. 278
FWD 7.1 lbs. 1.97
Sta. 264.8
SIDEFACING 7.1 lbs. 1.88
FWD
(POTTY)
CREW SWIVEL DIVIAN
PROVISIONS PROVISIONS RH OR LH
Fwd. Cabinets (Sta. 219) AFT CABINET (Sta. 253)
LEARJET 35/36
Wt. Mom/1000 Wt. Mom/1000
5 1.10 5 1.27
10 2.19 10 2.53
15 3.29 15 3.80
20 4.38 20 5.06
AFT 25 5.48 25 6.33
30 7.59
SWIVEL
32 8.10

MID-CABINET PROVISIONS
AIRCRAFT WITH
EXEC. DOOR CARGO DOOR
EXECUTIVE DOOR Wt. Mom/1000 Mom/1000
14 Decanters (Full) 3.71(Sta. 265.) 3.90(Sta. 278.5)
18 Mapco Thermos (Full) 4.18(Sta. 232.2) 5.12(Sta. 284.4)
16 Small Drawers 4.58(Sta. 286.2) 4.44(Sta. 277.5)
WASH BASIN
23 Large Drawer 6.38(Sta. 277.3) 6.45(Sta. 280.4)
FWD
FWD CREW SWIVEL DIVIAN OR
CABINET Wt. Mom/1000 Mom/1000

14 Decanters (Full) 3.71(Sta. 265.) 3.90(Sta. 278.5)
15 Mapco Oven 3.98(Sta. 265.3) 4.18(Sta. 278.6)
16 Small Drawers 4.36(Sta. 272.5) 4.58(Sta. 286.2)
23 Large Drawer 6.08(Sta. 264.3) 6.38(Sta. 277.3)
AFT
FWD SWIVEL MID-CABINET TOILET CHEMICALS
SIDEFACING
EXEC. DOOR CARGO/ DOOR
(POTTY) AFT AFT Sta. 255.2 Mom/1000 Sta. 267.2 Mom/1000
CABINET BAGGAGE 4.2 lbs. 1.07 4.2 lbs. 1.12
NOTE:
THIS AIRPLANE DOES NOT
HAVE A FORWARD BAG-
Revision 1.0
GAGE COMPARTMENT
Figure 19-5. Configuration Diagram and Provisions Loading Tables

PASSENGER BAGGAGE
CREW FWD SIDEFACING FWD SWIVEL AFT SWIVEL DIVAN 35A or 36A FWD 35A or 36A FWD 35A or 36A FWD 35A AFT 36A AFT
WEIGHT STA 204 STA 237.8 STA 294 STA 313.2 STA 362.4 STA 227 STA 233 STA 254 STA 402 STA 360
10 2.04 2.38 2.94 3.13 3.62 2.27 2.33 2.54 4.02 3.60
20 4.08 4.76 5.88 6.26 7.25 4.54 4.66 5.08 8.04 7.20
30 6.12 7.13 8.82 9.40 10.87 6.81 6.99 7.62 12.06 10.80
40 8.16 9.51 11.76 12.53 14.50 9.08 9.32 10.16 16.08 14.40
50 10.20 11.89 14.70 15.66 18.12 11.35 11.65 12.70 20.10 18.00
60 12.24 14.27 17.64 18.79 21.74 13.62 13.98 15.24 24.12 21.60
70 14.28 16.65 20.58 21.92 25.37 15.89 16.31 17.78 28.14 25.20
80 16.32 19.02 23.52 25.06 28.99 18.16 18.64 20.32 32.16 28.80
90 18.36 21.40 26.46 28.19 32.62 20.43 20.97 22.86 36.18 32.40
100 20.40 23.78 29.40 31.32 36.24 22.70 23.30 25.40 40.20 36.00
110 22.44 26.16 32.34 34.45 39.86 25.63 44.22 39.60
120 24.48 28.54 35.28 37.58 43.49 27.96 48.24 43.20
130 26.52 30.91 38.22 40.72 47.11 30.29 52.26 46.80
140 28.56 33.29 41.16 43.85 50.74 32.62 56.28 50.40
150 30.60 35.67 44.10 46.98 54.36 34.95 60.30 54.00
160 32.64 38.05 47.04 50.11 57.98 37.28 64.32 57.60
170 34.68 40.43 49.98 53.24 61.61 39.61 68.34 61.20
180 36.72 42.80 52.92 56.38 65.23 41.94 72.36 64.80
190 38.76 45.18 55.86 59.51 68.86 44.27 76.38 68.40
200 40.80 47.56 58.80 62.64 72.48 46.60 80.40 72.00
210 42.84 49.94 61.74 65.77 76.10 48.93 84.42 75.60
220 44.88 52.32 64.68 68.90 79.73 51.26 88.44 79.20
230 46.92 54.69 67.62 72.04 83.35 53.59 92.46 82.80
240 48.96 57.07 70.56 75.17 86.98 55.92 96.48 86.40
250 51.00 59.45 73.50 78.30 90.60 58.25 100.50 90.00
260 53.04 76.44 81.43 94.22 60.58 104.52 93.60
270 55.08 79.38 84.56 97.85 62.91 108.54 97.20
280 57.12 82.32 87.70 101.47 65.24 112.56 100.80
290 59.16 85.26 90.83 105.10 67.57 116.58 104.40
300 61.20 88.20 93.96 108.72 69.90 120.60 108.00
310 63.24 91.14 97.09 112.34 124.62 111.60
320 65.28 94.08 100.22 115.97 128.64 115.20
330 67.32 97.02 103.36 119.59 132.66 118.80
340 69.36 99.96 106.49 123.22 136.68 122.40
350 71.40 102.90 109.62 126.84 140.70 126.00
360 73.44 105.84 112.75 130.46 144.72 129.60
370 75.48 108.78 115.88 134.09 148.74 133.20

380 77.52 111.72 119.02 137.71 152.76 136.80
390 79.56 114.66 122.15 141.34 156.78 140.40
400 81.60 117.60 125.28 144.96 160.80 144.00
410 83.64 120.54 128.41 148.58 164.82 147.60
420 85.68 123.48 131.54 152.21 168.84 151.20
430 87.72 126.42 134.68 155.83 172.86 154.80
440 89.76 129.36 137.81 159.46 176.88 158.40
450 91.80 132.30 140.94 163.08 180.90 162.00
460 93.84 135.24 144.07 166.70 184.92 165.60
470 95.88 138.18 147.20 170.33 188.94 169.20
480 97.92 141.12 150.34 173.95 192.96 172.80
490 99.96 144.06 153.47 177.58 196.98 176.40
500 102.00 147.00 156.60 181.20 201.00 180.00
510 184.82
520 188.45
530 192.07
540 195.70
550 199.32
560 202.94
570 206.57
580 210.19
590 213.82
600 217.44
Figure 19-6. Passenger and Baggage Moments

LEARJET 35A
WING AND FUSELAGE TANKS
POUNDS MOMENT / 1000

KEROSENE JP-4 WING STANDARD FUSELAGE
GALLONS 6.7#/gal 6.5#/gal KEROSENE JP-4 KEROSENE JP-4
20 134 130 51.60 50.06 58.52 56.77
40 268 260 103.17 100.09 117.88 114.36
60 402 390 154.62 150.00 177.22 171.93
80 536 520 205.97 199.82 236.22 229.17
100 670 650 257.48 249.79 294.99 286.18
120 804 780 309.04 299.81 353.88 343.32
140 938 910 360.70 349.93 412.96 400.63
160 1072 1040 412.45 400.14 472.16 458.07
180 1206 1170 464.25 450.39 531.12 515.27
200 1340 1300 516.10 500.69 589.85 572.24
220 1474 1430 568.02 551.06
240 1608 1560 620.12 601.61
260 1742 1690 672.27 652.20
280 1876 1820 724.60 702.97
300 2010 1950 777.06 753.87
320 2144 2080 829.62 804.85
340 2278 2210 882.22 855.88
360 2412 2340 935.01 907.10
374 2508 2431 972.83 942.95
LEARJET 36A
WING AND FUSELAGE TANKS
KEROSENE JP-4 WING STANDARD FUSELAGE
GALLONS 6.7#/gal 6.5#/gal KEROSENE JP-4 KEROSENE JP-4
20 134 130 51.60 50.06 58.74 56.99
40 268 260 103.17 100.09 117.65 114.14
60 402 390 154.62 150.00 176.46 171.19

80 536 520 205.97 199.82 234.69 227.68
100 670 650 257.48 249.79 291.12 282.43
120 804 780 309.04 299.81 346.69 336.34
140 938 910 360.70 349.93 402.68 390.66
160 1072 1040 412.45 400.14 458.87 445.17
180 1206 1170 464.25 450.39 515.18 499.80
200 1340 1300 516.10 500.69 571.64 554.58
220 1474 1430 568.02 551.06 628.12 609.37
240 1608 1560 620.12 601.61 684.53 664.10
260 1742 1690 672.27 652.20 740.87 718.75
280 1876 1820 724.60 702.97 797.17 773.37
300 2010 1950 777.06 753.87 853.39 827.92
320 2144 2080 829.62 804.85 909.59 882.44
340 2278 2210 882.22 855.88 965.48 936.66
360 2412 2340 935.01 907.10 1020.76 990.29
374 2508 2431 972.83 942.95
379 2542 2466 1074.02 1041.96
Figure 19-7. Usable Fuel Moments (Sheet 1 of 2)

STANDARD TIP TANK WITH RECOGNINTION LIGHT IN RH TIP TANK AND FUEL DUMP
KEROSENE JP-4 WING
GALLONS 6.7#/gal 6.5#/gal KEROSENE JP-4
20 134 130 53.20 51.61
40 268 260 106.40 103.22
60 402 390 159.39 154.64
80 536 520 212.09 205.76
100 670 650 264.55 256.65
120 804 780 316.86 307.40
140 938 910 369.01 357.99
160 1072 1040 421.08 408.51
180 1206 1170 473.08 458.96
200 1340 1300 525.01 509.34
220 1474 1430 576.85 559.63
240 1608 1560 628.52 609.73
260 1742 1690 680.16 659.86
280 1876 1820 731.73 709.89
300 2010 1950 783.24 759.86
320 2144 2080 834.55 809.64
340 2278 2210 885.91 859.47
357 2390 2320 928.75 901.55
STANDARD TIP TANK WITH RECOGNINTION LIGHT IN BOTH TIP TANKS AND FUEL DUMP
KEROSENE JP-4 WING
GALLONS 6.7#/gal 6.5#/gal KEROSENE JP-4
20 134 130 53.20 51.61
40 268 260 106.40 103.22

60 402 390 159.39 154.63
80 536 520 212.20 205.87
100 670 650 264.75 256.85
120 804 780 317.14 307.67
140 938 910 369.38 358.36
160 1072 1040 421.42 408.84
180 1206 1170 473.62 459.48
200 1340 1300 525.78 510.08
220 1474 1430 577.84 560.59
240 1608 1560 629.89 611.08
260 1742 1690 681.82 661.47
280 1876 1820 733.63 711.73
300 2010 1950 785.21 761.78
320 2144 2080 836.70 811.72
340 2278 2210 888.08 861.57
351 2350 2280 915.80 888.52
Figure 19-7. Usable Fuel Moments (Sheet 2 of 2)

Tip Tank (RH Recog Light) Wing Tanks (35A/36A)

Fuel Used Tip Tank Fuel Used Wing
Pounds Moment / 1000 Pounds Moment
6.7#/gal 6.7#/gal
0 0 0 0.00
112 42.84 96 37.82
246 94.2 230 90.60
380 145.51 364 143.21
514 197.02 498 195.76
648 248.59 632 248.22
782 300.23 766 300.55
916 351.9 900 352.70
1050 403.74 1034 404.80
1184 455.67 1168 456.72
1318 507.67 1302 508.56
1452 559.74 1436 560.36
1586 611.89 1570 612.11
1720 664.2 1704 663.77
1854 716.66 1838 715.34
1988 769.36 1972 766.84
2122 822.35 2106 818.18
2256 875.55 2240 869.63
2390 928.75 2374 921.22
2508 972.83
Fuselage Tank (35) Fuselage Tank (36)

Fuel Used Fuselage (35A) Fuel Used Fuselage (36A)
6.7#/gal Moment / 1000 6.7#/gal Moment / 1000
0 0 0.00 0.00
134 58.73 130.00 53.26
268 117.69 264.00 108.54
402 176.9 398.00 164.43

536 235.98 532.00 220.63
670 294.87 666.00 276.85
804 353.64 800.00 333.15
938 412.64 934.00 389.49
1072 471.98 1068.00 445.90
1206 531.34 1202.00 502.38
1340 589.85 1336.00 558.84
1470.00 615.15
1604.00 671.34
1738.00 727.33
1872.00 782.90
2006.00 839.33
2140.00 897.55
2274.00 956.36
2408.00 1015.28
2542.00 1074.02
Figure 19-8. Fuel Used vs Moment Loss

LEARJET 35/36 PILOT TRAINING MANUAL Weight & Balance Data
% MAC
LOWING 19000
13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
ITY LIMIT 7100

RAMP WEIGHT 18500
7000
TAKEOFF WEIGHT 18300
6900
18000 6800
6700
AFT C.G. 6600
RAMP WEIGHT 17250
LIMIT 6500
TAKEOFF WEIGHT 17000
30% MAC 17000 6400
6300
30% MAC
6200
30% MAC
6100
30% MAC 6000
16000
00
30% MAC
/10
5900
NT
30% MAC 5800

ME
MO
30% MAC 5700

T
15000 5600
30% MAC
IMI
DL
5500
30% MAC
AR
5400
RW
FO
5300
MOMENT
AIRCRAFT WEIGHT
14000 5200
5100
5000
4900
13000 4800
4700
4600
4500
12000 4400

4300
4200
4100
11000 4000
3900
3800
3700
10000
3600
3500
3400
9000 3300
3200
3100
3000
8000 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
% MAC
Figure 19-9. Weight Moment Chart

CHAPTER 20
PERFORMANCE
CONTENTS
Page
INTRODUCTION..................................................................................................... 20-1
GENERAL................................................................................................................ 20-1
REGULATORY COMPLIANCE............................................................................... 20-2
STANDARD PERFORMANCE CONDITIONS........................................................ 20-2
VARIABLE FACTORS.............................................................................................. 20-2
DEFINITIONS.......................................................................................................... 20-3
Airspeeds........................................................................................................... 20-3
Meteorology....................................................................................................... 20-4
Miscellaneous.................................................................................................... 20-4
NOISE Levels.................................................................................................... 20-4
Declared Distances............................................................................................. 20-5
TAKEOFF................................................................................................................. 20-6
Maximum Allowable Takeoff Weight.................................................................. 20-6
Maximum Certified Takeoff Weight................................................................... 20-6
Takeoff Weight Limits Chart.............................................................................. 20-6
Climb Segments................................................................................................. 20-6
Brake Energy..................................................................................................... 20-9
Takeoff Distance Charts................................................................................... 20-10

20 PERFORMANCE
Takeoff From Wet or Contaminated Runways................................................... 20-14
Takeoff Flight Paths and Climb Gradient Charts.............................................. 20-15

Climb Gradients............................................................................................... 20-17
Determination of Takeoff Flight Path For Obstacle Clearance.......................... 20-17
Takeoff Procedure............................................................................................ 20-20
THRUST SETTING PROCEDURE......................................................................... 20-20
Takeoff Thrust.................................................................................................. 20-20
Partial Power Takeoff Procedure (optional)....................................................... 20-22
Maximum Climb Thrust................................................................................... 20-23
CLIMB, CRUISE AND DESCENT......................................................................... 20-25
Climb Performance.......................................................................................... 20-25
Cruise Performance.......................................................................................... 20-25
Descent Performance........................................................................................ 20-28
Maximum Range Descent - One Engine........................................................... 20-29
Holding Operations.......................................................................................... 20-29
APPROACH AND LANDING................................................................................. 20-31
Maximum Allowable Landing Weight............................................................... 20-31
Maximum Certified Landing Weight................................................................ 20-31
Landing Weight Limit Chart............................................................................. 20-31
Landing Distance Charts.................................................................................. 20-34
Landing Distance............................................................................................. 20-34
Landing Approach Speed (VREF)...................................................................... 20-37
Approach Climb Speed (VAPP)......................................................................... 20-37

20 PERFORMANCE

ILLUSTRATIONS
Figure Title Page
20-1 Takeoff Weight Limits - Flaps 8°................................................................. 20-8
20-2 Takeoff Distances - Flaps 8°...................................................................... 20-12
20-3 Takeoff Speeds - Flaps 8°.......................................................................... 20-13
20-4 Takeoff Profile.......................................................................................... 20-16
20-5 Close-In Takeoff Flight Path...................................................................... 20-18
20-6 Distance Takeoff Flight Path..................................................................... 20-18
20-7 Second Segment Climb Gradient - Flaps 8°............................................... 20-19
20-8 Takeoff Thrust Settings............................................................................. 20-21
20-9 Landing Weight Limit - Anti-Ice Off......................................................... 20-33
20-10 Actual Landing Distance........................................................................... 20-35
TABLES
Table Title Page
20-1 Noise Level in EPNDB................................................................................. 20-5
20-2 Climb Segment Configurations................................................................... 20-6
20-3 Takeoff Weight Limits - Flaps 8°................................................................. 20-7
20-4 Takeoff Speeds and Distances - Flaps 8°................................................... 20-11
20-5 Takeoff Contaminate Depths..................................................................... 20-14
20-6 Takeoff Distance Factors........................................................................... 20-15
20-7 Partial Power Takeoff................................................................................ 20-22

20 PERFORMANCE
20-8 Maximum Continuous Thrust For Climb (N1)........................................... 20-24
20-9 Climb Performance Two Engine................................................................ 20-26
20-10 Normal Cruise........................................................................................... 20-27

20-11 Descent Performance Schedule - Normal Descent..................................... 20-28
20-12 Maximum Range Descent - One Engine.................................................... 20-29
20-13 Holding Operations................................................................................... 20-30
20-14 Landing Weight Limits - Anti-Ice Off........................................................ 20-32
20-15 Landing Contaminant Depths.................................................................... 20-36
20-16 Landing Distance Factors.......................................................................... 20-36
20-17 Approach and Landing Climb.................................................................... 20-37

20 PERFORMANCE

CHAPTER 20
PERFORMANCE
INTRODUCTION
This chapter will introduce the various charts, tables, and methods used to compute airplane
performance for takeoff, climb, enroute, descent and landing.
GENERAL
Takeoff and landing perfor mance data is effects of wind, runway gradient, anti-ice on,
located in Section V, the Performance section, anti-skid off, or contaminated runway opera-
of the Airplane Flight Manual (AFM). This tions. To account for these factors, the AFM
20 PERFORMANCE
data is presented in graph-chart form. Tabular charts must be used. Climb, cruise, and descent
performance charts are provided in the Pilot’s data may be found in the appropriate Learjet
Manual and the aircrew checklist. However, the Pilot’s Manual.
tabular performance charts do not address the

REGULATORY VARIABLE FACTORS

COMPLIANCE Details of variables affecting performance
are given with the charts to which they apply.
Performance data information in the AFM and Conditions which relate to all performance
in this chapter is presented for the purpose of calculations are:
compliance with the appropriate performance
criteria and certification requirements of FAR • Cabin Air is ON.
25.
• Effect of humidity.
• Winds, for which graphical correction is
STANDARD presented on the charts, are to be taken
as the tower winds (20 feet above runway
PERFORMANCE surface). Factors for 50% headwind com-
ponent and 150% tailwind components
CONDITIONS have been applied as prescribed in perti-
nent regulations.
All performance calculations in this section are
based on the following performance conditions: • The percentages of stall speed are cal-
culated from speeds as expressed in
• Pertinent thrust ratings less installation, calibrated airspeed (KCAS).
airbleed, and accessory losses.
• Full temperature accountability within
the operational limits for which the air-
plane is certified.
NOTE
Should OAT be below the lowest tem-
perature shown on the performance
charts, use performance at the lowest
temperature shown.
• Wing flap positions as follows:

• Takeoff................................ 8 or 20°
• Enroute................................ UP—0°
• Approach.................................... 20°
• Landing............................. DN—40°
• Thrust settings (N 1 ) from appropriate
charts or tables.
20 PERFORMANCE

DEFINITIONS V MCA —Minimum Control Speed Air. The

minimum flight speed at which the airplane is
The following contains the symbols and defini- controllable with 5° of bank when one engine
tions which are used in the Performance section suddenly becomes inoperative and the remain-
of the AFM. ing engine is operating at takeoff thrust.
V MCG —Minimum Control Speed Ground.

AIRSPEEDS The minimum speed on the ground at which
control can be maintained using aerodynamic
CAS—Calibrated Airspeed. This is the controls alone, when one engine suddenly
airspeed indicator reading corrected for instru- becomes inoperative and the remaining engine
ment and position error. KCAS is calibrated is operating at takeoff thrust.
airspeed expressed in knots.
V MO /M MO —Maximum Operating Limit
IAS—Indicated Airspeed. This is the airspeed Speed. The speed that may not be deliber-
indicator reading as installed in the airplane. ately exceeded in any flight condition except
KIAS is indicated airspeed expressed in knots. where specif ically authorized for flight test
The information in this manual is presented in or in approved emergency procedures. VMO is
terms of indicated airspeed, unless otherwise expressed in knots. MMO is expressed in Mach
stated, and assumes zero instrument error. number.
M—Calibrated Mach Number. This number V 1 —Critical Engine Failure Speed. The
is the Machmeter reading corrected for instru- speed at which, due to engine failure, the pilot
ment and position error. is assumed to elect to stop or continue the take-
off. If engine failure occurs at V1 the distance
MI—Indicated Mach Number. This number to continue the takeoff to 35 feet above the
is the Machmeter reading as installed in the runway surface will be equal to the distance to
airplane. Zero instrument error is assumed for bring the airplane to a full stop. V1 must not
presentations in this section of the manual. be less than critical minimum control speed
(VMCG)or greater than the rotation speed (VR).
V A—Maneuvering Speed. VA is the highest
speed full aileron and rudder control can be VR—Rotation Speed. The speed at which rota-
applied without over-stressing the aircraft, or tion is initiated during takeoff to attain V 2 at
the speed at which the aircraft will stall with or before a height of 35 feet above the runway
the load factor of 3.0 at maximum gross weight, surface
whichever is less.
V2—Takeoff Safety Speed. The actual speed
VLOF (Liftoff speed)—Actual speed of aircraft at 35 feet above the runway surface as demon-
at liftoff strated in flight during single-engine takeoff.
V2 must not be less than 1.2 times the stalling
VSO—Stalling speed in the landing speed, or less than 1.1 times the air minimum
configuration control speed (V MCA ), or less than rotation
speed (VR) plus an increment in speed attained
VSl—Stalling speed in the appropriate gear/flap prior to reaching a height of 35 feet above the
runway surface
20 PERFORMANCE
configuration
VAPP—Approach Climb Speed. The airspeed
is equal to 1.3 V S1 (airplane in the approach
configuration).

V REF —Landing Approach Speed. The air- MISCELLANEOUS

speed is equal to 1.3 V SO (airplane in the
landing configuration). Position Correction—A correction applied
to indicated airspeed or altitude to eliminate
the effect of the location of the static pres-
METEOROLOGY sure source on the instrument reading. Since
all airspeeds and altitudes in this section are
ISA—International Standard Atmosphere. presented as "indicated" values, no position
corrections need be made when reading from
OAT—Outside Air Temperature. The free the charts. Any change in the airspeed-altitude
air static temperature obtained from either system external to the airplane, or locating
ground meteorological sources or from inflight any external object near the pressure pickup
temperature indications adjusted for instrument sources, requires calibration of the system and
error and compressibility effects. revision of the charts.
SAT—Static Air Temperature. Static air Runway Gradient—Change in runway eleva-

temperature is equivalent to OAT. tion per 100 feet of runway length. The values
given are positive for uphill gradients and neg-
RAT—Ram Air Temperature. The static air ative for downhill gradients. Corrections can
temperature corrected for full adiabatic com- be made from gradient between ±2.4
pression rise corresponding to the calibrated
Mach number and multiplied by a recovery Gradient of Climb—The ratio of the change
factor. in height during a portion of the climb to the
horizontal distance traversed in the same time
TAT—Total Air Temperature. This is the interval.
static air temperature corrected for full adia-
batic compression rise corresponding to the Gross Climb Gradient—The gross climb gra-
calibrated Mach. (The recovery factor has been dient is one the airplane can actually achieve
accounted for in the TAT display.) given ideal conditions.
Altitude—All altitudes given are pressure alti- Net Climb Gradient—This is the gross climb
tudes unless otherwise stated. gradient reduced by 0.8% during the takeoff
phase and 1.1% enroute. This conservatism is
Wind—The wind velocities recorded as vari- required by FAR 25 for terrain clearance deter-
ables on the charts of this section are to be mination to account for variables encountered
understood as the headwind or tailwind com- in service.
ponents of the actual winds at 20 feet above the
runway surface (tower winds).
NOISE LEVELS
Demonstrated Crosswind—The demonstrated The noise levels are in compliance with the
crosswind velocity of 24.7 knots is the veloc- requirements of FAR 36 (Stage 3) (Table
ity of the reported tower winds (measured 20-1) which are equal to or more severe than
at a 20-foot height) for which adequate con- the requirements outlined in ICAO Annex 16,
trol of the airplane during takeoff and landing Chapter 3.
was actually demonstrated during certification
20 PERFORMANCE
tests. The value shown is not considered to be No determination has been made by the Federal
limiting. Aviation Administration that the noise levels
in the AFM are or should be acceptable or
unacceptable for operation at, into, or out of
any airport.

These noise values are stated for reference con- Takeoff Run Available (TORA). The runway
ditions of standard atmospheric pressure at sea length declared available and suitable for the
level, 77°F (25°C) ambient temperature, 70% ground run of an airplane taking off.
relative humidity, and zero wind.
The accelerate-go distance for Learjet 35/36
Takeoff and sideline noise levels were obtained aircraft must be lower than the runway TORA
at the maximum takeoff weights of 18,000 value.
pounds and 18,300 pounds, V 2 + 10 knots
climb speed, 8° flaps, anti-ice systems off, Takeoff Distance Available (TODA). The
and all engine takeoff with takeoff thrust takeoff run available plus the length of any
setting. Thrust cutback was not required for remaining runway or clearway beyond the far
compliance. end of the takeoff run available.
Landing approach noise levels were estab- Learjet 35/36 aircraft cannot use the TODA
lished on a 3° glideslope, gear down, maximum value in calculating takeoff distance.
landing weights of 14,300 pounds and 15,300
pounds, approach speed of V REF + 10 knots, Accelerate-Stop Distance Available
and 40° flaps. No special noise abatement pro- (ASDA). The runway plus stopway length
cedures were used. declared available and suitable for the acceler-
ation and deceleration of an airplane aborting
DECLARED DISTANCES a takeoff.
Use of runway declared distances provide max- The accelerate-stop distance for Learjet 35/36
imum runway length for takeoff and landing aircraft must be lower than the runway ASDA
taking into consideration airport design safety value.
standards. Declared distances for U.S. Part
139 certificated airports can be located in the Landing Distance Available (LDA). The run-
Charts Supplement book. For more information way length declared available and suitable for
see FAA Aeronautical Information Manual. a landing airplane.
The calculated actual or factored landing dis-

tance must be lower than the runway LDA
value.
TABLE 20-1. NOISE LEVEL IN EPNDB
MAXIMUM
CONDITION ACTUAL
ALLOWABLE
Takeoff (no thrust cutback)
18,000 LB (8,165 KG) 83.6 93
18,300 LB (8,300 KG) 83.9 93
Takeoff (thrust cutback)
18,000 LB (8,165 KG) 78.7 102
18,300 LB (8,300 KG) 79.2 102
20 PERFORMANCE
Sideline
18,000 LB (8,165 KG) 87.4 102
18,300 LB (8,300 KG) 86.7 102
APPROACH
14,300 LB (6,486 KG) 91.3 102
15,300 LB (6,940 KG) 91.4 102

TAKEOFF MAXIMUM CERTIFIED

TAKEOFF WEIGHT
Takeoff can be accomplished using flaps 8° or
20°. Taking off using flaps 8° as compared to • Learjet 35/36 - 17,000 lbs (standard)
flaps 20° will generally mean a longer takeoff • Learjet 35/36 - 18,000 lbs (AAK 77-8)
field length distance and an increase in climb
segment performance. Taking off from a con- • Learjet 35/36 - 18,300 lbs (AAK 80-2)
taminated runway requires the use of flaps 20°. • Learjet 36/36A - 18,000 lbs (standard)
• Learjet 36/36A - 18,300 lbs (AAK 80-2)
MAXIMUM ALLOWABLE
TAKEOFF WEIGHT TAKEOFF WEIGHT LIMITS
The maximum allowable takeoff weight at the
CHART
start of the takeoff roll is limited by the most This chart restricts maximum takeoff weight
restrictive of the following requirements: (Figure 20-1, Table 20-3) to guarantee mini-
mum climb gradients for each takeoff climb
• Maximum certified takeoff weight. segment (Table 20-2) and the ability to stop the
• Maximum takeoff weight (Climb or brake aircraft if a takeoff is aborted at V1.
energy limited) for altitude and tempera-
ture as determined from the applicable
Takeoff Weight Limits chart. CLIMB SEGMENTS
• Maximum takeoff weight for the runway First Segment Climb—Climb from the point
and ambient conditions as determined at which the airplane becomes airborne to
from the applicable Takeoff Distance the point at which the landing gear is fully
chart. retracted. The gross climb gradient must be
positive, without ground effect. This require-
• Maximum takeoff weight for obstacle ment is satisf ied by observing the Takeoff
clearance determined from the applicable Weight Limits chart. Velocity increase is from
Takeoff Flight Path and Climb Gradient lift-off velocity (V LOF ) to V 2 with gradient
charts. calculated at VLOF.
TABLE 20-2. CLIMB SEGMENT CONFIGURATIONS
CONFIGURATION NO. OF ENGINES FLAP

OPERATION THRUST SETTING GEAR
1ST SEGMENT
1 TAKEOFF 8 OR 20° DOWN
TAKEOFF CLIMB
2ND SEGMENT
1 TAKEOFF 8 OR 20° UP
TAKEOFF CLIMB
FINAL SEGMENT MAX
1 UP—0° UP
CLIMB CONT
20 PERFORMANCE
MAX
ENROUTE CLIMB 1 UP—0° UP
CONT
APPROACH
1 TAKEOFF 20° UP
CLIMB
LANDING CLIMB 2 TAKEOFF DN—40° DOWN

Second Segment Climb—Climb extending Approach Climb—Climb from a missed or

from the end of the first segment to a height aborted approach with approach (20°) flaps,
of at least 400 feet. The gross climb gradient landing gear retracted, and takeoff thrust on
may not be less than 2.4%. This requirement is one engine. The gross climb gradient may not
satisfied by observing the Takeoff Weight Limits be less than 2.1%. This requirement is satisfied
chart. Velocity for this segment is V2. by observing the Landing Weight Limits chart.
Velocity for this segment is 1.3 VS1.
Final Segment Climb—Climb extending from
the end of the second segment to a height of at Landing Climb—Climb from an aborted
least 1,500 feet. The gross climb gradient may landing with landing flaps DN (40°), land-
not be less than 1.2%. This requirement is sat- ing gear extended, and takeoff thrust on both
isfied by observing the Takeoff Weight Limits engines. The gross climb gradient may not
chart. Velocity for this segment is 1.25 VS1 be less than 3.2%. This requirement is satis-
fied by observing the Landing Weight Limits
Enroute Climb—Climb with flaps UP (0°), chart. Velocity for this segment is 1.3 V SO .
landing gear retracted and maximum continu-
ous thrust on one engine. There is no minimum
requirement for enroute climb gradients. The
enroute net climb gradients are presented for
pilot reference. Velocity is presented in Enroute
Climb Gradient chart.
TAKEOFF WEIGHT LIMITS

FLAPS
TABLE 20-3. TAKEOFF — 8 LIMITS - FLAPS 8°
WEIGHT
TEMPERATURE
PRESSURE
°F 0 20 40 60 80 100
ALTITUDE
— FEET °C -18 -7 4 16 27 38
10000 18300 18300 17750 16850 14850

9000 18300 17400 15400
8000 17950 16050
7000 18300 16600
6000 17300 15050
5000 17900 15600
4000 18300 16200
3000 16800
2000 17400
1000 18100
18300
20 PERFORMANCE
S.L.
These data were determined for dry runway, zero wind, zero runway
gradient, anti-ice off, & anti-skid on.
DO NOT EXCEED MAXIMUM CERTIFIED TAKEOFF WEIGHT
EFFECTIVITY
CL-102B
April 2001 ALL P-7
20-8 20 PERFORMANCE
TAKEOFF WEIGHT LIMIT

FLAPS 8° ANTI-ICE — OFF
130
120 TAKEOFF CLIMB BRAKE ENERGY

SEA
LEV
EL
110
IT
2,0 IT
LIM
00 M
LI 2,0
P
100 P 00
M
4,0 M
TE
TE
00
NE NE
GI
LEARJET 35/36
90 6,0 EN
GI
00 4,
EN
00
0
80 8,0
00
10
70 ,00
6,
0
TEMPERATURE — F°
00
0
12
60 ,00
0
8,
50
00
14
,00
0
0
10
40 AL

,00
TIT
0
UD
12
E-
30 FE
,00
ET
0
AL
14
20
TIT
,00
0
UD
10
E-
FE
ET
0
-10
-20
13 14 15 16 17 18
GROSS WEIGHT - 1000 LB
0
REFERENCE LINE
WIND - KNOTS
10
35A—029a
20
Revision 1.0
30
13 14 15 16 17 18
Figure 20-1. Takeoff Weight Limits - Flaps 8°
Figure 5-23 5-38
BRAKE ENERGY brakes could fail. As a result, the AFM aborted

takeoff procedure requires a minimum waiting
Takeoff Brake Energy—The maximum brake period dependent on the speed at which the
energy demonstrated during emergency stop abort was initiated.
tests. Maximum effort braking at weights asso-
ciated with the takeoff brake energies shown on • Less than 40 knots. No waiting period is
the TAKEOFF WEIGHT LIMITS charts will required.
meet the accelerate-stop distances expressed on • Between 40 and 80 knots. 20-minute
the TAKEOFF DISTANCE charts if the takeoff waiting period is required and the main
is aborted at V1. However, after the stop, wheel gear tires, wheels and brakes must be
fuse plugs will release and brake and tire dam- visually inspected.
age will occur.
• Between 80 knots and V1
Landing Brake Energy—The maximum brake • Below landing brake energy. 1-hr wait-
energy demonstrated during landing tests. ing period is required and the main
Maximum effort braking at weights associ- gear tires, wheels and brakes must be
ated with the landing brake energies shown on visually inspected.
the LANDING WEIGHT LIMITS charts will
meet the stopping distances expressed on the • A b ove l a n d i n g b r a k e e n e rg y. A
ACTUAL LANDING DISTANCE chart. Max- high-energy stop inspection is
imum effort stops above the maximum landing required.
brake energy weight may cause excessive brake
wear, and after the stop, may cause wheel fuse NOTE
plug release and damage tires.
If the stop was conducted above the
If a takeoff is aborted, kinetic energy must be landing maximum brake energy limit,
transferred to stop the aircraft. This kinetic it is recommended that the PARKING
energy is transferred into drag when spoilers, BRAKE be released and chocks used.
thrust reversers (if installed) and drag chute This will increase the brake cooling
(if installed) are deployed but the primary way efficiency and reduce the possibility
is to transfer the energy into the brakes. This of wheel fuse plug release and brake/
transfer of energy will cause the brakes to heat tire fire.
up. As long as the takeoff weight is below the
calculated takeoff brake energy weight for the Do not attempt a third takeoff with-
atmospheric conditions, the airplane will stop out a 4-hr waiting period and another
if the abort occurred at or below V1. visual inspection of the main gear
tires, wheels, and brakes.
If an additional takeoff is performed without
allowing the brakes to suff iciently cool, the
20 PERFORMANCE

TAKEOFF DISTANCE CHARTS Takeoff Field Length. The takeoff f ield

lengths presented in this section are based on
The Takeoff Distance charts (Figure 20-2, Fig- a smooth, dry, paved runway. The takeoff field
ure 2-3, Table 20-4) in the AFM are presented length given for each combination of airplane
for 8 or 20° flap settings and show required weight, atmospheric temperature, altitude,
field length in terms of altitude, temperature, wind, and runway gradient is the greatest of
weight, wind, runway gradient, anti-skid on the following:
or off, and anti-ice systems on or off. These
charts may be used to determine either of the • 115% of the all-engine takeoff distance
following: from start to a height of 35 feet above the
runway surface.
• The runway length required given the
airplane weight, runway gradient, pres- • Accelerate-stop distance.
sure altitude, temperature, and wind. The • Engine-out accelerate-go distance.
example on the applicable chart illus-
trates determination of runway length No specific identification is made on the charts
required. as to which of the above distances governs a
• The maximum airplane takeoff weight specific case. However, in all cases for which
cor responding to a specif ic runway charts are furnished, the field length is gov-
length, runway gradient, pressure alti- erned by either accelerate-stop or engine-out
tude, temperature, and wind. Takeoff accelerate-go distance as the all-engine takeoff
weight for runway length available may distance is shorter than either.
be determined by working through the
chart in the opposite manner as finding Since takeoff field length is the greater of the
runway length. accelerate-stop distance or the accelerate-go
distance, the usable runway for takeoff is lim-
ited by the lower of the TORA value or the
Accelerate-Stop Distance. The accelerate-stop ASDA value.
distance is the horizontal distance traversed
from brake release until the airplane comes to Takeoff distances can be calculated using tabu-
a complete stop on a takeoff during which one lated data found in the checklist or charts in the
engine fails at V1 and the pilot elects to stop. AFM. Tabulated data were determined for dry
runway, zero wind, zero runway gradient, anti-
Engine-Out Accelerate-Go Distance. The ice off, and anti-skid on. To calculate takeoff
engine-out accelerate-go distance is the hor- distances requiring different data correct the
izontal distance traversed from brake release data using the charts found in the AFM.
until the airplane attains a height of 35 feet
above the runway surface on a takeoff during Anytime the takeoff distance is corrected, a
which one engine fails at V1 and the pilot elects correction must also be made to decision speed
to continue. (V1).
To calculate takeoff field length, interpolate

for weight, altitude and temperature to get a
uncorrected takeoff distance from the checklist.
Correct this value by using the AFM chart for
20 PERFORMANCE
non-standard conditions. This new value is con-

sidered the corrected dry takeoff field length.

TABLE 20-4. TAKEOFF SPEEDS AND DISTANCES - FLAPS 8°
TAKEOFF SPEEDS AND DISTANCES

FLAPS — 8
°F 0 20 40 60 80 100
TEMP
°C -18 -7 4 16 27 38
WT V1 Dist V1 Dist V1 Dist V1 Dist V1 Dist V1 Dist

18,300 136 4686 136 4857 136 5029 136 5201 137 5942 141 7370
18,000 134 4530 134 4695 134 4860 134 5025 136 5732 139 7088
17,000 128 4010 128 4152 128 4295 128 4437 130 5031 134 6149
SEA LEVEL
16,000 122 3550 122 3550 122 3800 122 3925 124 4412 128 5285
15,000 115 3127 115 3675 115 3330 115 3431 118 3857 122 4663
14,000 109 2744 109 3229 109 3938 109 3035 112 3412 116 4090
13,000 104 2382 104 2841 104 2540 104 2619 106 2925 110 3475
12,000 103 2242 103 2461 103 2385 103 2456 104 2727 107 3203
11,000 103 2160 103 2314 103 2295 103 2362 103 2592 105 2958
10,000 103 2085 103 2152 103 2220 103 2287 103 2493 104 2787
18,300 136 4859 136 5036 136 5213 136 5544 138 6526
18000 134 4697 134 4866 134 5036 134 5354 136 6287 141 8200
17,000 128 4154 128 4301 128 4447 128 4719 131 5488 135 7000
16,000 122 3676 122 3805 122 3934 123 4168 125 4769 129 5913
2000 FT
15,000 116 3230 116 3334 116 3438 116 3632 119 4287 123 5150
14,000 110 2842 110 2942 110 3042 110 3223 113 3689 117 4428
13,000 104 2462 104 2543 104 2624 104 2772 107 3150 111 3750
12,000 103 2314 103 2388 103 2461 103 2594 104 2922 108 3463
11,000 103 2228 103 2298 103 2367 103 2490 103 2742 106 3173
10,000 103 2153 103 2223 103 2292 103 2412 103 2613 104 2938
18,300 136 5033 136 5215 136 5397 137 5942 139 7110
18,000 134 4863 134 5038 134 5213 135 5732 137 6842
17,000 128 4298 128 4449 128 4600 129 5031 132 5946 136 7930
16,000 122 3803 122 3935 122 4068 123 4412 126 5126 131 6586
4000 FT
15,000 116 3332 116 3439 116 3546 117 3857 120 4517 124 5645
14,000 110 2940 110 3043 110 3145 111 3412 114 3967 118 4767
13,000 104 2542 104 2625 104 2708 105 2925 108 3375 112 4025
12,000 103 2387 103 2462 103 2537 103 2727 105 3117 109 3720
11,000 103 2296 103 2368 103 2439 103 2592 103 2892 107 3391
10,000 103 2221 103 2293 103 2364 103 2493 103 2733 104 3095
WEIGHT — LB
10,000 11,000 12,000 13,000 14,000 15,000 16,000 17,000 18,000 18,300
VR 125 125 125 125 125 130 134 138 142 143
V2 124 124 124 124 128 133 137 141 145 146
gradient, anti-ice off & anti-skid on.
20 PERFORMANCE
EFFECTIVITY CL-102B
ALL April 2001
P-8

20-12 20 PERFORMANCE
TAKEOFF DISTANCE
Gates Learjet 35A/36A AFM TAKEOFF WEIGHT
FLAPS - 8°
11
REFERENCE LINE
REFERENCE LINE
REFERENCE LINE
REFERENCE LINE
REFERENCE LINE
REFERENCE LINE
LEARJET 35/36
10 10
9 9
ALTITUDE — FEET
8 8
ENG
TAKEOFF FIELD LENGTH - 1000 FEET
TAKEOFF FIELD LENGTH - 1000 FEET

INE
7 7
TEM

P LIM
IT
6 6
0
,00
14
0
,00
12
00
5 5
,0
10
00
80
00
60
00
40
4 4
00
L
20
VE
LE
A
SE
3 3
ISA
2 2
35A-0331
TAIL HEAD DOWN UP 1
-50 -25 0 25 50 75 100 125 10 11 12 13 14 15 16 17 18 19 -10 0 10 20 30 -2 -1 0 +1 +2 ON OFF OFF NAC HT FULL S.L. 5 10 15
TEMPERATURE — F° GROSS WEIGHT — 1000 LB WIND — KNOTS RUNWAY GRADIENT — % ANTI-SKID SYSTEM ANTI-ICE SYSTEM ALTITUDE — 1000 FT
Figure 5-25 5-40

Revision 1.0
Figure 20-2. Takeoff Distances - Flaps 8°

Revision 1.0
CRITICAL ENGINE FAILURE

Gates Learjet 35A/36A AFM SPEED (V1)
FLAPS — 8°
REFERENCE LINE
REFERENCE LINE
REFERENCE LINE
REFERENCE LINE
REFERENCE LINE
140 140
LEARJET 35/36
135 135
CRITICAL ENGILE FAILURE SPPED V1 — KIAS
CRITICAL ENGILE FAILURE SPPED V1 — KIAS

130 130
125 125
ENGINE TEMP

LIMIT
120 120
ALTITUDE — FEET
115 115
00
,0
00
14
,0
00
12
,0
10
00
110 110
80
40 0
0
00
60
L
00
VE
20
LE
A
SE
105 105
35A-032
ISA
TAIL HEAD DOWN UP
-50 -25 0 25 50 75 100 125 10 12 14 16 18 -10 0 10 20 30 -2 -1 0 +1 +2 OFF NAC HT ON OFF

TEMPERATURE — F° GROSS WEIGHT — 1000 LB WIND — KNOTS RUNWAY GRADIENT — % ANTI-ICE SYSTEM ANTI-SKID SYSTEM
Figure 5-26 5-41

20-13
Figure 20-3. Takeoff Speeds - Flaps 8°
20 PERFORMANCE
TAKEOFF FROM WET OR standing water or by slush or loose snow, equiv-

CONTAMINATED RUNWAYS alent to more than 0.125 inch (3 mm) of water.
Takeoffs from wet or contaminated runways A runway is considered to be contaminated

require corrections to be made to both takeoff by compacted snow when covered by snow
f ield length and V 1 . Correction information which has been compacted into a solid mass
can be found in the Wet/Contaminated Runway which resists further compression and will hold
Data addendum found in the AFM. together or break into lumps if picked up.
All wet and contaminated runway perfor- A runway is considered to be contaminated

mance is based on the following performance when braking action is expected to be very low,
conditions: due to the presence of wet ice.
• Anti-skid System — ON for takeoff and The depth of contamination for standing water,
landing slush, loose wet snow and loose dry snow deter-
mines whether the contamination is classified
• Takeoff flap position on wet runways — as moderate or heavy. The other types of con-
8° or 20° tamination (wet, compacted snow and wet ice)
• Takeoff flap position on contaminated do not have a depth factor.
runways — 20°
To calculate takeoff performance data using
• No tailwind component (contaminated contaminated runway first determine the type
runway) and, if required, depth of contamination on
the runway. Second, use the TAKEOFF CON-
• Runway gradient must be between -2.0% TAMINATION DEPTHS chart (Table 20-5) to
and +2.0%. Wet ice must be between determine contamination classification. Third,
0.0% and +2.0%. use the TAKEOFF DISTANCE FACTORS chart
(Table 20-6) to determine a factor to be mul-
A runway is considered wet when it has a shiny tiplied by the dry takeoff field length number.
appearance due to a thin layer of water on it,
but without significant areas of standing water. After the dry takeoff f ield length is deter-
mined multiply that distance by the factor to
determine a corrected contaminated takeoff
NOTE field length. Anytime, the takeoff field length
A runway with greater than 0.125 is corrected, V 1 must also be corrected. Use
inch (3mm) of standing water would the appropriate TAKEOFF SPEEDS chart to
be a contaminated runway. determine a corrected V1 for takeoff.
A runway is considered to be contaminated WET/CONTAMINATED TAKEOFF DIS-

when more than 25% of the runway surface TANCE = CORRECTED TAKEOFF FIELD
(whether in isolated areas or not), within LENGTH (DRY) X WET/CONTAMINATED
the required length and width being used, is TAKEOFF DISTANCE FACTOR
covered by more than 0.125 inch (3 mm) of
TABLE 20-5. TAKEOFF CONTAMINATE DEPTHS
20 PERFORMANCE
TAKEOFF CONTAMINANT DEPTHS

CONTAMINANT MODERATE HEAVY
STANDING WATER 0.125 in (3 mm) 0.25 in (6 mm)
SLUSH 0.15 in (3.8 mm) 0.30 in (7.6 mm)
LOOSE SNOW (WET) 0.25 in (6.4 mm) 0.50 in (12.7 mm)
LOOSE SNOW (DRY) 0.95 in (24.1 mm) 1.90 in (48.3 mm)

TABLE 20-6. TAKEOFF DISTANCE FACTORS

TAKEOFF DISTANCE FACTORS
WET CONTAMINATED — 20° FLAPS
Moderate Heavy Compacted

WEIGHT 8° FLAPS 20° FLAPS WET ICE * +
Cont. Depth Cont. Depth Snow *
LB
10,000 1.4 1.4 2.2 2.3 1.6 3.3
11,000 1.4 1.4 2.0 2.3 1.5 3.3
12,000 1.4 1.4 1.9 2.3 1.5 3.2
13,000 1.3 1.3 1.8 2.3 1.4 3.0
14,000 1.2 1.3 1.8 2.2 1.4 2.9
15,000 1.2 1.2 1.7 2.2 1.3 2.6
16,000 1.2 1.2 1.7 2.0 1.2 2.3
17,000 1.2 1.2 1.6 2.0 1.2 2.1
16,000 1.2 1.2 1.6 2.0 1.2 1.9
17,000 1.2 1.2 1.6 2.0 1.2 1.8
35A-200
* Takeoff data for Compacted Snowand Wet Ice is only valid for 40° F (4.4° C) and below.
+ Runway gradient for Wet Ice must be between 0.0% and +2.0%.
TAKEOFF FLIGHT PATHS AND NOTE

CLIMB GRADIENT CHARTS The First Segment of the Takeoff
Flight Path represents only a portion
Takeoff flight path (Figure 20-4, 20-5 and 20-6) of the First Segment Climb as shown
and climb gradient charts (Table 20-7) are to on the Takeoff Profile figure.
be used together. If a climb gradient cannot be
calculated using the close-in or distant flight Second Segment—Segment beginning at the
path charts, there is no guarantee the takeoff end of gear retraction (end of first segment)
flight path will miss the obstacle. and continuing to a height of up to 1,500 feet
above the runway at V2 speed. It is noted that
If the obstacle height is greater than 1500 FT in the TAKEOFF PROFILE figure, the second
AGL or farther than 40,000 FT from reference segment is shown only to a height of 400 feet.
zero, there is no data available to ensure obsta- However, this is a minimum requirement, and
cle clearance. for simplified flight planning the Takeoff Flight
Path Charts in this manual present the second
Takeoff Flight Path Charts segment required gradients to the 1500 foot
point for obstacle clearance considerations.
The takeoff flight path is divided into segments
defined by changes in the airplane configura- Effect of Wind on Flight Path—The effect of
tion. The terms used in flight path plotting are wind is to increase or decrease the climb gra-
defined as follows and illustrated on the Take- dients or horizontal distances on each segment
off Profile, Figure 20-11. of the flight path.
Reference Zero—A point 35 feet above the
runway surface at the final point of the takeoff The Takeoff Flight Path charts (Figure 20-4,
run (takeoff distance). 20-5 and 20-6) presented in this manual are
separated into Close-in and Distant flight paths.
20 PERFORMANCE
First Segment—Segment extending from the The Close-in Takeoff Flight Path charts (Fig-
35-foot height at the end of the takeoff run ure 20-5) facilitate determination of required
(Reference Zero) to the height at the end of gradients within approximately two miles hor-
gear retraction. izontal distance from Reference Zero. The

TAKEOFF THRUST MAX CONT THRUST
TRANSITION
SEGMENT
SECOND
SEGMENT
CLIMB
FLAPS UP
FIRST
SEGMENT
CLIMB
REFERENCE
ZERO OBSTACLE
GEAR
UP
35 FT
BRAKE LIFTOFF
RELEASE
TAKEOFF DISTANCE TAKEOFF FLIGHT PATH
TAKEOFF PATH
Figure 20-4. Takeoff Profile
Distant Takeoff Flight Path charts (Figure 20-6) divided by scale horizontal distance) are the
facilitate determination of required gradients to slopes of the required climb segments in space
nearly eight miles from Reference Zero. in zero wind conditions. Since the zero wind
first and second segment climbs are uniquely
On these charts each flight path line is marked related to each other for each airplane weight
20 PERFORMANCE
with numbers showing the net climb gradients and environment, it can be seen that the actual
required for obstacle clearance at the end of flight path in still air can be obtained from the
the first and second segment climb. The origin Takeoff Flight Path charts by knowing only one
TECH CHECK
of each line is Reference Zero, and the slope of the applicable gradients.
RR09220 PER-30
of the line segments (scale vertical distance 25 X 22.6
1 SEPT 1998/jlc.

CLIMB GRADIENTS 4. From

the applicable Takeoff Flight Path
chart, for the f irst or second segment,
Climb performance charts for 8 and 20° flap depending on where the critical obstacle
settings are presented in terms of altitude, is considered to be, determine the required
temperature, weight, wind, and anti-ice sys- climb gradient for obstacle clearance (zero
tems on or off. The gradients for First, Second wind gradient).
(Figure 20-7), and Final Segments are read at
the temperature and pressure altitude for the 5. From
the applicable Climb Gradient chart,
departure airport and are the net gradients that deter mine the aircraft climb g radient
will be achieved at the appropriate segment of performance.
the Takeoff Flight Path.
NOTE
These charts show the net gradients available It is noted at this point that a head-
and are to be used with the Takeoff Flight Path w i n d s e r ve s t o i n c r e a s e c l i m b
charts which show the required net gradients gradient performance, whereas a
when flight planning for obstacle clearance. tailwind decreases climb gradient
performance.
DETERMINATION OF TAKEOFF
6. If step 5 (climb gradient performance) is
FLIGHT PATH FOR OBSTACLE more than step 4 (required gradient), obsta-
CLEARANCE cle clearance is satisfactory.
The weight used for the following determi- Or:
nation is def ined as the airplane weight at
the beginning of the takeoff roll. Using this 6. If
step 5 (climb gradient performance)
weight for each climb segment will result in is less than step 4 (required gradient),
some small conservatism, since the gradients obstacle clearance is unsatisfactory and
are presented in terms of instantaneous gross procedures must be repeated using a lesser
weight rather than the weight at the beginning weight. When weight is reduced to achieve
of takeoff roll. obstacle clearance, note that the horizontal
distance between the obstacle and reference
When flight path planning for obstacle clear- zero increases, since the takeoff field length
ance is desired, the following procedure may is less. Consequently an interpolative pro-
be used: cess is required to find the exact minimum
gradient and maximum weight for obstacle
1. From the applicable Takeoff Weight Lim- clearance.
its chart, determine the highest weight at
which a takeoff may be made for the local
temperature and pressure altitude.
2. From
the applicable Takeoff Distance chart,
determine the highest weight at which a
takeoff may be made using the runway gra-
dient, appropriate wind component, field
pressure altitude, and local temperature.
The lower of this weight and the weight
20 PERFORMANCE
from the Takeoff Weight Limits chart is the

first trial takeoff gross weight.
3. Determine
the horizontal distance of the
obstacle from reference zero.

Learjet 35A AFM CLOSE-IN TAKEOFF FLIGHT PATH
FLAPS - 8°
35A-036
SECOND SEGMENT NET CLIMB
GRADIENT REQUIRED 700
700
1%
1%
.1%
.1%
.1%
1%
8.
.1
%
20.
9.
7.1
13
11
17
15
GEAR UP 600
600
%
6.1
500
HEIGHT ABOVE REFERENCE ZERO - FT

500
HEIGHT ABOVE RUNWAY - FT
GEAR DOWN
%
5.1
400
400
%
4.1
%
17
300
12 14%
B
ED LIM
300
%
UIR T C
EQ NE
3.1%
%
T R NT
10
IEN ME
200
8%
AD EG
GR ST S
200
6%
FIR
5%
4%
3% 100
100 2%
1%
0%
0
0
0 1 2 3 4 5 6 7 8 9 10
HORIZONTAL DISTANCE FROM REFERENCE ZERO - 1000 FT
Figure 20-5. Close-In Takeoff Flight Path
Learjet 35A/36A AFM DISTANT TAKEOFF FLIGHT PATH

FLAPS - 8°
16%
1500 17% 14% 12% 10% 9% 8% 7% 6% 5% 4% 1500
HEIGHT ABOVE REFERENCE ZERO - FT

HEIGHT ABOVE RUNWAY - FT
3%
1000
1000 2.5%
500
500 REFER TO FIGURE
ENTITLED “CLOSE-IN
TAKEOFF FLIGHT PATH
35A-037
0 0
20 PERFORMANCE
0 5 10 15 20 25 30 35 40
HORIZONTAL DISTANCE FROM REFERENCE ZERO - 1000 FT
Figure 5-30 5-45
Figure 20-6. Distance Takeoff Flight Path

Revision 1.0
SECOND SEGMENT
Gates Learjet 35A/36A AFM CLIMB GRADIENT`
FLAPS - 8°
22
REFERENCE LINE
REFERENCE LINE
CONDITIONS:
ALTITUDE — FEET
• Single Engine
• Takeoff Thrust
• Gear — Up
• Flaps — 8° 20
• Speed — V2
18
LEARJET 35/36
16
SEA L
2000
4000
EVEL
6000
14
8000
10,0
00
12,0
14,
SECOND SEGMENT CLIMB GRADIENT – %

00
000
ISA 12

10
6
ENGINE TEMP
LIMIT
0
35A-035
TAIL HEAD
-2
-50 -25 0 25 50 75 100 125 10 11 12 13 14 15 16 17 18 -10 0 10 20 30 OFF NAC HT FULL
TEMPERATURE — F° GROSS WEIGHT WEIGHT — 1000 LB WIND — KNOTS ANTI-ICE SYSTEM
20-19
Figure 5-32 5-47
Figure 20-7. Second Segment Climb Gradient - Flaps 8°
20 PERFORMANCE
TAKEOFF PROCEDURE THRUST SETTING

The takeoff distances on the Takeoff Distance PROCEDURE
charts can be realized by following the Engine
Failure During Takeoff procedure in Section III
of the AFM and using the following technique TAKEOFF THRUST
from a standing start with brakes set: From the applicable Takeoff Power Setting
Chart of Fan Speed, N 1 vs. Outside Air Tem-
1. Run engines at 750°C ITT for 15 seconds to perature, determine (Figure 20-8), determine
stabilize Fan Speed (N1). Then, set takeoff the Fan Speed (N1) setting for temperature and
Fan Speed (N1). altitude. Thrust is set by moving the thrust lever
2. After brake release, continuously adjust Fan until (N1) indicator aligns with chart value.
Speed (N1) up to 80 KIAS.
3. For engine failure above V1: NOTE
a. R
otate to approximately 9° nose up In order to meet the performance
at VR. on the takeoff distance charts and
for takeoff power setting technique,
b. Accelerate to V2 then increase pitch refer to TAKEOFF PROCEDURE,
as required to maintain V2 through a this section.
height of 35 feet.
Fan Speed (N 1 ) is the value where the tem-
Or: perature line intersects the pressure altitude
line. N1s above this line may exceed the engine
3. For
rejected takeoff (engine failure below manufacturer's limit. N1's below this line will
V1): not meet the performance in this section.
a. Braking Techniques:
Operation at a specific Fan Speed (N1) should
• A
nti-skid operative—Apply maxi always be within the Turbine Temperature (ITT)
mum anti-skid braking until the Limits. Turbine Temperature (ITT) Limit must
airplane stops. be observed.
• A n t i - s k i d i n o p e r a t ive — A p p ly
brakes judiciously to prevent tire
skid or failure. Modulating brake
pressures will improve feel and
reduce the probability of tire skid.
20 PERFORMANCE

Gates Learjet 35A/36A AFM TAKEOFF THRUST SETTING

ANTI-ICE - OFF
STANDARD NOZZLE
100
-1,
00
0T
O
15
,00
98 0
96
00
,0
10
0
00
9,
0
00
8,
6, 00
94
5, 000
0
7,
0
00
0
00
4,
0
00
FAN SPEED N1 — %RPM
3,
SE 1,0 0
92
00
0
2,
L
0
VE
LE
00
A
,0
T
-1
EE
-F
90
DE
TU
TI
AL
88
86
84
82
35A-021
80
-60 -40 -20 0 20 40 60 80 100 120
OUTSIDE AIR TEMPERATURE OAT — °F
20 PERFORMANCE
Figure 5-14 5-25
Figure 20-8. Takeoff Thrust Settings

PARTIAL POWER TAKEOFF NOTE

PROCEDURE (OPTIONAL) The use of reduced thrust during
takeoff is always at the discretion of
Reduced thrust takeoffs are permitted within the pilot.
the parameters outlined in the following infor-
mation. A takeoff N1 setting based upon an A reduced thrust takeoff may be used only if:
assumed temperature higher than the existing
ambient temperature may be used provided the • The runway surface is hard-paved and
performance weight limitations equal or exceed dry.
actual takeoff weight of the aircraft. Perfor-
mance weight limitations must be determined • Bleed air anti-ice systems are OFF
at both ambient and assumed temperatures • The anti-skid system is ON and operative
(Table 20-7).
• Thrust reduction does not exceed 25%
of rated takeoff thrust for the existing
ambient conditions.
TABLE 20-7. PARTIAL POWER TAKEOFF

ASSUMED TEMPERATURE — °F
10 20 30 40 50 60 70 80 90 100
80 93.2 90.8
70 94.4 92.1 89.9
60 95.6 93.5 91.3 89.0
OUTSIDE AIR TEMPERATURE — F
50 96.6 94.6 92.6 90.4 88.1

40 97.4 95.8 93.7 91.8 89.6 87.2
30 97.9 96.4 94.7 92.8 90.9 88.7 86.4
20 98.3 96.9 95.3 93.8 91.8 90.0 87.9 85.6
10 98.5 97.2 95.9 94.4 92.8 90.9 89.0 86.9 84.6
0 98.8 97.6 96.3 94.9 93.4 91.8 90.0 88.1 85.9 83.6
-10 97.5 96.4 95.2 93.9 92.4 90.7 88.9 87.1 85.0 82.8
-20 96.5 95.5 94.4 92.9 91.3 89.7 87.9 86.1 84.1 82.0
-30 95.5 94.4 93.2 91.8 90.3 88.7 86.9 85.1 83.1 81.0
-40 94.5 93.4 92.2 90.9 89.3 87.7 85.9 84.1 82.1 80.0
PARTIAL POWER TAKEOFF DETERMINATION

1. TAKEOFF SPEEDS & DISTANCES Chart — Determine the
Assumed Temperature (Highest Temperature allowed for runway
length and takeoff weight).
2. TAKEOFF SPEEDS & DISTANCES Chart — Using the Assumed
Temperature, calculate V1.
3. Partial POWER TAKEOFF N1 SETTING Chart — Using Ambient
Temperature and Assumed Temperature, determine reduced N1
setting.
20 PERFORMANCE
NOTE: This table is for pressure altitudes up to 3000 feet. For altitudes
greater than 3000 feet, refer to the FAA Approved Airplane Flight Manual.
EFFECTIVITY
With TR-4000ALL
Thrust Reversers CL-102B
April 2001
P-6.2

• A full rated-thrust takeoff has been Climb Power Management

accomplished within the preceding 30 Procedure For Anti-Ice
days to assure that no engine deteriora-
tion has occurred. Operation
If using a partial power takeoff procedure refer A climb power management procedure for
to the AFM for proper thrust setting procedures. anti-ice operation during climb may be
accomplished. Using the applicable Maxi-
mum Continuous Thrust (N1) table in the AFM,
MAXIMUM CLIMB THRUST determine the recommended Full Anti-ice On
Fan Speed (N 1 ) for the estimated tempera-
From the applicable Maximum Continuous ture and altitude. Prior to reducing power and
Thrust (N1) table (Table 20-8), determine the selecting anti-ice, note the ITT. Select anti-ice
Fan Speed (N1) setting for estimated tempera- on and reset power to determined anti-ice on
ture and altitude at the start of the climb. Adjust N1 value. If the resulting ITT is higher than the
Fan Speed (N 1 ) for temperature and altitude noted anti-ice off ITT, maintain the full anti-ice
during climb. Turbine Temperature (ITT) Limit on N 1 adjusting for ambient temperature and
must be observed. altitude during climb. Operation should always
be within the ITT limits. If the resulting ITT
Alternate Climb Power is lower than the noted anti-ice off ITT, N1 can
then be reset up to the noted anti-ice off ITT.
Management Procedure
An alternate climb power management pro-
cedure may be employed for climb above
15,000 feet. This is accomplished by setting
the required Fan Speed (N1) at 15,000 feet and
observing the resulting Turbine Temperature
(ITT). This turbine temperature (ITT) setting
may be used for duration of the climb and will
result in fan speed N1 values close to the chart
values.
NOTE
A slightly different Fan Speed (N 1)
Turbine Temperature (ITT) relation-
ship may exist between engines;
however, each engine should be oper-
ated at the Turbine Temperature (ITT)
which provided the required N 1 at
15,000 feet. 20 PERFORMANCE

TABLE 20-8. MAXIMUM CONTINUOUS THRUST FOR CLIMB (N1)
MAXIMUM CONTINUOUS THRUST FOR CLIMB (N1)

ALL ENGINE
ALTITUDE — 1000 FEET
RAT
°C S.L. 5 10 15 20 25 30 35 40 45
45 88.5 88.8 89.2

85.1 85.6 86.1
40 90.2 90.5 91.0

86.4 86.9 87.4
35 91.8 92.0 92.3 92.7

87.8 88.2 88.8 89.3
30 93.2 93.4 93.5 93.7

89.2 89.6 90.0 90.4
25 94.3 94.4 94.5 94.5 94.4

90.5 90.8 91.1 91.4 91.4
20 95.2 95.3 95.3 95.3 95.1
91.6 91.8 92.0 92.2 92.1
15 94.4 95.9 96.0 95.9 95.7 95.4

91.6 92.6 92.8 92.9 92.7 92.6
10 93.5 96.4 96.4 96.3 96.0 95.7 95.4
90.7 93.2 93.3 93.5 93.3 93.1 92.7
5 92.5 96.3 96.7 96.6 96.4 96.1 95.8 94.9

89.8 93.8 93.9 93.9 93.7 93.5 93.2 92.3
0 91.6 95.4 97.1 97.0 96.7 96.5 96.2 95.5

88.9 92.9 94.1 94.1 94.0 93.8 93.5 92.9
-5 90.7 94.4 97.4 97.3 97.0 96.8 96.7 96.0 93.9 91.6
88.0 92.0 94.3 94.3 94.1 93.9 93.7 93.2 89.8 87.7
-10 89.8 93.5 97.5 97.7 97.4 97.3 97.1 96.5 94.7 92.5
87.2 91.1 94.5 94.5 94.3 94.1 93.9 93.5 90.7 88.7
-15 88.9 93.5 97.5 97.7 97.4 97.3 97.1 96.5 94.7 92.5
87.2 91.1 94.5 94.5 94.3 94.1 93.9 93.5 90.7 88.7
-20 88.9 92.6 96.5 98.1 97.9 97.7 97.5 97.0 95.3 93.4
86.8 90.2 93.8 94.7 94.5 94.3 94.2 93.8 91.4 89.7
-25 88.0 91.6 95.5 98.6 98.4 98.3 98.1 97.5 95.9 94.1
85.4 89.3 92.9 94.9 94.7 94.6 94.5 94.2 92.0 90.4
-30 86.3 89.8 93.6 99.5 99.7 99.6 99.4 98.9 97.4 95.5
83.7 87.5 91.0 95.6 95.5 95.4 95.3 95.0 92.9 91.7
-35 85.5 88.9 92.7 98.5 100.0 100.0 100.0 99.4 98.1 96.3
82.9 86.6 90.0 94.8 96.0 95.9 95.9 95.5 93.4 92.2
-40 84.6 88.1 91.8 97.5 100.0 100.0 100.0 100.0 98.7 97.1
82.1 85.7 89.1 93.9 96.6 96.6 96.5 96.1 94.0 92.8
XX.X ANTI-ICE OFF or NACELLE HEAT ONLY

XX.X FULL ANTI-ICE ON
SPEED SCHEDULE
• 250 KIAS to 32,000 ft.
•.70 MI to 45,000 ft.
EFFECTIVITY CL-102B
P-18.2
20 PERFORMANCE
With TR-4000ALL
Thrust Reversers April 2001

CLIMB, CRUISE AND Normal Cruise

DESCENT Normal cruise tables (Table 20-10) provide fuel
flows and true airspeed for constant 0.75 MI
An operational planning form is provided in the cruise. Engine power is adjusted to maintain
Flight Planning section of the Pilot Manual. constant Mach as weight decreases. Standard
and off-standard day temperatures provide
interpolation factors.
CLIMB PERFORMANCE
A set of climb performance tables (Table 20-9) High-Speed Cruise
are provided in the Pilot’s Manual to determine High-speed cruise tables provide fuel flows,
time, distance (no wind), and fuel required indicated Mach or airspeed, and true airspeed
for climb from sea level for both FC-200 and for an M MO/V MO or V MAX cruise. Power for
FC-530 aircraft. If climb is started at an alti- maximum speed cruise is set for the limiting
tude above sea level, subtract the values for the conditions (M MO/V MO, % rpm, or maximum
starting altitude from the values for the level continuous ITT). Standard and off-standard
off altitude to find the time, distance, and fuel day temperatures provide interpolation factors.
required for climb between two altitudes. Each
table shows the climb performance data for a
specific airplane weight at the start of climb. Long-Range Cruise—Two
Engine
The climb speed schedule presented with
The Long-Range Cruise—Two Engine tables
each table is based upon an operational climb
provide fuel flow, indicated Mach and true air-
schedule to optimize fuel consumption and
speed for 99% maximum range cruise. It can
approximates the best rate-of-climb speeds. The
be seen from the chart that as airplane gross
climb speeds given are 250 KIAS up to 32,000
weight decreases, the altitude that provides best
feet and 0.70 MI above 32,000 feet.
fuel economy increases. Therefore, when plan-
ning for maximum range, the cruise portion of
CRUISE PERFORMANCE the flight should be divided into segments, with
an appropriately higher cruise altitude planned
Cruise performance tables are provided in the as airplane gross weight decreases. Standard
airplane checklist or the Pilot’s Manual for and off-standard day temperatures provide
two-engine normal cruise, high-speed cruise, interpolation factors.
long-range cruise and single-engine long-range
cruise. Cruise charts are separated between
aircraft with and without rosemount probes. Long-Range Cruise—One
Engine
On all these charts cruise fuel burn can be The Long-Range Cruise—One Engine tables
calculated by dividing distance flown in cruise provide the fuel flow, indicated Mach or air-
by KTAS adjusted for winds. The result will speed and true airspeed for 99% maximum
give the number of hours for cruise. Take the range cruise with a single engine.
cruise time and multiply it by FUEL-LB/HR to
calculate fuel burn in cruise.
For example, a cruise weight of 15,000 lbs at

20 PERFORMANCE
FL410 with temperature at ISA and distance of

650 NM. The chart gives a value of 432 KTAS
and 1076 FUEL-LB/HR. The cruise time is 1.5
HR and cruise fuel is 1,619 LB.

20 PERFORMANCE
TABLE 20-9. CLIMB PERFORMANCE TWO ENGINE

20-26
April 2001
CL-102B
WEIGHT ISA -10°C ISA ISA +10°C ISA +15°C ISA +20°C
15,000 LB Time Dist Fuel Time Dist Fuel Time Dist Fuel Time Dist Fuel Time Dist Fuel
Min. N.M. Lb Min. N.M. Lb Min. N.M. Lb Min. N.M. Lb Min. N.M. Lb
45 16.2 97.9 496.0
LEARJET 35/36
43 13.2 78.3 444.0 17.5 107.9 528.2
41 11.4 66.7 409.7 14.5 87.5 474.0 20.6 128.7 593.4 27.1 173.5 712.6
39 10.1 58.3 382.2 12.6 74.8 436.5 16.9 103.7 527.3 20.4 127.6 598.9 26.2 167.0 710.2
37 9.1 51.8 358.5 11.2 65.6 406.3 14.7 88.4 482.5 17.3 106.0 538.8 21.0
CLIMB PERFORMANCE
130.9 615.5
35 8.3 46.7 338.0 10.2 58.6 381.0 13.1 77.8 448.0 15.3 92.2 496.2 18.2 111.5 559.0
PRESSURE ALTITUDE — 1000 FEET
33 7.6 42.1 318.0 9.2 52.4 356.7 11.8 68.7 415.9 13.6 80.4 456.9 16.0 95.8 509.4
TWO ENGINE
31 6.9 36.9 294.6 8.2 45.5 328.2 10.4 58.8 378.8 11.8 67.8 412.2 13.7 79.4 454.2
29 6.2 32.4 272.4 7.3 39.6 301.9 9.2 50.6 345.8 10.4 57.9 374.4 11.9 67.2 409.8
EFFECTIVITY

27 5.5 28.6 251.9 6.6 34.7 278.0 8.2 44.0 316.9 9.2 50.1 342.0 10.5 57.9 337.0
25 5.0 25.2 232.2 5.9 30.4 255.5 7.3 38.4 290.2 8.2 43.6 312.6 9.3 50.2 340.1
ALL
23 4.5 22.1 213.1 5.2 26.5 233.7 6.5 33.4 264.7 7.3 37.9 284.7 8.3 43.6 309.3
21 4.0 19.3 194.3 4.6 23.1 212.4 5.7 29.0 240.1 6.4 32.9 258.0 7.3 37.7 280.0
19 3.5 16.8 175.7 4.1 19.9 191.5 5.0 25.0 216.2 5.7 28.4 232.1 6.4 32.5 251.7
17 3.1 14.5 157.2 3.6 17.1 171.0 4.4 21.4 192.7 4.9 24.3 206.9 5.6 27.8 224.2
15 2.7 12.3 139.0 3.1 14.5 150.7 3.8 18.1 169.7 4.3 20.6 182.2 4.8 23.6 197.4
13 2.3 10.3 120.8 2.6 12.1 130.6 3.2 15.1 147.0 3.6 17.2 157.8 4.1 19.7 171.0
11 1.9 8.5 102.7 2.2 9.8 110.6 2.7 12.4 124.5 3.0 14.0 133.7 3.4 16.1 144.8
9 1.5 6.8 84.5 1.7 7.8 90.7 2.2 9.8 102.1 2.4 11.1 109.7 2.8 12.8 118.8
7 1.2 5.2 66.2 1.3 5.9 70.7 1.6 7.4 79.7 1.9 8.4 85.7 2.1 9.7 92.8
5 0.9 3.6 47.7 0.9 4.1 50.7 1.2 5.1 57.2 1.3 5.9 61.5 1.5 6.7 66.7
3 0.5 2.2 28.9 0.6 2.4 30.6 0.7 3.0 34.5 0.8 3.4 37.1 0.9 4.0 40.3
P-23
1 0.2 0.7 9.8 0.2 0.8 10.3 0.2 1.0 11.6 0.3 1.1 12.4 0.3 1.3 13.5
CLIMB SPEED: 250 KIAS up to 32,000 feet.

0.70 MI above 32,000 feet.
Revision 1.0
TABLE 20-10. NORMAL CRUISE
NORMAL CRUISE
WEIGHT — 15,500 LB TEMPERATURE — °C

MACH — .75 MI ISA -10 ISA ISA +10 ISA +15 ISA +20
45 KTAS
FUEL - LB/HR
43 KTAS 422
FUEL - LB/HR 1034
41 KTAS 422 432
FUEL - LB/HR 1041 1100
39 KTAS 420 430

FUEL - LB/HR 1080 1130
37 KTAS 419 429 439
FUEL - LB/HR 1112 1164 1220
35 KTAS 421 431 440 447
FUEL - LB/HR 1174 1225 1285 1310
30 KTAS 428 437 447 452
FUEL - LB/HR 1366 1432 1494 1528
25 KTAS 437 446 455 458 464
FUEL - LB/HR 1665 1737 1810 1850 1884
WEIGHT — 15,000 LB TEMPERATURE — °C

MACH — .75 MI ISA -10 ISA ISA +10 ISA +15 ISA +20
45 KTAS 424
FUEL - LB/HR 1000
43 KTAS 422
FUEL - LB/HR 1001
41 KTAS 422 432
FUEL - LB/HR 1020 1076
39 KTAS 420 430 440

FUEL - LB/HR 1060 1107 1158
37 KTAS 419 429 439 445
FUEL - LB/HR 1094 1142 1195 1221
35 KTAS 421 431 440 447
FUEL - LB/HR 1155 1206 1265 1290
30 KTAS 428 437 447 452
FUEL - LB/HR 1350 1415 1478 1510
25 KTAS 437 446 455 458 464
FUEL - LB/HR 1650 1720 1792 1830 1867
20 PERFORMANCE
CL-102-B EFFECTIVITY
April 2001 With Rosemount Pitot-Static System P-41.1

DESCENT PERFORMANCE descent to sea level. An average descent weight

of 12,000 pounds is assumed in the tables. The
Descent Performance (Table 20-11) schedules descent speed schedules presented at the bot-
are provided in the Pilot’s Manual to provide tom of the table should be followed to achieve
time, distance (no wind), and fuel used for the desired results.
TABLE 20-11. DESCENT PERFORMANCE SCHEDULE - NORMAL DESCENT
AVERAGE MINIMUM FUEL DESCENT NORMAL DESCENT

WEIGHT TIME DISTANCE FUEL TIME DISTANCE FUEL
12,000 Lb Min. N.M. Lb Min. N.M. Lb
45 14.5 92 169 16.4 109 285
44 14.2 89 166 16.0 106 282
43 13.8 87 162 15.7 104 278
42 13.5 84 158 15.3 101 275
41 13.2 82 154 15.0 99 271
40 12.8 79 149 14.7 96 267
39 12.5 76 145 14.4 94 262
38 12.2 74 140 14.0 91 257
37 11.8 71 135 13.7 88 252
36 11.5 69 129 13.4 86 246
35 11.2 66 124 13.0 83 241
34 10.9 63 118 12.7 81 234
33 10.5 61 112 12.4 78 228
32 10.2 59 106 12.0 75 220
31 9.9 56 100 11.7 73 214

30 9.7 55 96 11.3 70 205
29 9.4 53 92 11.0 67 197
28 9.2 51 88 10.7 65 188
27 8.9 49 85 10.4 62 178
26 8.7 47 81 10.0 59 169
25 8.4 45 78 9.7 57 158
24 8.2 43 75 9.3 54 147
23 7.9 42 72 9.0 51 137
22 7.6 40 70 8.7 49 126
21 7.4 38 67 8.4 46 116
20 7.1 36 64 8.0 44 105
18 6.6 33 59 7.3 39 86
16 6.1 30 54 6.7 33 68
14 5.6 27 50 6.0 29 57
12 5.1 24 45 5.3 25 44
10 4.6 21 40 4.6 21 40
8 3.7 17 33 3.7 17 33
6 2.8 12 23 2.8 12 23
4 1.9 8 16 1.9 8 16
MINIMUM FUEL DESCENT SPEEDS: 3,000 Ft/Min at MMO down to 31,000 feet.
4,000 Ft/Min at 300 KIAS down to 10,000 feet.
3,000 Ft/Min at 250 KIAS to Sea Level.
20 PERFORMANCE
NORMAL DESCENT SPEEDS: 3,000 Ft/Min at MMO/VMO down to 10,000 feet.

3,000 Ft/Min at 250 KIAS to Sea Level.
EFFECTIVITY CL-102B
P-54 ALL April 2001

MAXIMUM RANGE DESCENT - HOLDING OPERATIONS

ONE ENGINE Holding operations table (Table 20-13) shows
Maximum range descent - MAXIMUM RANGE
one engine table fuel DESCENT
flows and holding speeds for various
weights and altitude conditions. The holding
ONE ENGINE
(Table 20-12) shows the descent speed schedule
speeds presented are suff icient to ensure a
for a maximum range descent to an altitude at
or below the single-engine service ceiling for comfortable margin above shaker operation
ALTITUDE — FEET
the aircraft gross weight. DESCENT
or low-speed — SPEED
buffet while maneuvering in a
holding pattern.
45,000 to 33,500 170 KIAS
TABLE 20-12. MAXIMUM RANGE DESCENT - ONE ENGINE
33,500 to 26,500 0.50 MI
26,500 and below 200 KIAS

MAXIMUM RANGE DESCENT
ONENOTE
ENGINE
ALTITUDE
This table—represents
FEET DESCENT
the minimum — SPEED
sink-rate speed
above the single-engine service ceiling and approxi-
45,000 to 33,500 170 KIAS
mates the best rate-of-climb speed below the single-
engine service ceiling.
33,500 to 26,500 0.50 MI
26,500 and below 200 KIAS
NOTE
This table represents the minimum sink-rate speed

above the single-engine service ceiling and approxi-
mates the best rate-of-climb speed below the single-
engine service ceiling.
CL-102B EFFECTIVITY
April 2001 ALL P-53
20 PERFORMANCE
CL-102B EFFECTIVITY
April 2001 ALL P-53

HOLDING OPERATIONS
HOLDING ALTITUDE — 1000 FT HOLDING ALT — 1000 FT
WEIGHT SPEED TABLE 20-13. HOLDING OPERATIONS
SPEED
5 10 15 20 25 30
LB KIAS KIAS
18,000 194 1179 1171 1163 1156 214 1127 1109
17,000 187
HOLDING
11151106
OPERATIONS
1088 1069 207 1062 1043
HOLDING ALTITUDE — 1000 FT HOLDING ALT — 1000 FT
WEIGHT
16,000 SPEED
180 1040 1031 1012 1004 SPEED
200 997 978
5 10 15 20 25 30
LB KIAS KIAS
15,000 174 975 945 937 929 194 932 913
18,000 194 1179 1171 1163 1156 214 1127 1109
14,000 167 911 879 862 853 187 867 848
17,000 187 1115 1106 1088 1069 207 1062 1043
13,000 160 847 805 786 778 180 813 793
16,000 180 1040 1031 1012 1004 200 997 978
12,000 154 782 741 721 713 174 737 717
15,000 174 975 945 937 929 194 932 913
11,000 147 729 677 657 648 167 672 652
14,000 167 911 879 862 853 187 867 848
10,000 140 675 634 603 583 160 607 587
13,000 160 847 805 786 778 180 813 793
FUEL-LB/HR FUEL-LB/HR
12,000 154 782 741 721 713 174 737 717
11,000 147 729 677 657 648 167 672 652
10,000 140 675 634 603 583 160 607 587
FUEL-LB/HR FUEL-LB/HR
CL-102B EFFECTIVITY
April 2001 ALL P-55
CL-102B EFFECTIVITY
April 2001 ALL P-55
20 PERFORMANCE

APPROACH AND MAXIMUM CERTIFIED

LANDING LANDING WEIGHT
• Learjet 35/36 - 14,300 lbs(standard)
The charts present approach and landing climb
gradients, maximum landing weights as limited • Learjet 35/36 - 15,300 lbs(AAK 80-3)
by approach and landing climb performance, • Learjet 35A/36A - 14,300 lbs(standard)
and landing weights as limited by maximum
brake energy. • Learjet 35A/36A - 15,300 lbs(AAK 80-3)
LANDING WEIGHT LIMIT

MAXIMUM ALLOWABLE CHART
LANDING WEIGHT
Approach Climb—Climb from a missed or
Landings must be made within the limitations aborted approach with approach (20°) flaps,
of the maximum landing weight as governed landing gear retracted, and takeoff thrust on
by the Landing Weight Limits chart (Figure one engine. The gross climb gradient may not
20-9, Table 20-14) and by the performance be less than 2.1%. This requirement is satisfied
determined from the Actual Landing Distance by observing the Landing Weight Limits chart.
and Factored Landing Distance (if applicable) Velocity for this segment is 1.3 VS1.
charts. The heaviest weight at which the aircraft
can land is the lowest of the following weights: Landing Climb—Climb from an aborted land-
ing with landing flaps DN (40°), landing gear
• The maximum landing weight (design extended, and takeoff thrust on both engines.
structural limit for landing) is 14,300 The gross climb gradient may not be less than
pounds (6,486 kg) or 15,300 pounds 3.2%. This requirement is satisfied by observ-
(6,940 kg.). ing the Landing Weight Limits chart. Velocity
• The landing weight limit for airport alti- for this segment is 1.3 VSO.
tude and reported surface temperature
as determined from the Landing Weight The APPROACH CLIMB GRADIENT and
Limits chart. LANDING CLIMB GRADIENT Charts are
read at the airport temperature and pressure
• The maximum landing weight for the altitude. The gradients will be achieved using
runway and ambient conditions as deter- the speeds shown in the LANDING SPEEDS
mined from the Actual Landing Distance Chart.
and Factored Landing Distance (if appli-
cable) charts. Landing Brake Energy—The maximum brake
energy demonstrated during landing tests.
NOTE Maximum effort braking at weights associ-
If the aircraft weight over the des- ated with the landing brake energies shown on
tination is greater than the lowest the LANDING WEIGHT LIMITS charts will
of the above weights, fuel must be meet the stopping distances expressed on the
burned off until the proper weight is ACTUAL LANDING DISTANCE chart. Max-
achieved. imum effort stops above the maximum landing
brake energy weight may cause excessive brake
20 PERFORMANCE
wear, and after the stop, may cause wheel fuse

plug release and damage tires.

TABLE 20-14. LANDING WEIGHT LIMITS - ANTI-ICE OFF
LANDING WEIGHT LIMITS

ANTI-ICE OFF
PRESSURE TEMPERATURE
ALTITUDE °F 0 20 40 60 80 100
(FEET) °C -18 -7 4 16 27 38
10000 15300 15300 15300 15150 13400
9000 15300 13900
8000 14450
7000 15000
6000 15300 13600
5000 14100
4000 14600
3000 15100
2000 15300
1000
S.L.
DO NOT EXCEED MAXIMUM CERTIFIED LANDING WEIGHT
CL-102B EFFECTIVITY
April 2001 ALL P-55
20 PERFORMANCE

Revision 1.0
Gates Learjet 35A/36A AFM LANDING WEIGHT LIMIT

ANTI-ICE — OFF
130
120 APPROACH CLIMB BRAKE ENERGY
110
SEA
LEV
100 EL IT
LIM
IT
2,0 MP
M
00 TE
LI
E
P
90 GIN
M
EN
TE
4,0
NE
00
GI
LEARJET 35/36
EN
80
6,00
6,0
00
TEMPERATURE — F°
0
70 8,0
8,0
00
00
60 10
10,0
,00
0
00
50
12
,00
12,0
00
40
14
,00
14,0
0
30
ALT
00
AL
ITU
TIT
UD
DE -
20 E-
FE
ET
FEE

10
T
0
-10
-20
12 13 14 15 16 17 18 19
-10
TAIL
WIND - KNOTS
REFERENCE LINE
10
20
HEAD
30
2
DOWN
RUNWAY GRADIENT - %
REFERENCE LINE
0
Note: The value obtained from this chart may not be the limiting weight.
Landing weight is also limited by the maximum certified landing -1
35A-055
weight and the landing weight for the runway length available.
UP
-2 13 14 15 16 17
12
20-33
Figure 20-9. Landing Weight Limit - Anti-Ice Off Figure 5-49 5-66
20 PERFORMANCE
LANDING DISTANCE CHARTS Landing on Wet Runway

Actual Landing Distance. The actual landing All wet runway landing performance data is
distances presented in this section are based on based on the following performance conditions:
a smooth, dry, paved runway. The landing field
length is equal to the horizontal distance from • Flaps - 40°
a point 50 feet above the runway surface to the • Anti-skid - ON
point at which the airplane would come to a full
stop on the runway. • Runway gradient must be between -2.0%
and +2.0%
Factored Landing Distance. The factored
landing distances presented in this section are Wet landing distance is calculated by multiply-
equal to the actual landing distance divided by ing the corrected dry landing distance by the
0.60 (multiplied by 1.67). appropriate wet landing distance.
WET LANDING DISTANCE = CORRECTED

LANDING DISTANCE LANDING DISTANCE (DRY) X WET LAND-
ING FACTOR
The Actual Landing Distance chart (Fig-
ure 20-10) shows the demonstrated landing
distance in terms of altitude, outside air tem- Landing on Contaminated
perature, weight, wind, runway gradient, and Runway
anti-skid on or off. The Factored Landing Dis- All contaminated runway landing performance
tance determined from this chart is equal to data is based on the following performance
the Actual Landing Distance divided by 0.60 conditions:
(multiplied by 1.67). These charts may be used
to determine either of the following: • No tailwind component
• The landing field length required given • The runway gradient must be between
the airplane weight, runway gradient, -1.0% and +2.0%
pressure altitude, reported surface tem- • Flaps - 40°
perature, and wind.
• Anti-skid - ON
• The maximum landing weight corre-
sponding to a specif ic runway length, Contaminated landing distance is calculated
r unway g radient, pressure altitude, by multiplying the corrected dry landing dis-
reported surface temperature, and wind. tance by the appropriate contaminated landing
Landing weight for runway length avail- distance.
able may be determined by working
through the chart in the opposite manner Contaminated runway landing distance factors
as f inding landing distance. Landing (Table 20-15) are provided for standing water,
weight determined in this manner may slush, loose snow, compacted snow and wet ice
not be the limiting landing weight; refer up to a certain depth.
to Maximum Landing Weight.
The landing f ield length must be lower than CORRECTED LANDING DISTANCE = COR-
the runway landing distance available (LDA). RECTED LANDING DISTANCE (DRY) X
20 PERFORMANCE
CONTAMINATED LANDING DISTANCE

FACTOR.

Revision 1.0
Performance Data
Learjet 35A/36A AFM ACTUAL LANDING DISTANCE
10 10
LEARJET 35/36
REFERENCE LINE
REFERENCE LINE
REFERENCE LINE
REFERENCE LINE
REFERENCE LINE
9 9
8 8
ACTUAL TAKEOFF DISTANCE — 1000 FEET

7
ACTUAL LANDING DISTANCE — 1000 FT

6 6
ALTITUDE — FEET
5 5
14,000
12,000
10,000
8,000
6,000
4,000 4 4
2,000
SEA LEVEL
ENGINE TEMP
LIMIT
3 3
ISA
2 2
35A-058
1 1
-50 -25 0 25 50 75 100 125 10 11 12 13 14 15 16 17 18 -10 0 10 20 30 -2 -1 0 +1 +2 ON OFF 0 5 10 15
TEMPERATURE —°F GROSS WEIGHT —1000 LB WIND — KNOTS RUNWAY GRADIENT — % ANTI-SKID SYSTEM ALTITUDE - 1000 FT
Figure 5-52
5-69
20-35
Figure 20-10. Actual Landing Distance
20 PERFORMANCE
Landing Procedure surface to the point at which the airplane comes

to a full stop on the runway.
The landing distances on the Actual Landing
Distance chart (Figure 20-9) in the AFM can be
realized when the following procedure is used. Calculation of Correction for
Runways with Gradient Greater than
1. Approach through the 50-foot point over the 2.0% and Less than or Equal to 2.4%
end of the runway at VREF with flaps and
gear down, using a 2.5° to 3° glideslope. Landings on a downhill runway will affect
landing brake energy limits. For each 0.1%
2. After passing the 50-foot point, progres- increase above 2.0% subtract 25 pounds from
sively reduce thrust until the thrust levers max landing brake energy weight. The actual
are at IDLE prior to touchdown. landing distance will be reduced by an addi-
3. A
f t e r t o u c h d ow n , S p o i l e r s — E X T tional 100 feet for runway gradients less than
immediately. -2.0% assuming the runway gradient factor was
applied to the actual landing distance chart.
4. Wheel Brakes — Apply as soon as practical
and continue maximum braking action until Landing on an uphill r unway will affect
the airplane stops. approach climb gradients. For each 0.1%
5. Elevator
— Nose up to shift weight to main increase above 2.0% decrease 125 pounds from
gear. the maximum approach climb weight
The landing distance chart is based upon
smooth, dry, hard-surfaced runways. The
landing field length is equal to the horizontal
distance from a point 50 feet above the runway
TABLE 20-15. LANDING CONTAMINANT DEPTHS
LANDING CONTAMINANT DEPTHS

C O NTA M INA NT ( De p th s u p to )
STANDING WATER 0.75 in (19.1 mm)
SLUSH 0.88 in (22.4 mm)
LOOSE SNOW 1.50 in (38.1 mm)
COMPACTED SNOW —
WET ICE —
TABLE 20-16. LANDING DISTANCE FACTORS

LANDING DISTANCE FACTORS
W ET CONTAMINATED
Standing Compacted
Slush Loose Snow Wet Ice *
Water Snow *
20 PERFORMANCE
1.4 2.2 2.2 2.2 1.7 3.9

* Landing data for compacted snow and wet ice only valid for
40° F (4.4° C) and below. 35A-202

LANDING APPROACH SPEED APPROACH CLIMB SPEED

(VREF) (VAPP)
V REF is computed from the landing speeds The approach climb speed (Table 20-17) is
table (Table 20-17), in the AFM, and is deter- based on 1.3 V S1 and is the speed used to
mined by airplane weight and is equal to 1.3 establish the approach climb weight limit. This
VS0. speed will give the maximum climb in the event
of a single engine missed approach. Approach
These are the minimum speeds for f inal climb speed is also computed from the landing
approach: speeds table.
• One or both spoilers up—V REF + 40

KIAS
• No-flaps—VREF + 30 KIAS
• FLAPS 8°—VREF + 20 KIAS
• FLAPS 20°—VREF + 10 KIAS
• FLAPS 40°—VREF
For maneuvering, and before final approach,

10 KIAS should be added to the above speeds.
TABLE 20-17. APPROACH AND LANDING CLIMB
WEIGHT — 1000 LB
SPEED
10 11 12 13 14 15 15.3
VREF &
105 110 115 119 123 127 129
LDG CLIMB
APPROACH
111 116 121 126 130 135 136
CLIMB
20 PERFORMANCE
EFFECTIVITY CL-102B
ALL April 2001
Change 1

21 CREW RESOURCE
MANAGEMENT
CHAPTER 21
CREW RESOURCE MANAGEMENT
CONTENTS
Page
WHAT IS CREW RESOURCE MANAGEMENT?.................................................... 21-1
SITUATIONAL AWARENESS.................................................................................. 21-2
COMMAND AND LEADERSHIP............................................................................ 21-3
COMMUNICATION PROCESS................................................................................ 21-4
Communication Techniques: Inquiry, Advocacy, and Assertion.......................... 21-5
DECISION-MAKING PROCESS.............................................................................. 21-6
THE HUMAN FACTORS: RESOURCE MANAGEMENT ASSESSMENT CARD... 21-9

21 CREW RESOURCE
MANAGEMENT
ILLUSTRATIONS
Figure Title Page
21-1 Situational Awareness Monitoring............................................................... 21-3
21-2 Communication Process.............................................................................. 21-4
21-3 Optimum Decision Making......................................................................... 21-6
21-4 Optimum vs Naturalistic Decision Making.................................................. 21-7
21-5 HF: RMA Card............................................................................................ 21-9

21 CREW RESOURCE
MANAGEMENT
CREW RESOURCE MANAGEMENT
WHAT IS CREW RESOURCE MANAGEMENT?
The Federal Aviation Administration describes Crew Resource Management (CRM) as “the effective
use of all resources to achieve safe and efficient flight operations.” Introduced in the late 1970s in
response to several high-profile accidents caused by human error, CRM is a set of skills designed
to avoid, detect, and/or mitigate human error and thus enhance safety.
Originally known as cockpit resource management, the name was soon changed in recognition of the
role that additional crewmembers, maintenance technicians, flight attendants, air traffic controllers,
dispatchers, schedulers, and line service personnel play in achieving safety of flight.
CRM was not designed to reduce the authority of the pilot in command; rather, it was developed
as a means to assist with situational awareness and decision making to increase safety margins and
achieve accident- and incident-free flight operations.
Reading accident reports, it often seems that the flight crew’s problems are easily solved. That
preventing an accident seems so simple in hindsight, but so challenging in practice, highlights that
the critical difference between reading about an accident and being in one is a matter of the quality
of information. When reading about the accident, you have access to much better information than
the accident crew—not the least of which is that the current course of action is going to lead to an
accident! If you have the right information, knowing what to do is a lot easier.
Seen from this perspective, we can see that CRM is a method of information management. Used
properly, each CRM skill produces the information that the flight crew needs for effective decision
making.
Most experts agree that a highly coordinated crew using a standardized set of procedures is more
likely to identify and avoid errors. Effective communication and the use of briefing and debriefing
are tools that can be used to build the “team concept” and maintain situational awareness. Uti-
lizing a standard set of callouts provides a means to incorporate CRM. Standardization keeps all
crewmembers “in the loop” and provides an opportunity to detect an error early on, before it has
an opportunity to build into an accident chain.
Proficiency in CRM requires all crewmembers to have a working knowledge of how to maintain
situational awareness, techniques for decision making, desirable leadership and followership char-
acteristics, cross-checking and monitoring techniques, means of fatigue and stress management,
and communication.
CRM training is an important part of your FlightSafety training experience. Throughout your
training event, your instructor will p rovide general CRM guidance as well as identify CRM
issues, philosophies, and techniques that are specific to the aircraft you fly. To a ssist with this, the
FlightSafety CRM model has been incorporated into this training guide. The model can be used as
a guide or a refresher on how to incorporate CRM principles into your day-to-day line operations.
This model is not intended to replace a formalized course of CRM instruction, and attendance at
a CRM-specific course is highly recommended.

21 CREW RESOURCE
MANAGEMENT
SITUATIONAL AWARENESS
Situational awareness is a fundamental CRM concept. Often described as “knowing what’s going on
around you,” the loss of situational awareness is often identified as a causal factor in an incident or
accident. Collective situation awareness is a measurement of the total situational awareness among
all members involved in the operation. Open, timely, and accurate communication is required to
maintain a high level of collective situation awareness.
Dr. Mica Endsley, a leading CRM researcher, describes situational awareness (SA) as “the percep-
tion of the environmental elements within a volume of time and space, the comprehension of their
meaning, and the projection of their status in the near future.” This definition makes it possible to
determine just where SA goes wrong.
A study of errors in SA found that 77% of the time, a failure of situation awareness is due to a
problem with perceiving the environment. Approximately 20% of the time the error lies within
the comprehension stage, and only 3% of the time will the error be found in the projection stage.
These findings tell us that if we are to maintain good SA, we must take special care to maintain
our ability to perceive the environment around us. Figure 21-1 lists strategies to prevent a loss of
SA, markers that may indicate a loss of SA, and a strategy to recover your SA if it is lost.
The problem with losing situational awareness is that often one is not aware that SA has been lost.
The markers, or “red flags,” listed in Figure CRM-1 are clues that you may be losing SA. If you
notice one or more of the markers are present, you should take steps to ensure that your SA is
as good as you think it is. The U.S. National Transportation Safety Board (NTSB) has found that
accidents are accompanied by a minimum of four loss of SA markers, often without the crew being
aware that SA was lost. Training yourself to notice these markers is time well spent.
If situational awareness is lost, it will take time to recover it. Of the steps listed for recovery of
SA, none is so important as to ensure the safety of the aircraft. In flight, this means making sure
that the aircraft is at or above the minimum safe altitude. If SA is lost during ground operations,
the crew should ensure that they are clear of runways and endeavor to set the parking brake.
Maintaining situational awareness requires a constant state of vigilance. Complacency has often
been the precursor to a loss of situational awareness.

• Undocumented procedures
• Need to hurry / last-minute changes
• Fatigue
• Ambiguity – information from two or more
LEARJET 35/36 PILOT TRAINING
sourcesMANUAL
21 CREW RESOURCE
that do not agree
MANAGEMENT
• Fixation – focusing on one thing
• Confusion or uncertainty about a situation
SITUATIONAL AWARENESS (often accompanied by anxiety or psychological

discomfort)
How to Prevent Loss of SA • Unexpected change in aircraft state – anything
• Delegate during high workloads the airplane does that you were not expecting
• Express concern and solicit information if in • Failure to:
doubt ○ Fly the aircraft – everyone is focused on
• Monitor, evaluate, and verbalize non-flying activities
• Focus on relevant details (scan the big picture) ○ Look outside – everyone is heads-down
• Project ahead and consider contingencies ○ Meet expected checkpoints on flight plan or
• Create visual/aural reminders if interrupted profile ETA, fuel burn, etc.
• Know the “red flags” for degraded situational ○ Comply with limitations, minimums,
awareness regulations, SOPs, etc.
○ Resolve discrepancies
Red Flags ○ Communicate fully and effectively – vague or
• Undocumented procedures incomplete statements
• Need to hurry / last-minute changes
• Fatigue What to Do When SA Is Lost
• Ambiguity – information from two or more • Recognize and admit
sources that do not agree • ACHIEVE SAFE ALTITUDE
• Fixation – focusing on one thing • Stabilize the aircraft
• Confusion or uncertainty about a situation • Create time and space
(often accompanied by anxiety or psychological • Seek information – aural / visual / intuition
discomfort) • Resolve uncertainty / ambiguity
• Unexpected change in aircraft state – anything • Ask why SA was lost
the airplane does that you were not expecting • Avoid critical flight segments until ready
• Failure to:
Figureis 21-1.
○ Fly the aircraft – everyone focusedSituational
on Awareness Monitoring
non-flying activities
○ Look outside – everyone is heads-down
COMMAND AND LEADERSHIP
○ Meet expected checkpoints on flight plan or
profile ETA, fuel burn, etc.
○ Comply
Command andwith limitations,isminimums,
leadership not the same thing. Command is designated by an organization, and
cannotregulations,
be shared.SOPs,Leadership,
etc. however, can, and should be, practiced by anyone. Effective leader-
ship ○should
Resolve focus on “what’s right,” not on “who’s right.”
discrepancies
○ Communicate fully and effectively – vague or
Leadership stylesstatements
incomplete range from “autocratic” to “laissez-faire.” An autocratic leadership style exercises
a high degree of control and allows a low degree of participation from team members in reaching
What to Do
decisions. When SA Is Lost
A laissez-faire leadership style exercises a low degree of control and allows a high degree
of •participation from
Recognize and admitteam members. Effective leaders tend to be less extreme, relying on either
authoritarian
• ACHIEVE SAFE ALTITUDE leadership styles.
or democratic
• Stabilize the aircraft
There is no “ideal” or “best” leadership style. An immediate crisis might require authoritarian
• Create time and space
leadership, to ensure stability and to reassure other crewmembers, while other situations might be
• Seek information – aural / visual / intuition
handled more effectively by encouraging crew participation in the decision-making process.
• Resolve uncertainty / ambiguity
• Ask why SA was lost
• Avoid critical flight segments until ready

21 CREW RESOURCE
MANAGEMENT
COMMUNICATION PROCESS
Communication is an important tool for maintaining situational awareness. Many of the accidents
that led to the implementation of CRM happened because of a lack of information. An NTSB study
of air carrier accidents found that 84% of the time the information that could have helped pre-
vent the accident was available to the flight crew, but was either not noticed or not communicated
effectively. Effective communication requires the ability to provide appropriate information, at the
appropriate time, to the appropriate person (Figure CRM-2).
Figure 21-2. Communication Process
Communication may be verbal, non-verbal, or written. Written communications in the cockpit

include symbolic messages and indications that are electronically transmitted and displayed.
The communication process has three elements: a sender, a receiver, and feedback. The sender and
receiver have different responsibilities. The sender, sensing some need to communicate, is respon-
sible for transmitting a message in a way that is comprehensible to the receiver. If the receiver
does not comprehend the message, the sender should determine why the message was not under-
stood, and find a way to send the message that is more understandable. The receiver is responsible
for indicating receipt of the message by giving the sender appropriate feedback. If the message
is understood, the receiver indicates this; if the message is not understood, the receiver helps the
sender by giving feedback that indicates why the message wasn’t understood.

21 CREW RESOURCE
MANAGEMENT
Barriers to communication limit our ability to maintain collective situational awareness and can
compromise our ability to maintain our personal situational awareness.
Communication barriers can be internal or external. Internal barriers can change our perception
of the value of communicating and also how we communicate. For example, if one member of the
crew believes that what they have to say doesn’t matter, then they will be reluctant to communicate
with other crew members.
External communication barriers, such as overcrowded radio frequencies, can interfere with the
sender’s ability to transmit a message, or with the receiver’s ability to transmit feedback. Differences
in language or dialect can also become external barriers to communication.
CRM provides three techniques for overcoming communication barriers:

• Inquiry—A technique for increasing your own situational awareness
• Advocacy—A technique for increasing someone else’s awareness
• Assertion—A technique for getting your point across
When conflict on the flight deck interferes with communication, it usually originates from one
pilot’s tendency to make “solo” decisions. Avoid this kind of conflict by focusing your questions
and comments on WHAT is right, rather than on WHO is right.
COMMUNICATION TECHNIQUES: INQUIRY, ADVOCACY, AND

ASSERTION
Inquiry, advocacy, and assertion can be effectively used in the aviation environment to help solve
communication problems.
Each item is a step in the process. The steps provide a metaphor that emphasizes the principle of
escalation. In other words, a person must first practice inquiry, then advocacy, then assertion.
A person practicing assertiveness is not trying to be insubordinate or disrespectful; rather, assertion

is an expression of the fact that a level of discomfort exists with a particular situation. Assertion
is an attempt to seek resolution.
The goal of inquiry is to increase individual situational awareness, the goal of advocacy is to
increase collective situational awareness, and the goal of assertion is to reach a conclusion.

21 CREW RESOURCE
MANAGEMENT
DECISION-MAKING PROCESS
People make decisions using optimum or naturalistic decision-making strategies. Neither strategy
is inherently better than the other—each style has its own strengths and weaknesses that a person
needs to understand to employ them successfully.
Optimum decision making is most useful when a person does not have the information or exper-
tise necessary to make a decision. The strength of this strategy is its ability to gather and organize
information and to carefully consider many possible outcomes. This makes it particularly good
for new or unusual situations, or for when it is very important that the best possible, or optimum,
decision be made. Its main drawback is that its deliberate and controlled process requires time and
structure (Figure CRM-3).
Figure 21-3. Optimum Decision Making
In contrast, the strength of naturalistic decision making is that it requires very little time and
structure. The naturalistic decision flows intuitively from on the decision-maker’s experience and
understanding of the situation. The goal isn’t the best possible decision, but a decision that is good
enough, one that works, satisfying the decision-maker’s needs. It relies heavily on the situational
awareness and experience of the decision-maker. If either is lacking, naturalistic decision making
can lead to bad decisions. Despite this, the majority of decisions are made using the naturalistic
strategy.

21 CREW RESOURCE
MANAGEMENT
The key to success with either decision-making strategy is to make sure you have what the strategy
requires to work. If you suspect that your SA may be lacking, then use optimum decision making.
If you understand the situation, and time is of the essence, than naturalistic decision making will
give you better results.
The cartoon in Figure CRM-4 illustrates these two styles. Both cavemen are responding to the same
problem—a sabre-toothed tiger—but have taken different approaches to making their decisions.
Figure 21-4. Optimum vs Naturalistic Decision Making
One caveman, no doubt having some experience with tigers, knows that running is a good plan
(particularly if he can out-run the other guy!). He has used naturalistic decision m
aking, recognizing
the problem and implementing a solution that should work.
Our other caveman, perhaps wanting to make the best possible decision (after all, it is very important
to get this decision right), is thinking all of his options through. Unfortunately, he may not have the
time to complete the optimum decision-making process before the tiger has his dinner.

21 CREW RESOURCE
MANAGEMENT
One should not draw from the cartoon the conclusion that optimum decision making is bad—it is
simply that he lacked the time necessary for the process. If adequate time were available, then he
may have arrived at a very good decision indeed! On the other hand, if we imagine that this one
tiger was tame, but our tall caveman didn’t know it, then his decision to run, based on faulty situ-
ational awareness, has led to an incorrect decision to run. The key in all of this is to know when to
use each decision-making strategy and to make sure you have what you need to be successful at it.
Decision-making aids, such as T-DODAR, can be very useful in decision making. While they do
take some time to master, once you can recall them without effort they can help to organize your
thoughts and actions in difficult situations and ensure that nothing is forgotten. T-DODAR stands
for:
• Time: How much time do you have before you must make the decision? Can you make more
time?
• Diagnose: What is the problem?
• Options: What can be done about it?
• Decide: Which option will you choose?
• Assign/Act: Carry out your chosen plan of action.
• Review: Is the plan working as expected?

21 CREW RESOURCE
MANAGEMENT
THE HUMAN FACTORS: RESOURCE MANAGEMENT
ASSESSMENT CARD
The Human Factors: Resource Management Assessment card is meant to aid the human factors
training at FlightSafety International (Figure CRM-5).
1SJWBUF$POGJEFOUJBM5PCFTISFEEFECZ'MJHIU4BGFUZBGUFSVTF
HUMAN FACTORS: RESOURCE MANAGEMENT ASSESSMENT CARD
NAME: DATE:
Assessment:
Action Goal Desirable Qualities ID/G/EX/NA/DNO
Self Instructor
• Concise, not rushed, and met SOP
The required briefing was interactive
SOP BRIEFING requirements
and operationally thorough
• Bottom lines were established
Operational plans and decisions were • Shared understanding about plans –
PLANS STATED
communicated and acknowledged “Everybody on the same page”
WORKLOAD Roles and responsibilities were defined • Workload assignments were
ASSIGNMENT for normal and non-normal situations communicated and acknowledged
• Threats and their consequences were
CONTINGENCY Crew members developed effective anticipated
MANAGEMENT strategies to manage threats to safety • Used all available resources to manage
threats
Crew members actively monitored and
MONITOR/ • Aircraft position, settings, and crew
cross-checked systems and other crew
CROSS-CHECK actions were verified
members
Operational tasks were prioritized and
WORKLOAD • Avoided task fixation
properly managed to handle primary
MANAGEMENT • Did not allow work overload
flight duties
Crew members remained alert of the
• Crew members maintained situational
VIGILANCE environment and position of the
awareness
aircraft
• Automation setup was briefed to other
Automation was properly managed to
AUTOMATION members
balance situational and/or workload
MANAGEMENT • Demonstrated effective recovery
requirements
techniques from automation anomalies
• Crew decisions and actions were openly
EVALUATION OF Existing plans were reviewed and
analyzed to make sure the existing plan
PLANS modified when necessary
was the best plan
Crew members asked questions to • Crew members not afraid to express a
INQUIRY investigate and/or clarify current plans lack of knowledge – “Nothing taken for
of action granted” attitude
Crew members stated critical
• Crew members spoke up without
ASSERTIVENESS information and/or solutions with
hesitation
appropriate persistence
COMMUNICATION Environment for open communication • Good cross talk – flow of information
ENVIRONMENT was established and maintained was fluid, clear and direct
Captain showed leadership and • In command, decisive, and encouraged
LEADERSHIP coordinated flight deck activities crew participation
ID= Improvement Desired G=Good EX=Exceptional NA=Not Applicable DNO=Did Not Observe
DISCLAIMER: This document is to be used strictly as a training aid for the client and the instructor of
record. Instructor is to collect this document after final debrief and place in the locked bins for shredding.
These commodities, technology or software were exported from the United States in accordance with the Export Administration
Regulations. Diversion contrary to U.S. law is prohibited.
Revision 0.4 FlightSafety International Proprietary Information. All Rights Reserved. Page 1
Figure 21-5. HF: RMA Card

WALKAROUND
WALKAROUND
NOTE
The walkaround steps and photos are
available in the Pictorial Preflight, which
is provided in the subscription docu-
ments for this aircraft.
Revision 1.0 FOR TRAINING PURPOSES ONLY WA-1

APPENDIX
CONTENTS
Page
CONVERSIONS................................................................................................... APP-1
ANSWERS TO QUESTIONS................................................................................ APP-3
TABLES
Table Title Page
APP-1 Conversion Factors.................................................................................. APP-1
APPENDIX
APP-2 Fahrenheit and Celsius Temperature Conversion...................................... APP-2
Revision 1.0 FOR TRAINING PURPOSES ONLY APP-i

CONVERSIONS
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
APPENDIX
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
pounds 0.4536 kilograms

quarts (liquid) 0.946 liters
statute miles 1.609 kilometers
statute miles 0.868 nautical miles
Revision 1.0 FOR TRAINING PURPOSES ONLY APP-1

TABLE APP-2. FAHRENHEIT AND CELSIUS TEMPERATURE CONVERSION
APPENDIX APP-2 FOR TRAINING PURPOSES ONLY Revision 1.0
ANSWERS TO QUESTIONS
CHAPTER 1 CHAPTER 4 CHAPTER 8 CHAPTER 12
1. A 1. C 1. C 1. C
2. B 2. D 2. A 2. A
3. A 3. B 3. B 3. C
4. C 4. A 4. D 4. A
5. D 5. B 5. D 5. B
6. C 6. A 6. B
7. B CHAPTER 5
1. B CHAPTER 9 CHAPTER 13
CHAPTER 2 2. D 1. D 1. B
1. D 3. D 2. B 2. A
2. B 4. C 3. A 3. D
3. D 5. D 4. A 4. A
4. B 6. D 5. B 5. B
5. D 7. A 6. C 6. A
6. B 8. D 7. C
7. D 9. A CHAPTER 10 8. D
8. B 10. C 1. C 9. D
APPENDIX
9. A 11. B 2. A
10. C 12. A 3. C CHAPTER 14
11. C 13. D 4. C 1. C
12. A 14. A 5. A 2. A
13. D 6. B 3. A
14. C CHAPTER 7 7. C 4. D
1. A 8. D 5. B
CHAPTER 3 2. C 9. D 6. C
1. C 3. C 7. C
2. C 4. D CHAPTER 11 8. C
3. C 5. D 1. C 9. A
4. D 6. B 2. C 10. C
5. B 7. C 3. B 11. B
6. B 8. D 4. A 12. A
7. C 9. B 5. B 13. C
8. D 10. A 6. D 14. C
9. B 11. A 7. A 15. D
10. A 12. D 8. B 16. C
13. B 9. C 17. C
14. C 10. C
15. C 11. C
16. A 12. D
17. A
18. C
Revision 1.0 FOR TRAINING PURPOSES ONLY APP-3

CHAPTER 15
1. B
2. C
3. C
4. A
5. D
6. B
7. B
8. C
9. D
10. C
11. D
12. C
13. A
14. D
15. C
CHAPTER 16
1. C
2. D
3. B
APPENDIX
4. A
5. B
6. A
7. D
8. D
9. C
10. A
11. D
12. D
13. C
14. B
15. D
CHAPTER 17
1. B
2. D
3. C
4. A
5. C
6. C
7. D
8. D
APP-4 FOR TRAINING PURPOSES ONLY Revision 1.0

ANNUNCIATORS
The Annunciator Section presents a color
representation of all the annunciator lights in
the aircraft.
Please unfold pages ANN-3 or ANN-4 and leave

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

LEARJET 35/36 PILOT TRAINING MANUAL LEARJET 35/36 PILOT TRAINING MANUAL
CUR
LIM LH ENG
PITCH CHIP
TRIM OR RH ENG
CHIP
LOW L FUEL R FUEL SPOILER AUG PITOT FUEL L ENG R ENG L FUEL R FUEL L R L VG R VG MACH
DH DOOR 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

HDG NAV REV LVL TEST ENG SOFT SPD V/S G/S ALT L PITOT
HYD XFLO FIRE PULL 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
ANNUNCIATOR PANEL
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
FUS
EMPTY F FILL
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—FC-200 Aircraft Only
FOR TRAINING PURPOSES ONLY ANN-3

LEARJET 35/36 PILOT TRAINING MANUAL LEARJET 35/36 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
ANNUNCIATOR PANEL
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—FC-530 Aircraft Only
ANN-4 FOR TRAINING PURPOSES ONLY

LEARJET 35/36 Pilot Training Manual: Revision 1.1

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LEARJET 35/36

PILOT TRAINING MANUAL

FlightSafety International, Inc.

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

FOR TRAINING PURPOSES ONLY

Tucson Learning Center

Atlanta Learning Center

Copyright © 2017 FlightSafety International, Inc.

LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

Chapter 1 AIRCRAFT GENERAL

AIRCRAFT SYSTEMS............................................................................................. 1-11

Electrical Power Systems................................................................................... 1-11

Fuel System....................................................................................................... 1-12

Ice and Rain Protection...................................................................................... 1-12

Air Conditioning and Pressurization................................................................... 1-12

Hydraulic Power Systems................................................................................... 1-13

Landing Gear and Brakes................................................................................... 1-13

Flight Controls................................................................................................... 1-13

Automatic Flight Control System....................................................................... 1-13

Pitot-Static System............................................................................................. 1-13

Oxygen System.................................................................................................. 1-14

Revision 1.0 FOR TRAINING PURPOSES ONLY 1-i

1-2 General Dimensions...................................................................................... 1-2

1-3 Turning Radius.............................................................................................. 1-3

1-4 Danger Areas................................................................................................. 1-3

1-5 Fuselage Sections.......................................................................................... 1-4

1-6 Radome......................................................................................................... 1-5

1-7 Nose Compartment........................................................................................ 1-5

1-8 Passenger-Crew Door.................................................................................... 1-5

1-9 Door Latch Inspection Port........................................................................... 1-6

1-10 Notched Pawl................................................................................................ 1-6

1-11 Hollow Neoprene.......................................................................................... 1-7

1-12 Door Latch Access Panel............................................................................... 1-7

1-13 Emergency Exit............................................................................................. 1-8

1-14 Windshield.................................................................................................... 1-9

1-15 Windows Locations (Typical)........................................................................ 1-9

1-16 Tailcone Door............................................................................................. 1-10

1-17 Learjet 35/36 Softflite Wing........................................................................ 1-10

1-18 Empennage.................................................................................................. 1-11

Revision 1.0 FOR TRAINING PURPOSES ONLY 1-iii

Revision 1.0 FOR TRAINING PURPOSES ONLY 1-1

LEARJET 35/36 PILOT TRAINING MANUAL

STRUCTURES Figure 1-4 displays the danger areas around the

Figure 1-3 displays the aircraft turning radius.

Figure 1-2. General Dimensions

1-2 FOR TRAINING PURPOSES ONLY Revision 1.0

Figure 1-3. Turning Radius

WEATHER RADAR OPERATING ENGINE INTAKE ENGINE EXHAUST

VALUES FOR TAKEOFF RPM APPROXIMATELY DOUBLE

Figure 1-4. Danger Areas

Revision 1.0 FOR TRAINING PURPOSES ONLY 1-3

LEARJET 35/36 PILOT TRAINING MANUAL

FUSELAGE Nose Section

AFT PRESSURE BULKHEAD AFT PRESSURE BULKHEAD

Figure 1-5. Fuselage Sections

1-4 FOR TRAINING PURPOSES ONLY Revision 1.0

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

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

Figure 1-8. Passenger-Crew Door

Revision 1.0 FOR TRAINING PURPOSES ONLY 1-5

LEARJET 35/36 PILOT TRAINING MANUAL

door has two cables and may have an o ptional