LJ 60 - Pilot Training Manual - (Vol 2)

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COURSEWARE SUPPORTHURST 8900 Trinity Blvd. Hurst, Texas 76053 (817) 276-7500 Fax (817) 276-7501
LEARJET 60 PILOT TRAINING MANUAL VOLUME 2
Record of Revision No. 1.01
This is a complete reprint of the Learjet 60 Pilot Training Manual.
The portion of the text or figure affected by the current revision is indicated by a solid vertical
line in the margin. A vertical line adjacent to blank space means that material has been delet-
ed. In addition, each revised page is marked Revision 1.01 in the lower left or right corner.
The changes made in this revision will be further explained at the appropriate time in the
training course.
the best safety device in any aircraft is a well-trained crew . . .

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LEARJET 60
PILOT TRAINING MANUAL
VOLUME 2
AIRCRAFT SYSTEMS
FlightSafety International, Inc.

Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.flightsafety.com
Courses for the Learjet 60 Series are taught at the following FlightSafety learning
centers:
Tucson Learning Center

1071 E. Aero Park Boulevard\
Tucson, AZ 85706
(800) 203-5627
FAX (520) 918-7111
Wichita (Learjet) Learning Center

Two Learjet Way
Wichita, KS 67209
(316) 491-9807
FAX (316) 943-0314
Atlanta Learning Center

1010 Toffie Terrace
Atlanta, GA 30354
(800) 889-7916
FAX (678) 365-2699
Copyright 1998 by FlightSafety International, Inc.

All rights reserved.
Printed in the United States of America.
F O R T R A I N I N G P U R P O S E S O N LY
NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturers pilot manuals and maintenance manuals. It is to be used for
familiarization and training purposes only.
At the time of printing it contained then-current information. In the event of conflict

between data provided herein and that in publications issued by the manufacturer or the
FAA, that of the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any
suggestions you might have for improving this manual or any other aspect of our training
program.
F O R T R A I N I N G P U R P O S E S O N LY
iii
CONTENTS
SYLLABUS
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 SYSTEMS
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 MISCELLANEOUS SYSTEMS
WALKAROUND
APPENDIX
ANNUNCIATOR PANEL
INSTRUMENT PANEL POSTER
v
LEARJET 60 PILOT TRAINING MANUAL
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION ................................................................................................................... 1-1
GENERAL............................................................................................................................... 1-2
STRUCTURES ........................................................................................................................ 1-2
General ............................................................................................................................. 1-2
Fuselage ........................................................................................................................... 1-2
Wing............................................................................................................................... 1-13
Empennage..................................................................................................................... 1-14
Static Discharge Wicks .................................................................................................. 1-14
FOR TRAINING PURPOSES ONLY 1-i

ILLUSTRATIONS
Figure Title Page
1-1 Learjet 60.................................................................................................................. 1-2
1-2 General Dimensions ................................................................................................. 1-3
1-3 Turning Radius ......................................................................................................... 1-4
1-4 Danger Areas............................................................................................................ 1-5
1-5 Fuselage Sections ..................................................................................................... 1-6
1-6 Nose SectionAvionics Access Panels (Left Side) ................................................ 1-6
1-7 Nose SectionAvionics Access Panels (Right Side) .............................................. 1-6
1-8 Cockpit Layout ......................................................................................................... 1-7
1-9 Instrument Panel (Typical) ....................................................................................... 1-8
1-10 Cabin Entry Door (Open) ......................................................................................... 1-9
1-11 Cabin Entry Door (Closed)....................................................................................... 1-9
1-12 Door Warning Lights.............................................................................................. 1-10
1-13 Door Latch Inspection Ports and Inside Locking Handle ...................................... 1-10
1-14 Emergency Exit/Baggage Door .............................................................................. 1-11
1-15 Emergency Exit/Baggage Door (Interior) .............................................................. 1-11
1-16 Windshield and Window Locations ....................................................................... 1-12
1-17 Pilots Side Window............................................................................................... 1-12
1-18 Tailcone Baggage and Equipment Access Doors................................................... 1-12
1-19 Learjet 60 Wing...................................................................................................... 1-13
1-20 Wing Configuration................................................................................................ 1-13
1-21 Empennage............................................................................................................. 1-14
Revision 1 FOR TRAINING PURPOSES ONLY 1-iii

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CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems
installed in the Learjet.
The material in this manual applies to the Learjet 60 model.
This chapter covers the structural makeup of the airplane and gives a general descrip-
tion of the systems. No material is meant to supersede or supplement any of the manu-
facturers system or operating manuals.
The material presented has been prepared from the basic design data, and all subsequent
changes in airplane appearance or system operation will be covered during academic train-
ing and in subsequent revisions to this manual.
Revision 1 FOR TRAINING PURPOSES ONLY 1-1

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GENERAL FUSELAGE
The Learjet 60 (Figure 1-1) is certificated General
under 14 CFR Part 25 as a transport category The fuselage is constructed of all-metal-clad
airplane, designed for all-weather operation, stressed skin with stringers which provide
at all altitudes up to 51,000 feet. higher structural integrity at a lighter weight.
It employs the area rule design to reduce
STRUCTURES aerodynamic drag, and has four basic sections
(Figure 1-5). They are:
GENERAL 1. The nose section, which extends from the
radome aft to the forward pressure bulkhead.
The Learjet 60 airframe was designed with
great consideration for safety. All load-bear- 2. The pressurized section, which includes
ing components can withstand 90% of design the cockpit and passenger areas, extends
G-loading with the failure of the adjacent aft to the rear pressure bulkhead.
structural component. The structure consists 3. The fuselage fuel section starts just aft
of the fuselage, the wing, the empennage, and of the rear pressure bulkhead and ex-
flight controls. The discussion on the fuselage tends to the tailcone.
includes all doors and windows. Figure 1-2
shows the general dimensions of the airplane. 4. The tailcone section contains the portion
of the airplane aft of the fuel section.
Figure 1-3 displays the Lear 60 turning radius, The fuselage also incorporates attachments
based upon a nosewheel orientation of 60 degrees for the wings, tail group, engine support py-
from center at slow speed (2 knots or less). lons, and the nose landing gear.
Figure 1-4 is the manufacturers display of In addition to the cockpit and passenger com-
danger areas around the Learjet 60. Areas por- partments, the fuselage includes a nose wheel
trayed represent the weather radar transmis- well, unpressurized aft baggage compartment,
sion cone as well as sections in front of the and an unpressurized tailcone equipment bay.
engine and aft of the engine exhaust cone.
Figure 1-1. Learjet 60
1-2 FOR TRAINING PURPOSES ONLY Revision 1

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NOTE: ALL DIMENSIONS

SHOWN FOR AIRCRAFT
IN STATIC POSITION.
14 FT 7 IN
(4.44 M)
56 FT 2 IN
(17.12 M)
58 FT 8 IN
(17.89 M)
14 FT 8 IN
(4.48 M)
8 FT 3 IN
(2.51 M)
43 FT 10 IN
(13.35 M)
Figure 1-2. General Dimensions
FOR TRAINING PURPOSES ONLY 1-3

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36.5 FEET
(11.1 METERS)
ET S)
FE ER
.3 T
28 ME
.9
(8
NOSEW HEEL
WING TIP
NOTE:
TURNING RADIUS EXPRESSED ABOVE IS BASED UPON 60 NOSEWHEEL TRAVEL
(FULL-AUTHORITY/LOW-SPEED STEERING). LIMITED AUTHORITY STEERING PROVIDES
24 OF NOSEWHEEL TRAVEL. TURNING RADIUS WILL INCREASE ACCORDINGLY.
Figure 1-3. Turning Radius

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2 FEET
(0.6M)
WEATHER RADAR
;;;;;; ;;;;;;;
35 FEET 35 FEET
(10.7 M) (10.7 M)
;;;;;; ;;;;;;;
ENGINE INTAKE
;;;;;; ;;;;;;;
;;;;;; ;;;;;;;
;;;;;; ;;;;;;;
;;;;;; ;;;;;;;
;;;;;; ;;;;;;;
EXHAUST DANGER AREA SHOWN

FOR TAKEOFF RPM.
;;;;;;;; ;;;;;;;;
;;;;;;;; ;;;;;;;;
ENGINE EXHAUST
;;;;;;;; ;;;;;;;;
;;;;;;;; ;;;;;;;;
1000 F
(538 C)
;;;;;;;; ;;;;;;;;
;;;;;;;; ;;;;;;;;
;;;;;;;; ;;;;;;;;
;;;;;;;; ;;;;;;;;
;;;;;;;; ;;;;;;;;
;;;;;;;; ;;;;;;;;
;;;;;;;; ;;;;;;;;
;;;;;;;; ;;;;;;;;
;;;;;;;; ;;;;;;;;
;;;;;;;; ;;;;;;;;
75 F
;;;;;;;; ;;;;;;;; 240 FEET
;;;;;;;; ;;;;;;;;
(24 C) (73.2 M)
Figure 1-4. Danger Areas

FORWARD
FORWARD AFT PRESSURE
EDGE OF DOOR REAR OF FUEL
PRESSURE BULKHEAD
AFT EDGE COMPARTMENT
BULKHEAD OF DOOR
FLOORBOARDS
NOSE PRESSURIZED SECTION FUEL TAILCONE SECTION

SECTION SECTION
Figure 1-5. Fuselage Sections

Nose Section
The nose of the fuselage (Figure 1-6 and Fig-
ure 1-7) is the radome. Aft of the radome there
are two access doors on each side of the nose.
The doors provide access to the avionics equip-
ment bay.
The access doors are fastened closed with

CAMLOCS.
Pressurized Section
The pressurized area is between the forward
pressure bulkhead and the aft pressure bulk- Figure 1-6. Nose SectionAvionics
head. This section includes the cockpit and the Access Panels (Left Side)
passenger area and includes a lavatory. A bag-
gage area is at the aft end of the cabin. The
cockpit (typical) is indicated on Figure 1-8.
The instrument panel (typical) is as indicated

on Figure 1-9.
The passenger/crew door is located on the left

side of the fuselage, just aft of the cockpit. An
emergency exit/baggage door is located on
the right side, over the wing leading edge.
There are eleven cabin windows: five on the
left side, and six on the right. The aft right win-
dow is in the emergency exit/baggage door.
Figure 1-7. Nose SectionAvionics
The cockpit (Figure 1-8) seats two pilots, side Access Panels (Right Side)
by side. There is a large, curved windshield in
front of each pilot position, and a side window
just aft. The pilots side window may be opened
on the ground.

Revision 1
7 6 8 10 11 9
12
LEARJET 60
FOR TRAINING PURPOSES ONLY

3 2 1 2 4
1. CENTER PEDESTAL AND THROTTLE QUADRANT 8. PILOT'S CONTROL COLUMN
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2. AIR OUTLET (ANKLE) 9. COPILOT'S CONTROL COLUMN
3. PILOT'S CIRCUIT BREAKER PANEL 10. INSTRUMENT PANEL
4. COPILOT'S CIRCUIT BREAKER PANEL 11. ANNUNCIATOR PANEL
5. OXYGEN CONTROLS AND MIC/PHONE JACK PANEL 12. COPILOT'S MIC/PHONE JACK PANEL
6. FOLDOUT WORK TABLE
7. MAP LIGHT
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1-7
Figure 1-8. Cockpit Layout

1-8
12
ANNUNCIATOR
FCP A/P FCP
3 SELCAL 3
LEARJET 60
2 4 4 2
IAS ATT ALT
6
1
PILOT'S MULTI-
CLOCK ENGINE SENSOR MULTI- COPILOT'S CLOCK
PRIMARY FUNCTION INDICATORS RADIO DISPLAY RADIO FUNCTION PRIMARY
FLIGHT OR NAV TUNING TUNING
EFIS DISPLAY UNIT UNIT UNIT DISPLAY FLIGHT EFIS
DISPLAY DISPLAY
CONTROL CONTROL
SYSTEM LANDING

AUDIO GEAR 7 8 AUDIO
PANEL TEST PANEL
5 11 10
9 9 9
SWITCH
SWITCH PANEL ENVIRONMENTAL CONTROLS PANEL
1 ANTI-SKID AND PARKING BRAKE ANNUNCIATOR LIGHT 7 SPOILER POSITION INDICATOR

2 ALTITUDE AWARENESS PANEL 8 FLAPS POSITION INDICATOR
3 ANGLE OF ATTACK INDICATOR 9 TRIM INDICATORS
4 AIR DATA REFERENCE PANEL 10 CABIN/COCKPIT TEMPERATURE INDICATORS
5 ELECTRICAL POWER MONITOR 11 CABIN PRESSURIZATION INDICATORS
6 FUEL QUANTITY INDICATOR 12 AUTOPILOT AND FLIGHT CONTROL PANELS
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Revision 1
Figure 1-9. Instrument Panel (Typical)

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DOOR
LOCK
LATCH PINS
OVERCENTER
LATCH UPPER
HANDLE
INSIDE
SUPPORT
HANDLE
CABLES
OVERCENTER
LATCH
RELEASE
SECONDARY
LATCH
LOWER
HANDLE
Figure 1-10. Cabin Entry Door (Open)
Doors
Cabin Entry Door
The cabin entry door is the primary means of
access and egress for the passengers and the
crew (Figure 1-10). The 25-inch-wide door
has a clamshell design, each half hinged to the
fuselage. The upper half serves also as an
emergency exit. The lower half has integral en-
trance steps.
The upper portion of the door has both outside

and inside locking handles which are fastened
to a common shaft through the door.
Rotating either of these handles to closed

drives six locking pins into the fuselage frame
(three pins forward and three aft) and two pins
through interlocking arms that secure the door
halves together (Figure 1-11).
The lower door has a single locking handle on

the inside of the door.
Figure 1-11. Cabin Entry Door (Closed)

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Rotating the lower door handle to the closed The upper door has a torsion bar to provide
(forward) position drives four pins into the opening assistance. On aircraft SN 60-067 and
fuselage frame (two forward and two aft). subsequent, two gas struts replace the torsion
There are a total of 12 locking pins on the 2 bar. A latch, when overcentered, retains the
door sections. When the door handles are in door in the open position. The overcenter latch
the closed position, the pins make contact can be released for door closing with a door
with microswitches. If any of the switches are latch release handle located just inside the door
not tripped when the door handles are closed, on the aft side of the door frame (Figure 1-10).
a red ENTRY DOOR light on the main an-
nunciator panel will flash. If the lower handle A keylock provides positive outside security
and the upper handle are both in the open po- for the upper door locking mechanism, but
sition, the ENTRY DOOR light will be on must not be employed when the airplane is
steady (Figure 1-12). occupied since the upper door is an emergency
exit. To alert the crew to this situation, the red
ENTRY EXT ENTRY DOOR light will flash when the key-
DOOR DOORS lock is engaged.
The lower door is equipped with two cables,

AFT CAB connected to take-up reels in the door, which
SPARE assist in pulling the door closed and also pre-
DOOR
vent damage if the door has a sudden-opening
drop. The latter is also assisted by a self-con-
Figure 1-12. Door Warning Lights
tained hydraulic damper in the lower door.
If the ENTRY DOOR light is flashing while A secondary safety latch is installed on the
the door is closed, the pilot can visually check lower door and is separate from the door lock-
through inspection ports (Figure 1-13) for ing system. It consists of a notched pawl at-
proper alignment between the white lines on tached to the door, and it engages a notched
the latch pins and on the door structure. Four striker plate attached to the airplane frame
pins in the lower door may be viewed by lift- when the door is closed. This engagement
ing carpet tabs to reveal the inspection ports. holds the lower door closed while the locking
handle is being positioned to the locked po-
The two latch pins which connect the upper and sition; it also keeps the door from falling open
lower doors are visible through the upholstery as soon as the door handle is positioned to
gap at the interface and do not have white lines. open. The latch is released from the inside by
lifting the pawl or from the outside by de-
pressing a release button flush-mounted in
the lower door skin.
A rubber seal fastened around the doorframe has

holes which allow the entry of pressurized cabin
air, forming a positive seal around the door.
Emergency Exit/Baggage Door

The emergency exit/baggage door serves a
dual function. Located on the right side of the
fuselage, over the leading edge of the wing
(Figure 1-14), it can be used as an emergency
exit and as an access to the aft cabin baggage
area. There are latching handles inside and
Figure 1-13. Door Latch Inspection Ports outside. The latching handle, when closed,
and Inside Locking Handle drives six pins (three forward and three aft) into

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Figure 1-14. Emergency Exit/Baggage Figure 1-15. Emergency Exit/Baggage

Door DoorInterior
the sides of the doorframe and two pins into The door contains a window similar to the other
flanges on the lower doorframe. This door can cabin windows, which will be discussed later.
be pinned from the inside for security pur-
poses, but to facilitate emergency exit and Care should be taken that baggage is not
ground emergency entrance, the pin must not dragged across the seal at the bottom of the
be installed during flight. frame. A protective fiberglass cap is provided
with aircraft equipment. It should be set in
The door can be opened from the inside or place on the lower door frame to protect the
outside. The door is hinged at the top and has door seal during baggage loading/unloading.
a torsion bar that assists opening and closing
and holds the door in the open position. A Windows
damper is installed in the door to soften open-
ing and closing door movements. When closed Windshield
and the latching pins make contact, the AFT
The windshield consists of the pilots and
CAB DOOR light on the glareshield (Figure
copilots windshield halves (Figure 1-16). It is
1-12) goes out.
made of multiple layers of impact-resistant
acrylic plastic and is approximately one inch
In an arrangement similar to the passenger
thick. The windshield has an integral heating
door warning light arrangement, this is a steady
element for internal defogging.
light when the door handle is open or un-
latched; it will flash if the handle is latched
and the latching pins are not all properly en-
gaged, or if the security pin is not removed.

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dead air space in between. The aftmost win-

dow on the right-hand side is located in the
emergency exit/baggage door. Each window
has an accordion type shade installed.
Fuel Section
The fuel section is located aft of the rear pres-
sure bulkhead. This section contains the fuse-
lage fuel tank.
Tailcone Section
Figure 1-16. Windshield and Window The tailcone section extends aft from the fuse-
Locations lage tank to the empennage. Two access doors
(Figure 1-18) are located on the left side of the
tailcone. The forward door provides access
Cockpit Side Windows to the tailcone baggage compartment, which
Each side of the cockpit has a side window just can hold up to 300 pounds of baggage. The aft
aft of the windshield. The pilots side window door provides access to the tailcone equip-
can be opened for direct communication with ment area. Both doors are hinged at the bot-
ground personnel or for ventilation (Figure tom. The tailcone baggage door has a latching
1-17). It hinges at the aft side and swings in. handle. The handle, when rotated closed, ex-
It is unlatched by two thumb latches at the tends two latching pins into the door frame
forward side of the window. There is a sight (one on each side). Each pin contacts a mi-
port in the window frame panel, adjacent to the croswitch that is connected to the EXT DOORS
upper thumb latch, to allow a visual check of warning light. The tailcone access door han-
the locking operation. The crew side windows dle extends two latching pins into the door-
are laminated Plexiglas. frame when in the closed position. These pins
also contact microswitches. If any of the mi-
Cabin Windows croswitches for the tailcone access door, or the
There are eleven cabin windows, five on the tailcone baggage door, is not properly con-
left side and six on the right. They are made tacted, the red EXT DOORS light, on the main
of two separate panes of acrylic plastic with annunciator panel, will be illuminated.
Figure 1-17. Pilots Side Window Figure 1-18. Tailcone Baggage and
Equipment Access Doors

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There is a light switch for the tailcone equip-

ment compartment. This switch receives elec-
trical power from the left battery bus. If
inadvertently left on, it will be turned off by
the door-closing action.
WING
The Learjet 60 has a sweptback, cantilevered,
all-metal wing (Figures 1-19 and 1-20) which
is mounted to the lower fuselage and joined to-
gether at the centerline of the fuselage.
Most of the wing is sealed to form an integral

fuel tank. Figure 1-19. Learjet 60 Wing
Some of the significant items associated with
the wing are: Stall fences channel airflow across the portion
of the wing forward of the ailerons. They delay
Winglets at the outboard end of each wing disruption of the airflow at high angles of attack.
Two full-chord stall fences are installed There are two rows of ten boundary layer en-
on each wing, one on either side of the ergizers (BLEs) which are small, delta-
aileron. Between the fences there are two
rows of boundary layer energizers (BLEs). shaped bars. They delay airflow separation
at higher Mach numbers, preventing un-
A triangle strip is installed on the in- wanted aileron activity within the operating
board section of each wing leading edge. limits of the airplane.
The winglets convert drag, induced by
wingtip vortices, into a net forward A triangle strip is affixed to the inboard sec-
thrust vector. tion of each wing leading edge.
SEVEN INDIVIDUAL TRIANGLES ROUND-HEAD SCREWS SPACED

ALONG AFT EDGE OF LEADING EDGE
TRIANGLE
FULL-CHORD STRIPS
WING FENCE
LEADING-EDGE
TRIANGLE STRIP FENCE
Figure 1-20. Wing Configuration

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It generates a buffet at high angles of attack

which warns of an impending stall indepen-
dent of the stall warning system. Its posi-
tioning is critical to the design flight
characteristics and should be factory repaired
if it becomes dislodged.
Seven triangles are applied to the leading edge

of the wing between the fences (Figure 1-20).
This modification improves the airplanes stall
characteristics.
Round-head screws are inserted at intervals

along the aft side of the leading edge. These
screws serve a dual purpose of attaching the
leading-edge section to the wing and acting as
BLEs at high angles of attack. Figure 1-21. Empennage
A leading-edge fence is located at the wingtip The Learjet 60 model incorporates a pair of
(Figure 1-20) just inboard of the navigation outward-canted ventral fins referred to as
light. Two triangle strips are attached to the out- delta fins. The delta fins are made of alu-
board section of the leading edge. The purpose minum with honeycomb construction. The
of these triangle strips is to closely control stall primary purpose of the delta fins is to prevent
onset on the various sections of the wing. the deep stall typical of T-tail airplanes. An-
other benefit of the delta fins is that Dutch roll
The wing contains conventional ailerons, sin- is damped out very quickly, improving direc-
gle-slotted flaps, and spoilers, immediately tional stability. The aerodynamic effect of the
forward of the flap, on the wing top surface. delta fins has eliminated the need for a pusher
The main landing gear is attached to, and system and allows the airplane to be dispatched
housed within, the wings. without an operating yaw damper.
EMPENNAGE STATIC DISCHARGE WICKS
The T-tail empennage (Figure 1-21) includes a There are four static discharge wicks on each
vertical stabilizer with an attached rudder and winglet, two on each delta fin, three on each
a horizontal stabilizer with connected elevators. elevator and one on the tail navigation light
housing, for a total of nineteen. See Appendix
There is a dorsal fin which contains a ram air 1, Configuration Deviation List for Learjet
scoop at the front of the fin and an air scoop Model 60 in the LR60 Airplane Flight Man-
on each side of the fin. The side air scoops ven- ual for limitations on which discharge wicks
tilate the tailcone. The vertical stabilizer has may be missing for flight.
a 35.6 sweepback and is the mounting point
for the rudder, and horizontal stabilizer, and
the recognition light.
The horizontal stabilizer has a 25 sweep back

and is attached to the vertical stabilizer at two
points. The aft attached point serves as a pivot
for pitch trim adjustments. Elevators are
mounted at the rear of the horizontal stabilizer.
1-14 FOR TRAINING PURPOSES ONLY

CHAPTER 2
ELECTRICAL SYSTEMS
CONTENTS
Page
INTRODUCTION .................................................................................................................. 2-1
GENERAL.............................................................................................................................. 2-2
DC POWER ............................................................................................................................ 2-2
Batteries .......................................................................................................................... 2-2
Controls and Indicators ................................................................................................... 2-2
Generators ....................................................................................................................... 2-4
Distribution System Components ................................................................................... 2-5
Distribution ................................................................................................................... 2-12
AC POWER.......................................................................................................................... 2-15
Controls and Indicators................................................................................................. 2-15
Single-Inverter Operation ............................................................................................. 2-17
Dual-Inverter Operation................................................................................................ 2-17
EMERGENCY BUS SYSTEM............................................................................................ 2-17
EMERGENCY BATTERIES ............................................................................................... 2-19
QUESTIONS ......................................................................................................................... 2-23
Revision 1 FOR TRAINING PURPOSES ONLY 2-i

ILLUSTRATIONS
Figure Title Page
2-1 Component Locations.............................................................................................. 2-2
2-2 Battery Location ...................................................................................................... 2-3
2-3 Battery Controls ...................................................................................................... 2-3
2-4 Electrical Power Monitor ........................................................................................ 2-4
2-5 Generator Location.................................................................................................. 2-4
2-6 275-Amp Current Limiters...................................................................................... 2-5
2-7 Current Limiter Panel .............................................................................................. 2-6
2-8 Pilot and Copilots Circuit-Breaker Panels.............................................................. 2-7
2-9 Pilots Circuit-Breaker Panel (Typical) ................................................................... 2-8
2-10 Copilots Circuit-Breaker Panel (Typical)............................................................... 2-9
2-11 Basic DC Power Distribution ................................................................................ 2-10
2-12 Battery Charging Bus Distribution........................................................................ 2-11
2-13 Ground Power Connector...................................................................................... 2-12
2-14 Normal DC Power Distribution............................................................................. 2-14
2-15 Inverter Controls.................................................................................................... 2-15
2-16 AC Distribution ..................................................................................................... 2-16
2-17 Emergency Bus Power Distribution ...................................................................... 2-18
2-18 Emergency Battery Location................................................................................. 2-19
2-19 Emergency Power DistributionNormal Aircraft Electrical Power On ............... 2-20
2-20 Emergency Power DistributionAircraft Electrical Power Failed ....................... 2-21
2-21 Electrical System.................................................................................................... 2-22

CHAPTER 2
ELECTRICAL SYSTEMS
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INTRODUCTION
Primary DC electrical power is provided by two engine-driven starter/generators rated
at 30 volts, 400 amperes each. A single starter/generator is capable of sustaining a nor-
mal DC load. Secondary DC electrical power is supplied by two main airplane batter-
ies. The batteries are capable of powering the entire electrical system and may be used
to power emergency bus equipment, for a limited amount of time, if both generators be-
come inoperative. A ground power unit can also provide electrical power for system op-
eration or engine starting. Additionally, an optional APU may be installed to provide
for systems operation on the ground and for engine start (see Chapter 6).
AC electrical power is provided by two solid-state inverters located in the tailcone. The
inverters require DC power for operation.
Two emergency batteries are provided in case of airplane electrical system failure.

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GENERAL volt, 43 ampere-hour, lead-acid. Optional

nickel-cadmium batteries may be installed.
The electrical system incorporates a multiple The batteries are vented overboard through a
bus system for power distribution intercon- sump jar (lead-acid only) and tubes.
nected by relays, current limiters, overload
sensors, and circuit breakers which react au- Each battery is connected to its battery bus,
tomatically to isolate a malfunctioning bus. (hot-wired) through a current limiter for hot-
Manual isolation is also possible by opening wired circuits.
the appropriate circuit breakers.
CONTROLS AND INDICATORS
In the event of a dual generator failure, the The electrical switches and indicators on the
main airplane batteries may be used to power Learjet 60 include an electrical switch panel
the emergency bus system for approximately containing the main battery switches. These
one hour if the Emergency Bus is selected. are two-position switches labeled OFF and
An emergency battery system is provided to BATTERY 1 and OFF and BATTERY
operate selected equipment in the event of air- 2 (Figure 2-3). Generator reset buttons are lo-
plane electrical system failure. cated just outboard of the battery switches.
These buttons may be used to reset an engine-
It is possible to power the DC and AC electrical driven generator in the event of a malfunction.
systems from the airplane batteries, an en- Three-position starter/generator switches are
gine-driven generator, ground power unit located outboard of the generator reset buttons.
(GPU), or APU (if installed). These switches are labeled START-OFF-L and
R GEN. They are used to control the starter and
Figure 2-1 shows the major electrical power generator functions of the engine-driven
system component locations. starter/generators. Amber lights, which indi-
cate the starter is engaged, are located just
DC POWER below the starter/generator switches.
Two EMER BAT switches, located on the

BATTERIES upper portion of the electrical switch panel,
are used to turn the emergency batteries ON
Two batteries are located, one above the other, and OFF. L and R INVERTER switches are lo-
in the tailcone (Figure 2-2). BAT 2 is located cated to the right of the EMER BAT switches
above BAT 1. The standard batteries are 24
EMERGENCY BATTERIES GENERATOR
BATTERIES
CURRENT-LIMITER PANEL
CIRCUIT BREAKER PRIMARY AND SECONDARY
PANELS INVERTERS
Figure 2-1. Component Locations

FlightSafety
international
Figure 2-3. Battery Controls
right generators. With both generators on, the

meters should normally read within 40 amps
of each other.
The electrical power monitor also has two an-

nunciator lights, one amber and one red, which
are used to alert the crew if any of the displays
deviate from a pre-established range. If any
display moves from the normal to a caution-
ary range (high or low), the affected display
and the amber light on the electrical power
Figure 2-2. Battery Location monitor and the amber ELEC PWR glareshield
annunciator light will all flash to attract the
and are used to turn the inverters ON and OFF. crews attention. Both master caution lights
A large, red, two-position switch, located in will also flash. Depressing the amber light on
the upper left corner of the electrical switch the electrical power monitor or either master
panel, is labeled NORMAL-EMER BUS. This caution light will cancel the master caution and
switch is used to connect emergency bus equip- cause the display and other lights to stop flash-
ment directly to the main airplane batteries and ing. The amber light on the electrical power
shed nonessential loads in the event of dual monitor and the ELEC PWR annunciator light
generator failure. will remain illuminated steady as long as the
malfunction remains.
An electrical power monitor (Figure 2-4), just
above the electrical switch panel, provides If any display moves from the normal to an
five digital displays. The upper two, labeled emergency range, the affected display, the
VAC, indicate the voltage on the left and right amber and red lights on the electrical power
AC buses respectively. The display below monitor, and the amber ELEC PWR glareshield
them, labeled VDC, normally indicates the annunciator will all flash. Both master warn-
voltage on the battery charging bus. The VDC ing lights will also flash in this case. De-
display indicates the highest voltage being pressing either master warning light will cancel
applied to the bus from aircraft batteries, air- the master warning lights and cause the dis-
craft generators, a GPU, or APU (if installed). play and other lights to stop flashing. The
If, however, the EMER BUS-NORMAL switch amber and red lights on the electrical power
is in the EMER BUS position, the VDC dis- monitor and the ELEC PWR annunciator light
play indicates battery voltage. The two bottom will remain illuminated steady as long as the
displays, labeled AMP, indicate the load in malfunction remains.
amperes being carried by the respective left and

FlightSafety
international
See Electrical Power Monitor in the Limita-

tions section of the Airplane Flight Manual
for the specific range for normal, cautionary,
and emergency annunciation.
L R BAT
Amber glareshield annunciator lights are pro- GEN GEN 160
vided to monitor the generators. The lights, la- CUR ELEC BAT
beled L and R GEN, will be illuminated when LIM PWR 140
the starter/generator switch is in START or
OFF. The GEN lights will also be illuminated
if a GPU is connected to the aircraft electri-
cal system.
If, after engine start and GPU disconnect, a

GEN light illuminates with the corresponding VAC
starter/generator switch in the GEN position,
a malfunction is indicated. VDC
An amber glareshield annunciator light, la-
beled CUR LIM, monitors the continuity of AMP
two 275-amp current limiters which conduct
current between the generator buses and the
battery charging bus (Figure 2-6).
Figure 2-4. Electrical Power Monitor
The light will illuminate if either, or both,
275-amp current limiters have failed.
Additionally, on airplanes with nickel-cad-

mium (nicad) batteries, two red annunciator
lights (Figure 2-4), labeled BAT 140 and BAT
160, are provided to monitor the temperature
of the main airplane batteries. The lights will
illuminate if either, or both, batteries overheat.
To identify which battery has overheated, a
dual-scale battery temperature indicator (Fig-
ure 2-4), above the electrical switch panel,
indicates the temperature of the left and right
main airplane batteries individually.
GENERATORS
Figure 2-5. Generator Location
Two engine-driven starter/generators, one on
each engine accessory section, provide the erate in parallel through the generator control
normal source of airplane 28 volt DC power units. As long as the battery switches are on,
(Figure 2-5). Each generator is rated at 30 either generator charges the batteries through
VDC, 400 amperes. After engine start, inter- the 275-amp current limiters. The generators
nal circuitry switches the starter to a genera- supply DC power to all DC powered equipment
tor at approximately 45% N 2 . Cooling air is on the airplane.
routed from a scoop on the associated engine
nacelle to the associated starter/generator.
During normal operation both generators op-

Automatic Load-Shedding engine-driven starter/generators. They reg-

ulate the voltage of the starter/generators to
System approximately 28 volts and limit the output
An automatic electrical load-shedding sys- of the generators to approximately 325 amps
tem is installed to automatically reduce gen- on the ground. Additionally, the GCUs will
erator loading in the event of a single generator disconnect the generators if a malfunction oc-
failure. The system is only active during flight curs. The GCUs also provide several engine
(weight not on wheels). Should either the L or starting functions. See Chapter 7, Power-
R GEN light illuminate in flight, the follow- plant, for additional information.
ing loads will automatically shut down to re-
duce the load on the operating generator: DISTRIBUTION SYSTEM
CABIN PWR BUS loads COMPONENTS
Freon cooling system Current Limiters
Cockpit floorboard heater system (if Various-sized current limiters are installed
installed) throughout the electrical system to provide
circuit protection. A current limiter is similar
Baggage compartment heater system
(if installed) to a slow-blow fuse in that it will carry more
than its rated capacity for short periods of
If the generator is brought back on-line, these time. Extreme or prolonged overloading will
loads will be regained. cause a current limiter to fail, isolating a par-
ticular circuit, and precluding progressive
Generator Control Units failure of other electrical components. Current
limiters cannot be reset. When a current lim-
Left and right generator control units (GCUs) iter has failed, it must be replaced. It should
are provided to monitor and control the
LEGEND
CUR BATTERY POWER
LIM
GENERATOR POWER
115 VAC GROUND POWER

28.0 VDC
100 AMP
1 AMP 1 AMP
L L BAT CHG BUS R R

GEN GEN BUS GEN BUS GEN
275 A 275 A
CL CL
L L R R
BAT BAT BAT BAT
BUS 20 A 10 A BUS
GPU
Figure 2-6. 275-Amp Current Limiters

FlightSafety
international
mechanism which heats up and trips when a

load in excess of its rated value passes through
it. When the overload sensor trips, it provides
a ground to trip the associated control circuit
breaker. This causes the relay to open and
break the power circuit. Once the overload
condition has been removed, the overload sen-
sor cools and resets automatically. However,
the extended control circuit breaker in the
cockpit must be manually reset to restore
power to the system.
Circuit Breakers
Figure 2-7. Current Limiter Panel A circuit breaker is designed to open and in-
terrupt current flow in the event of a malfunc-
also be replaced if it shows discoloration or tion. Once opened, it may be reset by pushing
other signs of heating or overloading. Most it back in, but if it opens again, do not reset. An
of the current limiters are located in a current- open circuit breaker may be identified by the
limiter panel above the tailcone baggage com- white base of the circuit breaker that can be seen
partment (Figure 2-7). only when the circuit breaker is open.
Two types of current limiters are used. The Most of the airplanes circuit breakers are
lower amperage current limiters (50 amps or located on two circuit-breaker panels in the
less) are red and have a pin that protrudes if cockpit, one left of the pilots seat and one
the current limiter fails. right of the copilots seat (Figure 2-8). The
copilots circuit-breaker panel also contains
The higher amperage current limiters are made bus tie circuit breaker switches, explained
of a gray ceramic material with a small win- later in this chapter.
dow that allows visual inspection of cur-
rent-limiter integrity. The DC circuit breakers are thermal and the AC
circuit breakers are magnetic. Amperage ratings
Relays are stamped on the top of each circuit breaker.
Relays are used throughout the electrical sys- See Figures 2-9 and 2-10 for typical circuit-
tem, particularly in circuits with heavy electrical breaker panels.
loads. Relays function as remote switches to
make or break power circuits. Relays control
the power circuits for the batteries, GPU, Circuit-Breaker Panels
starter/generators, inverters, left and right DC On Learjet 60 airplanes, the circuit breakers
1 buses, and the cabin power bus. are grouped by systems rather than buses (See
Figures 2-9 and 2-10).
Overload Sensors
Emergency bus circuit breakers have red rings
Overload sensors and relays are used in the around them and AC circuit breakers have
power circuits to the left and right DC 1 buses white rings around them, painted on the cir-
and in the power circuit to the cabin power bus. cuit-breaker panel.
These sensors react thermally to electrical
overloads An overload sensor is a thermal-type

FlightSafety
international
All the bus tie circuit breaker switches are lo- The right bus circuit breakers, which con-
cated in the ELECTRICAL group on the copi- nect the right buses to their power sources,
lots circuit-breaker panel. These switches are are also located in the ELECTRICAL group
also circuit breakers and will physically move on the copilots circuit-breaker panel. The
to the down (open) position if they have been left bus circuit breakers, which connect the
raised (closed) and an overload occurs. These left buses to their power sources, are located
switches are normally left down in the open in the ELECTRICAL group on the pilots
position. The bus tie circuit breaker between circuit-breaker panel.
the L and R emergency buses in not a circuit-
breaker switch. See Figure 2-21 for Learjet 60 Total Electri-
cal System Schematic.
Figure 2-8. Pilots and Copilots Circuit-Breaker Panels

DENOTES DC CIRCUIT ELECTRICAL LIGHTS
BREAKERS
71/2
ELEC L EMER NAV
71/2
71/2
FLOOD WARN
71/2
DENOTES AC CIRCUIT
2
PWR BUS LTS LTS LTS
MON CONT
BREAKERS
L INSTR L EL
5
EMER
15
2
L INV LTS LTS
BAT 1
DENOTES CIRCUIT BREAKERS
CENTER
ON THE EMERGENCY BUS CHART
71/2
L AC
10
L DC PANEL-
2
BUS BUS 1 HOLDERS
PED LTS
TRIM-FLT CONT
DENOTES UNUSED CIRCUIT L DC
40
71/2
BAT PRI PITCH L STALL
5
BREAKER POSITIONS TEMP BUS 2 TRIM WARN
CABIN
71/2
L DC ROLL WHEEL
40
2
3
PWR TRIM
BUS BUS 3 MASTER
L DC
71/2
71/2
YAW SQUAT
5
L GEN BUS 4 TRIM SW
AFCS ENGINE INSTR
AP 1 L N2
2
2
L N1 L ITT
3
2
FD 1
PITCH ROLL-YAW L FUEL L OIL TEMP
2
3
SERVO SERVO FLOW -PRESS

ANTI-ICE
MACH
71/2
L PITOT L WSHLD L NAC
15
1
10
TRIM HEAT HEAT
DEFOG
L STALL L ICE
L WSHLD
15
2
5
VANE DETECT
DEFOG
HEAT LIGHT
FUEL
FUEL FUS TANK ICE
10
2
QTY XFR PUMP DETECTOR

PWR 1
ENVIRONMENT
L STBY TEMP
71/2
L BLEED
15
L JET PUMP CABIN
1
-SCAV CONTROL
2
5
-XFR VALVE AIR PRESS IND

PUMP IND
OXYGEN
71/2 BLEED AIR MANUAL
XFLO
1
TEMP
5
VALVE VALVE OV HT
CONTROL
L ENGINE
L FIRE FREON
7 /2
71/2
L FW
1
DETECT CONTROL
50V
INSTRUMENTS
10
10
71/2
L FIRE PFD 1 MFD 1

71/2
L START AHS 1
EXT
L ENG ADC- LO SPD SDU

L ENG
3
1
5
5
CH B ARP 1 WARN 1 PWR 1

CH A
L IGN L IGN EFIS

1
L CLOCK
5
3
CH A CH B CTL 1
AVIONICS
ENGINE L AVIONICS
1
1
5
L OVSP AUDIO 1 RTU 1 MASTER

SYNC
71/2
L TR L TR COMM 1
5
3
NAV 1 ATC 1
5
CONT AUTO STOW
L ENGINE
3
DME 1 FMS 1
5
ADF 1
VIB MON
AVIONICS
IAPS RADIO CDU-
10
/2
HF 1
5
DAU 1
1
TEMP 1 ALT AAP 1
FLITE OSS-
2
SELCAL FMS DTU

1
3
5
FONE GPS 1
FDR GPWS MLS 1 LORAN
SAT GPWS AFIS

COM
CABIN CABIN
71/2
71/2
71/2
HOT WATER RH READ AISLE

10
10
LAV LTS
CUP HEATER LTS LTS
71/2
71/2
LH READ CABINET
5
OVEN TOILET VIDEO LTS LTS

71/2
CABIN TOILET
10
10
VIDEO STEREO
LTS SERVICE
Figure 2-9. Pilots Circuit-Breaker Panel (Typical)

LIGHTS ELECTRICAL
DENOTES DC CIRCUIT
BREAKERS EMER
71/2
EMER WARN WING
20
R EMER
5
BUS
2
LTS LTS INSP LT BUS CONT TIE
DENOTES AC CIRCUIT
AC
BREAKERS BEACON- R EL
71/2
R INSTR
15
EMER
5
STROBE LTS BUS
LTS BAT 2 TIE
LTS
DENOTES CIRCUIT BREAKERS PULSE DC
FLASH LOGO RECOG R DC BUS 1
2
LTS LT BUS 1
ON THE EMERGENCY BUS TRIM-FLT CONT
LT O
P
TIE
E
N DC
40
R STALL
10
NOSE SEC PITCH R DC BUS 2
10
5
DENOTES UNUSED CIRCUIT STEER WARN TRIM BUS 2 TIE
BREAKER POSITIONS DC
40
NOSE R DC
3
2
SPOILER FLAPS BUS 3
STEER BUS 3 TIE
RUDDER TRIM-FLAP
PEDAL -SPOILER R DC
1
5
2
SPOILERON BUS 4 R INV
ADJUST INDICATOR
HYDRAULICS
R AC
10
HYDRAULIC
5
1
2
GEAR R GEN
PRESS IND BUS
AFCS
7 /2
AIR ANTI
3
AP 2 FD 2
1
PRESS IND SKID
ENGINE-INSTR
SYSTEM
2
2
2
2
R N2 R ITT R N1 TEST
R OIL TEMP R FUEL
5
-PRESS FLOW
ANTI-ICE FUEL
R PITOT FUEL
15
FUEL TANK
7 /2
R NAC
10
10
R WSHLD
22
-STALL- QTY
1
HEAT DEFOG TAT HEAT AUX PUMP PWR 2
R ICE STANDBY R STBY

R WSHLD
15
15
R JET PUMP
2
DETECT PITOT -SCAV
52
DEFOG HEAT -XFR VALVE
LIGHT PUMP
R STALL
15
71/2
STAB WSHLD VANE

1
HEAT HEAT HEAT

R ENGINE
ALCOHOL TAT
WING
15
R FW R FIRE
7 /2
71/2
5
3
PROBE
1
HEAT SYSTEM SOV DETECT
HEAT
ENVIRONMENT
71/2
CABIN
7 /2
CABIN R BLEED R FIRE
71/2
1
R START
5
PRESS SYS TEMP IND AIR EXT
AUTO CREW CABIN R ENG R ENG

15
5
1
TEMP CONT FAN AIR CH B CH A
AUX CABIN R IGN

R IGN
7 /2
CABIN -CREW 3
5
3
1
FAN CH B CH A
HEAT
INSTRUMENTS
ENGINE
10
10
5
MFD 2 PFD 2 AHS 2 DIAGNOSTIC R OVSP
5
SYSTEM
SDU LO SPD ADC- R TR R TR

5
5
3
PWR 2 WARN 2 ARP 2 AUTO STOW CONT
EFIS R ENGINE
71/2
STATIC
5
1
5
CTL 2 R CLOCK VIB MON

SOURCE
AVIONICS AVIONICS
IAPS
10
R AVIONICS
1
2
1
RTU 2 AUDIO 2 DAU 2

5
MASTER TEMP 2
AVIONIC
71/2
NOSE
2
5
NAV 2 COMM 2
3
ATC 2 FANS
FAN
71/2
CVR
3
TCAS ADP 2 RADAR

3
DME 2
OSS- STORM
3
FMS 2 OPS 2 HF 2 SCOPE
CDU- HOUR
3
AAP 2 METER
CABIN CABIN
MICROWAVE PASS CABIN CABIN

2
RAZOR FIRE
5
OVEN SPKR DISPLAY

DETECT
AFT PASS
7 /2
7 /2
COFFEE CABIN ENTRY

2
5
1
MAKER BAG LT INFO AUDIO LTS
AC
OUTLET
Figure 2-10. Copilots Circuit-Breaker Panel (Typical)

TO TO
L EMER BUS R EMER BUS
115 VAC 115
PRI PITCH TRIM
28.0 VDC
109 AMP 109
1 AUX HYD PUMP

STBY PITOT HEAT
OR
2
L GEN BUS BAT CHARGING BUS R GEN BUS
START START
OVER-
GEN VOLT GEN
CUTOUT
GCU GCU
STARTER LIGHT STARTER LIGHT
SPPR
BAT 1 BUS L BAT R BAT BAT 2 BUS

GPU
BAT 1 BAT 2
SW SW
NORMAL EMER BUS

1 2
LEGEND
BATTERY POWER
GENERATOR POWER CONDITION

EMER BUS SWITCH IN
GROUND POWER NORMAL POSITION
OVERLOAD SENSOR 1 2 CONTROL CIRCUITS
SWITCH/RELAY TO EMER BUS RELAYS
RELAY
CURRENT LIMITER
CIRCUIT BREAKER
Figure 2-11. Basic DC Power Distribution

TAILCONE BAGGGAGE HEATER

AIR CONDITIONING
CABIN POWER BUS
AUX HEAT
COCKPIT HTR
STAB HT
BLOWER MOTOR
L DC 4
R DC 4
R PITOT HT AND TAT HT
HF
RECOG LIGHT
SEC PITCH TRIM
L PITOT HEAT
50A 175A 100A 50A 50A 50A 50A 40A 40A 30A 25A 20A 20A 15A
L GEN BUS BATTERY CHARGING BUS R GEN BUS
EMER BUS RELAYS
30A 20A 10A 5A
AUX HYD PUMP

PRI PITCH TRIM
STBY PITOT HEAT
VOLTMETER
LH GEN RH GEN
LH BATTERY RH BATTERY
Figure 2-12. Battery Charging Bus Distribution

FlightSafety
international
DISTRIBUTION power unit (if installed). The battery charging

bus acts as a DC distribution point for many
The airplane basic DC power sources and dis- items (Figure 2-12).
tribution are shown in Figure 2-11. With the
main airplane batteries installed, power from From the battery charging bus, through two,
the No. 1 battery, through a 20 amp current lim- 275-amp current limiters, battery power is
iter, is immediately available to the hot wired also applied to the left and right generator
items through the BAT 1 bus. These include buses. These two current limiters are moni-
the tailcone inspection light and toilet service tored by the amber CUR LIM annunciator
receptacle. From the No. 2 main battery, light mentioned previously.
through a 10 amp current limiter, power is im-
mediately available from the BAT 2 bus to the It takes approximately 16 volts to close the bat-
cabin entry lights, cockpit dome lights (if re- tery relay. If a battery is discharged to the
mote selected and entry lights ON), the sin- point where its voltage is too low to close the
gle point pressure refueling (SPPR) system, relay, the battery cannot be connected to the
and to the aft cabin and tailcone baggage com- battery charging bus.
partment lights.
Once either battery switch is on and the bat-
All these items will operate, as long as the battery relay is closed, power from either battery
teries are installed, even with the battery will close an external power control relay
switches turned OFF. which will allow a ground power unit to be con-
nected to the airplane.
Power from both batteries is also available
through current limiters to the emergency bus Ground power can be connected to the air-
system. However, as long as the red EMER plane through a receptacle located on the aft
BUS switch on the electrical switch panel is right side of the fuselage (Figure 2-13). With
in NORMAL, these circuits are not powered ground power connected, the output of the
directly from the batteries. GPU is applied to the battery charging bus
and through the two 275-amp current limiters
Each battery switch contains two contacts to the left and right generator buses. GPU
which close when the switch is turned on. voltage will be indicated on the DC voltmeter.
One contact provides battery power to emer-
gency bus relays; however,with the red EMER
BUS switch in NORMAL, this circuit is open
and the emergency bus relays are not pow-
ered. The other contact in the battery switch
supplies battery power, through a battery relay,
to another contact in the EMER BUS switch.
With the EMER BUS switch in NORMAL,
this contact provides a ground and the bat-
tery relay closes. When the battery relay
closes, the battery is connected directly to the
battery charging bus. The DC voltmeter is
also connected to the battery charging bus.
With one battery switch on, and the battery
relay closed, that batterys voltage may be
checked on the DC voltmeter (Figure 2-11).
The battery charging bus can be powered from

the aircraft batteries, either, or both, genera-
tors, a ground power unit, or an auxiliary Figure 2-13. Ground Power Connector

FlightSafety
international
The GPU should be regulated to 28 volts and It is powered from the BATTERY CHARG-
limited to 1,500 amperes for engine starting. ING BUS through a 100-amp current limiter,
The GPU should be capable of producing at a 70-amp overload sensor and a power relay.
least 500 amps or the main airplane batteries There is a CABIN PWR BUS control circuit
must pick up the load on start. An overvolt- breaker in the ELECTRICAL group of circuit
age cutout circuit in the ground power moni- breakers on the left circuit breaker panel that
tor box will disconnect the GPU from the provides current to close the power relay.
airplane if GPU voltage exceeds approxi-
mately 33 volts. The ground power monitor
box is located on the aft side of the generator DC 4 Buses
control panel. The DC 4 buses are powered from the BAT-
TERY CHARGING BUS through 40-amp cur-
See Chapter 6 for information on the optional rent limiters and 20-amp circuit breakers.
APU electrical distribution. These buses contain circuit breakers for op-
tional avionics equipment (Figure 2-14). Not
The Airplane Flight Manual recommends that all airplanes have the DC 4 buses installed.
a GPU or APU be used for engine start when the
ambient temperature is 32 F (0 C) or below. DC 2 and 3 Buses
With an engine running, placing the corre- The DC 2 and 3 buses are shown in Figure 2-
sponding starter/generator switch to GEN will 14. They are powered from their respective
signal the generator control unit (GCU) to generator buses through 50-amp current limiters
connect the generator to the airplane electri- and 40 amp circuit breakers. The left and right
cal system. However, if ground power (GPU) buses are normally powered separately. How-
is connected to the airplane, left and right ever, in the event of a malfunction, the buses
generator lock-out relays will prevent the gen- may be connected to each other through bus tie
erators from coming on-line. If ground power switches on the copilots circuit-breaker panel.
has been disconnected and the starter/gener- These switches, which are also 20-amp circuit
ator switch is in the GEN position, the GCU breakers, are normally in the down or open po-
will close a generator relay and connect the sition. When the switch is raised, it closes and
output power from the generator to the gen- connects the buses which allows one bus to
erator bus. The amber L or R GEN annuncia- power the bus on the opposite side. If there is
tor light will extinguish and generator output excess current flow between the buses, the bus
will be applied to the corresponding genera- tie switch/circuit breaker will physically move
tor bus. The generator bus will then distribute to the down position to separate the buses.
the DC current to the corresponding inverter,
to other DC buses, and to the battery charg- DC 1 and Emergency Buses
ing bus through the 275-amp current limiter.
From the battery charging bus, generator out- The DC 1 buses and emergency buses are shown
put can be used to recharge the batteries and in Figure 2-14. The left and right DC 1 buses
to power the opposite generator bus through are powered from their respective generator
the other 275-amp current limiter. buses through 70-amp overload sensors and
power relays. Two-amp control circuit break-
With both 275-amp current limiters failed, ers, for the relays, are also powered from the
both generator buses are disconnected from the generator buses, through 10-amp current lim-
battery charging bus. In this case, only battery iters. The left and right DC 1 buses are normally
voltage will be indicated on the DC voltmeter, powered separately. However, in the event of
even with both generators on and operating. a malfunction, the buses may be connected to
each other through a bus tie circuit-breaker
switch on the copilots circuit-breaker panel.
Cabin Power Bus
The CABIN PWR BUS is located in the left cir- This bus tie switch, which is also a 50-amp cir-
cuit breaker panel and is shown in Figure 2-14. cuit breaker, is normally in the down or open
position. When the switch is raised, it closes,

115 VAC 115

28.0 VDC
109 AMP 109
1 2
1 2
L DC 1 R DC 1
L DC 2 R DC 2
L DC 3 R DC 3
CAB PWR R DC 4
L DC 4
PRI AUX STBY

PITCH HYD PITOT
1 TRIM PUMP HT
OR
2
START START
GEN OVER- GEN
VOLT
CUTOUT
GCU GCU

BAT 1 BUS BAT BAT BAT 2 BUS
1 2
BAT 1 BAT 2
SW GPU
SW
LEGEND
BATTERY POWER
GENERATOR POWER
NORMAL EMER BUS
GROUND POWER 1 2
CONDITION
OVERLOAD SENSOR EMER BUS SWITCH IN
SWITCH/RELAY NORMAL POSITION
RELAY 1 2 CONTROL CIRCUITS

CURRENT LIMITER TO EMER BUS RELAYS
CIRCUIT BREAKER
Figure 2-14. Normal DC Power Distribution

FlightSafety
international
connecting the buses, allowing one bus to power Inverter relays are installed to complete the cir-
the bus on the opposite side. If there is excess cuit between the inverters and the AC power
current flow between the buses, the bus tie system and are controlled by the left and right
switch/circuit breaker will physically move to inverter switches located on the ELECTRICAL
the down position to separate the buses. switch panel.
Power from each DC 1 bus is also applied to A 100-amp current limiter and an inverter
an emergency bus relay (EBR). With the red power relay is installed between the GEN BUS
E M E R BU S s w i t c h i n N O R M A L , p ow e r and the inverter, on each side, to control DC
through these relays is then applied to the left power to the inverters. The 115-VAC output
and right emergency buses. In this configura- from the left and right inverters is fed to the
tion, the emergency buses are essentially part corresponding L and R AC BUS through a 10-
of the DC 1 buses on each side. amp current limiter, contact in the isolation
relay and a 10-amp L or R AC BUS circuit
When the red EMER BUS switch is positioned breaker. A parallel output from each inverter
to EMER BUS, as will be explained later, the goes through a 10-amp current limiter, a sec-
emergency bus relays reposition. In this con- ond contact in the isolation relay, and a 10-amp
figuration, the emergency buses are discon- L or R WSHLD DEFOG circuit breaker for the
nected from the DC 1 buses, and are powered windshield defog system.
directly from the respective batteries. They are
also tied together through a 20-amp bus tie cir- CONTROLS AND INDICATORS
cuit breaker and two relays. Due to the two re-
lays between the emergency buses, which are Two inverter switches, labeled L and R, on the
open with the EMER BUS switch in NOR- electrical switch panel, control the left and
MAL, the emergency buses cannot be tied to- right inverters (Figure 2-15).
gether unless the EMER BUS switch is in the
EMER BUS position. See section later in this When the L and R INVERTER switches are
chapter, for additional information on the turned ON, the inverter power relays are en-
emergency buses. ergized closed, providing 28 VDC to the in-
verters. The current that energizes these relays
closed comes from the L and R DC BUS 1 re-
AC POWER spectively, through the L and R INV circuit
breakers, and then through contacts in the L
Two 1500 VA inverters are installed in the tail- and R INVERTER switches. With both in-
cone equipment section above the baggage verters turned ON, the 115-VAC output of the
compartment to supply power to the AC dis- inverters is fed through the corresponding iso-
tribution system. The left inverter supplies 115- lation relays, which are deenergized closed,
VAC electrical power to the left AC distribution to each AC bus. The two AC buses are not
bus in the pilots circuit-breaker panel. The normally connected to each other.
right inverter supplies 115-VAC electrical power
to the right AC distribution bus in the copilots
circuit-breaker panel (Figure 2-16). The left and
right inverters also power the windshield defog
system with 115-VAC. (See Chapter 10, Ice
and Rain Protection.)
The L and R inverters are each supplied 28

VDC from the respective GEN BUS and are ca-
pable of supplying full output power with input
voltages varying between 24 and 32 VDC. Each
inverter provides an output of 115-VAC, 400 Hz.
Figure 2-15. Inverter Controls

L WS DEFOG R WS DEFOG
L WSHLD WS DEFOG SWITCHING LOGIC R WSHLD
DEFOG BOTH INVERTERS ON: DEFOG
Left INV powers left WS. DC CONTROL
DC CONTROL
L WSHLD Right INV powers right WS. R WSHLD
DEFOG ONLY ONE INVERTER ON: DEFOG
AC POWER Operating INV powers both WSs. AC POWER
1 1 5 VAC 1 1 5
2 8 . 5 VDC
2 5 0 AMP 2 5 0
10A 10A
L AC BUS R AC BUS
BUS TIE
CB/SW
7.5A
ISOLATION
RELAYS 10A L DC BUS 1 R DC BUS 1 10A
BUS TIE
CB/SW
L INV R INV FAULT
FAULT
L INV R INV
POWER
RELAY INVERTER
L R
100A 100A
OFF OFF
LEGEND
BATTERY POWER GROUND POWER R INVERTER POWER
GENERATOR POWER L INVERTER POWER
Figure 2-16. AC Distribution

An AC bus tie circuit breaker switch is lo- the right inverter switch ON and the left in-
cated on the copilots circuit breaker panel. It verter switch OFF.
may be used to tie the L and R AC distribu-
tion buses together when only one inverter DUAL-INVERTER OPERATION
switch is ON. There is also a bus tie relay in
the circuit between the two AC buses which When both L and R inverter switches are ON,
prevents the buses from being tied together the inverters supply AC power to their re-
when both inverters are ON. In order to tie the spective buses.
two AC buses together, one inverter switch
must be OFF and the AC BUS TIE circuit The bus tie relay is deenergized open with
breaker switch must be closed (up). both inverter switches ON and the buses can-
not be tied together even if the AC bus tie cir-
The electrical power monitor, as described cuit breaker switch is closed.
earlier in this chapter under DC Power Con-
trol and Indicators, continuously monitors When the inverters are operating simultane-
and displays the AC voltage on the L and R AC ously, the left inverter supplies a signal to the
buses simultaneously. If voltage drops or ex- right inverter which contains a phase-lock cir-
ceeds the caution parameters, the digital read- cuit to insure the right inverter remains in-
out and amber light on the electrical power p h a s e w i t h t h e l e f t i nve r t e r. S h o u l d t h e
monitor (See Figure 2-4) and the amber ELEC inverters get out of phase, the right inverter
PWR annunciator on the glareshield will flash sends a signal to the VAC display on the elec-
simultaneously. Both master caution lights trical power monitor and causes the last digit
will also flash. of both VAC displays to flash the letter C.
The remaining digits will operate normally.
If the voltage continues to increase or decrease
and reaches the emergency parameters, the red If either inverter should fault when both in-
light on the electrical power monitor will flash verters are ON, the inverter with the internal fault
simultaneously with the digital VAC indicator provides a ground for the corresponding AC
and the amber ELEC PWR annunciator. The isolation relay circuit. This would energize the
master warning lights will also flash. isolation relay open and disconnect the inverter
from its respective AC bus (Figure 2-16).
SINGLE-INVERTER
OPERATION EMERGENCY BUS
Setting the left inverter switch to ON, with the SYSTEM
right inverter switch OFF, energizes the left
inverter power relay closed and energizes the The emergency bus system is shown in Figure
AC bus tie relay closed. With the right inverter 2-17. If after dual generator failure, the red
switch off, the right inverter isolation relay is EMER BUS switch is positioned to EMER
energized open. DC power is supplied to the left BUS, the ground is removed from the main air-
inverter, and the AC output of the inverter is sup- plane battery relays. The relays open, dis-
plied to the L AC BUS through the deenergized connecting the batteries from the battery
(closed) left isolation relay and the L AC BUS charging bus. At the same time, through two
circuit breaker. With the right inverter OFF other contacts in the EMER BUS switch, the
and the AC bus tie circuit breaker switch OPEN, emergency bus relays are powered. When they
power will be available to the L AC BUS only. are, the left and right emergency buses are
Moving the bus tie circuit breaker switch to the connected directly to the left and right main
closed (up) position will allow the L inverter airplane batteries and the buses are tied to-
to also power the R AC BUS through the bus gether through a 20 amp bus tie circuit breaker,
tie circuit breaker switch and the bus tie relay. and two relays.
The right inverter can supply AC power to The primary pitch trim will be powered from
both AC buses in the same manner by placing the left main airplane battery and the auxiliary

000 VAC 000

24.0 VDC
000 AMP 000
1 2
1 2
L DC 1 R DC 1
L DC 2 R DC 2
L DC 3 R DC 3
CAB PWR R DC 4
L DC 4
PRI AUX STBY

PITCH HYD PITOT
1 TRIM PUMP HT
OR
2
START START
GEN GEN
GCU GCU

1 2
BAT 1 BAT 2
SW SW
NORMAL EMER BUS

LEGEND 1 2
BATTERY POWER
1 2 CONTROL CIRCUITS
TO EMER BUS RELAYS
Figure 2-17. Emergency Bus Power Distribution

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hydraulic pump and standby pitot-static heat

will be powered from the right main airplane
battery. The DC voltmeter will be connected
to both main airplane batteries and will read
the highest voltage of the two (Figure 2-17).
EMERGENCY
BATTERIES
Learjet 60 airplanes are equipped with two, 24-
volt, 5-ampere-hour, lead-acid emergency bat-
teries installed in the nose compartment (Fig-
ure 2-18). They provide an emergency
electrical power source for selected equip-
ment in the event of total airplane electrical Figure 2-18. Emergency Battery Location
system failure.
Landing gear SAFE and UNSAFE lights
With normal electrical power on the airplane,
the emergency batteries receive a AHS Computer No. 1 (for 11 minutes)
trickle-charge through 7.5 amp EMER BAT 1
and 2 circuit breakers on the left and right AHS Computer No. 2 (for 11 minutes)
emergency DC buses (Figure 2-19). There are ADC 1
two amber EMER PWR annunciator lights on
the instrument panel above the standby atti- ADC 2
tude indicator. The lights will illuminate when With the emergency batteries ON, the standby
power from the emergency batteries is being attitude indicator is always powered from
used and the emergency batteries are not re- emergency battery No. 1. If power is avail-
ceiving a trickle-charge from the airplane elec- able from the airplane electrical system, the
trical system. emergency battery is constantly being
recharged as it provides power for the standby
With the EMER BAT 1 switch ON, EMER attitude indicator. The other equipment con-
BAT 1 will provide electrical power to the nected to the emergency batteries is normally
following equipment if the normal electrical powered by the airplanes electrical system.
power source for the equipment is lost: It is powered by the emergency batteries only
when normal electrical power is off or has
Fan speed (N 1 ) indicators failed (Figure 2-20).
Standby attitude indicator
In the event of aircraft electrical system failure,
Instrument lighting for: a fully charged emergency battery No. 1 should
fan speed (N 1 ) indicators power the above equipment for approximately
3.1 hours and emergency battery No. 2 should
magnetic compass last for 99.2 hours. If the aircraft has been mod-
ified with additional equipment on the No. 2 bat-
standby attitude indicator tery the power time will be reduced.
standby airspeed indicator
Some aircraft do not have a second emergency
standby altimeter battery installed. Items that were powered by
With the EMER BAT 2 switch ON, EMER BAT EMER BAT 2 are connected to EMER BAT 1.
2 will provide electrical power to the follow- EMER BAT 1 should last for approximately 2.2
ing equipment if the normal electrical power hours on these aircraft.
source for this equipment is lost:

2-20
L DC BUS 2
R DC BUS 2
L N1 INDICATOR
EMER
PWR 1
R N1 INDICATOR
EMER
EMER BAT 1 SW
BAT 1 STANDBY ATT
INDICATOR
EMER
L EMER BUS BAT 1 INSTRUMENT LIGHTS:
N1 INDICATORS
LEARJET 60
MAG COMPASS
STDBY ATT GYRO
STDBY MACH/AS
INDICATORS
STDBY ALTIMETER
NORM ELEC STDBY ALTIMETER VIBRATOR
POWER SUPPLY (IF ENABLED)

EMER
PWR 2
EMER
EMER BAT 2 SW
BAT 2 LANDING GEAR
EMER INDICATORS
R EMER BUS BAT 2 ADC 1 AND 2 BACKUP POWER
AHS 1 AND 2 BACKUP POWER
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NORM ELEC
POWER TO AHS
international
Revision 1
Figure 2-19. Emergency Power DistributionNormal Aircraft Electrical Power On

Revision 1
L DC BUS 2
R DC BUS 2 L N1 INDICATOR
EMER
PWR 1
R N1 INDICATOR
EMER
EMER BAT 1 SW
BAT 1 STANDBY ATT
INDICATOR
EMER
L EMER BUS INSTRUMENT LIGHTS:
LEARJET 60
BAT 1
N1 INDICATORS
MAG COMPASS
STDBY ATT GYRO
STDBY MACH/AS
INDICATORS
STDBY ALTIMETER
NORM ELEC STDBY ALTIMETER VIBRATOR
POWER SUPPLY (IF ENABLED)

EMER
PWR 2
EMER
EMER BAT 2 SW
BAT 2 LANDING GEAR
EMER INDICATORS
R EMER BUS BAT 2 ADC 1 AND 2 BACKUP POWER
AHS 1 AND 2 BACKUP POWER
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NORM ELEC
POWER TO AHS
2-21
Figure 2-20. Emergency Power DistributionAircraft Electrical Power Failed

115 VAC 115

ELEC
28.5 VDC
PWR
250 AMP 250
3
L AC BUS R AC BUS
2
1
1 2
3 3
L DC 1 R DC 1
L DC 2 R DC 2
L DC 3 R DC 3
CAB PWR R DC 4
L INV R INV
L DC 4
AUX
3 3 PRI PITCH HYD PUMP 3
TRIM STBY
1 PITOT HT
OR
2
START START
GEN OVER- GEN
VOLT
CUTOUT
GCU GCU

1 2
BAT 1 BAT 2
SW GPU
SW
LEGEND
BATTERY POWER
GENERATOR POWER
GROUND POWER
L INVERTER POWER NORMAL EMER BUS
R INVERTER POWER 1 2
OVERLOAD SENSOR 1 2 CONTROL CIRCUITS
SWITCH/RELAY TO EMER BUS RELAYS
RELAY 3 SEE AC ELECTRICAL
CURRENT LIMITER SYSTEM SCHEMATIC
CIRCUIT BREAKER
Figure 2-21. Electrical System

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QUESTIONS
1. What does the DC voltmeter indicate? 5. If airplane electrical power fails, which
A. Battery voltage only systems are powered by the emergency
batteries?
B. Generator voltage only
C. Voltage on the generator buses A. Standby attitude indicator, emergency
DC buses, and emergency inverter
D. Voltage on the battery charging bus if the
EMER BUS-NORMAL switch is in the B. Flap and gear
NORMAL position C. Standby attitude indicator, N1 indicators,
gear, and flaps
D. Standby attitude indicator and N 1
2. When a GPU is used for engine start, the indicators; instrument lights for N 1
output should be what value? indicators, mag compass, standby
A. Regulated to 24 volts attitude gyro, standby AS, and standby
B. Regulated to 28 volts and limited to altimeter; landing gear indicators; ADC
1,500 amps maximum 1 and 2 and AHS backup power
C. Regulated to 33 + volts
D. Regulated to 28 volts and limited to 500 6. What does illumination of the amber CUR
amps maximum LIM light indicate?
A. Both 275-amp current limiter are blown.
3. Which buses can the airplane batteries B. One or both 275-amp current limiters are
power? blown.
A. Battery buses only C. Both 275-amp current limiter are good.
B. Battery and battery-charging buses only D. Both DC BUS 3 current limiters are
C. All buses except the 115 VAC blown.
D. All buses including the AC through the
inverters 7. What would failure of the left inverter
initially result in?
4. Which of the following indicates a generator A. Loss of power to the left AC bus
failure? B. Illumination of a red light on the electric
A. The electrical power monitor indicates a power monitor and flashing of the left
load. VAC display
B. GEN switch ON, GEN light illuminated, C. Illumination of the amber ELEC PWR
and electrical power monitor indicates no light on the annunciator panel
load after completing GEN fail checklist. D. All of the above
C. GEN light is extinguished.
D. DC voltmeter reads less than 28 volts. 8. Which of the following is true if both 275-
amp current limiters fail in flight?
A. Only airplane batteries power the L and
R DC 4 buses.
B. Only airplane batteries power the CAB
PWR bus.
C. The battery-charging bus can only be
powered by the airplane batteries.
D. All of the above are correct.

9. What does illumination of the red light on 12. How can current be restored to a DC bus if a
the electric power monitor and flashing of bus circuit breaker is open and will not reset?
the associated VAC display mean? A. Close bus tie circuit breaker.
A. Inverters are operating okay. B. Current cannot be restored if the bus
B. Inverter output is less than 90 VAC or circuit breaker will not reset.
above 135 VAC on the associated C. Hold the DC bus circuit breaker in.
inverter. D. Complete the DC Bus Failure Procedure
C. The associated AC circuit breaker may in the AFM.
be open.
D. B or C could be correct.
13. When illuminated, the EMR PWR lights
indicate?
10. What does illumination of the amber light on
the electric power monitor and flashing of A. The emergency batteries have failed.
the associated amp display indicate? B. The emergency battery switches are
turned off.
A. A generator has failed.
C. The emergency battery switches are
B. Amperage draw on the associated turned ON and the emergency batteries
generator is between 326-400 amps. are not receiving a trickle charge from
C. The generator control unit has failed. the aircraft electrical system.
D. Amperage draw is zero on the associated D. The emergency battery switches are
generator. turned ON and the EMER BUS -
NORMAL switch is in the NORMAL
11. With aircraft generators failed and the position.
EMER BUS - NORMAL switch placed to
the EMER BUS position, which one of the 14. Which of the following circuits are powered
following statements is true? directly from the battery buses?
A. The aircraft batteries will power the A. Emergency battery charging, inverter
battery charging bus plus the DC and AC power, and generator control circuits
emergency buses. B. Emergency directional gyro, emergency
B. The aircraft batteries will power the gear and flap extension
battery buses, DC emergency buses, DC C. Tailcone inspection light and toilet
voltmeter, AUX HYD pump, STBY service receptacle, cabin entry lights,
PITOT HT and PRI PITCH TRIM. single point pressure refueling and the aft
C. The aircraft batteries will power all DC cabin and tailcone baggage compartment
and AC equipment that is turned on. lights
D. The emergency batteries will power the D. Left and right stall warning systems.
emergency buses.
15. With dual generator failure in flight, how
long should fully charged aircraft batteries
last with the EMER BUS - NORMAL
switch in the EMER BUS position?
A. At least 1 hour
B. 30 minutes
C. 2.5 hours
D. 6 hours

CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION ................................................................................................................... 3-1
GENERAL............................................................................................................................... 3-2
INTERIOR LIGHTING........................................................................................................... 3-2
Cockpit Lighting .............................................................................................................. 3-2
Cabin Lighting ................................................................................................................. 3-5
Emergency Lighting System (Optional) .......................................................................... 3-9
EXTERIOR LIGHTING ....................................................................................................... 3-10
Landing-Taxi Lights....................................................................................................... 3-10
Recognition Light .......................................................................................................... 3-11
Navigation Lights........................................................................................................... 3-13
Tail Logo Lights (Optional) ........................................................................................... 3-13
Anticollision (Beacon/Strobe) Lights ............................................................................ 3-13
Wing Inspection Light ................................................................................................... 3-14
Exterior Convenience Lights (Optional)........................................................................ 3-14
Flash Lights (Optional).................................................................................................. 3-15
QUESTIONS ......................................................................................................................... 3-16

ILLUSTRATIONS
Figure Title Page
3-1 Interior Lighting Locations ...................................................................................... 3-3
3-2 Cockpit Lighting....................................................................................................... 3-3
3-3 L Instr Lights............................................................................................................ 3-4
3-4 R Instr Lights............................................................................................................ 3-4
3-5 Cabin Lighting Controls........................................................................................... 3-6
3-6 Baggage Compartment Lights.................................................................................. 3-7
3-7 Cabin Reading Lights............................................................................................... 3-7
3-8 Lavatory Lights ........................................................................................................ 3-8
3-9 Passenger Warning Lights ........................................................................................ 3-8
3-10 Tailcone Maintenance Lights ................................................................................... 3-9
3-11 Emergency Lighting and Control ............................................................................. 3-9
3-12 Exterior Lighting Locations and Switch Panel ...................................................... 3-10
3-13 Landing Lights and Control ................................................................................... 3-11
3-14 Recognition Light and Control............................................................................... 3-11
3-15 Navigation Lights and Control............................................................................... 3-12
3-16 Beacon/Strobe Lights and Control ......................................................................... 3-12
3-17 Wing Inspection Lights and Control ...................................................................... 3-14
FOR TRAINING PURPOSES ONLY 3-iii

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CHAPTER 3
LIGHTING
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INTRODUCTION
Lighting is used to illuminate the cockpit area and all flight instruments. The majority
of the instruments are internally lighted. For general illumination, floodlights, of either
the fluorescent or incandescent type, are used. A rheostatically controlled gooseneck
map light is installed on both left and right side panels. The standard warning lights are
available for the cabin area, and optional emergency lights are available to illuminate
the exits in the event of an emergency. Exterior lighting consists of landing-taxi, recog-
nition, strobe, navigation, beacon, and wing inspection lights.

FlightSafety
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GENERAL NOTE
When initially turning the floodlights
Airplane lighting is divided into interior and on, it is recommended that the
exterior lighting. Interior lighting is further di- rheostat be positioned to full bright for
vided into cockpit, cabin (includes lavatory and two to three minutes to extend the
cabin baggage), tailcone baggage and tail- fluorescent tube operating life.
cone maintenance lighting. Cockpit lighting
consists of map lights, glareshield floodlights,
instrument/indicator lights, panel lights, dome Instrument Lights
lights and a switch panel to control the lights. Incandescent lighting is installed for the
pilots, copilots instruments, center instru-
Cabin lighting consists of entry, aisle, over- ment panel, pedestal indicators, and the mag-
head, table and read lights, also lavatory and netic compass. The lights are controlled by the
cabin baggage lights. INSTR rheostat switch and CENTER
PNL/PEDESTAL rheostat switch on the pilots
Tailcone baggage lighting consists of light- L INSTR LIGHTS panel and by the INSTR
ing in the tailcone baggage compartment. rheostat switch on the co-pilots R INSTR
Tailcone maintenance lighting consists of a LIGHTS panel. The 28-VDC power for the
light in the tailcone. lights is supplied through the L and R INSTR
LTS circuit breakers and the CENTER PANEL-
Optional emergency lighting in the cabin uti- PED LTS circuit breaker on the pilot and copi-
lizes the cabin overhead lights and includes ad- lots LIGHTS group of circuit breakers.
ditional lights installed at the exits.
Pilot INSTR Lights
INTERIOR LIGHTING The pilots INSTR dimmer rheostat switch
(Figure 3-3) provides lighting control for the
The interior lighting locations for the cockpit, engine indicators, L angle of attack (AOA)
cabin, baggage, and maintenance areas of the indicator, standby gyro, standby airspeed and
airplane are shown in Figure 3-1. altimeter, magnetic compass, oxygen press
indicator, and electrical power monitor.
COCKPIT LIGHTING
See Figure 3-2 and the description in this chapter. NOTE
EMER BAT 1 can also supply power to
Instrument Panel Floodlights light the N-1 indicators, mag compass,
Three cold-cathode, fluorescent lights are in- stby ATT GYRO, stby Mach/IAS
stalled under the glareshield to illuminate the indicator and stby altimeter.
instrument panel. The lights are controlled by
the FLOOD rheostat switch on the pilots L EMER BAT 2 can also supply power
INSTR LIGHTS panel (Figure 3-3). Power to to the landing gear indicator during
operate the lights is provided by two 600 VAC aircraft electrical power failure.
power supply units. The power supply units
draw 28 VDC through the FLOOD LTS circuit
breaker on the pilots LIGHTS group of cir-
cuit breakers. The floodlights are also powered
when EMER BUS is selected.

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CABIN LIGHTING LAVATORY LIGHT

CABIN BAGGAGE LIGHT
COCKPIT LIGHTING
TAILCONE
MAINTENANCE
LIGHT
TAILCONE BAGGAGE LIGHT
Figure 3-1. Interior Lighting Locations
5 8 6 7 9 10 11 12 13
4
3 14 22
22
15
2
23 23
1 19
20 18 17 16
21
1. PILOT'S L INSTR LIGHTS SWITCH PANEL 13. COPILOT'S EFIS CONTROL PANEL (ECP)
2. PILOT'S AUDIO CONTROL PANEL 14. COPILOT'S AUDIO CONTROL PANEL
3. PILOT'S EFIS CONTROL PANEL (ECP) 15. COPILOT'S R INSTR LIGHTS
4. ANTISKID AND PARKING BRAKE LIGHTS, SWITCH PANEL
PILOT'S CLOCK 16. CABIN CLIMATE AND PRESSURIZATION
5. PILOT'S FLIGHT INSTRUMENT PANEL AND CONTROL PANEL
GLARESHIELD 17. HYDRAULICS, LANDING GEAR, FLAPS
6. GLARESHIELD ANNUNCIATOR PANEL AND SPOILER
7. AUTOPILOT/FLIGHT DIRECTOR CONTROL PANEL 18. EXTERIOR LIGHTS SWITCH PANEL
8. ENGINE INSTRUMENTS, FUEL AND ELECTRICAL 19. THRUST LEVER QUADRANT
INDICATORS 20. COURSE HEADING AND CONTROL
9. CENTER INSTRUMENT PANEL AND RADIO DISPLAY UNITS
TUNING UNITS 21. TRIM, FUEL, HF RADIO CONTROL PANEL
10. GLARESHIELD ANNUNCIATOR PANEL 22. MAP LIGHT L AND R SIDE
11. COPILOT'S FLIGHT INSTRUMENT PANEL 23. CIRCUIT BREAKER PANELS
AND CONTROLS
12. COPILOT'S CLOCK
Figure 3-2. Cockpit Lighting

Center PNL/Pedestal Electroluminescent (EL) lighting uses 28-

VDC supplied through the L and R EL LTS cir-
The dimmer rheostat switch on the pilots L cuit breakers on the pilots and copilots
INSTR LIGHTS panel controls lighting for: trim LIGHTS group of circuit breakers.
indicators (pitch, roll and yaw), course
heading/CVR panel, fuel quantity, flap position, EL PNL and the CB PNL rheostat switches are
spoiler position, wing temperature, hydraulic on the pilots and copilots respective L or R
pressure and air pressure indicators, fuel control INSTR LIGHTS switch panels.
panel and trim switch panel. The lights are also
powered by the EMER BUS.
Pilots EL PNL and CB PNL Rheostat
Switches
The pilots EL PNL (Figure 3-3) rheostat
switch controls lighting of the pilot subpanel,
pilot SW panel, center switch panel, land gear
panel (does not include unsafe and down
lights), test switch panel, anti-skid/park brake
annunciator panel and engine sync switch
panel. The pilots CB PNL rheostat switch
controls the electroluminescent lighting of
the pilots circuit-breaker panel.
Figure 3-3. L INSTR LIGHTS
Copilots EL PNL and CB PNL
Rheostat Switches
Copilots INSTR Lights The copilots EL PNL rheostat switch con-
The copilots INSTR dimmer rheostat switch trols lighting for the copilots subpanel and the
provides lighting control for the temperature copilots switch panel (Figure 3-4). The copi-
control indicators, cabin temperature indica- lots CB PNL rheostat switch controls elec-
tor, R angle of attack (AOA) indicator, cabin t r o l u m i n e s c e n t l i g h t i n g o f t h e c o p i l o t s
pressure selector and cabin pressure indicator circuit-breaker panel.
(Figure 3-4).
Dome (OVHD) Lights
There are two lights mounted in the cockpit
overhead paneling. The OVHD rheostat switch
on the pilots L INSTR LIGHTS switch panel
controls LH dome light (Figure 3-3).
The OVHD rheostat switch on the copilots R

INSTR LIGHTS switch panel controls the RH
dome light (Figure 3-4).
These lights use 28-VDC power from the Cen-

Figure 3-4. R INSTR LIGHTS ter Panel-PED LTS circuit breaker on the
pilots LIGHT circuit breaker group. Each
dome light has a three-position (ON-OFF-RE-
Switch Panel Lights, (EL PNL) MOTE) rocker switch located adjacent to the
(CB PNL) light. If the switch(es) is in the ON position,
the light intensity is controlled by its respec-
Electroluminescent lighting is used to illuminate tive OVHD light rheostat switch on the L or
switch and circuit-breaker labels on the pilots R INSTR LIGHTS switch panel. In this case,
and copilots switch, and circuit-breaker panels. the lights are supplied 28-VDC through the

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Center Panel -PED LTS circuit breaker on the NOTE

pilots LIGHT group of circuit breakers. If ei-
ther rocker switch is placed to the REMOTE Electrical power is supplied through
position, the corresponding dome light will il- the EFIS CTL-2 circuit breaker on the
luminate whenever the ENTRY and COCKPIT copilots INSTRUMENTS group of
DOME LIGHTS switch, located by the cabin the circuit breakers.
entry door (Figure 3-5), is turned on. In this
case, airplane batteries are not required to be Map Reading Lights
on since the ENTRY circuit is powered from
the right battery bus through the ENTRY LTS Map reading lights are located on the left and
circuit breaker on the CABIN group of circuit right cockpit sidewalls (Figure 3-2). Each
breakers. With the switch in the OFF position light is attached to the end of the flexible con-
the dome lights will not illuminate regardless duit (gooseneck) and is controlled by a rheo-
of which switch is used, OVHD or ENTRY and stat located on the top of the mounting
COCKPIT DOME LIGHTS. assembly. The lights use DC power, supplied
through the L or R INSTR LTS circuit breaker
EFIS Lights located on the pilot or copilots LIGHTS group
of circuit breakers.
The pilots EFIS rheostat switch, located on
the L INSTR LIGHTS switch panel (Figure 3- CABIN LIGHTING
3), controls lighting of the pilots PFD (pri-
mary flight display), ND/MFD (navigation See Figures 3-1 and 3-5 and the descriptions
display/multifunction display), RTU (radio in this section.
tuning unit), SDU (sensor display unit), and
ECP (EFIS control panel). The NAV light General
switch will also dim the ECP (EFIS control
panel) as long as the EFIS rheostat switch is Passenger compartment lighting consists of
not in the OFF position. entry, aisle, overhead, baggage, passenger
read/table, lavatory (read/vanity), refreshment
cabinet, and NO SMOKING/FASTEN SEAT
NOTE BELT lights. Additional lights are provided in
Each PFD, ND/MFD, RTU, SDU also the tailcone baggage compartment and the
has an individual dimmer switch tailcone maintenance area.
located on the upper left or right side
of the instrument. Entry Light
The entry light system consists of a ENTRY
Electrical power is supplied through and COCKPIT DOME LIGHTS switch lo-
the EFIS CTL-1 circuit breaker on the cated near the entry door (Figure 3-5), the
pilots INSTRUMENTS group of light located just above the entry steps and an
circuit breakers. ENTRY LTS circuit breaker located on the
copilots CABIN group of circuit breakers.
The light is hot wired to the right battery bus
The copilots EFIS rheostat switch, located on and is operable regardless of battery switch po-
the R INSTR LIGHTS switch panel (Figure 3- sition. This switch also controls the cockpit
4), controls lighting of the copilots PFD (pri- dome lights when their switches are selected
mary flight display) MFD (multifunction to REMOTE.
display), RTU (radio tuning unit), and ECP
(EFIS control panel). The NAV lights switch
will also dim the ECP (EFIS control panel) as
long as the EFIS rheostat switch is not in the
OFF position.

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ENTRY AND COCKPIT

DOME LIGHTS
AISLE LIGHTS
BRIGHT (OVERHEAD LIGHTS)
DIM (OVERHEAD LIGHTS)
OVERHEAD LIGHTS
BAGGAGE LIGHTS
LOCATED NEAR THE ENTRY DOOR
TABLE READ
LIGHTS LIGHTS READ VANITY
LOCATED IN THE ARMREST LOCATED IN THE LAVATORY WALL

ADJACENT TO EACH SEAT
Figure 3-5. Cabin Lighting Controls

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Aisle Lights switch, located near the entry door (Figure 3-

5) or through a BAGGAGE light switch in the
The aisle lights consist of lights installed on lavatory. The lights circuits are hot-wired to
each side of the center aisle to provide foot path the right battery bus through the AFT BAG LT
lighting. The lights are controlled by the DC circuit breaker on the copilots CABIN
AISLE LIGHTS switch, located near the entry group of circuit breakers. Therefore, the lights
door (Figure 3-5). Electrical power is supplied are operable regardless of aircraft BATTERY
through the AISLE LTS circuit breaker on the switch position.
pilots CABIN group of circuit breakers.
Overhead Lights
The cabin overhead lighting is provided by
cold-cathode, fluorescent lighting recessed
in the sides of the cabin center headliner.
Control of the lights is by three switches on

the lights panel near the entry door (Figure 3-
5). The switches are labeled BRIGHT, DIM
and OVERHEAD LIGHTS. One switch pro- Figure 3-6. Baggage Compartment Lights
vides the on/off function, while the other two
provide bright and dim functions. Electrical
power is supplied through the CABIN LTS Passenger Reading Lights
circuit breaker on the pilots CABIN group of
circuit breakers. The passenger reading lights (Figure 3-7) are
installed in the convenience panels above the
seats on each side of the cabin. Some conve-
NOTE nience panels consist of an eyeball-type air out-
To avoid damage to the fluorescent let and a reading light, while others consist of
tubes or the inverter units, the lights a two-light assembly, referred to as table lights.
should be operated full bright for 2 to Each light includes an integral, directionally-
3 minutes before selecting dim. adjustable lens.
During engine start, the lights should be turned

off or operated at full bright. In the event of
cabin depressurization, the lights will auto-
matically illuminate full bright when the cabin
altitude reaches approximately 14,500 feet. On
airplanes equipped with the optional emer-
gency lighting system, the overhead lights il-
luminate automatically in the event of airplane
electrical system failure. When the lights are
illuminated by the emergency system, they Figure 3-7. Cabin Reading Lights
receive power from three emergency batteries.
Baggage Compartment Lights These lights are controlled by the READ

LIGHTS and TABLE LIGHTS switches (Fig-
Cabin baggage compartment lighting (Figure ure 3-5), located in the armrest adjacent to
3-6) consists of two overhead lights. The lights each seat location. DC circuit power is supplied
are controlled by a BAGGAGE LIGHTS through the LH READ LTS and RH READ

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LTS circuit breakers on the pilots CABIN NOTE

group of circuit breakers.
All light switch panels in the cabin are
backlighted. Power for backlighting is
Lavatory Lights supplied through the switching
Lavatory lighting (Figure 3-8) consists of cold- module through the LH READ LTS
cathode fluorescent lighting, recessed in the circuit breaker.
lavatory headliner, a reading light in the RH
overhead convenience panel, and a vanity light,
installed on the LH side, over the vanity light Passenger Warning Lights
cabinet. The cold-cathode fluorescent lighting The NO SMOKING/FASTEN SEAT BELTS
is controlled along with the other passenger and FASTEN SEAT BELTS warning light sys-
overhead fluorescent lighting (see Overhead tem consists of two sets of warning lights
Lighting). The VANITY light (Figure 3-5) is (Figure 3-9), one switch on the center switch
controlled by a switch located on the lavatory panel, and a PASS INFO circuit breaker on the
wall. READ light circuit power is supplied copilots CABIN group of circuit breakers.
through the RH READ LTS circuit breaker on The switch has three positions (NO SMOK-
the pilots CABIN group of circuit breakers; the ING/FASTEN SEAT BELTS-OFF-FASTEN
VANITY light circuit breaker is located on the SEAT BELTS). When the switch is moved
pilots CABIN group of circuit breakers. from OFF to either position, an audible chime
sounds and the appropriate symbols illuminate.
Additionally, a RETURN TO SEAT sign is
installed in the lavatory. The RETURN TO
SEAT sign will be illuminated whenever the
fasten seat belt sign is illuminated.
The chime is generated by the passenger

speaker amplifier, and broadcast through the
passenger speakers.
Figure 3-8. Lavatory Lights
Figure 3-9. Passenger Warning Lights

Cabinet Lights
The cabinet light system consists of various Tailcone Baggage Lights
lights within the refreshment cabinet, micro-
switches actuated by doors or drawers. Circuit Two lights are installed in the tailcone bag-
power for the cabinet lights is supplied through gage compartment to provide illumination of
the CABINET LTS circuit breaker on the the compartment. The lights are controlled,
pilots CABIN group of circuit breakers. along with the cabin baggage compartment
lights, by the BAGGAGE LIGHTS switch near
the entry door.

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Tailcone Maintenance Lights two system switches, and associated airplane

wiring. The batteries are charged through the
The tailcone maintenance lighting consists of 5-amp EMER LTS circuit breaker, on the copi-
a tailcone light assembly, a MAINT LIGHTS- lots LIGHTS group of circuit breakers.
OFF switch (Figure 3-10), and a door actuated
switch, installed on the lower edge of the door
opening. The toggle switch and door actuated
switch are wired in series to the light assem- E
bly; therefore, the tailcone access door must A
TEST M
be open and the toggle switch set to the MAINT P
LIGHTS position to illuminate the light. When E
the toggle switch is set to OFF, the light will A
extinguish regardless of the access door po- R
sition. When the access door is closed, the
R
light will extinguish regardless of toggle M
switch position. Circuit power is provided L
from the No. 1 battery through a 5-amp cur- I
rent limiter.
DISARM G
H
T
Figure 3-11. Emergency Lighting
and Control
EMER LIGHT Switch

The EMER LIGHT switch, located on the cen-
ter switch panel (Figure 3-11), provides the test
function for the system and for automatic il-
lumination of the emergency lights in the event
of an interruption of normal electrical power.
The switch has three positions (TEST, ARM,
and DISARM).
Setting the switch to TEST simulates a fail-

ure of the normal electrical power system and
Figure 3-10. Tailcone Maintenance Lights illuminates the upper cabin entry door lights,
the emergency exit/baggage door light, and the
cabin overhead fluorescent light. Setting the
switch to ARM will arm the system to illu-
EMERGENCY LIGHTING minate the emergency lights in the event of a
SYSTEM (OPTIONAL) failure of the normal electrical system. Setting
The emergency lighting system provides cabin the switch to DISARM isolates the emergency
and exit lighting in the event of a failure of the lights from the emergency batteries. The
normal electrical system. The system consists switch should be set to ARM prior to takeoff.
of three emergency batteries, an upper cabin If the switch is in the DISARM position and
entry door light, an emergency exit/baggage at least one BAT switch is on, the amber light
door light, the cabin overhead fluorescent lights, adjacent to the switch will illuminate to remind

NAVIGATION LIGHT
LIGHTS ANTI-COLLISION AND STROBE LIGHT
BCN/
STROBE RECOG NAV
B
C
N
OFF OFF OFF

NO SMOKING
LDG LT FASTEN
L R SEATBELT RECOGNITION LIGHT
T O
A F
X F
I
OFF OFF FASTEN
SEATBELT
NAVIGATION
POSITION LIGHT
WING ICE
INSPECTION LIGHT
LANDING LIGHT
(2 PLACES)
NAVIGATION
ANTI-COLLISION AND
POSITION LIGHT
STROBE LIGHT
Figure 3-12. Exterior Lighting Locations and Switch Panel
the pilot that the switch should be set to ARM. EXTERIOR LIGHTING
The switch should be set to DISARM prior to
setting the BAT switches to OFF. The exterior lighting systems consist of the
landing-taxi lights, a recognition light, navi-
EMER LTS-NORM Switch gation lights, tail logo lights (optional), anti-
(Optional) collision (beacon/strobe) lights, wing
inspection light and (optional) exterior con-
The EMER LTS-NORM switch, located on the venience lights (Figure 3-12).
left service cabinet near the entry door, provides
for manual illumination of the emergency lights.
When the switch is set to EMER LTS, the upper LANDING-TAXI LIGHTS
cabin entry door light, the emergency exit/bag- The landing-taxi lights system consists of one
gage door light, and the cabin overhead fluo- lamp mounted on each landing gear strut, one
rescent lights will illuminate. 20-amp fuse for each side in the current lim-
iter panel, relays and dimming resistors, and L
For normal operation, the switch should be set and R LDG LT switches in the LIGHTS group
to NORM. Setting the switch to NORM does of switches on the center switch panel. The
not hinder automatic illumination of the emer- landing light switches have three positions:
gency lights in the event of a failure of the nor- OFF, TAXI, and LDG LT L or R (Figure 3-13).
mal electrical system.

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Setting the L and R LDG LT to LDG LT causes brightness to continually vary between ap-
relays to close sending 28 VDC from the L and proximately 40 percent and 100 percent of
R GEN buses to the landing lights. Setting the full bright. This feature results in greater bulb
switches to TAXI causes relays to close, send- life. This pulsating feature is activated when
ing 21 VDC through resistors to dim the lights. the RECOG light switch is set to the PULSE
Regardless of switch position, the lights will position and the L and R LDG LT switches are
not illuminate unless the respective landing set to the OFF position. The pulse feature will
gear down and locked switches are closed to not function with the switches in the L or R
provide a ground. LDG LT or TAXI positions.
Figure 3-14. Recognition Light and Control
RECOGNITION LIGHT
The recognition light system consists of a
light installed in the upper forward leading
edge of the vertical stabilizer (Figure 3-14),
a RECOG light switch in the LIGHT group of
switches on the lower center switch panel, a
20-amp fuse in the current limiter box and a
Figure 3-13. Landing Lights and Control
control relay. An optional pulse controller
unit with a PULSE RECOG LT circuit breaker
on the copilots LIGHTS circuit breaker group
NOTE may also be installed.
It is recommended that the lights be
The RECOG switch, when placed to RECOG,
operated in the LDG LT mode as
closes a relay that applies DC current from
sparingly as possible. Bulb service life
the battery charging bus to power the recog-
is shortened approximately 30 times
nition light.
faster in the LDG LT mode. Bulb
service life is much longer in the
TAXI mode. NOTE
For greater lamp life, it is
Some aircraft are equipped with a pulsating recommended that the recognition
landing light option. On these aircraft, a pulse light be turned OFF at altitudes of
controller unit controls the landing lights by 18,000 feet or above.
delivering pulsating DC current at approxi-
mately 45 cycles per minute. The effect of Some aircraft are equipped with a pulsating
this pulsating current is to cause the bulbs recognition light option. On the aircraft, the

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Figure 3-15. Navigation Lights and Control
Figure 3-16. Beacon/Strobe Lights and Control

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RECOG light switch has a third position la-

beled PULSE and a pulse controller unit. CAUTION
When the switch is placed in the PULSE po- Do not leave navigation lights on for
sition, DC current from the PULSE RECOG extended periods of time while on the
LT circuit breaker is applied to the pulse con- ground. Without cooling airflow, the
troller unit which in turn lights the recogni- tail navigation light may generate
tion light by delivering pulsating DC current enough heat to distort the lens.
at approximately 45 cycles per minute. The ef-
fect of this pulsating current is to cause the
bulbs brightness to continually vary between TAIL LOGO LIGHTS
40 percent and 100 percent of full bright.
(OPTIONAL)
This feature results in enhanced aircraft recog- Optional tail logo lights consist of lights in-
nition and longer bulb life. stalled in the horizontal stabilizer, on either
side of the vertical stabilizer, a NAV switch in
NAVIGATION LIGHTS the LIGHTS group on the center switch panel
and a DC LOGO LT circuit breaker on the
The navigation lights system (Figure 3-15) copilots LIGHTS group of circuit breakers.
consists of lights in the outboard leading edge
of each wing, and in the upper aft fairing of When the NAV lights switch on the LIGHTS
the vertical stabilizer, a NAV light switch panel is placed to NAV the tail logo lights will
panel, and DC NAV LTS circuit breaker on the illuminate, lighting both sides of the vertical
pilots LIGHTS group of circuit breakers. stabilizer in addition to turning on the navi-
gation lights.
All three navigation lights are controlled by
the NAV light switch. Additionally, setting
the NAV light switch to NAV automatically ANTICOLLISION
dims the following lights: (BEACON/STROBE) LIGHTS
Auto pilot controller Anticollision (beacon/strobe) lights (Figure 3-
16) consist of lights mounted on top of the ver-
PARK BRAKE lights tical stabilizer and on the bottom of the
ANTISKID lights fuselage, the BCN/STROBE-BCN-OFF switch
on the LIGHTS switch panel, and a BEACON-
START lights STROBE LTS circuit breaker on the copilots
IGNITION lights LIGHTS group of circuit breakers.
Pressurization fault/man light Each light incorporates two flash tubes, one
Fuel control panel lights with an aviation red filter and one with a clear
filter. The lights are controlled through the
CVR TEST light BCN/STROBE lights switch in the LIGHTS
Pressurization EMER DEPRESS light group on the center switch panel. When the
switch is placed in the BCN/STROBE position,
Landing gear UNSAFE/DOWN lights the red flashtube in each light will flash if the
SELCAL panel lights aircraft is on the ground (squat switches ground
mode), or the clear flashtube will flash if the
EFIS reversionary mode lights aircraft is airborne (squat switch air mode).
When the switch is placed in the BCN posi-
tion, the red flashtube in each light will flash
whether the aircraft is on the ground or air-
borne. Therefore, when the clear strobe is not
desired in flight, the switch must be set to

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BCN or OFF. Each flashtube pulses at a rate This is not a latching type switch, the light will
of approximately 50 pulses per minute. only remain on as long as the switch is de-
pressed. When the light is on, it illuminates a
WING INSPECTION LIGHT spot on the outboard of the RH wing leading
edge (Figure 3-17). The black spot enhances
The wing inspection light system consists of visual detection of ice accumulation; how-
a WING INSP LIGHT switch (Figure 3-17) on ever, clear ice may not be detectable by visual
the copilots R INSTR LIGHTS switch panel, inspection.
a light assembly in the RH fuselage skin just
below the copilots side window, and a DC EXTERIOR CONVENIENCE
WING INSP LT circuit breaker on the copi-
lots LIGHTS group of circuit breakers. LIGHTS (OPTIONAL)
The exterior convenience lighting option
Power is applied to the wing inspection when installed consists of a light on the un-
breaker, and the system ground is provided by derside of each engine pylon. The lights il-
depressing the WING INSP LIGHT switch. luminate the area around the tailcone baggage
Figure 3-17. Wing Inspection Lights and Control

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compartment and the single-point pressure re-

fueling access. The lights are controlled by
the entry light switch located near the entry
door. These lights are inoperative inflight.
FLASH LIGHTS (OPTIONAL)

An optional FLASH LTS circuit breaker, lo-
cated on the copilots LIGHTS group, pro-
vides an in-airplane method of recharging
personal flashlights. Location of the recharg-
ing receptacle is an owner preference item and
location may vary from airplane to airplane.

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QUESTIONS
1. Where is the instrument panel floodlight 6. During normal operation, which position
control? should the emergency lighting switch be in?
A On the light A. DISARM
B. Just forward of the warning panels B. ARM
C. On the pilots L INSTR LIGHTS C. TEST
panel D. EMER LT
D. On the copilots R INSTR LIGHTS
panel 7. With emergency light installed and the
emergency lighting switch in ARM,
2. In order to extend the service life of the which lights will come on with aircraft
landing-taxi light bulbs: electrical power failure?
A. Use the LDG LT position as much A. Aisle lights
as possible B. Lavatory lights
B. Use the LDG LT position as spar- C. Cabin overhead panel lights
ingly as possible D. Reading lights
C. Never use the landing lights during
daylight 8. Where is the wing inspection light switch?
D. Use the TAXI position as sparingly
A. On the pilots L INSTR LIGHTS
as possible
panel
B. On the light
3. Where is the aisle light switch located?
C. On the overhead panel
A. RH forward refreshment pedestal
D. On the copilots R INSTR LIGHTS
B. In the cockpit panel
C. Inside the entry door on the left
D. On the light 9. Which of the following require an air-
craft inverter to be operating?
4. When the cabin OVERHEAD LIGHT A. CB PNL and EL PNL
switch is turned on, which position should
B. FLOOD
be selected first?
C. INSTR
A. ON
D. NONE
B. OFF
C. DIM 10. Which of the following lights can be oper-
D. BRIGHT ated with the aircraft batteries turned OFF?
A. Entry lights
5. Which lights come on automatically as the
B. Baggage lights
cabin altitude increases above 14,500 feet?
C. Aisle lights
A. Instrument panel floodlights
D. A and B are correct
B. Cabin overhead lights
C. Navigation lights
D. Strobe lights

CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 4-1
GENERAL .............................................................................................................................. 4-1
TAKEOFF WARNING SYSTEM ........................................................................................... 4-2
MAIN ANNUNCIATOR PANEL ........................................................................................... 4-2
MASTER WARNING/CAUTION LIGHTS ........................................................................... 4-2
TEST........................................................................................................................................ 4-3
DIM.......................................................................................................................................... 4-3
POWER ................................................................................................................................... 4-3
BULB CHANGE ..................................................................................................................... 4-3
ILLUMINATION CAUSES .................................................................................................... 4-3
QUESTIONS ......................................................................................................................... 4-19

ILLUSTRATIONS
Figure Title Page
4-1 Takeoff Warning System Schematic......................................................................... 4-3
4-2 Cockpit ..................................................................................................................... 4-4
TABLE
Table Title Page
4-1 Annunciators ............................................................................................................ 4-5

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CHAPTER 4
MASTER WARNING SYSTEM
TEST
INTRODUCTION
The master warning system provides a warning for airplane equipment malfunctions,
an unsafe operating condition requiring attention, an abnormal system malfunction, or
an indication that a system is in operation.
GENERAL
The main annunciator panel is located on the A number of airplane systems include aural
center portion of the glareshield above and warnings for abnormal conditions or mal-
on either side of the autopilot/flight director functions. These aural warning systems are
control panel. In addition to the main annun- covered in the chapters that address the related
ciator panel, there are also warning, caution, system. A takeoff warning system (horn) not
and advisory lights located in various other po- exclusively related to any particular system is
sitions on the instrument panel and on the cen- installed; therefore, the takeoff warning sys-
ter pedestal. tem is covered in this chapter.

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TAKEOFF WARNING dition recurs, the light illuminates again. If a

white light illuminates in flight, depressing the
SYSTEM master warning/caution switch will cause the
white lights to go out. Ten seconds after land-
The takeoff warning system (Figure 4-1) ac- ing, the white lights will come on again as a
tivates a warning horn whenever the airplane maintenance advisory (Figure 4-2). White
is on the ground and the right thrust lever is lights can be reactivated in flight by depress-
above 82% TLA (Thrust Lever Angle) if any ing the annunciator test switch.
of the following conditions exist:
Flaps not set for takeoff

NOTE
On the ground the white SPOILER
Spoilers not retracted EXT light is the only white light that
Pitch trim not in a safe condition for will cancel if the Master Caution is
takeoff depressed. In the air, the white ENG
CMPTR will not cancel if the on-side
One or both thrust reversers unlocked or amber ENG CMPTR light is also
deployed illuminated.
Park brake not released
When the horn is activated, it can be silenced
by retarding the thrust levers below 82% TLA MASTER WARNING/
or by ensuring that all of the parameters listed
above are met. The squat switch relay box in-
CAUTION LIGHTS
hibits the warning horn while airborne. When a red glareshield light illuminates, the
red portion of the master WARN/CAUT lights
NOTE (See Annunciator Panel section) on the pilots
and copilots instrument panels flash. De-
If the Parking Light bulb is burned out, pressing either master WARN/CAUT light
the warning horn will sound even if the causes both pilots and copilots master
parking brake T handle is full forward. WARN/CAUT lights to extinguish.
When an amber glareshield light illuminates,

MAIN ANNUNCIATOR the amber portion of the master WARN/CAUT
lights (see Annunciator Panel section) on the
PANEL pilots and copilots instrument panels flash.
Depressing either master WARN/CAUT light
There are four rows of red, amber, white, and
causes both pilots and copilots master
green lights which are used to announce var-
WARN/CAUT lights to extinguish. The mas-
ious malfunctions, failures, and switch posi-
ter caution (amber light) may be inhibited on
tions (Figure 4-2). See also, Figure ANN-1 in
the ground by depressing and holding either
the Annunciator Panel section of this man-
master caution switch until the master caution
ual. Generally, red lights are used to warn of
lights illuminate. Depressing the annunciator
a hazard which requires corrective actions.
test switch will cancel the master caution
Amber lights denote cautionary items. White
(amber light) inhibit. Airborne, the master
lights denote a system condition that is not nor-
caution feature will revert to the normal (un-
mal, but is not critical or cautionary. Green
inhibited) mode.
lights indicate conditions which may be nor-
mal but need to be monitored by the crew (see
The applicable red or amber glareshield
Annunciator Panel section). If a glareshield
light remains illuminated until the mal-
light illuminates and the condition is cor-
function is cleared.
rected, the light extinguishes; but if the con-

TEST POWER
The glareshield lights are tested by pressing Electrical power for the glareshield annunci-
either of the two TEST buttons (see Annun- ator panel is supplied from both the left and
ciator Panel section) on the front of the r i g h t WA R N LT S c i r c u i t b r e a ke r o n t h e
glareshield just outboard of the ENG FIRE pilot/copilots Lights circuit breaker group. Ei-
PULL handles. The test illuminates the an- ther circuit breaker can provide the power to
nunciator lights on the glareshield, the pilots illuminate the annunciators. Both WARN LTS
and copilots instrument panels, the pilots circuit breakers receive power from the left and
switch panel, the center switch panel, and the right EMER buses, respectively.
center pedestal. The left and right fuel scav-
enge pumps are energized during the annun-
ciator test. Scavenge pump operation can be BULB CHANGE
verified by audible indication. Annunciators
not tested with the test button are the EMER Removal of annunciator bulbs require main-
PWR annunciators. When the test button is re- tenance action and special tools.
leased the CABIN FIRE annunciator will re-
main illuminated for up to 30 seconds while ILLUMINATION CAUSES
the smoke detector performs a self-test.
From the top and left to right, Table 4-1, on
DIM the following pages, shows the annunciator
panel light label, color, condition for illumi-
The photo electric cells, next to the TEST but- nation, pilot action, and possible equipment
tons, automatically adjust the glareshield an- loss. Other listed lights are either on the
nunciator light intensity for existing cockpit glareshield, instrument panel, center pedestal,
light indications. Additional instrument panel or are optional.
and pedestal annunciator lights dim when the
NAV light switch is turned on. The remaining
lights are controlled with dimmer rheostats.
HORN
FLAPS NOT SET FOR T.O.
SPOILERS NOT RETRACTED
PITCH TRIM NOT IN A SAFE
CONDITION FOR TAKEOFF
THRUST REVERSER UNLOCKED
PARK BRAKE NOT RELEASED
R THRUST LEVER ABOVE

82% TLA
SQUAT SW IN GND MODE
Figure 4-1. Takeoff Warning System

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Figure 4-2. Cockpit

Table 4-1. ANNUNCIATORS
If warning, caution, or advisory lights are installed in the cockpit, they must, unless otherwise
approved by the Administrator, be (a) Red, for warning lights (lights indicating a hazard which
may require immediate corrective action); (b) Amber, for caution lights (lights indicating the
possible need for future corrective action); (c) Green, for safe operation lights; (d) Any other
color, including white, for lights not described in paragraphs (a) through (c) of this section, pro-
vided the color differs sufficiently from the colors prescribed in paragraphs (a) through (c) of
this section to avoid possible confusion.
It is suggested that you fold out Figure ANN-1 in the Annunciator Panel section while you review
the following annunciators. This will assist you in learning the relative location of each annunciator.
WARNING/
CAUTION/
ADVISORY PROBABLE CAUSE PILOT ACTION
Left engine oil pressure is below 20 psi. Refer to OIL PRESS Warning Light Illuminated in
L OIL the Emergency Procedures section of the AFM.
PRESS
Less than 2.75 psi fuel pressure to engine- Check that the jet pump switch is in the ON
L FUEL driven pump. Light extinguishes at 3.75 psi. position and refer to FUEL PRESS Warning
PRESS Light Illuminated in the Emergency Procedures
section of the AFM.
Metal particles are detected in engine oil. Refer to ENG CHIP Light Illuminated in
L ENG Abnormal Procedures section in the AFM.
CHIP
Engine vibration levels have exceeded limits. 1. Monitor Engine Instruments

L ENG 2. Refer to Engine Vibration Light Illuminated in
VIB the Abnormal Procedures section of the AFM.
A low-pressure condition exists on the left Refer to HYDR PRESS Light(s) Illuminated in
L HYDR engine hydraulic pump. the Abnormal Procedures section of the AFM.
PRESS
A low-pressure condition exists on the right Refer to HYDR PRESS Light(s) Illuminated in
R HYDR engine hydraulic pump. the Abnormal Procedures section of the AFM.
PRESS
SteadySpoilers deployed. SteadyNormal when spoilers are extended.

SPOILER
EXT
FlashingSpoilers are extended with flaps > 3. FlashingRetract spoilers or flaps; normal on
landing.

Table 4-1. ANNUNCIATORS (CONT)
WARNING/
CAUTION/
a. Spoiler/Aileron split > 6. Refer to SPOILER MON Light Illuminated in the

SPOILER b. Spoiler/Spoiler split > 6. Abnormal Procedures section of the AFM.
MON c. AC or DC power failure to system.
d. Internal computer fault.
Steady Steady
a. Left stall system failed. a. If one stall system fails, monitor other system
L STALL b. Left stall circuit breaker is open. for stall avoidance. If both systems fail, refer
to Stall Warning System Failure in the
Abnormal Procedures section of the AFM.
b. Reset the left stall circuit breaker.
FlashingAircraft is in shaker range. FlashingExecute stall recovery procedure.
Steady Steady
a. Right stall system failed. a. If one stall system fails, monitor other system
R STALL b. Right stall circuit breaker is open. for stall avoidance. If both systems fail, refer
to Stall Warning System Failure in the
b. Reset the right stall circuit breaker.
FlashingAircraft is in shaker range. FlashingExecute stall recovery procedure.
Ground/Airborne a. Release wheel master button.

PITCH a. Wheel master button is depressed. b,c,d, Refer to PITCH TRIM Light Illuminated in
TRIM b. Trim speed monitor has detected a trim or e. Flight in the Abnormal Procedures
speed fault. section of the AFM.
c. Pitch trim selector switch is in OFF position. f. Refer to MACH TRIM and PITCH TRIM
d. Attempting to trim using PRI TRIM SW Lights Illuminated in the Abnormal
with pitch trim selector in SEC position. Procedures section of the AFM.
e. Secondary pitch trim circuit breaker is out.
Airborne
f. Mach monitor has detected a Mach trim
computer output fault. Mach trim and pitch
trim lights are both illuminated.

WARNING/
CAUTION/
a. Generator switch is in OFF or START. Refer to Single Generator Failure in the
b. Generator not on the line due to overvoltage Abnormal Procedures section of the AFM or
L GEN or GPU plugged in. Dual Generator Failure in the Emergency
c. Generator failed. Procedures section of the AFM.
d. Generator circuit breaker is open.
a. Generator switch is in OFF or START. Refer to Single Generator Failure in the

b. Generator not on the line due to overvoltage Abnormal Procedures section of the AFM or
R GEN or GPU plugged in. Dual Generator Failure in the Emergency
c. Generator failed. Procedures section of the AFM.
d. Generator circuit breaker is open.
One or both nicad batteries have reached 160 F. Refer to Battery Overheat (Aircraft with Nickel-
BATT Cadmium Batteries) in the Emergency
160 Procedures section of the AFM.
FlashingSmoke is detected in cabin baggage Refer to Cabin/Cockpit Fire, Smoke, or Fumes

CABIN area. and Cabin Fire Light Illuminated in the
FIRE Emergency Procedures section of the AFM.
SteadyBoth entry door handles are open. GroundClose door or have malfunction
ENTRY investigated. Do not take off with light illuminated.
DOOR FlashingOne or more latch pins are not AirborneRefer to ENTRY DOOR or AFT
engaged, door handles are not fully locked, or CABIN DOOR Light Illuminated in the
the key lock is actuated. Emergency Procedures section of the AFM.
One or more of the following external doors are GroundEnsure all doors are properly secured
EXT not fully closed: before flight.
DOORS Tailcone baggage.
Tailcone access AirborneRefer to EXT DOORS Light Illuminated
in the Emergency Procedures section of the AFM.
a. Positive differential pressure limit exceeded Refer to PRESS SYS LIGHT Illuminated in the
PRESS 9.8 PSID or negative 0.5 PSID. Abnormal Procedures section of the AFM.
SYS b. Cabin altitude exceeds limitation 8,600 feet
in auto or 8,750 feet in manual.
c. Pressurization controller detects a fault or
electrical power is lost to the pressurization
controller.

WARNING/
CAUTION/
a. One or both emergency pressurization a. Cabin altitude above 9,500 feetRefer to
EMER valves are in the emergency position. Pressurization Loss at Altitude in the
PRESS b. Either ENG FIRE T-handle is pulled while Abnormal Procedures section of the AFM.
the corresponding bleed-air switch is on Cabin altitude below 9,500 feetRefer to
(some airplanes). EMER PRESS Light Illuminated in the
c. Indicates an electrical fault which may Abnormal Procedures section of the AFM.
prevent activation of emergency airflow. b. No action required if ENG FIRE T-handle is
pulled.
a. Either PITOT HEAT switch is OFF, or Refer to Pitot Heat Light Illuminated Procedure in
PITOT b. Current to either pitot heater is less than the Abnormal Procedures section of the AFM.
HT 3 amps with switches on.
Wing structure temperature has reached 215 Monitor wing temperature gage. Turn off
F, wing heat ON or OFF, or wing leading edge stabilizer/wing heat for over-temp condition.
WING HT is below 58 F decreasing or 70 F increasing Refer to Wing Heat Light Illuminated Procedure
when the wing heat is on. in Abnormal Procedures section of the AFM.
The light may illuminate when the system is first
turned on until the system warms up.
Windshield temperature has reached limit: NormalWhen airflow resumes, position WSHLD
WSHLD HT switch to OFF and then to HOLD when airflow
OV HT Ground250 F. is acceptable.
Airborne345 F. AbnormalIf airflow continues with WSHLD OV
HT light on, immediately move WSHLD HT switch
NOTE to OFF. When WSHLD OV HT light extinguishes,
Auto feature should stop airflow and extinguish use HOLD feature to control airflow. Refer to
green WSHLD HT light until the amber WSHLD WSHLD OV HT Light Illuminated in the Abnormal
OV HT light extinguishes. Procedures section of the AFM.
Overtemperature of engine bleed air in the pylon 1. Move left bleed-air switch to OFF.
BLEED (250 F) or in bleed-air ducting that passes 2. Refer to Bleed-Air Warning Light Illuminated
AIR L through the pylon (600 F). in the Emergency Procedures section of
the AFM.

WARNING/
CAUTION/
Overtemperature of engine bleed air in the 1. Move right bleed-air switch to OFF.
BLEED pylon (250 F) or bleed-air ducting (600 F). 2. Refer to Bleed-Air Warning Light Illuminated
AIR R in the Emergency Procedures section of
NOTE the AFM.
If both left and right bleed-air lights illuminate
simultaneously, the tailcone temperature
sensor indicates an overheat.
Indicates an abnormally high level of vibration 1. Monitor Engine Instruments

R ENG in the associated engine. 2. Refer to Engine Vibration Light Illuminated in
VIB the Abnormal Procedures section of the AFM.
Metal particles are detected in engine oil. Refer to ENG CHIP Light Illuminated in the
R ENG Emergency Procedures section of the AFM.
CHIP
Less than 2.75 psi fuel pressure to engine- Check that the jet pump switch is in the ON
R FUEL driven fuel pump. Light extinguishes at 3.75 position and refer to FUEL PRESS Warning
PRESS psi. Light Illuminated in the Emergency Procedures
section of the AFM.
Right engine oil pressure is below 20 psi. Refer to OIL PRESS Warning Light Illuminated in
R OIL the Abnormal Procedures section of the AFM.
PRESS
Either a hardware fault or a major software FADEC will select the healthiest channel to
L ENG fault has occurred in the left engine FADEC control the engines.
CMPTR system.
On GroundDo not dispatch the aircraft with an
amber engine computer light illuminated.
In FlightIf the amber ENG CMPTR and white

ENG CMPTR lights for the left engine are
illuminated, operate the thrust lever cautiously,
and refer to Amber and White ENG CMPTR Light
Illuminated in the Abnormal Procedures section
of the AFM.
Refer to Amber ENG CMPTR Light Illuminated in

the Abnormal Procedures section of the AFM,
if only the amber light illuminates.

WARNING/
CAUTION/
A minor software fault has occurred in the FADEC will select the healthiest channel to
L ENG system. control the engines.
CMPTR
Refer to White ENG CMPTR Light in the
Dispatch is not permitted.
Indicates impending bypass of engine fuel filter, Refer to ENG FILTERS Light Illuminated in the
L ENG airframe-mounted fuel filter or oil filter on left Abnormal Procedures section of the AFM. Inves-
FILTERS engine. tigate problem on ground prior to next flight.
Indicates thrust reverser is fully deployed. a. NormalStow thrust reverser after

TR deployment for normal operation.
DEPLOY b. AbnormalIf TR inadvertently deploys, refer
to Inadvertent Thrust Reverser Deployment
During Takeoff in the Emergency
Procedures section of the AFM.
Automatic Performance Reserve has Select OFF position on APR control switch
automatically activated while APR switch in ARM when APR is no longer required.
APR ON position.
Fuel level in either wing tank is less than 410 Transfer fuel, refer to LOW FUEL Light
LOW pounds. Illuminated in the Abnormal Procedures
FUEL section of the AFM.
NOTE
Wing electric scavenge pump(s) will be
automatically energized when the low-fuel light
illuminates.
The spoiler lever has been placed in the ARM Place spoiler lever to RET after takeoff or to
SPOILER position. EXT at landing touchdown.
ARM
Nosewheel steering is engaged by arm switch If engaged with the arm switch, no action is
STEER or either wheel master button and ground required.
ON speed is less than 90 knots. If engaged by the wheel master, release the
button when nosewheel steering is no longer
needed.
Spare.


WARNING/
CAUTION/
Electrical failure to Mach trim computer, the Mach Reduce below 0.77 MI; or engage autopilot and
MACH trim monitor has deactivated the system, or Mach refer to Mach Trim Malfunction in the Abnormal
TRIM monitor has deactivated the system (PITCH Procedures section of the AFM.
TRIM light also illuminated in the latter case).
GroundPitch trim is not within range for a Move pitch trim to takeoff segment.
T.O. safe takeoff.
TRIM
One or both 275 amp current limiters are On GroundRefer aircraft to maintenance to
blown. repair fault and replace current limiters.
CUR LIM
AirborneRefer to CUR LIM Light Illuminated
During Flight in the Abnormal Procedures
section of the AFM.
Left or right DC amps or volts have reached Find which failure has occurred by looking at
ELEC the caution or warning range; or, left or right power monitor, and refer to ELEC PWR Light
PWR AC volts have reached the caution or warning Illuminated in the Abnormal Procedures
range. section of the AFM.
One or both nicad batteries have reached 140 F. Refer to Battery Overheat (Aircraft with Nickel-
BAT 140 Cadmium Batteries) in the Emergency
The instrument fan is off. Investigate the problem on the ground prior to
INSTR next flight.
FAN
SteadyAft cab door handle open. GroundClose door or have malfunction

AFT CAB investigated. Do not takeoff with light illuminated.
DOOR FlashingOne or more latch pins are not fully
engaged, door handle is not fully closed, or the AirborneRefer to Entry Door or Aft Cabin Door
ground security pin is installed. Light Illuminated in the Emergency Procedures
section of the AFM.
Spare.


WARNING/
CAUTION/
Temperature in the cabin or crew bleed-air Check temperature control valve for affected
DUCT OV distribution ducting in tailcone has reached system (cab or crew) in full cold position. If it
HT approximately 300 F. isnt, select manual and full cold for affected
system. Refer to Duct OV HT Light Illuminated in
the Abnormal Procedures section of the AFM.
Spare.

If the optional ice detection probe is installed If icing conditions exist, turn the anti-ice
ICE DET Icing conditions exist and the stab heat systems on.
switch is turned off, or
There is an internal fault in the ice detection
box.
Ground (Steady)Normal with stab/wing heat Place STAB WING HEAT switch to OFF if not
switch on. STAB HEAT is disabled by squat required.
STAB HT switch.
Ground/Airborne (Flashing)STAB HEAT Refer to STAB HT Light Illuminated in Flight in

failed self-test on ground or one or more the Abnormal Procedures section of the AFM.
elements failed in flight.
Airborne (Steady) AbnormalSystem has

failed or power to STAB HEAT has failed.
Windshield anti-ice system is on. Select OFF position of WSHLD HT switch

when not required for anti-ice or rain removal.
WSHLD
HT
a. The system has been activated and the a. Normal operation. Feel the left windshield
L WS temperature is still below 80 F. near the crew members head.
DEFOG b. The windshield temperature is above 150 F. b. If an underheat condition exists, no action
c. Sensor is open and/or windshield has is required.
reached temperature limit and/or loss of c. If an overheat condition exists, pull the L
required power. WSHLD Defog circuit breaker. Refer to WS
DEFOG Light Illuminated in the Abnormal

WARNING/
CAUTION/
a. The system has been activated and the a. Normal operation. Feel the right windshield
R WS temperature is still below 80 F. near the crew members head.
DEFOG b. The windshield temperature is above 150 F. b. If an underheat condition exists, no action is
c. Sensor is open and/or windshield has required.
reached temperature limit and/or loss of c. If an overheat condition exists, pull the L
required power. WSHLD Defog Circuit Breaker. Refer to WS
DEFOG Light Illuminated in the Abnormal
Indicates thrust reverser is fully deployed. a. NormalStow thrust reverser after

TR deployment for normal operation.
DEPLOY b. AbnormalIf TR inadvertently deploys, refer
to Inadvertent Thrust Reverser Deployment
During Takeoff in the Emergency Procedures
section of the AFM.
Indicates impending bypass of engine fuel Refer to ENG FILTERS Light Illuminated in the
R ENG filter, airframe-mounted fuel filter or oil filter on Abnormal Procedures section of the AFM.
FILTERS right engine. Investigate problem on ground prior to next flight.
A minor software fault has occurred in the FADEC will select the healthiest channel to
R ENG system. control the engines.
CMPTR
Refer to White ENG CMPTR Light in the
Dispatch is not permitted.
Either a hardware fault or a major software FADEC will select the healthiest channel to
R ENG fault has occurred in the right engine FADEC control the engines.
CMPTR system.
On GroundDo not dispatch the aircraft with an
amber engine computer light illuminated.
In FlightIf the amber ENG CMPTR and white

ENG CMPTR lights for the right engine are
illuminated operate the thrust lever cautiously,
and refer to Amber and White ENG CMPTR
Light Illuminated in the Abnormal Procedures
section of the AFM.
Refer to Amber ENG CMPTR Light Illuminated

in the Abnormal Procedures section of the
AFM, if only amber light illuminates.

WARNING/
CAUTION/
Thrust reverser is not fully stowed or deployed. Insure thrust reverser becomes fully deployed
TR or stowed.
UNLOCK
In FlightRefer to TR UNLOCK Light Illuminated
in the Abnormal Procedures section of the
AFM.
APR system is armed.
APR Select OFF position on APR control switch
when APR is no longer required.
ARM
Steady
FUEL a. Any transfer/fill operation is in progress. Steadya, b, or c. Monitor the appropriate
SYS b. Crossflow valve selected open. system as required.
c. Standby pump(s) selected on.
FlashingDiscontinue fuel transfer or fill
FlashingFuselage tank full or empty. operation.
a. If nacelle heat switch is on, bleed-air

L NAC pressure to the nacelle lip is insufficient for a. Refer to NAC HT Light Illuminated in the
HT anti-icing or the valve for stator vane Abnormal Procedures section in the AFM.
heating is not full open. b. If the left engine is at idle, advance power
b. If nacelle heat switch is off, bleed-air lever to extinguish the light.
pressure is present in the nacelle lip due to c. If nacelle heat is not obtained, avoid flight
a malfunctioning valve or the valve for into icing conditions.
stator vane heating is not full closed.

WARNING/
CAUTION/
a. If nacelle heat switch is on, bleed-air a. Refer to NAC HT Light Illuminated in the
R NAC pressure to the nacelle lip is insufficient for Abnormal Procedures section of the AFM.
HT anti-icing or the valve for the stator vane b. If the right engine is at idle, advance power
heating is not fully open. lever to extinguish the light.
b. If nacelle heat switch is off, bleed-air c. If nacelle heat is not obtained, avoid flight
pressure is present in the nacelle lip due to into icing conditions.
a malfunctioning valve or the valve for the
stator vane heating is not fully closed.
Thrust reverser is not fully stowed or deployed. Insure thrust reverser becomes fully deployed or
TR stowed.
UNLOCK
In FlightRefer to TR Unlocked Light Illuminated
in the Abnormal Procedures section of the AFM.
NormalThrust reverser circuit breakers are set, None required.

airplane is on the ground (squat switch in ground
TR ARM mode), and corresponding thrust lever at idle.
AbnormalFlashing TR Arm Light in flight. Refer to the TR ARM Light in Flight in the
Abnormal Procedures section in the AFM.
a. EDS has lost power. Refer to EDS FAULT Light Illuminated in the
EDS b. EDU bite has detected a system failure. Abnormal Procedures section in the AFM.
FAULT c. EDU memory is 85% full. Notify maintenance of the fault.
d. System has detected an engine condition
which is out of acceptable parameters.
Engine sync is ON and nose landing gear is Turn engine synchronization off when gear is
ENG not up and locked. down for takeoff or landing. Also, turn engine
SYNC synchronization off during single-engine
operation.
The left or right nacelle heat switch is on.

NAC HT a. Turn nacelle heat off if not in icing conditions.
ON b. Comply with Ground Operation Limitations in
the Limitations Section of the AFM.

WARNING/
CAUTION/
Windshield alcohol tank empty. Refer to ALC Low Light Illuminated in the
ALC LOW Select OFF position on WSHLD ALC switch
when alcohol stops flowing. Have tank serviced
before next flight.
NormalThrust reverser circuit breakers are None required.

set, airplane is on the ground (squat switch in
TR ARM ground mode), and corresponding thrust levers
at idle.
AbnormalFlashing TR arm light in flight. Refer to TR ARM Light in Flight in the

A fire or an overheat condition exists in the Refer to Engine Fire Shutdown in the
ENG FIRE affected engine. Emergency Procedures section of the AFM.
PULL
An engine fire T-handle has been pulled. If a fire or overheat condition exists, depress the
ENG EXT light to allow the contents of one fire
ARMED extinguishing bottle to flow into the associated
nacelle.
Failure of the rudder boost self-test sequence. Check to ensure the rudder boost switch is on
Rudder boost is unable to deliver servo torque. and avionics master switches are on.
RB
Pilot is depressing either rudder with at least No action requiredindicates normal RB

50 lbs. of pressure and rudder boost is operation when heavy rudder pressure is
RB delivering servo torque. required.
The autopilot is unable to activate pitch trim. Refer to Autopilot FCP TRIM Light Illuminates in
Flight in the Abnormal Procedures section of
TRIM the AFM.

WARNING/
CAUTION/
ANTI-SKID A fault has been detected in the antiskid Cycling the antiskid switch off, then on, may clear
circuitry. If all four lights are illuminated, power the fault. Apply brakes judiciously and modulate
to the control box may have been lost, or the brake pressure to avoid skidding the tires. Refer to
L R antiskid switch is off. the Abnormal Procedures section of the AFM.
EMER DEPRESS Emergency depressurization has been Cabin pressure will reduce to equal the pressure
manually selected, and the outflow valves outside the aircraft up to 13,700 feet.
have been opened.
EMER
DEPRESS
Power is being used from the emergency Refer to Dual Generator Failure in the
EMER EMER batteries, and they are not receiving a trickle Emergency Procedures section of the AFM.
PWR 1 PWR 2 charge from the aircrafts electrical system.
Amber FAULT light indicates there has been a When FAULT light illuminates, the system
power loss, cabin altitude has exceeded 8,600 automatically reverts to manual mode. See
feet, or a fault has been detected in the PRESS SYS Light Illuminated in the Abnormal
pressurization module. PRESS SYS Procedures section of the AFM.
MODE annunciator will also be illuminated.
FAULT
MANUAL
The MANUAL light illuminates when manual If MAN is selected while a FAULT light and PRESS
has been selected with mode switch. SYS annunciator are illuminated, they will extinguish.
If MAN is selected when no fault is indicated, manual
mode is activated. Depressing the MAN switch a
second time will cause MAN to extinguish and
return the system to the automatic mode.
The green DOWN lights indicate the If one or more lights are off, and an attempt
associated landing gear is locked down. has been made to cycle the gear down, refer
NOSE to Alternate Gear Extension/Electrical
Malfunction in the Abnormal Procedures
UNSAFE section of the AFM.
DOWN
The nose gear red unsafe light is on when the If one or more lights remain on after cycling the
UNSAFE UNSAFE nose gear is in transit. The two main gear red gear, refer to Alternate Gear Extension/Electrical
unsafe lights are on when the inboard gear Malfunction in the Abnormal Procedures
DOWN DOWN doors are not locked up. section of the AFM.
LEFT RIGHT
NOTE
The inboard gear doors will not lock up after
using either alternate gear extension system
(Blowdown or Free Fall).

WARNING/
CAUTION/
The respective engine air ignition ignitor box is Normal operation.
IGNITION receiving power.
L R
Low pressure exists in the engine fuel supply Check that the jet pump switch is in the ON
L/R FUEL line. LO FUEL PRESS annunciation is also on position and refer to FUEL PRESS Warning
PRESS the Fuel Control Panel. Light Illuminated in the Emergency Procedures
Section of the AFM.
The gear warning horn has been silenced by Normal operation.

MUTE depressing either gear warning horn mute
buttons.
PARK The parking brake handle is pulled. Position the brake handle as desired.
BRAKE
The respective starter is engaged. If the starter does not disengage after start,
START START move the START-GEN switch to GEN. If the light
remains illuminated while on the ground, shut
down the affected engine. See Starter Engaged
Light Remains Illuminated After Start in the
Abnormal Procedures section in the AFM.
The red WARNING portion of the light indicates Pilot action depends on which glareshield/panel
WARN a red light is illuminated on the glareshield or lights have illuminated. Depressing a
panel. The amber CAUTION portion of the light WARN/CAUT light will cause both WARN/CAUT
CAUT illuminates when amber light has illuminated on lights to extinguish.
the glareshield or panel.
ARM Nose gear is down and locked, nose steering Use nose steering on ground below 90 knots.
is armed.
NOSE
STEER
Category II enabled and monitored parameters Prior to FAFdetermine and correct.

NOT met (amber). After FAFrevert to Category I minimums.
CAT II
Category II enabled and monitored parameters None.
met.
CAT II

FlightSafety
international
QUESTIONS
1. How can all glareshield annunciator lights 4. When an amber glareshield light illumi-
be tested? nates, what other annunciation occurs?
A. By individual system testing A. Only the pilots master caution light
B. By depressing each individual cap- flashes
sule B. Both master caution lights illuminate
C. By depressing either TEST switch steady
D. By shutting the represented system C. Only the copilots master caution
OFF light illuminates steady
D. Both master caution lights flash
2. When a red glareshield light illuminates,
what other annunciation occurs? 5. How is the intensity adjusted on the
A. Only the pilots master warning glareshield annunciator?
light flashes A. Automatically by photo electric
B. Both master warning lights illumi- cells
nate steady B. By depressing the TEST button
C. Only the copilots master warning C. By depressing each individual cap-
light illuminates steady sule
D. Both master warning lights flash D. By depressing the DIM button
3. If an illuminated amber or red glareshield

light suddenly extinguishes, what does
it indicate?
A. Five minutes have passed.
B. The malfunction no longer exists.
C. Three minutes have passed.
D. The master warning lights have been
reset.

CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 5-1
GENERAL............................................................................................................................... 5-1
WING TANKS ........................................................................................................................ 5-2
FUSELAGE TANK ................................................................................................................. 5-2
WING AND SINGLE-POINT PRESSURE REFUELING (SPPR) FILLER PORTS............ 5-2
FUEL QUANTITY INDICATING SYSTEM AND CONTROLS ......................................... 5-4
Low Fuel Light................................................................................................................. 5-5
FUEL TRANSFER SYSTEM ................................................................................................. 5-6
Crossflow Valve ............................................................................................................... 5-6
Standby Pumps................................................................................................................. 5-6
Transfer Lines and Valves ................................................................................................ 5-6
Transfer (Fuselage) Pumps .............................................................................................. 5-7
Pressure Switches............................................................................................................. 5-7
Float Switches .................................................................................................................. 5-7
Fuselage Fuel TransferFill Operation and Wing-to-Wing Crossflow .......................... 5-7
ENGINE FUEL SUPPLY SYSTEM ..................................................................................... 5-11
Filters ............................................................................................................................. 5-13
Main Fuel Shutoff Valves (Firewall).............................................................................. 5-13
Fuel Low-Pressure Switches.......................................................................................... 5-13
Pressure-Relief Valve..................................................................................................... 5-13

RAM-AIR VENT SYSTEM ................................................................................................. 5-13

Expansion Lines............................................................................................................. 5-15
FUEL SYSTEM DRAIN VALVES....................................................................................... 5-15
SINGLE-POINT PRESSURE REFUELING SYSTEM (SPPR) .......................................... 5-17
SPPR Control Panel ....................................................................................................... 5-17
SPPR Components......................................................................................................... 5-17
REFUELING......................................................................................................................... 5-19
QUESTIONS ......................................................................................................................... 5-20
5-ii FOR TRAINING PURPOSES ONLY

ILLUSTRATIONS
Figure Title Page
5-1 Fuel System .............................................................................................................. 5-3
5-2 Wing and Fuselage Tank Fuel Filler Ports and Locations........................................ 5-4
5-3 Fuel Quantity Indicators........................................................................................... 5-5
5-4 Fuselage Tank-to-Wing Tanks (Normal Transfer).................................................... 5-8
5-5 Fuselage Tank-to-Wing Tanks (Auxiliary Transfer) ................................................ 5-9
5-6 Fuselage Tank-to-Wing Tanks (Rapid Transfer) ...................................................... 5-9
5-7 Fuselage Tank-to-Wing Tanks (Gravity Transfer) ................................................. 5-10
5-8 Wing Tanks-to-Fuselage Tanks (Fill)..................................................................... 5-10
5-9 Crossflow................................................................................................................ 5-11
5-10 Engine Fuel Supply System Schematic.................................................................. 5-12
5-11 Fuel Vent System Schematic.................................................................................. 5-14
5-12 Fuel Vent Drain Valves........................................................................................... 5-15
5-13 Fuel Drains ............................................................................................................. 5-16
5-14 Single-Point Pressure Refueling System................................................................ 5-18

FlightSafety
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CHAPTER 5
FUEL SYSTEM
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INTRODUCTION
The Learjet 60 fuel system consists of the fuel storage, quantity indicating, transfer, dis-
tribution, vent, and single-point pressure refueling systems.
The fuel system is covered in this chapter from the storage areas to the high-pressure en-
gine fuel pumps, at which point fuel system operation becomes a function of the power-
plant. Refer to Chapter 7, Powerplant.
GENERAL
The fuel system provides for fuel storage and A crossflow valve permits transfer of fuel be-
low-pressure fuel distribution to the high- tween wings for fuel balancing. It is also open
pressure engine fuel pumps. during transfer of fuel, either from wings to
fuselage or from fuselage to wings. Each wing
The fuel storage system consists of an inte- contains an electrical scavenge pump and
gral wet-wing tank in each wing, a fuselage three transfer jet pumps to automatically move
tank, and a vent system. fuel to the lowest point of the wing tank. A
main, engine supply jet pump and an electric
The fuel quantity indicating system utilizes standby pump are located at the low point of
capacitance-type probes to measure fuel quan- the wing tank to pick up and deliver low-pres-
tity in each tank. sure fuel to the respective engine fuel pump.

FlightSafety
international
The engines are fed directly from the re- the trailing edge between spar 7 and 8 (flap,
spective wing tanks. Fuselage tank fuel must spoiler, and aileron areas).
be transferred forward to the wings before it
can be fed to the engines. The 2.5-degree wing dihedral makes the inboard
portions of the wing tanks the lowest areas. The
In-flight fuel transfer is from the fuselage main jet pumps and electric standby pumps,
tank to the wing tanks (Figure 5-1). which supply fuel to the engines, are located in
the low areas and remain submerged in fuel until
The left (NORM XFR) fuel transfer system the tanks are nearly empty (Figure 5-1).
moves fuel forward through the left transfer
valve and line to the left wing, and to the right Wing tanks are baffled with ribs and spars to
wing through the crossflow valve. minimize fuel shift. Flapper-type check valves,
located in the wing ribs, allow unrestricted
The right (AUX XFR) fuel transfer system inboard flow of fuel and inhibit outboard flow.
moves fuel forward through the right trans- Two pressure-relief valves at the centerline rib
fer valve and line to the right wing, and to the allow fuel or air to flow between tanks if pres-
left wing through the crossflow valve. The two sure in one wing tank is greater than the other.
transfer systems may be used separately or si-
multaneously. The gravity transfer system The useable fuel capacity of each wing tank is
may also be used to gravity transfer fuel from approximately 1,449 pounds (216.4 gallons)
the fuselage to both wing tanks. if fuel tanks are filled through the wing fillers
or 1,400 pounds (209 gallons) if filled through
The ram-air vent system affords slight pres- the single-point pressure refueling system.
surization to the fuel tanks in flight. On the
ground, the system is a straight atmospheric
vent system. FUSELAGE TANK
Drain valves enable draining of condensation The fuselage tank is two bladder-type fuel cells
and contaminants which have settled in the located aft of the rear pressure bulkhead. The
vent sumps. useable fuel capacity of the fuselage tank is ap-
proximately 5,012 pounds (748 gallons) when
A fuel filler is provided for each wing tank completely filled. The tank can be filled by ei-
(Figure 5-1). The wings may be filled through ther the single point pressure refueling system
the over wing ports. The fuel may then be (5,000 pounds) or by transferring fuel from the
transferred to the fuselage tank through fill wings to the fuselage tank (5,012 pounds).
operations. A single-point pressure refueling
system is installed, which allows pressure WING AND SINGLE-
refueling to the wing and fuselage tanks.
POINT PRESSURE
The flight crew must ensure that only approved
fuels and anti-icing additives are used as spec-
REFUELING FILLER
ified in the Learjet 60 Airplane Flight Manual. PORTS
A fuel filler port is located on the outboard por-
WING TANKS tion of each wing, (Figure 5-2). A single-point
pressure refuel system is installed with a fill
Each wing tank extends from the airplane cen- valve in each tank. The SPPR filler connection
terline rib to a point just short of the winglets, and control panel are on the right side of the
with the exception of the following areas: the fuselage just aft of the wing trailing edge and
main landing gear wheel well, the leading below the engine pylon (Figure 5-2).
edge forward of spar 1 (wing heat area), and

LOW
FUEL WING SCAVENGE PUMP
HIGH LEVEL FLOAT MAIN JET PUMP

TRANSFER
JET PUMP
LOW
; ;
LEVEL
FLOAT
ENGINE-DRIVEN PUMP
ELECTRICAL PUMP
JET PUMP
CHECK VALVE
MOTOR-DRIVEN VALVE
PRESSURE SWITCH FILLER PORT
FLOAT SWITCH QUANTITY PROBE
EXPANSION LINE PRESSURE-RELIEF VALVE
HIGH PRESSURE LOW PRESSURE STORAGE
L OIL L FUEL L ENG L ENG L HYD R HYD

PRESS PRESS CHP VIB PRESS PRESS
L ENG L ENG L ENG TR APR LOW
CMPTR CMPTR FILTERS DEPLOY ON FUEL
TR APR FUEL
UNLOCK ARM SYS
TR EDS ENG
ENG FIRE
ARM FAULT SYNC
PULL
LO LO
FUEL FUEL
PRESS PRESS
R ENG R ENG R FUEL R OIL
VIB CHP PRESS PRESS
TR R ENG R ENG R ENG
NOTE: DEPLOY FILTERS CMPTR CMPTR
SEE THE ANNUNCIATOR TR
UNLOCK
PANEL SECTION FOR TR ENG FIRE
ANNUNCIATOR COLORS ARM PULL
FUEL CONTROL PANEL GLARESHIELD ANNUNCIATOR PANEL
Figure 5-1. Fuel System

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WING FUEL FILLER WING FUEL FILLER
SINGLE-POINT
PRESSURE FILLER SINGLE-POINT
PRESSURE FUELING
CONTROL PANEL
Figure 5-2. Wing and Fuselage Tank Fuel Filler Ports and Locations
FUEL QUANTITY
INDICATING SYSTEM One probe is located in the fuselage tank and
four probes are located in each wing tank (Fig-
AND CONTROLS ure 5-1). The inboard probe in the left wing
contains a temperature compensator which
The capacitance-type quantity indicating system compensates for fuel density changes due to
consists of two processors in the panel-mounted temperature. The indicator applies the density
indicator, nine capacitance probes, and a fuel correction to all the quantity indications
density compensation probe (Figure 5-3). (wings, fuselage, and total).

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tity indicating system including the indicator,

probes and wiring. When failures are detected
for longer than 45 seconds, an error code will be
displayed corresponding to the particular error
found. System and indicator faults will be dis-
played in the TOTAL display, whereas specific
tank faults will be displayed on the corresponding
tank display. For example, Error Code 5 indicates
possible fuel contamination.
COCKPIT INDICATOR The cockpit indicator is tested using the

glareshield warning light test. The digits read
Figure 5-3. Fuel Quantity Indicators 8880 for a proper test.
There are two processors in the indicator. One Indicator illumination intensity can be con-
supplies data to the left wing and total quan- trolled through the CENTER PNL PEDESTAL
tity, the second processor supplies data to the lighting control on the pilots dimmer panel
right wing and fuselage tank. A failure of one (lower left instrument panel).
processor will not cause complete loss of quan-
tity indication.
LOW FUEL LIGHT
The fuel quantity indicating system uses DC The low-level float switches (one in each wing)
supplied through the FUEL QTY PWR 1 and trip when fuel quantity in the associated wing
2 circuit breakers located in the pilot and copi- tank decreases to approximately 410 pounds
lots fuel group of circuit breakers. Either cir- (61.2 gallons) and illuminate the amber LOW
cuit breaker will supply power to the FUEL light on the pilots glareshield annunci-
processors and indicator, giving the system a ator panel. The light may be affected by pitch
redundant power source in the event of elec- attitude. In nosedown attitudes the light may il-
trical failure. Both circuit breakers are on the luminate at a greater quantity. Either float switch
emergency buses. The indicator provides a may cause the light to illuminate. At the same
continuous digital readout of fuel remaining time, when a low-level float switch trips, the on
in each wing tank, fuselage tank, and total reside electrical scavenge pump is automatically
maining useable fuel. energized. They pickup fuel from the bottom of
the forward wing tank sections and move it to
The indicator will also flash the digital display the area in the tanks where the main jet pumps
of a heavy wing and an IMB display if a fuel are located. Illumination of the low fuel light
imbalance is detected. The imbalance must will cause the fuselage fill to trip OFF if it was
be present for 30 seconds before annunciating. selected ON.
The indicator will flash the heavy wing indi- The scavenge pumps are powered through the
cation with a 200-pound IMB display imbal- L and R STBY-SCAV pump in the FUEL group
ance when the flaps are set to 8 or lower. A of circuit-breaker panels on the left and right cir-
500-pound imbalance will flash the heavy cuit-breaker panels. They are not powered dur-
wing indication and IMB display with the ing EMER bus operation.
flaps up. The flashing indication may be can-
celled by depressing the mute switch in the Operation of the scavenge pumps may be
right thrust lever. The IMB display will remain checked prior to engine start by depressing ei-
illuminated until the imbalance is corrected ther ANNUNCIATOR TEST switch on the
below the trip point. glareshield annunciator panel and listening
for audible indication.
The fuel indicating system has built-in test ca-
pabilities to monitor the state of the fuel quan-

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FUEL TRANSFER tion selected, its indicator light will flash.

The indicator lights will also flash, for a short
SYSTEM period of time, while the valve is in transit to
a selected position.
The fuel transfer system consists of those
components of the fuel system related to mov-
ing fuel between tanks. STANDBY PUMPS
The standby pumps are located next to the
The components in the fuel system utilized to main jet pumps (see Figure 5-1) at the low
supply fuel to the engines are covered in this point in each wing tank. The standby pumps
chapter under engine fuel supply system. are used:
CROSSFLOW VALVE For engine start (automatically energize

with starter switch activation)
The crossflow valve is installed in the cross- As a backup for main jet pumps
flow line connecting the two wing tanks (See
Figure 5-1). It is normally closed during flight, For wing-to-wing crossflow
but it is opened during fuselage fuel transfer For wing-to-fuselage transfer of fuel (au-
and may be opened when necessary to move tomatically energized with the FILL
fuel from one wing tank to the other. switch on)
This motor-driven valve is controlled by the The standby pump in each wing is powered
XFLO VALVE switch on the fuel control panel through the L or R STBY-SCAV PUMP circuit
(see Figure 5-1) and is powered through the breaker located in the pilot/copilots FUEL
XFLO VALVE circuit breaker on the pilots group of circuit breakers. These pumps are con-
fuel circuit-breaker panel. The crossflow valve trolled by switches on the fuel panel (STBY
is operative during emergency bus mode. It PUMP, FILL) (see Figure 5-1). The standby
also opens anytime GRVTY XFR, NORM pumps are both disabled whenever any of the
XFER, AUX XFR, or FILL is selected. A hor- fuselage transfer (fuselage tank to wing) systems
izontal bar on the switch will illuminate to an- are activated. Also, the standby pumps do not
operate in the EMER bus mode of operation.
nunciate the valves open status and will not
be illuminated when the valve is closed. If the
crossflow valve is neither open or closed, the TRANSFER LINES AND
horizontal bar will flash. VALVES
The green FUEL SYS light on the glareshield Two transfer lines (one on each side) connect
annunciator panel (see Figure 5-1) will illu- the fuselage tank and the wing tanks. A trans-
minate whenever the crossflow valve is open, fer valve is installed in each line (see Figure
a standby pump is on, or any transfer/fill op- 5-1). The transfer valves control fuel move-
ment between the fuselage and wing tanks.
eration is in progress. The light will flash
when the fuselage tank is full and FILL is se- Fuel can be transferred from the fuselage
lected or when the tank is empty and normal tank to both wings through either the LH or
and/or auxiliary fuel transfer is selected. RH transfer lines or through both lines at the
same time. Fuel can also be pumped from
FUEL VALVES the wings to the fuselage tank through the LH
and RH transfer lines. These operations are
The indicator lights for the fuel valves (cross- controlled by switches on the fuel control
flow, transfer, and jet pump/motive flow) are panel labeled: GRVTY XFR, NORM XFR,
disagreement lights. If the valve fails between AUX XFR, and FILL (see Figure 5-1). Use
open or closed, or if the valve is not in posi- of these switches is covered in Section II,

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Fuel Management, in the Learjet 60 Air- FLOAT SWITCHES

plane Flight Manual.
Wing High-Level Float Switches
The transfer valves are electrical motor-driven
valves powered through the respective L and During normal transfer (LH transfer system),
R JET PUMPXFR VALVE circuit breakers fuel transfer will continue until a high-level
located on the pilot/copilots FUEL group of float switch (one in the outboard end of each
circuit breakers. The valves will remain in the wing tank) senses a wing full condition. The
last selected position if power to them is lost. float switches will automatically deenergize
Valve position is indicated on the fuel panel the left fuselage pump and close the left trans-
and by the green FUEL SYS light on the fer valve when either wing becomes full. If the
glareshield annunciator. With a valve open, the NORM XFR switch is left ON, transfer re-
vertical bar is illuminated, and if the valve is sumes when the high-level float switches sense
closed, the bar is not illuminated. that the wing tanks are not full. This auto-
matic cycling continues until the fuselage tank
is empty. Gravity transfer and auxiliary trans-
TRANSFER (FUSELAGE) fer are not affected by the wing high-level
PUMPS float switches.
The left and right transfer pumps are electrical
motor-driven pumps located at the low point in Fuselage Tank Float Switch
the fuselage tank. The left transfer pump is This float switch provides indication that the
used for the NORM XFR system. The right fuselage tank is full during filling of the fuse-
transfer pump is used for the AUX XFR system. lage tank from the wings (FILL switch is ON)
and automatically terminates the fill operation.
The flow rate is approximately 50 pounds a
minute through each transfer line.
Wing Tank Low-Level Float
The left and right transfer pumps are powered Switch
through the FUS TANK XFR PUMP and the
FUS TANK AUX PUMP circuit breakers lo- See discussion of low fuel light, this chapter.
cated in the pilot/copilots FUEL group of cir-
cuit breakers. Both transfer pumps remain FUSELAGE FUEL TRANSFER
operative during emergency bus mode operation.
FILL OPERATION AND WING-
TO-WING CROSSFLOW
PRESSURE SWITCHES
See Section II, Fuel Management, of the
A pressure switch is installed between the trans- Airplane Flight Manual for operation proce-
fer pump and transfer valve in each transfer line dures. When discussing fuselage fuel transfer-
to indicate completion of fuel transfer from the fill and wing-to-wing crossflow, use Figures
fuselage tank to the wings. Either press switch 5-4 through 5-9 as a guideline.
(or both pressure switches) will illuminate the
white EMPTY light on the fuel panel when fuel
pressure is lost in the respective transfer line. The
FUEL SYS annunciator will also flash.
Pressure switch circuitry for the left pres-

sure switch is only energized when NORM
XFR is selected. The right pressure switch is
only energized when AUX XFR is selected.

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CROSSFLOW
VALVE
STANDBY STANDBY
HIGH-LEVEL PUMP PUMP HIGH-LEVEL
FLOAT SWITCH FLOAT SWITCH
LEFT
TRANSFER
VALVE
PRESSURE
SWITCH
LEFT
TRANSFER
PUMP
LOW PRESSURE
Figure 5-4. Fuselage Tank-to-Wing Tanks (Normal Transfer)

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CROSSFLOW
VALVE
RIGHT
TRANSFER VALVE
RIGHT
TRANSFER PUMP
PRESSURE
SWITCH LOW PRESSURE
Figure 5-5. Fuselage Tank-to-Wing Tanks (Auxiliary Transfer)
CROSSFLOW
VALVE
LEFT TRANSFER RIGHT

VALVE TRANSFER VALVE
PRESSURE SWITCH PRESSURE SWITCH
LEFT TRANSFER RIGHT

PUMP TRANSFER PUMP
LOW PRESSURE
Figure 5-6. Fuselage Tank-to-Wing Tanks (Rapid Transfer)

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CROSSFLOW
VALVE
LEFT TRANSFER
VALVE
RIGHT
TRANSFER VALVE
GRAVITY FLOW
Figure 5-7. Fuselage Tank-to-Wing Tanks (Gravity Transfer)
STANDBY PUMPS
LEFT
TRANSFER VALVE
RIGHT
TRANSFER VALVE
FLOAT
SWITCH
LOW PRESSURE
Figure 5-8. Wing Tanks-to-Fuselage Tanks (Fill)

CROSSFLOW
VALVE
STANDBY
STANDBY PUMP
PUMP
Figure 5-9. Crossflow
ENGINE FUEL SUPPLY Jet pumps operate on the venturi principle.

They require no electrical power and have no
SYSTEM moving parts. Excess high-pressure fuel from
the engine-driven pump is routed to the ven-
The transfer jet pumps move fuel within the turi of the jet pump. This high pressure, low-
wings to the area where the main jet pumps volume stream of fuel draws fuel from the
and standby pumps are located (Figure 5-10). wing tank and provides a low-pressure, high-
The transfer jet pumps (three in each wing) op- volume flow from the jet pump.
erate continuously with the JET PUMP switches
ON; they ensure that fuel will be available to The jet pumps are controlled with the JET
the engines in a nose-high attitude when wing PUMP switches on the fuel control panel which
fuel quantity is at a low level. The wing (elec- electrically open and close the motive flow
trical) scavenge pumps operate only when wing control valves. These valves are powered
fuel quantity is low. If either wings low-level through the respective L and R JET PUMP
float switch trips (illuminating the LOW FUEL XFR VALVE circuit breakers on the pilot/copi-
light), that sides electrical scavenge pump is lot FUEL circuit-breaker panels.
automatically energized.
Either the standby pumps or the main jet pumps
The main jet pumps and standby pumps have can supply fuel under pressure to the engine-
one-way check valves on the output side to driven pumps. During engine start, the re-
prevent reverse flow when they are inactive. s p e c t ive s t a n d b y p u m p i s a u t o m a t i c a l l y
energized and the motive flow valve is closed

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LOW
FUEL
;; ;;
TRANSFER JET PUMP
SECONDARY FILTER ELECTRICAL
STANDBY PUMPS SECONDARY FILTER
ENG FIRE ENG FIRE
PULL MAIN JET PUMPS PULL
L FUEL R FUEL
PRESS PRESS
ENGINE-DRIVEN
ENGINE-DRIVEN FUEL PUMP AND
FUEL PUMP AND PRIMARY FILTER
PRIMARY FILTER
L ENG R ENG
FILTER FILTER
LH MAIN
MOTIVE FUEL SHUTOFF RH MAIN MOTIVE
FLOW VALVE FUEL SHUTOFF FLOW VALVE
HIGH PRESSURE LOW PRESSURE STORAGE
LO LO
FUEL FUEL
PRESS PRESS
NOTE:
SEE THE ANNUNCIATOR
PANEL SECTION FOR
ANNUNCIATOR COLORS
Figure 5-10. Engine Fuel Supply Schematic

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(OFF light on) when the GEN-OFF-START respective L or R FW SOV are controlled by
switch is placed in START. The starter disen- t h e E N G F I R E P U L L T- h a n d l e s o n t h e
gages at approximately 45 percent N 2 and the glareshield. Pulling either T-handle closes
motive flow valve opens. the associated valve, and pushing the T-han-
dle opens the valve provided DC electrical
After the engine is started and the START power is available.
switch is moved from the START position, the
standby pump is deenergized and the main jet FUEL LOW-PRESSURE
pump then provides fuel to the engine. If the
motive flow valve fails between open and
SWITCHES
closed, or if the valve is not in the position Fuel low-pressure switches, located between the
selected, the jet pump OFF light will flash. main fuel shutoff valve and the engine-driven
The standby pumps can be energized at any fuel pump, sense low pressure in the engine fuel
time to provide fuel pressure to the engines supply line and energize the red L or R FUEL
in the event of jet pump failure or if the jet PRESS light on the glareshield annunciator
pump switch has been turned off. panel and in the fuel panel. See Airplane Flight
Manual, Section III, Emergency Procedures.
FILTERS
The fuel supply for each engine passes through
PRESSURE-RELIEF VALVE
two fuel filters before entering the hydrome- A high-pressure relief valve is installed in
chanical fuel control unit (HFCU). A sec- each main fuel line downstream from the
ondary airframe filter is located in the supply main shutoff valves. They relieve pressure
line between the wing and the engine, and a buildup caused by thermal expansion of
primary filter is located between the low-pres- trapped fuel when the engine is shutdown by
sure stage and the high-pressure stage of the venting fuel overboard.
engine-driven fuel pump. Should these filters
become clogged, they have a bypass capabil-
ity. The filters have differential pressure RAM-AIR VENT SYSTEM
switches which trip whenever the filter is by-
passing, or senses an impending bypass, and The ram-air vent system provides pressur-
causes the white L or R ENG FILTERS light ization and ventilation for the wing and fuse-
on the glareshield annunciator panel to illu- lage fuel tanks in flight (see Figure 5-11).
minate. The ENG FILTERS lights may illu- There are two ram-air scoops on the under-
minate due to a clogged oil filter also. If an side of each wing. The outboard scoop on
ENG FILTER light illuminates in flight, it is each wing ventilates the respective tank, and
not possible to determine which of the filters the inboard scoops ventilate the fuselage
is clogged, the primary fuel filter or the oil fil- tank. Ram air enters each outboard ram-air
ter. Bypass of a secondary fuel filter will only scoop and passes through a wing vent sump
cause the ENG FILTERS annunciator(s) to il- and a vent float valve and on into the wing.
luminate when the aircraft is on the ground. If the wing is full of fuel, the vent float valve
There is an indicator panel in the tailcone, is closed to prevent fuel from flowing over-
just above the door, which indicates specifi- board through the sump and air scoop. The
cally which filter is bypassing. purpose of the wing vent sump is to catch
small amounts of fuel that may seep through
the vent float valve when the wing is full. The
MAIN FUEL SHUTOFF VALVES wing vent sump should be completely drained
(FIREWALL) prior to flight, (see Figure 5-13). The inboard
The fuel shutoff valves are powered through scoops are connected to the fuselage fuel
the L or R FW SOV circuit breakers on the L tank through a fuselage tank vent sump in
or R ENGINE group of circuit breakers. The the bottom of the fuselage.

5-14
FUSELAGE SUMP
FLAME ARRESTOR
FLAME ARRESTOR
RAM-AIR SCOOP
RAM-AIR SCOOP
VENT FLOAT VALVE VENT FLOAT VALVE
LEARJET 60
WING SUMP WING SUMP

V
FORWARD FUSELAGE TANK VACUUM RELIEF
P P
CHECK VALVE
AFT FUSELAGE TANK
PRESSURE RELIEF
VALVE
FUSELAGE FUEL VENT FLOAT VALVE
FUEL VENT FLAME ARRESTOR
OVERBOARD VENT
VENT LINE FUEL SIPHON BREAK LINE
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Figure 5-11. Fuel Vent System Schematic
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This vent line sump catches fuel that might

seep in the vent lines plus moisture that may be
taken in through the ram-air scoops. The fuse-
lage vent sump has a push-to-drain tube in the
bottom center of the fuselage, slightly aft of the
trailing edge of the wings (Figure 5-12). It
should be completely drained before flight.
The fuselage tank contains another over-

board vent line which is connected to the
top aft end of the fuselage tank and extends
down and outside the bottom of the fuse-
lage. This vent line contains two pressure re-
lief valves and a vacuum relief check valve,
which relieve fuel system pressure buildup
due to thermal expansion.
EXPANSION LINES
Two open-ended expansion lines connect the
high points outboard in the wing tanks with the
high point in the fuselage tank. These lines
allow pressure to equalize between all three
fuel tanks.
FUEL SYSTEM DRAIN

VALVES
Drain valves are located as illustrated in
Figure 5-12. Except for the LH and RH wing
vent sump drains, all the drain valves are
knurled hollow tubes that extend below the
skin of the fuselage.
The drain valves are spring loaded in the

closed position and sealed. The drains are
opened by pushing up on the knurled tubes.
The wing vent sump drains are flush with the
bottom of the wing and require a screw-
driver to open them.
NOTE
Do not twist the drain tubes in the
closed position or the O-ring seal may
be damaged.
Figure 5-12. Fuel Vent Drain Valves
Some of these are moisture drains, but
most are fuel system drains located at
low points for draining condensation
and sediment.

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16 1
15 2
17
14 3
13 4
12 5
11 6
10 7
9 8
1. LEFT-WING SCAVENGE PUMP 10. FUSELAGE TANK SUMP

2. LEFT-WING SUMP 11. RIGHT-WING TRANSFER LINE
3. LEFT-ENGINE FUEL 12. RIGHT-WING EXPANSION LINE
4. LEFT-WING VENT (SUMP) 13. RIGHT-WING VENT (SUMP)
5. LEFT-WING EXPANSION LINE 14. RIGHT-ENGINE FUEL
6. LEFT-WING TRANSFER LINE 15. RIGHT-WING SUMP
7. FUEL VENT (FUSELAGE) 16. RIGHT-WING SCAVENGE PUMP
8. LEFT FUEL FILTER 17. FUEL CROSSOVER
9. RIGHT FUEL FILTER
Figure 5-13. Fuel Drains

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SINGLE-POINT The PARTIAL position of the refuel selector

switch is used to fill the wings first and then
PRESSURE REFUELING the fuselage. This is useful when full wings
and less than full fuselage fuel is desired.
SYSTEM (SPPR) When PARTIAL is selected and the vent valve
opens, the fuselage tank solenoid valve will
The single-point pressure refueling system be controlled by the wing high-level float
on the Learjet 60 enables wing and fuselage switches that complete the circuit to open
tanks to be filled through a single-point pres- the fuselage tank solenoid valve. When the
sure refueling adaptor below the right engine solenoid valve opens, the fuselage tank shut-
pylon (Figure 5-14). off valve will open and admit fuel to the fuse-
lage tank.
SPPR CONTROL PANEL
The single-point pressure refueling system Indicators
control panel is located just forward of the re- The control panel contains two press-to-test
fueling adaptor below the right engine pylon. indicator lights: a green VENT OPEN light and
an amber FUS FULL light.
The control panel contains all of the switches,
valves, and lights necessary to operate the The green VENT OPEN light, on the refuel
SPPR system. control panel, will illuminate whenever the
fuselage tank vent valve opens. The light is op-
SPPR Battery Switch erated by a microswitch in the valve. The cir-
cuit for the fuselage tank solenoid valve is
The SPPR BATT switch on the refuel control wired through this switch to prevent filling the
panel allows operation of the single-point fuselage tank until the vent valve opens.
pressure refuel system without the need to
enter the cockpit in order to energize aircraft The amber FUS FULL light on the refuel con-
power. When the switch is set to ON, DC trol panel will illuminate whenever the fuselage
power from the right aircraft battery is applied tank float switch actuates. The light illuminates
to the SPPR control circuits. to alert the operator that refuel operations should
have automatically terminated. If fuel flow con-
Total-Partial Switch tinues with the light illuminated, fueling oper-
The control panel contains a two-position ations should be immediately terminated.
switch marked TOTAL and PARTIAL.
Selecting the TOTAL position allows all fuel SPPR COMPONENTS
tanks (wing and fuselage) to fill simultane-
ously. If the PARTIAL position is selected, Refer to Figure 5-14 for location of single-
the wings fill first and then the fuselage tank point pressure refueling system components.
begins to fill.
Vent Valve
The TOTAL position of the refuel selector The vent valve is installed to relieve air pres-
switch is used to fill the wing and fuselage sure as fuel fills the tanks. Operation of the
tanks simultaneously. When TOTAL is se- valve is checked during the precheck se-
lected and refueling pressure is applied (vent quence. The valve automatically opens when-
valve opens), circuits are completed to open ever fuel pressure is applied to the system.
the fuselage tank solenoid valve. When the When the valve reaches the full open position,
solenoid valve opens, the fuselage tank shut- a switch in the valve completes a circuit to
off valve opens to admit fuel into the fuse- illuminate the VENT OPEN light on the SPPR
lage tank. control panel.

5-18
VENT OPEN FUS FULL

LIGHT LIGHT
VENT VALVE FUS FLOAT SW
FUS PILOT
VALVE SOLENOID
VALVE
EXPANSION EXPANSION
LEARJET 60
LINE LINE
REFUEL R BAT
TOTAL
R BAT
PARTIAL
FULL
FULL

REFUELING PILOT
ADAPTER RH WING VALVE
LH WING VENT
HI LEVEL REFUELING
REFUELING
FLOAT SW SHUTOFF VALVE
PILOT SHUTOFF VALVE
VALVE FUS PRECHECK FUSELAGE
WING PRECHECK VALVE REFUELING HI LEVEL
VALVE SHUTOFF FLOAT SW
VALVE
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Figure 5-14. Single-Point Pressure Refueling System
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Pilot Valves and Shutoff Valves PRECHECK VALVES

Each pilot valve, one at the high point in each The wing and fuselage precheck valves are
wing tank and one at the high point in the fuse- used to check operation of the system vent
lage tank, controls the respective shutoff valve and individual shutoff valves before full
valve in each fuel tank. When fuel under pres- refueling procedures are commenced. System
sure enters the refueling adapter, fuel flows precheck is accomplished with the refuel se-
to the three refueling shutoff valves. Fuel lector switch set to TOTAL in order to check
pressure forces the shutoff valve open. It will all shutoff valves. When the wing and fuselage
remain open as long as fuel pressure on the precheck valves are set to OPEN (grips verti-
back side of the shutoff valve poppet is vented cal) and refuel pressure is applied to the re-
through a pilot line to the pilot valve in the fuel adapter, fuel will be admitted to the
corresponding fuel tank. When the fuel tank precheck lines and to the tank fill lines. The
becomes full, the pilot valve float shuts off shutoff valves will open and fuel will flow
vent flow through the pilot line. Fuel pressure into all tanks.
then equalizes on both sides of the shutoff
poppet, allowing spring pressure to close the The fuel in the precheck lines will empty into
shutoff valve poppet. a float basin at each pilot valve. When the basin
fills, the pilot valve float will close the pilot
Solenoid Valve valve, which causes the associated shutoff valve
to close terminating fuel flow. The vent valve
The pilot line from the fuselage shutoff valve should open when fuel flow is initiated. Fuel
to the fuselage pilot valve contains a solenoid- flow should stop within 10 to 20 seconds.
controlled valve. With the solenoid valve
closed, the fuselage shutoff valve cannot be
vented through the fuselage tank pilot valve, REFUELING
and the fuselage shutoff valve poppet will
close or remain closed. When the solenoid- See Section II of the Airplane Flight Man-
controlled valve is energized open, the fuse- ual and Addenda I, Fuel Servicing, of the
lage shutoff valve will be vented through the Airplane Flight Manual for information and
fuselage pilot valve, thus allowing the fuse- servicing procedures.
lage shutoff valve poppet to open. Fuel will
flow through the fuselage shutoff valve until
the pilot valve closes (that is, the fuselage
tank is full) or refueling is terminated. The
solenoid-controlled valve is normally closed
and can be energized open in two ways: (1)
if the TOTAL position on the TOTAL-PAR-
TIAL switch is selected, the solenoid is pow-
ered open; and (2) if the PARTIAL position
is selected, the valve will be powered open,
but only after the high-level float switch in
each wing tank trips to the full position. Ad-
ditionally, in order for the solenoid-con-
t r o l l e d va l ve t o b e e n e rg i z e d o p e n , t h e
fuselage tank vent valve must be fully open.
When the vent valve is open (green VENT
OPEN light illuminated), power is applied to
the solenoid control relay, which closes the
circuit to the solenoid-controlled valve.

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QUESTIONS
1. The approximate maximum usable fuel 6. Using procedures in Section II of the Air-
capacities of each fuel tank are: plane Flight Manual, NORM XFR may
A. Each wing1,424 pounds; fuselage be initiated:
3,842 pounds A. At any time regardless of wing fuel
B. Each wing1,449 pounds; fuselage quantity
5,012 pounds B. When the fuel level in the wing
C. Each wing1,215 pounds; fuselage tanks indicates 1,200 pounds or less
1,340 pounds C. When the WING FULL lights extin-
D. Each wing1,160 pounds; fuselage guish
2,603 pounds D. Only when the fuel level in each
wing has decreased to 410 pounds
2. Which pair of fuel pumps may be checked
prior to engine start by depressing the 7. Rapid fuselage fuel transfer to the wings
TEST switches on the glareshield an- is accomplished:
nunciator panel and listening for an au- A. Through both transfer lines with the
dible indication? fuselage tank FILL switch set to ON
A. Wing Scavenge pumps B. Through both transfer lines with the
B. Fuselage pumps fuselage tank GRVTY XFR set to
C. Standby pumps ON
D. Transfer pumps C. Through the right transfer line with
the fuselage tank AUX XFR switch
3. The switch which controls the RH trans- set to ON
fer system is: D. Through both transfer lines with
both the fuselage tank NORM XFR
A. FUS TANK GRVTY XFR
and AUX XFR switches selected to
B. FUS TANK NORM XFR ON
C. FUS TANK AUX XFR
D. CROSSFLOW 8. The amber LOW FUEL light illuminates
when:
4. The standby pumps are used for all except A. 350 pounds total fuel remain
one of the following functions:
B. Approximately 410 pounds of fuel
A. Engine start remain in either wing
B. As backup for main jet pumps C. 400 to 500 pounds total fuel remain
C. Wing-to-wing crossflow with a D. More than 500 pounds of fuel re-
main jet pump inoperative main in each wing
D. Wing-to-fuselage transfer of fuel
9. Which pumps automatically energize
5. The green FUEL SYS light will flash when: when the LOW FUEL light illuminates?
A. Fuselage tank is full and FILL is A. Standby pumps
selected. B. Main jet pumps
B. Fuselage tank is empty and NORM C. Transfer jet pumps
XFR, AUX XFR or RAPID XFR is D. Wing scavenge pumps
selected.
C. A low-fuel pressure indication is
present at the engine.
D. Both A and B are correct.

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10. The crossflow valve opens: 15. Which transfer method provides for au-
A. Only when the XFLO VALVE tomatic closing of a transfer valve when
switch is set to open one, or both, wing tanks become full?
B. Only when the XFLO VALVE A. Gravity transfer
switch is set to open or the NORM B. Normal transfer
XFR switch is set to ON C. Auxiliary transfer
C. Anytime electrical power is lost D. None
D. Whenever XFLO VALVE switch is
set to open or the NORM XFR, 16. Which transfer method provides for au-
AUX XFR, GRVTY XFR or FILL tomatic closing of the transfer valve(s)
switches are set to ON and pump shutdown when the fuselage
tank is empty?
11. The crossflow valve should not be opened: A. Gravity transfer
A. When a main jet pump is inopera- B. Normal transfer
tive, unless using rapid transfer of C. Auxiliary transfer
fuselage fuel to the wings
D. None
B. When either engine fails
C. During gravity transfer 17. The white L or R ENG FILTERS light
D. When a standby pump is inoperative indicates:
A. An impending bypass of the aircraft
12. A steady green FUEL SYS light on the an- fuel filter
nunciator panel indicates:
B. An impending bypass of the engine
A. Any transfer/fill operation is in fuel filter
progress C. An impending bypass of the engine
B. XFLO valve is selected open oil filter
C. A STBY PUMP is selected ON D. Any of the above
D. All of the above
18. Illumination of the red L or R FUEL
13. Approximately how much fuel will not PRESS light indicates:
transfer to the wings using gravity transfer? A. Fuel pressure to the respective en-
A. 1,000 pounds gine fuel pump is low
B. 500 pounds B. Fuel pressure to the respective en-
C. 350 pounds gine is to high for safe operation
D. None C. An L or R engine fuel filter is by-
passing
14. Which of the following fuselage tank D. Fuel pressure to the respective en-
transfer switches will cause the standby gine is optimum for engine start
pumps to be disabled?
A. GRVTY XFR switch ON
B. NORM XFR switch ON
C. AUX XFR switch ON
D. Any of the above

international
CHAPTER 6
AUXILIARY POWER UNIT
CONTENTS
Page
INTRODUCTION ................................................................................................................... 6-1
GENERAL .............................................................................................................................. 6-1
MAJOR COMPONENTS........................................................................................................ 6-2
Air Intake ......................................................................................................................... 6-2
Compressor ...................................................................................................................... 6-2
Combustor ........................................................................................................................ 6-2
Turbine ............................................................................................................................. 6-3
Exhaust............................................................................................................................. 6-3
Accessory Gearbox .......................................................................................................... 6-3
APU SYSTEMS ...................................................................................................................... 6-3
Oil System........................................................................................................................ 6-3
Fuel System...................................................................................................................... 6-3
Ignition System ................................................................................................................ 6-4
Exhaust Gas Temperature (EGT) System ........................................................................ 6-4
Electrical Circuit Protection System ................................................................................ 6-4
Fire Warning and Extinguishing System.......................................................................... 6-4
Control/Indication System ............................................................................................... 6-5
Electronic Sequence Unit (ESU)...................................................................................... 6-7
ACCESSORY SYSTEMS ....................................................................................................... 6-8
APU Relay Box Assembly............................................................................................... 6-8
Aircraft Squat Switch....................................................................................................... 6-8

Hourmeter ........................................................................................................................ 6-8

LIMITATIONS AND GENERAL/OPERATIONAL LIMITS ................................................ 6-8
General ............................................................................................................................. 6-8
Operational Limits ........................................................................................................... 6-9
APU/AIRCRAFT ELECTRICAL SYSTEM INTERFACE ................................................. 6-10
NORMAL OPERATION....................................................................................................... 6-10
APU Prestart Inspection................................................................................................. 6-11
APU Start....................................................................................................................... 6-12
APU Shutdown .............................................................................................................. 6-12
EMERGENCY PROCEDURES ........................................................................................... 6-12
APU Fire ........................................................................................................................ 6-12
ABNORMAL PROCEDURES ............................................................................................. 6-12
APU FAULT Light Illuminated ..................................................................................... 6-12
QUESTIONS ......................................................................................................................... 6-14

ILLUSTRATIONS
Figure Title Page
6-1 APU Access Door .................................................................................................... 6-2
6-2 APU Air Intake/Exhaust Port................................................................................... 6-2
6-3 APU Oil Filler Cap and Sight Glass......................................................................... 6-3
6-4 APU Start Switch ..................................................................................................... 6-3
6-5 APU Control Panel Location.................................................................................... 6-4
6-6 APU Relay Box Assembly ....................................................................................... 6-4
6-7 APU Fire Warning Bell Location ............................................................................. 6-5
6-8 APU Control Panel ................................................................................................... 6-5
6-9 APU Bite Indicator Box ........................................................................................... 6-7
6-10 APU Relay Box (Bite Indicators and Fault Reset)................................................... 6-8
6-11 Aircraft Squat Switch ............................................................................................... 6-8
6-12 APU Hourmeter........................................................................................................ 6-8
6-13 APU/Aircraft Electrical Interface .......................................................................... 6-10
6-14 Aircraft Electrical Power Monitor ......................................................................... 6-10
TABLE
Table Title Page
6-1 APU Approved Oils ................................................................................................. 6-9

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CHAPTER 6
AUXILIARY POWER UNIT
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INTRODUCTION
The auxiliary power unit (APU) system on the Learjet 60 aircraft is optional equipment
and designed for ground use only. The APU supplies electrical power to the aircraft elec-
trical system for battery charging, engine starting and ground operations. The APU can-
not be utilized in conjunction with a ground power unit (GPU), but a GPU may be used
to start the APU.
GENERAL
The optional APU engine installed in the Lear- The APU is located in the rear equipment bay,
jet 60 aircraft is a self-contained gas turbine aft of the tailcone baggage compartment (Fig-
manufactured by Sundstrand-Turbomach, ure 6-1). It is enclosed in a fireproof contain-
model number T-20G-10C3. The APU system ment box equipped with its own fire detection
is installed in the Learjet 60 under a Supple- and extinguishing system. The APU is limited
mental Type Certificate (STC) held by PATS, to ground operation only, and will automati-
Inc. cally shutdown if left on for takeoff.

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AIR INTAKE
The air intake is located on the lower right side
of the rear fuselage (Figure 6-2). Airflow is
drawn in through the air intake and is directed
to the upper and lower inlet duct halves. Inlet
screens are attached to the housing and pro-
vide protection against foreign object inges-
tion. See Section I of the Learjet 60 Pilots
Manual for danger areas around the APU in-
take and exhaust.
COMPRESSOR
The compressor is a single-stage centrifugal-
type that draws air in through the air intake and
compresses it for combustion.
COMBUSTOR
The combustor section consists of a single, an-
nular, combustion chamber, igniter plug, and
fuel nozzles inserted into the turbine hous-
ing. Within the combustor, the fuel air mixture
Figure 6-1. APU Access Door
The primary function of the APU is to supply

28-VDC electrical power to the aircraft elec-
trical system through the APU generator.
The APU is independent of all aircraft systems

except for the DC power supply, used for ener-
gizing the fuel system and the starter/generator.
MAJOR COMPONENTS
The APU consists of six major sections:
Air intake
Compressor
Combustor
Turbine
Exhaust
Accessory gearbox
Figure 6-2. APU Air Intake/Exhaust Port

is ignited to provide the energy that drives the

turbine and compressor assembly.
TURBINE
A single-stage radial turbine is mounted
through a shaft to the compressor. The turbine
is designed to extract almost all of the energy
from the expanding gases. Most of the energy
is used to drive the compressor, the gearbox,
and APU accessories.
EXHAUST
The exhaust assembly attaches to the APU
and directs the exhaust gases into the atmo-
sphere. The exhaust outlet is located on the Figure 6-3. APU Oil Filler Cap and
right upper side of the aft fuselage (Figure 6- Sight Glass
2). The exhaust assembly, through an eductor
method, also provides cooling for the a shutoff valve (early A/C have fuel supplied
starter/generator and other components within from the fuselage tank, see AFM), a boost
the APU enclosure. pump, and a fuel filter. Before an APU start,
the operator must ensure that there is a min-
ACCESSORY GEARBOX imum of 100 pounds of fuel in the left wing
tank for APU operation.
An accessory gearbox forms an integral part
of the APU. The gearbox is designed to con- When the APU control panel MASTER push-
vert the high turbine speed to the values re- button (Figure 6-4) is depressed, it opens the
q u i r e d t o d r iv e t h e A P U g e n e r a t o r a n d shutoff valve and energizes the boost pump.
accessories. The accessories include the lu- The boost pump then provides a fuel flow to
bricating pump, fuel control and fuel pump the APU fuel system.
unit, and the starter/generator.
If the valve fails to close on shutdown, the
APU SYSTEMS APU FAULT light and the master caution lights
will illuminate, if not previously inhibited.
OIL SYSTEM
The oil system is a self-contained, two-quart
capacity, fully automatic system which pro-
AMPS (350 MAX) APU
vides lubrication for the bearings and for the
accessory gearbox. Checking APU oil level FAULT
(Figure 6-3) through the sight glass is per- FIRE ON
STOP
formed during the aircraft exterior inspection.
SYSTEM RUNNING
FUEL SYSTEM 5 10 10 TEST MASTER
START
The APU fuel system is fully automatic with FIRE APU GEN
no operator controls or adjustments required.
Fuel is supplied to the APU from the air-
crafts left wing fuel tank and flows through Figure 6-4. APU Start Switch

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During normal operation, the fuel control unit

(FCU) will schedule fuel flow to the com-
bustion chamber in order to maintain rpm at
100%. This fuel scheduling allows the power
developed by the APU to be equal to the power
required and thereby maintain a constant rpm
throughout all APU load variations.
NOTE
The fuel consumption rate of the APU
is dependent upon pressure altitude,
outside air temperature, and the load
imposed; therefore, fuel consumption
at a given pressure altitude varies.
Figure 6-5. APU Control Panel Location
IGNITION SYSTEM
FIRE WARNING AND
A fully automatic ignition system provides
high voltage electricity to the single igniter EXTINGUISHING SYSTEM
plug, located within the combustion chamber. The fire bottle is located in the tail area adja-
The ignition system is controlled by the APU cent to the APU. It is equipped with a pressure
relay box assembly. switch, tied to the APU fault indication sys-
tem, to prevent starting the APU with low fire
EXHAUST GAS TEMPERATURE bottle pressure.
(EGT) SYSTEM
The fire loop is installed around the APU en-
APU exhaust gas temperature is sensed by a sin- gine and the DC generator, inside the stainless
gle thermocouple located in the APU exhaust. steel fire containment box. The fire loop will
The thermocouple provides exhaust gas tem- activate at 800F at a single point, or 375F
perature indications to the electronic sequence within the overall length, to close the APU fuel
unit (ESU). The ESU continually monitors the shutoff valve and discharge the Halon extin-
thermocouple circuit whenever APU electrical guishing agent into the containment box. This
power is supplied.
ELECTRICAL CIRCUIT
PROTECTION SYSTEM
All APU circuit breakers are 28 VDC. Three are
located inside the cockpit on the APU control
panel, just above the copilots circuit-breaker
panel (Figure 6-5), and three additional circuit
breakers are located within the APU aft com-
partment on the APU relay box assembly (Fig-
ure 6-6).
Figure 6-6. APU Relay Box Assembly

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Figure 6-8. APU Control Panel
CONTROL/INDICATION
Figure 6-7. APU Fire Warning Bell Location SYSTEM
action will also shut down the APU, sound the The control/indication system requires a min-
fire warning alarm, located in the left wheel well imum amount of control inputs and warning
(Figure 6-7), and illuminate the APU FIRE outputs for proper operation. The APU en-
warning light pushbutton (Figure 6-4). gine/generator-starter combination is one in-
tegral operating unit. There is no separate
APU generator on/off switch. Any APU gen-
CAUTION erator fault will shutdown the APU engine.
Illumination of an amber or red APU APU, APU generator and overheat BITE mal-
control panel annunciator will also function indicators are located within the APU
illuminate the master warning/caution compartment. Also located inside the APU com-
lights on the main instrument panel. partment is the FAULT indication RESET switch
Care must be taken to insure that the (Figure 6-10) on the relay box assembly.
APU control panel is checked if the
master warning or caution lights The APU is controlled from the APU control
illuminate and there are no panel, located above the copilots circuit-
annunciators illuminated on the main breaker panel (Figure 6-8), and includes the
annunciator panel that would have following pushbuttons and lights:
activated them.
This pushbutton supplies power to
The fire extinguisher pressure and the integrity MASTER the APU system. The legend is day-
of the fire loop is tested each time, before the light readable and is illuminated
APU is started, with the APU SYSTEM TEST white when the aircraft NAV
pushbutton. If the pressure is low or the loop light switch is on.
is shorted, the APU fuel valve will not open
and the APU cannot be started. Additionally, This light is illuminated green
an OVERHEAT bite on the APU relay box ON when the MASTER switch is on and
assembly (also located in the rear equipment supplying power to the APU system.
bay) will indicate if the fire loop has sensed
an overheat or fire condition. This pushbutton is used to start the
RUNNING
APU system. The bottom half, la-
START beled START, is illuminated
white whenever the MASTER push-
button is on, to identify the switch.

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Depressing the START pushbutton initiates The FAULT indicator circuit is latched and can
the APU start sequence. The top half of this but- be cleared by the FAULT RESET switch on the
ton is labeled RUNNING and is illuminated APU relay box assembly, located forward of
green whenever the APU is operational and APU containment box (Figures 6-6 and 6-8).
supplying electrical power to the aircraft. The circuit does not latch when the fault is
caused by the squat switch circuit on takeoff.
If the APU system is operating with ground This fault can be cleared by selecting the APU
power (GPU) attached to the aircraft, the APU MASTER pushbutton to the OFF position.
generator will be kept off-line. The RUN-
NING half of the switch will be illuminated, The FAULT indicator is also illuminated when-
indicating that the APU system is ready to ever the fuel valve is not closed and the MAS-
supply power to the aircraft. However, the TER pushbutton is off. This cannot be cleared
AMP meter (Figure 6-8) will display 000, by the FAULT RESET pushbutton. The valve
showing that the generator is off-line. must be visually inspected to verify it is closed
prior to flight.
This is the only time that the APU system will
display a RUNNING indication without the This guarded switch is an APU
APU actually supplying power to the aircraft. system fire indicator and extin-
Normally, when the RUNNING light is illu- guishing pushbutton.Should
minated, some current draw will be displayed there be a fire in the APU, as
on the AMP meter. detected by the integral fire
loop, the FIRE pushbutton will
This pushbutton is used to stop FIRE
illuminate red, and the air-
the APU system and to indicate crafts master warning lights
a fault. The bottom half, STOP, will illuminate. Detection of an
is illuminated white whenever APU fire will automatically
FAULT the MASTER switch is on to sound the APU fire alarm, close
STOP indicate switch function. Dur- the APU fuel valve as well as
ing normal operation, this push- start a timing sequence in the
button is used to shutdown the fire-extinguisher system.
APU by applying an overspeed
signal to the electronic sequence If the FIRE pushbutton is not depressed man-
unit (ESU) of the APU. ually, the fire extinguisher will be activated
after an approximate 15-second time delay, fol-
A normal shutdown operation will not cause lowing illumination. Raising the guard and
the FAULT half of the pushbutton to illumi- depressing the FIRE pushbutton will imme-
nate. Any APU system fault, whether it be an diately activate the fire-extinguisher system.
engine or generator problem, will cause the
FAULT and MASTER CAUTION light to il- This pushbutton tests the in-
luminate, as well as cause an APU shutdown. tegrity of the fire detection and
extinguishing system of the
The Fault indicator is illuminated amber by APU. A successful test will il-
SYSTEM
the malfunction signal or by the fuel valve TEST
luminate the FIRE pushbutton,
position-sensing circuit. The APU malfunction the aircrafts master warning
(MALF) signal is output from the ESU when- and caution lights, sound the
ever the APU shuts down. APU fire alarm and close the
APU fuel shutoff valve.
The STOP pushbutton simulates an overspeed
input to the ESU; however, the FAULT indi-
cator will not illuminate after the STOP push-
button is pressed. The STOP pushbutton will
not clear any preexisting faults.

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Activation of the fire-extinguisher time delay

is inhibited during a system test. The legend
is daylight readable and illuminated white
when the aircraft NAV light switch is on.
Operation of the SYSTEM TEST pushbutton

while the APU is operating will cause the APU
to shut down in approximately 15 to 20 seconds.
This switch also activates a test of all annun-

ciator lamps on the APU control panel. This
allows a complete test prior to starting the
APU. Since the system test switch illuminates
amber, during the test, this will also illu-
minate the master caution lights if not previ-
ously inhibited.
The AMP meter cannot be tested with the

cockpit annunciator light test unless the APU
MASTER switch is on.
ELECTRONIC SEQUENCE UNIT

(ESU)
The electronic sequence unit (ESU) automat-
ically controls the APU start sequence and Figure 6-9. APU Bite Indicator Box
monitors engine speed, temperature and oil
pressure. The ESU contains circuitry which
will shut the engine down if any of the follow- Each time the APU STOP switch is acti-
ing parameters are exceeded: vated it feeds an overspeed signal to the
ESU which shuts down the APU and tests the
AUTOMATIC SHUTDOWN FEATURES overspeed circuitry.
Overspeed.................................. > 106% The ESU has a separate bite box, located in the
APU compartment (Figure 6-9), and contains
Underspeed............................... < 90% five (5) BITE indicators to assist in trou-
bleshooting for maintenance purposes.
EGT overtemp........... 1,300 F (704 C)
(max duration 0.5 seconds) NOTE
Low oil pressure............. < 6 psig +1 A normal shutdown will indicate an
overspeed on the bite indicator box.
High oil temperature............... > 275 F
Loss of EGT signal(open thermocouple For Bite Indicator Box light code analysis and
circuit) troubleshooting refer to the Sundstrand Main-
tenance Manual.
Loss of rpm (open motional pickup
transducer circuit)
ESU overcurrent

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ACCESSORY SYSTEMS
APU RELAY BOX ASSEMBLY
The APU relay box assembly, in the tailcone,
contains two (2) BITE indicators to display
generator and overheat faults (Figure 6-10).
If the generator trips off-line due to a gener-

ator fault, the APU will shut down by simu-
lated overspeed and the GEN FAULT indicator
will change to white. This can be cleared by
moving the spring loaded FAULT RESET
switch to RESET momentarily. Figure 6-11. Aircraft Squat Switch
HOURMETER
An hourmeter (Figure 6-12) is installed on
the APU to record the total operating time of
the unit. Maintenance inspections will be
scheduled based upon elapsed operating times.
The hourmeter is operational whenever the
APU is in operation.
Figure 6-10. APU Relay Box (Bite

Indicators and Fault Reset)
If the fire detector senses a fire or compartment

overheat, the FIRE DET bite will change to
white. This can also be cleared by the FAULT
RESET switch in the same manner.
AIRCRAFT SQUAT SWITCH

Figure 6-12. APU Hourmeter
Although it is not an operator input, the air-
craft squat switch (Figure 6-11) is an input to
the APU system. The APU is approved for
ground operation only. The squat switch will LIMITATIONS AND
ensure that if the APU is mistakenly left op-
erating for takeoff, an automatic shutdown GENERAL/OPERATIONAL
will occur. A FAULT indication on the APU LIMITS
control panel will illuminate after takeoff.
The APU MASTER switch must be switched GENERAL
to OFF to clear the FAULT indication.
Certification Status
The airplane is certified in accordance with
14 CFR Part 25.

Aircraft Flight Manual Limitations Approved Fuels

The limitations in Section I of the Airplane In accordance with MIL-T-5624 JP5 or ASTM
Flight Manual are applicable with the addition D1655 (Jet A, Jet A-1 or kerosene-type fuels).
of the following:
Approved Oils
Type Of Operation
Refer to Table 6-1(In accordance with MIL-L-
This auxiliary power unit is approved for: 7808 or MIL-L-23699)
GROUND OPERATION ONLY
OPERATIONAL LIMITS Table 6-1. APPROVED APU OILS

APU must NOT be operated unattended
with passengers on board.
Oil Temperature
APU must be attended while operated -54C to 54C
during pressure refueling.
Aeroshell Turbine Oil 390
Brayco 880
CAUTION British Petroleum Aero Turbine Oil 15
Castrol 3C & Castrol 325
APU must not be operated during
Exxon/Esso Turbo Oil 2389
aircraft fluid deicing.
Oil Temperature
-40C to 54C
Ambient Temperature Limitations Aeroshell 560
-43 C to +54 C Castrol 98 & Castrol 5000
Exxon/Esso Turbo Oil 2380 & Exxon
-45 F to 130 F ETO 85
Hatcol 3611
APU Starter Limits Mobil Jet Oil II & Mobile Jet Oil 254
START MAX TIME ON FOLLOWED BY Royco/Aeroshell Turbine Oil 500/555
1 30 Sec ON 2 Min OFF Royco 899
2 30 Sec ON 2 Min OFF

3 30 Sec ON 2 Min OFF
After 3rd attempt, wait 30 minutes. NOTE
Do not mix different brands of oil.
APU Generator Limits
Continuous Operation350 amps maximum
TransientsHigher transient loads for cross-
starts and battery charging, up to maximum
generated output, are authorized. The indica-
tor on the APU control panel will flash at or
above 400 amps.

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275 A 275 A
START START
LIGHT LIGHT
START START
GEN GEN
OVER-
VOLT
GCU CUTOUT GCU
BAT BUS BAT 1 BAT 2 BAT BUS
OFF ON ON OFF
GPU APU
NORM EMER BUS
1 2
Figure 6-13. APU/Aircraft Electrical Interface
APU/AIRCRAFT NORMAL OPERATION

ELECTRICAL SYSTEM The normal procedures in Section II of the
INTERFACE Airplane Flight Manual are applicable with the
addition of the following:
The APU generator will automatically supply 28-
VDC electrical power to the aircraft electrical sys-
tem and battery charging bus (Figure 6-13) after
the APU is started and the RUNNING annunci-
ator is illuminated. However, if a GPU is sup-
plying electrical power to the aircraft, the APU
generator will be kept off-line. The APU will
share the aircraft electrical load with either or both
aircraft engine mounted generators if they are on.
The electrical load distribution can be observed
on the electrical power monitor (Figure 6-14) and
the AMPS indicator on the APU control panel
(Figure 6-8).
Figure 6-14. Aircraft Electrical Power Monitor

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APU PRESTART INSPECTION Interior Inspection

1. CIRCUIT BREAKERS (3) IN (APU
Exterior Inspection control panel)
NOTE 2. BATTERY 1, BATTERY 2 switches
A flashlight may be required for per- selected ON
forming these checks.
3. GPU (if desired)connect
Tailcone Interior 4. Verify that 18 volts minimum are avail-
Check for the following: able for starting
1. A P U o i l l ev e l A d d o i l i f b e l ow 5. Left wing fuel quantityCheck

ADD line
NOTE
WARNING
The APU fuel is drawn from the left
The following precautions must be wing fuel tank. Minimum left wing
observed when handling turbine oils: fuel quantity for APU operation is
100 pounds.
Prolonged contact with lubricating oil

meeting MIL-L-7808 may cause skin 6. Press APU MASTER switch. Verify
rash. The areas of skin and clothing ON, START, STOP and AMP meter
contacting this oil should be all illuminate.
thoroughly washed immediately.
Saturated clothing shall be removed NOTE
immediately. Areas in which this oil is
used shall be adequately ventilated to 30 seconds after the APU MASTER
reduce mist and fumes to a minimum. switch is depressed, the APU FAULT
light illuminates, if an APU start has
not been initiated.
Frequent skin contact with lubricating
oil meeting MIL-L-23699 may result
in permanent paralysis since this oil 7. APU SYSTEM TEST switchPress.
contains an additive that is poisonous Check that the APU FIRE warning
and readily absorbed through the skin. switch illuminates, that the aircraft fire
Do not allow this oil to remain on the alarm sounds, and all APU annunciator
skin longer than necessary. lights illuminate. The digital AMP
meter will display all 8s.
2. Flammable fluid leaks on all aft fuselage NOTE

components
The APU SYSTEM TEST switch also
3. Circuit breakers3 on the APU relay tests the integrity of the fire loop and
box assembly IN fire-extinguisher pressure. If the fire-
extinguisher pressure is below 375 psi
4. APU inlet and exhaust clear or the fire loop is inoperative the APU
cannot be started.

APU START EMERGENCY

1. BCN/STROBE light switchBCN PROCEDURES
The Emergency Procedures in Section III of
WARNING the Airplane Flight Manual are applicable with
the addition of the following:
Check that the exhaust area is clear of
personnel and equipment prior to APU FIRE
APU start.
If the APU FIRE warning light illuminates and
the fire alarm sounds indicating an APU fire:
2. APU START switchPress momen-
tarily (approx. three seconds). The APU 1. STOP switchDepress. (If the APU has
start sequence is automatic but should not already shut down automatically)
be monitored to verify that the follow-
ing events occur: 2. APU MASTER switchOFF
The RUNNING light illuminates to in- 3. APU FIRE switch (lift cover)Depress
dicate the APU is operational and the
generator is able to supply power.
NOTE
The generator will automatically come The APU FIRE warning light remains
on line if a GPU is not used. illuminated until the fire is extinguished.
Monitor A/C and APU ammeters.

4. If the APU FIRE light remains illumi-
nated, follow Emergency Evacuation
NOTE procedures as outlined in the basic air-
The MASTER WARNING/CAU- craft flight manual.
TION light may illuminate during
APU start. ABNORMAL
3. GPU (if applicable)Disconnect
PROCEDURES
The Abnormal Procedures in Section IV of
APU SHUTDOWN the Airplane Flight Manual are applicable with
the addition of the following:
l. STOP switchDepress. The RUN-
NING light will extinguish and the APU
generator will go off-line. APU FAULT LIGHT ILLUMINATED
If a fault indication is displayed on the APU con-
NOTE trol panel, the master caution lights are illumi-
nated and the APU shuts down. Anytime a fault
The STOP switch is not effective until light has illuminated, the APU compartment
the APU has achieved 90% rpm. The should be visually inspected for general condi-
APU MASTER switch must be tion prior to flight to ensure there is no visible
switched to OFF to abort a start. damage to the APU containment box.
2. Press the APU MASTER switch OFF.

The ON light will extinguish.

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Following FAULT light illumination:

WARNING
1. APU MASTER pushbuttonDepress to
Do not dispatch with a FAULT indi- turn the MASTER off. The FAULT in-
cator illuminated. dicator will remain illuminated.
2. Visually inspect APU and APU com-

NOTE partment prior to flight to ensure that the
Other than a squat switch controlled APU containment box has not been dam-
shutdown on takeoff, or a failed fuel aged. If visibly damaged, obtain main-
valve, an APU FAULT indication tenance assistance to determine cause
should only be cleared by actuating the and corrective action.
APU FAULT RESET switch on the
APU relay box in the APU 3. APU FAULT BITE indicators ( located on
compartment. Cycling the aircraft the bite indicator box, in the APU com-
batteries will clear some APU fault partment)Record BITE readings to as-
indications, however this procedure sist maintenance troubleshooting prior
should not be used to clear APU faults. to clearing the faults by resetting the
FAULT switch.
The APU will automatically shut down for 4. APU FAULT RESET switch on the APU
the following reasons: relay box assemblyReset
1. OverspeedEngine speed of over 5. If FAULT indicator remains illuminated,

106% rpm the APU fuel valve is not closed. Obtain
maintenance assistance to determine
2. UnderspeedEngine speed of under cause and corrective action.
90% rpm
3. OvertemperatureEGT 1,300 F with a

maximum duration of 0.5 seconds
4. Loss of the EGT signal to the APU ESU
5. Low oil pressure
6. High oil temperature ( > 275 F )
7. Loss of rpm
8. APU fire indication
9. Low fire-extinguisher bottle pressure
10. Generator malfunction

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QUESTIONS
1. The APU will automatically shut down, if 5. Operational limits of the APU include all
left on for takeoff, when: of the following except:
A. The aircrafts groundspeed is above 60 A. The APU must not be operated during
knots aircraft fluid deicing.
B. The aircraft squat switch sends a signal B. The APU should be started prior to
to the Electronic Sequence Unit to shut landing to provide an electrical system
down backup should an engine generator
C. The APU will remain on for the duration fail.
of the flight and continue to augment the C. The APU must be attended while op-
aircrafts generator electrical load in erated during pressure refueling.
flight D. The APU must not be operated unat-
D. The remaining fuel in the left wing tank tended with passengers on board.
is less than 100 pounds
6. An APU fire would be indicated by:
2. monitors the APU engine pa- A. The FIRE pushbutton/annunciator on
rameters and automatically controls the start the APU control panel illuminates and
sequence. the aircraft master warning lights flash
A. The electronic sequence unit (ESU) B. The Halon extinguishing agent dis-
B. The generator control unit (GCU) charges into the APU containment box
C. The APU fault relay panel C. The APU fire alarm in the left wheel-
D. The aircrafts electrical power monitor well sounds
D. All of the above
3. The APU automatic shutdown feature will
occur with a loss of EGT signal or a tem- 7. The maximum continuous amps limitation
perature that exceeds: on the APU is:
A. 1,300 F A. 400 amps
B. 130 F B. 350 amps
C. 704 C C. 250 amps
D. Both A and C are correct D. There is no limit
4. Prior to starting the APU, verify that 8. The APU will automatically shut down for
volts minimum are indicated on all of the following except:
the VDC display of the aircrafts electri- A. Low oil pressure
cal power monitor. B. Loss of EGT signal
A. 110 VAC C. An APU engine speed of < 90%
B. 28 VDC D. A GPU malfunction
C. 18 VDC
D. 28 + 10 VDC

CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION ................................................................................................................... 7-1
MAJOR SECTIONS................................................................................................................ 7-3
Air Intake Section ............................................................................................................ 7-3
Fan Section (Low-Pressure Compressor)......................................................................... 7-3
Compressor Section (High-Pressure Compressor) .......................................................... 7-3
Combustion Section ......................................................................................................... 7-3
Bypass Duct Section ........................................................................................................ 7-3
Turbine Section (LP and HP) ........................................................................................... 7-6
Exhaust Section................................................................................................................ 7-6
Accessory Section ............................................................................................................ 7-6
ENGINE INSTRUMENTS...................................................................................................... 7-6
General ............................................................................................................................. 7-6
Low-Pressure Rotor Indicators ........................................................................................ 7-6
Turbine Temperature Indicators ....................................................................................... 7-7
High-Pressure Rotor Indicators........................................................................................ 7-7
Fuel Flow Indicators ........................................................................................................ 7-8
Engine Oil Indicators ....................................................................................................... 7-8
ENGINE CONTROL SYSTEM .............................................................................................. 7-8
General ............................................................................................................................. 7-8
Thrust Levers ................................................................................................................... 7-9
Electronic Engine Control (EEC) .................................................................................. 7-10
ENG CMPTR CH.A/AUTO/CH.B Switches ................................................................ 7-10

ENG CMPTR Annunciators .......................................................................................... 7-10

ENG CMPTR RESET Switch........................................................................................ 7-11
EEC Inputs..................................................................................................................... 7-12
Engine Trims.................................................................................................................. 7-14
EEC Outputs .................................................................................................................. 7-14
EEC Power Supply ........................................................................................................ 7-15
ENGINE FUEL SYSTEM .................................................................................................... 7-15
Engine Fuel Pump.......................................................................................................... 7-17
Fuel Filter....................................................................................................................... 7-17
Hydromechanical Fuel Control Unit (HFCU) ............................................................... 7-17
Flowmeter ...................................................................................................................... 7-18
Fuel Dump Valve and Waste Tank ................................................................................. 7-18
Mechanical Overspeed Shutoff...................................................................................... 7-18
FADEC OPERATION ........................................................................................................... 7-18
ENGINE SUBSYSTEMS ..................................................................................................... 7-19
Automatic Performance Reserve (APR)........................................................................ 7-19
Engine Synchronizer...................................................................................................... 7-20
Engine VIB Lights ......................................................................................................... 7-20
Ignition System .............................................................................................................. 7-20
Starters ........................................................................................................................... 7-21
Engine Oil System ......................................................................................................... 7-21
Engine Diagnostic System ............................................................................................. 7-25
THRUST REVERSERS ........................................................................................................ 7-25
General........................................................................................................................... 7-25
System Operation (Normal)........................................................................................... 7-27
System Operation (Abnormal)....................................................................................... 7-27
QUESTIONS ......................................................................................................................... 7-29
7-ii FOR TRAINING PURPOSES ONLY Revision 1

ILLUSTRATIONS
Figure Title Page
7-1 Engine InstallationLearjet 60 ............................................................................... 7-2
7-2 Major Engine Sections ............................................................................................. 7-4
7-3 Engine Airflow Diagram .......................................................................................... 7-5
7-4 Engine Instruments................................................................................................... 7-6
7-5 Thrust Levers............................................................................................................ 7-9
7-6 EEC On Engine ...................................................................................................... 7-10
7-7 Engine Control System........................................................................................... 7-11
7-8 Engine Switch Panel .............................................................................................. 7-10
7-9 Engine Annunciators.............................................................................................. 7-12
7-10 P1T1 (Pressure and Temperature Probes)............................................................... 7-12
7-11 Electronic Engine Control (EEC) Schematic......................................................... 7-13
7-12 N1 (Fan) Indicator .................................................................................................. 7-14
7-13 Engine Circuit Breakers ......................................................................................... 7-15
7-14 Engine Fuel System Schematic.............................................................................. 7-16
7-15 APR and ENG SYNC Switches and Annunciators................................................ 7-19
7-16 Start/Ignition Switches and Lights ......................................................................... 7-21
7-17 Engine Starter/Generator Schematic ...................................................................... 7-22
7-18 Oil Filler Neck and Cap ......................................................................................... 7-23
7-19 OIL PRESS and ENG CHIP Annunciators............................................................ 7-23
7-20 Oil Temperature and Oil Pressure Indicators ......................................................... 7-23
7-21 Engine Oil System Schematic................................................................................ 7-24
7-22 Thrust Reverser System Schematic........................................................................ 7-26
7-23 Reverse Thrust Power Schedule............................................................................. 7-28

CHAPTER 7
POWERPLANT
#1 DC
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INTRODUCTION
This chapter describes the components and operation of the Learjet 60 powerplant and
related systems.
The airplane is powered by two aft fuselage-mounted Pratt and Whitney Canada PW305A
engines (Figure 7-1). Target-type thrust reversers, manufactured by Rohr Corporation,
are a standard addition to the engines. The engines are equipped with automatic per-
formance reserve (APR). Each engine develops 4,600 pounds of thrust at sea level at tem-
peratures up to 23.3C (74F). With APR activated, it develops 4,600 pounds of thrust
at sea level at temperatures up to 31.6C (89.8F).
The powerplant includes an engine fuel and control system, an ignition system, a lubricat-
ing system, accessory drive section, fire detection, fire-extinguishing, anti-ice system, and
thrust reverser system.
The PW305A engine is a two-spool turbofan engine. The low-pressure spool (N 1) consists
of a three-stage low-pressure turbine that drives a low-pressure compressor (fan) supported
by two main bearings. The high-pressure HP spool (N 2) components are a two-stage high-
pressure turbine, that drives a single-stage, high-pressure, centrifugal compressor, and a four-
stage axial flow high-pressure compressor, supported by two main bearings. Variable inlet
guide vanes and inlet variable stators direct the airflow to the HP compressor for efficient
compressor operation. Bleed air, taken from the compressor section, is used for cabin pres-
surization and heating, and anti-icing. All engine-driven accessories, except for the N 1 LP
rotor speed sensors, are mounted on the accessory gearbox.

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Figure 7-1. Engine InstallationLearjet 60

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MAJOR SECTION COMPRESSOR SECTION

(HIGH-PRESSURE
For the purpose of explanation, the engine (Fig- COMPRESSOR)
ure 7-2) is divided into eight major sections.
The high-pressure (HP) compressor consists of
1. Air intake section a four-stage axial flow and a single-stage cen-
trifugal flow compressor that further increases
2. Fan section (low-pressure compressor) the pressure and directs the airflow to the com-
3. Compressor section (high-pressure bustion section.
compressor)
Airflow through the compressor section is also
4. Combustion section
controlled by variable inlet guide vanes be-
5. Bypass duct section tween the fan and the first stage of the HP
compressor and by variable inlet stators be-
6. Turbine section (LP and HP)
tween the first and second stages of the com-
7. Exhaust section pressor. The stators are fixed between the
second, third, and fourth stages of the HP com-
8. Accessory section
pressor. The HP compressor is driven by the
AIR INTAKE SECTION two-stage HP turbine.
The main air intake is formed by the nacelle Three compressor bleedoff valves (BOV) are
inlet duct. When NAC HEAT is turned on, the located on the HP compressor case. Either
nacelle inlet lip is heated with engine bleed air channel of the electronic engine control (EEC)
to prevent ice accumulation. has the capability to control the BOVs via a
d u a l - c h a n n e l B OV s o l e n o i d va l v e . T h e
FAN SECTION (LOW- solenoid valve uses HP servo air to close or
PRESSURE COMPRESSOR) open the BOVs. The bleed valves allow for ef-
ficient surge-free HP compressor operation
The single-stage fan is mounted in the fan case. and improves starting characteristics.
The case is specially constructed to reduce
noise level and incorporates a Kevlar con- COMBUSTION SECTION
tainment wrap on its exterior for the fan blade
containment ring. The combustion section consists of a straight-
through annular flow combustion liner and
The fans function is to accelerate a high air- outer case assembly. The combustion section
flow through fixed stators into the full-length includes twenty-four equally spaced fuel noz-
bypass duct and to the high-pressure compres- zles and two spark igniters at the four and five
sor section. oclock (aft view) positions. The combustion
section controls the mixing of fuel and air,
On a standard day at sea level, the airflow contains the combustion of gases, and directs
through the bypass duct is approximately four them to the turbine section.
and one-half times that of the airflow through
the compressor section. Therefore, the fan con- BYPASS DUCT SECTION
tributes the major portion of the total thrust at
lower altitudes. This ratio decreases at higher The total configuration of the inner and outer
altitudes as the core of the engine provides an duct forms a full-length bypass duct through
increased portion of the total thrust. A coni- which bypass air is directed to the airframe by-
cal (heated) spinner is attached to the front of pass (exhaust nozzle) cowling.
the fan. The fan (low-pressure compressor) is
driven by the three-stage LP turbine.

7-4
FAN LOW-
AIR INTAKE PRESSURE COMPRESSOR COMPRESSOR COMBUSTION
BYPASS
HIGH-PRESSURE DUCT
INTERMEDIATE CASE
TURBINE
EXHAUST
HP LP
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Figure 7-2. Major Engine Sections
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Figure 7-3. Engine Airflow Diagram
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TURBINE SECTION ENGINE INSTRUMENTS

(LP AND HP)
The two-stage, high-pressure (HP), axial flow GENERAL
turbines extract energy from the hot gases gen-
erated in the combustion section to drive the The engine instruments (Figure 7-4) are
high-pressure compressor and the accessory mounted in two vertical rows on the center in-
gearbox (AGB). The rpm of the HP rotating strument panel.
group (spool) is referred to as N 2 .
From top to bottom, these instruments are as
After the hot gases exit the HP turbine, they follows: N 1 , ITT, N 2 , fuel flow, oil tempera-
pass through the interturbine area where ther- ture, and oil pressure.
mocouples are located and then into the three-
stage low-pressure (LP) turbine area where LOW-PRESSURE ROTOR
additional energy is extracted. The low-pres-
sure turbines, coupled to the low-pressure
INDICATORS
shaft, drive the low-pressure compressor (fan).
The rpm of the LP rotating group (spool) is re- (N1Fan Speed)
ferred to as N 1 or fan. The low-pressure rotor (fan) N 1 indicators are
the primary thrust indicating instrument.
EXHAUST SECTION A low-pressure compressor speed (N1) indicator
The exhaust section consists of the turbine ex- for each engine is installed on the center in-
haust and the bypass duct exhaust. These ex- strument panel. Each indicator uses both a dig-
haust ducts function to direct the expanding ital display and a circular scale with a pointer
gases to the atmosphere. These gases provide
the propulsive force (thrust).
ACCESSORY SECTION
The accessory gearbox section is mounted
below the engine on the intermediate case,
and is driven by an angled tower shaft pass-
ing through the six oclock strut of the inter-
mediate case.
The following accessories are located on the

accessory gearbox:
Fuel pump
Oil pump and scavenge segments
Hydraulic pump
Two N 2 probes
Permanent magnet alternator (PMA)
Starter/generator
Figure 7-4. Engine Instruments

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to indicate low-pressure compressor (fan) N 1 indicators on the engine instrument group.

or the LP rotating group rpm. The circular scale Each instrument uses both a three-place
is marked from 0 to 110%, rpm in 5% incre- digital display and a circular scale with a
ments, with an expanded scale above 80%. pointer to indicate turbine temperature.
The N1 indicator also contains an N1 rating bug. This circular scale is marked from 0C to
The position of the N 1 bug is computed by the 1,000C in 50 increments, with an expanded
EEC and transmitted to the cockpit gage. See scale above 500C.
the Engine Control System section of this
chapter for more information on the N 1 bug. The interstage turbine temperature is sensed by
eight thermocouples that extend into the gas
N 1 speed is measured by two induction-type flow stream between the high- and low-pressure
speed sensors mounted at the aft end of the LP turbines. The thermocouples provide an aver-
shaft. The speed sensors are exposed to a age T 4.5 signal to the FADEC through a trim
toothed wheel mounted on the end of the LP plug and the FADEC sends the information on
shaft. As the teeth on the rotating LP shaft pass to the ITT indicator.
in front of the speed sensors, the sensors gen-
erate a frequency output signal proportional Electrical power to the ITT indicators is 28
to the shafts rotating speed. VDC, supplied through the L and R ITT cir-
cuit breakers in the left and right ENGINE
The two N1 sensors on the engine have three coils INSTR group of circuit breakers. The L and R
in each sensor which generate a total of six sep- ITT circuit breakers receive electrical power
arate sources of N1 speed information. Three of from the L and R emergency buses respec-
the coils provide separate engine speed (N 1 ) in- tively; therefore, ITT information is available
formation to channel A and channel B of the on- in the EMER BUS mode of operation. With a
side EEC and to the N1 indicator. Another of the loss of electrical power, the needle drops below
coils in each sensor provide N 1 information to 0 and the digits go blank. With a loss of data,
the overspeed circuits in each channel of the the temperature needle still works but the dig-
EEC. The remaining coil provides N 1 informa- its go blank.
tion to the opposite engine EEC for engine syn-
chronization and APR. HIGH-PRESSURE ROTOR
Electrical power to the N 1 indicator is sup-
INDICATORS
plied by the left and right DC BUS 2 through
the L and R N 1 circuit breakers in the EN- (N2Turbine Speed)
GINE INSTR group on the left and right cir- The high-pressure turbine speed indicators
cuit panels. Although the N 1 indicators are (N 2 ) (Figure 7-4) are installed just below the
powered from DC BUS 2, the circuit breakers ITT indicators in the engine instrument group.
are circled with a red ring to indicate they are
powered when in the EMER BUS mode of op- Each N 2 indicator uses both a digital display
eration. Any time electrical power is lost to the and a circular scale with a pointer to indicate
L or R DC BUS 2, the corresponding N 1 indi- high-pressure rotor N 2 rpm. The circular scale
cator(s) receive backup power from EMER is marked from 0 to 110% rpm in 5% incre-
BAT 1. ments, with an expanded scale above 80%.
TURBINE TEMPERATURE N 2 speed is measured by two N 2 speed sensors

INDICATORS that are mounted on the right side of the ac-
cessory gearbox (AGB). The sensors extend
into the AGB and are exposed to the rotation
(ITT), T4.5 Temperature System of the centrifugal impeller gearshift. The AGB
The turbine temperature indicators (ITT) is driven by the N 2 high-pressure (spool) ro-
(Figure 7-4) are located just below the N 1 tating group.

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The two N 2 sensors each have three coils which engine just aft of the fuel/oil heat exchanger.
provide a total of six separate sources of N 2 Oil temperature is then transmitted to the cock-
speed information. The coils in the sensors pro- pit indicator. Indicator power is from the L and
vide separate engine speed (N 2) information to R OIL TEMP-PRESS circuit breaker located
CH. A and CH. B of the on-side EEC and to the in the left and right engine instrument group
corresponding N 2 indicator. They also provide of circuit breakers.
N 2 speed information to the opposite engine
EEC for APR and ENG SYNC circuits. Oil pressure is sensed by the main oil pressure
sensor, located just above and slightly aft of
Electrical power for the N 2 indicators is 28 the fuel filter on the right side of the engine
VDC supplied through the L and R N 2 circuit and is transmitted to the left and right cock-
breakers in the ENGINE INSTR group. With pit indicators. The oil pressure indicator has
a loss of electrical power, the needle drops an expanded scale 0 to 80 psi and a compressed
below 0 and the digits go blank. The N 2 in- scale from 80 to 220 psi. The indicators are
dicators do not operate in the EMER BUS powered by the L and R OIL TEMP-PRESS
mode of operation. circuit breakers located in the left and right
ENGINE INSTR group of circuit breakers.
FUEL FLOW INDICATORS An oil pressure switch, located by the oil pres-
sure sensor, will cause the corresponding L or
The fuel flow indicators (Figure 7-4) are in- R OIL PRESS annunciator to illuminate when
stalled on the center instrument panel just oil pressure is less that 20 psi. The oil pres-
below the N 2 indicators on the engine group. sure and temperature indicators do not oper-
ate in the EMER BUS mode of operation, but
Each fuel flow indicator uses both a digital dis- the L and R OIL PRESS annunciators will
play and a circular scale with a pointer to in- continue to operate.
dicate fuel flow. The circular scale is marked
from 0 to 3 pounds/hour x 1,000 in 50 pound/
hour increments. ENGINE CONTROL
Fuel flow is measured by a fuel flow meter lo-
SYSTEM
cated on the left side of the engine, just below
the fuel/oil heat exchanger. The fuel flow rate GENERAL
is transmitted to the cockpit indicator and also
to the FMS(s). The fuel flow indicating system The engine fuel and control system (Figure 7-
is powered by 28 VDC supplied through the L 7) pressurizes fuel routed to the engine from
and R FUEL FLOW circuit breakers located in the airplane fuel system and meters fuel to the
the ENGINE INSTR group on the left and right combustion section of the engine. The control
circuit-breaker panels. The fuel flow indicators system also regulates the variable inlet guide
do not operate when in the EMER BUS mode vanes and variable stators and the surge bleed
of operation. control system. The engine fuel system also
supplies high-pressure motive-flow fuel to the
ENGINE OIL INDICATORS airplane fuel system for jet pump operation.
The engine oil indicators (Figure 7-4) are in- The engine control system is referred to as
stalled just below the fuel flow indicators. the FADEC (full authority digital electronic
control). The acronyms FADEC and EEC
Each engine oil indicator displays oil temper- are quite often used interchangeably; how-
ature in degrees Celsius on the the left and oil ever, in this manual, FADEC is used when
pressure in psi on the right. referring to the entire engine control system,
including the thrust levers, EEC, HFCU, etc.,
Oil temperature is sensed in the oil tempera- and EEC is used when referring specifically
ture sensing port located on the left side of the to the engine computer.

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The major control components of the FADEC

are the thrust levers, electronic engine con-
trol (EEC), and the hydromechanical fuel con-
trol unit (HFCU). The HFCU is also sometimes
referred to as the hydromechanical metering
unit (HMU). In this manual it will be referred
to as the HFCU.
THRUST LEVERS
Two thrust levers (Figure 7-5) are located in a
quadrant on the forward section of the center
pedestal. They operate in a somewhat conven-
tional manner with full forward being maximum
power; however, there is no mechanical con-
nection between the thrust levers and the en-
gine fuel controller as is the case with most
earlier airplane models. Each thrust lever is
connected to a dual rotary variable-differential
transformer (RVDT) located in the throttle
quadrant. The RVDT transmits two electrical
signals, one to each channel of the EEC.
The throttle quadrant has detents and labels

(Figure 7-5) at the following positions, start-
ing full forward at APR and moving aft: Figure 7-5. Thrust Levers
APR (automatic performance reserve) EEC inputs and then signals the HFCU to
T/O (takeoff thrust) meter fuel to achieve the computed N 1 . Be-
tween the detents, the thrust levers are more
MCT (maximum continuous thrust) conventional, allowing the operator to select
MCR (maximum cruise) any N 1 between idle and full power.
IDLE The IDLE position provides either flight idle
or ground idle depending on the signal from
CUTOFF the squat switches. With the thrust levers at
The APR position is a forward limit stop the IDLE position, flight idle is approxi-
rather than a detent. This position allows the mately 65% N 2 . Ground idle (approximately
crew to directly select the additional thrust 52% N 2 ) will be commanded ten seconds
that would be provided by APR, but without after the aircraft touches down unless a
necessarily arming the APR system. APR is higher engine speed is commanded through
also activated with the thrust levers in the use of the thrust reversers. Stops at the idle
T/O detent when the APR switch is in the position prevent inadvertent movement of
ARM position and the system senses an en- the thrust levers to cut off. The idle stops can
gine failure. The APR system is further de- be released by lifting a trigger on the out-
scribed in this chapter. board side of each thrust lever (Figure 7-5).
When the thrust levers are positioned full for- When a thrust lever is placed in the CUTOFF
ward to APR, or to one of the detents (T/O, position, a switch actuates to provide a discrete
MCT, or MCR), the FADEC computes the N 1 signal to the FADEC to initiate the engine
for that position based on ambient conditions shutdown sequence.
(temperature, pressure altitude, etc.) and other

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ELECTRONIC ENGINE the standby channel and, if the operating chan-

nel becomes impaired, control of the engine
CONTROL (EEC) will automatically transfer to the more fit of
The EEC is located on the left side of the en- the two channels. There is no cockpit indica-
gine toward the front (Figure 7-6). It is the tion of which EEC channel is active.
electronic brain of the control system. The
EEC is a dual-channel (CH. A and CH. B)
computer where all engine control functions are
ENG CMPTR CH.A/AUTO/CH.B
duplicated in two independent channels. SWITCHES
Although the operating channel of the FADEC
The primary EEC operating functions include: is normally automatically selected, the oper-
ator also has the capability to select the chan-
Thrust management nel of operation with two switches (one for
Rating displayN 1 bug each engine) on the center switch panel. These
switches are labeled ENG CMPTR CH.
VIGV/IVS (VGV) control A/AUTO/CH. B (Figure 7-8). They are lever-
N 1 and N 2 overspeed protection locking type switches with red knobs on the
ends. Normally, the switches are left in the cen-
Bleedoff valve control ter (AUTO) position which allows the FADEC
Starting and shutdown sequencing to automatically select the most capable chan-
nel. See Amber and White ENG CMPTR Light
Engine speed synchronization N 1 or N 2 Illuminated in the Abnormal Procedures
APR section of the AFM for use of these switches
under abnormal conditions.
T 4.5 (ITT) display
Either channel is capable of performing these
functions and fully controlling the engine. ENG CMPTR ANNUNCIATORS
During normal operation (ENG CMPTR switch The EEC continually monitors for internal
in AUTO), the most capable channel is auto- faults and loss of necessary input and feedback
matically selected to control the engine. The signals. If an abnormal condition is detected
operating channel is continually compared to in either channel of the EEC, it will shift con-
trol to the more healthy channel and illuminate
Figure 7-6. EEC On Engine Figure 7-8. Engine Switch Panel

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LEARJET
LEARJET 60
60 PILOT
PILOT TRAINING
TRAINING MANUAL
MANUAL
THRUST LEVER
ANGLE (TLA)
ITT INDICATOR
ELECTRONIC ENGINE CONTROLLER (EEC) PILOT SELECT AND

AIRCRAFT DISCRETES
DUAL INDEPENDENT CHANNELS
SETS THRUST USING N1 ENGINE TRIMS
OVERSPEED PROTECTION FOR ROTORS
COMPRESSOR SURGE CONTROL 28 VDC POWER SUPPLIES
ENGINE PMA
N1 P3 N2 T4.5 AIRCRAFT DC
INLET
FLIGHT
CONDITIONS VGV BOV
METERED
FUEL (WF)
VGV POSITION DEMAND
TORQUE MOTOR SERVO

WF FUEL DEMAND VALVES PRESSURE
MV PUMP FUEL IN
METERING
VALVE
MOTIVE FLOW FUEL TO JET PUMP
OVERSPEED TRIP REDUNDANT FUEL
SHUTOFFS STANDBY SHUTDOWN
HYDROMECHANICAL FUEL CONTROL UNIT (HFCU)
METERS FUEL FLOW IN

RESPONSE TO EEC
POSITIONS VGV IN RESPONSE TO EEC
PROVIDES REDUNDANT FUEL SHUTOFF
FOR NORMAL AND ABNORMAL
SHUTDOWN
PROVIDES OVERSPEED SHUTDOWN
FULL AUTHORITY DIGITAL ELECTRONIC CONTROL (FADEC)
Figure 7-7. Engine Control System
the appropriate ENG CMPTR light(s). A white Dispatch is not permitted with any white or
and an amber ENG CMPTR light (Figure 7-9) amber engine computer light illuminated. See
are provided on the main annunciator panel for ENG CMPTR Light Illuminated in the Abnor-
each engine. mal Procedures section of the AFM for in-
flight procedures.
Illumination of a white ENG CMPTR light
indicates a minor malfunction in one or ENG CMPTR RESET SWITCH
both channels of the associated FADEC.
A yellow external ENG CMPTR RESET switch
Illumination of an amber ENG CMPTR
light indicates a major malfunction in is located on the center switch panel between
one channel of the associated FADEC. the L and R ENG CMPTR CH. A/AUTO/CH.B
switches (Figure 7-8). It is spring-loaded to the
Illumination of both the white and amber center position and should be held in the left
ENG CMPTR lights may indicate major or right position (as applicable) for approxi-
malfunction in both channels of the as- mately two seconds to clear an engine computer
sociated FADEC. malfunction. If the malfunction clears, the

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L OIL L FUEL L ENG L ENG L HYD R ENG R ENG R FUEL R OIL

PRESS PRESS CHP VIB PRESS VIB CHP PRESS PRESS
L ENG L ENG L ENG TR APR TR R ENG R ENG R ENG
CMPTR CMPTR FILTERS DEPLOY ON DEPLOY FILTERS CMPTR CMPTR
TR APR TR
UNLOCK ARM UNLOCK
ENG FIRE TR EDS TR ENG FIRE

ARM FAULT ARM PULL
ENG EXT PULL ENG EXT
ARMED ARMED
Figure 7-9. Engine Annunciators
ENG CMPTR light(s) will extinguish. The In the event of ADC failure or aircraft elec-
reset switch is not operational on the ground trical failure, the lower P 1 T 1 sensor probe
and should only be used in accordance with pro- (Figure 7-10) in the engine air intake duct
cedures in the Abnormal Procedures section provides this information to the EEC through
of the AFM under ENG CMPTR Light Illumi- a pressure transducer mounted on top of the
nated. Aircraft 60-129 and subsequent and EEC. The P 1 T 1 sensor probes are the primary
some prior aircraft do not have the ENG source for providing engine inlet total tem-
CMPTR reset switch. perature (T TO ) to the two EEC channels. The
ADCs provide a backup source of T TO . Com-
pressor discharge pressure (P 3 ) is also trans-
EEC INPUTS mitted to both EEC channels.
In addition to the thrust levers, the EECs re-
ceive inputs from several other sources to pro- When the EEC commands a change in the me-
vide them with the information needed to tering valve position in the HFCU, a linear
perform their functions. See Figure 7-11 for a variable differential transformer (LVDT) feeds
block diagram of the following EEC inputs: back metering valve position information to
each channel of the EEC. Likewise, a rotary
1. Pilot select and airframe discretes variable differential transformer (RVDT) feeds
back VGV position to each channel of the EEC.
2. Thrust lever angle (TLA)
3. Pneumatic signals
4. Sensors
5. N 1 and ITT trim
6. Air data computer
7. Optical link between channels
The purpose and function of most of the inputs
shown in Figure 7-11 are fairly obvious. Fol-
lowing are some comments on the less obvi-
ous aspects of these inputs to the EEC.
The aircraft air data computers are the pri-

mary source for providing inlet static pressure Figure 7-10. P1T1 (Pressure and
(P AMB ) and total pressure (P T ) to the EECs. Temperature Probes)

PILOT SELECT AND AIRFRAME DISCRETES PNEUMATIC SENSORS

SIGNALS
START APR ARM N1
NORMAL SHUTDOWN ECS BLEED VALVE STATUS P1T1 (AMB)(BACKUP)
N2
EXTERNAL RESET ANTI-ICE ON/OFF P1T1 (PT)(BACKUP)
P1T1 (TTO)(PRIMARY)
CH. SEL. A/AUTO/B TR DEPLOYED/LOCKED
P3 T4.5 (ITT)
SYNC ON/OFF TR UNLOCKED
METERING VALVE
(LVDT)
VGV (RVDT)
POWER SUPPLIES AIR DATA CMPTR N1 OPPOSITE ENG
ENGINE-DRIVEN TTO (BACKUP) N2 OPPOSITE ENG

PMA
PT (PRIMARY)
AIRFRAME
28-VDC BUS PAMB (PRIMARY)
(START AND BACKUP)
O/S POWER SUPPLIES

N1
N2 ENGINE-DRIVEN
ENGINE PMA
TRIMS
N1 AIRFRAME
THRUST LEVER
28-VDC BUS
ANGLE (TLA) T4.5 (START AND BACKUP)
CHANNEL A
EEC CHANNEL A HARDWARE OVERSPEED
;
; ;
ANNUNCIATORS
;;;;
;
APR ARM HFCU
;
OPTICAL LINK
APR ON BLEED-OFF TO CHANNEL B
L/R ENG WF VGV VALVE
;
CMPTR (WHITE) CONTROLLER CONTROLLER SOLENOID P3
;
L/R ENG T4.5
CMPTR (AMBER) HEALTH
;;;;
STATUS
;;;N1 BUG
ITT INDICATOR
METERING
VALVE
VGV
ACTUATOR
OVERSPEED
SOLENOID
PAMB
PT
;
Revision 1
FUEL PRESSURE
FUEL RETURN
Figure 7-11. Electronic Engine Control (EEC) Schematic

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An optical link between the two channels al- When the FADEC has computed the N 1 based
lows for an exchange of information between on the inputs it has received, it transmits a sig-
the two channels without compromising the nal to the N 1 indicator (Figure 7-12) to set the
electrical isolation between them. bug to the proper position.
The EEC will compute N 1 bug position based

ENGINE TRIMS on the following logic:
A nonremovable engine trim plug is tethered to
1. Gear or flaps downNormal takeoff N1,
the engine and connected to the EEC. This plug
regardless of thrust lever position.
interacts with the EEC and biases out engine to
engine variations in T 4.5 and N 1/thrust ratio. 2. Gear and flaps up and thrust lever in de-
The value (amount of bias) of the trim plug is tentComputed N1 for that detent.
determined at the factory with the engine on a
3. Gear and flaps up and thrust lever between
test stand.
detentsThe next higher detent rating.
A second nonremovable trim resistor, mounted 4. APR is activatedComputed APR N1.
on the engine, is used to bias the cockpit N1 gage
5. Thrust reversers are deployedMaximum
by an amount that matches the trim plug bias
reverse thrust N1 for aircraft speed.
used on the EEC. When N 1 engine synchro-
nization is turned on, this trim resistor is by- The output signals from the EEC to the HFCU
passed and true, or raw, N 1 is indicated on the for fuel metering, VGV control, and over-
cockpit gage. speed shutdown are further described under
HFCU in this section.
EEC OUTPUTS
The EEC electrically controls a BOV solenoid
See Figure 7-11 for a block diagram of the fol- valve which uses P 3.0 servo air to pneumati-
lowing EEC outputs: cally position the three BOVs located in the HP
compressor case. The BOVs allow for effi-
1. Annunciator lights cient, surge-free operation of the engine
2. T 4.5 (ITT) display and N 1 bug throughout the speed range of the engine and
improve engine starting characteristics.
3. HFCU (hydromechanical fuel control unit)
WF controller (torque motor valve)
VGV controller (torque motor valve)
Overspeed solenoid
4. Bleedoff valves (BOV)
5. Optical link
Annunciators that the EEC is capable of illu-
minating include: APR ARMED (green), APR
ON (amber), and L/R ENG CMPTR (one white
and one amber on each side).
The T 4.5 is input to CH. A of the EEC from

eight thermocouples, located between the HP Figure 7-12. N1 (Fan) Indicator
and LP turbine sections, relayed to CH. B
via the optical link, and transmitted to the
cockpit ITT indicator by the operating chan-
nel of the EEC.

EEC POWER SUPPLY ENGINE FUEL SYSTEM

Aircraft DC electrical power is supplied to
each channel of the FADEC through the L and The major components in the engine fuel sys-
R ENG CH. A and L and R ENG CH. B circuit tem (Figure 7-14) are:
breakers in the L and R ENGINE circuit-
breaker group (Figure 7-13). The overspeed cir- Engine fuel pump (two-stage)
cuits in the EECs are powered separately Engine fuel filter (primary)
through the L and R OVSP circuit breakers
(Figure 7-13). HFCU
- Fuel flow (W F ) controller
The above power sources are only used for en-
gine start and for backup in case the normal - VGV controller
electrical power source fails. After the engine - Metering valve
is started, at approximately 52% N 2 , electri-
cal power to the FADEC is normally supplied - Minimum pressure valve
by a single, engine-driven, dual winding, per- - Spill valve
manent magnet alternator (PMA) mounted on
the aft side of the accessory gearbox (AGB). - Overspeed solenoid
- Backup shutdown solenoid
Each PMA winding supplies an EEC channel
and the overspeed circuit in each channel. Fuel heater
PMA power to the EEC does not feed through Flowmeter
the cockpit circuit breaker. If output voltage
from the PMA falls below approximately 16 Dump valve
VDC, the EEC automatically switches to the Mechanical overspeed protection
aircraft electrical system.
Fuel manifold fuel nozzles
Figure 7-13. Engine Circuit Breakers

7-16
OIL
IN FUEL/OIL
HEAT EXCHANGER OIL VGV
OUT CONTROLLER
OUT EEC VGV

EEC ACTUATOR
SERVO WF
PRESSURE CONTROLLER
PRIMARY FUEL REGULATOR
FILTER RVDT
IN
EEC
LEARJET 60
HP
ENGINE-DRIVEN
CARTRIDGE LP HP SPILL
FUEL PUMP
REF
LVDT WF SPILL VALVE
MAIN FUEL EEC METERING
VALVE (MV) BACKUP
SHUTOFF

SHUTDOWN
VALVE
SOLENOID MECHANICAL
PILOT/EEC OVERSPEED
EN PROTECTION
SECONDARY
FUEL FILTER EN SHUTOFF
IN VALVE
STANDBY EEC
PUMP FLOWMETER
JET PUMP OVERSPEED 22 MAIN
SOLENOID FUEL
MOTIVE HIGH PRESSURE OUT NOZZLES
FLOW VALVE RELIEF VALVE
(HPRV)
DUMP
WING FUEL TANK
ENG FIRE MINIMUM VALVE
HYDROMECHANICAL PRESSURE VALVE 2 HYBRID
PULL FUEL WASTE FUEL
FUEL CONTROL
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UNIT (HFCU) NOZZLES
EJECTOR
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Figure 7-14. Engine Fuel System Schematic
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ENGINE FUEL PUMP Fuel Flow (WF) Controller

The engine fuel pump is a two-stage cartridge The fuel flow (WF) controller uses regulated
pump that is housed within the HFCU. The servo fuel to position the metering valve. A lin-
mechanical drive for the pump is taken from ear variable differential transformer (LVDT)
the AGB through the PMA. The first stage of feeds metering valve position back to both chan-
the pump is a centrifugal-type, low-pressure nels of the EEC. The metering valve position de-
pump that sends fuel through the engine pri- termines how much fuel is sent to the fuel
mary fuel filter to the inlet side of the vane- nozzles through the minimum pressure valve.
type high-pressure fuel pump. The outlet side
of the second stage feeds fuel to the HFCU.
VGV Controller
The variable guide vane (VGV) controller uses
FUEL FILTER servo fuel to position the inlet variable guide
The engine fuel filter (primary) is a cartridge- vanes and inlet variable stators. A rotary vari-
type filter that is mounted horizontally on the able differential transformer (RVDT) feeds
right side of the engine near the AGB. This fil- guide vane position back to both channels of
ter has a bypass capability if it becomes the EEC.
clogged. If bypass is about to occur, an im-
pending bypass pressure switch will cause the Overspeed Solenoid
white L or R (as applicable) ENG FILTERS an-
nunciator (Figure 7-9) to illuminate. The overspeed solenoid in the HFCU will be en-
ergized by the operating channel of the EEC to
shutdown the engine if the EEC sees at least two
HYDROMECHANICAL FUEL indications of overspeed. One of the indications
CONTROL UNIT (HFCU) must be a hardware overspeed (110% N1 or N2)
and the other indication may be another hard-
The HFCU is connected to the rear face of the ware overspeed or a software overspeed (102%
PMA on the aft side of the accessory gearbox N 1 or N 2 ). When the overspeed solenoid is en-
(AGB). The two primary functions of the HFCU ergized, fuel pressure is released from the min-
are to meter fuel flow to the fuel nozzles and imum pressure valve (MPV) back to the inlet
to position the variable guide vanes in response side of fuel pump. This decreases the fuel pres-
to commands from the EEC. The HFCU also re- sure in the MPV causing it to shut off fuel to
sponds to EEC electrical inputs to the over- the fuel nozzles.
speed solenoid and ENG FIRE PULL T-handle
inputs to the backup shutdown solenoid.
Backup Shutdown Solenoid
Listed below are the four electrical components In the unlikely event that a malfunction of
in the HFCU. The first three receive inputs both channels of the fuel computer prevents
from the EEC and the last one is energized control or shutdown of an engine, a backup
when the corresponding ENG FIRE PULL T- method of engine shutdown is provided. If the
handle is pulled: ENG FIRE PULL T-handle is pulled, the cor-
responding engine main fuel shutoff valve
1. W F controller will close and the backup shutdown solenoid
2. VGV controller in the HFCU is energized. Energizing the
backup shutdown solenoid causes the spill
3. Overspeed solenoid valve to be returned which, in turn, causes
4. Backup shutdown solenoid fuel pressure to drop in the MPV and shuts off
fuel pressure to the fuel nozzles.

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Minimum Pressure Valve (MPV) shutoff valve is at the six oclock position on
the outer bypass duct. The actuating mecha-
The minimum pressure valve (MPV) prevents nism is connected by a cable linkage to the fuel
fuel from proceeding to the fuel nozzles until shutoff valve which is located between the
the pressure reaches a certain amount. During dump valve and the fuel nozzles.
engine start, the MPV allows fuel to flow to
the two hybrid fuel nozzles when pressure
reaches 335 psi, and as the start progresses, it
allows fuel to the other 22 fuel nozzles when FADEC OPERATION
pressure reaches 445 psi.
When the EEC receives a discrete start signal
from the cockpit start switch (start/gen switch
Spill Valve and Heat Exchanger placed to START), it signals starter engage-
The function of the spill valve is to maintain ment through the GCU and closes the motive
a constant 50 psi difference between the me- flow valve. The amber starter engage light il-
tering valve inlet pressure and the outlet pres- luminates and the JET PUMP OFF light illu-
sure from the metering valve to the MPV. minates on the fuel control panel. At 6% N 2 ,
Excess fuel pressure is released by the spill the EEC activates the ignition system. The
valve and is routed through the fuel heater EEC controls metering of fuel through the
and fuel filter back to the inlet side of the HP HFCU to accelerate the engine to idle rpm.
stage of the fuel pump. The fuel heater is a sim- The EEC controls the engine based on N 2 dur-
ple fuel/oil heat exchanger that operates con- ing start and at idle. Above idle, it computes
tinuously when the engine is running. N 1 and schedules fuel to achieve the com-
puted N 1 . As N 2 increases past 40% during
start, the EEC terminates ignition. At 45%
FLOWMETER N 2 , a speed switch in the starter/generator
signals starter disengagement through the
The flowmeter is located between the HFCU and GCU. Internally, the starter/generator auto-
the fuel nozzles. It sends a signal to the fuel flow matically switches to a generator at 45% N 2 ,
indicators in the cockpit and to the FMS(s). but the generator is not connected to the elec-
trical system until the starter generator switch
FUEL DUMP VALVE is placed to the GEN position and the GPU has
been disconnected.
AND WASTE TANK
The fuel dump valve drains fuel from the fuel The computer software in the EEC provides en-
manifold after engine shutdown. The fuel is col- gine acceleration and deceleration schedules,
lected in a fuel waste ejector and when the en- thrust limiting, rpm limiting (102% N 1 and
gine is started again, motive flow fuel from the N2), and ITT limiting. In addition, there are sep-
engine fuel pump moves the residual fuel back arate dedicated overspeed shutdown circuits in
to the inlet side of the engine fuel pump. each channel of the EEC.
When CUTOFF is selected with the aircraft on

MECHANICAL OVERSPEED the ground, the EEC first energizes the over-
SHUTOFF speed solenoid in the HFCU to shut off fuel to
the fuel nozzle, and five seconds later, it sig-
The mechanical overspeed shutoff system will nals the fuel flow (W F ) servo to close the me-
shut off fuel flow to the engine should a rear- tering valve. This sequence exercises the
ward displacement of the low-pressure N 1 overspeed solenoid and would expose any dor-
shaft occur. mant malfunction in the overspeed shutdown
circuit or solenoid. If the thrust lever is placed
The system is comprised of an actuating mech- to CUTOFF while airborne, the overspeed
anism and a fuel shutoff valve. The actuating solenoid is not energized and the metering valve
mechanism is within the exhaust case. The closes immediately.

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ENGINE SUBSYSTEMS The N 1 differs more than 15% between

engines.
AUTOMATIC PERFORMANCE The N 2 differs more than 7.5 % between
engines.
RESERVE (APR)
The N 1 differs more than 4% between
The APR system provides for an automatic up- engines, and the N 1 on the low power en-
trim in thrust on the operative engine in the gine is decreasing at a rate greater than
event of power loss on the other engine dur- 5% per second.
ing takeoff. The system consists of a two-po-
sition (OFF-ARM) APR switch on the right The N 2 differs more than 2% between
side of the thrust lever quadrant (Figure 7- engines, and the N 2 on the low power en-
15), a green APR ARM and amber APR ON gine is decreasing at a rate greater than
annunciator on the glareshield, and associ- 2% per second.
ated aircraft wiring. If the APR switch is Should automatic activation of APR fail to occur,
placed in the ARM position prior to takeoff, or if it is not armed, APR thrust can be manu-
the EEC checks the circuitry, and if it is sat- ally obtained by setting the thrust lever(s) to the
isfied with the continuity of the circuits, it APR position. Once invoked, either manually or
will illuminate the APR ARM annunciator. If automatically, the APR thrust schedule will re-
engine power is lost during takeoff, the EEC main active until the APR switch is set to OFF.
will illuminate the APR ON annunciator and
increase thrust up to 11% on the operating en-
gine but not to exceed 4,600 pounds. Loss of
thrust is defined by the FADEC as meeting one
or more of the following criteria:
L OIL L FUEL L ENG L ENG L HYD R HYD SPOILER

PRESS PRESS CHP VIB PRESS PRESS EXT
L ENG L ENG L ENG TR APR
CMPTR CMPTR FILTERS DEPLOY ON
TR APR
UNLOCK ARM
TR EDS ENG HDG
ENG FIRE
ARM FAULT SYNC
PULL
NAV
Figure 7-15. APR and ENG SYNC Switches and Annunciators

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ENGINE SYNCHRONIZER and R ENG VIB MON circuit breakers in the

left and right engine group of circuit breakers.
Engine synchronization can be selected in flight
with a two-position OFF-SYNC switch and a N1- IGNITION SYSTEM
N2 switch located on the thrust lever quadrant
(Figure 7-15). Also included in the system is an The PW 305A engine incorporates a high-en-
a m b e r E N G S Y N C a n n u n c i a t o r, o n t h e ergy ignition system. Each engine ignition sys-
glareshield, and engine synchronization circuits tem consists of an air ignition switch, a green
within the FADECs. Electrical power for the annunciator light, a FADEC control circuit, two
system is through the ENGINE SYNC circuit ignition exciter units, and two spark igniters.
breaker on the left circuit-breaker panel.
When an ignition system is activated, the dual ig-
Synchronization is accomplished by main- nition exciter units receive electrical power and
taining the N 1 or N 2 (as selected) speed of the the spark igniter plugs fire simultaneously. Dur-
slave engine in sync with the master engine. The ing a normal starter-assisted start cycle, the ig-
master engine is determined and so designated nition system is automatically energized by the
during installation. The following criteria must FADEC at approximately 6% N2 (green ignition
be satisfied before the system will operate: light illuminates) and automatically deenergized
at approximately 40% N2 (green ignition light ex-
ENG SYNC switch set to SYNC. tinguishes).
The difference between N1 or N2 (which-
ever is selected) is no more than 5%. Green annunciator lights (Figure 7-16) above
each ignition switch indicate ignition opera-
Thrust levers are in the range from IDLE tion. The corresponding light will be illumi-
to MCT. nated whenever the associated dual ignition
Thrust reversers are stowed. units are activated. Illumination of these lights,
however, does not necessarily guarantee that
APR is disarmed. the spark igniter plugs are firing. The ignition
Squat switch is in the air mode. lights incorporate a dimming circuit which
causes the lights to dim when the NAV LTS
When N 1 is selected for synchronization, the switch is set to ON.
trim to the N 1 indicator is removed; there-
fore, the N 1 and N 1 bug presentation will re- At pressure altitudes above 20,000 feet, the
flect actual N 1 speed. FADEC will automatically command ignition
if the thrust lever is placed to cutoff and then
The engine sync system should not be used returned to the idle position. If the engine
during takeoff or landing. If the SYNC switch restarts, the FADEC will then terminate igni-
is on and the nose gear is not up and locked, tion at 40% N 2 .
the amber ENG SYNC light on the glareshield
will be illuminated. At pressure altitudes below 20,000 feet and
with the thrust lever at IDLE or above, the
ENGINE VIB LIGHTS FADEC will automatically energize the igni-
tion system if N 2 drops below 40%.
Illumination of either L ENG VIB or R ENG
VIB light (Figure 7-9) indicates an abnormally The ignition systems can be manually activated
high level of vibration in the associated engine. with the ignition switches (Figure 7-16) for
The lights are activated by a signal condition- continuous ignition during takeoff and land-
ing box located in the tailcone. A transducer ing or when flying through heavy rain, icing,
installed on the top of each engines interme- or turbulent air conditions. The systems are ca-
diate case provides the trigger to illuminate the pable of continuous operation and do not have
corresponding L ENG VIB or R ENG VIB a duty cycle limit.
light. The system is powered through the L

ELECTRICAL ENGINES
EMER EMER EMER INVERTER ENG CMPTR
BUS BAT1 BAT2 L R L CH.A RESET R CH.A
A A
U U
T T
O O
NORMAL OFF OFF OFF OFF CH.B CH.B
L GEN BATTERY R GEN EDS IGNITION

L GEN R GEN
RECORD L R
O RESET 1 2 RESET O
F F
F F
START START
OFF OFF OFF OFF OFF
Figure 7-16. Start/Ignition Switches and Lights
Electrical power for ignition is 28VDC supplied The standby fuel pump in the associated wing
through the L and R IGN CH. A or L and R IGN is energized, the FADEC closes the motive
CH. B circuit breakers in the left and right en- flow valve and initiates the start sequence,
gine group of circuit breakers (Figure 7-13). and the following are depowered if turned on:
air conditioner, auxiliary heat, auxiliary defog,
and stabilizer heat.
STARTERS
A starter/generator is installed on the acces- An air-start relay box allows certain equipment
sory gearbox (AGB) of the engine. The starter to receive electrical power directly from air-
for each engine is powered from the battery craft BAT 2 during a starter-assisted airstart.
charging bus through a single-start contactor This prevents voltage fluctuations to critical
(relay) for each starter (Figure 7-17). Placing or voltage-sensitive equipment (Figure 7-17).
the START/GEN switch to START sends a
discrete signal to the FADEC, and the FADEC A cross start relay allows an engine to be started
initiates the start sequence if the correspond- using current from the opposite engine gener-
ing thrust lever is in the IDLE position. The ator through the operating engines generator
FADEC signals the starter relay to close relay and starter relay. This reduces the elec-
through the corresponding generator control trical load on the generator relay and the 275-
unit (GCU). When engine rpm reaches 45% N2, amp current limiter. The cross start relay will
a speed sensor in the starter generator signals only function with the aircraft on the ground.
the GCU to disengage the starter relay. The
starter relay also disengages if the START/GEN ENGINE OIL SYSTEM
switch is place to OFF prior to 45% N 2 . The
amber start light is illuminated whenever power General
is supplied to the associated starter.
The engine oil system (Figure 7-21) provides
The GENOFFSTART switches, on the elec- for cooling, lubrication, cleaning, and anti-
trical panel (Figure 7-16), are the lever-lock icing to various engine components, bearings,
type. They must be pulled out to move to the and accessory gearbox.
START position. They do not have to be pulled
out to move to the OFF or GEN position. The oil system is a pressure-scavenge system
consisting of a single oil pressure pump, three
In addition to the starter, a number of other cir- scavenge pumps, oil tank, oil filter, and fuel/oil
cuits are energized when the start switch is heat exchanger. Oil is filtered and cooled en-
placed to START. route to the lubricating points in the engine.

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L JET L MOTIVE
PUMP FLOW VALVE
L STBY
PUMP
L STBY PUMP
L START
AIR
L GEN START
GEN RELAY SQUAT SWITCH
OFF BOX RELAY BOX
CROSS START
START RELAY
GCU GCU
L. FADEC R. FADEC
GPU L IGN R IGN GPU

SPEED SPEED
GEN SENSOR SENSOR GEN
LOCKOUT LOCKOUT
L START R START
RELAY RELAY
START START
GEN GEN
L GEN RELAY START START R GEN RELAY
LIGHT LIGHT
L GEN BUS BAT CHG BUS R GEN BUS

275 A 275 A
FROM OTHER
DC BUSES
L AND R STBY-SCAV
PUMP
L AND R ENG CH A
RIGHT ENGINE START/GEN
CIRCUITS SAME AS LEFT L AND R ENG CH B
L AND R START
BAT 1 BAT 2 L AND R JET PUMP-
XFR VALVE
L AND R IGN CH A
GPU AIR- L AND R IGN CH B
START
RELAY AHS 1 AND 2
BOX ADC-ARP 1 AND 2
PFD 1 AND 2
Figure 7-17. Engine Starter/Generator Schematic

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Oil Supply
The oil supply is contained in a tank that is in- L OIL L FUEL L ENG R ENG R FUEL R OIL
tegral to the intermediate engine case, capac- PRESS PRESS CHIP CHIP PRESS PRESS
ity 1.95 U.S. gallons. The filler neck and cap L ENG L ENG L ENG
CMPTR CMPTR FILTERS
R ENG R ENG R ENG
FILTERS CMPTR CMPTR
are located beneath an access panel on the out-
board side of each engine. The filler cap in-
corporates a dipstick to check the oil level
(Figure 7-18). The oil level should be checked Figure 7-19. OIL PRESS and ENG CHIP
during the aircraft exterior inspection. See the Annunciators
Oil Addendum in the AFM for proper ser-
vicing and approved oils. will illuminate on the glareshield annunci-
ator panel. After passing through the filter,
System Operation oil is routed through the fuel/oil heat ex-
changer. This component serves two pur-
Oil is drawn from the oil tank (Figure 7-21) poses: it cools the engine oil and heats the
by the pressure pump and is routed through fuel going to the HP stage of the engine
pressure adjusting, filtering, and tempera- fuel pump.
ture control components before delivery to
the engine for lubrication. It passes through The pressure oil is now delivered to the four
the oil filter which has a bypass capability main engine bearings, the tower shaft, and
if the filter should become clogged. If by- the accessory gearbox. Scavenging is ac-
pass is impending due to a clogged filter, the complished by two pumps that return the oil
L or R (as applicable) ENG FILTERS light to the accessory gearbox and a third scav-
enge pump that pumps the oil from the AGB
back to the reservoir.
A magnetic chip detector is installed in the

AGB scavenge pump line enroute to the reser-
voir for detection of metal particles in the oil.
Cockpit indication is via the amber L or R
ENG CHIP light (Figure 7-19) on the glare-
shield annunciator panel.
Figure 7-20. Oil Temperature and

Figure 7-18. Oil Filler Neck and Cap
Oil Pressure Indicators

ANTI-SYPHON BREAK
OIL TANK VENT
RETURN
TO TANK
NO. 1
BEARING STRAINERS
NO. 3
NO. 2 BEARING STRAINER
BEARING
STRAINER NO. 4
TOWER BEARING
OIL
SHAFT
PRESSURE
BUSHING
INDICATOR
AGB
SCAVENGE
PUMP OIL
TEMPERATURE
INDICATOR
STRAINERS LOW OIL
AGB AGB BREATHER PRESSURE
SWITCH
SUMP
CHIP NO. 3 BEARING
DETECTOR SCAVENGE PUMP
BYPASS
VALVES
;;;
PRESSURE COLD START

PUMP VALVE OIL FILTER
NO. 4 BEARING
FUEL/OIL SCAVENGE PUMP
;
;
HEAT
EXCHANGER RESTRICTOR
LEGEND
PRESSURE PRESSURE OIL

ADJUSTING BYPASS VALVE
IMPENDING SCAVENGE OIL
VALVE BYPASS VALVE BYPASS INDICATOR
BYPASS OIL
BYPASS INDICATOR
BREATHER AIR
OIL TANK
Figure 7-21. Engine Oil System Schematic
All bearing, gearbox, and oil tank areas are Oil Temp/Press Indication
vented by the scavenge lines back to the oil
reservoir where it is vented overboard through Engine oil pressure is monitored by a trans-
the AGB driven centrifugal air/oil separator. ducer that drives the cockpit indicator (Figure
7-20) and by a pressure switch connected to the
red L or R OIL PRESS light (Figure 7-19) on
the annunciator panel.

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Engine oil temperature is sensed in the pres- THRUST REVERSERS

sure oil line enroute to the bearings and
AGB. See Engine Instruments in this chap-
ter for more on the oil temperature and pres- GENERAL
sure indicators.
Thrust reversers, manufactured by the Rohr
See Section I of the AFM for operating Corporation are installed on all model 60 Lear-
limits on the oil temperature and pressure. jets. They use hydraulically actuated target-
type doors to redirect the engine exhaust gases
to produce reverse thrust. The thrust reversers
ENGINE DIAGNOSTIC SYSTEM are controlled with two thrust reverser levers
mounted on top of the thrust levers and oper-
An engine diagnostic system (EDS) is in- ation is annunciated by a green TR ARM,
stalled to provide engine fault recording and amber TR UNLOCK, and white TR DEPLOY
trend monitoring. The system continually for each engine. There is no thrust reverser
records engine parameters and allows the control panel.
crew to record conditions at anytime through
use of the EDS RECORD switch on the pilots The thrust reversers are electrically controlled
switch panel. Normal use of the system en- through the thrust reverser levers, the
tails downloading data from the EDS and FADECs, and two (one for each engine) thrust
submitting to Pratt and Whitney Canada for reverser relay boxes (Figure 7-22) located in
analysis on a monthly basis. The EDS is in- the tailcone. A throttle balk solenoid is located
tended for maintenance functions only and not in the thrust lever quadrant. It prevents move-
for in-flight monitoring or diagnosis by the ment of the thrust reverser levers aft of idle
flight crew. reverse (approximately 40% N 1 ) unless both
engine thrust reversers are deployed.
A white EDS FAULT light, located on the
glareshield annunciator panel (Figure 7-15), The thrust reversers are hydraulically actuated
is included in the engine diagnostics system. and rely on aircraft hydraulic system pressure
Illumination of the light indicates one of for operation. There are two hydraulic control
the following: units (HCUs) in the tailcone (one for each en-
gine). They each contain a mechanical shutoff
The EDS has lost power. valve, an electrically controlled isolation valve,
and an electrically actuated control valve.
The EDS has a built-in test equipment
(BITE) failure. The thrust reverser hydraulic actuators and an
upper and lower target-type blocker door are
The EDS memory is 85% full. attached to the engines aft section. The doors
The system has detected an engine condi- are faired with the nacelle and form the engine
tion which is out of acceptable parameters. afterbody. Two hydraulic actuators, one on
each side of the engine, move a four-bar link-
The diagnostic system includes an EDS age attached to each door to reposition them.
RECORD switch located on the center switch The linkage has an overcenter feature (referred
panel. The purpose of the switch is to allow to as primary latch) that will prevent the blocker
the flight crew to initiate data collection by doors from deploying in event of hydraulic
the EDS. When the spring-loaded switch is fluid loss. Also, aircraft 60-041 and subse-
momentarily actuated, the engine parameters quent and previous aircraft modified by SB
existing four minutes prior to and one minute 60-78-2 are equipped with two secondary
after switch actuation will be recorded in latches which hold the upper and lower blocker
the EDU memory. doors closed. The secondary latches are hy-
draulically released when thrust reverser de-
ployment is commanded.

THROTTLE BALK SOLENOID
DEPLOY/STOW SWITCH THRUST REVERSER

LEVER QUADRANT
IDLE SWITCH (ARM)
SQUAT SWITCH
AIRCRAFT
HYDRAULIC SYSTEM
PRESSURE
RETURN
TR
THRUST REVERSER DEPLOY
FADEC
RELAY BOX
TR
UNLOCK
UNLOCK LIGHT
(SEC LATCH)
DEPLOY LIGHT
UNLOCK LIGHT
(PRI LATCH)
TR
ARM
STOW
SECONDARY TAKEOFF
DEPLOY
LATCH FITTING MONITOR
HYDRAULIC
CONTROL ARM
UNIT
ARM LIGHT
STOW SWITCH
(SEC LATCH)
SECONDARY
LATCH
(UPPER
DOOR)
ACTUATORS STOW DEPLOY

(2) SWITCHES (2) SWITCH
SECONDARY
LATCH
(LOWER
DOOR)
STOW SWITCH
(SEC LATCH) LEGEND
DEPLOY
STOW
SECONDARY
LATCH FITTING
Figure 7-22. Thrust Reverser System Schematic

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There are two unlock switches and a deploy Excessive force applied to the thrust
switch attached to the aft end of the thrust re- reverser levers may prevent the balk
verser support beam. These switches control solenoid from releasing.
thrust reverser sequencing and cause the as-
sociated amber TR UNLOCK and white TR
DEPLOY annunciators to illuminate. The sec- When the blocker doors reach the fully de-
ondary latches also contain switches that will ployed position, the deploy switch is tripped by
cause the UNLOCK light to illuminate in the one of the idler arms causing the white TR DE-
event of an uncommanded unlatching of an PLOY annunciator to illuminate and the TR
associated thrust reverse blocker door. UNLOCK light to extinguish. When the TR
UNLOCK light extinguishes, a signal to the
engine FADEC will allow engine thrust to in-
SYSTEM OPERATION crease above idle. The N 1 bug will reposition
(NORMAL) indicating the FADEC is utilizing the reverse
schedule. When both TR DEPLOY lights are il-
In order for thrust reversers to deploy, the fol- luminated, the throttle balk solenoid is released
lowing prerequisite conditions must exist: allowing the operator to move the TR levers aft
to accelerate the engines. The FADEC will limit
TR CONT and TR AUTO STOW circuit reverse thrust as a function of airspeed (provided
breakers must be in by ADC 1 and 2), decreasing thrust as the air-
plane slows down. See Figure 7-23 for sched-
Aircraft on the ground (squat switches ule of maximum reverser thrust. If ADC airspeed
in ground mode) is not provided to the FADEC, the maximum re-
Applicable thrust lever in IDLE position verse thrust available will be 65% N 1 . After
using reverse thrust, normal stow is accom-
Hydraulic pressure available from ei- plished by returning the thrust reverser levers
ther engine-driven hydraulic pump to the STOW position. While the doors transi-
When the above conditions are satisfied, the tion from deploy to stow, the white TR DE-
green TR ARM light will illuminate, indicat- PLOY light will extinguish and the amber TR
ing the relay box has opened the isolation valve UNLOCK light will illuminate. When the doors
in the HCU and that pressure is available up to reach the fully stowed and locked position (both
the control valve in the HCU. primary and secondary [if applicable] latches
engaged), the amber TR UNLOCK light will ex-
Lifting the thrust reverser lever to the deploy tinguish. See the Limitations section of the
detent will initiate deployment. The relay box AFM for thrust reverser operating limitations.
will position the control valve in the HCU to
send hydraulic pressure to the deploy side of SYSTEM OPERATION
the hydraulic actuators and to the secondary
latches (if installed) to release them. As soon (ABNORMAL)
as the main hydraulic actuators begin to move The thrust reverser system includes an auto-
from stow toward deploy, the stow switches
will trip causing the TR UNLOCK annuncia- matic stow feature which minimizes the pos-
tor to illuminate and signal the engine FADEC sibility of an inadvertent deployment. If the
to limit thrust to idle power. system senses an unlocked primary latch in
flight, the automatic stowing sequence is ini-
tiated. Also, if a TR UNLOCK light illumi-
NOTE nates, the FADEC will reduce engine thrust to
Thrust reverser arming may be delayed idle unless the TR UNLOCK light was caused
during soft landings until both squat by a secondary latch switch.
switches are in the ground mode.

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90
80
70 WITH NO AIR DATA COMPUTER INPUT

60
N1 %
50
40
30
IDLE N1
20
10
0
140 120 100 80 60 50 40 0
AIRSPEED KIAS
Figure 7-23. Reverse Thrust Power Schedule
If a TR UNLOCK and/or TR DEPLOY an- The thrust reverser on one engine can be de-
nunciator illuminates during takeoff while the ployed on a single landing; however, the throt-
aircraft is still on the ground, the FADEC will tle balk solenoid will not allow anything other
reduce engine thrust to idle and the takeoff than idle reverse unless both DEPLOY lights
warning horn will sound. If the unlocked con- illuminate. A thrust reverser can be deployed
dition is caused by a secondary latch the with the engine shutdown if the prerequisite
FADEC will not reduce engine thrust to idle conditions listed exist. If making a single en-
and the takeoff warning horn will not sound. gine landing, both thrust reversers can be de-
ployed and full reverse can be used on the
If a TR UNLOCK and/or TR DEPLOY annun- operating engine. Use of rudder/nose steer-
ciator illuminates in flight, the FADEC will re- ing/differential braking would be required to
duce engine thrust to idle and autostow will be maintain directional control.
commanded if the UNLOCK indication was
from the primary latch. If the indication was due See Abnormal and Emergency Procedures
to a secondary latch, the FADEC will not reduce sections of the AFM for more information on
thrust or command autostow. The green TR thrust reverser abnormal/emergency procedures.
ARM light will flash while autostow is apply-
ing hydraulic pressure to stow the thrust re-
verser and both the white and amber ENG
CMPTR lights will illuminate.

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QUESTIONS
1. The PW 305A engines each provide 4,600 5. The engine instruments N 1 and N 2 are:
pounds of thrust at: A. Self-generating tachometers
A. Sea level up to 23.3C normal B. AC-powered through the 26-VAC
B. Sea level up to 31.6C maximum buses
C. Sea level at any temperature C. DC-powered, (hot wired to battery),
D. Both A and B are correct. with battery switches OFF
D. DC-powered through CBs on the DC
2. The engine LP spool (N 1 ) consists of: Bus 2/EMER BAT and DC BUS 1 re-
spectively
A. A four-stage axial flow compressor
driven by a two-stage turbine
6. The engine oil temp/pressure indication
B. A single-stage fan and a single-stage
requires:
centrifugal compressor driven by a
three-stage turbine A. 28 DC Power
C. A single-stage low-pressure com- B. 115 VAC
pressor (fan), driven by a three-stage C. 26 VAC
turbine D. Self-generating
D. A single-stage fan and a four-stage
axial flow compressor driven by a 7. The primary engine thrust indicating in-
two-stage turbine strument is the:
A. High speed rotor N 2
3. The starter/generator, in the start mode
B. ITT
through the accessory gearbox, is applied
to the: C. Low speed rotor N 1
D. Fuel flow
A. LP spool (rotor)
B. HP spool (rotor)
8. The maximum ITT during engine start is:
C. Fan (low-pressure compressor)
A. 850C
D. LP turbine
B. 870C for 2 seconds
4. The engine HP spool (rotor) N 2 consists C. 795C for 20 seconds
of a: D. 950C
A. Three-stage axial compressor and a
four-stage radial turbine 9. The maximum transient ITT during take-
off is:
B. Single-stage centrifugal compressor
and a two-stage axial turbine A. 800C for 25 seconds
C. Two-stage axial compressor and a B. 825C for 20 seconds
single-stage centrifugal compres- C. 900C
sor driven by a two-stage axial D. 850C for 2 seconds
flow turbine
D. Four-stage axial flow compressor
and a single-stage centrifugal com-
pressor driven by a two-stage axial
flow turbine

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10. Illumination of the L or R ENG FILTERS 14. The ENG SYNC light indicates that:
light indicates: A. ENG SYNC is not turned ON, or it
A. Impending bypass of aircraft fuel has failed.
filter B. ENG SYNC is operating properly.
B. Impending bypass of engine oil filter C. ENG SYNC is turned ON, and the
C. Impending bypass of engine fuel filter nose landing gear is not in the up
D. Any of the above and locked position.
D. The engines are synchronized.
11. D u r i n g e n g i n e o p e r a t i o n t h e B OV s ,
(bleedoff valves) are positioned by: 15. A left or right ENG CMPTR white light
A. EEC command channel indicates:
B. Remains closed A. A minor malfunction has occurred
C. Remains at 1/3 open position in one or both channels of the corre-
sponding EEC.
D. Has no function
B. FADEC will continue to monitor for
the healthiest channel to control the
12. During FADEC operation of the engine,
engine.
engine overspeed protection is provided
by: C. On grounddo not dispatch. In
flightrefer to the White ENG
A. N 1 and N 2 overspeed signals for the CMPTR Light Illuminated proce-
active EEC channel to the overspeed dure in Section IV of the AFM.
solenoid in the HFCU
D. All of the above
B. Mechanical overspeed protection
system
16. A left or right ENG CMPTR amber light
C. Engine overspeed protection is not indicates:
required in a FADEC controlled en-
gine. A. A major malfunction has occurred in
the one channel of the EEC.
D. Both A and B are correct.
B. FADEC will select the healthiest
channel to control the engine.
13. Which of the following statements re-
garding fuel control is true in the event of C. On grounddo not dispatch. In
airplane electrical failure? flightrefer to the Amber ENG
CMPTR Light Illuminated proce-
A. Engine shuts down because aircraft dure in Section IV of the AFM.
DC power is not available to the
D. All of the above
EEC.
B. All engine control functions remain
17. During a normal ground start, the ignition
operational as electrical power to the
light should come on when:
EEC is provided by a PMA in the ac-
cessory gearbox. A. The thrust lever is moved to idle.
C. Backup aircraft DC power to the B. The STARTGEN switch is moved
EEC is not available. to start.
D. Both B and C are correct. C. N 2 reaches 6%.
D. N 1 reaches 10%.

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18. Engine oil pressure and oil temperature in- 22. During single-engine operation which of
dications require electrical the following statements is/are true in re-
power. gard to using both thrust reversers?
A. 26 VAC A. Both engine thrust levers must be in
B. 115 VAC idle.
C. Both DC and AC B. The full range of reverse thrust will
D. DC be available on the operating engine
with both T/Rs deployed.
19. The ENG CMPTR switches are normally C. Neither thrust reverser can be de-
in the auto position. Selection of the CH. ployed.
A or CH. B position in flight is permitted D. Both A and B are correct.
when:
A. Amber ENG CMPTR Light Illumi- 23. If a thrust reverser fault occurs in flight
nated procedure is used, Section and a reverser unlocks, it is stowed by:
IV, AFM. A. The autostowing feature through the
B. Amber and White ENG CMPTR TR AUTO-STOW CB
Light Illuminated procedure is B. Selecting emergency stow
used, Section IV, AFM. C. There is no AUTO STOW on this re-
C. White ENG CMPTR Light Illumi- verser.
nated procedure is used, Section D. The thrust reverser warning horn
IV, AFM. sounds.
D. Selection of CH. A or CH. B posi-
tion is not allowed in flightground 24. Maximum reverse thrust is usable down
use only. to:
A. 60 KIAS
B. 40 KIAS
20. The green TR ARM light means:
C. 25 KIAS
A. The TR CONT and TR AUTO D. 10 KIAS
STOW CBs are in.
B. The aircraft is on the ground (squat
switches in GND MODE).
C. The engine thrust lever is in idle.
D. All of the above conditions exist.
21. As the thrust levers are advanced for take-

off, the TR ARM lights:
A. Go out
B. Stay ON
C. Flash
D. Both TR ARM and TR DEPLOY
lights flash.

CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION .................................................................................................................. 8-1
ENGINE FIRE DETECTION AND INDICATORS .............................................................. 8-1
ENG FIRE PULL Lights ................................................................................................. 8-2
Fire Detection System Test ............................................................................................. 8-2
ENGINE FIRE EXTINGUISHER ......................................................................................... 8-3
Extinguisher Containers ................................................................................................. 8-3
ENG FIRE PULL T-handles and ENG EXT ARMED Lights ........................................ 8-3
Extinguisher Discharge Indicators .................................................................................. 8-5
CABIN SMOKE DETECTION ............................................................................................. 8-5
HAND-HELD FIRE EXTINGUISHERS ............................................................................... 8-5
QUESTIONS .......................................................................................................................... 8-6

ILLUSTRATIONS
Figure Title Page
8-1 Engine Fire Detection System................................................................................... 8-2
8-2 Engine Fire Indicator Lights and Controls ............................................................... 8-3
8-3 System Test Switch ................................................................................................... 8-3
8-4 Engine Fire-Extinguisher System.............................................................................. 8-4
8-5 Fire-Extinguisher Discharge Indicators..................................................................... 8-5
8-6 Portable Fire Extinguisher and Smoke Detector ....................................................... 8-5

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CHAPTER 8
FIRE PROTECTION
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INTRODUCTION
The Learjet 60 engine fire protection system is composed of a fire detector sensing el-
ement and two fire detection control units located in the tailcone, two engine fire indi-
cator lights in the cockpit (one for each engine), two fire-extinguisher bottles which can
be activated from the cockpit, and a fire detector and extinguisher circuit test.
ENGINE FIRE pylon firewall and another under the accessory

gearbox, require a temperature of approxi-
DETECTION AND mately 300F to activate the fire detection
control unit. The third section is around the
INDICATORS rear nacelle area and requires a temperature
of approximately 700F to activate the fire
Each engine cowling contains three heat-sens- detection control unit. When the sensing ele-
ing elements connected to two fire detection ment is heated to the above temperatures, the
control units in the tailcone and two red ENG electrical resistance in the sensor is reduced,
FIRE PULL lights (one for each engine) on the allowing sufficient current to flow between the
glareshield annunciator. The fire detection conductor and the tube activating the fire de-
control unit (Figure 8-1) monitors the electrical tection control unit which causes the red ENG
resistance of three sections of sensing ele- FIRE PULL T-handle to flash.
ments. Two of the sections, one around the

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Electrical power for the system is 28 VDC, FIRE DETECTION

supplied through the L and R FIRE DETECT
circuit breakers located in the left and right en-
SYSTEM TEST
gine circuit-breakers group. L & R FIRE DE- The rotary SYSTEM TEST switch (Figure 8-
TECT is also operative in EMER BUS mode 3) on the center instrument panel is used to test
of operation. the fire detection system. Rotating the switch
to FIRE DET and depressing the TEST PRESS
ENG FIRE PULL LIGHTS button initiates three separate tests. These are:
The red ENG FIRE PULL warning lights are 1. Both ENG FIRE PULL T-handles should
part of the T-handles, one located at each end flash, validating the continuity of the
of the glareshield annunciator panel (Figure engine heat sensing elements.
8-2). In the event of an engine fire, the warn-
ing light in the T-handle will flash until the fire 2. Both ENG EXT ARMED lights should
or overheat condition no longer exists. Op- illuminate, validating the continuity of
eration of the T-handle is explained under the fire extinguisher circuits.
Engine Fire Extinguisher. 3. Both the L and R BLEED-AIR annun-
ciators should illuminate, validating the
continuity of the overheat detection sen-
sor in the tailcone (see Chapter 9, Pneu-
matics for more information on the
BLEED-AIR annunciators).
ENG FIRE CONTROL

PULL UNIT
300F SENSING
ELEMENT
(PYLON FIREWALL)
COMBUSTION
SECTION
700F SENSING
ELEMENT
L FIRE
DETECT ELEMENT
SUPPORT
FRAME
L EMER 300F SENSING ELEMENT

BUS AND SUPPORT FRAME
Figure 8-1. Engine Fire Detection System

L OIL L FUEL L ENG L ENG ENG BLEED R ENG R ENG R FUEL R OIL
PRESS PRESS CHP VIB SYNC AIR R VIB CHP PRESS PRESS
L ENG L ENG L ENG TR APR R WS TR R ENG R ENG R ENG
CMPTR CMPTR FILTERS DEPLOY ON DEFOG DEPLOY FILTERS CMPTR CMPTR
TR APR R NAC TR
UNLOCK ARM HT UNLOCK
TR EDS ALC TR ENG FIRE
TEST ENG FIRE TEST
ARM FAULT LOW ARM PULL
ENG EXT PULL ENG EXT
ARMED ARMED
Figure 8-2. Engine Fire Indicator Lights and Controls
ENGINE FIRE are other indications of a fire, the pilot places

the affected engine thrust lever to cutoff and
EXTINGUISHER then pulls the corresponding T-handle. Pulling
the T-handle closes main fuel, hydraulic, and
bleed-air shutoff valves for that engine, sends
EXTINGUISHER CONTAINERS a shutdown signal to the backup shutdown
The spherical, extinguishing agent containers solenoid in the HFCU, and arms the fire ex-
are located in the tailcone area. The contain- tinguishers (Figure 8-4). Electrical power to
ers are plumbed to each engine cowling and close these valves and arm the extinguishers
provide the airplane with a two-shot system. is provided through 28 VDC, L and R FW
The containers are charged with Halon 1301 SOV and L and R FIRE EXT circuit breakers
(CF2Br) bromotrifluoromethane. Halon 1301 in the left and right engine circuit-breaker
is nontoxic at normal temperatures and is non- group. The system remains operative in the
corrosive. Therefore, no special cleaning of the EMER BUS mode.
engine or cowling area is required if the sys-
tem has been used. The agent is stored under NOTE
pressure, and a pressure gage is installed on
each container. The pressure gages indicate ap- Pulling either T-handle will cause the
proximately 600 psi at 70F when the con- EMER PRESS light to illuminate if
tainers are properly serviced (Figure 8-4). the corresponding BLEED-AIR
switch is in the ON position (only on
A thermal relief valve on each container is aircraft 60-001 through 60-015).
plumbed to a common thermal discharge port
on the outside of the fuselage below the left en-
gine pylon. The thermal relief valves will re-
lease bottle pressure at approximately 220F.
ENG FIRE PULL T-HANDLES

AND ENG EXT ARMED LIGHTS
When an ENG FIRE PULL light begins to
flash, it indicates a fire or overheat condition
in the associated engine. Following Airplane
Flight Manual procedures, the pilot first places
the affected engine thrust lever to idle. If the
fire continues more than 15 seconds or there
Figure 8-3. System Test Switch

8-4
ENG EXT ENG EXT

ARMED ARMED
ENG FIRE ENG FIRE

PULL PULL
LEARJET 60
BLEED-AIR FUEL SHUTOFF VALVE TWO-WAY BLEED-AIR

CHECK PRESSURE
SHUTOFF SHUTOFF
PRESSURE GAGE VALVES GAGE
VALVE VALVE

LH RH
CONTAINER CONTAINER
RELIEF VALVE RELIEF VALVE

LH RH
NACELLE NACELLE
FUEL
SHUTOFF
HYDRAULIC SHUTOFF VALVE
VALVE
FlightSafety
HYDRAULIC SHUTOFF VALVE
HFCU HFCU
international
THERMAL MANUAL
DISCHARGE DISCHARGE
Revision 1
INDICATOR INDICATOR
Figure 8-4. Engine Fire-Extinguisher System

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Fire-extinguisher arming is indicated by illu-

mination of the ENG EXT ARMED lights ad-
jacent to the ENG FIRE PULL T-handles (Figure
8-2). Depressing an illuminated ENG EXT
ARMED light momentarily supplies 28 VDC to
an explosive cartridge that discharges and allows
the contents of one fire-extinguisher container
to flow into the associated engine nacelle.
When the ENG EXT ARMED light is de-

pressed, a holding relay also is engaged, which
turns out the ENG EXT ARMED light, indi-
cating the associated bottle has been dis-
charged. Either ENG EXT ARMED light may
be depressed to extinguish the fire. Should one
bottle control the fire, the other container is Figure 8-5. Fire-Extinguisher Discharge
still available to either engine. Indicators
EXTINGUISHER DISCHARGE HAND-HELD FIRE

INDICATORS EXTINGUISHERS
Two colored disc-type indicators are flush-
mounted in the side of the fuselage, below the Two hand-held fire extinguishers provide for
left engine pylon (Figure 8-5). The forward, interior fire protection. Both extinguishers
red-colored disc covers the thermal discharge are located in the cockpit, one on each side.
port. It will be ruptured if one or both pressure They are stored in brackets, mounted behind
relief valves has released bottle contents over- the oxygen mask container, on each side (Fig-
board. The aft, yellow-colored disc will rup- ure 8-6). Some aircraft may have these fire ex-
ture if either bottle is discharged by depressing tinguishers stored in different locations.
the illuminated ENG EXT ARMED handle.
The integrity of the two discs is checked dur-
ing the external preflight inspection.
CABIN SMOKE
DETECTION
A smoke detector is located in the aft cabin
baggage area (Figure 8-6).
Electrical power for operation is supplied

through the CABIN FIRE DETECT circuit
breaker on the copilots CABIN group of cir-
cuit breakers. When activated, an amplified
signal is sent to illuminate and flash the red
CABIN FIRE warning light.
Figure 8-6. Portable Fire Extinguisher

and Smoke Detector

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QUESTIONS
1. Engine fire-extinguisher containers are 3. When the left ENG FIRE PULL T-handle
located in: is pulled:
A. The nacelles A. It discharges one extinguisher into
B. The engine pylons the left nacelle.
C. The tailcone B. It closes the main fuel, hydraulic,
D. The baggage compartment and bleed-air shutoff valves for the
left engine, signals the HFCU, and
arms both fire extinguishers.
2. The power-off preflight of the engine fire
extinguishers includes: C. It discharges one extinguisher and
arms the second.
A. Checking the condition of one yel-
D. It ruptures the yellow discharge indi-
low and one red blowout disc
cator disc.
B. Checking the condition of two yel-
low and two red blowout discs
4. There is a smoke detector:
C. Checking blowout discs and extin-
guisher charge gages (all on the left A. Located in the tailcone baggage
side of the fuselage) compartment
D. Activating the SYSTEM TEST B. Located in each of the cabin and tail-
switch to FIRE DET cone baggage compartments, all tied
to the same CABIN FIRE warning
light
C. In the cockpit and in the cabin bag-
gage compartment
D. In the cabin baggage area, which il-
luminates the red flashing CABIN
FIRE annunciator

CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION .................................................................................................................. 9-1
GENERAL............................................................................................................................... 9-1
DESCRIPTION AND OPERATION ..................................................................................... 9-1
Low-Pressure (LP) Bleed-air System .............................................................................. 9-1
High-Pressure (HP) Bleed-air System ............................................................................ 9-3
COMPONENTS ..................................................................................................................... 9-3
Bleed-air Switches ........................................................................................................... 9-3
Mix Valves and Regulator................................................................................................ 9-3
Duct, Pylon, and Tailcone Temperature Sensing ............................................................. 9-3
Bleed-air/Shutoff Valves .................................................................................................. 9-4
Emergency Pressurization ............................................................................................... 9-4
EMER PRESS Light ....................................................................................................... 9-5
BLEED-AIR SWITCHES ....................................................................................................... 9-5
Operation.......................................................................................................................... 9-5
Check Valves ................................................................................................................... 9-6
LP Bleed-air Manifold ..................................................................................................... 9-6
Flow Control Valve ......................................................................................................... 9-6
QUESTIONS .......................................................................................................................... 9-7

ILLUSTRATIONS
Figure Title Page
9-1 Bleed-air System ..................................................................................................... 9-2
9-2 Bleed-air Switches ................................................................................................... 9-3
9-3 Cabin Air Switch ...................................................................................................... 9-6
TABLES
Table Title Page
9-1 Bleed-air Switch Functions ...................................................................................... 9-5

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CHAPTER 9
PNEUMATICS
BLEED AIR CO
L R
AIR
15
5
20
LV
VA E
INTRODUCTION
The airplane pneumatic systems consist of two independent engine bleed-air distribu-
tion systems. The bleed-air pneumatic systems provide engine bleed air for anti-icing,
air conditioning, and pressurization.
GENERAL system, the anti-icing systems, and the hy-

draulic reservoir. The distribution systems are
referred to as high-pressure (HP) and low-
The bleed-air distribution systems on each pressure (LP) systems, even though the LP
engine are connected by ducting to the tailcone system does, at times, use some HP bleed air
to three (2HP and 1LP) manifolds (Figure 9- (Figure 9-1).
1). One HP manifold distributes high-pres-
sure (HP) bleed air to the alcohol anti-ice
system, bleed-air temperature control system, DESCRIPTION AND
and the pressurization control system. The
other HP manifold provides HP air on an as- OPERATION
needed basis to supplement the wing anti-ice
system. (Refer to Chapter 10, Ice and Rain LOW-PRESSURE (LP) BLEED-
Protection; Chapter 11, Air Conditioning;
and Chapter 12, Pressurization.) The re- AIR SYSTEM
maining manifold distributes a mixture of low- The LP bleed-air systems on each engine are
pressure (LP) and HP bleed air to the cabin
pressurization system, the air-conditioning connected through ducting to the tailcone sec-
tion, forming a common manifold. The left and

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NAC HEAT
R P2.5 P3.0 HP
LP HP SHUTOFF
BLEED BLEED VALVE
MIX
OFF VALVE
R NAC 600 F
HT
P3.0
PYLON TEMP
SENSOR 250 F
BLEED AIR
EMER R
O CABIN AIR
N BLEED ON
AIR R 600 F
OFF
EMERG PRESS
VALVE (N.C.) BLEED-AIR OFF
SHUTOFF
VALVE (N.O.)
NAC HT EMER
ON PRESS
PRESSURIZATION
CONTROL
WING
BLEED AIR ANTI-ICE
EMER L CABIN ALCOHOL
WINDSHIELD PRESS ANTI-ICE
O
ANTI-ICE
N
BLEED-AIR
OFF HYDRAULIC
FLOW TEMP CONTROLS
RES
CONTROL
VALVE
EMERG PRESS
VALVE (N.C.) BLEED-AIR
SHUTOFF
VALVE (N.O.)
OVERHEAT DETECTION DUCT OVHEAT

LOOP 255 F THERMOSWITCH
BLEED 600 F
AIR L
250 F
LEGEND
P3.0
EMERG NAC HEAT
L L NAC
LOW-PRESSURE
HT 600 F
BLEED AIR
MIX
HIGH-PRESSURE
VALVE
BLEED AIR HP
LP
OFF
MIXED BLEED AIR BLEED BLEED
P2.5 P3.0
Figure 9-1. Bleed-air System
9-2 FOR TRAINING PURPOSES ONLY Revision 1.01

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right engine LP system cockpit controls and

indicators include:
L and R BLEED-AIR switches

L and R BLEED-AIR warning lights
EMER PRESS caution light
The LP manifold provides bleed air for cabin
pressurization and temperature control, wing
anti-ice, windshield anti-ice, and hydraulic
reservoir pressurization.
HIGH-PRESSURE (HP) BLEED-

AIR SYSTEMS Figure 9-2. Bleed-air Switches
HP bleed air is taken from each engine and is
ducted to two manifolds in the tailcone and to MIX VALVES AND REGULATOR
the valves necessary to operate the systems.
A mix valve/regulator on each engine adds
HP air is available to each mixing valve HP bleed air to the normal LP bleed-air man-
through the HP shutoff valve, and through a ifold when needed to maintain normal opera-
separate HP solenoid valve to the wing anti- tional pressure. A HP shutoff valve is normally
ice system. open unless emergency pressurization has
been activated.
One of the HP manifolds provides bleed air
for the pressurization jet pump, windshield Either engine can supply adequate bleed-air
alcohol anti-ice, and the temperature control pressure to the manifold in order to support
system. The other manifold provides HP systems operation and to maintain cabin pres-
bleed air to the wing anti-icing on an assure in the event of termination of the bleed-
needed basis. air supply from one engine due to engine or
component failure.
HP bleed air is available to the manifolds
from one or both engines. The ducts contain DUCT, PYLON, AND TAILCONE
check valves to prevent reverse flow, if one TEMPERATURE SENSING
engine fails.
The duct overheat thermoswitches are installed
inside the LP ducts where the ducts pass
COMPONENTS through the engine pylons. The duct overheat
thermoswitches are set to close a circuit and
BLEED-AIR SWITCHES illuminate the appropriate red L or R bleed-
air warning light (Figure 9-1) if the tempera-
The left and right LP bleed-air systems can be ture reaches approximately 600F in the duct.
independently controlled with the L and R
bleed-air switches (Figure 9-2) located to the The pylon temperature sensors are located in-
right of the pressurization controller. The side the pylon structure (Figure 9-1). They close
switches are the lever-locking type and have a circuit that also illuminates the appropriate L
three positions: OFF (down), ON (center), or R bleed-air warning light if the pylon tem-
and EMER (up). perature reaches approximately 250F.
A bleed-air overheat sensor in the tailcone

consists of three temperature sensing loops

FlightSafety
international
which parallel the bleed-air lines and encircle When the emergency pressurization valves
the bleed-air couplings. The loop functions like are energized open, the HP shutoff valves on
the fire detect loop on the engine, both the L the engines and the bleed-air shutoff valves in
and R bleed-air warning lights illuminate when the tailcone are energized closed.
temperature adjacent to the loop reaches ap-
proximately 255F. The circuit continuity is With the bleed-air switches ON, emergency
tested during the engine FIRE DET test. Proper pressurization can be automatically activated
indication is illumination of both the L and R by two independent aneroid switches sensing
bleed-air lights. cabin altitude. The aneroids will activate emer-
gency pressurization at 9,500 feet or 14,500
BLEED-AIR/SHUTOFF VALVES feet, depending upon pressurization controller
system setting. The 9,500-foot aneroids will
The bleed-air shutoff valves are located in the normally activate emergency pressurization
tailcone section. The valves are not used to reg- whenever the cabin altitude reaches 9,500
ulate pressure. They are used only as shutoff feet; however, when the following three con-
valves. The valves are energized closed when ditions exist, emergency pressurization will not
the respective bleed-air switches are in the occur until the cabin reaches 14,500 feet: (1)
OFF or EMER position. The valves are depressurization controller set to a landing field
powered open when the bleed-air switches are elevation above 8,000 feet, (2) aircraft has
in the ON position or in the event of electri- descended at least 1,000 feet from cruise al-
cal failure. titude, and (3) aircraft is below 25,000 feet.
Electrical power to operate the bleed-air shut-
off valves comes from L and R bleed-air cir- NOTE
cuit breakers located in the ENVIRONMENT Emergency pressurization cannot be
group of circuit breakers. activated by the aneroid switches if
the bleed-air switches are in the
In addition to being controlled with the bleed- OFF position or electrical power is
air switches, there are two other conditions in not available.
which the shutoff valves are energized closed.
These conditions are:
With the bleed-air shutoff valves closed and the
1. When emergency pressurization is au- emergency pressurization valves open, low-
tomatically activated pressure bleed air is routed directly to the cabin
area, bypassing the flow control valve, heat
2. When the respective ENG FIRE PULL exchanger, temperature control valves, and the
T-handle is pulled ducting in the tailcone. This increases bleed-
Emergency pressurization is addressed in air flow into the cabin, thus restoring cabin
the following paragraphs. The ENG FIRE pressurization if the pressure loss was due to
PULL T-handle is explained in Chapter 8, an obstruction or leak in the tailcone bleed-air
Fire Protection. ducting. Since the heat exchanger is bypassed
in emergency pressurization, the HP shutoff
valve is energized closed to reduce the heat in
EMERGENCY the bleed-air supply.
PRESSURIZATION
The emergency pressurization valves are lo- NOTE
cated in the tailcone section and are normally Crew and cabin temperature controls
closed. They are solenoid-controlled valves are ineffective in the emergency
and can be energized open by placing the pressurization mode and the cabin and
bleed-air switches to the EMER position. cockpit will get hot.

FlightSafety
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If cabin pressure is restored, or if a descent is EMER PRESS LIGHT

made, the 9,500-foot low aneroids reset when
the cabin altitude goes below 8,300 feet; the Whenever either emergency pressurization
14,500-foot high aneroids reset when the cabin valve is in the open (emergency) position,
altitude goes below 13,300 feet. However, whether placed there automatically by the
the bleed-air switches must be cycled to OFF aneroid switches or by selecting EMER posi-
and then to the ON position to deactivate the tion with the bleed-air switches, an amber
emergency pressurization mode. EMER PRESS light on the glareshield panel
illuminates. On aircraft 60-001 through 60-
Electrical power to energize the emergency 015, the EMER PRESS light also illuminates
pressurization valves open and to close the when either ENG FIRE PULL T-handle is
shutoff valves and HP shutoff valves is 28 pulled while the corresponding bleed-air
VDC supplied through the L and R BLEED switch is on.
AIR circuit breakers.
NOTE
Pressurization system operating
Table 9-1. BLEED-AIR SWITCH procedures are listed in Section II of
FUNCTIONS the Airplane Flight Manual for
landings at field elevations above
POSITION EVENTS 8,000 feet.
EMER Bleed-air shutoff valve is en-
ergized closed.
BLEED-AIR SWITCHES
Emergency pressurization valve is
energized open. OPERATION
HP shutoff valve is energized Table 9-1 summarizes the bleed-air switch func-
closed. tions by switch position, assuming normal con-
ditions. Only one switch is addressed; the same
functions are applicable for the other switch.
ON Bleed-air shutoff valve is de-
energized open. NOTE
In the event of cabin pressurization
loss, the 9,500-foot low aneroid
deenergized closed.
switches or 14,500-foot high aneroid
switches will automatically activate the
HP shutoff valve is deenergized
open.
emergency pressurization mode. The
emergency pressurization valves and
bleed-air shutoff valves will reposition
as if the EMER position were selected
OFF Bleed-air shutoff valve is en- with the bleed-air switches.
ergized closed.

deenergized closed.
HP shutoff valve is deenergized

open.
Revision1 FOR TRAINING PURPOSES ONLY 9-5

FlightSafety
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NOTE NOTE
In the event of airplane electrical Bleed air is not available to any of the
failure, the HP shutoff valves are above systems when in the emergency
deenergized open. Also, the emer- pressurization mode. Bleed-air shutoff
gency pressurization valves are valves and the wing heat 600 valves
disabled and closed (if opened) and close causing LP bleed to be diverted
the shutoff valves remain open, or directly to the cabin.
opened if previously closed.
The pressurization control module will still
function properly although cabin pressuriza-
NOTE tion air is supplied through the emergency
In emergency pressurization, HP bleed pressurization valves.
air to nacelle heat, alcohol anti-ice
system, pressurization jet pump, and FLOW CONTROL VALVE
bleed-air temperature control valves
are still available with the HP shutoff The flow control valve (Figure 9-1) is oper-
valve closed. However, bleed-air ated by the CAB AIR switch (Figure 9-3). If
temperature control will not be the OFF position is selected, the flow control
available since the bleed-air heat valve (which is normally open for flight) is en-
exchanger is bypassed. ergized closed. This shuts off bleed air used
for normal pressurization (See Chapter 11,
Air Conditioning).
CHECK VALVES
In the ON position, the flow control valve is
Bleed-air check valves are installed in the deenergized open, allowing bleed air into the
ducts (LP and HP manifolds). They prevent re- pressurization and ventilation system. Part of
verse flow in the event only one engine is op- this bleed air is cooled by routing it through
erating, or duct rupture occurs between the the heat exchanger and then mixed with hot
valve and the engine. bleed air to obtain the desired bleed-air tem-
perature for cabin pressurization (See Chap-
LP BLEED-AIR MANIFOLD ter 11, Air Conditioning).
The LP manifold is fed by the LP bleed-air ducts
from the L and R engine. The LP manifold pro-
vides bleed air for the following systems:
Wing anti-ice
Windshield anti-ice
Hydraulic reservoir pressurization
Normal cabin pressurization
Figure 9-3. Cabin Air Switch

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QUESTIONS
1. What does illumination of the EMER 5. When will the L BLEED-AIR light illu-
PRESS light indicate? minate?
A. BLEED-AIR switches are in the ON A. When the temperature in the left
position. pylon or the left bleed-air duct ex-
B. BLEED-AIR switches are in the ceeds its predetermined limit.
OFF position. B. When the pressure in the left pylon
C. Emergency pressurization valves is below the systems operational
are closed and normal cabin airflow limit.
is in progress. C. When the left half of the bleed-air
D. One or both emergency pressuriza- system is operating.
tion valves are open. D. When the left half of the bleed-air
system has failed.
2. Which of the following switch/controller
settings would prevent automatic activa- 6. When will both the BLEED-AIR L and R
tion of emergency pressurization at a lights illuminate?
9,500-foot cabin altitude? A. L and R BLEED-AIR switches are
A. BLEED-AIR switches are OFF. OFF.
B. Pressurization controller set to a B. Tailcone overheat sensor exceeded
landing altitude of 8,000 feet or predetermined limit.
less. C. FIRE DET test is in progress.
C. Pressurization controller set to a D. B and C are both correct.
landing altitude above 8,000 feet.
D. CABIN AIR switch is OFF. 7. With emergency pressurization activated,
which of the following systems is (are) in-
3. What switch controls the flow control operative?
valve? A. Windshield and wing anti-ice (bleed
A. CAB AIR switch air)
B. BLEED-AIR switch B. Nacelle anti-ice heat (bleed air)
C. Mode selector switch C. Alcohol anti-ice
D. MAN ALT UP DN switch D. Pressurization jet pump
4. The ___________ monitors the temper-

ature of the bleed air in the LP ducting be-
tween the engine and the LP manifold in
the tailcone section.
A. Pylon overheat thermostat
B. Bleed-air overheat detection loop in
the tailcone
C. Pylon temperature thermoswitch
D. Bleed-air duct overheat ther-
moswitch

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............................................................................................................ 10-2
Engine Anti-Ice System .................................................................................................. 10-4
Windshield Anti-Ice/Defog Systems .............................................................................. 10-6
Wing Anti-Ice System .................................................................................................. 10-10
Horizontal Stabilizer Anti-Ice System.......................................................................... 10-12
Pitot-Static and Stall Warning Anti-Ice Systems.......................................................... 10-14
QUESTIONS........................................................................................................................ 10-17

ILLUSTRATIONS
Figure Title Page
10-1 Ice Detect Lights and All Glareshield Anti-ice Lights............................................ 10-3
10-2 Anti-ice Control Panel............................................................................................. 10-4
10-3 Nacelle and Engine Heat Schematic ....................................................................... 10-5
10-4 Windshield Anti-ice System.................................................................................... 10-6
10-5 Windshield Alcohol Anti-ice System Schematic .................................................... 10-7
10-6 Windshield Defog System (Interior) ....................................................................... 10-9
10-7 Wing Anti-ice System ........................................................................................... 10-11
10-8 Horizontal Stabilizer Heating Blanket .................................................................. 10-12
10-9 Horizontal Stabilizer Heating System ................................................................... 10-13
10-10 Pitot-Static Probe, AOA Transducer Vane, ........................................................... 10-14
Pressurization System, Static Port, and Total Temperature Probe
10-11 Pitot-Static System ................................................................................................ 10-16

FlightSafety
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CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
Anti-icing equipment on the Learjet 60 is designed to prevent buildup of ice on:
The engine nacelle lip, inner stator vanes, engine inlet pressure and temperature
probes, and engine fan spinner
The windshield
The leading edges of the lifting surfaces (stabilizer and wings)
The pitot-static probes, stall warning vanes, and total temperature probe
GENERAL rain, snow, sleet, ice crystals, or fog with vis-

ibility of one mile or less). Nacelle heat must
All anti-icing equipment must be turned on be- be on during descent into icing conditions
fore icing conditions are encountered. To delay even if the SAT is below -40C (-40 F).
until ice buildup is visually detected on air-
plane surfaces constitutes an unacceptable Icing conditions also exist when the SAT on
hazard to safety of flight. the ground and for takeoff is 10C (50F) or
below when operating on ramps, taxiways, or
Icing conditions exist when the SAT in flight runways where surface snow, ice, standing
is 5C (41F) to -40C (-40F), and visible water, or slush may be ingested by the en-
moisture in any form is present (such as clouds, gines, or freeze on engines nacelles, or engine
sensor probes.

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ICE DETECTION NOTE

Clear ice on the wing leading edge may
During daylight operations, ice accumulation not be detectable from the cockpit.
can be visually detected on the lower corners
of the windshield and on the wing leading edge.
The wing structure can be monitored for pos-
sible icing conditions in flight by using the
WINDSHIELD ICE DETECTION WING TEMP indicator (Figure 10-2). The
During night operation, the windshield ice de- temperature indication is blue-green-red; tem-
tection lights indicate ice or moisture forma- perature at the blue-green line is approxi-
tion on the windshield. Two probes, one on the mately 35F (1.7C), and at the green-red line,
pilots side of the glareshield and one on the approximately 215F (102 C).
copilots side, contain red lights which con-
tinuously shine on the inside of the windshield.
The ice detection lights normally shine through
ANTI-ICE SYSTEMS
unseen. However, they will reflect red spots Airplane anti-icing is accomplished through
approximately 1 1/2 inches in diameter if ice the use of electrically heated anti-ice systems,
or moisture has formed on the windshield. engine bleed-air heated anti-ice systems, and
an alcohol anti-ice system.
The ice detection light (Figure 10-1) on the
pilots side is located inside the anti-ice Electrically heated systems include pitot-static
airstream; the light on the copilots side is located probes, engine inlet air pressure-temperature
outside the anti-ice airstream. For this reason, sensor, stall warning vanes, horizontal stabi-
the copilots light must be monitored whenever lizer, total temperature probe, and interior
windshield heat or the alcohol anti-ice systems windshield defog.
are operating. The lights indicate ice encounters
when SAT is below freezing, and moisture en- Engine bleed air is used to heat the windshields,
counters when SAT is above freezing. wing leading edges, nacelle inlets, engine inlet
inner stators, and engine fan spinners.
The lights are powered by DC current through
the L and R ICE DETECT LIGHT circuit An alcohol anti-ice system is installed as a
breakers on the pilot and copilots ANTI-ICE backup for the pilots windshield bleed-air
group of circuit breakers. anti-ice system.
WING ICE DETECTION
NOTE
The wing inspection light may be used to vi- All anti-ice systems require electrical
sually inspect the leading edge of the right power to operate except the engine
wing and winglet for ice accumulation during inlet inner stator vanes and nacelle lip
night operations. The light is illuminated by bleed-air heating system which fail
depressing the WING INSP LIGHT button on ON when electrical power is not avail-
the copilots R INSTR LIGHTS panel. The able to their respective anti-icing
light is focused on a black spot on the outboard valves. The engine fan spinner is
wing leading edge to enhance visual detection heated continuously by bleed air from
of ice accumulation. inside the engine as long as the engine
is operating.
Power is supplied through the WING INSP
LT circuit breaker on the copilots LIGHTS cir-
cuit-breakers group.

NEOPRENE TUBE
RED LENS
LAMP ICE DETECTOR

ASSEMBLY
GLARESHIELD
(REF)
D
LEARJET 60
PITOT WING WSHLD BLEED BLEED
FW
HT HT OV HT AIR L AIR R
WINDSHIELD (REF)
*ICE STAB WSHLD L WS R WS
DET HT HT DEFOG DEFOG

L NAC R NAC
HT HT
NAC HT ALC
ON LOW
* OPTIONAL
L ICE DET
28 VDC PILOT
ICE
R
PILOT'S C/B PANEL DETECT
LIGHT
FlightSafety
R ICE DET
28 VDC COPILOT
ICE
R
COPILOT'S C/B PANEL DETECT
LIGHT
international
10-3
Figure 10-1. Ice Detect Lights and All Glareshield Anti-ice Lights
FlightSafety
international
the engine inlet stators, engine fan spinners,

and the engine inlet air-pressure and temper-
ature sensor heaters.
The engine nacelle lips, engine inlet inner sta-

tors, and engine fan spinners are heated with
bleed air. The engine inlet air-pressure and tem-
perature sensor heaters are electrically heated.
Nacelle Heat Switches

Each engine anti-ice system is independently
controlled by NAC HEAT L and R switches
located on the ANTI-ICE control panel (Fig-
Figure 10-2. Anti-ice Control Panel ure 10-2).
If any anti-ice system fails, its circuit breaker Each NAC HEAT switch has two positions: ON
should be checked and reset if necessary. (L or R) and OFF. In the ON (L or R) position,
the electrical elements in the associated air-
The anti-ice systems must be turned on before pressure and temperature (P 1 T 1 ) sensors are
icing conditions are encountered. energized, and the associated nacelle heat
shutoff and engine anti-ice solenoid valves
If anti-ice systems are required during take- are open (Figure 10-3). When either or both
off, they should be turned on prior to setting nacelle heat switches are on, the green NAC
takeoff power. Appropriate takeoff power and HT ON light is illuminated on the annuncia-
performance charts must be used. tor panel (Figure 10-1). The associated N 1
bug will also indicate a lower thrust rating.
When using anti-ice systems, maintain suffi-
cient engine rpm to keep the WING TEMP Electrical power to operate the nacelle heat
indicator in the green band. This will provide systems is DC voltage, provided through the
sufficient bleed air for all bleed-air anti-icing L and R NAC HT circuit breakers on the pilots
systems. and copilots ANTI-ICE circuit-breaker group.
When anti-ice systems are used at high alti-
tudes, the cabin altitude may increase unless NOTE
engine rpm is maintained to compensate for The nacelle lip anti-ice and the engine
the additional bleed-air use. inlet inner stator vanes anti-ice fail
ON with the loss of electrical power.
See the Airplane Flight Manual for limita-
tions and normal procedures related to the
anti-icing equipment. In the event of a mal- Bleed air for nacelle lip anti-icing is taken from
function of any anti-icing equipment, see pro- the inboard HP (P3.0) bleed-air position on the
cedures listed under Anti-Icing in the engine. It is ducted through the nacelle heat
Abnormal Procedures section of the AFM. shutoff valve to a swirl nozzle which distributes
The Pitot-Static System Malfunction is listed it to the inner surface of the nacelle lip. The air
under Instruments/Avionics in the Abnormal is then exhausted overboard through a vent at
Procedures section of the AFM. the bottom of the nacelle lip.
ENGINE ANTI-ICE SYSTEM Bleed air for the engine anti-ice of the inner
fan stators of the core engine is taken from
The engine anti-ice system provides anti-ice LP (P2.8) bleed-air position on the engine. It
protection for the engine nacelle inlet lips, is ducted through a transfer tube from the

FlightSafety
international
anti-icing solenoid valve to a cavity in the in- mination of a L or R NAC HT light in the ON
termediate case and then to the inner fan sta- position indicates that bleed-air pressure to the
tors. Air exiting from the fan stators is vented nacelle lip is not sufficient to provide satis-
to the core airflow. factory anti-ice protection or the anti-ice
solenoid valve has failed to open.
Bleed air for the engine fan spinners (engine
nose cone) is taken from the LP (P2.8) bleed- Illumination of either the L or R NAC HT
air position on the engine. amber light, with the associated NAC HEAT
switch OFF, indicates that nacelle heat (bleed-
It is first ducted through the intermediate case air pressure) is still being applied to the na-
of the engine, then through the inside of the LP celle lip heat system due to a malfunction of
shaft, through the hollow nose cone extension, the nacelle anti-ice control valve.
and into the double-walled nose cone. Air exits
from the nose cone, through the nose central tie Cycling the NAC HEAT ON and back to OFF may
bolt and the rear of the nose cone, into the inlet close the open valve. Also, pulling the appropriate
airstream ahead of the fan (LP compressor). L or R NAC HT circuit breaker will depower the
control valve and should cause it to open.
Engine Ice Lights
The amber L and R NAC HT light on the The green NAC HT ON light illuminates any-
glareshield annunciator panel provides the time a NAC HEAT switch is set to ON (L or R).
crew with visual indication of nacelle lip anti-
ice system malfunction. The light is operated The respective N 1 bug will drop on the ap-
by a pressure switch in the associated nacelle propriate engine to indicate the lower anti-
lip bleed-air plumbing and a proximity switch ice on power rating.
built into the anti-icing solenoid valve. Illu-
P2.8 ANTI-ICING AIR

SPINNER HEAT
WHEN ENGINE IS RUNNING
P1T1 SENSOR
; ;
NACELLE
DIFFUSER TUBE
INNER STATORS
; ;; ROTATED
FOR CLARITY
ANTI-ICING
SOLENOID VALVE
ANTI-ICE
CONTROL
NACELLE LIP VALVE
PRESSURE SWITCH
Figure 10-3. Nacelle and Engine Heat Schematic

WSHLD
OV HT
LEGEND
WINDSHIELD RAM AIR
BLEED-AIR CONDITIONED AIR

MANIFOLD
BLEED AIR
LOW LIMIT THERMOSWITCH
HIGH LIMIT THERMOSWITCH

ENGINE ENGINE
BLEED AIR BLEED AIR
WSHLD
HT
TO WING
ANTI-ICE SHUTOFF
VALVE
WINDSHIELD ANTI-ICE
SHUTOFF VALVE TO
PRESSURIZATION AND
CONDITIONING TEMPERATURE SENSOR
SYSTEM 300F (149C)
RAM-AIR
WINDSHIELD ANTI-ICE MODULATING VALVE
MODULATING VALVE
RAM AIR
HEAT EXCHANGER
Figure 10-4. Windshield Anti-ice System
WINDSHIELD ANTI-ICE/DEFOG switch is labeled WSHLD HEATHOLDOFF

and is located on the ANTI-ICE control panel (Fig-
SYSTEMS ure 10-2).
Exterior Windshield Anti-ice/ Engine bleed air from the bleed-air manifold is
Defog/Rain Removal System routed through two valves: the windshield anti-
The WSHLD HEAT switch controls flow of en- ice shutoff valve and the windshield anti-ice
gine bleed air to the exterior of the windshield for modulating valve (Figure 10-4). The shutoff
anti-icing and defogging. The three-position valve is spring-loaded closed and powered open
whenever aircraft electrical power is on and the

WSHLD HEAT circuit breaker, on the copilots With the WSHLD HEAT switch positioned to
ANTI-ICE group of circuit breakers, is in. WSHLD HEAT, bleed air flows through the
shutoff valve and the anti-ice modulating valve
In the event of electrical failure, windshield into the heat exchanger and is then ducted to
heat will be inoperative. Even if the modulating the outlet nozzles at the base of the wind-
valve is open at the time of failure, the shut- shield. The anti-ice heat exchanger cools the
off valve will close. bleed air with ram air, regulated by a ram-air
modulating valve. This valve is controlled by
During normal operation, when the WSHLD an anti-ice duct temperature sensor 300F
HEAT switch is positioned to WSHLD HEAT, (149C) that regulates the anti-ice bleed-air
the green WSHLD HT light, on the glareshield temperature by varying the amount of ram air
annunciator panel, illuminates and the anti-ice allowed into the heat exchanger. During ground
modulating valve drives to full open within ap- operation, ram air is not available to cool the
proximately 15 seconds. bleed air (Figure 10-4).
For reduced airflow to the windshield, the Under normal in-flight conditions, the wind-
modulating valve may be stopped in an inter- shield heat bleed-air temperature is automat-
mediate position (between full open or full i c a l l y c o n t r o l l e d . H ow eve r, a n ove r h e a t
closed) by positioning the WSHLD HEAT warning system is installed to alert the pilot
switch to HOLD when the modulating valve and automatically shut off windshield heat, in
is in the desired intermediate position. the event of an overheat condition. There is a
CONTROL
VALVE BLEED AIR
CHECK
VALVE
PRESSURE
REGULATOR AND
FILTER SHUTOFF VALVE
TO
ENVIRONMENTAL
ALCOHOL SYSTEM
RESERVOIR
LEGEND
PRESSURE
RELIEF BLEED-AIR PRESSURE
VALVE
ALCOHOL SUPPLY
ELECTRICAL
ALC
LOW
BLEED AIR
Figure 10-5. Windshield Alcohol Anti-ice System Schematic

low-limit (approximately 250F) and a high- The system has a 2.35 gallon reservoir located
limit (approximately 347F) thermoswitch in- in the left forward avionics bay which will
stalled in each windshield. The low-limit provide for 45 minutes of alcohol anti-ice op-
thermoswitches function only on the ground eration when fully serviced. The reservoir
and are cut out by the squat switch relay box contains a float switch which illuminates an
when airborne. The high-limit thermo- a m b e r A L C L OW c a u t i o n l i g h t o n t h e
switches are installed primarily to limit tem- glareshield annunciator panel when the reser-
perature during airborne operation, but will voir is empty.
also function on the ground as a backup to the
low-limit thermoswitches. The alcohol anti-ice system is controlled by
the WSHLD ALC switch on the ANTI-ICE
If either outlet nozzle temperature reaches control panel (see Figure 10-2). The switch has
250F limit (ground) or 347F limit (airborne), two positions: WSHLD ALC and OFF.
the tripped thermoswitch will illuminate the
amber WSHLD OVHT, on the glareshield an- When the switch is set to WSHLD ALC, cir-
nunciator panel, and cause the shutoff valve cuits are completed to open the shutoff and
to close. The anti-ice modulating valve will pressure regulator valve and the control valve
remain in the position it was in, but the green (Figure 10-5). When the shutoff and regula-
WSHLD HT light will be extinguished while tor valve is open, regulated bleed air pressur-
the shutoff valve is closed. The WSHLD OVHT izes the reservoir, forcing the fluid through the
light will extinguish and the shutoff valve will control valve to the windshield.
open when the nozzle temperature drops to ap-
proximately 240F (ground) or approximately
311F (airborne). If the WSHLD HEAT is not NOTE
turned OFF after the WSHLD OVHT light il- Alcohol anti-ice operation is not affected
luminates, airflow will resume to the wind- by the emergency pressurization mode
shield, and the green WSHLD HT light will since bleed air for alcohol anti-icing
illuminate. To avoid a false WSHLD OVHT in- comes from a different bleed-air
dication on landing, the low-limit overheat manifold in the tailcone.
thermoswitch circuitry is disabled for 10 sec-
onds after touchdown, after which normal
functioning will resume. The alcohol anti-ice system control circuits op-
erate on DC current supplied through the AL-
COHOL SYSTEM circuit breaker in the
NOTE copilots ANTI-ICE group of circuit breakers.
Bleed air is not available for
windshield anti-icing with both the Interior Windshield
left and right bleed-air systems in the
emergency pressurization mode. Defog System
General
Alcohol Anti-ice System Windshield interior defogging (Figure 10-6) is
The alcohol anti-icing system is provided as provided by electrically heated windshield pan-
a backup for the normal exterior windshield els. Components of the system are: two wind-
anti-ice system and is available for use on the shield heaters (integral with windshield), four
pilots windshield only. heat sensors, a windshield defog relay box, a
WSHLD DEFOGOFF switch, two (L WS
Alcohol anti-icing is accomplished by di- DEFOG and R WS DEFOG) overheat/under-
recting methyl alcohol (methanol) over the heat annunciators, four (two L WSHLD DEFOG
pilots windshield surface through an external and two R WSHLD DEFOG) circuit breakers,
outlet in the left windshield heat outlet noz- and an inverter relay box. Power for the wind-
zle assembly. shield electric defog heaters is supplied by the
left and right inverters (Figure 10-6).

L WS R WS
DEFOG DEFOG
HEATING ELEMENT HEATING ELEMENT

(GOLD FILM) (GOLD FILM)
WINDSHIELD DEFOG
BELOW 85/ RELAY BOX BELOW 85/
ABOVE 150 ABOVE 150
110F 110F
VAC OUT LEFT RIGHT VAC OUT
VAC IN VAC IN
L WSHLD R WSHLD
DEFOG (AC) OFF DEFOG (AC)
WSHLD
L WSHLD
DEFOG R WSHLD
DEFOG DEFOG
L DC BUS R DC BUS
WSHLD DEFOG SWITCH
INVERTER RELAY BOX
OFF OFF
*
LEFT * RELAY ENERGIZED RIGHT

INVERTER CLOSED DURING INVERTER
SINGLE INVERTER
OPERATION
Figure 10-6. Windshield Defog System (Interior)

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Operation WING ANTI-ICE SYSTEM

When the WSHLD DEFOGOFF switch is The wing anti-ice system (Figure 10-7) utilizes
positioned to WSHLD DEFOG, AC electrical engine bleed air directed through diffuser
power is routed through the windshield defog tubes in each wing leading edge. The heated
relay box to the heating elements on the pilots air from the diffusers warms the leading edge
and copilots windshield. of the wings and is then directed into the cen-
ter wing/wheel well area to heat the main gear
Power to the system is confirmed by the amber wheels and brakes.
L WS DEFOG and R WS DEFOG lights illu-
minating on the glareshield annunciator panel. STAB WING HEAT SWITCH
When windshield temperature reaches ap- (Wing Heat Function)
p r o x i m a t e l y 8 5 F t h e r e s p e c t iv e L W S
DEFOG/R WS DEFOG light(s) go out. The The wing heat system is controlled with the
WS DEFOG lights will not illuminate when the STAB/WING heat switch on the ANTI-ICE
switch is turned on if the windshield temper- control panel (Figure 10-2). Although STAB
ature is already above 85F. Operation can also anti-ice utilizes an electric blanket, and wing
be confirmed by touching the windshield to anti-ice utilizes bleed air, both systems are
confirm it is warm. After the initial activation, controlled with the same switch. The switch has
the L WS DEFOG/R WS DEFOG light(s) are two positions: STAB WING HEAT and OFF.
failure lights (overheat 150F, underheat below
85C). During normal operation the system In the STAB WING HEAT position, the switch
maintains approximately 110F windshield energizes the wing anti-ice shutoff and regulator
temperature. During single inverter operation, valve and allows hot air to flow through the duct-
both windshield heating elements are heated ing into the wing diffuser tubes. The valve will
by the single inverter (Figure 10-6). maintain a regulated bleed airflow to the wings.
During normal two inverter operations the In the event of an electrical failure, the shut-
pilots windshield is powered by the left in- off valve fails closed and wing anti-ice will not
verter, and the copilots by the right inverter. be available. When energized, the amber
WING HT light will illuminate indicating un-
WSHLD DEFOG Switch and derheat of the wing. As the wing heat reaches
Circuit Breakers the normal operating range above 70F, the
WING HT light goes out. As long as wing
The WSHLD DEFOGOFF switch is located heat is in the normal operating range (green
on the ANTI-ICE switch panel Figure 10-2). range wing temperature indicator) the WING
In the WSHLD DEFOG position, the electric HT light is out. If the wing temperature reaches
windshield defogging is in operation. In the 215F the amber WING HT light illuminates,
OFF position, the system is shut down. Elec- indicating wing overheat.
trical power is supplied by two L WSHLD
DEFOG circuit breakers, (one DC and one
AC), on the pilots ANTI-ICE circuit-breaker
group and two R WSHLD DEFOG circuit
breakers (one DC and one AC), on the copi-
lots ANTI-ICE circuit-breaker group (Fig-
ure 10-6). L and R WSHLD DEFOG lights
are located on the glareshield annunciator
panel and indicate either windshield temper-
ature is below approximately 85F or above ap-
proximately 150F, or loss of AC or DC power.

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WING TEMPERATURE WING

INDICATOR SENSOR HT STAB WING
HEAT SWITCH
WING DIFFUSER TUBE
WING DIFFUSER
TUBE
OVERHEAT
THERMOSWITCH UNDERHEAT
THERMOSWITCH
R DC
BUS 1
BLEED AIR EXHAUSTED
INTO WHEEL WELLS
DOWNSTREAM REFERENCE
PRESSURE LINE
WING ANTI-ICE SHUTOFF

AND PRESSURE REGULATOR
VALVE
L ENGINE HP
HP
SOLENOID
R ENGINE HP VALVE NC
LEGEND
R ENGINE
MANIFOLD BLEED AIR LP AIR
L ENGINE MIX SENSOR 600F
HP BLEED AIR
LP BLEED AIR
R ENGINE
HP SHUTOFF VALVE HP AIR
REGULATED FLOW
Figure 10-7. Wing Anti-ice System
If wing temperature decreases below 58 F Electrical power for control of the system is
the amber WNG HT light will illuminate, in- supplied through the WING HEAT circuit
dicating wing underheat (Figure 10-7). breaker on the copilots ANTI-ICE circuit-
breaker group.
With the switch in the STAB WING HEAT
position, and HP air temperature sensor below Wing Temperature Sensor
600F electrical power is applied which opens Wing temperatures are sensed by a tempera-
a normally closed (NC) HP solenoid (located ture sensor, installed on the inside of the left
on each engine) valve. This allows hot HP air wing leading edge (Figure 10-7), and indi-
to be routed directly to the wing heat ducting cated on the WING TEMP indicator (see Fig-
to maintain wing heat in the operating range. ure 10-2), on the ANTI-ICE switch panel
This is especially appropriate as engine rpm (bottom center of the instrument panel). If the
is reduced for a descent. indicator is in the blue segment, the wing lead-
ing edge-temperature is below freezing and ice
As engine rpm is increased, and the HP air tem- may form. If the indicator is in the green seg-
perature sensor is above 600F, electrical power ment, wing leading-edge temperature is above
is removed and the HP solenoid valve closes. It freezing. If the indicator is in the red segment,
is possible under certain conditions that the wing the wing leading edge is approaching an over-
temperature sensor will actually show a decrease heat condition.
in temperature when engine rpm is increased. It
will, however, stay in the green range.

FlightSafety
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of each half of the horizontal stabilizer. There

are seven elements extending lengthwise in
each blanket: a parting element (at the leading
edge), three elements above, and three elements
below the parting element (Figure 10-9).
The system (Figure 10-9) consists of: two

blankets (seven elements in each blanket), an
electronic controller, a control switch, and a
ground test circuit.
When circuit power is applied to the elec-

tronic controller, it applies continuous elec-
trical power to the two parting elements and
Figure 10-8. Horizontal Stabilizer starts sequencing circuitry that alternately
Heating Blanket distributes electrical power to the twelve
other elements for fifteen seconds duration
Electrical power for the indicator is supplied each. Except for a test sequence at initial
through the WING HEAT circuit breaker on turn-on, electrical power to the stab heat
the copilots ANTI-ICE circuit-breaker group. blanket is cut out on the ground by the left
main gear squat switch.
WING HT Light
During normal stabilizer heat operation am-
If the wing temperature reaches approximately perage on the electric power monitor will re-
215F (102C) a thermoswitch (Figure 10-7) flect a current draw increase of approximately
in the RH wing to fuselage fairing illuminates 60 amps per generator.
the amber WING HT light on the glareshield
annunciator indicating a wing overheat. If At least one generator must be operating to en-
wing temperature decreases to approximately ergize the stabilizer heat control circuits. A
58F (14.4C) or less, the thermoswitch illu- GPU or APU may be used for the ground test.
minates the same amber WING HT light, in- The control circuits are also routed through a
dicating a wing underheat. Electrical power for start cutout relay; therefore, the system is in-
the light is supplied through the WARN LTS operative during starter-assisted engine starts.
circuit breaker on the pilots and copilots
LIGHTS group of circuit breakers. For ground operation, to prevent overheating
of the horizontal stabilizer heating elements,
NOTE ensure that the amber STAB HEAT light is il-
luminated. On the ground, activation of the sys-
The low heat function of the WING tem initiates a selftest characterized by the
HT light functions only when the illumination of the STAB HEAT light and an
STAB WING HEAT switch is in the amps increase for approximately three sec-
STAB WING HEAT position. The onds. If the STAB HEAT light is not illumi-
overheat function operates with the nated and amps do not reduce within five
STAB WING HEAT ON or OFF. seconds, immediately set STAB WING HEAT
switch to OFF. Flashing of the STAB HEAT
light during the selftest indicates a failure in
HORIZONTAL STABILIZER the system. Flashing of the STAB HEAT light,
ANTI-ICE SYSTEM other than during the selftest, indicates a failed
heating element. The test sequence requires a
The horizontal stabilizer anti-ice system uti- minimum of three minutes between each test.
lizes sequenced electrical current to elements
embedded in two rubberized blankets (Figure Electrical power, to heat the elements, is 28
10-8), and one element along the leading edge VDC, supplied from the battery charging bus

UPPER AND PARTING

LOWER ELEMENTS ELEMENT
UPPER AND
LOWER ELEMENTS
12 11 9
10 7 8
PE PE
4 1
6 5 2 3
R.H. BLANKET L.H. BLANKET
CROSS SECTION CROSS SECTION
L DC BUS 1
STAB
HT STAB WING
STAB
HEAT SW
HT
STAB ANTI-ICE
CONTROLLER AIR
LEFT
SQ SW
GCU REMOTE GND
CONTROL
CBs (3)
50 AMP CLs (3)
GEN L GEN BUS BAT CHARGING BUS L GEN BUS GEN
VAC
VDC
AMP
Figure 10-9. Horizontal Stabilizer Heating System

FlightSafety
international
through three 50 amp current limiters, and an temperature probe, pressurization static port,
electronic controller. and right stall warning vane.
The control circuit uses 28 VDC supplied The left and right main pitot-static probe heat-
through the STAB HT circuit breaker on the ing elements receive DC current through the
copilot ANTI-ICE group of circuit breakers. L PITOT HEAT and R PITOTSTALLTAT
HEAT circuit breakers in the pilots and copi-
STAB WING HEAT Switch lots ANTI-ICE circuit-breaker groups, re-
spectively. The standby pitot-static probe
STAB HT Function heating element receives DC current through
The STAB WING HEAT switch is located on the STANDBY PITOT HEAT circuit breaker
the ANTI-ICE control panel and is a two-po- on the copilots ANTI-ICE circuit-breaker
sition switch (Figure 10-2) labeled STAB group. All three pitot-static probe heating el-
WING HEAT and OFF. ements normally receive power from the bat-
tery charging bus when the PITOT HEAT
This switch controls the ground test and, in switches are on; however, in the emergency bus
flight, provides control circuitry to operate mode of operation the main (left and right)
the system. pitot-static probe heat elements will not be
powered, but the standby pitot-static probe
STAB HT Light will be heated, with current from the right air-
craft battery, if the right PITOT HEAT switch
The amber STAB HT light, located on the is on.
glareshield annunciator panel (Figure 10-1),
will illuminate whenever the switch is placed
to the STAB WING HEAT position and any one
element(s) (parting or sequencing element[s])
have failed or electrical power has failed.
Monitoring of the amperage while cycling the
STAB WING HEAT switch OFF and then ON,
can be used to determine the degree of system
failure. During ground operation, the light
will illuminate during the ground test of the
system.
PITOT-STATIC AND STALL

WARNING ANTI-ICE SYSTEMS
Anti-ice protection for the pitot-static probes,
AOA vanes, pressurization static port, and
total temperature probe is accomplished with
integral, electrical heating elements in each
component (Figure 10-10).
This anti-ice protection is divided into two

systems (left and right) which are controlled
by the L and R PITOT HEAT switches. The left
pitot heat system includes the left pitot static
probe and the left stall warning vane. Figure 10-10. Pitot-Static Probe, AOA
Transducer Vane, Pressuri-
The right heat system includes the right pitot- zation System, Static Port,
static probe, standby pitot static probe, total and Total Temperature Probe

FlightSafety
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The heat elements in left and right stall vanes PITOT HEAT Switches
are powered from the left DC BUS 3 and right
DC BUS 1 through the L STALL VANE HEAT The left and right pitot-static heat, stall warn-
and the R STALL VANE HEAT circuit break- ing heat systems, TAT probe heat, and pres-
ers, respectively, when the left and right PITOT surization static port heat are controlled with
HEAT switches are on. the L and R PITOT HEAT switches located on
the ANTI-ICE control panel (Figure 10-2).
The TAT probe heat element receives power The switches have two positions: L-R PITOT
from the battery charging bus through the TAT HEAT and OFF.
PROBE HEAT circuit breaker in the copilots
ANTI-ICE group of circuit breakers. How- PITOT HEAT Light
ever, before the heat element is energized, the
The pitot heat monitor system has a single
R PITOT-STALL-TAT HEAT circuit breaker
amber PITOT HT light on the glareshield an-
must be in, the right PITOT HEAT switch on,
nunciator panel. Illumination of the PITOT
and the squat switch relay box must be in the
HT light indicates that one or more of the
airborne mode.
pitot-static probe heaters are inoperative or one
or both PITOT HEAT switches are off. The
The heat element, in the pressurization static
pilot would have to cross-check the three pitot-
port on the right side of the aircraft nose, is
static systems to determine if there was any in-
energized through the right pitot-static probe
strument error due to icing. Some Learjet 60
heat circuit any time the right PITOT HEAT
aircraft are equipped with a three-PITOT HT
switch is on.
cluster of lights at the top of the instrument
panel. This provides a separate light for each
pitot-static probe heat.

10-16
G
E L STALL
N VANE
L HEAT
B L STALL
DC
U BUS VANE HEAT
S 3
L PITOT
HEAT L PITOT-STATIC
15A
PROBE HEAT
TAT PROBE
LEARJET 60
HEAT
B
A TAT PROBE
T HEAT
SQUAT
C SWITCH
H 30A RELAY BOX
A AIRBORNE PRESSURIZATION

R
G R PITOT STATIC PORT
I STALL
N TAT HEAT
G R PITOT-STATIC
PROBE HEAT
B STANDBY
U PITOT HT STANDBY
S 15A
PITOT-STATIC
PROBE HEAT
EMER BUS
SELECTED
R
FlightSafety
BAT R STALL
G R
E VANE
DC HEAT
N BUS
1 R STALL
international
B VANE HEAT
U
S
Figure 10-11. Pitot-Static System

FlightSafety
international
QUESTIONS
1. Which of the following are heated by en- 5. With the loss of electrical power, which
gine bleed air? anti-ice system will still operate?
A. Pitot-static probes A. Nacelle lip heat
B. Nacelle lip heat and engine inner B. Engine inner stator heat
stator vanes and spinner C. Wing and exterior windshield anti-
C. Inlet pressure and temperature sen- ice
sors P 1T 1 D. Both A and B are correct.
D. Stabilizer heat
6. Which of the following is heated electrically?
2. Which of the following is not controlled A. Interior windshield defog
by the NAC HEAT switches?
B. Wing leading edges
A. Engine inner stator heat C. Exterior windshield anti-ice/defog
B. Nacelle heat shutoff valve D. Nacelle lip inlets
C. Inlet pressure and temperature sensor
P.T. 7. What is the cockpit indication for failure
D. Engine spinner heat of the nacelle lip anti-ice?
A. The amber NAC HT light illumi-
3. What crew action is required when the nates.
amber WING HT illuminates?
B. The amber ENG ICE light illumi-
A. No action is required; the system is nates.
automatic. C. The green NAC HT ON light extin-
B. Follow WING HT light procedures guishes.
Section 4 of the Airplane Flight D. None of the above.
Manual.
C. A wing overheat is indicated by the 8. Which of the following would cause the
light; therefore, turn off WING HT. PITOT HT annunciator to illuminate?
D. A wing underheat is indicated by the
A. A pitot heat circuit breaker out and
light; therefore, turn WING HT on.
the pitot heat switches are ON.
B. Circuit breakers in and one or both
4. Which of the following statements is true?
pitot heat switch(es) OFF.
A. The horizontal stabilizer anti-ice C. Circuit breakers in, pitot heat
system may be ground checked switches ON, and a pitot-static
prior to flight. heater element failed.
B. When the wing temperature indica- D. All of the above are correct.
tor enters the red zone, the amber
WING HT light should illuminate.
C. Icing of wing and/or horizontal sta-
bilizer leading edges affects ap-
proach and touchdown speeds and
landing distance.
D. All of the above are correct.

CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION ................................................................................................................. 11-1
GENERAL............................................................................................................................. 11-1
DISTRIBUTION SYSTEM................................................................................................... 11-2
Flow Control Valve ........................................................................................................ 11-2
Heat Exchanger .............................................................................................................. 11-4
Cockpit Distribution System .......................................................................................... 11-5
Cabin Distribution System ............................................................................................. 11-5
DUAL-ZONE TEMPERATURE CONTROL SYSTEM ...................................................... 11-6
Description ..................................................................................................................... 11-6
Controls and Indicators .................................................................................................. 11-6
Operation........................................................................................................................ 11-8
Components Description................................................................................................ 11-8
Cabin Temperature Indicator ......................................................................................... 11-9
AUXILIARY COOLING SYSTEM (FREON) ..................................................................... 11-9
Description and Operation ............................................................................................. 11-9
AUXILIARY HEATING SYSTEM .................................................................................... 11-11
TAILCONE BAGGAGE COMPARTMENT HEATING SYSTEM ................................... 11-12
QUESTIONS ....................................................................................................................... 11-14

ILLUSTRATIONS
Figure Title Page
11-1 Bleed-air Distribution............................................................................................. 11-2
11-2 Cockpit and Cabin Conditioned Bleed-air Distribution ......................................... 11-3
11-3 Cockpit Distribution System Outlets...................................................................... 11-4
11-4 Cabin Climate Control Panel.................................................................................. 11-4
11-5 Cabin Distribution System Outlets......................................................................... 11-5
11-6 Cabin Overhead WEMACs .................................................................................... 11-5
11-7 Temperature Control SystemControls, Indicators, and Flow Diagram .............. 11-7
11-8 Cabin Temperature Indicator.................................................................................. 11-8
11-9 Auxiliary Cooling System (Freon) Diagram........................................................ 11-10
11-10 Freon Electrical Circuit ........................................................................................ 11-11
11-11 Auxiliary Heating Systems (Cabin) ..................................................................... 11-13

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CHAPTER 11
AIR CONDITIONING
INTRODUCTION
The Learjet 60 air-conditioning system consists of a bleed-air temperature control sys-
tem, independent distribution systems to the cockpit and cabin for pressurization and
ventilation, an auxiliary cabin cooling system (Freon), auxiliary cabin heating and an
auxiliary crew heating system.
GENERAL The ventilating system distributes conditioned

bleed air through the cabin and the cockpit. A
Primary heating and cooling are accomplished portion of the bleed air is cooled in an air-to-
by controlling the temperature of the pressur- air heat exchanger. The cooled bleed air is
ization bleed air entering the cockpit and cabin mixed with hot bleed air that bypasses the
distribution systems. The Freon auxiliary cool- heat exchanger to obtain the desired temper-
ing system is installed to provide additional ature for cabin and cockpit distribution. The
cooling during both air and ground operations. mixing of the bleed air is regulated by the
dual-zone (cockpit and cabin) temperature
The auxiliary cabin heating system is installed control system. The Freon auxiliary cooling
to provide cabin heating prior to engine start, system and the auxiliary heater are integrated
during ground operations. with the ducting used for distribution of con-
ditioned bleed air.

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This chapter describes the bleed-air system FLOW CONTROL VALVE

components and operation (Figure 11-1), start-
ing with the flow control valve and continu- Bleed air enters the ventilating system through
ing downstream through the heat exchanger to the flow control valve (Figure 11-1). In the
the cabin and cockpit distribution system (Fig- event of a cabin pressurization problem, the
ure 11-2). Both normal and auxiliary heating flow control valve and temperature control
and cooling systems are described. Refer to ducting in the tailcone can be bypassed and en-
Chapter 12, Pressurization, for information gine bleed air can be admitted directly into the
regarding regulation of cabin pressure. Chap- cabin distribution system through the emer-
ter 9, Pneumatics, describes the engine gency pressurization valves. When engine
bleed-air supply and distribution system to bleed air enters the cabin through the emer-
the flow control valve. gency pressurization valves, it is not cooled
and cabin temperature can become very warm.
DISTRIBUTION SYSTEM The CAB AIR switch, located on the pres-
surization control panel, controls the flow
This system consists of the flow control valve, control valve. With the BLEED-AIR switches
the heat exchanger, the cockpit distribution on, and one or both engines running, setting
system, and the cabin distribution system. the CAB AIR switch to ON opens the flow con-
trol valve, allowing bleed air to flow to the heat
RIGHT ENGINE HP
BLEED AIR SERVO
EMERGENCY AIR
PRESSURE VALVE
DUCT TEMP
CABIN AIR LIMITERS RAM
DISTRIBUTION BLEED-AIR AIR
SHUTOFF
VALVE PRESSURIZATION DUCT TEMP
CONTROLLER SENSORS
HEAT
ALCOHOL EXCHANGER
ANTI-ICE
COCKPIT AIR
DISTRIBUTION
FLOW CREW TEMP CABIN TEMP

CONTROL CONTROL CONTROL
VALVE VALVE VALVE
TORQUE TORQUE
MOTOR MOTOR
BLEED-AIR PRESSURE LEGEND

SHUTOFF REGULATOR
CABIN AIR BLEED AIR MIXED
DISTRIBUTION VALVE
BLEED AIR COOLED
ENGINE BLEED AIR

EMERGENCY HP UNCOOLED
PRESSURE
LEFT ENGINE SERVO
VALVE AIR CABIN AIR SWITCH
BLEED AIR
Figure 11-1. Bleed-air Distribution

FROM RIGHT ENGINE
VARIABLE-OPENING EMERGENCY PRESSURIZATION VALVE
AIR OUTLET
(WEMAC)
BLEED-AIR
SHUTOFF
VALVE
FLOOR DIFFUSER AUXILIARY
CABIN
HEATER
OVERHEAD
LEARJET 60
OUTLET
OVERHEAD COCKPIT
DOOR EVAPORATOR DISTRIBUTION
DIFFUSER
FLAPPER
CABIN
DOOR
DISTRIBUTION
OVERHEAD VARIABLE OPENING
AIR OUTLETS (WEMACS) TO HEAT
EXCHANGER

FOOTWARMER
DIFFUSER OVERHEAD
DIFFUSER CABIN
BLOWER
BLEED-AIR
COCKPIT BLOWER EVAPORATOR DOOR SHUTOFF
EXPANSION VALVE VALVE
CABIN FROM LEFT

VARIABLE-OPENING ENGINE
AIR OUTLET FLOOR DIFFUSER PRESSURE EMERGENCY
(WEMAC)
BULKHEAD PRESSURIZATION
COCKPIT CABIN VALVE
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LEGEND
CONDITIONED BLEED AIR BLEED AIR COOLED BY A/C
international
AMBIENT COCKPIT AIR AUX HEAT ELEMENTS
11-3
Figure 11-2. Cockpit and Cabin Conditioned Bleed-air Distribution

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exchanger and the temperature control valves.

In the open position, the flow control valve CAUTION
modulates to dampen surges in the bleed-air
supply and maintain a constant air flow at all On the ground, do not perform
power settings and altitudes. extended engine operation above idle
with the CAB AIR and BLEED-AIR
The flow control valve solenoid requires 28 switches ON as there is insufficient
VDC to close the valve. In the event of elec- cooling of the engine bleed air, and
trical failure the flow control valve fails to possible damage to air-conditioning
the open position, regardless of the CAB AIR components could result. Tailcone
switch position. baggage compartment overheating and
damage to furnishings and contents
Setting the CAB AIR switch to OFF closes the could also occur.
valve. When the CAB AIR switch is set to
OFF, a time-delay circuit prevents the flow When required, ram air can enter the bleed-air
control valve from closing for five seconds to distribution ducts through a one-way check
minimize pressurization bumps. valve if no bleed-air pressure is present (i.e.,
the flow control valve and/or both BLEED-AIR
HEAT EXCHANGER shutoff/regulator valves are closed). The check
valve remains closed during pressurization to
Engine bleed air is ducted through the flow prevent conditioned air from flowing into the
control valve to the air-to-air heat exchanger ram air plenum.
in the tailcone (Figure 11-1). When the air-
plane is in motion, ambient ram air enters the Cooled bleed air flows from the heat ex-
inlet at the front of the dorsal fin and flows changer to separate duct systems for distri-
through the heat exchanger where ram air bution to the cabin and cockpit. Regulated
cools engine bleed air. After the air passes amounts of hot bleed air mix with the cooled
through the heat exchanger, it flows overboard air from the heat exchanger to control cock-
through a grilled, circular exhaust port on the pit and cabin temperatures.
bottom center of the tailcone.
Figure 11-3. Cockpit Distribution

System Outlets Figure 11-4. Cabin Climate Control Panel

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COCKPIT DISTRIBUTION
SYSTEM
Description
A single duct routes conditioned bleed air
from the tailcone to the cockpit, where it is dis-
tributed through the outboard variable open-
ing air outlets and the footwarmer diffuser.
Variable opening outlets (WEMACs) are lo- Figure 11-5. Cabin Distribution
cated on each side of the cockpit, aft of the oxy- System Outlets
gen mask containers, and on each side of the
cockpit, near the floor beside the pilots and The cockpit blower is powered by 28 VDC
copilots feet (Figure 11-3). The outlets can through the cockpit blower control box and the
be adjusted to control the direction and the vol- CREW FAN C/B on the copilots ENVIRON-
ume of airflow. The footwarmer diffuser has MENT circuit-breaker panel. The cockpit
a series of holes that diffuse conditioned air blower is deenergized during engine start.
in the area of crew members feet.
CABIN DISTRIBUTION SYSTEM
Cockpit Blower (Crew Fan) Description
Additional airflow circulation is provided by
the cockpit blower located beneath the cock- Separate ducts from the heat exchanger route
pit floor. The rheostat-type CREW FAN switch conditioned bleed air to the cockpit and cabin.
(Figure 11-4) is located on the cabin climate
control panel. The switch has an OFF detent The distribution duct for the cabin branches
and is rotated clockwise from the OFF detent into two ducts in the tailcone to deliver con-
to increase the speed of the blower. ditioned bleed air forward to both sides of the
cabin (Figure 11-2). Inside the cabin these
The blower, which operates as part of the Freon ducts branch again to route air down to the
and auxiliary heating systems, can be used on cabin floor diffusers and up to cabin overhead
the ground or in flight to circulate air. When the diffusers on each side (Figure 11-5). The air
cockpit blower is used for cooling, it circu- routed up to the overhead diffusers passes
lates air from below the cockpit floor to over- through a housing which contains an evapo-
head outlets in the cockpit, located above the rator. If the Freon system is operating, the air
pilot and the copilot, (Figure 11-3), and to over- is cooled enroute to the overhead diffusers.
head outlets in the cabin (Figure 11-6).
Air from the cockpit blower is also ducted to
When used for heating, air is delivered to the variable opening outlets on the conve-
cockpit outlets only (Figure 11-2). nience panels located above each passenger
seat (Figure 11-6).
An evaporator is encased in the blower duct-
ing. If the Freon system is in operation, air
from the cockpit blower is cooled and dehu-
midified as it flows across the evaporator.
The cockpit blower can be operated from airplane

battery power to circulate air, but operation of
the Freon air-conditioning system on the ground
requires a groundpower unit (GPU), APU, or at
least one operating generator for electrical power.
Figure 11-6. Cabin Overhead WEMACs

Cabin Blower (Cabin Fan) control of the temperature of the cockpit and
the cabin. The systems can also be operated
Two inlet ports on the evaporator housing in the manual mode.
admit air from the cabin blower (cabin fan).
A single motor, with a squirrel cage-type The temperature of conditioned bleed air for
blower mounted to each end of the motor, is cockpit/cabin pressurization and ventilation is
located on the aft side of evaporator housing.
Thus, airflow through the housing can come controlled by mixing hot bleed air with bleed
from the bleed-air distribution system when air that has been cooled by passing through the
the CAB AIR switch is in the ON position or heat exchanger. The hot bleed air bypasses
from the cabin blower. the heat exchanger through two temperature
control valves which regulate the amount of
The cabin fan is off any time the CABIN FAN hot bleed air entering the cockpit and cabin dis-
switch is rotated full counterclockwise or dur- tribution ducts. The temperature control valves
ing engine start. Two diverter doors, mounted are positioned pneumatically by the electri-
forward of the cabin fans, are closed whenever cally-operated temperature control system
the normal bleed-air distribution system is (Figure 11-7).
supplying ventilating airflow.
Power for the temperature control circuits is 28
The cabin fan can be operated to circulate air VDC supplied through the AUTO TEMP CONT
through the overhead diffusers in the cabin. circuit breaker on the copilots ENVIRON-
The CABIN FAN variable speed control switch MENT circuit-breaker panel group (AUTO
is located on the cabin climate control panel mode) and the MANUAL TEMP CONT cir-
beside the temperature control selector knobs cuit breaker on the pilots ENVIRONMENT
(Figure 11-4). circuit-breaker panel group (MAN mode).
If electrical power is being supplied by the air- CONTROLS AND INDICATORS
plane batteries only, the cabin blower only op-
erates at a low speed. On aircraft SN 60-045 and The controls and indicators for the temper-
subsequent, the cabin blower will not operate on ature control systems (Figure 11-7) include
battery power alone. These aircraft require APU, the following:
GPU, or generator power to operate the cabin fan.
AU TO M A N m o d e s w i t c h e s ( t w o :
The cabin blower is automatically energized CREW and CABIN)
when the auxiliary heat switch is turned to the
CAB CREW position or when the Freon is Temperature selectors (two: CREW
turned on (COOL position on the COOLOFF TEMP and CABIN TEMP)
switch) with the CAB AIR switch in the OFF Temperature control indicators (two: TEMP
position. The diverter doors forward of the CONT CREW and TEMP CONT CAB)
cabin blower are held open by cabin fan airflow.
DUCT OV HT annunciator light
The cabin blower is powered by 28 VDC through
the CABIN FAN circuit breaker on the copilots CABIN FAN and CREW FAN switches
ENVIRONMENT circuit-breaker panel. (one each)
COOLOFF switch (Freon control)
DUAL-ZONE AUX HT CABCREW, CREW and OFF
TEMPERATURE (elective Aux HT)
CONTROL SYSTEM The two AUTOMAN mode switches are in-
stalled on the CABIN CLIMATE control
panel beneath the copilots instrument panel.
DESCRIPTION The cabin temperature control has three po-
s i t i o n s : AU TO ( u p ) , M A N ( d ow n ) , a n d
The dual-zone temperature control system is CABIN (center). Selection of the CABIN
designed to allow for independent, automatic

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LEGEND HEAT
BLEED AIR MIXED EXCHANGER
BLEED AIR COOLED RAM

ENGINE BLEED AIR UNCOOLED AIR
DUCT TEMP
RIGHT ENG SENSOR
COCKPIT BLEED AIR
DISTRIBUTION
FLOW
CONTROL (NO)
CABIN
VALVE
DISTRIBUTION
DUCT TEMP POTENTIOMETER

LEFT ENG LIMITER
BLEED AIR (300)
TORQUE
MOTOR
TORQUE
CREW MOTOR CABIN
TEMP TEMP
CONTROL CONTROL
SKIN COCKPIT DUCT SKIN CABIN

TEMP TEMP OV HT TEMP TEMP
SENSOR SENSOR SENSOR SENSOR
CABIN TEMP
Figure 11-7. Temperature Control SystemControls, Indicators, and Flow Diagram
position allows temperature control for the The CREW and CABIN temperature selec-
cabin to operate in the automatic mode, but tors are rotating knobs with pointers located
with the temperature selected on a remote above the AUTOMAN switches. They turn
temperature selector in the cabin area in- clockwise from COLD to HOT and provide
stead of the selector in the cockpit. temperature control between 60F (cold) and
90F (hot).

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The CREW and CAB temperature control in- sensors, cockpit/ cabin skin temperature sen-
dicators (Figure 11-7) and cabin temperature sors, and cockpit/cabin duct temperatures sen-
indicator (Figure 11-8) are located on the cen- sors. The sensor inputs are only used during
ter instrument panel above and to the left of the AUTO mode operation.
cabin climate control panel. The temperature
control indicators are electrically-driven by Temperature Control Valves
potentiometers connected to the respective tem-
perature control valves. The indicators operate The temperature control valves (Figure 11-7)
on 28 VDC supplied through the TEMP CON- are operated by regulated pressure from the
TROL IND circuit breaker on the pilots EN- torque motors. If no pressure is being sup-
VIRONMENT circuit-breaker panel. Both plied from the respective torque motor, the
temperature control systems include a tem- valve is held closed by spring pressure.
perature controller, temperature control valve,
a duct temperature sensor, a duct overheat ther- The temperature controllers regulate the
mostat, and an air and skin temperature sensor torque motors which allows HP air to over-
for both the cockpit and the cabin areas. ride spring pressure and position the valves
to bypass the required amount of hot air
OPERATION around the heat exchanger.
Whenever the cabin or cockpit temperature Loss of power to the torque motors causes
AUTOMAN mode switch is set to AUTO, the flapper valves in the torque motor assemblies
respective system temperature controller au- to fail closed, shutting off air pressure to the
tomatically adjusts the opening of the temper- temperature control valves. Without air pres-
ature control valve to maintain the temperature
set on the CREW or CABIN temperature se- sure in the temperature control valves, spring
lector. Duct temperature limiters are installed pressure closes the valves (full cold position).
in the cockpit and cabin distribution systems to
close the affected temperature control valves The cabin temperature control valve contains
and light the DUCT OV HT caution light when- a switch to shut off the Freon system when the
ever excessively high duct temperatures are cabin temperature control valve is not closed.
sensed in either system.
Duct Temperature Limiter
Whenever MAN mode is selected with either When operating in AUTO, both crew and
system AUTOMAN switch, temperature con- cabin temperature controllers respond to sig-
trol valve position is directly controlled by ro- nals from their respective duct and skin and
tating the CREW or CABIN temperature air temperature sensors to maintain the se-
selector. In MAN mode operation, the tem- lected temperature.
perature control valves stay in the position
selected on the temperature selector and do not An overheat condition is prevented by duct
respond to sensor inputs as in the AUTO mode. temperature limiters (Figure 11-7) that will
However, duct overheat protection does func- deenergize the respective torque motor and
tion as in the AUTO mode.
COMPONENTS DESCRIPTION
Temperature Controllers
The cockpit and cabin temperature controllers
are located on the right side of the cabin.
They receive inputs from the AUTOMAN

switches and the temperature selectors. Addi-
tionally, they each receive inputs from three
temperature sensors: cockpit/cabin temperature Figure 11-8. Cabin Temperature Indicator

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illuminate the DUCT OV HT annunciator Freon system operation requires electrical power
light. This causes the temperature control from a GPU or an operating engine generator.
valve to close. The DUCT OV HT light does The control switch for the Freon air conditioner
not indicate which system, cabin or crew, has is located on the cabin climate control panel. It
malfunctioned, so reference must be made has two positions: COOL and OFF (Figure 11-
to the temperature control indicators to de- 9). When the switch is set to COOL, power is
termine the affected system. supplied to the Freon compressor motor in the
tailcone if the following conditions exist:
When operating in MAN, the temperature con-
trollers adjust the torque motors directly with- APU, GPU, or one generator for ground
out inputs from their respective temperature operation
sensors. If the CREW or CABIN temperature
selector is set too high in manual, the DUCT Inflight, two generators online and GEN
OV HT annunciator may illuminate. The af- lights out
fected temperature control valve would close STAB WING HEAT switchOFF
as described above in the AUTO mode.
CABIN TEMP CONT indicator in
COLD position
CABIN TEMPERATURE
INDICATOR Neither starter engaged
The cockpit blower, located beneath the cock-
The cabin temperature indicator (Figure 11- pit floor, provides airflow across the cockpit
8) is located to the left of the temperature con- evaporator and exhausts it through two over-
trol indicators. It provides the crew with a heat outlets above each pilot and through the
remote indication of cabin temperature. The outlets on the convenience panels above each
indicator has three color segments that corre- passenger seat (Figure 11-9). The cockpit
spond to a temperature range: blue, 60 to 70F; blower speed is controlled with the CREW
green, 70 to 80F; and red, 80 to 90F. FAN rheostat switch on the cabin climate con-
trol panel (Figure 11-9). If the CREW FAN
The indicator operates on 28 VDC supplied switch is in the OFF detent with the Freon
through the CABIN TEMP IND circuit breaker system operating, the cockpit blower will au-
on the copilots ENVIRONMENT circuit- tomatically operate at low speed.
breaker panel.
Air from the cabin blower (CABIN AIR switch
AUXILIARY COOLING off) or conditioned bleed air (CABIN AIR
switch on) flows across the cabin evaporator
SYSTEM (FREON) and exhausts through the overhead diffusers
into the cabin.
DESCRIPTION AND If the CAB FAN switch is in the OFF position,
OPERATION the cabin blower is automatically energized
The refrigeration system (usually referred to when the Freon system is turned on if the
as the Freon system) is used for ground cool- CABIN AIR switch is off. The speed of the
ing, in-flight cooling, and cabin dehumidifi- cabin blower can be varied with the CABIN
cation (Figure 11-9). FAN switch on the cabin climate control panel
(Figure 11-9).
There is no altitude restriction on the use of
the Freon system, but it is generally used at The Freon system is automatically deener-
lower altitudes. Engine bleed-air temperature gized during engine start or when the STAB
control is usually adequate at higher altitudes. WING HEAT switch is turned on.
Using the Freon system during descent de-
creases humidity and reduces fogging on the Opening the cabin temperature control valve
inside of the windows. will also deenergize the Freon system.

11-10
VARIABLE-OPENING
AIR OUTLET
(WEMAC)
BLEED-AIR
SHUTOFF VALVE
FLOOR DIFFUSER AUXILIARY
CABIN
HEATER CONDENSER
OVERHEAD
OUTLET
OVERHEAD DOOR MOTOR
DOOR EVAPORATOR
DIFFUSER
SHROUD
LEARJET 60
OVERHEAD VARIABLE-OPENING
AIR OUTLETS (WEMACS)

V-BELT
CABIN RECEIVER-
FOOTWARMER
OVERHEAD BLOWER DRYER
DIFFUSER
DIFFUSER
DOOR
COCKPIT BLOWER EVAPORATOR COMPRESSOR

EXPANSION VALVE
CHECK PRESSURE
EXPANSION SWITCH
VALVE
VALVE
CABIN
VARIABLE-OPENING FLOOR DIFFUSER
AIR OUTLET PRESSURE EMER
(WEMAC) COCKPIT CABIN FREON LINE BULKHEAD PRESS
VALVE
LEGEND
CONDITIONED BLEED AIR
AMBIENT COCKPIT AIR
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BLEED AIR COOLED BY A/C
AUX HEAT ELEMENTS

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international
Figure 11-9. Auxiliary Cooling System (Freon) Diagram
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The compressor motor receives 28 VDC from AUXILIARY HEATING

both generator buses and the battery charging
bus through three current limiters and three SYSTEM
power relays (Figure 11-10). The power sup-
plied from the generator buses flows through An auxiliary heating system (Figure 11-11) is
a differential current sensor. If the sensor de- installed to provide additional cabin heating.
tects a difference in the electrical load being The COOL switch must be in the OFF posi-
drawn from the two generator buses, power to tion in order to operate the auxiliary heater.
all three relays is automatically removed by Power must be supplied by a GPU, APU, or an
the control box, and the Freon system shuts off. operating generator.
In this case, it may be possible to restore air- The system consists of two heater coil as-
conditioner operation by cycling the COOL semblies, located in the overhead cabin dis-
OFF switch to OFF and back to COOL. tribution ducts, two overtemperature
thermoswitches, two blower control ther-
System control circuits are powered by 28 VDC, moswitches, two thermal fuses, and an AUX
supplied through the FREON CONTROL cir- HT switch. The system utilizes the cabin
cuit breaker on the pilots ENVIRONMENT blower to provide heated air circulation.
circuit-breaker panel. The cockpit blower and
cabin blower are powered from the battery For ground operation, a GPU, APU, or a gen-
charging bus through a current limiter and the erator, is required. The CABIN AUX HT sys-
CREW FAN and CABIN FAN circuit breakers tem is rendered inoperative when the CABIN
on the copilots circuit-breaker panel. AIR switch is on; therefore, it will not normally
be used in flight.
GPU
L L GEN R GEN R
GEN BAT CHG BUS GEN
BUS BUS
175A 175A 175A
CONTROL FREON
BOX CONTROL
COOL
L DC
BUS 1
DIFFERENTIAL
CURRENT
SENSOR
FREON
CONTROL CIRCUIT
COMPRESSOR
MOTOR
POWER CIRCUIT
Figure 11-10. Freon Electrical Circuit

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The auxiliary heater is controlled by the three- The baggage heat switch is located in either the
p o s i t i o n AU X H T s w i t c h ( C A B C R E W / tailcone baggage compartment (standard con-
CREW/OFF) located on the cabin climate configuration) or on the copilots circuit-breaker
trol panel (Figure 11-11). On aircraft SN 60- panel (optional configuration). The switch con-
067 and subsequent, and on aircraft trols the 28-VDC power supplied from the bat-
incorporating SB 60-21-5, selecting the CREW tery charging bus to the baggage heaters through
or CAB and CREW position activates heating a series of relays and switches.
pads on the floor beneath each set of rudder
pedals. On other aircraft, no CREW aux heat The baggage heat switch, located in the tailcone
is available. In the CABCREW position, the baggage compartment, is a two-position
cabin blower is energized and operates at the (ONOFF) toggle switch. The optional switch,
speed selected by the CABIN FAN switch set- on the copilots circuit breaker panel, is a push-
ting. Auxiliary heating is automatically deen- button switch with lighted captions labeled
ergized during engine start or whenever the BAG HT and OFF. Illumination of the BAG
Freon system is operating. Also, cabin auxil- HT caption occurs only when the navigation
iary heating is deenergized when the CABIN lights switch is set to the ON position. The
AIR switch is turned on. OFF caption illuminates when the heater switch
is in the OFF (not depressed) position and au-
Auxiliary heater system control circuits op- tomatically dims when the navigation lights
erate on 28 VDC supplied through the AUX switch is set to the ON position. Both lighted
CABIN CREW HEAT circuit breaker on the captions will illuminate when the WARN LTS
copilots circuit-breaker panel. The heater press-to-test switch is activated.
coils are powered by the battery charging bus,
through two current limiters. The cabin blower There are two baggage heater thermostats, lo-
is powered through the CABIN FAN circuit cated in the tailcone baggage compartment,
breaker on the copilots circuit-breaker panel. which sense the temperature within the com-
partment when 28-VDC power is supplied to the
system. If the temperature in the tailcone falls
TAILCONE BAGGAGE below 35F with the baggage heater switch on,
COMPARTMENT the thermostats close and power is supplied to
the baggage heater relay to power the heaters.
HEATING SYSTEM The thermostats open if the temperature rises
above 50F to shut off the heaters.
Some Learjet 60 aircraft are equipped with a
tailcone baggage heating system which pro- The tailcone heating system is associated with
vides for additional heat to warm the com- the auto load-shed relay in the climate control
partment if the temperature falls below 35F. box. If either generator is not online in flight,
The system is designed to prevent luggage the tailcone heating system will be inopera-
items from freezing and prevent frost from tive. An engine-driven generator or GPU/APU
forming on the luggage. Other than turning the is required for ground operation. Power is
system switch on before flight, operation of supplied from the battery charging bus through
the system is fully automatic and requires no a 50-amp current limiter.
crew regulation or monitoring.
The system consists of a baggage heater

switch, a climate control box, a baggage heater
thermostat, and two baggage compartment
heaters. The heaters are bonded to Lexan sheet
for installation on the floor and sides of the
baggage compartment.

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PRESSURE BULKHEAD
FLOOR DIFFUSER
OVERHEAD DIFFUSER FLAPPER

DOOR
CABIN
BLOWER
HEATER
FLAPPER
DOOR
OVERHEAD DIFFUSER
FLOOR DIFFUSER
CABIN
CABIN
PRESSURE BULKHEAD
LEGEND
HEATED AMBIENT AIR
AMBIENT CABIN AIR
AUX HEAT ELEMENTS
Figure 11-11. Auxiliary Heating Systems (Cabin)

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QUESTIONS
1. The crew fan recirculates air to the: 6. Which of the following will prevent the
A. Overhead gaspers in the cockpit and FREON air conditioner from operating?
WEMACs over each passenger seat A. STAB WING HEAT switch is in the
in the cabin STAB WING HEAT position.
B. Side window diffusers in the cockpit B. Cockpit temperature control valve
C. Footwarmer diffusers in the cabin is above COLD.
D. Footwarmer diffusers in the cockpit C. Air cycle machine
D. Auxiliary CAB heat is ON.
2. A system which can be operated from
airplane battery power is: 7. Illumination of the DUCT OV HT light
A. Heat exchanger indicates:
B. Freon air conditioner A. Overtemp in the engine pylon
C. Cabin fans B. Overtemp in the cabin diffusers
D. Auxiliary cabin heater C. Overtemp in the auxiliary CABIN
heat
3. The flow control valve opens when: D. Overtemp in the cockpit or cabin
distribution ducts in the tailcone
A. The BLEED AIR switches are in
AUTO
8. With the Freon air-conditioning system
B. CAB AIR switch is ON
in operation, the CREW FAN operates at
C. CKPT AIR switch is ON a minimum speed if the CREW FAN
D. CAB AIR switch is in AUTO switch is in the _______ position.
A. OFF (full counterclockwise)
4. When the airplane is unpressurized on
B. Mid-range
the ground, air circulation may be pro-
vided by: C. High speed (full clockwise)
D. AUTO
A. Ram air
B. Crew and cabin fans
9. In order to operate the AUX HT CAB
C. Bleed-air system heater:
D. Auxiliary defog blower
A. GPU/APU or generator must be on.
B. COOL-OFF switch (Freon) must be
5. The primary source of cabin heating in
OFF.
flight is:
C. CABIN AIR switch must be OFF
A. Conditioned engine bleed air
D. All the above
B. Heat pump
C. Auxiliary CREW heat
D. Auxiliary CAB heat

CHAPTER 12
PRESSURIZATION
CONTENTS
Page
INTRODUCTION ................................................................................................................. 12-1
GENERAL ........................................................................................................................... 12-1
MAJOR COMPONENTS ..................................................................................................... 12-1
PRESSURIZATION CONTROL PANEL............................................................................. 12-2
Cabin Air Switch ........................................................................................................... 12-2
Landing Altitude Selector.............................................................................................. 12-2
Mode Switch and Manual Mode Controls..................................................................... 12-2
EMER DEPRESS Switch .............................................................................................. 12-3
CABIN PRESSURE CONTROLLER................................................................................... 12-3
Primary Outflow Valve .................................................................................................. 12-6
Secondary Outflow Valve .............................................................................................. 12-6
Vacuum Jet Pump........................................................................................................... 12-8
Vacuum Regulator.......................................................................................................... 12-8
Pressurization Controller Power Source ........................................................................ 12-8
CABIN PRESSURE INDICATOR ....................................................................................... 12-8
Cabin Altitude Warning Horn ....................................................................................... 12-9
Cabin Pressure Indicator Power Source ........................................................................ 12-9
SYSTEM OPERATION ........................................................................................................ 12-9
Automatic Mode ............................................................................................................ 12-9
Manual Mode............................................................................................................... 12-14
High Altitude Airport Operation ................................................................................. 12-14
QUESTIONS....................................................................................................................... 12-16

ILLUSTRATIONS
Figure Title Page
12-1 Pressurization Control Panel .................................................................................. 12-2
12-2 Pressurization Control System Schematic ............................................................. 12-7
12-3 Cabin Pressure Indicator ........................................................................................ 12-8
12-4 ControllerGround Mode................................................................................... 12-10
12-5 ControllerPrepressurization ............................................................................. 12-10
12-6 ControllerTakeoff Abort................................................................................... 12-11
12-7 ControllerTakeoff and Climb ........................................................................... 12-11
12-8 ControllerFlight Abort Mode........................................................................... 12-12
12-9 ControllerDescent Mode.................................................................................. 12-13
12-10 ControllerLanding Mode ................................................................................. 12-13
12-11 ControllerLanding Above 8,000 Feet .............................................................. 12-15
12-12 ControllerTakeoff Above 8,000 Feet ............................................................... 12-15
TABLES
Table Title Page
12-1 Controller Climb/Descent Schedule....................................................................... 12-4
12-2 Protection and Warning Features (Normal) ........................................................... 12-5
12-3 Protection and Warning Features (High Altitude Airport).................................... 12-6

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CHAPTER 12
PRESSURIZATION
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INTRODUCTION
The Learjet 60 pressurization system maintains a cabin altitude lower than actual air-
plane altitude. This is accomplished by conditioned air entering the cabin and cockpit
areas from the flow control valve and temperature control system or emergency pres-
surization valve(s), through the airflow outlets, and controlling the amount of air ex-
hausted overboard.
GENERAL MAJOR COMPONENTS

The pressurized area extends from the forward The pressurization control system incorpo-
pressure bulkhead frame 6, to the aft pressure rates the following major components (Figures
bulkhead frame 26A. The inflow of air from the 12-1 and 12-2):
flow control valve is consistent through a wide
range of power settings, and the outflow is con- Cabin pressure selector panel
trolled by two outflow valves on the forward Cabin pressure controller
pressure bulkhead. Positioning of the outflow
valves is controlled by an electronic cabin pres- Cabin pressure indicator
surization controller or a backup manual con- Primary outflow valve
troller, both in the cockpit. During emergency
pressurization, the air entering the cabin and Secondary outflow valve
cockpit bypasses the flow control valve and Vacuum jet pump
temperature control systems.
Vacuum regulator

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PRESSURIZATION the crew enters the altimeter setting on the pri-

mary flight display (PFD).
CONTROL PANEL
MODE SWITCH AND MANUAL
The pressurization control panel provides MODE CONTROLS
crew-to-system interface capabilities for all
modes of system operation. A latching-type mode switch is located on the
pressurization control panel (Figure 12-1) that
CABIN AIR SWITCH allows the operator to select the manual mode
of operation if desired. The bottom half of the
The CABIN AIR switch (Figure 12-1), lo- switch has a white MANUAL annunciator
cated on the left side of the pressurization which illuminates when manual is selected
control panel, removes DC power from the by depressing the mode switch. If there is no
flow control valve when selected ON. This fault present in the controller, the operator
will open the flow control valve allowing con- can return to the automatic mode by depress-
ditioned bleed air to enter the cabin. ing the mode switch a second time. The upper
half of the mode switch contains an amber
LANDING ALTITUDE FAULT light that will illuminate if the auto-
SELECTOR matic system faults while in the automatic
mode of operation.
The landing altitude selector knob, located on
the pressurization control panel (Figure 12-1), The manual controller (MAN ALT) is a three-
is used to position the pointer on the LDG ALT position lever to the left of the MODE switch.
scale to the destination field elevation. The se- When in the manual mode, the MAN ALT
lector knob has the letter A on it and is lo- lever may be placed in the UP or DN position
cated just below and left of the circular LDG (as desired). Then, the cabin altitude rate of
ALT scale. Destination field elevation is nor- change (vertical speed) may be controlled
mally selected with this control before takeoff. with the MAN RATE knob just below it. When
Set field elevation, not field pressure altitude. the cabin reaches the desired altitude, the
The controller automatically compensates for MAN ALT lever should be placed back to the
nonstandard field pressure through the ADC center position.
input. The ADC receives this information when
Figure 12-1. Pressurization Control Panel

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The cabin controller can be operated in the CABIN PRESSURE

manual mode with or without aircraft electri-
cal power; however, the cabin pressure indicator CONTROLLER
is inoperative with loss of electrical power.
The cabin pressure controller (Figure 12-2) is
The FAULT light illuminates and the system a microprocessor-based electronic unit. It is
reverts to the manual mode if any of the fol- located behind the copilots instrument panel
lowing occur: (1) the cabin pressure controller and is electrically connected through wiring
detects a fault, (2) electrical power is lost to to the pressurization control panel. It is used
the cabin pressure controller, or (3) the cabin to control cabin pressure when the system is
altitude has reached 8,600 250 feet (LDG in the automatic mode of operation.
ALT set to 8,000 feet or less). In addition to
the FAULT light, the amber PRESS SYS light When power is applied to the airplane, the
on the annunciator panel will illuminate. When cabin pressure controller performs a func-
the mode switch is depressed, the FAULT and tional check of the system. Once the func-
PRESS SYS lights will extinguish and the tional check is successfully completed, the
MANUAL annunciator in the mode switch system is in the automatic mode, and the only
will illuminate. This is an indication and a re- input required by the crew will be to set land-
minder to the crew that the manual mode of op- ing field elevation.
eration has been selected.
Should the system fail the functional selftest,
See Tables 12-2 and 12-3 for a summary of or fault while in the automatic mode, the
events that occur if the cabin climbs to ab- FAULT light, on the pressurization control
normally high altitudes. panel, and the PRESS SYS light, on the an-
nunciator panel, would then illuminate and
EMER DEPRESS SWITCH the system would revert to the manual mode.
The EMER DEPRESS switch, located below The operator should then depress the mode
the mode switch on the pressurization control switch, which will cause the FAULT and
panel, is guarded with a hinged, red-bordered, PRESS SYS lights to go out, and the MAN-
transparent cover. Lifting the cover and de- UAL light to illuminate.
pressing the switch will cause the airplane
cabin to rapidly depressurize to a maximum The controller utilizes inputs from the pres-
altitude of 13,700 feet. surization control panel, along with aircraft al-
titude and barometric correction from the air
When the switch is depressed, an amber EMER data computers (ADCs). Other inputs received
DEPRESS annunciator, in the switch, illumi- are: cabin pressure, thrust lever position (82%
nates, and the cabin pressure controller is sig- N1) from the right thrust lever, and landing gear
naled to drive both outflow valves to the full squat switches.
open position. The cabin will climb at a rapid
rate until the airplane is unpressurized or the The controller uses the inputs and compares
cabin reaches 13,700 feet, whichever comes them to the internal program logic. These in-
first. If the cabin altitude reaches 13,700 feet, puts are constants, and are continuously up-
altitude limiters on each outflow valve will dated in the controller memory, which makes
cause the outflow valves to move toward closed the system fully automatic.
to keep the cabin from climbing higher. De-
pressing the EMER DEPRESS switch a second In flight, in the automatic mode, the controller
time will return the system to the previous uses either the climb or descent schedule (see
mode, and the EMER DEPRESS annunciator Table 12-1) to maintain the appropriate cabin
altitude. Rate-of-climb or descent in the cabin
will extinguish. EMER DEPRESS will work in is nonselectable in the automatic mode and is
either the manual or automatic mode. How- determined by the controller from a maximum
ever, it does not work if electrical power is not of 600 fpm climb to 375 fpm descent rate.
available to the cabin pressurization controller.

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Table 12-1. CONTROLLER CLIMB/DESCENT SCHEDULE
AIRCRAFT CLIMB DESCENT

ALTITUDE, FEET SCHEDULE, FEET SCHEDULE, FEET
51,000 8,000 8,000
49,000 7,767 7,645
47,000 7,414 7,225
45,000 7,061 6,770
43,000 6,708 6,280
41,000 6,355 5,740
39,000 6,002 5,100
37,000 5,649 4,620
35,000 5,296 4,140
33,000 4,943 3,680
31,000 4,590 3,210
29,000 4,237 2,660
27,000 3,883 2,110
25,000 3,530 1,340
23,000 3,177 620
22,000 3,001 -170
21,000 2,824 -970
19,000 2,471 -1,600
17,000 2,118 -1,600
15,000 1,765 -1,600
13,000 1,412 -1,600
11,000 1,059 -1,600
9,000 706 -1,600
7,000 353 -1,600
5,000 -120 -1,600
3,000 -620 -1,600
1,000 -1,110 -1,600
0 -1,360 -1,600
-1,000 -1,600 -1,600

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Table 12-2. PROTECTION AND WARNING FEATURES (NORMAL)
LDG ALT SET AT 8,000 FEET OR LESS
CABIN ALTITUDE PROTECTION AND WARNING
Passenger oxygen masks deploy.

14,500 250
Cabin overhead panel lights illuminate (see Chapter 17,
Miscellaneous Systems).
13,700 500 Cabin altitude limiters close outflow valves.
10,100 250 Cabin altitude warning horn sounds.

Initiate emergency descent.
Mute horn with mute switch.
9,500 250 Emergency pressurization is activated, directing bleed air directly

into the cabin.
EMER PRESS annunciator illuminates (see Chapter 9,
Pneumatics).
8,750 250 If MANUAL has been previously selected on the pressurization

control panel, the PRESS SYS annunciator illuminates.
8,600 250 Pressurization control automatically reverts to manual mode.

PRESS SYS annunciator illuminates.
FAULT annunciator illuminates.
NOTE:
All the pressurization, protection, and warning features are not available. Manual control is still available, but
require electrical power for operation except the cabin the cabin altitude indicator will be inoperative.
altitude limiters. In the event of electrical failure, the Passenger oxygen masks can be deployed manually.
automatic mode and emergency pressurization mode

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Table 12-3. PROTECTION AND WARNING FEATURES (HIGH ALTITUDE AIRPORT)
LDG ALT ABOVE 8,000 FEET
Prerequisites:
(1) In automatic mode on controller
(2) Destination LDG ALT set above 8,000 feet
(3) Aircraft has descended 1,000 feet
(4) Aircraft is below 25,000 feet
CABIN ALTITUDE PROTECTION AND WARNING
14,500 250 Passenger oxygen masks deploy.

Cabin overhead panel lights illuminate (see Chapter 17,
Miscellaneous Systems).
Cabin altitude warning horn sounds.
Emergency pressurization activates.
EMER PRESS annunciator illuminates (see Chapter 9
Pneumatics).
Fault annunciator illuminates.
Pressurization control reverts to manual mode.
PRESS SYS annunciator illuminates.
13,700 500 Cabin altitude limiters close outflow valves.
In addition to controlling system functions, switch that signals the controller when the
the controller provides for fault detection outflow valve is full open.
and annunciation.
SECONDARY OUTFLOW VALVE
PRIMARY OUTFLOW VALVE The secondary outflow valve is also a spring-
The primary outflow valve (Figure 12-2) is a loaded closed, pneumatic poppet-type valve
spring-loaded closed, pneumatic poppet-type that is very similar to the primary outflow valve.
valve. The valve opening is controlled by reg-
ulating the vacuum pressure in the control In the automatic mode of operation, the sec-
chamber of the valve. The vacuum (low pres- ondary outflow valve is slaved to the primary
sure) is regulated through an electronic torque outflow valve so that both valves will operate
motor valve, which receives signals from the together. This is accomplished by intercon-
cabin pressure controller. The valve has a necting the control chambers of the two valves
maximum differential pressure relief valve, set with an unrestricted, open tube. The secondary
at 9.7 psid, that overrides the pneumatic con- outflow valve contains a solenoid-controlled
trol vacuum to limit the cabin-to-ambient dif- valve which is energized open while in the
ferential pressure below the structural limits automatic mode of operation. This disables the
of the fuselage. manual mode controls. When the controller
faults to manual, or MANUAL is selected, the
Also included, is an altitude limiter set at solenoid-controlled valve is deenergized
13,700 feet cabin altitude and a proximity closed. This allows the secondary outflow

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STATIC
SECONDARY OUTFLOW VALVE PRIMARY OUTFLOW VALVE PORT
FORWARD
PRESSURE
BULKHEAD
TORQUE
MOTOR
13,700' 9.7 PSID 13,700'
VALVE 9.7 PSID
OVERBOARD
SOLENOID VALVE PORT
VAC REG
MANUAL
CONTROLLER
PRESS
ENGINE
SYS
BLEED AIR
14,500' SIGNAL
JET PUMP
10,100' HORN
CABIN
PRESSURE INDICATOR ADC 1 AND ADC 2
STATIC CABIN CABIN CABIN PRESS

ALT RATE
PRESS
4 6 8 DIFF 5
10 20 CAB PRESS IND
2 10 PRESS
UP
MAX 9.8 FT/MIN
0 15 PSI 0 X 100
-1 20 DN
5 OFF
CABIN OFF FT X 1000

10 20 L EMER
PRESS BUS
PRESSURIZATION
MAN MODE
ALT
UP CABIN PRESSURE CONTROLLER
FAULT
67 8
CAB AIR 4 5 9 MANUAL
ON 3 10
2 11 DN
1 12 EMER DEPRESS RT THROTTLE
0 13 MAN RATE
-1 LDG ALT 14
1000 FT
OFF EMER SQUAT SWITCH
A DEPRESS
CABIN PRESS SYS
MIN MAX
PRESSURIZATION CONTROL PANEL R EMER BUS
Figure 12-2. Pressurization Control System Schematic

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valve to be positioned by the manual con- CABIN PRESSURE

troller and the primary outflow valve is now
slaved to the secondary outflow valve. INDICATOR
VACUUM JET PUMP The cabin pressure indicator (Figure 12-3), lo-
cated above the pressurization control panel,
The vacuum jet pump (Figure 12-2) is located contains the cabin altimeter, cabin vertical
in the tail section of the aircraft and is driven speed indicator, and a LED readout of cabin
by bleed air from either engine. It provides a differential pressure. The cabin pressure con-
source of vacuum (low pressure) to the torque troller is independent of the cabin pressure
motor valve on the primary outflow valve for indicator and will continue to function in the
automatic operation and to the secondary out- automatic mode with failure of the cabin pres-
flow valve for manual operation. Vacuum is sure indicator.
also directed through a vacuum regulator to the
UP port of the manual controller. The cabin pressure indicator module senses
cabin pressure through a filtered port on the
VACUUM REGULATOR indicator case and displays it on the CABIN
ALT scale. The indicator displays cabin alti-
The vacuum regulator (Figure 12-2) is de- tude rate of change on the CABIN RATE in-
signed to maintain a constant vacuum source dicator. The cabin pressure indicator module
of approximately .5 psig below cabin pres- senses atmospheric pressure through a con-
sure. This regulated vacuum is used by the nection to the static pressure line that serves
manual controller to control the cabin during the ADC. Based on the existing cabin pressure
manual operation. and atmospheric pressure, the indicator mod-
ule calculates the differential pressure and
PRESSURIZATION displays it in the digital DIFF PRESS window.
CONTROLLER POWER
Due to the limiting parameters set in the con-
SOURCE troller software program and a 9.7 psid pres-
The cabin pressurization controller is pow- sure differential relief valve on each outflow
ered from the right EMER BUS through the valve, the differential pressure should never
CABIN PRESS SYS circuit breaker located in exceed 9.7 psid; however, if the differential
the ENVIRONMENT group of circuit break- pressure does exceed 9.8 psid, the digital read-
ers on the copilots circuit-breaker panel. If the out will flash and the cabin pressure indica-
circuit breaker pops or electrical power is lost tor module will illuminate the amber PRESS
to the right EMER BUS, the pressurization SYS annunciator to alert the crew (Figure 12-
controller reverts to the manual mode. The 2). The cabin pressure indicator will also cause
MAN annunciator on the pressurization con- the PRESS SYS light to illuminate if the pres-
trol panel may or may not be illuminated de- sure differential exceeds a negative 0.5 psid.
pending on the extent of electrical power
failure. Also, the cabin pressure indicator may
or may not be working depending on the ex-
tent of electrical power failure.
Figure 12-3. Cabin Pressure Indicator

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In the unlikely event that the differential pres- CABIN PRESSURE INDICATOR
sure exceeds 9.9, the first digit of the display
is omitted. For example, a 10.1 pressure dif-
POWER SOURCE
ferential would be displayed as 0.1 psid. Since The cabin pressure indicator is electrical and
differential pressure indication above 9.8 psid receives power from the left emergency bus
flash, it would be easy to differentiate be- through CAB PRESS IND circuit breaker, in
tween 10.1 psid and 0.1 psid even though both the ENVIRONMENTAL group of circuit
would be displayed as 0.1 psid. breakers, on the pilots side. If electrical power
is lost to the indicator, the indications and
In addition to the indications on the cabin functions of the cabin pressure indicator will
pressure indicator described above, the mod- be lost.
ule also generates a signal at 8,750 250 feet
that will cause the PRESS SYS light to illu-
minate if in the manual mode of cabin pres- SYSTEM OPERATION
sure control. An additional signal is generated
at 10,100 250 feet that activates the cabin AUTOMATIC MODE
altitude warning horn (auto or manual mode),
and a final signal at 14,500 250 feet which The cabin pressure controller completes a
causes the passenger oxygen masks to drop and selftest when DC electrical power is applied
turns on the cabin overhead lights (auto or to the aircraft electrical system. A successful
manual mode). The signal to activate the cabin completion of the test is indicated by no
altitude warning horn is reindexed to 14,500 FAULT light in the control panel MODE
feet under the following conditions: the LDG switch. If the FAULT light does illuminate, a
ALT is set above 8,000 feet, the aircraft has second selftest can be initiated by pulling and
descended 1,000 feet, and the aircraft has de- resetting the cabin PRESS SYS circuit breaker
scended below 25,000 feet. This is to avoid an in the ENVIRONMENTAL group of circuit
unnecessary warning horn if landing at a high breakers on the copilots circuit-breaker panel.
field elevation.
While accomplishing the preflight checks, the
CABIN ALTITUDE WARNING crew will normally enter the planned desti-
nation field elevation (LDG ALT) on the pres-
HORN surization control panel, check to ensure that
The cabin altitude warning horn will activate the MAN ALT lever is in the center position,
if the cabin altitude reaches 10,100 feet, or the MAN RATE knob is in the MIN position,
14,500 feet, depending on the conditions de- and that MANUAL is not selected on the
scribed above. See Tables 12-2 and 12-3 for a MODE switch.
summary of other events that will occur if the
cabin reaches abnormally high altitudes. When the cabin air switch is turned on before
takeoff and the thrust levers are still below 82%
The horn can be silenced by depressing the N1, the cabin pressure controller is in the ground
mute switch in the knob of the right thrust mode (Figure 12-4). The controller will drive
lever. When muted, it will remain silenced for the outflow valves full open, but the cabin will
60 seconds, and then will reactivate if the rate down approximately 80 to 100 feet.
cabin is still above the altitude at which it was
triggered. The CABIN ALT position on the ro- When the right thrust lever is advanced past ap-
tary test switch is used to test the cabin alti- proximately 82% N 1 for takeoff, the system
tude warning horn. enters a prepressurization mode (Figure 12-5).
The controller starts rating the cabin down an
additional 150 feet, not to exceed 1,000 fpm.
This prepressurization eliminates any pressure

CABIN
AIRFLOW
ALTITUDE
ON
CABIN
FIELD ELEVATION
80'100' BELOW FIELD ELEVATION (MINIMUM DELTA "p")
GROUND MODE
Figure 12-4. ControllerGround Mode
THRUST LEVERS
ADVANCED ABOVE 82% N1
ALTITUDE
CABIN
FIELD ELEVATION
80'100' BELOW FIELD ELEVATION (MINIMUM DELTA "p")
150' BELOW MINIMUM DELTA "p"

250' BELOW FIELD ELEVATION
1,000 FPM MAX
Figure 12-5. ControllerPrepressurization
transients during rotation by allowing the out- pressure. This fixed schedule is programmed
flow valves to attain a controlling position be- into the controller and is referred to as the
fore lift-off. If the thrust levers are retarded climb schedule (see Table 12-1). The climb rate
below 82% N 1 , and the airplane is still on the is accomplished through a continuous update
ground, as in an aborted takeoff, the cabin con- of true static pressure from the ADCs to the
troller will rate the cabin back up at 500 fpm controller at a maximum rate of 600 fpm.
to the ground mode level (Figure 12-6).
If taking off from a sea level airport, for ex-
When the airplane becomes airborne, the sys- ample (Figure 12-7), the cabin would be at ap-
tem is in the flight mode. The cabin altitude proximately minus () 250 feet at lift-off.
will remain at the existing cabin altitude at lift- Referring to Table 12-1, you will note that the
off until the aircraft intercepts the climb sched- aircraft altitude is approximately 4,500 feet
ule (Figure 12-7). at a point adjacent to 250 feet in the climb
schedule column (requires interpolation).
During the climb mode operation, a fixed Therefore, as the aircraft climbs through
schedule of cabin altitude verses aircraft al- 4,500 feet, the cabin will begin to climb and
titude is used for automatic control of cabin maintain the climb schedule in Table 12-1. If

CABIN
AIRFLOW
ON
ADVANCED THROTTLES RETARDED
100 FT
THROTTLES
MAX
CABIN ALTITUDE
FIELD LEVEL
500 FPM
150 FT
1,000 FMP
GROUND MAX PREPRESSURE TAKEOFF GROUND
MODE MODE ABORT MODE
Figure 12-6. ControllerTakeoff Abort
ALTITUDE
ACFT
AT CRUISE
51,000 FT
CLIMB
21,000 FT
SCHEDULE
INTERCEPTED
CABIN
AT CRUISE
8,000 FT
4,500'
2,824 FT
S.L.
150' BELOW MINIMUM DELTA "p"
THRUST LEVERS (-250')
ABOVE 82% N1
Figure 12-7. ControllerTakeoff and Climb

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the aircraft is leveled-off at an intermediate descent rate should not exceed 375 fpm. At
altitude of FL 210, for example, the cabin will some point, the cabin altitude will approach
level at 2,824 feet. If you are later cleared to the selected landing field elevation and main-
climb to FL 410, the controller will resume tain this altitude during the approach to land-
the climb schedule as soon as the aircraft has ing (Figure 12-9).
climbed 200 feet, and when the aircraft is
leveled-off at FL 410, the cabin should level If the LDG ALT, set in the controller, is higher
at 6,355 feet. The cabin controller will main- than the cabin altitude, the controller will
tain the climb schedule until descent is begun. rate-up upon initiation of the descent, at a
maximum rate of 150 fpm.
If an inflight abort is necessary after takeoff,
the controller will retain the takeoff field alti- If the LDG ALT is mistakenly set above the
tude in a stored memory. This feature allows the landing field elevation, the cabin will descend
cabin pressure to return to the takeoff field al- with the airplane when aircraft altitude reaches
titude if the airplane descends 1,000 feet within the cabin altitude (Figure 12-10).
10 minutes after takeoff and did not climb more
than 6,000 feet above the takeoff field eleva- If the LDG ALT is mistakenly set below the
tion before descending (Figure 12-8). landing field elevation, the aircraft will be pres-
surized at touchdown. The controller will ramp
When descent is initiated from normal cruise the cabin up at 500 fpm for 60 seconds after the
altitude and the airplane descends 1,000 feet, squat switches signal weight-on-wheels. After
the controller will establish the cabin altitude 60 seconds, the controller will pull the outflow
on the descent schedule (see Table 12-1) and valves full open and the cabin will rapidly climb
maintain that schedule. However, the cabin to field elevation (Figure 12-10).
ALTITUDE
ABORT LOGIC:
DESCENT DETECT
WITHIN 10 MIN OF TAKEOFF
AND/OR DID NOT REACH 6,000 FEET
ABOVE TAKEOFF FIELD
AIRCRAFT
6,000'
ALTITUDE
1,000'
CLIMB ON
AUTO SCHEDULE
TAKEOFF LANDING
DESCEND TO
TAKEOFF FIELD
TIME
Figure 12-8. ControllerFlight Abort Mode

ALTITUDE
DESCENT INITIATED
1,000' CONTROLLER ACTIVATES

AIRCRAFT CRUISE DESCENT SCHEDULE
CABIN AT CLIMB
SCHEDULE ALTITUDE
DESCENT RATE
375 FPM MAX.
SELECTED LDG ALT
TIME
Figure 12-9. ControllerDescent Mode
ALTITUDE
LDG ALT
AC
SET ABOVE FT
ACTUAL LANDING DE
SC
ELEVATION EN
T
TOUCHDOWN
LDG ALT SET TO

ACTUAL LANDING ELEVATION 60 SEC
DEPRESSURIZE AT 500 FPM
LDG ALT SET BELOW

ACTUAL LANDING ELEVATION
TIME
Figure 12-10. ControllerLanding Mode

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MANUAL MODE 8,000 feet to whatever is selected on the LDG

ALT scale.
If the FAULT light illuminates, the controller has
reverted to the manual mode. Depress the mode See Table 12-3 for a summary of events that
selector switch to turn out the FAULT and PRESS will occur if the cabin altitude reaches 14,500
SYS lights. The MANUAL annunciator, in the feet when the conditions for landing at a high
MODE selector switch, will illuminate. altitude airport exist.
If the automatic mode of the controller is not When takeoff is made from a field elevation
operating satisfactorily, but the FAULT light has above 8,000 feet, the cabin altitude will de-
not illuminated, manual mode can be selected scend to and/or remain at 8,000 feet until the
by depressing the MODE selector switch. The pressurization descent mode is entered (Fig-
white MANUAL annunciator will illuminate. ure 12-12).
Move the MAN ALT control UP, center, or DN
and adjust MAN RATE control to maintain sat-
isfactory pressurization in the manual mode.
If the cabin altitude exceeds approximately

8,750 feet while in the manual mode of oper-
ation, the PRESS SYS annunciator will illu-
minate. See Table 12-2 for a summary of events
that will occur if the cabin climbs to abnor-
mally high altitudes.
HIGH ALTITUDE AIRPORT

OPERATION
When discussing the pressurization system,
airports above 8,000 feet are considered high
altitude airports.
When landing the aircraft at a high field ele-

vation, say 11,000 feet for example (Figure 12-
11), it would be undesirable to have the
controller fault to manual as the cabin climbed
above 8,600 feet, emergency pressurization ac-
tivate at 9,500 feet and cabin altitude horn ac-
tivate at 10,100 feet. Therefore, the cabin
controller is designed with a feature that re-
sets (reindexes) all of these altitude-activated
events to 14,500 feet when the following con-
ditions exist: (1) the LDG ALT is set above
8,000 feet, (2) the aircraft has descended 1,000
feet, and (3) the aircraft has descended below
25,000 feet. When descent is initiated, the
controller will start ramping the cabin alti-
tude up, but will not exceed 8,000 feet until
the aircraft has descended below 25,000 feet.
Once below 25,000 feet, the controller will
continue to ramp the cabin altitude up from

FlightSafety
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41,000 FT 1,000'
25,000 FT
SELECTED LDG ALT

11,000 FT
8,000 FT
6,355 FT
Figure 12-11. ControllerLanding Above 8,000 Feet
41,000 FT
1,000'
11,000'
8,000 FT
Figure 12-12. ControllerTakeoff Above 8,000 Feet

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QUESTIONS
1. Which of the following valves does the 5. Which of the following valves open at
cabin controller modulate to regulate cabin landing touchdown to dump residual cabin
pressure? pressure?
A. Cabin safety valve A. Primary and secondary outflow
B. Flow control valve valve
C. Primary and secondary outflow B. Cabin safety valve
valves C. Flow control valve
D. Primary and secondary differential D. Both A and B
pressure relief valves
6. Illumination of the pressurization FAULT
2. What does illumination of the amber light could indicate:
PRESS SYS light indicate? A. Cabin altitude is above 8,600 feet.
A. Cabin altitude has exceeded 8,600 B. Electrical power to cabin controller
feet while operating in the auto- has failed.
matic mode of operation. C. Cabin controller has detected a
B. The pressurization controller default.
tects a fault. D. Any of the above
C. Cabin altitude is at or above 9,500
feet and EMER PRESS mode has 7. What would cause the digits in the DIFF
been activated. PRESS indicator to flash?
D. Either A or B could be correct.
A. Differential pressure has exceeded
9.8 psid.
3. In the event of airplane electrical failure,
B. Differential pressure is zero.
which of the following statement(s)
is/are true? C. Differential pressure has exceeded
9.9 psid.
A. Cabin pressurization is controlled
D. DIFF PRESS indicator has detected
by the cabin pressure controller.
an internal fault.
B. Cabin pressurization is controlled
by the manual controller.
8. Which of the following statements is true
C. The emergency pressurization regarding electrical power requirements
valves automatically actuate to pro- for pressurization control?
vide cabin pressure.
A. 28 VDC is required for automatic
D. Both B and C are correct.
and manual mode operation.
B. Pressurization controller will not op-
4. At what cabin altitude does the cabin al-
erate without DC electrical power,
titude warning horn sound?
but cabin pressure indicators will.
A. 8,750 250 feet C. Automatic pressurization control is
B. 9,500 250 feet available in the EMER BUS mode
C. 10,100 250 feet of operation.
D. 13,700 1,500 feet D. Manual mode operation and pres-
surization indicator are available
without electrical power.

CHAPTER 13
HYDRAULIC POWER SYSTEMS
CONTENTS
Page
INTRODUCTION .................................................................................................................. 13-1
GENERAL ............................................................................................................................. 13-1
HYDRAULIC SYSTEM OPERATION ................................................................................. 13-2
Hydraulic Power Cart...................................................................................................... 13-4
HYDRAULIC SUBSYSTEMS .............................................................................................. 13-4
QUESTIONS .......................................................................................................................... 13-5

ILLUSTRATIONS
Figure Title Page
13-1 Hydraulic System ................................................................................................. 13-3
13-2 Hydraulic Control Panel........................................................................................ 13-4

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CHAPTER 13
HYDRAULIC POWER SYSTEMS
INTRODUCTION
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The hydraulic system is normally pressurized by two engine-driven pumps. An electri-
cally-driven pump provides hydraulic pressure when an engine is not operating or when
the main hydraulic system fails. The pressure for spoiler and thrust reverser operation
can be provided only by the engine-driven pumps.
GENERAL System pressure surges are dampened by two

accumulators precharged with nitrogen. Sys-
tem pressure is displayed on an electrically
All three pumps in the hydraulic system draw powered indicator, and two annunciator lights
MIL-H-5606 hydraulic fluid from a single warn of low pressure. The hydraulic pressure
reservoir that is pressurized to 17 psi by reg- indicator receives electrical power through the
ulated engine bleed air. The engine-driven HYDRAULIC PRESS IND circuit breaker in
pumps are supplied through standpipes in the the HYDRAULICS group of circuit breakers
reservoir that limit the amount of fluid they can on the copilots circuit breaker panel. The hy-
draw. Supply fluid flows through shutoff valves draulic pressure indicator does not operate in
that can be closed from the cockpit in the event the emergency bus mode of operation. The L
of fire or when maintenance is to be performed. and R HYDR PRESS annunciators are opera-
ble in the emergency bus mode of operation.
The DC motor-driven auxiliary pump, an inte- The fluid output of all three pumps is filtered
gral part of the system, is supplied through a prior to reaching the sub-systems (landing
separate line from the bottom of the reservoir. gear, flaps, spoilers, thrust reversers, and
brakes), and return fluid is filtered enroute to

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the reservoir. All return filters bypass at ap- After starting the first engine, the HYD PUMP
proximately 100 psi if elements become switch should be positioned to OFF, where it nor-
clogged. There is no cockpit indication of fil- mally remains throughout the flight, unless re-
ter bypassing. quired due to normal hydraulic system failure.
A system relief valve, set to relieve at ap- The supply lines to the 10-gpm, variable-vol-
proximately 1,750 psi, prevents excessive ume, engine-driven pumps originate at stand-
pressure in the system. pipes in the reservoir. The standpipes limit the
amount of fluid the pumps can draw, retain-
Hydraulic system servicing is not a pilot func- ing the remaining fluid for the auxiliary pump.
tion; however, checking the pressure in the
accumulators is a crew preflight item. A hy- In the event of engine fire or when maintenance
draulic ground service access below the right is to be performed, either of the normally open
pylon allows viewing accumulator pressure. DC motor-operated shutoff valves can be
Precharge should normally be 850 psi (mini- closed by pulling the applicable ENG FIRE
mum of 750 psi) with system pressure on the FULL T-handle on the glareshield. Pulling ei-
cockpit hydraulic pressure indicator reading ther T-handle also arms the fire extinguisher
zero. The hydraulic reservoir, accessed through system; therefore, if valve closing is to facil-
the tailcone door, incorporates a sight glass for itate maintenance, the applicable ENG FIRE
checking fluid level. Conditions for checking EXT circuit breakers should be pulled to pre-
fluid level should be: gear down, flaps and vent accidental discharge of the bottles. The
spoilers retracted, brakes released, and hy- valves are opened by pushing in the applica-
draulic pressure bled to zero. A floating sil- ble T-handle(s). The shutoff valves operate
ver ball should be at the top of the sight glass on 28 VDC supplies through the L and R FW
with the above conditions. SOV circuit breakers on the pilots and copi-
lots circuit-breaker panels.
Controls and indicators for the hydraulic sys-
tem are shown in Figure 13-2. After starting the first engine, the HYD PRESS
indicator should be checked to verify engine-
driven pump operation. Pressure should stabi-
HYDRAULIC SYSTEM lize at approximately 1,500 psi indicating that
OPERATION the engine-driven pump is operating properly.
When DC electrical power is applied to the air- When the second engine is started, there is no
plane prior to engine start, the amber L and R change in pressure indication, but flow capa-
HYDR PRESS lights (Figure 13-1) will illu- bility is doubled. There is a positive indica-
minate unless hydraulic pressure, at the re- tion that the second pump is operating
spective engine pump, is above 150 psi. properly, when the respective L or R HYDR
PRESS light goes out.
Unless there is residual hydraulic system pres-
sure, the auxiliary hydraulic pump must be If an engine-driven pump fails in flight, the
operated to provide pressure for setting the other engine-driven pump is capable of meet-
parking brakes prior to engine start. ing system demands, but actuating speed may
be reduced.
Placing the HYD PUMP switch (Figure 13-2)
in the on (HYD PUMP) position starts the aux- If all hydraulic system pressure is lost, the L
iliary pump, provided system pressure is below and R HYDR PRESS light will illuminate as
1,000 psi. When the HYD PRESS indicator pressure decreases below 150 psi at the re-
shows a pressure above 1,125 psi, a pressure spective engine. Do not operate the auxiliary
switch stops the pump. When the pressure drops pump until alternate landing gear extension
to 1,000 psi, the pressure switch will again procedures are executed as directed by the
start the pump. The auxiliary hydraulic pump Airplane Flight Manual.
is limited to three minutes on, followed by a 20
minute cooling period.

Revision 1.01
17 PSI
THRUST REVERSER FILTER
ISOLATION VALVE
ENG FIRE ENG FIRE
PULL PULL
150 PSI
L HYDR R HYDR
PRESS PRESS
THRUST
LEARJET 60
REVERSER
HCU'S (2)
ENGINE
PUMP SHUTOFF
VALVES

50 A
HYD
EXTERNAL HYDR PUMP
ACCESS PANEL
1,125 PSI
CONTROL OFF
VALVE
RELIEF 1,000 PSI

VALVE
1,750
2 H AUX PUMP
Y
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D
GEAR P LEGEND
SPOILERS FLAPS GEAR BRAKES 1 R
DOORS HYDR PRESSURE
E
S
S FLUID SUPPLY
international
RETURN FLUID
13-3
Figure 13-1. Hydraulic System

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Figure 13-2. Hydraulic Control Panel
HYDRAULIC POWER CART

A hydraulic power cart may be connected to the
airplane hydraulic system through connections
on the hydraulic ground service access (Figure
13-1). This should be accomplished only by
qualified personnel and in accordance with
Maintenance Manual procedures.
After use of a hydraulic power cart, the airplane

reservoir must be checked for proper hydraulic
fluid level.
HYDRAULIC
SUBSYSTEMS
Landing gear (including main gear doors),
flaps, spoilers, thrust reversers and brakes are
hydraulically powered. The application of hy-
draulic pressure is presented in Chapter 7,
Powerplant Chapter 14, Landing Gear and
Brakes,and Chapter 15, Flight Controls.

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QUESTIONS
1. Normal hydraulic system pressure with 5. In the event of complete electrical failure:
the engine-driven pumps operating is: A. The engine-driven pumps will con-
A. 850 psi tinue to provide normal pressure, as
B. 1,500 to 1,575 psi shown on the HYD PRESS indicator.
C. 1,650 psi B. Pressure will dissipate, and the aux-
D. 1,700 psi iliary pump will have to be used for
gear, flap, and brake operation.
2. The hydraulic shutoff valves are actuated: C. The HYD PRESS indicator will
show zero pressure, and the alternate
A. By the ENG FIRE PULL T-handles gear extension system will have to
B. Automatically when the fire warning be used to blowdown the landing
light comes on gear.
C. By the generator off switch D. The engine-driven pumps will con-
D. By the bleed-air switches tinue to provide normal pressure, the
HYD PRESS indicator will show
3. In the event of hydraulic system pressure zero pressure, but the landing gear
failure in flight: can be extended normally.
A. Immediately position the HYD
PUMP switch to ON. 6. The ________ subsystems cannot be ac-
tuated with auxiliary hydraulic pressure.
B. Position the HYD PUMP switch to
ON when the LO HYD PRESS light A. Landing gear
illuminates. B. Spoiler and thrust reverser
C. Refer to the hydraulic system failure C. Brakes
Checklist. D. Flaps
D. Refer to HYDR PRESS light(s) illu-
minated in the Checklist. 7. The approved fluid for the hydraulic sys-
tem is:
4. In the event of hydraulic system failure, A. MIL-H-5606
the L and R HYD PRESS light will illu-
B. MIL-O-M-332
minate at:
C. MIL TYPE II
A. 150 psi
D. MIL-H-2380
B. 1,500 psi
C. 1,250 psi 8. The operational time limit of the auxiliary
D. 850 psi pump is:
A. 5 minutes on, 15 minutes off
B. 5 minutes on, 25 minutes off
C. 3 minutes on, 20 minutes off
D. 2 minutes on, 30 minutes off

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9. The auxiliary hydraulic pump will provide: 10. If DC electrical power is applied to the air-
A. 1,500 psi plane and residual hydraulic pressure is
1,300 psi:
B. 1,650 psi
C. 1,700 psi A. The auxiliary hydraulic pump will not
operate when the HYD PUMP switch
D. 1,125 psi
is on.
B. The L and R HYD PRESS lights
will be out.
C. 1,300 psi will be shown on the HYD
PRESS indicator.
D. A and C are correct.

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 ................................................................................................. 14-5
Operation ....................................................................................................................... 14-6
BRAKES ............................................................................................................................. 14-12
General......................................................................................................................... 14-12
Operation (Without Antiskid)...................................................................................... 14-12
Operation (Antiskid).................................................................................................... 14-15
Emergency Brakes ....................................................................................................... 14-15
Parking Brake .............................................................................................................. 14-16
NOSEWHEEL STEERING ................................................................................................ 14-16
General......................................................................................................................... 14-16
Operation ..................................................................................................................... 14-18
QUESTIONS....................................................................................................................... 14-21

ILLUSTRATIONS
Figure Title Page
14-1 Gear Position Indicator Lights ............................................................................... 14-2
14-2 Gear Position Indicators......................................................................................... 14-2
14-3 Main Gear Components ......................................................................................... 14-3
14-4 Squat Switch........................................................................................................... 14-4
14-5 Nose Gear............................................................................................................... 14-6
14-6 Nose Gear Centering Cams.................................................................................... 14-6
14-7 Landing Gear Retracted ......................................................................................... 14-8
14-8 Landing Gear Extended.......................................................................................... 14-9
14-9 Air Pressure Indicators......................................................................................... 14-10
14-10 Alternate Extension Levers .................................................................................. 14-10
14-11 Alternate Gear ExtensionBlowdown.................................................................. 14-11
14-12 Alternate Gear ExtensionFree-Fall .................................................................... 14-13
14-13 Brake System Schematic...................................................................................... 14-14
14-14 EMERG BRAKE Handle .................................................................................... 14-16
14-15 Nose Steering Controls and Indicators ................................................................ 14-17
14-16 Nose Steering Components.................................................................................. 14-17
14-17 Digital Nosewheel Steering System..................................................................... 14-19
14-18 Nosewheel Steering Variable Authority............................................................... 14-20

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CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION
The retractable landing gear is electrically controlled and hydraulically actuated. The main gear
has dual wheels equipped with individual brakes and retracts inboard. The self-centering nose
gear has a single wheel, incorporates electrical steering, and retracts forward. Alternate gear
extension is pneumatic, backed up by free-fall capability. The hydraulic power brakes feature
antiskid protection. Emergency braking is pneumatic.
GENERAL The power brake system is controlled by four

power brake valves linked to the rudder ped-
The landing gear has three air-hydraulic type als. Hydraulic pressure is metered to the self-
shock struts. The main gear has outboard doors adjusting, multiple disc brake assemblies in
that are mechanically linked to the gear and proportion to pedal deflection.
move with it. The inboard doors are hy-
draulically actuated and sequenced closed The antiskid system provides maximum brak-
with the gear extended or retracted. An air ing without wheel skid. With the system se-
bottle is provided for alternate gear blow- lected, wheel speed sensors supply electrical
down. A separate air bottle supplies pressure signals to antiskid valves that modulate brak-
for emergency braking and can also be used ing pressure. The parking brake is set with a
to initiate alternate gear free-fall. Gear actu- handle on the center pedestal, using the same
ators incorporate integral downlocking de- lines and brake assemblies as the normal brak-
vices and no downlock pins are required. Gear ing system.
position indications are displayed on the cen-
ter instrument panel.

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The variable-authority, digital nosewheel steer- The nose gear red UNSAFE light is on when
ing is operable only on the ground. When the the gear is in transit. When the nose gear is
system is engaged, rudder input signals, through locked in either the up or the down position,
the computer, determines the amount the DC- the light goes out.
powered steering motor drives the nosewheel
(explained later in this chapter). Steering au- The two main gear red UNSAFE lights are on
thority is 60 at slow speeds, decreasing at the when the gear is in transit since the inboard gear
higher taxi speeds as determined by main gear doors stay open until the main gear is either full
wheel speed transducer signals. up or full down. As each inboard door latches
up, the corresponding red light goes out.
LANDING GEAR Indications for gear down and locked, up and
locked, and in-transit conditions are shown in
INDICATING SYSTEM Figure 14-2.
General
The landing gear position indicating system LANDING GEAR
consists of three red lights and three green NOSE VLO
MUTE 200
lights, with dual bulbs, an amber MUTE switch, UP
UNSAFE
a test switch, and an aural warning horn.
DOWN
Gear Position Lights UNSAFE UNSAFE
The three green DOWN lights (Figure 14-1) DOWN DOWN DN

VLE
are down and locked indicators. As each gear LEFT RIGHT
260
locks down, the corresponding green DOWN

light comes on. When gear retraction begins, UP AND LOCKED
the lights go out. LANDING GEAR
NOSE VLO
MUTE 200
UP
UNSAFE
DOWN
UNSAFE UNSAFE
DOWN DOWN DN
VLE
260
LEFT RIGHT
IN-TRANSIT
LANDING GEAR
NOSE VLO
MUTE 200
UP
UNSAFE
DOWN
UNSAFE UNSAFE
DOWN DOWN DN
VLE
260
LEFT RIGHT
DOWN AND LOCKED

Figure 14-1. Gear Position Indicator
Lights Figure 14-2. Gear Position Indicators

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If the gear is extended with either alternate sys- ing the MUTE button in the handle of the right
tem, blowdown or free-fall, all three green lights thrust lever. The three red UNSAFE lights
and the two main gear red lights will be on (both will not go out unless one of the conditions is
inboard main gear doors will remain open). corrected. The MUTE switch remains illumi-
nated until the switch is disengaged or the
The gear lights test with the main annuncia- above conditions are satisfied.
tor panel test, but the gear horn doesnt sound.
Gear indicator lights and warning horn are The warning horn will sound and cannot be si-
tested by rotating the system test to the GEAR lenced when the landing gear is not down and
position and depressing the TEST button. locked and the flaps are lowered beyond 25.
The red UNSAFE lights do not illuminate in
The RED/GREEN gear lights and amber this case.
MUTE light will illuminate and the warning
horn will sound. Releasing the TEST button MAIN GEAR COMPONENTS
discontinues the test mode. The lights are au-
tomatically dimmed when the navigation lights Each main gear consists of a conventional air-
are on. hydraulic shock strut, dual wheels, scissor
links, main gear actuator, inboard and out-
Main gear green position lights circuitry and board doors, and an inboard door actuator
left and right land/taxi lights circuitry are (Figure 14-3).
routed through the main gear down and locked
switches. If a main gear green indicator light The main gear hydraulic actuator also serves
fails to come on at extension, confirmation of as a side brace when the gear is extended. It
gear down locking (after bulb testing with the features an integral downlock mechanism that
SYSTEM/TEST switch) is made by switching can be unlocked only with hydraulic pressure
on the applicable land/taxi light. on the retract side; therefore, no downlock
pins are provided. Each main gear scissor links
Nose gear green light circuitry is common actuates a squat switch.
with the nose steering system. Confirmation
of nose gear down locking (after bulb test- The main gear is hydraulically held in the re-
ing) is made by positioning the nose steering tracted position and is enclosed by an outboard
switch on the pedestal to ON and observing and an inboard door. The outboard door is me-
that the ARM light, on the NOSE STEER chanically linked to, and travels with, the gear.
switch, illuminates.
Landing Gear Warning System

The aural warning horn will sound and three red
UNSAFE lights will come on when all the
following conditions are present:
Landing gear is not down and locked.
Altitude is less than 16,300 feet.
Airspeed is below 170 KIAS.
At least one thrust lever is retarded below
approximately 60% N 1 .
When the horn sounds under the above con-
ditions, it can be silenced by momentarily de-
pressing the MUTE switch on the LANDING
GEAR control panel position, or by depress- Figure 14-3. Main Gear Components

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The inboard door is hydraulically actuated,

switch sequenced, and held retracted by hy-
draulic pressure and a spring-loaded uplatch
which can be released by either of two actua-
tors. The uplatches will hold the doors closed
if hydraulic pressure is lost.
One of the actuators is hydraulically operated

for normal extension and pneumatically op-
erated for alternate extension (blowdown).
The other actuator is pneumatically operated
for free-fall extension.
Proper shock strut inflation is an important

consideration. The shock struts are serviced
to a specified pressure with the airplane on
jacks. When the airplane weight is on the
struts, the amount of strut extension will vary
with the airplane load.
Squat Switch System

General Figure 14-4. Squat Switch
Some airplane systems operate only on the

ground while others operate only in the air. The Thrust reversers:
squat switch system is designed to provide Both squat switches must be in the ground
the necessary ground or airborne signals to mode for thrust reversers to deploy.
these systems.
Antiskid system:
The squat switch system consists of two squat The switches disable the wheel brakes
switches (Figure 14-4), one on each main land- in the air with the antiskid system on.
ing gear strut scissors, and a relay box. When the The wheel brakes remain inoperative
airplane is on the ground and the main landing until the wheels spinup requirements
gear struts are compressed, the squat switches have been met on landing.
close to provide a ground mode signal. Gear control valve:
When the airplane lifts off the ground and the The switches disable the gear-up
main landing gear struts extend, the squat solenoid on the ground to prevent inad-
switches open, interrupting the ground mode vertent landing gear retraction. Either
signals, thereby shifting to air mode. squat switch in ground mode will disable
the gear-up solenoid. Both squat
Squat Switches switches must be in the air mode to allow
landing gear retraction.
The squat switches provide ground or air sig-
nals to the following: Autospoilers:
Both squat switches must be in ground
FADEC mode for autospoilers to extend.
Stall warning systems: Stabilizer heat:
The switches disable the stall warning Disables stabilizer heat in the ground mode.
test feature in the air.
APU

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Takeoff warning system Stall warning lights and shakers (air-

borne operation)
Squat switch relay box:
Fuel FILL-ON switchThe magnetic
Either squat switch in the ground mode latch for the ON position of FILL-ON
puts the relay box in ground mode. Both switch is released when the relay box
squat switches must go to air mode to goes to the air mode.
put the relay box in air mode.
Hourmeter (airborne operation), if installed
Squat Switch Relay Box
Davtron Clocks
The squat switch relay box, like the squat
switches, is either in the ground or airborne TAT probe heatingHeating provided
mode. If an electrical ground is available when in air mode
through either squat switch, the relay box is
powered to the ground mode. The squat switch Main Gear Wheel And Tires
relay box uses DC power from the SQUAT SW Each main gear wheel incorporates two fusible
circuit breaker in the TRIMFLT CONT group plugs that prevent tire blowout caused by ex-
on the left circuit-breaker panel to provide cessive heat resulting from hard braking. Tires
ground mode signals. With the SQUAT SW cir- are 17.50 X 5.78-8, 14 ply of the tubeless type
cuit breaker open, all the relay box functions (210 mph/182 knots rated), serviced to 210 psi
go to air mode, even when on the ground. loaded, or 202 psi on jacks.
NOTE NOSE GEAR COMPONENTS

The position of the SQUAT SW circuit The nose gear consists of an air-hydraulic
breaker has no effect on the landing shock strut incorporating a self-centering de-
gear, thrust reversers, antiskid, stall vice, a nosewheel steering actuator, and me-
warning system operation or stabilizer chanically operated doors (Figure 14-5).
heat. These systems receive signals
directly from the squat switches, as The nose gear strut is conventional, with two
explained previously. exceptions: it does not have scissor links and
the nosewheel steering actuator drive train is
Circuits to the squat switch relay box are: within the strut.
Nosewheel steering (ground operation) The nose gear actuator incorporates an inte-
gral downlock mechanism to maintain down-
Cabin pressurization (airborne operation) locked condition; therefore, a downlock pin is
Low-limit function of windshield heat not provided. As with the main gear actuator,
and timer (ground operation) the locking mechanism can be released only
by hydraulic pressure on the retract side.
Mach trim test (ground operation)
T.O. TRIM light for out-of-takeoff range The gear is held retracted by hydraulic pres-
(ground operation) sure and a spring-loaded uplock hook that
engages the uplatch roller on the forward
SPOILER MON circuit cutout (ground side of the strut. The uplock hook holds the
operation) nose gear up if hydraulic pressure is lost.
Generator current limiting (ground The uplock can be released by either of two
operation) actuators. One of the actuators is hydrauli-
cally operated for normal extension and pneu-
Airstart relay (airborne operation) matically operated for alternate extension
CrossStart relay (ground operation) (blowdown). The other actuator is pneumat-
ically operated for free-fall extension.

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Nose Gear Wheel And Tire

The nosewheel tire is chined to permit take-
off in up to three-quarters of an inch of water
or slush. The chine deflects water or slush
spray away from the engine intakes. The 18 X
4.4, 10 ply tire is rated to 210 mph (182 knots),
serviced to 109 psi loaded or 105 psi on jacks.
OPERATION
The landing gear control valve is solenoid op-
erated through switches sensing full open po-
sition of the main gear inboard doors. The
circuit is routed through both squat switches
to ensure that the airplane is off the ground prior
to the valve being energized for retraction.
Figure 14-5. Nose Gear
When retracted, the nose gear is enclosed by

two doors that are linked to, and travel with,
the gear.
An improperly centered nosewheel can jam in

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

pressure in the strut, proper inflation of the
strut is especially important. As with the main
gear, the nose strut is serviced to a specified
pressure with the airplane on jacks.
When the airplane weight is on the strut, the

amount of strut extension will vary with air-
plane load.
Because the cams cannot center the wheel if

it is swiveled 180 from the normal position,
the nose gear should be checked, on the exte-
rior inspection, to ascertain that the gear up-
lock roller is facing forward.
Figure 14-6. Nose Gear Centering Cams

FlightSafety
international
The gear door control valve is also solenoid Normal Extension

operated. It is energized to the door open po-
sition when the landing gear selector switch Positioning the landing gear selector switch
is placed in either the UP or the DN position. to DN energizes the door control valve, di-
It is energized to the door close position by recting pressure to release the main gear in-
gear-operated switches when the gear is fully board door uplatch and to the door actuators
retracted or extended. to open the doors. The two red main gear UN-
SAFE lights illuminate.
Both control valves are pneumatically oper-
ated during landing gear alternate extension When the inboard doors are full open, the gear
(blow-down or free-fall). control valve is energized and flow is directed
to release the nose gear uplatch and to the
Normal landing gear operation uses 28 VDC gear actuators to extend the nose and main
supplied through the GEAR circuit breaker on gear (Figure 14-8). The red nose gear UN-
the copilots circuit-breaker panel. The gear SAFE light illuminates.
CB is on the EMER BUS in the event of elec-
trical failure, the gear indicator lights are also When the gear is fully down and locked, the
powered by the No. 2 emergency battery, but three green down lights illuminate and the red
gear operation is not. The gear would have to nose gear UNSAFE light extinguishes. A cir-
be extended using the alternate gear extension cuit through the main gear downlock switches
procedure with an electrical power failure. is completed to energize the door control valve.
Pressure closes the gear inboard doors (Fig-
ure 14-8), which lock in position by spring ten-
Normal Retraction sion of the door uplatches. The two red main
Positioning the landing gear selector switch gear UNSAFE lights extinguish.
to UP energizes the door control valve, di-
recting pressure to release the main gear in- Alternate Extension
board door uplatches and inboard door
actuators to open the doors. General
There are two alternate gear extension systems,
The two red main gear UNSAFE lights il-
designated blowdown and free-fall. Two
luminate.
air bottles, charged to 1,800-3,000 psi, power
the systems. Bottle pressures are shown on
When the inboard doors are full open, door
the GEAR AIR and BRAKE AIR indicators on
down switches on the inboard door actuators
the hydraulic control panel (Figure 14-9). The
complete a circuit routed through both squat
indicators operate on 28-VDC electrical power
switches (air-mode) to energize the gear con-
from the AIR PRESS IND circuit breaker in
trol valve, and hydraulic flow is directed to un-
the HYDRAULIC group, on the right circuit-
lock and retract the landing gear (Figure 14-7).
breaker panel.
The three green DOWN lights extinguish and
the red nose gear UNSAFE light illuminates.
The gear air bottle is used only for alternate
gear extension-blowdown.
When the gear has fully retracted, the red nose
gear UNSAFE light extinguishes and switches
The brake air bottle is primarily for emer-
are actuated that energize the door control
gency braking, but also provides pressure for
valve. Pressure closes the gear inboard doors,
the gear free-fall system. The blowdown sys-
which lock in position by spring tension of the
tem should be attempted first to conserve brake
door uplatches. The two main red UNSAFE
air for emergency braking (hydraulic failure),
lights extinguish.
and to avoid interruption of main hydraulic sys-
tem pressure (electrical malfunction). Prior to

14-8
OVERBOARD
GEAR BLOWDOWN CONTROL VALVE
GEAR
SELECTOR
VALVE
EXTEND RETRACT
SOL SOL
;
TO
BRAKE
LEARJET 60
SYSTEM SOL SOL
UPLATCH
ACTUATOR
DOOR
SELECTOR
VALVE

UPLATCH
;
DOOR
NOSE DOOR
ACTUATOR
GEAR ACTUATOR
ACTUATOR
FREE
GEAR FALL MAIN
FREE FALL UPLATCH GEAR
UPLATCH MAIN
ACTUATOR ACTUATOR UPLATCH GEAR
GEAR INBOARD DOOR ACTUATOR
FlightSafety
EMERG OVERBOARD
BRAKING
LEGEND
SYSTEM HYDRAULIC PRESSURE RETURN AIR PRESSURE
international
Figure 14-7. Landing Gear Retracted
OVERBOARD
GEAR
SELECTOR
VALVE
EXTEND RETRACT OVERRIDE

;
SOL CHECK
SOL
VALVE
TO
BRAKE
LEARJET 60
SYSTEM SOL SOL
GEAR
AIR
BOTTLE UPLATCH
ACTUATOR
DOOR
SELECTOR
VALVE
UPLATCH

;
DOOR
NOSE DOOR
ACTUATOR
GEAR ACTUATOR
ACTUATOR
GEAR
FREE FALL MAIN
CONTROL FREE-FALL GEAR
VALVE UPLATCH MAIN
ACTUATOR UPLATCH GEAR
ACTUATOR UPLATCH
ACTUATOR
GEAR INBOARD DOOR
FlightSafety
EMERG OVERBOARD
BRAKING
LEGEND
international
SYSTEM HYDRAULIC PRESSURE RETURN AIR PRESSURE
14-9
Figure 14-8. Landing Gear Extended

FlightSafety
international
Blowdown
Pushing the BLOW DOWN lever down actu-
ates a valve to release GEAR AIR pressure to
position the gear selector valve and the gear
door selector valve to the extend position (Fig-
ure 14-10).
This prevents inadvertent gear retraction and

provides a return flow path for fluid from the
retract side of the gear and door actuators. If
air pressure is greater than hydraulic pressure
(electrical malfunction), the shuttle valves are
repositioned and air pressure accomplishes
the following:
Figure 14-9. Air Pressure Indicators Releases the nose gear uplatch and the
main gear door uplatches
using either system, the landing gear selector Opens the main gear inboard doors
switch (see Figure 14-2) should be placed DN Extends all three gear
and the GEAR circuit breaker on the copilots
circuit-breaker panel should be pulled. This Both main inboard doors will remain open;
will prevent inadvertent gear retraction in the therefore, the two main gear red UNSAFE
event electrical or hydraulic pressure is re- lights will remain illuminated. The three green
stored. The two systems are controlled by sep- DOWN lights will illuminate.
arate manual levers on the right side of the
pedestal (Figure 14-10). Depressing either The BLOW DOWN lever should not be repo-
lever activates the corresponding system. The sitioned to UP prior to landing. Do not at-
levers have ratchets to keep them in the down tempt to retract landing gear after blowdown
position, once activated, and can only be raised has been selected. To do so may cause exces-
by actuating the ratchet release lever and si- sive air pressure to be introduced into the hy-
multaneously lifting the corresponding blow draulic system return lines, thereby rupturing
down or free-fall lever. the reservoir (Figure 14-11).
BLOWDOWN
FREE-FALL
Free-Fall
LEVER
RATCHET LEVER RATCHET If the gear fails to extend with the blowdown
RELEASE RELEASE
system, revert to the free-fall system.
The free-fall system incorporates separate up-

latch release actuators on the main gear in-
board doors and the nose gear which are
pneumatically actuated by the Brake Air bot-
tle pressure when the free-fall system is acti-
vated. The system does not pressurize the gear
actuators or gear inboard door actuators; how-
ever, if blowdown was actuated first, pressure
would still be applied to the actuators from the
Gear Air bottle.
Pushing the FREE-FALL lever down actuates

RIGHT SIDE OF PEDESTAL a valve to release Brake Air bottle pressure to
Figure 14-10. Alternate Extension Levers position the gear selector valve and the door

OVERBOARD
GEAR
SELECTOR
VALVE
EXTEND RETRACT
HYDRAULIC
SOL SOL
SHUNT
;
TO
BRAKE
LEARJET 60
SYSTEM SOL SOL
GEAR
AIR
BOTTLE UPLATCH
ACTUATOR OVERRIDE
DOOR
SELECTOR CHECK
VALVE VALVE

UPLATCH
;
DOOR
NOSE
DOOR ACTUATOR
GEAR
ACTUATOR ACTUATOR
GEAR
FREE FALL MAIN
VALVE UPLATCH MAIN
ACTUATOR UPLATCH
ACTUATOR
GEAR DOOR
FlightSafety
BLOWDOWN UPLATCH
EMERG OVERBOARD ACTUATOR
BRAKING
LEGEND
AIR PRESSURE RETURN
international
14-11
Figure 14-11. Alternate Gear ExtensionBlowdown

FlightSafety
international
selector valve to extend position (Figure 14- emergency brake system is used to stop the air-
10), if not previously positioned by the blow- plane if hydraulic pressure is lost. Antiskid
down system. protection is not available during emergency
braking (Figure 14-13).
Pressure is also directed to accomplish the
following: OPERATION (WITHOUT
1. Release the nose gear uplatch and the ANTISKID)
main gear door uplatches. Depressing either set of pedals opens the two
2. Position the hydraulic pressure shunt to brake valves and meters system hydraulic
divert residual hydraulic system fluid pressure (from the nose gear down line) se-
pressure to return and deplete main hy- quentially through shuttle valves, open park-
draulic system pressure. ing brake valves, antiskid valves, brake fuses
(that close if a downstream leak occurs), and
In addition to routing pressure (if any remains) a second set of shuttle valves to all four brake
to return, the hydraulic shunt (override check- assemblies (Figure 14-13).
valve) prevents system pressure from in-
creasing. For this reason, the FREE-FALL Pistons in each brake assembly move a pres-
lever should be returned to UP after using the sure plate, forcing the stationary and rotating
system to prevent the shunt from releasing disc together against a backing plate to pro-
any hydraulic pressure that might be regained. duce braking action. Depressing one pedal
Also, if the lever is left in the down position, applies both brakes on the corresponding main
brake air could be depleted if a leak exists in gear; therefore, differential braking is avail-
the free-fall system. able, if required.
The gear and the inboard doors should free- Releasing toe pressure on the pedals repositions
fall to full extension. The green LOCKED DN the brake valve, and springs in the brake as-
lights should illuminate within 15 seconds for sembly return fluid in reverse flow through the
free-fall actuation if there is no residual hy- brake valves to the reservoir, releasing the brakes.
draulic pressure.
A restrictor in the nose gear down line creates
As in blowdown extension, both inboard main back pressure on the brakes as the landing
gear doors remain open and the main gear UN- gear retracts.
SAFE lights remain illuminated (Figure 14-12).
This pressure is sufficient to stop the wheels from
BRAKES rotating prior to their entering the wheelwell.
When taxiing through slush or snow, brake

GENERAL application creates friction heat to prevent
The brakes can be applied by either the pilot or brake freezing
copilot. The system has multidisc, self-ad-
justing brake assemblies, one for each main If a takeoff is made in slush or snow, brake as-
gear wheel. Depressing the top section of the sembly moving parts may freeze together after
rudder pedals actuates the associated power retraction. If frozen brakes are suspected after
brake valves which meter hydraulic pressure to the gear is extended for landing, position the
the brakes. Braking force is in direct propor- ANTISKID switch to OFF, apply the brakes
tion to pedal application unless reduced by the 6 to 10 times to break up possible ice forma-
antiskid system. An antiskid system, moni- tions, then return the ANTISKID switch to
tored by failure lights, permits stopping in the ON. Operation of the wing anti-ice system
shortest possible distance under all runway will also aid in preventing frozen brakes, since
conditions. Parking brakes can be set with a con- bleed air is exhausted into the main gear wheel-
trol handle on the center pedestal. A pneumatic well area when the system is operating.

Revision 1
OVERBOARD
GEAR
SELECTOR
VALVE
EXTEND RETRACT
HYDRAULIC
SOL SOL
;
SHUNT
BRAKE
SYSTEM
LEARJET 60
SOL SOL
UPLATCH
ACTUATOR OVERRIDE
DOOR
SELECTOR CHECK
BRAKE VALVE VALVE
AIR

BOTTLE
UPLATCH
;
NOSE DOOR
GEAR DOOR ACTUATOR
ACTUATOR ACTUATOR
GEAR
FREE FALL MAIN
VALVE UPLATCH MAIN
ACTUATOR UPLATCH
ACTUATOR
GEAR DOOR
FREE-FALL
FlightSafety
UPLATCH ACTUATOR
LEGEND
international
AIR PRESSURE RETURN
14-13
Figure 14-12. Alternate Gear ExtensionFree-Fall

TO RESERVOIR
FROM NOSE
GEAR DOWN
LINE
PILOT PILOT COPILOT COPILOT

BRAKE VALVE BRAKE VALVE BRAKE VALVE BRAKE VALVE
WARN
LTS
PARKING BRAKE BRAKE AIR BOTTLE

LIGHT
GEAR FREE
FALL
SET
RELEASE
ANTI
SKID OVERBOARD
ON
PARK BRAKE TO
(RELEASED) RESERVOIR EMERG
BRAKING
OFF
SERVO SERVO
ANTI- ANTI-
SKID SKID
BRAKE FUSE VALVE VALVE
SOLENOID SOLENOID
SHUTOFF SHUTOFF
SERVO SERVO
SQUAT SQUAT
SWITCH SWITCH
ANTI-SKID
CONTROL BOX
LEGEND
SYSTEM PRESSURE
METERED BRAKE PRESSURE
RETURN
EMERGENCY BRAKE AIR PRESSURE
ELECTRICAL
MECHANICAL
Figure 14-13. Brake System Schematic

FlightSafety
international
OPERATION (ANTISKID) on may clear a malfunction. All four lights il-

luminate if power to the control box is lost, or
General if the ANTISKID switch is off and the land-
ing gear is down. Electrical power for the an-
The antiskid system controls braking on each tiskid system control circuits is 28 VDC
main gear wheel independently, allowing max- supplied through the ANTISKID circuit
imum braking under all runway conditions breaker in the HYDRAULICS group of circuit
without tire skidding. breakers on the copilots circuit-breaker panel.
The system consists of four wheel speed trans- With the antiskid ON while the squat switches
ducers (one on each main wheel), two antiskid are in the airborne mode and the landing gear
control valves, a control box, monitor lights, extended, these circuits prevent brake pressure
and a lever-locking type ANTISKID switch on from being applied to the brakes. If it is de-
the hydraulic control panel. sired to exercise the brakes in flight (i.e., to
remove ice), the ANTISKID switch must be
The system is not required to be operative for turned OFF.
flight. However, if one or more monitor lights
are on, it must be assumed that the associated EMERGENCY BRAKES
wheels do not have antiskid protection. In
such a case, compute landing and takeoff dis- The emergency brakes are to be used in the event
tance and V 1 speed accordingly, and limit of normal brake system failure. The possibility
takeoff gross weight to 18,500 pounds. of wheel skids is increased when using this sys-
tem since the antiskid system is not operative.
Operation
To apply brakes with the emergency system,
With the ANTISKID switch on and the brakes pull the EMER BRAKE handle out of its re-
applied, the control box receives and analyzes cess (Figure 14-14) and press downward. The
wheel speed inputs from the transducer on EMER BRAKE handle has to be pushed down
each main wheel (Figure 14-13). If the wheel approximately two inches before braking ac-
deceleration rate is higher than a predeter- tion begins. Modulate the handle while brak-
mined limit, the applicable control valve will ing to get a feel for the system and to prevent
individually regulate braking force on the cor- wheel skid. Pressure from the brake air bot-
responding brake by releasing braking pres- tle is metered through the four shuttle valves
sure to the return line as required. to the brake assemblies when the spring-loaded
handle is pressed down. Releasing the handle
The ANTISKID switch is normally left on, al- stops flow from the bottle and allows applied
though the system is inoperative at wheel speeds air pressure to be vented overboard, releasing
less than 160 rpm (approximately 10-11 knots). the brakes.
To ensure full manual control of the brake sys- Since emergency braking applies all brakes si-
tem and to prevent pressure loss through the multaneously, differential braking is NOT
antiskid control valves, a solenoid-operated available. Parking brakes are also inoperative
shutoff valve at each antiskid control valve re- during emergency braking.
turn port is closed when the ANTISKID switch
is off, or when the parking brake is set. Landing with a complete hydraulic failure or
complete electrical failure (flaps, spoilers, and
Four amber ANTISKID lights (Figure 14-13) antiskid inoperative) will increase landing dis-
monitor circuitry for each wheel, and will in- tance. See Dual Generator Failure or Hydraulic
dividually illuminate if a fault is detected. System Failure / Alternate Gear Extension in
Cycling the ANTISKID switch off then back the Airplane Flight Manual for procedure.

FlightSafety
international
NOSEWHEEL STEERING
GENERAL
The digital nosewheel steering system is a com-
puter controlled system that provides nose-
wheel deflection from 0 to a maximum 60
left or right for turning the aircraft when on the
ground. The rudder pedals have limited nose-
wheel steering authority. Once the maximum
rudder pedal displacement is reached, the ped-
als extend the range of nosewheel deflection by
utilizing the generated force on the rudder ped-
als through force sensors.
The computer monitors ground speed, rudder

Figure 14-14. EMERG BRAKE Handle pedal position, nosewheel position, and rud-
der pedal force to determine the correct nose-
PARKING BRAKE wheel deflection. As the ground speed
increases the maximum nosewheel deflection
With an engine operating, normal hydraulic angle decreases (Figure 14-18). With a ground
system pressure is used to set the parking speed of 0 to 2 knots and maximum rudder
brake. To set the parking brake prior to en- force applied to the secondary stops, the wheel
gine start, the auxiliary HYD PUMP switch deflection is 60 left or right. At a ground
must be placed to the ON position until speed of 85 knots the angle of deflection de-
system pressure is obtained, then positioned creases to 0. The torque on the nosewheel is
to OFF. faded to zero by 85 knots to allow smooth
transitions between aerodynamic control and
Apply brake pedal pressure and pull the PARK- nosewheel actuator power loss during cross-
ING BRAKE handle out. This closes the park- wind conditions. The system is disengaged
ing brake valve (Figure 14-13), trapping when the ground speed increases to 90 knots.
applied pressure in the brakes. Pulling the
h a ndle also act uat es a swi t ch t o cl os e a System components consist of a nosewheel
solenoid-operated shutoff valve in each anti- steering computer, steering actuator and gear-
skid control valve, preventing inadvertent loss box, two position sensors (follow ups) on the
of brake pressure. A second switch is actuated gearbox, two rudder pedal follow ups mechan-
when the parking brake handle is pulled. This ically connected to the pilot and copilot rudder
switch causes an amber parking brake light pedals, and a ARM/NOSE STEER switch lo-
above the antiskid light to illuminate. cated to the left of the course heading control
panel (Figures 14-15 and 14-16). The nose-
wheel steering computer also receives and pro-
NOTE cesses signals from the yaw force interface box,
A burned out parking brake the A/P electric box, the nose gear down and
annunciator light will cause the locked switch, and the squat switch relay panel.
takeoff warning horn to sound when
the squat switch relay box is in the When the NOSE STEER 28 VDC and 115
ground mode and the right thrust lever VAC circuit breakers in the TRIM FLT CONT
is advanced above the MCT detent group of circuit breakers on the right circuit
even if the parking brake handle is breaker panel are depressed, AC and DC is sup-
fully forward. plied to the nose steering computer. The com-
puter in turn supplies 28 VDC to the nose strut

FlightSafety
international
GLARESHIELD STEER ON ANNUNCIATOR
L OIL L FUEL L ENG L ENG L HYD R HYDR SPOILER SPOILER L R PITCH

PRESS PRESS CHP VIB PRESS PRESS EXT MON STALL STALL TRIM
L ENG L ENG L ENG TR APR LOW SPOILER STEER MACH T.O.
SPARE
CMPTR CMPTR FILTERS DEPLOY ON FUEL ARM ON TRIM TRIM
TR APR FUEL
UNLOCK ARM SYS
COURSE HEADING PANEL
TR EDS ENG
ARM FAULT SYNC
ARM
CVM TEST
NOSE CVR
STEER CRS 1 HDG CRS 2 PASS FAIL ERASE
ARM/NOSE
LINE
STEER SWITCH ADV
WHEEL MASTER SWITCH (MSW)
Figure 14-15. Nose Steering Controls and Indicators
NOSE STEERING POSITION

SENSOR (FOLLOWUPS)
NOSE STEERING ACTUATOR

GEARBOX
NOSE STEERING ACTUATOR
Figure 14-16. Nose Steering Components

FlightSafety
international
steering actuator, 28 VDC to the yaw force in- Retracting the landing gear while in flight
terface box, VAC excitation voltage to the two will not deactivate the computer. The ARM an-
nose strut position sensors (follow-ups), and nunciator on the ARM/NOSE STEER switch
26 VAC to the two rudder pedal position sen- will extinguish but when the landing gear is
sors (follow-ups) when the system is engaged. down and locked, the ARM annunciator on
the ARM/NOSE STEER switch shall illumi-
OPERATION nate. Depressing the ARM/NOSE STEER
switch has no effect on the system until the
Nosewheel steering can be operated by de- nose gear is down and locked.
pressing and holding either control wheel mas-
ter switch (MSW) or by momentarily The activated computer engages the system
depressing the ARM/NOSE STEER switch on when a ground circuit from the squat switch
the center pedestal. The green STEER ON an- relay panel is detected and the monitored ground
nunciator illuminates when the steering is en- speed is less than 90 knots. Once the system is
gaged in either mode. engaged, 28 VDC is provided to activate the
nose strut servo actuator, excitation voltage is
The digital nosewheel steering system has two provided to the nose steering position sensors,
phases of operation when the ARM/NOSE and to the rudder pedal position sensors.
STEER switch is depressed and released. In
the first phase the computer is activated and The computer receives wheel speed informa-
in the second phase the system is engaged. tion from the left hand and right hand inboard
Depressing and releasing the ARM/NOSE wheel speed transducers and the right hand out-
STEER switch on the center pedestal will ini- board wheel speed transducer. The computer
tially activate the computer when a ground also receives rudder pedal information from
circuit from the nose gear down and locked the rudder pedal position sensors (follow-up),
switch is provided to the computer and no sys- and rudder force information from the yaw
tem faults are detected. force interface box. This information is pro-
cessed and sent to the nose steering servo ac-
When the computer is activated, the ARM an- tuator as either a CW DRIVE or CCW DRIVE
nunciator on the ARM/NOSE STEER switch signal. The actuator then positions the nose-
shall illuminate and the green STEER ON an- wheel through the gear movement and sends
nunciator (Figure 14-17) on the glareshield this information back to the computer. The
shall illuminate if the actuator has the capability steering actuator (follow-ups) monitor gear
to receive commands from the computer. movement and sends this information back to
the computer. The computer corrects actual
Once activated, the computer will remain ac- wheel deflection, as necessary.
tivated until detection of a system fault, the
ARM/NOSE STEER switch is depressed and The nosewheel steering computer provides
released a second time (with nose gear down monitoring for protection against failures.
and locked only), or the pilots or copilots con-
trol wheel master switch is depressed and re- This monitoring is provided by processors in
leased (on ground only). When the computer the digital computer. The computer monitors
is deactivated on the ground, the nosewheel the following:
steering disconnect tone will sound and the
STEER ON annunciator extinguishes. When 1. Wheel speed transducers on the main
steering is engaged by holding the wheel mas- gear to determine ground speed.
ter switch, it disengages when the master
switch is released, and the green STEER ON 2. Rudder pedal follow-ups to provide
steering commands.
light extinguishes, but the disconnect tone
does not sound. 3. Rudder pedal force signals to provide
steering commands.

(MSW)
ARM
(MSW) STEER
NOSE ON
STEER
WHEEL SPEED
TRANSDUCERS
LEARJET 60
LEFT INBOARD
RIGHT INBOARD
RIGHT OUTBOARD
NOSE GEAR
DOWNLOCK
SWITCH
STRUT STRUT
NOSEWHEEL STEERING COMPUTER ACTUATOR POSITION POSITION

SENSOR SENSOR
SQUAT SWITCH
RELAY BOX
28 VDC 115 VAC
PEDAL YAW FORCE PEDAL

POSITION INTERFACE POSITION
SENSOR BOX SENSOR
FlightSafety
PILOT'S PEDAL PEDAL COPILOT'S
RUDDER FORCE FORCE RUDDER
PEDALS SENSOR SENSOR PEDALS
international
14-19
Figure 14-17. Digital Nosewheel Steering System

FlightSafety
international
4. Nosewheel follow ups to provide nose- speed signals is lost. Once disarmed, the sys-
wheel displacement. tem shall not rearm until the fault is corrected
5. Ground speed is greater than 90 knots. (STEER ON and ARM lights extinguished).
6. Nose gear is not down and locked. Loss of two wheel speed signals will disengage
7. Squat switches closed (on ground). the system. Once disengaged, it will not rearm
to alert of an internal failure. In this case, the
8. Servo is in the standoff condition. This nosewheel steering can still be operated
occurs when the ground speed is at zero through the control wheel master switch up to
knots. The servo cannot drive the strut 10 knots. The disconnect tone will not sound
to the same position as the rudder ped- at the 10-knot point.
als due to excessive friction. The com-
puter limits the current of the servo to Loss of one of the pedal force signals will dis-
protect against burning the motor out arm the system. Limited nosewheel deflec-
with excessive current. tion up to 24 can be achieved by depressing
The digital nosewheel steering system will con- and holding either the pilots or copilots con-
tinue normal operation if one of the three wheel trol wheel master switch.
PEDAL DEFLECTION FORCE SENSORS

60 0-2 KTS
5 KTS
N MAX PEDAL
50
O
S 10 KTS
E
W
H
E 40 15 KTS
E
L
A
N
G 30
L
E
I
N
20
D 20 KTS
E
30 KTS
G
R 40 KTS
E 10
50 KTS
E
S 60 KTS
70 KTS
0 80 KTS
0 10 20 30
10 20 30 40 50 60 70 80 90 100 110 120
PEDAL IN DEGREES FORCE IN POUNDS
Figure 14-18. Nosewheel Steering Variable Authority

FlightSafety
international
QUESTIONS
1. Emergency air pressure can be used for: 6. Three gear UNSAFE lights will be on
A. Gear extension and parking brake and the gear warning horn sounding when
the:
B. Gear, flaps, spoilers, and brakes
C. Gear extension and brakes A. Gear is retracted and no green
DOWN lights are on.
D. Gear extension, flaps, and brakes
B. Gear is down and throttles are
above 60% N 1 below 15,300 feet.
2. GEAR AIR and BRAKE AIR pressure
indicators should indicate ______ prior C. Gear is up and the throttles are
to takeoff. below 60% N 1 , below 170 KIAS
A. 1,800 to 3,000 psi and below 16,300 feet.
B. Minimum 1,700 psi D. Flaps are extended below 25 degrees
regardless of altitude.
C. 3,000 to 3,350 psi
D. Maximum 1,750 psi 7. The gear warning horn will sound with-
out any gear light indications when the:
3. During normal gear operation, main gear A. Gear is up the throttles are below
inboard doors and the main gear are se- 60% - 70% N 1 below 14,500 feet.
quenced by:
B. Gear is up and flaps are below 25.
A. Micro switches C. Gear is down and V LE is exceeded.
B. Emergency air pressure D. Gear is up, spoilers are extended,
C. Mechanical link and flaps are below 3.
D. Both A and B
4. After the gear is fully retracted, the gear 8. Illumination of the main gear red UN-
position light indications will be: SAFE lights with gear down and three
green lights indicates:
A. Three green DOWN lights if the
throttles are below 60% - 70% N 1 . A. The corresponding main gear is not
B. Three green DOWN lights down and locked.
C. Three red UNSAFE lights until B. The corresponding main gear is not
above approximately 15,000 feet up and locked.
D. None of the lights should be illumi- C. The corresponding main gear in-
nated if throttles are approximately board door is not fully closed.
60% or more. D. The corresponding main gear in-
board door is locked in the closed
position.
5. After an alternate gear extension, the gear
position light indication will be:
9. The nose gear red UNSAFE light will be
A. Three green on when:
B. Three green, two red A. The nose gear is unsafe or in transit.
C. Three red, two green B. Nosewheel steering is inoperative.
D. Three red, three green C. The nose gear doors are open.
D. The nose gear doors are closed.

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10. To set the parking brake: 15. When the antiskid system is operating
A. Hydraulic system pressure is not properly, all the ANTI-SKID lights:
required. A. Will be extinguished, provided the
B. Hydraulic system pressure is required. ANTI-SKID switch is on
C. Only the pilots brake pedals can be B. Will be on, provided the ANTI-
used. SKID switch is on
D. Antiskid must be off. C. Will be on when the parking brake
is set
11. When antiskid is inoperative: D. Will be on when wheel speed is less
than 150 rpm
A. The airplane may not be dispatched.
B. Landing/takeoff distances and V 1 16. The nosewheel steering actuator is a:
speed will be affected.
A. 28 VDC motor
C. Takeoff V R will be affected.
B. 115 VAC motor
D. B and C are both correct.
C. Hydraulic motor
12. Normal brake pressure is provided by: D. Vane-type hydraulic actuator
A. Main hydraulic system through the
nose gear down line
B. Brake accumulator
C. Brake air bottle through the antiskid
control valves
D. Gear air bottle
13. If a green DOWN light is burned out,

main gear down and locked condition can
be confirmed by:
A. GND IDLE light illuminated
B. ENG SYNC light illuminated
C. Illumination of the corresponding
landing light
D. Red UNSAFE lights illuminate
14. The electrical requirements for nosewheel

steering are:
A. 24 VAC and 28 VDC
B. Only 28 VDC
C. Only 115 VAC
D. 28 VDC and 115 VAC

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 15-1
GENERAL ........................................................................................................................... 15-1
PRIMARY FLIGHT CONTROLS ........................................................................................ 15-2
Elevators ........................................................................................................................ 15-2
Ailerons.......................................................................................................................... 15-4
Rudder............................................................................................................................ 15-4
TRIM SYSTEMS .................................................................................................................. 15-7
General........................................................................................................................... 15-7
Rudder Trim (Yaw) ........................................................................................................ 15-7
Aileron Trim .................................................................................................................. 15-7
Pitch Trim ...................................................................................................................... 15-9
Mach Trim ................................................................................................................... 15-12
SECONDARY FLIGHT CONTROLS................................................................................ 15-14
Flaps............................................................................................................................. 15-14
Spoilers ........................................................................................................................ 15-16
YAW DAMPERS ................................................................................................................ 15-20
General......................................................................................................................... 15-20
Operation ..................................................................................................................... 15-21
Rudder Boost ............................................................................................................... 15-21
STALL WARNING SYSTEM ............................................................................................ 15-21
General......................................................................................................................... 15-21

Stall Warning Indicators .............................................................................................. 15-23

Operation ..................................................................................................................... 15-23
OVERSPEED WARNING .................................................................................................. 15-24
General......................................................................................................................... 15-24
Operation ..................................................................................................................... 15-24
QUESTIONS....................................................................................................................... 15-25

ILLUSTRATIONS
Figure Title Page
15-1 Flight Control Surfaces .......................................................................................... 15-2
15-2 Elevator Control System ........................................................................................ 15-3
15-3 Aileron Control System.......................................................................................... 15-5
15-4 Rudder Control System .......................................................................................... 15-6
15-5 Trim Systems Controls and Indicators ................................................................... 15-8
15-6 Trim System Schematic ....................................................................................... 15-10
15-7 Mach Trim Systems Schematic............................................................................ 15-13
15-8 Mach Trim Test .................................................................................................... 15-15
15-9 Flap System.......................................................................................................... 15-16
15-10 Spoiler Controls and Indicators ........................................................................... 15-18
15-11 Spoiler/Autospoiler Operation ............................................................................. 15-19
15-12 Spoileron Operation (Left Aileron Up) ............................................................... 15-20
15-13 Stall Warning System........................................................................................... 15-22

CHAPTER 15
FLIGHT CONTROLS
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INTRODUCTION
The manually actuated 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 yaw damper, rudder boost, stall warning, Mach
overspeed/warning, and Mach trim.
GENERAL
The primary flight controls (ailerons, eleva- rudder feature trim tabs. The movable hori-
tor, and rudder) are mechanically operated zontal stabilizer provides trim in the pitch axis.
through the dual-control columns, control
wheels, and rudder pedals. All flight control trim motors and electrical
servos can be disabled by depressing and hold-
The ailerons incorporate mechanical balance ing either control wheel master switch (MSW)
tabs to provide aerodynamic assistance. Trim in the event of a malfunction causing uncom-
systems (pitch, roll, and yaw) are electrically manded control inputs.
operated and controlled. The left aileron and the

The flaps, spoilers, and spoilerons are hy- PRIMARY FLIGHT

draulically operated and electrically controlled.
All flight control surfaces are shown in Figure CONTROLS
15-1. Aileron augmentation is provided by a
spoileron system to increase roll capability
when the airplane is configured for landing. ELEVATORS
The elevators (Figure 15-2) are hinged to the
A Mach trim system provides automatic pitch aft edge of the horizontal stabilizer and are
trim to compensate for a slight reduction in connected through cables, push/pull tubes,
stick force gradient. sectors, and bellcranks to the control columns.
They are positioned through this mechanical
A controls gust lock is provided to prevent linkage by fore-and-aft movement of the con-
wind gust damage to the primary flight control trol column. Three scuppers are located near
surfaces. When installed as depicted in Figure the aft edge of each elevator for moisture
15-1, the lock holds full left rudder, full up left drainage, and three static wicks are attached
aileron, and full down elevator displacement. to the trailing edge of each elevator.
PILOT'S CONTROL
WHEEL
MECHANICAL
ELECTRICALLY TRIMMED ELEVATOR
HORIZONTAL STABILIZER
PILOT'S RIGHT
RUDDER PEDAL
VERTICAL STABILIZER
ELECTRIC RUDDER
TRIM TAB
FLIGHT CONTROLS
GUST LOCK
MECHANICAL RUDDER WITH
MECHANICAL AILERON BOOST AND DAMPER
ELECTRIC AILERON TRIM TAB

SPOILER/SPOILERON
MECHANICAL AILERON
BALANCE TAB
ELECTRIC/HYDRAULIC SPOILERS
ELECTRICAL CONTROL SELECTABLE OR AUTO
HYDRAULICALLY ACTUATED SPOILERON ROLL AUGMENTATION
FLAPS WITH FLAPS FULL DOWN
Figure 15-1. Flight Control Surfaces

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The elevators can be electrically positioned The pitch servo actuator is a two-direction
through the autopilot pitch servo in addition torque motor; it incorporates an electrical
to manual operation through the control col- clutch that is disengaged unless the autopilot
umn movement. is connected to utilize the servo. If a system
malfunction causes the servo to produce an un-
Pitch Servo desired elevator movement, the crew can dis-
engage the servo clutch by depressing and
The airplane has one pitch servo actuator for holding the wheel master switch (MSW) on ei-
use by the autopilot (Figure 15-2). Autopilot op- ther control wheel. The pilot can also manu-
eration is described in Chapter 16, Avionics. ally override the pitch servo, if necessary.
ELEVATOR ASSEMBLY
ELEVATOR UP/DOWN
SPRING ASSEMBLY
ELEVATOR CONTROL CABLES

AND PULLEYS INSTALLATIONS
AUTOPILOT
SERVO ACTUATOR
ELEVATOR FORWARD
SECTOR ASSEMBLY
CONTROL COLUMN
ELEVATOR AFT
SECTOR ASSEMBLY
Figure 15-2. Elevator Control System

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The PITCH SERVO circuit breaker, in the Trim Tab

AFCS group of circuit breakers on the pilots
circuit-breaker panel, powers the DC servo. The aileron trim tab is attached to the inboard
trailing edge of the left aileron (Figure 15-3).
The tab is positioned by either control wheel
Up/Down Spring trim switch. Aileron trim tab position is indi-
An up/down spring assembly in the elevator cated on the cockpit forward instrument panel.
control linkage improves pitch stability. Uncommanded aileron trim can be stopped
by depressing and holding either control wheel
AILERONS master switch (MSW).
The ailerons (Figure 15-3) are hinged to the Aileron Follow-ups
trailing edge of the wings and are connected
through pulleys and cables to the control Aileron follow-up mechanisms, driven by
wheels. The ailerons can be mechanically po- aileron control linkage, provide aileron dis-
sitioned with either control wheel or by an placement information to the spoileron com-
autopilot roll servo actuator to provide con- puter and to the autopilot.
trol in the roll axis. Aileron effectiveness is
augmented by spoilerons when the airplane is RUDDER
configured for landing.
The rudder (Figure 15-4) is hinged to the aft
Spoileron (aileron augmentation) operation edge of the vertical stabilizer and is connected
is automatically activated when the flaps are through a sector, drive, cables, and rudder
lowered below 25. In the spoileron mode, pedal linkage to both sets of rudder pedals. The
when an aileron is moved up to initiate airplane rudder can be manually positioned with either
roll, the spoiler on the same wing automati- set of rudder pedals or by the yaw damper
cally raises the same number of degrees to servo. The crew can manually override the
provide additional roll control. yaw damper in the event of a malfunction or
disengage it by depressing either wheel mas-
ter switch or the yaw damper YD button on the
Roll Servo (Autopilot) autopilot control panel (Figure 15-4).
The ailerons can also be positioned by the au-
topilot roll servo. The servo incorporates an The yaw damper servo receives 28 VDC power
electrical clutch that engages only when the au- t h r o u g h t h e RO L L - YAW S E RVO c i r c u i t
topilot roll axis is engaged. In the event of a mal- breaker in the AFCS group of circuit break-
function, the servo can be manually overridden ers on the pilots circuit-breaker panel.
by the pilot or disconnected by disengaging
the autopilot. The 28 VDC ROLL-YAW SERVO Rudder Boost System
circuit breaker is in the AFCS group of circuit
breakers on the pilots circuit-breaker panel. The rudder boost system reduces rudder forces,
increases directional control effectiveness,
and improves takeoff performance. Whenever
Balance Tab the flaps are 8 or lower, and the pilot exerts
The balance tab on each aileron (Figure 15-3) approximately 50 pounds of rudder pedal
moves proportionally in the opposite direction force, the system engages (if armed) and uses
of the aileron and provides aerodynamic as- the yaw damper servo to assist the pilot in de-
sistance in moving the aileron against air- flecting the rudder. A RUDDER BOOST
loads, thus reducing control wheel force. switch is used to arm the system and system
status is provided by green RB (active) and

AILERON
AILERON BALANCE
TAB
AILERON POSITION AILERON DRIVE
SENSOR (FOLLOWUP) SUPPORT ASSEMBLY
RH
AUTOPILOT ROLL
SERVO ACTUATOR
OUTBOARD AILERON
LEARJET 60
DRIVE SECTOR
AILERON TRIM
TAB
PRESSURE SEAL
CONTROL WHEEL

AILERON POSITION
SENSOR (FOLLOWUP)
LH
OUTBOARD AILERON
DRIVE SECTOR AILERON
AILERON BALANCE
TAB
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15-5
Figure 15-3. Aileron Control System

15-6
RUDDER
AUTOPILOT CONTROLLER
RUDDER TRIM TAB
LEARJET 60
SERVO MOUNT
YAW SERVO ACTUATOR
ELECTRICAL CONNECTOR

PEDAL ADJUST SWITCH RUDDER
AFT SECTOR
RUDDER CONTROL CABLES
AND PULLEYS INSTALLATIONS
RUDDER PEDAL
ADJUSTMENT ACTUATOR
RUDDER TRIM POSITION INDICATOR
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RUDDER FORWARD SECTOR
AND BELLCRANK ASSEMBLIES
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RUDDER PEDAL CONTROL TRIM CONTROL PANEL
COLUMN ASSEMBLY RUDDER TRIM SWITCH
Figure 15-4. Rudder Control System

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amber RB (fail) lights on the glareshield The Airplane Flight Manual specifies a mini-
mounted autopilot controller (Figure 15-4). If mum trim system check that must be accom-
a conflict exists between the yaw damper and plished before each flight and an expanded trim
rudder boost commands, the rudder boost sys- system check that must be accomplished once
tem will override the yaw damper. every ten hours of airplane flight operations.
Rudder Pedals RUDDER TRIM (YAW)

Each set of rudder pedals is electrically ad-
justable with PEDAL ADJUST switches on the Control
pilots and copilots outboard switch panels. Rudder (yaw) trim is controlled through the
rudder trim switch, spring-loaded to the OFF
The switches are of the spring-loaded toggle position (Figure 15-4).
type and have FWD, OFF, and AFT positions.
Power (28 VDC) is supplied through the RUD- The switch knob is split, providing an upper
DER PED ADJ circuit breaker on the copilots and a lower half. Both halves must be rotated
circuit-breaker panel. simultaneously to initiate rudder trim tab mo-
tion. This is a safety feature to reduce the pos-
Rudder Trim Tab sibility of inadvertent trim actuation.
A trim tab, mounted on the bottom of the rud- Uncommanded rudder trim can be stopped by
der, is controlled by a trim switch on the cen- depressing and holding either control wheel
ter pedestal. Trim position is also indicated on master switch (MSW).
the forward instrument panel.
The rudder trim system operates on 28 VDC
TRIM SYSTEMS supplied through the YAW TRIM circuit
breaker on the pilots circuit-breaker panel.
Rudder trim is disabled while either control
GENERAL wheel master switch (MSW) is depressed.
The ailerons and rudder are trimmed with con-
ventional tabs on the control surfaces as pre- Rudder Trim Indicator
viously described. Rudder trim tab position indication is provided
by the RUDDER TRIM indicator (Figure 15-4).
The airplane is trimmed in the pitch axis with
the movable horizontal stabilizer. A dual-
motor (primary and secondary) actuator moves
AILERON TRIM
the leading edge of the horizontal stabilizer up
or down in response to pitch trim inputs. Con- Control
trols and indicators for the trim systems are il- Aileron (roll) trim is controlled with either con-
lustrated in Figure 15-5. trol wheel trim switch located on the outboard
horn of each control wheel (Figure 15-5). Each
The trim position indicators for pitch, roll, control wheel trim switch is a dual-func-
and yaw are all operated on 28 VDC supplied tion (trim and trim arming) switch which
through the TRIM-FLAP-SPOILER indica- controls roll and primary pitch trim. Each
tor circuit breaker on the copilots circuit- switch has four positions; LWD, RWD, NOSE
breaker panel. UP, and NOSE DOWN, in addition to the

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PITCH
TRIM PRIMARY TRIM
LOW RATE
MACH T.O.
TRIM TRIM
PRIMARY TRIM
ANNUNCIATOR PANEL HIGH RATE
CONTROL WHEEL
ARMING SWITCH TRIM SWITCH
WHEEL MASTER SWITCH (MSW)

PILOT'S CONTROL WHEEL (COPILOT'S SIMILAR)
SECONDARY PITCH TRIM SWITCH
Figure 15-5. Trim Systems Controls and Indicators
spring-loaded neutral position. The arming Uncommanded aileron trim can be stopped
button on top of the switch must be depressed by depressing and holding either control wheel
and held while simultaneously moving the trim master switch (MSW). Power (28 VDC) for
switch in the direction of desired trim action. aileron trim is supplied through the ROLL
Actuation of either control wheel trim switch TRIM circuit breaker on the pilots circuit-
to LWD or RWD (with arming button depressed) breaker panel.
will signal the trim tab actuator in the left
aileron to move the trim tab as commanded. Aileron Trim Indicator
Actuation of the pilots trim switch will over- Aileron trim tab position indication is provided
ride actuation of the copilots switch. by the AIL TRIM indicator (Figure 15-5).

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PITCH TRIM The secondary trim for autopilot operation

receives electrical power from the battery
General charging bus through a power relay. The power
relay is closed with power from the right
Pitch trim is accomplished by repositioning the EMER BUS through the SEC PITCH TRIM
horizontal stabilizer to the desired trim setting circuit breaker. Electrical power for pilot-op-
with a dual-motor (primary and secondary) ac- erated secondary trim comes from the right
tuator that operates in four modes (Figure 15-6): EMER BUS through the SEC PITCH TRIM
circuit breaker on the co-pilots circuit-breaker
Primary Trim Motor panel. If the SEC PITCH TRIM circuit breaker
is out, the PITCH TRIM annunciator will il-
Primary pitch trim mode luminate. If SEC PITCH TRIM to the autopi-
Mach trim mode lot is lost, the red TRIM light will illuminate
on the autopilot control panel. Pilot-operated
Secondary Trim Motor secondary trim is operable in the EMER BUS
mode of operation, but autopilot trim is not.
Secondary pitch trim mode
Autopilot pitch trim mode The primary motor operates at two speeds
(high or low); the secondary motor operates
The pilot-operated primary pitch trim and sec- at a single speed. The operating speed of the
ondary pitch trim systems are electrically in- primary motor is automatically controlled by
dependent systems. Mode selection (primary the primary trim speed controller/monitor,
or secondary) is made with the PITCH TRIM and is based on horizontal stabilizer position.
selector switch (Figure 15-6).
Primary pitch trim is pilot-controlled through

Primary Trim Speed Controller
either of the control wheel trim switches; sec- Monitor
ondary pitch trim through the secondary pitch The primary trim speed controller/monitor
trim toggle switch on the center pedestal. controls the speed of the primary trim motor
during primary trim operation.
Mach trim automatically engages at 0.70 M I
if the autopilot is not engaged, using the pri- Horizontal stabilizer position is measured
mary trim motor to adjust pitch trim. Autopi- from 1 (full up) to 12 (full down). The pitch
lot operation uses the secondary motor to trim trim indicator has pitch trim markings from 1
in the pitch axis. to 12 with the full up horizontal stabilizer po-
sition annotated as N DN trim and full down
Horizontal stabilizer position is displayed on stabilizer position annotated as N UP trim.
the PITCH TRIM indicator.
The trim speed controller shifts the primary
Pitch Trim Actuator trim speed at approximately 6.5. This point is
marked on the PITCH TRIM indicator with an
The pitch trim actuator is powered by two 28- index mark ( ). Primary trim speed above the
VDC motors, either of which can move the hor- index (N DN sidehigh airspeed) will be at a
izontal stabilizer. Primary trim receives low rate; trim speed below the index (N UP
electrical power from the battery-charging bus sidelow airspeed) will be at a high rate (ap-
through a 20-amp current limiter. The control proximately four times faster than low rate).
circuit is powered through the PRI PITCH
TRIM circuit breaker on the pilots circuit- The trim speed controller monitors the hori-
breaker panel. Primary trim will continue to op- zontal stabilizer position (above or below 6.5)
erate in the EMER BUS mode of operation. and monitors the actuator speed during primary

15-10
FOUR-WAY (THUMB)
TRIM SWITCH
WHEEL MASTER
SWITCH (MSW)
MACH TRIM
FOLLOW-UP
STAB
MACH TRIM POSITION
LEARJET 60
MON SWITCH
MACH TRIM
COMPUTER P S
R E
I C
ELEVATOR
MACH TRIM
PRI TRIM
PRIMARY TRIM SPEED
CONT/MON DOWN

SECONDARY TRIM MACH MON SPRING
ASSEMBLY
AUTOPILOT TRIM
A/P PITCH
COMPUTER
3 FLAP SWITCH
AURAL
TRIM-IN-
MOTION
PRIMARY TRIM AUTOPILOT

LOW RATE PITCH SERVO
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PRIMARY TRIM LEGEND
HIGH RATE
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ELECTRICAL
Figure 15-6. Trim System Schematic

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trim motor operation. If the actuator is oper- The autopilot can be operated using the sec-
ating at a high rate in the low rate range (N DN ondary trim motor with the trim selector switch
side of the index), the monitor illuminates the in the PRI or SEC position; however, if either
amber PITCH TRIM light on the glareshield control wheel trim switch is actuated with the
annunciator panel (Figure 15-5). The monitor arming button depressed (Figure 15-5) or if the
function can be tested with the SYS TEST secondary trim switch is actuated, the au-
switch which will be covered later. topilot will disengage.
Trim-in-Motion Audio Clicker In the event of inadvertent trim operation (run-

away trim) depressing and holding either con-
A trim-in-motion audible clicker alerts the trol wheel master switch (MSW) will inhibit
crew to horizontal stabilizer movement. A se- primary and secondary pitch trim. The PITCH
ries of audible clicks is heard through the TRIM light will illuminate while the control
headsets and cockpit speakers whenever the wheel master switch is depressed.
pitch trim actuator is operating continuously
for more than approximately one second. If the control wheel master switch is depressed
while trim is activated with the control wheel
The trim-in-motion clicker may or may not trim switch (as called for in the preflight trim
sound during Mach trim or autopilot trim, de- check), it is necessary to release both switches
pending on the duration of trim inputs. to reset the system.
The audio trim-in-motion will operate only The control wheel trim switches were described
when the flaps are up. in this chapter under Aileron Trim.
Power for clicker operation is 28 VDC, sup-
plied through the WARN LTS circuit breaker Pitch Trim Indicator
on the copilots circuit-breaker panel. Horizontal stabilizer trim position indication
is provided by the PITCH TRIM indicator
Pitch Trim Selector Switch (Figure 15-5). An index, located at 6.5 on the
indicator face, marks the primary trim speed
The PITCH TRIM selector switch provides
changeover point.
primary and secondary mode selection (Fig-
ure 15-5). In the PRI position, primary pitch
A T.O. (takeoff) trim segment is marked from
trim is available using either of the control
5.7 to 8.75. The margins of the T.O. segment
wheel trim switches. In the OFF position, both
are marked AFT and FWD, representing the
trim motors and control circuits are deener-
trim limits for center-of-gravity extremes.
gized and the amber PITCH TRIM light illu-
Whenever the horizontal stabilizer is not
minates.
within the range indicated by the T.O. segment,
the amber T.O. TRIM light will illuminate (on
In the SEC position, secondary pitch trim is
the ground only).
available using the secondary trim switch (Fig-
ure 15-5); this renders primary trim and Mach
trim inoperative. The secondary pitch trim Pitch Trim Light
switch is spring-loaded to the OFF (center) po- The PITCH TRIM light alerts the crew of pitch
sition. trim system mismanagement or an abnormal-
ity. Six different conditions will cause the
If pitch trim is attempted with either control light to illuminate. All have been described
wheel trim switch when the trim selector previously, but are listed again for review.
switch is in the SEC position, the PITCH
TRIM light will illuminate until the control The first three conditions result from sys-
wheel trim switch is released. tem management; the last three are system

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malfunctions. The last condition is further If the autopilot is engaged, it performs Mach
described under Mach Trim. trim functions and the Mach trim system is in
a passive (standby) mode. In this case, the
1. Either control wheel master switch PITCH TRIM selector switch can be in the PRI
(MSW) is depressed. or SEC position, since the autopilot uses the
2. The PITCH TRIM selector switch is in secondary trim motor.
the OFF position.
The Mach trim system consists of a computer,
3. Primary trim is attempted with either con- a Mach trim follow-up on the horizontal sta-
trol wheel trim switch when the PITCH bilizer, and an amber MACH TRIM light on
TRIM selector is in the SEC position. the main annunciator panel. The system op-
4. The trim speed monitor has detected the erates on 115 VAC supplied through the MACH
primary trim motor operating at high TRIM circuit breaker on the pilots circuit-
rate when the horizontal stabilizer is in breaker panel and 28 VDC supplied to the pri-
the low trim rate range. mary trim system. The Mach trim computer
receives airspeed information from the pilot
5. The SEC PITCH TRIM circuit breaker selected ADC 1 or 2 air data computer.
is out.
6. The Mach monitor has detected a Mach Operation
trim computer output fault. The MACH
TRIM and PITCH TRIM lights will both The air data computer electrically transmits air
illuminate in this event. data (Mach number) to the Mach trim computer
and the autopilot pitch computer. At approx-
Trim Speed Monitor imately 0.70 M I , the Mach trim system be-
comes active (unless the autopilot is engaged).
The rotary-type SYS TEST switch is rotated to If the airplane is not manually retrimmed in
TRIM OVSP to ground test the trim speed mon- pitch to compensate for the Mach change, the
itor. During the test, the switch applies a false Mach trim computer will command the ap-
low-trim speed stabilizer position signal to the propriate pitch trim change (noseup trim for
monitor, causing the amber PITCH TRIM light increased Mach, nosedown for decreased
to illuminate when high-speed trim it initiated. Mach) through the primary motor of the pitch
Refer to the Airplane Flight Manual for the trim actuator (Figure 15-7).
complete trim speed monitor check.
Mach trim is interrupted whenever the airplane
MACH TRIM is manually trimmed. The system resynchro-
nizes to function about the new horizontal sta-
General bilizer position when manual trim is released.
The Mach trim system is a fully automatic
pitch trim system that uses the primary trim In flight, synchronization may also be ac-
motor to increase longitudinal stability and complished by selecting the MACH TRIM po-
counteract nosedown tendency (Mach tuck). sition on the SYS TEST switch and depressing
There is no switch to engage the system; it au- the TEST button.
tomatically becomes active at approximately
0.70 M I if the autopilot is not engaged. Monitor Systems
The Mach trim system has two monitors:
Since the Mach trim system uses the primary
motor of the pitch trim actuator, the PITCH Mach trim monitor
TRIM selector switch must be in the PRI po-
sition for system operation. Mach monitor

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R AIR
DATA
COMPUTER
ADC
ADC
PILOT'S EFIS CONTROL PANEL
MACH TRIM
FOLLOWUP
L AIR
DATA
COMPUTER
MACH TRIM
MON
MACH TRIM
COMPUTER P S
R E
I C
PRI TRIM
SPEED
CONT/MON
MACH MON
AUTOPILOT
COMPUTER
LEGEND
ELECTRICAL
Figure 15-7. Mach Trim System Schematic

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If either monitor detects a malfunction in the Mach Trim System Tests

Mach trim system, the amber MACH TRIM light
illuminates and the system disengages. If the The rotary SYS TEST switch is used to test
Mach monitor has detected a fault, it addition- Mach trim system operation and both Mach
ally disables the primary pitch trim system and trim system monitors while the airplane is on
the amber PITCH TRIM light illuminates. the ground. In flight, the MACH TRIM posi-
tion on the SYS TEST switch may be used to
Also, anytime the Mach trim system is disen- resynchronize the system, if necessary.
gaged and Mach is above 0.77 M I , an over-
speed warning horn will sound unless the When the airplane is on the ground, the MACH
autopilot is engaged. TRIM position of the SYS TEST switch is se-
lected and the TEST button depressed to initi-
ate the Mach trim and Mach trim monitor test.
Mach Trim Monitor The test switch inserts a signal (Mach trim) that
The Mach trim monitor continuously monitors causes the horizontal stabilizer to move in the
input signals and power to the Mach trim com- N UP trim direction. Since there is no corre-
puter, and compares signal inputs from the sponding airspeed change, the Mach trim mon-
air data computer (Mach) and the Mach trim itor senses a Mach/horizontal stabilizer position
follow up on the horizontal stabilizer. error. Mach trim disengages and the amber
MACH TRIM and PITCH TRIM lights illumi-
If the Mach trim monitor does not receive a cor- nate. The system test also induces a Mach trim
responding signal change from the Mach trim computer fault signal to the Mach monitor which
follow up when the air data computer signal causes the PITCH TRIM annunciator to illu-
changes (Mach change), a malfunction is in- minate if the Mach monitor is functioning. The
dicated. In the event of power loss to the Mach overspeed warning horn sounds when Mach
trim computer, loss of input signals, or a Mach trim disengages during the test. Figure 15-8 il-
number/horizontal stabilizer trim position lustrates the test. Refer to the Airplane Flight
error, the Mach trim monitor will disengage Manual for the complete Mach trim check.
Mach trim and turn on the MACH TRIM light.
If speed is above 0.77 M I and the autopilot is
not engaged, the overspeed warning horn will SECONDARY FLIGHT
sound. If the fault clears or power is restored, CONTROLS
the system can be resynchronized by selecting
MACH TRIM position on the SYS TEST
switch and depressing the TEST button. FLAPS
Mach Monitor General

The Mach monitor function is provided by The fowler-type, single-slotted flaps are elec-
circuitry within the primary trim speed con- trically controlled and hydraulically actuated.
troller/monitor. If the Mach trim signals ex- Flap motion is a combination of aft movement
ceed normal limits, the Mach monitor will to increase lift and downward tilting to increase
disengage Mach trim, disable primary pitch drag. Left and right flaps are cable intercon-
trim, and illuminate the MACH TRIM and nected to preclude asymmetrical operation.
PITCH TRIM lights. If speed is above 0.77 M I
and the autopilot is not engaged, the over- A position switch is mechanically connected
speed warning horn will sound. If the fault to each flap. Switch action occurs at 3, 13,
clears or Mach trim circuitry is isolated by and 25 of flap travel, providing flap position
pulling the MACH TRIM circuit breaker, pri- information to the landing gear warning, stall
mary pitch trim can be reinstated by cycling warning angle of attack computer, spoiler warn-
the PITCH TRIM selector switch to SEC ing, spoileron, yaw damper, trim-in-motion
PITCH TRIM and back to primary. audio clicker, autopilot, and flight director

FlightSafety
international
1. SELECT MACH TRIM AND DEPRESS TEST 2. OBSERVE NOSEUP TRIM 1 TO 3 SECONDS.
BUTTON.
R PITCH
STALL TRIM
MACH T.O.
TRIM TRIM
3. MACH TRIM AND PITCH TRIM 4. OVERSPEED WARNING HORN SOUNDS.

ANNUNCIATORS ILLUMINATE
WHEN MACH TRIM STOPS (DISENGAGES).
Figure 15-8. Mach Trim Test
systems. Separate flap limit switches (7/9 Flap Position Indicator

and 19/21) automatically maintain flap po-
sition at the selected setting when selected to A vertical-scale FLAP position indicator is
flaps 8 or flaps 20. mounted on the center instrument panel (Fig-
ure 15-9). The flap indicator has the flap
The flap control system operates on 28 VDC, limit speeds (V FE ) placarded on the left side
supplied through the FLAPS circuit breaker on of the indicator.
the copilots circuit-breaker panel. The flaps can-
not be operated from the emergency batteries; Left flap position is electrically transmitted to
however, the flaps are powered through the right the indicator. The indicator operates on 28
emergency bus and can be operated with the VDC, supplied through the TRIM-FLAP-
emergency bus selected as long as there is en- SPOILER circuit breaker in the TRIM-FLT
ergy remaining in the airplane batteries. CONT group of circuit breakers on the copi-
lots circuit-breaker panel. The indicator will
Flap Selector Switch indicate DN with loss of electrical power, re-
gardless of actual flaps position.
The flap selector switch has four positions: UP,
8, 20, and DN (40) with detents at the 8
and 20 positions (Figure 15-9). When the
Operation
flap selector is raised from the 20 or DN po- When the flap selector switch is placed in the
sition, a more positive stop is met at the 8 de- DN position, the flaps extend to 40 and are held
tent. The selector must be pulled out of the 8 down by hydraulic pressure (Figure 15-9). If air-
detent to raise the selector to UP. loads become excessive due to increased air-
speed, a relief valve in the flaps down line will
open, allowing partial retraction of the flaps.

FLAP POSITION
SWITCH (31325)
FLAP POSITION
SWITCH INTERCONNECT
(31325) CABLE
7/9 FLAP 19/21

LIMIT
SWITCHES
FLAP
POSITION ACTUATOR
TRANSMITTER
RESTRICTOR FLAP CONTROL

(FLAP DOWN) VALVE
SOL SOL
FLAP BLOW-UP
RELIEF VALVE
EXTEND RETRACT
(DOWN) (UP)
CHECK VALVE
LEGEND
HYDRAULIC PRESSURE
HYDRAULIC RETURN
RETURN PRESSURE FLAP SELECTOR
TO RESERVOIR FROM PUMPS SWITCH
Figure 15-9. Flap System
If transient airloads cause the flaps to move, the ARM position. The spoilers may be ex-
they will automatically return to the se- tended fully or to intermediate position in
lected position. flight. The autospoiler mode is selected by
placing the spoiler switch to ARM prior to
When UP is selected, the flaps retract to 0. takeoff or landing. When the thrust levers are
moved to IDLE and the aircraft is on the
SPOILERS ground, the spoilers automatically extend.
The spoiler, located on the upper surface of the The spoilers are hydraulically actuated and
wings forward of the flaps, may be extended electrically controlled either by the SPOILER
symmetrically for use as spoilers (spoiler lever (spoiler mode) or by the spoileron com-
mode) or asymmetrically for aileron aug- puter (spoileron mode).
mentation when the flaps are extended
(spoileron mode) (Figure 15-11). Both modes require 28-VDC and 115-VAC
e l e c t r i c a l p ow e r, s u p p l i e d t h r o u g h t h e
The spoilers may be extended symmetrically SPOILER and SPOILERON circuit breakers,
by placing the lever to EXT or they may be ex- respectively, on the copilots circuit-break-
tended automatically by placing the lever in ers panel.

FlightSafety
international
If either circuit breaker is pulled or either When RET is selected, the SPOILER EXT
power source is lost in flight, the spoilers will light goes out and the spoilers are locked down
retract (if extended) and will be inoperative in by internal locks within the actuators. The re-
both modes. Spoiler mode operation does not sultant noseup pitch motion can be countered
require 115-VAC power on the ground. with control pressure and trim.
A pressure relief valve in the system allows Operation (Spoileron Mode)
spoiler to partially blow down at excessive
airspeeds. In the event of main system hy- During spoileron (aileron augmentation) mode
draulic failure, the spoilers will blow closed of operation, the spoilers are independently ex-
and be inoperative. Spoilers cannot be oper- tended and retracted on a one-to-one ratio
ated with hydraulic pressure from the auxil- with the upgoing aileron to increase lateral
iary hydraulic pump. control in the landing configuration. Aileron
augmentation (spoilerons) increase roll con-
The spoiler modes, when selected, will over- trol authority (Figure 15-12).
ride the spoileron mode if it is operating.
The spoileron mode is automatically engaged
When airborne, flaps and spoilers should not when the flaps are lowered beyond 25 and the
be extended simultaneously (SPOILER EXT SPOILER lever is in the RET or ARM position.
light will flash). To do so could cause struc-
tural damage to the flaps. The spoileron computer continuously moni-
tors aileron position. When the ailerons are dis-
Operation (Spoiler Mode) placed from neutral with the manual controls,
The spoilers can be symmetrically extended or the computer commands extension of the
retracted with the SPOILER LEVER (Figure 15- spoiler on the wing with the raised aileron. The
10) located on the top left hand side of the for- spoiler on the opposite wing remains retracted.
ward pedestal assembly, adjacent to the thrust Spoiler extension is limited to approximately
levers. There is a RET position (full forward) 15 during spoileron operation.
and an EXT position (full aft) and detents at
ARM and two other intermediate positions. A Operation (Autospoiler)
vertical-scale spoiler position indicator for RET
(0), 10, 20, 30, and 40 is mounted on the The autospoiler system is pilot controlled
center instrument panel. through the spoiler lever on the forward
pedestal. The autospoiler system includes a
The EXT spoiler lever position commands full green SPOILER ARM light which illuminates
up extension depending upon airspeed; second when the spoiler lever is positioned to ARM.
partial position commands approximately 20 Failure of the SPOILER ARM light to illu-
up, and first partial position commands ap- minate indicates a malfunction.
proximately 10 up. When the spoiler lever is
placed to any position aft of ARM with the air- The spoilers will automatically extend and the
craft on the ground, spoilers will fully extend. white SPOILER EXT light will illuminate when
The white SPOILER EXT annunciator illumi- the following conditions exist (Figure 15-11):
nates steady when either spoiler rises above 1
(except during aileron augmentation). The spoiler system is armed.
The SPOILER EXT annunciator flashes if flaps Both squat switches are in the ground mode.
are extended beyond 3 during spoiler opera- Both thrust levers are at IDLE or CUT-
tion. RET position retracts the spoilers and ex- OFF.
tinguishes the SPOILER EXT annunciator.
On aircraft SN 60-079, 081, 094 and subse-
Since spoiler deployment reduces lift, nose- quent, and on aircraft incorporating SB 60-27-
down pitch should be anticipated and offset 8, the spoilers will automatically extend and the
with control pressure and pitch trim.

R HYD SPOILER SPOILER L

PRESS EXT MON STALL
LOW SPOILER STEER
SPARE
FUEL ARM ON
FUEL
SYS
1/2
ENG HDG BANK ALTS
SYNC
NAV APPR VNAV
Figure 15-10. Spoiler Controls and Indicators
white SPOILER EXT light will illuminate when extend the spoilers in the event of an aborted
the following conditions exist: takeoff. However, to standardize procedures
for aborted takeoff, move the SPOILER
The spoiler system is armed. switch to EXT even with autospoilers armed.
The antiskid system has detected wheel
spin up. Autospoilers may also be used for landing,
but because of possible delayed spoiler de-
Both thrust levers are at IDLE or CUT- ployment during soft landing, EXT should be
OFF. selected even if the autospoilers are armed.
When the spoilers have been automatically
deployed, advancing either thrust lever above Self-Monitor System
IDLE will cause the spoilers to retract. The computer monitors spoiler and spoileron
modes of operation. The SPOILER MON
Autospoilers are only operational when ARM (spoiler monitor) annunciator illuminates
is selected on the spoiler lever. The au- whenever monitor circuits in the spoileron
tospoilers system is used to automatically

SPOILER SPOILER
SPOILER LEVER EXT/PARTIAL EXTEND/ARMED
EXT MON
SPOILER RESET
SPOILERON
SPOILER COMPUTER
SQUAT SWITCHES (L AND R)
ARM AMPLIFIER THRUST LEVER IDLE/CUTOFF SWITCHES (L AND R)
EXTEND EXTEND
SPOIL
SELECT
VALVE
L R
SPOIL SPOIL
L R
SERVO SERVO
FOLLOW-UP FOLLOW-UP
VALVE VALVE
LEGEND
ACTUATOR ACTUATOR NORMAL HYDRAULIC
EXTENDED EXTENDED SYSTEM PRESSURE
EXTEND
RETURN
ELECTRICAL
Figure 15-11. Spoiler/Autospoiler Operation
computer detect a malfunction during spoiler, If the SPOILER MON light does not extin-
autospoiler, or spoileron mode, whenever un- guish, both modes will be inoperative in flight.
equal spoiler extension (6 or more differ-
ence) occurs during the spoiler/autospoiler The SPOILER RESET/TEST switch is used
mode, or whenever the spoiler and aileron de- during the spoileron/spoiler preflight check of
flection is unequal (6 or more difference) in monitor circuit operation. Holding the switch
the spoileron mode. The SPOILER MON an- depressed in RESET inhibits spoileron de-
nunciator also illuminates if electrical power fection. Therefore, if the control wheel is
to the computer is lost through the DC turned while holding the switch in RESET,
SPOILER or AC SPOILERON circuit break- the SPOILER MON light should illuminate
ers. If a malfunction or monitored split occurs, after the aileron has deflected approximately
the amber SPOILER MON light will come on 6. The system can be reset by releasing the
and all modes will be inoperative in flight. SPOILER RESET switch and centering the
However, spoiler mode may still be operative control yoke and momentarily depressing
for ground operation. RESET. The SPOILER RESET switch is also
used to check slamdown of the autospoiler
Spoiler Reset Test Switch from an extended position in the armed mode.
Refer to the Airplane Flight Manual for the
SPOILER RESET is located on the rotary complete spoileron/spoiler check.
SYSTEM TEST panel (see Figure 15-10). If
a malfunction occurs in any mode (SPOILER
MON light on), momentarily depressing the
test button will restore spoiler/spoileron op-
eration, provided the malfunction has cleared.

SPOILER
MON
SPOILER LEVERRETRACT/ARMED
SPOILERON
COMPUTER 25 FLAP SWITCH
AMPLIFIER
SPOILER RESET
EXTEND RETRACT TO COMPUTER
SPOIL R R
SELECT SPOIL AIL
VALVE
L L FOLLOW-UPS
AIL SPOIL
LEFT RIGHT LEGEND
SERVO SERVO
FOLLOW-UPS NORMAL HYDRAULIC
VALVE VALVE
SYSTEM PRESSURE
EXTEND
ACTUATOR ACTUATOR
EXTENDED RETRACTED RETRACT
RETURN
ELECTRICAL
Figure 15-12. Spoileron Operation (Left Aileron Up)
YAW DAMPERS The pilot can override the yaw damper at any
time, if required. When the flaps are lowered
to 3 or more, yaw damper authority (force)
GENERAL is reduced so that landings may be accom-
plished with the yaw damper engaged. When
The yaw damper provides automatic stabi- the auto-pilot is engaged, the yaw damper has
lization about the yaw axis. full authority regardless of flap position.
The system can be used with or without the au- The yaw damper will normally be engaged
topilot engaged. The system will provide full- throughout the flight except for takeoff or
time yaw damping by applying rudder against while trimming rudder. In the event a no-flap
transient motion in the yaw axis. Delta fins on landing is required, the yaw damper must also
the tail section add stability to the airplane, re- be disengaged prior to landing.
ducing the need for yaw dampers. Only one
yaw damper is installed, and the AFM allows The yaw damper servo uses 28 VDC, supplied
the airplane to be dispatched without an op- t h r o u g h t h e RO L L - YAW S E RVO c i r c u i t
erational yaw damper (see Figure 15-4). breaker in the AFCS group of circuit break-
ers on the pilots circuit-breaker panel.
The yaw damper uses the autopilot/flight guid-
ance computer yaw output to drive the yaw The yaw damper is powered through the au-
servo. The autopilot must be operative for yaw topilot. A self-test is completed within the
damper operation but does not have to be en- autopilot when DC electrical power is ini-
gaged. Also the yaw damper receives yaw rate tially applied to the airplane electrical system.
and lateral acceleration from the attitude head- Autopilot power is 28 VDC through the AP-
ing system (AHS). Both AHSs must be work- 1 circuit breaker on the pilots circuit-breaker
ing for the autopilot/yaw damper to operate. panel or AP-2 circuit breaker on the copilots
circuit-breaker panel.

FlightSafety
international
OPERATION Flaps extended greater than 3.

Rudder pedal force sensors on each crew mem- Rudder boost switch ON.
bers rudder pedal assembly provide force The rudder boost system responds to total
data to a yaw force interface box which out- crew rudder pedal force in excess of 50
puts signals to the flight control computers pounds by applying torque to the rudder cap-
(FCCs), a component of the integrated avion- stan proportionate to the rudder pedal pres-
ics processing system (IAPS). The FCCs com- sure being applied.
mand rudder boost and also drive the rudder
servo actuator for yaw dampening and con- The RUDDER BOOST switch, located on the
trolling the airplane laterally in certain au- pilots switch panel, arms the system (see Fig-
topilot modes. ure 15-4). When the switch is ON, rudder boost
is available and will be engaged by the FCCs
The yaw damper is powered whenever the air- if required. The pilot may elect to have the rud-
plane electrical system is powered. The au- der boost ON or OFF for takeoff. Takeoff per-
topilot need not be engaged for the yaw damper formance is provided for both conditions in
to work. The yaw damper engages whenever the Performance section of the AFM.
the autopilot is engaged, or may be engaged
separately by depressing the YD button on In the event of a malfunction in the rudder
the autopilot controller (see Figure 15-4). A boost system, either control wheel master
green light above the YD button illuminates switch (MSW) can be depressed and held to
when damper is engaged. The yaw damper disconnect the rudder boost (yaw) servo.
can be subsequently disengaged by momen-
tarily depressing the YD button if so desired. Annunciation is provided by amber and green
RB lamps located on the autopilot control
Also, the yaw damper can be disengaged by panel (Figure 15-4). An amber RB denotes
momentarily depressing the wheel master rudder boost is not available due to a mal-
switch. Whenever the yaw damper disen- function, an absence of power (circuit breaker
gages, the yaw damper/autopilot disconnect pulled) or disengagement via the rudder boost
tone sounds and produces a flashing yellow YD or control wheel master switches. A green RB
annunciator on the pilots and copilots primary indicates the system is actively applying torque
flight display (PFD). Intentional disengage- to the rudder. The absence of both amber and
ment (yaw damper or control wheel master green indicators implies the system is healthy
switches were pressed) causes the flashing and available, but rudder pedal forces and/or
annunciator to cancel after five seconds. aircraft conditions do not warrant rudder boost.
If, however, disengagement was automatic due
to a system failure, the flashing persists for ten STALL WARNING
seconds and is then replaced by a steady yel-
low YD message on both PFDs. The yellow YD
SYSTEM
can be cancelled by momentarily depressing ei-
ther control wheel master switch (MSW). GENERAL
There are no stall warning switches in the
RUDDER BOOST cockpit. It is not necessary for the stall warn-
For the rudder boost system to activate the fol- ing system in these airplanes to be as exten-
lowing conditions must exist: sive due mainly to the addition of the delta
fins. At high angles of attack, the delta fins
Both avionics master switches ON. provide a nosedown moment that prevents
the airplane from entering the deep stall that
T-tailed airplanes are most susceptible to.

15-22
PILOT'S COPILOT'S
PRIMARY PRIMARY
STALL WARNING
FLIGHT FLIGHT
VANES
DISPLAY DISPLAY
LEARJET 60
ADC 1 ADC 2
18,100' C C 18,100'
L H R H
E A STALL I A
F N WARNING G N
LEFT FLAP T N COMPUTER H N RIGHT FLAP
POSITION E T E POSITION
L L
SWITCH SWITCH

31325 31325
L STALL R STALL
WARN WARN
LEFT ROTARY RIGHT

LOW SQUAT TEST SQUAT
SPEED CUE SWITCH SWITCH PANEL SWITCH
L R
STALL STALL
FlightSafety
PFD AIRSPEED DISPLAY
international
CONTROL CONTROL
COLUMN COLUMN
SHAKER SHAKER
MOTOR MOTOR
Figure 15-13. Stall Warning System

FlightSafety
international
The boundary layer energizers (BLEs) on the Angle of Attack Indicators (AOA)
leading edge of the wings improve slow speed
handling characteristics. The AOA indicators translate signals from the
computer into visual indications of stall mar-
The dual stall warning system provides vi- gin. The face of the indicators is divided into
sual and tactile warning of an impending stall. three color segmentsgreen, yellow, and red.
The system contains the following compo- Green is the normal operating range. The yel-
nents: left and right angle of attack (AOA) low segment represents caution (approaching
vanes, a dual channel (left and right) com- stall). The shaker will activate when the AOA
puter, L and R STALL warning lights, and pointer enters this segment. The green-yel-
two stick shaker motors (Figure 15-13). low margin represents approximately 10%
above stall. The red segment represents dan-
Power is applied to the dual stall warning sys- gerthe angle of attack is just below aero-
tems any time the circuit breakers are in and dynamic stall. The low speed cue on the pilots
electrical power is applied to the airplane. flight display (PFD) also receives data from
Operation of the stall warning lights and the the stall warning (explained in Chapter 16).
shaker motors is inhibited on the ground ex-
cept when the left or right stall warning test Warning Lights
is activated. The systems become fully oper-
The L and R STALL warning lights will come
ational approximately seven seconds after the
on and flash when the respective AOA indi-
squat switch relay goes to the airborne mode.
cation pointers enter the yellow segment
The dual angle of attack indicators are oper-
(shaker range). The L and R STALL warning
ational on the ground and in flight.
lights will illuminate steady in the red seg-
ment. Steady illumination of the lights at any
Flap position switches and altitude switches
other time indicates a computer power loss
(one for each channel) provide bias informa-
or a circuitry malfunction.
tion to the computers. Angle of attack indi-
cators are adjusted (biased) by the computer
as the flaps are extended past the 3, 13, and Stick Shaker
25 positions. The altitude switches signal the Stick shaker motors are attached to the front
computer at approximately 18,100 feet, and side of each control column. Actuation of the
AOA indications are shifted upward to com- shakers causes a high-frequency vibration in
pensate for higher indicated stall speeds at the control columns. In addition, the AOA
high altitude. The left and right systems are computers provide inputs that display 1.3 V S
independent in that they use separate elec- and shaker speed (low speed cue) on the PFD
tronics, stall vanes, altitude switches, shaker airspeed displays (Figure 15-13).
motors, and flap switches. The systems oper-
ate on 28 VDC supplied through the L and R
S TA L L WA R N c i r c u i t b r e a k e r s i n t h e
OPERATION
TRIMFLT CONT group of circuit breakers During flight, the AOA vanes align with the
on the left and right circuit-breaker panels. The local airstream. Vane-operated transducers pro-
stall warning systems continue to operate if the duce a voltage proportional to airplane angle
emergency bus mode of operation is selected. of attack. These transducer signals, along with
information from the flap position switches
STALL WARNING INDICATORS and altitude switches, are sent to the appropri-
ate computer channel. If angle of attack is in-
The system presents indications of approach- creased to a point which corresponds to a speed
ing stall (and stall) with angle of attack indi- of 10% above stall speed, the AOA indicator
cators, warning lights, and the use of control pointers will enter the yellow segment, the L
column stick shakers (Figure 15-13). and R STALL lights will flash, and the stick

FlightSafety
international
shakers will actuate. If the angle of attack is in- 3. Mach exceeds an airspeed correspond-
creased to a point just above stall speed, the AOA ing to 0.81 M I up to 37,000 feet.
pointers will enter the red segment, and the L 4. Mach exceeds airspeed corresponding to
and R STALL lights will illuminate steadily. 0.81 M I at 37,000 feet. Decreasing to
0.78 M I by 43,000 feet.
Stall Warning System Test
5. Mach exceeds an airspeed correspond-
The test is initiated by rotating the SYS TEST ing to 0.78 M I above 43,000 feet.
switch to L or R STALL (as applicable) and
then depressing and holding the TEST but- 6. Mach exceeds an airspeed correspond-
ton. The corresponding AOA indicator pointer ing to 0.77 M I with the Mach trim in-
will begin to sweep from the green segment to- operative and the autopilot not operating.
ward the red segment. As the pointer passes
the green-yellow margin, the applicable (L or Overspeed Warning Test
R) STALL light will begin to flash and the The overspeed warning test is the position
applicable shaker will actuate. The flaps can thats labeled OVSP on the rotating system test
be up or down during the stall warning test. If selector knob. With the OVSP position se-
the AOA indicators are observed during flap lected, depressing and holding the TEST but-
extension or retraction before flight, the flap ton will cause the overspeed warning horn to
bias function can be checked. sound briefly and cease, again sound briefly
and cease, then sound continuously until the
TEST button is released. Refer to the Airplane
OVERSPEED WARNING Flight Manual for the complete overspeed
warning check.
GENERAL
See Chapter 16 for a description of the au-
The overspeed warning system provides autopilot/flight director overspeed modes.
dible overspeed warning in the event airplane
speed exceeds V MO or M MO . A visual indi-
cation of overspeed is also provided by the
overspeed cue on the PFD airspeed displays
(explained in Chapter 16).
OPERATION
The overspeed warning horn is functional
whenever the airplanes electrical system is
powered and circuit breakers are engaged and
overspeed is exceeded.
The following is a summary of the condi-

tions under which the overspeed warning
horn will actuate.
1. Airspeed exceeds 300 KIAS up to 8,000

feet.
2. Airspeed exceeds 340 KIAS up to 20,000
feet. Decreasing from 340 KIAS to 330
KIAs by 23,000 feet and 330 KIAS to
26,700 feet.

FlightSafety
international
QUESTIONS
1. Which of the following systems use(s) 6. The___________ and ______________
the pitch servo to position the elevators? systems are operational with the PITCH
A. Autopilot and Mach trim TRIM selector switch in the SEC position.
B. Autopilot and shaker A. Primary pitch trim and Mach trim
C. Stick shaker and Mach trim B. Secondary pitch trim and Mach trim
D. Autopilot only C. Secondary pitch trim and primary
pitch trim
2. If the pitch servo makes an uncommanded D. Secondary pitch trim and autopilot
elevator input, the pilot can disengage pitch trim
the pitch servo clutch by:
A. Momentarily depressing the synch 7. Illumination of the amber PITCH TRIM
switch light in flight could indicate:
B. Depressing and holding the control A. PITCH TRIM selector switch is off
wheel master switch or the control wheel master switch
C. Moving the PITCH TRIM selector is depressed
switch to OFF B. Attempting to trim with the control
D. Engaging the autopilot wheel trim switch with the PITCH
TRIM selector in SEC
3. The airplane is trimmed in the pitch axis by: C. Trim speed controller/monitor has
detected primary trim speed error
A. Movable trim tabs on the elevators
D. All the above are true
B. Canards
C. The movable horizontal stabilizer 8. Illumination of the MACH TRIM and
D. A down-spring on the elevators PITCH TRIM lights at the same time in-
dicates:
4. To enable pitch trim through the control A. Primary trim speed error
wheel trim switches, the PITCH TRIM se-
B. Primary trim has failed
lector switch must be in the
____________ position(s). C. Mach monitor has detected a Mach
trim computer signal error
A. PRI or SEC
D. Either B or C
B. PRI, OFF, or SEC
C. PRI 9. The overspeed warning horn sounding at
D. SEC 0.77 M I indicates:
A. Airspeed has reached M MO below
5. Illumination of the amber MACH TRIM 8,000 feet
light indicates:
B. The autopilot is not engaged, and
A. Mach trim is not operating Mach trim is not operating.
B. The secondary trim motor is inoper- C. The autopilot is engaged, but Mach
ative trim has failed
C. The autopilot is engaged above 0.70 D. The stick puller is inoperative
MI
D. The trim speed controller/monitor
has detected a trim speed error

FlightSafety
international
10. In the event of runaway trim, both pitch 14. With the spoileron system inoperative:
trim motors can be disabled by: A. The airplane must not be flown.
A. Depressing and holding either con- B. The airplane can be flown, without
trol wheel master switch restrictions.
B. Moving the PITCH TRIM selector C. The airplane can be flown, but the
switch to OFF SPOILERON circuit breaker should
C. Moving the PITCH TRIM selector be pulled and altitude limited to
switch to EMER position 38,000 feet.
D. A or B D. None of the above
11. The two-speed primary trim motor oper- 15. A flashing white SPOILER light indi-
ates at low rate when: cates:
A. The flaps are up. A. Spoilers are split more than 6.
B. The flaps are down. B. Spoiler-aileron relationship has ex-
C. The horizontal stabilizer is on the N ceeded 6.
DN side of the index ( ) on the C. Spoiler system is inoperative
pitch trim indicator. D. Spoilers are extended and flaps are
D. The horizontal stabilizer is on the N extended past 3.
UP side of the index ( ) on the
pitch trim indicator. 16. The SPOILER RESET/TEST switch is
used to:
12. The OVSP position on the rotary SYS A. Retract the spoilers in the event of a
TEST selector switch is used to test: malfunction.
A. Mach trim and Mach trim monitor B. Induce a fault during the spoileron
B. Overspeed warning horn and stick monitor test.
shaker C. Reset the spoiler/spoileron system
C. Overspeed warning horn, shaker, when the SPOILER MON light illu-
and ADC minates.
D. Overspeed warning system D. B and C
13. In the event of airplane electrical fail- 17. If the yaw damper is inoperative:
ure, the flap position indicator will: A. The airplane may be flown, but alti-
A. Be powered by the EMER BAT and tude is restricted to 20,000 feet.
indicate actual position of the flaps B. The airplane may be flown, but alti-
B. Not be powered and will freeze at tude is restricted to 38,000 feet.
last flap position C. The airplane may be flown.
C. Not be powered and will go to full- D. The airplane must not be flown.
scale down defection regardless of
flap position 18. Yaw damper authority is reduced, mak-
D. None of the above ing it easier for the pilot to overpower the
yaw damper when:
A. The gear is lowered.
B. Below 200 KIAS
C. Flaps are up.
D. Flaps are set to 8 or lower.

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19. When the Angle of Attack indicator point-

ers enter the yellow segment:
A. The stall warning horn sounds
B. STALL WARN lights illuminate
steady
C. The shakers activate, and the
STALL WARN lights flash
D. The shakers activate and the stall
warning horn sounds
20. The electrical power source for the stall

warning system is the:
A. Battery buses
B. Battery-charging bus
C. Main DC buses
D. Emergency buses
21. If either L or R stall warning system is in-

operative:
A. The airplane can be flown, provided
the STALL WARN circuit breaker is
pulled for the inoperative system.
B. The airplane may be flown, pro-
vided the pilot has an ATP rating
C. The airplane may be flown, pro-
vided the autopilot and yaw damper
systems are operating
D. The airplane must not be flown
22. The switch used to provide a power source

for the stick puller system is the:
A. A stick puller is not installed in this
airplane
B. STICK PULLER switch
C. L STALL WARN switch
D. R STALL WARN switch

CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 16-1
GENERAL ............................................................................................................................ 16-1
AUDIO CONTROL SYSTEM .............................................................................................. 16-2
AVIONICS MASTER SWITCH ........................................................................................... 16-2
EFIS CONTROL PANEL (ECP)........................................................................................... 16-2
ALTITUDE AWARENESS PANEL (AAP) AND
AIR DATA REFERENCE PANEL (ARP) .............................................................................. 16-3
AIR DATA SYSTEM (ADS)................................................................................................. 16-5
General........................................................................................................................... 16-5
Air Data Computer Operation........................................................................................ 16-5
ADC Electrical Power.................................................................................................... 16-6
PITOT-STATIC SYSTEM ..................................................................................................... 16-6
General........................................................................................................................... 16-6
Pitot Probes/Static Ports................................................................................................. 16-8
Moisture Drains ............................................................................................................. 16-8
Standby Pitot-Static System and Instruments................................................................ 16-9
ATTITUDE HEADING REFERENCE SYSTEM (AHS) .................................................... 16-9
General........................................................................................................................... 16-9
Attitude Heading Computers (AHC) ............................................................................. 16-9
Initialization ................................................................................................................. 16-11
Operation ..................................................................................................................... 16-11

Comparator .................................................................................................................. 16-11

AHS Electrical Power Source...................................................................................... 16-14
RADIO SENSOR SYSTEM (RSS) .................................................................................... 16-14
General......................................................................................................................... 16-14
Remote Radio Switches............................................................................................... 16-14
RADIO TUNING UNIT (RTU) .......................................................................................... 16-15
General......................................................................................................................... 16-15
RTU Control Functions ............................................................................................... 16-15
RTU Tuning Knobs...................................................................................................... 16-15
RTU Function Keys ..................................................................................................... 16-17
RTU Mode Control Pages............................................................................................ 16-18
RTU Electrical Power Source...................................................................................... 16-18
RADIO TUNING WITH THE COLLINS FMS-850 CDU ................................................ 16-18
General......................................................................................................................... 16-18
FMS-850 CDU Control Keys (Radio Tuning)............................................................. 16-18
RADIO TUNING WITH THE UNIVERSAL UNS-1B CDU............................................ 16-22
General......................................................................................................................... 16-22
UNS-1B CDU TUNE Operation ................................................................................. 16-22
INSTRUMENT DISPLAY SYSTEM (IDS) ....................................................................... 16-24
General......................................................................................................................... 16-24
Avionics Cooling ......................................................................................................... 16-24
Display Brightness Control ......................................................................................... 16-24
PRIMARY FLIGHT DISPLAY (PFD) ............................................................................... 16-24
General......................................................................................................................... 16-24
PFD Description/Function........................................................................................... 16-25
COLLINS FMS-850 CDU DESCRIPTION/OPERATION................................................ 16-38
16-ii FOR TRAINING PURPOSES ONLY Revision 1

General......................................................................................................................... 16-38
Description/Operation ................................................................................................. 16-38
Control Keys (General)................................................................................................ 16-41
Control Keys (ND/MFD Displays).............................................................................. 16-41
CDU Electrical Power Source ..................................................................................... 16-42
UNIVERSAL UNS-1B/C CDU/ERP OPERATION/DESCRIPTION ............................... 16-44
General......................................................................................................................... 16-44
Description/Operation ................................................................................................. 16-44
Control Keys ................................................................................................................ 16-45
EFIS Radar Panel (ERP).............................................................................................. 16-47
Control Keys (ND/MFD Displays).............................................................................. 16-48
CDU Electrical Power Source ..................................................................................... 16-50
NAVIGATION DISPLAY (ND) AND MULTIFUNCTION DISPLAY (MFD)................. 16-50
General......................................................................................................................... 16-50
ND/MFD Display Formats .......................................................................................... 16-51
Data Window ............................................................................................................... 16-51
HSI Format .................................................................................................................. 16-52
Present Position Map Format ...................................................................................... 16-52
Radar Format ............................................................................................................... 16-54
TCAS Format .............................................................................................................. 16-54
ND/MFD Electrical Power Source .............................................................................. 16-54
MULTIFUNCTION DISPLAY (MFD)............................................................................... 16-56
General......................................................................................................................... 16-56
MFD Controls and Displays ........................................................................................ 16-56
Normal Procedures ...................................................................................................... 16-58
Abnormal Procedures .................................................................................................. 16-59

RADAR OPERATION........................................................................................................ 16-60

General......................................................................................................................... 16-60
Radar Controls............................................................................................................. 16-60
Radar Mode Controls................................................................................................... 16-62
Other RDR Control Functions..................................................................................... 16-62
SENSOR DISPLAY UNIT (SDU)...................................................................................... 16-66
General......................................................................................................................... 16-66
SDU Format................................................................................................................. 16-66
SDU Electrical Power.................................................................................................. 16-66
AUTOPILOT/FLIGHT DIRECTOR................................................................................... 16-71
General......................................................................................................................... 16-71
Servo Actuators ........................................................................................................... 16-72
Autopilot (AP) Controls and Operation....................................................................... 16-72
Flight Director Controls and Operation....................................................................... 16-74
QUESTIONS....................................................................................................................... 16-81
16-iv FOR TRAINING PURPOSES ONLY Revision 1

ILLUSTRATIONS
Figure Title Page
16-1 EFIS Control Panel (ECP) ..................................................................................... 16-3
16-2 Typical Cockpit Layout.......................................................................................... 16-5
16-3 ADC System Schematic......................................................................................... 16-7
16-4 Pitot-Static Probe ................................................................................................... 16-8
16-5 STATIC SOURCE Switch...................................................................................... 16-8
16-6 Pitot-Static Drain Valves ........................................................................................ 16-9
16-7 Standby Mach/IAS Indicator, Attitude Indicator and Altimeter ............................ 16-9
16-8 Pitot-Static and Air Data System Schematic ....................................................... 16-10
16-9 Attitude Heading Reference System (AHS) Multisensor .................................... 16-12
16-10 AHS System Schematic ....................................................................................... 16-13
16-11 RTU Radio Tuning Unit Controls ........................................................................ 16-16
16-12 RTU Mode Control Pages .................................................................................... 16-19
16-13 Collins FMS-850 CDU and Radio/Transponder Tuning Displays ...................... 16-21
16-14 Universal UNS-1B CDU and TUNING Page...................................................... 16-23
16-15 PFD Displays ....................................................................................................... 16-25
16-16 Collins FMS-850 CDU and ND/MFD Displays (HSI, MAP, and TFC) ............. 16-39
16-17 Collins FMS-850 CDU Displays, (RDR CTRL, NAV SRC, and BRG SRC) ..... 16-43
16-18 UNS-1B/C ON/OFF-DIM KEY .......................................................................... 16-45
16-19 UNS-1B/C CDU/ERP and MFD Displays (HSI, MAP, and TFC) ...................... 16-49
16-20 UNS-1B/C CDU/ERP, RDR, NAV, and BRG Displays....................................... 16-51
16-21 ND/MFD Displays with Collins CDU................................................................. 16-53
16-22 ND/MFD with UNS CDU/ERP ........................................................................... 16-55
16-23 MFD with INDEX PAGE Menu and Displays .................................................... 16-57
Revision 1 FOR TRAINING PURPOSES ONLY 16-v

16-24 MFD with FMS MENU and Displays ................................................................. 16-61

16-25 Radar Functions and Displays ............................................................................. 16-63
16-26 SDU Schematic.................................................................................................... 16-67
16-27 SDU Formats ....................................................................................................... 16-68
16-28 Flight Control Panel ............................................................................................. 16-71
16-29 Climb Profiles ...................................................................................................... 16-77
16-30 Descend Profiles .................................................................................................. 16-78
16-31 Pilots Control Wheel Switches ........................................................................... 16-80
TABLES
Table Title Page
16-1 Avionics Master Switch ......................................................................................... 16-3
16-2 Acronyms and Abbreviations................................................................................. 16-4
16-3 PFD/MFD Annunciators...................................................................................... 16-37
16-vi FOR TRAINING PURPOSES ONLY Revision 1

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CHAPTER 16
AVIONICS
INTRODUCTION
This chapter describes the avionics installed in the Learjet 60. The avionics system is
a completely integrated flight instrument, autopilot, and navigation system. The flight
instruments (EFIS) use 7 x 6 inch multicolor electronic displays that combine the func-
tions of an ADI, HSI, MFD, altimeter, airspeed indicator, and vertical speed indicator
in a pair of integrated displays. An IAPS (integrated avionics processor system) is in-
cluded to provide the avionics management and flight control functions. A dual sensor
package is installed that includes attitude heading reference systems (AHS), air data com-
puters (ADC), and NAV/COM/pulse radios. The standard radar installation is the Collins
WXR-840 radar, with the TWR-850 as an option.
GENERAL
The standard avionics package installed in the (FMS). During initial production, the Collins
Learjet 60 is the Collins Proline 4 System, with FMS-850 was installed on all Learjet 60 models;
options on some of the components. The most sig- and then, after fourteen airplanes had been pro-
nificant avionics option, as far as the operator is duced, the Universal UNS-1B became available,
concerned, is the flight management system as a substitute for the Collins FMS-850.

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The UNS-1B is referred to as an external AUDIO CONTROL

navigator when integrated with the Collins
Pro Line 4 and does not provide all the func- SYSTEM
tions that the FMS-850 CDU does in the Pro
Line 4 system; therefore, when dual UNS-1Bs Operation of the audio control system is ade-
are installed, two EFIS radar panels (ERP) quately described in the Airplane Flight Man-
are added to provide control of some func- ual and, therefore, will not be covered in this
tions that are not controllable with the UNS- chapter. See Audio Control Panel under
1B CDUs. The functions of the Collins Avionics in Section II of the AFM.
FMS-850 CDU and the Universal UNS-1B
CDU/ERP, that control the EFIS displays
(PFDs and MFD/NDs), radio tuning, and the
radar control, are described in this chapter
AVIONICS MASTER
(Chapter 16). For more information on the SWITCH
navigation functions of the FMS, refer to ei-
ther the Collins Pro Line 4 Learjet 60 Pilots Two avionics master switches are installed
Guide or the UNS-1B Operational Manual. which allow the crew to turn groups of avion-
ics equipment off and on through the use of two
A number of other options exist including dual switches. The LEFT MASTER switch is in-
FMSs, dual ADFs, turbulence weather radar, stalled on the pilots switch panel and the
GPWS, MLS, TCAS, LORAN, and GPS. Not RIGHT MASTER switch is installed on the
all of the optional equipment is described in copilots switch panel. See Table 16-1 for a list
this chapter. of equipment powered through the master
switches. Additional optional equipment may
The avionics package in the Learjet 60 is a ver- also be powered through the master switches.
satile but complex system. For pilots more fa-
miliar with conventional instruments, it will VHF COMM 1, the left RTU, and the SDU are
require a lot of study and practice to become not controlled by the avionics master switches.
comfortable using all of the capabilities of this
system. However, with a little study of the dis- Both avionics master switches must be on
plays and controls, it will be fairly easy to op- for the autopilot, yaw damper and rudder
erate the system in the basic modes, which are boost (nosewheel steering force switches) to
equivalent to what most conventional instru- operate.
ments provide. As you start to gain experience
with the basic modes of operation, you can DC electrical power is provided to the avionics
start using more advanced techniques and more master switches through the L and R AVION-
fully utilize the systems capabilities. ICS MASTER circuit breakers, on the left and
right circuit-breaker panels, respectively.
This chapter starts with a list of acronyms and
abbreviations (Table 16-2), most of which are
for equipment that is unique to the modern
glass cockpit in the Learjet 60. This list,
EFIS CONTROL PANEL
along with the cockpit layout (Figure 16-2), (ECP)
is a good place to start with familiarization on
avionics nomenclature and the various control An EFIS control panel (ECP) (Figure 16-1) is in-
panel locations in the cockpit. stalled on both the pilots and copilots instrument
panels, outboard of the primary flight displays
(PFD). The switches on the ECPs are mechani-
cal alternate action switches. On-side selection
is indicated when the switch label is green and
cross-side (reversionary mode) selection is in-
dicated when the switch label is amber.

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Table 16-1. AVIONICS MASTER SWITCH TUNE switch on the ECP. Instead, the switch
will be labeled SPARE.
A/C equipped with A/C equipped with
LEFT MASTER Collins UNS-1B RIGHT MASTER Collins UNS-1B
FMS FMS FMS FMS
Electrical DC power for the ECPs is pro-
ADF 1 COMM 2 vided through the EFIS CTL 1 and EFIS
NAV 1 NAV 2 CTL 2 circuit breakers, on the left and right
DME 1 DME 2
ATC Transponder 1 ATC Transponder 2
circuit-breaker panels, respectively. The
PFD 1 PFD 2 EFIS control panels are not powered in the
MFD 1 MFD 2 emergency bus mode of operation.
AAP 1 AAP 2
FD 1 (AP/YD/RB) FD 2 (AP/YD/RB)
IAPS TEMP Control 1 IAPS TEMP Control 2 ALTITUDE AWARENESS

HF 1
SELCAL
RTU 2
Cabin Display PANEL (AAP) AND AIR
Radio Altimeter
ERP 1

N/A

Radar
ERP 2

N/A

DATA REFERENCE
FMS 1 1 FMS 2 (if installed) 1 PANEL (ARP)
CDU 1 1 CDU 2 1
OSS 1 & GPS 1 2 1 OSS 2 & GPS 2 2 1
An AAP and an ARP is located above each
(if installed)
PFD. The function of these two panels is to set
1 60-001 thru 60-057 not incorporating SB 60-34-2.
2 60-004 thru 60-009 not incorporating ECR 3589 or equivalent, the long altitude and air data references on the PFD dis-
range nav sensors are not on the avionics master. plays (Figure 16-16, Sheet 3 of 5 and Sheet 4
The pilots ECP has priority on the first three of 5). The AAP is used to set minimum descent
switches (AHS, ADC, and CDU). Both pilots altitude (MDA), reporting altitude (RPT) and
cannot select cross-side at the same time. If decision altitude (DH) on the PFD altitude
they attempt to, the pilots selection will take display. The ARP is used to set takeoff speeds
priority and the copilot will not be able to se- (V 1 , V R , and V 2 ), the IAS reference bug, ver-
lect the cross-side. If either pilot selects cross- tical speed, altimeter setting and altitude pre-
side on one of these first three switches, the select. Operation of the AAP and ARP panels
cross-side system will be annunciated on both is described under Primary Flight Display
PFDs. For example, if the pilot selects the (PFD) in this chapter.
cross-side AHS, ATT 2 and MAG 2 will be an-
nunciated on both PFDs. Also, when AHS re- On airplanes equipped with the Collins FMS,
version is selected on either side, MAG 1 or electrical DC power for the AAPs is provided
MAG 2 (depending on which side selects AHS through the CDU-AAP 1 and CDU-AAP 2 cir-
reversion) will appear on the MFDs, if heading cuit breakers, on the left and right circuit-
information is being displayed on the MFDs at breaker panels, respectively. On airplanes
the time. When both sides have on-side systems equipped with the UNS FMS, these CBs are
selected, this annunciation does not appear on
the PFDs or MFDs. The reversionary mode an-
nunciation is described further in the AHS,
ADC, and CDU parts of this chapter.
The function of each ECP switch will not be

described at this point, but instead, will be
described along with the systems they affect.
For example, the AHS switch is covered under
Attitude Heading Reference System (AHS)
in this chapter, the ADC switch is covered
under Air Data System (ADS), etc.
Aircraft equipped with UNS-1B flight man-

agement systems will not have a OFFRMT Figure 16-1. EFIS Control Panel (ECP)

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Table 16-2. ACRONYMS AND ABBREVIATIONS
KEY MEANING
AP Autopilot
AAP Altitude Awareness Panel
ADC Air Data Computer
ADS Air Data System
AHC Attitude Heading Computer
AHS Attitude Heading Reference System
ARP Air Data Reference Panel
CDU Control Display Unit
CHP Course Heading Panel
CRT Cathode Ray Tube
DAU Data Acquisition Unit
DBU Data Base Unit (Collins Disk Drive)
DTU Data Transfer Unit (UNS Disk Drive)
ECP EFIS Control Panel
EFD Electronic Flight Display
EFIS Electronic Flight Instrument System
ERP EFIS Radar Panel
FCC Flight Control Computer
FCP Flight Control Panel
FCS Flight Control System
FD Flight Director
FDU Flux Detector Unit
FMC Flight Management Computer
FMS Flight Management System
GPS Global Positioning System
IAPS Integrated Avionics Processor Assembly
IDS Instrument Display System
MFD Multifunction Display
MGP Microwave Glidepath
MLS Microwave Landing System
MSP Mode Select Panel
ND Navigation Display
PFD Primary Flight Display
RA Resolution Advisory
RSS Radio Sensor System
RTU Radio Tuning Unit
SDD Sensor Display Driver
SDU Sensor Display Unit
TA Traffic Advisory
TFC Traffic
TCAS Traffic Collision Avoidance System
VNAV Vertical Navigation

ANNUNCIATOR
AUTOPILOT
3 SELCAL 3
2 4 4 2
6 IAS ATT ALT
1
PILOT'S
CLOCK PRIMARY NAV ENGINE RADIO SENSOR RADIO MULTI- COPILOT'S CLOCK
FLIGHT DISPLAY INDICATORS TUNING DISPLAY TUNING FUNCTION PRIMARY
EFIS DISPLAY UNIT UNIT UNIT DISPLAY FLIGHT EFIS
CONTROL DISPLAY CONTROL
AUDIO SYSTEM LANDING 7 8 AUDIO

TEST GEAR
PANEL PANEL
5 11 10
9 9 9
SWITCH
SWITCH PANEL ENVIRONMENTAL CONTROLS PANEL
1 ANTI-SKID AND PARKING BRAKE ANNUNCIATOR LIGHT 7 SPOILER POSITION INDICATOR

THROTTLE
2 ALTITUDE AWARENESS PANEL QUADRANT 8 FLAPS POSITION INDICATOR
3 ANGLE OF ATTACK INDICATOR 9 TRIM INDICATORS
4 AIR DATA REFERENCE PANEL 10 CABIN/COCKPIT TEMPERATURE INDICATORS
5 ELECTRICAL INDICATORS 11 CABIN PRESSURIZATION INDICATORS
6 FUEL QUANTITY INDICATOR 12 COLLINS FMS-850 CDU
COURSE/HDG DISPLAY
13 UNIVERSAL UNS-1B CDU AND EFIS RADAR PANEL (ERP)
12 12
13 13
COLLINS COLLINS
CDU CDU
TRIM
FUEL
HF SYSTEM
PANEL
PASSENGER
BRIEFER
Figure 16-2. Typical Cockpit Layout
labeled ERP-AAP 1 and ERP-AAP 2. Elec- bus goes to the on-side large displays for pri-
trical DC power for the ARPs is provided mary air data information. The second bus is
through the ADC-ARP 1 and ADC-ARP 2 cir- connected to the on-side AHS computer to
cuit breakers, on the left and right circuit- provide TAS data, and to the cross-side large
breaker panels, respectively. The AAPs and display for reversionary air data display. The
ARPs are not powered and do not function in third bus is connected to the IAPS for use by
the emergency bus mode of operation. other systems that use air data parameters.
AIR DATA SYSTEM AIR DATA COMPUTER

OPERATION
(ADS)
The ADCs are powered whenever DC power is
applied to the airplanes electrical system. There
GENERAL are no power ONOFF switches in the cockpit.
Dual ADC-850D air data computers are in- The dual air data computers provide parallel
stalled to provide, redundant, air data infor- but independent sources of data for pilot and
mation. The two digital air data computers copilot instruments and other systems.
are functionally and physically isolated from
each other. Each air data computer has three, Normally ADC 1 will be selected to provide
redundant, low-speed output buses. The first air data to the pilots instruments and ADC 2

will be selected to provide air data to the copi- ADC ELECTRICAL POWER
lots instruments (on-side). The ADC switches
on the left and right EFIS control panels will The No. 1 ADC is supplied with DC electrical
be illuminated in green when the ADCs are se- power through the ADC-ARP 1 circuit breaker,
lected to on-side. located on the pilots circuit-breaker panel (DC
emergency bus). The No. 2 ADC is supplied DC
There is no computer fail light to indicate electrical power through the ADC-ARP 2 cir-
computer failure, but if an ADC fails, it will cuit breaker, located on the co-pilots circuit-
become apparent, by flags over the airspeed, breaker panel (DC Bus 2). ADC 1 and 2 also
altitude and vertical speed scales, on the on- have a secondary power source from EMER
side PFD. If an ADC fails, the remaining ADC BAT 2 when the EMER BUS switch is NOR-
can provide air data information to both sets MAL. This secondary power source is primar-
of flight instruments. To restore air data to ily in place to ensure the ADCs remain powered
the failed side, the pilot with the failed ADC during engine start or during other conditions
should depress the ADC switch on the on-side which may require a temporary power source
EFIS control panel (Figure 16-1). If the pilot to the ADCs.
selects cross-side ADC on the left ECP, the
ADC switch label will turn to amber and an With a dual generator failure, after the EMER
ADC 2 annunciator will appear on both PFDs. BUS switch is placed to EMER, the ADC No.
ADC 1 will appear on both PFDs if ADC re- 1 and No. 2 are powered only by the EMER
version was selected on the right side of the BUS. This is a function of the position of the
cockpit. Reversionary ADC can only be se- EMER BUS switch. If EMER BUS voltage is
lected on one ECP at a time, as explained ear- depleted, ADC No. 1 and No. 2 will no longer
lier under EFIS Control Panel (ECP). receive power. Therefore, the EMER BAT
voltage will not be utilized to power the ADCs
If the autopilot is coupled to the side using during this critical phase of flight.
cross-side ADC, all air data modes will syn-
chronize at engagement and cannot be changed
using the on-side ARP. PITOT-STATIC SYSTEM
Some systems (gear warning system, cabin
pressurization controller, V MO /M MO warn- GENERAL
ing horn, etc.) receive data from both ADCs
for redundancy, and continue to function with A dual pitot-static system serves the ADCs.
single ADC failure (see Figure 16-3). The Two pitot probes, one on each side of the air-
Mach trim computer normally receives airplane nose, supply impact pressure, and two
speed information from ADC 1, but if the pilot static ports on each pitot probe provide static
has selected ADC reversion, airspeed infor- pressure to the ADCs. A third pitot probe,
mation for Mach trim operation will be pro- mounted above the main probe on the right side
vided by ADC 2. of the airplane, provides impact pitot pres-
sure and static pressure to a standby Mach/air-
In the event of a dual ADC failure or loss of s p e e d i n d i c a t o r a n d s t a n d b y a l t i m e t e r.
electrical power, the pilot must use the standby Moisture drains are provided in the pitot and
Mach/airspeed indicator and standby altime- static lines.
ter located in the center of the instrument
panel. Refer to Section 4, Abnormal Proce-
dures, in the Airplane Flight Manual for sin-
gle or dual ADC failure.

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PFD MFD MFD PFD
ECP ECP
ALT ALERTER ALT ALERTER

ATC 1 (ENCODED ALT) ATC 2 (ENCODE ALT)
AHS 1 AHS 2
L ARP R ARP
AOA ALT BIAS AOA ALT BIAS
OVERSPEED WARN OVERSPEED WARN
PRESSURIZATION MOD PRESSURIZATION MOD
GEAR WARN (ALT/SPD) GEAR WARN (ALT/SPD)
L AND R EEC ADC 1 ADC 2 L AND R EEC
MACH TRIM MACH TRIM*
L FCS R FCS
FMS 1 FMS 2
TOTAL TEMP TOTAL TEMP
L PITOT/STATIC R PITOT / STATIC
SQUAT SWITCH
ADC-ARP 1 ADC-ARP 2
L D
C
E
M B
E U
R S
B IAPS (FMC/FCC) 2
U
S
EMER
BAT 2
**
* WHEN PILOT HAS ADC REV SELECTED
** EMER BAT 2 PROVIDES BACKUP

POWER TO THE ADCs ONLY WHEN
EMER BUS SWITCH IS IN THE
NORMAL POSITION
Figure 16-3. ADC System Schematic

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PITOT PROBES/STATIC PORTS

Each pitot-static (Figure 16-4) probe has a
pitot port in the tip and two static ports (Static
1 and Static 2). The probes contain electrical
heating elements for anti-icing. Current to the
heating elements is controlled by the L and R
PITOT HEAT switches. The left pitot heat
switch controls heating to the left pitot-static
probe, and the right pitot heat switch controls
pitot heat for both probes, on the right side of
the aircraft (standby pitot-static probe and
right main system pitot-static probe). See
Chapter 10, Ice and Rain Protection, for Figure 16-4. Pitot-Static Probe
more information on pitot heat.
The solenoid shutoff valves operate on 28 VDC
The pitot systems (Figure 16-8) are indepen- supplied through the STATIC SOURCE cir-
dent. The left pitot probe provides pitot source cuit breaker, on the right circuit-breaker panel.
air for ADC 1, and the right pitot probe provides
pitot source air for ADC 2. There are four static Refer to Section 4, Abnormal Procedures, in
sources in the main pitot-static system, two on the Airplane Flight Manual for Pitot Static
each pitot-static probe. The static sources (Static System Malfunction.
1 and Static 2) each sense static pressure,
through two holes in the probe (one on top of
the probe and one on the under side). Under nor- MOISTURE DRAINS
mal conditions (Static Source switch in BOTH
position) Static 1 on each pitot-static probe is Six moisture drains are provided in the pitot
connected to Static 2 on the opposite pitot- and static lines. Two Push Up To Drain valves
static probe. This is to reduce system error. are located outboard of the left side nose wheel
door to drain the left main pitot-static system
The source of static pressure is controlled (Figure 16-6). Four Push Up To Drain valves
with the STATIC SOURCE switch, located on are located outboard of the right side nose
the pilots lower outboard switch panel. The wheel door to drain the standby pitot-static sys-
STATIC SOURCE switch is a horizontal tog- tem (two forward) and the right main pitot-
gle-type with three positions: L (left), BOTH static system (two aft).
(center), and R (right) (Figure 16-5). This
switch is normally set to the BOTH position
except in the event one of the pitot-static
probes becomes inoperable or unreliable.
When the switch is set to L or R, solenoid op-
erated shutoff valves are energized to shut off
the static sources from the opposite side static
ports (see Figure 16-8).
When the STATIC SOURCE switch is in the

L position, static pressure is provided to both
ADCs from Static 1 and Static 2 of the left
pitot-static probe; and in the R position, static
pressure is provided to both ADCs from Static
1 and Static 2, of the right pitot-static probe.
Figure 16-5. STATIC SOURCE Switch

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ATTITUDE HEADING
REFERENCE SYSTEM
(AHS)
GENERAL
The Learjet 60 has dual AHS-85 attitude head-
ing reference systems. Each AHS consists of
an AHC-85E attitude heading computer, in-
ternal compensation unit (ICU) and flux de-
tector unit (FDU). Each system independently
senses the aircraft attitude, heading and 3-
Figure 16-6. Pitot-Static Drain Valves axis rate/accelerations.The AHSs replace con-
ventional vertical gyros, directional gyros,
STANDBY PITOT-STATIC rate gyros and linear accelerometers.
SYSTEM AND INSTRUMENTS
ATTITUDE HEADING
A standby Mach/airspeed indicator and baro-
metric altimeter (Figure 16-7) are mounted COMPUTERS (AHC)
on the center instrument panel, on either side The AHCs are located in the right nose, avion-
of the standby attitude indicator, to provide ics bay, with the internal compensation units
backup in the event of aircraft electrical fail- (ICU), fastened to the front of the AHCs. The
ure or dual air data system failure. ICU allows the computer to be adjusted for the
specific airplane and it should remain with
These instruments are lighted with electrical the airplane if an AHC is changed out. A FDU
power from the No. 1 emergency battery in the for each computer is located in a dry bay
event of aircraft electrical system failure. areaone in each wingtip.
Figure 16-7. Standby Mach/IAS Indicator, Attitude Indicator, and Altimeter

FlightSafety
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PITOT HEAT
L R
OFF OFF
PITOT
HT
STDBY STDBY
L STALL MACH/IAS ALT R STALL
VANE VANE
ND/
PFD MFD MFD PFD
TAT
PROBE
ADC-ARP 1 ADC-ARP 2
ADC 1 ADC 2
L EMER BUS R DC BUS 2
STANDBY
PITOT-STATIC
TUBE
L R
PITOT-STATIC PITOT-STATIC
TUBE TUBE
DRAINS
STATIC SOURCE
BOTH
L R
DRAINS DRAINS
LEGEND
PITOT AIR ELECTRICAL POWER
STATIC AIR ELECTRICAL OPERATION
DRAINS SOLENOID SHUTOFF VALVE
Figure 16-8. Pitot-Static and Air Data System Schematic
16-10 FOR TRAINING PURPOSES ONLY Revision 1.01

FlightSafety
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There are two multisensor wheels (Figure 16- If an AHS fails, the cross-side AHS can be se-
9) in each AHC-85 that rotate about axes fixed lected by depressing the green AHS switch on
90 to each other. These multisensors remain the failed side ECP. If the green AHS switch
fixed in relation to the aircraft axes. They do is depressed on the left ECP, for example, the
not remain rigged in space as do conventional green AHS will extinguish and an amber AHS
gyros. The multisensors have piezoelectric on the switch will illuminate. Also, yellow ATT
crystals attached at different angles. The crys- 2 and MAG 2 annunciators will appear on both
tals flex with accelerations, which changes PFDs. Yellow MAG 2 annunciators will also ap-
the electrical resistance of the crystal, thereby pear on the MFDs if heading information is
sensing the acceleration in each axes. The being displayed on them at the time.
AHCs establish a reference to level during
initialization. In this regard, the AHC is sim- If AHS reversion (cross-side) is selected on the
ilar to an inertial system. The flux sensors copilots ECP (assuming the pilot has on-side
allow the heading reference to be slaved to selected), the AHS will turn amber on the
magnetic when the cockpit SLAVE-FREE copilots ECP and yellow ATT 1 and MAG 1
switch is in the SLAVE position. The ADCs annunciators will appear on both PFDs. Yel-
provide TAS and VS inputs to the AHCs (see low MAG 1 annunciators will also appear on
Figure 16-10). the MFDs if heading information is being dis-
played on them. AHS reversion (cross-side)
cannot be selected on both ECPs at the same
INITIALIZATION time; if attempted, the left side will have pri-
Initialization of the AHSs automatically be- ority and AHS 2 information will be presented
gins and continues for approximately 70 sec- on both sides.
onds after power has been applied to the
aircraft electrical system (batteries ON). The If the on-side AHS loses power or input data
ATT flags in the PFDs will be removed when to the PFD fails for any reason, red, boxed
initialization has been completed. During ini- ATT and MAG flags will be displayed on the
tialization, the airplane should not be moved PFD and the attitude and heading displays
or initialization will be delayed. Also, the will be removed. If AHS 1 fails, heading in-
HEADING SLAVE-FREE switches should be formation to the SDU will also be lost.
in the SLAVE position. With the SLAVE-
FREE switch in the FREE position, initial- The autopilot uses inputs from both AHSs,
ization can take up to 10 minutes. and if either fails, the autopilot and yaw
damper will both be inoperative.
OPERATION If the left or right side AHS fails, see Attitude
The computers provide all attitude and head- Heading System (AHS) Malfunction in the
ing measurements, as well as angular rates Abnormal Procedures section of the Airplane
and linear acceleration. This information is uti- Flight Manual.
lized by the electronic flight instruments, au-
topilot, and yaw damper.
COMPARATOR
Normally AHS 1 is selected to provide attitude
and heading information to the pilots instru- The pitch, roll and heading information from
ments and AHS 2 is selected to provide atti- the AHSs is monitored by a comparator sys-
tude and heading information to the copilots tem in the EFIS.
instruments. The AHS switches, on the left and
right EFIS control panels (ECP) (Figure 16- In the event AHS heading information dis-
1), will be illuminated in green when the AHSs agrees by more than 6 plus one half of the
are selected to on-side. roll angle, or pitch or roll disagrees by ap-
proximately 4 (3 if glideslope captured), a
Only AHS 1 can provide heading information corresponding yellow, boxed HDG, PIT or
to the sensor display unit (SDU). ROL annunciator will illuminate on the PFDs.

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AHS PROVIDES ATTITUDE AND HEADING, PLUS

ANGULAR RATES AND LINEAR ACCELERATION, IN
THE THREE AIRCRAFT AXES.
AIRCRAFT AXES
MULTISENSOR
HEART OF THE COLLINS AHS ARE PIEZOELECTRIC

DEVICES, MOUNTED ON THIS MULTISENSOR,
PROVIDING HIGHLY ACCURATE RATE AND
ACCELERATION MEASUREMENTS.
Figure 16-9. Attitude Heading Reference System (AHS) Multisensor

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PFD MFD MFD PFD

SDU
SDD
ECP COMPENSATION COMPENSATION ECP

UNIT (ICU) UNIT (ICU)
ADC 1 SENSOR SENSOR ADC 2
RADAR RADAR ANTENNA

ANTENNA STAB STAB (BACKUP)
AHS 1 AHS 2
VLF/OMEGA DISCRETES VLF/OMEGA
TCAS
SENSOR
SENSOR
L AHS 1 AHS 2
R
E E
M M
E E
R R
FDU FDU
B B
U U
S S
IAPS (FMS/FCC)
EMER
BAT 2
(11 MIN BACKUP)
Figure 16-10. AHS System Schematic

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A yellow, boxed HDG will also appear on concentrated buses for use by the PFDs,
the MFDs if heading information is being ND/MFD, and FMS. A second path leads to the
displayed on them. These annunciators will SDU (sensor display unit) that is mounted in
remain in view until the mismatch is cor- the center of the instrument panel.
rected or both pilots select the same AHS on
their ECPs. Radio sensors are normally controlled through
the radio tuning units (RTUs). The number
It may be necessary to refer to the standby attitude one radios are normally controlled by the left
indicator or the standby magnetic compass to de- RTU and the number two radios are normally
termine which AHS is in error. See Comparator controlled by the right RTU.
Warning in the Abnormal Procedures section of
the Airplane Flight Manual. Either CDU (control display unit), located on
the center pedestal, can also be used to tune
The comparator system also compares radio the VHF COM, VOR/LOC, and ADF receivers
altimeter, glideslope and localizer information and set the ATC transponder code. The CDUs
on those airplanes certified for Category II do not have the capability to tune the MLS re-
approaches. ceiver (if installed).
Auto tuning of VOR/DME frequencies can
AHS ELECTRICAL POWER also be selected on the Collins FMS-850 CDUs
(if installed).
SOURCE
The AHSs receive DC electrical power as soon REMOTE RADIO SWITCHES
as electrical power is applied to the aircraft.
They are powered through the AHS 1 and AHS Each EFIS control panel (ECP) has two remote
2 circuit breakers, on the left and right side cir- switches that affect radio tuning. They are the
cuit-breaker panels, respectively. The AHSs OFF-RTU switch and the OFF-RMT TUNE
continue to receive power during emergency switch. The OFF-RMT TUNE switch is not in-
bus mode of operation. AHS 1 and AHS 2 nor- stalled on the ECP on those airplanes equipped
mally receive electrical power from the left and with the UNS-1B FMSs.
right emergency buses, respectively. If power
from either bus is interrupted or if there is The OFF-RTU switches can be used to disable
low voltage from the bus, emergency battery the on-side RTU. If a RTU should fail or mal-
2 will automatically provide power to the af- function, the operating RTU can control both
fected AHS for 11 minutes. sets of radios after the faulty RTU is disabled.
Depressing the OFF-RTU switch on the side
with the failed RTU will allow both sets of ra-
RADIO SENSOR dios to be tuned on the remaining RTU through
use of the 1/2 switch on the RTU. Use of the
SYSTEM (RSS) 1/2 switch is described under RTU Function
Keys in this section.
GENERAL The OFF-RMT TUNE switches, on the ECPs,
The radio sensor equipment consists of dual can be used to disable remote tuning of all ra-
COM, dual NAV, dual DME, dual ATC, sin- dios via the Collins FMS-850 CDUs and FMS-
gle ADF, single RAD ALT, and a single 850 autotuning functions. On airplanes
VLF/Omega (with GPS option) receiver. A equipped with the Collins FMSs, selecting
second VLF/Omega, radio altimeter and ADF normal (OFF not selected) on the OFF-RMT
receiver may be installed as options. LORAN, TUNE switch allows the radios to be con-
MLS and TCAS are also available. trolled by the RTUs, CDUs, or by FMS-850 au-
Radio sensor data in the Learjet 60 avionics totuning as mentioned above. When OFF is
system follows several independent paths that selected on the OFF-RMT TUNE switch, the
lead to multiple display devices. One path radios can only be tuned through the RTUs.
leads to the IAPS, where the data is placed onto

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RADIO TUNING UNIT popular choice. To change the COM frequency

through the preset, first press the PRE line
(RTU) key to display the selector star on the PRE
line. This step isnt necessary if the star is al-
ready there. Next, change the frequency using
GENERAL the tuning knobs; then, press the PRE line
again to interchange the preset and active
The two radio tuning units are located on ei- COM frequencies. The old frequency is avail-
ther side of the SDU in the center of the in- able for instant recall by pressing the PRE
strument panel. The RTUs provide the controls line key again. An upward pointing arrow dis-
for frequency selection, mode of operation, and plays to the right of the PRE legend while this
self-test for the VOR/ILS, ADF, VHF COM, line is selected. This arrow indicates that the
ATC transponder radios and TCAS (if in- preset frequency can be moved upward and be-
stalled). If frequencies are selected by the come the active frequency.
crew via the CDU, they are sent to the appro-
priate RTU and then to the proper radio. By A TX replaces the COM while the radio is
doing this, the RTUs will always display the keyed for transmissions.
active frequencies. All RTU memory is non-
volatile, so frequencies, modes, etc. are re- To change the VOR/ILS or ADF frequency or
tained during power outages. ATC code, you simply depress the desired line
key to move the star to that line and then retune
The RTU lighting and display brightness is the frequency or code with the selected knobs.
controlled with a brightness knob on the upper-
right corner of each RTU (Figure 16-11) and On airplanes with the Collins FMS-850 in-
by the EFIS dimmer controls on the L and R stalled, AUT displays on the VOR/ILS line of
INSTR LIGHTS panels. the RTU when automatic tuning is selected on
the CDU. When AUT is displayed on the RTU,
selecting the NAV line on the RTU and turn-
RTU CONTROL FUNCTIONS ing the tuning knobs will cancel auto tuning.
The RTU has two concentric knobs for fre-
quency/code setting, five line-keys, and six The ATC line displays only on the RTU that
dedicated functions (Figure 16-11). corresponds to the active transponder. Only one
transponder can be operating at a time. The
The five line-keys, on the right side of the active transponder is selected on the left or
RTU, are used to select a radio for retuning and right EFIS control panel (ECP) (Figure 16-1).
to access the mode control pages. Pressing a The 1 or 2 annunciator, on the ATC 1/2 switch
line-key that does not have the selector star on on each ECP, illuminates to indicate which
that line will cause the star to move to that line. transponder is selected. If the ATC switch is
The star shows the radio that can be tuned depressed on either ECP, the transponder num-
with the frequency/code select knobs (tuning ber (1 or 2) changes on both ECPs. If ATC 1
knobs). The selector star is normally displayed is selected on either ECP, the bottom line on
on the PRE line, and automatically returns to the left RTU will indicate STBY or ATC 1 de-
that line after approximately 15 seconds of pending on whether the transponder is in
inactivity. Pressing a line key a second time standby or ON, and the bottom line on the
(while the selector star is on that line) will dis- right RTU will be blank. If ATC 2 is selected
play the COM, NAV, ADF, or ATC mode page on either ECP, the transponder status (STBY
(Figure 16-12). or ATC 2) will be displayed on the bottom
line of the right RTU.
The COM frequency can be changed by de-
pressing the COM line key (star moves to RTU TUNING KNOBS
COM line) and then selecting the desired fre-
quency with the tuning knobs. Another way to The frequency/code select knobs (tuning
change the COM frequency is to enter the fre- knobs) consist of two concentric knobs. The
quency in the PRE line first and then move it larger knob changes the left digits and the
up to the active COM line. This is the more smaller knob changes the right digits.

SELECTOR STAR
DME HOLD
ANNUNCIATOR ATC REPLY ANNUNCIATOR
BRIGHTNESS CONTROL
COM DISPLAY
DME HOLD REPLY BRT

LINE KEYS
COM PRESET DISPLAY
COM SELECT KEY
135.97 COM 1
NAV DISPLAY COM PRESET
118.00 PRE SELECT KEY
NAV SELECT KEY

108.00 VOR 1
ADF DISPLAY ADF SELECT KEY
1749.5 ADF 1
ATC SELECT KEY
ATC DISPLAY
1200 ATC 1
COM SQUELCH BUTTON
ATC IDENTIFICATION (MOMENTARY BREAK)
BUTTON ATC DME COM
ID HLD SQ FREQUENCY/CODE
SELECT KNOBS (2)
ATC STANDBY/ON ATC ADF
BUTTON 1/2
STBY TEST
ADF TEST BUTTON

1/2 BUTTON (LEFT/RIGHT SIDE SELECTOR)
DME HOLD BUTTON
NOTE:
THE UPPER-HALF OF THE LEFT-MOST DISPLAY DIGIT BLINKS IF THE ECHO FREQUENCY
FROM THE IAPS DOES NOT MATCH THE TUNE FREQUENCY STORED IN RTU MEMORY.
MAIN MENU PAGE
Figure 16-11. RTU Radio Tuning Unit Controls

RTU FUNCTION KEYS

1/2
There are six function keys at the bottom of
each RTU.
ATC 1/2Normally each RTU controls only
ID the on-side COM/NAV/ADF radios. Press-
ing and holding the 1/2 button will display
the cross-side frequencies; however, these
ATC IDThis key is active only on the frequencies can only be changed when the
RTU that is controlling the selected cross-side RTU is disabled. Either RTU can
transponder. Depress this button to be used to control both the left (1) and
squawk ident. Ident can also be activated right (2) radios, but only when the cross-
by depressing the IDENT button on ei- side RTU/OFF switch on the ECP has been
ther control wheel. ID replaces ATC, on selected to OFF (disabled). Pressing the 1/2
the ATC display line, when ident is ac- switch at the bottom of the RTU then se-
tivated. The ATC REPLY annunciator at lects either the left or right bank of radios,
the top of the RTU illuminates when the to be controlled by the RTU. The COM,
transponder replies to an interrogation. NAV, ADF and ATC display lines show the
selected side (1 or 2) next to the line keys.
ATC
STBY COM
SQ
ATC STBYThis button is active only
on the RTU that is controlling the active COM SQThis button can be depressed
transponder. Press this button to select and held to, momentarily, disable the
the standby or the normal (on) mode. COM receiver squelch circuits. Squelch
can also be turned on and off on the
DME
COM page.
HLD
ADF
TEST
DME HLDPress the DME HLD but-
ton to hold the DME on the current fre-
quency, and allow the NAV receiver to ADF TESTDepressing this button
be independently retuned. When this verifies ADF signal strength. While the
button is pressed, the DME HOLD an- bu t t o n i s d e p r e s s e d a n d t h e s i g n a l
nunciator (located on top center of the strength is usable for navigation, the
RTU) illuminates and an H replaces NM bearing pointer will swing 90 and a 1
following the DME distance on the PFD. kHz tone will be emitted.
The DME hold frequency is displayed on
the NAV mode page. Press the DME
HLD button a second time to cancel
hold; the DME then retunes to the active
NAV frequency.

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RTU MODE CONTROL PAGES RADIO TUNING WITH

The COM, NAV, ADF, and ATC mode pages
can be selected by depressing the line key to
THE COLLINS FMS-850
move the selector star to the desired line and CDU
then depressing the same key a second time.
See Figure 16-12 for illustration of the mode GENERAL
pages. The RTU display will return to the main
menu after approximately 15 seconds of in- On airplanes equipped with the Collins FMS-
activity on a mode page, or the RTN line can 850, the radio receivers and transponders can
be selected on the mode page to immediately be tuned/set using the RTUs or through either
return to the main menu. Collins FMS-850 CDU on the center pedestal.
For airplanes equipped with the UNS-1Bs, go
The ADF mode page allows antenna (ANT), to the next section in this chapter for a de-
or loop antenna (ADF), to be selected or description of tuning through the UNS-1B CDUs.
selected and the BFO (beat frequency oscil-
lator) to be selected or deselected. The ADF
receiver provides a 1,000 Hz aural output tone FMS-850 CDU CONTROL KEYS
in BFO mode, when a keyed CW signal is re- (RADIO TUNING)
ceived. The ATC mode page allows altitude re-
porting to be turned on or off and presents an The vertical column of four control keys on the
uncorrected barometric altitude readout. The left side of the CDU, (COM, NAV, ADF, and
third line of the ATC page allows TCAS se- ATC) allow the comm radios (VHF), NAV re-
lection (if installed) to STBY, TA/RA, or TA. ceivers (VOR/LOC/ADF) and transponder to
The selected mode annunciates by the line be controlled from either CDU. The RTUs are
key. In the STBY mode the TCAS does not considered the primary radio controllers and
transmit. In the TA/RA mode, both traffic and when either is used to change a frequency or
resolution advisories may display on the transponder code, the active frequency/code
PFD/ND/MFDs. In the TA mode, traffic ad- is automatically updated on the CDUs. Also,
visories (only) may display. The forth line on when a frequency/code is changed on either
the ATC mode page allows transponder/TCAS CDU, it is updated in the other CDU and the
to be tested by depressing the TST line key. RTUs. The MLS receiver (if installed) cannot
be tuned on the CDU.
RTU ELECTRICAL POWER
SOURCE
DC electrical power is provided to the RTUs
through the RTU 1 and RTU 2 circuit break-
ers on the respective left and right circuit-
breaker panels. The left RTU, AUDIO 1,
AUDIO 2, COM 1, NAV 1, ADF 1, and ATC
1 all continue to operate in the emergency bus
mode of operation. The right RTU is turned on
with the right avionics master switch, whereas
the left RTU and COMM 1 are powered as
soon as aircraft electrical power is turned on.

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135.97 RTN
118.00 PRE
ON SQ
TST
COM 1
BRT
135.97 COM 1
117.00 HOLD
118.00 PRE 108.00 RTN
TST
108.00 VOR 1 VOR 1
1749.5 ADF 1
1200 ATC 1 OFF BFO
ADF
ANT
ATC DME COM
ID HLD SQ 1749.5 RTN
ADF 1
ATC ADF
STBY 1/2 TEST
ON ALT
9900 FT
TA/RA
TST
1200 RTN
Figure 16-12. RTU Mode Control Pages

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COM tifier to match it with a frequency. If the iden-

tifier is not in the data base, it stays in the
The COM menu (Figure 16-13) has five line- scratch pad, which alternately displays ques-
keys: ACTIVE, RECALL, PRE 1, PRE 2, and tion marks, and the line above the scratch pad
PRE 3. Each line has a COM 1 and a COM 2 displays IDENT.
column, allowing a total of ten frequencies on
the menu. Frequencies, entered on the al- If more than one station is found with the same
phanumeric keypad (numbers only, without identifier, (because world-wide VORs are in
decimals), appear in the scratch pad. With a the data base) then the system loads the clos-
number in the scratch pad, depressing the line est one and annunciates that a duplicate exists.
key next to any frequency line, except RE- The pilot can accept the displayed identifier
CALL, stores the frequency in that location. (the country prefix will identify the correct
When an ACTIVE frequency is changed on the one), or use the scroll keys to look at the al-
CDU, the former ACTIVE frequency is trans- ternates. If one of the choices is selected by
ferred to RECALL. If the line key for RECALL, depressing the line key next to OK, the tun-
or any of the PRESET frequencies, is depressed ing proceeds normally. If the menu page is
without a frequency in the scratch pad, then the changed without making a choice, the tuning
selected frequency becomes ACTIVE and is change is aborted and the previous frequency
displayed on both CDUs and the on-side RTU. is restored.
The most common method of changing the ac-
tive frequency on the CDU is to enter it in the
scratch pad and then depress the ACTIVE line NAV Tuning AUT
key for COM 1 or COM 2, as desired.
When selected on the CDU, it allows the FMS
to tune enroute stations and maintain valid
NAV position information throughout the flight.
The NAV menu has five line-keys: ACTIVE, When in MAN tuning, multiplexed channels
PRE 1, PRE 2, PRE 3, and NAV TUNING 2 and 3 of both DMEs are scanning for DME
(MAN/AUT). Each line has a NAV 1 and a stations to provide NAV information to the
NAV 2 column, allowing a total of eight fre- FMSs. When AUT tuning is selected, channel
quencies on the menu plus the NAV TUNING 1 of both DMEs are also scanning. Either or
(MAN/AUT). VHF NAV stations may be tuned both NAVs can be selected to AUT tuning by
by frequency or by station identifier. depressing the associated line key(s). However,
the following conditions must exist for AUT
Frequencies (without decimals) may be entered tuning: (1) The RMT TUNE-OFF switch on
on the scratch pad using the alphanumeric both ECPs must be deselected, and (2) FMS
keypad. Depressing any active or preset line m u s t b e s e l e c t e d a s t h e AC T I V E NAV
key stores the scratch pad frequency on the cor- SOURCE. If VOR/ILS is selected, as the ac-
responding line. If the line key next to any of tive NAV source, AUT tuning will automati-
the PRESET frequencies is depressed while no cally deselect. Manually tuning a VHF NAV
frequency is in the scratch pad, then the cor- receiver, using the CDU or RTU, will force the
responding frequency is transferred to the AC- NAV TUNING back to MAN. Also, any RNAV
TIVE line on both CDUs and the on-side RTU. approach waypoint, that becomes a TO way-
If the frequency in the scratch pad is not a point, will cancel AUT tuning.
valid frequency, it will not be transferred, but
will remain in the scratch pad, alternating
with question marks, until either corrected or ADF
a different page is selected. The ADF menu has five line-keys: ACTIVE,
PRE 1, PRE 2, PRE 3, and PRE 4. Each line
When a station identifier is entered into the has an ADF 1 and ADF 2 (if installed) column,
scratch pad and a line key is depressed, the allowing either five of ten frequencies on the
computer searches the data base for the iden-

NAV 1 NAV 2
114.10 ACTIVE 112.50
115.80 PRE 1 114.60 Collins

BRT POS
117.60 PRE 2 117.70

COM 1 COM 2
116.20 PRE 3 113.90 126.20 ACTIVE 120.35
NAV TUNING
MAN/AUT MAN/AUT 118.20 RECALL 119.45
COM
<< >> PAGE 135.97 PRE 1 126.32
KEY
ADF 1 ADF 2 121.50 PRE 2 128.05

1600.0 ACTIVE 200.0 128.20 PRE 3 127.50
190.5 PRE 1 326.0 << >>
PUSH PUSH
1749.5 PRE 2 600.0 RANGE TILT
R
DR O
HSI MAP TFC RDR NAV BRG ZE
N
RO
600.0 PRE 3 720.0 CTRL SRC SRC
COM
1450.0 PRE 4 190.0 A B C D E F 1 2 3
<< >> NAV
G H I J K L 4 5 6
ADF
M N O P Q R 7 8 9
ATC TRANSPONDER ATC
3310 ACTIVE
S T U V W X CLR 0
1200 PRE 1
Y Z FLT
PLN DIR VNAV SYS
CTRL IDX MSG
5563 PRE 2
7777 PRE 3
1457 PRE 4
<< >>
Figure 16-13. Collins FMS-850 CDU and Radio/Transponder Tuning Displays

FlightSafety
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menu. Frequencies can be entered in the scratch When first accessed, the page will initially
pad using the alphanumeric keypad (numbers display the last tuned radio. The selectable
only, without decimals). Depressing any ac- radios are displayed next to the line select
tive or preset line key stores the scratch pad fre- keys and a control window is located in the cen-
quency on the corresponding line. If the line key ter of the display. Any applicable radio may
next to any of the PRESET frequencies is de- be placed into the control window by press-
pressed, while no frequency is in the scratch ing the line key for that radio.
pad, then the corresponding frequency is trans-
ferred to the ACTIVE frequency and is dis- The control window shows the selected radio,
played on both CDUs and the on-side RTU. the active frequency, and up to four preset fre-
quencies. When the TUNE page is first ac-
cessed, the control window will contain the
ATC active and preset frequencies of the last radio
The ATC transponder menu has five line-keys: tuned and the cursor will be on the active fre-
ACTIVE, PRE 1, PRE 2, PRE 3, and PRE 4. quency field. A new frequency may be entered
Codes entered on the alphanumeric keypad into the active frequency, either directly, through
appear in the scratch pad. Depressing an ac- the numeric keys on the CDU, or by inputting
tive or preset line key stores the code on that the reference number (1-4) of one of the pre-
line. Codes entered on either CDU appear on set frequencies. The frequency input is com-
both CDUs and the on-side RTU. pleted by pressing the ENTER key on the CDU.
The TUNE page has a recall (RCL) line, below

the active frequency, which will always con-
RADIO TUNING WITH tain the last frequency used whenever a new
THE UNIVERSAL UNS- frequency is entered into the Active window.
The RCL line key swaps the RCL frequency
1B CDU with the current ACTIVE frequency. Each of
the four preset frequencies remain intact until
GENERAL modified by entering a different frequency.
On airplanes equipped with the dual Univer- Cursor movement in the control window is
sal UNS-1Bs, the radio receivers and transpon- controlled using the ENTER key. If the ENTER
d e r s c a n b e t u n e d u s i n g t h e RT U s , a s key is pressed and nothing new has been en-
previously described, or through either Uni- tered into the active frequency, the cursor will
versal UNS-1B CDU on the center pedestal. advance to preset. Each time the ENTER key
For information on airplanes equipped with the is pressed without entering a frequency first,
Collins FMS-850, go to the previous section the cursor advances to the next preset fre-
of this chapter for a description of tuning quency, and after preset 4, it will return to the
through the Collins FMS-850 CDUs. active frequency line.
The preset frequencies are changed or entered

UNS-1B CDU TUNE by placing the cursor over the desired preset
OPERATION position, inputting the new frequency, and
then pressing the ENTER key. The new fre-
The TUNE page is used to tune the aircrafts quency may be inputted directly through the
radios, select and store preselected frequen- numeric keys or by inputting the reference
cies for each radio, and to view the selected number (1-4) of one of the preset frequencies.
frequencies (active and preset) for each radio. When typing in the frequency, the decimal
The TUNE page is accessed from any mode by point will be automatically placed in the proper
pressing the TUNE function key on the CDU position. For example, if a frequency of 135.65
(Figure 16-14). is desired, input the numbers 13565. If 118.00

FlightSafety
international
is desired, the number can be input as 118, a list of options appropriate to the data to be
1180 or 11800. In either case, when the ENTER entered. While performing data entry, press-
key is pressed, the display will read 118.00. ing the LIST key presents a list of selections
appropriate to the entry being made.
When tuning VOR and ADF frequencies, the
operator has the option of either entering the The ATC line select key on the TUNE page is used
actual frequency of the NAV aid, using the to gain access to control of the transponder codes.
LIST function or direct input of identifier. Preselects 3 and 4 are prefilled with codes 1200
The LIST key on the CDU is used to provide and 7700, but can be changed if desired.
UNIVERSAL
TUNE 1 / 1
COM 1 COM 1 COM 2

135 . 20
NAV 1 NAV 2
R C L 125.45
ADF 1 1 124 . 85
2 118 . 60
ATC 3 121 . 50 RCL
4 122 . 20
RTN
CDU
DATA NAV VNAV DTO LIST PREV 1 2 3
FUEL FPL PERF TUNE MENU NEXT 4 5 6
A B C D E F G 7 8 9
H I J K L M N BACK
0 MSG
O P Q R S T
ON/OFF
DIM
U V W X Y Z ENTER
RANGE HSI MAP TFC RDR NAV BRG TILT

PUSH
RDR
PUSH ERP
ZERO
ON
UNIVERSAL
Figure 16-14. Universal UNS-1B CDU and TUNING Page

INSTRUMENT DISPLAY DISPLAY BRIGHTNESS

SYSTEM (IDS) CONTROL
The brightness of the PFD and ND/MFD
GENERAL screens is controlled by individual brightness
(BRT) knobs in the upper-left corner of the
The primary units of the IDS are the four 7- x units and also by the EFIS dimmer knobs on
6-inch electronic flight displays. Each has a the L and R INSTR LIGHTS panels.
pair of electronic instruments that integrate
most display functions.
Primary data (attitude, airspeed, and altitude) PRIMARY FLIGHT

is sent to the four large displays via dedicated
ARINC 429 digital buses. All of the large dis-
DISPLAY (PFD)
plays have access to AHS, air data, and radio sen-
sor data originating on both sides of the cockpit. GENERAL
The upper portion of the PFD provides the pilot with
AVIONICS COOLING pitch, roll, and yaw information, flight director
steering commands, flight director mode annunci-
The PFD, MFD and ND (if installed) contain ation and vertical deviation. To the left of the atti-
internal fans to provide cooling. If a fan should tude display is the IAS/Mach scale and associated
experience a fault, the internal temperature references. To the right of the attitude display is the
monitor will detect the approaching thermal altitude scales (pressure altitude and radio altitude)
cutoff and the affected unit will display a red and associated references. Directly below the atti-
boxed DISPLAY TEMP which will flash for tude display is the HSI display and associated nav-
ten seconds before becoming steady. To pro- igation information. To the left of the HSI is space
l o n g t h e d i s p l a y, t h e s ky / g r o u n d r a s t e r for a vertical row of annunciators and to the right is
(blue/brown background) will be removed the vertical speed indicator.
from the attitude display. All other symbols on
the display will remain functional. If the con-
dition continues, the display will shutdown. Attitude and heading information can be fed to
As the display cools down, it will return. the PFD by either AHS which is selectable on
the left and right EFIS control panels. Normally
There are two cooling fans under the glareshield the on-side AHS will be selected, but should it
(one on each side) which pull air from behind fail, the cross-side AHS can be selected. If AHS
the instrument panel and exhausts it above the input data fails, boxed red ATT and MAG flags
glareshield at the base of the windshield. An- will be displayed and attitude and heading in-
other independent fan circulates air from beneath formation is removed from the display.
the cockpit floor to the area behind the instru-
ment panel to cool the CRTs. These fans are pow- Air data information can be fed to the PFD by
ered through the avionic fans circuit breaker on either ADC and is selectable on the left and
the copilots circuit-breaker panel. These equip- right EFIS control panels. Normally the on-
ment cooling fans are further described in Chap- side ADC will be selected, but should an ADC
ter 11, Air Conditioning. fail, the cross-side ADC can be selected. ADC
failure would be evident with flags on the air-
speed, altitude and vertical speed displays.
If the display tube for either PFD fails, the en-

tire display can be moved to the MFD/ND
next to it by selecting PFD REV on the asso-
ciated ECP (see Figure 16-1).

PFD DESCRIPTION/FUNCTION whenever the autopilot is engaged. The an-

nunciator is a green AP or AP , with the
Attitude Display horizontal arrow pointing to the coupled side.
When the autopilot disengages, this annunci-
Refer to Figure 16-15 (Sheet 1 of 5) with the ator flashes amber for five seconds or until the
following description of the attitude section autopilot disengage button is depressed. See
of the PFD. In the interest of brevity, the in- the Autopilot/Flight Director section of this
formation that should be apparent from study- chapter for more information on the PFD au-
ing the illustrations in Figure 16-15 (Sheets 1 topilot annunciator.
through 5) will not be described herein.
One thing not apparent from the drawings is FCS Mode Annunciation
that, above +30 or below -20 pitch, the PFD
Flight control system modes annunciate above
display is decluttered leaving only essential
the upper-left corner of the attitude display.
items. Chevrons come into view, directing the
Lateral modes display above vertical modes.
pilot to straight and level flight. Decluttering
Active modes display in green, and annun-
also occurs at bank angles greater than 60.
ciate to the left of a blue vertical divider line.
Armed modes display in white, and annun-
AP Annunciator ciate to the right of the line. FD modes are de-
scribed in the Autopilot/Flight Director
An autopilot engaged annunciator appears in section of this chapter.
the top-left corner of the attitude displays
FCS MODE ROLL POINTER ROLL SCALE

AP ENGAGE ANNUNCIATION
ANNUNCIATION MARKER
BRT
BEACON
ANNUNCIATION
1/2BNK MDA 1650 DH 200
HDG FMS1 15000
M.450 CLM 250H ALTS 0M
WING TIPS AP 200 SLIP/SKID
180 INDICATOR
10 100
160
000 PITCH
2
140 R SCALE
1 10 900
120 VERTICAL DEV
1250FT 800 DISPLAY OR
CRS 310 HDG 340 30.15IN 'BACK CRS'
150
99.9NM
AIRCRAFT 33 N
124 HORIZON
FMS 1
SYMBOL 30 LINE
VINTY
3
AUTOLG
W
VLF 1.0
NM
6
MSG 10
24
ADF1
ADF2
NM 124 FD STEERING
RAT 50C 10
COMMAND BARS
ATTITUDE
Figure 16-15. PFD Displays (Sheet 1 of 5)

FlightSafety
international
Flight Director Command Bars Vertical Deviation

Flight director (FD) V-bars appear in the cen- A vertical deviation display will appear on the
ter of the attitude display whenever a flight right side of the attitude display when VNAV
guidance mode is selected on the on-side flight is selected, or when a ILS/MLS frequency is
control panel (FCP). tuned, and is selected as the active navigation
source. When making a back course approach,
this display is replaced with a BACK CRS an-
nunciator. If deviation data becomes invalid, this
display is replaced with a red GS, MGP or VNV
10 annunciator. The scale is conventional for ILS
and MLS presentation and, for VNAV, each dot
Slid/Skid Indicator represents 250 feet of deviation.
A slip/skid indicator is located beneath the roll
pointer. It moves laterally from the pointer to
show aircraft slip/skid. This indicator is driven
by lateral accelerations sensed by the AHS and
replaces a traditional glass tube inclinometer.
RPT/MDA RA TEST BUTTON
SELECT SWITCH
AAP 851
PUSH MDA RA TEST PUSH

SET SET
OFF RPT OFF
DH
RPT (MDA) DISPLAY RPT (MDA) DH DISPLAY DH SET KNOB

ON/OFF SWITCH SET KNOB ON/OFF SWITCH
BAROMETRIC
BAROMETRIC CORRECTION
CORRECTION KNOB ARP 851 FORMAT SWITCH
VS
REFERENCE ALTITUDE
KNOB PRESELECT
BARO
IAS VS IN HG HPA ALT SEL KNOB
IAS USH
USH USH
P
REFERENCE
P
VSPDS TEMP
P
STD
ON
FF
EL
KNOB
C
- O ANC
ALTITUDE ALERT
CANCEL SWITCH
STANDARD
REFERENCE AIRSPEED BAROMETRIC TEMPERATURE
ON/OFF SELECT CORRECTION SELECT
SWITCH BUTTON SWITCH BUTTON

FlightSafety
international
Airspeed Display
Refer to Figure 16-15 (Sheet 3 of 5) with the M.450
following description of the airspeed section
of the PFD.
Mach Display
Mach is displayed as speed increases above
.450M I and the display is removed when speed
decreases below .400M I . The speed value is
replaced with red dashes if Mach speed data
becomes invalid.
BAROMETRIC BAROMETRIC
CORRECTION KNOB CORRECTION
VS FORMAT SWITCH
REFERENCE
KNOB BARO ALTITUDE
IAS VS IN HG HPA ALT SEL
PRESELECT
USH
USH
USH KNOB
IAS
P
VSPDS TEMP
P STD
ON
FF
EL
ANC
C
REFERENCE - O
IAS < 40DETAIL: KNOB

ALTITUDE ALERT
IAS SCALE REFERENCE CANCEL SWITCH
ON/OFF SWITCH
STANDARD
AIRSPEED BAROMETRIC TEMPERATURE
80 SELECT CORRECTION SELECT
BUTTON SWITCH BUTTON
60
V2 BUG VALUE
40 VR BUG VALUE
V1 BUG VALUE
V2 144 IAS BUG VALUE MACH DISPLAY
VR 137
V1 132 BRT
150
SPEED 1/2BNK MDA 1650 DH 200
REFERENCE
(BUG) HDG FMS1 15000
TABLE OVERSPEED CUE
AP 200
IAS SCALE 180
10 100
IAS TREND VECTOR V2 BUG
160 (BLUE)
IAS BUG
(MAGENTA) 000
2
140 R
900 VR BUG
1 10 (BLUE)
120
IAS POINTER 1250FT 800
150 CRS 310 HDG 340 30.15IN V1 BUG
1.3 VS LINE 99.9NM (BLUE)
33
124
N
(GREEN) FMS 1
30
VINTY
3
LOW SPEED CUE AUTOLG

W
VLF 1.0
NM
6
MSG 10
24
ADF1
ADF2
NM 124
RAT 50C 10
SPEED REFERENCE
(BUG) FIELD
AIRSPEED

FlightSafety
international
80
160
60
140
40 1.3VS Line
IAS Scale The green 1.3 VS line and the low-speed cue dis-
play on the airspeed scale to show impending
The indicated airspeed scale is a vertical stall speed. These indications do not replace the
moving tape display. If airspeed becomes stall warning system but provide a visual indi-
invalid, the scale is replaced with a red boxed cation of approaching stall conditions. Both
IAS annunciation. displays are calculated using angle of attack
data. The green 1.3V S line shows 1.3 times the
200 computed stall speed. The 1.3V S approach cue
has a long filter time constant, to reduce ex-
180 cessive movement of the cue. The pilot should
note that it may take up to one minute for the
IAS Pointer cue to reach its final value.
This stationary, yellow triangle displays at
the center of the IAS window. The current in- If the AOA system fails, the 1.3V S line is re-
dicated airspeed is the IAS scale indication at placed with a yellow bar that extends verti-
the pointer. cally from the low-speed cue. The top of the
yellow default bar represents the highest stall
speed of the airplane (i.e., flaps up and heavy
200 gross weight).
180
140
IAS Trend Vector
120
The IAS trend vector is a magenta line that ex-
tends from the IAS pointer, to predict future air- Low-Speed Cue
speed in ten seconds, based on present This red and black checkered bar rises from
acceleration/deceleration. The trend vector is the bottom of the IAS window to the com-
not displayed when the aircraft is on the ground. puted shaker speed. If the AOA system fails,
the top of the low-speed bar represents the
300
lowest stall speed of the airplane (i.e. light
weight aircraft with flaps down). The low-
280
speed cue does not display on the ground.
60
Overspeed Cue
This red and black checkered bar moves up or 40
down the IAS scale to show the maximum op- 150
erating airspeed for current flight conditions.
This value (V MO /M MO ) is provided by the air Airspeed Reference Bugs
data computer. The overspeed horn sounds if There are four airspeed references that can be
V MO /M MO is exceeded by 2 knots. set on the airspeed scale. Three of them (V 2 ,
V R , V 1 ) are blue lines that extend across the
airspeed scale at the set value. These lines are
identified with a 2, R, or 1 at the right end of
the line. The forth reference is an IAS bug
(magenta notched-box) that appears on the IAS

FlightSafety
international
scale at the set value. The four airspeed refer-

ence values are displayed in a speed reference V2 144
VR 137
(bug) table, at the bottom of the IAS scale,
V1 132
when on the ground, and the values can be dis- 150
played, one at a time, in the speed reference
(bug) field, below the IAS scale, when in flight.
V 1 and V R reference lines are automatically re- Speed Reference (Bug) Table
moved from the airspeed scale five seconds This table displays on the lower portion of
after becoming airborne, and the V 2 reference the IAS scale when airspeed is less than 40
line is removed when airspeed exceeds V 2 + 45 knots. When this table is displayed (aircraft
knots. Any of these reference lines can be reset on ground), press the V SPDS button on the
in flight after being cancelled. ARP to, sequentially, select one of the four
available bugs. The selected bug and its nu-
The airspeed reference values can be changed merical value will be underlined. The under-
in the speed reference table on the ground, lined bug value can then be changed by rotating
and in the speed reference field in flight, using the IAS reference knob on the ARP. The bug
the ARP. Setting V 1, V R, or V 2 on one PFD au- position on the airspeed scale updates on both
tomatically sets them on the other PFD; how-
ever, the IAS bugs have to be individually set PFDs when the value is changed (except IAS
on each PFD. bug). The IAS bugs have to be set separately
on the PFDs. The underlined bug (except IAS
The IAS bug may be set to target speed or V REF bug) can also be enabled/disabled for display
for landing or as desired for an IAS reference on the airspeed scale by depressing the refer-
in flight. The other three speed references are ence ON/OFF switch.
primarily for takeoff references, but can be
used in flight if desired. For example, you may When electrical power is applied to the airplane
prefer to use the V R blue line as a V REF refer- and the avionics master switches are turned on,
ence instead of the IAS bug. a default value of 140 KIAS will appear for V 1,
V R and V 2 and a default value of 40 KIAS will
Any or all of the V 1 , V R , and V 2 references can appear for the IAS bug. Set values are retained
be removed from the airspeed scale, if desired, if the avionics master switches are turned off,
but the IAS bug cannot. It can be set to a very but if aircraft electrical power is turned off,
low value, so that it does not appear within the they will revert to the default values.
normal airspeed scale range if you dont want
it in view. Note that when the IAS bug refer-
ence is controlled by the FCS system (SPD or 40
LVL CHG selected on the FD), the IAS value 150
does not display in the speed reference field,
but appears in the FCS vertical capture window
of the PFD. When SPD is selected on the flight Speed Reference (Bug) Field
director, the speed can be changed by rotating This one line display shows a selected refer-
the IAS reference knob on the ARP. ence (bug) values. Press the V SPDS button on
the on-side ARP (Figure 16-15, Sheet 3) to, se-
quentially, select one of the four available bugs
values for display in this field and then rotate
the IAS reference knob, on the ARP, to change
the value of that bug. The bug positions on
both PFDs automatically update (only on-side
IAS bug updates). The reference ON/OFF
switch can be depressed to enable/disable dis-
play of that airspeed bug (except the IAS bug).
After 15 seconds of inactivity in the reference
field, the IAS bug display automatically selects.

FlightSafety
international
Altitude Display 800

30.15IN
Refer to Figure 16-15, Sheet 4 with the fol-
lowing description of the altitude section of
the PFD Barometric Pressure Display
Barometric pressure correction (altimeter set-
ting) is numerically displayed in inches of mer-
000 cury (IN), or in hecto pascals (HPA), at the
bottom of the altitude scale. The format (IN or
HPA) and the altimeter setting are set with the
Barometric Altitude Display format switch and the baro correction knob at
This display simulates a rolling drum mech- the center of the on-side ARP (Figure 16-16,
anism and is outlined by a yellow window. Sheet 4). The altimeter settings have to be in-
The present barometric corrected altitude is the dividually set on each PFD. Standard baro-
summation of the numeric thousands read- metric correction (29.92) can be set by
out and the hundreds moving tape indication, depressing the standard barometric correction
at the window. If barometric altitude data be- switch on the on-side ARP. The numerical dis-
comes invalid, the altitude displays are re- play flashes when passing through 18,000 feet,
placed with a red boxed ALT annunciator. or FL 180, as a reminder to reset the altimeter.
200 Preselect Altitude Display

The preselect altitude numerically displays
magenta above the baro altitude scales. This
Fine Baro Altitude Scale value is simultaneously set on both PFDs with
the altitude preselect knob on either ARP (Fig-
This scale is a vertical moving tape display. ure 16-15, Sheet 4).
The display window is 450 feet. The scale
contains a line marking every 20 feet, and nu-
meric label every 100 feet. The scale moves 100
down for increasing altitude.
Preselect Altitude Bug

200
This 4-line bug (double magenta lines above
and below the selected altitude) displays on the
coarse, and/or fine baro altitude scales, to
Coarse Baro Altitude Scale mark the preselect altitude value. This value
This scale is a non-numbered, vertical mov- is numerically repeated in the preselect alti-
ing tape display that helps visualize ap- tude display above the altitude scale.
proaching preselect altitudes. Large rectangles
on the scale represent 1,000 foot altitude in- A tone sounds, and the preselected altitude dis-
crements; small rectangles represent 500 foot play and bug (4-line marker) both flash when
increments. The display window is 2,200 feet. the aircraft closes to within 1,000 feet of the
The scale moves down for increasing altitude. preselected altitude. When the aircraft closes
to within 200 feet of the preselected altitude,
the preselected altitude display and the bug be-
come steady. After capture, the bug (only)
flashes magenta for minor altitude deviations
(100 feet). The bug, and the numeric prese-
lected altitude display, both flash yellow for

major altitude deviations (200 feet) and a tone

1250FT
sounds. The flashing alert and the tone can be
canceled by depressing the cancel in the alti-
tude preselect knob. Radio Altitude Display
This green numerical display appears at the
The displays become blue if the left and right bottom center of the attitude display as the air-
altitude preselect values do not track with each craft descends through 2,500 feet. If radio al-
other. They can be resyncd by setting the pre- titude data becomes invalid, this display is
select value displayed on the cross-side PFD. replaced with a red RA annunciation.
VS BAROMETRIC BAROMETRIC ALTITUDE

RPT/MDA RA TEST BUTTON REFERENCE CORRECTION CORRECTION PRESELECT
SELECT SWITCH
KNOB KNOB FORMAT SWITCH KNOB
BARO
IAS VS IN HG HPA ALT SEL
PUSH MDA RA TEST PUSH
SET SET USH
USH USH
P
VSPDS TEMP
P
OFF RPT OFF STD
ON
FF
EL
DH
C
- O ANC
IAS
REFERENCE
RPT (MDA) KNOB
RPT (MDA) DISPLAY DH SET KNOB
SET KNOB AIRSPEED STANDARD TEMPERATURE ALTITUDE
ON/OFF SWITCH
DH DISPLAY REFERENCE SELECT BAROMETRIC ALERT
SELECT CANCEL
ON/OFF SWITCH ON/OFF BUTTON CORRECTION BUTTON SWITCH
MDA OR RPT SWITCH SWITCH
DISPLAY DECISION HEIGHT
DISPLAY
PRESELECT ALTITUDE RADIO ALTITUDE < 1100 FT:
DISPLAY
15000
COARSE BARO
BRT 200
ALTITUDE SCALE
1/2BNK MDA 1650 DH 200 FINE BARO 100
HDG FMS1 ALTITUDE SCALE 1100 FT SCALE
M.450 CLM 250H ALTS 15000
0M 0 FT 000 ANALOG
AP 200
180 DECISION
500 FT 900 HEIGHT BAR
10 100
160 BARO ALTITUDE DISPLAY 800
000 1100 FT
2 RADIO ALTITUDE DISPLAY
140 R
1 900 MDA POINTER
10
120
1250FT 800 BAROMETRIC PRESSURE ANALOG
CRS 310 HDG 340 30.15IN DISPLAY RADIO
150
99.9NM ALTITUDE
33 TCAS ADVISORY AND BAR
124
N
FMS 1
VINTY
30 MESSAGE DISPLAY
3
AUTOLG
VS DISPLAY
W
VLF 1.0
NM
6
MSG 10
24
ADF1 TCAS RA ARC

ADF2
NM 124
RAT 50C 10 (RED/GREEN)
ALTITUDE

FlightSafety
international
Radio Altitude Test MDA or RPT Display

When the RA TEST button is pressed, the Either minimum descent altitude or reporting
radio altimeter is placed in self-test mode and altitude can be numerically displayed, above
outputs a fixed value of 50 feet. If the decision the attitude display, at the center of the screen.
height is set higher than the self-test value, the MDA or RPT may be chosen as an altitude ref-
DH annunciator turns on during the self-test. erence, with a two-position toggle switch,
near the center of the AAP (Figure 16-15,
500 FT 900
Sheet 4). The display is selected ON or OFF
by depressing the center of the left set knob
1100 FT
800 on the on-side AAP. The altitude (MDA or
RPT) is simultaneously set on both PFDs by
rotating the set knob on either ARP, but the dis-
Analog Radio Altitude Bar play of MDA/RPT must be turned ON and
An analog radio altitude pictorial displays as OFF individually on each side.
the aircraft descends through 1,100 feet. A yel-
low (ground reference) bar appears with an The range of MDA is 0 to 12,000 feet with a
1,100 foot radio altitude scale. At 0 foot radio 10 foot readout accuracy and the range of RPT
altitude, the top of the ground reference bar is 0 to 60,000 feet.
will have risen to align with the center of the
baro altitude window.
Decision Height Display MDA 7850 DH 100
Selected decision height numerically displays A yellow MDA alert displays near the center,
with a DH label above the top-right side of the left side of the attitude display when the air-
attitude display. The DH display is selected ON craft is at or below the minimum descent al-
or OFF using the switch in the right knob of t i t u d e . T h e y e l l o w M DA f l a s h e s f o r
the AAP (Figure 16-15, Sheet 4). The DH dis- approximately 10 seconds when the set MDA
plays must be turned ON and OFF individu- altitude is reached and then goes steady.
ally on each side, but the DH value
simultaneously sets on both PFDs with rota-
tion of the DH set knob on either AAP. The
decision height range is 0 to 999 feet settable
to one foot increments. This value is replaced RPT 7850 DH 100
with red dashes, if decision height data be-
comes invalid. A RPT alert displays when the aircraft is at the
reporting altitude. The numerical RPT display
A yellow DH annunciates near the center, right flashes and then becomes steady.
side, of the attitude display when the aircraft
is at or below the DH value. It flashes for ap- MDA Pointer
proximately 10 seconds when the set DH al-
titude is reached and then goes steady. A blue pointer marks the selected minimum
decision altitude on the fine baro altitude
scale. This pointer displays when MDA is se-
Analog Decision Height Bar lected on the AAP, and flashes when the air-
craft descends below the pointer.
Decision height also displays on the analog
radio altitude pictorial. A blue bar extends
from the top of the yellow (ground reference)
bar to show decision height. The DH value is
the bar length, and is read against the 1,100
foot scale.

Vertical Speed Display (VS)

124
Heading Bug
1.0 A magenta heading bug symbol is provided on the
compass arc to mark a selected heading reference.
124
Turn the HDG knob on the CHP (Figure 16-15,
Sheet 5) to move the heading bug around the com-
VS Display pass arc. There is only one heading select knob on
the CHP. The heading bugs on both PFDs and
Current vertical speed is shown by a pointer ND/MFDs all change to the same heading with the
on a semi-circular scale in the lower-right cor- heading select knob. A PUSH to SYNC switch is
ner of the PFD, and numerically repeated in located in the center of the HDG select knob and will
the center of the scale. If vertical speed data move the heading bug to the lubber line of the HSI.
becomes invalid, this display is replaced with
a red boxed V/S annunciation. The heading bugs also reposition when in the
FMS HDG mode (UNS-1B/C only) and a head-
The white VS scale contains nonlinear marking is entered using the CDU.
ings to increment vertical speeds between -
4,000 and +4,000 feet per minute. A pointer The heading bug on the SDU is set with a
rotates along the scale to show the current heading set knob on the SDU.
vertical speed value.
When the heading bug is positioned outside of
The VS value is numerically repeated in the the 200 arc on the PFD, a dashed line extends
center of the scale up to a value of 15 (15,000 from the aircraft symbol to provide an angular
FPM). Above 9,950 fpm, the digital value is indication of the selected heading value.
rounded to the nearest 1,000 fpm. The pointer
and numerical VS value are normally green,
but become red if the current vertical speed is NOTE
within a red TCAS advisory arc. Do not select a heading change greater
than 180. This will cause the FD to
See the Collins Pilots Guide for more infor-
mation on the TCAS. reverse the direction of turn.
When VS is controlled by the FCS (VS or LVL

CHG below 8,000 feet), the VS value display in the
FD vertical capture window can be changed with HDG 340
the VS knob on the on-side ARP.
Heading Display
HSI Display
There is a magenta HDG and digital heading
Refer to Figure 16-15, Sheet 5 with the follow- display above the compass rose to the right of
ing description of the HSI section of the PFD. the lubber line. This is a numerical readout of
33 N
the heading bug position.
30
3
W
6
24
Compass Arc
A 200 section of the compass rose displays
on the lower portion of the PFD. A full com-
pass rose can be displayed on the ND/MFD
when the HSI format is selected on the CDU.

FlightSafety
international
Course Display
33 N
The digital course display is presented to the
Drift Angle Pointer left of the compass arc lubber line. The display
consists of CRS and a three digit course value.
This pointer is a small circle that rotates left
or right of the lubber line on the compass arc The course value is calculated by the FMS or
to show the aircraft drift angle. The amount selected by the CRS knob on the CHP (Figure
of aircraft drift is the angular difference be- 16-15, Sheet 5). The CRS 1 knob (left side of
tween the pointer position (circle) and the air- the CHP) controls the course on the left PFD
craft heading. When the pointer is under the and ND/MFD and the CRS 2 knob (right side
lubber line, the drift angle is zero. of CHP) controls the course on the right PFD
and MFD. The SDU has a set knob on the bot-
tom-right corner of the SDU which can be used
33 N to select a course in the VOR and LOC formats.
The course display has a distance readout be-

Bearing Pointers neath it. The NM readout shows the distance
Two bearing pointers can be selected for dis- to the tuned navaid or next waypoint (in nau-
play on the PFD and MFD/NDs using the CDU tical miles).
and ERP (if installed). Selecting bearing point-
ers for display on the PFD and ND/MFD is de- NOTE
scribed in this chapter under Collins FMS-850
CDU Operation or under Universal UNS-1B An H replaces the NM label if in
CDU and ERP Operation. DME hold mode. The NM label is
replaced by dashes or blanked if valid
One pointer is a single bar, V-head pointer data is not available.
and reciprocal tail and the other pointer is a
dual bar, V-head pointer and reciprocal tail.
Each pointer shows the bearing to a selected NAV Source
navaid station or the next waypoint. Due to the The selected active Nav source is displayed to
partial compass rose display, you may only see the left of the compass arc and directly beneath
the V-head pointer or reciprocal tail of the that, the station or next waypoint. The active
bearing pointers. NAV source is selected using the CDU and ERP
(if installed) and is described in this chapter
Bearing Pointer Sources under Collins FMS-850 CDU Operation or under
Universal UNS-1B CDU and ERP Operation.
The NAV source(s) selected to drive the bear-
ing pointer(s) are annunciated just to the left of If the Collins FMS-850 is installed, and the FMS
the compass rose. One, both, or none of the is the active source, the FMS navigator mode
bearing pointers may be selected for display. If (AUTOLG, MAN LG, or SELCRS) will be dis-
the selected source fails, or is invalid, the source played on the next line down. These options are
annunciation becomes boxed and turns red. described in the Collins Proline 4 Learjet 60
Pilots Guide. Annunciation on the forth line be-
neath the active NAV source identifier may in-
clude DR (if FMS is in dead reckoning) or GPS
(if FMS is in GPS only mode). If the selected ac-
tive NAV source fails or is invalid, the source an-
nunciation becomes boxed and turns red.

BRT
1/2BNK MDA 1650 DH 200

HDG FMS1 15000
AP 200
180
10 100
160 LUBBER LINE
000
COURSE DISPLAYS 2
140 R SELECTED
1 10 900 HEADING DISPLAY
120
1250FT 800
150 CRS 310 HDG 340 30.15IN SELECTED
99.9NM HEADING BUG
33
124
N
MESSAGE FMS 1
VINTY
30 DRIFT ANGLE
ANNUNCIATOR
3
AUTOLG POINTER
W
BEARING VLF 1.0

NM
6
POINTER SOURCES MSG 10 BEARING POINTERS
24
ADF1
TEMPERATURE ADF2
NM 124
DISPLAY RAT 50C 10
COMPASS COURSE TO/FROM AIRCRAFT LATERAL LATERAL

ARC POINTER SYMBOL SYMBOL DEV BAR DEV SCALE
JOYSTICK CRS 1 SELECT KNOB HDG SELECT KNOB CRS 2 SELECT KNOB
CRS 1 HDG CRS 2

USH USH USH
P
IR S IR
D
D
T
EC YNC EC
CRS 1 DIRECT-TO SWITCH HDG SYNC SWITCH CRS 2 DIRECT-TO SWITCH
HSI AND CHP

FlightSafety
international
ADF2
RAT 50C
33
30
Temperature Display
Course Pointer This green temperature display is located at
The course pointer is a solid-line, triangle-head the bottom of the PFD screen on the left side.
pointer with a straight line tail. This pointer It shows SAT (static air temperature), RAT
shows the active NAV course, and is numeri- (ram air temperature), or ISA (deviation from
cally repeated in the CRS display. international standard atmosphere tempera-
ture). While the display normally shows SAT,
to select one of the other temperature formats,
depress the TEMP button on the on-side ARP
(Figure 16-15, Sheet 2). Press the button once
to select RAT or press it twice to select ISA.
To/From Symbol After approximately five seconds, the display
will revert to SAT. The temperature is repeated
A triangle symbol shows to or from di- on the status line in the top-right corner of the
rection. This symbol rotates as a part of the ND/MFD.
course pointer, and points toward the tuned sta-
tion or next waypoint.
VLF
MSG
ADF1
ADF2
MSG Annunciator
MSG annunciates in yellow to the left of the
Lateral Deviation Bar and Scale compass rose when an unread system message
exists in the on-side FMS. Press the MSG key on
This bar moves left or right from the course the CDU to review the system messages. Refer
pointer head and tail to show lateral deviation to the Collins Proline 4 Pilots Guide or the UNS-
from the active NAV course. The lateral de- 1B/C Operator Manual for further information
viation scale consists of four dots that dis- on use of the MSG key.
play perpendicular to the lateral deviation bar.
Two dots display on either side of the aircraft
symbol. In FMS modes, distance labels display PFD/MFD Annunciators
by the outer dots to show lateral deviation See Table 16-3, page 16-37 for a list of an-
from course in nautical miles. (The outer dots nunciators that may appear at various locations
are labeled 10 NM or 2 NM depending on the on the PFDs or ND/MFDs.
FMS mode of operation. [Collins FMS only])
PFD Electrical Power Source
The left and right PFDs receive DC electrical
power through the PFD 1 and PFD 2 circuit
breakers, on the left and right circuit-breaker
panels, respectively. They are not powered
during the emergency bus mode of operation.

Table 16-3. PFD/MFD ANNUNCIATORS
MESSAGE COLOR MEANING
ADC # (1 or 2) yellow Cross-side air data source is selected.

ALT red Altitude data is invalid.
ATT # (1 or 2) yellow Cross-side AHS is selected.
ATT (boxed) red Attitude (AHS) failure is detected.
ATT/HDG ALIGNING white The AHS is initializing.
CDU (boxed) yellow CDU failure is detected.
CDU # (1 or 2) yellow Cross-side CDU/ERP is selected.
DH yellow Decision Height Alert.
DISPLAY TEMP red PFD/ND/MFD is overheating.
E, A or R (boxed) yellow Elevator, Aileron or Rudder mistrimmed.
FD (boxed) red Flight Director failure is detected.
GS red Glideslope deviation data is invalid.
GS (boxed) yellow Comparator detects GS dev disagree (Cat II only).
HDG (boxed) yellow Comparator detects hdg. disagreement.
IAS red Airspeed data is invalid.
LOC (boxed) yellow Comparator detects loc dev disagree (Cat II only).
MAG (boxed) red Mag Heading (AHS) failure is detected.
MAG # (1 or 2) yellow Cross-side AHS is selected.
MDA yellow Minimum decision altitude alert.
MSG System message (yellow/white CDU).
NO FLIGHT PLAN white No flight plan is entered in FMS.
PIT (boxed) yellow Comparator detects AHS pitch disagreement.
RDR CTL FAULT WXR/CDU Range Discrepancy is detected.
RDR FAULT RTA Internal Failure or Failed CDU Input.
RA red Radio altitude data is invalid.
RA (boxed) yellow Comparator detects radar alt disagree (Cat II only).
ROL (boxed) yellow Comparator detects AHS roll disagreement.
SPD LIM red One or more speed prompts invalid.
TA only TCAS is in TA mode (white, yellow if TA intruder).
TCAS FAIL TCAS system failure.
TCAS OFF TCAS is in standby mode.
TCAS RA FAIL PFD cannot display TCAS resolution advisory.
TCAS TEST TCAS computer is in test mode.
TD FAIL TCAS Data is invalid.
TEST FCS is in test mode.
TRAFFIC yellow/red TA (yellow) or RA (red) intruder.
VNV red VNAV deviation is invalid.
V/S red Vertical speed data is invalid.
YD white Yaw Damper is disengaged.

FlightSafety
international
COLLINS FMS-850 CDU versa. In the split mode, the FMSs work in-
dependently and do not interface or cross-
DESCRIPTION/ feed except for radar channel (sync/split), fuel
data entries and radio tuning. The CDUs are
OPERATION independently used to control the on-side
PFDs and MFDs. Either CDU can control the
GENERAL radar and tune radios the same as they do in
single FMS installation.
This section of Chapter 16 will describe the
functions of the Collins FMS-850 CDUs that With dual FMS installation, a MFD is installed
control the EFIS displays (PFD and ND/MFD). on both sides of the instrument panel instead
The CDU functions for radio tuning and radar of a ND on the pilots side.
control are also described in this chapter under
Radio Tuning and Radar Operation. The func- If a CDU fails or malfunctions, the cross-side
tions of the CDUs for long-range navigation CDU can be used to control on-side displays.
(FMS), vertical navigation (VNAV), traffic To select the CDU reversion mode, depress the
collision avoidance system (TCAS) are not CDU switch on the on-side ECP. The on-side
covered in this chapter. Refer to the Collins CDU is now completely disabled and the on-
Proline 4 Learjet 60 Pilots Guide for infor- side EFIS is controlled with the cross-side
mation on these areas. CDU. This causes the on-side displays to ap-
pear identical to the cross-side displays. NAV
Two CDUs are located on the forward part of source, MFD format, MFD range, WXR
the center console. Two CDUs are installed re- mode/range/tilt, etc. will be identical on both
gardless of whether a single or dual FMSs are sets of displays. With a CDU in the reversion
installed. The CDUs use a combination of dis- mode, DH/RPT/MDA are controlled by the
play menus, line keys, a full alphanumeric key cross-side AAP and the course must be set with
pad, control knobs and dedicated control keys. the cross-side course knob. A CDU 1 will ap-
pear above the active NAV source annunciator
When a single FMS is installed, the CDUs on both PFDs if CDU reversion is selected on
can be operated simultaneously, and inde- the copilots side, and a CDU 2 will appear if
pendently, for most functions. The pilot can reversion is selected on the pilots side.
change or edit the flight plan while the copi-
lot changes frequencies. Neither CDU has pri- The FMSs and CDUs are powered through the
ority. If both CDUs tune the same radio, the left and right master switches. They are turned
most recent change will prevail. However, on as soon as the master switches are turned on
some functions cannot be done simultane- and they do not have separate ON-OFF switches.
ously with a single FMS. Both CDUs cannot
simultaneously edit the flight plan or a specific The brightness of the CDU screen and controls
route, edit a VNAV problem, access the disk lighting is adjusted with a brightness (BRT)
drive or initialize the system. control knob on the upper-left corner of the
CDUs and by the EFIS dimmer knobs on the
With dual FMS installation, the left CDU con- L and R INSTR LIGHTS panels.
trols FMS 1 and the right CDU controls FMS
2. Dual FMSs can be selected to operate in the
synchronous or split mode (selected on the DESCRIPTION/OPERATION
SYS CTRL page). When sync is selected on
either CDU, flight plan and route information Display Format
from that FMS will cross-fill to the other FMS. The top line of the six-color display screen is
When operating in the SYNC mode, any op- for menu titles (see Figure 16-16). Fifteen ad-
eration performed on FMS 1 is communicated ditional lines are available to display infor-
and performed identically on FMS 2 and vice

FlightSafety
international
LEARJET 60 PILOT TRAINING MANUAL LEARJET 60 PILOT TRAINING MANUAL
BRIGHTNESS POSITION
KNOB KNOB
Collins Collins
BRT POS BRT POS
LINE KEYS
(QTY 10) FLIGHT PLAN
KCID/LAX
SCRATCH FROM CRS/DIS SCROLL
PAD LINE EMP KEYS
TO 280/418
SCROLL DEN
DISPLAY 235/739 EFIS CONTROL
LAX
MAP
FORMAT KEY ADV WPT MESSAGE
ANNUNCIATOR
<< >>MSG

TCAS TRAFFIC
PUSH PUSH PUSH PUSH
RANGE TILT
DISPLAY KEY RANGE TILT
R
DR ON
RO
ALPHANUMERIC R
DR ON
RO
CTRL SRC SRC CTRL SRC SRC
KEYS
HSI COM COM
FORMAT KEY A B C D E F 1 2 3 A B C D E F 1 2 3
NAV NAV
G H I J K L 4 5 6 TUNING G H I J K L 4 5 6
ADF CONTROL ADF
M N O P Q R 7 8 9 M N O P Q R 7 8 9
ATC ATC
S T U V W X IDX 0 S T U V W X IDX 0
Y Z FLT
PLN DIR VNAV SYS
CTRL IDX MSG Y Z FLT
PLN DIR VNAV SYS
CTRL IDX MSG
TCAS ALTITUDE DISPLAY

RADAR LUBBER LINE NAVIGATION CONTROL
BEARING POINTERS RANGE
MODE LINE
RADAR DISTANCE
RADAR
STATUS MODE LINE ALT TYPE
BRT MODE LINE BRT BRT
LINE LINE KEY

COURSE STATUS LINE STATUS LINE WX T 0.0
DISPLAYS wx wx T 0.0 11:42Z TAS 250 GS 254 SAT 50C
TCAS MODE TA ONLY ALT 180
11:42Z TAS 250 GS 254 SAT 50C 11:42Z TAS 250 GS 254 SAT 50C TRAFFIC SYMBOL
WPT DIS TTG ETA(Z) FUEL #
ANNUNCIATION < ABV/BLO REL/ABS >
WPT DIS TTG ETA(Z) FUEL # EXAMPLE
DATA WINDOW CID 45 :07 11:49 4200 DATA ALT WINDOW
CID 45 :07 11:49 4200
DBQ 190 :37 12:19 3773 RADAR HOLD DBQ 190 :37 12:19 3773 WINDOW LINE KEY 10 NM TA TRAFFIC ALERT-
FOREVER 975 2:30 14:12 1020 ANNUNCIATOR FOREVER 975 2:30 14:12 1020 INTRUDER AT 1:00.
02 7 MILES AWAY
SELECTED HOLD
CRS 025 HDG 040 HEADING DISPLAY C10 HEADING 00 200 FEET BELOW.
LATERAL
DEV SCALE
39NM
FMS 1 33 N
JOYSTICK
POSITION
;;;
;;;
VECTOR 45 CLIMBING GREATER
;;;
THAN 500 FPM.
CID 30 DRIFT ANGLE RANGE
LATERAL AUTOLG POINTER RING
3
321/22 +04
DEV BAR DR 10
WIND
W
NM
COURSE POINTER 50
RANGE +32
6
G DISPLAY 25
30 DISTANCE
WIND SELECTED
24
S
DISPLAY 30 HEADING BUG APL
E
10
NM
21
12 OTM
BEARING VERTICAL DEV
POINTER
S 15 RA 2.ONM / +01
ADF 1 DISPLAY OR TA 3.ONM / 04 HOLD RADAR HOLD
SOURCES ADF 2 ALT 180
VSR 1.4 'BACK CRS' ANNUNCIATOR
IDX RCL EMG IDX HDG ENT MNU RCL EMG
TO/FROM SYMBOL IDX RCL EMG
MFD MODE MFD TCAS ALT
LINE MODE LINE FLIGHT DISPLAY
MFD
PLAN LINE
MODE LINE
FULL-COMPASS HSI VNAV DISPLAY PRESENT POSITION MAP

ROSE
NO BEARING TABLE TCAS TRAFFIC MAP
Figure 16-16. Collins FMS-850 CDU and ND/MFD Displays (HSI, MAP, and TFC)
Revision 1 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY 16-39
FlightSafety
international
mation and menus. Radio frequencies and tive for menu selection, data entry selection
t r a n s p o n d e r c o d e s a r e d i s p l a y e d i n t wo or data transfer out. An inward pointing arrow
columns with number one systems on the left on a line indicates that data can be transferred
and number two systems on the right. into this location from the scratch pad or other
data field. An upward pointing arrow at the
The first character on the left end of the bot- front or end of a line means that data on that
tom line is reserved for a scrolling symbol line will transfer to a line above if the adja-
(arrow); when it appears, it indicates that ad- cent line key is depressed.
ditional parameters, values, or pages are avail-
able for display and may be accessed using the
scrolling keys located to the right of the display Position Knob
tube. The scrolling keys ( and ) can be use
to scroll the display in the direction the scrolling The position knob, at the top right-corner of
arrow is pointing. The arrow may point up, the CDU, can be rotated to alignment the dis-
down, or up and down. The scrolling keys are played menu items or lines with the adjacent
not functional if the arrow is not displayed. line keys. It allows the operator to adjust for
parallax error due to variations in individual
In the center of the bottom line is an area re- eye level position.
served for the scratch pad. This area displays
data entered by the alphanumeric keys. Out- Alphanumeric Keys
ward pointing chevrons at each end of the
scratch pad identify this line. Scratch pad data These 38 buttons function as a data entry key-
is entered by the operator using the keypad or pad to enter data on the scratch pad or directly
through the ENT button on the MFD and then into predesignated lines on the CDU display.
transferred to a selected data field (line) by de-
pressing the associated line key. The CLR key clears the last entered character
when depressed. If you enter a three digit way-
The right side of the bottom line is reserved point on the scratch pad in error, for example,
to annunciate the presence of a system mes- you must depress the CLR key three times to
sage. The MSG annunciator flashes yellow erase all three letters.
when a new message is received, and becomes
steady white when the message key at the bot- The boxed-X key enters a (user defined way-
tom-right corner of the CDU is pressed. After point) character that may be used on flight
reviewing the message, press the message key plan or route pages.
again to return to the previous display page.
Range Knob and Tilt Knob

Line Keys
There are two control knobs below the display
The line keys (vertical row of five on either side tube on the CDU. The knob at the bottom-left
of the CDU) are used to select line options that corner of the display is used to control MFD
are displayed on the CDU. They may be used radar and present position map display range
to select items from a menu, transfer inputs (up to 300 NM range). It also controls the
from the scratch pad to an input line, toggle MFD planning map range (up to 600 NM) and
system modes between two or more modes, or the TCAS display range (up to 40 NM). There
as an entry key for data. When tuning radios, is a push switch on top of the range knob to
depressing a line key next to a frequency while alternately turn radar display on and off.
the scratch pad is empty, copies that line to the
active line. The knob at the lower right corner of the CDU
display tube controls radar antenna tilt. It has
When outward pointing arrows are present at a push type switch on top of the knob to se-
far left or far right end of the display lines, it lect 0 degrees tilt. Radar operation is covered
indicates that the adjacent line-select key is ac- in a separate section of this chapter.

FlightSafety
international
CONTROL KEYS (GENERAL)

There is a horizontal row of six control keys, MAP
below the CDU display, between the two con-
trol knobs. These keys are used to control the
on-side PFD and MFD displays and to control
Map
the radar. There is a vertical row of four con- Press this key to select the present position map
trol keys on the left side of the CDU which can display on the on-side ND/MFD (Figure 16-
be used to tune radios and change transpon- 16). This display is a heading-up pictorial
der codes, (see Radio Tuning through the view of the relationship between the aircrafts
Collins FMS-850 CDU in this chapter). Lastly, present position and selected navaid and way-
there is a horizontal row of keys at the bottom point data from the FMS database. Weather
of the CDU which are used to control the on- radar data can be superimposed on the present
side FMS (see the Collins Proline 4 Learjet 60 position map display if desired.
Pilots Guide). If a single FMS is installed, the
FMS control keys on either CDU can control See ND/MFD in this chapter for more infor-
the FMS and if dual FMSs are installed, they mation on the map display.
only control the on-side FMS.
There are several levels of displays under

many of the control keys. For example, if the
TFC
IDX key is depressed, a menu appears on the
CDU screen and if you make a selection from TFC
that menu, a new display appears. You are
now down to a second level display. If you have Press this key to select the TCAS traffic map
selected down to a lower level display and on the on-side ND/MFD (Figure 16-16). This
then select a different control key and then re- map is a dynamic, heading up pictorial that
turn to the previous control key, you are re- shows nearby transponder equipped aircraft.
turned to the level you were last at. If you This screen displays traffic symbols that alert
wish to go to the first level display, simply de- the crew to potential and predicted collision
press the control key again. threats. The TCAS is optional equipment and
if not installed the TFC key will not be active.
See the Collins Proline 4 Learjet 60 Pilots
CONTROL KEYS (ND/MFD Guide for more information on the TCAS.
DISPLAYS)
RDR
CTRL
HSI
RDR CTRL
HSI Press this key to display the first of two pages
Press this key to select the full-compass rose of selectable radar modes and some avail-
display on the on-side ND/MFD (Figure 16- able radar control functions on the CDU
16). The HSI format simulates a conventional screen (Figure 16-17). Press the NEXT PAGE
horizontal situation indicator. Weather radar line key to select a second page showing the
can not be displayed in this format. See rest of the available radar functions. Radar op-
ND/MFD in this chapter for more information eration is further described under Radar Op-
on the ND/MFD displays. eration in this chapter.

FlightSafety
international
NAV BRG
SRC SRC
NAV SRC BRG SRC

Press the NAV SRC key to display the ACTIVE Press the BRG SRC key to select the BRG PTRS
NAV SOURCE page on the CDU screen (Fig- display page on the CDU screen (Figure 16-
ure 16-17). This page shows the NAV sources 17). This page shows the sources that may be
that may be selected to supply active course selected to drive bearing pointers on the PFD
information to the on-side PFD/MFD. This and ND/MFD. The left column lists sources for
page is also used to select/deselect the data the single-bar pointer; the right column lists
window display at the top of the ND/MFD. sources for the dual-bar pointer. The active
source displays in green and is underlined, other
Only one NAV source can be active on each sources are white. Press the adjacent line key
side of the cockpit, although, the pilot and to select a pointer source. Depressing the PTR
copilot can have different active NAV sources OFF line key removes any selected bearing
selected. The active NAV source displays in pointer from the PFD/ND/MFD.
green and is underlined, other sources are
white. Press an adjacent line key to select a When a single source (ADF or FMS) is in-
NAV source. The active NAV source is an- stalled, this source is available to drive either
nunciated on the PFD and ND/MFD to the left bearing pointer. When dual sources are in-
of the compass rose. stalled, a 1 or 2 suffix identifies each selectable
source in the proper column.
Possible NAV sources are VOR 1 (LOC 1 if ILS
or LOC tuned), VOR 2 (or LOC 2), or FMS The bearing pointer source for the SDU is se-
(single FMS installed). If dual FMSs are in- lected on the SDU and not on the BRG SRC
stalled, FMS 1 and FMS 2 sources are avail- page.
able on each CDU. MLS 1 and MLS 2 are also
available selections for NAV source if in-
stalled. The NAV source for the SDU is se- CDU ELECTRICAL POWER
lected on the SDU and is not selected on the SOURCE
NAV SRC page.
The left CDU receives DC electrical power
Press the line key adjacent to NAV DATA through the CDU-AAP 1 circuit breaker, on the
WINDOW on the active NAV source page to left circuit-breaker panel, and the right CDU
alternately select/ deselect the waypoint data receives DC electrical power, through the
window display on the ND/MFD (Figure 16- CDU-AAP 2 circuit breaker, on the right cir-
17). This key is active only if the MFD is in cuit-breaker panel. Neither of the CDUs re-
HSI, MAP (present position), or radar format. ceive electrical power in the emergency bus
mode of operation. The CDUs are also con-
trolled by the left and right avionics master
switches respectively.

FlightSafety
international
RDR FUNCTIONS
PREV PAGE
TEST MODE
BRT
Collins
POS
OFF/ON
STABILIZE
RDR FUNCTIONS OFF/ON
STBY NEXT PAGE
CHANNEL
WX SYNC/SPLIT
HOLD TILT ZERO
WX+TURB OFF/ON << >>
SWITCH
GND CLTR SPRS
RADAR TURB ONLY OFF/ON BRG PTRS
CONTROL GAIN VOR 1 VOR 2
GND MAP

PAGE NORM TILT KNOB

KEY << >> ADF 1 ADF 2
RADAR PUSH PUSH

RANGE TILT
FMS 1 FMS 2
DISPLAY R
DR ON RDR NAV BRG ZE
SWITCH HSI MAP TFC CTRL SRC SRC
RO
COM
RANGE A B C D E F 1 2 3 PTR OFF PTR OFF
KNOB NAV << >>
G H I J K L 4 5 6
ADF
M N O P Q R 7 8 9
ATC ACTIVE NAV SOURCE
S T U V W X CLR 0 VOR 1 LOC 2
Y Z FLT
PLN DIR VNAV SYS
CTRL IDX MSG FMS FMS 2
NAV DATA WINDOW

OFF/ON
<< >>
Figure 16-17. Collins FMS-850 CDU Displays (RDR CTRL, NAV SRC, and BRG SRC)

FlightSafety
international
UNIVERSAL UNS-1B/C One CDU controls one FMS and the other
CDU controls the other. They work indepen-
CDU/ERP OPERATION/ dently and do not automatically interface or
cross-feed except for radar channel
DESCRIPTION (split/sync). However, there are three functions
which can be crossfilled from one FMS to the
NOTE other FMS: initialization, flight plan and fuel.
These functions can be crossfilled separately
The Lear 60 could have either UNS- or as a group (MSTR XFILL) if so desired.
1Bs of UNS-1Cs installed as options MSTR XFILL is only available on the ground.
or original equipment Basic operation
of the units is the same. The CDUs/ERPs are also used independently
to control the on-side PFDs and MFDs. Ei-
ther CDU/ERP can control the radar and
GENERAL tune radios. There is no limitation to si-
When dual UNS-1B FMSs are integrated with multaneous operations.
the Collins Proline 4 avionics package in the
Learjet 60, they are individually controlled If there is a malfunction in one of the
with dual Universal CDUs located on the for- CDU/ERPs, depressing the CDU reversion
ward part of the center console. Dual UNS-1B switch on the corresponding EFIS control
installation also includes two EFIS radar pan- panel allows the cross-side CDU/ERP to con-
els (ERPs), mounted directly aft of the CDUs, trol the on-side ERP functions. With the CDU
to supplement the CDU controls. The reversion switch selected, the on-side MFD
CDUs/ERPs are the controls for the PFD and will follow the cross-side MFD display. The
MFD displays, FMSs, VNAV, TCAS (if in- on-side MFD line select keys will be inoper-
stalled), and radar. ative and only three flight plan waypoints will
be displayed. The cross-side flight plan and
This section of Chapter 16 will describe the navigation functions will be displayed on the
functions of the Universal CDUs and ERPs that on-side MFD. The on-side CDU function keys
control the EFIS displays (PFDs and MFDs). will not affect the displayed flight plan and
navigation. The on-side PFD navigation source
The functions of the CDUs for long-range (NAV) and bearing pointer selection (BRG)
navigation (FMS), vertical navigation will also follow the cross-side PFD display.
(VNAV), traffic collision avoidance system Course knob and AAP functions on the failed
(TCAS) are not covered in this chapter. Refer side will be inoperative. The operative course
to the Universal UNS-1B/C Operators Man- knob and AAP will control both flight dis-
ual for information on these subjects. plays. A CDU 1 will appear above the active
NAV source annunciator on both PFDs if CDU
The CDUs also provide an additional method reversion is selected on the copilots side, and
(other than the RTUs) for changing radio fre- a CDU 2 will appear if reversion is selected
quencies and transponder codes. The on the pilots side.
CDU/ERP functions for radio tuning and radar
control are also described in this chapter under DESCRIPTION/OPERATION
Radio Tuning and Radar Operation.
CDU Display Format
The CDUs use a combination of display menus,
line keys, a full alphanumeric keypad and ded- The CDUs (Figure 16-18) each have a display
icated control keys. The ERPs are integrated screen that has eleven lines, on which menus
with the CDUs to provide some additional re- and data can be displayed in two character
lated control functions through a set of con- sizes and using colors in the red and green
trol knobs and a row of dedicated control keys. spectrum, to differentiate the type of data

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being displayed. The standard color format is right end of a display line, it indicates that the
green characters on a black background. Back- adjacent line select key is active for menu se-
ground colors and/or boxes are used to group lection.
data into important areas such as control or se-
lection boxes. Data may be input at the cursor position with
the alphanumeric keys; and then, the ENTER
key is depressed to complete the entry. If there
NOTE is a logical next field for data entry, the cur-
The UNS-1C has a LCD screen with sor will automatically advance to this next
higher resolution (graphics capable). field when the ENTER key is pressed.
The color coding is different, but
obvious. The hardware is significantly Selections are made with the line select keys
different but does not affect basic whenever possible. In some cases a combina-
operations. tion of line select keys and reference numbers
are used on the same display page. This allows
two levels of selection to exist simultaneously
Line Select Keys on the same display. For example, while the con-
tents or nature of a list are controlled by the line
There is a vertical row of five line select keys select keys, an item from that list can be selected
on each side of the display screens. These line by using a reference number.
select keys may be used to make menu selec-
tions or to position the cursor. When outward
pointing arrows are present at the far left or CONTROL KEYS
ON/OFFDim Key
The ON/OFFDIM key (Figure 16-18) pro-
vides power-up, display dimming, display
UNIVERSAL
alignment, and unit shutdown functions. The
UNSs can be turned on and programmed with-
(UNDERLYING BRIGHT out turning the avionics masters on. See Air-
SCREEN plane Flight Manual for specific power options.
DIM
WILL
APPEAR
CANCEL Pressing the ON/OFFDIM key for initial
HERE)
DISPLAY power-up will energize the system and initiate
OFF
self-test of the navigation computer. The self-
test page will automatically be followed by the
DATA NAV VNAV DTO LIST PREV 1 2 3 initialization page if all tests are successfully
completed. If a failure which would cause the
FUEL FPL PERF TUNE MENU NEXT 4 5 6 system to be unusable occurs, the initialization
A B C D E F G 7 8 9 page will not appear. Once the initialization
page appears, no other page can be displayed
H I J K L M N BACK
0 MSG
until the initialization data is accepted. After
O P Q R S T
ON/OFF
DIM the system is turned on, pressing the ON/OFF
ENTER
DIM key will cause a control window to be
U V W X Y Z displayed on the right side of the active page
RANGE HSI MAP TFC RDR NAV BRG TILT with the options BRIGHT, DIM, CANCEL,
PUSH
RDR
PUSH
ZERO
DISPLAY and OFF, selectable using the line se-
ON
lect keys (Figure 16-18).
Figure 16-18. UNS-1B/C ON/OFFDIM Key

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Bright
PREV
Pressing the line select key for BRIGHT will
cause the display screen to steadily brighten
as the ON/OFFDIM key is held depressed.
The display screen brightness is not controlled PREV Key
with the EFIS dimmer knobs on the UNS- The PREV (previous) key is used to cycle
1B/C, as it is on the Collins FMS-850 CDU. backward, one page at a time, through multi-
ple pages of the same mode.
Dim
Pressing the line select key for DIM will cause NEXT
the display screen display to steadily dim as
the ON/OFFDIM key is held down.
NEXT Key
Cancel The NEXT key is used to cycle forward, one
page at a time, through multiple pages of the
Pressing the line select key for CANCEL will
same mode.
cause the control window to be removed from
the active display page.
BACK
Display
Pressing the line select key for DISPLAY will
cause the parallax adjustment window to be BACK Key
displayed. The parallax adjustment window When the cursor is over a data entry field, the
presents three options (UP, DOWN, and CAN- BACK key serves as a delete or backspace key.
CEL), selectable using the line select keys. Se-
lecting UP will cause the entire display to
shift upwards by as much as one-half charac-
ter to adjust the parallax for the line select keys.
Selecting DOWN will adjust the display down-
wards an equal amount. Selecting CANCEL
will return the display to the main (BRIGHT/ Key
DIM/CANCEL/DISLPLAY/OFF) window. The state change key () is used in conjunc-
tion with the alpha numeric keys to enter data.
It changes + to -, N to S, and L to R. It is also
Off used in strictly alpha fields as a dash or period.
Pressing the line select key for OFF will cause
the CONFIRM OFF window to be displayed.
This window has two options (CONFIRM OFF MSG
and CANCEL) selectable using the line select
keys. Selecting CONFIRM OFF will turn the
system off. Selecting CANCEL will return the MSG Key
display to the main (BRIGHT/DIM/CANCEL/
DISPLAY/OFF) window. When a system message becomes active, MSG
will appear on the PFD and in orange on the
far right side of the top line of the display
screen. If the position uncertain message is ac-
tive, POS will be displayed in orange on the
far left side of the top line on the display
screen.

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Pressing the MSG key will cause the MES-

SAGE page to be displayed showing the ac- DATA
tive messages. The current messages (those
messages generated since the page was last ac-
cessed) will be displayed in orange. After the DATA Key
messages are viewed, the display screen may
be returned to the previous page by selecting The DATA function is used to obtain infor-
the RETURN option on the MESSAGE page, mation and status about the FMS, its NAV
by pressing the MSG key again, or by press- data base, and the attached sensors which op-
ing the BACK key. Selecting the AFIS option erate with the UNS-1B/C. Although sensor
will access the AFIS menu page. control is totally automatic, selection and de-
selection of individual sensors may be ac-
complished using this function. The DATA
ENTER function is also used to make additions, dele-
tions, or changes to pilot defined locations.
ENTER Key EFIS RADAR PANEL (ERP)

The ENTER key is used to store input data. The When the UNS-1B/C is installed in the Lear-
cursor marks variable parameters by means of jet 60, an EFIS radar panel (ERP) is added to
reverse field printing (dark letters on a light enable the UNS-1B/C to function as an external
background). Parameters which cannot be navigator to the Collins Pro Line 4 avionics
marked by the cursor are not variable and can- system. The ERP is used to control weather
not be changed by the normal input processes. radar as well as certain Collins MFD displays
Each time the ENTER key is pressed, the vari- and TCAS (if installed). Two ERPs are in-
able marked by the cursor will be stored in stalled with the dual UNS-1B/Cs. The ERPs
memory. When the cursor marks a variable, it are installed directly aft of the UNS-1B/C
may be altered through the alphanumeric keys CDUs on the center pedestal console.
and then stored by pressing the ENTER key.
Pressing the ENTER key completes entry of
data and is required for all data entries. Range Knob and Tilt Knob
There are two control knobs on each ERP
Function Keys one at each end of the panel. The knob on the
Eight function or mode select keys are located left is used to control MFD radar and present
immediately below the display screen. These position map display range (up to 300 NM
keys are used to select the basic operating range). It also controls the TCAS (if installed)
modes of the system for data entry or command display range (up to 40 NM). There is a PUSH
inputs. When one of the function keys is RDR ON switch in the center of the left knob
pressed, the display screen display will im- to alternately turn the MFD radar display on
mediately change to the first display page of and off.
the selected mode. Where multiple pages exist,
subsequently pressing the function key will The knob at the right end of the ERP controls
cycle the display forward one page at a time. radar antenna tilt. It has a push type switch
See the UNS-1B/C Operators Manual for a de- in the center of the knob labeled PUSH ZERO.
tailed description of each mode and the vari- It can be used to select zero degrees tilt on
ous display pages under each mode. the antenna.
Control of the radar using the ERP and dis-

play menus on the CDU is nearly the same as

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controlling the radar with the Collins FMS-850 pictorial view of the relationship between the
CDU. Operation of the radar is covered under aircrafts present position and selected navaids
Radar Operation of this chapter which ad- and waypoint data from the FMS database.
dresses operation of the radar using either the Weather radar data can be superimposed on
Collins CDU or the UNS-1B/C CDU and ERP. the present position map display as desired by
the pilot.
MFD Displays See ND/MFD in this chapter for more infor-
The display mode of the Collins MFDs and the mation on the map display.
selection of navigation course and bearing
pointer sources are controlled by a combina- TFC
tion of ERP keys and selectable menus on the
CDU display pages. Additionally, the progress
data block display on the MFD is enabled/dis-
abled through the UNS-1B/C CDU. Those TFC
functions are discussed below.
Press this ERP key to select the TCAS traffic
map on the on-side MFD (Figure 16-19). This
Use of TCAS (TFC key) is not fully described
map is a dynamic, heading up pictorial that
in this manual. See Mode Control Pages under
shows nearby transponder equipped aircraft.
Radio Tuning Unit (RTU) in this chapter for
This screen displays traffic symbols that alert
a brief description of TCAS controls. See an
the crew to potential and predicted collision
example of the TCAS Traffic Map display in
threats. The TCAS is optional equipment and
Figure 16-19.
if not installed the TFC key will not be active.
RDR
CONTROL KEYS (ND/MFD
DISPLAYS)
HSI
RDR
Press this ERP key to display (on CDU screen)
selectable radar modes and some available
HSI radar control functions (Figure 16-20). De-
pressing the RDR key a second time will dis-
Press this ERP key to select the full compass play a second menu page. Radar controls are
rose display on the on-side MFD (Figure 16- further described under Radar Operation in this
19). The HSI format simulates a conventional chapter.
horizontal situation indicator. Weather radar
can not be displayed in this format. See NAV
ND/MFD in this chapter for more information
on the ND/MFD displays.
MAP
NAV
P r e s s t h i s E R P k e y t o d i s p l a y t h e NAV
SOURCE page on the CDU screen (Figure
Map 16-20). This page shows the NAV sources that
may be selected to supply active course in-
Press this ERP key to select the present po- formation to the on-side PFD/MFD. Only one
sition map display on the on-side MFD (Fig- NAV source can be active on each side of the
ure 16-19). This display is a heading-up cockpit, although, the pilot and copilot can

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UNIVERSAL
MFD DISP 1 / 1 DATA 1 / 4
SELECT PROGRESS DATA JEPPESEN CABIN DISP
PILOT MFD DISP
PERF AFIS
DISK MSTR XFILL
RETURN HOLD POS MAINT
DATA NAV VNAV DTO LIST PREV 1 2 3

A B C D E F G 7 8 9
H I J K L M N BACK
0 MSG
O P Q R S T
ON/OFF
DIM
U V W X Y Z ENTER
RANGE HSI MAP TFC RDR NAV BRG TILT

PUSH PUSH
RDR ZERO
ON
TCAS ALTITUDE DISPLAY

RADAR LUBBER LINE
BEARING POINTERS RANGE
MODE LINE
DISTANCE
RADAR RADAR
STATUS BRT MODE LINE BRT MODE LINE BRT ALT TYPE
LINE LINE KEY
COURSE STATUS LINE STATUS LINE WX T 0.0
DISPLAYS wx wx T 0.0 11:42Z TAS 250 GS 254 SAT 50C
TCAS MODE TA ONLY ALT 180
11:42Z TAS 250 GS 254 SAT 50C 11:42Z TAS 250 GS 254 SAT 50C TRAFFIC SYMBOL
ANNUNCIATION < ABV/BLO REL/ABS >
WPT DIS TTG ETA(Z) FUEL # EXAMPLE
DATA WINDOW CID 45 :07 11:49 4200 DATA ALT WINDOW
CID 45 :07 11:49 4200
DBQ 190 :37 12:19 3773 RADAR HOLD DBQ 190 :37 12:19 3773 WINDOW LINE KEY 10 NM TA TRAFFIC ALERT-
FOREVER 975 2:30 14:12 1020 ANNUNCIATOR FOREVER 975 2:30 14:12 1020 INTRUDER AT 1:00.
02 7 MILES AWAY
SELECTED HOLD
CRS 025 HDG 040 HEADING DISPLAY C10 HEADING 00 200 FEET BELOW.
LATERAL
;;;
39NM JOYSTICK
DEV SCALE VECTOR 45 CLIMBING GREATER
FMS 1
CID 30
33 N
DRIFT ANGLE
POSITION
;;;
;;; RANGE
THAN 500 FPM.
LATERAL AUTOLG POINTER RING
3
321/22 +04
DEV BAR DR 10
WIND
W
NM
COURSE POINTER 50
RANGE +32
6
G DISPLAY 25
30 DISTANCE
WIND SELECTED
24
S
DISPLAY 30 HEADING BUG APL
E
10
NM
21
12 OTM
BEARING VERTICAL DEV
POINTER
S 15 RA 2.ONM / +01
ADF 1 DISPLAY OR TA 3.ONM / 04 HOLD RADAR HOLD
SOURCES ADF 2 ALT 180
VSR 1.4 'BACK CRS' ANNUNCIATOR
IDX RCL EMG IDX HDG ENT MNU RCL EMG
MFD MODE MFD TCAS ALT
LINE MODE LINE FLIGHT DISPLAY
MFD
PLAN LINE
MODE LINE
FULL-COMPASS HSI VNAV DISPLAY PRESENT POSITION MAP

ROSE
NO BEARING TABLE TCAS TRAFFIC MAP
Figure 16-19. UNS-1B/C CDU/ERP and MFD Displays (HSI, MAP, and TFC)
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have different active NAV sources selected. CDU ELECTRICAL POWER

The selected NAV source appears in small
green font while the unselected sources appear
SOURCE
in a large amber font with a prompt arrow. The left CDU receives DC electrical power
Press an adjacent line key to select a NAV through the ERP-AAP 1 circuit breaker, on the
source. The active NAV source is annunciated left circuit-breaker panel, and the right CDU
on the PFD and MFD to the left of the com- receives DC electrical power through the ERP-
pass rose. AAP 2 circuit breaker, on the right circuit-
breaker panel. Neither of the CDUs receive
Possible NAV sources are VOR 1 (LOC 1 if ILS electrical power in the emergency bus mode
or LOC tuned), VOR 2 (or LOC 2), FMS 1, of operation.
FMS 2, or MLS (if installed). If a single MLS
is installed, only the MLS 1 prompt will ap-
pear. If dual MLSs are installed, then MLS 1
and MLS 2 will appear. Neither option will ap- NAVIGATION DISPLAY
pear if MLS is not installed. (ND) AND
The NAV source for the SDU is selected on the MULTIFUNCTION
SDU, not on the NAV SOURCE page. DISPLAY (MFD)
BRG
GENERAL
Most LR 60 aircraft are configured with two
MFDs and no ND. All Learjet 60 models with
BRG the UNS-1B/C FMS installed will have dual
Press this ERP key to select the BRG PTRS FMSs and two MFDs, and those airplanes with
menu page on the CDU screen (Figure 16- dual Collins FMS-850s installed will also have
20). This page shows the sources that may be two MFDs. However, those aircraft equipped
selected to drive bearing pointers on the PFD with a single Collins FMS will be equipped
and MFD. The left column lists sources for the with a navigation display (ND) on the pilots
single-bar pointer; the right column lists side and a multifunction display (MFD) on
sources for the dual-bar pointer. The active the copilots side of the instrument panel;
source displays in green and is underlined, therefore, description and operation of the
other sources are white. Press the adjacent ND will also be covered.
CDU line key to select a pointer source. De-
pressing the PTR OFF line key removes the se- Many of the ND and MFD functions are the
lected bearing pointer. same, but the MFD has the capability to dis-
play considerably more data and the joystick
When a single source (ADF) is installed, this can be used with the MFD
source is available to drive either bearing
pointer. When dual sources are installed, a 1 The CRTs for the ND and MFD are identical,
or 2 suffix identifies each selectable source in however, the MFD has function keys on the
the proper column. The bearing pointer source bezel, around the tube, and the ND does not.
for the SDU is selected on the SDU and not on Both of the display screens (ND/MFD) have a
the BRG SRC page. brightness control knob at the upper left corner.
The ND/MFD is essentially an electronic re-

placement for the conventional HSI but can
also display a present position map, weather
radar, TCAS, or HSI.

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Basically, the same navigation information The HSI, MAP and RADAR formats all have a
can be displayed on the ND/MFD as can be dis- radar mode line, status line and data window at
played on the PFDs. Whatever NAV source or the top of the displays. See Figure 16-21 (Collins
bearing pointer information is selected for CDU) or Figure 16-22 (UNS CDU). The TCAS
display on the PFD will be the same on the on- format has a radar mode line and status line but
side ND/MFD with an appropriate display se- does not have a data window capability.
lected. Navigation signals come from the VOR,
ILS, ADF, and FMS. The VOR, ADF or FMS
may be selected as the bearing pointer source Radar Mode Line
using the BRG SRC control key to call up the The radar mode line indicates the radar mode
BRG PTRS menu page on the Collins CDU or of operation. Parameters, which may be dis-
the BRG control key on the ERP to call up the played on this line, include: mode, ground UNIVERSAL
BRG PTRS menu on the UNS CDU. The ac- clutter suppression (GCS), gain (G value), sta- RADAR CTRL 1 / 2
tive NAV is the navaid on which the course bilization deselected (USTB), and tilt (T value). WXR GAIN
RADAR CTRL 2 / 2
WXR
STBY NORM
guidance and distance readout is based. TEST OFF ON STAB
VOR/ILS or FMS may be selected as the ac- WXR ON SYNC
tive NAV source using the NAV SRC control Status Line WXR + TURB OFF HOLD
key on the CDU (FMS-850) or using the NAV TURB ONLY OFF GCS
control key on the ERP (UNS-1B/C). The status line displays the current time (Z),
GND MAP RETURN
true airspeed, ground speed, and temperature RETURN
Examples of the above are shown in Figure 16-17 (source and degrees). The FMS supplies the DATA NAV VNAV DTO LIST PREV 1 2 3
(Collins CDU) or Figure 16-20 (UNS CDU/ERP). zulu time and GS data. The selected (normally FUEL FPL PERF TUNE MENU NEXT 4 5 6
on-side) ADC supplies TAS and SAT/RAT/ISA
temperature data. Temperature format is nor- A B C D E F G 7 8 9
All NAV and display systems are monitored 0
by the flight management computer. Invalid in- mally SAT, but can be selected to RAT or ISA H I J K L M N BACK MSG
with the on-side ARP. This is the same as se- O P Q R S T

ON/OFF

puts are removed from the display, and when DIM
appropriate, warning flags are displayed. lecting the temperature format on the PFD. A ENTER
U V W X Y Z
readout is replaced by dashes or blanked if
The course heading panel (CHP) has two valid data is not available to these items. RANGE HSI MAP TFC RDR NAV BRG TILT
PUSH PUSH
RDR
course set knobs, which are used to individu- ON
ZERO
ally select the courses on the pilots and copi- DATA WINDOW
lots displays, and a heading set knob, to set
a single heading reference. If course guidance The data window on the ND/MFD displays
information is being displayed on the progress parameters for the next three way-
ND/MFD, it will be the same as that selected points in the flight plan. On airplanes equipped NAV SOURCE 1 / 1 BRG PTRS 1 / 1
for display on the on-side PFD. Also, the head- with the FMS-850, the NAV DATA WINDOW
VOR/LOC 1 VOR/LOC 2 OFF OFF
ing selected with the heading set knob will po- display is selected/deselected with a line key
FMS 2
sition the heading bug to the same heading on on the ACTIVE NAV SOURCE page. Depress FMS 1 VOR 1 VOR 2
both PFDs and both ND/MFDs. the NAV SRC key on the CDU to display the MLS 1 MLS 2 FMS 1 FMS 2
ACTIVE NAV SOURCE page and then use ADF 1 ADF 2
the bottom line key on the left to toggle the RETURN RETURN
ND/MFD DISPLAY FORMATS NAV DATA WINDOW display OFF/ON. On
The HSI, MAP, TCAS, radar, and data window airplanes equipped with the UNS-1B/C, the
displays can all be displayed on the ND or data window is selected/deselected for dis-
MFD. On airplanes equipped with the Collins play on the MFD DISP page. Depress the CDU
FMS-850s, these displays can be selected for DATA key to display the DATA 1/4 page. Then
display on the ND/MFDs through controls on depress the line key adjacent to MFD DISP to
the on-side CDU. On airplanes equipped with display the MFD DISP page. On the MFD
the UNS-1B/Cs, these functions are controlled DISP page depress the line key adjacent to
through the on-side EFIS radar panel (ERP) D E S E L P RO G R E S S DATA o r S E L E C T
and UNS-1B/C CDU. PROGRESS DATA.
Figure 16-20. UNS-1B/C CDU/ERP, RDR, NAV and BRG Displays
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The progress parameters include name (WPT), VNAV page on the CDU. VSR X.X appears in
distance to the waypoint (DIS), time to go (TTG), the bottom right corner of the screen when
estimated time of arrival (ETA), and pounds of VNAV display is selected and no vertical path
fuel remaining at the waypoint (FUEL #). is defined (on CDU). This value (in thousands
of feet per minute) is the current vertical speed
required to fly directly to the vertical waypoint.
HSI FORMAT
The HSI display is selected with the HSI con- VNAV operation is covered in the applicable
trol key on the CDU/ERP as described under FMS (Collins or Universal) Pilots Guide.
Collins FMS-850 CDU Description/Operation
and under Universal UNS-1B/C CDU/ERP Op- PRESENT POSITION MAP
eration/ Description (see Figure 16-21 or 16-22).
The HSI display on the ND/MFD, is very much FORMAT
like and repetitive of the HSI display on the The present position map display is selected
PFD, except it is a full 360 degree compass for display on the ND/MFD by depressing
rose. Active NAV source, bearing pointer select, the MAP control key, on the on-side CDU
course set, and heading set are all set the same (FMS-850), or the on-side ERP (UNS-1B/C)
on the on-side ND/MFD as they are on the PFD. (Figure 16-21 or 16-22).
Under normal conditions, most pilots will not
use the HSI display very much since most of the The map display is a dynamic geographic pic-
information on it is also displayed on the PFD torial of the flight as it occurs. The map display
and SDU. The ND/MFD can better be utilized is always centered on the aircrafts present po-
for other functions such as radar, map, TCAS sition, with current heading toward the top of
or checklist (MFD only). the screen. The screen shows a moving-map dis-
play relative to the aircrafts present position.
In addition to the fact that it is a full compass rose,
the ND/MFD HSI display has some other minor The MAP display has a wind vector and speed
differences from the HSI display on the PFD. readout on the left side of the screen, the same
as on the HSI.
Wind Vector and Speed On the MAP display (including radar and
Readout VNAV overlay), two range rings provide a
distance measuring scale. These rings show
The HSI display on the ND/MFD has a wind distance from the aircraft. A numerical dis-
vector arrow and speed readout to the left of tance label displays by each range ring. Ro-
the compass rose. This wind display will only tate the RANGE knob on the CDU/ERP to
be present if the on-side FMS detects a wind change the display range. A range of up to
in excess of 5 knots. 300 NM is available on the MAP displays.
On the MFD, the next 15 waypoints in the

Vertical Deviation Display flight plan will be displayed (if in range) plus
There is a vertical deviation display on the right a variety of background navaid symbols may
side of the compass rose which is basically a be selected or deselected for display on the
repeat of the vertical DEV display on the right map. With the present position map or the
side of the PFD attitude display and it works plan map displayed on the MFD, depressing
under the same conditions. the MNU line key at the bottom of the MFD
calls up the MAP MENU display (Figure 16-
21 or Figure 16-22) which is a menu of items
VNAV Display On HSI Format (high altitude VORS, low altitude VORS, etc.)
that can be selected/deselected for display on
A VNAV display may be added to the HSI for- the MFD MAP display. These items are se-
mat. The VNAV display is selected from the lected/deselected with the adjacent line keys.

MESSAGE
RADAR BEARING POINTERS LUBBER LINE BRIGHTNESS ANNUNCIATOR
MODE LINE POSITION RANGE DISTANCE ALT TYPE
KNOB
KNOB RADAR LINE KEY
Collins BRT
STATUS BRT BRT POS MODE LINE
LINE LINE KEYS
(QTY 10) STATUS LINE
FLIGHT PLAN
COURSE KCID/LAX WX T 0.0
DISPLAYS wx SCROLL TCAS MODE 11:42Z TAS 250 GS 254 SAT 50C
SCRATCH FROM CRS/DIS TA ONLY TRAFFIC SYMBOL
11:42Z TAS 250 GS 254 SAT 50C EMP KNOBS ANNUNCIATION < ABV/BLO REL/ABS >
PAD LINE ALT WINDOW EXAMPLE
DATA WINDOW TO 280/418
CID 45 :07 11:49 4200 DEN LINE KEY 10 NM TA TRAFFIC ALERT-
DBQ 190 :37 12:19 3773 SCROLL 235/739
LAX INTRUDER AT 1:00.
FOREVER 975 2:30 14:12 1020 DISPLAY VS ARROW 02 7 MILES AWAY
SELECTED
CRS 025 HDG 040 MAP ADV WPT (IF VS>500 FPM) 00 200 FEET BELOW.
LATERAL 39NM HEADING DISPLAY CLIMBING GREATER
FORMAT KEY 45
<< >>MSG

DEV SCALE FMS 1 33 N THAN 500 FPM.
CID 30 DRIFT ANGLE 45
LATERAL AUTOLG POINTER PUSH PUSH TCAS TRAFFIC ALT DATA
INTRUDER
3
+04
RANGE TILT
DISPLAY KEY
W
DR
DEV BAR 10 COURSE POINTER R
DR O
HSI MAP TFC RDR NAV BRG ZE SYMBOL (REL/ABS
N
NM RO +32
G CTRL SRC SRC
6
ALTITUDE
24
WIND S SELECTED COM

A B C D E F 1 2 3 X 100 FEET)
DISPLAY 30 HEADING BUG
E
10 NAV
21
BEARING
NM
G H I J K L 4 5 6 (RED) = RA TRAFFIC
12
VERTICAL DEV RADAR HOLD
S ADF RA 2.ONM / +01
POINTER M N O P Q R 7 8 9
15
ADF 1
DISPLAY OR 'BACK CRS' (YELLOW) = TA TRAFFIC ALT 180 TA 3.ONM / 04 HOLD ANNUNCIATOR
ADF 2
SOURCES VSR 1.4
ATC
IDX RCL EMG
HSI S T U V W X IDX 0 (BLUE) = PROXIMATE TRAFFIC
MFD MODE FORMAT KEY (BLUE) = OTHER TRAFFIC
LINE Y Z FLT
PLN DIR VNAV SYS
CTRL IDX MSG
TRAFFIC DETAIL MFD
MAP SYMBOLS MODE LINE
HSI VOR FLIGHT PLAN WAYPOINT TCAS TRAFFIC MAP
FULL-COMPASS VNAV DISPLAY TCAS ALT DISPLAY
ROSE AIRPORT USER DEFINED WAYPOINT
TACAN OR DME RUNWAY (DISPLAYED WITH NO BEARING TABLE
VOR/DME OR LOC LINE) VERTICAL VERTICAL VERTICAL
VORTAC NDB WAYPOINT RANGE PATH
DISPLAY ARC CAPTURE
JOYSTICK INTERSECTION
POINT
RADAR BRT
MODE LINE RADAR BRT BRT BRT
MODE LINE
STATUS LINE
WX + TRB + GCS G+3 USTBT + 10.7 STATUS LINE
11:42Z TAS 250 GS 254 SAT 50C
wx T 0.0 wx wx T 0.0
11:42Z TAS 250 GS 254 SAT 50C MAP MENU 11:42Z TAS 250 GS 254 SAT 50C
CID 45 :07 11:49 4200 DATA WINDOW
RADAR HOLD DBQ 190 :37 12:19 3773
HIGH LEVEL VORS >
ANNUNCIATOR FOREVER 975 2:30 14:12 1020 RADAR HOLD CID 45 :07 11:49 4200 DATA CID 45 :07 11:49 4200
DBQ 190 :37 12:19 3773 WINDOW DBQ 190 :37 12:19 3773
HOLD HEADING ANNUNCIATOR FOREVER 975 2:30 14:12 1020 FOREVER 975 2:30 14:12 1020
VECTOR LOW LEVEL VORS >
HOLD HOLD
;;;
C10 HEADING CID
JOYSTICK
;;;
100
POSITION VECTOR INTERSECTION >
RANGE ;;; RANGE
WPT
12000
RING 321/22 RING NDBS >
WIND 50 50
DISPLAY RANGE TOD
50 RANGE 25 25
30 ANGLE 30 DISTANCE
DISTANCE AIRPORTS >
MARK APL
OTM
TERMINAL WAYPOINTS >
IDX HDG ENT MNU RCL EMG
MFD IDX HDG ENT MNU RCL EMG IDX DSPL RCL EMG
MODE LINE
MFD
MODE LINE FLIGHT
PLAN LINE
RADAR
PRESENT POSITION MAP VNAV OVERLAY TO PRESENT POSITION MAP
Figure 16-21. ND/MFD Displays with Collins CDU
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The item labels are underlined and green when heading. The angle marks to the left and right
selected and white when deselected. of center show 30 degrees left and right of the
aircraft heading.
On the ND, the only navaid symbols displayed
are the ones that represent the next three FMS
waypoints in the flight plan (if within range). TCAS FORMAT
Press the TFC control key on the CDU to dis-
The flight plan displays on the map as a solid play the TCAS traffic map (if installed). This map
white line, even if FMS is not the active NAV is a dynamic heading-up pictorial that shows
source. This track line consists of straight line nearby transponder equipped aircraft. This screen
segments connecting consecutive flight plan displays traffic symbols that alert the crew to po-
waypoints. Only the next three waypoints are tential and predicted collision threats.
connected with a track line on the ND, but the
entire flight plan (up to 15 waypoints) can be
displayed on the MFD if within the range se- Note that navigation, background navaid sym-
lected on the display. The TO waypoint dis- bols, and joystick functions are not available
plays in magenta. for display on this map.
If FMS is in SEL CRS mode (only airplanes The display is the same on a ND as it is on a MFD;
equipped with the FMS-850), the flight plan however, the display can be slightly modified with
line runs straight through the TO waypoint two line key selections on the MFD.
symbol. The line is solid on the to side of
the symbol and dashed on the from side. Radar targets may be superimposed onto the
traffic map display. To superimpose radar on
the traffic map, press the PUSH RDR ON cen-
MAP and RADAR Display ter switch in the range knob (on CDU or ERP).
Radar targets may be superimposed over the If radar is displayed on the traffic map, press
map display (ND or MFD). To add radar to the the TFC control key (again) to remove the
map display, press the PUSH RDR ON switch radar overlay or press the PUSH RDR ON
in the left control knob on the CDU/ERP; to switch to replace the traffic map with the Radar
remove radar display, press the PUSH RDR ON Only display.
switch a second time. To display the radar only
display (Figure 16-21 or 16-22), first select the ND/MFD ELECTRICAL POWER
HSI display on the MFD and then depress the
PUSH RDR ON switch. SOURCE
The ND/MFDs receive DC electrical power
RADAR FORMAT through the ND 1 or MFD 1 circuit breaker,
on the pilots circuit-breaker panel, and the
This display shows the weather radar situation MFD 2 circuit breaker, on the copilots circuit-
without any distracting background data. This breaker panel. The ND/MFDs do not receive
display presents a forward view, 60 degrees electrical power in the emergency bus mode
of the aircraft heading. There are four range of operation.
rings to provide a distance measuring scale.
Numeric distance labels display by two of the
range rings. The range is changed with the
RANGE knob on the CDU/ERP and is se-
lectable to 300 NM.
Also, on the RADAR only display, three angle

marks display on each range ring. These marks
provide a directional scale relative to aircraft

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RADAR BEARING POINTERS LUBBER LINE

MODE LINE UNIVERSAL
RADAR
MODE LINE
STATUS BRT ALT TYPE
BRT
LINE LINE KEY
STATUS LINE
COURSE WX T 0.0
DISPLAYS wx TCAS MODE 11:42Z TAS 250 GS 254 SAT 50C
TA ONLY
11:42Z TAS 250 GS 254 SAT 50C ANNUNCIATION < ABV/BLO REL/ABS >
WPT DIS TTG ETA(Z) FUEL # RANGE
DATA WINDOW DISTANCE
CID 45 :07 11:49 4200 ALT WINDOW HOLD 10 NM
DBQ 190 :37 12:19 3773
FOREVER 975 2:30 14:12 1020 LINE KEY
02
SELECTED
CRS 025 HDG 040 RADAR HOLD 00 RANGE
LATERAL 39NM HEADING DISPLAY
DEV SCALE
DATA NAV VNAV DTO LIST PREV 1 2 3 ANNUNCIATOR 45 RINGS
FMS 1 33 N
CID 30 DRIFT ANGLE FUEL FPL PERF TUNE MENU NEXT 4 5 6
LATERAL AUTOLG POINTER TRAFFIC SYMBOL
3
+04
DR 10
DEV BAR 7 8 9
W
NM
COURSE POINTER A B C D E F G EXAMPLE +32 AIRCRAFT
6
G
WIND TA TRAFFIC ALERT- SYMBOL
SELECTED 0
24
S BACK MSG
30
H I J K L M N INTRUDER AT 1:00.
DISPLAY HEADING BUG
E
10
NM
O P Q R S T
ON/OFF
7 MILES AWAY
21
DIM
BEARING 200 FEET BELOW.
12
VERTICAL DEV
POINTER
S 15
CLIMBING GREATER RA 2.ONM / +01
ADF 1
DISPLAY OR BACK CRS U V W X Y Z ENTER TA 3.ONM / 04
SOURCES ADF 2 VSR 1.4 THAN 500 FPM. ALT 180
IDX RCL EMG
TO/FROM SYMBOL RANGE HSI MAP TFC RDR NAV BRG TILT
MFD MODE IDX RCL EMG
PUSH PUSH
LINE RDR
ON
ZERO TCAS ALT
DISPLAY MFD
EFIS RADAR
MODE LINE
PANEL (ERP)
FULL-COMPASS HSI TCAS TRAFFIC MAP
VNAV DISPLAY TRAFFIC DETAIL:
ROSE NO BEARING TABLE
VS ARROW
(IF VS>500 FPM)
45
INTRUDER ALT DATA
RADAR BRT SYMBOL (REL/ABS
MODE LINE RADAR
MODE LINE BRT BRT ALTITUDE
STATUS LINE X 100 FEET)
WX + TRB + GCS G+3 USTBT + 10.7 STATUS LINE
11:42Z TAS 250 GS 254 SAT 50C
wx T 0.0 wx (RED) = RA TRAFFIC
11:42Z TAS 250 GS 254 SAT 50C MAP MENU (YELLOW) = TA TRAFFIC
CID 45 :07 11:49 4200 DATA WINDOW
RADAR HOLD DBQ 190 :37 12:19 3773
HIGH LEVEL VORS > (BLUE) = PROXIMATE TRAFFIC
ANNUNCIATOR FOREVER 975 2:30 14:12 1020 RADAR HOLD CID 45 :07 11:49 4200 DATA
DBQ 190 :37 12:19 3773 WINDOW (BLUE) = OTHER TRAFFIC
HOLD HEADING ANNUNCIATOR FOREVER 975 2:30 14:12 1020
VECTOR LOW LEVEL VORS >
HOLD
;;;
JOYSTICK C10 HEADING MAP SYMBOLS
;;;
100
POSITION VECTOR INTERSECTION > VOR
RANGE ;;; RANGE
AIRPORT
RING WIND 321/22 RING NDBS >
DISPLAY 50
RANGE TACAN OR DME
50 RANGE 25
30 ANGLE 30 DISTANCE VOR/DME OR
DISTANCE AIRPORTS >
MARK APL VORTAC
OTM JOYSTICK
IDX HDG ENT MNU RCL EMG FLIGHT PLAN WAYPOINT
MFD IDX HDG ENT MNU RCL EMG IDX DSPL RCL EMG USER DEFINED WAYPOINT
MODE LINE MFD RUNWAY (DISPLAYED WITH
MODE LINE FLIGHT LOC LINE)
PLAN LINE NDB
RADAR
INTERSECTION
PRESENT POSITION MAP
Figure 16-22. ND/MFD with UNS CDU/ERP
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MULTIFUNCTION seconds of inactivity on the joystick, a time-

out circuit will remove the joystick symbol
DISPLAY (MFD) from the display. Subsequent movement of the
joystick will cause the symbol to reappear.
GENERAL
To enter a joystick position on the Collins
The MFD(s) can perform all the same functions FMS, complete the following steps:
that are possible on a ND as described in the
previous section. This section describes those
1. Move joystick to position desired on
functions which are unique to the MFD and MFD.
cannot be performed by the ND (if installed).
2. An ENT message will now appear at
The MFD is capable of performing additional the bottom center of the MFD; depress
functions and providing much more data in- ENT.
cluding an aircrew checklist. These functions 3. An JOY message will now appear
and data displays are controlled through use in the scratch pad area on the CDU.
of the bezel keys on the MFD. There are six
keys on each side of the MFD and six across 4. Move the scratch pad entry to the flight
the bottom. plan or make a DTO entry.
To enter a joystick position on the UNS-1B/C,
Joystick complete the following steps:
A joystick capability exists with the MFD(s) but
is not possible on the ND. If two FMSs and two 1. Move joystick to position on MFD.
MFDs are installed in an aircraft there is still 2. An ENT message will now appear at
only one joystick, but it can be use on either the bottom center of the MFD; depress
MFD. With dual MFDs there will be a selector ENT.
button in front of the joystick to connect the joy-
3. Depress DTO, LIST, and select R1.
stick to the left or right MFD (Figure 16-16,
Sheet 5 of 5). The joystick is located on the left 4. If it is desired to place the point in the
end of the CHP which is on the center console flight plan, select the point in the flight
just forward of the CDUs. The joystick can be plan where the entry is desired. Depress
used to enter a waypoint or position into the LISTand an R1 point will appear;
FMS, it can be used to change pages/chapters select this point.
on the checklist display, or it can be used to 5. Subsequent entries are indicated R1,
change pages in the MFD route library. R2, etc.
When the present position map or plan map is MFD CONTROLS AND DISPLAYS
being displayed on the MFD, the joystick sym-
bol () will appear on the display if the joy- IDX
stick select button is selected to the
corresponding side and the joystick is moved. The IDX key is the first key on the left of the
The symbol will move on the map in response bottom row of keys. Depressing this key ac-
to the joystick movement. The azimuth and dis- cesses the FMS remote data pages through
tance from the aircraft to the position of the the INDEX PAGE (Figure 16-23). This INDEX
joystick symbol will also appear on the display. PAGE is the top level MFD menu.
If the FMS is set up to receive the information,
the waypoint can be entered into the FMS as
a waypoint by depressing the ENT key at the
bottom of the MFD. After approximately 20

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* ROUTE LIST IS NOT AVAILABLE ON THE MFD ON BRT KNOB

THOSE AIRCRAFT EQUIPPED WITH THE UNS-1B FMSs. BRT BRT
RADAR
MODE LINE KEY
LINE WX WX NORMAL CHECKLIST TGT
12/10/92 PG 01/02
< NORMAL PROCEDURES < BEFORE STARTING ENGINES
< ABNORMAL PROCEDURES CREW NOTES > < STARTING ENGINES
AVIONICS STATUS > < BEFORE TAXI
* < PLAN MAP < TAXI
BRT
< FMS < BEFORE TAKEOFF
RADAR RANGE MFD

MODE DISTANCE
WX MODE MAINTENANCE > < AFTER TAKEOFF
LINE LINE
N
MCW IDX RCL EMG IDX RCL EMG
100
ALO
RANGE
FLIGHT PLAN/ RING
DBQ
ROUTE LINE
030/52
INDEX PAGE
CID
DSM JOYSTICK
BRT BRT
POSITION
GBG
OTM
MFD WX MAP MENU WX FMS MENU TGT

MODE 16:34Z
LINE HIGH LEVEL VORS > < PERFORMANCE
IDX ENT MNU RCL EMG
LOW LEVEL VORS > < PROGRESS
INTERSECTION > < ROUTE LIST *

PLAN MAP
NDBS > < VOR/DME STATUS
AIRPORTS > < VLF/OMEGA STATUS GPS STATUS >

MAP SYMBOLS
VOR AIRPORT
< POSITION SUMMARY
DME RUNWAY (WITH CENTER LINE)

IDX DSPL RCL EMG IDX RCL EMG
VOR/DME INTERSECTION
TACAN NDB
VORTAC FLIGHT PLAN WAYPOINT
JOYSTICK USER DEFINED WAYPOINT
Figure 16-23. MFD with INDEX PAGE Menu and Displays
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NOTE The first time each flight (after each power up)
that a normal, abnormal, or emergency check-
In a dual FMS system, if cross-side list is called up, the pilot must acknowledge
FMS is selected as the active NAV the preamble by pressing the upper-right line
source, then the index page cannot be key on the MFD.
displayed. All selections made from
the index page are not available. After acknowledging the preamble (if neces-
sary), a menu shows the available normal pro-
MFD Mode Line cedures checklists. Press the adjacent line key
to display the desired checklist.
This line labels the bottom row of MFD line
keys according to available functions. The A checklist displays in three colors. Unchecked
RCL and EMG functions are available on the lines are blue, the cursor line is magenta, and
index page. The IDX label also displays on this checked lines are green. Active controls are the
page for consistency. bottom row of MFD line keys, the CHP joy-
stick, and a remote line advance switch on the
Possible MFD bottom line key labels are IDX, center pedestal.
HDG, ENT, up and down line scroll arrows,
MNU, DSPL, SKP, RCL, and EMG. These MFD mode line (bottom row of keys) labels
line keys are briefly described below. on the NORMAL CHECKLIST page are as
shown in Figure 16-23. If a specific checklist
Press IDX to display the index page. Press is selected from this menu, the mode line will
HDG to toggle the heading vector display also include the line up and line down
on/off. Press an up/down arrow key to scroll symbols and SKP (line skip).
page data. Press MNU to display the previous
menu (or the map menu). Press DSPL to dis- The CHP joystick may be used with checklist
play the present position or planning map from pages. If dual MFDs are installed, set the joy-
a map menu page. Press SKP to skip lines of stick select switch, located in front of the joy-
page data (checklist). Press RCL to recall the stick, to desired (MFD 1 or MFD 2) position.
Move the joystick aft to display the next check-
previously used checklist (if not currently in list page. Move the joystick forward to display
a checklist format) or to find the first the previous checklist page. Move the joy-
unchecked item in the present checklist. Press stick right to exit the checklist, and select the
EMG to display the emergency checklist menu. next checklist on the normal procedures menu.
Move the joystick left to exit the checklist, and
NORMAL PROCEDURES select the previous checklist on the normal
procedure menu.
Line Key A remote line advance button is mounted on
Press the NORMAL PROCEDURES line key on the center pedestal to the left of the joystick.
the MFD index page to display the normal pro- Press the line advance button to check the cur-
cedures checklist page (Figure 16-23), if a check- sor line, and scroll down one line.
list has been previously installed. The checklist
must be installed by the operator, it does not come If it is necessary to leave the checklist page on
installed with delivery of a new airplane. the MFD, and then you wish to return to it, de-
pressing the RCL key on the MFD mode line
The manufacturer of the FMS (Collins or Uni- will return you to the last page of the check-
versal) can provide computer programs which list that was in use.
may be used to create a checklist on an IBM-
compatible PC with a 3.5 disk drive. The
checklist is then entered into the FMS using
the DBU (Collins) or the DTU (Universal).

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ABNORMAL PROCEDURES navaids for display. After the navaids are se-
lected, press the DSPL line key at the bottom
Line Key of the MFD to display the plan map.
Press this line key to display the abnormal To avoid too much clutter and overlap on the
procedures checklist page if checklist was plan map, it is recommended that the number
previously installed. A menu shows the avail- of navaids selected be kept to a minimum and
able abnormal procedures checklists. The for- that the plan map range be kept as low as pos-
mat and operation is the same as described sible. The plan map range is controlled by the
above for the normal procedures checklist. range knob on the CDU/ERP and has a capa-
bility up to 600 NM.
PLAN MAP Line Key
Press this line key on the MFD index page to NOTE
display the plan map (Figure 16-23). The plan Radar cannot be superimposed on the
map is a static true-north-up map, that geo- plan map.
graphically shows a section of the flight plan
or a selected route. The plan display provides
a convenient way to plan and map a deviation FMS Line Key
from the flight plan or any route.
Press this line key on the MFD index page to dis-
The center of the map depends on what is cur- play the FMS MENU (Figure 16-23). The FMS
rently being displayed on the on-side CDU. MENU is not operational at this time on those air-
When a flight plan page is displayed, flight planes equipped with the UNS-1B/C FMS. The
plan waypoints are shown and the map is cen- FMS MENU on those airplanes equipped with the
tered at the middle waypoint on the CDU page. Collins FMS includes performance, progress, route
When a route page is displayed, route way- list, VOR/DME status, VLF/OMEGA status, po-
points are shown and the map is centered at the sition summary, and GPS status. Press the adjacent
middle waypoint on the CDU page. line key to display these parameters. Examples of
these displays are presented in Figure 16-24 and
are fairly self-explanatory and are not described
herein except for route list.
NOTE
On the Collins FMS-850, the plan ROUTE LIST
map may be scrolled through using
the scroll keys (arrows) on the CDU. (Collins FMS-850 only)
To scroll in plan map view on the Depress the line key adjacent to ROUTE LIST on
UNS-1B/C, display the FPL page and the FMS MENU page to display the ROUTE LIST.
highlight a waypoint. The center of The route list is not available on the MFD on those
the plan map will be just prior to the aircraft with the UNS-1B/C installed.
point selected.
The MFD route list is much the same as the
The plan map shows the selected navaids within ROUTE LIBRARY that can be displayed on
range and the flight plan/route waypoints. the CDU. The main difference between the
two displays is the number of routes that can
A variety of navaids may be selected or des- be displayed at one time. The MFD displays
elected for display on the plan map. The twenty routes per page while the Collins CDU
navaids to be displayed are selected from a map displays four at a time.
menu page. Press the MNU line key to access
this page. See Figure 16-23 for available navaid There is space to store a total of 99 routes in
selections. On the map menu page, press the the MFD route library (list). The MFD route
MFD line keys to select/deselect the desired list is divided into five pages with twenty

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routes per page. The pages are advanced with RADAR OPERATION
the joystick and the page number is in the
upper right corner of the display.
GENERAL
This route list is only a reference list; enter-
ing routes into the library, reviewing the way- The WXR 840 (receiver/transmitter/antenna)
is X-band radar that detects atmospheric mois-
points in the route, or editing a route must be ture and ground feature returns in front of the
accomplished on the CDU. aircraft. The TWR-850 is the same, but also
detects air turbulence. Both of these models
To return to the FMS MENU after using the have low wattage (24 watts) transmitters com-
route list, depress the MNU mode line key at bined with highly sensitive receivers. This
the bottom of the MFD. feature reduces the hazardous area in front of
the antenna to approximately 2 feet.
CREW NOTES Line Key
Press this line key on the MFD index page to RADAR CONTROLS
display the CREW NOTES page. This page The radar controls are through the CDUs on
displays a user defined checklist or text that those airplanes equipped with the Collins
has been entered into system memory. FMS-850. The controls are very simular for
those airplanes equipped with the UNS-1B/C
AVIONICS STATUS Line Key but the ERPs are also used on these airplanes
to control the radar. On airplanes equipped
Press this line key on the FMS index page to with the FMS-850s, the radar is controlled
display the AVIONICS STATUS page. This through two knobs on each CDU, the RDR
feature is not as extensive on those airplanes CTRL key on the CDUs, the CDU scroll keys
equipped with the UNS-1B/C. On those air- (gain control), and through menu selections on
planes equipped with the Collins FMS, this the CDU screens. On airplanes equipped with
page provides a dynamic list of nonfunction- the UNS-1B/Cs, the radar is controlled through
ing avionics LRUs. Each entry lists the LRU two knobs on each ERP, the RDR key on the
name, failure status, and a fault code number. ERPs, and through menu selections on the
This page is used for flight-line trou- CDU screens (Figure 16-25).
bleshooting.
Either CDU/ERP can control the radar, and with
MAINTENANCE Line Key channel split (Collins CDU) or Sync Off (UNS
CDU) selected. The CDUs/ERPs can indepen-
Press this line key to display the MAINTE- dently control the radar, commanding different
NANCE page. A menu shows maintenance modes, ranges, tilt, etc. at the same time.
parameters available for display.
The weather radar situation can be displayed
The FCS diagnostics function can be accessed on the ND or MFD or both (both MFDs if two
using the MAINTENANCE line key. When installed). It can be superimposed over the
selected, the FCS Diagnostics option will ap- ND/MFD map display or it can be displayed
pear next to the same line key. When the ad-
jacent line key is depressed, instructions will alone without any distracting background data.
appear on the MFD telling how to access the
FCS diagnostics page.

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* ROUTE LIST IS NOT AVAILABLE ON THE MFD ON

THOSE AIRCRAFT EQUIPPED WITH THE UNS-1B FMSs.
BRT BRT BRT BRT
WX PERFORMANCE TGT WX PROGRESS TGT WX ROUTE LIST TGT WX FMS MENU TGT
08:23Z 10:13Z 01:01Z 16:34Z
PG 01/05
TO WPT: CID* 335.3' / 44.5 DEPART TIME 10:08Z < PERFORMANCE
N42' 35.0 / W092' 07.4 01 /
TO WPT: CID *335.3' / 44.5 02 KCID / KDEN
TTG 0:04 HDG 337 CRS 338 N40'35.6 / W093'47.7 03 KSFO / KDEN
04 LAX / SEA < PROGRESS
ETA 08:27Z BRG - - - TK 338 05 KJFK / KORD
FUEL
06 KMPS / KFGOA
WPT DIST TTG ETA Z REM ENDR
GS 148 DIST 9.9 XTK 0.0
----------------------------------------
CID* 17 0:07 10:20 4500 9:59
07
08
KCID / KITC
KCUD / KSLC
< ROUTE LIST *
TAS 149 WIND 259' / 3 DA 1.1R 09 @LISBO / SWISH
EOS 377 2:36 12:49 3606 9:59 10 KADS / KCID
--------------------------------
NO OFFSET CID* 15000 FT MKC 523 3:36 13:49 3246 9:01 11 CID / KATL < VOR / DME STATUS
TOD 10.5 NM 12 KICT / KADS
BUJ 893 6:08 16:28 2334 6:29 13 CID / DEN
IVS -1025 VSR -1457 FPA -3.2' @00000 1539 10:33 20:46 744 2:04 14 KATW / SYZ
15 57WI / KU56 < VLF / OMEGA STATUS GPS STATUS>
ALT 21000 ALTS 21000 V DEV 1055 @A* 1685 11:33 21:46 384 1:04 16 LIT / MCK
@FGHIG* 1832 12:31 22:44 36 0:06 17 KSYR / KMO34
18 KKLL / KMO34 < POSITION SUMMARY
19 KMEM / KY32
FMS IN DR AT 08:20Z
20 CID / SAC
FMS POSITION ERROR MAY EXCEED 3 NM
IDX MNU RCL EMG IDX MNU RCL EMG IDX MNU RCL EMG IDX RCL EMG
THE DISPLAYS ON THIS PAGE ARE REPRESENTATIVE OF

THOSE FOR AIRCRAFT EQUIPPED WITH THE COLLINS FMSs.
THE MFD DISPLAYS ARE NOT AVAILABLE ON
AIRCRAFT EQUIPPED WITH THE UNS-1B FMSs.
BRT BRT BRT BRT
WX VOR / DME STATUS TGT WX VLF / OMEGA STATUS TGT WX POSITION SUMMARY TGT WX GPS STATUS TGT
05:59Z 03:21Z 19:33Z
FMS POSITION: N 41'37.8'
VOR 1 IOW 116.2 263.2' VLF / OMEGA POSITION: N 41'37.8'
W 135'42.5' GPS POSITION: N 41'37.8'
W 135'42.5'
NAVAID STATION POS DIFF USE W 135'42.5'
DME 1-1 IOW 116.2 14.1NM HORIZONTAL FOM: 1024M
POSITION UNCERTAINTY: 3.9NM -----------------------------------------
NAVIGATION MODE: RELATIVE VOR / DME 1 CID 176' / 0.7 NO
DME 1-2 OTM 111.60 - -.-NM GMT: 13:30
VLF / OMEGA IS IN DR MODE
OMEGA IS NOT SYNCHRONIZED DATE: 06/05/91
DME 1-3 DSM 114.1 77.9NM VOR / DME 2 EMD - - -' / - -.- NO
VLF / OMEGA IS DESELECTED VOR ONLY STATUS: ACQUISITION
SATELLITES: 3
VLF STN USE OMEGA STN USE
VOR 2 CID 117.6 191.1' ----------------------------------------- DME / DME NAV NO
1 AUSTRALIA D A NORWAY Y
2 JAPAN Y B LIBERIA Y
DME 2-1 CID 117.6 21.5NM 3 G. BRITAIN Y C HAWAII Y VLF OMEGA 335' / 2.3 NO
4 MAINE Y D N. DAKOTA D
DME 2-2 ALO 112.2 63.3NM 5 HAWAII Y E LA REUNION N DR
6 MARYLAND N F ARGENTINA N
DME 2-3 LNR 112.8 126.4NM 7 WASHINGTON N G AUSTRALIA D GPS 057' / 0.03 YES
8 PUERTO RICO N H JAPAN Y SOLE SENSOR
FMS POSITION UNCERTAIN GPS IS DESELECTED
D = DESELECTED
IDX MNU RCL EMG IDX MNU RCL EMG IDX MNU RCL EMG IDX MNU RCL EMG
Figure 16-24. MFD with FMS MENU and Displays
FlightSafety
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RADAR MODE CONTROLS WX+TURB (FMS-850) or WXA+TURB

(UNS-1B/C)
FMS-850 This mode is only available with the TWR-850
Pressing the RDR CTRL key on the CDU and it enables the radar to detect both weather
causes the first of two RDR FUNCTIONS and turbulence but is limited to selected ranges
pages to be displayed on the CDU (Figure 16- of 50 NM or less.
25). The second page of RDR FUNCTIONS
may be selected by depressing the line key Turb Only
adjacent to NEXT PAGE on the first page.
This mode also is only available with the
The modes that may be selected by depress- TWR-850. This mode displays turbulence
ing the adjacent line key are: STBY, WX, which is related to precipitation, it does not
WX+TURB (TWR-850 only), TURB ONLY display clear-air turbulence. The TURB ONLY
(TWR-850 only), GND MAP, or TEST. The mode can be selected for 30 second intervals
active mode is labeled in underlined green only. If TURB ONLY is selected again before
and the inactive modes are labeled in white. the 30 second timeout, WX+TURB is enabled.
The selected mode is also annunciated at the Any other mode can be selected before the 30
top of the ND/MFD display pages. seconds has elapsed. At the end of the 30 sec-
ond timeout period, the selected mode will
automatically change to WX+TURB mode.
UNS-1B/C TURB ONLY mode is also limited to a max-
Pressing the RDR key on the CDU causes the imum of 50 NM range.
RADAR CTRL page (Figure 16-25) to display
on the CDU (WXR-840). On those airplanes GND Map
equipped with the TWR-850, depressing the This mode causes the radar to display promi-
RDR key, on the CDU, causes the first of two nent terrain and ground features instead of
RADAR CTRL pages to display. weather and the color format changes in this
mode. When GND MAP mode is selected, the
The modes that may be selected by depress- GND CLTR SPRS option and its associated
ing the adjacent line key are: STBY, WXR, ON/OFF selection is not available and is re-
WXR+TURB, (TWR-850 only), TURB ONLY moved from the RDR functions menu.
(TWR-850 only), GND MAP, or TEST. The ac-
tive mode selected is in small green font and
other available selections are in a larger amber Test ON/OFF
font. The selected mode is also annunciated at When ON is selected, a test pattern showing
the top of the MFD display pages. all four colors is displayed. Test mode is au-
tomatically cancelled if the menu page is
FMS-850 and UNS-1B/C changed.
STBY
OTHER RDR CONTROL
Selecting STBY turns the radar transmitter FUNCTIONS
off while the other modes turn the transmitter
on. STBY automatically selects after touch- Radar Display
down with the UNS-1B/C installation.
The radar display (display ONOFF) is con-
trolled with the PUSH RDR ON switch in the
WX (FMS-850) or WXA (UNS-1B/C) left control knob on the CDU/ERP. Press the
This is the radars basic mode. PUSH RDR ON switch once to display the
radar on the ND/MFD.

COLLINS CDU WITH TWR-850 RADAR UNIVERSAL CDU WITH TWR-850 RADAR
Collins Collins UNIVERSAL
BRT POS BRT POS
RADAR CTRL 1 / 2
RDR FUNCTIONS RDR FUNCTIONS RDR GAIN 1 / 1
WXR GAIN
PREV PAGE STBY NORM GAIN= +1
STBY NEXT PAGE
CHANNEL TEST MODE AUTO TILT WXR ON SYNC
WX SYNC/SPLIT OFF/ON OFF/TILT INCREMENT
HOLD STABILIZE WXR + TURB OFF HOLD
WX+TURB OFF/ON TILT ZERO OFF/ON DECREMENT
GND CLTR SPRS SWITCH TURB ONLY OFF GCS
RADAR TURB ONLY OFF/ON

TARGET ALERT GND MAP RETURN
CONTROL GAIN RETURN
GND MAP OFF/TGT

NORM TILT KNOB
PAGE 1 2 3
<< >> << >> DATA NAV VNAV DTO LIST PREV
KEY
RADAR PUSH PUSH
RANGE TILT
DISPLAY R
DR O
A B C D E F G 7 8 9
N
RO
SWITCH CTRL SRC SRC
COM
A B C D E F 1 2 3 H I J K L M N BACK
0 MSG
RANGE
KNOB NAV O P Q R S T
ON/OFF

G H I J K L 4 5 6 DIM
RADAR CTRL 2 / 2
WXR
ADF U V W X Y Z ENTER
M N O P Q R 7 8 9 TEST OFF ON STAB
ATC
S T U V W X IDX 0 RANGE HSI MAP TFC RDR NAV BRG TILT
ON AUTOTILT
PUSH PUSH
RDR
Y Z FLT
PLN DIR VNAV SYS
CTRL IDX MSG
ON
ZERO
OFF SECTOR
RETURN
RADAR
RADAR BRT MODE LINE BRT
MODE LINE
STATUS LINE STATUS LINE
WX + TRB + GCS G+3 USTBT + 10.7 wx T 0.0
11:42Z TAS 250 GS 254 SAT 50C 11:42Z TAS 250 GS 254 SAT 50C
WPT DIS TTG ETA(Z) FUEL # WPT DIS TTG ETA(Z) FUEL #
CID 45 :07 11:49 4200 DATA WINDOW RADAR HOLD CID 45 :07 11:49 4200 DATA
RADAR HOLD DBQ 190 :37 12:19 3773 DBQ 190 :37 12:19 3773
ANNUNCIATOR WINDOW
ANNUNCIATOR FOREVER 975 2:30 14:12 1020 FOREVER 975 2:30 14:12 1020
HOLD HEADING HOLD
VECTOR JOYSTICK C10 HEADING
POSITION ;; VECTOR
100 ;; RANGE
WIND 321/22 RING
RANGE
DISPLAY 50
RANGE
RING 25
30 DISTANCE
50 RANGE APL
30 ANGLE DISTANCE
MARK OTM
IDX HDG ENT MNU RCL EMG IDX HDG ENT MNU RCL EMG
MFD MFD
MODE LINE MODE LINE FLIGHT
PLAN LINE
RADAR
PRESENT POSITION MAP
Figure 16-25. Radar Functions and Displays
FlightSafety
international
If the present position map is being displayed, models. See Autotilt in this section for more
depressing the PUSH RDR ON switch once information.
will cause the radar picture to overlay the
map. Depressing the PUSH RDR ON a sec-
ond time will remove the radar picture. Gain (FMS-850)
The radar gain value is displayed below the
To display the radar only display (Figure 16- GAIN label on the first RDR FUNCTION page
21 or 16-22), first select the HSI display on the and in the radar mode line at the top of the
MFD and then depress the PUSH RDR ON ND/MFD display. It is adjustable with the
switch. When the radar only display is on the CDU scroll keys through a range of 3 and will
MFD, depressing the RDR ON switch will read NORM when at the mid-level of gain ad-
cause the MFD to go to the MAP display. justment.
The ND/MFD displays have a radar mode line
at the top of the screen. This line annunciates Gain (UNS-1B/C)
the radar mode or RDR OFF on the far left, the The radar gain value is displayed on the CDU
gain (G value), antenna stabilization turned RADAR CTRL page and on the radar mode
OFF (USTB), ground clutter suppression line at the top of the MFD display. The gain
(GCS), and the antenna tilt (T value). The is adjustable through a range of 3 and will
word HOLD will appear in the upper left cor- read NORM when at the mid-level of gain ad-
ner of the radar display while HOLD is selected justment. To adjust gain, depress the CDU
to ON. RDR FAULT annunciates at this point line key adjacent to GAIN. This will display
if the RTA detects an internal fault. the RDR GAIN 1/1 page on the CDU. Depress
the line key adjacent to Increment to cause gain
The map and radar displays are described to increase +1 for each time the key is de-
under ND/MFD in this chapter. Examples are pressed and depress the CDU line key adjacent
shown in Figure 16-25. to Decrement to cause gain to decrease -1 for
each time the key is depressed.
Range
The left knob on the CDU/ERP is used to con- CHANNEL (Split/Sync), HOLD,
trol the range on the on-side ND/MFD (both GND CLTR SPRS (GCS), and
sides if SYNC is selected) any time radar is
being displayed. The range is adjustable up to STABILIZATION
300 NM except in the WX+TURB and TURB These are all alternate action switches; press-
ONLY modes where it is limited to 50 NM. The ing the associated line key toggles between ON
same knob controls range on the map display and OFF.
and TCAS display when radar is not being
displayed.
CHANNEL SYNC/SPLIT
Tilt (Collins CDU) or ON/OFF
SYNC (UNS CDU)
The right hand knob on the CDU is used to con-
trol the antenna tilt and is functional in all When SYNC (ON) is selected, on either CDU,
radar modes except STBY. The range for an- the radar functions synchronize to what is se-
tenna tilt is 14 degrees. Antenna tilt can be lected on the cross-side CDU. From that point
set to zero by depressing the PUSH ZERO forward, the radar control functions of both
TILT switch on top of the TILT knob. The an- CDUs behave as if they are fully parallel.
tenna tilt angle is annunciated on the radar Changing a radar function on one CDU will
mode line at the top of the ND/MFD display cause the opposite side to also change and
(e.g. T + 10.7). Autotilt is available on some both radar displays will be the same.

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When CHANNEL SPLIT (COLLINS CDU) Target Alert, OFF/TGT

or SYNC OFF (UNS-1B/C CDU) is selected
the two channels of the radar can be operated Target alert is available on some aircraft that
independently. The radar will respond to the are equipped with dual FMSs. Depress the
commands of both CDUs individually with line select key adjacent to TARGET ALERT,
alternating sweeps of the antenna. OFF/TGT to toggle target alert OFF and ON
(TGT). When selected, weather targets that are
detected will be annunciated without the tar-
HOLD ON/OFF gets themselves appearing on the weather
radar display.
When selected to the ON position, the radar
image is frozen on the display and HOLD an- The target alert feature is intended as a pilot
nunciates on the ND/MFDs. The held display aid to reduce the chance of an inadvertent pen-
is not updated. When HOLD is selected to etration of a thunderstorm or, on those air-
ON, it will automatically turn to OFF after 30 planes with turbulence detection, an area
seconds and the display will return to the pre- containing precipitation related turbulence.
viously selected mode. The radar performs this task by conducting an
automatic search of the air mass ahead of the
aircraft. The radar starts by scanning at a 50
GND CLTR SPRS (GCS) NM range while looking for precipitation re-
ON/OFF lated turbulence. This is followed by a scan at
When ground clutter suppression is on, ground the 200 NM range looking for precipitation
(targets). In the TGT/TURB search mode,
clutter is reduced, but so is sensitivity to low radar parameters (mode, tilt, and range) are not
levels of precipitation. GND CLTR SPRS au- controlled by the pilot. This creates the first
tomatically turns off after 30 seconds. TGT/TURB requirement: Before a channel of
the radar can search for TGT/TURB, that chan-
AUTOTILT OFF/TILT nel must not be displayed to the crew. The
reason for this restriction is that it is poten-
Selecting TILT (if installed) with the adja- tially confusing to display radar data that is
cent line select key on the second radar menu continuously changing range, tilt, etc. In ad-
page enables the autotilt function of the radar. dition, a basic purpose of the function is to pro-
Autotilt is designed to reduce the pilot work- vide a lookout while the crew is involved
load by automatically adjusting the current with non-radar display functions (i.e., check-
displayed tilt setting following altitude or se- list or navigation data on the MFD).
lected range changes. Manual tilt commands
from the TILT knob remain operational when Once TGT/TURB alert has been enabled, the
autotilt is enabled. Autotilt may be enabled FMS places either radar channel in search
continuously as the system always uses the cur- mode whenever that channel is not displayed.
rent manual tilt setting as the starting point. If either channel (or both channels) is in search
mode, a blue TGT annunciator is displayed in
When autotilt is selected on (TILT), it is an- the upper right hand corner of both MFDs.
nunciated with an A following the tilt setting Detection of a precipitation target is annun-
on the weather radar mode line of the MFD/ND ciated by flashing an amber TGT annunciator
(e.g., T+2.5A). in the upper right hand corner of the MFD.
On those airplanes equipped with turbulence

Stabilization (STAB) ON/OFF detection, a turbulence alert is simular except
that the annunciation is an amber TRB rather
This selection allows the antenna stabilization than TGT. If TGT and TRB alerts are received
to be toggled on and off. at the same time, the annunciation will alter-
nate between TGT and TRB as long as both
alerts are valid.

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SENSOR DISPLAY UNIT INSTR LIGHTS panel. It is recommended

that the brightness control not be operated
(SDU) any higher than necessary to avoid imprinting
on the display screen.
GENERAL There is a selector knob in the upper right cor-
The sensor display unit, mounted in the center ner of the SDU and one in each of the bottom cor-
instrument panel, between the RTUs, provides ners for controlling SDU format and functions.
an electronic RMI display that replaces a con-
ventional electromechanical RMI. The SDU SDU FORMAT
uses a 3 inch by 3 inch, high-resolution,
monochromatic display screen to display com- The format knob in the upper right corner of
pass information (aircraft heading) and naviga- the SDU is used to select the desired format
tion data. on the SDU. The knob is rotated one direction
to step through all of the possible selections,
The SDU incorporates selectable formats and and when the last format option is reached, the
is able to display data from either VOR/ILS knob has to be turned in the opposite direction
receivers, either DME, one or two ADF re- to make further selections. An arrow will ap-
ceivers, one or two VLF/ Omega receivers, pear on the display when in the RMI format
one or two MLS receivers, and one or two showing the direction the format knob should
FMS systems. All of the navigation inputs are be turned (Figure 16-27, Sheet 1 of 5).
fed to the SDU through a sensor display driver
(SDD) which has two channels (left and right). The current format selected is annunciated
Number 1 navigation receiver information is along the edge of the compass rose in the
fed to the SDU through the left channel of the upper, left quadrant.
SDD and number 2 receiver information is
fed through the right channel (Figure 16-26). The available formats (not necessarily in this
order) are RMI, VLF (VLF 1 and VLF 2 if two
The display of navigation information is nor- installed), VOR 1, VOR 2, DME, FMS 1 (also
mally set up on the PFD and ND/MFDs; how- FMS 2 if two installed) and RMI again. LOC
ever, it can also be displayed on the SDU as 1 or LOC 2 replaces VOR 1 or VOR 2 de-
a backup. pending on the frequency that is selected in
NAV 1 and NAV 2. In the RMI, VLF, and DME
In the emergency bus mode of operation, the formats, VOR, ADF, or FMS bearing pointers
PFDs and MFDs will be inoperative and the may be selected for display with the two knobs
SDU will be the only remaining instrument on on the bottom corners of the SDU. See Figures
which an instrument approach can be made. 16-27 (Sheet 1 through 5) for examples of the
Some airplanes are also equipped with a different formats. The FMS format is not
standby attitude gyro that incorporates glides- shown, but is nearly the same as the VOR for-
lope and localizer information. mat. The only difference is that the FMS for-
mat does not have a course selection capability.
The heading information to the SDU is only
provided through AHS 1, regardless of the
AHS selection on the EFIS control panels. If SDU ELECTRICAL POWER
AHS 1 fails in flight, heading information to Electrical power to the sensor display driver
the SDU will be lost. (SDD) is from two sources. The left channel
of the SDD and the SDU receive DC electri-
The SDU has a brightness adjust knob in the cal power from the L EMER BUS, through
upper left corner. The brightness is also con- the SDU PWR 1 circuit breaker on the left
trolled by the EFIS dimmer on the pilots circuit-breaker panel, and the right channel of

FlightSafety
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SDU
L EMER BUS
R DC BUS 1
SDU SDU
PWR 1 PWR 2
(L) (R)
AHS 1
(HEADING)
VOR 1/ILS 1 SENSOR DISPLAY VOR 2/ILS 2

DME 1 DRIVER (SDD) DME 2
VLF 1 VLF 2*
FMS 1 FMS 2* * OPTIONAL
ADF 1 ADF 2*
Figure 16-26. SDU Schematic

FlightSafety
international
LUBBER LINE FORMAT KNOB

TURN INDICATOR
BRT KNOB
BRT
FORMAT FORMAT SELECT
KNOB
FORMAT
ANNUNCIATOR
I
N
M
33
R
3
0
COMPASS SINGLE-BAR
24 W 3
DISPLAY BEARING POINTER

6
MARKER BEACON DUAL-BAR

E
ANNUNCIATION 12 BEARING POINTER

21
SINGLE-BAR BEARING S 15 DUAL-BAR

2
AD
POINTER SOURCE R BEARING POINTER

VO
F
ANNUNCIATOR SOURCE
ANNUNCIATOR
SINGLE-BAR BEARING
POINTER SOURCE
KNOB
RMI FORMAT
ALL FORMATS
DUAL-BAR
IF A NAV SENSOR FAILS, THE SDU DISPLAYS AN 'X' OVER THE BEARING POINTER
SENSOR ANNUNCIATOR (HDG,X VOR,
X GS,
X ETC). NOTE THAT THIS SOURCE KNOB
ANNUNCIATION ALSO DISPLAYS IF "NO COMPUTED DATA" IS
RECEIVED BY AN SDU-640B (ONLY).
Figure 16-27. SDU Formats (Sheet 1 of 5)

FlightSafety
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DUAL-BAR
BEARING POINTER
BRT
FORMAT SINGLE-BAR
BEARING POINTER
FORMAT
ANNUNCIATOR
F
N 3
VL
GROUND SPEED
33
6
W 30
DISPLAY GS 245
TRK 329
E
TRACK DISPLAY N 4000.5'
12
POSITION DISPLAY W11004.9'
24
15
SINGLE-BAR BEARING 21 S DUAL-BAR
POINTER SOURCE VO AD
F BEARING POINTER
ANNUNCIATOR R
1
SOURCE
ANNUNCIATOR
SINGLE-BAR BEARING
POINTER SOURCE
KNOB
VLF FORMAT
DUAL-BAR
BEARING POINTER
SOURCE KNOB
SELECTED HEADING BUG DME DISTANCE DISPLAY
BRT
FORMAT DME HOLD
FORMAT ANNUNCIATOR
ANNUNCIATOR
16.2 NM
1
R
N 3 AIRPLANE SYMBOL
VO
TO/FROM SYMBOL
33
6
W 30
LATERAL DEV BAR SELECTED COURSE

E
POINTER
12
LATERAL DEV SCALE

24
15 COURSE KNOB
HEADING KNOB 21 S
S ANNUNCIATOR
H
R
D
ANNUNCIATOR C
G
150 COURSE
HEADING SELECT KNOB
SELECT KNOB
VOR FORMAT
SELECTED COURSE DISPLAY

SELECTED HEADING BUG DME DISTANCE DISPLAY
BRT
FORMAT DME HOLD
FORMAT ANNUNCIATOR
ANNUNCIATOR
15.8 NM
1
C
33 N SELECTED COURSE
LO
LATERAL DEV SCALE POINTER
3
24 W 3
GS DEV DISPLAY
6
LATERAL DEV BAR OR B/C
E
AIRPLANE SYMBOL
12
21 15 COURSE KNOB
HEADING KNOB S
S ANNUNCIATOR
H
R
D
ANNUNCIATOR C
G
013 COURSE
HEADING SELECT KNOB
SELECT KNOB
LOC FORMAT
SELECTED COURSE DISPLAY
DUAL-BAR SINGLE-BAR
BEARING POINTER BEARING POINTER
BRT
FORMAT NO. 2 DME
DATA COLUMN
FORMAT
ANNUNCIATOR
E
33
M
N
D
NO. 1 DME 30
3
24 W
DATA COLUMN 1 2
110.45 ICT
6
IDENT/FREQ 175NM 15.8NM

DISTANCE
E
21
12
SINGLE-BAR BEARING 15 S DUAL-BAR
2
AD
POINTER SOURCE R BEARING POINTER

VO
F
ANNUNCIATOR SOURCE
ANNUNCIATOR
SINGLE-BAR BEARING
POINTER SOURCE
KNOB
DME FORMAT
DUAL-BAR
BEARING POINTER
SOURCE KNOB

FlightSafety
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the SDD receives electrical power from the R lot (AP) and dual flight director (FD) func-
DC BUS 1, through the SDU PWR 2 circuit tions. The FCS has two identical FCC-850
breaker, on the right circuit-breaker panel. flight control computers (FCC) and three ser-
vos to move the elevator, ailerons, and rudder.
If electrical power through the SDU PWR 1 cir- The autopilot also uses the aircraft secondary
cuit breaker (L EMER BUS) is lost, the SDU pitch trim system to control the aircraft in the
will be inoperative since there will be no power pitch axis.
to the SDU display or to the left channel of the
SDD. However, if power is lost through the A glareshield mounted flight control panel
SDU PWR 2 circuit-breaker, the left channel contains the autopilot control panel in the cen-
of the SDD will still function and the SDU will ter and identical FD mode select panels (MSPs)
still function. Only receiver number 1 infor- on each side (Figure 16-28). Either FD can be
mation will be available in this case. The SDU coupled to the autopilot.
PWR 1 circuit-breaker receives power during
the emergency bus mode of operation; there- The PFDs display flight director mode and
fore, left side (VOR/ILS 1, ADF 1, etc) navi- autopilot information.
gation information will still be available
(Figure 16-26). The two FCCs reside in the IAPS card cage lo-
cated in the left nose, avionics bay. These com-
puters provide independent flight guidance
computation and operate together to provide 3-
AUTOPILOT/FLIGHT axis control (including yaw damper). The FCCs
DIRECTOR receive critical AHS data directly from the AHCs,
and ADS air data through the IAPS concentra-
tors. The autopilot and yaw damper will disen-
GENERAL gage and be inoperative if input from either AHS
The flight control system (FCS) includes the is lost, however, the FD on the side away from
APS-850 which provides fail-passive autopi- the failure will retain normal functions.
RUDDER BOOST
SELECT BUTTON ACTIVE ANNUN
(GREEN)
A/P PITCH TRIM RUDDER BOOST
FAIL ANNUNCIATOR OFF/FAIL ANNUN
INDICATOR LIGHT
(AMBER)
TRANSFER ARROWS
AUTOPILOT
PILOT FLIGHT DIRECTOR AUTOPILOT COPILOT FLIGHT DIRECTOR

MODE SELECT PANEL CONTROL MODE SELECT PANEL
Figure 16-28. Flight Control Panel

FlightSafety
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The system initiates a self-test sequence. when AP and FD modes are selected by depressing
electrical power is applied to the autopilot the applicable mode selector button on the
(avionics master switches both on). If the self- flight control panel and FD mode select panel.
test sequence is not successfully completed, The green indicator light above the select but-
neither the autopilot nor yaw damper will en- ton illuminates to indicate a mode is selected.
gage and a red FD flag will be displayed on AP/FD mode engagement is also annunciated
the PFDs. on the associated PFDs.
FD only mode selection is accomplished by de-

SERVO ACTUATORS pressing the applicable mode selector button
without the AP engaged.
The pitch and roll servos position the eleva-
tor and ailerons in response to commands from Engaged AP and FD modes may be disen-
the FCCs in the IAPS. When the yaw damper gaged by depressing the selector button a sec-
is engaged, the yaw servo positions rudder in ond time or selecting an incompatible mode.
response to commands from the FCCs. FD modes can also be deselected or cleared by
depressing the F/D clear switch on the control
When the aircraft pitch is adjusted by the au- yoke (Figure 16-31).
topilot, the pitch servo is first energized to
make an elevator input, and then the secondary
pitch trim motor is activated to reposition the
horizontal stabilizer until the effort of the AP
pitch servo is canceled out. The autopilot trims XFR
the controls in the pitch axis, but does not
trim the ailerons. The pilot should, therefore, AP XFR
insure that the aircraft controls are trimmed- The AP XFR selector button is the only selector
up prior to engaging the autopilot. Also, wing button that doesnt have a indicator light above
fuel balance should be maintained to avoid it. Instead, the AP XFR function has two green
an out-of-trim condition when the autopilot is arrows (one pointing right and one left) on
engaged. See Chapter 15, Flight Controls for the center of the AP control panel. One of
more information on the pitch and roll servos these arrows will be illuminated to indicate
and secondary pitch trim. which FD is coupled to the AP. There is also
a green AP or AP (as appropriate) in the
AUTOPILOT (AP) CONTROLS top left corner of each PFD attitude display to
indicate which FD is coupled to the AP.
AND OPERATION
The autopilot defaults to the left side at power-
General up, but can be alternately selected to either side
The flight control panel (FCP) contains a total by depressing the AP XFR button. If AP XFR
of 24 selector buttons, all of which, except for is selected to the right side when the autopilot
is not engaged, the PFDs will display a white
AP XFR, have a rectangular green indicator AP message.
light located above them to indicate when the
associated select button is pushed ON. The AP
control panel also contains a green RB (rudder
boost) annunciator, a yellow RB annunciator,
green autopilot transfer arrows, and a red au-
topilot pitch TRIM fail annunciator.

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AP Engage
YD
AP YD
The yaw damper automatically engages when
AP the AP is engaged, but it may be deselected by
Press the AP button to engage the AP; an elec- depressing the YD selector. The yaw damper
trical interlock also engages the yaw damper. may be selected when the autopilot is not en-
The indicator lights above the AP and YD but- gaged by depressing the YD button. YD is de-
tons illuminate, the left or right transfer arrow scribed further in the Flight Controls chapter.
illuminates and the PFDs display green AP
or AP messages.
When the AP or YD buttons are depressed, en- TURB

gagement occurs only if aircraft attitude/rates
are normal and if the FCCs do not detect any TURB
AP or YD failures. Autopilot pitch limits are
+20 to -10 and bank limit is normally 27. The turbulence mode of AP operation may be
Bank limit is 32 when using the roll com- alternately selected and cleared by depressing
mand switch, ( 1 / 2 bank automatically selects the TURB button. When TURB mode is se-
above 41,500 feet). AP roll rate and pitch rate lected, the FCC adapts autopilot servo gains
limits are 5 and 3 per second respectively. for turbulent flight conditions. Turbulence
mode automatically clears when the AP is dis-
The pitch trim selector must be in the primary engaged or at LOC capture.
or secondary position for the AP to engage.
Also, the AP will not engage when selected if
secondary trim failure is detected by the FCCs.
TRIM
When engaged, the AP flies the flight direc-
tor commands from the coupled side. If no TRIM
FD modes are selected on the coupled side
and the AP is engaged, the AP will assume the The red TRIM annunciator, in the center of the
attitude hold mode and maintain the attitude AP control panel, illuminates when the FCCs
existing at the time of engagement. detect pitch trim failure. The autopilot should
be disengaged in this case and not used. See
If roll attitude is within 5 degrees of wings level Autopilot Trim Light Illuminates In Flight
when the AP is engaged and no FD lateral procedure in the Abnormal Procedures sec-
modes are engaged, the FCC generates com- tion of the Airplane Flight Manual.
mands to maintain the existing heading. If the
AP is engaged with no lateral modes selected Mistrim
on the FD, and the roll attitude is greater than
5 degrees, the AP will maintain the existing If the airplane is out of trim while the AP is en-
bank angle. ROLL annunciates on the PFD gaged, a boxed amber E (elevator), A (aileron),
when the AP is engaged and no lateral FD or R (rudder) will annunciate on the PFDs. If
mode is selected. the mistrim condition indication continues for
an extended period, the autopilot should be
If no FD pitch modes are selected on the cou- disconnected and the condition corrected. See
pled side with the AP engaged, the AP will Autopilot Mistrim Light Illuminated In Flight
maintain the existing pitch attitude and PTCH procedure in the Abnormal Procedures sec-
will annunciate on the PFD. tion of the Airplane Flight Manual.

FlightSafety
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knowledged by the pilot. The pilot acknowl-

RB RB edges by activating AP disconnect (trim
switch, MSW, or GA) or reengaging the AP.
RB
AP Manual Control
The green RB illuminates when the rudder
boost is active and the amber RB illuminates When the AP is in PTCH or ROLL hold mode,
when rudder boost is not armed (switch OFF) pitch or roll commands can be made to the
or when the FCCs detect a rudder boost fail- AP through the pitch/roll command switch on
ure. The rudder boost system is described fur- the on-side control wheel (Figure 16-31). This
ther in the Flight Controls chapter. is the same switch that is normally used to
make primary pitch and aileron trim inputs
AP Disengage while hand-flying the aircraft, however, when
using it to command AP pitch and roll, the arm-
There are six different operator actions that ing button is not depressed. Moving the bar-
will cause the AP to disengage. They are listed rel of this switch forward or aft, without
in descending order with the most commonly depressing the arming button, will command
used method first to the least likely used. pitch changes through the AP. If the barrel of
the switch is moved left or right without de-
Depressing the arming button on either pressing the arming button, roll will be com-
trim switch and moving the barrel in manded. Depressing the arming button and
any of the four trim directions.
moving the barrel in any direction will dis-
Depressing the AP selector button on engage the AP as described above.
the AP control panel.
Depressing the GO-AROUND button When the pitch/roll command switch is used to
on the left thrust lever. This is the pre- command roll, any FD lateral modes that where
ferred method for go-around from a cou- captured (except APPR and LOC) will be
pled approach. cleared and the AP will maintain the roll atti-
tude existing when the pitch/roll command
Depressing either wheel master switch switch is released. When a pitch change is com-
(MSW). This method also disengages manded, any FD pitch modes that where cap-
the YD. tured (except glideslope) will be cleared and the
Placing the pitch trim selector switch to AP will maintain the existing pitch attitude
the OFF position. when the pitch/roll command switch is released.
Moving the spring-loaded secondary trim The pitch/roll command switch will not com-
switch to NOSE UP or NOSE DOWN. mand pitch change when glideslope is cap-
Whenever the operator disengages the AP, a tured. Also, roll cannot be commanded when
disengage tone will sound, and the indicator approach or localizer is captured.
light above the AP selector button will flash
for five seconds and then extinguish. Also,
the green AP or AP annunciators on the FLIGHT DIRECTOR CONTROLS
PFDs will turn yellow and flash for five sec- AND OPERATION
onds, then turn white and stop flashing.
General
Automatic disengagement occurs anytime a The pilot and copilot mode selector panels
failure condition is detected by FCC moni- (MSPs) are identical and completely independent
toring of the AP. If the monitor system disen- of each other. Flight director (FD) modes are se-
gages the AP, the disengage tone sounds, and lected with ten push on/push off buttons on each
the AP or AP annunciators flash until ac- MSP. When a mode is selected, incompatible

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modes automatically clear. A vertical line on the

MSP separates the lateral and vertical modes.
HDG
The following description of the FD mode se-
lect panel applies to both the pilots and copi- HDG (Heading)
lots mode select panels since they operate
identically. Lateral modes are ROLL, HDG, Pressing the HDG button alternately selects or
1/2 BANK, NAV, and APPR. Vertical modes deselects the heading mode. Commands are
are PITCH, ALTS (altitude preselect), ALT, generated to capture and maintain the selected
LVL CHG (climb or descend), VNAV, VS, and heading, indicated by the heading bug on the
SPD (IAS or Mach). Go-around is also a ver- PFD and ND/MFD compass displays. The se-
tical mode. Note that the roll, pitch, climb, de- lected heading may be changed with the HDG
scend, IAS, and Mach modes are not labeled knob on the CHP.
mode buttons. The roll and pitch modes are at-
tained by not having any other FD mode se-
lected in that axis. The LVL CHG and SPD 1/2
buttons are the switches used to attain the BANK
other modes, but they operate differently than
simple mode select buttons. They are described 1/2 BANK
later in this section.
Pressing the 1/2 BANK button alternately se-
In addition to the mode select buttons on the lects or deselects half-bank mode. This mode
AP control panel and FD mode select panels, reduces the maximum bank angle command to
switches on the control wheel provide selec- half the normal value. This mode automatically
tion of sync (SYNC) and clearing of the flight engages at 41,500 feet or above with any other
director modes (FD CLEAR), and a switch, lateral mode and automatically clears when the
on the left throttle provides selection of go- airplane descends below 41,500 feet.
around mode (GA). These are covered later in
this section.
NAV
FD Mode Annunciation
When a mode button is depressed, and the NAV (Navigation)
FCC determines conditions are acceptable, Pressing the NAV button alternately selects or
the green indicator above the mode select but- clears the navigation mode. The FCC generates
ton illuminates. lateral commands to fly the active navigation
course. The (active course) NAV identifier an-
The FD modes annunciate on three lines above nunciates on the PFD (FMS, VOR 1, LOC 2, etc.
the top left corner of the on-side PFD attitude NAV will appear to the right of the vertical
display. Lateral modes display above vertical line on the PFD when the mode is armed and it
modes. Active modes display in green, and an- will be white. When the mode captures, the
nunciate to the left of a blue vertical divider identifier moves to the left of the vertical line
line. Armed modes display in white, and an- and turns to green. The NAV mode arms when
nunciate to the right of the blue vertical line. the button is depressed, and automatically cap-
tures when capture conditions are met. Before
FD Lateral Modes capture, the system operates in the currently ac-
tive lateral mode.
ROLL (Hold)
Roll mode is the basic lateral operating mode, If FMS is the active NAV source, the capture
and occurs automatically when the V-bars are point is determined by the FMC. After capture,
in view and no other lateral mode is active. the FMC applies lateral bank commands to
ROLL annunciates on the PFD. the FCC.

If FMS is not the active NAV source, the FCC ALTS (Altitude Preselect)
performs an all-angle adaptive capture. After
capture, the FCC generates commands to main- Depressing the ALTS button alternately arms
tain the VOR course or localizer beam. or clears the altitude preselect mode. ALTS
will arm white of the blue vertical line when
the altitude preselect knob is rotated, a verti-
cal mode is selected, or the SYNC button is de-
APPR pressed after a GA.
APPR (Approach) ALTS capture occurs when the aircraft ap-

proaches the preselected altitude and is de-
Pressing the APPR button alternately selects or pendent upon the rate of closure to that
clears the approach mode. The type of approach altitude. ALTS CAP will annunciate and flash
is determined by the active navigation source left of the blue vertical line, indicating the al-
(selected on the CDU) and annunciates on the titude is being captured. When the new alti-
PFD the same as described for the NAV mode. tude is being tracked, the CAP will drop off
APPR mode arms when the button is depressed, and annunciate ALTS flashing for about three
and automatically captures when capture con- seconds and revert to steady. The aircraft is
ditions are met. Before capture, the system op- now in the ALTS track or hold.
erates in the currently active lateral mode.
In an FMS approach, the capture point is de- WARNING

termined by the FMC. After capture, the FMC
applies lateral bank commands to the FCC.
During the annunciation of an ALTS
In a non-FMS approach, the FCC performs an CAP, no other vertical mode should be
all-angle adaptive capture. The FCC arms for selected or the altitude capture
glideslope capture (if GS valid) after a front sequence will be cancelled without re-
course localizer capture. GS annunciates in arming the altitude preselect mode.
white to the right of the vertical line on the This commonly occurs when the Pitch
PFD. After glideslope capture, GS annunciates barrel is engaged during the ALTS
in green to the left of the blue vertical line and CAP sequence. However, if the
the FCC generates commands to maintain the altitude preselect knob is rotated
glidepath. All other vertical modes are auto- during the ALTS capture sequence,
matically cleared at GS capture. the ALTS CAP will be aborted and the
ALTS will re-arm.
Back course mode automatically selects dur-
ing a localizer approach if the selected course
differs from the heading by more than 105 de- After the altitude is being tracked, and it is desired
g r e e s . BAC K C R S a n n u n c i a t e s o n t h e to go to a different altitude, the new altitude will be
PFD/ND/MFD vertical deviation displays. set using the altitude preselect knob. At this point,
ALTS white will annunciate, right of the blue ver-
tical line, and ALT green will annunciate left of the
FD Vertical Modes blue vertical line. The aircraft will remain at the cur-
rent altitude until a vertical mode is selected. Once
PITCH (Hold) the new vertical mode is selected, it will annunci-
Pitch mode is the basic vertical operating mode, ate green, left of the blue line.
and occurs automatically when the V-bars are
in view and no other vertical mode is active.

FlightSafety
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LVL CHG (Descend Mode)

ALT When the aircraft is above the preselected al-
titude, press the LVL CHG button to select a
ALT (Altitude Hold) descend profile mode. Either an IAS/Mach or
a VS based mode results. An IAS/Mach based
Pressing the ALT button alternately selects mode selects if the aircraft is above 8,000
or clears the altitude hold mode. ALT annun- feet. A VS based mode selects if the aircraft
ciates in green on the PFD. The FCC gener- is below 8,000 feet (Figure 16-30).
ates commands to maintain the pressure
altitude existing when ALT mode is selected.
Above 8,000 feet
Altitude hold mode automatically selects if the Press the LVL CHG button to select the nor-
preselect altitude setting is changed (on ARP) mal (IAS/Mach) descend profile. Press the
while in altitude preselect track. LVL CHG button a second time to select the
high-speed descend profile. Pressing the LVL
CHG button a third time will clear the de-
LVL
scend mode.
CHG
When descend mode is selected, the FCC gen-
LVL CHG (Level Change) erates commands to fly either an IAS or a
Mach descend profile (or a default minimum
Press the LVL CHG button to select a customized descend rate of 250 FPM). The IAS profile is
level change profile toward the preselected altitude used at lower altitudes and the Mach profile
(set on ARP). Either climb mode or descend mode is used at higher altitudes. A Mach to IAS
results. Climb mode automatically selects if the transition occurs automatically within the nor-
aircraft altitude is below the preselected altitude. De- mal descend mode.
scend mode selects if the aircraft altitude is above
the preselected altitude. DES and either the IAS profile value (XXX)
or the Mach profile value (.XX) annunciates
LVL CHG (Climb Mode) on the PFD. An H also annunciates when the
high-speed descend profile is selected.
When the aircraft is below the preselected al- MINIMUM CLIMB RATES APPLY
titude, press the LVL CHG button to select the
(REFER TO TEXT)
normal climb profile. Press the LVL CHG but- .70
.73
MA
ton a second time to select the high-speed MA CH
CH
climb profile. Pressing the LVL CHG button
a third time clears the climb mode. See Fig- 32,260 FT
ure 16-29 for the normal and high-speed climb (PRESSURE 30,000 FT
mode profiles. ALT) (PRESSURE
ALT)
When climb mode is selected, the FCC gener-
ates commands to fly either an IAS climb pro- NORMAL
HIGH SPEED
file or a Mach climb profile (or a default CLIMB
CLIMB PROFILE
minimum climb rate of zerono descend will PROFILE
be commanded). An IAS profile is used at lower DISPLAYED 12,000 FT
ALTITUDE 10,000 FT (BAROMETRIC
altitudes and a Mach profile is used at higher (BAROMETRIC ALT)
altitudes. An IAS to Mach transition occurs ALT)
275 KTS
automatically within the normal climb mode. IAS 250 KTS
CLM and either the IAS profile value (XXX)
or the Mach profile value (.XX) annunciates on
the PFD. An H also annunciates when the high- Figure 16-29. Climb Profiles
speed climb profile is selected.

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Below 8,000 feet FCC. The VNAV mode automatically cancels

when the vertical waypoint is reached. Refer
Press the LVL CHG button to select the (VS) to the Collins or Universal Pilots Guide for
descend profile mode. Press the LVL CHG but- more information on VNAV operation.
ton a second time to clear the descend mode.
DES and the VS profile value (DES 1.0 ) annun-

ciates on the PFD. When descend mode is selected,
the FCC generates commands to fly the vertical VS
speed descend profile (1,000 FPM). Rotate the VS
reference knob on the ARP to change the vertical VS (Vertical Speed)
speed profile value.
Press the VS button to alternately select or
clear the vertical speed mode. VS and the ver-
tical speed reference value annunciates on the
PFD. An up arrow also annunciates for posi-
VNAV tive VS; a down arrow annunciates for nega-
tive VS. The FCC generates commands to
VNAV (Vertical Navigation) maintain the vertical speed existing when VS
mode is selected. Rotate the VS reference
Press the VNAV button to alternately arm or knob on the ARP to change the vertical speed
clear the vertical navigation mode. VNV an- reference value.
nunciates in white on the PFD. The FMC de-
termines the VNAV capture point. After
capture (VNV annunciates in green), the FMC
applies vertical steering commands to the
NOT TO SCALE
.7
6 43,000 FT (PRESSURE ALT)
M HIGH SPEED
AC
H DESCEND
PROFILE
.76 37,000 FT (PRESSURE ALT)

MA
CH .79
250 FPM MINIMUM MA
DESCENT RATE CH
(REFER TO TEXT)
NORMAL 28,000 FT
DESCEND (PRESSURE ALT) 26,930 FT (PRESSURE ALT)
PROFILE
23,000 FT (PRESSURE ALT)

20,000 FT (PRESSURE ALT)
320
(BARO ALT) KTS
12,500 FT 14,500 FT (BARO ALT)
(BARO ALT)
DISPLAYED 10,500 FT 330 KTS
ALTITUDE 300 KTS
8,000 FT (SELECTING DESCEND MODE

BELOW THIS POINT INITIATES AN
IAS ADJUSTABLE 1,000 FPM DESCENT)
250 KTS
Figure 16-30. Descend Profiles

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The Mach mode automatically selects if a sig-

nificant overspeed (M MO + .015 Mach) occurs
SPD and altitude is above 30,000 feet. Upon auto-
matic (overspeed) selection of the Mach mode,
SPD (Speed) any previously active vertical mode is cleared
and the Mach reference is set to M MO - .015
Press the SPD button to select a speed hold Mach. When Mach mode has been selected
mode. Either IAS mode or Mach mode selects automatically, it cannot be deselected until
depending on aircraft altitude at the time. IAS the Mach has decreased below M MO .
mode selects if the aircraft is below 30,000
feet. Mach mode selects if the aircraft is above
30,000 feet. Press the SPD button again to se- Special Modes
lect the other (Mach/IAS) speed hold mode
(transition is not automatic). Press the SPD SYNC Mode
button a third time to clear the speed hold mode.
The SYNC switch is the lower button on the
Anytime an overspeed condition occurs, IAS inboard horn of each control wheel (Figure
or Mach mode will automatically select. Press 16-31).
the SPD button once to clear the speed hold
mode. Refer to the IAS and Mach mode de- The FD SYNC switch is used, when not cou-
scriptions that follow. pled to the AP, to synchronize (set) the verti-
cal and lateral references to those currently
being flown.
SPD (IAS Mode)
When the aircraft is below 30,000 feet, press the The vertical references that may be synchro-
SPD button to select IAS hold mode. IAS and nized when not coupled are IAS (if in IAS mode),
the airspeed reference value annunciate on the Mach (if in Mach mode), VS (if in VS mode),
PFD. The FCC generates commands to maintain altitude hold memory (if in altitude hold mode),
the airspeed existing when the IAS mode (SPD) and the pitch angle memory (if in pitch mode).
is selected. Rotate the IAS knob on the ARP to Go-around (vertical mode portion) is cleared
change the airspeed reference value. by SYNC switch operation. Overspeed, vertical
capture modes (ALTS, GS, LVL CHG speed
The IAS mode automatically selects if a sig- modes, and VNAV) and profile modes are not af-
nificant overspeed (VMO + 10 KIAS) condi- fected by sync switch operation. The only lat-
tion occurs and altitude is below 30,000 feet. eral modes that can by synced are the bank and
Upon automatic (overspeed) selection of the heading memories of roll mode.
IAS mode, any previously active vertical mode
is cleared and the IAS reference is set to V MO FD CLEAR (Flight Director Clear)
- 5 KIAS. When IAS mode has been selected
automatically, it cannot be deselected until The FD CLEAR switch is the upper button on
the IAS has decreased below V MO . the inboard horn of each yoke (Figure 16-31).
The FD CLEAR switch is used to remove FD
steering and mode information from the PFD
SPD (Mach Mode) when not coupled to the AP. When coupled to
When the aircraft is above 30,000 feet, press the AP, the FD CLEAR switch on the coupled
the SPD button to select the Mach hold mode. side is not functional.
Mach and the Mach reference value annunci-
ate on the PFD. The FCC generates commands GA (Go-Around)
to maintain the Mach speed existing when the
Mach mode was selected. Rotate the IAS knob The GA switch is located on the side of the
on the ARP to change the Mach reference value. left thrust lever knob. Depressing the GA
button sets the FD command bars to a fixed

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9 degrees pitch position on both flight direc- IDENT SWITCH

AP PITCH/ROLL FD
tors and clears all other FD modes. COMMAND SWITCH CLEAR
CONTROL SWITCH
When airborne, a command is generated in WHEEL ARMING
the lateral axis to hold the heading existing at TRIM BUTTON
SWITCH
the moment of go-around selection. When go-
around is selected on the ground, the lateral
axis generates a wings-level command until
takeoff. After takeoff, the lateral axis gener-
ates commands to hold the heading that existed
at the moment of takeoff.
Selection of go-around disengages the au- VERT SYNC

topilot (not yaw damper) and clears all other SWITCH
MIC
modes. Conversely, coupling the AP clears SWITCH
go-around. Go-around is also cleared by sync (NOT
switch operation or automatic capture of an- SHOWN)
CONTROL WHEEL
other vertical mode. MASTER SWITCH (MSW)
Figure 16-31. Pilots Control Wheel

NOTE Switches
GA is both a vertical (9 pitch) and
lateral (heading memory) mode. GA
will not clear 1/2 BNK, if previously
selected.

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QUESTIONS
1. Which radio(s) is/are operative with both 6. Heading information to the SDU is pro-
avionics master switches off? vided by:
a. VHF COMM 1 and VHF COMM 2 a. AHS 2, unless the pilot has cross-
b. VHF COMM 1 only side selected.
c. None, since the RTUs are on the b. It receives the same heading infor-
avionics masters mation selected for the pilots side
d. VHF COMM 1, if the OFF-RTU PFD.
switch on the pilots ECP is se- c. Always by AHS 1.
lected to OFF d. It is selectable on the SDU.
2. What is the result if both pilots select 7. A yellow boxed PIT on the PFDs indi-
AHS reversion? cates what?
a. Nothing, both will continue to get a. The pilots AHS is in error by 4 or
on-side AHS information. more in pitch.
b. Both pilots will receive cross-side b. The copilots AHS is in error by 4
AHS information. or more in pitch.
c. The pilot will get cross-side AHS c. There is a disagreement of 4 or
information; the copilot will not. more in pitch between the two
d. Neither pilot will get AHS reversion. AHSs.
d. One of the two AHSs has failed.
3. If an ADC fails in flight, the red ADC L
or R annunciator light will illuminate. 8. The left RTU cannot be used to tune the
a. True radios if the OFF-RTU switch on the left
ECP is selected to OFF.
b. False
a. True
4. If a bird strikes and damages the upper b. False
right pitot-static probe, which instru-
ments could be affected? 9. Transponder altitude reporting is turned
a. Pilots, if on-side ADC selected. on and off with a RTU line key on the ATC
mode page.
b. Pilots, if cross-side ADC selected.
c. Copilots, if on-side ADC selected. a. True
d. Stby Mach/IAS and Stdby altimeter. b. False
5. The AHSs both begin a 70 second ini- 10. The left RTU and COM 1 continue to op-
tialization process, erate in the EMER BUS mode of operation.
a. When DC electrical power is applied a. True
to the aircraft electrical system. b. False
b. When the avionics master switches
are turned on. 11. What navigation instrument will be available
c. When the AHS switches are turned during EMER BUS mode of operation?
on. a. Pilots PFD and MFD
d. When AC and DC electrical power is b. Pilots PFD only
applied to the aircraft electrical system. c. Copilots PFD only
d. SDU

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12. With the SDU PWR 1 circuit breaker out, 17. If a CDU fails and reversion is selected
an ILS approach can still be flown using on the ECP, DH/RPT/MDA are all con-
the SDU. trolled with the cross-side AAP.
a. True a. True
b. False b. False
13. Failure of an AHS is indicated by what? 18. How is the active NAV source selected?
a. Boxed red ATT and MAG flags on a. It is selected on the MFD using the
the on-side PFD NAV SRC page.
b. Boxed yellow PIT and ROL flags b. It is selected on the ECP using the
and removal of heading and attitude CDU button.
information from the on-side PFD c. On aircraft with Collins FMS, it is
c. Illumination of the red L or R AHS selected on the CDU using the NAV
annunciator SRC key and active NAV source
d. Box red HDG flag on the on-side menu page.
PFD d. On aircraft with UNS FMS, it is se-
lected on the ERP using the NAV
14. The brightness of the PFD and ND/MFD key and the NAV SOURCE menu
displays is controlled: page on the CDU.
a. Automatically
19. The BRG SRC key on the Collins CDU or
b. With individual brightness (BRT)
the BRG key on the UNS ERP is used to
knobs in the upper left corner of the
select the navaid source for the bearing
units
pointers on the PFDs, ND/MFDs and SDU.
c. With the EFIS dimmer knobs on the
L and R INSTR LIGHTS panels a. True
d. Either b or c b. False
15. What does the low speed cue (red and black 20. When the red TRIM annunciator illumi-
checkered bar) on the PFDs represent? nates on the AP Control Panel:
a. Computed shaker speed a. The AP should be disengaged, air-
craft retrimmed, and then AP may be
b. 1.3 VS
reengaged.
c. Aerodynamic stall
b. The AP should be disengaged and
d. Computed pusher speed not used.
c. The AP pitch axis should be disen-
16. Setting the IAS bug value on one PFD al- gaged but the roll axis may remain
ways changes the bug value on both PFDs. engaged.
a. True d. The AP will automatically disengage.
b. False

CHAPTER 17
MISCELLANEOUS SYSTEMS
CONTENTS
Page
OXYGEN SYSTEM.............................................................................................................. 17-1
General........................................................................................................................... 17-1
Oxygen Storage Cylinder............................................................................................... 17-2
Overboard Discharge Indicator...................................................................................... 17-3
Oxygen Pressure Indicator............................................................................................. 17-3
Crew Distribution System.............................................................................................. 17-4
Crew Mask Operation.................................................................................................... 17-5
Passenger Distribution System ...................................................................................... 17-6
Oxygen Duration............................................................................................................ 17-7
QUESTIONS....................................................................................................................... 17-10

ILLUSTRATIONS
Figure Title Page
17-1 Oxygen System Diagram ....................................................................................... 17-2
17-2 Oxygen Storage Cylinder....................................................................................... 17-3
17-3 Overboard Discharge Indicator .............................................................................. 17-3
17-4 OXY PRESS Indicator ........................................................................................... 17-4
17-5 Crew Oxygen Mask Storage Box........................................................................... 17-4
17-6 Crew Oxygen Mask................................................................................................ 17-5
17-7 Pilots Audio Control Panel ................................................................................... 17-5
17-8 Passenger Distribution System Diagram................................................................ 17-8
17-9 Passenger Mask ...................................................................................................... 17-9
TABLES
Table Title Page
17-1 Oxygen Duration Chart .......................................................................................... 17-6
17-2 Average Time of Useful Consciousness................................................................. 17-9

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CHAPTER 17
MISCELLANEOUS SYSTEMS
OXYGEN SYSTEM
GENERAL
The oxygen system components include an manually, at any altitude, through the use of
oxygen storage cylinder and a shutoff the oxygen control valve on the pilots side-
valve/regulator assembly, an overboard dis- wall. The oxygen system is designed for use
charge indicator, and an oxygen pressure in- during emergency descent, to an altitude not
dicator. The oxygen system (Figure 17-1) requiring oxygen, and is not to be used for ex-
consists of the crew distribution system and tended periods of flight at altitudes requiring
the passenger distribution system. Oxygen is oxygen or as a substitute for the normal pres-
available to the crew at all times and can be surization system. Smoking is prohibited
made available to the passengers either auto- when oxygen is in use.
matically, above 14,500 feet cabin altitude, or

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PRESSURE
TRANSDUCER
FILLER
VALVE
SHUTOFF O
OXYGEN X
CYLINDER AND Y
REGULATOR P
R
OVERBOARD VALVE E
S
DISCHARGE
INDICATOR RELIEF
VALVE
QUICK- QUICK-
CREW CREW
DISCONNECT DISCONNECT
MASK MASK
VALVE VALVE
PASSENGER MASK
AUTOMATIC DEPLOY
AT 14,500 FEET PASSENGER OXYGEN
(CABIN ALTITUDE)
PASSENGER
MASK
ASSEMBLY
Figure 17-1. Oxygen System Diagram
OXYGEN STORAGE CYLINDER The shutoff and pressure regulator assembly

forms an integral part of the storage cylinder
The system is supplied with oxygen by a storage and provides for pressure regulation, pressure
cylinder (Figure 17-2) located in the left aft nose indication, and servicing. Oxygen pressure
avionics compartment or in the vertical stabilizer (or for the passenger and crew distribution sys-
both locations). The standard oxygen storage cylin- tem is regulated at 60 to 80 psi. Under nor-
der has a storage capacity of 40 cubic feet at 1,800 mal conditions, this valve should always be
psi. Some aircraft may be equipped with an op- left in the open position. The pilot should be
tional 77 cubic foot storage cylinder. aware that the oxygen cylinder shutoff valve

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SHUTOFF VALVE AND

REGULATOR ASSEMBLY
PRESSURE RELIEF
VALVE ASSEMBLY
OVERBOARD
DISCHARGE
INDICATOR
OXYGEN STORAGE
CYLINDER
FILL CAP AND

D
FW VALVE
SUPPORT
BRACKET
OXYGEN SYSTEM
PRESSURE TRANSDUCER
Figure 17-2. Oxygen Storage Cylinder
can be closed and oxygen pressure still can

be read on the OXY PRESS indicator in the
cockpit. During preflight, ensure that the
system is activated by checking for airflow
through a crew oxygen mask.
OVERBOARD DISCHARGE
INDICATOR
The overboard discharge indicator (green
blowout disc) (Figure 17-3) provides the pilot
with a visual indication that there has not been
an overpressure condition in the oxygen stor- Figure 17-3. Overboard Discharge
age cylinder. The disc blows out at 2,700 to Indicator
3,000 psi, releasing all oxygen pressure. Sys-
pilots sidewall panel. The indicator face has
tem pressure should normally be between 1,550
a green segment between 1,550 and 1,850 psi
and 1,850 psi. The green blowout disc is located
and has a red line at 2,000 psi. It receives its
on the lower left side of the nose section or on
input from a transducer that is located near
the left aft fuselage below the vertical stabilizer.
the storage cylinder. The transducer con-
verts the oxygen pressure into an electrical
OXYGEN PRESSURE signal and routes the signal to the indicator.
INDICATOR Electrical power to operate the oxygen in-
dicator is 28 VDC supplied through the OXY
The OXY PRESS indicator (Figure 17-4) VALVE circuit breaker in the pilots ENVI-
provides a readout of the amount of oxygen RONMENT circuit-breaker group.
available in the cylinder. The indicator uses
a vertical-type display and is located on the

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spective audio control panel (Figure 17-7).

When OXY MIC is selected, a voice-activated
hot interphone exists for crew communica-
tion. The storage box incorporates a PRESS-
TO-TEST/RESET control and flow indicator
(blinker) (Figure 17-5). When the indicator
shows Yellow, oxygen flow is present. When
the indicator is black, no oxygen flow is
present.
The PRESS-TO-TEST/RESET control on the

storage box allows the mask to be tested while
stowed. Depressing the PRESS-TO-
TEST/RESET control will supply oxygen to
the mask regulator. The blinker will turn yel-
low momentarily, then black indicating the
oxygen shutoff and regulator valve is turned
on and that the mask regulator is not leaking.
Figure 17-4. OXY PRESS Indicator The mask regulator contains red handles that
inflate the mask harness when squeezed, a
CREW DISTRIBUTION SYSTEM red, up-down, 100% selector, and a rotating
two-position EMERGENCY button/knob (Fig-
The flight crew oxygen masks are stowed in
ure 17-6). The EMERGENCY knob also has
accessible storage boxes just aft of the pilots
a spring-loaded PRESS-TO-TEST function
and copilots circuit-breaker panels (Figure 17-
that allows the regulator demand system to
5) or mounted on the wall behind the pilot
be tested.
and copilot. The masks mounted behind the
pilots and copilots seats are different from
With the 100% lever extended (down) and the
the masks in the storage box. These masks are
PRESS-TO-TEST button/knob rotated to the
not discussed in the following paragraphs.
half-circle position, the mask will deliver au-
tomatic oxygen dilution from S.L. to 30,000
The mask regulators provide for normal, 100%
feet cabin altitude, 100% oxygen above 30,000
oxygen, and emergency operation. Each mask
feet cabin altitude, and automatic pressure
incorporates a microphone controlled by the
breathing above approximately 37,000 feet
NORM MIC/OXY MIC switch on the re-
cabin altitude.
The wearer of the mask can select 100% oxy-

gen at any time by depressing on the 100%
lever. Pressure breathing can be selected at any
altitude by rotating the EMERGENCY/PRESS-
TO-TEST knob to the full-circle position. With
the mask pressure regulator in this position, the
crew will deliver 100% oxygen at all cabin al-
titudes and maintain a positive pressure in the
mask cup at all times for respiratory protection
from smoke or fumes.
Figure 17-5. Crew Oxygen Mask

Storage Box

INFLATABLE HARNESS
100%
PUSH MASK
EMERGENCY
PRESS
TO
TEST
MICROPHONE
LINE
OXYGEN
LINE
MASK
REGULATOR
Figure 17-6. Crew Oxygen Mask
1. Remove any hat or earmuff-type head-

set in use. These items may interfere
with the quick donning of the mask.
NOTE
Headsets and eyeglasses worn by crew
members may interfere with quick-
donning capabilities.
2. Grasp, squeeze, and hold the red handles

on the masks pressure regulator together.
This action inflates the pneumatic harness
for donning and releases the mask from the
holder.
3. Position the harness on the head. Place
Figure 17-7. Pilots Audio Control Panel the mask over nose and mouth, then re-
lease the handles. At this point, the elas-
CREW MASK OPERATION tic harness deflates, causing the mask to
tighten about the head.
The crew should be proficient at donning the
oxygen masks quickly. There are four basic 4. Ensure that the mask is properly sealed
steps to donning the crew masks, as follows: and reposition the mask as desired.

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The mask should be stowed with the 100% doesnt appear to be working properly or if
lever depressed so it is ready to use in the smoke/fumes are present, the emergency position
event of smoke or fumes in the airplane; how- (full-circle) should be selected.
ever, if the mask is used because of a pres-
surization problem, the 100% lever should be
retracted if oxygen duration becomes a con-
PASSENGER DISTRIBUTION
sideration. Refer to table 17-1, Oxygen Du- SYSTEM
ration Chart, in this section.
The passenger distribution system (Figure 17-
8) can be used to provide oxygen to the passen-
The PRESS-TO-TEST knob must be in the half-
gers in case of the pressurization system failure
circle position for mask stowage; however, once
or any other time that oxygen is required.
the mask is donned, if the diluter demand function
Table 17-1. OXYGEN DURATION CHART
OXYGEN DURATIONMINUTES
FULLY CHARGED SYSTEM
2 CREW 2 CREW 2 CREW 2 CREW 2 CREW 2 CREW 2 CREW
FINAL STABILIZED CABIN ALTITUDE ~ 1,000 FEET
2 PASS 4 PASS 6 PASS 8 PASS 9 PASS 11 PASS

313 96 57 40 31 28 23
40
313 96 57 40 31 28 23
218 82 51 37 29 26 22
35
218 82 51 37 29 26 22
157 70 45 33 26 24 20
30
157 70 45 33 26 24 20
157 69 44 33 26 23 20
25
114 59 40 30 24 22 19
209 76 47 34 26 24 20
20
90 51 36 28 22 21 18
279 82 48 34 26 24 20
15
72 45 32 25 21 19 16
279
10
57
228 PASSENGER OXYGEN NOT REQUIRED
8
52
208
7
50
BOLD FACE NUMBERS (XXX) INDICATE 100% OXYGEN.
LIGHT FACE NUMBERS (XXX) INDICATE DILUTER DEMAND.
CREW AND PASSENGER OXYGEN MASKS ARE NOT APPROVED FOR USE ABOVE 40,000 FEET CABIN ALTITUDE. PASSENGER
DURATIONS ABOVE 30,000 FEET CABIN ALTITUDE ARE PROVIDED FOR INFORMATION ONLY. PASSENGER MASKS WILL
NOT PROVIDE SUFFICIENT OXYGEN FOR PROLONGED OPERATION ABOVE 34,000 FEET CABIN ALTITUDE. PROLONGED OPERATION
ABOVE 25,000 FEET CABIN ALTITUDE WITH PASSENGERS ON BOARD IS NOT RECOMMENDED.
PRIOR TO OVERWATER FLIGHTS, PLAN OXYGEN REQUIREMENTS TO PROVIDE SUFFICIENT OXYGEN FOR ALL OCCUPANTS IN THE
EVENT OF A PRESSURIZATION FAILURE. ADDITIONAL OXYGEN MAY BE REQUIRED TO ASSURE THAT BOTH OXYGEN DURATION AND
RANGE (FUEL) REQUIREMENTS ARE SATISFIED.
FOR CABIN ALTITUDES OF 10,000 FEET AND ABOVE, THE OXYGEN DURATION TIMES INCLUDE CABIN ALTITUDE ASCENT TIME FROM
8,000 FEET TO FINAL STABILIZED CABIN ALTITUDE.
TO CALCULATE OXYGEN DURATION FOR A LESS THAN FULLY CHARGED SYSTEM THE FOLLOWING FORMULA MAY BE USED:
DURATION = DURATION FROM CHART X (SYSTEM PRESSURE 1,850)

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Oxygen is available in the crew oxygen dis- The passenger oxygen masks (Figure 17-9)
tribution lines whenever the oxygen cylinder are stowed in compartments in the conve-
shutoff valve is open; however, oxygen is not nience panels above the passenger seats.
admitted to the passenger distribution system
until required. Oxygen supply to the passen- Some compartments will contain two masks,
gers system is controlled by a three-position depending on the airplane seating configura-
(OFF-AUTO-DEPLOY) passenger oxygen tion. There will be at least one spare mask.
knob located at the top of the pilots circuit- Also, those airplanes configured with an en-
breaker panel. closed lavatory will have two oxygen masks
located in the lavatory.
This knob controls two valves (See Figure 17- The passenger mask storage compartment
1). In addition to the two manually controlled doors are normally held closed with latches.
valves, there is also a solenoid-operated valve When oxygen is admitted to the passenger
which can be energized open by an aneroid distribution system, the oxygen pressure will
switch. The manually controlled PASSEN- cause door actuators (plungers) to push out-
GER OXYGEN knob is normally in the AUTO ward, opening each compartment door. When
position, which makes oxygen pressure avail- the doors open, the passenger masks will fall
able through one of the manually controlled free and be available for passenger donning.
valves to the aneroid-controlled solenoid valve. Each passenger must pull the lanyard attached
Oxygen can be admitted to the passenger dis- to his or her mask to initiate oxygen flow. An
tribution system through either the solenoid orifice incorporated in the mask tubing will
valve (AUTO) or through the other manually provide a constant flow rate of 4.5 liters per
controlled valve (DEPLOY). minute. The reservoir bag may seem to inflate
slowly, but this is normal.
When the PASSENGER OXYGEN valve is in Should the doors be inadvertently opened from
the OFF position, oxygen will not be available the cockpit, oxygen pressure must be bled
to the passenger distribution system. This po- from the passenger distribution system be-
sition may be used only when no passengers fore the masks can be restowed. This is ac-
are being carried. complished by pulling one of the forward
When the PASSENGER OXYGEN valve is in passenger mask lanyards after ensuring that the
the AUTO position, oxygen will be automat- PASSENGER OXYGEN valve is returned to
ically admitted to the passenger distribution the AUTO position.
system, through the aneroid-controlled The lanyard pin should be installed prior to
solenoid valve, if the cabin reaches 14,500 closing the last door. If the doors open due to
250 feet. The aneroid switch opens the a malfunction of the solenoid-operated valve,
solenoid-controlled valve and deploys the pas- the PASSENGER OXYGEN valve must be
senger masks. It also illuminates the cabin turned to the OFF position to permit stowage
overhead lights. of the passenger masks.
In the event of airplane electrical failure, auto- The compartment doors can be opened man-
matic deployment of the passenger masks is not ually for mask cleaning and servicing.
possible. The oxygen solenoid valve requires DC
power through the OXY VALVE circuit breaker
(pilots ENVIRONMENT circuit-breaker group) OXYGEN DURATION
for automatic mask deployment. Before an overwater flight is made, the pilot
Rotating the PASSENGER OXYGEN valve should plan oxygen requirements to provide
from AUTO to the DEPLOY position admits sufficient oxygen for all occupants in case of
oxygen into the passenger distribution system a pressurization failure. Additional oxygen
and causes the passenger oxygen masks to drop. may be required to ensure that oxygen dura-
This position can be used to deploy the pas- tion and fuel requirements are met. See Air-
senger masks at any altitude, but will not cause plane Flight Manual Section IV for Oxygen
the cabin overhead lights to illuminate. Duration chart.

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Figure 17-8. Passenger Distribution System Diagram

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Figure 17-9. Passenger Mask
The pilot should also remember that the crew and Duration = Duration per Table 17-1
passenger masks are not approved for use above
40,000 feet cabin altitude; therefore, if a pressur- X (System Pressure)
ization problem is encountered at a high altitude, a (1,850)
descent should be initiated immediately.
TABLE 17-2 lists the average time of useful
For cabin altitudes of 10,000 feet and above, consciousness at various altitudes when the
the oxygen duration times listed in Table 17- oxygen system is not used. See the Learjet
1 include cabin altitude ascent time from 8,000 60 Airplane Flight Manual sections 1, 2, 3,
feet to the final stabilized cabin altitude. and 4 for Limitations, Crew Procedures
Normal, Emergency and Abnormal.
The pilot may use the following formula to cal-
culate the oxygen duration for a partially
charged oxygen system:
Table 17-2. AVERAGE TIME OF USEFUL CONSCIOUSNESS

QUESTIONS
1. During preflight, the pilot can determine 4. Which of the following statements is true
if the oxygen bottle is turned on by: if the passenger oxygen knob is in the
A. Reading the pressure indicated on the AUTO position and electrical power is
oxygen pressure indicator in the cock- available?
pit A. Oxygen is supplied to the passenger
B. Ensuring that there is airflow through masks if the cabin altitude reaches
a crew mask 10,000 feet.
C. Placing the OXY/MIC switch to the B. Passenger masks will automatically
OXY position deploy in the event of electrical fail-
D. Reading the pressure indicated on the ure.
oxygen pressure indicator on the stor- C. Passenger masks will automatically
age bottle deploy if cabin altitude reaches 14,500
feet.
2. The crew checks for the availability of D. B and C
oxygen to the stowed crew masks by:
A. Depressing the PRESS-TO-TEST/ 5. The half-circle ( ) position on the crew
RESET control on the storage box mask PRESS-TO-TEST knob provides
what (100% lever not depressed)?
B. Rotating the PRESS-TO-TEST button
to the half-circle position A. 100% oxygen at all times
C. Depressing the 100% lever B. Diluter demand from S.L. to 30,000
D. Placing the OXY/MIC switch to the feet cabin altitude, 100% oxygen
OXY position a b ove 3 0 , 0 0 0 f e e t , a n d p r e s s u r e
breathing above 37,000 feet
3. Selecting the passenger oxygen knob to C. 100% oxygen at all cabin altitudes
the DEPLOY position will: and pressure breathing at all times
D. Closure of the oxygen mask regulator
A. Cause passenger masks to drop and
to prevent dust from entering the valve
turn on the cabin overhead lights
B. Prevent oxygen from entering the pas-
senger oxygen distribution lines
C. Deploy the passenger masks but not
deliver oxygen to the masks
D. Deploy passenger masks and release
oxygen flow to the passenger masks

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WALKAROUND
The following section is a pictorial walkaround.
It shows each item called out in the exterior
power-off preflight inspection. The fold-out
pages at the beginning and the end of the walka-
round section should be unfolded before start-
ing to read.
The general location photographs do not specify

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

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2
WALKAROUND INSPECTION
1 78 65 69 68 67
1. PILOTS WINDSHIELD ALCOHOL DISCHARGE 4A. OXYGEN SYSTEM DISCHARGE INDICATOR

OUTLETS AND PILOTS DEFOG OUTLET CLEAR CONDITION.
OF OBSTRUCTIONS. 5. NOSE COMPARTMENT DOORS SECURE.
8 5 6 7 4 75 79 71 73 72 74
76
77
36
22
34 33 21 19 18 19 16 9 15 10 14 8
2. LEFT PITOT-STATIC PROBE COVER REMOVED, 6. NOSE GEAR AND WHEEL WELL HYDRAULIC
CLEAR OF OBSTRUCTIONS. LEAKAGE AND CONDITION, AND COOLING VENTS
CLEAR.
3. LEFT STALL WARNING VANE FREEDOM OF
MOVEMENT, LEAVE IN DOWN POSITION.
35
31 30 29 28 27 24 20 23 17 11 13 12
25
26
4. LEFT PITOT-STATIC DRAIN VALVES (2) DRAIN.

7. NOSE WHEEL AND TIRE CONDITION AND NOSE
GEAR UPLOCK FORWARD.
W-2 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY

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8. RADOME AND RADOME EROSION SHOE

CONDITION.
9. RIGHT PITOT-STATIC PROBES COVERS 12. RIGHT PITOT-STATIC DRAIN VALVES (4) DRAIN.
REMOVED, CLEAR OF OBSTRUCTIONS.
10. RIGHT STALL WARNING VANE FREEDOM OF

MOVEMENT, LEAVE IN DOWN POSITION.
11. PRESSURIZATION STATIC PORT CLEAR OF 13. TOTAL TEMPERATURE PROBE CONDITION.
OBSTRUCTIONS.
FOR TRAINING PURPOSES ONLY W-3

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14. NOSE COMPARTMENT DOORS SECURE. 16. WING INSPECTION LIGHT AND LENS CONDITION.
15. COPILOTS WINDSHIELD DEFOG OUTLET CLEAR 17. LOWER FUSELAGE ANTENNAS, ROTATING
OF OBSTRUCTIONS. BEACON LIGHT AND LENS CONDITION.
18. AFT CABIN DOOR CONDITION. 19. UPPER FUSELAGE ANTENNAS, AND DORSAL
INLETS CONDITION.
19A. FUSELAGE TANK ACCESS DOOR SECURE.
W-4 FOR TRAINING PURPOSES ONLY

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20. TOILET SERVICE DOOR SECURE.
21. RIGHT ENGINE INLET AND FAN CLEAR OF

OBSTRUCTIONS AND CONDITION.
24. RIGHT MAIN GEAR AND WHEEL WELL
22. GENERATOR COOLING SCOOP CLEAR HYDRAULIC/ FUEL LEAKAGE AND CONDITION.
23. FUEL CROSSOVER DRAIN VALVE, WING SCAVENGE 25. RIGHT MAIN GEAR LANDING LIGHT AND DOORS
PUMP DRAIN VALVES (2), WING SUMP DRAIN CONDITION
VALVES (2), AND ENGINE FUEL DRAIN VALVES (2)

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26. RIGHT MAIN GEAR WHEELS, BRAKES, AND TIRES

CONDITION.
27. WING STALL FENCES CONDITION. 29. INBOARD FUEL VENT RAM AIRSCOOP CLEAR OF
OBSTRUCTIONS.
28. LEADING-EDGE CONDITION. 30. RIGHT WING ACCESS PANELS (UNDERSIDE OF

WING) CHECK FOR FUEL LEAKAGE.

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31. OUTBOARD FUEL VENT RAM AIRSCOOP CLEAR 33. RIGHT WING FUEL FILLER CAP CONDITION AND
OF OBSTRUCTIONS. OUTBOARD VENT SUMP SECURITY.
32. INTENTIONALLY LEFT BLANK. 34. RIGHT WINGLET NAVIGATION LIGHT CONDITION.
36. RECOGNITION AND BEACON/STROBE LIGHTS AND

LENS CONDITION.
35. RIGHT WINGLET STATIC DISCHARGE WICKS (4)

CONDITION.

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37. RIGHT AILERON CHECK FREE MOTION, BALANCE 38. BOUNDARY LAYER ENERGIZERS CONDITION.
TAB LINKAGE, AND BRUSH SEAL CONDITION.
10
39. RIGHT SPOILER AND FLAP CONDITION.
40. RIGHT ENGINE OIL SERVICE ACCESS DOOR

OPEN ACCESS DOOR. CHECK OIL LEVEL (NORMAL)
AND OIL TANK FILLER CAP SECURITY. SECURE
ACCESS DOOR.
41. RIGHT ENGINE OIL CHECK.

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11
42. RIGHT ENGINE TURBINE EXHAUST AREA 45. FUSELAGE TANK SUMP DRAIN VALVE, EXPANSION
CONDITION, CLEAR OF OBSTRUCTIONS. RIGHT LINE DRAIN VALVES (2) AND TRANSFER LINE
THRUST REVERSER CONDITION, COMPLETELY DRAIN VALVES (2) DRAIN.
12
43. SINGLE-POINT FUELING ACCESS DOORS (IF 46. FUEL FILTER DRAIN VALVES (2) DRAIN.
APPLICABLE) SECURE.
47. FUSELAGE FUEL VENT CLEAR.
44. HYDRAULIC SERVICE ACCESS PANEL CHECK

HYDRAULIC ACCUMULATOR PRESSURE (750 PSI
MINIMUM).

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48. SINGLE-POINT FUELING PRESSURE VENT SCREEN 49. BATTERY VENTS CLEAR.
CLEAR.
13 14
50. RIGHT VOR/LOC ANTENNA CONDITION. RIGHT

ELT ANTENNA (IF APPLICABLE) CONDITION.
51. VERTICAL STABILIZER, RUDDER, HORIZONTAL

STABILIZER, AND ELEVATOR CONDITION, DRAIN
HOLES CLEAR.
52. STATIC DISCHARGE WICKS (6 ON ELEVATORS,

1 ABOVE NAV LIGHT, AND 4 ON DELTA FINS)
CONDITION.
53. VERTICAL FIN NAVIGATION LIGHT AND LENS
CONDITION.

15
54. DELTA FINS CONDITION.
55. LEFT VOR/LOC ANTENNA CONDITION.

56. HF ANTENNA CONDITION.
54A. TAILSTAND REMOVE.
57. TAILCONE ACCESS DOOR OPEN.

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16
61. ENGINE FIRE EXTINGUISHER DISCHARGE

INDICATORS CONDITION.
17
58. TAILCONE INTERIOR CHECK FOR FLUID LEAKS,

SECURITY, AND CONDITION OF INSTALLED
EQUIPMENT.
62. LEFT ENGINE TURBINE EXHAUST AREA

CONDITION, CLEAR OF OBSTRUCTIONS. LEFT
THRUST REVERSER CONDITION AND
COMPLETELY STOWED.
18
59. TAILCONE ACCESS DOOR CLOSE AND SECURE.
60. AFT BAGGAGE COMPARTMENT DOOR SECURE.
63. LEFT ENGINE OIL SERVICE ACCESS DOOR OPEN

ACCESS DOOR. CHECK OIL LEVEL (NORMAL).
SECURE ACCESS DOOR.

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20
64. LEFT SPOILER AND FLAP CONDITION.
19
67. LEFT WINGLET STATIC DISCHARGE WICKS (4)

CONDITION.
21
65. LEFT AILERON CHECK FREE MOTION,

BALANCE AND TRIM TAB LINKAGE, AND BRUSH
SEAL CONDITION.
68. LEFT WINGLET NAVIGATION LIGHT, STROBE LIGHT

AND LENS CONDITION.
66. BOUNDARY LAYER ENERGIZERS CONDITION.

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69. LEFT WING FUEL FILLER CAP CONDITION AND 70. OUTBOARD FUEL VENT RAM AIRSCOOP CLEAR
SECURITY. OF OBSTRUCTIONS. OUTBOARD VENT SUMP
DRAIN.
22
71. LEFT WING ACCESS PANELS CHECK FOR FUEL 73. LEADING EDGE CONDITION.
LEAKAGE.
72. INBOARD FUEL VENT RAM AIRSCOOP CLEAR OF 74. WING STALL FENCES CONDITION.
OBSTRUCTIONS.

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41
50 42 40 38 35
51
77. LEFT MAIN GEAR WHEELS, BRAKES, AND TIRES

CONDITION.
54 44 46 45 43 39 37
75. LEFT MAIN GEAR AND WHEEL WELL
HYDRAULIC/FUEL LEAKAGE AND CONDITION. 49
52 53
56
63 62
55
67 66
75A. WHEEL WELL HYDRAULIC FUEL LEAKAGE AND 54

CONDITION.
78. LEFT ENGINE INLET AND FAN CLEAR OF OB-

STRUCTIONS AND CONDITION.
79. GENERATOR COOLING SCOOP CLEAR.
65 64 60 61 59 54A
76. LEFT MAIN GEAR LANDING LIGHT AND DOORS

CONDITION.
FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY WA-15

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EXTERIOR
INSPECTION
2 4
23 5
22 6
21
7
20 19 18 10 8
16 12 9
17 11
15 13
14
WA-16 FOR TRAINING PURPOSES ONLY

APPENDIX
This appendix contains the following conversion tables:
Table Title Page

APP-1 Conversion Factors ............................................................................................. APP-1
APP-2 Fahrenheit and Celius Temperature Conversion................................................. APP-2
Answers to Questions......................................................................................... APP-3
FOR TRAINING PURPOSES ONLY APP-i

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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
MILIBARS 0.02953 IN. HG (32 F)
FEET 0.3048 METERS
GALLONS 3.7853 LITERS
INCHES 2.54 CENTIMETERS
IN. HG (32 F) 33.8639 MILIBARS
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
FOR TRAINING PURPOSES ONLY APP-1

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Table APP-2. FAHRENHEIT AND CELSIUS TEMPERATURE CONVERSION
APP-2 FOR TRAINING PURPOSES ONLY
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ANSWERS TO QUESTIONS
CHAPTER 2 CHAPTER 5 Cont. CHAPTER 8 CHAPTER 12 Cont.
(Page 2-22) 5. D (Page 8-6) 4. C
1. D 6. B 1. C 5. A
2. B 7. D 2. A 6. D
3. D 8. B 3. B 7. A
4. B 9. D 4. D 8. C
5. D 10. D
6. B 11. A CHAPTER 9 CHAPTER 13
7. D 12. D (Page 9-7) (Page 13-5)
8. D 13. C 1. D 1. B
9. D 14. D 2. A 2. A
10. B 15. B 3. A 3. D
11. B 16, D 4. D 4. A
12. D 17. D 5. A 5. C
13. C 18. A 6. D 6. B
14. C 7. A 7. A
15. A CHAPTER 6 8. C
N/A CHAPTER 10 9. D
CHAPTER 3 (Page 10-17) 10. D
(Page 3-16) CHAPTER 7
(Page 7-29) 1. B
1. C CHAPTER 14
2. D
2. B 1. D (Page 14-21)
3. B
3. C 2. C 1. C
4. D
4. D 3. B 2. A
5. D
5. B 4. D 3. A
6. A
6. B 5. D 4. D
7. A
7. C 6. A 5. B
8. D
8. D 7. C 6. C
9. D 8. D CHAPTER 11 7. B
10. D 9. B (Page 11-14) 8. C
10. D 9. A
1. A
CHAPTER 4 11. A 10. B
2. C
(Page 4-19) 12. D 11. B
3. B
13. D 12. A
1. C 4. B
14. C 13. C
2. D 5. A
15. D 14. D
3. B 6. A
16. D 15. A
4. D 7. D
17. C 16. A
5. A 8. A
18. D
9. D
CHAPTER 5 19. B CHAPTER 15
(Page 5-20) 20. D CHAPTER 12 (Page 15-25)
21. A (Page 12-16) 1. D
1. B
22. D 2. B
2. A 1. C
23. A 3. C
3. C 2. D
24. B
4. C 3. B
FOR TRAINING PURPOSES ONLY APP-3

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CHAPTER 15 CHAPTER 17
Cont. (Page 17-10)
4. C 1. B
5. A 2. A
6. D 3. C
7. D 4. C
8. C 5. B
9. B
10. D CHAPTER 18
11. C N/A
12. D
13. C
14. C
15. D
16. D
17. C
18. D
19. C
20. D
21. D
22. A
CHAPTER 16
(Page 16-75)
1. B
2. C
3. B
4. D
5. A
6. C
7. C
8. A
9. A
10. A
11. D
12. B
13. A
14. D
15. A
16. B
17. A
18. C or D
19. B
20. B
APP-4 FOR TRAINING PURPOSES ONLY

FlightSafety
international
ANNUNCIATORS
The Annunciator Section presents a color
representation of all the annunciator lights in
the airplane.
Please unfold page ANN-1 to the right and

leave it open for ready reference as the annun-
ciators are cited in the text.
FOR TRAINING PURPOSES ONLY ANN-1

FlightSafety
international
FlightSafety
international
Figure ANN-1. Annunciators
FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY ANN-3

LJ 60 - Pilot Training Manual - (Vol 2)

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LJ 60 - Pilot Training Manual - (Vol 2)

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FlightSafety international

LEARJET 60 PILOT TRAINING MANUAL VOLUME 2

Record of Revision No. 1.01

This is a complete reprint of the Learjet 60 Pilot Training Manual.

the best safety device in any aircraft is a well-trained crew . . .

FlightSafety International, Inc.

Tucson Learning Center

Wichita (Learjet) Learning Center

Atlanta Learning Center

Copyright 1998 by FlightSafety International, Inc.

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

LEARJET 60 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY 1-i

LEARJET 60 PILOT TRAINING MANUAL

Revision 1 FOR TRAINING PURPOSES ONLY 1-iii

LEARJET 60 PILOT TRAINING MANUAL

Revision 1 FOR TRAINING PURPOSES ONLY 1-1

LEARJET 60 PILOT TRAINING MANUAL

Figure 1-1. Learjet 60

1-2 FOR TRAINING PURPOSES ONLY Revision 1

LEARJET 60 PILOT TRAINING MANUAL

NOTE: ALL DIMENSIONS

Figure 1-2. General Dimensions

FOR TRAINING PURPOSES ONLY 1-3

LEARJET 60 PILOT TRAINING MANUAL

Figure 1-3. Turning Radius

1-4 FOR TRAINING PURPOSES ONLY Revision 1

LEARJET 60 PILOT TRAINING MANUAL

EXHAUST DANGER AREA SHOWN

Figure 1-4. Danger Areas

FOR TRAINING PURPOSES ONLY 1-5

LEARJET 60 PILOT TRAINING MANUAL

NOSE PRESSURIZED SECTION FUEL TAILCONE SECTION

Figure 1-5. Fuselage Sections

The access doors are fastened closed with

The instrument panel (typical) is as indicated

The passenger/crew door is located on the left

1-6 FOR TRAINING PURPOSES ONLY Revision 1

PILOT TRAINING MANUAL

Figure 1-8. Cockpit Layout

PILOT TRAINING MANUAL

1 ANTI-SKID AND PARKING BRAKE ANNUNCIATOR LIGHT 7 SPOILER POSITION INDICATOR

Figure 1-9. Instrument Panel (Typical)

LEARJET 60 PILOT TRAINING MANUAL

Figure 1-10. Cabin Entry Door (Open)

The upper portion of the door has both outside

Rotating either of these handles to closed

The lower door has a single locking handle on

FOR TRAINING PURPOSES ONLY 1-9

LEARJET 60 PILOT TRAINING MANUAL

The lower door is equipped with two cables,

A rubber seal fastened around the doorframe has

Emergency Exit/Baggage Door

1-10 FOR TRAINING PURPOSES ONLY Revision 1

LEARJET 60 PILOT TRAINING MANUAL

Figure 1-14. Emergency Exit/Baggage Figure 1-15. Emergency Exit/Baggage

Revision 1 FOR TRAINING PURPOSES ONLY 1-11

LEARJET 60 PILOT TRAINING MANUAL

dead air space in between. The aftmost win-

1-12 FOR TRAINING PURPOSES ONLY Revision 1

LEARJET 60 PILOT TRAINING MANUAL

There is a light switch for the tailcone equip-

Most of the wing is sealed to form an integral

SEVEN INDIVIDUAL TRIANGLES ROUND-HEAD SCREWS SPACED